Z-07+A3 BI-DIRECTIONAL PROGRESIVE SAFETY GEAR

Z-07+A3 BI-DIRECTIONAL PROGRESIVE SAFETY GEAR COMPLIANT WITH EN-81-1+A3 STANDARD INSTALLATION, OPERATION, REPAIR & MAINTENANCE INSTRUCTIONS MANUAL 1

CONTENTS I II III IV - GENERAL DESCRIPTION OF THE PRODUCT - INSTALLATION INSTRUCTIONS - LIABILITY, WARRANTY, MAINTENANCE, INSPECTION AND REPAIR KONTROL ONARIMI - TESTS AFTER INSTALLATION 2

I - GENERAL DESCRIPTION OF THE PRODUCT ( Z-07 B- P.S.G. ), Bi-Directional Progressive Safety Gear (B.-P.S.G.), is such a mechanically operating mechanism that it performs braking operation either in upward or downward direction and completely stops the lift car loaded with the rated load on the guide rails in a distance in accordance with the requirements of EN-81-1 standard at the speeds where the overspeed governor trips, even in case of hoisting rope rupture. Bi-Directional Progressive Safety Gear should be preferably installed to the bottom of the car. Flat bar lever no. (12) for power transmission shaft which facilitates the operation of B.-P.S.G., is connected to overspeed governor rope by means of a flat bar lever no. (40) for overspeed governor. The overspeed governor rope which operates in a closed circuit between the overspeed governor and overspeed governor weight equipped with pulley, moves at the same(synchronized) speed with the lift car. In cases where the lift car speeds up in upward or downward direction, or the hoisting rope is broken, the overspeed governor latch stops the overspeed governor roller in motion and thus the movement of the overspeed governor rope is blocked. The flat bar lever for power transmission shaft of the B.-P.S.G. on the lift car which still keeps on moving, is subsequently pulled out. The lift car which is bounded and guided by each of the two lift guide rails located at the right and left side of it, does not stop instantaneously but proceeds further and finally comes to rest within a stopping distance in compliance with EN-81-1 standards when P.S.G. system is activated. 3

It gets mechanically stuck and stops and, at the same time, switches off the mains to the drive system by means of a limit switch with roller type actuator. After making physically the lift car safe, B-P.S.G. can be reset with the aid of reset spring no. (34) on B-P.S.G. This B-P.S.G. which clamps down the car along the rails consists of two parts establishing contacts with the rail (gripping roller and nodular cast iron brake shoe). The gripping roller no. (4) which is pulled by the flat bar lever for power transmission shaft contacts the rail by moving on a guiding system with 12 degrees slope. This very movement is transmitted to the other safety gear by way of a connecting rod (shaft) made up of pipe Ø25x2. Nodular cast iron brake shoe located at the other side of the rail in the safety gear is 2,5 mm away from the rail. Safety gear moves horizontally on 2 guiding rods (28) and facilitates contact of nodular cast iron brake shoe with rail beginning from the moment that gripping roller moves on a slope and contacts the rail. The gripping roller keeps on moving until it reaches and rests in a corresponding slot on the bearing. Over the course of this movement, the Friction between nodular cast iron brake shoe and rail increases more and more since two rows of leaf (disc) springs behind the nodular cast iron brake shoe are compressed during this motion. - Ç.Y.K.E.T : Bi-Directional Progressive Safety Gear (B-PSG : Abbreviation in English) 4

