(Mech. Safety System) K 602673-07

General
Elevator Safety System (example) [17320; 10.07.2007]
This manual provides general information concerning the performance and the application
of the Schindler safety components.
Modification 01 02 03 04 05 06 07 Prepared 22.11.2013 naidura

KA No. 160456 159025 159141 159222 159283 159318 159341 Reviewed 06.12.2013 muelleph
KA Date 13.07.07 23.12.09 01.09.11 01.09.12 01.05.13 01.09.13 20.12.13 Norms Chkd 13.12.2013 plattle
Released 20.12.2013 geisshmi
Mechanical Safety System
Format
General A4
Classification Lead Office
INVENTIO AG CH-6052 Hergiswil
11300 EB3
K 602673 EN
Copyright © 2013 INVENTIO AG All rights reserved.
INVENTIO AG, Seestrasse 55, CH-6052 Hergiswil, owns and retains all copyrights and other intellectual property rights in this manual. It shall only be used by
SCHINDLER personnel or authorized SCHINDLER agents for purposes which are in the interest of SCHINDLER. Any reproduction, translation, copying or storing
in data processing units in any form or by any means without prior permission of INVENTIO AG is regarded as infringement and will be prosecuted.
Page 1/38
Table of Contents
1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1 Potential Risk covered by the Mechanical Safety System . . . . . . . . 3
1.2 Types of Safety Components and their Usage . . . . . . . . . . . . . . 3
1.3 Laws, Standards and Regulations . . . . . . . . . . . . . . . . . . . . 4
2 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.1 Mechanical Safety System . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Safety Contacts within Safety Circuit . . . . . . . . . . . . . . . . . . . 6
2.3 Field Tests on Mechanical Components . . . . . . . . . . . . . . . . . 6
2.3.1 Schindler Acceptance and Inspection Standard SAIS . . . . . . . . 6
2.3.2 Periodic Safety Inspection Generic PSIG . . . . . . . . . . . . . . . . . 6
3 * Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.1 Safety Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.1.1 Functional Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.1.2 Types of Safety Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1.3 Scope of Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.4 Application Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.1.5 Actuating Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.2 * Overspeed Governor System . . . . . . . . . . . . . . . . . . . . . . 25
3.2.2 * Types of Overspeed Governors . . . . . . . . . . . . . . . . . . . . . . . 26
3.2.3 * Scope of Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.3 Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.3.1 Functional Principle / Types of Buffers. . . . . . . . . . . . . . . . . . . . 30
3.4 Rope Brake Safety Device . . . . . . . . . . . . . . . . . . . . . . . . 35
4 Documents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
A1 Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
A1.1 Abbreviations / Acronyms . . . . . . . . . . . . . . . . . . . . . . . . 38

K 602673 07
General
Copyright © 2013 INVENTIO AG 2/38
1 General
1.1 Potential Risk covered by the Mechanical Safety System
The basic principle in order to cope with the following risks is to decelerate the car and/or
counterweight within a defined deceleration or travel and to stop it then.
The risk of free fall must be covered in all elevators within the Schindler portfolio, even
when not specifically required by national regulations.
Free Fall Free fall of the car or counterweight (example: due to a loss of the suspension means or a
rupture of the traction means).
Overspeed Overspeed of the car in the upward and downward direction (example: due to a controller
malfunction or a loss of performance of the machine brake). Overspeed of the car in the
upward direction is also called the risk of an "ascending car overspeed".
Overtravel Car or counterweight leaving their normal travel range ("overtravel"), that is, running into
the hoistway pit or hoistway head (example: due to a controller malfunction or a loss of
performance of the machine brake).
Uncontrolled Uncontrolled movement of the car from an open landing door (example: due to a
Movement controller malfunction or a loss of performance of the machine brake).
The risk of overspeed in upward direction and the risk of uncontrolled movement are
collectively known as ACUM (Ascending Car Unintended Movement).
1.2 Types of Safety Components and their Usage
Overview This document focuses on the use of the mechanical safety system used within traction
elevator systems. Following components are excluded:
 Drive brakes on traction machines
 Mechanical safety equipment used within hydraulic elevators, such as
 Slack rope actuating devices for safety gears
 Rupture valves for hydraulic jacks
 Mechanical safety devices used for special purposes, such as
 Car blocking device (CBD)
 Temporary safety device (TSD).
If applicable, the components defined below may also be used within hydraulic elevator
systems.
There are different types of mechanical safety components which are designed to take
action (alone or in combination with each other) in case one or more of the risks mentioned
in section "Potential Risk covered by the Mechanical Safety System" occurs. Also see the
overview picture in chapter "Overview":
 Safety gear: Mechanical braking device which is mounted on the car and (if needed) on
the counterweight frame and grips the guide rails in case of an emergency and thereby
decelerates and stops the car and, if applied, the counterweight.
 Actuating mechanism: The safety gear is engaged by the actuating mechanism which
is also mounted on the car/counterweight frame and which is connected to the
overspeed governor system.

