INSTALLATION MANuAL

Hydraulic Residential Elevator

INSTALLATION MANUAL

Thank you for your purchase of a Federal Elevator

Hydraulic Residential Elevator. We appreciate and value

your continued afliation with us and we are proud to

list your company as one of our recommended Dealers.

This manual will provide you with instructions on how

to properly install one of our Panorama or Renaissance

models in a home. Upon your job going to contract, we

will issue a special number which begins with F-. Please

refer to this number when communicating with us so

that we can collect the project’s corresponding les.

Federal Elevator will provide you with an Installation

Package with your shipment which will include General

Layout and Electrical Schematics that are specic to

your job. Those materials along with this Manual will be

of help during your installation.

Please pay close attention to any safety messages

and notes in sections following. These are indicated

with symbols (

) and bold text and contain important

information that will ensure your safety and will ease the

installation process.

Should you have any questions during the installation,

please contact us at (905) 458-4015 or at

1-888-785-5438 ext. 228 for Technical Support.

September 2015

PAGE 1 of 48

Table Of Contents

SECTION 1 – SAFETY AND MATERIALS REQUIRED

2 Safety

2 Recommended P.P.E.

2 Mechanical Safety

2 Electrical Safety

3 Recommended Tools and Materials Required

SECTION 2 – INSTALLATION

4 Pre-Installation Site Check

4 Installation Procedure

4 Rail Bracket Installation

5 Rail Installation

7 Installation of Cylinder, Sling Assembly and

Related Equipment

7 Cable Installation

8 Pum p Unit and Controller Installation

8 Cab Installation

10 Accordion Door Installation

10 Bifold Gate Installation

10 2-Speed Door Installation

10 Cab Electrical

10 Travel Cable Installation

11 Switch Mounting

11 Hoistway and Hall Station Wiring

11 Tapehead Mounting/Magnet Installation

11 Tapehead Magnet and Valve Adjustment

12 Interlock Installation

12 Uninterrupted Power Supply (UPS) Installation

13 Finalizing The Installation

SECTION 3 – ADJUSTMENTS AND TROUBLESHOOTING

14 Tapehead Magnet and Valve Adjustment Quick Guide

15 Troubleshooting Procedures

15 Quick Guide

15 Quick Fix Guide For Typical Problems

16 Residential Controller PLC Inputs & Outputs

21 Maintenance Guideline

APPENDICES

23 Appendix 1 – Residential 3" X 5" Rule

24 Appendix 2 – Temporary Operation Start

Up Procedure

25 Appendix 3 – Main and Auxiliary Disconnect

and Motor Connection

26 Appendix 4 – Residential Exploded View –

Accordion Doors

27 Appendix 4A – Residential Exploded View –

Bifold Doors

28 Appendix 5 – Infrared Curtain Assembly

29 Appendix 6 – Two Speed Door Installation

30 Appendix 7 – Tapehead Mounting

31 Appendix 7A – Four Stop Magnet Placement

32 Appendix 7B – Three Stop Magnet Placement

33 Appendix 7C – Two Stop Magnet Placement

34 Appendix 8 – Hoistway Prewiring Drawing

35 Appendix 9 – Blain Valve Adjustment Sheet

47 Notes

PAGE 2 of 48

SECTION 1 –

Safety and Materials

Required

SAFETY

WARNING: Always pay very close attention

to this symbol. It indicates important safety

information for preventing serious injury/

bodily harm or equipment damage.

Always use proper safety procedures when working on

any installation lift. Ensure that your Personal Protective

Equipment (P.P.E.) is appropriate for the type of job that you

are doing and that it ts correctly.

It is very important for you to keep in mind

the 3"x 5" rule during the initial stages of

design. ASME A17.1 Rule 5.3.1.4.2 States: The

clearance between the hoistway doors or

gates and the hoistway edge of the landing

sill shall not exceed 3 inches (76mm). The

distance between the hoistway face of the

landing door or gate and the car door or gate

shall not exceed 5 inches. This rule must be

strictly adhered to as it will prevent having

an area between the hall door and elevator

door that could potentially be an area that a

small child, person, or animal could t and

be subject to injury or death. Please refer to

Appendix 1 – Residential 3" x 5" Rule.

NOTE: Some door hinges and door handles may

interfere with this rule due to size. Ensure that

they will not impede with this rule before you begin

installation of the elevator.

NOTE: Please refer to Detail A on Page 2 of the

General Layout which indicates interlock mounting

and running clearance dimensions.

RECOMMENDED P.P.E.:

■ Steel toe boots – CSA/UL approved – Soles resistant

to shock

■ Hard hat – Class A

■ Eye/face protection – CSA/UL approved

■ Work gloves

■ Hearing protection

■ Personal fall arrest equipment – with at least basic training

■ Respiratory protection

MECHANICAL SAFETY

ALWAYS ADHERE TO THE FOLLOWING

RECOMMENDATIONS DURING

INSTALLATIONS:

■ Watch out for any moving parts

■ Do not wear shorts or tank tops, long sleeve shirts and

pants are recommended

■ Jewelry and loose clothing shall not to be worn

when working

■ Always shore the lift before working in the pit

■ There should always be two people present to complete

the installation

■ Never try to lift a cylinder or any other heavy object alone

■ Tie off your personal fall arrest equipment when over 6 ft.

■ Make sure to provide proper barricades as per local

building jurisdictions at every hall entry prior to the

installation of doors with working interlocks

ELECTRICAL SAFETY

ALWAYS ADHERE TO THE FOLLOWING

RECOMMENDATIONS DURING

INSTALLATION:

■ Before working on any electrical circuits remove all metal

object and electrical components you are carrying, i.e. cell

phones, jewelry, tools, keys, etc.

■ Use a proper circuit tester in good working condition

■ Always take the time to check each circuit before

performing any work

■ Assume that all electrical circuits are LIVE unless tested to

prove otherwise

■ Make sure that you are not standing or kneeling on metal

or wet surfaces

■ Use fuse pullers to install and remove fuses

■ When exiting the site, ensure that you use proper lock-out

and tag out procedures so that the elevator is inoperable

when the mechanic is not on-site.

Always work in a safe manner and be aware

of your surroundings.

YOU ARE RESPONSIBLE FOR

YOUR OWN SAFETY!

PAGE 3 of 48

RECOMMENDED TOOLS AND

MATERIALS REQUIRED

Federal Elevator recommends that you have the following

tools and materials available for use during every installation:

STANDARD MECHANICS TOOL KIT:

■ Screwdrivers:

■ Phillips - #1, #2, #3

■ Slotted – ¹⁄₈" (for wiring controller), ³⁄₁₆", ¼"

■ Robertson - #1, #2

■ Set of open wrenches – ⁵⁄₁₆" to ¾"

■ Set of socket wrenches (deep and shallow) – ⁵⁄₁ ₆" to ¾"

■ Exactor knife

■ Locking pliers – small, medium

■ Set of allen keys – Metric and SAE

■ 10" Files - (File Rail joints)

■ Center Punch

■ Hammers

■ Tape measure – Metric / SAE

■ Pry bars – Small, Large

■ Flashlight

■ Carpenters pencils

■ Permanent markers

■ 2 Plumb bobs and lines

■ Chalk line

■ Levels – 4', 2'

■ Extension cords – 50' to 100'

■ Chain hoist or come along – min. ½ ton capacity

■ ½" reversible hand drill

■ Hammer drill

■ Electric grinder

■ Drill bits – Carbide, masonry

■ Hacksaw with ne and coarse blades

■ Chisels

■ Temporary light for shaft

■ Funnel for Oil reservoir

■ Digital multimeter

■ Alligator clips

■ Emery paper- Fine

■ Fuse puller

■ Wire Strippers

■ Wire Ties

■ Rags c/w cleaning solvents

■ Temporary Up + Down Buttons

■ Scaffolding and/or Ladders

■ Safety harness equipment (Fall Arrest)

■ Safety Boots, Safety helmet, safety glasses and gloves

MATERIALS REQUIRED:

■ Wall Anchors to suit project construction

■ 32 Grade Hydraulic Oil - Min. 20 gal.

■ Electrical Tape

■ ½" Aluminum Flex

■ ¹⁄₈" Aluminum ex

■ Marr Connectors

■ Butt Connectors

■ ½" + ¹⁄₈" electrical connectors

■ TEW stranded wire 10 ga. + 18 ga. – This is dependent

on electrical codes

■ Multi-wire cable (wiring for call buttons and interlocks)

■ Wire Ties

PAGE 4 of 48

SECTION 2 – Installation

DELIVERY OF MATERIAL

ACCEPTING THE LIFT

Federal Elevator has taken every care to ensure that the

equipment leaves the factory in excellent condition. Upon

receipt of the material, inspect all components in the

presence of the shipping company. Ensure that there is no

damage to the equipment, wrapping or the crating.

NOTE: Any damages to the equipment, wrapping or

crating should be reported to the carrier immediately

and an email sent to us as soon as possible listing all

of the damages. It is your responsibility to le freight

claims against the carrier for damages to equipment

during shipping.

UNPACKING THE LIFT

Once the lift has been inspected and accepted, an inventory

of all parts must be completed. We recommend that you

compare all components in the shipment against the shipping

list, which can be found in the Installation Package that states

the F number. Should there be any discrepancies between the

shipping list and the shipment, please call 1-905-458-4015

and let us know immediately.

WARNING: Ensure that two (2) people are

available to unpack the lift. Failure to do so

may result is serious bodily harm and/or

damage to equipment.

PRE-INSTALLATION SITE CHECK

Below are a list of site checks and dimensions that shall

be done prior to beginning any installation. If any of these

requirements are not met, notify the site super immediately.

If any dimensions on site are different from those on the

drawings, contact Federal Elevator to conrm whether

alterations need to be made.

SITE CHECK

Prior to installation, the site must be inspected to ensure that it is

ready for you to begin the process. Please check the following:

SHAFT

■ Check that the shaft is square and plumb

■ Conrm the nished shaft length and width with

original dimensions given by customer and Federal

Elevator drawings

■ Conrm the number of oors served

■ Ensure rail bracket supports are exposed (if the supports

are covered by dry wall, the drywall must be cut out so as

to allow the bracket to sit against the supports)

■ Make sure support dimensions are the same as bracket

spacing on drawings

■ Pit oor must be smooth and level where the pit steel sits

■ Check: pit dimension, oor to oor dimension and total

travel dimension

■ Check overhead

■ Ensure no other equipment, or piping are in the shaft,

unless they pertain to the elevator

MACHINE ROOM

■ Conrm that the machine room is in the right location and

on the right oor

■ Ensure that there is a min. clearance of 3'3" in front of any

live circuits, as well as a min. clear height of 7'0" – Or as

per any Local Codes

■ Make sure that main disconnect switch (fused, 3 pole with

auxiliary contact) is live with fuses in place

■ Usually 220 V - single phase, or as per drawing

■ Check that 120VAC – 15 Amp fused disconnect is live

■ Ensure G.F.I. receptacle is installed and working

■ Verify that the light switch and light are working

INSTALLATION PROCEDURE

WARNING: Because of the close tolerances

required with this equipment, the placement

of the guide rail brackets is CRITICAL as

there is no adjustment once the rails are

attached. Therefore you should plumb the rail

brackets as accurately as possible before the

installation of the guide rails.

WARNING: It is advisable to have more than

one person on site during the start-up stage.

RAIL BRACKET INSTALLATION

1. It is very seldom that you come across a plumb and square

shaft so the mechanic must rst establish the “tightest

point” in the shaft. The tightest point is found by dropping

a plumb line from the top landing (from the top landing sill

on the rail wall side) to the pit and taking measurements

from the landing sill to the plumb line at each landing.

The smallest distance to this plumb line will be your

tightest point.

NOTE: Ensure the plumb bob is perfectly still and not

touching the pit oor.

2. Once the tightest point is found, it is time to mark the

center line of the rails. Refer to the plan view of the General

Layout (page 1 of 4) for this dimension.

PAGE 5 of 48

NOTE: This dimension is not a constant and will vary

from job to job depending on the size of the lift.

3. Drop a chalk line from the top of the shaft to the pit oor.

Ensure that your chalk line intersects the center line

marking made from the tightest point. Check that your

measurement at the top and bottom is not smaller than the

tightest point measurement. Once the weight of the chalk

line stops moving, “snap” the chalk line and conrm you

have a clear mark all the way up the shaft.

4. Using this center line mark, make your way up the

scaffolding/ladder and mark the vertical rail support

locations as shown in the General Layout (page 3 of 4).

NOTE: These vertical dimensions do not have to be

exact, they can be moved up or down in case of an

obstruction to a maximum of 80" (2032 mm).

