HOLLISTER-WHITNEY ROPE GRIPPER User manual

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HOLLISTER-WHITNEY “ROPE GRIPPER™”
Instructions for Model #620GA1, 620GA2
(Patented worldwide, other patents pending)
WARNING:KEEP HANDS CLEAR OF “ROPE GRIPPER™”.
FORCES CREATED CAN CRUSH FINGERS.
Figure 1
“ROPE GRIPPER
TM
” MOUNTING CHANNELS GUIDELINES
• The Mounting Channel Framework supporting the “ROPE GRIPPER™” must withstand
upward and downward forces according to Table 1 (p. 4) and applicable code requirements.
• The Mounting Channel Framework must be sufficiently sized to securely hold the “ROPE
GRIPPER™” and elevator while preventing any sliding. The Traction Machine must also be
prevented from sliding. See Figure 2 and Figure 3 (pp. 2 – 3) for suggested mountings.
• When adding a “ROPE GRIPPER™” to an existing installation, it may not be possible to
mount the gripper in the machine room. It is acceptable to mount the gripper horizontally or
upside down, as long as proper consideration for access is given for future gripper
maintenance.

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Typical Mounting Arrangement for Overhead Machines
- New Installations -
ALTERNATE PRE-MOUNTED GRIPPER
ISOLATION BEAM IS
BOLTED TO TOP FLANGE
OF MACHINE BEAMS
MACHINE BEAMS
MACHINE BEAMS
FLANGE OF MACHINE BEAMS
MACHINE BEAMS
CHANNELS ARE BOLTED TO TOP
OF THE CONCRETE FLOOR
CHANNELS TO SUIT THICKNESS
(3) 4X13.8 SHIP CHANNELS
MACHINE BEAMS
TIE-DOWN CHANNEL IS
THRU-BOLTED TO TOP
FLANGE OF MACHINE BEAMS
CONCRETE SLAB
CONCRETE SLAB
TO ISOLATION BEAM
ARE THRU-BOLTED
TIE-DOWN CHANNELS
Figure 2

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Figure 3
MACHINE BEAMS
MACHINE BEAMS
(4) 4x13.8 SHIP CHANNELS
TIE-DOWN CHANNEL IS
THRU-BOLTED TO TOP
FLANGE OF CHANNEL
FLANGE OF MACHINE BEAMS
THRU-BOLTED TO TOP
TIE-DOWN CHANNEL IS
MACHINE BEAMS
(2) 4x13.8 SHIP CHANNELS
ATTACHED TO MACHINE
BEAMS
- Existing Installations -
Typical Mounting Arrangement for Overhead Machines
"GRIPPER" IS THRU-BOLTED TO
TOP FLANGE OF THE CHANNELS
MACHINE BEAMS
ATTACHED TO MACHINE BEAMS

