Operatingmanual EmergencybrakesystemNBS - arclift.comarclift.com/download/catalog/Notbremssystem-NBS_10-12-EN.pdf · ThyssenKrupp Aufzugswerke Operatingmanual Emergency brakesystemNBS

ThyssenKruppAufzugswerke

Operatingmanual

EmergencybrakesystemNBSFor:TW45C,TW63,TW130,TW160

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All rights reserved © Copyright by ThyssenKrupp Aufzugswerke GmbH Note on industrial property rights ISO 16016 Printed in Germany This document – including excerpts – may only be reprinted or otherwise copied with the express approval in writing of ThyssenKrupp Aufzugswerke GmbH. Any duplication, dissemination or storage on data media unauthorised by ThyssenKrupp Aufzugswerke GmbH is an infringement of copyright and shall give rise to prosecution. Right to make changes of a technical nature reserved We expressly reserve the right to make changes of a technical nature for the purpose of improving our products or enhancing the safety standard - even without a separate announcement. Colouring The colouring of the components used in our documentation is used only for the documentation. Enquire about colours for your products from your ThyssenKrupp Aufzugswerke Sales Partner. Issued by ThyssenKrupp Aufzugswerke GmbH Bernhäuser Strasse 45 73765 Neuhausen a. d. F. Germany Tel.: +49 7158/12-0 E-mail: [email protected] Internet: www.thyssenkrupp-elevator-eli.de

OPERATING MANUAL NBS

ThyssenKrupp Aufzugswerke GmbH

Table of Contents

Emergency brake system NBS PAGE 1. Safety

1.1 Symbols 6 1.2 Safety instructions 7

2. Product description 2.1 Emergency brake system NBS 10 2.2 Operation principle of the NBS 13 2.3 Placing the emergency brake system out of operation 17 2.4 NBS control unit 19 2.5 Speed governor connection 22 2.6 Releasing the NBS emergency brake mechanically 24

3. Technical data 3.1 Mounting the NBS TW45C 25 3.2 Mounting the NBS, TW63 28 3.3 Mounting the NBS, TW130 29 3.4 Mounting the NBS, TW160 30 3.5 Connecting the NBS emergency brake 31

4. Transport and storage 36 5. Assembly

5.1 Installation instructions 38 5.2 Terminal connecting information 38

6. Commissioning / maintenance 6.1 Commissioning 39 6.2 Maintenance 40 6.3 Emergency rescue for drives with NBS 41

7. Repairs 7.1 Replacing the NBS emergency brake 43 7.2 Replacing the brake test switch 46 8. Appendix 8.1 Tightening torques and tightness values 47 8.2 Changes 48

8.3 Appendices: type test certificate and brake manufacturer specifications 48

5 10-2012

OPERATING MANUAL NBS SAFETY


1. Safety 1.1 Symbols

The following pictograms and designations are used in this operating manual:

Danger

This symbol indicates extreme danger to life and the health of persons. Nonobservance can lead to death or severe injury!

Warning

This symbol warns against imminent danger. Nonobservance can lead to physical injury or extensive damage to property. Warnings must always be observed!

Note

This symbol indicates important information and operating instructions. Nonobservance can lead to damage, danger or malfunctions.

Check/Test

Test steps are specified with this symbol. The test instructions marked in this way should be followed without fail. They contribute to preventing personal injury or damage to property.

6 10-2012



1.2 Safety instructions

Notes regarding the operating manual

A requirement for safe handling and non-disruptive operation of this assembly is knowledge of the fundamental safety regulations. This operating manual contains the most important information that is required to operate the assembly safely. The operating manual, in particular the safety instructions, is to be complied with by all persons that work on this assembly. Furthermore, the rules and regulations covering accident prevention that apply to the installation site must be complied with.

Obligations of the operator and/or of the installation company

The operator or installation firm undertakes only to allow persons to work on the product who are familiar with the regulations regarding work safety and accident prevention and have been instructed in handling the product. They must also have read the chapter on safety and the warnings in this operating manual. Note: check at regular intervals that the personnel work with a heightened awareness with regard to safety.

Obligations on the part of personnel

Persons assigned to work on subassemblies undertake before starting work to die comply with the regulations regarding work safety and accident prevention. They must also have read the chapter on safety and the warnings in this operating manual.

Training of personnel

Only trained and instructed qualified personnel may work on the assembly. The responsibility of the personnel must be clearly defined for all tasks involving commissioning, operation, servicing and repair.

Organisational measures

The required personal safety equipment must be provided by the operator or installation company, as the case may be. All existing safety devices are to be tested regularly in accordance with the maintenance schedule.

7 10-2012



Informal notes on the safety measures

The operating manual is to be kept permanently at the usage site of the installation. Complementary to the operating manual, the generally applicable and local regulations for accident prevention and environmental protection are to be provided and complied with. Legally prescribed safety instructions are to be provided for the users at clearly visible positions. Keep all safety and hazard warnings on the installation in a legible condition.

Use in line with intended purpose

The NBS emergency brake has been constructed using state-of-the-art technology and in line with the recognised technical safety regulations. The NBS emergency brake may only be deployed when it is in perfect working order with regard to safety. The exclusive intended purpose of the NBS emergency brake is to protect the elevator car against overspeed as it is moving upwards. Any other or additional form of use shall be regarded as non-compliant with the intended use. THYSSENKRUPP AUFZUGSWERKE GmbH shall not be liable for any damage arising from such use and any damage arising due to operator errors. Proper use in line with the intended purpose also includes

compliance with all instructions in the operating manual and compliance with the commissioning instructions, the installation description as well as performance of the inspection and maintenance work.

Warranty and liability

As a general principle, the 'General Terms of Sale and Delivery' of THYSSENKRUPP AUFZUGSWERKE GmbH apply Warranty and liability claims in the event of personal injury and damage to property shall be excluded if they arise due to any of the following causes: Improper use that is not in line with the intended purpose of the NBS emergency brake Installation, commissioning, operation and maintenance of the NBS emergency brake that is not in line with accepted technical principles Operation of the NBS emergency brake with defective and/or malfunctioning safety and protection devices Nonobservance of the instructions in the operating manual with regard to transport, storage, installation, commissioning, setting, operation and maintenance of the NBS emergency brake Customer constructional alterations to the NBS emergency brake

8 10-2012



Changing, exceeding the specified ratings Deficient monitoring of parts that are subject to wear Repairs that are carried out improperly Cases of catastrophe due to third-party interference and force majeure.

Constructional changes to the NBS emergency brake

The components of the NBS emergency brake are assembled and tested in the plant. In event of changes being made to the assembly, all warranty on the part of THYSSENKRUPP AUFZUGSWERKE GmbH is cancelled

Dangers in handling the NBS emergency brake

The internal electronic circuit of the NBS emergency brake is connected to mains voltage. Before intervention in the control system, required for example with the safety catch activated or during a brake test, the power supply to the drive is to be disconnected before starting work and the installation is to be secured against inadvertent activation. In the event of improper use, there is a risk of personal injury or to the life of the user or third parties, or impairment of the assembly or other assets can arise. Malfunctions that can impair safety must be rectified immediately. Make sure that the brake release screws (screw head marked in red) have been removed from the NBS emergency brake before beginning operation of the elevator, as otherwise the brake will not function in an emergency.

No persons may be transported (except emergency rescue) with the brake release screws screwed in!

9 10-2012

OPERATING MANUAL NBS PRODUCT DESCRIPTION


2. Product description 2.1 Emergency brake system NBS

1 Elevator control 5 NBS emergency brake

2 NBS control unit 6 NBS cover

3 NBS brake trigger switch 7 Brake release lever, show brake

4 Terminal box, NBS connection 8 Motor TW63, horizontal

The NBS emergency brake system that is mounted as an option on ThyssenKrupp elevator gears serves as an additional protection device against overspeed for the elevator car as it moves upwards. It complies with the applicable regulations of EN81.

Fig. 2.1

1

2

3

4

5

6

7

8

Fig.: right-hand version of NBS emergency brake

10 10-2012



Structure The NBS emergency brake system consists of: A type-approved electromagnetic disc brake. This is mounted directly on the traction sheave or worm drive shaft. It is located on the opposite side of the traction sheave. The mounting position of the NBS emergency brake is defined with regard to the direction of view of the motor towards the gear (arrangement of NBS emergency brake on left or right). see Fig. 2.1. An extended traction sheave or worm drive shaft for mounting the brake on the gear and the necessary additional bore hole in the bearing bracket. A brake flange for mounting the brake on the gear housing, including set of seals. The emergency brake system (NBS) control unit for activation of the electromagnetic disc brake and connection to the elevator control system. The circuit for activation of the brake is type-approved and meets the requirements of EN81-A3. A monitoring switch mounted on the magnetic brake to monitor the position of the brake (opened / closed). An additional safety switch on the speed governor that initiates the brake operation when the rated speed is exceeded. The required cable connections for signal forwarding and energy supply. A schematic overview for connection of the emergency brake system can be found in Fig. 2.1. Function principle Opening: triggered by the run command, the NBS emergency brake system - which is closed with spring force - opens shortly in front of the shoe brake fitted on the gear and by opening the shoe brake releases the drive. The switch state of the NBS emergency brake is indicated when opened by the indicator lamp on the control unit lighting up. Closing in the normal mode: On stopping from a travel movement, the drive switches off first. The mechanical shoe brake responds and closes the NBS emergency brake system after a preset delay time. Closing in the event of emergency stop or power failure: In all 3 cases, the drive brake and NBS emergency brake respond without a delay. (UCM – uncontrolled car movement complying with EN81-A3) Closing in an emergency situation: If the speed governor responds to overspeed, the drive switches off and the drive brake closes. At the same time, the NBS emergency brake is operated by means of the additional switch on the speed governor. If the elevator car leaves the door zone with an open door, bridging of the safety circuit is cancelled by the safety module for the function 'levelling operation with open door' and / or 'relevelling'. The open safety circuit means that the NBS contactors drop out and the emergency brake is operated without delay.

11 10-2012



In both cases, the power supply to the electromagnets that hold the disc brake open while the elevator is moving is switched off. The NBS emergency brake closes and brakes the drive on the traction sheave or worm drive shaft.

2.1.1 Measures after activation of the NBS emergency brake

Determine what caused the brake to respond.

a) At overspeed, the switches on the speed governor must be operated (open). Check the function and operability of the drive and drive brake; reset the switches and governor to their operating positions. (Engage the locking spring on the speed governor in the middle position).

b) In the event of an emergency stop or power failure, the switches are in the operating position (closed).

c) In the case of UCM, the installation was shut down with a UCM error. The elevator control system must store this error. A restart may only be possible by manual intervention of maintenance personnel.

If the installation is defective or without current, initiate rescue. To move the elevator car in order to achieve this, the NBS emergency brake must be put out of operation. Proceed as described in chapter 6.3 and comply with the specified safety instructions.

Determine and, if possible, rectify the cause of the overspeed to exclude a repetition of the malfunction.

12 10-2012



2.1.2 Deployment limits and precautions

• To guarantee conformity of the brake in accordance with EU Directive 95/16/EC, the conditions of installation and use must be complied with. For compliance with the permitted travel speed, the use of a speed governor complying with EN81-1, Section 9.9, is mandatory. See type test certificate in the Appendix, chapter 8. The associated ABV no. can be found in the technical data of the drive.

• According to the manufacturer specifications, the NBS emergency brake system is only permitted for dry operation. Oil, grease and abrasion dust are to be kept away from the brake, as otherwise the performance characteristics can change.

• Elevator operation with the brake release screws screwed in is not possible. Screwing in the screws puts the NBS emergency brake system out of operation. At the same time, the brake monitoring interrupts the safety chain.

• The operator must ensure that the setting of the air gap made at the plant is not changed, thus ensuring faultless release of the brake.

• The NBS emergency brake system is intended for static application as a parking brake. Dynamic braking is restricted to emergency braking when the elevator is moving upwards.

Under no circumstances does the brake replace safety systems for downward operation.

• Any changes to the brake without express approval by the manufacturer or their representatives lead to loss of warranty entitlements and an exclusion of liability relevant to conformity.

2.2 Function principle of the NBS emergency brake

2.2.1 Indicators in the circuit diagram

2.2.1.1 Location indicators

+TS Elevator control system in the machine room +T Speed governor in the machine room +M Drive +NBS Accessory NBS emergency brake control system

13 10-2012



2.2.1.2 Interface indicators

(A) NBS contactor release monitoring: run may only be initiated if the contactors +NBS-K77.1, +NBS-K77.2 and +NBS-K77.5 dropped out before the start of the run.

(contactor contact chain closed)

(B) Run signal to NBS: the signal must be applied during the entire run.

(C) Run enable from NBS: a driving motion (run) is only permitted if the contactors +NBS-K77.1, +NBS-K77.2, +NBS-K77.3 and +NBS-K77.5 have picked up. (Contactor contact chain closed)

2.2.2 Initial situation The elevator is at a standstill. The service brake brakes the drive firmly. There is no run command. Safety switch +T-S102.1 is closed. The operating mode selector switch +NBS-S77 is open in the switch position "normal mode". The brake magnet +M-Y78 has no current. The NBS emergency brake thus also brakes the drive firmly. The closed monitoring switch +M-S78 means there is control voltage 24 V = at relay +NBS-K77.4. Relay +NBS-K77.4 has picked up. Indicator lamp +NBS-H77 does not light up. The power supply +NBS-G77.2 provides the control voltage of 24 V. The die 230V AC is provided as mains voltage at the input of the NBS control system terminal X2:L. This mains voltage also supplies the module from generation of the brake DC voltage G77.1 via make contacts of the NBS contactors. Contactors +NBS-K77.1 +NBS-K77.2, +NBS-K77.5 have dropped out without voltage. Contactor +NBS-K77.3 receives no voltage from the elevator control system and has therefore also dropped out.

14 10-2012



2.2.3 Initiating a run

Before initiating the run, the elevator control system checks whether the NBS contactor release monitoring is closed. If the NBS contactor release monitoring is closed and the elevator control system has met all the other conditions for initiation of a run (safety circuit closed), a run can be initiated by the elevator control system. Initiation of a run is signalled by the elevator control system to the NBS emergency brake control system in that the elevator control system applies a voltage of 230 V~ to contactor coil +NBS-K77.3. Contactor +NBS-K77.3 picks up. If the contactor +NBS-K77.3 picks up, this makes contactors +NBS-K77.11 and +NBS-K77.2 pick up as long as the safety circuit of the elevator control system is closed. This connects the brake magnet +M-Y78 to the brake voltage output of the component ROBA switch +NBS-G77.1:5-6. This enables the brake activation voltage (207V DC) and after a time set in the component +NBS-G77.1 it is reduced to a brake retentive voltage (104 V DC). This releases the NBS emergency brake and holds it open. The time up to switching over to retentive voltage is specified by resistor R77.2 on +NBS-G77.1. The value 1M Ohm sets approx. 1.2 seconds.