5. Using a 4' carpenters level, mark the hole locations as

seen in Figures 1 or 2 (see page 1 of 4 of the General

Layout drawings to determine what size Distance Between

Guide rails (D.B.G.) your installation requires).

NOTE: Ensure that the marks are level by using the

bubble indicators on the level.

Figure 1 – 30" D.B.G. rail bracket fastening dimensions

Figure 2 – 27" D.B.G. rail bracket fastening dimensions

6. Once your holes are marked, begin to drill holes for

anchors, through bolts, or lag bolts (depending on the

construction of the elevator support wall).

7. ALWAYS begin the installation of the brackets with the top

bracket. Center the bracket with the chalk line mark and

level it off. Tighten the four (4) Through bolts or anchors

and drop a plumb line to the pit on each of the rail bracket

legs, 5 ½" from the wall, see Figure 3

NOTE: for extended rail brackets refer to General

Layout (page 3 of 4) for centerline dimensions. These

centerline dimensions are very critical).

With the two (2) plumb lines hanging, continue to install

the remaining rail brackets. Ensure that you keep the rail

bracket leg centerline dimension constant or within ¼".

Use the plumb lines to as a guide to keep the rail brackets

in line.

Figure 3 - Rail Bracket Leg Centerline

NOTE: Make sure that your rail brackets are perfectly

level and all bolts are tightened. Shimming may be

needed in order to keep your leg centerlines constant.

RAIL INSTALLATION

1. You must install the pit steel before the installation of the

rails can begin.

2. Ensure that the oor is clean and level before installing the

pit steel. If not, use the rails shims provided and shim level

underneath pit steel.

3. The pit steel must be inline with the rail bracket legs. This

is done by using the plumb lines, see Figure 4. The pit

steel is to be secured to the oor after the installation of

the car frame and xing of the guide rails.

Figure 4 - Pit Steel

4. Once the pit steel is set into place, you may begin to stack

the rails.

NOTE: conrm that the faces of the rails are clean

prior to installation.

5. The rst set of rails that should be stacked will have a ½"

hole in at approx. 60" high from pit oor. These holes are

for the bottom dead stops.

NOTE: Rails ends are “tongue and groove”, please

verify that one of the rails is “male” end down and the

other is “female” end down.

PAGE 6 of 48

6. Place the rails in the center of the rail bracket legs and pit

steel brackets and tighten rail clips by hand, center the

rail with the plumb line by eye. Begin by making sure that

you have the proper D.B.G. between the rail faces (see

General Layout for this dimension), shims may be needed

to achieve this dimension.

7. Using a level, level out the front and side faces of the rail.

Always remember to keep your rail centerline (5 ½" or as

per drawing, see Figure 3). Once everything is level and

at the required dimension, tighten the rails to the brackets

using the rail clips.

8. With the rst rails stack in place, the sh plates can be

installed. Always remember to keep the machined face of

the sh plate against the rail. Tighten the eight (8), four (4)

per sh plate, bolts by hand. With the sh plate in place,

the next set of rails can be stacked.

9. Gently bring the next rail down onto the stacked rail until

the tongue and groove match up. Insert the remaining

eight (8), four (4) per sh plate, bolts (M12 x 2") into each

sh plate and tighten by hand.

10. Follow steps 1 to 9 until the rails are completely stacked.

NOTE: Ensure that all sh plate bolts, rail clips and

rail bracket bolts are tight. Check that all rail joints

are mated properly. If necessary, le the rail joints to

ensure a smooth transition.

NOTE: Do NOT use a grinder to le the rail joins.

INSTALLATION OF CYLINDER, SLING ASSEMBLY

AND RELATED EQUIPMENT

1. After the installation of the rails it is time to move onto the

cylinder assembly.

2. The vertical drawings in the General Layout will indicate

the dimension for both the pillar (3" x 3" Steel tubing) and

the cylinder to wall bracket. Anchor the pillar bracket onto

the wall with the appropriate fastening hardware. On top of

the pit steel you will see welded square angles where the

pedestal sits into place.

3. Place the pillar bracket onto the pillar and tighten bolts

(see Figures 5 and 6).

4. Sit the cylinder pillar cup into place. Federal Elevator has

installed a decal which indicates the direction of the cup to

avoid any confusion. The plate of the cup has a diagonal

cut which faces towards the back wall and to the right.

(see Figure 5).

Figure 5 - Cylinder and Pedestal Assembly

Figure 6 - Pit Steel Assembly

5. Prior to lifting the cylinder, and for ease of installation, we

suggest installing the ow control valve, bleeder and

drain elbow ahead of time on the oor. Use high grade

Teon tape to ensure a secure and leak free tting.

NOTE: Refer to Figures 7, 8 and 9 to determine the

correct direction of the valve restricted ow. Please

ensure attention has been paid to this detail.

Figure 7 - Flow Control Valve A

Figure 8 - Flow Control Valve B Figure 9 - Flow Control Valve C

PAGE 7 of 48

6. Lift cylinder using a chain hoist or come along (min.½ ton)

and place into cylinder cup.

7. Install the cylinder bracket provided ensuring that the clamp

is approximately 12" (305mm) below the cylinder head and

pushed as far as you can to the right (see Figure 10).

Figure 10 - Cylinder Bracket Set-Up

8. The sheave assembly can now be mounted to the top

of the cylinder. The cylinder top plate is attached to

the underside of the sheave and must be removed and

fastened to the cylinder head with the ¾" bolt provided

in cylinder. The cylinder top plate is also marked with a

decal which points towards the back of wall. Slide the

sheave between the rails and drop it onto the top cylinder.

There are four ½" hex bolts holding the plate to the sheave.

Fasten them together and tighten all bolts.

NOTE: That this assembly is installed so that the

cylinder is offset towards the back wall and to

the right.

9. The next step is to plumb the cylinder. The sheave has

been designed with slots at each end of the plates that

allow it to be moved ½" in either direction. If necessary,

loosen bolts and shift the top of cylinder over to achieve

your level. Adjust the pillar bracket as necessary to plumb

the shaft. Once this is complete and you are satised the

cylinder is level tighten up the cylinder wall bracket and the

sheave plate.

10. With your scaffolding or ladder still in place, slide the two

³⁄₈" wire ropes through the sheave so both loose ends are

at the bottom of shaft. The sling assembly can now be

installed onto the rails. For shipping purposes these slings

were fastened together.

11. Disassemble sling uprights by removing the four ½" x ¼"

bolts in the top horizontal and bottom safety channel.

Remove the two ¼" bolts from the plank cross braces. Lay

a couple of cinder blocks or pieces of wood on the pit oor

to be used as temporary sling supports inside the shaft.

12. The nished sling will have to be located at the under travel

distance below the lowest landing. The top of the platform

should be approximately 1"- 1 ½" (25-38mm) below the

nished oor of the lowest landing (see Figure 11).

Figure 11 - Sling Set-Up

13. Insert both sling uprights onto the rail with the sling planks

resting on the wood/blocks. Tighten the top horizontal

sling channel to sling uprights by hand and proceed to do

the same for the bottom with the bottom safety assembly.

14. Place a level across the sling planks and ensure that they

are level to one another. Shim if necessary. Once this

is done tighten all eight ½" bolts and attach sling cross

braces together to ensure that the distance between the

legs is constant.

NOTE: The guide shoes should have a clearance of ¹⁄₃₂"

between each guide and rail face.

CABLE INSTALL ATION

1. During the installation of the sheave, your ropes had been

passed through the sheave while the scaffolding or ladder

was in place. It is now time to fasten both ends of the ³⁄₈"

steel cable into the wedge sockets.

NOTE: Federal Elevator pistons are not required to be

raised out of the cylinder prior to roping.

2. We suggest roping the wedge sockets on the dead

end hitch side (Pit Steel) rst. Ideally, manually thread

yours bolts on the shackle rod halfway up so it provides

maximum adjustment in either direction once the ropes

become taunt should adjustment be required.

3. Remove cotter pin from wedge and remove from wedge

socket. Pass your rst rope down through the long side of

the socket and loop the cable back up towards the short

side of the socket. At the same time, insert the wedge

back up through the socket pulling an excess of 18"–24"

(457-610mm) cable past the top of the socket.

4. With the rope clips provided, fasten the excess rope to the

stationary rope together. Ensure the cotter pins are placed

into the shackles and that your rope clips are fastened

properly (Refer to Figure 12).

NOTE: Remember, ‘you never saddle a dead horse’.

PAGE 8 of 48

Figure 12 – Wedge Socket

5. Review your wedge sockets position so that they are not

twisted and running parallel to one another to avoid any

further twisting. You will later need to trim down the excess

length but this is done once you are satised of the nal

adjustments after running the lift is complete.

6. Proceed with the next rope following the same steps

(See General Layout).

7. Now it is time to fasten the rope to the wedge sockets on

the car sling assembly. Make sure that the rst rope you

fastened is aligned correctly with the opposing end.

8. Follow the same steps as earlier and pull the ropes as taut

as possible. This will lessen the platform from dropping

down too far into the pit once tension is applied.

9. Fasten your clips onto the rope and provide same excess

of rope as you did at the pit steel.

10. Roping is now complete and you can proceed in the

machine room to install the pump unit and controller.

PUMP UNIT AND CONTROLLER INSTALLATION

1. Install the hydraulic power unit and x the controller to the

machine room wall (Please refer to the General Layout).

2. Verify that the electrical supply is as required by the

specications and is compatible with the supplied

equipment meeting all local requirements.

3. Read the electrical schematics provided before connecting

motor and other equipment to the power supply (Electrical

Schematics are included in your Installation package).

(Refer to Appendix 3 – Main and Auxiliary Disconnect

and Motor Conection)

4. Once all connections are made and ready electrically,

review the Appendix 2 Temporary Operation Start up

Procedure for up and down direction.

5. Connect the hydraulic hose line or piping (to suit local

code requirements) to the tank unit. It is recommended

with all our hydraulic ttings that Teon tape be used or

an equivalent caliber of pipe dope (hard piping). Be careful

not to block passage of oil with excess Teon tape.

6. Fill the tank with Grade 32 hydraulic oil making sure the oil

will cover the pump/motor unit completely.

7. Dry any excess spillage and inspect tank for any potential

leaks. Check oil level again after the oil is pumped to the

hydraulic cylinder.

Note: The typical amount of oil required is 15 gallons,

this will however, depend upon travel and the size of

the tank.

Completed Machine Room

CAB INSTALLATION

With the slings and cables installed and elevator running, it is

now time to begin installing the cab.

NOTE: It is essential to follow the steps given to

ensure proper installation.

Appendix 4 – Residential Exploded View – Accordion

Doors and Appendix 4A – Residential Exploded View

– Bifold Doors are good points of reference to help you

understand the way the cab and parts of the residential

elevator will t together.

1. Begin by raising the lift approx. 6" to get some tension on

the cables.

2. Remove the tape off of the bottom sling channel to expose

the pivot plate. Unscrew the ¼" nuts on the ¼"-20 x 6" eye

bolt and bring the bottom ¼" nut all the way to the bottom

of the eye bolt and bring the top ¼" nut down so that all of

your thread is up in the air, and tighten by hand.

PAGE 9 of 48

3. Pass the ½" threaded rod through the large slot on the

pivot plate. On the front face of the safety block, there are

a total of 3 bolts. There are two ¼" bolts and one ⁵⁄₁₆" bolt.

Unscrew the ⁵⁄₁₆" x 1" bolt and pass it through the hole in

the pivot plate. With the bolt through the pivot plate hole,

re-screw it back into its original place. Screw the bolt in

half way and then place the smaller pivot plate slot onto

the knurled roller. Tighten the 5/16" bolt all the way and

then loosen it off a couple of turns so that the pivot plate

pivots freely but is not too loose that it may slide off.

4. With the springs compressed and the plate in the normal

position there should be a gap of around ¹⁄₁₆" between the

knurled roller and the face of the guide rail, this should

be the same for both sides. See Figures 13 and 14 for

clarication and nal assembly views.

Figure 13 – Safety Block Attachment

Figure 14 - Safety Block Assembly

5. With the safeties in working order, you must install the

platform onto the slings. Place the platform in the center

of the two slings and 1 ¼" from the oor landing, or as

per drawing sheet 1 of 4 of General Layout. The platform

must be placed at a distance of 10" from the oor to the

platform, or as per drawing ¾ of the General Layout. This

dimension can be larger, but can not be smaller.

NOTE: This dimension is critical to ensure that the lift

will not hit the rail brackets on the way up or down.

6. Make sure platform is level in both directions, if needed,

use shims provided to make level. With the platform in

place and level, insert the four ⅜" x 1 ½" bolts and tighten

them by hand.

