Your 1st Choice in Lifts POWER UNIT INSTALLATION MANUAL

POWER UNIT
INSTALLATION INSTRUCTIONS MAINTENANCE INSTRUCTIONS TROUBLESHOOTING

Your 1st Choice in Lifts POWER UNIT INSTALLATION MANUAL

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CONTENTS

1. GENERAL INFORMATION
1.1 1.2 2.1 2.2 3.1 3.2 3.3 3.4 4.1 4.2 4.3 4.4 RANGE OF APPLICATIONS INFORMATION PERTAINING TO THE PRODUCT KLT POWER UNIT KLH POWER UNIT STORAGE TRANSPORTATION / INSTALLATION FIRST-TIME OPERATION INSTALLATION TOOLS VALVE BLOCK WIRING CONNECTIONS MOTOR WIRING CONNECTIONS THERMISTOR INSTALLATION AND WIRING CONNECTIONS OIL TANK HEATER INSTALLATION AND WIRING CONNECTIONS 2 2 3 4 5 5 5 6 7 8 10 11 11 12 13 14 14 16 16 19 21 23 25 26 27 28 29 32 33 36 38 41 42 43 43 44

2. DESCRIPTION OF POWER UNIT

3. INSTRUCTIONS FOR STORAGE & INSTALLATION OF THE POWER UNIT

4. INSTALLATION CONNECTION OF PARTS

4.4.1 KLEEMANN OIL TANK HEATER 4.4.2 BLAIN (PE ) OIL TANK HEATER 4.5 4.6 HAND PUMP INSTALLATION PRESSURE SWITCH INSTALLATION

4.6.1 MECHANICAL PRESSURE SWITCH (SUCO) INSTALLATION 4.6.2 MECHANICAL PRESSURE SWITCH ADJUSTMENT 4.6.3 UDS 7 ELECTRONIC PRESSURE SWITCH INSTALLATION AND ADJUSTMENT 4.6.4 SPB ELECTRONIC PRESSURE SWITCH INSTALLATION AND ADJUSTMENT 4.6.5 PN 7002 ELECTRONIC PRESSURE SWITCH INSTALLATION AND ADJUSTMENT

5.

EV100 VALVE BLOCK

5.1. GENERAL INFORMATION 5.2 5.3 5.4 5.5 5.6 EV100 VALVE ADJUSTMENT ASCENT ADJUSTMENT DESCRIPTION DESCENT ADJUSTMENT DESCRIPTION EV 100 VALVE ADJUSTMENT INSTRUCTIONS ADJUSTMENT PROCEDURE (IN DETAIL) GENERAL PROBLEMS WITH THE POWER UNIT VALVE BLOCK PROBLEMS AND TROUBLESHOOTING CHANGING THE VALVE BLOCK CHANGING THE MOTOR PUMP LIST OF SPARE PARTS INSTALLATION PROBLEMS CHECKS (OIL COOLER) MAINTENANCE RUBBER HOSE INSTALLATION

6.

TROUBLESHOOTING PROBLEMS
6.1 6.2

7.

MAINTENANCE INSTRUCTIONS AND POWER UNIT REPAIR

7.1 7.2

8. 9.

EV100 VALVE PARTS LISTING SPARE PARTS

8.1 9.1 9.2 9.3

OIL COOLER INSTALLATION

10.

RUBBER HOSE
10.1

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1.
1.1

GENERAL INFORMATION
RANGE OF APPLICATIONS

Use of a hydraulic set is recommended for installations, which come under directive EN 81-2, within the desired load range. 1.2 INFORMATION PERTAINING TO THE PRODUCT 1.2.1 PURPOSE OF THIS DOCUMENTATION This documentation composes a part of the documentation for complete lift systems and is intended for the use of the installation technician and the maintenance technician. For lifts that differ from the basic version, special regulations will apply. If these are not available, they must be requested from the manufacturer. 1.2.2 MANUFACTURER The manufacturer is: Headquarters : Address : 1.2.3 SYMBOLS DANGER : this symbol draws attention to the high risk of injury to the person. The instructions accompanied by this symbol must always be followed. KLEEMANN HELLAS Kilkis Industrial Zone PO Box 25, 61 100 Kilkis, GREECE

WARNING : this symbol draws attention to information which, if it is not heeded, can lead to injury of the person or to extensive material damage and problems. ATTENTION : this symbol draws attention to important instructions for use. instructions accompanied by this symbol may lead to problems or material damage. Important note. 1.2.4 QUALITY GUARANTEE The quality guarantee system ensures a high degree of quality in complete lift systems produced by KLEEMANN. Quality guarantee is in accordance with ISO 9001 and includes in detail all the systematic activities necessary to keep the particular product in accordance with the safety demands. The necessary documentation from the manufacturer of the lift parts giving safety instructions, instructions for use and maintenance instructions are included in the owners manual, which is provided with every complete KLEEMANN lift and must always be available to the installation technician and to the maintenance technician, and the same applies to the present document. 1.2.5 COPYRIGHT TERMS The reproduction of part or the entire present document without the written permission of the publisher is not permitted. Failure to follow the

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2.

DESCRIPTION OF THE POWER UNIT

Power units manufactured by KLEEMANN are divided into two categories: (a) the KLT power unit, and (b) the KLH power unit. These two types of power unit differ in the manner in which the valve block is fitted onto the metal frame. In the KLT unit, the valve block is fitted onto the metal silencer pipe, in other words it does not come into contact with the container cover. In the KLH power unit, the valve block is fitted directly onto the container cover and a plastic pipe is located between the block and the silencer.

2.1

KLT POWER UNIT

The KLT power unit consists of the parts shown in diagram 2.1 and is as follows:
1. 2. 3. 4. 5. 6.
5 6 11 12

1 2 3 4

7 8 9 10

VALVE BLOCK BALL-VALVE TANK PLUG OIL INDICATOR SUSPENSION RING ANTI-VIBRATION MOTOR SUPPORT MOTOR HAND PUMP SILENCER RUBBER HOSE RETURN PIPE

7. 8. 9.

10. PUMP 11. METAL OIL TANK 12. ANTI-VIBRATION TANK BASE 13. VALVE BLOCK SOLENOIDS
13 14 15 16 17 18

14. PRESSURE GAUGE 15. POWER SUPPLY CLAMP 16. VALVE BLOCK WIRING CLAMP 17. HANDLE 18. TANK DRAINAGE NOZZLE

DIAGRAM 2.1

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2.2

KLH POWER UNIT

The KLH power unit consists of the parts shown in diagram 2.2 and is as follows:
1 2 3 4 5 6 7 8 9 10 11 12 13

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

VALVE BLOCK BALL VALVE TANK PLUG OIL INDICATOR SUSPENSION RING ANTI-VIBRATION MOTOR SUPPORT MOTOR HAND PUMP RUBBER HOSE SUPPLY PIPE RUBBER HOSE RETURN PIPE SILENCER PUMP METAL OIL TANK ANTI-VIBRATION TANK BASE VALVE BLOCK SOLENOIDS PRESSURE GAUGE POWER SUPPLY CLAMP AND VALVE BLOCK WIRING CLAMP HANDLE TANK DRAINAGE NOZZLE

14 15 16 17 18

11. 12. 13. 14. 15. 16. 17. 18.

DIAGRAM 2.2

Note : In following chapters, for reasons of brevity, there follow the instructions for the KLT power unit as installation of both containers is similar.

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3.

POWER UNIT STORAGE AND INSTALLATION INSTRUCTIONS

3.1 STORAGE

When the power unit is out of service, it must be stored in a place which is not open to the elements or be exposed to dust, soil etc. The protective cover (diagram 3.1) in which the power unit is delivered must not be removed. It must only be removed once the power unit has been positioned in the engine room. DIAGRAM 3.1 3.2 TRANSPORTATION - INSTALLATION

The power unit must be installed on a horizontal surface. It must be moved using straps attached to the rings on the two opposing corners (diagram 3.2). The position where the unit is positioned must be flat and able to withstand the weight of the unit. An horizontal position for the power unit can be achieved by adjusting the anti-vibration feet of the tank. 3.3 FIRST-TIME OPERATION 3.2 DIAGRAM 3.2

Before the motor is put into operation, the power units tank must be filled with oil.

We remove the cap by turning the screws attaching it to the tank (diagram 3.3). We fill the tank with as many litres of oil as specified by the lift study.

