Installation Guide

*** Retrofit Version ***

Pawl Device
for prevention of unintended descent

L:\Tech documents\SYS21\Installation guides\pawl device installation guide-RETROFIT [Link] 1

 Contents

Section Description Page

General Information
Description of operation - during unintended descent 3
- during normal use
4
- during emergency release
Parts list & tools required 5
Safe working procedures 6
Installation Information
1 Pre-installation checks 6
2 Installing the pawl device on to the safety gear arm 7-8
3 Adjusting the microswitches
9
4 Solenoid stroke adjustment
5 Movement of the lift prior to the electrical connections being made
6 Electrical connections (Under Car) 10
7 Electrical connections (Car Top Box)
8 Electrical connections (Control Panel) 11
9 Installing the activation plates 11 - 12
10 Testing the functioning of the pawl device mechanism 12 - 13
Checking the engagement between the pawl device and the
11 13
activation plates
12 Checking that the pawl device operates the safety gear
14
13 Documentation
Test terminal connection for MRLi with control panel located in the
Annex A 15
lift well
Annex B Recommended Servicing Schedule 16

2
Location:
The pawl device is installed on the safety gear arm underneath the lift car. Fixed activating
plates are attached to the guide rails. See arrangement below…..

Underside of Car

Pawl Device Guide Rail

Retractable Trigger Arm

(fixed to lift)

Safety Gear Arm

Activation Plate
(fixed to guide rail)

Instantaneous Safety Gear

Car Sling

Description of Operation:

During unintended descent

This pawl device operates the instantaneous safety gear if the lift descends in an
unintended manner (e.g. hydraulic failure). If the lift descends in an unintended manner (i.e.
without a run signal present), the trigger arm catches on an activating plate mounted at the
landing, and raises the safety gear rollers to engage the safety gear, bringing the lift to rest
near to the landing.
An activation plate is mounted at each landing level, except the lowest landing. At the
lowest landing the lift is permitted to descend on to the car buffers.
Note: If the unintended descent was due to a failure of the check valve (VRP) or
down valve (VMD) the engineer may find that the ram has continued to descend in to
the cylinder causing the ropes to go slack. If this is the case, it will be necessary to
ensure that the ropes do not become entangled on any items when the ram is
pumped back up.

3
During Normal Use
The pawl device remains in its “extended” position (i.e. solenoid NOT energised, arm
deployed to prevent unintended descent) at all times other than when the lift is responding
to a run signal. During travel between floors the arm retracts to it’s “retracted” position (i.e.
solenoid is energised) allowing the lift to pass by each activation plate. If the device does
not fully retract when the run signal is received, movement of the lift is prevented. If the
device fails to return to its “extended” position when arriving at floor level, all run signals are
ignored (including re-levelling inputs). If the lift re-levels when the doors are closed, the arm
will retract. During re-levelling operations when the doors are open the arm remains in its
“extended” position, eliminating any potential shearing hazard should unintended descent
occur (for example, a failure of the down valve during a down-relevel command).

Views looking down the side of the car

Activation
Plate

Trigger arm “extended” when no run Trigger arm “retracted” when lift is
signal or when relevelling with doors open travelling or relevelling with doors closed

Solenoid NOT energised = arm EXTENDED Solenoid ENERGISED = arm RETRACTED

During Emergency Release

Upon pressing the electrical emergency lowering button (in the landing control panel), the
pawl device is energised from the battery back-up, causing the arm to retract allowing the
lift to descend past any activating plates. If the emergency release process is attempted
when the safety gear has operated (for example unintended movement has occurred), the
solenoid will still be energised but the lift will not descend as it is already being held by the
safety gear. Note: If the manual lowering valve is pressed (housed inside the tank) the pawl
device will not be energised and so the lift will descend until the trigger arm strikes the next
activation plate, causing the safety gear to engage.