On release of the NBS emergency brake, monitoring switch +M-S78 is opened. This causes relay +NBS-K77.4 to drop out and contactor +NBS-K77.5 picks up. Indicator lamp H77 shows that the NBS emergency brake has been released. +NBS-K77.5 checks the brake test switch for each run. If the NBS emergency brake is not released, contactor +NBS-K77.5 is also without current and has dropped out. The contactor contact chain between +NBS-X2:14 and +NBS-X2:15 is then interrupted. The elevator control system must ensure that the drive is no longer moved under the closed NBS emergency brake. If the NBS emergency brake engages while the elevator is moving, interrupting the contactor contact chain withdraws the run enable by the NBS emergency brake control system, which means the elevator control system must immediately trigger an emergency stop. If the contactor contact chain between +NBS-X2:14 and +NBS-X2:15 is closed, the NBS emergency brake control system enables the run. Following run enable from the NBS emergency brake control system, the elevator control system can start the run.

15 10-2012



2.2.4 End of run

A run is normally terminated after a regulated delay in that the direction of travel and run signal are switched off by the elevator control system. The run ends immediately (emergency stop) if the safety chain is interrupted in the event of a malfunction. At the end of the run, the power supply to contactor coil +NBS-K77.3 must be cut immediately by the elevator control system. Contactor +NBS-K77.3 drops out. The delayed auxiliary switch block of the contactor +NBS-K77.3 drops out after the set time. As long as safety switch +T-S102.1 and the safety circuit of the elevator system are closed, the NBS emergency brake should open without delay and close with a delay. The delay of the auxiliary switch block +NBS-K77.3, which can be set from 0.1 to 30 seconds, should be set in such a way that the NBS emergency brake only engages when the drive is at a standstill and the service brake firmly brakes the drive. As soon as contactors +NBS-K77.1 and +NBS-K77.2 are without voltage and have therefore dropped out, the brake magnet +M-Y78 is disconnected from the brake voltage. The NBS emergency brake engages. The initial situation is reached once again. The dropping out of the NBS contactors K77.1, K77.2, K77.3 must be checked by the elevator control system for each run or at the latest during a change of direction. This contactor chain is available for the check at terminals X2:11 and X2:12.

2.2.5 Emergency braking

The NBS emergency brake is activated via an additional safety switch +T-S102.1 at the speed governor of the elevator at overspeed independently of the direction of rotation of the drive. The safety shutdown of the drive at overspeed takes place via the regular safety switch (e.g. +T-S102) of the speed governor. This safety switch is part of the safety circuit of the elevator control system. If the additional safety switch +T-S102.1 is opened, contactors +NBS-K77.1 and +NBS-K77.2 are without voltage and drop out. This disconnects the brake magnet +M-Y78 without delay from the brake voltage so that the NBS emergency brake engages and brakes immediately. Each opening of the safety circuit also leads to contactors +NBS-K77.1 and +NBS-K77.2 dropping out and to undelayed engaging of the NBS emergency brake. The door safety circuit is usually bridged by a safety module on levelling at the landing or relevelling. The bridging is permitted complying with EN81 in a defined door zone and at a speed lower than 0.8 m/s. To comply with the requirements of EN81-A3, the permitted length of the door zone has to be calculated. It is only on leaving the door zone with an open elevator car or landing door that contactors +NBS-K77.1 and +NBS-K77.2 drop out and the emergency brake engages to brake the elevator car.

16 10-2012



Where contactors +NBS-K77.1, +NBS-K77.2 and +NBS-K77.5 drop out, the contactor contact chain between +NBS-X1:14 and +NBS-X1:15 is interrupted. The elevator control system must immediately switch off the drive if the contactor contact chain between +NBS-X2:14 and +NBS-X2:15 is interrupted.

2.3 Placing the NBS emergency brake out of operation

As monitoring of the NBS emergency brake is integrated in the safety chain of the elevator control system, special measures are required to open the NBS emergency brake and/or put it out of operation in certain situations such as emergency rescue, safety gear test, brake test etc.

NB: the work described here may only be performed by qualified personnel. It must not be performed by the elevator attendant, as in the event of malfunctions only trained and qualified personnel are able to recognise the causes and the associated dangers involved in the removal of the malfunction and reconnection.

2.3.1 Opening the NBS emergency brake with power supplied to installation

(after activation of the brake as a safety device as a result of overspeed or in the case of UCM)

Check the function and operability of the drive brake and drive. Perform a visual inspection to see whether there are any discernible faults or if any safety devices are broken / disconnected. Reset the switches and speed governor to their operating positions.

a) With functioning drive brake: set switch on the control unit of the NBS to "Open". This electrically releases the NBS emergency brake. Run emergency rescue with manual release of the drive brake (same as for drives without NBS).

b) If the drive brake is defective: move the elevator car by briefly opening and closing the switch on the control unit.

c) With triggered safety gear: pull the elevator car out of the safety gear with recall. Rest of procedure as described at a). Note: driving the elevator car with the motor is not possible when the NBS brake switch is opened. (See type test certificate in Appendix.)

NB: every time the NBS emergency brake is activated, the cause of activation of the emergency braking device is to be determined before reconnection of the drive and, if possible, rectified.

17 10-2012



2.3.2 Manual release with installation without power To manually release the NBS emergency brake, the brake release screws specifically designed for the purpose (screw head marked red) and their washers are to be fully screwed into the brake housing. An illustration and important notes for each drive type can be found in chapter 2.6 NB: the release screws are to be removed from the brake housing before reconnection of the elevator. A safety circuit means that it is not possible to move the elevator car with motor drive with a manual released NBS emergency brake.

2.3.3 Bridging the safety switches for test and adjustment work NB: intervention in the control system of the elevator system described below means that essential parts of the safety monitoring are put out of operation. While this setting is made, no persons may be transported. Bridging the safety switches is exclusively intended for adjustment and testing purposes, for example a safety gear test. After completion of the measures, the secure operating mode is to be established.

The connection terminals in the control unit of the NBS emergency brake are to be bridged according to installation plan / wiring diagram / drawing.

Emergency bridging to shut down the NBS control system in special cases. Overall view, see chapter 3.5

After intervention in the control system, the drive can be operated in switch position "Open" in the unsecured state with opened emergency brake. No transport of persons with the safety device bridged or brake release screws mounted! See also warnings on the NBS control unit!

IMPORTANT INFORMATION

The "EN81-A3-conform" designation (see illustration) only applies to each of the type-approved components that are marked! The component is part of the protection device in accordance with DIN EN81-1 chapter 9.11 or DIN EN81-2 chapter 9.13.

The "EN81-A3-conform" designation is not valid for the entire elevator system!

In the case of frequency converters with the "EN81-A3-conform" designation, there is the possibility to integrate an internal speed monitoring system (not type-approved) for the overall system.

Fig.: "EN81-A3-conform" designation

18 10-2012



2.4 NBS control unit

NBS control unit in the operating mode

Fig. 2.4

1

2

3

1 Indicator lamp

2 Operating mode selector switch

3 Device panel

4 Housing cover

4

19 10-2012



2.4.1 NBS control unit with opened housing cover Fig. 2.4.1

20 10-2012



2.4.2 Component layout and mounting dimensions of the NBS control unit

Fig. 2.4.2

1

2

3

4

5

6

7

8

1 Power pack 2 Brake voltage module

3 Radio interference

suppression element

4 NBS contactor

5 Safety module 6 Door zone relay

7 230V AC terminal strip 8 24V DC terminal strip

21 10-2012



2.5 Speed governor connection

The NBS emergency brake is triggered at overspeed by an additional switch on the speed governor.

Additional mounting of switch for the NBS emergency brake on the ThyssenKrupp speed governor NB: a separate circuit with its own triggering is prescribed for the NBS emergency braking device. The existing switch for shutdown of the safety circuit (Item 3) must not be used in conjunction with this. This means that in the case of modifications the existing speed governor is to be replaced by a new one with an additional switch or separate switch is to be fitted to the NBS emergency brake in line with Fig. 2.5.1, Item 1.

Fig. 2.5.1

1 Safety switch for NBS

2 Contact mounting

3 Safety gear switch

4 Locking spring

1

2

3

4

22 10-2012



Alternatively, the existing switch (Item 3) with one switch contact can be replaced by a switch with two independent switch contacts. Here, the NBS emergency brake must be wired in a separate circuit. Setting the additional switch:

On retrofitting or replacing the additional switch for the NBS emergency brake with retrofit kit part number 6023 000 2889 for the ThyssenKrupp speed governor, the switch is to be set in such a way that the air gap between the switch tappet and switch cam is 0.3 mm. See illustration below.

1.5 Safety switch 4.8 Control cam

2.6 Switch tappet 7 Feeler gauge 0.3 mm

3 Retaining plate 9 Locking spring

5 6

7

8

9

Representation without safety gear switch

Fig. 2.5.3

Material required to retrofit / replace the additional switch.

2

4

1

3

Fig. 2.5.2

23 10-2012



2.6 Releasing the NBS emergency brake mechanically

1 Threaded hole for brake release

2 Mayr: 2 hexagon socket bolts M12 Warner: 3 hexagon socket bolts M8

3 Allen key If the NBS emergency brake has to be released or put out of operation for certain reasons (testing purposes or emergency rescue), proceed as follows: Turn off the power supply to the installation. Remove the hexagon socket bolts (Fig. 2.6.1, Item 2) from the mounting on the coverage and screw them into the holes marked in Fig. 2.6.1, Item 1, until the bolt heads make contact with the brake housing. Reinsert the Allen key in the reception point on the cover. NB: the NBS emergency brake is now out of operation. With the control system switched off, the drive can be moved by carefully operating the brake release lever. If the drive does not start up on its own when the brake is opened, it can be moved by turning the handwinding wheel. Caution: only hold the release lever open for very short periods. If the brake is released for longer, there is a danger that overspeed will trigger the safety gear. NB: the release screws are to be removed from the brake housing before reconnection of the elevator. A safety circuit means that it is not possible to move the elevator car with motor drive with a manual released NBS emergency brake.

Fig. 2.6.1

See installation and operating manual from Mayr and Warner.

1

1

2

3

24 10-2012

OPERATING MANUAL NBS TECHNOLOGY


3. Technical data 3.1 Mounting the NBS, TW45C

Fig. 3.1

1 Guard plate for brake 6 Brake test switch 2 Mounting bolts for brake to

gear 7 Screw for manual

emergency release 3 Thread for emergency release 8 Allen key for emergency

release 4 Brake (NBS) 9 Coil connection 5 Anchor disc / intermediate

disc 10 Sealing cap for shaft end

NB: The brake release screws marked in red, incl. washers, are to be screwed into the threaded hole with the supplied Allen key. They may only be fitted in the event of emergency measures (rescuing persons) or for inspection / testing work. Before commissioning the drive, they are to be removed from the brake housing and reinserted together with the Allen key into the mounts in the guard plate. It is not possible to drive the motor with a manually opened emergency brake or at switch position "Open" on the selector switch of the control unit.

1

9

7

8 6

10

5 2 3

3 2

4

Fig. 3.1.1

25 10-2012



Technical data of the NBS brakes TW45C

Designation Unit

Manufacturer Warner Electric Europe Chr.Mayr GmbH

Type Warner SZ1050/1000 Nm 1) Mayr RSO500/1200 Nm

Braking torque [Nm] 1000 1200

Braking torque setting not possible not possible

Design 2-surface disc brake 4-surface disc brake

Version of brake linings asbestos-free asbestos-free

Brake disc diameter [mm] 214 213

Air gap [mm] 0.3 + 0.1/ 0 0.6

Air gap setting / stroke not possible not possible

Electrical ventilation 1 magnetic clamp with

armature base plate

1 magnetic clamp with

armature base plate

180 - over-excitation 207 - over-excitation

90 - retentive voltage 104 - retentive voltage

1.22 - over-excitation 1.7 - over-excitation

0.61 - holding current 0.85 - holding current


55 - stopping power 88 - stopping power

Monitoring devices

Manual emergency release 2 x M8 screws 2 x M10 screws

Connection cable length [m] approx. 0.5 approx. 1.0

Type of protection IP54 IP54

Weight [kg] approx. 33 approx. 50

Type approval code ABV 818 ABV 762/2

Type approval code ESV 818/1 ESV 762/1

with response times

t10 / t50 / t90 2) [ms] 220 / 285 / 350 55 / 90 / 180

Certificate for traction sheave shaft

Test number:1)

Version will be replaced from 04/2012 with Mayr RSO500/1200 Nm TW45B_30501_ENG

2) DC - direct current cut-off (emergency stop)

Technical data

Operating voltage [VDC]

Performance data

Operating current [A]

[W]

Release monitoring (microswitch)

1122318/1 TW45C-RSO500/1200 Nm

26 10-2012



For all drives ( TW45C,TW63,TW130,TW160)

Setting value for time delay on operating contactor

The time delay at the operating contactor +NBS-K3 in the control unit must be set in such a way that the NBS emergency braking device closes with approx. 1 second delay after the drive has come to a standstill. The brake is configured for an ambient temperature of 0 to + 40°C See installation and operating manual from Mayr and Warner in the Appendix.

Release monitoring The brake are delivered with release monitoring set at the plant.

