2019 Video-Text-Audio

&
Alternative CAT5 Testing
Collaborate | Innovate | Elevate

www.wurtec.com
 • ASME A17.1/B44-2019 & IBC-2018 3001.2
• Ease of communicating with non-verbal passengers
• Now requires Texting ability with simple “Yes” and “No”
questions
• Adding Video to see potential disabled passengers
What’s
• Technology
Changing • Addition of Text/Video requires data connectivity
• Networking requirements to function
• Networking vs Phone Lines, not the same and much more
complex!
 • Unfortunately, an accident or tragedy
• Preparing or designing for the “What
if’s”
Why It’s • Advances in Technology
Changing • Enables taller and more ADA accessible
buildings
• Safer operating conditions
 • A loud voice
• Alarm bell
• Inter-com systems (Executone)
How It’s • Telephones (single direction calling)
Changing • Bi-directional calling (only if recipient knows
origin of call)
• Pre-programed Push to Call Only (hand-sets no
longer permitted)
 • Two-way communication (Current)
• Call directed to a line monitored 24/7
• Location & Elevator information automatically
communicated
How It’s • Visual Call acknowledgement
Changing • Ability to communicate with multiple elevators from
single location
• Communication line verification and loss of signal
alarm
How It’s Changing
A17.1/B44-2019 / IBC 2018
• A means to visually communicate
with speech and hearing impaired
• Visual Call indication on screen
• A non-verbal means for an entrapped passenger to
communicate
• A means to display video to observe passengers in the
elevator
• Basically, a secure “Zoom” call
The Code

IBC-2018 Section 3001

3001.2 Emergency elevator communication systems for the deaf, hard of hearing and speech impaired. An emergency
two-way communication system shall be provided that:

1. Is a visual and text-based and a video-based 24/7 live interactive system.

2. Is fully accessible by the deaf, hard of hearing and speech impaired, and shall include voice-only options for hearing
individuals.
3. Has the ability to communicate with emergency personnel utilizing existing video conferencing technology,
chat/text software or other approved technology.
The Code
ASME A17.1/B44-2019 – 2.27.1 Car Emergency Signaling Devices
2.27.1.1 Emergency Communications
The two-way communications shall conform to 2.27.1.1.1 through 2.27.1.1.6.
2.27.1.1.1 A communications means between the car and a location staffed by authorized personnel who can take appropriate action, shall be provided.
2.27.1.1.2
If the call is not acknowledged [2.27.1.1.3(c)] within 45 s, the call shall be automatically directed to an alternate on- or off-site location.
2.27.1.1.3 The communications means within the car shall comply with the following requirements:
(a) In jurisdictions enforcing NBCC, Appendix E of ASME A17.1/CSA B44, or in jurisdictions not enforcing NBCC, ICC/ANSI A117.1.
(b) A push button to actuate the communications means shall be provided in or adjacent to a car operating panel. The push button shall be visible and permanently identified with the phone
symbol (see 2.26.12.1). The identification shall be on or adjacent to the phone push button. The communications means shall be initiated when the push button is actuated.
(c) On the same panel as the phone push button, a message shall be displayed, that is activated by authorized personnel, to acknowledge that communications is established. The message shall be
permitted to be extinguished where necessary to display a new message [see 2.27.1.1.3(d) and 2.27.1.1.3(e)] or when the communications are terminated.
(d) On the same panel as the phone push button, messages shall be displayed which permit authorized personnel to communicate with and obtain responses from a trapped
passenger(s) including a passenger(s) who cannot verbally communicate or cannot hear.
(e) On the same panel as the phone push button a message shall be displayed, that is activated by authorized personnel, to indicate when help is on the way. The message shall
continue to be displayed until the communication is terminated.
(f) The communications means shall provide on demand to authorized personnel, information that identifies the building location and elevator number.
(g) The communications, once established, shall be disconnected only when authorized personnel terminate the call or a timed termination occurs. A timed termination by the communications
means in the elevator, with the ability to extend the call by authorized personnel, is permitted if voice notification is sent by the communications means to authorized personnel a minimum of 3
min after communication has been established. Upon notification, authorized personnel shall have the ability to extend the call; automatic disconnection shall be permitted if the means to extend
are not enacted within 20 s of the voice notification.
(h) The communications means shall not use a handset in the car.
(i) The communications shall not be transmitted to an automated answering system. The call shall be answered by authorized personnel.
(j) Operating instructions shall be incorporated with or adjacent to the phone push button.
(k) A means to display video to observe passengers at any location on the car floor, to authorized personnel for entrapment assessment shall be provided.
Current Jurisdictions
A17.1-2019 AHJs IBC 2018 & IBC 2021 AHJs
• Alabama • Arizona • Nevada
• Colorado • Alabama • New Jersey (exceptions)
• Georgia • Alaska • New York (exceptions)
• Illinois • California • North Dakota
• Iowa • Colorado • Oklahoma
• Connecticut • Puerto Rico
• Maryland
• Georgia (exceptions) • Pennsylvania
• Mississippi • Hawaii (exceptions) • Rhode Island
• Montana • Idaho • South Carolina
• Nevada • Louisiana • South Dakota
• New Hampshire • Montana • Utah
• North Carolina • Maryland • Washington (exceptions)
• South Carolina • Minnesota • Wyoming
• South Dakota • New Hampshire
• Utah • Nebraska
• Oklahoma
• Wyoming
How Communications Work
Prior to A17.1/B44-2019 & IBC-2018
• POTS, Digital, or VOIP telephone lines

