General

Elevator Safety System (Example)

Summary This manual provides general information concerning the performance and the application
of the Schindler safety components.

Note
This document has been revised completely. Therefore the changes are not marked.

Modification 01 Prepared 11.07.2007 zurbrure

KA No. 160456 Reviewed 11.07.2007 hugelst
KA Date 13.07.07 Norms Chkd 12.07.2007 plattle
Released 13.07.2007 fischlma
Mechanical Elevator Safety System
Format
General A4
Classification Lead Office
INVENTIO AG CH-6052 Hergiswil
11300 EB3 K 602673 EN
This Manual is the property of INVENTIO AG and shall only be used by SCHINDLER personnel or authorized SCHINDLER agents for purposes which are in the
interest of SCHINDLER. This design and information is our intellectual property. Without written consent, it must neither be copied in any manner, nor used for
manufacturing, nor communicated to third parties. Application for such consent should be addressed to: INVENTIO AG, Postfach, CH-6052 Hergiswil NW
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 Table of Contents

1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1 Potential Risk covered by the 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 Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Safety Contacts within Safety Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3 Field Tests on Mechanical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3.1 SAIS (Schindler Acceptance and Inspection Standard) . . . . . . . . . . . . . 7
2.3.2 PSI (Periodic Safety Inspection) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1 Safety Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1.1 Functional Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.2 Types of Safety Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.3 Scope of Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.1.4 Application Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.1.5 Actuating Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2 Overspeed Governor and Tension Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.2.1 Functional Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.2.2 Types of Overspeed Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.2.3 Scope of Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.2.4 Application Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.3 Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.3.1 Functional Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.3.2 Scope of Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.3.3 Application Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.4 Rope Brake Safety Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.4.1 Functional Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.4.2 Scope of Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.4.3 Application Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4 Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

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 1 General

1.1 Potential Risk covered by the 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.

Note
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).

Note
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 of one or more of the risks
mentioned in section "Potential Risk covered by the Safety System" occurs; see also
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. It is engaged by the
actuating mechanism which is also mounted on the car/counterweight frame and which
is connected to the overspeed governor system.
• 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).

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 • 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 Overspeed Uncontrolled
Free Fall Overtravel
Downward Upward Movement
1
Safety Gear X X X1,2 - -
3
Overspeed X X X3 - -
Governor
System
Buffer X4 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 VKI. 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

Note
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 mechanical elevator safety system has to comply with all relevant laws, standards and
regulations where the system is applied. The main laws, standards and regulations dealing
with the mechanical elevator safety system are:
• Lift Directive LD 95/16/EC (European law)
• European Standard EN 81-1 / EN 81-2
• Safety Code for Elevators and Escalators ASME A17.1 (North American Code)
A list of published codes and standards can be found in the Schindler intranet.

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 2 Overview

2.1 Safety System

4
5

Mechanical Elevator Safety Systems (Example)

1 Buffer
2 Safety gear
3 Actuating mechanism
4 Rope brake
5 Overspeed governor
6 Tension weight

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 2.2 Safety Contacts within Safety Circuit

General The status of the 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 respective their engaging mechanism must 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 to reset the complete elevator including its safety components.

Safety Contacts Following safety contacts are used:

• 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 weight; monitors the position of the
tension weight. It operates if the tension weight leaves its normal operating range in
downward direction due to excessive elongation or rupture of the overspeed governor
rope.
• KF / KF1: 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 car side.
• KP / KP1: 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.

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 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 SAIS (Schindler Acceptance and Inspection Standard)

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 PSI (Periodic Safety Inspection)

PSI (Periodic Safety Inspection, see Field Information FI 347) 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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 3 Components

3.1 Safety Gear

2 4

Safety Gear Assembly (Example)

1 Safety gear (G01 shown)
2 Safety switch KF
3 Rope coupling
4 Actuating mechanism
5 Retaining spring

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 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) 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.

3.1.2 Types of Safety Gears

Types
Safety Gear
Series
Types Principle Brake Part
RF Series RF1
Instantaneous Roller
RF2
GED Series GED10
GED15 Eccenter
GED20
GK Series GK1-W
GK2
Thyssen Series 6071/0
6071/1
Progressive
6071/2
6071/3 Wedge
G Series G01, G01-C
G11
G21
SGC Series SGC01
SGC02, SGC02 (duplex)

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 3.1.3 Scope of Application

General GKU = GQ + GK + GU + GH
GGU = GG + GU + GH
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.

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".

