power unit inst.instructions eng

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POWER UNIT

INSTALLATION INSTRUCTIONS

MAINTENANCE INSTRUCTIONS

TROUBLESHOOTING

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CONTENTS σελίδα

1. GENERAL INFORMATION

1.1 RANGE OF APPLICATIONS 2

1.2 INFORMATION PERTAINING TO THE PRODUCT 2

2. DESCRIPTION OF POWER UNIT

2.1 KLT POWER UNIT 3

2.2 KLH POWER UNIT 4

3. INSTRUCTIONS FOR STORAGE & INSTALLATION OF THE POWER UNIT

3.1 STORAGE 5

3.2 TRANSPORTATION / INSTALLATION 5

3.3 FIRST-TIME OPERATION 5

3.4 INSTALLATION TOOLS 6

4. INSTALLATION – CONNECTION OF PARTS

4.1 VALVE BLOCK WIRING CONNECTIONS 7

4.2 MOTOR WIRING CONNECTIONS 8

4.3 THERMISTOR INSTALLATION AND WIRING CONNECTIONS 10

4.4 OIL TANK HEATER INSTALLATION AND WIRING CONNECTIONS 11

4.4.1 KLEEMANN OIL TANK HEATER 11

4.4.2 BLAIN (ΤΥPE ΤΗ) OIL TANK HEATER 12

4.5 HAND PUMP INSTALLATION 13

4.6 PRESSURE SWITCH INSTALLATION 14

4.6.1 MECHANICAL PRESSURE SWITCH (SUCO) INSTALLATION 14

4.6.2 MECHANICAL PRESSURE SWITCH ADJUSTMENT 16

4.6.3 UDS 7 ELECTRONIC PRESSURE SWITCH INSTALLATION AND ADJUSTMENT 16

4.6.4 SPB ELECTRONIC PRESSURE SWITCH INSTALLATION AND ADJUSTMENT 19

4.6.5 PN 7002 ELECTRONIC PRESSURE SWITCH INSTALLATION AND ADJUSTMENT 21

5. EV100 VALVE BLOCK

5.1. GENERAL INFORMATION 23

5.2 EV100 VALVE ADJUSTMENT 25

5.3 ASCENT ADJUSTMENT – DESCRIPTION 26

5.4 DESCENT ADJUSTMENT – DESCRIPTION 27

5.5 EV 100 VALVE ADJUSTMENT INSTRUCTIONS 28

5.6 ADJUSTMENT PROCEDURE (IN DETAIL) 29

6. TROUBLESHOOTING PROBLEMS

6.1 GENERAL PROBLEMS WITH THE POWER UNIT 32

6.2 VALVE BLOCK PROBLEMS AND TROUBLESHOOTING 33

7. MAINTENANCE INSTRUCTIONS AND POWER UNIT REPAIR

7.1 CHANGING THE VALVE BLOCK 36

7.2 CHANGING THE MOTOR – PUMP 38

8. EV100 VALVE PARTS LISTING – SPARE PARTS

8.1 LIST OF SPARE PARTS 41

9. OIL COOLER INSTALLATION

9.1 INSTALLATION 42

9.2 PROBLEMS – CHECKS (OIL COOLER) 43

9.3 MAINTENANCE 43

10. RUBBER HOSE

10.1 RUBBER HOSE INSTALLATION 44

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1. GENERAL INFORMATION

1.1 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:

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.

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. Failure to follow the

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 owner’s 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.