• Auto-dialing telephone

• Verbal communication only

• Bi-directional calling (location message)

How Communications Work
Prior to A17.1/B44-2019 & IBC-2018

• Analog Master Phone in the Lobby/Machine Room

• Communication alarm detects a Telephone line failure

• LED indicator for calling

 How Communications Work
After A17.1/B44-2019 & IBC-2018

• Networked, like a computer

• Uses a camera and screen

• Uses the internet for video, text, and/or audio

• Works alongside or in place of a traditional emergency Telephone

How Communications Work
After A17.1/B44-2019 & IBC-2018

• Connects to the cloud portal/application

• Yes/No buttons

• Connects using onsite LAN or Cellular Network

 How Communications Work
After A17.1/B44-2019 & IBC-2018
• Master/Lobby station uses Network to connect to Cars

• Communication alarm detects a Network failure

• Can reuse existing shielded pairs

The Wurtec Solution
How our Wur-Com 2019 System Functions
 a. Browser-based web application serves as the user interface
for car stations, lobby stations and call centers.
b. Calls a telephone and if no audio communication is possible,
the video/text can be accessed through the web application
at Wurcom.com.
Operation c. Once connected, call centers and lobby stations can ask
yes/no questions and receive yes/no responses from the car
stations if audio communication is impossible.
 Properties: All the buildings assigned to the staff user.

Administrative
Environment
 Cars: All the elevator cars assigned to the properties assigned to
the staff user.

Administrative
Environment
 Calling a car station from a call center or lobby station.

Administrative
Environment
 Answering a call

Administrative
Environment
 Call in progress Audio, Video, & Text Interface

Administrative
Environment
 Call Logs record all inbound and outbound calls

Administrative
Environment
How to Set up the WUR-COM Multimedia
Communicator | Wurtec

https://www.youtube.com/watch?v=Q5-7NmjBpKs
 Q&A
ASME 2019/IBC 2018
The ELVI 2 System: A new
(better*) alternative for
CAT5 Testing
 Alternative Testing included in
A17.1/b44 North America Elevator
standard
Since 2013
BASICS: ADVANTAGES/TECHNICAL FOUNDATION
F=MA … fundamental principle of physics.
 • Principle of Physics: F=MA
By the
Safeties!
 Testing with Electronic Testing System

Category 5 test: Car Safeties A17.1 2013 (8.6.4.20.1)

1. Physically measuring the amount of braking force of the

safeties and the alignment of the car after the car stops
Measuring the alignment before and after
the safeties stop and output the difference
 Testing with Electronic Testing System

Category 5 test: Car Safeties A17.1 2013 (8.6.4.20.1)

1. Physically measure the amount of braking force of the

safeties and the alignment of the car after the car came to a
halt. F=MA … fundamental of physics.
 Testing with Electronic Testing System

Category 5 test: Car Safeties A17.1 2013 (8.6.4.20.1)

1. Physically measure the amount of braking force of the

safeties and the alignment of the car after the car came to a
halt.

FCW

FCW

FS

FFC
 Testing with Electronic Testing System
there are a several more slides like this focusing on technical aspects of
no load compared to the current load method...