The uppermost level of the oil must not be within 10cm of the top lip of the tank (diagram 3.4). After the piston has been filled with oil (initial operation), it is possible that the tank will need filling with more oil. In this case, when the piston is retracted, the oil level in the tank must be at least 10cm below the lip of the tank.

max = 10 cm

DIAGRAM 3.3

DIAGRAM 3.4

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Check the oil level in one more way. With the piston completed extended (with the lift at its highest stop) the level of the oil must completely cover the motor by at least 10cm (diagram 3.6). If this is not achieved, the tank must be replenished with oil in order to protect the motor (as the latter must always operate within the oil). The power units electronic connections for its first-time start-up are described in detail in the installation manual for the KLEEMANN panel. DIAGRAM 3.5

min=10 cm

DIAGRAM 3.6
TANK DRAINAGE NOZZLE

3.4 hose:

INSTALLATION TOOLS

The following tools are essential for the installation of the container and its connection to the piston via the rubber Wrench x 2 Spanner No17, 19, 10 2.5mm and 5mm screwdrivers Pliers

The following tools are essential for the connection of the valve block wiring:

The following sizes of Allen key, which are provided with the block, are required for the adjustment of the block, according to its size: Allen keys: 3mm, 4mm, 5mm, 6mm, 8mm

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4.

INSTALLATION CONNECTION OF PARTS

4.1 VALVE BLOCK WIRING CONNECTIONS

The valve block wiring connections are made at the factory. Reference is made to them here for information purposes: The brown wire from solenoid B is connected to contact B and the brown wire from solenoid C is connected to contact C. The (blue) neutral wire from solenoids B and C is connected to contact O, which is located between contacts B and C. The brown wire from solenoid A is connected to contact A. The (blue) neutral wire from solenoid A is connected to contact O, which is located between contacts A and D. It is noted that release solenoid D may contain 3 or 4 wires. When it has 4 wires, these are in the following colours: brown (or grey), blue, black and white. The brown (or grey) wire from solenoid D is connected to contact + on the clamp. The blue wire from solenoid D is connected to contact - on the clamp. The black wire from solenoid D is connected to contact D on the clamp. The white wire from solenoid D is connected to contact , which is located between contacts A and D. The connections described above can be seen in diagram 4.1.

DIAGRAM 4.1 When the release solenoid has 3 wires, these are in the following colours: brown (or more rarely, grey), black and white.
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The brown (or grey) wire from solenoid D is connected to contact + on the clamp. The blue wire from solenoid D is connected to contact - on the clamp. Next, contact - on the clamp is bridged to contact O, which is located between contacts A and D. The black wire from solenoid D is connected to contact D on the clamp.
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Your 1st Choice in Lifts POWER UNIT INSTALLATION MANUAL The connections described above can be seen in diagram 4.2.

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DIAGRAM 4.2

4.2.

MOTOR WIRING CONNECTIONS

The power unit motor has six wires, each having a different symbol (W1,W2,V1,V2,U1 and U2). These are connected to the clamp in diagram 4.3 in a different manner according to the type of coupling in motors up to 9.5 KW the connection of the motor is made using a delta coupling ().
U1 V1 V2 W1 W2 U2

In motors of 11 KW and higher the connection is made using a star- delta coupling (Y/). (When the control panel uses a soft starter, the motor wiring connection is made using a delta coupling (), irrespective of its power).

DIAGRAM 4.3

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Diagram 4.4 shows the clamp and the exact position of each wire according to the type of coupling.
-

/
U1
U1 W2

W2

U1
U1 W2

W2

V1
V1 U2

U2

V1
V1 U2

U2

W1
W1 V2

V2

W1
W1 V2

V2

DIAGRAM 4.4

The power units electrical connections to the electrical panel are described in detail in the KLEEMANN panel installation manual. The next diagram (4.5) shows the connection of the clamp, to which the motor wiring is connected to the electrical panel.

U1
U1 W2

W2

W1 V1 U1 L3 L2 L1
W1
W1 V2

V1
V1 U2

U2

DELTA COUPLING

V2

CONTROLLER

EARTH TO THE POWER UNIT

' L' N L

N
CONNECTION FOR 1-PHASE MOTOR

CONTROLLER

EARTH TO THE POWER UNIT

V2 U2 W2 W1 V1 U1 L3 L2 L1 L3 L2 L1

U1
U1 W2

W2

STAR-DELTA COUPLING

V1
V1 U2

U2

W1
W1 V2

V2

CONTROLLER

EARTH TO THE POWER UNIT

DIAGRAM 4.5
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Your 1st Choice in Lifts POWER UNIT INSTALLATION MANUAL 4.3 THERMISTOR INSTALLATION AND WIRING CONNECTIONS

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The power unit includes two safety devices, which do not permit the unit to operate at a temperature above a specific level: (1) the oil thermistor, and (2) the motor thermistor.

The oil thermistor is suspended in the oil from the valve block connections box and does not permit The motor thermistor is incorporated into the motor and does not permit operation of the motor at a

operation of the motor at a temperature in excess of 70C.

temperature in excess of 1000C. The oil thermistor (diagram 4.6) has two ends which are connected in a specific manner with the remaining parts of the power units electrical circuit. The other end must be immersed in the oil in the power units tank.

DIAGRAM 4.6 The one free end of the oil thermistor and the one free end of the motor thermistor are connected in position on the basic clamp on which there is no symbol (diagram 4.7). The other ends of the thermistors are connected to two clamps, which are left free inside the electrical box. The wires are led from the free clamps to the electrical panel. In this way, both thermistors are connected in series.

DIAGRAM 4.7

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Your 1st Choice in Lifts POWER UNIT INSTALLATION MANUAL 4.4 OIL TANK HEATER INSTALLATION AND WIRING CONNECTIONS

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Installation of the oil tank heater is to ensure the maintenance of the temperature of the oil at a specific level, with the purpose of attaining proper operation of the lift, and is necessary in cases where the ambient temperature is low. There are two types of oil tank heater: (a) the KLEEMANN oil tank heater (type KLT) and (b) the BLAIN oil tank heater (type TH). 4.4.1 KLEEMANN OIL TANK HEATER The installation and wiring connection procedure for the KLT tank heater includes the following steps: The tank heater junction box is positioned next to the motor wiring junction box, on the power units tank cover. The tank heater wiring (1) and the thermostat temperature sensor are fitted (diagram 4.10), once the plastic cap covering opening 22 has been removed.

DIAGRAM 4.8 The temperature sensor of the thermostat (2) is passed from the thermostat box and put into the tank and is attached to the rubber hose return pipe, making sure that it does not come into contact with other parts of the power unit (diagram 4.9). Next, the oil heater element is placed inside the tank on the side of the pump (diagram 4.9), while its wiring is connected via a clamp to the panel and the thermostat. It is to be noted that the element contains two magnets, which make it easy to attach to the tank walls. DIAGRAM 4.9

(1) (2)

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The thermostat has four contacts with the symbols 1,2,C and ground. Using a three-contact clamp connections are made as in following diagram 4.10, which follows. Finally we adjust the thermostat to 150 C - 170 C.

2 4

2 1 C

DIAGRAM 4.10

4.4.2 BLAIN TANK HEATER (TYPE ) General The Blain TH tank heater (diagram 4.11) was designed to maintain approximately 500 litres of oil at a temperature between +20C and 25C (when the location of the power unit is at a normal temperature). Manufacture Due to the large surface area of the tank walls, allowing heat exchange, the temperature of the surface of the heater remains below 50C and in this way Diagram 4.11

oxidization or premature degradation of the oil is avoided. The incorporated thermostat activates the heating element at an oil temperature of approximately 20C and deactivates it when the oil temperature exceeds 25C. Installation The TH heater is accompanied by a 2.5-metre wire, of which 1.2 meters are covered by a flexible protective tube. The wire, which is not covered with the flexible tube, must not be immersed in the oil. The heater is installed at the bottom of the tank (as hot oil rises while cooler oil remains at the bottom of the tank) using two magnets on the lower part of the heater (diagram 4.12). The magnets also retain any pieces of metal found in the oil, thus prevent to a certain extent any wear to the pump. Finally, during installation of the heater the entry point of the wires must face upwards.