KLEEMANN HELLAS ΑΒΕΕ

Headquarters : Kilkis Industrial Zone

Address : PO Box 25, 61 100 Kilkis, GREECE

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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:

18

17

16

15

14

13

6

5

4

3

2

1

12

11

8

10

9

7

1. VALVE BLOCK

2. BALL-VALVE

3. TANK PLUG – OIL INDICATOR

4. SUSPENSION RING

5. ANTI-VIBRATION MOTOR SUPPORT

6. MOTOR

7. HAND PUMP

8. SILENCER

9. RUBBER HOSE RETURN PIPE

10. PUMP

11. METAL OIL TANK

12. ANTI-VIBRATION TANK BASE

13. VALVE BLOCK SOLENOIDS

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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1. VALVE BLOCK

2. BALL VALVE

3. TANK PLUG – OIL INDICATOR

4. SUSPENSION RING

5. ANTI-VIBRATION MOTOR SUPPORT

6. MOTOR

7. HAND PUMP

8. RUBBER HOSE SUPPLY PIPE

9. RUBBER HOSE RETURN PIPE

10. SILENCER

11. PUMP

12. METAL OIL TANK

13. ANTI-VIBRATION TANK BASE

14. VALVE BLOCK SOLENOIDS

15. PRESSURE GAUGE

16. POWER SUPPLY CLAMP AND VALVE

BLOCK WIRING CLAMP

17. HANDLE

18. TANK DRAINAGE NOZZLE

2.2 KLH POWER UNIT

The KLH power unit consists of the parts shown in diagram 2.2 and is as follows:

Note : In following chapters, for reasons of brevity, there follow the instructions for the KLT power unit as

installation of both containers is similar.

6

5

4

3

2

1

9

8

7

10

11

12

13

14

15

16

17

18

DIAGRAM 2.2

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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.

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

Before the motor is put into operation, the power unit’s 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

ΣΧΗΜΑ 3.2

DIAGRAM 3.4 DIAGRAM 3.3

DIAGRAM 3.1

DIAGRAM 3.2

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min=10 cm

NOZZLETANK DRAINAGE

3.4 INSTALLATION TOOLS

The following tools are essential for the installation of the container and its connection to the piston via the rubber

hose:

Wrench x 2

Spanner No17, 19, 10

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

2.5mm and 5mm screwdrivers

Pliers

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

DIAGRAM 3.5

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 unit’s electronic connections for its first-time start-up are

described in detail in the installation manual for the KLEEMANN panel.

DIAGRAM 3.6

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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 Ο, which is located between contacts A and D.

The connections described above can be seen in diagram 4.1.

When the release solenoid has 3 wires, these are in the following colours: brown (or more rarely, grey), 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.

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.

DIAGRAM 4.1

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The connections described above can be seen in diagram 4.2.

4.2. MOTOR WIRING CONNECTIONS

W1 W2

V1V2

U1 U2

DIAGRAM 4.2

DIAGRAM 4.3

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 (Δ).

In motors of 11 KW and higher the connection is

made using a star- delta coupling (Y/Δ).

(When the control panel uses a soft starter, the motor

wiring connection is made using a delta coupling (Δ),

irrespective of its power).

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

Υ/ΔU1

V1

W1

W2

U2

V2

U1

V1

W1 V2

U2

W2

ΔΖΕΥΞΗ ΤΡΙΓΩΝΟ

V2

U2

W1

V1

W2U1

V2

U2

W2

W1

V1

U1

ΖΕΥΞΗΑΣΤΕΡΑ-ΤΡΙΓΩΝΟΥ

The power unit’s 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.

CONTROLLER

L3

L1

L2

V1

U1

W2

W1

CONTROLLER

V2

U2

LN

L'

Ν'

L3

L1

L2

CONTROLLER

L1

L2

V1

L3

U1

W1

EARTH TO THE POWER UNIT

STAR-DELTA COUPLING

CONNECTION FOR 1-PHASE MOTOR


W1W1

V1V1

V2

V2

U2

U2

N

U1U1

L

W2

W2

Υ/Δ


DELTA COUPLING

U1

W1

V1

W1

V1

U1W2

V2

U2

V2

U2

W2

Δ

DIAGRAM 4.4

DIAGRAM 4.5

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4.3 THERMISTOR INSTALLATION AND WIRING CONNECTIONS

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

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

The motor thermistor is incorporated into the motor and does not permit operation of the motor at a

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 unit’s electrical circuit. The other end must be immersed in the oil in the power unit’s tank.