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INSTALLATION OF “ROPE GRIPPER
TM
”
• Be sure security set screws are holding the rotating shaft in the LOADED (open) position as
shown in Figure 1 (p. 1).
• Remove both connecting arms after removing the four retaining snap rings.
• Remove movable shoe assembly.
• Attach “ROPE GRIPPER™” to mounting channels with appropriate bolts per Table 1 below.
Do not fully tighten bolts yet.
MODEL #
APPROXIMATE
UP & DOWN
FORCE
MOUNTING BOLTS
(Approximate Torques)
REFERENCE
DRAWINGS
620G (using inch hardware) 2000 lbs GRADE 5: 1/2" UNC @ 74 ft-lbs 620-DIM
620G (using metric hardware) 907 kg GRADE 8.8: M12 @ 96 N*m 620-DIM
Table 1
Note: Mounting must conform to applicable codes.
• Position the “ROPE GRIPPER™” so that the stationary shoe lining barely touches the ropes
from top to bottom. Make sure “ROPE GRIPPER™” is squarely aligned, and centered side
to side as much as possible, with the ropes. Misalignment may cause uneven and/or
excessive lining wear.
• Securely fasten “ROPE GRIPPER™” mounting bolts (5 bolts per side). Make sure they are
torqued correctly. See Table 1.
• Double check rope alignment. Make sure the ropes touch the stationary shoe lining evenly.
• Reinstall movable shoe assembly.
• Reinstall connecting arms with chamfered edges on the inside of the gripper and secure the
four snap rings.
• Remove upper cover. Install proper fitting with power and control wiring. See Figure 9 on p.
16.
• Connect terminals GRN, RG1, RG2, RG5 and RG7 to elevator control. Check control
diagram for proper connection.
• Make sure controller safety circuit is active and clear for running. Turn test switch ON.
Motor may run momentarily, and solenoid will energize, causing the pawl to engage a gear.
• When the solenoid is energized, loosen the two security set screws a turn or two. Confirm
that the “ROPE GRIPPER™” is being held open by the pawl.
• Remove security set screws. Once removed, store set screws in electrical enclosure, near the
front corner by the power cable entrance and the capacitor. Replace upper cover.
NOTE: Security set screws must be completely removed when “ROPE GRIPPER™”
activates to prevent gripper failing to set or damage to the unit.
• Unit is now ready for required testing and lining wear-in.
TESTING OF “ROPE GRIPPER™”
• Make sure controller safety circuit is active and clear for running. Turn test switch ON (see
Figure 8 7 on p. 13). The “ROPE GRIPPER™” should go to the ready, open (LOADED)
position (NOT clamping the ropes).
• Turn test switch to OFF. This should activate the “ROPE GRIPPER™”, clamping the ropes.
Be sure that while clamping the ropes, the Elevator Can Run switch (see Figure 4 on p. 5)
contacts on the “ROPE GRIPPER™” stop or prevent power from being applied to the motor
and machine brake.
• Turn test switch ON. “ROPE GRIPPER™ should reload (re-open).

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ELEVATOR
CAN RUN
SWITCH
EXCESSIVE
WEAR
MICROSWITCH
Figure 4
“ROPE GRIPPER™” LINING WEAR-IN
A line has been marked on the side wall of the gripper to aid in the Wear-In process. Note
that at this point in the procedure, this line is well above the Connecting Arm and will be met or
covered by the Connecting Arm during the Wear-In process (see Figure 1on p. 1 for locations of
Connecting Arm and Wear-In Line).
• Make sure test switch is ON.
• Run the car at the slow or inspect speed. Keeping hands clear of all equipment, use caution to
wipe down the ropes to remove any dirt and/or excess oil and grease from top to bottom.
• Jump terminals RG5 to RG7, preferably at the controller, and run the empty car in slow

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speed in the direction that the machine will pull the ropes thru the “ROPE GRIPPER™”
(typically DOWN). When the car runs at that speed, turn the test switch OFF. The “ROPE
GRIPPER™” will clamp the ropes with a light pressure and ropes will begin to wear grooves
in the linings.
Figure 5
• As the linings wear in, the rotating shaft will move back in the cam slot and up around the
corner of the cam noted above (Figure 5, above), and the connecting arms (see Figure 1 on p.
1) will move up the side wall and begin to match or line up with the wear-in line marked on
the side wall.
• Note that it may take several car runs to complete lining wear-in.
• Once the rotating shaft has turned the corner and the wear-in line is matched or covered, stop
the car and REMOVE THE JUMPER FROM RG5 TO RG7. Failure to remove the jumper will
cause unsafe conditions.
• If the lining wear-in is not completed after the grooves in the linings have reached
approximately 1.5 mm deep, spacer shims (Figure 6, p. 7) can be moved from between the
shaft support blocks and moveable shoe to the outside of the support block to allow the
rotating shaft to just turn the corner and move up the cam to near the wear-in line. Refer to
Table 2 (p. 8) for initial spacer and shim set-up. Note: Before changing spacers, install
security set screws to prevent unintended “ROPE GRIPPER™” activation, which could
lead to severe personal injury and/or damage to the unit.

