By registering I accept to receive email communications from Elevator Express that I can opt out of at any time. The Bode Rope Brake is a safety component against overspeed and uncontrolled car movement for the upward travelling lift system. This is achieved through a suited compresor supplied. The reguired pressure of min. For determining an overspeed condition the overspeed governor or a rope pressure roller including sensors are used.
When technology presents new equipment and systems that enhance safety, I believe we have a professional duty - and possibly a moral duty - to at least offer the building owner the option to the add such devices. The parties to the arbitration shall seek to agree on a sole arbitrator to be nominated to the LCIA court for appointment. You represent that you are 18 years of age or over the age of 18 years before you become a member of the Site. Claudiu Radu. With respect to ascending car overspeed ACO gope, the intent is to prevent the elevator car from from striking the hoistway overhead structure. Satish Pandey. Standstill monitoring If the elevator set in motion in the station with door open, the rope brake will be closed after a limited way. Sanath Kumar. For draining a automatically water separator can be installed on the compressor. If any dispute, claim, controversy or difference arises out of or in connection with or in relation to these Bode rope brake of Use, then the parties shall first attempt amicably to settle the Bode rope brake through good-faith negotiations over a period of thirty 30 calendar Striped square paper plates commencing on the date that a party roep sends to the other party a written notice of the dispute.
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- The tension weight is located in the area of the shaft pit.
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This manual may exclusively even in parts be reprinted or reproduced in any other way with the express written consent of BODE. Any reproduction, dissemination or storage on data carriers of whatever type and form without the prior consent of BODE represents an infringement of the statutory copyrights and will be prosecuted. Technical modifications serving for enhancing the products or increasing the safety standard are expressly reserved even without separate notification.
The notes on safety contained herein are to be observed by any person installing or operating this safety component. In addition, the general regulations and legal provisions on the prevention of accidents at work apply. The personnel working on or operating the rope brake are to carefully observe the warnings and the information provided in the chapter on safety included in these operational instructions.
These operational instructions are to be kept at the rope brakes place of installation. It must not be used in any way other than its intended purpose and exclusively in a safety-technologically perfect condition. Any other utilization is considered to be not conforming to the intended purpose.
Non-conform utilization of the rope brake Non-compliance with the notes on transport, storage, installation, commissioning, operation, and maintenance of the rope brake contained herein. Unauthorized re-adjustments of the rope brake. Unauthorized modifications to the design of the rope brake.
Insufficient checking of parts subject to wear. Improper repairs. Improper installation of attachments or spare parts. Improper electrical connections. Damages attributable to extraneous causes, catastrophes or force majeure. The rope brake and the components required for its operation have been tested and set at the manufacturers. Since the rope brakes represent a type approved safety component, any changes of the factory adjustments are prohibited.
Please observe the notes applied to the packaging. The packing material will not be taken back by the manufacturer and should be disposed of in an environmentally sound way.
The legal provisions on machine and pulley rooms also apply to the ambient conditions at the rope brakes place of installation. Nominal capacity suspension: B max. Higher load capacities can be achieved by using 2 rope brakes. When the suspension of the cabin is or more the rope brake calculated so that on departing from the traction sheave rope line comes into engagement. The switches in the magnetic valve and the compressor have been factory set.
They serve as a protective device for moving up the lift cabin to overspeed. In conjunction with the safety switch or pre-cut switch on the overspeed governor and the rope brake control can be monitored with the following operating conditions of a brake cable lift system:. Control unit RBC14 1. Speed The rope brake is closed by excessive speed in both directions, the signal of the speed comes from the safety switch on the governor. If an uncontrolled movement is at the stop, the rope brake receives from overspeed governor an appropriate signal.
The rope brake closes and stops the elevator at a standstill. This gives a signal to the control unit RBC14 and the rope brake closes. This happens by overspeed in both directions. Power failure The rope brake closes by power failure and will open automatically after switching on the power supply. Function monitoring The functions of the rope brake are checked once every 24 hours. This is done automatically by the control unit.
The time of testing can be adjusted. The compressor receives half an hour before and after the test, a running time window in which the pressure in case of need can be rebuilt. Since the detection is on the ropes of the elevator system, is the possible slippage of the ropes of the SMCA3 registered.
