Form PG-2471 September, 1988 Worthington CUB COMPRESSOR INSTRUCTIONS FOR INSTALLATION, OPERATION, AND MAINTENANCE CONTENTS Front Mattor . 7 Ga Warranty, Safety recautons, Storage Chapter 1. Installation Chapter2 . . : Lubrication Chapter 3 Frame & Running Gear Chapter 4. ‘i on : Compressor Cyinders Chapter S ; 5 Operation Chapter 6... * Capacity Control Chapter 7 Operating and Maintenance Data DRESSER RAND ENGINE PROCESS COMPRESSOR DIVISION DRESSER-RANDWARNING, DO NOT OPERATE THIS EQUIPMENT IN EXCESS OF ITS RATED CAPACITY, SPEED, PRES- SURE AND TEMPERATURE, NOR OTHERWISE THAN IN ACCORDANCE WITH THE INSTRUC: TIONS CONTAINED IN THIS MANUAL. OPERATION OF THE EQUIPMENT IN EXCESS OF ‘THE CONDITIONS SET FORTH IN THE SALES CONTRACT WILL SUBJECT IT TO STRESSES. AND STAINS WHICH IT WAS NOT DESIGNED TO WITHSTAND. ‘THOSE RESPONSIBLE FOR INSTALLATION OF THIS EQUIPMENT MUST PROVIDE SUITAB! GROUNDS, MAINTENANCE CLEARANCE AND LIGHTNING ARRESTORS FOR ALL ELECTRI- CAL COMPONENTS AS STIPULATED IN OSHA, PART 1910 OF TITLE 29 OF THE CODE OF FEDERAL REGULATIONS, FAILURE TO HEED THIS WARNING MAY RESULT IN AN ACCIDENT CAUSING PERSONAL INJURY OR PROPERTY DAMAGE. INTRODUCTION READ THIS INSTRUCTION BOOK CAREFULLY BEFORE ERECTING OR STARTING THE UNIT. This: manual contains important inswuctions and related information on the installation, ‘operation and maintenance of Worthington CUB Gas Compressors. THE IMPORTANCE OF HAVING THIS INSTRUCTION BOOK IN THE HANDS OF THE PERSON IN CHARGE OF INSTALLING AND OPERATING THE MACHINE CANNOT BE OVEREMPHASIZED. All people involved in the installation, operation and servicing of the unit should have access to this ‘manual and be familiar with its contents. Strict attention to the instructions will be repaid by Satisfactory performance and low upkeep costs. DO NOT REMOVE THE NAMEPLATES ATTACHED TO THE MACHINE. THEY GIVE THE SERIAL NUMBERS WHICH ARE NECESSARY WHEN CORRESPONDING WITH WORTHING- TON REGARDING YOUR UNIT. Reter all communications to the nearest Worthington Sales Office.TABLE of CONTENTS Paragraph FRONT MATTER FOREWORD. . . . WARRANTY, REMEDY, DISCLAIMER LIMITATION OF LIABILITY fee oe SAFETY PRECAUTIONS. ee STORAGE OF LUBRICATED COMPRESSORS, CHAPTER 1 - INSTALLATION OCATION Steerer eye eee etsy a nance SKIDS AND FOUNDATIONS Cylinder Support Recommendations Support Arrangements ‘Skid Design Foundation Design Foundation Construction . Setting and Leveling Skid Grouting : FLYWHEEL INSTALLATION | COMPRESSOR PIPING AND CONNECTIONS : Recommendations for the installation, Fabrication, Testing and Cleaning ot Piping : Gas Intake Piping Discharge Piping ‘Skid Connections ‘Temporary Suction Screens Safely Valves... Intercooler, Aftercooler, Receiver and Scrubber CYLINDER WATER PIPING : Costing Water Requirements, HeanesooccudE Precautions "ELECTRICAL WIRING CHAPTER 2 - LUBRICATION GENERAL... FRAME AND RUNNING GEAR LUBRICATION” Lubricating Oil Requirements : ‘A. General Requirements . B. Viscosity Requirernents C. Inspection D. Oil Change Schedule Maintenance A. Oil Cooler B. Oil Filter ©. Relief Valve D. Main Oil Pump Page 27TABLE of CONTENTS (Continued) Paragraph Page CHAPTER 2 - LUBRICATION (Continued) CYLINDER LUBRICATION SYSTEM : 210 Cylinder Ot Recommendations 2:10 A, General Requirements . 210 B. Service Considerations . 212 C. Inspection Decne tee 242 D. Synthetic Lubricants ooo coo 212 Break-in and Operation oe 213 Extended Shutdown eee ee 221 Pump-to-Point Lubrication System... toe 215 A. Lubricator Operation . Aone 216 B. Lubricator Adjustment : 2.16 Block-type Lubrication System . foie cece 217 ‘A. Filing and Purging the System Fees 2-20 B, Maintenance and Troubleshooting Dien BBE CHAPTER 3 - FRAME AND RUNNING GEAR GENERAL. : C ee a4 SAFETY PRECAUTIONS : eo 32 FRAME... : fee 33 MAIN BEARINGS. ‘i . : 35 CONNECTING RODS ao te 88 Connecting Rod installation a 38 CROSSHEADS and PINS fi 5 4 3.10 Crosshead Installation tone on 344 OIL SCRAPER RINGS Go . 342 CHAPTER 4 - COMPRESSOR CYLINDERS GENERAL . ay CYLINDER NAMEPLATE INFORMATION 4 tee + 43 ‘Serial Number ‘i : 43 Liner Bore, Bore & Stroke Boe 44 Max Working Pressure eg a 44 Max Relief Valve Setting a ae 44 H.E, and C.E. Linear Clearance eee : oo Piston and Flod Assembly Weight 4 ae 45 DESCRIPTION ee 45 INTERCHANGEABLE CYLINDERS and CONVERSIONS . . : 45 COMPRESSOR PISTONS ang RINGS : : 46 CYLINDER-TO-PISTON CLEARANCE 46 PISTON END CLEARANCE a : 7 46 CHECKING PISTON ROD RUNOUT 2 ee OPERATING WITH AN ODD NUMBER OF CYLINDERS : fl 48TABLE of CONTENTS (Continued) Paragraph Page CHAPTER 4 ~ COMPRESSOR CYLINDERS (Continued) COMPRESSOR CYLINDER BORE and PISTON MAINTENANCE . . 410 Inspection of Cylinder Bores : 4-10 Honing . duaoo A 4-10 Reboring . . : : au Oversize Pistons. i al Cylinder Liner Replacement 7 : 4-12 Replacing Piston Rings... ee eee ee ce 43 Rider Ring Installation oe ana PISTON ROD PACKING ce : 416 (Packing Typeset oes fers eee ere : 47 Packing Cooling : 47 ‘Types of Packing Ring + 48 Packing Ring Side Clearances ee ell Packing Gaskets. . ae Bi babon 4-23 HPS® PLATE VALVES . - ae 4-28 Valve Operation and Maintenance Fiennes 4-25 Valve Disassembly, Inspection and Servicing . bode 008 4-28 Valve Reassembly oo 427 Inserting Valves Into Cylinder Ports... ee 28 Valve Polarization... 22... 5 a 4:29 Split Yokes (Optional) oe ee oot 4-30 CHAPTER 5 - OPERATION GENERAL... Go00 Bt PREPARATION FOR INITIAL START : eee Lubrication Systems eee 5.2 Compressor Cylinders oe 53 General Inspections and Adjustments |... . 5 : 53 Compressor Cooling System : . 5.4 INITIAL START-UP ae oe 54 BREAK.IN AND OPERATION ; Aa 57 ROUTINE STARTING Aa : 57 ROUTINE STOPPING : 58 EMERGENCY OR NON-SCHEDULED SHUTDOWN . . . ti 58 SHUTDOWN FOR AN EXTENDED PERIOD . ae 59 ROUTINE OPERATION AND MAINTENANCE coe 53 Daily foc : 5:10 Weekly . fee : ci 5 Sh Monthly : : a1 Every Three Months b5 : Bat Annually. c ‘ 5.12 Periosic (Dictated by Experience) oe ‘i 512 ‘TROUBLESHOOTING BY SYMPTOM vie BABTABLE of CONTENTS (Continued) Paragraph CHAPTER 6 - CAPACITY CONTROL CAPACITY CONTROL INLET VALVE LIFTERS, Operation . Maintenance INLET VALVE UNLOADERS Operation Maintenance CLEARANCE POCKET VALVES. Operation Adjustment, Periodic Maintenance. . COMPRESSOR LOADING AND UNLOADING | Bypass and Discharge Valve Method Vent Valve Method Inlet Valve Unioader Method... Bypass Method Using Discharge Gas CHAPTER 7 - OPERATING AND MAINTENANCE DATA GENERAL AND OPERATING DATA. FITS AND CLEARANCES, c DIMENSIONAL DATA. . ea TIGHTENING REQUIREMENTS. Page 61 61 61 62 66 67 6-10 5-10 6-10 611 mW 72 73 15FOREWORD The responsibilty for the correct installation and alignment of the unit and its elements iies* with the persons making the installation, even though accomplished under the supervision of one of our Field Service Supervisors. We are entitled to assume that the installation workmen actually performing the work are skilled in their trades and do not require specific and detailed direction to properly make and tighten all mechanical and electrical connections, and we further assume that such workmen would call any unmade connections to their supervisor's attention prior £9 startup. itis absolutely necessary that clean dry air or gas is supplied to the unit” ‘A clean, cool. dry air supply is essential to the satisfactory operation of an air com: pressor. The intake should be fitted with an approved commercial air titer. ‘The intake should be equipped with an approved commercial air filter Air and.or gas piping to the compressor cylinders shall be absolutely clean; possibly requiring, lor gas service, acid or pickling \reatment to obtain the required clean internal surtaces. ® Equipment in the form of screening, mist extractors, knock-out drums, etc., shall be installed in gas intake lines to prevent foreign material from entering the unit and 10 prevent condensate, distillates or wet gases from being drawn into the cylinders. = Such foreign material (dit or condensate) drawn into the unit will cause damage to the elements thereof, for which we cannot accept any responsibilty WARRANTY, REMEDY, DISCLAIMER Worthington warrants the equipment of its own manufacture to be delivered hereunder for the warranty period set forth in 1, 2 or 3 below, whichever event: shall first occur, against defects in material and workmanship under normal use and service when used and maintained in accordance with instructions supplied by Worthington. This is Worthington’s sole and exclusive warranty. It applies only to equipment manufactured by Worthington and specifically excludes equipment that is manufactured by others. Such other equipment is warranted only by its manulacturer. if such a defect appears and Purchaser has given Worthington immediate written notice of same, Worthington will repair the part, or at its option replace the part, by shipping @ similar part F.0.8. shipping point, or at its option refund an equitable portion of the purchase price. Worthington me, require the return of the detective part, transportation prkpaid, to establish the claim. No @ >wance will be made for repairs without Wonthingion’s wriien consent or approval. Any descriptions of the equipment, any specifications, and any amples, models, bulletins, or similar material, used in connection with this sale are for the sole purpose of identifying the equipment and are not to be construed as express warranties. WORTHINGTON MAKES NO OTHER WARRANTY OF ANY KIND WHATSOEVER. EXPRESSED F IMPLIED: AND ALL WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PAR- Tic. JLAR PURPOSE ARE HEREBY DISCLAIMED 8Y WORTHINGTON AND EXCLUDED FROM THESE TERMS OF SALE, The Purchaser's sole and exclusive remedy, whether based upon warranty, contract or tor, including negligence; will be to proceed under this warranty. All liabity of Worthington shall terminate in accordance with the following events and be based on whichever event occurs first 1, One (1) year ater startup 2, Eighteen (18) months after shipment by the distributor. Twenty-four (24) months after shipment by WorthingtLIMITATION OF LIABILITY Worthington shall not in any event be liable for special, indirect, incidental or consequential damages. Worthing*an’s tiability on any claim of any kind, including negligence, for any loss or damage arising out of, connected with, or resulting from this contract, or the performance or breach thereof, or the design, manulacture, sale, delivery, resale, installation, technical direction of installation, inspection, repair, operation use of any product covered by oF furnished under this contract shall in no case exceed the price paid by the Purchaser for the product. Worthington also isclaims all liability, whether in contract, ton, warranty, or otherwise, to any party other than Purchaser. SAFETY PRECAUTIONS REGARDING OPERATION AND MAINTENANCE OF COMPRESSOR WARNING FAILURE TO HEED THESE WARNINGS COULD RESULT IN AN ACCI- DENT CAUSING DAMAGE TO THE COMPRESSOR OR SEVERE PER- ‘SONAL INJURY OR DEATH Do not operate this equipment in excess of its rated capacity, speed, pressure, and temperature, nor otherwise than in accordance with the instructions contained in this manual. Operation of the equipment in excess of the conditions set forth in the “Conditions of Service” can subject it 1o stresses and sirains which it was not designed to withstand, 2. Before compressor startup, make sure all lines and vessels to compressor have been purged and cleaned of foreign material and moisture to avoid drawing such material into the system. 3. Never use combustible solvents 10 clean any intake filters or internal compressor components. This practice could result in an explosion when the compressor is stared. 4, Never set any relief valves or temperature shutdown monitors above specific system design settings, nor block out any alarm or shutdown devices while operating the compressor. 5. Check system valve “line-up” before attempting to discharge into the system, 6. When any part of the system is water- or oll-cooled and oil lubricated, make sure proper coolant and lubrication flow has been established before starting up the ‘compressor, 7. In case of fire in any electrical motor or controller, never use water or foam. Use only acceptable extinguishers for Class “C" fires: (COg, Chemical, etc.)8 Stop the compressor immediately and investigate thoroughly if unusual noises are heard. 9. Never place fingers, hands, hand toois, or other objects into the cylinders, housing or running gear while the compressor is in operation. Do not allow hands or wiping rags around moving pans. 10. Keep the face and any other part of the body away from any relief valve outlets. 11, To avoid being burned, do not touch compressor cylinders, cylinder heads, valve covers, discharge piping or heat exchanger heads while the compressor is in operation, or until such parts have cooled off after shutdown, 12, Do not attempt to correct gas or air leaks, tighten mating parts, or examine internals while the compressor system is under pressure or the driver is energized. 13. Do not service this equipment until isolation valves have been closed, electrical disconnects opened and all internal pressures reduced to atmospheric. Ensure that toxic fumes due to gas constituents or overheating are purged from cylinders or piping before opening up the system. Always assume the compressor is energized or "ON" unless you personally have turned it "OFF" and have locked out andior lagged the power to the driver; this applies if the driver is a motor, engine or turbine. 14. Before doing any maintenance inside cylinders or housing, make sure that the running gear is locked to prevent rotation. Attar maintenance, the user should account for all tools used in servicing the compressor to make sure none were left inside, 15, Make sure all gaskets are replaced during servicing and that bolts are properly tightened to specified torque values to avoid accidents and failures. 16. Test all safety valves, alarm trip devices and gauges regularly to make sure they are in good working order. Since operational requirements differ, the frequency of testing is best determined by the user. 17. Use adequate litting devices to move the compressor package or any heavy parts.STORAGE OF LUBRICATED COMPRESSORS DAMAGE Inspect @ new unit tor loose or damaged protective coverings. Repair any damage and protect the unit as outlined below. STORAGE Factory rust protection allows up to six months of storage. Mf the compressor skid is to be stored at any time and it is not resting on a level foundation, it must be supported along its full length to prevent any sag or distortion. It also will be necessary to protect the unit from the weather, either in @ building or by use of a tarpaulin or similar cover. Warehouse storage is recommended. if stored in @ shed, allow for proper air circulation to Prevent condensation and “sweating”. Under certain atmospheric conditions, sweating may ‘occur on units stored under plastic covers. © Do not rotate crankshatt while the unit is in storage except as outlined below. '& For proper unit protection during storage, follow these procedures: (Reter to Table 1) NOTE On skid-mounted packages, storage procedures for the driver in accor- dance with the driver manufacturer's instructions must be followed. It is important to note that loca! environment has a great effect on the ability of rust preventatives and storage procedures to properly protect, the equipment. Because of this, we cannot realistically accept respon- sibility tor storage as we have no control over the conditions at the storage site. EVERY SK MONTHS: 1. Remove a valve trom each end of each cylinder. 2. Dismantie each cylinder completely and inspect for rust. 3. Apply (MiL-L-21260, Grade I, oF equivalent) oil inside each cylinder end 4. Reassemble the unit. Apply (MIL-L-21260, Grade ll, or equivalent) oil to the exposed sides of the valves belore replacing the unioaders or valve covers, 6. Unwrap the piston rods and packing glands; inspect these parts for corrosion. Remove any corrosion using crocus Cloth or a fine hone stone, then apply preser vative oil (MIL-C-16173, Grade IV, or equivalent) 7. Rewrap the piston rods and packing glands with Grade C waxed paper and an éuter crepe overwrap,8. 9. Replace all gaskets and covers, Inspect for exterior rust. On painted surfaces, remove any rust and repaint the piece. On unpainted surfaces. remove any rust and apply preservative oil (MIL-C- 15173, Grade IV, or equivalent) EVERY TWELVE MONTHS: a (Open the crankcase and inspect for rust. Remove any found. Apply nreservative oil (MIL-L-21260, Grade 1, or equivalent) Rotate the crankshatt several times while respraying. Perform the normal six-month inspection. Close up the crankcase and replace all gaskets and covers. NOTE It the unit is factory prepared for long-term storage, omit the twelve- month procedure. Consult Worthington about prolonged storage require- ments. Table |. Rust Protection Supplier or Name U.S. Government Common Name Used For Specification Waterproo! "30:30'90 Type Waterproof ‘Outer Wrap on Piston Overwrap D, Creped 33 Crepe Overwrap lod & Packing Gland PCT Overwrap Waxed Paper, Grade C Type Grade C Inner Wrap on Piston ‘Grade C "1, Heavy Duty Waxed Paper Rod & Packing Gland e Class 2 Marvellum PAC 12 Lube Oil “MIL-L-21260 Anti-Corrode Crankcase and Preservative Great Oi Cylinders "TYPE P10 Firm Filen MIL-0-15173 Firm Fiten Exterior Machined Preservative Grade V Preservative Surtaces Type P19 Equivalent Products May be Used. "NOTE: 1 Gallon MIL-L-21260 Grade II Must be Mixed with 6 oz. NOX-Rust Motorstor Vapor Phase OilCHAPTER 1 - INSTALLATION Paragraph Page LOCATION : . a oe WW SKIDS AND FOUNDATIONS a Cylinder Support Recommendations 5 3 ‘Support Arrangements ea ‘Skid Design’ 16 Foundation Design 17 Foundation Construction ‘i ‘i é 4-10 Setting and Leveling Skid 112 Groulinga ere eee 118 FLYWHEEL INSTALLATION - 1-19 COMPRESSOR PIPING AND CONNECTIONS 1-20 Recommendations for the Installation, Fabrication, Testing and Cleaning of Piping oF ‘i : : 121 Gas Intake Piping : 1-23 Discharge Piping... E Abaaoaas ‘ 1-24 Skid Connections 424 Temporary Suction Screens... 2... coe 1-25 Safety Valves 1-25 Intercooler, Akercooler, Receiver and Scrubber | | 5 Ss 1.28 CYLINDER WATER PIPING tae : 1.28 Cooling Water Requirements ees 1-30 Precautions Fi ‘i . Feces 18H ELECTRICAL WIRING 2... 0... 131 LOCATION When possible, select a site for the compressor installation where the soil under the foundation will be firm and dry at all times, Before making a final decision on the compres- sor sit ,, study the foundation plan, installation drawings and piping diagrams supplied with the machine. 1 Isolate the compressor skid from hazardous areas such as storage tanks, open flames, vents, etc. Locate the compressor skid to minimize the length of piping runs. Allow enough space for maneuvering the trucks that will bring the compressor skid, as well as service vehicles, Keep sufficient distance between the compressor and industrial or residential buildings 0 a8 to avoid potential noise problems, safety hazards and the lke. Shelter the unit from prevailing winds in cold climates and face the cooler into the prevailing winds in warm climates, Allow for adequate drainage by selecting a site with enough elevation to keep" the skid out of standing water during heavy rain or snow-melt conditions. aInstallation Hf the compressor is to be placed in a building, the building should be designed with the compressor installation kept in mind. Not only does the building have to supply adequate weather protection for the equipment and operators, but also it should be large enough to allow ample working room around the skid and sufficient clearance for removal of pistons and piston rods, coolers and other major parts. An overhead hoist, arranged so that it can be moved over the compressor and driver, will greatly faciltate maintenance. The hoist should have sufficient capacity to lift the heaviest part that must be removed for normal main- tenance. In addition, good lighting is essential for proper operation and maintenance. Overhead lights should be so placed to adequately illuminate the compressor and driver and outlets should be provided for drop cords and auxiliary lighting Adequate ventilation is essential to safety in any compressor building. Even in buildings having pen sides there can be pockets or dead areas that will collect escaping gas; any such areas should be vented. SKIDS AND FOUNDATIONS All reciprocating compressors generate inherent unbalanced forces. The CUB is a balanced - opposed type compressor in which the forces of one throw oppose those of the opposite throw. Where required, special crossheads andor weights added to the crossheads balance opposing throws, reducing inherent unbalanced forces considerably. Due to the offset of the throws, an inherent couple is present. Because all compressors have unbalanced forces, an adequate foundation or skid is necessary to prevent vibration and movement of the unit. NOTE On 2 one-, three- or five-cylinder compressor unit, the open throw is fied with’ 2 balancing crosshead of sufficient weight to properly ‘counterbalance the weight in the opposing cylinder. Units mounted on steel skids require the following considerations. In the erection of a compressor on a steel skid, shim the frame and cylinder supports where they contact the skid. This will prevent distortion when they are bolted to the skid. Prevent any possible horizontal movement by ensuring that bolts are properly torqued. 