1. INTRODUCTION:

When we look at the purpose section of the “Communiqué on the Procedures and Principles Regarding the Design of Elevators,” published in the Official Gazette dated 14.06.2017 and numbered 30096, it states that the objective is to define the procedures and principles for the design process of elevators intended to be placed on the market within the scope of the Elevator Regulation (2014/33/EU), published in the Official Gazette dated 29/06/2016 and numbered 29757. Accordingly, authorized engineers responsible for preparing preliminary and/or elevator implementation projects shall base their work on the essential health and safety requirements stated in the Regulation, as well as the relevant harmonized standard requirements and other national legislative requirements that support these provisions. When we examine the ELEVATOR REGULATION (2014/33/AB) published in the Official Gazette dated 29.06.2016 and numbered 29757, under the obligations of the installer, it is stated that the elevator installer shall ensure that the elevator is designed, manufactured, installed, and tested in accordance with the essential health and safety requirements set out in Annex I at the time of placing it on the market. The installer shall keep the technical file of the elevator, the EU declaration of conformity, and, where applicable, the approved decision or decisions for a period of ten years from the date the elevator is placed on the market.

If the elevator installed by the installer poses a risk, the installer shall investigate the risk in order to protect the health and safety of users and, where appropriate, keep records of any nonconformities and complaints related to the elevator. Among the nonconformities, the Ministry shall request the economic operator to remedy the following nonconformities if identified:

The "CE" marking has been affixed to the elevator or elevator safety component in a way that does not comply with the "CE" Marking Regulation.
The "CE" marking has not been affixed to the elevator or elevator safety component.

According to Annex 3 of the Regulation on Elevator Safety Components:

LIST OF ELEVATOR SAFETY COMPONENTS

1. Landing door locking devices.
2. Safety devices intended to prevent falling, as referred to in point 3.2 of Annex I, meaning devices that prevent the elevator car from falling or moving uncontrollably.
3. Overspeed governors.
4. Buffers.

1. a) Energy-accumulating buffers:

1. Non-linear,
2. With damping of return movement.

1. b) Energy-dissipating buffers.

1. Safety devices connected to the actuators of hydraulic power circuits when used as protection against falling.
2. Electrical safety devices in the form of safety switches containing electronic components as stated in the regulation.

In the workshop we focused on items 2 and 3 in detail,

  The component commonly referred to in the market as the brake but officially defined in the regulation as the progressive safety gear, is designed not only to stop the elevator car in case of emergency but also to ensure a smooth and safe deceleration. It must prevent risk to both the passengers inside the car and the elevator system itself. This is a component that, ideally, may never need to be activated throughout the elevator’s entire service life after installation. If the system is managed correctly, you may never even be aware of its existence, yet its presence is essential. In this final report we have aimed to highlight the necessary actions that must be taken in order to ensure that this component remains unused yet always ready.

PURPOSE OF THE SECOND WORKSHOP

This workshop aims to share information on the production, use, testing, and verification methods of the two most critical components in elevator safety: the brake and the overspeed governor, in accordance with the specifications defined in the Elevator Directive.

The goal of this workshop is to improve product quality and to introduce better products to the market. The outcomes will be shared with relevant institutions, organizations, and the elevator industry.

3. WORKSHOP METHOD

During the workshop, four separate tables named Çınar, Sedir, Gürgen, and Göknar were organized. Each table discussed all topics in sequence. After the workshop, a final report will be prepared and shared with the elevator sector.

The brake and the overspeed governor were each evaluated from three different perspectives:

• Our strengths
• Our weaknesses
• The mistakes we make

WORKING TOPICS

Brake Systems

• Failure to stop the elevator car
• Synchronization during braking
• Reopening after braking
• Deformation during braking
• Brake selection according to P+Q
• Braking deceleration and testing

Governor Systems

• Governor speed settings
• Deformation during braking
• UCM coils
• Jamming of UCM coil pins
• Rope groove angles
• Rope tension levels
• Testing methods

UCM Systems

• UCM operating systems
• UCM in control panels
• Types of UCM systems

After the working methods were defined, the topics were discussed in detail at the workshop tables, which consisted of 50 participants. Representatives from manufacturing companies, installation and maintenance firms, notified bodies, the Ministry of Industry and Technology of the Republic of Türkiye, and the Turkish Standards Institution (TSE) were evenly distributed across the tables.