K 602673 07
General
 Overspeed governor system: Mechanical speed-measuring device which constantly
measures the speed of the car or counterweight, independent from the controller. In
case of an overspeed situation, it opens the electrical safety circuit (at electrical tripping
speed VCK) of the elevator and engages the safety gear (at mechanical tripping speed
VCA).
 Buffer: Mechanical deceleration device which decelerates and stops the
car/counterweight in case of one or both components enters the hoistway pit.
 Rope brake safety device: Mechanical braking device which is mounted in the vicinity
of the traction sheave and firmly grips the traction ropes in case of an emergency and
thereby decelerates and stops the car/counterweight.
Following table shows which type of safety component is involved to cover which risk(s) as
defined within Schindler:
Safety Risk
Component Free Fall Overspeed Overtravel Uncontrolled
Downward Upward Movement
1)
Safety Gear X X X1, 2) - -
3)
Overspeed X X X3 - -
Governor
System
Buffer X 4) X4 X4 X -
Rope Brake - - X - X
Safety Device
1) Only if the overspeed situation does not occur at the lower or upper end of the hoistway, in
this case, there will be a buffer impact.
2) A safety gear can only cope with a overspeed situation of the car in upward direction if it is
designed for this purpose.
3) Current overspeed governors always electrically detect overspeed in both directions and will
open the safety circuit at VCK. All overspeed governors will activate the safety gear in
downward direction at VCA. In order to activate the safety gear of the car also in upward
direction at VCA, the overspeed governor system has to be designed for that purpose.
4) Only if VCA of the overspeed governor system is not reached. If VCA is reached, the safety
gear will be activated.
1.3 Laws, Standards and Regulations
Beside the following main laws, standards and regulations, local versions or rules also have
to be considered. In every case, the latest or officially accepted version applicable has to be
observed.
The applied mechanical safety system has to comply with all relevant laws, standards and
regulations. The main laws, standards and regulations dealing with the mechanical safety
system are:
 European Law (Lift Directive LD 95/16/EC)

 European Standard (EN81-series)
 North America Code (ASME A17.1)
A list of published codes and standards can be found in the Schindler intranet.

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General
2 Overview
2.1 Mechanical Safety System
4
5
2
7
1
00013225
Mechanical Safety Systems (example) [17321; 08.10.2009]

1 Buffer
2 Safety gear
3 Actuating mechanism
4 Rope brake
5 Overspeed governor
6 Rope coupling
7 Overspeed governor rope
8 Tension device

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General
2.2 Safety Contacts within Safety Circuit
General The status of the mechanical safety components is monitored by safety contacts which are
part of the safety circuit. The opening of one or more of these safety contacts leads to an
immediate shut-down of the elevator.
Safety contacts must be of normally closed design only.
As a general rule, safety contacts and their engaging mechanism respectively should not be
self-resetting after an engagement of the safety component. The resetting must be done by
skilled personnel only. This must ensure that the elevator goes back into normal operation
while the contacts are not in their reset position and that the components are checked
properly after their engagement.
In general, operated safety contacts must be made inoperative during recall mode. This
allows a reset of the complete elevator including its mechanical safety components.
Safety Contacts  KBV / KBVG: Safety contact on the overspeed governor, monitors the speed and opens
if the electrical tripping speed VCK is reached.
 KSSBV / KSSBVG: Safety contact on the tension device, monitors the position of the
tension weight. It operates if the tension weight leaves its normal operating range in
downward direction (according to A17.1 in some cases also in upwards direction) due to
excessive elongation or rupture of the overspeed governor rope.
 KF / KF1 / KFG: Safety contact on the safety plank of the safety gear's actuating
mechanism, monitors the status of the safety gear and opens if the safety gear is
engaged. KF / KF1 is only required on the car side.
 KP / KPG: Safety contact on the oil buffer, monitors the status of the buffer and opens if
there is a buffer impact.
 KSB1 / KSB2: Safety contact on the rope brake(s), monitors the status of the rope brake
and opens if the rope brake is engaged.
2.3 Field Tests on Mechanical Components
Schindler requests to check and test the mechanical safety components on a defined and
regular basis. The following processes are to be applied.
2.3.1 Schindler Acceptance and Inspection Standard SAIS
SAIS (Schindler Acceptance and Inspection Standard, see ON 0-17025) is to be applied on

new installations and must ensure the safety and code compliance before the handover of
an elevator. The test of the mechanical safety component is an important part of the SAIS-
procedure. The SAIS procedure is based on a standardized acceptance process and is
available as a generic process and also on program related level (see Schindler intranet).
There are SAIS-documents available in which the acceptance test results must be
documented. In order to support the acceptance tests on mechanical safety components
performed during the SAIS procedure, there are documents available which gives hints
about how to handle the mechanical safety components released by Schindler during the
acceptance process and about their acceptance criteria. They are listed in the specific
chapter of the type of safety components, see chapter "Components".
2.3.2 Periodic Safety Inspection Generic PSIG
PSIG, see J 42500101 is to be applied on existing installations and must ensure the high
level of safety during the operation of the elevator. It concerns the complete Schindler
elevator portfolio of existing installations, defines the major safety related components and
the required checks and tests to be performed during the safety inspection and their
periodicity.

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General
3 * Components
3.1 Safety Gear
2 4
00013725
Safety Gear Assembly (example) [17349; 02.11.2009]
1 Safety gear (SA G 01 Rel. 01 shown)
2 Safety switch KF *
3 Governor lever stopper *
4 Governor lever *
5 Retaining spring *
6 Pull rod (not visible)
*) Part belongs to the actuating mechanism
3.1.1 Functional Principle
General When the overspeed governor is tripped, its governor rope retains the governor lever of the
actuating mechanism while the car or counterweight is still moving. Thereby the braking
parts (example: wedges, eccenter) get into contact with the guide rail and brake the
car/counterweight. At the same time, the safety contacts (KF/KF1/KFG, if available) of the
actuating mechanism are opened and interrupt the safety circuit.
Progressive A safety gear which allows to adjust the braking force (example: by a spring) and thereby
Safety Gear allows to control the deceleration of the car or counterweight in case of an engagement.
Instantaneous A safety gear which does not allow to adjust the braking force and thereby does not allow to
Safety Gear control the deceleration of the car or counterweight. The application of instantaneous safety
gears is speed limited, valid laws, standards and regulations have to be obeyed.