2. The skid should fully support the unit, and should only be shimmed at foundation bolt areas, not the entire length of the skid. 3. The skid must also provide adequate firmnoss to the unit elements, to compensate for the inherent disturbing forces present in the machine Where required, cylinder supports are to be provided for each cylinder to support the overhanging weight of the cylinders and to aid in stabilizing any horizontal movement caused by unbalanced forces. Bolt these supports along with the frame to the main members of the skid, See Figure 1-1. Cylinder and distance-piece supports should always be kept in com- pression. The skids should be designed to accommodate these cylinder supports, which must be bolted to a main member~not just to the steel deck plate which may cover the skid.” 42Installation Shims are used to maintain alignment of the cylinders with the frame. Proper alignment wilt reduce any stress durin 19 cylinder support installation. ‘A steel skid will tend to accentuate Unit operating noises. Be aware that these noises could be mistaken for unit malfunction. TOP view CYLINDER CENTERLINE, ~ CYLINDER SUPPORT BASE § 5 x Sorunec € ' ‘OUTER SKID mes ove PLATE’ MEMBER CRANKSHAFT ERIN SKIO CENTERLINE z OUTER SKID CYLINDER sotepiate |! SUPPORT BASE MEMBER 5 iL ! Fe cruinoen, CENTERLINE 7P-4384 Figure 1-1. Arrangement of Cylinder Sole Plate Cylinder Support Recommendations Supports for compressor cyliné~rs should meet the following minimum requirements shown in Table 1-1 ‘Table 1-1. Cylinder Support Locations Frame OFSHU-2 & -4 OFSXH-2 & -4 OF6SU-2 & -4 Cylinder Designation Forged Cylinders ASGH-2 through ASGH-2 A10GH-2 through AZ2GH-2 Recommended Location Head End of Each Cylinder None Required Head End of Each Cylinder ', Crank End of Each Cylinder, or Under Discharge Vessel If optional 13-inch distance piece 1s supplied, a hot bottle support may be used instead of a cylinder suppo A. 13Installation Advantages gained through use of cylinder supports include maintenance of rigidity between the cylinderframe assembly system, support of approximately one-half of the cylinder weight and the total weight of the bottles, plus mainienance of cylinder alignment with the crosshead guiae. NOTE A caretul examination of gas piping and vessel arrangement should be made to ensure that supports indicated by this policy zre satic’actory. 4 the piping system for a packaged compressor contains unusually large and heavy pulsation vessels, or a piping configuration that will induce high static and dynamic loading on the cylinders, Worthington recom: mends the use of cylinder feet for any size cylinder and trame arrange. ment. Cylinder supports should be tlexible to allow for cylinder movement caused by frame load and inertia forces in a direction parallel to the piston rod center line. The cupports must be wide at the bottom to restrict cylinder side movement. Construction should be such that support vibration is minimized. This requires proper ribbing and gussets. Sole plates and shims should be used for ease of assembly, alignment and maintenance, Cylinder supports cantilevered trom the main skid beams are the least preferred design. When used, such supports must be stiffened by ribs. Additionally, the skid beam should be ribbed to prevent flexing at point of the cylinder support attachment. ‘Support Arrangements 1. Supports attached directly to cylinders from the foundation or skid @. If the skid does not extend to the end of the cylinder 10 provide support, the cylinder should be supported by the main concrete foundation under the skid The foundation in this case must be one continuous mass. Separate founda. tions under cylinder teet should not be used. The outboard cylinder support can be straight trom cylinder to foundation or one straddling the piping. Sole plates are to be used and grouted atter proper eylinder alignment, b. When the cylinders are supported directly from the foundation or skid rather than through @ discharge bottle, preferred bottle supports are those located ©n the end of the bottle opposite the cylinder connection. This type of sup- Port can be rigid in design and bolted directly to the vessel and the sole plate on the skid or foundation. 2, Arrangement that supports the cylinder via the discharge vesse! @, Vessel supports can be used to support the cylinders, although this is less desicable than direct support of the cylinders (particularly for 1200 RPM units). When ves sels are supponed directly under the cylinder, adjustable wedge-lype suppons should be used. The supports must be maintained to keep them tight to the vessel when the unit is operating at normal operating temperature levels. The wedge adjusting bolts must be ciecked periodically to ensure the support is in contact with the vessel. Worthington suggests a locking-type nut be used to secure the Suppor.Installation + 3. Typical Support Arrangements: a Figures 1-2 through 1-7 show typical support styles. The two-piece supports shown attached to the foundation or skid are based on using an optional cylinder foot supplied by Worthington plus an adaptor support supplied by others. The cylinder foot can be eliminated and the support made in one piece. . WIDE BASE GROUT SOLE PLATE ‘By OTHERS Noves 1 2 SKID SUPPORTING FRAME : OF FRAME AND HOUSING. § 7 v EXTEND TO CLEAR : DISCHARGE BOTTLE TIS concrete rounpation CE twonouriic with > SKID FOUNDATION) CYLINDER FEET MUST SUPPORT THE WEIGHT OF THE BOT’ .ES PLUS ONE-HALF THE WEIGHT OF THE CYLINDER, APTER INSTALLATION, THE CYLINDER BORE WITH RESPECT TO THE FRAME CROSSHEAD SLIDE IS 70 BE LEVEL WITHIN 0.003 INCH PER FOOT, SUPPORT MUST NOT BE INSTALLED IN A MANNER THAT WILL TEND TO ROTATE THE CYLINDER AND DISTORT THE CROSSHEAD GUIDE. TP-4326 Figure 1-2. Typical Cylinder Suppont - Cylinder to Foundation Design Figures 1-3 and 1-5 show a typical arrangement of the support when attached to the skid. Figures 1-2 and 1-4 show a typical arrangement to the support when attached to a concrete foundation. The concrete under the cylinder support must be monolithic with the skid foundation. Sole plates and shims should be used for adjustment. Figure 1-6 shows @ typical arrangement of the bottle support from a can- tilever beam. In this case the beam must be ribbed in the area of the support attachment. The cantilever must also be. heavily ribbed to the skid beam to minimize deflection. 15instalation BYOTHERS—__ | CANTILEVERED SUPPORT EVEN WITH BOTTOM OF MAIN SKID MEMBER AND GROUTED ae SKID = = GROUT. * rears BOXED END BEAM CONCRETE ° NoTEs: 1. CYLINDER FEET MUST SUPPORT THE WEIGHT OF THE BOTTLES PLUS ONE-HALF THE WEIGHT OF THE CYLINDER. 2. AFTER INSTALLATION, THE CYLINDER BORE SHOULD BE (ON THE SAME PLANE AS THE FRAME CROSSHEAD SLIDE. 3, IF THE ONE PIECE CONCRETE PAD EXTENDS PAST THE GYLINDER SUPPORT, ADD THE SKID-TO-FOUNDATION SUPPORT SHOWN. 4, WHEN POSSIBLE, WORTHINGTON PREFERS ARRANGEMENTS SHOWN ON FIGURES 1-2, 1-4, AND 1-5 RATHER THAN THIS, CANTILEVER SUPPORT DESIGN. 19-4327 Figure 1-3. Typical Cylinder Support - Cantilever Design 1. Figure 1-7 shows a typical arrangement of a crank end support. The beam must be ribbed in the area of the support attachment ‘Skid Design Field observations indicate that skid designs using the cylinder supports previously described are salislactory. However, it remains the responsibilty of the packager to furnish a ‘comparable skid design to assure satistactory operation. if cylinder supports must be added or modified to correct unsatisfactory vibration levels, the packager is responsible for these changes. 16Installation ane sveronr | \ CYLINDER FEET MUST SUPPORT THE WEIGHT OF THE ow | BOTTLES PLUS ONE-HALF THE WEIGHT OF THE CYLINDER, 2. AFTER INSTALLATION, THE CYLINDER BORE SHOULD BE * ON THE SAME PLANE AS THE FRAME CROSSHEAD SLIDE, on eaters DETAIL A | BY OTHERS. — Ski SUPPORTING FRAME (OR FRAME AND HOUSING WIDE BASE compe SOLE PLATE CONCRETE FOUNDATION : (MONOLITHIC WITH oa SKID FOUNDATION) P4328 Figure 1-4. Typical Cylinder Support - Cylinder to Foundation Design Foundation Design Foundation requirements can vary from one installation site to another and will be dictated by the soil condition, the forces to be absorbed and, in some cases, the climate. As @ compressor manufacturer, we are not in a position to investigate soil conditions or to design foundations for particular applications; we feel that one of the numerous firms specializing in foundation design should be consutted. We wil, however, be glad to supply unbalanced forces information to aid im the design ot a particular installation. While 2 concrete-filad skid package (unusual with this type compressor) has adequate strength, rigidity and mass to serve as an operative foundation, 1 is strongly recommended that such @ skid be at least placed on a built-up pad. In many cases. existing concrete pads are available {Irom 2 previous compressor installation) and may be used with a little rework sobs using an oilield type skid (an uniilled skid using rails and deck plate construction, and the “normal” type skid encountered with CUB packages) should be installed on a concrete pad, VwInstallation NoTes 1 CYLINDER FEET MUST SUPPORT THE WEIGHT OF THE BOTTLES PLUS ONE-HALF THE WEIGHT OF THE CYLINDER, 2 USE WIDE FLARE AT BOTTOM OF SUPPORT TO CONTROL Acie HORIZONTAL COUPLE = ‘erunoens el DETAIL A | 8 wou =}? BY OTHERS, ‘TWO-THROW AND FOUR-THROW 0.8. SUPPORT SKIDN, § Riss 3 i a GROUT WiSKID FOUNDATION ce Ee 7p-4929 Figure 1-5. Typical Cylinder Support - Cy. der to Skid Design ‘Some general guidelines for installing skids are as fellows: ’ Concrete-filed skids may be placed directly on the soil if the surface is reasonably smooth, level and solid. Adequate drainage is, of course, essential. The key factor is that the skid be supported uniformly along its entire length to minimize vibration and to prevent distortion during operation, Concrete-tilled skids may be placed on a built-up pad (and it is recommended that this be done) made up of shell or crushed rock. Gravel is not recommended for this appli- cation. Existing concrete pads may be used provided that all old anchor bolts, crumbling grout, etc. are first removed, Any foundation dimensions given on the installation drawings supplied with a machine are suitable for use with soil that is firm and dry and backed up by bedrock. £.ch soll + should be capable of supporting approximately 4000 Ib't (191 kPa).Installation sKio exo nies | RIBS: — concrete (2°10 ace notes: eas 1. CYLINDER FEET MUST SUPPORT THE WEIGHT OF THE BOTTLES PLUS ONE-HALF ‘THE WEIGHT OF THE CYLINDER. 2. AFTER INSTALLATION, THE CYLINDER BORE SHOULD BE ON THE SAME PLANE AS THE FRAME CROSSHEAD SLIDE, SUPPORT MUST BE MAINTAINED TO KESP WEDGES TIGHT. WHEN POSSIBLE, WORTHINGTON PREFERS ARRANGEMENTS SHOWN ON FIGURES 1-2, 1-4, AND 1-5 RATHER THAN THE CANTILEVER SUPPORT DESIGN 5. HOT BOTTLE SUPPORTS ON LARGE DIAMETER, THIN-WALL, LOW PRESSURE VESSELS ARE NOT ADEQUATE TO SUPPORT THE CYLINDER ALONE. THE BOTTLE TENDS TO BECOME OUT-OF-ROUND AND UNDERGOES & “BREATHING” MOTION AS THE CYLIN- DER STROKES, COMPOUND CYLINDER MOVEMENT RESULTS. IN THIS GASE, A CRANK END FOOT IS SUGGESTED. 6. THIS ILLUSTRATION DEPICTS THE LEAST DESIRABLE METHOD OF SUPPORTING A CYLINDER, PIPING MOVEMENT CAN BE EXPECTED WITH THIS METHOD. 1P.4330, Figure 1-6. Typical Cylinder Support - Bottle-Cylinder Cantilever Design Wt the soil at the installation site is less firm, some modifications to the foundation design and dimensions will be required lo achieve adequate support for the equipment. Alluvial soils, unconfined sand or gravel, soft clay or backfill do not provide adequate support for the foundations of reciprocating machines. When those soils are encounter: ed, the foundation should be extended or placed on a reinforced mat to increase the total area and reduce the soil unit loading. In addition, piling may be necessary in soft soils 10 Compact the subsoil, In some cases, spur or batter piles are desirable to absorb horizontal forces. It a new concrete foundation is 1o be constructed, it should be carried down to a firm footing. Where freezing temperatures occur the foundation must be extended weil below the frost ling to prevent heaving : 19installation 7, BY PACKAGER skiD——__, cnet — a TTRSSS NoTEs: . 1. CYLINDER FEET MUST SUPPORT THE WEIGHT OF THE BOTTLES PLUS ONE-HALF THE WEIGHT OF THE CYLINDER, 2 ARTER INSTALLATION, THE CYLINDER BORE SHOULD BE ON THE SAME PLANE AS THE FRAME CROSSHEAO SLIDE, 3. CRANK END SUPPORTS ARE NOT REQUIRED ON UNITS WITH DISTANCE PIECE HOUSINGS. 10-4331 Figure 1-7. Typical Crank End Cylinder Support Foundations for reciprocating machines differ from foundations for buildings or similar structures because dynamic as well as static forces are involved, Consequently, much lower soil unit loads must be used than are permitted by municipal ordinances ~ usually one-quarter to one-sixth lower. This will help keep the natural frequency of the foundation high and prevent resonance as well as reduce the tendency to transmit vibration to units nearby. The height of any foundation should be as low as practical to reduce any rocking effect. When installing 1wo or more compressors at a site it is preferable to arrange the units side by side with the crankshatts parallel to one another (not in line) and to have one continuous reinforced mat or built-up pad under all comprassor skids. Foundation Construction sions. It 2 w2w concrete foundation is desired, refer to the installation drawings for dimen: Build the forms for pouring the foundation so that the top of the foundation will be at the proper height to allow for grout placement under the skid. The recommended grout thickness is shown on the foundation plan. We recommend a thickness of 1 to 2 inches * (25 to $1 mm), with 1-1.4 inches (32 mm) being optimum, 4-10Installation Foundations for reciprocating compressors require adequate steel reinforcement. Cracks thal would cause little or no concer in ordinary concrete construction are serious in a foundation of this type, where stresses will cause the cracks t0 grow. It is a good general practice (0 use deformed steel reinforcing bars, 5:8 inch (16 mm) in diameter and spaced on 8 to 12 inch (203 to 305 mm) centers, extending both vertically and horizontally near al! surlaces. A good concrete mixture for compressor foundations (by weight) is as follows: @ cement - 1 pant sand (clean and sharp) - 2 parts crushed stone - 4 parts H crushed stone is not available, washed gravel may be substituted using one part cement to four parts gravel along with the sand. All the inactive components of the mix must be clean and contain no foam or clay. Such impurities will weaken the concrete and may result in an expensive repar. ‘The foundation bolts. must be located according to the plan supplied with the unit, To hold the foundation bolts accurately in position while the foundation is being poured. build a skeleton wood template as shown Figure 1-8 with holes for the bolts corresponding to the bolt layout plan. Check the dimensions carefully and mark lines on the template showing the crankshaft and cylinder centerlines; this will 2id in alignment of off-skid piping, EQUAL TO St10 FLANGE THICKNESS, yo oF Rous a] By Founsanion (STToT JoJo Jo 5] BOLT PROJECTION ABOVE ROUGH FOUNDATON. SEE SPACE FOR Gaourma see FOUNDATION PLAN KH lof lof Jol of lot To] BOLT TEMPLATE PIPE SLEEVE FLOORLINE FLQOR LINE E a Figure 1-8. Typical Foundation Form and Bolt Template.Installation NOTE Do not start fitting any off-skid piping until the skid has been leveled and checked. To allow for slight dimensional variations between the holes in the template and the skid the bolts should be encased in pipe sections as shown in Figure 1-9. This will not only allow the bolts to be sprung slightly for alignment purposes, but also will allow the maximum stratch length of the bolts to be utilized (a far more important consideration). NOTE Bellows-type commercial bolt sleeves also are available and may be used instead of pipe. Their greatest advantage is that they are of one-piece construction with integral groutconerete seals, Suspend the bolts through the holes in the template with blocks on top of the template. ‘as shown, to space the bolts high enough to allow for the thickness of the skid and grout. (The important thing to consider is that each bolt has enough thread exposed to allow the ut to be fully engaged.) Stull waste into the pipe ends, or use commercial grout seals, to exclude concrete while pouring the foundation. The waste may be removed atter the con: crete has set but the pipes will remain in the foundation. Set the template, with bolts suspended, in the exact position to be occupied by the skid, Use wire or another suitable method to fasten the pipes being used as bolt sleeves in po. sition $0 that their upper ends are pulled tight up against the template. Fasten the template securely to the concrete forms. Any shitting of tho template or bolts during construction of the foundation will result in serious difficulty when attempting to set the skid and when instaling piping. After a final check of the location and height of all the foundation bolts the concrete may be poured up to the bottom of the template. Make sure the top surtace of the founda- tion is rough enough to assure a good grout bond in the skid rail area. In all cases, the recommendations of the cement manufacturer or concrete supplier should be followed with regard to drying time, freeze prevention and wetting. a NOTE We recommend that the foundation be allowed to cure for a minimum of three weeks before actually operating the compress: when common “highway mix” type concrete is used. Setting and Leveling Skid ‘The compressor frame is leveled and grouted to the skid prior to shipment, When mounting the compressor to the skid, the primary leveling surfaces are the compressor crank- shaft in the axial direction, and the crosshead guides in the transverse direction. CUB compressors often are mounted on soleplotes (see Figure 1-1). These steel soleplates are fastened to the compressor skid, usually by welding. The upper surface of each piate is machined where it contacts the underside of the compressor frame. It is Important to note that while shims may be used between the compressor and the soleplate, the thickness of these shims influences the integrity of the installation. Usually, "chocks" are used in this 112Installation location, Chocks are essentially very thick shims. Thin shims tend to fret and ultimately will break up during operation. CAUTION, Hf shims thinner than 3 inch (10 mm) are required, it is essential that they be checked at regular intervals for fretting. See Stop 14 for a checking procedure, : The compressor crankshaft must rotate freely without binding. After grouting, the frame is rechecked tor level and alignment; supports are then installed and placed in com- pression [about 0.005 inch (0.13 mm)] to compensate for vertical thermal growth of the compressor. The result is @ compressor frame that is level with respect to a level skid. ‘The compressor flywheel is then installed (as described later in these instructions), then the engine (or motor driver) is mounted on the skid and leveled by means of mounting plates and shim pack assemblies located at the four comers of the engine base. With the CUB compressor, the driver is then located to achieve the coupling distance for the particular coupling being used, with the compressor shaft jacked towards the driver to take up the total thrust clearance of 0.040-0.080-inch (1-2 mm) to compensate for thermal growth in the crankshafts. The engine position is then adjusted as required to obtain engine-to-compressor coupling alignment (Total Indicator Reading) within the required limits In summary, before leaving the packager the compressor, driver and coupling are installed and aligned with respect to a level skid. A satisfactory field installation is then achieved by using the following procedure: NOTE With some slight modification, the following procedure can be used to “block mount” a CUB compressor directly to a concrete foundation. Reter to Figure 1-10, which shows a block-mounting configuration. 1. Lay out the skid rail locations on the top of the foundation block, using the drawings supplied with the unit as @ guide. 2. If an existing foundation, or a new pour, is being used, remove the surface layer of concrete, which has low strength due to lighter cement and sand particles having been worked to the surface. This layer is generally about 1/2 to 3:4 inch (13 to 19 mm) thick, but individual concrete pours vary due to the percentage of water in the mix, the size ‘and type of aggregate, the amount the concrete was worked and other factors. A {g00d rule of thumb is to chip Out the surface until a layer of full-sized aggregate is exposed. The chipped out area should extend the full length of the skid rails and at cast 6 inches (152 mm) to each side. NOTE Remove or torch off all old anchor bolts from an existing foundation. Make sure the stubs are well below the skid underside to prevent contact 3. Clean the chipped out area to remove all chips, dirt, sand or grease. Clear out the foundation bolt pipe sleeves if this 1s a new pour.Installation 7, Carefully fay out the locations of the skid leveling screws on the chipped out area of the foundation. Refer to the skid drawings supplied with the unit. Each skid leveling screw must bear on a steel leveling plate and not on the concrete, Leveling plates are generally 3X 3 inches (76 X 76 mm) and are cut from 1/2 inch (13 mm) plate. With the location of each leveling screw determined, the next step is to grout the steel leveling plates in place. Each plate must be as level as possible and should be centered on the leveling screw lacat on. 7 Build a suitable grout form that will fit around the skid rails, approximately 10 to 12 inches (254 to 305 mm) higher than the top of the foundation on the outside. Seal all joints with caulking compound to prevent leakage. NOTE Concrete-filed skids may be set on an existing foundation without grout, although grouting is certainly a good way to achieve the necessary level surface required for a proper installation. All other types of skid must be grouted. The grout form must be built high enough to allow the grout to pile up against it while pouring. This assures enough hydraulic head to provide a good surface under the skid rails with few air pockets, Seal the top of each bolt sleeve using a commercial grout seal or equivalent, Referring to Figure 1-9, note that each bolt is separated from the grout using washers made of Celotex® or similar material, ot by use of doughnut-lype plastic grout seals. NOTE. SKID IS LEVELED AND SUPPORTED BY LEVELING SCREWS DURING GROUTING OPERATION nur ‘SKID FLANGE GaOUT SEAL Pipe SLEEVE sour reoo7 Figure 1-9. Foundation Bot and Grout Seal Arrangement Prior to Grouting. ‘Skid the unit into position, using appropriate blocking so as not to bend or break the foundation bolts. The recommended bolt projection is 3-1/2 inches (89 mm), therefore rough cut 4 X 4 inches (100 X 100 mm) blocking should be adequate (check it!). Make sure the skid is aligned properly over each bolt and that each leveling screw is centered, on a stoe! leveling plate.Installation 8. Jack up the skid evenly, using the leveling screws, and remove the blocking. i is e important that an cilfekdtype skid be kept level and well-supported along its entire length during this process to prevent sagging or twisting 40. With the skid properly supported, lay out the forms for the grout tt. Using the skid leveling screws, lower the skid evenly to its installed height. Use all of the leveling screws while leveling to prevent distortion of the skid members. Chock to be sure the skid is level both axially and transversely. 