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MOVABLE SHOE
SHAFT SUPPORT BLOCK
ROPE SIDE SHIMS
OUTER SIDE SHIMS
NOTE:
PLACE OR REMOVE SPACER SHIMS HERE AS REQUIRED
FOR DIFFERENT HOIST ROPE DIAMETERS
OR WHEN ADJUSTING FOR LINING WEAR.
SMALLER ROPES REQUIRE MORE SPACERS IN THIS
POSITION.
Figure 6

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rope size
# of 3 mm shims, rope side # of 1.5 mm shims, rope side # of 0.8 mm shims, rope side # of 3 mm shims, outer side # of 1.5 mm shims, outer side # of 0.8 mm shims, outer side
mm Inches mm
6 6.00 2 2 1 0 1 0
1/4 6.35 2 2 0 0 1 1
7 7.00 2 1 1 0 2 0
5/16 7.94 2 1 0 0 2 1
8 8.00 2 1 0 0 2 1
9 9.00 2 0 1 0 3 0
3/8 9.53 2 0 0 0 3 1
10 10.00 1 1 1 1 2 0
11 11.00 1 1 0 1 2 1
7/16 11.11 1 1 0 1 2 1
12 12.00 1 0 1 1 3 0
1/2 12.70 1 0 0 1 3 1
13 13.00 0 1 1 2 2 0
14 14.00 0 1 0 2 2 1
9/16 14.29 0 1 0 2 2 1
15 15.00 0 0 1 2 3 0
5/8 15.88 0 0 0 2 3 1
16 16.00 0 0 0 2 3 1
Table 2
LINING REPLACEMENT or SHIM ADJUSTMENT
The linings will wear, especially after multiple high-speed stops. When clamping, the rotating
shaft will move towards the upper end of the cam as the linings wear. Near the end of the cam,
the excessive wear microswitch (see Figure 4, p. 5) will open and the “ROPE GRIPPER™” will
not automatically reopen (reload).
In this case you must inspect the linings, and decide whether the spacer shims should be
adjusted, or the linings should be replaced. This will depend on whether the grooves in the
linings are more or less than 3/16” or 4.75 mm deep.
•To inspect linings for wear, first reopen the “ROPE GRIPPER™” using the supplied 6 mm
socket wrench on either of the hex shaft ends on the side of the gear housing. Once in the
open position, install the security set screws so they touch the rotating shaft. Note: Before
changing shoes or spacers, install security set screws to prevent unintended “ROPE
GRIPPER™” activation, leading to severe personal injury and/or damage to the unit.