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Diagram 4.12 4.5 INSTALLATION OF THE HAND PUMP

The hand pump is used for manual raising of the lift and is employed to return the lift to normal operation in the event of the safety catch being activated. It is obligatory, according to directive EN 81-2, that the hand pump be present ( 12.9.2). The installation procedure includes the following steps:

The lift is lowered to its first stop. The ball valve is closed and pressure reduced to zero using manual descent. The power supply is turned off. The screw is removed from the hole through which oil passes from the hand pump to the main valve (1). For a " valve a No 3 Allen key is used and for a 1 1/2" valve a No 4 Allen key (diagram 4.13). Because this screw has glue on its screw thread it may be necessary to tap it lightly with a hammer in a vertical direction (with the Allen key in position in the screw head) before unscrewing it. DIAGRAM 4.13 The rubber ring (2) is placed in the cap hole (to seal the hole). Should there be no hole in the container, one is opened with 16 diameter in the appropriate position. Care must be taken when opening the hole that no chips from the drilling fall into the container.

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The O-ring is placed on the appropriate position on the hand pump as shown in diagram 4.13. The hand pump is positioned on the valve using M8 Allen screws and care is taken to ensure that the pipe does not touch the body of the container or the pump, to avoid noise and other unwanted results. The screwing of the hand pump onto the valve must be performed correctly in order to avoid damaging the valve screw thread. With the ball valve closed, the special pressure screw is adjusted so that by operating the hand pump (lifting and pushing down its lever) the pressure gauge indicates a pressure equal to the maximum hand pump pressure which is indicated on the label on the container and which is 2.3 times greater than Pmax. At the same time, while operating the hand pump) it must be ensured that the air release screw has been turned half a turn to achieve complete bleeding of any air from the hand pump. It is then closed again.

Finally the ball valve is opened and the power supply is turned back on. 4.6 PRESSURE SWITCH INSTALLATION

Installation of the pressure switches on the valve block differs according to the type of pressure switch. To be more precise, pressure switches are divided into two groups, mechanical and electronic. 4.6.1 MECHANICAL PRESSURE SWITCH (SUCO) INSTALLATION ON VALVE V 100 The power supply is turned off. The ball valve is closed and the KS is unscrewed until the pressure gauge indicates zero (the KS is

located on the valve cap right next to adjustments 7 and 9). At the end of the procedure, the KS must be screwed equally tightly. The pressure switch is positioned at the point where there is a plug with the indication Z1 with a No 6 Allen key slot. On an EV100 3/4 valve block this slot is located on the rear side of the block, while on an EV100 1 1/2 and 2 one slot is to be found on the rear side of the block and one slot is located between Z1 and the ball valve. ) For one pressure switch (high pressure)
DESCENT VALVE CAP

Once Teflon has been applied, it is screwed using a No 28 spanner to the 1 (diagram 4.14 and 4.15). ) For two pressure switches

In the case of an EV100 block a T-junction joint with female ends, one union and two nipels
are used. The two nipels are screwed to the two size of the union. Next, this assembly is screwed to the Tjunction joint using a 19 spanner (diagram 4.14). Finally the two pressure switches are screwed to the Tjunction joint and the nipels to the Z1.

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Two pressure switches

DIAGRAM 4.14

One pressure switch DIAGRAM 4.15

With an EV100 1 1/2 block, once Teflon has been

applied to the pressure switches, the high pressure switch is screwed to the Z1 and the lower pressure switch to the other point (diagram 4.15). Note : Pressure switches have a six-digit number on their sides. When the last three digits are 103 it is a high pressure switch while when the last three digits are 803 it is a low pressure switch. The pressure switch electrical connections to the electrical panel are described in the KLEEMANN panel installation manual. Low pressure switch: CLAMP SERIES CLAMP SERIES F Over load pressure switch:

2 4

DIAGRAM 4.16

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Pressure switches are pre-adjusted at the factory but they must be checked and exact adjustment made at the installation site. Over load switch The power supply is turned off. The ball valve is closed. The hand pump is operated until the pressure gauge indicates the desired pressure, which must be 10% (at least 75kg) above the max which is indicated on the label affixed it the container cover (max + 10%max) (max is the oil pressure when the lift is loaded with its total payload and is stationary). On their rear side of the pressure switches have four contacts with the indications 1, 2, 4 and ground, as well as a screw (diagram 4.16). In order to adjust the over load switch, the probes of the multimeter are applied to contacts 1 and 2. With the multimeter set to m, the indicator screen shows 0. Next, the screw located on the rear part of the pressure switch is turned until the multimeter displays a value. Then the screw is unscrewed slowly until the multimeter indicates 0 again. Low pressure switch The power supply is turned off. The ball valve is closed. The hand pump is operated until the pressure gauge shows the desired pressure (8 bar). On their rear side pressure switches have four contacts with the indications 1, 2, 4 and ground, as well as a screw. In order to adjust the high pressure switch, the probes of the multimeter are applied to contacts 1 and 4. With the multimeter set to m, the indicator screen shows a value if it does not show a value, the screw is unscrewed until a value is displayed). Next, the screw is screwed until the multimeter displays 0. 4.6.3 UDS 7 ELECTRONIC PRESSURE SWITCH INSTALLATION AND ADJUSTMENT The UDS 7 electronic pressure switch is positioned directly on the valve block using a G1/4 screw thread and provides one output signal. The UDS-7D provides two output signals, in other words it can operate either as a full load switch or as a overload switch, or both at the same time. The UDS can not be used as a low pressure switch. The pressure switch adjustment menu is activated using the mode button (M). The adjustments which can be performed on the pressure switch are displayed in its screen and can be altered using the (=up) button and the (=down) button. Once the operating parameter which is to be adjusted appear in the screen, button M is pressed to allow the desired operating parameter value to be altered, using the (=up)

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button and the (=down) button. If a value is set and button is not then pressed, the changes are not stored. It is possible to lock the settings, so that they cannot be altered by accident. Locking the settings is achieved by keeping both the (=up) button and the (=down) button pressed at the same time at least five seconds The lock on the settings can be deactivated in the same way. When the settings are locked, the adjustment values of the pressure switch can be displayed but no change in the values is possible (if attempts are made to change a value the indication LOH is displayed on the screen). Adjustment of an electronic pressure switch as a over load switch (adjustment of activation and deactivation pressure) : When the pressure switch is in normal operation and is displaying the operating pressure, press button M. By pressing buttons and the indication on1 is displayed on the screen. Press button M. The high pressure activation value is thus displayed on the screen and this can be adjusted using the (=up) button and the (=down) button. Once the desired activation pressure has been set, press button M again. By pressing the (=up) button and the (=down) button the OF1 indication is displayed on the screen. Press M. The pressure deactivation value is thus displayed on the screen and this can be adjusted using the (=up) button and the (=down) button. Once the desired deactivation pressure has been set, press button M again. Adjustment of the electronic pressure switch for full load : When the pressure switch is in normal operation and is displaying the operating pressure, press button M. By pressing buttons and the indication on2 is displayed on the screen. Press button M. The pressure activation value for the second pressure is thus displayed on the screen and this can be adjusted using the (=up) button and the (=down) button. Once the desired activation pressure has been set, press button M again. By pressing the (=up) button and the (=down) button the OF2 indication is displayed on the screen. Press M. The pressure deactivation (return) value is thus displayed on the screen and this can be adjusted using the (=up) button and the (=down) button. Once the desired deactivation pressure has been set, press button M again.

For further details, see adjustment and installation instructions in the pressure switch packaging. The pressure switch electrical connections follow the table below and diagram 4.17. The pressure switch has four terminals. The first terminal is the pressure switchs operating power supply, the second and third terminals are the two switching output while the fourth terminal is the common line.
Socket 12x1, 4 Terminals Terminal 1 Terminal 2 Terminal 3 Terminal 4 UDS 7 with one output signal +Ub (1232 V/DC) 0V SP1 (0,5 A max.) UDS 7D with two output signals +Ub (1232 V/DC) SP2 (0,5 A max.) 0V SP1 (0,5 A max.)