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General
3.1.2 Types of Safety Gears
Types
Series Safety Gear
Types Principle Brake Part
RF Series SA RF 1
Instantaneous Roller
SA RF 2
GED Series SA GED 10
SA GED 15 Eccenter
SA GED 20
WSB Series SA WSB 05
SA WSB 01
SA WSB 02
SA WSB 03
Thyssen Series 6071/0
Progressive
6071/1
6071/2 Wedge
6071/3
G Series SA G 01
SA G 11, SA G 11-NA
SA G 21
SGC Series SA SGC 01
SA SGC 02 (inclusive duplex)

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General
3.1.3 Scope of Application
RF Series The following diagram represents only the main ranges of the RF series. Detailed
information can be found in the appropriate document, see chapter "Documents".
EN81-1 /
Car and Cwt / GKU/GGU
Cold Drawn and [kg]
Machined Guide 24000
Rails
22000
20000 SA RF 2
18000 1
16000
14000
12000 2
10000
4000
SA RF 1
3500
3
3000
4
00017524
5
2500
6
2000 7
8
1500 VKN [m/s]
0.50 0.63 0.75 0.85 1.0
[26343; 02.11.2009]
1 SA RF 2, car side, BFK = 16, 19, 28.6 mm
2 SA RF 2, cwt side, BFK = 16, 19, 28.6 mm
3 SA RF 1, car side, BFK = 16 mm
6 SA RF 1, cwt side, BFK = 16 mm
Guide rail surface oiled or slightly oiled (corrosion protection)

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General
ASME A17.1 /
Cold Drawn and [kg]
Machined Guide 24000
Rails
22000
20000 SA RF 2
18000
1
16000
14000
12000 2
10000
4000
SA RF 1
3500
3000 3
00017525
4
2500 5
6
2000 7
8
1500 VKN [m/s]
0.50 0.63 0.75 0.85 1.0
[26347; 03.11.2009]
1 SA RF 2, car side, BFK = 16, 19, 28.6 mm
2 SA RF 2, cwt side, BFK = 16, 19, 28.6 mm

K 602673 07
General
GED Series The following diagrams represent only the main ranges of the GED series. Detailed
 The GED safety gear is the only type of safety gear within Schindler which is designed to
prevent against the risk of overspeed in upward direction.
 The associated actuating mechanism and overspeed governor system have to be
designed for that purpose.
EN81-1 /
Car / GKU [kg]
Cold Drawn
2500
Guide Rails
SA GED 20 AS
2000
1800
SA GED 10 AS
1549 1500
1000 SA GED 10 AR
605
450
0.50 1.0 1.60

VKN [m/s]
[26971; 03.04.2013]
EN81-1 /
Car /
Machined Guide
Rails
1)
[44428; 04.04.2013]
1) Installations with oiled guide rails and for downward direction only.

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General
1)
[44429; 04.04.2013]
1) Installations with oiled guide rails and for downward direction only.
WSB Series The following diagrams represent only the main ranges of the WSB series. Detailed
EN81-1 /
Car / GKU
Machined and [kg]
Lightly Oiled
Guide Rails 6000
5700
5000
SA WSB 02
4300
4000
3600
3000
SA WSB 01
2000
1600
00018362
1000
VKN
[m/s]
1.0 2.0
[30831; 09.10.2009]

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General
EN81-1 /
Car / GKU
Machined and [kg]
Oiled Guide Rails
8160
8000
SA WSB 03
7000
6000
5700
5000
SA WSB 02
4000
3060
3000
SA WSB 01
2000
1780
1000
VKN
1.0 2.0 [m/s]
[30832; 08.07.2010]
EN81-1 /
Car / GKU
Drawn and Oiled [kg]
Guide Rails
5000
4000
3900
SA WSB 02
3000
2600
2000
00018364
1020
1000
VKN
1.0 2.0 [m/s]
[30833; 18.08.2009]

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General
EN81-1 /
Counterweight / GGU
Machined and [kg]
Lightly Oiled
Guide Rails 6000
5700
5000
4300
4000 SA WSB 02
3600
3000
SA WSB 01
2000
00018351
1600
SA WSB 05
1000
VKN
1.0 2.0 2.5 [m/s]
[30482; 09.10.2009]

K 602673 07
General
EN81-1 /
Counterweight / GGU
Machined and [kg]
Oiled Guide Rails
9000
8160
8000
SA WSB 03
7000
6000
5700
5000
SA WSB 02
4000
3060
3000
SA WSB 01
2000
1780
SA WSB 05
1000
VKN
1.0 2.0 2.5 [m/s]
1.75
[30828; 28.02.2012]

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General
EN81-1 /
Counterweight / GGU
Drawn and Oiled [kg]
Guide Rails
5000
4000
3900
SA WSB 02
3000
2600
2000
SA WSB 01
00018361
1020
1000
VKN
1.0 1.75 [m/s]
[30830; 18.08.2009]