Platform Installed

7. Ride the elevator to each landing and check the

dimensions from the landing to the platform edge.

If the tightest point was found at the beginning of the

installation, this will be the landing where your running

clearance will be set. With the clearances all set and the

platform level, the bolts can be tightened.

8. Take the lift for another ride up and down the shaft to

check clearances at every bracket and landing.

9. With the platform set, the cab installation can begin.

NOTE: Do not remove (if provided) cab wall shims

around perimeter of platform. These are designed to

suit oor to sill allowance.

10. The control wall must be mounted onto the platform rst.

Before placing the control wall onto the platform, a few

things need to be done. Firstly, all of the switches and cab

wiring must be uncoiled from around the car station box

and passed over the top of the control wall so that it lies

on the front face.

11. The Safety Switch (the side of the switch will be marked

‘Safety Switch’) which is attached to the bottom of the car

station box must be passed behind the slings along with

the travel cable.

12. You must then uncoil the travel cable and make sure there

are no kinks in it. Pass the end in between the cylinder and

the left guide rail (when facing the slings). As you pass the

travel cable through, walk the control wall into place. There

are two holes at the bottom of the walls for ¼" bolts to

pass through. In your hardware package we have provided

two ½" x 6" threaded rods. These are passed through the

vertical tabs which are welded onto the top of the control

wall, and they attach to the horizontal tabs welded to the

slings. Use ½" locks, ats and nuts to x these together.

13. Using your level, make sure that the control wall is

completely plumb before continuing to the next wall.

14. After control wall is secured and leveled, mount back walls

and fasten to control wall using the ¼" bolts provided.

Position side wall in place and fasten to back wall using ¼"

hardware. The ceiling can now be placed on cab walls. Pre

drilled holes have already been provided in the ceiling. Use

¼" bolts to fasten into place. Once the ceiling is secured,

the car door can be installed.

PAGE 10 of 48

ACCORDION DOOR INSTALLATION

1. Accordion gate can be slid through the accordion car gate

track (previously mounted on the cab ceiling).

2. Bolt the car gate shroud onto control wall face where holes

have been provided. Once secure, fasten accordion gate to

car gate shroud.

NOTE: A car gate shroud is not provided for platforms

over 36", the gate is fastened directly to the back of

the return wall. On all return walls Federal Elevator has

provided ¼" x 3" Lag Bolts for fastening.

3. If applicable, mount automatic car gate operator to ceiling.

You will nd holes predrilled in ceiling where operator was

mounted in our plant.

4. Locate into position and secure with wood screws.

5. Attach arm from accordion gate leading edge to gate

operator. There will be two countersunk machine screws

that attach to operator when cover has been removed.

NOTE: All elevators with accordion gates MUST have

an Infrared Light Curtain installed running along the

entrance of the cab. Refer to Appendix 5 for Infrared

Curtain Assembly.

BIFOLD GATE INSTALLATION

Similar to the Accordion door, the bifold door has been

predrilled into the track and prepared for nal installation.

Refer to `Appendix 4A – Residential Exploded View –

Bifold Doors.

2-SPEED DOOR INSTALLATION

Refer to Appendix 6 for 2-Speed Door Installation which

has instructions and diagram which will help you with

installation of the 2 speed doors.

Note: You must ensure that the cab is square and

plumb and that all bolts are tight before moving onto

the cab electrical part of the installation.

CAB ELECTRICAL

Before any other components are installed, make sure to

install the ‘Safety Switch’. This switch should have been

passed back behind the bottom.

TRAVEL CABLE INSTALLATION

1. With the cab built and plumb, run the lift up on temporary

controls so that you can get underneath the lift and Install

the travel cable and hanger.

2. The travel cable hanger is usually placed on the wall

opposite the rail wall (if it cannot be placed on this

wall, place it on any other wall where there is no risk of

interference).

3. The height of the travel cable hanger is based on your

travel and is installed using the following calculation:

Equation 1 - Travel cable hanger location

4. Once height is determined, mount the travel cable hanger

using the 4 holes provided.

5. After travel cable hanger has been attached, pass the

travel cable through the slings onto the sling cross braces,

(See Figure 15).

Figure 15 – View from under the cab, notice the way the travel

cable hangs from cab.

6. Pass the travel cable into the slots of the hanger and

replace the cover.

7. To get a proper hang, bring the elevator to the bottom oor

and make sure the cable does not hit the oor and is not

pulled. Once this has been conrmed, take the lift to the

top oor and make sure that the travel cable is not pulling.

8. Ensure that when you are traveling up the shaft, the cable

has a nice loop with no kinks.

NOTE: Your elevator may be equipped with a at or

round travel cable.

NOTE: The travel cable hanging could be done as

the next step after installing the control wall on

the platform.

TRAVEL

+ 1 FOOT (305MM)

PAGE 11 of 48

SWITCH MOUNTING

1. Switch mounting brackets are already placed in the proper

location for you. All switches and switch brackets are

marked with stickers for easy installation. Straighten out all

switch cables (switches should be on ceiling) and separate

each switch. The switch brackets are located either on the

cab wall or on the top inside of the slings.

2. Simply match the switch to the marking on the bracket and

tighten the switch onto the bracket. Make sure to secure

the loose switch cable so that it does not get caught

on anything.

HOISTWAY AND HALL STATION WIRING

Please refer to Appendix 8 Hoistway Prewiring Drawing or

Electrical Schematics for all hoistway and Hall Station wiring

connections.

TAPEHEAD MOUNTING/MAGNET INSTALLATION

1. Locate an area as close to the rail as possible that can

accommodate the footprint of the unit for the entire length

of the shaft. Refer to Appendix 7 Tapehead Mounting.

2. Mount the top clamp retainer so the center of the tube

correspond to where you want the center of the tape to be

located. Mount it high so that the sensor unit will not hit

the top clamp at the furthest extent of up overtravel.

3. Mount the bottom clamp retainer so the center of the tube

is plumb with the top retainer tube. Mount it low enough so

the sensor unit will not hit the bottom clamp at the furthest

extent of down overtravel.

4. Drill a ⅜" clearance hole in the center of the tape about 2"

from the end. Install the top clamp on this end of the tape

with 3 at ⅜" bolts. There will be about 1" of extra tape;

bend it slightly to clear the threaded rod.

5. Install the top clamp into the top clamp retainer tube with

a washer and two hex nuts as shown. For now, have the

hex nuts at the end of the threaded rod. Carefully unroll the

tape and let it hang.

NOTE: You can save some time by sliding the sensor

up the tape and tying it off at the top of this point.

6. Install the bottom clamp into the bottom clamp retainer

tube with washers, spring and hex nuts as shown. For now,

have the hex nuts about 1" from the end of the threaded

rod. Put a wedge of scrap material between the clamp and

the clamp retainer to compress the spring about ½". Refer

to Appendixes 7 Tapehead Mounting, 7A Four Stop

Magnet Placement, 7B Three Stop Magnet Placement,

and 7C Two Stop Magnet Placement.

7. Pull the tape tight. Mark the tape to correspond to the

center hole of the clamp, and drill a ⅜" clearance hole.

Cut the tape at least 2" beyond the hole.

8. Remove the wedge and adjust the top clamp so the spring

is compressed about ¾". Tape should be hanging straight.

Tighten all nuts and bolts.

TAPEHEAD MAGNET AND VALVE ADJUSTMENT

NOTE: The valve should be adjusted completely before

applying the magnets to the steel tape.

1. Before loading the car, make sure that it moves smoothly in

the down direction by using the emergency lowering valve.

2. Start by adjusting the relief valve and make sure that you

have the correct operation pressure and that the car can

move up in the rated load speed.

3. Adjust the bypass following the Appendix 9 Blain Valve

Adjustment Sheet provided with your Installation Package.

4. Adjust the high speed for both directions, before adjusting

the slow speed.

5. Federal Elevator has mounted 4 LED’s (marked A,B,C,D) to

show the situation of the coils (A,B,C,D). The proper LED

energizes when the related coil energizes. For example,

if the elevator is moving ion the high speed in the up

direction, both LED’s A & B are energized, the same for

coils A & B. If the elevator is moving high speed in the

down direction, both LED’s C & D are energized, the same

for coils C & D.

6. Please refer to Appendix 9 Blain Valve Adjustment Sheet

for more details about the valve and the coil function.

7. It is best to perform the speed adjustment before

operating the automatic however, by removing the jumper

between terminals (A & B) and the jumper between

terminal (C & D) the elevator can travel up and down

(temporarily) in slow speed.

8. If a top of the car inspection station provided, you can use

it instead of temporary operation to mount the magnets.

Please note that another adjustment is required after

turning the operation into automatic. This adjustment

includes the acceleration and deceleration in both

directions (up and down). The up levelling speed also

needs to be adjusted.

9. After the high and slow speed are adjusted properly in

both directions, you can start applying the magnets. Refer

to the tapehead magnet drawings for their placement

(Refer to Appendixes 7 Tapehead Mounting, 7A Four

Stop Magnet Placement, 7B Three Stop Magnet

Placement, and 7C Two Stop Magnet Placement).

PAGE 12 of 48

10. After magnets have been mounted, level the car at each

oor and ensure that all of the sensors (LD/LDZ, HDZ

and LU) are energized while the elevator is level.

11. Refer to Appendixes 7 Tapehead Mounting, 7A Four

Stop Magnet Placement, 7B Three Stop Magnet

Placement, and 7C Two Stop Magnet Placement

to conrm proper magnet location.

12. When the elevator is ready to be turned onto automatic,

it is time to do the second valve adjustment for the

acceleration, deceleration and the nal leveling speed

if applicable.

13. To check the valve and tapehead magnet adjustment, start

by sending the elevator to the intermediate oor.

INTERLOCK INSTALLATION

1. Remove cover plate, from the lock.

2. Mark a line 72" (1823mm) from the oor (

NOTE: this

dimension could change depending on door height),

this is to the center of the lock. Mark another line at

approximately ⅜" (9.5mm) from the door in its closed

position to the front face of the lock base.

3. The door keeper is to be installed ¹⁄₈" (3mm) from the

bottom of the locking mechanism in the energized position

(at its maximum vertical height).

4. Mount the lock cover plate.

Figure 16 – Locked position Figure 17 – Unlocked position

Figure 18 – Cover plate Figure 19 – Door keeper

Once all shaft and hall station cables are run into the

controller, refer to the Electrical Schematics for all

wiring information.

UNINTERRUPTED POWER SUPPLY (UPS) INSTALLATION

To install the UPS in your controller, please ensure that

all power is turned off. Refer to Figures 20 and 21 and the

important notes following.

Figure 20 – Close up of the back of UPS Figure 21 – Top of UPS

NOTE: The UPS is to be connected only AFTER the

elevator is in working order and in automatic operation

with all of the wiring complete.

NOTE: Be sure to test the UPS before connecting

it to the controller to ensure that it gives the

required voltage.

NOTE: Never use the Bypass plugs in the UPS. We

have placed a large red X in Figure 20 to help you

understand which are the bypass plugs.

NOTE: Keep plug and receptacle connected unless an

external mounted UPS back-up is available.

NOTE: Never plug the UPS into the wall, only plug it

into the controller.

PAGE 13 of 48

FINALIZING THE INSTALLATION

Once installation has been completed, we recommend going

through the following steps to ensure that the elevator is in

safe working order:

1. Ensure all temporary operation buttons and jumpers have

been removed from the controller.

NOTE: This step is crucial, please complete rst.

2. Run the elevator to ensure smooth operation.

3. Test all safety features to be certain that they are in good

working operation: Door switches, hall door interlocks,

slack rope switch, pit switch, top of car stop switch, in

car stop switch and any other safety device applicable to

the elevator.

4. Double check all safety circuits and switches to ensure

safe operation.

5. Ensure that the home owner is provided with a

demonstration on how to run the elevator and given any

keys required.

6. Provide the home owner with the Owner’s Manual and ll

in your contact information

PAGE 14 of 48

SECTION 3 – Adjustments

and Troubleshooting

TAPEHEAD MAGNET AND VALVE ADJUSTMENT

QUICK GUIDE

The LCD is an optional part that can be added to the PLC,

enabling the user to change a memory location value or to

monitor and troubleshoot a problem. The screen will display

a message specically describing the nature of the fault.

(See Figure 22).

Values which could be controlled by the elevator user include

the following:

1. Changing the door opening time (A minimum of 1 second

and maximum of 20 seconds).

2. Changing the power door (slide or swing), same for the car

gate operator. Or turning the power door off at a selected

oor without changing the wiring.

3. Changing the maximum tripping time for the low oil

timer; a minimum of 30 seconds, and a maximum of

180 seconds.