The microswitch issued for each state change of the brake the signal: "Brake opened" or "Brake closed"

See documents from Mayr and Warner in the Appendix

Break contact

connection, black

Cutout when brake closed

Make contact

blue

Mayr Warner

Input Black connection

Terminal connecting plan for microswitch

Break contact connection, grey cutout when brake closed

Make contact Brake connection Cutout when brake released

27 10-2012



3.2 Mounting the NBS, TW63 Mounting, see Fig. 3.1

Designation Unit

Manufacturer Warner Electric Europe Chr.Mayr GmbH

Type Warner SZ1700/1700 Nm 1) Mayr RSO800/2200 Nm


Braking torque setting not possible not possible




Air gap [mm] 0.35 + 0.05 / - 0.1 0.65

Air gap setting not possible not possible

Electrical ventilation 1 magnetic clamp with

armature base plate

1 magnetic clamp with

armature base plate



1.32 - over-excitation 1.99 - over-excitation




Temperature monitoring

(PTC thermistor 155°C)





Type approval code ABV 590/2 ABV 762/2

ESV 590/4 ESV 762/1

200 / 275 / 350 35 / 90 / 180

TW63_30501_ENG

[W]


Technical data

Monitoring devices

[VDC]Operating voltage

Performance data

TW63-RSO800/2200 Nm

Operating current [A]


923912/2

1) Version will be replaced from 04/2012

with Mayr RSO800/2200 Nm

Type approval code

with response times

t10 / t50 / t90 2)

[ms]

Certificate for traction sheave shaft

Test number

28 10-2012




Designation Unit Technical data

Manufacturer

Warner Electric Europe Chr.Mayr GmbH

Type Warner SZ2500/3000

Nm 1)

Mayr RSO1300/4000

Nm


Braking torque setting

not possible not possible



Brake disc diameter [mm] 275 283.5

Air gap [mm] 0.45 + 0.1 / - 0.05 0.65 - 0.1 / + 0.15

Air gap setting


Electrical ventilation 1 magnetic clamp with armature base plate

1 magnetic clamp with armature base

plate

Operating voltage [VDC] 180 - over-excitation 207 - over-excitation

90 - retentive voltage 104 - retentive

voltage

Operating current [A] 1.32 - over-excitation 2.96 - over-excitation


Performance data [W] 238 - over-excitation 613 - over-excitation

59.5 - stopping power 155 - stopping power

Monitoring devices








Type approval code ABV 592/1 ABV 891

Type approval code ESV 592/1 ESV 891

with response times

t10 / t50 / t90 2)

[ms] 250 / 350 / 450 115 / 190 / 300

Certificate for traction sheave shaft 923912/3

TW130-RSO1300/4000 Nm Test number

1) Version will be replaced from 08/2012 with Mayr

RSO1300/4000 Nm TW130_30501_ENG


29 10-2012




Designation Unit Technical data

Manufacturer

Warner Electric Europe Chr.Mayr GmbH

Type Warner SZ5000/5000

Nm 1)

Mayr RSO1800/5500

Nm


Braking torque setting





Air gap [mm] 0.50 + 0.05 / - 0.05 0.65 - 0.1 / + 0.15

Air gap setting


Electrical ventilation 1 magnetic clamp with armature base plate

1 magnetic clamp with armature base plate

Operating voltage [VDC] 180 - over-excitation 207 - over-excitation


Operating current [A] 1.8 - over-excitation 3.06 - over-excitation


Performance data [W] 324 - over-excitation 633 - over-excitation


Monitoring devices








Type approval code ABV 604/2 ABV 892

Type approval code ESV 604/1 ESV 892

with response times

t10 / t50 / t90 2)

[ms] 400 / 550 / 700 115 / 230 / 400

Certificate for traction sheave shaft 923912/4

TW160-RSO1800/5500 Nm Test number

1) Version will be replaced from 08/2012 with Mayr

RSO1800/5500 Nm TW160_30501_ENG


30 10-2012



3.5 Connecting the NBS emergency brake

3.5.1 Monitoring of door monitor, NBS switchbox, ROBA switch Fig. 3.5.1

31 10-2012



Monitoring of door zone, NBS switchbox, ROBA switch Fig. 3.5.2

32 10-2012



Monitoring of door zone, NBS switchbox, ROBA switch

Fig. 3.5.3

Remarks 1) Safety circuit of the elevator system. Part elevator car and landing doors.

2) SC2 module for the levelling function and / or relevelling with open door.

3) Magnetic switch that scans one magnetic strip or a zone vane (door zone) in each landing, i.e. a processor-independent zone signal is formed.

4) The evaluation of the second contact of K27 for shutdown according to 9.11.9 of DIN EN81-1:2010 in the case of error "uncontrolled car movement with open door" may only take place in such a way, even in the event of an error, for example in a software listing not tested by an independent testing authority, that connection 2 of A27, "Door zone channel 1 of the control system", cannot be influenced.

A27 safety circuit with electronic components, mat. no.: 6519 000 7497.

EC - Type Test Certificate registration no. 01/208/5A/0411/1813, TÜV Rheinland Group

G77.2 mains adapter for 24V DC supply of the circuit. However, the 24V DC can also be supplied by an elevator control system.

G77.1 brake voltage 207 / 104 V . The make contacts of the NBS contactor K77.3 at the ROBA switch terminal 1 start to build up the brake voltage 207 V DC, which is reduced to the retentive voltage of 104 V DC after approx. 1 second. Switch S77 opens the NBS emergency brake system for emergency rescue. Contacts K77.1 and K77.2 (1-2) at the terminals G77.1:3-4 (ROBA switch) switch off the NBS emergency brake system on the DC side.

R77.2 resistor that regulates the time of over-excitation with 207 V DC. 1M Ohm corresponds to approx. 1.2 seconds of over-excitation time.

S27 Sensor door zone, magnetic switch

S77 Maintained contact switch with positive-guided contacts

K27 12V DC relay for translation of the door zone of S27. K77.1, K77.2 Contactors with one coil for 230 V AC to switch the emergency brake (NBS) Y78. K77.3 Contactor with one coil for 230 V AC or 48V DC to switch on the emergency brake Y78. Shutdown in the normal mode on the AC side.

Low-noise switching, but with longer engaging time of the brake. The event block of K77.3 lets the NBS emergency brake system engage with a delay after engagement of the operational brake. As one make contact of K77.3 is safety-relevant, this contactor is monitored in case it drops out.

K77.4 Relay 24 V DC. Translates the brake test switch S78 of the NBS emergency brake system into the control system.

K77.5 Relay contactor that monitors the brake test switch S78 of the NBS emergency brake system for drop-out, thus making this brake the safety brake. Y78 Braking device (NBS emergency brake system) affecting the traction sheave shaft as part of the protection device against overspeed for the elevator car moving upwards.

For the case of uncontrolled car movement, the NBS emergency brake system works in both directions of travel. This braking device has an EC - Type Test Certificate for each type of gear drive W191 – TW45 – TW63 – TW160 - S78 Brake test switch of the NBS emergency brake system S102.1 Safety switch on the speed governor that activates the NBS emergency brake system in the event of overspeed.

Corresponds to wiring diagram 7-4 Circuit for monitoring of door zone NBS switchbox ROBA switch

33 10-2012



3.5.2 Monitoring of door zone, NBS switchbox, ROBA switch

Fig. 3.5.5

34 10-2012



Note: if you want to extend the supplied connections or use your own cables, ensure these have an adequate cross-section in order to prevent voltage drops between the power source and brake. Make sure that the supply voltage is correct. Undervoltage reduces the maximum possible air gap and therefore leads to wear or malfunctions in the emergency brake. Connection to third-party control systems

When connecting the NBS emergency brake to a control system that was not supplied by ThyssenKrupp Aufzugswerke, the regulations of the type approval in the Appendix (see chapter 8) must be complied with. ThyssenKrupp Aufzugswerke GmbH shall not be liable in this case

35 10-2012

OPERATING MANUAL NBS TRANSPORT AND STORAGE


4. Transport and storage

Packaging and shipping

Example: TW45C

Further packaging depends on the order and is country-specific (air/sea/land freight). Pay attention to the symbols on the packaging or elsewhere.

This way up Fragile goods Protect against water

Protect against heat

Hand hooks prohibited

Attach here

Dimensions and weight Dimensions and weight according to delivery note. Check on acceptance by the recipient The delivered parts and their packaging are to be checked for completeness, damage or other conspicuous features. Reporting and documenting damage in transit On delivery, make sure that no damage in transit has occurred. Any damage that is determined is to be documented immediately (photo or sketch and description of the damage). Forward the corresponding documents without delay to THYSSENKRUPP AUFZUGSWERKE GmbH.

Fig. 4.1 Special pallet 1200 x 800

36 10-2012

OPERATING MANUAL NBS TRANSPORT AND STORAGE


Unpacking Dispose of packaging materials in an environmentally compatible manner or reuse them. Specific transport equipment and shipping braces remain with the customer.

Intermediate storage If the emergency brake system is not installed immediately after delivery, it is to be protected against water, moisture and damage.

Ambient conditions

Note: The regulations for elevator machine and pulley rooms apply with regard to the ambient conditions at the final location (humidity, temperature). (As per EN 81 between +5°C and +40°C) The relative air humidity should not exceed 70%.

37 10-2012

OPERATING MANUAL NBS ASSEMBLY


5. Assembly 5.1 Installation instructions

The NBS emergency brake is fitted to the drive, fully mounted and adjusted. The setting at the plant must not be changed. The control unit is intended to be fitted to the wall of the machine room. If the rooms adjoining the machine room are living quarters / bedrooms, sound insulation measures must be taken when mounting the unit. The mounting dimensions and other dimensions can be found in chapter 2.4. The terminal box for connection of the control unit is to be mounted as close as possible to the NBS emergency brake on the site. (For example on the frame or base of the drive. The additional switch for triggering the emergency braking device is to be mounted on the speed governor or the existing governor is to be replaced by a governor with a fitted additional switch. Alternatively, a switch with a second contact for a separate circuit of the NBS operation can be used. See chapter 2.5

5.2 Terminal connecting information

Connections, see chapter 3. The cable connections required for connection are delivered ready-made. See specifications in the installation plan, chapter 3

38 10-2012

OPERATING MANUAL NBS COMMISSIONING / MAINTENANCE


6. Commissioning / maintenance

6.1 Commissioning

Before commissioning a drive with NBS emergency brake, the following points are to be checked or must have been performed: The 3 brake release screws marked red on the magnetic brake must be removed from the brake housing. (With gear drive TW45, only 2 screws.) See chapter 3 "Mounting the NBS" The operating switch (break contact) for the NBS emergency brake on the governor must be closed. The switch function, i.e. that the operating switch interrupts the safety chain when the speed governor is triggered, and the setting of the operating switch at the governor must be checked beforehand. The time delay at the operating contactor +NBS-K77.3 in the control unit must be set in such a way that the NBS emergency brake closes with approx. 1 second delay after the drive has come to a standstill. The switch for the emergency brake control at the control cabinet must be in the position "normal mode". NB: following any change to the NBS brake activation, the function of the brake is to be checked before beginning elevator operation. NBS brake test: the function and effect of the NBS are to be checked before commissioning by means of an emergency stop at rated speed. Test sequence Run the empty elevator car to the bottom landing. Set the switch of the NBS at the control cabinet to "normal mode". Move upwards with an empty elevator car. Hold the service brake open by pressing the brake release lever. On reaching rated speed, trigger the NBS emergency brake by operating the additional switch on the speed governor or by switching off the main switch on the control system. Note: the elevator car should be located sufficiently far below the top terminal landing at the point in time of triggering. Effect: the drive switches off, the NBS emergency brake responds and decelerates the movement of the elevator car to a standstill. NB: observe the process during triggering. If the braking effect is inadequate or if the braking path is inadequate, brake the elevator car by letting go of the brake release lever.

39 10-2012



6.2 Maintenance

Maintenance period: maintenance of NBS emergency brake control system should take place within the framework of central maintenance of the elevator, at least once a year. Note: Commissioning and maintenance work may only be carried out by trained and instructed qualified personnel.

All laws and regulations for elevator systems, as well as accident prevention regulations, must be known and complied with.

More details on the sequence, settings and data can be found in chapters:

During operation, the function of the brake is to be checked by observing the sequence.

2.1

The brake magnets and their activation unit must be free of voltage after switching off the main switch.

Check the release gap between the brake magnet and anchor disc when the brake is without current.

2.6

Check the heat development of the brake during operation.

Check that the protective cover has been fitted properly.

Check that the brake release screws and Allen key necessary for emergency rescue are present and stored in the proper place.

2.6

Check that electrical connections are in good condition according to instructions, i.e. undamaged; check that they are securely attached

Remove any dirt from the brake.

Note: Attention should be paid to ensuring that grease, oil or other substances do not get to the emergency brake, as otherwise the linings will be destroyed or the braking effect diminished. With normal, proper operation and the correct setting, the emergency brake control is not subject to wear. If abrasion or wear on the linings is determined, this indicates malfunctions. In this case, the function and setting of the activation unit is to be checked and corrected if required. The actual present release gap between brake magnet and anchor disc is to be checked. If the pulling force of the brake magnet is no longer sufficient to pull the anchor disc through a release gap that is too large or if the release gap reaches the wear limit stated in chapter 3, we recommend complete replacement of the safety brake.

40 10-2012



6.3 Emergency rescue for drives with NBS

Mounting the additional emergency brake against upward overspeed changes the sequence and procedure for emergency rescue. A description of the emergency brake can be found in chapter 2.1 NB: Only the work described in sections a) and b) may be performed by instructed personnel. a) Switch on the main switch Set the electrical recall switch to "Recall" Set the switch on the NBS control unit to "normal mode" Move the elevator car with the recall switches into the next landing b) Switch on the main switch Set electrical recall switch to "Recall" Set switch on the NBS control unit to "Open" to release the NBS emergency brake electrically (The indicator lamp lights up when the NBS emergency brake is released) Move the elevator car to the next landing by gradually releasing service brake at the drive If the elevator car does not move after operation of the brake release lever, the start-up movement is to be supported by turning the handwinding wheel If rescue is not possible with the sequences described at a) and b), competent maintenance personnel or personnel of the maintenance firm must be called. NB: The work described below may only be performed by qualified personnel. c) Switch off main switch Determine cause of the malfunction Rectify fault Perform the sequence described at a) or b) once again If the cause of the malfunction cannot be rectified, check the function of the gear and service brake. If there are no discernible defects on the gear and brake, release the NBS emergency brake manually. This is done by screwing the brake release screws into the brake housing of the NBS. See chapter 2.3 Disabling the main switch Screw in the brake release screws firmly into the brake housing as far as they will go

41 10-2012



NB: While screwing in the screws, observe the traction sheave. If the traction sheave starts to move, immediately unscrew the screws slightly. Continue emergency rescue with e). Move the elevator car to the next landing by gradually releasing service brake If the elevator car does not move after operation of the brake release lever, the start-up movement is to be supported by turning the handwinding wheel e) If the cause of the malfunction cannot be rectified, if the gear is defective or the drive brake is damaged, move the elevator car by gradually screwing the brake release screws in and out. f) With triggered speed governor

Procedure is the same as for drives without NBS, whereby the switch on the control unit remains in operating position ("normal mode"). If the elevator car cannot be moved with the drive (recall), it is to be disengaged from the safety gear using lifting gear. To do so, set the switch of the NBS to "Open". Alternatively, the NBS emergency brake is to be released manually by screwing in the brake release screws during the pulling operation. Note: driving with motor is not possible when the brake release screws are screwed in.