Standstill monitoring If the elevator set in motion in the station with door open, the rope brake will be closed after a limited way. Overspeed The speed of the elevator system is continuously monitored during the journey. If the determined limit by the learning cycle speed is passed , deceleration of the car is done by the rope brake. The rope brake can be operated through the use of the SMCA3 without a overspeed governor. By use of a control board SMCA3 is not necessarily to replace the overspeed governor.
The rope brake closes with compressed air, and opens with spring force again. In case of power failure, the rope brake is applied. Due to the pressure accumulator to the compressor, the rope brake will close for a some time. After switching on the power supply the rope brake will open automatically. Creates a pressure loss of the pneumatic unit, the upcoming tour stops and shut down the elevator to the floor.
The elevator is operational again when the operating pressure of 5. Within 24 hours is a functional test of the rope brake system.
The test time can be set on the control unit during stillstand of the lift system. Should an error occur during this test, the elevator system is shut down. By the rope brake with the control unit SMCA3 are following additional functions: Due to the proximity switch, either on the governor or an the pressure roller, which pushes on the ropes or the governor, are fixed, the rest of the chamber is monitored at the station. Should sink the car with the door open in order to stop a limited area, the rope brake is applied.
An opening of the rope brake can be carried out via the controller. The speed of the system can be measured, regardless of the overspeed. Since the detection system works on the ropes, is to secure the excess speed down a safety gear required. For monitoring the speed and trigger the rope brake, a overspeed governor is needed, or an other acquisition system SMC A3 according to EN Although the rope brake is activated in both directions, can not be resign for a safety gear for the downward movement.
After a failure occurred, the lift must be taken into operation unless the cause of the failure has been eliminated and the lift has been checked by accordingly trained expert personnel.
Number of the certifying body Number or the certificate of type approval Type Year of production Manufacturers serial number. At the cabin side. At the counter-weight side. At the machinery frame. On the machinery stand. On the ground. Under the shaft ceiling. The cylinder, piston, and moveable brake plate are tied together by a metal securing tape.
This tape must not be removed until the rope brake installation has been completed. The piston must not be removed from the cylinder as the lip seal will otherwise be damaged. As for new lifts, the rope brakes can be pulled in on the mounting console to be construction-wise provided for once the rope brake has been installed. As for existing lifts, the installation is to be made as follows:. Remove the two diagonally opposite locking screws Pos. Press down the cylinder by means of the bolts nuts and remove the remaining locking screws.
Now, evenly unscrew the bolts nuts. After releasing the pressure springs the entire unit incl. The distance sleeves Pos. Secure before disassembly. The fix plate can now be mounted below the ropes. Heavy-duty anchor and steel screw M16 8. The suspension ropes are to run centered to the rope brakes brake lining. Between brake lining and suspension rope a play of 2mm is to be provided for Now, the rope brake can be reassembled.
For this, position the pressure springs and push the entire unit on to the stud bolts again and pre-tighten it using the nut so that the screws Pos. Do not forget installing distance sleeves Pos. Remove the securing tape before taking the rope brake into operation. It has to be ensured that a sufficient reservoir min 25 lt. On the compressor supplied a fast coupling has been mounted to the pressure reservoir.
Insert a hose for compressed air inner diameter: 10mm into the plug provided see notes on installation. Exclusively use compressors on which the pressure control device has been set to an operational pressure of bar. The compressor must have a reservoir of min. Do not use any mist oiler. The compressed air must be oil free. We recommend installing a water separator including filter between compressor and magnetic valve.
The flow rate must be min. The water separator should be placed near the rope brake. Before connecting with the magnetic valve, the compressor has to be on 8 bar operating pressure.
If the compressor is used in high humidity operating conditions a heavy water condensation is to be expected, what more frequent draining of the compressor entails.
No service may be reproduced, duplicated, copied, sold, resold, visited, or otherwise exploited for any commercial purpose without our express written consent. The mounting of a rope brake must comply with Section 2. I believe it is important to recognize that the elevator code is the minimum legal requirements for elevator safety. We collect certain anonymous data regarding the usage of the Website. When a certain distance is exceeded the rope brake is activated and slows down the car. Numerous solutions have been devised by the major elevator equipment manufacturers to meet this requirement.