Figure 22 - LCD

Apply and adjust the magnets as shown in the Appendices 6,

6A, 6B and 6C.

To check the level and tapehead magnet adjustment, begin

by sending the elevator to the intermediate oor, below are

some possible problems and their source of the problem.

1. If you experience the elevator stopping above the level in

both directions – Try moving the door zone magnet down.

2. If you experience the elevator stopping below the level in

both directions. – Try moving the door zone magnet up.

3. If you experience the elevator stopping above the level

when it goes in the up direction, but below the level when

it goes in the down direction. Try the following:

■ Decrease the slow speed in both directions.

■ Ensure that all of the sensors (LD, LU, DZH, & DZL) are

energized when the elevator is level with the oor.

If the above does not work, refer to the Appendices 6, 6A, 6B

and 6C.

4. If the elevator stops above the oor in the up direction and

stops level with the oor in the down direction. Try the

following:

■ Decrease the leveling speed in the up direction.

■ Decrease the low speed in the up direction.

■ Decrease the setting of the pump delay timer if LCD

screen provided.

5. If the elevator stops level in the up direction and below

level in the down direction. Try the following:

■ Move the door zone magnet up, the elevator will stop

level in the down direction but above the oor in the up

direction. Go back to step 4 and also make sure that

the down direction slow speed is not high.

6. If the elevator is stopping below the oor in the

up direction and stops level in the down direction.

Try the following:

■ Increase the leveling speed in the up direction.

■ Increase the low speed in the up direction.

■ Increase the setting of the pump delay timer if LCD

screen provided.

7. If the elevator will stop level in the up direction and above

the level in the down direction. Try the following:

■ By moving the door zone magnet down the elevator will

stop level in the down direction but below the oor in

the up direction. Go back and do step 6.

8. If the elevator stops below the oor in the up direction &

above the oor in the down direction, try the following:

■ The door zone magnet is too long.

■ The slow speed is too low in both directions.

9. For nal adjustment, you may need to adjust the

acceleration & the deceleration. This may affect the

leveling (within ¹/8"), but by readjusting the slow speed you

can get the elevator to stop level.

For the top and the bottom oor, use the same procedure

which was used for the intermediate oor.

NOTE: The PLC will not allow the elevator to move in

the slow speed more than 10 sec, within this time the

elevator should reach the oor level.

PAGE 15 of 48

TROUBLESHOOTING PROCEDURES

QUICK GUIDE

1. Access machine room.

2. Locate the elevator and inspect for any damages to

the equipment.

3. Inspect each call station for damage and they are in the off

position (if key required).

4. Test the elevator hall doors and ensure that they are all

closed and locked

5. With the proper meter, determine that the main line voltage

is correct and check the main fuses.

6. Check the position of the motor overload device if in the

off position; look for poor connections at control or motor,

or a failure in any of the main contactors.

7. Test all fuses in the controller with the proper meter. If any

fuses are open, check the wiring print to determine the

cause and location of the circuit and switches.

8. Test the hoistway circuit to determine if any switches

are open with the proper meter (do not under any

circumstances jump out any part of these circuits with a

jumper wire or by any other tool).

9. If the elevator will go down but not up check the ‘UP’

terminal switch.

10. If the elevator will go up but not down check the ‘DN’

terminal switch and down coil.

11. Call Federal Elevator Systems Inc. (1-905-458-4015)

if none of the above recties the problem.

QUICK FIX GUIDE FOR TYPICAL PROBLEMS

The elevator moves in the down direction but will not

move or accept calls in the up direction

■ Check if the power relay has de-energized

■ Check if the overload has tripped

■ Check if the phase protection relay has tripped

(if applicable)

■ Check if the low oil timer has tripped

Motor turning but no pressure:

■ Conrm the up coils are energized. If yes, check the

voltage and compare it with the rated voltage on the coils.

■ Conrm that the motor is turning freely in the right

direction (clockwise).

■ Adjust the Bypass and the relief as per the Appendix 9

Blain Valve Adjustment Sheet.

■ Conrm the valve up adjustments are correct.

Down coils energizes but elevator not moving:

■ Conrm that the shut-off valve is open.

■ Check the setting of the ow control valve.

■ Conrm that the valve down adjustments are correct.

■ Conrm that the safety block is not engaged.

■ Conrm that the adjustment of the low pressure switch

is correct.

■ Check the voltage and compare it with the rated voltage

on the coils.

Elevator is missing the bottom oor (sitting in the pit):

■ The slow speed may be set too high.

■ It may be missing some or all of the door zone signals

(Possible reasons: short magnet, wrong location or

polarity of the magnet, wrong location of the switches

or the cams which may be causing the switch to not

engage mechanically).

■ It could be that it is missing the oor limit signals.

■ It may be missing the slowdown limit signals.

■ The nal limit switch may be located in the wrong place.

Elevator is missing a oor:

■ It could be missing one or more of the door zone signals.

■ It could be missing the oor limit (position) signals.

■ It could be missing the slowdown limit signals.

Elevator is missing the top oor:

■ The pump delay adjustment could be too high. While

Federal Elevator will pre-set the pump delay in the factory

before shipping, the setting could have changed. Conrm

that it is set to 0.2 seconds, this could be adjusted from the

LCD screen.

■ The valve leveling speed could be set too high during the

pump delay timing, lower the levelling speed.

■ The elevator could be missing some or all of the door

zone signals, go back and check that they are in the

right location.

■ Could be missing the oor limit (position) signals.

■ Could be missing the slowdown limit signals.

■ Final limit cam could be installed in the wrong area.

PAGE 16 of 48

Elevator is bouncing in the up direction:

■ There could be mechanical resistance due to a

mechanical issue.

■ Valve may require pressure adjustment.

■ Ensure that the motor data plate and the power supply

match and that they pump mechanical specication

is suitable.

■ The up acceleration could be set too low.

■ There may not be enough oil in the tank.

■ Rails may need to be lubricated with oil.

Elevator is bouncing in the down direction:

■ There could be mechanical resistance due to a

mechanical issue.

■ Valve may require better adjustment in the down direction.

■ Low pressure switch may need adjustment.

■ There could be air in the cylinder, bleed the cylinder to see

if this xes the problem.

■ Rails may need to be lubricated with oil.

Elevator is stuck between oors:

■ One or more of the electromechanical safety contact is

open (for example: door contact, gate contact, safety

switch contact or low pressure switch contact).

■ A fuse could be blown.

NOTE: the monitoring from the PLC software may

cause the elevator to stop at any position for example:

the low oil timer or the overload is enabled however,

after a few seconds, the controller will register an

automatic call to the bottom oor to allow exit from

the elevator. Elevator may shutdown at the bottom

oor level and needs to reset the PCL to re-operate.

If the problem comes back, then some parts are not

functioning will and may require replacement.

Door interlock unlocking Solenoid not energizing:

■ No power to the Solenoid – It may be missing some or all

of the door zone or the position signals. There may be no

power from the 24V feeding fuse (F24) or the fuse could be

blown. The software may not be permitting the Solenoid

to energize due to illegal signals (For example: a jumper

detected or 2 position signals at the same time).

■ The door interlock unlocking the Solenoid has power but

it is buzzing – Possible voltage drop in the wiring: Federal

Elevator supplies permanent duty 24VDC Solenoid with

momentarily operation of 12 seconds (this is adjustable).

Check your shaft connection.

RESIDENTIAL CONTROLLER PLC

INPUTS & OUTPUTS

This section explains the basic function of the inputs and

outputs for the Federal Elevator Residential Controller.

GENERAL INFORMATION

The Federal Elevator Residential Controller (GR) is a controller

system designed by Federal Elevator to operate both

hydraulic units (1 to 4 coil valve) and electric drum units.

The operation of the elevator can be either automatic or

constant pressure.

The controller has been designed to operate up to 4 stops

with 2 automatic car gate operators, 4 automatic hall door

operators as well as electric strikes. However, it is possible to

provide customized controller options beyond our standard.

Federal Elevator always saves the required default setting data

on the PLC during the testing stage in our factory. Changing

this data on site is possible by using the LCD screen tool which

is provided initially to the dealer on their rst order (See Figure

22). This tool is removable and can be used on any Federal

Elevator PLC controller. Care must be taken when changing

the data parameters using this tool as any mistake will result

in an elevator shutdown situation. For example, if the job is

installed with a 4 coil valve but the data parameters have been

accidently set up for a 2 coil valve, then the PLC will receive

signals from the B and C coils causing the redundancy to trip in

less than 1 second. The same is true if the job is installed with

a 2 coil valve but the data parameters have been accidently set

up for a 4 coil valve.

INPUT SUMMARY

This input energizes when the elevator is at the 3

Floor Limit

(position) area. It activates the 3

oor reading and setting

even when the elevator is moving. This signal is monitored by

the General Sensor Monitoring Timer in the PLC.

When the elevator is moving and passing this oor, this signal

should not energize for more than 7 seconds or the PLC will

stop the elevator. If the elevator is slowing down at this oor,

it should arrive at the oor level within 5 seconds or the PLC

will stop it automatically from the slowdown monitoring timer.

If the elevator starts moving from this oor, the position signal

should de-energize within 10 seconds (this includes the pump

bypass time) otherwise the start monitoring timer in the PLC

will stop the elevator.

This input energizes when the elevator is at the 2

oor Limit

(position) area. It activates the 2

oor reading and setting

even when the elevator is moving. This signal is monitored by

the General Sensor Monitoring Timer in the PLC. When the

elevator is moving and passing this oor, this signal should

PAGE 17 of 48

not energize for more than 7 seconds or the PLC will stop

the elevator. If the elevator is slowing down at this oor, it

should arrive at the oor level within 5 seconds or the PLC will

stop it automatically from the slowdown monitoring timer. If

the elevator starts moving from this oor, the position signal

should de-energize within 10 seconds (this includes the pump

bypass time) otherwise the start monitoring timer in the PLC

will stop the elevator.

This input energizes when the elevator is at the 1

Floor Limit

(position) area. It activates the 1

oor reading and setting

even when the elevator is moving. This signal is monitored by

the General Sensor Monitoring Timer in the PLC.

If the elevator is slowing down at this oor, it should arrive

at the oor level within 5 seconds or the PLC will stop it

automatically from the slowdown monitoring timer. If the

elevator starts moving from this oor, the position signal

should de-energize within 10 seconds (this includes the pump

bypass time) otherwise the start monitoring timer in the PLC

will stop the elevator.

This input energizes when the elevator is at the Top Floor

Limit (position) area. It activates the 4

oor reading and

setting even when the elevator is moving. This signal is

monitored by the General Sensor Monitoring Timer in the

PLC.

If the elevator is slowing down at this oor, it should arrive

at the oor level within 5 seconds or the PLC will stop it

automatically from the slowdown monitoring timer. If the

elevator starts moving from this oor, the position signal

should de-energize within 10 seconds (this includes the pump

bypass time) otherwise the start monitoring timer in the PLC

will stop the elevator.

X2 & X3

Main Door Zone Signals operated from the related door

zone relays.

X4 & X5:

Auxiliary Door Zone Signals and Level Correction Signals.

The main door zone signals and the auxiliary door zone

signals have multi-functions. In order to activate any opening

command after the elevator has performed a complete stop

you need a oor signal and at least one of the auxiliary door

zone signals.

The opening command controls the opening of any car or hall

door in addition to the electrical strike and electrical interlock.

The LEVEL CORRECTION could be performed after the

elevator makes a complete stop and the oor signal is active.

Both of the main door zone signals and at least one of the

auxiliary door zone signals are required.

When the elevator enters the designated oor area, it uses

the position magnet to slow down. If that position signal is not

working for any reason, the elevator will slowdown from the

auxiliary door zone signals (UL or DL). Then it will stops when

both (UL & DL) ENERGIZE at the same time.

Once the elevator stops, missing any of the main door zone

signals or the position signal will cause the elevator to:

■ Deactivate any opening command

■ Deactivate any re-leveling or level correction command

■ Register an automatic call to the bottom oor

Sequence for Inputs X4 and X5:

A. When the elevator arrives at the required oor level it

slows down in order to perform the complete stop. The

slowdown could be either from the oor position or the

Door Zone magnet when one of the Auxiliary Door Zone

signal (X4 or X5) are energized. The maximum slow down

time is from 5 to 10 seconds. If the elevator does not reach

the oor level within this time, it will stop automatically.

In this case:

1. If the elevator is more than 2" away from the oor level,

it will travel to the bottom oor to reset.

2. If the elevator is less than 2" away from the oor level,

it will re-level as mentioned in section C below.

NOTE: the up maximum slow down timer is different

from the down maximum slow down timer and both

are adjustable by using the LCD screen. Federal

Elevator has saved the default settings at 10 seconds

for both directions.