42 10-2012

OPERATING MANUAL NBS MAINTENANCE


7. Repairs

7.1 Replacement of the NBS emergency brake

Note: if the brake is defective, the complete NBS emergency brake is to be replaced in general. Disconnect the power from the drive and secure it against unauthorised activation. Disconnect the cable connections to the terminal box such as the magnet connection, monitoring switch and thermal switch. Screw the release screws into the brake housing. Mark the location of the brake in relation to the housing; undo the securing bolts of the brake. Do not pull out of the holes; remove the protective cover. Screw the eye bolt into the threaded hole on the brake housing as a transport aid. See Fig. 7.1.2. Place the brake housing into the transport position by turning the handwinding wheel. Attach the eye bolt to lifting gear (crane or block and tackle) and pull off carefully. Pull the friction disk(s) and hub off the worm drive shaft. Remove the preservative from the contact surfaces of the brake and clean. Replace the O-rings on the toothed shaft end and hub with new ones and grease lightly. Push the hub onto the shaft end of the worm drive shaft. Push the friction disk(s) onto the hub. Attach the new brake housing with the eye bolt to the lifting gear. Place the brake housing at the shaft end, align it and join it to the bearing flange by turning in the opposite direction beyond the friction disk(s) and hub. Align the location of the brake housing to the threaded hole by turning the handwinding wheel and screw on loosely. Here, the switch and cable connection should be arranged at the bottom left (arranged with direction of view towards the brake in front of the drive). The screws must be seated on detent edged washers (DIN 0833) to prevent inadvertent loosening. Remove the brake release screws with screw head marked in red from the brake housing.

Note: Nothing in the sealed setting of the manufacturer may be changed. If the brake setting is not proper and adequate (air gap, contact space), it is to be replaced with a new brake. Fit the protective cover to the brake. Screw in the securing bolts of the brake and use a torque wrench to tighten them alternately until the prescribed torque is reached. All connections, see chapter 3.6. Switch on the drive; check the function and effect of the brake: switch on and off at the control unit, observing the temporal sequence of the individual switching sequences. Run a brake test. Description in chapter 6.1

43 10-2012



Illustration of TW45C

Inserting springs on the NBS emergency brake system

Fig. 7.1.1

Fig. 7.1

1

Worm drive shaft end with toothing for mounting the NBS

Fig. 7.1.2

Eye bolt for lifting the NBS emergency brake system

Fig. 7.1.3

44 10-2012



Fig. 7.1.5

Fig. 7.1.4

45 10-2012



7.2 Replacing the brake test switch

The purpose of the microswitch on the brake magnet of the NBS is to monitor the brake function. If the switch is defective, it is to be replaced. Unscrew the protective cover on the brake and remove the switch connection at the terminal box. Remove the securing bolts on the switch; replace the defective switch with a new switch and secure. See Fig. 3.1.1, item 6 Setting the brake test switch See Mayr documents in the Appendix

Plant setting and functional testing of the microswitch (6.1)

See Warner documents in the Appendix Setting the microswitch (4.2)

Check the faultless function of the brake test switch setting by operating the brake a number of times

Mount the protective cover on the brake; tighten the bolts with the prescribed tightening torque. (Specified tightening torque depends on the gear drive type)

Adjusting screw

Armature base plate

Brake magnet

Microswitch

Switch connection

Fig. 7.2.1

1

2

Air gap

46 10-2012

OPERATING MANUAL NBS APPENDIX


8. Appendix

8.1 Tightening torques – tightness values

NB: when working on the machine or replacing parts, it must be ensured that the prescribed bolt / screw tightness and tightening torques are complied with. On installation, the screws are to be secured against inadvertent loosening using detent edged washers. The following values apply for: Allen screws ISO 4762 (DIN 912) Hexagon screws ISO 4014 / 4017 (DIN 931 / 933) Unless special values are stipulated in the assembly descriptions. The screws are to be tightened with a torque wrench!

Dimensions Tightening torque MA (Nm)

Tightness 8.8 10.9 12.9

M4 2.6

M5 5.3

M6 9.0 12 15

M8 23 30 35

M10 45 60 75

M12 75 110 130

M16 190 270 320

M20 370 520 620

M24 640 900 1100

47 10-2012

OPERATING MANUAL NBS APPENDIX


8.2 Changes

Version Changes

Chapter

10/2012 EN81-A3-conform 2 8.3 Appendices

See extra overview Mayr and Warner

48 10-2012

The Mayr documents follow

Installation and operating manual ROBA stop, type 869.213.30 Declaration of conformity, Mayr

Verification of calculation for traction sheave shaft TW45C TW63 TW130 TW160

Type test certificates ABV762/.. for TW45C and TW63 ESV762/.. for TW45C and TW63

ABV891/.. for TW130

ESV891/.. for TW130

ABV892/.. for TW160 ESV892/.. for TW160

Installation and Operational Instructions for ROBA-stop®-silenzio® Type 896.213.30 Sizes 500 – 1800

Chr. Mayr GmbH + Co. KG Tel.: +49 8341 804-0 E079 10 228 000 471 Eichenstraße 1 Fax: +49 8341 804-421 Page 1 of 17 D-87665 Mauerstetten www.mayr.com Germany E-Mail: [email protected] 21/06/2012 TK/HW/GF/SU

Design according to:

Size Drawing Number Article Number Braking Torque 500 E079 10 228 000 210 8213409 1200 Nm 800 E079 11 221 000 110 8213412 2200 Nm

1300 E079 13 216 000 110 8213466 4000 Nm 1800 E079 14 212 000 110 8213551 5500 Nm

Please read these Operational Instructions carefully and follow them accordingly! Ignoring these Instructions can lead to lethal accidents, malfunctions, brake failure and damage to other parts.

These Installation and Operational Instructions (I + O) are part of the brake delivery. Please keep them handy and near to the brake at all times.

Contents: Page 1: - Contents

Page 2: - Guidelines on EU Directives - Safety and Guideline Signs - TÜV (German Technical Inspectorate) Certificates

Page 3: - Safety Regulations



Page 4: - Brake Illustrations Size 500 - Brake Illustrations Size 800

Page 7: - Brake Illustrations Size 1300 - Brake Illustrations Size 1800

Page 8: - Brake Illustrations, General

Page 9: - Parts List

Page 10: - Technical Data

Page 11: - Application - Design - Function - State of Delivery - Torque-Time Diagrams

Page 12: - Installation Conditions - Installation

Page 13: - Emergency Hand Release

Page 14: - Electrical Connection and Wiring

Page 15: - Release Monitoring

Page 16: - Braking Torque - Noise Damping - Brake Inspection - Maintenance

Page 17: - Disposal - Malfunctions / Breakdowns Attachment: Assembly Drawing acc. Article Number



Guidelines on the Declaration of Conformity

A conformity evaluation has been carried out for the product (electromagnetic safety brake) in terms of the EC Low Voltage Directive 2006/95/EC. The Declaration of Conformity is laid out in writing in a separate document and can be requested if required. Guidelines on the EMC Directive (2004/108/EC)

Due to their passive quality, brakes are also non-critical equipment according to the EMC.

Guidelines on the Machinery Directive (2006/42/EC) The product is a component for installation into machines according to the Machinery Directive 2006/42/EC. The brakes can fulfil the specifications for safety-related applications in connection with other elements. The type and scope of the required measures result from the machine risk analysis. The brake then becomes a machine component and the machine manufacturer assesses the conformity of the safety device to the directive. It is forbidden to start use of the product until you have ensured that the machine accords with the regulations stated in the directive. Guidelines on the ATEX Directive Without a conformity evaluation, this product is not suitable for use in areas where there is a danger of explosion. For application of this product in areas where there is a high danger of explosion, it must be classified and marked according to directive 94/9/EC.

Safety and Guideline Signs

DANGER Immediate and impending danger which can lead to severe physical injuries or to death.

CAUTION

Danger of injury to personnel and damage to machines.

Please Observe! Guidelines on important points.

TÜV (German Technical Inspectorate) Certificates

Size EC Type Examination Certificate Type Examination Certificate

500 ABV 762/2 ESV 762/1

800 ABV 762/2 ESV 762/1

1300 ABV 891 ESV 891

1800 ABV 892 ESV 892



Safety Regulations These Safety Regulations are user hints only and may not be complete!

General Guidelines

DANGER Danger of death! Do not touch voltage-carrying cables and components.

Brakes may generate further risks, among other things:

Hand injuries

Danger of seizure

Contact with hot

surfaces

Magnetic fields

Severe injury to people and damage to objects may result if: the electromagnetic brake is used incorrectly. the electromagnetic brake is modified. the relevant standards for safety and / or installation

conditions are ignored. During the risk assessment required when designing the machine or system, the dangers involved must be evaluated and removed by taking appropriate protective measures. To prevent injury or damage, only professionals and specialists are allowed to work on the devices. They must be familiar with the dimensioning, transport, installation, inspection of the brake equipment, initial operation, maintenance and disposal according to the relevant standards and regulations.

Before product installation and initial operation, please read the Installation and Operational Instructions carefully and observe the Safety Regulations. Incorrect operation can cause injury or damage.

At the time these Installation and Operational Instructions go to print, the electromagnetic brakes accord with the known technical specifications and are operationally safe at the time of delivery.

Technical data and specifications (Type tags and

documentation) must be followed. The correct connection voltage must be connected

according to the Type tag and wiring guidelines. Check electrical components for signs of damage before

putting them into operation. Never bring them into contact with water or other fluids.

Please observe the EN 60204-1 requirements for electrical connection when using in machines.

Only carry out installation, maintenance and repairs in a de-energised, released state and secure the system against inadvertent switch-on.

Guidelines for Electromagnetic Compatibility (EMC) In accordance with the EMC directive 2004/108/EC, the individual components produce no emissions. However, functional components e.g. mains-side energisation of the brakes with rectifiers, phase demodulators, ROBA®-switch devices or similar controls can produce disturbance which lies above the allowed limit values. For this reason it is important to read the Installation and Operational Instructions very carefully and to keep to the EMC directives. Application Conditions

The catalogue values are guideline values which have been determined in test facilities. It may be necessary to carry out your own tests for the intended application. When dimensioning the brakes, please remember that installation

situations, torque fluctuations, permitted friction work, run-in behaviour and wear as well as general ambient conditions can all affect the given values. These factors should therefore be carefully assessed, and alignments made accordingly.

Mounting dimensions and connection dimensions must be adjusted according to the size of the brake at the place of installation.

Use of the brake in extreme environmental conditions or outdoors, directly exposed to the weather, is not permitted.

The brakes are designed for a relative duty cycle of 60 %. The max. permitted switching frequency is 180 1/h. These values are valid for intermittent operation S3 60 %. The permitted surface temperature on the brake flange must not exceed 70 °C at a max. ambient temperature of 40 °C. The overexcitation time should be at least double the separation time t2. For Sizes 500 and 800, the following applies: A duty cycle of > 60 % leads to higher temperatures, which cause premature ageing of the noise damping and therefore lead to an increase in switching noises.

The braking torque is dependent on the present run-in condition of the brakes.

The brakes are only designed for dry running. The torque is lost if the friction surfaces come into contact with oil, grease, water or similar substances or foreign bodies.

The surfaces of the outer components have been zinc phosphated manufacturer-side to form a basic corrosion protection.

CAUTION The rotors may rust up and seize up in corrosive ambient conditions and/or after longer downtimes. The user is responsible for taking appropriate counter measures.




Ambient Temperature: 0 °C up to + 40 °C

CAUTION At temperatures of around or under freezing point, both condensation and the special characteristics of the linings (lower friction values at lower temperatures) can strongly reduce the braking torque.

The user is responsible for taking respective counter-measures, e.g. selecting brakes with higher nominal braking torques. Frequent and extensive temperature fluctuations at high humidity promote the formation of corrosion, which can lead to seized linings. The brake function must be inspected both once installation has taken place as well as after longer system downtimes, in order to prevent the drive starting up against possibly seized linings. The customer is responsible for providing a protective cover against contamination caused by construction sites. Temperatures of over 70 °C on the brake attachment flange can have a negative effect on the switching times, the braking torque levels and the noise damping behaviour.

Appointed Use This safety brake is intended for use in electrically operated elevators and goods elevators according to EN 81-1/1998+A3:2009. The safety brake corresponds to DIN EN 81, Part 1 [Sections 9.10.2, 9.11.3, 12.4.2.1 (2nd paragraph), 12.4.2.2, and 12.4.2.5] in its general design and its mode of operation. Earthing Connection The brake is designed for Protection Class I. This protection covers not only the basic insulation, but also the connection of all conductive parts to the PE conductor on the fixed installation. If the basic insulation fails, no contact voltage will remain. Please carry out a standardized inspection of the PE conductor connections to all contactable metal parts! Insulation Material Class F (+155 °C) The insulation components on the magnetic coils are manufactured at least to insulation material class F (+155 °C). Protection (mechanical without cover) IP10: Protection against large body surfaces and large foreign bodies > 50 mm in diameter. Water spray coming from any direction may reduce the braking torque. (electrical) IP54: Dust-proof and protected against contact as well as against water spray coming from any direction.

Brake Storage Store the brakes in a horizontal position, in dry rooms and

dust and vibration-free. Relative air humidity < 50 %. Temperature without major fluctuations within a range

from – 20 ° up to +60° C. Do not store in direct sunlight or UV light. Do not store aggressive, corrosive substances (solvents /

acids / lyes / salts etc.) near to the brakes. Special measures are required for longer periods of storage lasting more than 2 years (please contact the manufacturer). Handling Before installation, the brake must be inspected and found to be in proper condition. The brake function must be inspected both once installation has taken place as well as after longer system downtimes, in order to prevent the drive starting up against possibly seized linings. User-implemented Protective Measures: Please cover moving parts to protect against injury

through seizure. Place a cover on the magnetic part to protect against injury

through dangerously high temperatures. Protective circuit: When using DC-side switching, the coil

must be protected by a suitable protective circuit according to VDE 0580, which is integrated in mayr

®-rectifiers. To protect the switching contact from consumption when using DC-side switching, additional protective measures are necessary (e.g. series connection of switching contacts). The switching contacts used should have a minimum contact opening of 3 mm and should be suitable for inductive load switching. Please make sure on selection that the rated voltage and the rated operating current are sufficient. Depending on the application, the switching contact can also be protected by other protective circuits (e.g. mayr ®-spark quenching unit, half-wave and bridge rectifiers), although this may of course then alter the switching times.

Take precautions against freeze-up of the friction surfaces in high humidity and at low temperatures.