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 4.6

DIAGRAM 4.7

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4.4 OIL TANK HEATER INSTALLATION AND WIRING CONNECTIONS

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 unit’s 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.

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 4.8

(1)

(2) DIAGRAM 4.9

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Diagram 4.11

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

1

3

4

N L

1

2C

4.4.2 BLAIN TANK HEATER (TYPE ΤΗ)

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

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.

Ν L

DIAGRAM 4.10

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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 ¾" 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.

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.

DIAGRAM 4.13

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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 ΕV 100


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.

α) For one pressure switch (high pressure)

Once Teflon has been applied, it is screwed using a No 28 spanner to the Ζ1 (diagram 4.14 and 4.15).

β) For two pressure switches

In the case of an EV100 ¾”block a T-junction joint with ¼¨ female ends, one ¼¨ union and two ¼¨ nipels

are used. The two nipels are screwed to the two size of the union. Next, this assembly is screwed to the T-

junction joint using a Νο 19 spanner (diagram 4.14). Finally the two pressure switches are screwed to the T-

junction joint and the nipels to the Z1.

DESCENT VALVE CAP

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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 Α

Over load pressure switch: CLAMP SERIES F

DIAGRAM 4.16

4

2 1

DIAGRAM 4.14

One pressure switch

Two pressure switches

DIAGRAM 4.15

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4.6.2 MECHANICAL PRESSURE SWITCH ADJUSTMENT

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 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 Ρmax which is indicated on the label affixed it the container cover (Ρmax +

10%Ρmax) (Ρmax 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 Ωm, 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 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 Ωm, 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 Μ 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 switch’s operating power supply, the second and third terminals are the two switching output while the fourth terminal is the common line.

Socket Μ12x1, 4 Terminals UDS 7 with one output signal UDS 7–D with two output signals

Terminal 1 +Ub (12…32 V/DC) +Ub (12…32 V/DC)

Terminal 2 - SP2 (0,5 A max.)

Terminal 3 0 V 0 V

Terminal 4 SP1 (0,5 A max.) 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 Value Description

ACt 0…400 Displays the true measured value

S 1 * … Displays the units of pressure measurement nbar = mbar PSH = psi x 10 hPo = hPa bar = bar PSI = psi

Und Measurement unit activation indication on = measurement unit display activated (every 30 seconds) oFF = without measurement unit display

SP 1 * … uln = window technology Std = standard calculation

on 1 0…xxx Switch activation point for SP1

OF 1 0...xxx Switch deactivation point for SP1

dS 1 * Activation delay for SP1 in sec

dr 1 0,0…9,9 Deactivation delay for SP1 in sec

lu 1 HFS = on in normal operation LFS = off in normal operation

Further indications for models with two output signals

SP 2 * … uln = window technology Std = standard calculation

on 2 0…xxx Switch activation point for SP2

OF 2 0...xxx Switch deactivation point for SP2

dS 2 * 0,0…9,9 Activation delay for SP2 in sec

dr 2 0,0…9,9 Deactivation delay for SP2 in sec

lu 2 ... HFS = on in normal operation LFS = off in normal operation

nΑH * 0...xxx Display of maximum value “Max” (xxxx : = max.125% f.s.)

CLr * ... Clearing of the maximum value stored in the memory ΝΟ = the value will not be cleared YES = the value will be cleared

Err ...

Fault diagnosis messages : OH = no fault nAH = setting out of range (positive range) nln = setting out of range (negative range) Sen = sensor error Dat = (ΕΕΡrom) 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.

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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 Νο5 and 6, diagram 4.18), while the output

signal terminals are located on the right-hand side of the pressure switch

(terminals Νο1 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 key”P” 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.