The friction forces between guide rails, gripping rollers and the nodular cast iron brake shoes absorb the kinetic energy built up on the accelerated car, within a certain gripping distance. This distance lies within the limits specified by EN-81-1 standard. The braking deceleration is (0,2-1) times of gravitational acceleration in magnitude. While the gripping roller having (40-45) HRC hardness moves along and contacts the rail, the nodular cast iron brake shoe equipped with springs allows the system to stop not abruptly but progressively sliding over a certain distance. The force of the spring behind the nodular cast iron brake shoe is adjusted according to the amount of (P+Q) and V nominal by our company. The limiting bolt is secured with a strong retaining adhesive, and fastened with a sealing wire which goes through the adjusting screw no.(11) and stamped with a seal (there is our company's "Z" emblem on the seal), in order to prevent unauthorized access and keep the settings of the nodular cast iron brake shoe and springs as they are set in factory. Following results can be observed in case of any unauthorized readjustments of the springs; if the spring force is tighter, the car will stop abruptly, if it is more loose, the car will slip more distance, if the spring force is further reduced, then the car may not stop at all. The modification of the default factory settings is strictly forbidden. The distance between the rail centerline and the overspeed governor rope is 150 mm. 5

II - INSTALLATION INSTRUCTIONS B.-P.S.G. consists of two safety gears; one being with limit switch and the other being with reset spring. Two safety gears of B.-P.S.G. are teamed up by integrating to each other with a connecting rod made up of pipe (Ø25x2). ATTENTION: The trestle-shaped main frame of the progressive safety gear is manufactured in such a way that the connection place for the guide shoe is located under the main trestle frame in order to mount the main frame to the bottom part of the lift car sling (26) as recommended by EN-81. By no means, shall it be allowed to use the main frame as (trestle) turned upside down, in case the safety gear is to be mounted to the upper suspension of the car sling. In case the main frame is to be used with the upper part of the car sling, it shall be mounted without turning the main frame of P.S.G. upside down and the connection holes for the guide shoe will be drilled on the upper section of the P.S.G. main frame by you. ATTENTION: The product number (EXAMPLE: 09-0949) is stamped to the front side of the safety gears. During assembly, installation of the safety gears with different product number to the same lift car must be avoided. Switch type safety gears and spring-loaded safety gears must have the same product numbers. The flat bar lever no.(40) for the overspeed governor wire rope on the B.-P.S.G. to which the overspeed governor rope will be attached, is mounted to the spring-loaded safety gear in the manufacturing phase as a standard. The part no.(40) will keep its place and position, if the place of overspeed governor rope is (FRONT - LEFT) or (REAR - RIGHT) when you look at the lift car from the storey. In the contrary case, the plate no. (40) will be dismantled from the switch type safety gear, together with the parts with numbers (41), (42),(43) and (44). And it will be mounted to the flat bar lever no.(14) on the switch type safety gear. Safety gears will be installed to bottom part of the lift car sling (K) in conformity with the dimensions specified for control purposes as it is shown on the assembly drawings. The vertical distance between two shafts no.(28) which have diameters of 20 mm and facilitates the installation of safety gears to the cabin sling, is 80 mm. The distance of two holes to the guide rails for the car is 46 mm. While installing the safety gears to the cabin sling ensuring that the car is 6 mm apart from the guide rail, they will be mounted together with the adjusting bushing no.(18), to the surface where the shaft no.(28), the reset spring no.(29) and the adjusting screw no.(45) are located. Shafts must be secured at both sides with an O-ring no. (30), a washer no. (31) and a split pin no. (48). The adjusting bushing (28) must be fixed with a M6 setscrew to a position approximately in the middle of the shaft no. (28) by applying necessary compression force to the reset spring. 6