Regulations, Standards and Directives Used: DIN VDE 0580 Electromagnetic devices and

components, general directives 2006/95/EC Low voltage directive CSA C22.2 No. 14-2010 Industrial Control Equipment UL 508 (Edition 17) Industrial Control Equipment 95/16/EC Elevator directive EN 81-1 Safety regulations for the construction

and installation of elevators - Part 1: Electrically operated passenger and goods elevators.

BGV C1 (previously VGB 70) Safety regulations for theatre stage technical systems

EN ISO 12100 Safety of machinery – General principles - Risk assessment and risk reduction

DIN EN 61000-6-4 Interference emission EN12016 Interference resistance

(for elevators, escalators and moving walkways)

EN 60204-1 Electrical machine equipment

Liability The information, guidelines and technical data in these documents were up to date at the time of printing. Demands on previously delivered brakes are not valid. Liability for damage and operational malfunctions will not be taken if: - the Installation and Operational Instructions are ignored or neglected. - the brakes are used inappropriately. - the brakes are modified. - the brakes are worked on unprofessionally. - the brakes are handled or operated incorrectly. Guarantee The guarantee conditions correspond with the

Chr. Mayr GmbH + Co. KG sales and delivery conditions. Mistakes or deficiencies are to be reported to mayr ® at

once! CE Identification

According to the Low Voltage Directive 2006/95/EC and the elevator directive 95/16/EC

Conformity Markings

In terms of the Canadian and American approval

Identification mayr

® components are clearly marked and described on the Type tag: Product name Series number Article number Approval number (if available)

CE identification Size/Type Voltage Power Braking torque DataMatrix code only for voltages > 72V (CE identification with ID number of the respective inspection authority, only for prototype-inspected brakes)

®

C US



Brake Illustrations Size 500

Fig. 1 Fig. 2 Brake Illustrations Size 800

Fig. 3 Fig. 4

16

14

15 9

4

4.1

12

8

7

2

1

10

3

18

5.3

17

Air gap "a"Cable length approx. 1000 mm

Not included in delivery

16

14

15 9

4

4.1

12

8

7

2

1

10

3

18

5.3

17

Air gap "a"Cable length approx. 1000 mm

Customer-side shaft




Brake Illustrations Size 1300

Fig. 5 Fig. 6 Brake Illustrations Size 1800

Fig. 7 Fig. 8

16

14

15

9

4

4.1

12

8

7

2

1

10

3

18

5.3

17

Air gap "a"

Cable length approx. 1000 mm

Customer-side shaft


16

14

15

9

4

4.1

12

8

7

2

1

10

3

18

5.3

17

Air gap "a"

Cable length approx. 1000 mm

Customer-side shaft




Brake Illustrations, General Fig. 9 Fig. 10 Fig. 11

13

4.1

4

12

"b" 6.4/6.5 6.33 6.1

5.123

3 11 6.2

2

5.2

Individual air gaps "b"



Parts List (Only use mayr

original parts)

Pcs.

Item Name Size 500 Size 800 Size 1300 Size 1800

1 Hub 1 1 1 1

2 Coil carrier assembly 1 1 1 1

3 Armature disk 1 1 1 1

4 Rotor 1 1 1 1 1

4.1 Rotor 2 1 1 1 1

5 Emergency hand release 1 1 1 1

5.1 Cap screw 2 2 2 2

5.2 Washer 2 2 2 2

5.3 Warning guideline sign (German and English) 2 2 2 2

6 Release monitoring assembly 1 1 1 1

6.1 Microswitch 1 1 1 1

6.2 Cap screw 2 2 2 2

6.3 Hexagon head screw 1 1 1 1

6.4 Hexagon nut 1 1 1 1

6.5 Spring washer 1 1 1 1

7 Hexagon head screw 6 6 8 8

8 Washer 6 6 8 8

9 Distance bolts 6 6 8 8

10 Thrust spring acc. spring dimensioning

11 Thrust spring

12 Intermediate disk 1 1 1 1

13 Thrust spring 3 3 4 4

14 Cover plate 1 1 1 1

15 Cap screw 4 4 4 2

16 Cap screw 2 2 2 2

17 Guideline sign 1 1 1 1

18 Type tag 1 1 1



Technical Data

General Technical Data Size: 500 800 1300 1800 Article number: 8213409 8213412 8213466 8213551 Braking torque 1): 1200 Nm 2200 Nm 4000 Nm 5500 Nm Nominal voltage: 104 V 104 V 104 V 104 V Coil power (at nominal voltage): 88 W 103 W 163 W 160 W Overexcitation voltage: 207 V 207 V 207 V 207 V Coil power (on overexcitation): 352 W 412 W 648 W 633 W Overexcitation time: approx. 1 s approx. 1 s approx. 1 s approx. 1 s Nominal speed: 135 rpm 135 rpm 120 rpm 120 rpm Overspeed: max. 170 rpm max. 170 rpm max. 150 rpm max. 150 rpm Permitted friction work per braking: 30 kJ 80 kJ 150 kJ 170 kJ Rotor thickness, new condition: 16 –0,05 mm 18 -0,05 mm 18 -0,05 mm 18 -0,05 mm Nominal air gap "a" (-0,1 mm / +0,15mm): 0,6 mm 0,65 mm 0,65 mm 0,65 mm Maximum air gap "a" 2): 1,0 mm 1,0 mm 1,1 mm 1,1 mm Individual air gaps "b" released: min. 0,12 mm min. 0,14 mm min. 0,14 mm min. 0,14 mm Tightening torque Item 7: 122 Nm 300 Nm 300 Nm 410 Nm Key width Item 7: WO 18/19 SW 24 SW 24 SW 30 Protection (electrical): IP 54 IP 54 IP 54 IP 54 Protection (mechanical): IP 10 IP 10 IP 10 IP 10 Duty cycle with 180 switchings/h: max. 60 % max. 60 % max. 60 % max. 60 % Electrical connection (coil): 2 x 0,88 mm2 2 x 0,88 mm2 2 x 0,88 mm2 2 x 0,88 mm2 Electrical connection (microswitch): 3 x 0,54 mm2 3 x 0,54 mm2 3 x 0,54 mm2 3 x 0,54 mm2 Ambient temperature: 0 °C to +40 °C 0 °C to +40 °C 0 °C to +40 °C 0 °C to +40 °C Weight: 41 kg 59,8 kg 94,8 kg 140,8 kg

Switching Times in New Condition Tightening t2: 250 ms 360 ms 600 600 Response delay on connection t11 (AC): 340 ms 130 ms 230 180 Drop-out t1 (AC): 730 ms 450 ms 1900 1550 Drop-out t1 (DC) 3): 160 ms 130 ms 580 400

Switching Times acc. TÜV (German Technical Inspectorate) Type Examination Certificate Amendment 3 ESV 762/1 ESV 762/1 ESV 891 ESV 892 Drop-out t 0 (DC): 55 ms 35 ms 115 115 Drop-out t 50 (DC) 4): 90 ms 90 ms 190 230 Drop-out t 90 (DC): 4) 180 ms 180 ms 300 400

1) The braking torque (nominal torque) is the torque effective in the shaft train on slipping brakes with a sliding speed

of 1 m/s referring to the medium friction radius. For stabilisation of the friction conditions, a run-in process in new condition is recommended. 2) Once the maximum air gap has been reached, the rotors must be replaced. However, the brake already becomes louder at an air gap > "a" +0,2 mm. 3) Referring to the effective braking torque on switch-off from holding voltage (nominal voltage) 4) Referring to the nominal braking torque on switch-off from 2 times the holding voltage (overexcitation)

The stated switching times can only be achieved using the respective correct electrical wiring. This also refers to the protective circuit for brake control and the response delay times of all control components. If the brake is operated using overexcitation, the respective switch-on and switch-off times for overexcitation must be taken into account (inadvertent movements of the elevator cage). The use of varistors for spark quenching increases the DC-side switching times. At temperatures of around or under freezing point, condensation can strongly reduce the braking torque. The user is responsible for taking appropriate counter measures. The customer is responsible for providing a protective cover against contamination caused by construction sites.

CAUTION

On brake operation with overexcitation, there is a possibility of possibly unpermitted braking torque reduction when the air gap "a" > maximum air gap.



Application ROBA-stop®-silenzio® for use as a holding brake with

occasional EMERGENCY STOP braking actions Horizontal brake axis. The max. permitted speed and friction work values, see

Technical Data, must be observed. Design The ROBA-stop®-silenzio® is a spring applied, electromagnetically releasing safety brake. It is designed for installation into gear elevator machines for use as a holding brake with occasional EMERGENCY STOP braking actions. On dimensioning, the braking torque, the speed as well as the permitted friction work in case of EMERGENCY STOP need to be taken into consideration for safe holding of the load torque and safe compliance with the required braking distance. Furthermore, the ROBA-stop®-silenzio® can be used as a brake assembly having an effect on the drive sheave shaft, as part of the protective assembly against excessive upward-moving cage speeds (EN 81-1 Section 9.10.2). Please observe the appendix (application range, conditions, guidelines) in the EC Type Examination Certificate (EC directive 95/16/EC). Moreover, the brake fulfils all criteria as a brake element having an effect on the drive sheave shaft, as part of the protective assembly against inadvertent movement of the elevator cage (EN 81-1 Section 9.11.3). Here, please observe the notes in the appendix (application, area, conditions, guidelines) of the Type Examination Certificate (inspection specification EN 81-1:1998+A3:2009(D)) In order to guarantee the maximum braking distance (EN 81-1 Section 9.11.5) while both brakes take effect, an inspection of the protective equipment including all controls and brake times (detector / controls / brake) is necessary. The respective standards, regulations and directives must be observed. Function ROBA-stop®-silenzio® brakes are spring applied, electromagnetic safety brakes. Spring applied function (brake): In de-energised condition, thrust springs (10/11) press against the armature disk (3). The rotor 2 (4.1) is held between the armature disk (3) and the intermediate disk (12), the rotor 1 (4) between the intermediate disk (12) and the machine wall via frictional locking. The braking torque is introduced into the shaft via the rotor toothing (4 and 4.1) and the hub (1). Electromagnetic function (release): Due to the magnetic force of the coil in the coil carrier (2), the armature disk (3) is attracted against the spring force to the coil carrier (2) and the intermediate disk (12) is pressed against the collar of the distance bolts (9) via the thrust springs (13). The brake is released and the brake rotors (4 and 4.1) with the hub (1) can rotate freely. Safety brake function: The ROBA-stop®-silenzio® brakes reliably and safely in the event of a power switch-off, a power failure or an EMERGENCY STOP.

State of Delivery The brakes are pre-assembled. The release monitoring devices (6) are mounted and set manufacturer-side. Included loose in delivery are: - Hub (1) - Rotor (4) - Cap screws (5.1) - Washers (5.2) - Hexagon head screws (7) - Washers (8) - Thrust springs (13) - Cover plate (14) - Cap screws (15) Please check the state of delivery immediately according to the Parts List. mayr ® will take no responsibility for belated complaints. Please report transport damage immediately to the deliverer. Please report incomplete delivery and obvious defects to the manufacturer.

The screws (16) marked red must be removed before initial operation of the brake.

Torque-Time Diagram

Key MBr = Braking torque ML = Load torque t1 = Connection time t11 = Response delay on connection (≙t0 acc. ESV 762/1) t2 = Separation time t4 = Slipping time + t11

tüber = Overexcitation time Unenn = Coil nominal voltage Uhalte = Holding voltage Uüber = Overexcitation voltage

Uhalte

Uüber

MBr

0,1 x MBr

ML

t11

t1 t2

t4

tüberU

M

t

t



Installation Conditions The eccentricity of the shaft end in relation to the mounting

pitch circle must not exceed 0,2 mm. The position tolerance of the threaded holes for the

hexagon head screws (7) must not exceed 0,2 mm. The axial run out deviation of the screw-on surface to the

shaft must not exceed the permitted axial run out tolerance of 0,063 mm according to DIN 42955 R. The reference diameter is the pitch circle diameter for securement of the brakes. Larger deviations can lead to a drop in torque, to continuous slipping on the rotor and to overheating.

For Size 500: The tolerances of the hub (1) and the shaft must be selected so that no widening of the hub (1) toothing can occur, as widening of the toothing leads to the rotors (4 and 4.1) jamming on the hub (1) and therefore to brake malfunctions (recommended hub - shaft tolerance H7/k6). The max. permitted joining temperature of 200 °C must not be exceeded.

For Sizes 800 - 1800: The toothed motor shaft must be designed to push fit acc. drawing, with a toothing acc. DIN 5480.

The rotors (4 and 4.1) and brake surfaces must be oil and grease-free.

A suitable counter friction surface (steel or cast iron) must be used. Sharp-edged interruptions on the friction surfaces must be avoided. Recommended surface quality in the area of the friction surface Ra = 1,6 µm. In particular customer-side mounting surfaces made of grey cast iron are to be rubbed down additionally with fine sandpaper (grain 200 – 400), or ideally with a sander.

The toothings of the motor shaft or the hub (1) and the rotors (4 and 4.1) must not be oiled or greased.

Please abstain from using cleaning agents containing solvents, as they could affect the friction material.

During longer downtimes, we recommend the use of suitable corrosion protection measures for the mounting surface (e.g. zinc-phosphate coating) until initial operation. Here, the influence of the corrosion protection measure on the braking behaviour must be checked.

Installation 1. For Size 500:

Mount the hub (1) onto the shaft with the inserted key, bring it into the correct position (the length of the key should lie over the entire hub) and secure it axially, e.g. using a locking ring. For Sizes 800 - 1800: Push the hub (1) with the recess first up to contact onto the shaft shoulder of the toothed shaft and secure it axially, e.g. using a locking ring.

2. For Sizes 500 and 800: Push rotor 1 (4) by hand onto the hub (1) (the rotor collar should be facing away from the machine wall). Check that the toothing moves easily. For Sizes 1300 and 1800: Push rotor 1 (4) by hand onto the hub (1) (the rotor collar should be facing in the direction of the machine wall). Check that the toothing moves easily.

3. Turn the thrust springs (13) anti-clockwise into the stepped bores of the intermediate disk (6) (for number of pieces, see Parts List).

4. Push the brake body with the intermediate disk (12) and rotor 2 (4.1) across the hub (1). Join the toothing carefully and check that it moves easily. Do not damage the toothing.

5. Insert the hexagon head screws (7) including the washers (8) into the brake body and tighten them all around evenly using a torque wrench and a tightening torque (acc. Technical Data).

6. Check the air gaps acc. Technical Data The nominal air gap "a" on a de-energised brake and the individual air gaps "b" on a released brake must be given.