TABLE 4.1

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DIAGRAM 4.17 In table 4.2 all the electronic pressure switch indications are described Indication ACt S1* Value 0400 Description Displays the true measured value Displays the units of pressure measurement nbar = mbar PSH = psi x 10 hPo = hPa bar = bar PSI = psi Measurement unit activation indication on = measurement unit display activated (every 30 seconds) oFF = without measurement unit display uln = window technology Std = standard calculation Switch activation point for SP1 Switch deactivation point for SP1 Activation delay for SP1 in sec 0,09,9 Deactivation delay for SP1 in sec

Und SP 1 * on 1 OF 1 dS 1 * dr 1 lu 1 0xxx 0...xxx

HFS = on in normal operation LFS = off in normal operation Further indications for models with two output signals uln = window technology SP 2 * Std = standard calculation on 2 OF 2 dS 2 * dr 2 lu 2 nH * CLr * 0xxx 0...xxx 0,09,9 0,09,9 ... 0...xxx ... Switch activation point for SP2 Switch deactivation point for SP2 Activation delay for SP2 in sec Deactivation delay for SP2 in sec HFS = on in normal operation LFS = off in normal operation Display of maximum value Max (xxxx : = max.125% f.s.) Clearing of the maximum value stored in the memory = the value will not be cleared YES = the value will be cleared Fault diagnosis messages : OH = no fault nAH = setting out of range (positive range) nln = setting out of range (negative range) Sen = sensor error Dat = (rom) data error Pr6 = program error CAL = calibration error TABLE 4.2
Note: Settings accompanied by an asterisk (*) are not necessary for basic adjustment of the pressure switch.

Err

...

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4.6.4 INSTALLATION AND ADJUSTMENT OF THE SPB ELECTRONIC PRESSURE SWITCH

The SPB electronic pressure switch is positioned directly onto the block and has two output signals. It can, therefore, operate with two of the three functions (high pressure, low pressure, or overload). On the front of the pressure switch there are two digital displays. The first display (display A, diagram 4.18) shows the activated relays, while the second display (display B, diagram 4.18) shows the various adjustment parameters of the pressure switch. Slightly below the two displays there are two keys: key P: this key allows access to various menus in order that the desired parameters can be chosen and keyed in. After the parameters have been entered, key P is pressed again in order to save the data in the memory (so that they are not lost in case of a power failure) key /S: using this key, the value of the programmed parameter can be increased. There are two methods of operation: a step increase of 0.1 or if the key is held pressed down, a step increase of 2. The power supply terminals are located on the left-hand side of the pressure switch (terminals 5 and 6, diagram 4.18), while the output signal terminals are located on the right-hand side of the pressure switch (terminals 1 to 4, diagram 4.18) In order to adjust the electronic pressure switch, the following steps must be taken: In its initial state the pressure switch shows the display 0.0. Hold key P pressed down for 3 seconds in order to initiate the adjustment-programming procedure. Press key P repeatedly until the indication taR appears. Press keyP once more to display the indication no. Press key /S to bring up the indication YES. Press key P to store the setting. Press key P again until the indication r1H appears. Press key P once again to bring the pressure value up in the display. Using key /S adjust the value of the first activation pressure. Press key P to store the value in the memory. Press key P again until the indication r2H appears. Press key P again to bring up the pressure value. Using key /S adjust the value of the second activation pressure. Press key P to store the value in the memory. DIAGRAM 4.18

CONNECTIONS TO KLEEMANN CONTROLLER Connect 0V clamp 6 and +24V to clamp 5. Bridge clamp 6 to clamp 3 and connect to clamp 4 the signal of the overweight SU/SUI. For the full load signal you have to connect an additional bridge between clamp 3 and 2, and connect the full load signal FL/NS to clamp 1.

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24...48 Vdc 5 6 RL2 4 3

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0 Vdc

overpressure SU/SUI

RL1 2 1 MICELECT SPB

Full load
FL/NS

Pressure diagram
Kg per 1 BAR 28,27 60 5,31 7,96 10,61 13,26 28,27 21,22 26,53 34,49 42,45 55,71 38,48 70 3,90 5,85 7,80 9,75 11,69 15,59 19,49 25,34 31,19 40,93 50,26 80 2,98 4,48 5,97 7,46 8,95 11,94 14,92 19,40 23,88 31,34 63,61 90 2,36 3,54 4,72 5,90 7,07 9,43 11,79 15,33 18,86 24,76 78,54 100 1,91 2,86 3,82 4,77 5,73 7,64 9,55 12,41 15,28 20,05 95,03 110 1,58 2,37 3,16 3,95 4,74 6,31 7,89 10,26 12,63 16,57 113,09 120 1,33 1,99 2,65 3,32 3,98 5,31 6,63 8,62 10,61 19,93 132,73 130 1,13 1,70 2,26 2,83 3,39 4,52 5,65 7,35 9,04 11,87 176,71 150 0,85 1,27 1,70 2,12 2,55 3,40 4,24 5,52 6,79 8,91 201,06 160 0,75 1,12 1,49 1,87 2,24 2,98 3,73 4,85 5,97 7,83

RAM diameter
persons 2 3 4 5 6 8 10 13 16 21 kg 150 225 300 375 450 600 750 975 1200 1575

Error codes ER1no saved data ER2high pressure ER3low voltage

troubleshooting Repeat the adjustment Pressure is over 99,9 bar Check voltage

For further details, see adjustment and installation instructions in the pressure switch packaging.

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INSTALLATION AND ADJUSTMENT OF THE PN 7002 ELECTRONIC PRESSURE SWITCH

INSTALLATION Before mounting and removing the sensor, make sure that no pressure is applied to the system. Mount the pressure sensor on a G process connection. ELECTRICAL CONNECTION The unit must be connected by a suitably qualified electrician. The national and international regulations for the installation of electrical equipment must be observed. Voltage supply to EN50178, SELV, PELV. The device shall be supplied from an isolating source and protected by an overcurrent device such that the limited voltage circuit requirements in accordance with UL 508 are met. Disconnect power before connecting the unit as follows:

PROGRAMMING Select the display unit (Uni) before setting values for the parameters SPx and rPx. This avoids rounding errors generated internally during the conversion of the units and enables exact setting of the values. Setting at the factory: bAr. If no button is pressed for 15 s during the setting procedure, the unit returns to the Run mode with unchanged values. The unit can be electronically locked to prevent unwanted adjustment of the set parameters: Press both pushbuttons until Loc is displayed. To unlock: Press both pushbuttons until is ULoc displayed. Units are delivered from the factory in the unlocked state. With the unit in the locked state Loc is indicated briefly when you try to change parameter values. INSTALLATION AND SET-UP / OPERATION After mounting, wiring and setting check whether the unit operates correctly. Fault indication

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Diagnostic function Output 2 is used as a diagnostic output if OU2 = dESI. If there is no fault, the output is switched and carries UB+ (if P-n = PnP) or UB- (if P-n = nPn). In case of malfunctions the output becomes inactive. The following malfunctions are detected: Measuring cell defect; short circuit in output 1; exceeding / not reaching the limits of the measuring range, EEPROM fault, RAM fault, processor fault. OPERATING MODES Run mode Normal operating mode At power on the unit is in the Run mode. It carries out its measurement and evaluation functions and provides output signals according to the set parameters. The display shows the current system pressure. The yellow LEDs indicate the switching state of the outputs. Display mode Indication of parameters and the set parameter values When the "Mode/Enter" button is pressed briefly, the unit passes to the Display mode which allows parameter values to be read. The internal sensing, processing and output functions of the unit continue as if in Run mode. The parameter names are scrolled with each pressing of the "Mode/Enter" button. When the "Set" button is pressed briefly, the corresponding parameter value is displayed for 15s. After another 15s the unit returns to the Run mode. Programming mode Setting of the parameter values While viewing a parameter value pressing the "Set" button for more than 5s causes the unit to enter the programming mode. You can alter the parameter value by pressing the "Set" button and confirm the new value by pressing the "Mode/Enter" button. The internal sensing, processing and output functions of the unit continue as if in.Run mode with the original parameter values unless a new value is confirmed. The unit returns to the Run mode when For further details, see adjustment and installation instructions in the pressure switch packaging. no button has been pressed for 15 s.

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5.