IMPORTANT EXAMPLE:

Question: What would happen if you register a call to all

available oors with the following conditions?

■ Elevator is at the bottom level

■ Door Zone magnets are mounted on all oors

■ Position magnet is mounted only at the bottom oor

Answer: The elevator will travel, slow down and stop at each

oor with the Door Zone magnets working as a counter. The

power doors (hall or car) will not open. The EMI interlock

solenoid or the electric strike will not energize and the

elevator will not perform the re-leveling even though it is

stopped at the oor level. This explains the oor counter

operation from the Door Zone magnet signal.

PAGE 18 of 48

IMPORTANT EXAMPLE:

Question: What would happen if you register a call to all

available oors with the following conditions?

■ Elevator is at the bottom level

■ Door Zone magnet is only mounted at the bottom oor

■ Position magnets are mounted on all oors

Answer: The elevator will travel and slow down when the proper

position magnet energizes. Since the maximum slow speed time

is limited, the elevator will stop level by adjusting the maximum

slow down timers (T55 for the Up direction and T54 for the Down

direction in the PLC software). This should be done at 50-60%

of the full cab load and only after nishing all valve adjustments.

Note that no power doors (car of hall) will open. The EMI

interlock solenoid or the electric strike will not energize and the

elevator will not perform the re-leveling function.

NOTE: It is recommended to have all magnet mounted

as shown in the related drawing. Refer to Appendixes

7 Tapehead Mounting, 7A Four Stop Magnet

Placement, 7B Three Stop Magnet Placement, and

7C Two Stop Magnet Placement.

B. Inputs X2, X3, X4, X5 and only one of the position signals

should be energized when the elevator is at the oor level.

C. If only X4(or X5) is de-energized but X3, X4 and only one

of the position signals still on, the elevator will perform

the re-leveling and it will stop when X2, X3, X4 and X5 are

all energized.

Additional Information:

1. The re-leveling starts only after the elevator stops.

2. When the safety circuit is made, the re-leveling will start

and continue up to a maximum of 20 attempts. If the

elevator level cannot be corrected, it will travel to the

bottom oor to reset.

3. If any of the door contacts are opened or if the stop push

button in the car station is turned to the off position, the

number of the re-leveling is unlimited

4. For a Hydraulic elevator: the maximum re-leveling time

is 10 sec followed by 1 second interval to check if any

contacts are welded. If so, the elevator will shut down.

5. For the Drum Unit: the maximum re-leveling time is 1

second followed by 5 second interval to allow the drive to

reset to zero and to check if any contacts are welded.

X10, X11, X16 & X17:

During the automatic operation, all the above inputs are to be

energized in order for the elevator to start. Jumping the safety

in the controller may cause the software to trip the operation

for 1 hour from the time the jumper is removed. Re-cycle the

power to reset.

X16

Signal from the nal limit switch.

This signal energizes when all the safety contacts before the

terminal (FINAL) are energized.

X17

Signal from the hall door contact switch.

This signal energizes when all the hall door contacts are made

in addition to all the safety contact before the terminal (FINAL)

are energized.

If some contacts of the safety circuit are open (e.g. pit switch

and or the 1

oor hall door contact) jumping the safety

between terminal LOW AND E-CT will cause input X17 to

energize without input X16. This will stop the elevator from the

PLC. Reset to re operate.

X10 AND X11

These signals may be either from the 2

set of the hall door

contact switches or the signal from the car gate operator

contact. This signal energizes when all the safety contacts are

made up.

If some contacts of the safety circuit are open (e.g. pit switch

and/or the 1

oor hall door contact), jumping the safety

between terminal + and terminal E-L will cause inputs X10 &

X11 to energize without inputs X16 & X17. This will stop the

elevator from the PLC. Reset to re operate.

Inputs X10 & X11 should always have the same state (either

both on or both off) otherwise the PLC will stop the operation

The inputs X10 & X11 have 4 possibilities as shown:

SIGNALS G GX Redundancy

INPUTS X10 X11

POSSIBILITIES 1 ON ON OK

2 ON OFF Will Trip

3 OFF ON OK

4 OFF OFF Will Trip

X12 & X13:

A – Hydraulic controller

In hydraulic controller, signals X12 & X13 are operated from

the up contactors. Both U & UX contactors should be in the

same position. Therefore, both inputs X12 & X13 are to be

energized or de-energized at the same time. Please note if

both contactors U & UX fail in the energized or de-energized

position at the same time the PLC will detect this failure.

B – Drum controller

This is the exact same operation as the hydraulic controller

but the names of the contactors (relays) are UD and UDX. The

contactors UD and UDX energize in both directions of travel.

PAGE 19 of 48

NOTE: If both of the contactors U & UX (or UD & UDX)

are energized manually, the PLC will detect the wrong

signals and shut the elevator down.

X14

Power Supply Signal

Input X14 is required to be energized in order for the

elevator to move up but it is not required for the elevator

to move down.

X15

Call Common Signal

Input X15 is required to be energized in order to operate

in automatic mode. It is activated from the temporary/

automatic key switch (Located on the PC board, see electrical

schematic) when this key switch is turned to automatic.

X20, X21, X22 & X23

Floor Call Signals (1

oor, 2

oor, 3

oor and 4

oor

respectively).

They are usually operated from the car or the hall

push buttons.

NOTE: If the temporary/automatic key switch not in the

automatic position, call will not be registered even if a

jumper had been used directly to the above mentioned

terminals.

X100, X101, X102 & X103:

A – Hydraulic

The inputs X100, X101, X102 and X103 are operated from the

valve terminals A, B, C and D in order to monitor the valve.

Inputs X100, X101, X102 and X103 should have the same state

as the outputs Y100, Y101, Y102 and Y103.

NOTE: If the up coil valve signals are operated from

the PLC without the contactors U & UX, the PLC will

stop the operation after 1 sec even if the inputs X100 &

X101 match the signals from the outputs Y100 & Y101.

B – Drum

X101: Drive is running

X102: Signal from the drive (failure)

X104, X105, X106 & X107:

They energize when terminals W1, W2, W3 & W4 are

energized. If any electrical strikes are powered by use of a

jumper, the elevator will stop the operation

X110:

Door open push button signal.

X111:

Signal from the temporary operation.

If it is on, the elevator will not accept to register an automatic

call even if a jumper used from terminal PLC directly to the

call inputs X20 thru X23

OUTPUTS SUMMARY

Y0 and Y1:

Hydraulic Drum

Y0 Up moving command Up – Down moving

command

Y1 AUX Up moving command AUX Up – Down

moving command

Both outputs should have the same state causing the

2 related contactors or relays to energize otherwise the

elevator will stop after 1 second. the related monitoring

inputs should energize within 1 second. Also, the other

related outputs and inputs should energize within 1 second

(see inputs X100 thru X103 and outputs Y100 thru Y103).

High Speed: Not used in the standard application

Slow Speed: Not used in the standard application

Y4, Y5, Y6 & Y7

Call Register Light.

Energizes when a call is permitted to be registered. If the

power is turned off and the UPS is still turned on, a call can

be registered in the down direction to a lower level only.

Y10, Y11, Y12 & Y13

Position Indicator outputs that illustrates the elevators

position in the hoistway.

The digital position indicator is ashing when the elevator is

travelling and solid when the elevator is at the oor level.

Y14

Car Gate Operator Open Relay Command

Y15

Car Gate Operator Open Relay Command

When the elevator stops at a oor level and the signal is sent

to the automatic car gate operator to open, the GR1 relay

(operated from Y14) and the GR2 relay (operated from Y15)

will energize according to PLC pre-setting. The relays GR1 &

GR2 are used in the related car power door operator to open

the door.

PAGE 20 of 48

Example: You purchase an elevator with 2 openings having

sliding doors. The rst opening is for oors 1, 2 & 4 while the

second opening is for oor 1, 3 & 4.

When the elevator arrives to a oor and stops at the oor

level, the open command is initiated depending on the

designated oor.

■ The relays will be in the following states:

■ At the 1

oor both of the relays GR1 & GR2 will energize.

■ At the 2

oor only the GR1 relay will energize.

■ At the 3

oor only the GR2 relay will energize.

■ At the 4

oor both of the relays GR1 & GR2 will energize.

Y16

Automatic Car Light.

When it energizes, the related AL relay in the car station

energizes to TURN OFF the light. In order for the Y16 to

energize and turn off the light: the elevator should time up

to 5 min (300 sec) in normal operation and all the safety

contacts are made. No software monitoring or software

safety is activated, the elevator is at the door zone with all the

required door zone signals are on, no call registered.

Y17

Level correction, Re-leveling Enabled.

If the elevator stops within 2" (50mm) above or below the

designated oor level, the elevator will automatically correct

itself. Y17 energizes to activate the RLVL & RLVLX relays to

operate the level correction. This requires the elevator to be

in automatic operation and it is designed to allow for the car

and hall door contacts to be open. The same applies for the

car stop push button or switch.

Y100, Y101, Y102 & Y103

Hydraulic: Valve terminals A, B, C & D.

A: Up slow speed coil

B: Up high speed coil

C: Down high speed coil

D: Down slow speed coil

Drum: Up & Down command.

Y104, Y105, Y106 & Y107

EMI Interlock or Electric Strike Terminals.

Energizes at the designated oor with only one output

energized at each time. These will activate the door open

command. The PLC is designed so that placing jumpers on

any of the above terminals will cause the opening command

and the elevator to shut down.

COMMON INPUTS AND OUTPUTS DURING AUTOMATIC

OPERATION (2 STOP)

1. When the elevator is at the rst oor level with all doors

closed, the inputs X2, X3, X4, X5, X6, X10, X11, X14, X15,

X16, X17 are illuminated.

The output Y10 is also illuminated.

2. Pushing the 1

oor hall call push button will energize X20

momentarily and energize the 1

oor hall door Interlock

solenoid (input X104 energizes and outputs Y104, Y14 &

Y4 energize). This will also cause the hall door contacts

to open (Inputs X17 will drop) and the automatic car gate

contact, if applicable, will open (Inputs X10 & X11 will drop).

3. Close the hall door and wait for the car door to close fully.

All the inputs and the outputs will go back to normal. See

item 1 above.

4. Pushing the second oor call will cause the input X21

to energize momentarily and the output Y5 to latch. The

outputs Y0 & Y1 energize to operate the up contactors.

The outputs Y100 & Y101 will also energize to operate the

A & B coils.

5. Inputs X12 & X13 will energize right away or within 1 sec.

If not, the elevator call will be cancelled.

6. Inputs X100 & X101 will energize right away or within

1 sec. If not, the elevator call will be cancelled.

7. The elevator starts moving (or it will shut down within 5 sec)

8. The DL signal will de-energize (input X5)

9. The DZL signal will de-energize (input X3)

10. The DZH signal will de-energize (input X2)

11. The UL signal will de-energize (input X4)

12. The P1 signal will de-energize (input X6)

13. If any of the above signals remain energized within 5 sec

from the time the elevator starts moving, the elevator

will shut down and the LCD screen will indicate a tape

head failure.

14. Between oors the output Y10 will be turned off and the

output Y11 will start ashing

15. The elevator will start to enter the 2

oor area, input X1

will energize causing the elevator to slow down. Output

Y11 will latch and output Y101 and input X101 will de-

energize. This will be followed by inputs X5, X3, X2 & X4

energizing. The elevator now is at the 2

oor level. The

output Y100 and the input X100 will de-energize after

a 0.4 second pump delay. The outputs Y0 & Y1 will de-

energize causing the elevator to stop level

PAGE 21 of 48

16. The output Y105 and input X105 will energize while the

inputs X10, X11, X17 and output Y5 will de-energize. If an

automatic car gate operator is installed then output Y14

and/or Y15 will energize.

17. After few seconds, outputs Y14, Y15 and Y105 as well as

input X106 will de-energize. The car door will start to close

and the interlock will engage.

18. At this point, your inputs will be: X1, X2, X3, X4, X5 in

addition to X10, X11, X14, X15, X16 and X17.

COMMON INPUTS AND OUTPUTS DURING AUTOMATIC

OPERATION (3 STOPS)

1. When the elevator is at the rst oor level with all doors

closed, the inputs X2, X3, X4, X5, X6, X10, X11, X14,

X15, X16, X17 are illuminated. The output Y10 is also

illuminated.

2. Pushing the 3

oor hall call push button will energize X22

momentarily and output Y6 will energize. The elevator will

start moving up with Y11 ashing.

3. As the elevator enters the 2

oor area, the input X1 and

output Y11 will energize. Because a 3

oor call was

placed, the elevator will continue passed the 2

oor call.