4
 Parts List
Trigger arm assembly = 1 off Main support plate = 1 off

Solenoid assembly = 1 off Rear switch assembly = 1 off

Front switch assembly = 1 off Activation plate = (number of floors-1)

Electrical kit
• 950526 – common electrical kit
Please note that this kit caters for several different control
panel types (architrave mounted, pit mounted or remote
mounted). As such, some parts are surplus to
requirements and it is normal to have some spare items
left over at the end of the installation.
• Wiring Diagrams (9333/729, 9333/730 and 9333/733)
• Schematic Diagram (1009238)

NOTE: LIFTS WITH 2 CAR ENTRANCES REQUIRE AN EXTRA KIT OF PARTS.

Fixings kit
M12 guide clip, contact washer & nut (2 per activation plate)
Assorted cable ties = 2 large, 2 medium, 2 small
M6 full nut = 2 off
Tools required:
M6 contact washer = 2 off
• 10mm, 7mm & 5.5mm spanners
M6 nyloc nut = 1 off
• terminal screwdriver
M6 plain washer = 1 off
• wire cutters
M4 nyloc nut = 1 off
• wire strippers
M4 full nut = 4 off
• crimping tool
M4 plain washer = 4 off
• indelible pen
M4 spring washer = 4 off
5
Safe Working Procedures (Car Top and Pit):
All standard Safe Working Procedures are to be followed. Note that the installation of
the pawl device on the underside of the car is best achieved using the lower section of
the pit prop only. This negates the use of ladders etc, as it is possible to reach the
necessary area of the sling whilst stood in the pit. The car toeguard can be easily
removed, to permit safe and easy access to the pit.

1. Pre-installation checks:
1.1 Ensure that there are enough spare trailer wires available (2 spare wires are required).
Often there are spare trailers already terminated in the car top box and control panel that are
not in use (for example 4C and 5C are usually wired but not in use on 2 and 3 floor lifts). Other
examples that can sometimes be used are UPS and DPS. If these examples are in use (i.e.
the lift is 4+ floors and has short floor switches) there are spare wires in the trailers which are
usually tucked away inside the trunking. If there are not enough spare wires it will be
necessary to run an additional trailing cable (for assistance contact Stannah Lifts Ltd,
Andover)
1.2 Establish which side of the car the pawl device will be fitted (it must be on the opposite
side to the kite switch)
1.3 Temporarily fit one of the activation plates on to the guide and check that there is adequate
running clearance between the plate and the lift car, throughout the entire height of the car
(minimum running clearance = 5mm). Pay particular attention to items that project from the lift
car side, for example car panel stiffeners, car skirting fixings etc.
1.4 Remove the activation plate

Guide Bracket
PLAN VIEW

Sling Crosshead

Min clearance = 5mm

Lift Car

6
2. Installing the pawl device on to the safety gear arm:

Note: The pawl device can be assembled as a left hand or right hand assembly……

LH guide RH guide LH guide RH guide

All illustrations in this guide show

an arrangement for the RH guide

2.1 Pass the two M6 studs of the trigger arm assembly through the holes on the main
support plate and then up through the two 6mm holes in the safety gear arm. Fasten to the
safety gear arm using M6 contact washers and M6 full nuts. Note: It will be necessary to
raise the safety gear arm during this phase of installation (it is not necessary to undo any of
the safety gear components!)

2.2 Fit the solenoid assembly on to the support plate pin, ensuring the clevis is also
engaged on the 4mm stud of the trigger arm. Fasten the assembly with a plain M6 washer
and nyloc nut.
2.3 Fasten an M4 nyloc nut on the 4mm stud. This helps to just support the weight of the
solenoid. DO NOT over tighten this nut as it may make the mechanism bind.

7
2.4 Check that the assembly is free in operation by manually pressing on the rear of the
solenoid plunger and then releasing. The trigger arm should return to its rest position under
the force of the solenoid spring.

2.5 Fasten the rear switch assembly (PDS2 & PDS3) in position on the two rear studs of
the support plate using M4 spring washers, flat washers and nuts. This effectively clamps
this end of the support plate to the safety gear arm.

