Downstream pressure reduction pilot

operated automatic control valve

Mod. Ecoline XLC 410

Rev. 1 – 12/2014
XLC 410

Contents
Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4
Handling and storage - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5
Installation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6
Set up - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- - - - - - - - - 7
Valves epoxy painted - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8
Maintenance of MRV Pilot- - - - - - - - - - - - -- - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - 9
Maintenance of GRIFO- - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11
Maintenance of general XLC 400 valve body- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13

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XLC 410

Description
The pilot operated control valve XLC 400 series Mod. 410 is designed to automatically reduce and
stabilize a high inlet pressure into a lower downstream pressure, regardless of variation in demand
and upstream pressure fluctuations.

6
5

4 7

1
9

Picture 1

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XLC 410

Handling and storage

Lifting the valve improperly may damage it and the equipments around. It is mandatory not to
fasten the valve around the circuit, fittings, pipes, solenoids or position indicators. Valves must be
lifted only by cables, chains, located around the body, through the flanges holes or eyebolts.
During hoisting always consider that the center of mass depends on the circuitry and pilots
installed.
If installation will be delayed place the valve indoors in a secure watertight storage. Should that be
unavailable use a vermin proof rain cover around the valve to keep off rain , mud , humidity. Place
the valve on a solid and well drained surface base to prevent moisture, flood from reaching the
body.

Lifting the valve in the wrong way may cause malfunctioning, emission of water
spurts, injuries to the personnel and permanent damages of the valve.

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XLC 410

Installation
The automatic control valve XLC 400 must be always installed in a horizontal position with the
bonnet upwards. Smaller valves, (150 mm and smaller) can be installed in a vertical pipe shouldn’t
be unavoidable. Prior to that consult KSB and specify the orientation in the order. A stable and non
pulsating source of pressure is necessary for the proper performance of KSB control valves,
whose minimum pressure is displayed on the technical brochure and always o,5 bar on the pilot in
addition to the headloss produced during working conditions.

 Gate valves or other sectioning devices must be installed upstream and downstream of
KSB control valves to allow for maintenance.
 The operating fluid must be free of air, air valves (KSB Mod. SVF 3F AS combination anti-
slam) should be installed downstream and upstream. This to avoid the accumulation of air
pockets during working conditions, allow air discharge during pipe filling and entrance in
case of pipe burst and draining.
 A suitable by-pass should be provided for servicing of the valve without interrupting the
flow. For the by-pass sectioning do not use standard gate valve, likely to get damaged
during modulation, but rely on globe pattern gate valves and/or KSB direct acting pressure
reducing valves..
 If not included in the order install pressure gauges upstream and downstream, a flow
measurement device is always recommended to make sure hydraulic conditions remain
within the values used for sizing.
 A strainer with suitable basket and mesh should be installed ahead of the valve to protect
internal components from debris, particles and foreign material.
 Sufficient space should be provided around the valve for disassembly.
 Check direction of flow and make sure it is according to the marking on the valve’s casting.
 Make sure the flanges and pipes connection are according to the valve’s standard. The
nuts and bolts setting has to be conducted in the proper way, gradual and symmetrical, in
order not to produced additional stress and deformation.
 During handling be sure not to damage the glass of the position indicator, if present.

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XLC 410

Set up
For the proper set up of XLC 400 Mod. 410 reader is advised to use the following points (rif. picture
1 on page 4).

The set up and valve regulation has to be carried out by qualified personnel only, or
directly from KSB service. Improper actions can lead to permanent damages to the
valve, its internal components and system equipments along with possible injuries of
the people involved.