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1. If lining wear is excessive (greater than 3/16” or 4.75 mm) linings should be replaced.
Remove both connecting arms by removing 4 snap rings. Remove moveable shoe assembly.
Remove screw from top of each lining assembly and remove linings by unhooking them at the
bottoms. Refer to Table 2 (p. 8) for initial spacer and shim set-up to use with new linings.
•When linings have been replaced, follow the INSTALLATION OF “ROPE
GRIPPER™” procedure and the LINING WEAR-IN procedure.
2. If lining wear is not excessive (less than 3/16” or 4.75 mm), spacer shims (Figure 6 , p . 7)
can be moved from below the bolt heads (outer side) to between the shaft support blocks and the
moveable shoe (rope side). Remove the bolts that hold the blocks to the movable shoe, move the
spacer shims to under the blocks and reinstall and tighten bolts. Addition of shims on the rope
side will lower the position of the rotating shaft toward the bottom end of the cam when
clamping.
•When adjustment/replacement is complete, energize the solenoid and carefully
remove the security set screws, being sure the solenoid holds. Follow the procedures
described earlier to ensure that the rotating shaft will be around the corner at the
bottom of the cam (and connecting arm position matches or covers the wear-in line
marked on the side wall) when gripping the ropes.
TESTING ALL CIRCUITS
The following three tests should be made while the car is running in slow speed in both the up
and down directions.
• During each test the “ROPE GRIPPER™” should:
A. Grab the Ropes,
B. Stop the car, and
C. Open the control safety circuits disconnecting power to the motor and
machine brake.
1) Turn the “ROPE GRIPPER™” test switch OFF. Observe A, B, and C above.
2) With the car in the door zone, open the door or open the door lock circuit, then open the
door zone circuit, and observe A, B, and C above. NOTE: The controller’s safety
circuits should require a manual reset before the “ROPE GRIPPER™” reopens.
3) Manually open the governor overspeed switch and observe A, B, and C above. NOTE:
The governor will require a manual reset after this test. The controller’s safety circuits
should then require a manual reset before the “ROPE GRIPPER™” reopens.
SUGGESTED CONTROLLER CIRCUITS
NOTE: The following describes circuits to meet code requirements and prevent nuisance
shutdowns. The controls circuit can also be configured so that the Rope Gripper also responds to
other errors.
• Both the B44 and A17.1-2000 Codes and more recent codes require new circuitry for
activation of the “ROPE GRIPPER™”. It is the controller manufacturer’s responsibility to
provide proper circuitry that meets all applicable codes and laws for operating this device.
• The function of the “ROPE GRIPPER™” when applied is to clamp the ropes and stop the
car. We recommend that the “ROPE GRIPPER™” is activated when an overspeed occurs or
when the car leaves the floor (door zone) with the doors open (hoistway door unlocked
and/or the car gate switch open). If the doors happen to open while the car is between floors,
the “ROPE GRIPPER™” need not be activated.
• It is suggested that a manual reset of the Rope Gripper require a minimum of 10 seconds of
constant pressure activation, to allow the mechanic resetting the Rope Gripper to quickly
react to an unsafe condition. In other words, it is recommended that the reset control act as a

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constant pressure switch for the first ten seconds, before latching in the run condition after
ten seconds.
• It is suggested that if the elevator controller has a monitor function for the machine brake,
that the rope gripper be activated immediately on sensing a stuck brake condition, rather than
waiting for unintended motion to occur.
• The suggested circuits shown in Diagram 1 & Diagram 2 (p. 10) activate the “ROPE
GRIPPER™” by opening contacts RG1, RG2, DZ1, and DZ2. Relay coils RG1, RG2, DZ1
and DZ2 are controlled by the Governor overspeed switch (GOS) and function blocks GRC1,
GRC2, DZC1, and DZC2, respectively.
GRC1 DESCRIPTION
• If the car is not in the door zone when main line power turns “ON”, or when switching from
“Inspection” to “Normal Operation”, or when resetting the Governor overspeed switch; allow
a time interval, signal the door closure, and when the car gate or door interlock contact
makes, energize RG1.
• Anytime the car is in the door zone (“Inspection” or “Normal Operation”), RG1 is de-
energized when both the car gate contact and door interlock contact are opened. Should the
car now leave the door zone (unintended motion), power to the “ROPE GRIPPER™” is
removed and the “ROPE GRIPPER™” is activated. In the door zone, when the car gate
contact or door interlock contact is made, energize RG1. If the car should leave the door
zone with RG1 energized then “ROPE GRIPPER™” activation is prevented. RG1 should
remain energized even if both the car and hoistway doors are opened while between floors.
When the car is in the door zone again, RG1 should function as above.
GRC2 DESCRIPTION
Redundant circuits are required by the 2000 A17.1 and B44 Codes. Circuits for RG2 function
identical to RG1 except separate logic for the timing function, door locks, gate switch and door
zone should be used. DZC1 logic could be used for circuits of RG1 and DZC2 for circuits of
RG2. (See NOTE in Diagram 3, p. 11)
Diagram 1