CONNECTIONS TO KLEEMANN CONTROLLER

Connect 0V το 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.

DIAGRAM 4.18

Α

Β

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MICELECTSPB

5

643

21

RL2

RL1

0 Vdc

ΠΛΗΡΕΣΦΟΡΤΙΟFL/NS

ΥΠΕΡΒΑΡΟSU/SUI

24...48Vdc

Pressure diagram Kg per 1 BAR 28,27 38,48 50,26 63,61 78,54 95,03 113,09 132,73 176,71 201,06

RAM diameter persons kg 60 70 80 90 100 110 120 130 150 160

2 150 5,31 3,90 2,98 2,36 1,91 1,58 1,33 1,13 0,85 0,75

3 225 7,96 5,85 4,48 3,54 2,86 2,37 1,99 1,70 1,27 1,12

4 300 10,61 7,80 5,97 4,72 3,82 3,16 2,65 2,26 1,70 1,49

5 375 13,26 9,75 7,46 5,90 4,77 3,95 3,32 2,83 2,12 1,87

6 450 28,27 11,69 8,95 7,07 5,73 4,74 3,98 3,39 2,55 2,24

8 600 21,22 15,59 11,94 9,43 7,64 6,31 5,31 4,52 3,40 2,98

10 750 26,53 19,49 14,92 11,79 9,55 7,89 6,63 5,65 4,24 3,73

13 975 34,49 25,34 19,40 15,33 12,41 10,26 8,62 7,35 5,52 4,85

16 1200 42,45 31,19 23,88 18,86 15,28 12,63 10,61 9,04 6,79 5,97

21 1575 55,71 40,93 31,34 24,76 20,05 16,57 19,93 11,87 8,91 7,83

Error codes troubleshooting

ER1…no saved data Repeat the adjustment

ER2…high pressure Pressure is over 99,9 bar

ER3…low voltage Check voltage

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

overpressure

Full load

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4.6.5 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 G¼ 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

The block is manufactured in four sizes (¾”, 1 ½”, 2” and 2 ½”), 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 ¾” 1 ½” & 2” 2 ½”

Flow Range lit/min 10-125 30-800 500-1530

Rressure range bar 5-100 3-100 3-68

Burst pressure (output) bar 575 505 265

Pressure drop (Ρ-Ζ) bar 6

(in 125 l/min) 4

(in 800 l/min) 4

(in 1500 l/min)

Weight kg 5 10 14

Solenoids (AC) 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 Solenoids (DC)

80V/0.3A or 110V/0.25A or 196V/0.14A

Oil viscosity 25-60 cSt at 40οC

DIAGRAM 5.1

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5.1.2 VALVE OPERATION PHASES – SPEED DIAGRAM

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.

YF

Ε

G

K

BY - PASS (No1)

J

H

L

M

N

P

O

Q

R(No2)

(No6)

(No7)

(No9)

UP STOP

PU

MP

-MO

TO

R

SO

LEN

OID

A

SO

LEN

OID

B

ASCENT

UP ACCELERATION

UP DECELERATION (No3)

UP LEVELLING SPEED

UP STOP (No5)A

SC

EN

T C

UR

VE

DE

SC

EN

T C

UR

VE

DOWN ACCELERATION

SO

LEN

OID

C

SO

LEN

OID

D

DOWN FULL SPEED

UP FULL SPEED

(No8)DOWN DECELERATION

DOWN LEVELLING SPEED

DOWN STOP (No8)

DESCENT

5.1.3 DESCRIPTION OF THE SPEED DIAGRAMS

5.1.3.1 ASCENT

Point Ε : Point at which motor starts.

Interval EF : Motor operation time to Star (Υ). The solenoids are not activated, the cabin remains stationary. In motors with a direct connection to a delta (Δ), this time does not exist.

Point F : Star (Υ) to Delta (Δ) motor switch period. At the same time, ascent solenoids “A” and “B” are activated.