EV100 VALVE BLOCK

5.1. GENERAL INFORMATION

The valve block is an integral assembly that incorporates all the valves controlling the operation of the lift, as well as all the safety devices for its operation. Electronic valves have a separate manual, which is also provided by KLEEMANN

DIAGRAM 5.1 The block is manufactured in four sizes (, 1 , 2 and 2 ), the choice of which depends upon the supply of oil to the lift. The size takes its name from the screw thread of the valve block inlets and outlets. All the functions of the valve are defined by the adjustment of various settings (see diagram 5.3). Only the high ascent speed cannot be adjusted by means of the valve, as this is defined exclusively by the size of the pump. The X (By-pass) and Y (descent) valves play a decisive role in the quality of the settings and in the performance of the block, and these are described in more detail below. The block is delivered in a ready (adjusted) state from the factory, but some adjustments must be made at the site of installation, and these are described in the following paragraphs. The quality of these settings determines the quality of lift operation as well as the level of safety of the settings. 5.1.1 TECHNICAL CHARACTERISTICS EV100
Flow Range Rressure range Burst pressure (output) Pressure drop (-) Weight Solenoids (AC) Solenoids (DC) Oil viscosity

10-125 5-100 575 6 (in 125 l/min) 5

1 & 2 30-800 3-100 505 4 (in 800 l/min) 10

2 500-1530 3-68 265 4 (in 1500 l/min) 14

lit/min bar bar bar kg

24V/1.8A or 42V/1.0A or 110V/0.43A or 230V/0.18A 12V/2.0A or 24V/1.1A or 42V/ 0.5A or 48V/0.6A 80V/0.3A or 110V/0.25A or 196V/0.14A 25-60 cSt at 40C

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In the diagram below the graphical presentation is given for the ascent and descent of the lift in all existing phases (low and full speeds, accelerations and decelerations). At the same time, there can be seen the phases where the motor and the solenoids are activated. In the next paragraph there is an analytical description of these phases. Note: In parentheses next to the operation phases in diagram 5.2 the settings are given which affect the corresponding phases.

ASCENT
L J H
UP STOP

DESCENT
N
DOWN ACCELERATION (No6)

UP STOP (No5) UP LEVELLING SPEED

UP DECELERATION (No3)

K
ASCENT CURVE

DESCENT CURVE

SOLENOID C

PUMP-MOTOR

SOLENOID A

SOLENOID B

UP FULL SPEED

SOLENOID D

DOWN FULL SPEED (No7)

P
DOWN DECELERATION (No8) DOWN LEVELLING SPEED (No9)

M
UP ACCELERATION (No2)

Q R

DOWN STOP (No8)

G F Y

BY - PASS (No1)

5.1.3
Point Interval EF Point F Interval FG Point G Interval GM Point Interval Point Interval Point Interval HJ Point J Interval L

DIAGRAM 5.2 DESCRIPTION OF THE SPEED DIAGRAMS ASCENT

: : : : : : : : : : : : : : Point at which motor starts. Motor operation time to Star (). The solenoids are not activated, the cabin remains stationary. In motors with a direct connection to a delta (), this time does not exist. Star () to Delta () motor switch period. At the same time, ascent solenoids A and B are activated. Delay time for normal start. The motor and the solenoids are activated, but oil bypasses (it returns to the container). The cabin starts moving with accelerating motion. The cabin accelerates, bypassing is gradually reduced. The cabin has attained its full speed and bypassing has ceased. The cabin is moving at its full speed. Solenoid B is deactivated and the cabin begins to decelerate. The interval in which the cabin is decelerating until it reaches minimum speed and continues at that speed. The oil is returning (bypassing) in part to the container. Solenoid A (minimum ascent speed) is deactivated and the cabin decelerates. Cabin deceleration time from the minimum speed to the final stop. Final stop of the cabin. Motor operation time using time delay of approximately sec (for a smooth stop).

5.1.3.1

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The motor and the pump are not in operation. The cabin descends under its own weight, by means of the opening of the descent valves. Speeds, deceleration and acceleration are determined by the activation or deactivation of the descent Solenoids. In detail:
Point Interval Point Interval Point P Interval PQ Point Q Interval QR Point R : : : : : : : : : Point at which descent is requested. At the same time descent solenoids C and D are activated. The cabin begins to accelerate. The cabin accelerates. The cabin has attained its full speed. The cabin is moving at its full speed. Magnet C is deactivated and the cabin begins to decelerate. The interval in which the cabin is decelerating until it reaches minimum speed and continues at that speed. Solenoid D (minimum descent speed) is deactivated and the cabin decelerates. Cabin deceleration time from the minimum speed to the final stop. Final stop of the cabin.

5.2

EV100 VALVE ADJUSTMENT

5.2.1 DESCRIPTION OF ADJUSTMENTS - TERMINOLOGY The operating stages of the lift are determined by the settings on the front side of the valve block (diagram 5.3). Valve block adjustments must be made when the oil is still cold (high oil viscosity) and with an empty cabin. Ascent adjustments are independent of descent adjustments, they do not affect each other. Solenoids Adjustment points Solenoids

DIAGRAM 5.3

Below is given a simple description to the ascent adjustments (No 1 to No 5) and the descent adjustments (No 6 to No 9). For a more detailed description of how to adjust the valve block, see 5.6.

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When the pump is started, and solenoids A and B energized, the unloaded car should remain stationary at the floor for a period of 1 to 2 seconds before starting upwards. The length of this delay is determined by the setting of adjustment 1. 'In' (clockwise) shortens the delay, 'out' (c-clockwise) lengthens the delay. Adjustment of this valve is very important and affects the operating quality of all phases of the ascent. For exact adjustment, see 5.6.1 5.3.2 Up Acceleration (screw 2)

With the pump running and solenoids A and B energised as in 1, the car will accelerate according to the setting of adjustment 2. 'In' (clockwise) provides a softer acceleration, 'out' (c-clockwise) a quicker acceleration. 5.3.3 Up Deceleration (screw 3)

When solenoid B is de-energized, whilst solenoid A remains energized, the car will decelerate according to the setting of adjustment 3. 'In' (clockwise) provides a softer deceleration, 'out' (c-clockwise) a quicker deceleration. 5.3.4 Up leveling (screw 4)

With solenoid A energized and solenoid B de-energized as in 3., the car will proceed at its leveling speed according to the setting of adjustment 4. 'In' (clockwise) provides a slower, 'out' (c-clockwise) a faster up levelling. 5.3.5 Up stop (screw 5)

At floor level, solenoid A is de-energized with solenoid B remaining de-energized. Through a time relay the pump should run approx. second longer to allow the car to stop smoothly by valve operation according to the setting of adjustment 5. 'In' (clockwise) provides a softer stop, 'out' (c-clockwise) a quicker stop. 5.3.6 Relief Valve

'In' (clockwise) produces a higher, 'out' (c-clockwise) a lower maximum pressure setting. After turning 'out', open manual lowering H for an instant. Important: When testing relief valve, do not close ball valve sharply.

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When solenoids C and D are energized, the car will accelerate downwards according to the setting of adjustment 6. 'In' (clockwise) provides a softer down acceleration, 'out' (c-clockwise) a quicker acceleration. 5.4.2 Down speed (screw 7)

With solenoids C and D energized as in 6 above, the full down speed of the car is according to the setting of adjustment 7. 'In' (clockwise) provides a slower down speed, 'out' (c-clockwise) a faster down speed. 5.4.3 Down deceleration (screw 8)

When solenoid C is de-energized whilst solenoid D remains energized, the car will decelerate according to the setting of adjustment 8. 'In' (clockwise) provides a softer deceleration, 'out' (c-clockwise) a quicker deceleration. Attention: Do not close all the way in! Closing adjustment 8 completely (clockwise) may cause the car to fall on the buffers. 5.4.4 Down leveling speed (screw 9)

With solenoid C de-energized and solenoid D energized as in 8 above, the car will proceed at its down leveling speed according to the setting of adjustment 9. 'In' (clockwise) provides a slower, 'out' (c-clockwise) a faster down leveling speed. 5.4.5 Down stop

When solenoid D is de-energized with solenoid C remaining de-energized, the car will stop according to the setting of adjustment 8 and no further adjustment will be required. 5.4.6 KS Slack Rope Valve

Solenoids C and D must be de-energized! The KS is adjusted with a 3 mm Allan Key by turning the screw K 'in' for higher pressure and 'out' for lower pressure. With K turned all the way 'in', then half a turn back out, the unloaded car should descend when Manual Lowering H is opened. Should the car not descend, K must be backed off until the car just begins to descend, then backed off a further half turn to ensure that with cold oil, the car can be lowered as required.

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Pre-adjustment is undertaken only when the valve is badly out of adjustment for some reason (usually this is the case after repeated wrong adjustments). If this is not the case, ignore the next paragraph. Preadjustment is undertaken as follows: 1. Adjustments 2, 3 and 5 (up deceleration and acceleration). The corresponding screws are tightened fully and the loosened 2 turns. Normally after this 1 turn to the right or left at most is required. 2. Adjustments 6 and 8 (down deceleration and acceleration). The corresponding screws are tightened fully and the loosened 3 turns. Normally after this 1 turn to the right or left at most is required. 3. Adjustments 1, 4, 7 and 9 (full and low speeds). The head of the screw is turned till it is level with the flange. Normally after this 2 turns to the right or left at most is required. The valve block is pre-adjusted at the factory, according to the lift details provided. Only small adjustments may be needed. The installation technician must be aware that it may be necessary to tighten or loosen a screw considerably in order to achieve a small change in the adjustment of the valve. In this way, easier adjustment of the valve and better operating quality of the lift are achieved. If during the adjustment procedure (described below) extreme circumstances are noticed (e.g. an inability to adjust the bypass) or if it is necessary to greatly loosen or tighten a screw for adjustment in order to achieve a satisfactory result, then the small X (bypass) and Y (descent) valves must be checked according to the instructions in chapter 8, so as to ensure that their size is correct.