Bode rope brake. Overspeed Governors according to EN 81-20/50:2014
Hissmekano - Rope Brake, Bode
See CodeDataPlate. Also see their written Maintenance Control Program. The Code. All newly installed electric traction elevators are required to have a means to stop the car in the event of an overspeed in the up direction and to keep the car from moving when movement is not intended. With respect to ascending car overspeed ACO , the intent is to prevent the elevator car from from striking the hoistway overhead structure. With respect to unintended car movement UCM , the intent is not to permit the elevator car to move when the car and hoistway doors are not closed and locked.
The device required is referred to as an "emergency brake. All altered alteration, modernization electric traction elevators must meet this requirement as well, provided the alteration includes one or more of the following:. Must this feature be added when modernizing a winding drum elevator? The answer is no, as the code specifically references "traction" elevators. The most common alteration of an existing traction elevator is replacement of the control system.
Especially common is the removal of motor-generator sets. These are clear examples of a change in the type of motion control as defined in Section 1.
The original controls which included the motor-generators would be defined as " control, generator field. An example would be a gearless system where the old controls and new controls are both SCR, meaning " control, static. Though not advised, some are replacing controls and retaining the motor-generators. These are all examples of alterations where the type of motion control is not changed.
In the first release of this article I indicated that Mr. Paul M. This stirred up a bit of a controversy which has been resolved as of the date of this revised article by Mr. This interpretation jibes with that of other states and code authorities.
I believe it is important to recognize that the elevator code is the minimum legal requirements for elevator safety. When technology presents new equipment and systems that enhance safety, I believe we have a professional duty - and possibly a moral duty - to at least offer the building owner the option to the add such devices.
It is reasonable to conclude that the death in the Ohio State University dormitory elevator case, and many others, might have been prevented if a Rope Gripper had been installed. The condition of worn or maladjusted primary brakes on traction drive machines may be too prevalent not to require some form of a secondary brake.
ASME A The emergency brake device can act upon the counterweight, car, suspension or compensation ropes, drive sheave, or brake drum or brake surface of the traction drive machine. Numerous solutions have been devised by the major elevator equipment manufacturers to meet this requirement. The most common new installation solution, especially for gearless and machine-room-less MRL type elevators, is to provide a secondary brake on the drive machine. Most gearless drive machines now include this secondary brake as an integral part of the machine.
This solution relies upon the traction between the hoist ropes and the drive sheave to work, stopping the drive sheave and the car. The control system includes the logic and circuitry to affect the operation, which typically includes a connection to the governor overspeed switch.
It was called a "Sheave Jammer" and was a hydraulically activated secondary brake located under their geared machine drive sheave. It was later recalled as it proved to be faulty.
It consists of pairs of electromagnet brakes that are spring applied and electrically released onto the sides of the machine's drive sheave. Multiple pairs of magnets may be required depending on the rated load of the elevator. A design limitation is the magnet brakes require 2.
Most gearless machines don't have this space, many geared machines do. Another solution also used in new installations but which is especially suited for retrofitting existing traction elevators is the rope brake. This is a device that applies a brake surface directly to the elevator hoist ropes to stop the car.
It is most often mounted either directly to the hoist machine, adjacent to the machine or in the hoistway overhead. They can typically be mounted in any orientation, most commonly on the pitched ropes between the machine drive sheave and the deflector sheave. They can be mounted horizontally as between two overhead sheaves or inverted in the hoistway overhead beneath the machine beams.
I understand some have mounted a rope brake in the pit acting upon the compensation ropes or on the car crosshead above or between sheaves. These last two methods are solutions I would avoid for a host of reasons. Rope brakes mounted in the hoistway overhead are increasingly common as, short of raising the drive machine, it is often impossible to locate a rope brake in the machine room.
Many drive machines, especially gearless, lack the necessary space and clearances to fit a rope brake. Rope brakes mounted in the hoistway should have their controller, pumping unit, air compressor or any other supporting operational equipment mounted outside the hoistway, preferably in the machine or overhead sheave room.
Mounting a rope brake in the hoistway requires determining that the clearances are sufficient. To allow for rope stretch, the counterweight runby varies and is typically greater than the car runby, which remains static. For this reason and due to frequently greater clearance above the counterweight, it is often feasible to locate the rope brake at the rope drop to the counterweight when there is insufficient clearance to locate it at the rope drop to the car.