Interconnection between two safety gears must be provided with a DIN 2448 ST 37 Ø25x2 connecting pipe. The length of the pipe must be 370 mm (distance between the rails) and so adjusted that it will be inserted 80 mm into the power transmission shaft. This pipe and shaft assembly must be drilled together using 4 mm-diameter drill as hole must be located at a position 40 mm away from the pipe end and they must be secured inserting a spring pin of size Ø 40x30 into the drilled hole. The spring-loaded safety gear must be mounted to the lift car sling at first and then the switch type safety gear shall be mounted to the car sling after idly fitting the pipe no. (49) to the spring-loaded safety gear. The gripping rollers are mounted onto the guiding plate no. (2) with the screw no. (51) with a red mark on the head, in order to have gripping rollers on both of the safety gears to run along the centerline. The screws with red marks on each of the safety gears will be removed after installing Ø25x2 connecting pipe in order to operate system and these screws will never be reinstalled again. The distance between the safety gears and the left and right sidewalls of the rail must be adjusted with M6 screw no. (45) and M6 nut no. (46). Safety gear is pushed in direction of adjusting screw by force of the spring. It must be pushed back with the adjusting screw and secured with a nut. The adjustment of the safety gear must be done in such a way that the distance between the rail sidewall and the nodular cast iron brake shoe no. (8) will be 2.5 mm. When the safety gear no. (4) is standstill and not activated, the gripping rollers rest in the middle position due to the compression force exerted by reset springs. There must be a (0,5-1,0 mm) clearance between roller of the limit switch and cam of the circuit breaker no.(21) in this position. The safety gears move along the shaft axis during braking operation. This movement could be prevented by installing externally longer bolts to fasten trestle frames to the angle-section uprights at sides. INSTALLING LIFT CAR BOTTOM SLING WHERE SAFETY GEARS ARE MOUNTED TO GUIDE RAILS IN THE LIFT WELL; 1- Bottom sling of the lift car is set into diagonal position with the vertical axis. 2- Among the shafts no. (28) on the trestle frame located above, the one without spring is removed. 3- The shaft is reinstalled to its former place after the bottom sling of the car is mounted to the guide rails.

z Pos. No. Description Material Quantit y 50 NPU St. 2 49 Ø 22x2 PIPE St. 2 48 44x10 PHILIPS HEAD SCREW St. 2 47 4x30 SPRING PIN St. 2 46 M6 NUT St. 2 45 N6x30 AA BOLT St. 1 44 O.8 mm St. WIRE ROPE THIMBLE Sheet 1 43 M8 WASHER St. 1 42 M8x23 AA BOLT St. 1 41 PIPE FOR GOVERNOR ROPE LEVER Ø10x1 PIPE 1 40 FLAT BAR LEVER FOR 30x9 FLAT GOVERNOR ROPE BAR 1 39 M8 NUT St. 2 38 M8 WASHER St. 4 37 30x3 FLAT RESET SPRING BRACKET BAR 2 36 M8x80 AA BOLT St. 1 35 M4x30 PHILIPS HEAD SCREW St. 2 34 Ø3 mm Spring RESET SPRING Steel 2 33 30x3 FLAT RESET SPRING LIMITING PLATE BAR 1 32 POWER TRANSMISSION SHAFT BRACKET 5 mm HRP 2 31 M20x1.5 WASHER St. 8 30 O-RING 18x2 Nitryl 8 29 SAFETY GEAR ADJUSTING SPRING Spring St. 2 28 SAFETY GEAR GUIDE RODS Ø 20 St.. 4 27 TRESTLE FRAME UPPER PLATE 5 mm HRP 2 26 TRESTLE FRAME GUIDE PLATE 5 mm HRP 2 25 TRESTLE FRAME SIDE WALL 5 mm HRP 4 24 M4x30 (PHILIPS HEAD SCREW) SCREW St. 2 23 SWITCH WITH ROLLER ACTUATOR (COMP.) 1O-1NC 1 22 146x6 SETSCREW St. 3 21 ROLLER TYPE SWITCH CAM Ø32 St. 1 20 POWER TRANSMISSION SHAFT FIXING BUSHING Ø32 Alloy St. 3 19 RETAINING RING St. 2 18 TRANSMISION SHAFT GUIDE BUSHING 2 17 COTTER St. 2 16 RIVET Ø4 Alloy St 2 15 LEVER ACTUATOR FOR GRIPPING ROLLER 4 mm HRP 2 14 LEVER ACTUATOR FOR POWER TRANSMISSION SHAFT 3 mm HRP 2 13 FLAT BAR FOR POWER TRANSMISSION SHAFT 3 mm HRP 2 12 POWER TRANSMISSION SHAFT Ø20 Alloy St.. 2 11 ADJUSTING BOLTS HRC-40 St42 4 10 LEAF SPRING YAY CP.IKI 48 9 LEAF SPRING BEARING ROD Ø 20 Alloy St. 4 8 SPHEROIDAL GRAPHITE CAST IRON BRAKE SHOE GGG-45 2 7 M8X25 BOLT St. 2 8