12, Heavily grease the leveling screws 10 prevent grout from sticking to them. When the grout has cured, these screws will be backed out so that the ski¢ is supported along its, entice length by the grout CAUTION Under no circumstances is the compressor to be run with the weight of the skid on the leveling screws. = END VIEW = ‘TOP OF FOUNDATION (ROUGHENED) FOUNDATION PACKING FORMFOR _—_-PACKING AROUND BOLT SLIGHTLY GREATER FOUNDATION ; GROUT In DAMETER THAN SLEEVE TO PREVENT ' GROUT FROM ENTERING SLEEVE ‘sieeve | 490009-242 | Figure 1-10. Frame Grouting Configuration Using Block Mounting 13. A check of the drive coupling alignment is required before grouting the skid, The purpose of this coupling alignment check is to verify positioning of the skid, in as near | a level condition as possibie in the field, to duplicate the conditions when the skid was | leveled at the packager during assembly of the skid package. The following procecure applies to the engine and coupling drive arrangement normally supplied’ | ‘a. Remove the bolts that fasten the compressor end coupling hub to the laminated ring pack. 115Installation 5'8 inch (16 mm) diameter rod which is long enough to extend from the coupling mounting flange on the engine flywheel to a position over the coupling hub on the ‘compressor crankshaft, This rod is then welded to a 2 by 2 by 1/4 inch (51 by 51 by 6.5 mm) angie iron clip with @ hole in one side to be attached to one of the coupling flange mounting bolts on the engine flywheel, After the fixture is securely fastened to the engine flywheel, mount a dial in- dicator to read on the outer rim of the compressor coupling hub and another indicator to read on the face of the hub, Rotate the engine through one complete revolution and bring both indicators to the top vertical position with the respect to the engine flywheel; then, using a marking pencil or chalk, place reference marks on the flywheel and flywheel housing. ‘These will be the zero relerence marks. Mark the flywheel housing at the 90°, 180° and 270° positions. These marks will be used as reference poinis to take the dial indicator readings. Using a bar, shift the engine crankshaft away from the compressor and the compressor crankshaft away from the engine. Zoro the dial indicators, with the engine flywheel at the top vertical reference ‘marks, then rotate the engine to the 90° mark and take an indicator reading; repeat at the 180° and 270° marks and then return to the starting point. Recheck the zero settings at the starting point. Be sure the engine and compressor crank- shatts are first shifted per Step “f" before recording the indicator reading at each reference point. Compare the dial indicator readings to determine the main point of misalignment If readings taken at the 180° reference point indicate that the engine is high or low at the drive coupling end, this will, in most cases, indicate that the engine end of the skid is not properly leveled with respect to the compressor end. Correct this misalignment by raising or lowering the engine end of the skid, rather than by readjusting the shimming at the engine mounting points. Aer raising or lowering the engine end of the skid, always recheck the level of the compressor frame to be sure that the level has not been affected at the compressor end of the skid ‘When it has been determined that all possible misalignment has been corrected by raising or lowering the engine end of the skid, take a final set of indicator readings at each of the reference points. The coupling misalignment should be 2s close fo zero as possible and must not exceed 0.005 inch (0.13 mm) Total Indicator Reading. if further alignment adjustments are necessary, do this by adding or removing shims from the engino mounting points and by moving the engine side- ways, if required, using jack screws against the sides of tha engine base. NOTE In most cases, Worthington specifies coupling misalignment limits that are much tighter than those allowed by the coupling manufacturers. ‘Always adhere to the Worthington limits. When the coupling is aligned within the prescribed limits with the compressor frame level, snug down lightly on the foundation bolt nuts to hold the skid posi tion, Do not attempt to achieve alignment by lightening the foundation boit nuts. *Installation 14. After checking and adjusting the drive coupling alignment, and before grouting the skid, check for possible compressor frame or engine base cistortion as follows: a. Mount a dial indicator at a point near the hold-down bolts on one corner of the ‘compressor frame or engine base. Preload and zero the indicator. b. Loosen one of the hold-down bolts adjacent to the indicator. Observe the in dicator dial to see if the compressor frame or engine base springs up when the bolt is loosened. Itt does, record the indicator reading. c. Loosen the other hold-down bolt; recheck the indicator dial and record the read- ing d. If there ig a total deflection of more than 0.004 inch (0.10 mm) when the bolts are foosaned, it must be corrected by continuing with the following steps. @. With the two bolts loosened on the compressor frame or engine base, measure the clearance between the shim pack and compressor frame or engine base using a long feoler gauge. Add the amount of shims to each shim pack as indicated by the feeler gauge measurements. G {. Retighten the two hold-down bolts and then repeat Steps “a” through "c", once again reading compressor frame or engine base distortion on the dial indicator. “It the deflection is stil above the 0,004 inch (0.10 mm) maximum, correct per Step “e" and recheck the adjustment until the distortion is within the maximurn limi 9g. Repeat the preceding steps to check for compressor frame or engine base distor- tion at each of the mounting points and make any corrections required. h. It may be found that correction of compressor frame or engine base distortion has caused the drive coupling to be moved out of alignment. if shims are added to correct distortion, always recheck the coupling alignment as described previously. NOTE New chocks of the correct thickness should then be machined to replace the shim packs used to achieve perfect level. This is @ better practice than using shim packs consisting of stacked, thin shims. 15. Atter satisfactorily completing the foregoing procedure. and with the foundation bolt huts pulled down only enough to hold the skid in posttion [about 160 ft Ib (203 N'm)). proceed to grout in the skid using the applicable grout manufacturer's instructions. NOTE ‘The grouting operation should be started as soon as possible atter tinal leveling of the skid, The skid must not be supported on the leveling screws for a long period of time due to flexibilty of the skid (rame, temperature changes and other factors that could result in misalignment, 16. After the unit is grouted and the grout has been given sufficient time to harden, the feveling screws should be backed off and the foundation bolt nuts tightened to the torque recommendations given in CHAPTER 7.Installation 17. At some point during pre-stan preparation, after the skid grouting operation is com- pleted and the foundation bolts are secured, recheck the coupling alignment as described previously. Any further adjustment to the coupling alignment must be made by reposit- joning the engine as covered in Step 13. 18. Reinstall the bolts that attach the coupling hub on the compressor crankshatt to the laminated ring pack of the coupiing. 19. Make a final check of the drive coupling alignment with the boltS installed and tight- ened per the coupling manufacturer's instructions. Grouting The final selection of a particular grouting method and the brand of grouting materiat to be used is the responsibility of the customer or his contractor. Also, instructions con- cerning the use of a particular grouting material are the responsibilty of the grout manutac- turer. Skid-mounted units can be grouted with Portland cement or with one of the epoxy grouting materials. We recommend epoxy grout. When grouting the skid with epoxy, the grout manufacturer's instructions must be carafuly followed. ‘When setting the compressor skid with a cement grout, use these steps: 1. For Portland cement grout, a good mixture is one part normal Portland cement to two parts of clean, sharp, well-graded sand. (It is important that the sand is tres of silt or clay. Also, avoid the use of any type of air-entraining cement as this type is not suitable for grout.) To lessen shrinkage, use as litte water as possible, but use enough to allow the grout to flow freely so that it can be worked under the skid. Add just enough water to the grout mixture to obtain an easily workable consistency, but not so much that the grout runs or so that the: cement and small particles will rise to the top. NOTE The strength of a cement grout is reduced, and shrinkage is increased, fas larger amounts of water are used. Never sacrifice the strengtn of the grout by adding excess water just to allow it to be poured more . easily. 2. Crumbling grout affords poor support for a compressor installation. If low temperatures are likely to be encountered before the grout has thoroughly set, precautions must be taken to prevent freezing. WARNING All precautionary measures specified by the Occupational Satety and Health Act of 1970 (OSHA) must be complied with when storing, han- dling, or using solvents. 3. For proper bonding of the grout to the surfaces being grouted, it's particularly impor- tant that these surfaces be clean and tree of all paint, oil and rust. Sand blasting of these surfaces is preferred; however, proparly performed wire brushing can be adequate. After sand blasting or wire brushing, thoroughly clean the skid surfaces with solvent. For best results, complete the surface preparation just befare grouting10. Installation CAUTION When epoxy grout is being used, we strongly recommend that the skid surfaces be sand blasted. Wire brushing is definitely inferior to sand blasting and may be the cause of problems with the installation. There are many special precautions and procedures to be followed when using epoxy. In all cases, the grout manufacturer's instructions should be followed, . Belore starting to groul, be sure that there are sufficient materials and help available 50 that the grouting can be completed without interruption. When using Portland cement grout, keep the top of the foundation wet for 6 to hours prior to time the actual grouting is started. If convenient, let the foundation soak overnight, Then, blow off the excess water with an air hose, paying particular attention to the foundation bolt holes. ft is important that the puddies of water are removed. It is helpful to lay chains strategically between the skid and the foundation, extending several feet at each ‘end to assist in working the grout evenly under the skid frame. Start pouring grout under the skid at one end and progress toward the opposite end. Puddle the grout continuously to work out any air pockets. As soon as the groul begins to sel, remove the forms. cut off the grout flush with the ‘edge of the skid, and slope the top slightly toward the outside of the foundation Trowel the grout smooth and point up the foundation. It non-shrink grout is used, remove the grout down to the foundation on all surfaces that extend beyond the skid. Fill this section with regular cement and sand grout. Because of the expanding ability of non-shrink grouts they must not be used in places. where they are not confined by the skid. Non-shnink grouts will ravel and provide a bad appearance, and will sometimes fail physically when applied to an open area. | the installation site is dry and warm, over the exposed Portland cement grout with wet burlap bags or similar material and wet throughout every lew hours to keep it from Grying, too fast and developing surface cracks. After the initial set of the grout (not less than 24 hours) remove the leveling screws. This is important, as the skid must be supported on the grout, nat on the leveling screws and plates. Atter the grout has thoroughly set (usually about 5 days). tighten the foundation bolts to specifications, Recheck all leveling points to be sure that the machine was not disturbed during the grout period. If the unit is not level, remove it from the founde tion, chip off the grout and stan over again. Before starting the unit, be sure the grout is thoroughly set and hard and paint the whole foundation with a’ good water and oilvesistant paint. Be careful to make 2 good paint seal between the skid and the grout so that any oil spied cannot creep under the skid to soften the grout. If any oil works its way under the grout, the abgnment of the entice machine can be atfocted as the grout softens. Epoxy type paints are recom. mended because of their oil resistance and bonding charactenstics FLYWHEEL INSTALLATION it is essential that the flywheel is properly installed so as to prevent damage to the shatt taper or the flywheel. . 119installation 1. “ist, hand fit the flywheel key to both the shatt and the flywheel: the key should be a slip it in the flywheel keyway and an interference fit in the crankshatt keyway, The thickness of the key should be such that it 1s at least 0,010 inch (0.25 mm) lass than the combined depths of both keyways (in the wheel and on the shaft). 2. With this established, drive the key into its fit in the shatt. Use a brass hammer and make sure the key is not peened over in the process, CAUTION Do not attempt to install the flywheel onto the crankshaft until both havo stabilized at the samo temperature. it is possible that this could take “days* rather than "hours". For example, if the fywheo! is “colder” than the crankshaft, there is a good possibilty that the whee! will not seat properly on the shaft, which could cause it to loosen later while in service. This is an extremely serious condition which can cause severe damage to the compressor. 3. Clean the tapered bore in the flywheel and the corresponding tapered section of the crankshatt. Apply a thin coating of crankcase lube oil to both surfaces. Do not use Molykote®’ or any other type lubricant. 4, Using proper lifting techniques, and a hoist having sufficient capacty, install the flywheel onto the crankshaft taper. Use a heavy timber to “bump” the wheel into place. 5. With the wheel firmly in place, chieck the installation by attempting to insert a 0.001 or 0.9018 inch feeler gauge between the wheel and the shaft (at two points diametrically opposed). Any clearance indicates improper installation, 6. Also insert a long feeler in the keyway to determine that the minimum clearance of 0.010 inch (0.25 mm) exists in that area 7. Install the flywheet retaining plate and tighten all fasteners to the specitied torque (see CHAPTER 7), COMPRESSOR PIPING AND CONNECTIONS We cannot emphasize strongly enough the necessity for thoroughly cleaning the insides, of all piping before instalation, Most companies use welded suction and discharge lines. Pipe must be selected to be compatible with the temperatures and pressures that will be experienced during operation. It is exiremely important that the compressor intake piping is. thoroughly cleaned. If metal shavings, pipe scale, rust, wolding beads. dirt and all other foreign materials are not carefully and thoroughly removed, the flow of gas will loosen this, material and carry it into the compressor cylinders to cause damage. After inspecting the field piping visually, and cleaning it if necessary, blow out the piping with high-pressure air. Most compressors are furnished with companion flanges, studs and bolted on gaskets. Flange sizes are noted on the drawings supplied with each unit and all flanges aro pre- beveled and ready for welding. It is important that all piping be properly braced to avoid hanging excessive weight from these connections. 1-20Installation The interior portions of pulsation dampeners, volume bottles, separators, intercoolers and a5 piping on the skid are protected with a rust preventative ‘il or similar coating at the factory. Do not remove this coating. All flanged piping connections are closured tor shipment. Do not remove these closures until the mating piping is ready for assembly, plugs or covers on any of the compressor connections, or other openings, have vecome loosened or lost in transit the inside of the piping must be thoroughly wiped out or cleaned with dry compressed air to remove any dir. WARNING. ‘All precautionary measures specified by the Occupational Safety and Health Act of 1970 (OSHA) must be complied with when storing, hand- ling, or using solvents. If such internal passages or piping are oil coated they must be washed out with an appropriate solvent to remove all dust and then recoated with oil Time and trouble taken before starting to ensure clean piping will shorten the break-in time and may prevent an expensive repair tater. Recommendations for the Installation, Fabrication, Testing and Cleaning of Piping The importance of starting ANY compressor with clean piping, particularly on the intake side of any cylinder, cannot be over-emphasized. This is particularly imporant on compress- ors using special high-pressure metallic packings or construction which uses TFE packing rings. Any dirt, rust, welding beads or scale carried into the compressor cylinder can cause scored packing rings, piston rods and cylinder bores, as well as pitted, leaking or broken valves, 1 is important that the cylinder piping be fabricated with sutficient flanged joints so that it can. be easily dismantled tor cleaning and testing. It is much better to clean and test the piping in sections belore actual erection than ater itis in place. When the piping is cleaned in sections betore erection, it is possible to do a thorough job of eliminating all cleaning acid. This is dificult to do with piping erected and in position, and carryover of acid into the cylinders is almost certain to occur when the ‘machine is started and can cause extensive damage to the cylinder parts, However, it is often necessary to conduct a final hydrostatic test when the piping is in position, If this is the case, be sure to provide vents at the high spots so that air or gas, will not be trapped in the piping. Make provisions for complete drainage after the test is completed. Furthermore, it is essential that all connections to the cylinders be broken and blanked off, preferably with a spool piece removed between the piping and cylinder. Com: plete drainage of the piping is essential it damage to the cylinder is to be prevented when starting Chit! rings should not be used for gas or air piping because welding beads, dirt and ‘other foreign matter can be tapped between the chill ring and the pipe. This material usually cannot be completely cleaned out by pickling or flushing. However, it eventually works out during operation and can result in damaged compressor valves, cylinder bores and piston rods. 121instalation Proper welding practices used to fabricate compressor gas.air piping should not result in weld beads on internals of the piping: however, any weld beads, splatter, etc. must be removed by the conventionat cleaning processes. Cleaning of the piping may be done by commercial companies with mobile cleaning equipment or by other personnel following the recommended cleaning procedure. Alter hydrostatic tests have been made and the pipe sections have been cleaned as thoroughly as possible on the inside, the piping should be pickled by the following (or equivalent) proce. dure: 1, Remove all grease, dirt, oil or paint by immersing the pipe in a hot, caustic bath. The bath may be a solution of eight ounces of sadium hydroxide to one galiun (45 to 60 1) of water with the temperature of the solution 180° to 200°F (82° 10 93°C). The time of immersion is at least thirty minutes, depending on the condition of the material Remove the pipe from the caustic solution and immediately rinse it with cold water, CAUTION Hydrochloric acid in contact with the skin can cause bums. If contacted, acid should be washed off immodiatoly with water. Also, if indoors, use adequate ventilation, including a vent hood. When mixing the solution, ‘always add the acid to the waler ~ never the water to the acid 3. Place the pipe in an acid pickling bath. Use 2 §-12% solution of hydrochloric (muriatic) acid, depending upon the condition of the pipe. Rodine inhibitor should be added to the solution to prevent the piping from rusting quickly after removal from the acid bath The temperature of the bath should be 140° to 165°F (60° to 74°C). The time required in the acid bath to remove scale and rust will vary, denending on the solution strength and condition of the piping: however, six hours should be a minimum with the normal time required between twelve and fourteen hours. 4, Remove the pipe trom the acid bath and immediately wash it with cold water to remove all traces of acid. 5. Without allowing the piping to dry, immerse it in a hot neutral solution. A 1-2 ounce soda ash per gallon (7.5 to 18 gl) of water solution may be used to maintain a pH of nine or above. The temperature of the solution should be 160° to 170°F (71* to 77°C), Litmus paper may be used to check the wet surface of the piping to determine that an. acidic condition does not exist. If acidic, then repeat the neutral solution treatment. 