When passing the 2

oor, the inputs X2, X3, X4 and X5

will energize. When the elevator is passed the 2

oor the

inputs will de-energize in the owing order: X5, X3, X2, X4

and X1.

4. As the elevator approaches the 3

oor area, the input

X0 energizes causing the elevator to slow down. Output

Y12 energizes, output Y101 de-energizes and input X101

de-energizes initiating the slowdown speed.

5. X5, X3, X2 and X4 will energize when the elevator has

reached the oor.

6. The output Y100 and Input X100 will de-energize after

a 0.4 second pump delay. The output Y0 and Y1 will

de-energize causing the elevator to stop.

MAINTENANCE GUIDELINE

The schedule for maintenance on this unit is to be arranged

by the local service company; however, it is recommended

that the following inspections and adjustments (if required)

be carried out at regular intervals not exceeding 90 days.

NOTE: Please check all local codes or authorities to

ensure that you are following the correct guidelines,

regulations and codes while performing your

elevator maintenance.

CHECK THE MACHINE ROOM FOR THE FOLLOWING:

Check the tank unit for the following:

1. That there is no oil leakage around the control valve

2. That there is no oil leakage around the hydraulic

hose joints

3. Check the minimum oil level when elevator is at the

top oor

4. That the oil tank is clean and dry

5. Check expiry date of hose line

Check the controller for the following:

1. Loose terminal connections

2. Burnt or frayed wiring

3. Excessive dust buildup

4. Loose relays and bases

5. Ensure that the controller is clean of any debris

6. Ensure that the emergency battery has not exceeded

its expiry date

INSPECT THE SHAFT FOR THE FOLLOWING:

Check the shaft for the following:

1. That the guide rail brackets, rails and clips are secure

2. That the guide rail sh plates are secure

3. Ensure that all limit switches are secure

4. Check lights and outlets to ensure that they are functioning

5. That all piping and ttings are secure

6. That the pit is clean and dry

7. That the hoisting ropes are undamaged

8. That rope attachments and rope clips are secure

PAGE 22 of 48

9. That the guide rails are sufciently lubricated

Inspect the hydraulic cylinder for the following:

1. Ensure that there are no scratches to piston

2. That the wiper seal is not leaking excessive oil

3. If applicable, ensure that the oil return hose is connected

4. Check that the cylinder and pillar brackets are secure

Inspect the piston follower for the following

(if applicable):

1. That the piston sheave guide shoes are secured

2. That there is sufcient lubrication to the guide shoes

3. That the piston sheave is level

TESTING THE SAFETY DEVICES – THIS SHOULD BE

COMPLETED ON EACH SERVICE CALL

Inspect the top of car for the following:

1. That all attachments are secure

2. That travel cables are hanging properly

3. That conduits and piping are not damaged

4. That the car top is clean and dry

5. If applicable, check top of car inspection station to

ensure that the light works and you can run on top of

car inspection

Inspect the door frames for the following:

1. That all frames are secure and not damaged

2. That door interlocks are attached rmly

3. That door hinges are lubricated

4. That the door view panel is intact

5. That door gibs are secured

6. That the spring door closer is attached rmly to slow door

Inspect each landing entrance for the following:

1. That the button face plate is secure

2. That call buttons are operating as normal

Inspect the inside of the car for the following:

1. That lights are working

2. That the face plate secure

3. That all indicator lights and buttons are functioning

4. That all walls and handrails are secured

5. If applicable, that the telephone is working

6. Disconnect power to test that the emergency light works

7. Check oor level stops for accuracy

PAGE 23 of 48

APPENDIX 1 – RESIDENTIAL 3" X 5" RULE

APPENDICES

PAGE 24 of 48

APPENDIX 2 - TEMPORARY OPERATION START UP PROCEDURE

During temporary operation: some fuses may be not mounted to the sockets by Federal before shipping!! Only after completing all

the connections to the controller, the above fuses should be mounted with the power OFF (including the POWER PACK) in order to

start the automatic operation.

The PLC protection cover is to be removed before placing the elevator in service in order to allow the air to ventilate the PLC.

During installation: the TEMPORARY – AUTOMATIC switch (where applicable) should be in the temporary position and is not to

be turned into automatic until all of the temporary jumpers are removed.

■ Before making any connections, make sure that:

a. There is enough starting power for the motor and the controller.

b. And that the 110V (+ or - 5%) AC volts from a separate disconnect switch.

■ Connect the ground wire from the main switch to the ground of the proper terminal in the controller (10 AWG).

■ Both the main disconnect switch and the 110V disconnect switch are OFF:

a. Connect the wires from the main switch to the terminals of the proper contactor (see sticker in the controller).

b. Connect the wires from the 110V disconnect switch to the proper terminals in the controller; making sure that AC2 (or N)

is the neutral (use the white wire), and that AC1 (or H) is the (HOT-LIVE) line (use the black wire).

c. Connect the wires from the proper terminals in the controller into the auxiliary contact in the main disconnect switch

(and remove the jumper).

d. Turn the 110V power on to ensure that you have the correct voltage between AC1 and AC2 (or H and N).

e. Turn the main power on to ensure that you have the correct voltage between (L1 & L2), (L1 & L3), and (L2 & L3).

PAGE 25 of 48

APPENDIX 3 – MAIN AND AUXILIARY DISCONNECTS AND MOTOR CONNECTION

PAGE 26 of 48

APPENDIX 4 – RESIDENTIAL EXPLODED VIEW – ACCORDION DOORS

PAGE 27 of 48

APPENDIX 4A – RESIDENTIAL EXPLODED VIEW – BIFOLD DOORS

PAGE 28 of 48

APPENDIX 5 – INFRARED CURTAIN ASSEMBLY

PAGE 29 of 48

APPENDIX 6 – TWO SPEED DOOR INSTALLATION

INSTALLATION ILLUSTRATION

500297

( FOR TWO SPEED HALL ENTRANCE )

AVT Beckett Elevator Ltd.

Beckett Elevator Ltd.

PAGE 30 of 48

APPENDIX 7 TAPEHEAD MOUNTING

PAGE 31 of 48

APPENDIX 7A FOUR STOP MAGNET PLACEMENT

PAGE 32 of 48

APPENDIX 7B THREE STOP MAGNET PLACEMENT

PAGE 33 of 48

APPENDIX 7C TWO STOP MAGNET PLACEMENT

PAGE 34 of 48

APPENDIX 8 HOISTWAY PREWIRING DRAWING

PAGE 35 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

34 268

139

103

37,5

EV 100

¾“ EV 1 ½“ & 2“ EV 2 ½“ EV

EN ISO 9001

2 ½“ EV

¾“ EV 1 ½“ EV

EV 100 EV 100

GmbH

Pfaffenstrasse 1 Tel. 07131 2821-0

Boellinger Hoefe Fax 07131 485216

74078 Heilbronn http://www.blain.de

Germany e-mail:[email protected]

B44

EN 81-2

120

55 9

20 55

3 x M6

10 100

21,5

63,5

118,5

26 216

54110

43,5

180

53,5

18938

3 x M10

101

EV 100

210

110

130

3 x M10

151

198

Simple Responsive Adjustment Self Cleaning Pilot Line Filters

Temperature and Pressure Compensation Self Cleaning Main Line Filter (Z-T)

Solenoid with Connecting Cables Built-in Turbulence Suppressors

Pressure Gauge and Shut Off Cock 70 HRc Rockwell Hardened Bore Surfaces

Self Closing Manual Lowering 100% Continuous Duty Solenoids

Technical Data: ¾“ EV 1 ½“ & 2“ EV 2 ½“ EV

Flow Range: l/min 10-125 (2-33 USgpm) 30-800 (8-208 USgpm) 500-1530 (130-400 USgpm)

Pressure Range: bar 5-100 (74-1500 psi) 3-100 (44-1500 psi) 3-68 (44-1000 psi)

Press. Range CSA: bar 5-100 (74-1500 psi) 3-70 (44-1030 psi) 3-47 (44-690 psi)

Burst Pressure Z: bar 575 (8450 psi) 505 (7420 psi) 340 (5000 psi)

Pressure Drop P–Z: bar 6 (88 psi) at 125 lpm 4 (58 psi) at 800 lpm 4 (58 psi) at 1530 lpm

Weight: kg 5 (11 lbs) 10 (22 lbs) 14 (31 lbs)

Oil Viscosity: 25-60 cSt. at 40°C (104°F). Max. Oil Temperature: 70°C (158°F)

Solenoids AC: 24 V/1.8 A, 42 V/1.0 A, 110 V/0.43 A, 230 V/0.18 A, 50/60 Hz. Insulation Class, AC and DC: IP 68

Solenoids DC: 12 V/2.0 A, 24 V/1.1 A, 42 V/0.5 A, 48 V/0.6 A, 80 V/0.3 A, 110 V/0.25 A, 196 V/0.14 A.

Description

Available port sizes are ¾“, 1 ½“, 2“ and 2 ½“ pipe threads, depending on ow. EV 100‘s start on less than minimum load and

can be used for across the line or wye-delta starting. According to customers‘ information, valves are factory adjusted ready for

operation and very simple to readjust if so desired. The patented up levelling system combined with compensated pilot control

ensure stability of elevator operation and accuracy of stopping independent of wide temperature variations.

EV 100 valves include the following features essential to efcient installation and trouble free service:

The BLAIN EV 100 program includes the widest range of options offered to the elevator industry for high performance

passenger service. Easy to install, EV 100‘s are smooth, reliable and precise in operation throughout extreme load and

temperature variations.

Elevator Control Valves

Manufacturer of the Highest Quality:

Control Valves for Elevators

Tank Heaters - Hand Pumps

Pipe Rupture Valves - Ball Valves

PAGE 36 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

BLAIN HYDRAULICS

B44

EV 100

EV 10

EV 1

EV 0

EN 81-2

Optional Equipment

EN Emergency Power Solenoid

CSA CSA Solenoids

KS Slack Rope Valve

BV Main Shut-Off Valve

HP Hand Pump

DH High Pressure Switch

DL Low Pressure Switch

CX Pressure Compensated Down

MX Auxiliary Down

Up Up to 0.16 m/s (32 fpm). 1 Up Speed.

Up Start is smooth and adjustable.

Up Stop is by de-energising the pump-motor.

Down Up to 1.0 m/s (200 fpm). 1 Full Speed and 1 Levelling Speed.

All down functions are smooth and adjustable.

¾" 1 ½" and 2" EV 2 ½"

Up Up to 0.16 m/s (32 fpm). 1 Up Speed.

Up to 0.4 m/s (80 fpm) by overtravelling and levelling back down.

Up Start is smooth and adjustable.

Up Stop is smooth and exact through valve operation whereby

the pump must run approx. ½ sec. longer through a time relay.

Down Up to 1.0 m/s (200 fpm). 1 Full Speed and 1 Levelling Speed.

All down functions are smooth and adjustable.

EV Control Valve

Types

USA Patent No. 4,637,495

Pats & Pats Pend: France, Germany,

Italy, Japan, Switzerland & U.K.

USA Patent No. 4,637,495

Pats & Pats Pend: France, Germany,

Italy, Japan, Switzerland & U.K.

Up Up to 1.0 m/s (200 fpm). 1 Full Speed and 1 Levelling Speed.

Up Start and Slow Down are smooth and adjustable.

Up Levelling speed is adjustable.

Up Stop is by de-energising the pump-motor.

Down Up to 1.0 m/s (200 fpm). 1 Full Speed and 1 Levelling Speed.

All down functions are smooth and adjustable.

Up to 1.0 m/s (200 fpm). 1 Full Speed and 1 Levelling Speed.

All 'up' functions are smooth and adjustable.

Up Levelling speed is adjustable.

Up Stop is smooth and exact through valve operation whereby

the pump must run approx. ½ sec. longer through a time relay.

Down Up to 1.0 m/s (200 fpm). 1 Full Speed and 1 Levelling Speed.

All down functions are smooth and adjustable.

USA Patent No. 4,601,366

Pats & Pats Pend: France, Germany,

Italy, Japan, Switzerland & U.K.

USA Patent No. 4,601,366

Pats & Pats Pend: France, Germany,

Italy, Japan, Switzerland & U.K.

PAGE 37 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

BLAIN HYDRAULICS

EV 1

EV 10

EV 100

EV 0

Adjustments UP

1. By Pass: When the pump is started, the unloaded car should remain stationary at the oor 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.

2. Up Acceleration: With the pump running, the car will accelerate according to the setting of adjustment 2. 'In' (clockwise)

provides a softer acceleration, 'out' (c-clockwise) a quicker acceleration.

Up Stop: The pump-motor is de-energised. There is no adjustment.