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5.6.1 ACCURATE ADJUSTMENT OF BYPASS VALVE No1 The adjustment of the bypass valve constitutes the most important valve block adjustment and affects all other ascent adjustments. This valve must always be adjusted at the site of installation, because accurate adjustment cannot be achieved in the testing laboratory of a factory, since adjustment depends on the conditions at the site of installation (principally pressure). In addition, the adjustment procedure must always start with this adjustment Adjustment of valve 1: (with an empty cabin and cold oil) Solenoid A is de-energized. Adjustment screw 2 is tightened fully. Adjustment screw 2 must not be over-tightened, as it may strip the thread The motor I started. Adjustment screw 1 is tightened until the cabin begins to move. Next, the adjustment screw is loosened until the cabin stops and then it is loosened another turn. The motor is stopped (up stop) Solenoid A is energized Adjustment screw 2 is loosened to its initial position (approximately two turns). Checking the adjustment: The cabin must not move if solenoid A is de-energized and the pump is in operation.

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This adjustment is always made at the factory and it is recommended that it should not be changed during installation, unless there is good reason to do so The oil pressure present at the pump outlet is restricted by the maximum pressure valve S which is located on the bypass control circuit. When the adjusted maximum pressure is attained, the adjustment circuit permits the return to the container of all the oil which placing the pump under stress. If for some reason it is ascertained that adjustments need to be made to valve S, this can be undertaken on condition that correct adjustment of the bypass (adjustment 1) has already been made. Adjustment: The securing screw is loosened (this screw is located on the side of the adjuster). For safety reasons, screw S is loosened (2 3 turns). The ball valve is closed and the pump is put into operation, with the pressure gauge switch open. Screw S is tightened until the pressure gauge shows the desired pressure, which is defined as being approximately 35% higher than the maximum static pressure. The maximum static pressure can be identified by looking at the sign on the container (maximum static pressure = max) and adjustment is made by adding 35% to this. Then the safety screw is tightened. When, for some reason, it is seen that the lift is not capable of lifting its total payload (in other words the desired pressure is not being reached), adjustment S must not be tightened needlessly, but other causes must be investigated, such as the bypass adjustment or whether the solenoids are working etc. It is possible that adjustment S is correct for the maximum pressure, but that this pressure is not being attained for the aforementioned reasons. In this case, needless tightening of adjustment S would force the valve to operate and uncontrollably high pressure (when the abovementioned causes do not exist, in other words, when the bypass adjustment is restored or when the oil has cooled etc.

5.6.3 ADJUSTMENT OF CABLE SLACKENING VALVE KS (This adjustment is never made at the factory and must be performed at the site of installation) In lifts with indirect suspension (HAI, HADI), if the safety catch is activated, or if the cabin sticks somewhere, it may be necessary for the piston to descend, slackening the cables and leaving the cabin hanging in mid-air. The oil pressure now becomes much less than the minimum operating pressure. Valve KS cuts in to stop the descent of the piston when the pressure is under a certain limit. The KS valve cannot brake if high descent speed is activated. It only cuts the slow descent speed, manual lowering and the manual descent valve. cut the manual descent valve or manual lowering. For this reason, there must always be a cable slackening contact (safety catch contact), which will act as a stop. After this, the KS valve will only be needed to

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Adjustment: The cabin is immobilized at a certain point and an attempt is made to lower the piston using the manual descent H. If the piston descends: the KS is tightened until the piston stops descending. once this stage is reached, the KS is tightened one further turn If the piston does not descend: the KS is loosened until the piston begins to slide then the KS is tightened until the piston stops moving finally, the KS is tightened one more turn 5.6.4 HIGH AND LOW ASCENT SPEED The high ascent speed is determined by the supply coming from the pump. Low ascent speed is adjusted so that it is approximately 1025% of high ascent speed. The choice of speed is a matter of achieving the safest and best quality operation.

5.6.5 ASCENT ACCELERATION AND DECELERATION Firstly, acceleration is adjusted, using adjustment 2. During adjustment 3 (deceleration from high speed to low speed) and adjustment 5 (final stop), or after these adjustments, adjustment 2 must not be changed, as it affects adjustments 3 and 5. Adjustment 5 is adjusted only when the oil is cold. The stopping of the cabin must not be adjusted so that it is too smooth, as a change in temperature could mean that the accuracy of the point at which the cabin stops is affected. 5.6.6 HIGH AND LOW DESCENT SPEED

High descent speed adjustment 7 can be set to a higher or lower value than the ascent speed Low descent speed adjustment 9 is adjusted to a speed equal to 10 25% of the high descent speed

5.6.7

DESCENT ACCELERATION AND DECELERATION

Firstly, adjustment 8 is adjusted for deceleration and final stop. During and after adjustment 6 (descent acceleration), adjustment 8 must not be changed, as it affects adjustment 6. Checking adjustment 8 (smooth stop test): When the STOP button is pressed while the cabin is moving at high speed during descent, Solenoids C and D are deactivated and the cabin must stop smoothly within a distance of approximately 20cm. 5.6.8 VALVE BLEEDING

The valve bleeds itself after the first operation cycle (ascent and descent). 5.6.9 DECELERATION DISTANCE

The distance from the landing button to the landing stop must be approximately the same as the distance the cabin would travel at high speed in one second. For instance, if the cabin travels at 0,60 m/sec the height of the landing button from the floor must be 0,60m.
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Adjustment 5 is adjusted only when the oil is cold. Stopping must not be adjusted to be too smooth, since a change in temperature then affects the point at which the cabin stops.

6.

PROBLEMS AND TROUBLESHOOTING

In the following chapters possible problems are given (both pertaining to the power unit in general and to the valve block). Next to each problem the cause is indicated, as well as the necessary measures to be taken to deal with the problem. 6.1 GENERAL POWER UNIT PROBLEMS
PROBLEMS Hand pump is leaking PROBABLE CAUSE A leak in the hand pump valve The clamp holding the return pipe at its upper part is slack, which results in the Noise during operation of the container valve taking in air Worn ball bearings in the pump Partial short-circuit in the motor windings The clamp holding the return pipe is Noise during operation of the bypass valve slack The lower end of the return pipe is not immersed in the oil Change the ball bearings in the pump Repair or replacement of the motor Tighten the elastic pipe Immerse the end in the oil Loosen by half a turn the round Bleeding is required switch located on the side below the lever. Push it until oil comes out. Tighten back up. The hand pump does not pump The hand pump suction pipe is screwed too tightly Unscrew until the hand pump pumps Tighten the elastic pipe SOLUTION Replace with a new hand pump

Whether the hand pump is working or not can be ascertained by closing the ball valve and pumping the hand pump, while checking the pressure gauge reading. If pressure increases, the hand pump is working

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Valves are fully adjusted and tested in the factory. Check electrical operation before changing valve setting.

ASCENT PROBLEMS
PROBLEMS PROBABLE CAUSE SOLUTIONS

Test: Turn adjustment 5 all the way in. If the elevator now starts upwards the problem is at solenoid A. Solenoid A not energized or voltage too low. Solenoid A tube not screwed down tight. Solenoid valve A: Dirt or damage between needle AN and seat AS. Adjustment 2 not far enough open. Adjustment 1 too far back (open). Not enough pilot pressure. No Up-Start (Elevator remains at floor) Pressure relief S valve is set too low. Adjustment 8 turned in too far (car sits on the buffer). Bypass flow guide U is too large. Pump running in the wrong direction. The pump connection flange is leaking excessively. The pump is undersize or worn. See Note 2 below. Tighten Solenoid A tube. Clean or change needle and seat. Turn out adjustment 2. Turn in adjustment 1 with the pump running. Set relief valve higher. Turn out adjustment 8. Insert smaller bypass flow guide (see flow guide charts at EV catalogue). Install the pump correctly. Seal the pump connection. Select bigger pump or replace pump.