TABLE ORDER

ÇINAR TABLE

   Moderator

   İbrahim Özçakır

• Abdulhadi Şengül
• Alican Koçak
• Engin Uysal
• Esra Kaybal
• Gökhan Yazıcı
• Gürkan Emran
• Hüseyin Dövez
• Kemal Demirci
• Murat Buğra Kutucu
• Serdar Tavaslıoğlu

SEDİR TABLE

    Moderator

    Hüsnü Gökgöz

• Ender Cirit
• Engin Apaydın
• İsa Çakmak
• Melih Zorlu
• Menderes Büyüklü
• Murat Mercan
• Mustafa Erkan
• Naim Pedük
• Selim Sarı
• Serdar Aksöz
• Yavuz Çetinkaya
• Zafer Güneş

GÜRGEN TABLE

    Moderator

    Halim Akışın

• Ali Cirit
• Ali Rıza Akgül
• Barış Sancak
• Dinçer Gonca
• Ferhat Sarıman
• Kaan Yılmaz
• Muhammed İspiroğlu
• Mustafa Mıhçılar
• Ömer Savan
• Sebahattin Baki
• Umut Karakut
• Zafer Karabay

GÖKNAR TABLE

    Moderator

    Mustafa Görmüş

• Ahmet Kale
• Atilla Verim
• Bahtiyar Karakoç
• Emre İnan
• Erman Balcı
• Mehmet Savan
• Meltem Yıldırım
• Muharrem Açıkgöz
• Mustafa Gürel
• Nuri Kuzan
• Şakir Karakaya
• Şeref Seçer            

4. WORKSHOP EVALUATION

All discussions, questions, and solution proposals made by the workshop group at the four tables on the subject were evaluated and have been summarized in the attached document by the workshop working group.

Brake Block Evaluation Table

Governor Evaluation Table

5. BRAKE PROBLEMS AND PROPOSED SOLUTIONS
6. EXPECTATIONS FROM THE MINISTRY OF INDUSTRY AND TECHNOLOGY OF THE REPUBLIC OF TÜRKİYE

a1. Within the scope of market surveillance, the Ministry should identify the most widely used products and start testing with those. The number of samples for products with a high market share should be increased.

a2. Production qualification requirements should be established for safety components and a monitoring mechanism should be defined. A subcommittee under ASTEK may be formed to work on this matter.

a3. Rail manufacturers must produce rails in accordance with relevant standards. If the rail thickness is too low or too high, the braking deceleration may exceed acceptable criteria. Rails on the market should also be subject to inspection by the Ministry.

a4. Since elevator components have a two-year warranty and may sit idle in storage or during installation, the warranty period may expire before the product is even put into service. The Ministry should define in legislation that the warranty period for elevator components should begin from the elevator's official registration date. As in the case of white goods, the warranty should start once the product is installed and commissioned.

a5. In order to prevent the deactivation of UCM coils in governors, the Ministry's Provincial Directorates should increase unannounced field inspections.

1. EXPECTATIONS FROM BRAKE BLOCK MANUFACTURERS

b1. Manufacturers should prepare more detailed user manuals. They should prefer illustrated explanations. Additionally, user manuals should be expanded to clearly highlight critical points. Brake tests should be recorded.

b2. Manufacturers must define maintenance procedures in the user manuals and specify maintenance intervals. All necessary technical details should be clearly described.

b3. Synchronization problems are observed in brake blocks. The wall thickness of the box profile or pipe used must be calculated according to the distance between rails. The torsional strength of a pipe is higher than that of a box profile. There should be no clearance in synchronization parts and transmission connections. The design of the movement transmission mechanisms must be appropriate. Manufacturers must include the relevant details in the user manuals.

b4. The centering springs used in brake blocks may be inappropriate. The centering springs used in brakes must not be so loose that they engage the brake during normal elevator operation, nor so stiff that they interfere with governor activation or braking synchronization. Therefore, manufacturers must perform accurate spring force calculations.

b5. The upward direction brake test is conducted using the motor. Manufacturers must define the testing method for upward brake engagement in the product user manuals.

1. EXPECTATIONS FROM NOTIFIED BODIES

c1. Notified bodies should more carefully review user manuals to ensure that they contain sufficient technical details.

c2. Synchronization problems are observed in brake blocks. The wall thickness of the box profile or pipe used must be calculated according to the distance between the guide rails. The torsional resistance of a pipe is higher than that of a box profile. There should be no gaps in synchronization parts and transmission connections. The movement transmission mechanisms must be properly designed. Manufacturers should define the necessary details in the user manuals. These points must be inspected by the notified bodies.

c3. The centering springs used in brakes must not be so loose as to engage the brake during normal elevator operation, nor so stiff as to interfere with governor function and synchronization during braking. The accuracy of spring calculations must be inspected.

1. EXPECTATIONS FROM INSTALLATION AND MAINTENANCE COMPANIES

d1. When supplying elevator cars, installation companies should request a declaration of conformity from the cabin manufacturers. For gearless systems based on the shaft layout, unidirectional brakes should be used.

d2. When disengaging the elevator from the brake, the brake block must be selected according to the rail type used. Whether the rail is machined or cold-drawn affects the choice of the appropriate brake block.

d3. Safety components must be regularly maintained. Maintenance should be performed according to the procedures and intervals specified in the user manuals. Braking events must be recorded.

d4. Due to traction force, compatible brake and governor systems must be used. Installation companies must verify the compatibility between brake traction force and governor traction force.

d5. During cabin installation and in subsequent maintenance, synchronization of brake components must be checked.