III - LIABILITY, WARRANTY, MAINTENANCE, INSPECTION AND REPAIR Every safety gear manufactured by our company in the Z-07 B-PSG range is adjusted in accordance with the data related to P, Q, (P+Q), nominal operating speed V, thickness of the guide rails and the lubrication situation of the guide rail surfaces, and delivered as such default settings are secured with a seal. Determination of (P+ Q): For load P; weight of empty car and the parts attached to it, such as; the cumulative weight of the portion of the flexible traveling cable carried by the lift car and, if any, wire ropes and chains for balancing, etc. in terms of (kg). For Q load; car loading capacity, the rated load (in kg) must be taken as the basis. Our company shall assume no responsibility related to B.-P.S.G. in such cases where the installation is not done in accordance with the installation instructions, or dynamic function tests are not fulfilled, or it is damaged or not assembled in full. A switch type safety gear together with a spring-loaded safety gear form a unique pair and are denominated with a unique set number. EXAMPLE: 09-0949 (manufactured in 2009 and set number is 949). The safety gears with same set numbers must be used together for a certain lift car. Additional parts must not be mounted to the safety gears and the safety gears must not be modified in the course of complete B.-P.S.G. installation process. The stopping distance is set by adjusting the compression force of the (leaf disc) springs no.(10) and this setting is secured with a strong retaining adhesive and fastened with a sealing wire which goes through the adjusting screw no.(11) and finally stamped with a seal. Any unauthorized access is strictly forbidden. Please contact to our company in case you are in doubt about any intervention of this kind. Please contact our company in case you are in doubt about any intervention of this kind. 9

People who are engaged in the installation and maintenance works of B.-P.S.G. shall be also responsible for operational safety of the equipment. Maintenance, repair and lubrication instructions must be closely followed in order to prevent any damage to the equipment. B.-P.S.G. safety gears are so designed that they don't require any periodic maintenance. During the routine maintenance works of the lift, do the following things on a regular basis; inspect whether B.-P.S.G. is accessed beyond the maintenance contractor s knowledge, and check whether the roller type safety switch is in good condition and operative. Since the gripping rollers cause knurling marks on the rails while performing safety gear tests, test should be carried out when the car is empty and at low speeds in conformity with Appendix-E. The person in charge of test must make sure that the safety gear system is still operative and functioning. Dust must be cleaned from the equipment, and the corrosion and oxidation situations of the system parts due to humid atmosphere in the lift well must be inspected. Thin oil must be used whenever lubrication is required. If you observe any damage to the equipments during regular inspections, please contact our company at once. Gripping rollers and nodular cast iron brake shoes in safety gears are of materials having unique features and, by no means, shall repair works be handled by the companies except our company, since their dimensions were precisely adjusted according to P, Q, amount of (P+Q) and nominal velocity V, and fixed and secured with a seal. It is not allowed to use worn and second hand parts. After three actual breaking operations (not tests), the gripping rollers must be inspected and should be replaced with new spares if required. You should establish a contact our company at this stage. Both safety gears must be sent to us in case of any need for repair. In such cases, the following procedure must be followed to disassemble the safety gears: The activation lever no. (14) with Allen key 5 and two pieces of M8 screw no.(7) will be first dismantled and bearing shafts no.(28) will be disassembled later. Thus, either of the two safety gears can be taken apart from inside of safety gear trestle frames. Trestle frames and the connecting pipe Ø25x2 between two trestle frames will not be disassembled. Revision reports submitted to you after revisions must be archived. 10