6. Rinse the pipe with cold water, drain thoroughly and biow it out v “hot air until dry 7. ‘nspect the pipe to verity the proper cleanliness after chemical cleaning. The clean ness must be such that hand wiping the internal surtaces will not pick up any traces of dit, slag or mill scale, If the pipe is not completely clean, the preceding steps should be repeated. ‘8. immediate steps must then be taken to prevent rusting, even if the piping will be placed in service shortly. Generally, a dip or spray coating of a light, water-displacement mineral oil will suffice; however, if the piping is to be places in outdoor storage for + several weeks, apply 2 hard-coating, water displacement sype rust preventative. 1-22Installation 9. Unless the piping is going to be placed in service immediately, suitable gasketed Closures must be placed on the ends of the piping and over all openings to prevent entrance of moisture or dirt. The use of steel plate discs and thick gaskets is recom mended for all flanges. Before applying closures, coat the flange surfaces with grease. WARNING All precautionary measures specified by the Occupational Safety and Health Act of 1970 (OSHA) must be complied with when storing, hand- fing oF using solvents. 10. Before installation, check that no dirt or foreign matter has entered the piping and that ‘no rusting has occurred. Remove the rust preventative, On large piping (where a man can work inside), the pickling procedure can be omitted it the piping is cleaned mechanically with a wire brush, vacuum cleaned and then thoroughly inspected for cleanliness. Time and trouble taken during installation to ensure that the piping is clean will shorten the break-in period, and may prevent @ number of expensive shutdowns. Gas Intake Piping ‘The gas must be clean and dry before it enters the compressor. Use scrubbers, traps, or separators of suitable size for this purpose. Carefully arrange the suction or intake piping to prevent loops or pockets in the line. This will avoid the collection of condensate or cistilate which could be drawn into the compressor cylinder and cause Serious damage to the unit. Use of suction screens during startup to filter out pipeline debris and dint is recommended. The diameter of the intake pipe between the scrubbers and cylinder suction bottle must be equal to, of larger than, the connection on the cylinder. If a longer suction line is necessary, increase the pipe size to provide minimum pressure drop. Bottles should be used at the suction and discharge ends of the cylinder. Prevent moisture or condensate from entering the cylinder ports and bore to avoid ‘excessive wear on the valves, cylinder bare, piston, and piston rings. PREVENT CONDENSATE, (DISTILLATE) IN DROPLETS OR SOLID FORM FROM ENTERING THE COMPRESSOR CYLIN DER DURING PIPING CONSTRUCTION AND UNIT OPERATION. Scrubbers must be adequately drained to prevent liquid spillover into the compressor cylinder suction line. On multi-stage installations where the gas is first compressed in one cylinder and the discharge is further compressed in other cylinders, similar precautions must be made 10 prevent condensate carryover to the second cylinder. in this case gas is cooled between cylinders, forming condensate, Separators and drain traps should be provided in the suction piping of the second stage cylinder. Prevent the gas at the highar velocity from impinging on the liquid collected by the separators, to avoid turbulence and carryover of the ,collected liquid into the cylinders. Surge bottles must also be provided to minimize gas pulsations and to prevent pipe shaking : 1-23Installation lf suction pressures are below atmospheric, lake special care to prevent leaks at pive joints, packing or suction valve covers. Air drawn into the cylinder will contaminate the gas or cause an explosive mixture, depending upon the nature of the gas. Pipe the release trom the unloading mechanism, pop valves, etc., back to the suction or intake line, Discharge Piping The discharge line between the compressor and receiver or attercooter should drain away from the cylinder. it should be the same size as the discharge opening of the compres: sor cylinder or larger {if long). Make the discharge line as shot as possible, avoiding short bends and fittings. Always provide a discharge bottle. A bypass with proper valving should be located between the compressor discharge line and intake line to aid in starting and stopping the unit. With such a bypass installes around the cylinder and the valves properly manipulated, the bypass opening will reduce load on the unit and allow starting or stopping the unit against minimal load. A reliet valve should be installed in the bypass line. The setting should be less than or equal to the lowest maximum allowable working pressure of any cylinder on the unit When a globe or gate valve is used in the discharge line between the compressor and receiver, a pop safely valve of sufficient size must be installed between this valve and the ‘compressor. This will prevent compressor damage in case the unit is started with the valve and bypass closed. See the section entitled SAFETY VALVES later in this chapter. For gas service, use a design that permits the piping of the exhaust where desired, Install a drain valve at the lowest point in the discharge line to permit periodic draining of accumulations that may form, ‘Skid Connections Typical skid connections are as follows: it Makeup: Individual connections for the engine, compressor sump and lubricator are provided. This permits the use of different oils for these three applications. 2. Water, Valved connections are provided for draining the package cooling system. Sore localized drains (such as engine drain cocks) must be used if a 100% complete drain is required. Coolant fil is via the surge tank for the cooler. 3. Oil Drain: Compressor and engine oil drains should be piped away from the skid into a holding tank or other approved receptacle. It is not only sloppy practice, but very hazardous (and illegal), to dump drain oil directly into a dug pit or onto the ground. 4, Gas Vents: Vent connections are provided for packing, starter exhaust and safety valves. Any piping run that will see full discharge pressure in the event of a safety valve's popping should be properly braced and aligned vertially. Horizontal runs of piping. especially for satety valves, are dangerous due to te possibility of fire and high-velocity projectiles (such as rocks and dirt) during venting. Ali vent piping should be full-size compared to the actual vent connection. Manifolding of vents should be , discouraged. 1-24Installation 5. Scrubber Dumps: Liquids and foreign matter removed from the gas stream by any skid- mounted scrubbers will be discharged here. It is important that Scrubber dumps not be piped into the oil drain lines, even i 2 check valve is used, due to the possibility of Sump contamination. Never pipe @ scrubber dump into another, lower pressure, scrubber. is possible that you could exceed the design pressure of the lower pressure unit 6. Fuel Gas: A flanged or screwed connection is provided for engine tuel gas if a gas engine driver is used, The quality of the fuel gas shuuld be such that the engine will operate efficiently with low maintenance costs. ter to the driver manufacturer's specifications for fuel gas. It may be necessary to fit upstream scrubbing or filtration equipment, especially t sour gas or dirt is present Temporary Suction Screens CAUTION When first starting, it is essential that a temporary suction screen is installed in the gas inlet line near the compressor. This is required to catch any dirt, chips, or other foreign material that may have boen left in the pipe. The pipe must be cleaned first, however, as dependence on the temporary line fiter alone is not sutficiont. \ there is any possibility that the gas being compressed may at times contain dust, sand, or other abrasive particles, a gas scrubber must be installed permanently and then regulatly serviced to keep it clean. Even though the previous cleaning procedure has been carefully followed on the com: pressor piping, a temporary screen should be installed in the intake line to remove particles 0.009 inch (230 micrometers) in diameter or larger. Provision must also be made in the piping to check the pressure drop across the screen and to permit removal of the screen for Cleaning. If the pressure drop across the screen exceeds 5% of the upstream line pressure, remove the screen, clean it thoroughly, and reinstall it. The screen should be removed and left out only when’ the inlet line is completely free of welding beads, pipe scale, and other extraneous matter. These screens are not intended for permanent installation. A typical temporary suction screen installation, with differential pressure gauge. is illustrated in Figuie 1-11, We recommend that the screen be installed in a horizontal run of pipin; to facilitate cleaning out any material that collects on the upstream side. Safety Valves “WARNING Atways install a safety valve capable of passing the fulload capacity of the compressor cylinder, of cylinders, between the cylinder and the first line valve. UNDER NO CIRCUMSTANCES is a shutoff valve to be installed in any discharge line before the safety valve. ‘The compressor must be fitted with safety valves to limit suction pressure, interstage pressure and final discharge pressure to a sale maximum. For this application,” the term eSatety valve relers to an automatic, pressure-~religving device that is actuated by the stanc 1.25Installation pressure upstream of the valve and characterized by full opening pop action; these are also often referred to as “pop safety valves” When a bypass is furnished, or customer installed, a suction pressure safety valve must be installed immediately before the bypass valve, or on the inlet scrubber. This valve, normally supplied by the customer, must be between the line suction valve and the unit. Salety valves should be set to blow at pressures somewhat above pormal compressor operating pressures. The maximum pressure setting for a safety vaive is the maximum working pressure (MWP) of the compressor cylinder which it is protecting. Normally, 2 safely valve is Set 10% above the normal discharge pressure of the cylinder it is protecting. However, the pressure ratings of all of the components of the gas system must be taken into account when selecting a pressure setting for a safety valve. This includes the scrubber, bottles, bypass piping and valves, NOTE ‘The pressure at which any salety valve is set to operate must include the effects of static head and constant back pressure. Safety valves are selacted for the required pressure setting and also for expected gas characteristics and temperature. NOTE Rupture discs may be used in place of, or supplementary to, safety valves on certain applications. These are special cases where the proper action of a safety valve might be questionable because of corrosion or deposits caused by the process, where a loss of valuable material by leakage should be avoided, or where contamination of the atmosphere by leakage of noxious gases must be avoided, Safety valves must be constructed, located and installed so that they are readily acces- sible for inspection and repair and so that they cannot be readily rendered inoperative. They must also meet any Federal and specified state or local regulations. Discharge fines from safety valves must be designed to facilitate drainage, and such lines must lead to a safe place of discharge. The size of the discharge line must be such that any back pressure that may exist or develop will not reduce the relieving capacity of the safety valve below that requited to properly protect the compressor. Further information pertaining to the selection, pressure settings, installation and piping of satety valve and other relief devices will be found in one of the pressure vessel codes. Intercooler, Aftercooler, Receiver and Scrubber A. Intercooler Intercooling will condense moisture or vapor out of the gas. This moisture must be drained trom the cooler to prevent its passing into the high pressure cylinder where it would interfere with lubrication. It is important that a schedule is established whereby the inte- cooler is regularly drained as determined by the local conditions, or proper scrubbing equipment is instalied 1-26Installation S3HONI NI NBAIO auY sNOISNSINIG TRY ‘a3aNaNnOo s30uv14 Ins O1 soniovs 20Hv12 110F 44 OW gauos anaove rer HOWUABRSNIS sire” wazuie [2 ans anaes ative 1 ua.yauo 53974 an 1.27 Figure 1-11, Temporary Suction Screen.Installation Intercoolers t'sed on CUB applications are generally the fin-fan type (gas to air), using @ heat exchanger in conjuristion with a fan dave and, possibly, louvers controlled by a shutterstat, See the applicable manufacturer's literature for a description and service procedures. 8. Aftercooter For some compressor applications, it is desirable to have an attércooler to cool the discharge gases and to condense out any moisture carried by the gas, This prevents the moisture {rom condensing later in the lines where it might freeze, cause waterhammer, or give ather trouble. C. Receiver For some applications, a receiver is required to provide momentary reserve capacity, to improve regulation, and to ensure a smooth flow throughout the system. It a receiver is used, it should be placed as close to the compressor (or aftercooler) as possible in a coo! location. it should be drained daily. The receiver must be protected from overpressure by a safely valve and also should be equipped with a drain valve and pressure gauge. D. Scrubber ‘Skid-mounted scrubbers, such as the ones used with CUB compressors, are not adequate for proper cleanup of extremely wet or contaminated field gas. Gas having these properties almost always will cause maintenance problems with the compressor or driver. Mt is recom: mended that an off-skid mounted scrubber be installed if such conditions exist. CYLINDER WATER PIPING A cylinder cooling system is required to remove heat from the cylinder and to help maintain @ more uniform temperature throughout the cylinder casting. A more uniform temperature throughout the casting resus in lower cylinder stresses and less chance for misalignment, an obviously desirable situation. + Some cylinders are cooled by @ simple thermostatic system (see Figure 1-12). With this, type system, the cylinder is filed with coolant and then capped. A vented expansion tank, equipped with a fil connection and gauge glass, is installed to allow for coolant expansion ‘The coolant circulates naturally due to the temperature difference between the coolant at the water jacket inlet and outlet. Depending on the gas being compressed, gas discharge temper- atures up to 210°F (99°C) can be handled by this system. To fil, simply remove the filer cap and fill the cylinder jacket with an Ethylene Glycol solution of 38.5% glycol by volume. Depending on service requirements, the cylinder possibly can be filled with oil, Another type cooling system which may be used is the thermosyphon system, aso illustrated in Figure 1-12, This system is similar to the thermostatic system described pre- viously except that a large standpipe is installed instead of an expansion tank. Again, natural convection circulation causes the hot coolant to exit from the top outlet of the cylinder water jacket and cool coolant to enter the bottom inlet. The advantage of this system over the thermostatic system lies in the increased coolant volume available. Depond- ing on the gas being compressed, gas discharge temperatures up 10 250°F (121°C) can be handled, 1-28Installation However, the most commonly encountered cooling system is the circulated coolant type. In these applications, most of which involve gas discharge temperatures in excess of 250°F (121°0), the compressor cylinder jackets are piped to a forced coolant supply. The jackets oF piping are equipped with drain plugs at their lowest points to allow proper jacket drain. ing. The water enters at the bottom of each cylinder jacket and exits at the top. ‘The cylinder outlet connections each should have a manual valve lor controling the water flow through the jackets. There also must be a sight feed for the outlets in order to ‘observe the water flow. . NOTE Cylinders, as shipped, are not equipped with jacket water piping and each cylinder is drained before shipment (rom the packager. GAUGE GLASS Thermostatic System EXPANSION TANK, VENT PIPE AND FILLER COMPRESSOR CYLINDER \ DRAIN VALVE OPEN VENT ‘Thermosyphon System pa nones GAUGE GLASS. ti COMPRESSOR CYLINOER STANDPIPE DRAIN VALVE 1.4332 Figure 1-12, Thermostatic and Thermosyphon Systems 1-29Installation Cooling Water Requirements Use clean water only. Diny water will clog the water jackets and reduce cooling eff- ciency. The cylinders have inspection openings (hand holes) to facilitate jacket cleaning, Consideration should be given to treating water with a descaler to minimize deposits in jackets and piping, The jacket water supply should be shut off when the compressor is not in use. During freezing weather, drain the water jackets completely. When the unit is in service, sufficient cooling water flow must be available to reduce the heat of compression. Pressure and temperature conditions of a condensible vapor also must be considered. When this vapor contacts the cylinder walls, and the wall temperature is lower than the vapor temperature, condensation frequently will form. The resulting precipitation will destroy lubrication and may result in corrosion-producing elements. This can lead t = Piston ring woar = Cylinder wear = Woar of valve seats and guards = Valve plate breakage = Packing leakage and wear Piston rod wear ‘As mentioned previously, the gas should be properly scrubbed and free from scale, rust, or other contaminants before it passes into the compressor cylinder. Wator jacket tempora- tures at least 10°F (5.5°C) higher than the inlet gas temperature will help provent conden- sation of the gas on the cylinder walls or ports, ‘The permissible water pressure in the jackets is 60 PSIG (414 kPa); higher pressure could cause cylinder damage. Consult Worthington if a higher water pressure is being con- sidered. +The maximum allowable jacket water inlet temperature is 160°F (71°C), while the maximum allowable jacket water outlet temperature is 175°F (79°C). Maximum allowable temperature rise across the cylinder is 15°F (8°C). The oil cooler is sized for the most severe anticipated service conditions. Regulate the cooler water flow so that the oil temperature will be at least 10°F (5.5°C) above ambient temperature to prevent condensate forming in the crankcase, The cooling water flow rates for the oil cooler using 85°F (28°C) inlet water with 2 90°F (22°C) outlet temperature are given in Table 1-2. Maximum allowable cooling water temperacure to the cooler is 160°F (°0), CAUTION ft may be necessary to provide auxiliary heating to bring the inlot water temperature up to the required minimum, or to provide auxiliary cooling . to lower the inlet water temperature to acceptable levels. 1-30Installation Table 1-2. Cooling Wator Requirements (Oil Cooter) FLOW HEAT LOAD, cus, HP (GPM) (aTUMIN) OF-5 and Variants 400 u 255 600 ce 380 OF-6 and Variants 800 13 510 1000 16 635 1200 19 765 1500 23 955 1800 28 1145 Precautions @ Never circulate cold water through the jackets after the unit has been shut down. Moisture will form on the cylinder walls, destroying lubrication and causing premature wear. Keep the inlet water temperature to the cylinders at least 10°F (6.5°C) higher than the inlet gas temperature 5 Keep water jackets and passageways clean. 5 Do not exceed cylinder water pressure or temperature design limitations. Do not allow water to freeze in the water jackets; use antifreeze. Turn on the cooling water before starting the unit. the unit is started without cooling water flow, the cylinders will heat up rapidly and may crack. Whon shutting down the unit, allow sulficient time for the cylinders to cool before restarting. @ Mount any water control devices in the discharge water lines to ensure that the water jackets fil properly. ELECTRICAL WIRING. ‘All motor and control wiring must be carefully installed in accordance with the National Electric Code, the Occupational Satetly and Health Act of 1970 (OSHA) any other code requirements at the installation site. Check all wiring with the nameplate rating of each item. Connect leads as necessary to provide the correct rotation. The compressor is furnished with protective devices arranged so that it cannot be started in the event of certain conditions detrimental to its operation. The selection of safety devices for a given unit depends upon the degree of protection specified by the customer. 131CHAPTER 2- LUBRICATION Paragraph Page GENERAL . Po ‘i dpone eee FRAME AND RUNNING GEAR LUBRICATION . Poe 24 Lubricating Oit Requirements goat a G 24 ‘A. General Requirements . ‘i 24 B. Viscosity Requirements o 25 C. Inspection Ggogcg ao 26 D. Oi Change Schedule... . oe 26 Maintenance foe eo a 26 ‘A. Oil Cooler « : +. 26 B, Oil Fitter. fees 7 27 C. Relief Valve joao eet D. Main Ol Pump... Ee : 28 CYLINDER LUBRICATION SYSTEM ee tee 240 Cylinder Oil Recommendations... ee : 2.10 ‘A. General Requirements... . Abounsooo0 GG B. Service Considerations... 