PDS2
&
PDS3

2.6 Similarly, fasten the front switch assembly (PDS1) with M4 fixings using the front two
studs.
Note: Misalignment can sometimes occur between the trigger arm and the roller of the
micro switch (due to bending of the switch bracket when “clamping” to the safety gear arm).
In such cases, it is possible to align the arm and micro switch by bending the switch
mounting bracket up or down slightly.
If the pawl device is to be mounted on a “Left
Hand Guide” the switches should be re-handed
as shown here:

PDS1
Refer to diagram at top
of section 2

8
3. Adjusting the microswitches:
The micro switches are mounted on slots for adjustment. DO NOT OVERTIGHTEN THE
M3 FIXINGS AS IT CAN RESULT IN DAMAGE TO THE MICROSWITCH!! Tightening
torque is 4 to 6 [Link] (0.39 to [Link]).
3.1 The rear switches (PDS2 & PDS3) confirm that the trigger arm has returned to its
extended position. The switches should be positioned such that the electrical contacts are
activated just before the trigger arm reaches its fully extended position. Note: If the arm
does not return to it’s fully extended position, the lift is prevented from running (PDS2) and
the doors are prevented from opening (PDS3).
3.2 The front switch (PDS1) confirms that the trigger arm has fully retracted before allowing
the lift to run. The switch should be positioned such that its electrical contacts are activated
just before the trigger arm reaches its fully retracted position.

Note: the trigger arm has a “lug” which strikes a fixed stud and acts as a mechanical end
stop. If the arm does not reach this end stop the solenoid stroke is insufficient and it must
be adjusted to achieve the full stroke of the arm (refer to “solenoid stroke adjustment”)
before adjusting the front switch.

Lug Fixed Stud

4. Solenoid Stroke Adjustment:

4.1 The stroke of the solenoid is factory set, so no adjustment should be necessary.
However, if the trigger arm does not reach it’s fully retracted position (the “lug” on the arm
should strike a fixed stud) the stroke should be increased by loosening the locknuts next to
the clevis and unscrewing the clevis. It is not necessary to remove the solenoid, as the
adjustment can be made simply by rotating the moving part of the solenoid. When the
correct stroke has been set, the locking nuts must be tightened up on to the back of the
clevis. Note: Whenever the stroke is adjusted you must check all microswitch positions and
readjust if necessary.

Clevis

Locking Nuts
9.5mm nominal stroke
9
 5. Movement of the lift prior to the electrical connections being made:
5.1 Temporarily tie the trigger arm in its fully retracted position using a small cable tie. This
is to prevent the arm catching on any fixed items in the shaft (guide brackets etc), when
moving the lift prior to the electrical connections being made.

Temporarily tie the trigger arm in the

retracted position (use a cable tie through
the small slot in the front switch bracket)

Steps 6, 7 and 8 are slightly different on lifts with two car Run 7 core down here
entrances. Refer to documentation in additional kit of parts.

6. Electrical connections (Under Car):

Refer to wiring diagram 9333/730
6.1 Run the 7 core cable from the car top box,
down the inside of the sling upright and cable tie
the lower end to the rear switch bracket of the
Pawl Device using the 2 small holes provided.
Ensure that the cable cannot get caught on any
items in the lift well.
6.2 Connect wires 1 to 6 and the link wire to the pawl device. The terminal block should be
fastened to the rear switch bracket with an M3 screw and nut. Ensure that wires 1 & 2 are
connected in the correct polarity for the diode (the diode is pre-soldered to the
solenoid wires) - refer to wiring diagram 9333/730.
Note: The markings on the micro switch may not always be visible at this stage of the
installation. Refer to the labelled photo below to identify the Common, Normally Open or
Normally Closed contacts.
Normally Closed (N/C)

Contacts which are not

used should be insulated
Normally Open (N/O)
by pushing a spare spade
crimp on to the contact.