7. Produce the electrical connection.



Emergency Hand Release (Item 5 / Fig. 12) The brakes have an emergency hand release (5), so that they can be moved upwards or downwards during an emergency evacuation with the aid of the additional dual-circuit brake, or so that the torque can be set to 0 during a TÜV (German Technical Inspectorate) inspection of the additional dual-circuit brake. For this, both cap screws (5.1) included in the delivery - including the washers (5.2) placed onto them - must be screwed into the armature disk (3) up to contact slowly and evenly. The armature disk (3) is pulled against the force of the thrust springs (10/11) against the coil carrier (2) until it touches the coil carrier (2); thereby, the braking torque is cancelled. Please observe the two yellow warning guideline signs (5.3) in German and in English mounted in close proximity to the two cap screws (5.1). Before putting the elevator or the system into

operation again, both cap screws (5.1) and the washers (5.2) must be removed again and stored at a suitable location near the brake.

DANGER Should the elevator start to move when the cap screws (5.1) are screwed in, both cap screws (5.1) must be turned back again immediately. In this case, the additional dual-circuit brake must be checked.

Fig. 12

5.123 5.2

Bis Anlage am Spulenträgereingeschraubte Notlüftschrauben

heben das Bremsmoment auf.

Die Benutzung darf nur durchautorisiertes Fachpersonal erfolgen.

Die Schrauben müssen nach erfolgter Not-Evakuierung oder TÜV-Prüfung

wieder entfernt werden.

NothandlüftungAchtung!

Hand release screws screwed up to the contact on the coil carrier eliminate the braking torque.

Operation is only byauthorised and qualified personnel.After evacuation or TÜV-inspection

the screws must be removed.

allowed

Attention!



Electrical Connection and Wiring

The brake must be operated with overexcitation.

DC current is necessary for operation of the brake. The coil voltage is indicated on the Type tag as well as on the brake body and is designed according to the DIN IEC 60038 (± 10 % tolerance). The brake must only be operated with overexcitation (e.g. with a ROBA®-switch or -multiswitch fast acting rectifier or phase demodulator). The connection possibilities can vary dependent on the brake equipment. Please follow the exact connections according to the Wiring Diagram. The manufacturer and the user must observe the applicable directives and standards (e.g. DIN EN 60204-1 and DIN VDE 0580). Their observance must be guaranteed and double-checked! Earthing Connection The brake is designed for Protection Class I. This protection covers not only the basic insulation, but also the connection of all conductive parts to the PE conductor on the fixed installation. If the basic insulation fails, no contact voltage will remain. Please carry out a standardized inspection of the PE conductor connections to all contactable metal parts! Device Fuses To protect against damage from short circuits, please add suitable device fuses to the mains cable. Switching Behaviour The operational behaviour of a brake is to a large extent dependent on the switching mode used. Furthermore, the switching times are influenced by the temperature and the air gap between the armature disk and the coil carrier (dependent on the wear condition of the linings). Magnetic Field Build-up When the voltage is switched on, a magnetic field is built up in the brake coil, which attracts the armature disk to the coil carrier and releases the brake. Field Build-up with Normal Excitation If the magnetic coil is energised with nominal voltage, the coil voltage does not immediately reach its nominal value. The coil inductivity causes the current to increase slowly as an exponential function. Accordingly, the build-up of the magnetic field takes place more slowly and the drop in braking torque (curve 1) is also delayed. Field Build-up with Overexcitation A quicker and safer drop in braking torque is achieved if the coil is temporarily placed under a higher voltage than the nominal voltage, as the current then increases more quickly. Once the brake is released, it needs to be switched over to the nominal voltage (curve 2). The ROBA®-(multi)switch fast acting rectifier and phase demodulator work on this principle. Current path Braking torque path

Magnetic Field Removal AC-side Switching

The power circuit is interrupted before the rectifier. The magnetic field slowly reduces. This delays the rise in braking torque. When switching times are not important, please switch AC-side, as no protective measures are necessary for coil and switching contacts.

AC-side switching means low-noise switching; however, the brake engagement time is longer (approx. 6-10 times longer than with DC-side switching). Use for non-critical brake times DC-side Switching

The power circuit is interrupted between the rectifier and the coil as well as mains-side. The magnetic field reduces extremely quickly. This leads to a rapid rise in braking torque. When switching DC-side, high voltage peaks are produced in the coil, which lead to wear on the contacts from sparks and to destruction of the insulation.

DC-side switching means short brake engagement times (e.g. for EMERGENCY STOP); however, louder switching noises. Protective Circuit When using DC-side switching, the coil must be protected by a suitable protective circuit according to VDE 0580, which is integrated in mayr

® rectifiers. To protect the switching contact from consumption when using DC-side switching, additional protective measures are necessary (e.g. series connection of switching contacts). The switching contacts used should have a minimum contact opening of 3 mm and should be suitable for inductive load switching. Please make sure on selection that the rated voltage and the rated operating current are sufficient. Depending on the application, the switching contact can also be protected by other protective circuits (e.g. mayr

®-spark quenching unit, half-wave and bridge rectifiers), although this may of course then alter the switching times.

1

t

1

t

2

2I MMBr

Inenn

Iüber

F1: External fuse

CoilS1

F1

LN

1 2 3 4 5 6 7 8

1 2 3 4 5 6 7 8

20/017.000.2

200 - 500V~

200 - 300V~ :R

IN OUT

U– = 0,45×U~

+–S DC

ROBA -switch

I = 1,8Amax –

0,05-2sec 0 -10MΩ Ωt:

R R

F1: External fuse

CoilS1

F1

LN

1 2 3 4 5 6 7 8

1 2 3 4 5 6 7 8

20/017.000.2

200 - 500V~

200 - 300V~ :R

IN OUT

U– = 0,45×U~

+–S DC

ROBA -switch

I = 1,8Amax –

0,05-2sec 0 -10MΩ Ωt:

R R



Release Monitoring (6), Fig. 13 The ROBA-stop®-silenzio® brakes are delivered with manufacturer-side set release monitoring. A microswitch (Item 6.1) emits a signal for every brake signal condition change: "brake opened" or "brake closed“ On initial operation: Connection as NO contact (black and blue strands). The customer is responsible for a signal evaluation of both conditions. From the point at which the brake is energised, a time span of three times the separation time must pass before the microswitch signal on the release monitoring is evaluated.

Fig. 13 Function When the magnetic coils are energised in the coil carrier (2), the armature disk (3) is attracted to the coil carrier (2). The microswitch (6.1) emits the signal to indicate that the brake is released. Wiring Diagram Microswitch (6.1):

Microswitch Specification

Characteristic values for measurement:

250 V~ / 3 A

Minimum switching capacity: 12 V, 10 mA DC-12

Recommended switching capacity: for maximum lifetime and reliability

24 V, 10...50 mA DC-12 DC-13 with free-wheeling diode!

Usage category acc. IEC 60947-5-1: DC-12 (resistance load), DC-13 (inductive load)

Manufacturer-side Adjustment and Functional Inspection of the Microswitch (6.1), see Fig. 13:

The brake is mounted, secured with a tightening torque acc. Technical Data and the coil is de-energised.

1. Turn the hexagon head screw (6.3) in the direction of the

switch (6.1) up to the microswitch tappet. 2. Tighten the hexagon nut (6.4), so that the hexagon head

screw (6.3) is placed under pre-tension by the spring washer (6.5).

3. Put a feeler gauge 0,20 mm (loose sensor plate) between the switch tappet (6.1) and the hexagon head screw (6.3).

4. Connect the inspection or measurement device (diode inspection) to the NO contact black/blue.

5. Turn the hexagon head screw (6.3) in the direction of the switch (6.1) up to the signal "ON", turn it back to the signal "OFF" and counter the hexagon head screw (6.3) with the hexagon nut (6.4).

6. Energise brake Signal "ON", De-energise brake Signal "OFF", Re-adjust if necessary and repeat the inspection (align 3 to 5 times).

7. Inspect using feeler gauge 0,25 mm a) Energise the brake Signal "ON", b) De-energise the brake Signal "ON"

8. Inspect using feeler gauge 0,20 mm a) Energise the brake Signal "ON", b) De-energise the brake Signal "OFF"

9. Paint Items 6.2, 6.3 and 6.4 with sealing lacquer. Customer-side Inspection after Mounting The customer-side contact is an NO contact. Please inspect the release monitoring units: Brake de-energised Signal "OFF", Brake energised Signal "ON" Microswitches cannot be guaranteed fail-safe.

Therefore, please ensure appropriate access for replacement or adjustment. The switching contacts are designed so that they can be used for both small switching capacities and medium ones. However, after switching a medium switching capacity, small switching capacities are no longer reliably possible. In order to switch inductive, capacitative and non-linear loads, please use the appropriate protective circuit to protect against electric arcs and unpermitted loads!

6.4/6.5 6.33 6.1 6.2 2

14

2

NC Contactgrey onnection Connection whenbrake closed

c

NO Contactblue connection Connection whenbrake released

COM Contactlack cb onnection



Braking Torque The (nominal) braking torque is the torque effective in the shaft train on slipping brakes, with a sliding speed of 1 m/s referring to the medium friction radius. The brake is loaded statically when used as a service brake and loaded dynamically in EMERGENCY STOP operation (part of the brake equipment against overspeed or inadvertent movement of the elevator cage). Respectively, there are different speed values for the friction material, which in practice also leads to different friction values and therefore braking torques. The braking torque is dependent on the respective run-in condition of the friction surfaces. We recommend allowing the friction surfaces to run in when installed and under permitted loads. Friction materials develop their optimum effect only under speed at the appropriate contact pressure, as continuous regeneration of the friction surface then takes place (torque consistency). Furthermore, friction materials (synthetic resin bonded rubber mixtures) are subject to aging, which is also influenced, among other things, by higher temperatures and other ambient influences. We recommend regular inspection of the braking torque (1 x per year) including the respective dynamic braking actions. Noise Damping The noise damping used here was set and

adjusted manufacturer-side. However, this component is subject to aging dependent on the application or operational conditions (torque adjustment, switching frequency, ambient conditions, system vibrations etc.) Replacing the damping element is only permitted at the mayr ® site of manufacture.

Brake Inspection (before brake initial operation) Air Gap Inspection (Figs. 2, 4, 6, 8 and 9):

Air gap "a" (brake de-energised) acc. Technical Data: Nominal air gap -0,1 mm / +0,15 mm. Min. individual air gaps "b" (brake energised) acc. Technical Data.

Braking Torque Inspection: Please compare the requested braking torque with the torque stated on the Type tag (18).

Release Function Inspection By energising the brake via battery operation, to guarantee emergency escape for passengers during a power failure or manually using the emergency hand release (dependent on Type).

Switching function inspection (NO contact) Energised brake Signal "OFF" De-energised brake Signal "ON"

Maintenance ROBA-stop®-silenzio® brakes are mainly maintenance-free. The friction linings are robust and wear-resistant. This ensures a particularly long service lifetime. However, the friction linings are subject to operational wear on frequent EMERGENCY STOP braking actions. Normally, such occurrences are recorded and saved by the elevator control, or they require the intervention of qualified personnel. When carrying out this maintenance work (especially when taking DIN EN 13015 Appendix A into account), the causes of the malfunction must be determined, assessed and removed by specialist personnel. Causal events such as the air gap can be checked and respective measures can be taken. The following checks must be carried out following the regular inspection intervals: Braking torque or retardation inspection. Inspection of air gap in braked condition. Inspection of toothing backlash from the motor shaft or the

hub (1) to the rotor (4/4.1). Max. permitted toothing backlash 0,3°.

In order to inspect the wear condition of the rotors (4 and 4.1), please measure the air gap "a", see Figs. 2, 4, 6, 8. If the brake maximum air gap (acc. Technical Data) has been reached, meaning that the friction linings are worn down, the braking torque is lost and the rotors (4 and 4.1) must be replaced. Brake de-installation is carried out by following the instructions in the section Installation (page 10) backwards.

Before Replacing the Rotors Clean the brake and remove abraded particles using

compressed air. Do not inhale brake dust (wear a dust mask).

Measure the rotor thickness "new condition" (nominal size dimension acc. Technical Data).

Replacing the Rotors (4 and 4.1) Rotor (4 and 4.1) replacement is carried out by following the Brake Installation instructions backwards.

DANGER The drive brake must be load-free on hoist drives. Otherwise there is a danger of load crashes!



Disposal Our electromagnetic brake components must be disposed of separately as they consist of different materials. Please observe the relevant authority regulations. Code numbers may vary according to the disassembling process (metal, plastic and cable).

Electronic Components (Rectifier / Microswitch): Products which have not been disassembled can be disposed of under Code No. 160214 (mixed materials) or components under Code No. 160216, or can be disposed of by a certified disposal firm.

Brake bodies made of steel pads with coil / cable and all other steel components: Steel scrap (Code No. 160117)

Aluminium components: Non-ferrous metals (Code No. 160118)

Brake rotor (steel or aluminium pads with friction linings): Brake linings (Code No. 160112)

Seals, O-rings, V-seals, elastomers, terminal boxes (PVC): Plastic (Code No. 160119)

Malfunctions / Breakdowns:

Malfunction Possible Causes Solutions

Brake does not release Incorrect voltage on rectifier Air gap too large (worn rotor) Coil interruption

Apply correct voltage Replace rotors Replace brake

Brake engagement delayed on EMERGENCY STOP Brake is switched AC-side Switch DC-side

Release monitoring does not switch

Brake does not release Defective microswitch

Solution as above Replace the microswitch (manufacturer-side)

The Warner documents follow

Installation and operating manual ERS VAR__SZ__ Declaration of conformity, Warner

Verification of calculation for traction sheave shaft TW45C TW63 TW130 TW160

Type test certificates ABV818/.. for TW45C ESV818/.. for TW45C ABV590/.. for TW63 ESV590/.. for TW63V



SERVICE

MANUAL

WARNER ELECTRIC EUROPERue Champfleur, B.P. 20095, F- 49182 St Barthélemy d’Anjou Cedex

Tél. +33 (0)2 41 21 24 24, Fax + 33 (0)2 41 21 24 00www.warnerelectric-eu.com

SM421gb - rev 12/09

Electrically Released BrakesERS VAR08 SZ 1050/800

ERS VAR08 SZ 1050/1000

EC type certificate according EC95/16 ABV 818According to drawing 1 12 107138

Industrie Service

TUVSUD

Nominal torque Nm 1050Installed torque Nm see label (chapter 6)Maximum speed min-1 400Nominal airgap mm 0,3 +0.1/0Maximum airgap after wear mm 0,7Overexcitation VDC 207 180Holding voltage VDC 103,5 90Resistance Ω 148 148 Power (inrush) W 289.5 219Power (holding) W 72.4 55Cyclic duration factor ED % 60 %Weight kg 33

WARNER ELECTRIC EUROPE - Rue Champfleur, B.P. 20095, F - 49182 St Barthélemy d’Anjou Cedex SM421gb - rev 12/09 2/5

We: WARNER ELECTRIC EUROPE, 7, rue Champfleur, B.P. 11095, F-49182 St Barthélemy d’Anjou Cedexdeclare that the brakes made in our factory from St Barthélemy d’Anjou,

and hereafter designated : ERS VAR08 SZ1050/----

Fully comply with directive 95/16/EC on Lifts and are intended for incorporation into an installation or for assembly with other equipment, withthe aim of constituting a machine subject to the application of directive 98/37/EC and the directive on Electromagnetic Compatibility 89/336 (modified).