56... - 212 C. Inspection . . ee 242 D. Synthetic Lubricants... on da 2.12 Break-in and Operation... . eee 2.13 Extended Shutdown... se ea 26 Pump-to-Point Lubrication System : gboco De 2S ‘A. Lubricator Operation... tone 218 B, Lubricator Adjustment. ee ee te BB Block-type Lubrication Systern . go : 217 A. Filling and Purging the System... ee 220) B. Maintenance and Troubleshooting toe a 2.21 GENERAL ‘The importance of selecting the correct lubricating oll and then properly maintaining the lubricating system cannot be overemphasized. Using a lubricating oil not suited to the application can shorten the service life of the compressor and lessen its efficiency, as will a poorly maintained lubricating system, Use only a high grade of oil that moots the general physical and chemical requirements as specified in this section. Do not wait for lubrication difficulties to appear. If there is some question as to the correct lubricant to use for a particular application, consult a reputable oll supplier Lubrication of rubbing surfaces is intended not only to reduce friction and wear bet ween parts but also to carry away any heat developed where high rubbing speeds and loads are encountered. If the compressor lubricating system is to accomplish these purppses, it 1s essential that the correct oil is used and that the following recommendations for maintaining the lubricating system are closely observed,Lubrication FRAME AND RUNNING GEAR LUBRICATION ‘The lubricating oil system on the frame applies oil under positive pressure to the tube oil chamber cast in the pump end cover of the frame, This in tur lubricates the main. crankpin and crosshead pin bearings in the running gear. ‘A manually-operated pump. usually supplied by the customer, will allow prelubing of the system. When used before s -r-up and after shutdown, totat lubricatipn is ensured. The system also can be leak checkes with this pump. ‘An auxiliary motor-driven oil pump capable of delivering 10% of the capacity of the main oil pump also can be used for priming the system prior to start-up. Controls must be installed to prevent compressor start-up until the prelube pump has been started and system pressure reaches §-10 PSIG (34-69 kPa). ‘The main oil pump is a self-contained, gear-type unit mounted on the frame end cover opposite the driver end (see Figure 2-1). The pump is driven by a driving pin in the end of the crankshaft that matches a slot in a drive arm mounted on the end of the pump shaft. Whenever reinstalling the oll pump be sure thai the drive pin enters the slot in the drive arm as the pump is placed in position. The lower part of the frame forms a sump for the lube oil. The oil drawn from this sump is discharged by the gear pump into the lube oil cooler. From the cooler, the cil passes through the fiter into the lube oil chamber located behind the oll pump. At this, point the oil enters drilled passages into the oll pump end main bearing and then into the Crankshaft from which it flows to the crankpin bearing journals. External piping carries oil to the drive end main bearing (and to the intermediate bearing on four throw units). This is shown schematically in Figure 2-2. The oil then passes through rifle-drilled holes in the connecting rods to the crosshead pins. Small dried holes in the crosshead pin end of the connecting rod and its bushing distribute oil trom this point. The oil passes through these holes and lubricates the cros- shead pin and the crosshead guide surfaces. Lubricating oil thrown from rotating pans during operation also serves to lubricate the crosshead. The oil fiter contains a renewable cartridge oF filter element, Close observation during the first few weoks of operation will determine the frequency of changing the filter element. For proper operation and lubrication of the running gear elements, a normal operating pressure (alter the operating temperature has stabilized) of 50-60 PSIG (345-414 kPa) is \fequired. This pressure may vary slightly due to operating conditions and oil viscosity. The [elief valve in the oil pump piping is initially set at 45 PSIG (310 kPa). It abnormally low of pressure occurs. thoroughly check the lubricating oil system and its elements. Correct the problem and restore normal oil pressure. Common causes of low il pressure include low oil level (causing air to be entrained in the cil), excessive oil leakage, an obstructed oil pump suction, air leakage into the pump suction due to loase or cracked connections, 2 faulty oll pump shaft seal, worn cil pump gears, high oil temperature OF dilution of the oil (low viscosity}. Oil pressure failure protection devices are connected to the oil chamber. These swit- ches can sound an alarm and also be connected to a shutdown device on the driving equip- ment. Such switches should alarm at 35 PSIG (241 kPa) and shutdown at 25 PSIG (172 kPa). The oil sump, or crankcase, has 2 gauge al the drive end to indicate oil level. When the unit is running, maintain an oil level about halfway up the gauge glass, or to the notches (on the indicator, When initially filing the sump, add extra oil to raise the level somewhat higher than halfway on the gauge: glass. The oil level will drop when the unit is placed in operation because some of the oil will fil the various chambers, passageways, and piping in the system. 22Lubrication BUSHINGS ’ — ECCENTRIC GUIDE SEALS | DRIVEN ‘SPROCKET LUBRICATOR CHAIN CRANKSHAFT DRIVE Ping DRIVING ARM PUMP SEAL Luge OL CHAMBER, ‘DRIVE SPROCKET PUMP END COVER’ Tp-aga? Figure 2-1. Oil Pump Drive Arrangement 23Lubrication ‘CONNECTING OD on PRESSURE FRAME FILTER GAUGE BOUNDARY af Cooter PRESSURE RELIEF VALVE. Om SUCTION PIPING TO END BEARING: HEADER, Ol SUMP CRANKSHAFT AND INTERMEDIATE BEARING 11-4333 Figure 2-2. Lube Oil System Schematic When the unit is shut down after initial start-up, the oil may drain back into the sump. This may again result in a slightly higher oil level than normal, but we do not recommend reducing the olf level. Once the unit is restarted, the normal level will be restored Crankcase capacity, including the oil cooler, for the CUB compressor is: ' m Two Throw - 5. OF SH & OF -6S 10 gal (38 1) o - _OF-6S! SU 12 gal (46 1) | Four Throw - OF-5, OF-SH 8 OF-6S 27 gal (103) + OF-5SU,-SHU,-SXH & OF-6SU 39 gal (125 1) Lubricating Oil Requirements Use 2 good grade of a highly refined oll as recommended by a reputable oil supplier or company, The oil selected for use as a frame lubricant must meet the following require- ments A. General Requirements The oil must be well-refined petroleum product with low carbon residue. tt should not contain fats or fixed of compounding. Ou containing rust and oxidation inhibitors and a foam depressant is preferred. The oil selected must be substantially non-corrosive to the common bearing metals, with a pour point at least 10°F (6.6°C) below ambient temperature when the unit is started, 2Lubrication Multiviscosity lubricants may be used in the crankcase where widely variable ambient temperatures are encountered, provided that the lubricant maintains @ viscosity of 118 to 150 SSU (23.7 to 31.8 cSt) at normal operating sump temperature. When heavier lubricants are used to accommodate higher sump temperatures, crankcase heaters may be required if ambient temperatures fall below S0°F (10°C) to maintain the sump temperature above the pour point. Wis recognized that the oil recommended by the engine manulacturer (when an engine drive is supplied) 1S normally heavier (in the SAE 40 viscosity range). When this is the case and the user desires to stock only one oil for use in both the engine and compressor cranke- ‘ses, the heavier weight oil recommended for the engine also may be used in the compressor Grankcase, Under cold ambient starting conditions, it is recommended that the oll sump temperature be at least 10 to 20°F (5.6 to 11°C) above the pour point prior to starting. This may require the use of auxiliary crankcase heaters, it sump temperatures above 165°F (74°C) are experienced, the lubricant should be monitored more closely for nitration effects and more frequent oil changes should be sched uled to prevent an increase in fong term maintenance problems, B. Viscosity Requirements ‘The viscosity requirements for the crankcase oil are as shown in Table 2-1, below. Table 2-1. Crankcase Gil Viscosity Requirements ‘Sump Temperature BELOW 145°F 145-165°F — 165-180°F (63°C) (63-74°C) —(74-92°C) (SAE 20) (SAE 30) (SAE 40) VISCOSITY AT 100°F (38°C) Saybolt Universal, SSU 420 600 750 Kinematic Viscosity cSt 90.5 1295 162.5 VISCOSITY AT 210°F (33°C) Saybolt Universal, SSU 50 60 70 Kinematic Viscosity cSt 73 105 13 C. Inspection Conduct all testing of the lubricating oll in accordance with the Standard Methods (atest edition) of the American Society for Testing Materials (ASTM) 25Lubrication D. Oil Change Schedule After the compressor has been initially started and operated for at least 24 hours, but Net more than 72 hours, the lubricating system should be drained. the sump and piping thoroughly flushed and the sump refilled with new oil. This is described in CHAPTER 6. Therealter, since the frame is dust tight and the oil is fitered continuously, it should not be Necessary to change the oil more often than every 2000 to 4000 hours, or every 6 months, depending on local conditions ‘i Where the compressor is operated in an extremely dirty atmosphere, installed outdoors, operated intermittently, handling foul gas, or where the oil reaches high temperatures in a very hot atmosphere, it may be necessary to change the oil more often. Most reputable oil companies offer laboratory analysis services of oil samples on request. We highly recommend the use of this type service. A once-a-month analysis schedule is recommended when the compressor is operated under severe conditions. Maintenance A. Oil Cooler Unless the oil is dirty or prone to fouling, it is preferable to pass the cooling medium through the tubes and the oil through the shell. The tubes can be mechanically cleaned: therefore it is sometimes advantageous to pass dity oll through the tubes. When installing a single-pass unit, the shell inlet must be at the same end of the heat exchanger as the tube side outlet. If steam is used as 2 heating medium, the steam must be circulated through the: shell, Either or both of the shell connections may be used as steam inlets, At slart-up, or after a maintenance inspection, both shell and tube sides should be carefully vented and must be completely filled with liquid. Improper venting and fouling are the two major causes of heat exchanger malfunction, To obtain maximum performance, take the following precautions 1. Make sure all other equipment in the fluid circuits is functioning properly. + 2, Maintain the rated flow of both tluids, but make sure flow rates are not excessive. : Tube failures can be traced to excessive flow in many cases due to lube erosion and’or corrosion. With high viscosity oil, high flow rates reduce cooler efficiency. 3. A periodic venting schedule should be established if air or vapor tends to accumu: late in a given system 4. Observe a regular maintenance schedule for inspection and cleaning of the cooler A regular periodic maintenance schedule should be established and followed with any heat exchanger. We recommend the following’ 1, Inspect the system oil filters and replace or clean as required, 2. Remove the bonnets from the heat exchanger and inspect the zine pencils for erosion or oxide deposits. Scrape the pencils to expose a bright, clean surface, If the pencils are eroded to one-hall their original diameter. replace them. 26Lubrication 3. Carefully examine the tube bundles for scale or other build-up and clean as required. Atter cleaning, always inspect the tubes for corrosion or erosion ‘The interior surfaces of the tubes can be cleaned in several ways. Many deposits can be removed by flushing with high-velocity steam or water. For more stubborn deposits, wire rushing and rodding can be employed. Both shell and tube sides can also be chemically cleaned. For most deposits, a mild Oakite® solution is satisfactory, although hard deposits can be stubborn and require a weak acid wash. Make sure any cleaning chemicals are thoroughly flushed from the heat exchanger betore putting it back in service. B. Oi Fiter The lube oil filter contains two elements in a steel case. Elements are 25 micron (micrometers) filtration as standard, although other elements are available as necessary. No internal pressure relial valve is provided. Pressure drop with clean oil at operating tempera- ture is approximately 3 PSID (20.7 kPa Differential); flow rate varies depending upon the viscosity of the oil. Filler elements should be changed when pressure drop reaches 7 PSID (48 kPa Diterential). To ensure maximum protection for the compressor, check the filter element frequently for clogging or channeling. The only maintenance required is a periodic changeout of the filter elements (always roplace these in pairs). Element replacement is as follows: 1. Stop the compressor, following procedures found in the appropriate section of this instruction Book. 2. Drain the fiter by removing the 1/2 NPT drain plug 3. Remove the top cover. 4, Remove the element retainer and the two fiter elements. 5. Clean the inside of the case using lint-free rags, then replace the drain plug 6. Install two new filter elements and a new cover gasket 7. Replace the cover and clamp assembly and tighten the clamp screw securely. 8. Add oil to fil the case. A flor plug is provided for this purpose. 9. Run the unit, following standard start-up procedure, and observe the filter for leaks. We recommend an observed run of at least ten minutes, C. Relief Valve ‘The relief valve setting can be confirmed using a hand pump to test for cracking pressure, However, if a test stand is available, the valve should be connected to the dis- charge header, then, with the pump bypass open, close the valve bypass gradually until the desired pressure registers on the test stand gauge. The valve adjusting screw is used to fine tune the adjustment. Turn the screw until the valve “bleeds” slightly at the set pressure. then tighten the locknut. 27Lubrication NOTE U1 the valve must be flow tested at a given pressure, a test stand is a requirement, along with an accurate flowmeter. With this setup, the bypass is adjusted to achieve the proper flow at pressure. | srs ow | amustas sencn—+ ETA 1P.4334 Figure 2-3. Oil Pressure Rolie! Valve To disassemble the valve, remove the valve cap (see Figure 2-3) and its gasket, then rerfove the locknut, the adjusting screw, retainer, spring and piston in that order. itis not necessary to remove the stop ting under the piston. Examine the parts for weer andor scoring. Replace any defective parts, after cleaning all parts to ba reused. Assembly is the reverse of the disassombiy procedure. . Main Oi Pump The CUB is equipped with a Worthington Double Helical rotary lube oil pump. This pump requires litle in the way of maintenance and should not be disassembled unless it has. lost capacity or has become noisy. Service to the mechanical pump seal may be required occasionally. Mechanical seals are fragile and should be handled carefully 10 prevent damage during removal or installation. Never drop the carbon seal ring, and take particular care not to scratch the seal faces. Once’ a seal has been disassembled, there is litle chance that it can be reassembled without first re-lapping the seal faces and stationary seat. We recommend replacement to save down time. Use the following procedure to install the mechanical seal (See Figure 2-4): 28Lubrication Clean all parts and remove any burrs {rom the face of the stutfing box. Examine the shaft for sharp burrs. Any found must be removed with a fine stone. Further, tape the keyway with cellophane tape to prevent cutting the rubber sealing element during installation. Reforring to Figure 2-4, slide the retaining ring and collar onto the shaft until the retaining ring engages the fing groove on the shalt." Insert the spring over tho collar as shown. Fill the stuffing box with lube oil, then slide the seal assembly onto the shatt until the spring is slightly compressed. Great care must be taken to prevent damaging the fragile seal during this operation. Place the gasket in place on the stuffing box, then lubricate the stationary seal face with oil and place it against the face of the seal assembly. While maintaining pressure on the stationary seal, install the bolts. NOTE ‘The shaft may be difficuk to turn at first, but will soon “wear in” as the mating parts lap to each other. During this period, the stutfing box may run slightly hotter than normal COLLAR SEALFACE GASKET ne N RETAINING RING “SPRING STATIONARY SEAT 70-4335 Figure 2-4. Oil Pump Machanical Seal 29Lubrication CYUNDER LUBRICATION SYSTEM. Lubrication of the compressor cylinder bores, inlet port oiler and piston rod packings 1s provided by a mechanical lubricator. For some applications, “pump-to-point” lubrication is supplied where each lubrication point is fed from an individual lubricator pumping unit Normally, a metered “Block-type" oil distribution system is furnished. With either method, 2 check valve is required at the cylinder connection of each oil ine to prevent compressed gas from passing back through the lubrication system. Both systems are destribed in detail later in this chapter. Recommendations are given to enable selection of a suitable oil for @ particular applica- tion and to determine an optimum feed rate. Cylinder Oit Recommendations Four classitications of lubricating oll have been developed to cover the normal lubrica- tion requirements of compressor cylinders. The physical and chemical properties of the four oil types generally recommended for these units are listed in Table 2-2. (This table is general in nature and covers conditions and pressures not necessarily applicable to CUB compressors.) Selection of the proper type of ail for your particular application normally will be determined by the disci.arge temperature and also by the gas quality with respect to “wetness”. Consideration also must be given to the local operating conditions. Review this set of oil selection instructions with your oil supplier and compare your particular operating conditions with those listed in Table 2-2 for the various type cylinder oils. In addition to the operating conditions given in Table 2-2, the following information also must be considered when selecting the type of oll lo be used in a particular application. For Type 2 and 3 oils, the gases handled must be dry; that is, gases which do not carry suspended liquid, contain water vapor or other condensables which remain in the super-heated vapor state throughout the compression cycle. For Type 2X and 3X oils, the gases handled occasionally may carry small quantities of suspended liquid into the cylinder or may deposit some condensation in the cylinder. Type 2 oils are generally used when the operator wishes to use internal-combustion engine lubricating oil A. General Requirements ‘These oils are well-refined petroleum products of the general types listed. They should be prepared from selected stocks of either naphthenic or paraifinic type, processed to minimize deposit formation. Superior rust-preventative properties also are desired. The pour point must be consistent with the lowest ambient gas intake and cylinder temperatures to be encountered. The pour point always must be sufficiently lower than ambient temperature to permit the proper rate of oil feed by the lubricator. In handling low-temperature gases, select an oil of suitably fow pour point, on the basis of intake and cylinder temperatures, to maintain a fluid film of lubricant in the cylinder. Type 2 - Internal-combustion engine lubricating oil of the following classes: a. Straight mineral oit b. Additive-treated, non-detergent oil Detergent engine oil 240Lubrication Type 2X - Compounded compressor cylinder oil with 5% compounding is recommended. This oil must be capable of providing an improved state of boundary lubrication and must resist the washing effect of the particular condensate involved. Type 3. - Rust andior oxidation-inhibited oil or straight mineral oil is acceptable. “Type 3X - Compounded compressor cylinder cil with § 10 10% compounding is recommended. This cil must be capable o! providing an improved state of boundary lubrication and must resist the washing effect of the particular condensate involved, ‘Table 2-2. Standard Cylinder Oil Recommendations (OPERATING CONDITION’ TYPE2 © TYPE2X_—s TYPES TYPE 3X Discharge Temperature (°F) Max. 350 Max.350 Over 350 Over 350 0) Max177 0 Max.177 Over 177 Over 177 Condensed water vapor present. No Yes or No Yes or Possible Possible Suspended liquid present No Yes or No Yes or Possible Possible Special requirements: All Mult- ‘stage oF circulator cylinders with discharge pressure of 2000 to 7000 PSIG (13 800 to 48 300 kPa). No No Required Required OIL REQUIREMENTS Flash Point - Open Cup (°F) 380 Min. 380 Min, 410 Min. 410 Min, ce) 493 Min. 193. Min. 210 Min, 210 Mii. Viscosity at 100°F (38°C); . Saybolt Universal, SSU 780 Max. . Kinematic Viscosity. cSt 168.4 Max. Viscosity at 210°F (98°C): Saybolt Universa., SSU 60 Min. 72 Min. 105 Min, 105 Min. Kinematic Viscosity, cSt 102Min, 13.3Min. § 21.5Min, 21.8 Min. Carbon Residue (Conradson) 0.45 Max. 0.45 Max." 0.65 Max. 0.65 Max. Sultated Ash 0.40 Max, - ” Neutralization Value (color): Total Acid Number 0.10 Max." - - Strong Acid Number 0.00 Max. 0.00 Max. 0.00 Max. 0.00 Max, + Ash-tree basis. = On steaight-mineral or additive-treated, non-detergent cils. aaLubrication B. Service Considerations @ On multistage and circulator type compressors, or other applications involving high cylinder discharge temperatures, it is necessary to use a higher viscosity oil than is normal b. When a gas being compressed is saturated with water or hydrocarbons, it is mandatory that a 3X oll be used, : Certain lubricating oil additives will cloud the glycerine-water often used in lubricator sight feeds, necessitating frequent changes of the mixture CAUTION ‘The continuous or intermittent carry-over of liquid to compressor cylinders requires the installation of efficient separators, C. Inspection All tests of cylinder lubricants should be conducted in accordance with the Standard Methods (latest edition) of the American Society for Testing Materials (ASTM) D. Synthetc Lubricants Im general, our experience with synthetic lubricants indicates that they will do a commendabie lubrication job when the compressor is correctly prepared, the lubricant proper. ly Selected, and the lubricant is supplied in sufficient quantity. However, past experience has shown that it is difficult to propery break in now compressor cylinders, particulary larger sizes, on synthetic lubricants. Therefore, we recom- mend that cylinders first be broken in (at least 180 hours of running time or until the bore surfaces have taken on a glazed appearance) using a 3X oil. After the breakin period, Switch to @ grade of synthetic lubricant per the lubricant manutacturer's recommendation. It 's important that the quantity of synthetic lubricant fed to the cylinder be ample to wet the enkre bore surface and that actual inspections be carried out within a few hours after switching to synthetic lubrication to determine that the feed rate is adequate. We recom- mend that the lubricator be adjusted to provide approximately double the flow of synthetic lubricant as opposed to mineral base cil during initial start-up and break-in. In those few cases where it is absolutely impossible to break in the compressor cylind: ers on @ mineral ol due to system contamination, note that the danger of cylinder scutting does exist, Exlreme cleanliness of suction piping is absolutely mandatory if scuffing is to be avoided since the film thickness of a synthetic lubricant is generally less than with mineral oil, We further recommend that the particular grade o! synthetic lubricant be on the higher side of the available viscosity range. Occasionally, units must be started and broken in during low ambient temperatures. Due to the extremely high viscosity index of most synthetic lubricants, take precautions to ensure that the lubricant is warm enough to tlow properly. It must be again pointed out that synthetic lubricants should not be used in the com: pressor unless the Unit has been correctly prepared. 