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General
Thyssen Series The following diagrams represent only the main ranges of the Thyssen series. Detailed
EN81-1 /
Car / GKU=GQ+GK+GU+GH
GKU
Machined Guide [kg] VKN  1.75 m/s 1)
VKN > 1.75 m/s
2)
Rails
9500 (9500)
9000
8500
8000
/ 3
71
7500
60
7000
6500
6071/2 max.
6000 (5950)
(5750)
5500 6071/3 min.
/ 2
5000
71
60
4500
(4300)
4000
3500
3000
2500
2000
1500
1000
500
VKN
0.63 1.25 1.5 1.75 2.0 2.5
0.5 1.0
VCAG
2.3 2.7 2.9 3.1 3.4 3.7 4.1
[17325; 13.03.2008]
1) Oiled guide rail surface
2) Dry guide rail surface

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General
EN81-1 /
Counterweight / GGU=GG+GU+GH
Machined Guide GGU
Rails [kg] VKN  1.75 m/s 1) VKN > 1.75 m/s 2)
9500 (9500)
9000
8500
8000
/3
71
7500
60
7000
6500
6071/2 max.
6000 (5950)
(5750)
5500 6071/3 min.
5000
/ 2
71
4500
60
(4300)
4000
3500 (3500)
(3300)
3000
2500
/1
71
60
2000 (2070)
(1800)
1500 (1475)
/0
71
1000 (1000)
60
(750)
500
VKN [m/s]
0.63 1.25 1.5 1.75 2.0 2.5
0.5 1.0
VCAG [m/s]
2.3 2.7 2.9 3.1 3.4 3.7 4.1
[20632; 13.03.2008]
1) Oiled guide rail surface
2) Dry guide rail surface

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General
G Series The following diagram represents only the main ranges of the G series. Detailed information
can be found in the appropriate document, see chapter "Documents".
EN81-1 /
Car and Cwt / GKU / GGU
Machined Guide [kg]
Rails
17000
15000
13800
11700
10500
9400
9000 SA G 21
8000
7000
6000
5600
5000
4800
4500 SA G 11
4000
3500
3000
SA G 01
2500
00015948
2000
1800
1500 VKN
0.63 1 1.5 2 2.5 3.5 4 5 6.3 7 8
[m/s]
[22838; 04.11.2009]

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General
ASME A17.1 /
Machined Guide [kg]
Rails
6700
6500
6000
5400 SA G 11-NA
4500
4000
3800
00017537
SA G 01
3000
1800
VKN
0.63 1.0 2.0 3.0 4.0 5.0 [m/s]
[26709; 06.10.2009]

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General
SGC Series The following diagram represents only the main ranges of the SGC series. Detailed
EN81-1 /
ASME A17.1 GKU/GGU
Car and Cwt [kg]
Machined Guide
Rails 22000
20000
19000
SA SGC 02
Duplex
11200
10000
9500
SA SGC 02
Single
7000
6000
5000
540_000135
SA SGC 01
2500
VKN
0.63 1 2.50 4 5 6 7 8 9 10 [m/s]
[3448; 09.10.2009]
Guide rail surface slightly oiled (corrosion protection)

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General
3.1.4 Application Remarks
Car Elevator codes and standards require the use of safety gears on cars in order to prevent the
risks of overspeed and free fall.
The safety gear may also be used as a means of preventing against overspeed in upward
direction (ascending car overspeed). In this case, the safety gear and its actuating
mechanism have to be designed for this purpose.
Counterweight Elevator codes and standards require safety gears on counterweight, if there is accessible
space below the hoistway, and there is no pillar based on solid ground is provided
underneath the travel way of the counterweight.
Use of Instantaneous safety gears without a releasing wedge (example: SA RF 1) should not be
Instantaneous used for applications with travel heights exceeding HQ = 30 m as the release of the safety
Safety Gears gear after an engagement may cause its re-engagement due to stretch of the suspension
means (see "Release Forces" in section "Actuating Mechanism").
Placement of Safety gears must be solidly attached to the car/counterweight (if applicable) and should be
Safety Gears placed underneath the car or counterweight.
Double When using more than one pair of safety gears on the car or counterweight, all of them
Arrangement must be of progressive type.
Deceleration Schindler progressive safety gears are set to decelerate a free falling car or counterweight
with an average deceleration of 0.6 g (5.9 m/s2). However, due to deviations and tolerances
(example: tolerances of dimensions, friction coefficient, etc.), the real free fall deceleration
(average) may vary between 0.2–1.0 g (1.96–9.81 m/s2). The correct setting of the safety
gear is checked by an acceptance test on site according to SAIS (Schindler Acceptance
Inspection Standard). In order to ensure the designated free fall deceleration, the average
deceleration during the acceptance test may vary between 0.5–0.8 g (4.9–7.8 m/s2). The
braking process creates braking marks on the guide rails which have to be measured and
compared with accepted braking marks after the acceptance test. The accepted braking
marks for each type of safety gear are defined in the SAIS Information for Safety Gears
(EJ 604724). For instantaneous safety gears the retardation is not defined, therefore there
are no braking marks lengths available.
Guide Rails Safety gears must only be combined with guide rails for which they are designated. The
performance of the safety gear strongly depends on the condition of the guide rail surface
(guide rail quality, cleaning, lubrication).
Combination with Safety gears must only be combined with overspeed governors, if the maximum possible
Overspeed tripping speed of the overspeed governor under free fall conditions does not exceed the
Governor System maximum tripping speed of the safety gear under free fall conditions, that is:
VCAG Overspeed Governor  VCAG Safety Gear .
Design Special attention has to be paid to:

 Transmission of the forces created during the braking phase of the safety gear
 Transmission of forces created during the release phase of the safety gear
 Functional principle of the safety gear which influences the assembly (example: by-pass
clearance, possible horizontal movement of the guide system).
Sealing and Adjustable safety gears have to be sealed finally. Safety gears are usually adjusted and
Adjustment sealed by the supplier.
Additional adjustment in the field, if needed, must be performed by authorized persons only.
The sealings must be done according to the Work Instruction " Sealing of Safety
Components (NI) (EJ 49000051).