Test: If by turning adjustment 1 with the pump running the pressure does not rise above 5 bar, even with a smaller bypass valve inserted, the problem should be sought at the pump. Test: Turn adjustment 3 all the way in. If the elevator now travels upwards at full speed the problem is at solenoid B. Solenoid B not energized or voltage too low. Solenoid B tube not screwed down tight. Up-Start, but no Full Speed Solenoid valve B: Dirt or damage between needle AN and seat AS. The pump connection flange is leaking excessively. The pump is undersize or worn. See Note 2 below. Tighten Solenoid B tube. Clean or change needle and seat. Seal the pump connection. Select bigger pump or replace pump.

Test: If by turning adjustment 1 with the pump running the pressure does not rise above 5 bar, even with a smaller bypass valve inserted, the problem should be sought at the pump.

Adjustment 1 turned in too far. Adjustment 2 turned out too far. Up-Start too hard Bypass flow guide U too small (slots too narrow). O-Ring UO on Bypass Valve U is leaking. Star to Delta motor switch period is too long. . Excessive friction on the guide rails or in the cylinder head.

Turn out adjustment 1. Turn out adjustment 2. Change to flow guide with wider slots. Change O-Ring see EV Spare Parts List. 0.2-0.3 sec. is sufficient. Can not be eliminated thru valve adjustment.

Note 2 For checking the operation of the solenoids, remove the top nuts. By lifting the coils a few millimeters, the magnetic pull of the coil can be felt. For testing, the operation of the elevator car can also be controlled by lifting and replacing the coil. If the coil gets too hot, the coil has to be mounted onto the solenoid and the following adjustments have to be carried out on normal travels from floor to floor.

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Solenoid B does not de-energize. No deceleration into leveling speed Adjustment 3 turned in too far. O-Ring UO on Bypass Valve U is leaking.

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Lift coil to check magnetic pull. See Note 2 below. Slow down switch possibly set to high (late). Turn out adjustment 3. Turn in adjustment 2. Change O-Ring see EV Spare Parts List. Turn in adjustment 4 to about 0.05 m/s leveling speed. Lift coil to check pull. See A below. Turn out adjustment 5. Turn out adjustment 1. Turn in adjustment 4 to about 0.05 m/s leveling speed.

excessively loosened
Leveling too fast

Adjustment 4 too far screwed out. Solenoid A is de-energized too late.

Deceleration into leveling speed but over travel of floor level

Adjustment 5 turned in too far. Adjustment 1 turned in too far. Up leveling speed too high. Restriction on the return line.

.
Remove restriction; enlarge return line. Change to flow guide with wider slots. Swap solenoid A and B. See Note 2 below Turn out adjustment 4. Change O-Ring see EV Spare Parts List. Set relief valve higher. Bypass pressure not adjustable

Bypass flow guide U too small (slots too narrow). Solenoid A and B reversed.

Elevator stops before reaching the floor (no leveling)

Up leveling speed too slow. Middle O-Ring FO of flange 4F is leaking. Relief valve is set too low.

Standard settings: Adjustments 1 & 4 approx. level with flange faces. Up to two turns in either direction may then be necessary. Adjustments 2, 3 & 5 all the way in (clockwise) then for EV : all adjustments 1.5 turns out (c-clockwise), for EV 1 1/2 2 : adjustments 3 & 5 two and half turns out (c-clockwise), adjustment 2 two turns out. Small final adjustments may be necessary.

Note 2 For checking the operation of the solenoids, remove the top nuts. By lifting the coils a few millimeters, the magnetic pull of the coil can be felt. For testing, the operation of the elevator car can also be controlled by lifting and replacing the coil. If the coil gets too hot, the coil has to be mounted onto the solenoid and the following adjustments have to be carried out on normal travels from floor to floor.

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DESCENT PROBLEMS
PROBLEMS PROBABLE CAUSE
Solenoid D not energised or voltage too low. Adjustment 6 turned in too far. No Down Start Adjustment 8 turned out too far. O-Ring UO on Down Valve X is leaking. Solenoid C not energized or voltage too low. No full speed Adjustment 7 turned in too far. Down Valve flow guide X too small. Solenoid C and D reversed. No down leveling. Elevator stops before floor level Adjustment 9 turned in too far. Spring 9F in adjustment 9 is broken. Solenoid D tube not screwed down tight. . Adjustment 8 turned in too far. For possible down leakage points, see Technical Documentation System Leakage. Solenoid valve D: Dirt or damage between needle DN and seat DS. O-Ring XO of Down Valve X is leaking. Elevator sinks slowly due to inner leakage (Relevelling) The O-Ring VO of Check Valve V is leaking. . O-Ring WO of Leveling Valve W is leaking. O-Ring WO of Leveling Valve W is leaking. Inner O-Ring FO on flange 4F is leaking. O-Ring HO of Manual Lowering H is leaking. HP: Hand pump is leaking. HX/MX : Adjustment 8M turned in too far. Elevator sinks due to inner leakage of auxiliary equipment
HX/MX: Down valve 9M is leaking. Dirt or damage between the needle DN and seat DS.

SOLUTIONS
Lift coil to check magnetic pull. See Note 2 below Turn out adjustment 6.
Turn in adjustment 8 cautiously. Attention: Danger of traveling through

Change O-Ring see EV Spare Parts List. Lift coil to check magnetic pull. See Note 2 below Turn out adjustment 7. Check insert size, (see flow guide charts) Lift coil to check magnetic pull. See Note 2 below Turn out adjustment 9 to about 0.05 m/s leveling speed. Replace adjustment 9 complete. Tighten Solenoid D tube. Turn out adjustment 8 about turn. Replace one seal at a time and test before proceeding to the next point of possible leakage, if still necessary. Clean or change needle and seat.
Change O-Ring see EV Spare Parts List. When Down Valve is compensated, replace Down Valve.

Elevator sinks quickly

Seal the pump connection. Change Check Valve see EV Spare Parts List. Change O-Ring see EV Spare Parts List. Change O-Ring see EV Spare Parts List. Replace Manual Lowering.
Remove suction tube and observe if hand pump leaks. Replace complete hand pump.

Turn out adjustment 8M. Clean or change needle and seat. Change O-Ring see EV Spare Parts List. Replace Manual Lowering. Consider oil cooler if hot oil is a problem.

HX/MX: O-Ring XO of Down Valve YM is leaking. HX/MX: Manual Lowering is leaking (HX/MX). Contraction of oil during cooling especially from 35C or above.

Note 2 For checking the operation of the solenoids, remove the top nuts. By lifting the coils a few millimeters, the magnetic pull of the coil can be felt. For testing, the operation of the elevator car can also be controlled by lifting and replacing the coil. If the coil gets too hot, the coil has to be mounted onto the solenoid and the following adjustments have to be carried out on normal travels from floor to floor.

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7.

POWER UNIT MAINTENANCE AND REPAIR INSTRUCTIONS

Every 3 to 6 months any amounts of water which are in the oil container are removed. This is achieved by unscrewing the drainage nozzle so that water can be drained from the floor of the tank where it will have

settled (due to its greater weight compared with that of the oil). For further power unit maintenance procedures, the following tools will be required: Spanner 6, 10, 17,19 Polygon 17,19, Allen 3, 5, 6, 8. ,1,2,2 pipes of approximately 0.5m length with internal screw threads. A tester screwdriver, 2 wrenches, an empty barrel.

7.1

CHANGING THE VALVE BLOCK The power supply is turned off Using the valve blocks manual descent the cabin is lowered until it sits on the buffer and the pressure gauge shows zero pressure. (The S is unscrewed as far as required using an Allen key and is similarly retightened after the repair has been effected).

The container lid is opened (diagram 7.1). The rubber hose is unscrewed from the ball valve and is put into the container so that the oil drains out of it (diagram 7.2). A different size spanner is used according to the type of ball valve. 3/4 ball valve: 3/8 ball valve: 32 spanner 22 spanner 1 ball valve: 55 spanner 1 1 ball valve: 50 spanner

The valve block solenoids are marked and removed from the top of the block. The hand pump is removed using a No 6 Allen key (diagram 7.3). The pressure switch is removed. The return pipe is unscrewed using a wrench and removed from its position. A pipe with an internal screw thread is screwed onto the ball valve and, using it as a lever, the valve block is rotated towards the left while the silencer is held with a wrench against turning, until the block is unscrewed (diagram 7.4). DIAGRAM 7.2

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Your 1st Choice in Lifts POWER UNIT INSTALLATION MANUAL The new valve is installed and tightened. Following this procedure in reverse, the container is re-assembled. Finally, the air is bled from the piston and the block is adjusted.