242Lubrication Breakin and Operation Because of the wide range of compressor cylinder sizes and designs, as well a8 the varying operating conditions encountered at diterent compressor instatations. XS Oe! rantical to specty 2 rigid break-in schedule for the compressor cylinders. On coripvorsts Parle break-in of compressor and cylinder end parts is done concurrently, with the load and speed gradually being increased during the break-in period. The compressor cylinders must be broken in gradually Because it is necessary IhSt mating paris establish a satslactory runing ft with each other. To do ths, there Mat be ang Pan gunt of wear Dotween the mating parts. Also, during this breakin period. te gyinders may be exposed to dit, welding beads and other foreign matenal, TMs fs normally canes nacal pened in the service Ife of the cylinder end the demands on the cylinder lubricant are the most extreme at this ume. ik ig recommended that the initial break-in runs be made with a lubricant of higher vescosay than that selected for the process. This heavier oil should be Selacted with sere: veo th consideration for adequate oll fow, particularly where cold ambiont tempers: wo ima be encountered. During the break-in runs, it is also necessary to feed the max eoeee aervount of lubricant in order 10 help flush out wear particles and foreign material Prior to starting the unit for the fist time, check to see how many compartments Mt the compressor eylinder lubricator are used to lubricate the eylinder bores and the pice rod packings. Fil these particular compartments with the break-in oll selecien (we recommend a Bx compressor cylinder fubricant) and adjust each of the pump units in these ‘compartments a omrnum oll eed. Disconnect all lubricator lines at the cylinders and packing glands: then, operate the lubricator pumps manually until ol appears at each prove! connection. sre epersine piping and operate each pump several strokes to assure an inital Supply Of oll Fr oach point of lubrication when the mackine is started. Also, during ihe pug period at eect Pocator piping and connections for possible leaks; any leaks found should Be cor: rected at this time. NOTE it the compressor cylinders are being lubricated by @ block-type o distribution system, all piping and components in that system must be filled with oil and purged of air; this must be done manually, following the insteuctions found later in this chapter. ‘The following time schedule is generally applicable for lubricating the comprertot cylinders during the break-in period. when the cylinders will ultimately be lubricated with & petroleum based product: 1. Use a high-viscosity 8X compressor cylinder Tubricant for the first ful wack of pet Pee trating lubaeater pumping units adjusted for maximum feed rate. | Graducly towne greakcin oil with the oil that has been selected for normal operation. It he Sie nwo is the Same brand of oii that will be ultimately used during operation (and seat eo reason why this cannot be the case) simply diute the cil m the lbnce'e! trees rrect wiscosty ol in gradual steps. diferent brends of oil are to be used dae mein and for normal operation, make sure they are compatible before mxng them. Never mix synthetic oil with mineral oil 2, As the cylinder wears in, occasional inspections should be made 10 the oylindet bore 10 ae se eegking on 2 gazed appearance. Should any trouble develap (usually in 'ne 2.43Lubrication the compressor cylinder: form of increased temperatures) as the oil is being diluted, increase the pumping rat until a gtaze is formed on the cylinder wall, When the lubricator is finally filled with the normat (non break-in) 3X oil, gradually adjust the lubricator pump feeds to the optimum rate, as described in the following paragraph. It is usually desirable to reduce to a minimum the quantity of oil {rom the lubricator to ‘and rod packing {rom the standpoint of oil economy, coupled with the need to avoid excessive oil in the discharge and carbon build up in the packing. Bscause of the widely differing conditions under which these units operate (the variety of cylinder sizes, pressures, tomporatures and types of gas handiod) it is impossible to establish any ironclad rule for the quantity of oil required for cylinder and piston rod lubrication. The ideal condition is to feed the minimum quantity that will adequately lubricate the surtaces. This minimum quantty can be established only after several weeks of operation and ex- perience. However, we offer 2s guidelines the following: m= Under normal operating conditions, the amount of cylinder oil requited for the various cylinder sizes and pressures is displayed in Table 2-3. These feed rates are approximate and are based on an empirical formula that varies to suit the particular conditions of service of the compressor cylinders and the gas com- pressed. The figures given are the suggested normal feed rates when clean and dry conditions prevail in the compressor cylinder. Wet and dirty alr or compressed. gas may require increased feeds as conditions dic! m The feed rates given are the totals for the cylinder bore and packing, and are based on an average sized drop (with 14,000 drops equalling one pint of oil 75°F). Any variation in drop size will require recalculation. To determine the feed rate for each individual feed, divide the drops given in the table by the number of lubricator jines (feeds) to the cylinder. Adjusting the oil feed rate at the lubricator will increase or decrease the flow rate the same amount to each lubrication point. Check all lubrication points to determine the optimum amount. Again, the figures given are only an approximation. Good judgement is required whenever the particular conditions of service are out of the ordinary. Table 2-3. Oil Foed Drops/Minute (Total to Cylinder) Cylinder Discharge Pressure of Cylinder (PSIG) Diameter ininches 25-150 180-300 300-600 600-1500 1500 - 3000 3000 - 7500 6 26-36 4-8 SL dee ei) | izeai ic e5 21-82 8-10 7-16 14-21 18-26 21-38 10-12 9-19 16-25 21-32 12-14 14-23 19-30 25-37 14-16 12-26 © 23-35 16-18 14-30 25-37 18-20 16-33 20-223 18-87 225-26 19-40Lubrication NOTE ‘The figures given are for gravity and vacuum type sight feed lubrication. Foods to cylinder bores never should be less than two drops per feed per minute, under any circumstances. Cylinders equipped with an oil feed to the suction port must:be given special considera~ tion, Generally, the quality of the air or gas at that point will determine the amount of oil to feed, Wel or corrosive gas and the affinity of the gas for the oil are factors which will require a greater amount of oil. Normally, seven to nine drops of oil per minute fed to the Suction port should sufficiently lubricate and coat the suction valves. This amount should Supplement the oil fed to the cylinder bore, Site conditions can require an increase in the Gil feed rate, which can best be determined by periodic examination of the suction valves for wear and corrosion. Oil fed to the suction ports of the compressor cylinders will effectively offset gas dilution. Heavier bodied oils also will help, provided they can be safely used without affecting any other part of the system. Oil feed rates to the piston rod packing also will depend upon the condition of the air ‘or gas compressed. Under normal clean and dry conditions, four to five drops of oil per feed per minute should be satisfactory. During the first few weeks, it is better to feed too much oil than too little. Alter the packing rings have seated themselves on the rod, the lubrication to the packing should be just enough to maintain a very light film of oil on the rod. ‘The compressor cylinder bores, valves and gas passages should be carefully examined each time betore and shortly after any reduction is made in cylinder lubrication, and the foduction must be made in smali steps. The correct cil feed is that which will just maintain 2 light film on the cylinder walls. A puddie of oil in the counterbore at the end of the Gylinder oF in the discharge passage can be evidence of over-lubrication or unsuitable oil The appearance of any dry spots on the cylinder walls is definite evidence of inadequate lubrication or an improper combination of temperature, gas characteristics and oll. Extended Shutdown When the compressor is shut down for more than a few days, it is recommended that precautions be taken to keep the cylinders in good condition during the shutdown period. An extra quantity of oil should be pumped to the cylinder bore and piston rod packing, by manually operating the mechanical lubricator pumping units, just prior to shutting down the ‘compressor when an extended shutdown is planned. Periodically thereafter, oil should be manually pumped to the cylinders while barring the unit one and @ quarter revolutions. Pump-to-Point Lubrication System CUB compressor cylinders are lubricated by a mechanical lubricator mounted on the bearing housing. The tubricator is driven by an internally-mounted drive via a chain from a sprocket on the crankshaft, The driven shaft casing at the point where it projects into the frame is eccentrically machined. The bolting flange of this casing is slotted to permit adjustment of the chain tension. To accomplish this, the lubricator supporting bolts and fockauts must first be loosened, then the casing can be rotated in the desired direction to aise or lower the lubricator drive shatt. After the proper chain tension is establighed, the abnicator supporting bolts can be adjusted to the new height of the lubricator and locked in position, The lubricator drive is shown in Figure 2-1. 218lubricator sump is forced by action of the individual pumping units Iheck valves to the cylinder bores, suction ports and piston rod packing fn the lubricator is adjustable to permit regulation of the oil feed to the fh pump unit is actuated by a rocker and cam assembly (see Figure 2-5), pision within the pump body to reciprocate. The oump stroke, thus the be vatied by adjusting the adjusting sleeve shown in the drawing. Max: feved with the sleeve fuly extended from the pump body. és fidvés doWiard in’stioke, oils drawn through the suction check valve Bote, trom’ the “sight téed ‘reservoir. Removing this volume of oil from the jesérvoit ciestes’a vaculim, which causes more oi! to be drawn into the fe sdsige’ be. "A ‘small quantity of oll then eaters the sight feed nozzle end Uffeseiver boon.’ The quantty of oll can be determined by counting the drops fps the plunger moves upward, oil forced trom the plunger bore through the 118" NPSF OUTLET 1 uwon nor SIGHT-FEED oumieT BESERVOIR SEEGER ROCKER ., « RETURN’ Sa Baga ocKER ARM cam View B 1P-4336 \ Figure 2-5. Lubricator Pump Assembly 8. Lubricator Adjustment Wren startin ing the unit for the first time, prime each lubricator pump as follows: 1. Remove the : love the sight feed plug and fill the sight feed about one-third full of oilLubrication 2. Manually operate the pump, using the priming stem, until air-tree oil is discharged from the pump outlet. 3. Connect the lube feed line to the outlet and continue to hand prime until the line is filled. Connect the other end of the line to the discharge check valve (one at ‘ach lube point) and pump a few more strokes to fill the check valve. 4. Refill the sight feed to the one-third full mark, then check the reservoir to make sure itis filed and adjust the pump output (Step 5). 5. With the lubricator in operation, observe the number of drops falling through the sight feed glass over the course of one minute, Adjust the adjusting sleeve to achieve the required number of drops per minute. See Table 2-3. On a good, air- tight assembly it is normal for the air in the sight glass 10 be dissolved in, and gradually replaced by, the oll. This is of no consequence so long as the lubricator feservoir 1s maintained full and there are no suction side leaks in the pumping unit CAUTION Ht the oil level in the sight glass constantly decreases during operation, it indicates that the vacuum created in the sight teed is pulling entrain- ‘ed air from the oil as it passes through. If this continues for any period of time, an air lock in the system can result. When this occurs, the drops normally seen falling in the sight glass will cease. Because no il is getting to the lubrication point, this can cause serious damage to the compressor. Air lock can be eliminated by refiling the lubcator Feservoir, loosening the lube feed line at the pump outlet and manually pumping the unit with the priming stem until no air bubbles are visible in the oll steam. Note that if a fairty rapid loss of oil occurs, the cause is often a leak on the suction side of the pump. Block-type System In a metered block-type system, the compressor cylinders are lubricated by a completely integrated unit which is chain driven from the crankshaft and mounted at the pump end of the frame, Oil is pumped under pressure in measured quantities by one or more conventional mechanical “force-feed" lubricator pumping elements. The system operates as follows: (See Figure 2-6 for a typical installation.) Oil is pumped into a single main line through a filter and a flow switch. The oil is then discharged into the divider valve assembly and from there to various points on the cylinder(s). (The number of lubricator pumping elements varies with the number of cylinders on the frame.) When only a single cylinder is used (in conjunction with a balancing cylinder), the extra block outlets are manifolded together and connected bback to one of the drain connections in the lubricator. NOTE The flow switch can be used to sound an alarm, or it can be connected to a shutdown device on the driver The lubrication system is a single-line, progressive, positive displacement system which divides pump output into pre-determined, proportional amounts. It then distributes these amounts to the points of lubrication. In this type system, the pistons within each divider block assembly are cycled by input flow, continuously dividing and distributing lubricant until 217Lubrication input flow ceases. By varying piston diameters, the amount of lubricant received by one point can be changed relative to the amount received by other points in the assembly. The piston not only divides the flow, but also proportions the flow, Due to the valve arrange. ment, this dividing and proportioning action starts again when input flow is resumed. This assures positive lubricant delivery to each point. Figure 2-7 shows how each piston is valved" by the completion of a full stroke of a previous piston. PURGE CONNECTION MANIFOLO BAR, INDICATOR INLINE FILTER, NO FLO PNEUMATIC OR ELECTRIC LUBRICATOR Diva vaLvE ASSEMBLY ‘SECONDARY DIVIDER VALVE ASSEMBLIES. : 490008-252 Figure 2-6. Typical Block-type System Schematic Each divider valve assembly consists of 3 to 8 valve blocks mounted to a base biock O-ring seals between the base and valve blocks provide leak-proo! sealing to pressures as high as 6000 PSIG (41.4 MPa). Lubricant outlets are locatad in the base block, thus provid ing easy removal and replacement of worn or contaminated valve blocks without disturbing the base mounting or lubrication lines. All valve blocks are interchangeable in any position fon the base block One divider valve assembly is capable of serving up to 16 points of lubrication. When ‘more than 16 points of lubrication are to be served. or when good design dictates, a two- stage system is employed. The first stage (the master block) proportions the pump tlow, which is subdivided at the second stage (secondary blocks) into the required volumes. In this manner, a multiple number of points can be properly lubricated from one pump supply. 248Lubrication a LUBRICATION POINT —— =) LUBRICATION POINT xq “WW 490009-253 Figure 2-7. Divider Valve Piston Operation NOTE Since the block-type system is based on positive displacement, never block @ point intended to be used or try to feed two points from one outlet. Piston diameters have been selected to provide proper lubrication volumes to each lubrication point. Standard piston sizes result in stroke outputs of 0.006, 0.009, 0.012, 0.018 and 0.024 cubic inches. Each piston makes two strokes (backwards and forwards) per cycle. ‘Two points of lubrication can thus be served from each piston. This type of block is called a“T™ (twin-two outlets). The output from each end of a piston can be internally combined to provide twice as much volume to one point. This type of block is called an "S" (sin: gle ~ one outlet). ‘The output per cycle of each proportioning piston in any given divider block assembly ‘and its relative value to other proportioning pistons in the same divider block assembly is, shown in Table 2-4, Valve blocks are marked "T" for twin and "S” for single, Table 2-4. Oil Output Per Cycle PISTON NO.OF VOLUME RELATIVE SIZE OUTLETS PER CYCLE” PROPORTION, eT 2 0.006 CU. IN. 1 127 2 0.0:2 CU. IN 2 18T 2 0.018 CU. IN. 3 2aT 2 0.024 CU. IN. ao. * ONE DROP EQUALS 0.002 CU. IN 219Lubrication Keep in mind that while the divider biock assemblies supply the relative proportions 10 points of lubrication, the (otal volume of ait to all points af the system for any given time period is governed by the lubricator pump supply volume. In some installations, the output from two adjacent valve blocks may be internally combined and discharged trom one outlet. This 1s called cross-porting. Newer blocks are ‘oxtomally cross-ported. A. Filing and Purging the System To ensure proper operation of the lubrication system betore stan-up or atter an over- haul, it is imperative that all tubing and components be filled with oil and free of ai. To properly fill and purge the system: 1. Loosen the tube nuts at all injection points. Loosen the tube nuts at the inlets of all secondary divider valves and loosen the four sockethead setscrews at the inlet fend of the block. Loosen all alternate outlet plugs on the face of the master divider valve, 2. Remove one alternate outlet plug trom the master and connect a manual oil pump to the alternate outlet. (This pump is available trom Worthington, or from the system manufacturer. See Figure 2-8.) 3. Operate the manual pump until clear, air-ree ol appears at the inlet of the secondary, then tighten the secondary iniet connection. After tightening the inlet connection, continue to pump until clear oil emerges from the four sockethead setscrews, then tighten the setscrews. 4. Continue to pump until airree oll is discharged at all injection points served by the secondary divider, then tighten the tube nuts at these points. After all kines. to the injection points have been filled and tightened, operate the pump for a few strokes while checking for leaks. 5. Remove the manual pump from the master divider alternate outlet, replace the plug (fingertight), connect the pump to another alternate outlet in the master and repeat the procedure outlined above, ‘6 After all alternate outlets have been purged, and all alternate plugs replaced {fingertight), connect the manual pump to the check valve located on top of the manifold bar, 7. Proceed to loosen the following connections: cap of the atmospheric indicator in manifold bar, inlet connection at the flow-meter, no-flow valve, high-pressure switch and master divider valve. Also loosen the tour sockethead setscrews at the Inlet end of the master. 8 Operate the manual pump. filing the system from the manifold bar until clear, air- free oil appears at each disconnected point in turn. Tighten loose connection: starting from the atmospheric indicator in sequence to the master divider inlet anc sockethead setscrews. Continue pumping until ciear oil appears at all master alternate outlets, Tighten all alternate plugs in the master so that the entire system is now completely sealed and oil-tight. 9. Operate the manual pump tor a few more strokes to finally check for leaks or malfunction. Remove the manual pump and plug the chéck valve. 2-20‘Lubrication HAND PUMP LUBE OUTLETS MASTER DIVIDE SECONDARY DIMIDER: 7P-4337 10. " Figure 2-8. Purging Air From Divider Block Disconnect the fittings that connect the lubricator pumps to the manifold and operate each pump manually until 2 steady flow of oil emerges at the top of the pump line. Connect the pumps to the manifold; the system is now ready to operate. Use the correct, clean, and filtered olf at all times and be sure the reservoir is adequately filed at all times. B. Maintenance and Troubleshooting Performance indicators are used to signal excessive system pressure and localize problem areas. Pin type indicators use a rupture disc which bursts at 2 predetermined pressure and causes an indicator pin to appear. The indicator pin will remain out until the disc is re- placed and the pin is manually reset. Controls can be installed to sense @ pressure signal caused by blockage. This signal can be used to shut down the compressor or ring an alarm. ‘The rupture disc must be replaced to restore normal operation A blockage in the lubrication system may be caused by any of the following: m1 Crushed tube line in system Blocked oF carboned injection point = Blocked divider valve assembly 221Lubrication lf blockage occurs anywhere in the divider valve system, proceed as follows: CAUTION Handle all parts with great care and ensure complete cleanliness. These parts are manutactured to very close tolerances and any nick, scratch or din left on them will interfere with proper operation of the, divider block. 