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General
3.1.5 Actuating Mechanism
Function The actuating mechanism connects the safety gear with the overspeed governor system. Its
main functions are:
1) To engage the safety gear. The engagement of the safety gear is triggered by the
overspeed governor when its set mechanical tripping speed VCA is reached. In this
case, the governor rope is stopped whereas the car or counterweight continues moving.
The relative movement between the governor rope and car/counterweight causes the
governor lever of the actuating mechanism to rotate and thereby engages the safety
gear.
2) To engage the safety switch KF/KF1 on the safety plank of the actuating mechanism in
case of an engagement of the safety gear.
3) To withstand inertia forces of the overspeed governor system caused by decelerations of
the elevator system during
 Normal operation (normal deceleration AKN)
 Emergency stops caused by the drive brake (that is, the safety circuit is opened, but
VCA is not reached and the safety gear is not engaged)
 Stops during inspection travel at VKI (that is, VCA is not reached and the safety
gear is not engaged).
The actuating mechanism uses retaining springs which keep the actuating mechanism in its
home position during the cases mentioned above and thereby prevent against an
accidental engagement of the safety gear.The occurring deceleration of the elevator system
in the cases mentioned above depends on the elevator system itself and its characteristic
values (masses involved, performance of drive brake, etc.). Pre-defined actuating
mechanisms within Schindler are designed to withstand the inertia of the elevator system
for which they are released. However, for every application this topic has to be checked
carefully. EJ 604793 describes how to configure an appropriate actuating mechanism within
Schindler and lists approved and pre-defined actuating mechanisms within Schindler.
Design Special attention has to be paid to:

 Forces created by the overspeed governor system which have to be endured (that is,
retaining spring mentioned above for preventing accidental engagement, actuating lever
stopper in case of engagement, dynamic stress during normal operation of the elevator).
 Ratio between nominal governor pull-through force (FC) and maximum engagement
force on governor lever of the actuating mechanism (FCH). The required ratio is defined
in the standard which has to be applied, see Schindler intranet.
 Principle of the safety gear (that is, required stroke and actuating forces for
engagement).
 Simultaneous and synchronous engagement of both safety gears.
Application on In general, the same rules for the design of the actuating mechanism on counterweight are
Counterweight to be applied. As there is the contingency of a simultaneous engagement of both
(car/counterweight) safeties, instructions how to handle this case (that is, testing procedure,
evacuation instruction) have to be provided by the system engineering if there is a safety
gear on the counterweight.

K 602673 07
General
Release Forces After clamping the car or the cwt on the rails, the safety gears are returned to their operative
normal operation position automatically by upward travel of the car or counterweight. The release forces
occurring hereby are shown in the table below.
Safety Gear Type Sum of Maximum Release Forces (GKA 1) / GGU 2))
[N]
Release Force FLDcar Release Force FLDcwt
SA RF 1 2.5 GKA 9.81 2.5 GGU 9.81
SA RF 2 1.0  GKA 9.81 1.0  GGU 9.81
(with loosening wedge)
GED Series 2.0 GKA 9.81 3) -
0.5 GQ 9.81 4)
-
WSB Series 1.5 GKA 9.81 1.5  GGU 9.81
Thyssen Series 1.5 GKA 9.81 1.6  GGU 9.81
G Series 1.0 GKA 9.81 1.0 GGU 9.81
SGC Series 1.0 GKA 9.81 1.0 GGU 9.81
1) GKA = GK + GQ + GU + GH + GUS/2
2) GGU = GG + GU + GH
3) Release force after braking downwards
4) Release force after braking upwards
Release Forces
during SAIS Safety Gear Type Sum of Maximum Release Forces [N]
Acceptance Test Release Force FLDcar Release Force FLDcwt
SA RF 1 FLD 1)
2.5 GGU 9.81
SA RF 2 FLD 1)
1.0  GGU 9.81
(with loosening wedge)
SA GED Series FLD 2) -
WSB Series FLD 2)
1.5  GGU 9.81
Thyssen Series FLD 2) 1.6  GGU 9.81
G Series FLD 2) 1.0 GGU 9.81
SGC Series FLD 2)
1.0 GGU 9.81
1) FLD = (GK + GQ + GU + GH + GUS/2) x g x n - if not progressive safety type
2) FLD = (GK + 1.25*GQ + GU + GH + GUS/2) x g x n - if progressive safety type
GK
GQ
[47110; 05.04.2013]

K 602673 07
General
3.2 * Overspeed Governor System
Overview
00013724
5
Overspeed Governor Type GBP (MRL) (example) [17359; 12.10.2009]

1 Safety switch KBV/KBVG
2 Overspeed governor
3 Supporting structure
4 Overspeed governor rope
5 Rope coupling
00013726
Tension Device (example) [17360; 12.10.2009]