 Make sure the isolation ball valves of the circuitry (2-3-4) are fully open
 The valve is at first isolated from the main line as both sectioning devices, upstream and
downstream, are closed.
 Unless a specific setting has been required in the order remove the hood from the pilot (6)

The difference in pressure generated by the valve during the pressure

sustaining/relief function will produce a thrust proportional to the pressure itself.
Anchorage blocks and way of preventing valve’s movement or shifting need to be
taken into account.

and turn anticlock wise the screw to decrease the spring force in the cover almost
completely. The downstream set pressure depends on the pilot setting and it is proportional
to the charge of the spring. Regulation chart are available on request.
 Slowly operate on the upstream gate valve to open it by 30 %, leaving the downstream
sectioning device completely closed.
 Pressure will enter the valve’s body, circuitry and bonnet pushing down the diaphragm and
mobile block against the obturator and inducing the valve’s closure
 Remove the air entrapped in the bonnet, during the operation, by means of the air release
device located on top of the position indicator (7) leaving it flowing for at least 20 seconds.
 Open completely the upstream gate valve
 Slowly open the downstream gate valve, to a maximum of 40% of the stroke, to generate
some flow through the valve and give the valve enough time to react, this depends on how
big is the system downstream and on the variations in demands.
 Having decompressed, the spring as per indications mentioned above unless a specific
setting was required in the order, the XLC 410 control valve will tend to reduced pressure
limiting the flow.

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XLC 410

 Slowly act on the regulation screw on the pilot (6) turning it clockwise, the variation in
pressure depends on the spring range used, and can vary from 0,47 bar to 0,95 bar per
revolution with the most common springs used. Please consult KSB for more details.

Regulations of pilots has to be carried out slowly to avoid unwanted pulsations and
pressure surges. Always leave enough time for the system to balance, in case of
doubts and problems allow for some flow through the by-pass to stabilize the line and
call CSA
KSB technical support.

 Once the valve has reached the desired value set the locking nut and place the hood on top
of the pilot. Open the downstream gate valve completely then and check once again the
pressure gauge and the flow meters.
 The unit flow control device GR.I.F.O. is exclusive and contains needle valves,
filter and check valves used for the proper valve’s stability and regulation. If present do
never change the settings before consulting with KSB technical support.

Valves epoxy painted FBT

Maintenance

Valves epoxy painted using FBT requires washers flat washers to be installed on the
flanges connections to prevent the paint from cracking or chipping.

KSB automatic control valves XLC 400 series have been designed with a sturdy and reliable
construction to minimize servicing and possible malfunctioning. However we recommend to inspect
them at least twice per year releasing the air accumulated inside the bonnet and checking the
strainer inside the GR.I.F.O, if present, or placed as a separate entity in the circuitry. We
recommend a thorough inspection and maintenance with complete disassembly every 4 years,
according to the following instructions.

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XLC 410

MRV – Downstream pressure reducing pilot

The downstream pressure reducing pilot is a
04 diaphragm operated valve, spring loaded
05
and direct acting, that can be installed
06 basically in any position.
The function is nothing but to reduce and
02
07
stabilize the downstream pressure,
regardless of flow rate and upstream
08
pressure fluctuations.
12

10
Operation
19
The valve is normally opened thanks to the
11
force exerted by the spring over the
03
diaphragm, that is opposed to the
01 downstream pressure applied directly below
13
it. When the downstream pressure exceeds
14 the force of the spring the obturator is
15
pushed up closing the passage through the
16 17
pilot, therefore leading the pressure towards
the main chamber and allowing the valve
18
to throttle which will result in a pressure
reduction, because of the head loss created
between the obturator and the main valve
seat.We obtain the regulation by acting on
the screw (05), i.e. clockwise to increase the
pressure and counter-clockwise to decrease
it.

Disassembly
It is not necessary to remove the pilot from
the circuit for the disassembly. Instead use
the enclosed picture which indicates the
numbers specified here below to perform the
operations.
1- Remove the hood of the pilot (4) loosen
the tightening nut (6) and turn the lead
screw (5) anticlockwise, until the spring is
completely unloaded.
2- Remove the screws (19) holding the cover
(2).
3- Separate the cover, the spring (8) and the
spring guide (7).

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XLC 410

4- With a monkey wrench 24 remove the lower tap (16) and the spring (18).
5- With a monkey wrench 13 unscrew the tightening nut (12) to remove the upper flat (10) and the
diaphragm (11).
6- Again with key 13 unscrew the gasket holder (14) and pull out the staple shaped obturator guide
(3).
7- Check the sealing seat (13) and if necessary remove it using a 13 tube key.