1. Connect 2 manual ol pump, with gauge, 10 the inlet of the master divider valve and try to cycle the system by pumping oil into the master. If the master divider is equipped with indicators and the blockage 1s downstream of the master, one of the indicator pins in the master will protrude, Blockage is then downstream of the Gischarge line common to the protruding pin. If the system will not cycle and no ingicator pin is “up” in the master divider, blockage is then within the master divider 2, ll the master divider valve is not equipped with pintype indicators, remove {one at a ume) each alternate outlet plug in the master which is common to a discharge port. (When plugs are removed, trapped lubricant wil usually surge out of the alternate outlet hole which is common to the blocked out-going line). Pump oi! into the inlet of the master after each plug is removed; il pressure drops. the blockage is downstream of the last outlet so tested. While pumping oil into the master, (with all alternate plugs removed), it no oil 1s discharged at any open port the blockage is within the master divider valve. 3. Proceed to the secondary divider valve which is downstream from the blocked pont and remove each alternate plug which is common to a d'scharge port. Insert the manual pump into the alternate outlet port back at the master divides valve which serves lubricant to this secondary assembly. Pump oil into the master alternate outlet; if lubricant is discharged treaty through each of the alternate outlets in the secondary, blockage is not in the secondary divider valve but is downstream of it. 4, Connect the manual pump into each altemate outlet (one at a time) of the secon- Gary block. If, while pumping ll into one of the secondary alternate outlets, pressure builds up, the blockage has been located. Look for crushed lines, or a blocked injection point 5. If the secondary divider valve will not cycle or discharge lubricant through the open alternate ports, blockage is within the divider valve. If the divider block is blocked internally, it must be removed, disassembled and cleaned. Belore disassembling the divider valve, remove only the piston enclosure plugs and with strong finger pressure, work the piston back and forth without removing 1 If all pistons are movable, replace the enclosure plugs and retest the assembly by Pumping oil into the inlet. (The particle of dirt which may have caused the inter- nal blockage may now be dislodged and the assembly may be back in working condition with no further service to be performed.) 2.22Lubrication WARNING. All precautionary measures specified by the Occupational Safety and Health Act of 1970 (OSHA) must be complied with when storing, hand- ling, oF using solvents. Ii piston is jammed, proceed with further disassembly, first making 2 note of valve block positions on the base (for example: Inlet.65-247-9T). With individual valve blocks on the bench, remove the piston enclosure screws. Working with ane block at a time, remove the piston, It it appears to be stuck, try removing it from the ‘other direchon. The piston may have to be forced out of the block by tapping it with a brass rod. When the piston is removed, flush the piston and block with a suitable solvent, Blow out all ports thoroughly and use 2 small piece of soft wire to probe the passageways. Inspect the cylinder bore for scratches or score marks. Inspect the piston in the same manner. if einer of these parts is damaged, replace the valve block. If the block and piston both appear to be in good condi- tion, reassemble the parts, making sure the piston slides smoothly and snugly in the bore. The final step is to disassemble and clean the base block. Alter the entire assembly has been cleaned, blown-out, inspected and found to be: in working condition, assemble the divider valve, positioning the valve blocks on the base in thew original order. Test the operation of the assembly with a manual coil pump. If it now functions properly, replace the divider assembly in the system and test for proper system operation. SYSTEM MALFUNCTIONS AND THEIR CAUSES 1. Pump does not dischar lubricant: a. Empty reservoir. b. Chain drive broken. Air entrainment. 2. Pump repeatedly ruptures disc a. Clogged filter. b. Blocked main line, divider valve or injection point. ¢. Disc pressure rating incorrect for the system. 3. Divider valve does not cycle’ ‘2, Contaminated or stuck piston b. High pressure downstream; broken tube line serving this valve. 4, Owider vaive leaks: Valve block screws loose. O-ring not installed. a b. c. O-ring damaged. Divider valve repeatedly ruptures disc: 2.23Lubrication b ©. ci 6 Fi a b, © 4 e t 9 2 ON a b, c 2-24 Blocked line downstream, Blocked injection point. Improperly drilled tube fiting, Rupture disc pressure rating incorrect for system, iow meter does not register counts: Loss of lube supply. Broken line. Inoperative divider valve in flow met Damaged linkage. Loss of air supply. Inoperative air valve. Inoperative air cylinder or counter. lo-flow valve fails to properly shut down: Adjustment incorrect. Valve improperly installed. ‘Stuck or contaminated pistonCHAPTER 3 - FRAME AND RUNNING GEAR Paragraph Page GENERAL o c 34 SAFETY PRECAUTIONS Bo : : . 32 AME. a 33 MAIN BEARINGS i, as CONNECTING RODS : 36 Connecting Rod installation : 39 CROSSHEADS and PINS 5 poood Go) Crosshead instalation au Ol SCRAPER RINGS: 312 GENERAL ‘This portion of the CUB Instruction Manual describes the recommended procedures for disassembly, servicing or replacement, and reassembly of the compressor running gear. Compressor cylinder maintenance is covered in CHAPTER 4. Separate instructions are furnished to cover special and optional equipment that is not within the scope of these general maintenance procedures, Good working habits are essential to the performance of satisfactory maintenance work on the CUB compressor. When disassembling 2 unit, use every available means to keep dint away from the compressor internals. Cover exposed openings with cloth, brown wrapping paper, cardboard or other suitable material to keep dirt from falling into the frame interior or into the compressor cylinders. Scratches, nicks and rough areas must be removed from machined surlaces. This can be done with a fine emery cloth, a fine hone or a mill file (Do not use-emery cloth, or any other finishing method employing abrasives, when working ‘on soft bearing surfaces; such material can become embedded in the bearing metal.) Mark or tag parts as they are disassembled so that they can be replaced in their original positions. Replace ali composition gaskets that are torn, dried or cracked with ones fof similar material and thickness. Shims should be marked so that they will be reassembied {in their original positions or so that replacement shims can be accurately sized “WARNING ANI precautionary measures specified by the Occupational Safety and Health Act of 1970 (OSHA) must be complied with when storing, hand- ling, oF using solvents. Original parts should be thoroughly cleaned in a solvent compatible to the procgss and to the material of the parts. Inspect parts for wear and other visible defects before re: using them. Generally, unless otherwise stated, parts should be covered with 2 thin coating of clean lubricant belore reassembling atFrame and Running Gear fused, cotter pins, lockwashers, lock wires and other locking devices must be replaced to prevent the loosening of parts during operation. Always advance a nut in the tightening direction to align cotter pin openings once the required torque or bolt stretch 1s obtained. Lock wire, if used, must always be arranged so that it pulls on the bol head in the tighten- ing direction. Running gear clearances and fits and tightening requirements are summarized at the back of this book in CHAPTER 7. The specified clearance limits and fits are those to which the parts are originally assembled. Uniess ctherwise stated, they are for parts that are at room temperature and are generally referred to as “cold clearances. Some slight changes in clearance can be expected when parts are hot Generally, the clearances and fits listed should be checked during maintenance work involving those parts. It is recommended that running clearances be checked with parts in their assembied positions, wherever possible, since bearing crush, interference fits and other factors can affect the clearance measurement. Logging important clearances can be of considerable help in determining the wear of parts. It can also be of some benefit in estimating tha time interval between scheduled overhauls, Varying operating conditions at different installations make it impractical to specify maximum acceptable clearances. Careful observation of the unit by the operator and good judgment by the mechanic are often the most effective means of determining when clearances have become excessive and further action is required. SAFETY PRECAUTIONS Observe every satety precaution when working on the compressor frame, cylinders and drive arrangement, especially when making repairs or adjustments inside the frame or cylind: ers. The following minimum precautions should be taken before working on the compressor. 1. Be certain the main driver is locked out so that there is no possibility of the driver starting. In addition, a warning sign bearing the legend "WORK IN PROGRESS ~ D0 NOT START" must be attached to the starting equipment. On gas engine driven units, this may be accomplished by grounding the magneto and closing the manual fuel gas valve. On electric motor driven units, the only practical way to accomplish this is by discon- + Recting the main power leads at the junction box. Close suction and discharge line valves and bieed off any pressure that may be in the compressor cylinders. 3. Block or brace under a crankshaft web, or block the crossheads, so thal the shaft cannot turn while warking inside the unit 4, Service on a machine should always start with cleaning the floor and the outside of the machinery to remove oil which could cause maintenance personnel to slip and injure themselves. Never open a compressor cylinder or any other pan of the compression system without first completely relieving all pressur: within the unit and taking all necessary pre- cautions to prevent accidental repressurizing of the system. 6. Compressors handling toxic or flammable gases must be isolated from the process piping . by means of blinds, or double valves, and bleed valves when major maintenance isFrame and Running Gear required. Before opening such compressors, the equipment should be purged or evacu- ated. Minor adjustments may be performed without blinding provided that adequate precautions, such as depressurizing the system, are taken to protect personnel. Check valves must not be relied upon for isolating the compressor. Consult OSHA regulations covering the cleaning materials and their use. Volatile ftammable liquids must not be used as cleaning agents for engine or compressor parts, A salety solvent should be used and the parts dried thoroughly belore assembly. CARBON TETRACHLORIDE OR GASOLINE NEVER MAY BE USED AS A CLEANING SOLVENT. Appropriate provisions for ventilation should be made when using other halogenated solvents. FRAME The trame is @ heavy and rugged casting with unitized crosshead guides and wide supporting surfaces providing substantial frame support on the foundation or skid. The frame ‘and main beanng housings are accurately machined and fitted to hold the crankshaft in true alignment in the frame. See Figure 3-1 BREATHER, CONNECTING ROD FRAME COVER CROSSHEAD CYLINDER PACKING FLANGE 490009194 Figure 3-1. Transverse Section Through Frame The lower part of the frame forms a sump for the lubricating oil, end a pipe tap connection is located on the end of the frame at the bottom of the oil sump to permit sump draining. An ot level gauge is also located at one end of the frame so that the frame ol level can be checked at all times. When the proper cil level is established, mark the gauge accordingly for tuture reference. 3:3Frame and Running Gear ‘The frame contains the crankshah, main bearings, connecting rods and crossheads, h comprise the "running gear" ‘The crankshatt is a single du le iron or forged piece. two-throw trame is shown in Figure 3-2, A sectional view through the Luaricaror | LuaAigaTor CHAIN DRIVE MAIN BEARING AN SHAFT SEAL (CRANKSHAFT ey (4 CONNECTING ROD 490009-197 Figure 3-2. Longitudinal Section Through Two-Throw Frame at Crankshaft The four-throw frame elements are similarly arranged, with the addition of the inter: mediate bearings and shaft coupling as shown in Figure 3:3, On the four-throw unit, two crankshafts are securely coupled together by a two-piece, clamp-type coupling The shafts on the four-throw unit are positioned about 0,050 inch (1.3 mm) apart, The throws are indexed by dowel pins in each crankshaft which engage slots in the coupling halves. The coupling halves are bolted to each shaft. The clamp bolts must be evenly and securely tightened to the proper torque, and the space or split between the coupling halves should bs. equal on both sides. Poniodically check the coupling bolts to ensure that they are tight. (See torque data in CHAPTER 7.) ‘There is an oil seal ring where the crankshaft extends through the frame. This seal ring arrangement prevents oil leakage along the shaft from the sump. Eventually, the seal ring may become ineffective and require replacement. . 34Frame and Running Gear CAUTION Never reduce oil pressure in an attempt to comect a leaking oil seal. if the seal leaks, replace it! CRANKSHAFT FRAME 2 Y iy (L__wrenmeovare BEARINGS SS 198220-58 Figure 3-3. Longitudinal Section Through Four-Throw Frame at Crankshaft MAIN BEARINGS The main bearings are of the spherical roller bearing type, and are contained in the bearing housings in the frame. The bearings are mounted on the crankshaft with a ight press fit {0.0006-0,002 inch (0.018:0.05 mm) interference]. Whenever replacement bearings Bre installed, the bearings should be pressed or shrinkcltted to the shalt s0 that they seat Solily against the lubricator drive sprocket on the pump end, and against the shoulders of the shalt on the drive end. (See Figures 2-4 and 3-5.) On the four-throw unit, the intermediate coupling and bearing assembly has a total end play of about 0.040-0.080 inch (1-2 mm) in the bearing housing. This compensates for shatt thetmal growth, The shalt spacing at the intermediate coupling should be set to provide this required end play. On two-throw units, the total end play is also 0.040-0,080 inch (1-2 mm) ‘The roller bearing outer races have a clearance on diameter of 0.0009-0.0026 inch (0.023-0.086 mm) in their bearing housings. The ober race is free to move laterally as the shaft expands and contracts, or t0 rotate slowly in the housing bore, 35Frame and Running Gear ‘The intermediate main bearings on the four-throw unit are contained in bearing housings mounted in the frame casting. These housings are positioned in the frame casting and ace held by lock pins extending vertically through the frame inlo the housings. as shown in Figures 3-3 and 3-5. The intermediate bearings are retained in position on the shah (in conjunction with the press fit) by retaining rings inserted in the bearing housings. FRONT BEARING —* HOUSING ASSEMBLY OW SEAL Gasker BEARING ROLL PIN CRANKSHAFT ‘SPROCKET "BEARING “GASKET 7 REAR BEARING HOUSING 7P-4338 Figure 3-4. Two-Throw Crankshaft and Bearings CONNECTING RODS ‘The connecting rods incorporate a one-piece, shrink-fitted bronze bushing with a light babbitted coating in the small end and utilize separate two-piece bearing shells in the large (crankpin) end. The rods are rifle drilled from the crankpin bearing-end to the crosshead pin-ond. This provides a passageway for the lubricating oll between the two points, The bushings are locked in position by lockscrews, as shown in Figures 3-6, 3-7 and 3-8. Each connecting rod has two holes, drilled vertically and at right angles to the pin axis, through the crosshead pin bushing and connecting rod. This provides a passage for lubricating oil for lubrication of the crosshead guides. This driling is shown in Figure 3-8, ‘The crosshead pin bushing end clearance in the crosshead is as specified in CHAPTER 7. 36Frame and Running Gear ‘COUPLING RAUF caPscREWs BEARING, NG — cannnsnaet ak jou sen eee < ES \ JE SPROCKET A rou ry BEARING, SPACER oe SEL ae 0 Se (ou strey casker (010 STYLE DOWEL PIN LOCKING — CRANKSHAFT Pin DRIVE ENO RETAINING RING 7. ‘GASKET erg BEARING _ oe FRONT BEARING HOUSING ASSEMBLY rage 2 Fou Teow Grksal and Beans a 8 eexmnanr ot, essio Figure 3-6. Old-Style Connecting Rod 37Frame and Running Gear LOCKSCREW CONNECTING ROD CONNECTING ROD BOLT CROSSHEAD PIN” BUSHING Dowet PIN BEARING HALF SHELL TP.4341 Figure 3-7. New-Style Connecting Rod Crankpin bearings are of the removable shell type. They. are fitted into the connecting rod and positioned centrally by small lock tabs which fit into corresponding grooves in the connecting rod and cap. The bearing shells are precision bared ta insure the proper running clearance. No fitting, shimming, or scraping is required (nor is t allowable with this type bearing) when installing replacement shells. The normal running clearance of this bearing is given in CHAPTER 7. CAUTION The connecting rod bolts must be kept tight at all times. Hf they are allowed to loosen, broken bolts and considerable damage will occur. if these connecting rod bolts have been allowed to run in a loosened condition, as noted upon inspection, they should be replaced to prevent future fatigue failure no matter what their visual appearance. New bolts must be securely tightened to the proper torque specified in CHAPTER 7. ‘The small end connecting rod bushing (Figure 3-8) has a relatively long life span due to conservative design. When replacement is necessary, the bushing can be pressed out and a few one installed, We recommend using liquid nitrogen to shrink the bushing and permit installation with relative ease. Thin-walled bushings such as these can be destroyed by using’ an atbor press to install them, 38Frame and Running Gear LUBE OL HOLE CONNECTING ROD ou FLOW LUBE Ol HOLE Figure 98. Comecting Rod SmaltEnd Busting WARRING: ‘Always use liquid nitrogen in a well ventilated area and protect eyes and skin from contact. Improper use may result in frostbite, respiratory ailments or asphyxia. It is @ good idea to check the inside diameter of a new bushing after it is shrunken into the connecting rod. Center the bushing in the connecting rod, with equal overhang per side protruding from the rod, This operation must be accurately done, otherwise the bore of the crosshead pin bushing may not be parallel with the crankpin shell bearing bores at the crankpin end of the rod Such misalignment could cause unnecessary wear and noise. Also make sure that the ot holes are properly lined up and that the setscrews are in place. NOTE Betore attempting to remove the bushing from the connecting rod, remove the setscrew. After a new bushing is inserted in the connecting 0d, the setscrew should be securely tightened and staked in position Connecting Rod Installation When installing the connecting r0d, first install the crosshead, then move it to @ point near its outer dead center position. The crankshaft then should be positioned sb that the crank throw associated with the connecting rod to be installed is about 30° of rotation past the inner dead center position, 38Frame and Running Gear NOTE Connecting rod bolts cannot be installed until after the rod is in position in the frame. Bolts can be of two different designs: the basic Gitference is whether or not the bolts utilize nuts to secure the rod cap, Next, place the upper beating shell in the rod. The connecting rod is then lowered into the frame through the top opening. The small end must be lowered first, and supported just Under the top crosshead slide, after which the crankshaft end is mancuvered between the crankshaft and the edge of the upper erosshead slide, The rod then can be pulled back to ‘mate with its crankpin. To install the connecting rod bolts, first lift the small end of the rod and push the lower bolt through the rod from the small end, then lower the crosshead end and install the upper bolt, The bearing cap, lower bearing shell and connecting rod bolt nuts (it so equip- ped) then can be installed, The nuts (if so equipped) or bolts should be tightened to the torque value given ia CHAPTER 7. This is most easily done through the inspection opening in the frame in the side opposite and through the top opening. To install the crosshead pin, rotate the crankshaft to move the eye of the connecting rod toward the crosshead until it lines up in the crosshead pin bore. Insert the pin through the inspection opening of the frame and install the retaining rings. CROSSHEADS and PINS The crosshead is constructed of ductile iron with babbitted faces, and is accurately machined and fitted to the crosshead guides with the correct clearance. See Figure 3-9 Normal running clearance of the crosshead in the guide is specified in CHAPTER 7, CROSSHEAD CONNECTING cROSSHEAD PIN TP-4342 Figure 9-9. Crosshoad and PinFrame and Running Gear ‘The crosshead pin is of the fullloating type operating in a bronze or babbitted bushing in the sensi end of the connecting f0d. The clearance of the crosshead pin in the Busting Is given in CHAPTER 7. ‘The crosshead pin is a slips in the crosshead, The pin is restrained lateraly "9 the crosshosd by retaining rings inserted info grooves in the ends of the pin. The total end play of the crosshead pin, and its clearance in the crosshead, is 66 specified in CHAPTER 7, Bay Crosshead pin end of the connecting fod should be supported to permit easy removal of ne scrtion af the pin in the crosshead whenever inspection oF repairs are made ‘The crossheads may be fited with balancing weights, if these