Common (COM)
7. Electrical connections (Car Top Box):
Refer to wiring diagram 9333/730
7.1 Fasten the 7 core cable at the top of the car (e.g. cable tie it to a spare fixing hole on
the sling header) and feed the end in to the car top box trunking.
7.2 Install three Wago terminals on the din rail in the car top box, and label them “PDA”,
“PDR” and “ODR2”.
7.3 Locate the 2 “spare” trailer wires and connect them to PDA and PDR. Make a note of
the identification for reference later on (e.g. Trailer 2, wire 7 = PDA).
7.4 Connect wires 1 to 6 from the 7 core cable in to the car top box terminals.
7.5 Modify the existing door open limit switch wiring in accordance with 9333/730.
10
8. Electrical connections (Control Panel):
Refer to wiring diagram 9333/729 (& 9333/733 for pit mounted controller) Fly-back diode
8.1 Install one of the 110V AC relays on to the din rail in the control panel
and label it “SR”.
8.2 Install the other 110V AC relay on to the din rail in the control panel
and label it “PDC”.
8.3 Install a 24V DC relay and fly-back diode on to the din rail in the
control panel and label it “PDR” (see photo on right).
8.4 Install three Wago terminals on the din rail in the control panel, and Relay
label them “PD”, “PDA” and “PDR”.
8.5 Wire the SR, PDC and PDR relays into the existing circuitry as shown
in the wiring diagram using the coloured wires provided. Note: PDC & SR Base
relays to have a varistor fitted (see diagram 9333/729).
8.6 For control panels mounted outside the lift well follow step 8.6.1. For control panels
mounted in the pit please follow step 8.6.2.
8.6.1 Add the additional normally open contact on to the back of the emergency lowering
push and wire in accordance with wiring diagram 9333/729.

8.6.2 Install the 12V DC relay & fly-back diode on to the din rail in the control panel and
label it “PLO”. Wire the “PLO” relay and link wire in accordance with 9333/729. Re-label
“TE6” terminals to “PLO” (in the control panel and in the landing control station). Add the
additional link wire from the newly designated “PLO” terminal in the landing control station
to terminal 3 on the mains isolation switch (refer to 9333/733)

9. Installing the Activation Plates:

A plate is required at every landing entrance position other than the lowest landing. A plate
is not required at the lowest landing as the lift will simply descend on to the buffers if an
unintended descent occurs at the bottom floor.

Protection provided by the pawl device at all

landings other than the lowest landing
.

Protection to passengers is provided by the

buffers at the lowest landing. The “Kite Switch”
provides safety to engineers working in the pit.
Therefore it is not necessary to install an
activation plate at the lowest level.

9.1 Mark the positions of the plates on the guides. The easiest way of measuring the plate
positions is to work from the car top:
9.1.1 Extend a piece of string horizontally from the landing sill across to the guide rail and
make a mark across the foot of the guide. Tip: a spirit level can be used to ensure the string
is horizontal during marking out.
REFER TO DIAGRAM ON NEXT PAGE >>> 11
9.1.2 Then make another mark 250mm below the “floor level” mark (nominal dimension B
in the table below). This second mark represents the top edge of the plate and will provide
100mm clearance between the trigger arm and activation plate when the car is at floor level
(nominal dimension A in the table).
9.2 Secure an activation plate at every landing level, except the lowest landing. The top
edge of the plate must be horizontal (the guide clips are positioned such that the plate will
be horizontal when a downwards load is exerted on the projecting end of the plate). Note:
the plates can be positioned on to the guide with the guide clips etc already fitted loosely to
the plate. The plate can then be slid up or down to the marked position and tightened once
correctly aligned.

IMPORTANT Ensure the

plate is installed the correct
way up. The notch should be
at the top.

The plates should be positioned in accordance with the nominal dimensions shown in the
table. It is preferential to position the plates somewhere between the minimum and
nominal dimensions. Note: Sometimes the desired plate position may coincide with other
items such as guide brackets or fishplates. In such circumstances, it is permissible to
position the plate lower than the nominal dimension but the maximum dimensions shown in
the table must not be exceeded.
10. Testing the functioning of the pawl device mechanism:
Before carrying out the tests below it is necessary to remove the temporary cable tie
from the trigger arm!
Note: If the control panel is located in the lift well it is necessary to use the test
terminals provided in the landing architrave.. DO NOT ATTEMPT TO MEASURE
THE VOLTAGES FROM INSIDE THE WELL – YOU MUST UTILISE THE TEST
TERMINALS OUTSIDE THE WELL. Refer to Annex A of this booklet for
connection details.