Alternative Up Stop with Over-travel: The motor is de-energised at oor level. Through the ywheelaction of the pump-

motor drive the car will travel to just above oor level. In overtravelling the oor, down levelling solenoid D is energised,

lowering the car smoothly back down to oor level where D is de-energised.

S 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.

1. By Pass: When the pump is started and solenoid A energised, the unloaded car should remain stationary at the oor 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.

2. Up Acceleration: With the pump running and solenoid A 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. Up Stop: At oor level, solenoid A is de-energised. 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.

Alternative Up Stop: At relatively higher speeds, the car will travel to just above oor level. In overtravelling the oor,

down levelling solenoid D is energised, lowering the car smoothly back down to oor level where D is de-energised.

S 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.

1. By Pass: When the pump is started and solenoid B energised, the unloaded car should remain stationary at the oor 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.

2. Up Acceleration: With the pump running and solenoid 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.

3. Up Deceleration: When solenoid B is de-energised, the car will decelerate according to the setting of adjustment 3. 'In'

(clockwise) provides a softer deceleration, 'out' (c-clockwise) a quicker deceleration.

4. Up Levelling: With solenoid B de-energised as in 3, the car will proceed at its levelling speed according to the setting

of adjustment 4. 'In' (clockwise) provides a slower, 'out' (c-clockwise) a faster up levelling.

Up stop: The pump-motor is de-energised. There is no adjustment.

S 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.

1. By Pass: When the pump is started, and solenoids A and B energised, the unloaded car should remain stationary at

the oor 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.

2. Up Acceleration: 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.

3. Up Deceleration: When solenoid B is de-energised, whilst solenoid A remains energised, the car will decelerate according

to the setting of adjustment 3. 'In' (clockwise) provides a softer deceleration, 'out' (c-clockwise) a quicker deceleration.

4. Up Levelling: With solenoid A energised and solenoid B de-energised as in 3., the car will proceed at its levelling speed

according to the setting of adjustment 4. 'In' (clockwise) provides a slower, 'out' (c-clockwise) a faster up levelling.

5. Up Stop: At oor level, solenoid A is de-energised with solenoid B remaining de-energised. 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.

S 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.

Valves are already adjusted and tested. Check electrical operation before changing valve settings.

Test that the correct solenoid is energised, by removing nut and raising solenoid slighty to feel pull.

Nominal Settings: Adjustments 1 & 4 approx. level with ange faces. Up to two turns in either direction may then be necessary.

Adjustments 2, 3 & 5 all the way 'in' (clockwise) then two turns 'out' (c-clockwise). A small nal adjustment may be necessary.

Warning: Only qualified personell should adjust or service valves. Unauthorised manipulation may result in injury,

loss of life or damage to equipment. Prior to servicing internal parts, ensure that the electrical power is switched off and residual

pressure in the valve is reduced to zero.

PAGE 38 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

D C B A

BLAIN HYDRAULICS

8 97

D C A B

D C B A

9 7 4

Positions of Adjustments EV 100 1½", 2", 2½"

Adjustments UP

1 By Pass

2 Up Acceleration

3 Up Deceleration

4 Up Levelling Speed

5 Up Stop

Adjustments DOWN

6 Down Acceleration

7 Down Full Speed

8 Down Deceleration

9 Down Levelling Speed

Adjustments DOWN

Valve Types Elements Omitted

EV 0 A, B, W, 3, 4 & 5

EV 1 B, W, 3 & 4

EV 10 A & 5

EV 100 as shown

Control Elements

A Solenoid (Up Stop)

B Solenoid (Up Deceleration)

C Solenoid (Down Deceleration)

D Solenoid (Down Stop)

H Manual Lowering

S Relief Valve

U By Pass Valve

V Check Valve

W Levelling Valve (Up)

X Full Speed Valve (Down)

Y Levelling Valve (Down)

KS Option

Valves are already adjusted and tested. Check electrical operation before changing valve settings.

Test that the correct solenoid is energised, by removing nut and raising solenoid slightly to feel pull.

Nominal Settings: Adjustments 7 & 9

approx. level with ange face. Two turns in either direction may then be necessary.

Adjustments 6 & 8

turn all the way 'in' (clockwise), then 1.5 turns 'out' (c-clockwise). One nal turn in either direction may be necessary.

Horizontal Sections

6. Down Acceleration: When solenoids C and D are energised, 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.

7. Down Speed: With solenoids C and D energised 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.

8. Down Deceleration: When solenoid C is de-energised whilst solenoid D remains energised, 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.

Down Levelling: With solenoid C de-energised and solenoid D energised as in 8 above, the car will proceed at its down levelling

speed according to the setting of adjustment 9. 'In' (clockwise) provides a slower, 'out' (c-clockwise) a faster down levelling speed.

Down Stop: When solenoid D is de-energised with solenoid C remaining de-energised, the car will stop according to the setting

of adjustment 8 and no further adjustment will be required.

KS Slack Rope Valve: Solenoids C and D must be de-energised! 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.

Warning: Only qualied personnel should adjust or service valves. Unauthorised manipulation may result in injury,

loss of life or damage to equipment. Prior to servicing internal parts, ensure that the electrical controller is switched

off and residual pressure in the valve is reduced to zero.

Vertical Section

M1 Second pressure gauge connection, ½"

Z1 Pressure switch connection, ¼"

Important: Length of ¾“ thread on pump

connections should not be longer than 17 mm!

PAGE 39 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

BLAIN HYDRAULICS

EV 0

EV 1

EV 10

EV 100

Elevator Valves

Control Elements

A Solenoid (Up Stop) U By Pass Valve

B Solenoid (Up Deceleration) V Check Valve

C Solenoid (Down Deceleration) W Levelling Valve (Up)

D Solenoid (Down Stop) X Full Speed Valve (Down)

H Manual Lowering Y Levelling Valve (Down)

S Relief Valve F Filter

Hydraulic Circuit Electrical Sequence

Adjustments UP

1 By Pass

2 Up Acceleration

3 Up Deceleration

4 Up Levelling Speed

5 Up Stop

Adjustments DOWN

6 Down Acceleration

7 Down Full Speed

8 Down Deceleration

9 Down Levelling Speed

MOTOR

PAGE 40 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

US gpm.

5 10 15 20 25 30 35

20 40 60 80 100 120 140

50 100 150 200 250 300 350 400 20 40 60 80 100 120 140 160 180 200

200 400 600 800 1000 1200 1400 1600 100 200 300 400 500 600 700

03 04

12 3

8 9

3+5+6

XX D

SMMS

SESF SZ SO

UD UOU 1E EO FO1F

W6 VF FO 4F FS 4E EO

FO 7F

7O7EF UOXO

A+B

C+D

6 mar 11 BLAIN HYDRAULICS Designers and Builders of High Quality Valves for Hydraulic Elevators Printed in Germany

EO9E

1 ½" & 2" 2 ½"

¾"

US gpm.

l/min.

C+D A+B

¾" 1 ½" 2 ½"

FO 26x2P 47x2.5P 58x3P *

EO 9x2P 9x2P 9x2P

UO 26x2V

39.34x2.62V

58x3V

WO 5.28x1.78V 5.28x1.78V 5.28x1.78V

VO 23x2,5V 42x3V 60x3V **

7O 5.28x1.78P 9x2P 9x2P

XO 13x2V 30x3V 47x3V

HO 5.28x1.78V 5.28x1.78V 5.28x1.78V

SO 5.28x1.78P 5.28x1.78P 5.28x1.78P

MO 26x2P 26x2P 26x2P

O-Ring: V - Viton

P - Perbunan

700

600

500

400

300

200

100

700

600

500

400

300

200

100

700

600

500

400

300

200

100

bar

psi psi

barbar psi

3 97

{

Pos. No. Item

FS Lock Screw - Flange

FO O-Ring - Flange

1F Flange - By Pass

EO 0-Ring - Adjustment

1E Adjustment - By Pass

UO 0-Ring - By Pass Valve

U By Pass Valve

UD Noise Suppressor

UF Spring - By Pass

2 Adjustment - Up Acceleration

3 Adjustment - Up Deceleration

EO 0-Ring - Adjustment

4E Adjustment - Up Levelling

4F Flange - Check Valve

FO 0-Ring - Flange

VF Spring - Check Valve

W Up-Levelling Valve

WO 0-Ring - Up Levelling Valve

VO Seal - Check Valve

V Check Valve

W6 Screw - Check Valve

3 Adjustment - Up Stop

3 Adjustment - Down Acceleration

7F Flange - Down Valve

FO 0-Ring - Flange

7O 0-Ring - Adjustment

7E Adjustment - Down Valve

UO 0-Ring - Down Valve

XO Seal - Down Valve

X Down Valve

XD Noise Suppressor

F Main Filter

8 Adjustment - Down Deceleration

EO 0-Ring - Adjustment

9E Adjustment - Down Levelling

9F Spring - Down Valve

Y Down Levelling Valve

H Manual Lowering - Self Closing

HO Seal - Manual Lowering

SE Adjustment - Screw

SM Hexagonal

MS Grub Screw

SO 0-Ring - Nipple

SZ Nipple

SF Spring

SK Piston

MM Nut - Solenoid

AD Collar - Solenoid

M Coil - Solenoid (indicate voltage)

AR Tube - Solenoid 'Up'

MO 0-Ring - Solenoid

AN Needle - 'Up'

AF Spring - Solenoid 'Up'

AH Seat Housing - 'Up'

AS Seat - Solenoid Up'

MM Nut - Solenoid

M Coil - Solenoid (indicate voltage)

DR Tube - Solenoid 'Down'

MO 0-Ring - Solenoid

DF Spring - Solenoid 'Down'

DN Needle - 'Down'

DK Core - Solenoid

DG Seat Housing with Screen-'Down'

FD Filter Solenoid

DS Seat - Solenoid 'Down'

Some parts occur more than once in different

positions of the valve.

EV Spare Parts List

Static pressure with empty car.

Adjustments

In case of down leakage, replace and test in the following order:

DS & DN , XO , VO , WO , FO + HO .

Flow Valves

F Do not remove!

Solenoid Valves

0-Ring-Size

No.

* FO by 4F 2½" is 67x2.5P

** 90 Shore

Flow Guide Selection Charts

To order EV 100, state pump ow, empty car pressure (or ow guide size) and solenoid voltage.

Example order: EV 100, 380lpm, 18 bar (empty), 110 AC ≡ EV 100/4/110AC

Taper threads: Do not exceed 8 turns of piping

into the valve connections.

PAGE 41 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

EN ISO 9001

GmbH

Pfaffenstrasse 1 Tel. 07131 2821-0

Boellinger Hoefe Fax 07131 485216

74078 Heilbronn http://www.blain.de

Germany e-mail:[email protected]

EN 81-2

KV2S

3.2 kg

KV2P

2.5 kg

KV1S

2.3 kg

1.8 kg

B44

KV1P

KV 1/2" solenoid valves are designed for small hydraulic lifts operating at speeds up to 0.16 m/s (32 fpm) depending on the

valve selected. The smooth and accurate ride characteristics of the KV2S valve which includes 'soft stop' in both directions,

render it highly suitable for quality home lifts and lifts for the handicapped.

Flow Range: 5-80 l/min. (1.3-20 gpm) - see ﬂ ow pressure charts on page 6 Pressure Range: 3-100 bar (45-1500 psi)

Oil Viscosity: 25-60 mm²/sec. at 40°C (15-35 cSt. at 120°F) Burst Pressure: 500 bar (7500 psi)

Solenoids AC: 24 V/1.8 A, 42 V/1.0 A, 110 V/0.5 A, 230 V/0.18 A, 50/60 Hz Max. Oil Temperature: 70°C (158°F)

Solenoids DC: 12 V/2.1 A, 24 V/1.1 A, 42 V/0.6 A, 80 V/0.3 A, 125 V/0.25 A, 196 V/0.14 A.

Ports: P Pump, Z Cylinder and T Tank all G1/2"

Insulation Class, AC and DC: IP 68

Control Valves for Small Lifts

Speeds max. (EN code)

Up One up speed, 0.16 m/s (32 fpm) max.

Up start has built-in damping.

Up stop has no damping (pump stops).

Down One down speed, 0.16 m/s (32 fpm) max.

Down start has adjustable damping.

Down speed is adjustable.

Down stop has built-in damping.

Up One up speed 0.16 m/s (32 fpm) max. with soft stop,

or 0.4 m/s (80 fpm) max. with overtravel and releveling.

Up start has built-in damping.

Up stop has adjustable damping (delayed pump stop required).

Down One down speed, 0.16 (32 fpm) max.

Down start has adjustable damping.

Down speed is adjustable.

Down stop has built-in damping.