GKU/GGU
[kg]
24000

22000

20000 RF2
18000

16000

14000
1
12000 2
10000

5000
RF1
4500
4000

3500
3
3000 4
5
2500 6
7
2000 8
VKN [m/s]
0.50 0.60 0.70 0.80 0.90 1.0

1 RF2, car side, BFK = 16, 19, 28.6 mm

2 RF2, cwt side, BFK = 16, 19, 28.6 mm
3 RF1, car side, BFK = 10, 16 mm
4 RF1, cwt side, BFK = 10, 16 mm
5 RF1, car side, BFK = 9 mm
6 RF1, car side, BFK = 8 mm
7 RF1, cwt side, BFK = 9 mm
8 RF1, cwt side, BFK = 8 mm
Guide rail surface oiled or lightly oiled (corrosion protection)

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GK Series The following diagrams represent only the main ranges of the GK series. Detailed
information can be found in the appropriate document, see chapter "Documents".

*) Guide rail surface oiled or lightly oiled (corrosion protection)

*) Guide rail surface oiled or lightly oiled (corrosion protection)

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 Note
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.

GED Series The following diagrams represent only the main ranges of the GED series. Detailed
information can be found in the appropriate document, see chapter "Documents".

1) GQ has to be considered only for braking in upward direction.

Guide rail surface oiled.

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Thyssen Series The following diagrams represent only the main ranges of the Thyssen series. Detailed
information can be found in the appropriate document, see chapter "Documents".

GKU [kg]
VKN ≤ 1.75 m/s 1) VKN > 1.75 m/s 2)
8000
(7700)
7500
7000

3
7 1/
60
6500
6071/2 max.
6000 (5950)
(5750)
5500 6071/3 min.

/ 2
5000

71
4500 60
(4300)
4000
VKN [m/s]
0.63 1.25 1.5 1.75 2.0
0.5 1.0 2.5
Application on Car Side
1) Guide rail surface oiled
2) Guide rail surface lightly oiled (corrosion protection)

GGU [kg]
VKN ≤ 1.75 m/s 1) VKN > 1.75 m/s 2)
8000
(7700)
7500

7000
/3
71
60

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
Application on Counterweight Side
1) Guide rail surface oiled
2) Guide rail surface lightly oiled (corrosion protection)

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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".

1) Guide rail surface oiled or lightly oiled (corrosion protection)

2) Guide rail surface lightly oiled (corrosion protection)

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SGC 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".

Guide rail surface lightly oiled (corrosion protection)

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 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: RF1) must not be used for
Instantaneous applications with travel heights exceeding HQ = 30 m as the release of the safety gear after
Safety Gears an engagement may cause its re-engagement due to stretch of the suspension means.

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 (see section "Field Tests on
Mechanical Components"). 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).

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 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 604714 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.

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Release Forces After clamping the car or counterweight on the rails, the safety gears are returned to their
operative position automatically by upward travel of the car or counterweight. The release
forces occurring hereby are shown in the table below.
Sum of Maximum Release Forces (GKU1 / GGU2) [N]
Safety Gear Type
Release Force FLDcar Release Force FLDcwt
RF1 2.5 × GKU × 9.81 2.5 × GGU × 9.81
RF2 (with loosening wedge) 1.0 × GKU × 9.81 1.0 × GGU × 9.81
GED Series 2.0 × GKU × 9.813 -
0.5 × GQ × 9.814

GK Series 1.0 × GKU × 9.81 1.0 × GGU × 9.81

Thyssen Series 1.5 × GKU × 9.81 1.6 × GGU × 9.81
G Series 1.0 × GKU × 9.81 1.0 × GGU × 9.81
SGC Series 1.0 × GKU × 9.81 1.0 × GGU × 9.81
1) GKU = GQ + GK + GU + GH
2) GGU = GG + GU + GH
3) Release force after braking downwards
4) Release force after braking upwards
GQ: Rated load [kg]
GK: Car weight [kg]
GU: Weight of compensation chain / rope [kg]
GH: Weight of traveling cable [kg]
GG: Weight of counterweight [kg]

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 3.2 Overspeed Governor and Tension Device

Overview

Overspeed Governor Type GBP (MRL) (Example)

1 Overspeed governor rope
2 Supporting structure
3 Overspeed governor
4 Safety switch KBV/KBVG

3 1

Tension Weight (Example)

1 Safety switch KSSBV/KSSBVG
2 Supporting structure
3 Tension weight mass

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 3.2.1 Functional Principle

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 will be
triggered at VKI and the safety gear will be mechanically engaged at VCA. At VCA, the
governor rope will be stopped 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: 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 weight: 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.

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
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.

