Installation and Operational Instructions for ROBA
®
-diskstop
®
Type 894.5_ _._ _ Sizes 9 and 10
(B.8.4.5.EN)
27/08/2020 TK/TL/GC/SU
Chr. Mayr GmbH + Co. KG
Eichenstraße 1, D-87665 Mauerstetten, Germany
Phone: +49 8341 804-0, Fax: +49 8341 804-421
Page 13 of 17
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Brake Inspection
(before brake initial operation)
Visual inspection:
for proper condition of the brake (rust etc.) and no grinding
Carry out a release inspection:
by energising the brake or manually by actuating the hand
release.
Switch functions inspection of the release monitoring /
for connection as NC contact:
Brake energised
Signal “OFF”
Brake de-energised
Signal “ON”
for connection as NO contact:
Brake energised
Signal “ON”
Brake de-energised
Signal “OFF”
The braking torque is not achieved until after the run-in
procedure has been carried out.
The run-in conditions must be aligned with the manufacturer.
Braking Torque
The (nominal) braking torque is the torque effective in the shaft
train on slipping brakes, with a sliding speed of 1 m/s referring to
the mean friction radius.
The brake is loaded statically when used as a service brake and
loaded dynamically in EMERGENCY STOP operation (part of
the brake equipment against overspeed or inadvertent
movement of the elevator cage). Respectively, there are different
speed values for the friction material, which in practice also
leads to different friction values and therefore braking torques.
The braking torque is dependent on the respective run-in
condition of the friction surfaces.
We recommend allowing the friction surfaces to run in when
installed and under permitted loads.
Friction materials develop their optimum effect only under speed
at the appropriate contact pressure, as continuous regeneration
of the friction surface then takes place (torque consistency).
Furthermore, friction materials (synthetic resin bonded rubber
mixtures) are subject to ageing, which is also influenced, among
other things, by higher temperatures and other ambient
influences. We recommend regular inspection of the braking
torque (1 x per year) including the respective dynamic braking
actions as a refresher.
Fig. 10
Depicted in the unreleased neutral position
Installation of Bowden Cable Hand Release
The hand release is pre-assembled manufacturer-side.
In order to install the Bowden cable, the lock washer (6.2) must
be mounted on the correct side. If this is not the case, the lock
washer (6.2) must be screwed off and screwed onto the opposite
side.
The hand release lever (6.1) can be pivoted by approx. 30°.
Adjust the Bowden cable so that the hand release (after
actuation) can pivot back to the unreleased neutral position
=>
functional inspection
.
DANGER
Please actuate the hand release carefully.
Any existing loads are put into motion when the
hand release is actuated.
Do not push the hand release lever (6.1) up to
the stop pins (spring pins Item 6.3), but
carefully only to the point, at which the traction
sheave or the car starts moving.
The stop pins are only used to prevent
blockage of the hand release.
A substantially increased force acting on the
hand release lever (6.1) may lead to
component destruction.
Bowden cable designs must be designed with
an end stop for the Bowden cable lever as
soon as release of the brake is residual torque-
free.
In addition, a suitable return spring must be
installed on Bowden cable designs by the
customer in order to compensate for friction
forces in the Bowden cable.
Adjust the Bowden cable length so that the
hand release lever (6.1), after actuation, pivots
back to the unreleased neutral position.
When actuating the hand release, a switching
signal of the release monitoring device cannot
be guaranteed.
The hand release is subject to wear and is not suitable for
constant release.
A sufficient number of emergency releases is possible (approx.
1000 x).