Test 1 – checking that the monitoring switches are functioning correctly

a) Lift at rest in “Normal Service”, doors closed: voltage between “COM” and “PDR”
terminals should be 0Vdc.
Steps (b) and (c) can be tested at the car top box by running the lift on inspection
control or at the control panel running the lift with punch leads (PSM to UP or PSM to
DN).
b) Lift running up, doors closed: voltage between “COM” and “PDR” terminals should be
approx 24Vdc.
c) Lift running down, doors closed: voltage between “COM” and “PDR” terminals should
be approx 24Vdc.
12
Test 2 – checking that the solenoid is being energised correctly
a) Lift at rest in “Normal Service”, doors closed: voltage between “COM” and “PDA”
terminals should be 0Vdc.
Steps (b) and (c) can be tested at the car top box by running the lift on inspection
control or at the control panel running the lift with punch leads (PSM to UP or PSM to
DN).
b) Lift running up, doors closed: voltage between “COM” and “PDA” terminals should be
10-12Vdc.
c) Lift running down, doors closed: voltage between “COM” and “PDA” terminals should
be 10-12Vdc.

Test 3 – checking that the pawl device does not get energised when re-levelling with the
car doors open
a) Position the lift at floor level, and place the lift on Car Preference with the doors
parked open.
b) Turn off the power and press the emergency lowering button in the landing architrave
to lower the lift approximately 20mm below floor position (so that the lift will need to
re-level when turned back on).
c) Have your multimeter probes ready to measure the voltage across the “COM” and
“PDA” terminals, then turn the power back on.
d) The lift should then automatically re-level (with the doors still open) – the voltage
measured across “COM” and “PDA” should be 0volts (i.e. the solenoid should
not be energised when re-levelling with the doors open).

Test 4 – checking that the doors are prevented from opening if the trigger arm does not
return to it’s correct rest position
a) Lift at rest in “Normal Service”, at floor level with doors closed. Press the landing
button at the floor the lift is parked at – the doors should open.

Before performing part (b) of this test it is necessary to manually operate the orange
“flag” on the “PDC” relay. This has the effect of energising the solenoid, thus
simulating the trigger arm not returning to it’s normal rest position.
b) After the PDC flag has been manually operated: position the lift at floor level with the
doors closed on “Normal Service”. Press the landing button at the floor the lift is
parked at – this time the doors should not open.
IMPORTANT – after completion of Test 4 remember to return the orange flag on
the PDC relay to it’s normal “flush” position. Failure to do so will leave the
solenoid energised and the doors will not open.

11. Checking the engagement between the pawl device and the activation plates:
11.1 Position the lift such that the trigger arm is approx 50mm above one of the activation
plates (i.e. lift at floor level)
11.2 Look down the side of the lift car and confirm that the trigger arm is in line with the
notch in the activation plate (see diagram on next page)

13
 notch
IMPORTANT Ensure that the trigger arm lies
completely within the notch of the activation plate

11.3 Confirm that every plate is positioned at the correct height by positioning the lift at floor
level and viewing from the top of the car. The pawl device trigger arm should be ABOVE
the activation plate when the lift is at floor level. Note: it is not possible to check the
uppermost plate from the car top as the lift cannot, and must not, be positioned at top floor
with persons on top of the car. Confirmation of the uppermost plate must therefore be
confirmed by viewing from under the car from in the pit.