Care must be taken in mounting the rope brake that the travel of the hoist ropes does not vary outside of the open dimension of the brake linings. This can be an issue when the unit is mounted in the overhead either on the rope drop to the car or to the counterweight. Some elevator companies designed and installed traction elevators where the hoist rope drops were not plumb. This was done in some cases to eliminate the deflector sheave and the drive sheave diameter was less or more than the horizontal distance between the car and the counterweight rope hitches on elevators roped This condition also occurs on many traction elevators, especially gearless, that are roped and standard diameter sheaves were used, resulting in the ropes travelling out of plumb.
The survey and planning when installing in an alteration should include terminal car runs while checking the centerlines of the ropes at the point where the rope brake will be installed. If an out-of-plumb condition exists, it must be determined that the outsides of the ropes will stay within the open dimension of the brake linings.
Note the geometrical effect that the further the vertical distance from the sheave, the greater the ropes' horizontal movement in travel. In some cases if the rope brake can be mounted close enough to the sheave, the rope travel deviation may be within the brake lining clearances. This may ultimately require, if possible, raising the drive machine and re-supporting it structurally, sufficiently to mount the rope brake directly below the sheave.
Adding a traditional iron deflector sheave typically requires a minimum 5 inches of rope deflection to provide sufficient tangential force on the deflector sheave to prevent loss of traction. If the deflection is less than 5 inches, the choices are to use a plastic deflector sheave which requires less torque to rotate or to shift the drive machine to obtain 5 inches of deflection.
Many machines are fairly easy to shift with the advantage of bringing both rope drops plumb. A similar impediment to mounting a rope brake in a location other than between the machine drive sheave and a deflector sheave is the line of ropes' rotation in plan which occurs in roping arrangements. It is rare in a layout that the drive or deflector sheaves and the car or counterweight sheaves are on parallel axes. Typically the axes of these sheaves are rotated, sometimes up to 90 degrees. The result is that the line of hoist ropes rotate in plan through their travel.
The degree of rotation at a given point vertically from the sheaves will vary depending on where the car or counterweight is in its travel in the hoistway.
The closer the travelling sheave is to the stationary sheave, the greater the degree of rotation. Like the out-of-plum condition described above, this line of rope rotation effect must be taken into account when planning the installation of a rope brake. Locating the rope brake closer to the stationary sheave will mitigate this effect. In many installations, however, this rotation is too great to fit within the brake lining clearance. Yet another complication in mounting a rope brake in a location other than between the machine drive sheave and a deflector sheave, is the hoist rope splay which occurs in roping near the shackles.
The car or counterweight hitch plates typically include a hole pattern that is dimensionally staggered so as to allow sufficient space for the rope shackles. In many instances with a hoistway overhead rope brake installation the vertical clearance is such that the rope splay exceeds the brake lining clearance. If this will occur, a solution may be to provide a rope collector to bring the ropes into alignment below the brake linings. The design of the collector must comply with the code, including Section 2.
We've designed such a system using halved wood blocks with oversized holes for the ropes, tethered to the crosshead. Rope Brakes Available. There are several elevator rope brake products on the market. The current models are spring closed and hydraulically opened.
There are five models used in North America for a full range of speed and load duties. Mounting is simplified by its pivoting base. As stated above, the unit can be mounted in any orientation, including vertical, a pitched angle, horizontal and inverted. This unit is actuated using compressed air and is spring released. As such, one or more air compressors are required, which must be located in the machine room or overhead sheave room.
The physical configuration and mounting of the BODE Rope Brake is different in that it consists of a stationary steel back plate and brake lining inline with the hoist ropes and a bell type air cylinder on the front which drives a plate and brake lining. This configuration can have the advantage of being able to fit where other rope brakes don't. The dimension from the inside face of the brake lining to the back side of the stationary plate is only 1.
This allows for a very close clearance fit to a drive machine, such as with many gearless machines where other rope brakes won't fit. Designing the structural mounting for the BODE is a little more involved as the typical pitched vertical connection must be accommodated. Either the angle must be measured very accurately for a rigid support or an adjustable angle support is needed. According to the duty charts, the Atwell rope brake is limited to the lower capacities common to Europe and Asia.
The brake linings are pre-formed for the rope size and pitch. Service Co. I have no experience with these devices. This is a self contained electrically driven device. The mounting of a rope brake must comply with Section 2.