Inspection and repair

During these operations carefully check every detail to find damage, in particular the
diaphragm and the sealing seat gasket. The pilot is very sturdy and the materials are
designed to guarantee many years of working conditions for which, generally, it is
sufficient to remove the deposits and make sure to keep the metallic internal components
properly lubricated. If that is not enough we strongly recommend you to contact KSB technical
support or order the maintenance kit.

Reassembly
To reassembly the pilot you have to repeat, obviously in reverse sequence, the same steps
specified in the dismantling phase, while paying attention to:
- Place the diaphragm on the staple shaped obturator guide, then the upper flat and the self-
locking dice which must not be excessively tight so as not to wear the internal components, please
contact KSB for any doubt related to the torque required to perform the operatoion.
- Now insert this component in the body with a light pressure in such a way as to make its
holes match the ones of the diaphragm.
- During this operation pay particular attention to the correct alignment of the staple shaped
obturator guide with the protuberance of the body, in order to avoid contact and friction
that could affect the proper operation of the pilot.
- At this point screw the obturator on the staple shaped obturator guide and proceed with the tap
(16), provided with o-ring (17) so that the gasket holder (14) can slide inside of it.
- Place the spring, the sealing seat, the cover, set the screws and put the cap back.

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XLC 410

GR.I.F.O. 3 – 3/8″ PN 25

14 2 3

GR.I.F.O.-3 G3/8 PN25

VELOCITA' CHIUSURA VELOCITA' APERTURA

CLOSING SPEED OPENING SPEED

4
www.csasrl.it
ORIFIZIO CALIBRATO
ADJUSTABLE ORIFICE

9 11 12

8 5

7 10

1
6
15

13 19

16
18
17

The “GR.I.F.O.” (Integrated Group Filter Orifices) is a unit flow control device that
includes all the necessary functions, needed for the proper regulation and stability of the main
valve. Its compact design makes the entire circuitry easy to be maintained, simple and intuitive yet
allowing a tremendous range of regulations compared to other solutions on the market.
It is completely manufactured in stainless steel AISI 303 and contains :
- a fine mesh filter in AISI 304 (8) to protect the pilot circuit from possible dirt, maintained simply by
unscrewing the tap (9).
- the intervention also called reaction speed regulator* (4) of the main valve, and the opening (3)
and closing (2) speed regulators* of the valve’s main chamber, independent one from the other,
obtained by fine adjustment needle valves.

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XLC 410

- replaceable check valves placed upstream of every regulator to limit the flow and control
the acceleration during the valve opening and closing.
- an upstream outlet not filtered protected by a cap 1/8 G
- an upstream pressure outlet filtered, 1/8 G, protected by an air valve.
- The adjustment is normally done in the factory although it is possible to modify it on the spot, in
order to find the optimal regulation according to the function required.

Herewith enclosed are the optimal values for the most common XLC applications expressed in
terms of revolutions, starting from the fully closed position and turning anticlockwise.

Type Reaction Opening Closing

speed speed speed

XLC 410 3 1 5

XLC 412 3,5 4 4

XLC 420 3 3 4

XLC 430 3 1 5

For example the regulation 3 means that, starting

from the complete closed needle (turned clockwise), unscrewing 3 turns in opening you will get
the indicated regulation.

Maintenance
The “GRIFO” is particularly sturdy, extremely simple and reliable so it does not require
maintenance but we strongly advise to proceed regularly, at least twice per year, with a clearing of
the filter from dirt and deposits, simply by unscrewing the tap (9) and washing the mesh. This
procedure can be carried out without interrupting the flow through the main valve, and simply by
isolating the main circuit by means of the isolation ball valve and removing the pressure right
upstream of the GRIFO.