1 Tension weights
2 Supporting structure
3 Safety switch KSSBV/KSSBVG

K 602673 07
General
The overspeed governor system consists of:

 Overspeed governor with the safety switch (KBV/KBVG): It constantly checks the speed
of the car and counterweight (if applied). In case of overspeed, the safety switch triggers
at VCK and the safety gear is mechanically engaged at VCA. At VCA, the governor rope
stops by applying the pull-through force FC. This force engages the safety gear. There
are two principles of overspeed governors, the friction pulley principle or the rope brake
principle, see below.
 Overspeed governor rope with rope coupling: It is connected to the actuating
mechanism of the safety gear on the car/counterweight (if applied) and runs around the
overspeed governor and tension weight pulleys. It drives the overspeed governor and
engages the safety gear in case VCA is reached.
 Tension device: It tensions the overspeed governor rope.
Following features are also available:
 Mechanical or Electrical Remote Control (ERC): Device which allows to trip the
overspeed governor mechanically at speeds below VCA in order to activate the safety
gear during the acceptance test on site.
 Electrical Remote Reset (ERR): Device which allows to reset the safety switch of the
overspeed governor remotely in case of its activation.
 Incremental Pulse Generator: Optional device for some overspeed governors which
generates pulse information to ascertain the following:
 The travelled distance
 The travel direction
 The actual car speed.
Friction Pulley This type of overspeed governors blocks the pulley of the overspeed governor in case VCA
is reached. Thereby the overspeed governor rope which runs around the pulley is stopped,
creating the pull-through force FC to engage the safety gear. The blocking of the pulley is
usually done by a pendulum.
For friction pulley overspeed governors, the correct mass of the tension weight and the
correct overspeed governor rope is essential.
Rope Brake This type of overspeed governor uses an additional rope brake which normally is triggered
by centrifugal weights mounted on the overspeed governor pulley. In case of VCA is
reached, the rope brake will be engaged whereas the pulley still runs free. When the rope
brake is engaged, this creates the pull-through force FC to engage the safety gear.
3.2.2 * Types of Overspeed Governors
Types
Characteristics SA SA SA SA SA SA SA
GBP GBP GBD GB GB WOL WOL
201 202 202 1) 32 42 35 35-NA
Friction Sheave (pendulum) X X X - - - -
Eccentric Wheel (pulley clutch) - - - - - X X
Rope Brake (centrifugal weight) - - - X X - -
MR Application X - X X X X X
MRL Application X X - - - X X
Electrical Remote Control (ERC) X X - - - X X
Electrical Remote Reset (ERR) X X - - - X X
1) Types of overspeed governor which are designed to prevent against the risk of overspeed in
upward direction. The associated actuating mechanism and safety gear have to be designed
for that purpose.

K 602673 07
General
3.2.3 * Scope of Application
General HQB = Distance between governor pulley and tension device pulley [m]
The following diagrams represents only the main ranges of the overspeed governors.
Detailed information can be found in the appropriate document, see chapter "Documents".
SA GBP Series /
SA GBD 202 HQB [m]
85
SA GBP 201
50 SA GBP 202
00018386
20 SA GBD 202
10
VKN
[m/s]
0.40 0.63 1.60 1.75
[32078; 14.10.2009]
SA WOL 35
HQB [m]
170
OL 35E OL 35M
85
OL 35E
OL 35
VKN
[m/s]
0.63 2.0 2.5 3.0
[48379; 24.10.2013]

K 602673 07
General
SA WOL 35-NA
HQB [m]
112
OL 35E-NA (800 N)
80
OL 35E-NA (500 N)
OL 35-NA
VKN
[m/s]
1.0 1.75 2.54
1.02
[48307; 21.11.2013]
SA GB Series
HQB [m]
530
400
SA GB 42
250
100
SA GB 32
00018388
20
10
VKN
[m/s]
0.50 2.5 5.0 8.0 10.0
[32080; 14.10.2009]
Governor Rope Only ropes which have proven compatibility and performance by a qualification with the
assigned overspeed governor must be used.

K 602673 07
General
Pull-Through A certain ratio between nominal governor pull-through force FC and the maximum needed
Force FC engagement force on the governor lever of the actuating mechanism FLC has to be
ensured in order to guarantee a reliable and safe engagement of the safety gear when the
overspeed governor trips at VCA. The required ratio is defined in the code and standard
which has to be applied. For confirmation see EJ 604793.
Counterweight Overspeed governors which are used to trigger safety gears on counterweight side are set
Application to a higher tripping speed (VCA2) than on car side (VCA1). The detailed speed is defined in
the standard which has to be applied.
Combination with Safety gears must only be combined with overspeed governors, if the maximum possible
Safety Gear tripping speed of the overspeed governor under free fall conditions does not exceed the
maximum tripping speed of the safety gear under free fall conditions, that is:
VCAG Overspeed Governor  VCAG Safety Gear
Design of For tension devices used in combination with friction pulley overspeed governors, the
Tension Weight design of the tension weight must allow to temporarily remove one half of the tension weight
mass during the acceptance test. This allows to perform the pull-through (FC) test on site.
Sealing and Overspeed governors are adjusted and sealed by the supplier.
Adjustment No additional adjustment in the field must be done.
3.3 Buffer
4
2
Buffer Assembly (example) [17351; 06.02.2007]