Interval FG : Delay time for normal start. The motor and the solenoids are activated, but oil bypasses (it returns to the container).

Point G : The cabin starts moving with accelerating motion.

Interval GM : The cabin accelerates, bypassing is gradually reduced.

Point Μ : The cabin has attained its full speed and bypassing has ceased.

Interval ΜΚ : The cabin is moving at its full speed.

Point Κ : Solenoid “B” is deactivated and the cabin begins to decelerate.

Interval ΚΗ : 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.

Point Η : Solenoid “A” (minimum ascent speed) is deactivated and the cabin decelerates.

Interval HJ : Cabin deceleration time from the minimum speed to the final stop.

Point J : Final stop of the cabin.

Interval ΗL : Motor operation time using time delay of approximately ½ sec (for a smooth stop).

DIAGRAM 5.2

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5.1.3.2 DESCENT

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 Ν : Point at which descent is requested. At the same time descent solenoids “C” and “D” are

activated. The cabin begins to accelerate. Interval ΝΟ : The cabin accelerates.

Point Ο : The cabin has attained its full speed.

Interval ΟΡ : The cabin is moving at its full speed.

Point P : Magnet “C” is deactivated and the cabin begins to decelerate.

Interval PQ : The interval in which the cabin is decelerating until it reaches minimum speed and continues at that speed.

Point Q : Solenoid “D” (minimum descent speed) is deactivated and the cabin decelerates.

Interval QR : Cabin deceleration time from the minimum speed to the final stop.

Point R : 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

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.

DIAGRAM 5.3 ¾ ” 1 ½ ”

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5.3 ASCENT ADJUSTMENTS - DESCRIPTION

5.3.1 Βy-Pass (screw Νο1)

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 Νο2)

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 Νο3)

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 Νο4)

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 Νο5)

At floor level, solenoid A is de-energized with solenoid B remaining de-energized. Through a time relay the pump

should run approx. ½ 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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5.4 DESCENT ADJUSTMENTS - DESCRIPTION

5.4.1 Down acceleration (screw Νο6)

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 Νο7)

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 Νο8)

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 Νο9)

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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5.5 EV100 ADJUSTMENT INSTRUCTIONS

PRE-ADJUSTMENT (OPTIONAL)

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. Pre-

adjustment 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 ADJUSTMENT PROCEDURE (IN DETAIL)

5.6.1 ACCURATE ADJUSTMENT OF BYPASS VALVE No”1”

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 Νο1: (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 ½ 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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5.6.2 ADJUSTMENT OF MAXIMUM PRESSURE VALVE ”S” (RELEASE VALVE)

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 = Ρmax) 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. 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

cut the manual descent valve or manual lowering.

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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 10–25% 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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5.6.10 HOW THE ADJUSTMENTS AFFECT EACH OTHER

a) Adjustment “2” affects adjustments “3” and “5”.

b) Adjustment “8” affects adjustment “6”.

c) 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 PROBABLE CAUSE SOLUTION

Hand pump is leaking A leak in the hand pump valve Replace with a new hand pump

The clamp holding the return pipe at its

upper part is slack, which results in the

valve taking in air

Tighten the elastic pipe

Worn ball bearings in the pump Change the ball bearings in the

pump

Noise during operation of the

container

Partial short-circuit in the motor windings Repair or replacement of the motor

The clamp holding the return pipe is

slack Tighten the elastic pipe

Noise during operation of the

bypass valve The lower end of the return pipe is not

immersed in the oil Immerse the end in the oil

Bleeding is required

Loosen by half a turn the round

switch located on the side below

the lever. Push it until oil comes

out. Tighten back up.

The hand pump suction pipe is screwed

too tightly

Unscrew until the hand pump

pumps

The hand pump does not 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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6.2 VALVE BLOCK PROBLEMS AND TROUBLESHOOTING 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.

See Note 2 below.