Category 5 test: Car Safeties A17.1 2013 (8.6.4.20.1)

1. Physically measure the amount of braking force of the
safeties and the alignment of the car after the car came to a
halt. In the moment of decelerating by the safeties there are just
three forces acting on the car:
FS : Shall be determined
FCW FFC : Measured with the acceleration sensor (F=m*a)

FCW FCW: Measured with rope-force sensors.

Relation between the forces

FS = FFC - FCW
FS
FFC Formula for the safeties force
 Testing with Electronic Testing System

Category 5 test: Braking system, Traction/Traction Limits A17.1 2013 (8.6.4.20.10)

1. Physically measures the max. amount of traction

Measurably better than a go/no go test.
2. Verifies that the measured braking system and amount of traction is large enough
to decelerate the 125% overloaded car in down direction
3. Verifies that the measured amount of traction is small enough that
the CWT cannot be raised with car blocked

4. Verifies that the measured amount of traction is small enough that

the car cannot be raised with CWT blocked
 Testing with Electronic Testing System

Category 5 test: Braking system, Traction/Traction Limits A17.1 2013 (8.6.4.20.10)

1. Physically measuring the max. amount of traction

Run the machine/drive sheave in down direction until ropes are
slipping above the traction sheave for ~ 2s . Or machine torques.

Capstan/Euler-Eytelwein equation

Tmax / Tmin ≤ eμα

Tmin
Tmax (by using the safeties)
 Along with Safeties Testing and Measurement of Traction, there are 4 other component
tests in CAT5 Testing. They also use the same principles of physics and engineering and
algorithms for measuring forces and data documentation.

• Machine Brake Testing

• Emergency Brakes (including Rope Brakes)
• Buffer Function
• Unintended Movement (UIM/UCM)

* Documentary reports show data collected; then able to compare results of

stopping forces going forward.
 Benefits: the RIDING public, the
SAFETY of elevator industry workers
and overall safety of elevators
 Many advantages to electronic testing
benefits of using newer/available technology

Reports with numerical measurements/data (big advantage for AHJ’s); compared to checklists.

Authors of this Code were forward-thinking. Alternative Testing idea to include weighing cars/CWT’s – giving us a direct and
periodic view of elevator load balancing and masses. A practical and real Engineering improvement.

ELVI 2 Testing is verified to be on the safe side (5%+). Third Party Certification of this system that it meets all Code Requirements for
Alternative Testing. This system’s subcomponents have added value in other important traction elevator maintenance.

Testing design able to consider stopping/braking capability at all loads (not just full load)

Electronic testing is less damaging to the equipment during conduct of tests (+ more upside in future Code)

Electronic Testing measures elevator system stopping ability if catastrophic complete loss of suspension means occurs
 • Reduced chances of physical injury to elevator employees
(moving weights)
• Less weight cart use reduces potential damage to building-
owners property, in addition to reducing logistics costs
(moving weight carts)
• Elevator technician work aligns more toward technical and
skilled work – in line with our important professional role and
Further impact on Safety
Advantages • More discerning testing can create more work doing needed
maintenance/repairs
• Time needed for training and learning new technology benefits
elevator workers and our industry
• Finally, as allowed, this is optional (alternative) so it’s phasing
in by choice and readiness. Full load testing continues for
acceptance. Consider this fact…
 The ELVI 2 System:
An alternative for CAT5 Testing
Training on using technology is VERY important.
 ELVI 2 Process

Review set-up – and process requirements

 Beginning Notes to ELVI 2 Testing
• Know that all Category 5 Testing • Full Details of ELVI 2 Testing
requirements still apply. instructions are included in the
• Electronic testing with this system Henning Sensor Suite Manual
does NOT replace other existing • Starting at Page 129…
requirements of CAT 5 Testing --
PULL Through Testing done first!
Critical.
• Including physical inspections of
Safeties, rail fixings, etc. still to be
done, as well as Governor Pull-
Through, observing 90-second • Link:
return of Buffer, etc. http://www.henning-gmbh.de/PublishedFiles/BA_HSS_ELVI_EN.pdf
 Outline Key Parts ELVI 2 Testing
• Henning Sensor Suite downloaded (Link • Importance and value of weighing Car
Below) and CWT – known masses and load
balancing
• Project Set up on UCD
• Other installation benefits –
rope/suspension means equalization
• Testing Process – steps to follow and
watch
• Be aware of overhead
• Train staff using/setting Sensors space
• Weight accuracy, full discussion*
• Link:
http://www.henning-gmbh.de/PublishedFiles/BA_HSS_ELVI_EN.pdf
 Things to know:
• Actual test results will open up new
• FULL Charge of all Components, esp. 1st information – better and safer
time, factory quick charge show full measurements
charge icon but not effective unless
charged until Red LED light goes off --
~14 hours.
• Stiff crossheads, measuring peaks for
• This is technical and detailed equipment micro short times – lesson learned,
and process; allow time and experience equipment adjusted to handle this
to learn; get training AND practice. situation… system has evolved and
improved over the past 7 years.