12. Checking that the pawl device operates the safety gear:
Note: It is recommended that one of the plates is temporarily moved to a lower level (to
become a “test” plate), such that during the test the lift is brought to rest by the safety gear
above the pit prop in a position where the safety gear can be reached and inspected. It also
allows for the safety gear “kicker plate” to be pushed back up, should it fail to reset
automatically. This test is only to be performed at manual lowering speed, using the
manual lowering valve located in the hydraulic tank. The pit prop must be in place for the
duration of this test.
12.1 Position the lift above the “test” plate (see note above).
12.2 Isolate the mains supply.
12.3 With the pit prop in position and car toeguard removed, lower the lift using the manual
lowering valve on the hydraulic tank.
12.4 The trigger arm will catch on the “test” plate and as the lift continues to descend will
pull the safety gear rollers in to their engaged position, thus bringing the lift to rest.
12.5 Visually check that both safety gear rollers have engaged on the guide rails.
12.6 Raise the lift back up again. Note: Initially, it will be necessary to use the hand pump
to raise the lift high enough to clear the “test” plate. Once the trigger arm is clear of the
“test” plate, the lift can be punched back up with punch leads.
12.7 Re-position the “test” plate to it’s original floor level position.
13. Documentation:
13.1 Store the 4 electrical diagrams in the document holder in the control panel.
13.2 There is a label on the control panel door that lists the wiring diagrams for the contract.
Please write the 4 additional wiring diagram numbers on this label.

14. Final checks:

Please check that you have:
• completed tests 1, 2, 3 and 4 (section 10)
• fitted activation plates (in accordance with step 11.3)
• performed the functional safety gear test and returned the test plate to it’s original floor
level position (section 12) 14
Annex A: Test terminal connection for MRLi with control panel located in the lift well

Test Terminals are located in the

“servicing panel” in the lowest
landing architrave. In order to
perform the tests in Section 10 of
this manual it is necessary to
temporarily connect links to PDA,
PDR and DN (connections to
PSM, UP and COM are already
available in the servicing panel).
All voltage measurements can
Control Panel then be taken from outside the lift
well. Refer to diagram below.

Voltage measurements can

be taken from the terminals
in the Servicing Panel

Tank “PDR”
“DN” “PDA”
Servicing Panel
(outside lift well)

* (TE6)
TE1 TE2 TE3 TE4 TE5 PLO

Control Panel (in pit)

LINK
DN TE1
LINK are
PDR TE2
to TE6 le
LINK TE1 cab
PDA TE3 inals 7 core
m th a
t ter i
TE4 Tes ired w
- w
pre
TE5
PLO
* (TE6)
CONNECT THREE LINK WIRES INSIDE THE
* TE6 is re-designated as CONTROL PANEL AS SHOWN.
“PLO” (see step 8.6.2)
These should be removed after testing has been completed.
15
Annex B: Recommended Servicing Schedule
The requirements below are in addition to any servicing checks of the instantaneous safety
gear.

Every visit:

• Check the pawl device is free in operation by manually pressing on the rear of the solenoid
plunger and then releasing. The trigger arm should return to its rest position under the force
of the solenoid spring. The rotating parts are mounted on self lubricating bushes and should
not require lubrication. If lubrication is applied it must be done frequently, as drying lubricant
could lead to stiff operation of the pawl device.

Every 4 months:

• Repeat Test 4 to confirm that the pawl device microswitch PDS3 (controls opening of doors)
is functioning correctly

Every 6 months:

• Visually check activation plates are correctly positioned at each level

• Inspect trigger arm for any signs of mechanical damage

After the Pawl Device has triggered the safety gear:

• Perform safety gear checks

• Ensure the activation plate has not moved or been damaged
• Check the pawl device assembly for damage. Specifically, inspect the trigger arm for
damage.
If the trigger arm is bent to a point where it no longer aligns with switch PDS1, the
trigger arm must be replaced (part number 2001316).

Advisory Note:
When operating the lift as a working platform (i.e. from car top or pendant controls) care
should be taken to stop the lift such that the pawl device is not in close proximity to any of
the activation plates.
If the lift run button is released when the pawl device is close to an activation plate it
is possible that the trigger arm will “drop out” whilst the lift is still “running on”. This
can result in the pawl device triggering the safety gear (or breaking the run circuit)
and the lift becoming inoperable. Persons on car top would require outside
assistance from other lift engineers in order to be released.

16
 DOCUMENT HISTORY

Issue Name Changes Date

030809 - - 03/08/11
140909 - - 14/09/11
191009 - - 19/10/09

250610 - - 25/06/10
110811 R. Christopher Document History table added. “Every visit” 11/08/11
service item and “Advisory Note” added to
Annex B.

17