Up One up speed, 0.16 m/s (32 fpm) max.

Up start has built-in damping.

Up stop has no damping (pump stops).

Down Two down speeds, 1 m/s (200 fpm) max.

Down start has adjustable damping.

Fast down speed and leveling speeds are adjustable.

Slow down and stop have built-in damping.

Up One up speed, 0.16 m/s (32 fpm) max. with soft stop,

or 0.4 m/s (80 fpm) max. with overtravel and releveling.

Up start has built-in damping.

Up stop has adjustable damping (delayed pump stop required).

Down Two down speeds, 1 m/s (200 fpm) max.

Down start has adjustable damping.

Fast down speed and leveling speeds are adjustable.

Slow down and stop have built-in damping.

Manufacturers of the Highest Quality:

Control Valves for Elevators

Tank Heaters - Hand Pumps

Pipe Rupture Valves - Ball Valves

PAGE 42 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

BLAIN HYDRAULICS

EN ISO 9001

B44

EN 81-2

7 9S 1

KV2P

KV1P

S 1

KV1S

7 9S

KV2S

Electrical SequenceHydraulic Circuit

Alternative Overtravel

Motor

Motor Motor

Alternative Overtravel

Motor

For Options:

BV, EN, HP, KS,

DH, DL and HA

see page 4.

Control Elements

A Solenoid ‘Up Stopʼ

C Solenoid ‘Down Decelerationʼ

D Solenoid ‘Down Stopʼ

U Bypass Valve

H Manual Lowering

HA Manual Down Speed Adjuster

Adjustments DOWN

6 Down Acceleration

7 Down Full Speed

9 Down Leveling Speed

Down Deceleration built-in

Adjustments UP

1 Bypass

5 Up Soft Stop

Up Acceleration built-in

V Check Valve

X Down Valve

Y Down Level Valve

F Main Filter

S Relief Valve

3 mm socket key

PAGE 43 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

KV1P

KV1S

KV2P

KV2S

BLAIN HYDRAULICS

Adjustments UP

1. Up Bypass: When the pump is started, the unloaded car should remain stationary at the ﬂ oor for a period of about 1 second

before starting upwards. The length of this delay is according to the setting of adjustment 1.'In' (clockwise) shortens the delay,

'out' (c-clockwise) lengthens the delay.

Up Stop: At ﬂ oor level, the pump-motor is de-energized. The stop may be abrupt depending on load and speed of approach.

No adjustment possible.

S 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.

1. Up Bypass: When the pump is started, the unloaded car should remain stationary at the ﬂ oor for a period of about 1 second

before starting upwards. The length of this delay is according to the setting of adjustment 1.'In' (clockwise) shortens the delay,

'out' (c-clockwise) lengthens the delay.

5. Up Stop: At ﬂ oor level solenoid A is de-energized. Through a time relay the pump must run approx. 1/2 seconds 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. Pre-adjustment: With solenoid A disconnected and the pump running, 5 should be turned in until

the car starts to move up, then slowly backed off again until the car stops.

Alternative Up Stop: At relatively higher speeds and with the time relay arrangements as with 'up stop' above, the car may

travel to just above ﬂ oor level. In overtravelling the ﬂ oor, down leveling solenoid D is energized, lowering the car smoothly back

down to ﬂ oor level where D is de-energized.

S 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.

1. Up Bypass: When the pump is started, the unloaded car should remain stationary at the ﬂ oor for a period of about 1 second

before starting upwards. The length of this delay is according to the setting of adjustment 1.'In' (clockwise) shortens the delay,

'out' (c-clockwise) lengthens the delay.

Up Stop: At ﬂ oor level, the pump-motor is de-energized. The stop may be abrupt depending on load and speed of approach.

No adjustment possible.

S 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.

1. Up Bypass: When the pump is started, the unloaded car should remain stationary at the ﬂ oor for a period of about 1 second

before starting upwards. The length of this delay is according to the setting of adjustment 1.'In' (clockwise) shortens the delay,

'out' (c-clockwise) lengthens the delay.

5. Up Stop: At ﬂ oor level solenoid A is de-energized. Through a time relay the pump must run approx. 1/2 seconds 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. Pre-adjustment: With solenoid A disconnected and the pump running, 5 should be turned in until

the car starts to move up, then slowly backed off again until the car stops.

Alternative Up Stop: At relatively higher speeds and with the time relay arrangements as with 'up stop' above, the car may

travel to just above ﬂ oor level. In overtravelling the ﬂ oor, down leveling solenoid D is energized, lowering the car smoothly back

down to ﬂ oor level where D is de-energized.

S 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.

Nominal Settings: Adjustment 1 level with ﬂ ange faces. Adjustment 5 (KV1S & KV2S) level with ﬂ ange faces.

Valves are already tested and adjusted. Check electrical operation before changing valve settings. Test that the correct solenoid is en-

ergized by removing nut and raising solenoid slightly to feel pull.

Warning: Only qualiﬁ ed personell should adjust or service valves. Unauthorised manipulation may result in injury, loss of life or

damage to equipment. Prior to servicing internal parts, ensure that the electrical power is switched off and residual pressure in

the valve is reduced to zero.

PAGE 44 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

HP (H13)

DH/DL KS

BLAIN HYDRAULICS

DH/DL KS

HP (H13)

Options are shown with KV1P Valve. The same Options

can be applied to all other KV Valve types .

KV Example with Options

KV Optional Equipment

BV Ball Valve built in

EN Emergency Power Solenoid

HP Hand Pump H 13

KS Slack Rope Valve

DH Pressure Switch 10-100 bar

DL Pressure Switch 1-10 bar

CSA CSA Solenoids

HA Manual Down Speed Adj.

KV1P / KV1S

6. Down Acceleration: When solenoid D is 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. Pre-adjustment: 6 should be turned

all the way in and then solenoid D energized. Turn 6 slowly back out until the car accelerates downwards.

9. Down Speed: With solenoid D energized as above, the down speed of the car is according to the setting of adjustment 9. 'In'

(clockwise) provides a slower down speed, 'out' (c-clockwise) a faster down speed.

Down Stop: At ﬂ oor level, solenoid D is de-energized causing the car to stop. No adjustment necessary.

H Manual Lowering: 'out' (c-clockwise) allows the car to be lowered by hand. Closes automatically on release.

KV2P / KV2S

6. Down Acceleration: 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. Pre-adjustment: 6 should

be turned all the way in and then solenoid C and D energized. Turn 6 slowly back out until the car accelerates downwards.

7. Down Speed: With solenoids C and D energized as above, the 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.

Down deceleration: When solenoid C is de-energized whilst solenoid D remains energized, the car will decelerate according to the

built-in damping. No further adjustment will be required.

9. Down Leveling: With solenoid C de-energized and solenoid D remaining energized, the car will travel 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.

Down Stop: At ﬂ oor level, solenoid D is de-energized causing the car to stop. No adjustment necessary.

H Manual Lowering: 'out' (c-clockwise) allows the car to be lowered by hand. Closes automatically on release.

KS Slack Rope Valve: Solenoid D must be de-energised! 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.

Valves are already tested and adjusted. Check electrical operation before changing valves settings. Test that the correct solenoid

is energized by removing nut and raising solenoid slightly to feel pull.

KV Nominal Settings: Adjustments 7 & 9, screwheads level with the hexagon heads.

Adjustments DOWN

Optional

Separate Equipment

RS Pipe Rupture Valve

ES Pipe Rupture Valve End Switch

PAGE 45 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

BLAIN HYDRAULICS

KV1P

KV1S

KV2P

KV2S

C A

KV1P

KV1S

34,5

111

125

110

15,5

G /4"

DH - DL

36,5

KV2P

KV2S

34,5

125

110

G /4"

DH - DL

40,6

140

48,5

50 7,5

10,5

15,5

Measurements

Assembly

Adjustments

1 Bypass

5 Soft Stop ‚Up‘

6 Start ‚Down‘

7 Speed ‚Down‘

9 Levelling ‚Down‘

S Relief Valve

Connections

P Pump

T Tank - return

Z Cylinder

KV1P and

KV1S

KV2P and

KV2S

Control Elements

A Solenoid ‚Up Stop‘

C Solenoid ‚Down Deceleration‘

D Solenoid ‚Down Stop‘

U Bypass Valve

V Check Valve

X Down Valve

Y Down Levelling Valve

H Manual Lowering

L Gauge Shut Off Cock

F Main Filter

Important: Length of ½“ thread on pipe connections

should not be longer than 14 mm!

PAGE 46 of 48

APPENDIX 9 BLAIN VALVE ADJUSTMENT SHEET

6 Jan 11 BLAIN HYDRAULICS Designers and Builders of High Quality Valves for Hydraulic Elevators Printed in Germany

DR6

KV1S

KV2S

C A

KV2

KV1S, KV2S

SESMMSSOSZSFSK

1F1EUF UOU EO

7+9

7ESM9F MSSZ SOYOFIXTXO

FZA V VO

L KS

D/6

KV2S

KV2P

0-Ringe: 9x2 P

DH/DL

0-Ringe: 9x2 P

DH/DL

L KS H S

D/6

KV1P KV1S

X / Y

bar

l/min

US gpm

psi

5 10

15 20

25 30 35

100

200

400

600

800

1000

1200

1400

KV1

KV2

10 20 40

10 20

80 90

100 110

120

130 140

150

bar

l/min

psi

15 20

200

10 20

80 90

100

300

KV1&KV2

US gpm

bar

l/min

US gpm

psi

15 20

200

400

10 20

80 90

100

300

For pressure-ﬂ ow conditions with-

in shaded area, use 3/4" piping to

avoid unnecessary power loss.

Pump ﬂ ows above 80 l/min. not

recommended

Example order

KV2S, 65 l/min, 25 bar (empty),

220WS

or: KV2S/80/220WS

Pressure Drop P - Z

Insert Selection and Down Flow Chart

Solenoid Valves Adjustments

Parts List

Flow Valves

Static pressure with empty car.

Lowest Relief Pressure

0-Rings: V - Viton - FKM

P - Perbunan - NBR

In case of down leakage, replace and test

in the following order:

S6, N6, HO, V complete, XO, (2x XO with

KV2).

0-Rings: 9x2 P

Pos. No. Item

1 1F Flange - Bypass

1E Adjustment - Bypass

EO 0-Ring - Adjustment (3,5x1,5 - P)

U Flow Guide - Bypass

UO 0-Ring - Bypass (17x1 - V)

UF Spring - Bypass

5 5 Adjustment - Up Stop

6 6 Adjustment - Down Acceleration

7+9 7E Adjustment - Down Valve

9F Spring - Down Valve

YO 0-Ring - Flow Guide (10x1 - V)

XO Seal - Flow Guide (5.28x1.78 - V)

XT 0-Ring Disc

FI Filter - Down Valve

X Down Flow Guide (Brass)

Y Down Levelling Flow Guide (Steel) - KV2

Y Down Flow Guide (Steel) - KV1

S SE Adjustment Screw - Relief Valve

SM Hexagonal - Relief Valve

MS Locking Screw

SO 0-Ring - Nipple

SZ Nipple - Relief Valve

SF Spring - Relief Valve

SK Piston - Relief Valve

H H Manual Lowering - Self Closing

HO Seal - Man. Lowering (0-Ring 5.28x1.78 - V)

HA HA Adjustable Manual Lowering

KS KS Slack Rope Valve

A MM Nut Solenoid

AD Collar Solenoid

M Coil Solenoid (indicate voltage)

AR Tube Solenoid 'Up'

MO 0-Ring Solenoid

AN Needle Solenoid 'Up'

AF Spring Solenoid 'Up'

AH Seat Housing 'Up'

AS Seat Solenoid 'Up'

C+D M Coil Solenoid (indicate voltage)

C DR Tube - Solenoid 'Down', w/o adj. 6

D DR6 Tube Solenoid 'Down', with adj. 6

MO 0-Ring Solenoid

DF Spring Solenoid 'Down'

C DN Needle Solenoid 'Down'

D N6 Needle Solenoid 'Down' (Nipple)

C HN Needle Solenoid 'Down'

DK Core Solenoid 'Down'

DG Seat Housing 'Down'(Solen.D with screen)

C S6 Seat Solenoid 'Down'

C CO 0-Ring Seat Housing

Z ZA Cylinder Thread Connection

V Check Valve

VO 0-Ring Check Valve (5,28x1,78 - V)

F Main Filter

L L Gauge Shut Off Cock

PAGE 47 of 48

NOTES

PAGE 48 of 48

NOTES

1090 Lorimar Drive

Mississauga, ON L5S 2A1

Tel 905.458.4015

Toll 1.888.785.5438

Fax 905.458.0680