• .
 Documentation Reports:
• Load Balance Report
• Setting up a project

• Continuous Measurement analysis

• Weights of installed Elevator • Final ELVI 2 Test Results

Equipment

• Equalization Report • .
Illustration 1: Synchronisation

Please do not turn off the equipment until the tests are
fully completed and the UCD displays the home
screen. Otherwise, all measurements will be
irretrievably lost.
Depending on whether the installation features a 1:1 or a multiple suspension, the
rope load sensors and the evaluation unit MSM12 have to be attached at different
points.

Illustration 1: Positioning of MSM12 and Sensors for 1:1 Suspension

For 1:1 suspensions, the sensors and MSM12 can be mounted directly above the car
(usually they are already there from the cabin weight determination).

Illustration 2: Positioning of MSM12 and Sensors for multiple Suspension

For multiple suspensions, the sensors and MSM12 must be mounted near the fixing
point of the ropes on the cabin side.

For multiple suspensions, please make sure that the

sensors are positioned in such a way on the ropes
above the diverter pulleys, that they are not damaged
while performing the tests. The same applies to any
subsequent procedures.
Illustration 1: Final Synchronization Dialog
At this point, the microcontrollers of the UCD, the PS2 and the MSM12 are again
synchronized.
 Electronic Testing Report
Category 5 test Summary/Report
Elevator technicians can become certified users of the ELVI 2 system
 The ELVI 2 System: an
alternative for CAT5 Testing
Viewing and understanding results and Reports from this system
REPORT: COVER PAGE

• Installation name/location
• Jurisdiction # (serial no.)
• Rated Speed/Load
BASIC & VITAL STATISTICS…
• Date of Test–auto captured

• Company Performing Test • Suspension and type

• Logo insertion • Diameter and type
• Special notes or comment • Weight of Car and CWT*
• Software version • Balance percentage*
• Responsible person conducting • Safeties (Type)
testing (now with Training Cert. • Emergency Brake (Type)
#)
• Compensation and weights,
• Witness(es), if any required
if applicable
• Detail of measurement and
evaluation components,
SN’s, Firmware version,
calibration status
REPORT INFORMATION:

1. Note date and time stamp for each

test – system captured and
generated
2. Passed or Failed result of each test
designated twice
3. Results shown with data and
graphically
4. Passed results measured to long-
established Code requirements
5. Will look more at detail of data and
graph scales
MORE REPORT INFORMATION:

1. Final reports saved and shown to

safety officials and building owners
may typically show only results that
“Passed”
2. Failed results normally not included,
showing here examples.
3. Individual tests are repeated; after
adjustments, maintenance/repair. A
second (supplement) report is added to
project file, in this event.
4. In general, (and according to the
A17/B44 Code), brake, safety and
buffer stops are tested (based on Full
Load) must be within certain limits in
deceleration.

* Note that earth gravity is

1 g = 9.81 m/s2
 + MORE REPORT INFORMATION:

1. Looking at scales (axes) on graphics/charts;

This is an
what each axis is showing as standard.
immediate,
2. Final report is a pdf document that is
added and
generated from software (Henning Sensor
important result
Suite, aka HSS). Data collected and stored in
of testing, not
.cpf files. Able to Import and Export.
just information
Portability for maintaining data.
like all the other
3. Results/data viewable within HSS before
items at this
testing is finalized and pdf report produced.
page.
Report stays with the elevator (with each one
as a Project). Data files .cpf can be shared
and also passed along for further review.
Value is the force needed to be applied by the
brake to hold the empty car static (in place).