1 Buffer pedestal
2 Safety switch (KP)
3 Buffer plate
4 Buffer (OLEO type)

K 602673 07
General
3.3.1 Functional Principle / Types of Buffers
The buffer decelerates and stops the car/counterweight if the car or counterweight leave
their normal travel range, that is, enters the hoistway pit. There are different principles.
Type Functional Principle Description

ACLA Energy Accumulating Type This type of buffer does not dissipate the
Buffers with Linear or Non- impact energy, but returns it back to the
Linear Characteristic impact mass (car or counterweight).
SA ACR Energy Accumulating Type This type of buffer does not dissipate the
Buffers with Buffered Return impact energy, but returns it back to the
Movement impact mass (car or counterweight) by a
buffered means.
 OLEO Energy Dissipating Type Buffers This type of buffer dissipates the impact
 SA BOA energy of the car or counterweight.
 SA HNO
 SA HDF
General GPZ1 = Minimum admissible mass for one buffer [kg]

GPZ2 = Maximum admissible mass for one buffer [kg]
ACLA Series The following diagram represents only the main ranges of the ACLA buffers. Detailed
GPZ
[kg]
4425
4000 4000
3400
3000 3000
2500
2000
1000
112
VKN
 0.40  0.63  0.70  0.85  1.0 [m/s]
ACLA Buffers [18233; 10.07.2007]

K 602673 07
General
SA ACR 601 The following diagram represents only the main range of the SA ACR 601 buffer. Detailed
GPZ
[kg]
1300
1250
1000
SA ACR 601
00018390
500
350
250
VKN
[m/s]
1.25
Application Range Regarding Rated Speed and Masses [32222; 04.11.2009]
ƒ [g/m3]
0.2 0.3 0.5 1 2 3 5 7 10 1315 20 30 40 50 60 80 100 120
100
90
80
75
70
60
 [%]
50
40
SA ACR 601
30
20
10
-40 -30 -20 -10 0 10 20 30 40 50 60

 [°C]
Application Range Regarding Temperature and Humidity [28486; 04.04.2011]
= Absolute air humidity [g/m3]
 = Relative air humidity [%]
 = Ambient temperature [°C]

K 602673 07
General
Energy The following diagrams represent only the main ranges of the OLEO, SA BOA, SA HNO
Dissipation Type and the SA HDF buffers. Detailed information can be found in the appropriate document,
Buffers see chapter "Documents".
OLEO Series
GPZ GPZ GPZ
[kg] [kg] [kg]
MLB20.1
10000 10000 10000
MLB16.1 MLB18.1
9000 9000 9000
SEB18.2 SEB20.2
LSB20.B
8000 8000 8000
MLB13.1
7000 7000 7000
LSB16.B LSB18.B
6000 6000 6000
MLB25.1
MLB32.1
MLB35.1
MLB40.1
5000 5000 5000
LSB25.B
LSB10.A
SEB16.2
SEB25.2
4000 4000 4000
3000 3000 3000
2000 2000 2000
1000 1000 1000
1.0 2.0 3.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 1.0 2.0 3.0 VKN
[m/s]
OLEO Buffers [39852; 09.08.2012]
LB20.001
GPZ
[kg]
LB23.001
LB16.003 LB18.001
10000
9000 LB60.001
8000
LB25.003
LB32.002
LB35.001
LB40.001
LB50.001
LB55.001
7000
6000
5000
SEB25.2
4000
3000
2000
1000
VKN
1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 [m/s]
OLEO Buffers [39851; 05.07.2011]
1) Reduced buffer stroke and slowdown monitoring for VKN > 2.50 m/s

K 602673 07
General
SA BOA Series
GPZ
[kg]
4250
4000
3000
SA BOA 10
SA BOA 12
SA BOA 12
SA BOA 11
2000
1000
600
450
VKN
1.0 2.0 3.0 4.0 [m/s]
SA BOA Buffers [22845; 29.06.2011]
SA HNO Series
GPZ
[kg]
4000
3500
3000
HYF210A
HYF275A
HYF425A
2000
1000
860
780
VKN
1.0 2.0 3.0 [m/s]
SA HNO Series [39700; 10.08.2012]

K 602673 07
General
SA HDF Series
GPZ
[kg]
4550
4000
3500
3000
YH72B
YH73A
YH74A
YH75A
2000
1000
600
VKN
1.0 1.6 1.75 2.0 2.5 [m/s]
SA HDF Series [44462; 10.08.2012]
Slowdown- The use of a slow down monitoring device in an elevator system reduces the possible buffer
Monitoring impact speed VPAZ of the car/counterweight. Therefore it is possible to reduce the buffer
Device stroke if the nominal velocity exceeds 2.50 m/s.
The required details are defined in the standard which has to be applied.
Design Special attention has to be paid to the transmission of the forces created during the buffer
impact into the car/counterweight structure.
Check position of buffer and buffer plate. Incorrect installation can cause a collision with the
substructure (for example: suspension of traveling cable) of the car.

K 602673 07
General
3.4 Rope Brake Safety Device
[9250; 04.05.2005]
The rope brake safety device is a safety kit which helps to cover following risks:
 Car overspeed upward (ascending car overspeed)
 Unintended movement of the car.
It is especially designated for modernization installations and covers risks identified in
EN 81-80 (SNEL).
The rope brake safety device consists of:
 BODE rope brake: is mounted in the vicinity of the tractions sheave and grips the
traction ropes in case of an emergency
 Mounting kits for BODE rope brake
 Compressor: supplies the rope brake system with sufficient air pressure
 Detection system: is mounted on the traction shaft and linked to the safety circuit of the
controller. It detects emergency cases (see above) and consequently engages the rope
brake.