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DIAGRAM 7.3

DIAGRAM 7.4

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In order to replace the power units pump or motor, the following steps should be taken: The power supply is turned off and using the valve block manual descent the cabin is brought down as far as it can go and until the pressure gauge indicates zero pressure. (The KS is unscrewed using a No 3 allen key as much as required and at the end of the repair procedure it is retightened similarly). The container lid is opened by unscrewing the screws with a No 10 spanner and the suspension ring using a No 17 spanner (diagram 7.1). The rubber hose is unscrewed from the ball valve and put into the tank so that the oil drains out of it (diagram 7.2). The oil is drained from the tank by unscrewing the drainage nozzle or by using an oil pump. The valve block solenoids are marked, so that they are not mixed up during reassembly, and they are removed from the valve block with a No 19 spanner. The phase wires are disconnected from the motor, the oil thermistor and the motors grounding, using a straight screwdriver a pipe, which, depending on the electrical box, may be a number 8, 10 or 13. Note is made of the position of each wire so that they are not mixed up on reassembly. The hand pump is removed (diagram 7.3) The return pipe is unscrewed using a wrench and removed from its position. By screwing a pipe with an internal screw thread to the ball valve and using it as a lever, the valve block is turned to the left while holding the silencer steady by means of a wrench, until the valve block is unscrewed. (diagram 7.4). Once the second container lid is removed (as was described above for the first lid), the silencer is unscrewed (diagram 7.5).

DIAGRAM 7.5

The 10 bolts on the anti-vibration feet located in the container are unscrewed (these bolts support the
base of the motor) (diagram 7.6).

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DIAGRAM 7.6

The motor and the pump are removed from the container, they are disconnected and a new pump or
new motor is installed. (Assembly must always be performed with the assembly in an upright position). In other words, the motor is put in an upright position, and the shaft of the pump is placed careful into its socket on the motor. Then the pump flange is screwed onto the motor (diagram 7.7).

DIAGRAM 7.7 The power unit is reassembled following the above procedure in reverse. Finally, the piston is bled.

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8.

EV100 VALVE PARTS LISTING SPARE PARTS

The parts of the EV100 valve block vary according to the size of the block (3/4, 1 , 2, 2 ), which in

turn is determined by the oil supply (lit/min). Same size valves may vary between themselves as regards the By Pass Valve U and the Full Speed Valve X. These valves are characterized by a number engraved on them (01 to 06, or 1 to 6) and they determine the proper operation of the valve. The choice of the appropriate type of U and X is made in accordance with the following diagrams and is determined by the oil supply (lit/min) and the static pressure with an empty cabin (in other words, the pressure gauge indication is read when the cabin is empty). All other parts of the valves are the same. Example: For an oil supply of 380 lit/min and a minimum static pressure of 17 bars, an EV100 1 valve is chosen (due to the size of the pump) and from the diagrams (with 380 lit/min and 17 bars), a No 4 valve is chosen.

On the next two pages there is a list with the names and diagrams of the parts which constitute the valve block. To the right of the diagrams the adjustment number is given ( 1, 4 and so on).

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9.

OIL COOLER INSTALLATION

9.1 INSTALLATION

The cooler must not be more than one metre higher than the container. In addition, it is also wise for its horizontal distance from the container to be no more than five metres, in order that losses in pressure should be avoided and noise be minimized during its operation. The cooler may be installed inside or outside the engine room: Inside the engine room: installation must be adjacent to an opening which brings the engine room into contact with the outside air so that hot air can dissipate outside and so that the engine room does not become hot. Outside the engine room: particular attention must be paid in cases where the outside temperature is low, which results in a lowering of the viscosity of the oil. This lowering in viscosity will place greater pressure on the exchanger or may mean the motor will not begin to operate. In addition, measures must be taken to protect the product from various unfavourable weather conditions (rain etc). Furthermore, the cooler can be installed either as per normal (diagram 9.1, example 1) or upright or hung on the wall (diagram 9.1, example 2).

(1)

(2)

Diagram 9.1 Assembly of the cooler to the power unit: The ball valve is closed and the power supply is turned off. The cooler is put in position either inside or outside the engine room (next to an opening a door or window for exchange of air). The elastic pipes are connected to the container (diagram 9.2) The thermostat switch is positioned on the upper part of the container and the thermostat is placed at the bottom of the inside of the container, with care to ensure that it does not come into contact with parts of the container. The power supply is connected. After installation, the cooler is operated and a check is made to see: ) if there are oil leaks. ) if the oil cooler circuit is working effectively (in other words, if heat is being removed from the oil)

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1" RUBBER HOSE CONNECTION POINTS

Thread 1

RUBBER HOSE (DN 25 - 1")

BALL VALVE 1"-3/4"

RUBBER HOSE (DN 25 - 1")

Diagram 9.2: Connection between the cooler and the power unit 9.2 Fault
The motor does not start operating

FAULTS CHECKS (OIL COOLER) Cause

Incorrect connection to motor A phase is missing Absorption line is blocked Electricity supply tension or frequency is unsuitable for needs of the motor There is dirt in the exchanger Insufficient air recirculation supply Check the coolers exchanger Check the position of the cooler / improve air recirculation supply Check the position of the cooler / improve the access of the hot air to the outside

Check
Check the electrical connections and bridges Check power supply electrical connections Check hydraulic connections Check electricity supply tension

Motor revolutions are too low

Cooler performance insufficient

Insufficient dissipation of hot air

9.3

MAINTENANCE

In general, the oil cooler operates without a need for maintenance. Of course, in cases where the cooler operates in an environment with high dust content in the air, the cooler must be cleaned on a regular basis. This can be done using compressed air or water. connections must be completely closed. Should cleaning be performed using water, the exchanger must be disassembled in order to avoid the possibility of water entering the motor. When it is re-assembled, the hydraulic

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10. RUBBER HOSE

10.1 INSTALLATION OF RUBBER HOSE Incorrect installation of the rubber hose creates problems in the hydraulic system. The main of these are: Twisting (diagram 10.1) Twisting the rubber hose during its installation causes a significant reduction in its lifespan. If twisted, the rubber hose various layers are forced to adopt an initial position different to their natural state. Due to the elastic nature of the rubber hose, when under dynamic load, the layers of the rubber hose will move to their natural position (untwisted), while when the system is not operating they will return to their twisted position. It is worth pointing out that a twist of 7 reduces the rubber hose lifespan by 80%. This reduction is the result of internal friction which is created between the rubber hose layers, as well as by the high tension created in the rubber hose connector fitting.

small bending radius

WRONG

CORRECT

wrong

correct

Diagram 10.1 Minimum bending radius (diagram 10.2)

Diagram 10.2

A small bending radius will cause the destruction (tearing) of the rubber hose weave on the outside of the bend. To be precise, increased tension is caused at the point of the tear. On the inside of the bend the weave is distorted and the internal layers of the pipe are pressed against each other and they move away from the inside of the pipe. In this way, the rubber hose loses its ability to withstand pressure. Bending of the rubber hose must start at a distance one and a half times the external diameter of the pipe (1,5D) (diagram 10.3).

D
r

wrong

1,5 D

correct

Diagram 10.3

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It is also recommended that special fittings should be used so as to avoid too small a bend radius in the rubber hose (diagram 10.4).

wrong

correct

wrong

Diagram 10.4

Diagram 10.5

The rubber hose must not be installed next to hard protuberances (diagram 10.5). If this is not ensured, there is a high risk of the outer cover of the rubber hose being torn, due to movement of the rubber hose because of the dynamic pressures inside it during operation of the hydraulic system. corrosion. Stretching The rubber hose must not be exposed to stretching forces (diagram 10.6), as these may loosen the connectors at the ends of the elastic pipe. During operation of the hydraulic system, when the rubber hose is subjected to dynamic forces, the length of the rubber hose is reduced, and a need for extra length in the rubber hose should be borne in mind. To be precise, the protective covering of the rubber hose weave is damaged locally, and exposed to moisture, which can lead to its

wrong

correct

wrong

correct

Diagram 10.6 Rubber hose supports

Diagram 10.7

The rubber hose supports must not hinder the movements of the pipe caused by the dynamic pressures it receives during operation of the hydraulic system. In the example on the left in diagram 10.7, the support hinders the movement of the pipe, with the result that it will tear at the point of support after a certain length of operation time. For this reason, the support must be located at points where the rubber hose is not bent, thus allowing free movement along its length.

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