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XLC 410

Interventions on the main XLC 400 valve

1 18

19 3

20
8

7 10

8 21
5 4

6 11

13 15 14 2 12 16 17

In case of malfunctioning or defects, that b) the mobile block moves but the valve
can be found on the main valve, is possible to does not react because the diaphragm is
intervene without removing the product damaged.
from the pipeline. The defects can be either c) the diaphragm is OK but the valve does
internal and external. not close or leakages is reported.
The external defects mainly concerns the
pilot circuit and are not related to the main The possible causes lead to:
body of the XLC 400 control valve.  defects on the diaphragm;
The internal defects concern the mobile  defects on the movements of the
block, or the deterioration of the internal mobile block;
components.  friction caused by deposits and
Problems can be summed up in three corrosion;
categories:  problems on the gaskets;
a) the valve is blocked, the mobile block  defects on the sealing seat.
does not move;

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XLC 410

Problems solving

Problem Cause Solution

The main valve doesn’t The gate valves are closed Open the gate valves
close
The ball valves of the circuit are Open the ball valves
closed
There is no pressure inside Check the pressure coming
the main chamber into the circuit
The diaphragm is damaged ( see Replace the diaphragm
the following section “checking the
diaphragm”)
The mobile block is stuck due to Clean the main shaft
corrosion, deposits, cavitation and replace all the
components affected by
deposit or corrosion
The mobile block is stuck due to Remove the material from
stones, pebbles, trapped inside the the valve
main body

The plane gasket of the obturator is Replace the plane gasket

ruined

The sealing seat is ruined Replace the sealing seat

The main valve The gate valves are closed Open the gate valves
doesn’t open
The ball valves of the circuit are Open the ball valves
closed

There is no pressure on the main Check the upstream

supply line pressure

The mobile block is stuck due to Clean the main shaft

stones, pebbles, debris that remain and replace all the
trapped inside the valve components affected by
deposit or corrosion

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XLC 410

1) Checking the diaphragm

In order to verify if the diaphragm has suffered any damage simply proceed as follows:
a) slowly close the upstream and downstream gate valves;
b) close all the ball valves of the circuit;
c) completely open the air vent valve from the position indicator, if the latter is not present
the fitting of the isolation valve on the chamber;
d) open the upstream gate valve slowly but not completely little by little so that the pressure
enters the main valve body.
The water that flows will raise the mobile block and the membrane therefore, the air vent will
discharge the remaining water trapped inside the main valve bonnet.
When all the water of the main chamber has been expelled (this operation could take a few
minutes and is related to the DN of the valve as well as the opening percentage of the upstream
gate valve) if the membrane is not damaged, the flow will come to an end and you can be sure the
cause of the problem has to be found somewhere else.
On the contrary if the flow keeps going the diaphragm is surely damaged or the nut fixing the
membrane to the shaft is not tightened enough, therefore intervene accordingly, simply by
replacing the diaphragm or setting the nut tight.
Warning: remember to close the upstream gate and decrease all the remaining pressure inside
the valve before removing the bonnet.

Movement of the mobile block

In order to verify the proper movement of the mobile block to proceed as follows: isolate the main
chamber closing the two isolation ball valves on the upstream and downstream side of the valve’s
body, and open the drain port located on top of the position indicator. In this way you will relief the
pressure out of the valve’s bonnet.
Attention: with this operation we will basically open the valve completely, therefore no regulation
will be performed. Make sure to avoid dangerous consequences of the pressure system onto which
the valve is acting.
When the main valve is completely opened mark the glass of the indicator to the
corresponding position.
Now close leave the isolation ball valve downstream and open the correspondent upstream, also
close the air release valve on the position indicator. The main valve will close.
Verify that the valve closes following the movement downwards of the indication rod (a slowing
down in the final phase is normal and caused by the bending and adjustment of the diaphragm).
When the valve is closed, mark the glass of the indicator to the corresponding position and verify
that the movement of the rod is like the one indicated below, if different, then means that there is
something preventing the proper movement of the mobile group and please contact KSB
immediately.

DN in mm 50 65 80 100 125 150 200 250 300/400

Stroke in mm 15 18 21 27 27 43 56 70 84

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XLC 410

The clogging can be located between the seat and obturator if the indication rod is in closed
position and the flow continues, or between the sealing seat and cap if the valve does not reach
the complete opening. Before proceeding to dismantling the cover, it is suggested to do some
manual opening and closing operations putting the main chamber under pressure and discharging
it. This operation proved to be enough in some situations to flush the dirt downstream. If not take
the cover apart.