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 3.2.2 Types of Overspeed Governors

Types Characteristics GBP GBPD1 GB32/4 GB42

Friction Sheave (pendulum) X X - -
Rope Brake (centrifugal weight) - - X X
MRO Application X X X X
MRU Application X X - -
MRL Application X X - -
Mechanical Remote Control X X - -
Electrical Remote Control (ERC) X X - -
Electrical Remote Reset (ERR) X - - -
1) The GBPD is the only type of overspeed governor which is 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.

3.2.3 Scope of Application

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.

Application The following diagram represents only the main ranges of the overspeed governors.
Range Detailed information can be found in the appropriate document, see chapter "Documents".

Overspeed Governor Ranges

1) On counterweight side, maximum VKN = 1.6 m/s, on car side, maximum VKN = 1.75 m/s.

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 3.2.4 Application Remarks

Governor Rope Only ropes which have proven compatibility and performance by a qualification with the
assigned overspeed governor must be used, see EJ 604714.

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.

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 weights 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.

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 3.3 Buffer

4
2

Buffer Assembly (Example)

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

3.3.1 Functional Principle

The buffer decelerates and stops the car/counterweight if the car or counterweight leave
their normal travel range, that is, enters the hoistway pit or head. There are different
principles.

Energy This type of buffer does not dissipate the impact energy, but returns it back to the impact
Accumulating mass (car or counterweight).
Type Buffers with Typical examples for buffers with linear characteristic are helical springs.
Linear or Non-
Linear Typical examples for buffers with non-linear characteristic are polyurethane buffers.
Characteristic

Energy This type of buffer does not dissipate the impact energy, but returns it back to the impact
Accumulating mass (car or counterweight) by a buffered means.
Type Buffers with
Buffered Return
Movement

Energy This type of buffer dissipates the impact energy of the car or counterweight.
Dissipating Type Typical examples for this types are oil buffers.
Buffers

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 3.3.2 Scope of Application

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.

Energy The following diagram represents only the main ranges of the ACLA buffers. Detailed
Accumulation information can be found in the appropriate document, see chapter "Documents".
Type Buffers ACLA: These buffers are energy accumulation type buffers with a non-linear characteristic.

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

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Energy The following diagrams represent only the main ranges of the OLEO and SA BOA buffers.
Dissipation Type Detailed information can be found in the appropriate document, see chapter "Documents".
Buffers OLEO and SA BOA buffers are energy dissipation type oil buffers.

GPZ GPZ
[kg] [kg]

10000 10000 1)
9000 9000

8000 8000

7000 7000

6000 1) 6000

5000 5000

4000 4000

3000 3000

2000 2000

1000 1000
VKN
1.0 2.0 3.0 4.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 [m/s]
OLEO Buffers
1) Reduced buffer stroke for VKN > 2.50 m/s

GPZ
[kg] 1)

4250
4000

3000

2000

1000
600 450
VKN
1.0 1.6 2.0 2.5 3.0 3.5 [m/s]
SA BOA Buffers
1) Reduced buffer stroke for VKN > 2.50 m/s

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 3.3.3 Application Remarks

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.

3.4 Rope Brake Safety Device

3.4.1 Functional Principle

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.

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 3.4.2 Scope of Application

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)

3.4.3 Application Remarks

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.

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 4 Documents

Document Title
K 602651 Schindler Safety Gears
EJ 604714 Configuration of Safety Components: TICO
K 600479 Admissible Load: Instantaneous Safety Gears (EN81)
K 602381 Admissible Load: Progressive Safety Gears (EN81)
K 602652 Progressive Safety Gears G Series (G01, G11, G21)
K 600479 Instantaneous Safety Gear RF1, RF2: Technics
K 603430 Progressive Safety Gears GED 10/15/20: TICO
K 602381 Progressive Safety Gears GK Series, G Series: TICO
EJ 604295 Progressive Safety Gears 6071/0 - 6071/3: TICO
K 604317 Progressive Safety Gears SGC: TICO
K 602210 Overspeed Governor GBP: TICO
K 604211 Overspeed Governor GB32/4: TABA/Dispo
K 604368 Overspeed Governor GB42: TABA/Dispo
K 602672 Energy Accumulating Buffers ACLA: TICO
K 601612 Energy Accumulating Buffers FP1 ... FP10: Technics
K 602846 Energy Dissipation Buffers OLEO: TICO
EJ 604716 Energy Dissipation Buffers SA BOA: TICO
K 604203 Rope Brake Safety Device: TICO
EJ 604722 SAIS Information for Buffer
EJ 604723 SAIS Information for Overspeed Governor
EJ 604724 SAIS Information for Safety Gear

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