Compliance with the basic requirements of the Low Voltage Directive 73/23 (modified) is guaranteed by our full compliance with the followingstandards: NFC 79300 and VDE 0580/8.65.

Drawn up in St Barthélemy d’Anjou, April 2009David EBLING, General Managing Director

CONTENTS

1 Technical specifications 22 Precautions and restrictions on use 32.1 Restrictions on use 32.2 Precautions and safety measures 33 Installation 33.1 Transport - storage 33.2 Handling 33.3 Installation 34 Maintenance 4

4.1 Adjusting the airgap 44.2 Adjusting the microswitch MP320 44.3 Adjusting the microswitch OMRON 45 Electrical connection 45.1 Important recommendations 45.2 Connections (Option) 56 Spare parts 57 Tools 58 Troubleshooting 5

1 Technical specifications

Table 1

Magnet Friction disc,boss on fixingflange side

Fig. 2Fig. 1

Hub (option)

Dust cover (option)

Coil cable

Microswitch

Transportscrews

Wago connectors(Option) Thread M10

End plug(Option)


Symbol designatingan action that mightdamage the brake

Symbol designating anaction that might be dan-gerous to human safety

Symbol designating an elec-trical action that might bedangerous to human safety

2 Precautions and restrictions on use

2.1 Restrictions on use

For the brake to comply with directive 95 / 16/ EC, the integrator must observe the general conditions for installation, including the man-datory use of a speed limiting device, incompliance with EN 81-1 paragraphs 9.9 and9.10.10., as stated in the EC type-examinationcertificate from TÜV SÜD Industrie Service (seeABV number in Table 1).This brake can in no way replace the systemagainst the overspeed of the cabin downwards

This brake is designed to work in dry condi-tions. Any contact with oil, grease, water or abrasive dust causes a decrease in torque.Warning : It is the responsibility of thecustomer to install the covers needed to avoidpollution of friction faces.

Torque subject to decrease in case of watercontamination. Use of both brake circuitsmandatory.Warning : brake must be replaced after watercontamination.

This product is not suitable for use according to ATEX/94/9/EC.

These units are designed for use in an ambianttemperature between 0° C and +40° Cmaximum.Warning : at low temperature, any freezing ofthe friction face, due to condensation, generates a loss of torque. It is the responsability of thecustomer to take measures to avoid thisproblem.

If maximum rotation speeds are exceeded, theguarantee is no longer valid.

It is mandatory to follow instructions and datasgiven in documentation and marking of the units,in order to ensure the performance ofthe brake.

This brake may only be used in a "horizontalaxis".

The customer must be careful not to alter thefactory-set airgap. This is in order to ensure thebrakes will be properly released.

Protection classMechanical : IP10Electrical : IP42

Insulation class F 155 °C Normal use will not lead to any noticeable wear

on the lining. Any dynamic braking isrestricted to emergency and test braking.

2.2 Precautions and safety measures

During maintenance, make sure that themechanism to be held by the brake, is switchedoff and that there is no risk of it accidentallystarting up. All interventions have to be made byqualified personnel, using this manual.

Any modification made to the brake without theexpress authorisation of a representative ofWarner Electric, in the same way than any useout of the contractual specifications acceptedby "Warner Electric", will result in the warrantybeing invalidated and Warner Electric will nolonger be liable in any way with regard toconformity.

3 Installation

3.1 Transport / storage

This brake is delivered in standard packagingthat will keep it intact for a period of 6 monthsduring ground transport.

3.2 Handling

Avoid any impact to the brake so that itsperformance is not impaired

Never lift the brake by its cables

When handling, use the handling holes intentedfor this purpose (see Fig. 2 Thread M10)

3.3 Installation

Specifications for the customer’s friction face:Material: Steel (150 to 250 HV) or Cast iron Roughness ≤ Ra 3,2Protection: Phosphatizing (dry) or nitriding

Geometrical tolerances:

The brake is delivered pre-assembled with pre-setmicroswitches and airgaps. Fixing screws and the hub aresupplied separately,

• Retighten the 2 transport screws CHc M8

• Mount the hub on the customer’s shaft

NOTA : hold the hub in axial direction (retainer)

0,1 Customer's shaft axis0,1


• Engage the disc

Caution: When installing and should the brake ever be dis-mantled, make sure that the friction disc boss is the rightway round when the brake is re-assembled (see Fig.1).

• Engage the brake (line up the brake on the fixing thread)

• Tighten the 4 fixing screws CHc M10 (star sequencetightening, Cs: 25 Nm). Finish tightening with a torque,44 Nm (±10%)

NOTE: Secure the fixing screws (use a safety washer orthermoplastic liquid such as Loctite)

• Remove the 2 transport screws

• Make all the electrical connections

4 Maintenance

4.1 Adjusting the airgap

Check the airgap at each maintenance inspection.

Reminder: This brake is intended for a static appli-cation as a safety brake. Any dynamic braking is

restricted to emergency and test braking. Normal use willnot lead to any noticeable wear on the lining. If for any rea-son it should be necessary to adjust the airgap, proceedas follows:

Loosen the attachment screws slightly. Adjust airgap withadjusting screws (hexagonal bar 21/flat) until they slightlyexceed the nominal value (see Table 1). Tighten the screws(refer to point 3.3 Installation). Carry out a few successivedraws and releases. Check the value of the airgap at sev-eral points. Repeat the whole process if necessary.

4.2 Adjusting the microswitch MP320

Slide a wedge 0,15 mm thick close to the screw betweenthe face of the magnet and the moving armature. Switchon the current and tighten the adjusting screw H M4 (7/flat)in contact with the microswitch until you reach the com-mutation point. Remove the wedge. Check that it functionscorrectly by a few successive draws and releases (seeFig. 4a).

4.3 Adjusting the microswitch OMRON

Slide a wedge 0,10 mm thick close to the screw betweenthe face of the magnet and the moving armature. Switchon the current and tighten the adjusting screw H M4 (7/flat)in contact with the microswitch until you reach the com-mutation point. Remove the wedge. Check that it functionscorrectly by a few successive draws and releases (seeFig. 4b).

Operation microswitch

Current range 10 mA min. to 100 mA max. at 24VDC

Maximum electrical lifetime of the microswitchensure only by switching under resistive load.

When the coil is switched off, the microswitch is inthe " NC " position.

5 Electrical connection

Brake ERS VAR08 SZ 1050/---- operates on a directcurrent supply. Polarity does not affect the way the brakeoperates.

5.1 Important recommendations

All works on the electrical connections have to bemade with power off.

Make sure that the nominal supply voltage is alwaysmaintained (a lack of power results in a reduced

maximum airgap).

When switching on DC-side the coil must beprotected against voltage spikes.

Emergency braking : for emergency braking theswitching OFF must be connected on DC side, in

order to obtain short engaging time of the brake.

Service braking : for service braking, the switching OFFand the switching ON must be connected on AC currentside, in order to obtain silent switching.

The connecting wires must be thick enough to help preventsudden drops in voltage between the source and the brake

Black

Red"NC"

Blue"NO"

Fig. 3

MicroswitchAdjusting screw for microswitch

Airgap

Adjusting screwAirgap

Fig. 4a

Noir

Rouge"NC"

Bleu"NO"

MicroswitchAdjusting screwfor microswitch

Airgap

Fig. 4b

Cross 0 - 10 m De 10 à 20 msection 1,5 mm2 2,5 mm2

PartFriction discMicroswitch MP320Microswitch OMRON


6 Spare parts

7 Tools

Tools FunctionAirgap adjustment shims Airgap checking & microswitch adjustmentTorque wrench (measurement range > 50 Nm) with hexagonal socket insert 8 mm A/F Brake mountingOpen jawed spanner 7 mm A/F Microswitch adjustmentMultimeter Voltage checkingHexagon wrench key 6 mm A/F Transport screwsOpen jawed spanner 21 mm A/F Airgap adjustment

8 Troubleshooting and fault elimination

TroubleshootingFault

Brake does notrelease

Brake does notbrake

Nuisance braking

Cause

• Starting voltage too low

• Power supply is interrupted

• Airgap too large

• Worn disc

• Coil is damaged

• Overexcitation time too short

• Voltage present at switch off position

• Grease on friction faces

• Holding voltage too low

• Wrong information from microswitch

Remedy

• Adjust starting voltage

• Reconnect power supply, check the adjustement of microswitch

• Change the disc

• Change the disc

• Replace the brake

• Increase overexcitation time

• Check the microswitch’s adjustment and the customer’spower supply

• Clean the friction faces, change the disc

• Adjust the holding voltage

• Re-adjust the microswitch

Subject to alteration without prior notice

Fig. 5

WAGO connector731-406/019-000

WAGO connector231-204/037-000

CoilMicroswitch

5.2 Connections (Option), see Fig5.

Thank you to join to your request for spare part, the reference and the part number of the brake.

Nominal voltage(per magnet) Power (per magnet)

Date of themanufacture

Part number of the brake Serial number

ReferenceNominal torque

Installed torque

EC95/16 certification by theTÜV SÜD Industrie Service

/----

Batch of production

SERVICE

MANUAL



SM342gb - rev 01/06

Electrically Released BrakesERS VAR08 SZ 1700/1700Warner Electric Part Number 1 12 106606

EC type certificate ABV 590/1According to drawing 1 12 106580


We, WARNER ELECTRIC EUROPE, 7, rue Champfleur, B.P. 11095, F-49182 St Barthélemy d’Anjou Cedexdeclare that the brakes made in our factories from St Barthélemy d’Anjou,

and hereafter designated: ERS VAR08 SZ1700/1700 Warner Electric Part Number 1 12 106606

Fully comply with directive 95/16/EC on Lifts and are intended for incorporation into an installation or for assembly with other equipment, withthe aim of constituting a machine subject to the application of directive 98/37/EC and the directive on Electromagnetic Compatibility 89/336(modified).


Drawn up in St Barthélemy d’Anjou, July 2002E. PRAT, General Managing Director

CONTENTS

1 Technical specifications 22 Precautions and restrictions on use 32.1 Restrictions on use 32.2 Precautions and safety measures 33 Installation 33.1 Transport - storage 33.2 Handling 33.3 Installation 3

4 Maintenance 44.1 Adjusting the airgap 44.2 Adjusting the microswitch 45 Electrical connection 45.1 Important recommendations 46 Spare parts 57 Tools 58 Troubleshooting 5

1 Spécifications techniques

Fig. 2Fig. 1

Magnet

Warner Electric Part Number ERS VAR08 SZ 1700/1700 WE Part Number 1 12 106606Nominal torque Nm 1700Maximum speed min-1 250Nominal airgap mm 0,35 + 0,05 / -0,1Maximum airgap after wear mm 0,7Inrush voltage VDC 180Holding voltage VDC 90Resistance Ω 136Power (inrush) W 238Power (holding) W 59,5Cyclic duration factor % 60 %Weight kg 45

Table 1

Friction disc

Hub

O-ring

Customer’s fixing flange Coil cable Thermistor cable

Transportscrew

Thread M10 Threads M12

Microswitch




For the brake to comply with directive 95 / 16 / EC,the integrator must observe the general conditions

for installations and use as defined in the EC type certifi-cate ref. ABV 590/1 of 12th Feb. 2003 drawn up by theTÜV Munich, including the mandatory use of a speed limi-ting device, in compliance with EN 81-1 paragraphs9.9 and 9.10.10.

This brake is designed to work in dry conditions.Friction faces must be kept completely clean of

any oil, grease or abrasive dust.

If maximum rotation speeds are exceeded, the gua-rantee is no longer valid.

This brake may only be used in a "horizontal axis".The customer must be careful not to alter the fac-

tory-set airgap, this is in order to ensure the brakes may beproperly released.

This brake is designed for a maximum ambient tem-perature of 40°C (coating class 155°C). The maxi-

mum temperature in continual use is 100°C.

This brake is designed for static applications. Anydynamic braking is restricted to emergency bra-

king and test braking. This brake can in no way replace thesafety braking system used during lift descent.

2.2 Précautions d’emploi et mesure de sécurité

During maintenance, make sure that the mecha-nism no torque to transmit, and that there’s no dan-

ger of it accidentally starting up. All interventions have tobe made by qualified personnel owning this manual.

Any modification made to the brake without theexpress authorisation of a representative of Warner

Electric, in the same way than any use out of the contrac-tual specifications accepted by "Warner Electric", will resultin the warranty being invalidated and Warner Electric willno longer be liable in any way with regard to conformity.

When switching on DC-side the coil must be pro-tected against voltage peaks.

3 Installation


This brake is delivered in standard packaging that will keepit intact for a period of 6 months during ground, air or seatransport towards neighbouring continents (without cros-sing the tropics).

3.2 Manutention

Avoid any impact to the brake so that its perfor-mance is not impaired.

When handling, use the handling holes intended forthis purpose (see Fig. 1).

Never lift the brake by its cables.

3.3 Installation



Specifications for the customer‘s friction face:Material : Steel (150 to 250 HV) or cast iron

Roughness ≤ Ra 3.2Protection : Phosphatizing (dry) or nitriding

Tolérances géometriques

The brake is supplied pre-assembled with pre-set micros-witches and airgaps. The fixing screws, the hub and the O-rings are delivered separately,The O-rings are not pre-assembled on the hub.



• Mount the O ring on the hub (see Fig.1)

• Engage the disc






Caution: When installing and should the brake ever bedismantled, make sure that the friction disc heel is the rightway round when the brake is re-assembled (see Fig.1).

• Engage the brake (line up the brake on the fixing thread)


NOTE: Secure the fixing screws (use a safety washer orthermoplastic liquid such as Loctite).