3) Friction of the shaft

One of the more frequent causes of the mobile group movement obstruction are the
corrosion and deposits on the main shaft causing friction. They can be due to particles (conveyed
from the water) or to limestone deposits (for extremely hard water) that in the long run cause the
jamming of the main shaft on the guiding devices, because of the high friction value.
Should that be the case simply proceed to a proper cleaning leaving it in a muriatic acid solution
5% as long as necessary, shouldn’t that be sufficient then proceed with a fine abrasive cloth until
the deposit is completely removed.

4) Plane gasket
The valve must close watertight once the pressure has entered the main chamber and if we have
enough pressure to do it which is at least 0,5 bar acting on the pilot in addition to headloss during
outflow, if that doesn’t happen proceed with the inspection of the plane gasket performance
assuring the closure between the obturator and the sealing seat.

5) Sealing seat
One more reason that could be responsible for the improper closure of the valve may be the
sealing seat, occurring in case of dirt and deposits or damaged due to cavitation. In these cases
we must proceed with an accurate inspection to clean the component by means of sandpaper
then polish it, if the problem can’t be solved on the spot please contact KSB technical support for
immediate assistance.

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XLC 410

Disassembly
As mentioned before make sure that the gate valves upstream and downstream of the valves have
been properly closed and set tight.
Relieve the pressure of the main chamber simply by closing the isolation valves of the circuit and
opening one of its fittings. Proceed with the removal of the circuitry, in order to facilitate the
intervention on the cover, only after having noted down the layout
Remove the nuts (4) and the washers (5). If the valve has been working for a long time you may
notice that all the parts in contact with the diaphragm will tend to get stuck, in this case simply hit
the lower part of the cover to loosen it by means of a plastic hammer and a chisel driving it
upwards. After that, hoisting the valve vertically using eyebolts. Remove the internal mobile block
and put it into a grip with clamps in soft material such as brass or aluminum, be extremely
careful doing that because the upper and lower main shaft surface responsible of the valve-s
guiding mechanism , if worn or etched, may cause the blocking of the valve due to its bind in the
bearings.
Remove the nut and the washer (10) take off the upper flat (11) the O-rings (21) check the
diaphragm looking for damage and, after having pulled out the plane gasket (13)by means of a
screw driver ( please make sure not to wear the gasket itself or its housing) examine it carefully.
Check the driving bush on the cover (7).
Examine the sealing seat (15) looking for scratches that may affect the proper water tightness and
for possible sign of cavitation.
The sealing seat is made in stainless steel and it usually doesn’t require particular
maintenance, a very important thing though is to guarantee proper cleaning by means of sand
paper.
Up to DN 150 the sealing seat is screwed into the body while for the remaining DN it is set tight by
several screws. To carry out a further inspection and removal of the sealing seat, and in case of
cavitation, please contact KSB technical support for immediate assistance.

Inspection
After all the components have been dismantled we need to look for any damage caused by wear of
the surface, deposits, corrosion or something else.
It is strongly advised to replace every 4 years all the components made in rubber, responsible for
the water tightness of the valve, such as O-Rings, the diaphragm, the plane gasket.

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XLC 410

Reassembly
To reassemble do the reverse of the disassembly procedure positioning the main shaft back into
the grip along with all the pieces. It is very important not to forget the O-Ring (21) and to set the
nut tight (10) to assure a proper torque between the diaphragm and the plane gasket. Please be
extremely careful with this step because a nut not properly tight may engender movements making
the mobile block unstable, therefore affecting the valve’s performance.
Put the mobile group back into the valve’s body placing the shaft into the sealing seat guide, make
the holes of the diaphragm match the studs and position the spring (9) under the cover.
Set the nuts tight using a cross over pattern, then put the circuitry back to its original position.

Final inspection
Make sure that the internal mobile block can move without any friction, this can be verified simply
by gradually putting the main chamber under pressure and checking the movement of the
indication rod, as explained before.
Examine the status of the plane gasket simply by checking the perfect water tightness of the
sealing seat. At this point proceed by opening the upstream gate valve full throttle to have the
normal working conditions, check for any leakage through the cover or the nuts, should that
happen set them tighter.

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