Value is the force needed to be applied by the

brake to maintain the car loaded with rated load
static (in place).
Minimum braking force measured by ELVI-
system.

Average deceleration that occurred during

braking. Measured during test car traveling in
the up direction (empty car.

Average deceleration, this car would have, if

braking during a down travel with 125% rated
load. The “meas. Dynamic brake force” above
decelerating the car.

The braking distance from rated speed to zero

with the overloaded car, if the “established.
deceleration” were applied to this car.
Static Traction
a) The car should hold in tested
location with 0% of the rated load.

b) The car should hold in tested

location with 125% of the rated load.

c) It should not be possible to lift the

empty car, if counterweight rested
on the buffers and the motor turns
in the up direction.
Dynamic Traction
a) Traction measured at emergency
Stop (on safeties) with empty car
at rated speed.

b) Traction measured is established for

emergency stop with 125% of rated
load at the speed.

Measured traction defined as the ratio

of two masses (counterweight/car),
greater mass in the numerator
of the ratio. Result is measured ratio
of the masses, that the system can
Drive.

Maximum load capacity calculated

from the nominal load, the car
weight, the counterweight and the
above measured traction. This is
maximum load that may be in the
car without it slipping, or the motor
losing its ability to drive.
Average amount of force exerted by the counterweight during the
safeties test, additionally supporting the safeties by decelerating the car.

Average safety braking force is the arithmetic average of the force,

applied throughout braking until the car finally came to a full stop.

Maximum braking force that occurred during braking.

Value is the average deceleration that occurred during braking,

empty car measurement.

The deceleration a fully loaded car with intact ropes (counterweight

contributing effect) would experience when stopped on the safeties.
Along with deceleration, the calculated sliding distance is given.

The deceleration a fully loaded car without suspension/ropes

(counterweight not a factor) would experience if stopping on the
safeties. If value is negative, the safeties would not be able to stop
the car, which would accelerate further (with calculated delay). If a
negative value is reported, the safeties either have not deployed its
full potential (because car speed was too slow or safety engagement
too light) or the safeties are not sufficient for the installation.

Measuring additional acceleration in the horizontal (or Y axis) direction,

ELVI system measure angle the car shifted during the safeties test relative
to its initial position. Value given in vertical deflection per horizontal
distance unit. If project data includes the shaft gauge on-the gauge (?
DBG?, the absolute vertical deflection is also shown.
 purple = vertical acceleration
pink = speed

Scale shows
accelerations in [g]

(as an extra feature,

values are also
speed in [m/s])

car stands still Accelerating Travelling at constant car stands still

upwards speed

Decelerating
(by machine brake)
 purple = vertical acceleration
pink = speed

Scale shows
accelerations in [g]

(as a hidden feature,

values are also
speed in [m/s])

Accelerating Decelerating
Travelling with constant
upwards (by ebrake)car stands
speed
car stands still still
car stands still, blocked by safeties car stands still, blocked by safeties

car stands still, blocked by safeties,

machine is turning and ropes
are slipping

black curve/right axis = total

load/force in ropes above the car
 purple = vertical acceleration (left axis)
pink = speed (also left axis)
black curve = total load/force in
ropes above the car (right axis)

Scale shows
accelerations in [g]

(as a hidden feature,

values are also
speed in [m/s])
car stands still Accelerating
Travelling car stands still
downwards (vibrating from
at
constant the impact)
speed

Deceleration
(by safeties)
 purple = vertical acceleration
pink = speed

Scale shows
accelerations in [g]

(as a hidden feature,

values are also
speed in [m/s]) car
stands Accelerating Travelling with
still downwards constant speed car stands still
Right axis is showing
Measured weight of
Car taken at set up

Decelerating
(by buffer)
Close to passing, but failed brake test. Some adjustment to machine brake needed (adjust/tighten?)
Failed emergency brake test...if rope brake, repair may involve changing brake pads.
Safeties, stopping far too harshly, need to be adjusted to provide a lower decel rate
Failed Safeties test, need to be adjusted to provide a higher decel rate
Passed Safeties test, with respect to decel rate. However platform is out of level after the stop by safeties => failed
 Henning | How It Works

https://www.youtube.com/watch?v=f8NPolyIy8w&list=PLb-W-vD7f18cLkj2eROF6MvXituH347qE
Questions
&
Thank you!