4 Maintenance


Reminder: This brake is intended for a staticapplication as a safety brake. Any dynamic braking

is restricted to emergency and test braking. Normal use willnot lead to any noticeable wear on the lining. If for anyreason it should be necessary to adjust the airgap, proceedas follows:

Loosen the attachment screws slightly. Adjust airgap(Fig. 3) with adjusting screws (hexagonal bar 21/flat) untilthey slightly exceed the nominal value (see Table 1). Tightenthe screws (refer to point 3.3 Installation). Carry out a fewsuccessive draws and releases. Check the value of theairgap at several points. Repeat the whole process ifnecessary.for the second.

4.2 Adjusting the microswitch

Slide a wedge 0,15 mm thick close to the screw betweenthe face of the magnet and the moving armature. Switchon the current and tighten the adjusting screw H M4 (7/flat)in contact with the microswitch until you reach the com-mutation point. Remove the disc or the wedge. Check thatit functions correctly by a few successive draws andreleases.


Current range 10 mA min. to 100 mA max. at 24 VDC.

Maximum electrical lifetime of the microswitch ensure onlyby switching under resistive load.

Microswitchconnection

When the coil is switched off, the microswitch is in the "NC " position.


Brake ERS VAR08 SZ 1700/1700 Warner Electric partnumber 1 12 106606 operates on a direct current sup-ply. Polarity does not affect the way the brake operates.



Make sure that the nominal supply voltage is alwaysmaintained. A lack of power results in a reduction

to the maximum airgap

Emergency braking : for emergency braking theswitching OFF must be connected on DC current

side, in order to obtain short engaging time of the brake


The connecting wires must be thick enough to help preventsudden drops in voltage between the source and the brake.

Tolerances on the supply voltage at the brake terminals+5% / -10% (NF C 79-300).

Adjusting screws SW 21

Airgap

AirgapNominal: 0,35 mmMaximum: 0,70 mm

+ 0,05/-0,1

Fig. 3

Adjusting screw for microswitch

AirgapMicroswitch

Fig. 4

Brown

Black"NC"

Blue"NO"


Part Part numberFriction disc BT 2 12 095100Microswitch NF BT 2 12 095145O-ring Kit BT 2 12 095228

6 Spare parts

7 Tools

Tools FunctionAirgap adjustment shims Airgap and microswitch adjustmentOpen jawed spanner 21 mm A/F Airgap adjustmentTorque wrench (measurement range > 90 Nm) with hexagonal socket insert 10 mm A/F Airgap adjustmentOpen jawed spanner 7 mm A/F Microswitch adjustmentMultimeter Voltage checkingHexagon wrench key 6 mm A/F Transport screws




Brake does notbrake

Nuisance braking

Cause

• Starting voltage too low



• Worn disc

• Coil is damaged

• Airgap too small






Remedy



• Re-adjust the airgap (chapter 4.1)

• Change disc and readjust the airgap








SERVICE

MANUAL



SM344gb - rev 01/06

Electrically Released Brakes

ERS VAR10 SZ 2500/2500Warner Electric Part Number 1 12 106607

ERS VAR10 SZ 2500/3000Warner Electric Part Number 1 12 106806

EC type certificate ABV 592/1According to drawing 1 12 106582



and hereafter designated: ERS VAR10 SZ 2500/2500 Warner Electric Part Number 1 12 106607ERS VAR10 SZ 2500/3000 Warner Electric Part Number 1 12 106806

Fully comply with directive 95/16/EC on Lifts and are intended for incorporation into an installation or for assembly with other equipment, withthe aim of constituting a machine subject to the application of directive 98/37/EC and the directive on Electromagnetic Compatibility 89/336(modified).



CONTENTS

1 Technical specifications 22 Precautions and restrictions on use 32.1 Restrictions on use 32.2 Precautions 3

and safety measures3 Installation 33.1 Transport - storage 33.2 Handling 33.3 Installation 3



Warner Electric Part Number ERS VAR10 SZ 2500/2500 ERS VAR10 SZ 2500/30001 12 106607 1 12 106806

Nominal torque Nm 2500 3000Maximum speed min-1 250Nominal airgap mm 0,45 +0,05 / -0,1Maximum airgap after wear mm 0,7Inrush voltage VDC 180Holding voltage VDC 90Resistance Ω 136Power (inrush) W 238Power (holding) W 59,5Cyclic duration factor ED 60 % Weight kg 60

Table 1Fig. 2Fig. 1

Customer’s fixingflange

O-rings

Hub

Friction discs

Intermediate disc

Magnet

Coil cableThermistor cable

Threads M12for eye hook

Threads M10for eye hook

Transportscrews




for installations and use as defined in the EC type certifi-cate ref. ABV 592/1 of 12th Feb. 2003 drawn up by theTÜV Munich, including the mandatory use of a speed lim-iting device, in compliance with EN 81-1 paragraphs 9.9and 9.10.10.



If maximum rotation speeds are exceeded, the guar-antee is no longer valid.

This brake may only be used in a “horizontal axis”.The customer must be careful not to alter the fac-

tory-set airgap, this is in order to ensure the brakes may beproperly released.

This brake is designed for a maximum ambienttemperature of 40°C (coating class 155°C). The

maximum temperature in continual use is 100°C.

This brake is designed for static applications. Anydynamic braking is restricted to emergency brak-

ing and test braking. This brake can in no way replace thesafety braking system used during lift descent.


During maintenance, make sure that the mecha-nism to be braked by the brake, is stopped and

that there is no risk of it accidentally starting up. All inter-vention have to be made by qualified personnel, owning thismanual.





3 Installation


This brake is delivered in standard packaging that will keepit intact for a period of 6 months during ground, air or seatransport towards neighbouring continents (withoutcrossing the tropics).

3.2 Handling

Avoid any impact to the brake so that its perform-ance is not impaired.

When handling, use the threads for eye hooksintended for this purpose.


3.3 Installation



Specifications for the customer‘s frictionface :

Material: Steel (150 to 250 HV) or cast iron Roughness ≤ Ra 3,2Protection: Phosphatizing (dry) or nitriding

Geometric tolerances:

The brake is delivered pre-assembled with pre-setmicroswitches and airgaps. The fixing screws, the hub andthe O-rings are supplied separately. The O-rings are notpre-assembled on the hub.



• Mount the O ring on the hub (see Fig.1)

• Engage the rear disc on the hub






Caution: When installing and should the brake ever bedismantled, make sure that the friction disc heel is the rightway round when the brake is re-assembled (see Fig.1).

• Engage the brake, engage the rear disc with theintermediate disc and the brake on the hub (line up thebrake on the fixing thread)


NOTE: Secure the fixing screws (use a safety washer orthermoplastic liquid such as Loctite)



4 Maintenance



Reminder: This brake is intended for a static appli-cation as a safety brake. Any dynamic braking is

restricted to emergency and test braking. Normal use willnot lead to any noticeable wear on the lining. If for any rea-son it should be necessary to adjust the airgap, proceedas follows:

• Loosen the attachment screws slightly

• Adjust airgap (Fig. 3) with adjusting screws (hexagonalbar 21/flat) until they slightly exceed the nominal value(see Table 1)

• Tighten the screws (refer to point 3.3 Installation)

• Carry out a few successive draws and releases

• Check the value of the airgap at several points

• Repeat the whole process if necessary for the second


Slide a wedge 0,15 mm thick close to the screw betweenthe face of the magnet and the moving armature. Switchon the current and tighten the adjusting screw H M4 (7/flat)in contact with the microswitch until you reach the com-mutation point. Remove the disc or the wedge. Checkthat it functions correctly by a few successive draws andreleases.





When the coil is switched off, the microswitch is in the“ NC ” position.


Brakes ERS VAR10 SZ 2500/2500 Warner Electricpart number 1 12 106607 and ERS VAR10 SZ2500/3000 Warner Electric part number 1 12 106806operates on a direct current supply. Polarity does not affectthe way the brake operates.



Make sure that the nominal supply voltage is alwaysmaintained. A lack of power results in a reduction

to the maximum airgap.

Adjusting screws SW 21

Airgap


+ 0,05/-0,1

Fig. 3

Adjusting screw for microswitch

AirgapMicroswitch

Fig. 4

Brown

Black"NC"

Blue"NO"





Brake does not engage

Nuisance braking

Cause

• Supply voltage too low



• Worn disc

• Coil is damaged







Remedy


• Reconnect power supply, check the adjustment of microswitch


• Change disc and reajust the airgap













Part Part numberFriction disc BT 2 12 095100Microswitch NF BT 2 12 095145O-ring Kit BT 2 12 095227

6 Spare parts

7 Tools


SERVICE

MANUAL



SM348gb - rev 01/06

Electrically Released BrakesERS VAR10 SZ 5000/5000

EC type certificate ABV 604/1according drawing 1 12 106602

Warner Electric Part Number 1 12 106621



and hereafter designated: ERS VAR10 SZ 5000/5000 Warner Electric part number 1 12 106621

Fully comply with directive 95 / 16 / EC on Lifts and are intended for incorporation into an installation or for assembly with other equipment, withthe aim of constituting a machine subject to the application of directive 89/392 (modified) and the directive on Electromagnetic Compatibility 89/336(modified).Compliance with the basic requirements of the Low Voltage Directive 73/23 is guaranteed by our full compliance with the followingstandards: NFC 79300 and VDE 0580/8.65.


CONTENTS

1 Technical specifications 22 Precautions and restrictions on use 32.1 Restrictions on use 32.2 Precautions 3

and safety measures3 Installation 33.1 Transport - storage 33.2 Handling 33.3 Installation 3



Table 1 ERS VAR10 SZ 5000/5000Warner Electric part number 1 12 106621Nominal holding torque Nm 5000Maximum speed min-1 120Nominal airgap mm 0,5 ± 0,1Maximum airgap after wear mm 0,8OEX voltage VDC 180Holding voltage VDC 90Resistance Ω 101Power (OEX) W 324Power (holding) W 81Cyclic duration factor % 50 %Weight kg 124

Fig. 1 Fig. 2

MagnetFriction discs, heel oncustomer’s flange side

Customer’sfriction flange

O-rings

Intermediate discCoil cable

Thermistor cable

Thread M16for eye hook2 x 180°

Thread M12for eye hook

Transportscrew

Hub





for installations and use as defined in the EC type certifi-cate ref. ABV 604/1 of 12th Feb. 2003 drawn up by theTUV Munich, including the mandatory use of a speed limi-ting device, in compliance with EN 81-1 paragraph 9.9subpoint 9.10.10.



If maximum rotation speeds are exceeded, the guar-antee is no longer valid.

This brake may only be used in a "horizontal axis".The customer must be careful not to alter the fac-

tory-set airgap. This is in order to ensure the brakes maybe properly released.

This brake is designed for a maximum ambienttemperatur of 40°C. The maximum surface

temperature on the brake should not exceed 100°C.

This brake is designed for static applications. Anydynamic braking is restricted to emergency brak-

ing and test braking. This brake can in no way replace thesafety braking system used during lift descent.


During maintenance, make sure that the mecha-nism to be braked by the brake, is stopped and

that there is no risk of it accidentally starting up. All inter-vention have to be made by qualified personnel, owning thismanual.




3 Installation


This brake is delivered in standard packaging that will keepit intact for a period of 6 months during ground, air or seatransport towards neighbouring continents (without cross-ing the tropics).

3.2 Handling

Avoid any impact to the brake so that its perform-ance is not impaired.

When handling, use the handling holes intended forthis purpose (See Fig. 2).


3.3 Installation

The brake is delivered pre-assembled with pre-setmicroswitches and airgaps. Fixing screws, the hub

and the O-rings are supplied separately.

Specifications for the customer’s friction face:Material: Steel (150 to 250 HV) or Cast iron

Roughness ≤ Ra 3,2Protection: Phosphatizing (dry) or nitriding

Geometrical tolerances:

• Tighten the 3 transport screws CHc M10

• Put the hub into position on the customer’s shaft

• Put the shock absorbing O-rings onto the hub, see Fig. 1

• Engage the front disc on the hub, heel on the flange side,see Fig.1

Caution: When installing and should the brake ever betaken apart, make sure that the friction disc heel is theright way round when the brake is put back together,see Fig.1.

• Engage the brake

• Engage the rear disc on the hub, heel on the flangeside (see fig.1)

• Finish putting the brake into position






• Tighten the 8 fixing screws CHc M12(Cs: 130 Nm±10%) (star sequence tightening, to an initial torque of50 Nm)

NOTE : Secure the fixing screws (use a safety washer orthermoplastic liquid such as Loctite).



4 Maintenance



Reminder: This brake is intended for a static appli-cation as a safety brake. Any dynamic braking is res-

tricted to emergency and test braking. Normal use will notlead to any noticeable wear on the lining. If, for any reason,it should be necessary to adjust the airgap, proceed as fol-lows:

• Loosen the fixing screws slightly

• Adjust the airgap (Fig. 3) using the adjusting screws(hexagonal bar, 21/flat) until it slightly exceeds thenominal value (see table 1)

• Tighten the screws (refer to point 3.3 Installation)

• Carry out a few successive draws and releases andcheck the airgap at several points

• Repeat the process if necessary


Slide a wedge 0,15mm thick close to the screw betweenthe front of the inductor and the mobile frame. Switch onthe current and tighten the adjusting screw H M4 (7/flat)in contact with the microswitch until you reach thecommutation point.

Check that it functions correctly by a few successive drawsand releases.





When there is no current in the coils (customer’s shaftbraked), the microswitch contacts are in the NC position.

5 Raccordement électrique

Brake ERS VAR10 SZ 5000/5000 Warner Electric partnumber 1 12 106621 operates on a direct current sup-ply. Polarity does not affect the way the brake operates.



Make sure that the nominal supply voltage is alwaysmaintained (a lack of power results in a reduced

maximal airgap).






Adjusting screw SW21

Airgap

Fig. 3


± 0,10

Fig. 4

Microswitchadjusting screw

AirgapMicroswitch

Brown

Black"NC"

Blue"NO"


Part Part numberFriction disc BT 2 12 095202Microswitch BT 2 12 095145O-rings Kit BT 2 12 095345

6 Spare parts

7 Tools





Brake does notbrake

Nuisance braking

Cause

• OEX voltage too low



• Worn disc

• Coil is damaged







Remedy

• Adjust OEX voltage



• Change disc and readjust the airgap








ThyssenKrupp Aufzugswerke GmbH Bernhäuser Strasse 45 73765 Neuhausen a. d. F. Germany Tel.: +49 7158/12-0 E-mail: [email protected] Internet: www.thyssenkrupp-elevator-eli.de

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