Solenoid A tube not screwed down tight.

Tighten Solenoid A tube.

Solenoid valve A: Dirt or damage between needle AN and seat AS.

Clean or change needle and seat.

Adjustment 2 not far enough open.

Turn out adjustment 2.

Adjustment 1 too far back (open). Not enough pilot pressure.

Turn in adjustment 1 with the pump running.

Pressure relief S valve is set too low.

Set relief valve higher.

Adjustment 8 turned in too far (car sits on the buffer).


Bypass flow guide U is too large.

Insert smaller bypass flow guide (see flow guide charts at EV catalogue).

Pump running in the wrong direction.

Install the pump correctly.

The pump connection flange is leaking excessively.

Seal the pump connection.

The pump is undersize or worn. Select bigger pump or replace pump.

No Up-Start (Elevator remains at

floor)

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. See Note 2 below.

Solenoid B tube not screwed down tight.

Tighten Solenoid B tube.

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.

Select bigger pump or replace pump.

Up-Start, but no Full Speed

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. Turn out adjustment 2.

Bypass flow guide U too small (slots too narrow).

Change to flow guide with wider slots.

O-Ring UO on Bypass Valve U is leaking.

Change O-Ring → see EV Spare Parts List.

Star to Delta motor switch period is too long..

0.2-0.3 sec. is sufficient.

Up-Start too hard

Excessive friction on the guide rails or in the cylinder

head. 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.

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.

No deceleration into leveling

speed O-Ring UO on Bypass Valve U is leaking.

excessively loosened Change O-Ring → see EV Spare Parts List.

Leveling too fast

Adjustment 4 too far screwed out.

Turn in adjustment 4 to about 0.05 m/s leveling speed.

Solenoid A is de-energized too late.

Lift coil to check pull. See A below.





Deceleration into leveling

speed but over travel of

floor level Up leveling speed too high.

Turn in adjustment 4 to about 0.05 m/s leveling speed.

. Restriction on the return line.

Remove restriction; enlarge return line.

Bypass pressure not adjustable

Bypass flow guide U too small (slots too narrow).

Change to flow guide with wider slots.

Solenoid A and B reversed.

Swap solenoid A and B. See Note 2 below

Up leveling speed too slow.


Middle O-Ring FO of flange 4F is leaking.


Elevator stops before reaching

the floor (no leveling)

Relief valve is set too low.

Set relief valve higher.

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 ¾”: all adjustments 1.5 turns out (c-clockwise), for EV 1 1/2 “ – 2 ½”: adjustments 3 & 5 two

and half turns out (c-clockwise), adjustment 2 two turns out. Small final adjustments may be necessary.



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DESCENT PROBLEMS

PROBLEMS PROBABLE CAUSE SOLUTIONS

Solenoid D not energised or voltage too low.

Lift coil to check magnetic pull. See Note 2 below



Adjustment 8 turned out too far.

Turn in adjustment 8 cautiously. Attention: Danger of traveling through

No Down Start

O-Ring UO on Down Valve X is leaking.


Solenoid C not energized or voltage too low.




No full speed

Down Valve flow guide X too small.

Check insert size, (see flow guide charts)

Solenoid C and D reversed.



Turn out adjustment 9 to about 0.05 m/s leveling speed.

No down leveling.

Elevator stops before floor level

Spring 9F in adjustment 9 is broken.

Replace adjustment 9 complete.

Solenoid D tube not screwed down tight. .

Tighten Solenoid D tube. Elevator sinks

quickly Adjustment 8 turned in too far.

Turn out adjustment 8 about ½ turn.

For possible down leakage points, see „Technical Documentation System Leakage“.

Replace one seal at a time and test before proceeding to the next point of possible leakage, if still necessary.

Solenoid valve D: Dirt or damage between needle DN and seat DS.


O-Ring XO of Down Valve X is leaking.

Change O-Ring → see EV Spare Parts List. When Down Valve is compensated, replace Down Valve.