IV - TESTS AFTER INSTALLATION Dynamic functions tests must be carried out after the installation is complete. After cleaning the protective paints and oils on the guide rails with thinner, if you don't want to operate on dry surfaces then the surfaces should be lubricated with; HLP 32 or HLP 46 (or maybe HLP 37 as an intermediate value) in conformity with DIN 51524, SECTION 2. These hydraulic oils are recommended not only for their high resistance to corrosion but also their ability to prevent equipments from wearing. Hydraulic oils with as lower viscosity as possible are recommended because too much slip effect on the rails are not desired in cases where B.-P.S.G. is employed. Kinematic viscosity at 40 degrees Celcius HLP 32 Min 28,8 - Max 35,2 HLP 46 Min 41,6 - Max 50,6 (Example: Shell Tellus 32,37 and 46) In practice; you may face undesired too much slip effect when the guide rails are lubricated with leftover gear oils (SAE 90) from machines. That's not recommended. Viscosity (SAE-90) corresponds to the one (ISO 220). Following points are also to be ensured before setting lift into service, in addition to the verification of installation by means of dynamic function tests: the verification of the adjustments and entire rigidity of the complete construction which consists of the components such as lift car, progressive safety gear, guide rails and connections between guide rails and the building. There shall be no human in the lift car during tests. 11

DYNAMIC FUNCTION TEST PROCEDURE GRIPPING DOWNWARD In this test where the car speeds up in downward direction: B.-P.S.G. must be activated when the car is moving at rated speed with load corresponding to 125% of the rated load. Test must be applied under such conditions that the required load is evenly distributed to the car floor, the lift car is moving in downward direction, the traction system is powered on and the brake is in open position, and the test shall go on until the wire ropes flow away and get loose. At the end of the test, the following points must be checked and observed after B.-P.S.G. was activated; 1. The roller type limit switch must have cut off the mains. 2. The gripping rollers of each safety gears must have been fixed at same heights to the rail. 3. Lift car must be hoisted up by mechanical means and checked that the gripping rollers on the safety gears have returned to their initial positions. 4. Check that there must be no defect which may impair the normal operation of the lift system. Visual inspection will be acceptable. 5. At the end of three dynamic tests, the gripping rollers must be cleaned if there is any guide rail filings stuck onto it. 6. If there is any damage on guide rails, then flaws must be reworked with a rasp or an emery cloth. DYNAMIC FUNCTION TEST PROCEDURE GRIPPING UPWARD In this test where the car speeds up in upward direction, B.-P.S.G. must be actuated as the lift car moves without any load. Either the car must come to a complete stop or at least, the car speed must be reduced down to a speed which is equal to the design speed of the counterweight buffer. After the test, the list of inspections discussed above must be followed and fulfilled. RAIL THICKNESS ABOUT ORDER TYPE TYPE I TYPE II TYPE III Q, BRAKING 12

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EC TYPE DECLARATION OF CONFORMITY Zorlu Asansör Sanayi ve Ticaret Ltd.Şti. Kazım Karabekir Mah. Doğu Cad.17/A Ümraniye-İstanbul. Turkey Phone: 0 216 631 96 71 Fax: 0 216 632 44 94 We guarantee that the following Z-07 B-PSG, Bi-directional Progressive Safety Gear of which name and code number is given below is in compliance with TSEN 81-1+A3 Standard According to 95/16/EC, (Module B, annex V ) Certificate No: LF/A-C-13001/12 Date of Manufacture: Product Serial Number: ZORLU ASANSÖR SANAYİİ VE TİCARET LTD.ŞTİ Kazım Karabekir Mahallesi Doğu Cadddesi No:17/A Ümraniye/İSTANBUL Phone: (0216) 631 96 71 (pbx) Fax: (0216) 632 44 94 web:www.zoriuasansor.com e-mail:info@zorluasansor.com