K 602673 07
General
General The application ranges shown in the following diagrams are according to EN 81-1 and
EN 81-2.
For any information concerning the application according to ASME, refer to the responsible
engineering department.
The following diagram represents only the main ranges of the rope brake safety device.
Detailed information can be found in the appropriate document, see chapter "Documents".
Application Range (EN81) [22849; 04.07.2007]
Restrictions Following restrictions have to be considered:

 Standardized mounting kits for BODE rope brake are only available for hoistway head
fixation.
 Only slightly twisted ropes are possible
 Balancing-range of counterweight has to be KG = 40 - 50 %
 Maximum roping factor is 4 : 1.

K 602673 07
General
4 Documents
Document Title
EJ 604793 TICO - Configuration Safety Components
K 602652 TICO - Progressive Safety Gear G01, G21
EJ 604768 TICO - Progressive Safety SA G Series
K 600479 TICO - Instantaneous Safety Gear SA RF Series
K 603430 TICO - Progressive Safety Gear SA GED Series
EJ 49200023 TICO - Progressive Safety Gear SA WSB Series
EJ 604295 TICO - Progressive Safety Gear Thyssen 6071/0 - 6071/3
K 604317 TICO - Progressive Safety Gear SA SGC Series
K 602210 TICO - Overspeed Governor SA GBP 201 / 202
K 604211 TICO - Overspeed Governor SA GB 32
K 604368 TICO - Overspeed Governor SA GB 42
EJ 49200016 TICO - Overspeed Governor SA WOL 35 / 35-NA
K 602672 TICO - Energy Accumulating Buffers ACLA
K 604825 TICO - Energy Accumulating Buffer SA ACR 601
K 602846 TICO - Energy Dissipation Buffer OLEO
EJ 604716 TICO - Energy Dissipation Buffer SA BOA 11 / 10 / 12
EJ 604786 TICO - Energy Dissipation Buffer SA HNO
EJ 45322850 TICO - Energy Dissipation Buffer SA HDF
K 604203 TICO - Rope Brake Safety Device RBSD
J 42500101 Maintenance - Safety Program: PSIG
EJ 604722 Commissioning - SAIS Information for Buffer
EJ 604723 Commissioning - SAIS Information for Overspeed Governor
EJ 604724 Commissioning - SAIS Information for Safety Gear
Refer to Schindler Application Portal PNC to view the documents.

K 602673 07
General
A1 Appendix
A1.1 Abbreviations / Acronyms
Abbreviations /
Acronyms Abbreviation Description
BFK Width of guide rail head
CTE Chinese type examination
FF1 Force on guide shoe in direction of guide rail axis
FLC Engaging force of safety gear at governor lever
FLD Release force of car after safety gear engagement downward
FLU Release force of car after safety gear engagement upward
GKA Masses acting upon car suspension (GQ + GK + GU + GH + GUS/2)
GG Weight of counterweight
GGU Masses acting upon counterweight safety gear (GG + GU + GH)
GH Weight of all traveling cables
GK Car weight (without payload)
GQ Rated car load (payload)
GU Weight of all rope compensation elements
GUS Weight of compensation rope tension device
HFK Height of guide rail blade
HQ Travel height (of car)
LQP List of qualified products
SAIS Schindler acceptance inspection standard
VCAG (Maximum) Tripping speed of overspeed governor in free fall
VKN Rated traveling speed (of car)

K 602673 07
General

(Mech. Safety System) K 602673-07

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General

Elevator Safety System (example) [17320; 10.07.2007]

Modification 01 02 03 04 05 06 07 Prepared 22.11.2013 naidura

Mechanical Safety System

1.1 Potential Risk covered by the Mechanical Safety System

1.2 Types of Safety Components and their Usage

Mechanical Safety System

1.3 Laws, Standards and Regulations

 European Law (Lift Directive LD 95/16/EC)

Mechanical Safety System

2.1 Mechanical Safety System

Mechanical Safety Systems (example) [17321; 08.10.2009]

Mechanical Safety System

2.3 Field Tests on Mechanical Components

2.3.1 Schindler Acceptance and Inspection Standard SAIS

SAIS (Schindler Acceptance and Inspection Standard, see ON 0-17025) is to be applied on

2.3.2 Periodic Safety Inspection Generic PSIG

Mechanical Safety System

3.1 Safety Gear

*) Part belongs to the actuating mechanism

3.1.1 Functional Principle

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

0.50 1.0 1.60

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Mechanical Safety System

Design Special attention has to be paid to:

Mechanical Safety System

Design Special attention has to be paid to:

Mechanical Safety System

Mechanical Safety System

Overspeed Governor Type GBP (MRL) (example) [17359; 12.10.2009]

Tension Device (example) [17360; 12.10.2009]

Mechanical Safety System

The overspeed governor system consists of:

3.2.2 * Types of Overspeed Governors

Mechanical Safety System

Mechanical Safety System

3.2.4 Application Remarks

Mechanical Safety System

Buffer Assembly (example) [17351; 06.02.2007]

Mechanical Safety System

Type Functional Principle Description

3.3.2 Scope of Application

General GPZ1 = Minimum admissible mass for one buffer [kg]

Mechanical Safety System

-40 -30 -20 -10 0 10 20 30 40 50 60

Mechanical Safety System

3000 3000 3000

2000 2000 2000

1000 1000 1000

Mechanical Safety System