1. EXPECTATIONS FROM CABIN MANUFACTURERS

e1. Cabin manufacturers must select a brake suitable for the P+Q value. To prevent material selection based solely on cost, a declaration of conformity may also be requested from cabin producers.

e2. Synchronization problems are observed in brake blocks. The wall thickness of the box profile or pipe must be calculated based on the distance between rails. The torsional strength of a pipe is higher than that of a box profile. There should be no gaps in synchronization and transfer components. The design of the movement transmission mechanisms must be appropriate. Cabin manufacturers must select the brake block accordingly.

e3. When disengaging the elevator from the brake, the brake block must be selected according to the rail type. Due to incompatibility between the brake block and the rail, the roller may enter the rail too deeply. Cabin manufacturers should choose the brake block accordingly.

1. EXPECTATIONS FROM SUPPLIERS

f1. There are communication gaps between material suppliers and the project owners. Designers must clearly and completely communicate the technical specifications to the purchasing team. The materials used must be compatible with the elevator system and with each other.

6. GOVERNOR PROBLEMS AND SOLUTION PROPOSALS
7. EXPECTATIONS FROM GOVERNOR MANUFACTURERS

g1. The lack of rope calculations in elevator systems causes problems. Rope calculations must be performed and integrated into the design. Based on the travel distance of the elevator, the rope diameter and specifications must be defined by the manufacturer. These details must be included in the user manual.

g2. The governor tension spring may not be capable of properly tensioning the rope. The spring force should be measured, and in case of force reduction, the system should be deactivated. A suitable method must be developed for this purpose, and the details should be defined in the user manual by the manufacturer.

g4. The grooves of the governor pulley may not be suitable, and the design may not account for different rope types. As a result, the system may fail to generate the required braking force. Manufacturers must design grooves that match the intended rope diameter. Groove geometry is very important, and the friction between the rope and the pulley during braking must be accurately calculated.

g5. The upper pulley of the governor may break during braking, and the plastic used in the tension pulley may be too weak. During material procurement, the strength requirements should be clearly discussed with suppliers. Safety coefficients must be included in calculations. Since many manufacturers source cast housings externally, they must collaborate with reliable suppliers. A safety coefficient must also be applied to the forces involved during locking. To prevent damage to the governor components during braking, the manufacturers must use materials with sufficient strength.

g6. When the governor is mounted to the guide rail, it may shift position due to a weak connection. The manufacturer must provide detailed and illustrated guidance for proper rail mounting in the user manual. Suitable mounting hardware should be included in the product package. A question should be added to the periodic inspection checklist to confirm whether the rail-mounted governor has been installed according to the manufacturer’s instructions.

g7. The manufacturer must indicate the main locking direction on the governor body.

g8. To prevent failures in UCM coils, the materials used must be of high quality. Proper design and calculations must be carried out, and strength criteria for the coils must be clearly defined.

g9. To prevent UCM coil pins from getting stuck, an inner ring can be added to the internal part of the governor to allow more deflection. Some manufacturers already implement a ring to provide 4 to 5 cm of movement. Manufacturers facing this issue may consider revising their designs accordingly.

1. EXPECTATIONS FROM NOTIFIED BODIES

j1. The lack of rope calculations in elevator systems is a significant issue. Rope calculations must be carried out. Based on the elevator travel distance, the rope diameter and its specifications must be defined by the manufacturer. These details must be included in the user manual and verified by the notified bodies.

j2. The governor tension spring may fail to apply sufficient rope tension. The spring force must be measured, and a method should be developed to deactivate the system when the force decreases. Manufacturers must describe these details in the user manual. Notified bodies should inspect this as part of their assessment.

j3. If the grooves of the governor pulley are not suitable or not designed for different rope types, the braking system may fail to generate adequate force. Manufacturers must design pulley grooves in accordance with the intended rope diameter. Groove geometry is crucial, and the friction between the rope and the pulley during braking must be correctly calculated. These aspects should be inspected by notified bodies.

j4. When governors are mounted to guide rails, weak attachments may lead to position shifts. Manufacturers must provide detailed and illustrated guidance on rail mounting in the user manual. Appropriate mounting equipment should be included in the product package. A checklist item should be added in periodic inspection forms to verify whether rail-mounted governors have been installed according to the manufacturer's instructions. Manufacturer manuals must also be reviewed by notified bodies.

1. EXPECTATIONS FROM INSTALLATION AND MAINTENANCE COMPANIES

k1. The rope tension applied by the governor tension spring must be checked by installation and service companies during every maintenance operation.

k2. During installation, the locking direction of the overspeed governor must be correctly oriented by the installer.

k3. During periodic maintenance and after every engagement, installation and maintenance teams must inspect the governor's pawl, coil, and all movable components such as joints.

1. EXPECTATIONS FROM CONTROL PANEL MANUFACTURERS

l1. Due to the presence of UCM on/off options on control panels, access to this and similar settings must be restricted from maintenance personnel. Simulated testing during UCM checks is recommended. A dedicated UCM deactivation password may be required, and this password should only be provided to authorized installation personnel by the control panel manufacturer.