The O-Ring VO of Check Valve V is leaking..


O-Ring WO of Leveling Valve W is leaking.

Change Check Valve → see EV Spare Parts List.

O-Ring WO of Leveling Valve W is leaking.


Inner O-Ring FO on flange 4F is leaking.


Elevator sinks slowly due to inner leakage (Relevelling)

O-Ring HO of Manual Lowering H is leaking.

Replace Manual Lowering.

HP: Hand pump is leaking.

Remove suction tube and observe if hand pump leaks. Replace complete hand pump.

HX/MX : Adjustment 8M turned in too far.

Turn out adjustment 8M.

HX/MX: Down valve 9M is leaking. Dirt or damage between the needle DN and seat DS.


HX/MX: O-Ring XO of Down Valve YM is leaking.


HX/MX: Manual Lowering is leaking (HX/MX).

Replace Manual Lowering.

Elevator sinks due to

inner leakage of auxiliary equipment

Contraction of oil during cooling especially from 35°C or above.

Consider oil cooler if hot oil is a problem.



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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 Νο6, Νο10, Νο17,Νο19

Polygon Νο17,Νο19, Allen Νο3, Νο5, Νο6, Νο8.

¾¨,1½¨,2¨,2½¨ 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 block’s manual descent the cabin is

lowered until it sits on the buffer and the pressure

gauge shows zero pressure. (The ΚS 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: 32 spanner

1 ½’’ ball valve: 55 spanner

3/8’’ ball valve: 22 spanner

1 ½’’ σε 1 ¼’’ 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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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.

DIAGRAM 7.4

DIAGRAM 7.3

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7.2 CHANGING THE MOTOR AND THE PUMP

In order to replace the power unit’s 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).

The Μ10 bolts on the anti-vibration feet located in the container are unscrewed (these bolts support the

base of the motor) (diagram 7.6).

DIAGRAM 7.5

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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).

The power unit is reassembled following the above procedure in reverse.

Finally, the piston is bled.

DIAGRAM 7.6

DIAGRAM 7.7

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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 ½”, 2”, 2 ½”), 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 ½” 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 (Νο 1, Νο 4 and so on).

¾ ” 1 ½ ” 2 ½ ”

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8.1 SPARE PARTS LIST

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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:

α) if there are oil leaks.

β) if the oil cooler circuit is working effectively (in other words, if heat is being removed from the oil)

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ΣΠΕΙΡΩΜΑ 1"

RUBBER HOSE (DN 25 - 1")

RUBBER HOSE CONNECTION POINTS

BALL VALVE 1"-3/4"

RUBBER HOSE (DN 25 - 1")

Diagram 9.2: Connection between the cooler and the power unit

9.2 FAULTS – CHECKS (OIL COOLER)

Fault Cause Check

The motor does not start operating

Incorrect connection to motor

A phase is missing

Absorption line is blocked

Check the electrical connections and “bridges”

Check power supply electrical connections

Check hydraulic connections

Motor revolutions are too low

Electricity supply tension or

frequency is unsuitable for needs of

the motor

Check electricity supply tension

Cooler performance insufficient

There is dirt in the exchanger

Insufficient air recirculation supply

Insufficient dissipation of hot air

Check the cooler’s 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

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. 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

connections must be completely closed.

Thread 1’’

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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.

WRONG CORRECT

small bending radius

wrong correct

Minimum bending radius (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).

r

D

1,5 D

wrong correct

Diagram 10.1 Diagram 10.2

Diagram 10.3

PAGE -45 -

MA-02 - 02 - 04 version: 10/2007


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

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. To be precise, the protective

covering of the rubber hose weave is damaged locally, and exposed to moisture, which can lead to its

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.

σωστό

λάθος

σωστόλάθος

Rubber hose supports

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.



wrong

wrong

wrong correct correct

power unit inst.instructions eng

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