are required to balance opposing throws. These weights must be checked occasionally {0 ensure they are securely held in position. e LOcKWIRE HARDENED BOLT. CAOSSHEAQ WEIGHT P4343, Figure 3-10. Crosshead Balancing Weights CAUTION 1 any cylinders are changed out on the unit, these balancing woidh's nary sev thocked to ensure that the total reciprocating weights are equal ‘and that the balance of the unit is within limits. Crosshead Installation CAUTION Property tighten the piston nut and crosshead nut in accordans with | forques specified in CHAPTER 7 to prevent these parts loosening and ‘causing subsequent damage to the compressor.Frame and Running Gear ‘When installing the crosshead, the corresponding connecting rod cannot be in place in the frame. Also, the piston rod should be moved to a point near its outer dead center position, The crankshatt should be rolled so that the throw is at mid-stroke, Lay the crosshead on its side, insert it into the frame t and place it on the lower crosshead slide. wough the inspection opening NOTE . ‘A support plate, placed between the bottom inspection opening ledge and the top of the lower crosshead slide, will aid in moving the crosshead to this position. Move the crosshead iowards the crankshaft, gaining access through the top opening in the frame. In this position, the crosshead can be rotated into its correct vertical position in the crosshead slide and pushed toward the piston rod. Screw the piston rod into the cross: head before putting the connecting rod in the frame. OIL SCRAPER RINGS Metallic oil scraper rings are mounted as shown in Figures 3-11 and 3-12, These rings prevent the passage or leakage of oil from the crankcase along the piston rod. An inter- mediate chamber is provided between the oil scraper rings and the piston rod pressure packing rings. This chamber contains an external vent and a drain connection to remove any 25 oF liquids that accumulate. No adjustment is possible with these rings. However, they should be removed, cleaned and inspected whenever the unit is overhaule“. The rings have end clearance in their cases and are free to tloat. Clearances are given in CHAPTER 7. BUSHING TUBING EL60w At. ousima CONNECTOR ~~ STUD PACKING ASSEMBLY ‘SCRAPER RING PLATE OIL WIPER RING SCRAPER RING CASE }«—eLB0w TUBING CONNECTOR, BUSHING TP.a344 Figure 3-11. Old Style Oi Scrapor Rings and Frame Oil Head 312Frame and Running Gear When replacing the oil scraper rings, make sure to maintain the proper clearance. Any clearance greater than specified will cause a clicking noise, excessive wear and excessive oil ‘On the other hand, insufficient cloarance will cause excessive ring wear and possible piston rod scoring, which also will result in excessive oil leakage. NOTE New style oil scraper ring and packing assembly drain line should return to sump except in sour gas applications. BUSHING, ELgow BUSHING, @ }) oLwirer, CONNECTOR BOLT OR STUD PACKING ASSEMBLY ELeow To sump 1P-4948 Figure 3-12. New Style Oil Scraper Rings and Packing AssemblyCHAPTER 4 - COMPRESSOR CYLINDERS Paragraph Page GENERAL 5 ee 44 CYLINDER NAMEPLATE INFORMATION 5 t 43 Serial Number es aD : : 43 Liner Bore, Bore & Stroke 5 44 Max Working Pressure... aoe 44 Max Relief Valve Setting OG 4.4 HE. and C.E, Linear Clearance... . Fees 45 Piston and Flod Assembly Weight ooo : 5 oS DESCRIPTION fi : : 45 INTERCHANGEABLE CYLINDERS and CONVERSIONS... 45 COMPRESSOR PISTONS and RINGS... . . - 46 CYLINDER-TO-PISTON CLEARANCE toe 5 46 PISTON END CLEARANCE . . oe 46 CHECKING PISTON ROD RUNOUT _ ee ae. OPERATING WITH AN ODD NUMBER OF CYLINDERS... 4 COMPRESSOR CYLINDER BORE and PISTON MAINTENANCE. . 4-10 Inspection of Cylinder Bores . 4-10 Honing... « fee Pee 410 Reboring ae —7 : at Oversize Pistons ‘i rs Cylinder Liner Repiacement 412 Replacing Piston Rings Sees 4.13, Rider Ring Installation... eed + ald PISTON ROD PACKING Dice e cee eee eee AI Racking (ypatte eee eee a eee a7 Packing Cooling pouGa 417 Types of Packing Fling = oe eee Ae) Packing Ring Side Clearances ea hee 4.21 Packing Gaskets... toe a 4-23 HPS® PLATE VALVES . goq0 7 4.24 Valve Operation and Maintenance ee coe ee) Valve Disassembly, Inspection and Servicing... . - to 426 Valve Reassembly Gooog a 4:27 Inserting Valves into Cylinder Ports 4-28 Valve Polarization 4-29 Split Yokes (Optional) 4-30 GENERAL, Good working habits are essential to the performance of satistactory maintenance work on the compressor cylinders. When disassembling a cylinder, use every means to keep dirt and other foreign material away from the cylinder internals. Cover exposed openings with loth, wrapping paper, cardboard or another suitable material to keep dirt out of the cylind er. Scratches, nicks and rough areas must be removed from machined surfaces. This can be done with fine emery cloth, a fine hone or a mill file. Whenever honing, grinding o any type of work is conducted that creates abrasive dust, all cylinder surfaces and exposed pers must be thoroughly washed with soap and water. Solvent alone will not remove such par- ticles. . 44Compressor Cylinders Mark or tag pans as they are disassembled so that they can be reinstalled in their positions. Replace all gaskets that are torn, dried or cracked with new gaskels ordered trom the parts list ‘The compressor cylinder can be opened up and the various cylinder components serviced as described in the appropriate maintenance sections of this chapter. if the cylinder is to be detached from the compressor frame, it is assumed that the mechanic is knowledgeable enough to disconnect all of the connecting gas, water, oil and control piping. The compres: sor piston and rod assembly also must be removed from the cylinder prior to detaching the cylinder from the frame. WARNING Observe all the following safety precautions before working on the compressor cylinders. On electric motor driven units, lock the circuit breaker in the open position. On electric motor driven units, tag the breaker with the fegend "WORK IN PROGRESS- DO NOT START’ On engine driven units, engage the barring device and:or the locking pin. Close all isolation’block valves on both the suction and discharge sides of the com- presser m Bleed the compressor cylinders to remove all residual gas pressure. 1B Blow down the unit and purge the compressor with air or nitrogen mt Check for positive venting by opening a local valve or a drain valve on the suction andior discharge bottles. Block the compressor crankshalt against accidental rollover by placing a wood block under the tat of 2 web. NEVER use kerosene, gasoline, or any contaminating satety solvent as a cleaning agent. NEVER place hands into a cylinder or the running gear until the parts have been blocked against unexpected movement. Pans removed from the compressor cylinders should be thoroughly cleaned in a safety solvent and inspected for wear or other visible detects before re-usin: them. In some cases, non-destructive testing methods may be employed to detect defects invisible to the naked eye. Because the compressor cylinder is a pressure-containing part, any such defects can be the cause of a serious accident. Maintenance personnel always should be aware that main: tenance procedures on such pressure-coniaining parts must be conducted with precision and care. When in doubt conceming the reinstallation of a particular part, always replace that part with a new one. Generally, unless otherwise stated, parts should be coated with a thin film of clean lubricant before reassembly. We recommend that the compressor cylinder bore lubricating of that is 10 be used on the service also De used to lubricate the part. 42CHAPTER 4 - COMPRESSOR CYLINDERS Paragraph Page GENERAL . . ‘i ae CYLINDER NAMEPLATE INFORMATION... : 43 Serial Number toon ss 43 Liner Bore, Bore & Stroke oe 44 Max Working Pressure : pd os Max Relief Valve Setting... ss 5 : 44 H.E. and C.. Linear Ciearance nope 45 Piston and Rod Assembly Weight : 45 DESCRIPTION... good 45 INTERCHANGEABLE CYLINDERS and ConVERSIONS: ; 45 COMPRESSOR PISTONS and RINGS... . pe CYLINDER-TO-PISTON CLEARANCE . . 46 PISTON END CLEARANCE ee 46 CHECKING PISTON ROD RUNOUT . . + 48 OPERATING WITH AN OOD NUMBER OF CYLINDERS. a 49 COMPRESSOR CYLINDER BORE and PISTON MAINTENANCE | + 410 Inspection of Cylinder Bores rs Honing... 50 eo a 410 Reboring eo : 5 ba ag 4a Oversize Pistons Ga : 412 Cylinder Liner Replacement. co : 412 Replacing Piston Rings ooo fs Rider Ring Installation. as oe a a4 PISTON ROD PACKING “o hoses 416 Packing Types. . - ci - 4.7 Packing Cooling . - eee ‘i 47 Typas of Packing Ring : fee Die 418 Packing Ring Side Clearances ao ba 4-21 Packing Gaskets... . coo fi 4:23 HPSe PLATE VALVES oe : foe 4.24 Valve Operation and Maintenance fee te #25 Valve Disassembly, Inspection and Servicing es te 428 Valve Reassembly - oo a 427 Inserting Valves Into Cylinder Parts... ood 4-28 Valve Polarization ere 4.29 Split Yokes (Optional) ‘ a6 4-30 GENERAL Good working habits are essential to the performance of satistactory maintenance work fon the compressor cylinders. When disassembling a cylinder, use every means to keep din and other foreign material away from the cylinder internals. Cover exposed openings with cloth, wrapping paper, cardboard or another suitable material to keep dirt out of the cylin er. Scratches, nicks and rough areas must be removed from machined surfaces. This can be done with fine emery cloth, a fine hone or a mill file. Whenever honing. grinding or any type of work is conducted that creates abrasive dust, all cylinder surfaces and exposed parts must be thoroughly washed with soap and water. Solvent alone will not remove such par- ticles. 44Compressor Cylinders Mark or tag parts as they are disassembled so that they can be reinstalled in thew positions. Replace all gaskets that are torn, ded or cracked with new gaskets ordered trom the parts list ‘The compressor cylinder can be opened up and the various cylinder components serviced as described in the appropriate maintenance sections of this chapter. If the cylinder is to be detached from the compressor frame, it is assumed that the mechanic is knowledgeable enough to disconnect all of the connecting gas, water, oil and control piping. The compres: Sot piston and rod assembly also must be removed trom the cylinder prior to detaching the cylinder from the frame. ‘WARNING Observe all the following safety precautions before working on the compressor cylinders. On electric motor driven units, lock the circuit breaker in the open position. On electric motor driven units, tag the breaker with the legend "WORK IN PROGRESS- DO NOT START On engine driven units, engage the barring device and‘or the locking pin. = Close all isolation’block valves on both the suction and discharge sides of the com- presser. Bleed the compressor cylinders to remove all residual gas pressure. Blow down the unit and purge the compressor with air or nitrogen. Check for positive venting by opening a local valve or a drain valve on the suction angior discharge bottles, Block the compressor crankshatt against accidental rollover by placing @ wood block under the flat of a web, NEVER use kerosene, gasoline, or any contaminating safety solvent as a cleaning agent. NEVER place hands into a cylinder or the running gear until the pars have been blocked against unexpected movement. Pans removed from the compressor cylinders should be thoroughly cleaned in a salety solvent and inspected for wear or other visible detects before re-usin. them. In some cases, non-destructive testing methods may be employed to detect defects invisible to the naked eye. Because the compressor cylinder is a pressure-containing part, any such detects can be the cause of a serious accident. Maintenance personnel always should be aware that main- tenance procedures on such pressure-containing parts must be conducted with precision and care. When in doubt concerning the reinstallation of a particular part, always replace that part with a new one. Generally, unless otherwise stated, pants should be coated with a thin fim of clegn lubricant before reassembly. We recommend that the compressor cylinder bore lubricating oil that is to be used on the service also be used to lubricate the parts, 42Compressor Cylinders When field-installing a compressor cylinder, follow the installation procedures closely. Be sure the piston rod runout is within the specified limits before operating the compressor After the compressor has been tun for @ few hours, and after the cylinder has reached its, ormal operating temperature, shut down the compressor, relieve all pressure within the cylinders and retighten all fasteners to the appropriate torque as detailed in CHAPTER 7 WARNING. : Never attempt to tighten fasteners on a compressor cylinder while the compressor is running or with the cylinder pressurized. This practice is ‘extremoly hazardous, and can resuft in a life-threatening accident should a stud or bolt break during the tightening process. y ea a is re 2 VARY [orgs SR BUSHING CYLINDER ey Figure 4-1. Typical Compressor Cylinder CYLINDER NAMEPLATE INFORMATION The nameplate (Figure 4-2) altached to the compressor cylinder contains information which allows both the customer and Worthington to identity @ particular cylinder. In addi: tion, the performance intormation given >rovides 2 guide for the operation of each cylinder. ‘The following is an explanation of some of the terms used on nameplates. Serial Number ‘The cylinder serial number is the first item stamped on the nameplate. This serial number is probably the most important stamping on the machine, for it allows the customer, the distributor and the manutacturer to identity 2 particular cylinder, its specifications, the parts used to build it and the performance conditions for which it was designed.” This is imporiant in that it allows tracking of a paniculer cylinder throughout its history, no matter 43Compressor Cylinders what frame it may be installed on in later years. Always give this serial number when ordering spare parts. This will expedite the handiing of your order and help prevent ship ment of incorrect parts. Ru Eezez Worthington: WARNING to PREVENT PERSONAL INJURY, REDUCE ALL INTERNAL PRESSURES TO ATMOSPHERE BEFORE LOOSENING FLANGES, COVER BOLTING OR PIPE| FITTINGS.ENSURE THAT TOXIC FUMES DUE TO IGAS CONSTITUENTS OR OVERHEATING ARE PURGED FROM CYLINOER AND PIPING. ISERTAL NO LINER BORE! jpore ] sTROKE MAX WORKING PRESSURE PSIc MAX RELIEF VALVE SETTING[____ | PSIG HE. LINEAR CLEAR INCHES| Ic.E. LINEAR CLEAR JINCHES| PISTON & ROD ASSY WGT Les oO MADE_IN U.S.A. never (| Tp4345 Figure 4-2. Cylinder Nameplate Liner Bore, Bore and Stroke ‘The liner bore is the inside diameter of the cylinder after the liner is installed. This is, also the nominal piston diameter. The bore is the inside diameter of the cylinder before the lider is installed. (Liners of ifferent thicknesses can be installed in a given cylinder 10 vary the liner bore diameter.) The stroke is the distance the piston travels in the cylinder bore. Stroke is determined by the crankshaft (twice the distance from the crankshatt centerline to the crankpin centerline). Max Working Pressure The maximum working pressure is the maximum normal gas pressure that may be re- quired by a cylinder in a given compression service. Max Relief Valve Setting The maximum relief valve setting is the maximum continuous pressure that the cylinder has been designed for. The safety relief valve setting cannot exceed this pressure. General’ ly, this setting is 10% higher than the maximum working pressie of the cylinder. 44Compressor Cylinders HE. and C.E. Linear Clearance Actual clearance between the piston and head at the head end (outer end) and crank end (frame end) of the cylinder. Piston and Rod Assembly Weight The weight, in pounds, of the piston and rod assembly installed in the cylinder. DESCRIPTION jhe compressor cylinders, depending on size, may be lined or unlined. Generally citinders having a bore diameter less than 184 inches (294 mm) are uniined. Cylinders having 3 bore diameter larger than 153 inches (394 mm) are lined. Figure 4-1 shows a typical CUS compressor cylinder. Cylinders are constructed with an integral crak end head. All cylinders have a detach. able outer head, Tre wale of we consllar cider (nae tk eaigh alow ewes tebng excessive wear Scouring sega a ae el asa aso wl bo vogorad taut the ested Sef te cna a on ae int, ter sadn rodsn e cinr we se scene ade Ln cprning connate ner canbe epaced” Tao anasecae n eee ote an’ sand) ptr and rps carbo The cylinder liner is loosely fited into the cylinder bore, with 0.002 - 0.008 inch (0.05 70.20 mm) clearance. The liger is equipped with two seating Ovrings on its outside clameter These sealing O-rings prévell oil leakage around the liner from the oll feed connection to the cylinder bore, Led The cylinders have water jackets to allow coolant to be circulated around the outside of the cylinder bore and gas passages. Inspection ("hand hole") covers allow for inspection and cleaning of the water passages. (When hard or muddy water is used for cooling, these pas- Sages should be inspected frequently and cleaned periodically, as conditions demand.) NOTE Never use acid to remove scale deposits in the water jackets, The acid may damage the cooling surlaces. Instead, use a commercial descaling ‘compound and follow the manufacturer's descaling procedure. INTERCHANGEAALE CyUNdERS and CONVERSIONS UB cyindes canbe converte for uso on fv: oF sich suoke machines. The CU cylinder conversion requires the proper factory conversion parts kit. This consists of a new piston and piston rod and packing kit for the correct stroke. 45Compressor Cylinders COMPRESSOR PISTONS and RINGS Je material and construction of the pistons may vary, depending on the cylinder diameter, Pistons through 8i-inches (216 mm) are made of nodular cast ifon or steal: larger Sreiets made of aluminum. Also, some pistons are a two-piece design (usually user ‘Rigor sizes), while some ere one-piece construction, Both types of piston are socal held BoFFe piston rod by the piston nut. The piston has pision ring grooves, the cube of oo ah veries depending on design, The piston rings, of the snap ring type, Ht into nese Grooves. Piston ings are normaly made of carbon-fled TFE (Teller), although other srovetig have been used and may De encountered in the field. Sold rider rings (i used) are the slip-on type and also are made of carbon-filed TFE. CYLINDER-TO-PISTON CLEARANCE ‘The eylinder-to-piston nominal running clearance (on the diameter) is measured at He mid parton of the piston, aojacent to the ring grooves. For about a five-inch (127 fm) dis- ind PPinoar the center of the piston). the piston is closer to the bore than a the, sos. ere, fustons 2t@ relieved 0.020 inch (0.5 mm) on the diameter beyond this mais porte Some pistons ance of the piston in the cylinder bore is therefore taken at this middle onion adjacent to the sings, not at the ends. The normal running clearance, '& geet COAPTER 7 When rider rings are fited, the rider becomes an integral part of the piston ‘The piston rides wholly an this rider, and no metabto-metal contact shove ooo Clearance cee eth top of the sider and the cylinder bore should be about 0,00125-0.0018 inch bos eee yinder bore diameter (0.03-0,038 mm per 25 mm) for cast-iron pistons. and 0.002 inch per inch of ylindor bore diameter (0.05 rm per 26 mm) for aluminum Aelene Clear inch Pe" thks piston over the bore for both cast ifon and aluminum pistons without riders ore given in Chapter 7, page 7-2. PISTON END CLEARANCE yen installing the piston, or adjusting piston end clearance, xt is desirable to have more clearance at the head end than at the crank end: this is necessary due to ihe exreneot gr the piston rod caused by heat generated during operation that tends to Weresee crank end Oi meres and decrease the head end clearance. For this reason. when setting the piston end Giearance spit the total clearance 1/9 at crankend and 29 at head end. Specific end Clearances are given on the cylinder nameplate. CAUTION Stor any adjustments are made, make absolutely sure that the crosshead focknut is tightened and the locking setscrew (ft so equipped) i it Shed. Failure to comply with this caution may allow the piston rod fo ‘boson which could result in major mechanical damage to the compressor. ‘The end clearance, after once being correctly set at the time of installation, shout rarely require adjustment. It should, Rowever, be checked occasionally 3s follows: first (are ee ihe valves at each end of the cylinder, then with. ne machine, colt find the Tornoe one Oe by barring over the cornpressor until the piston is at the end of is stroke. Using thickness feelers, measure the distance between the face of the Piste and the cylinder Soin oe snis messuremont and bar the compressor to bring the piston on the oppesie end 468Compressor Cylinders of the cylinder. Again using feelers, measure the clearance between the face of the piston ‘and the frame head, Note any difference in the clearances and then screw the piston rod in ut of the crosshead. Spilt total clearance 1/3 at crank end and 2/8 at head end, ‘A second method for measuring the piston end clearance employs the use of lead wire. Hang a piece of lead wire in the vaive hole at each end of the cylinder. Make sure that the wire extends across the full width of the face of the piston to avoid any bending of the piston rod, which might result in a false indication of clearance. When the machine is barred over, the lead wire will be flattened out to the exact amount of the clearance. This method has an advantage in that the lead wire can be preserved for future reference. A third method is used when the use of lead wire or thickness gauges is impractical. To establish the correct crank end clearance, proceed as follows: Position the crankshaft journal at inner dead center. Using a machinist’s level on the journal web fiat, rotate the crankshaft unti the bubble is centered, 2. Remove the piston rod locking setscrew (if so equipped}. 3. Using wood wedges, block the crosshead to prevent it from rotating in the crosshead guide. 4, Loosen the crosshead locknut, CAUTION Never use a pipe w: -nch on the piston rod. To do so will ruin the rod and quite often will cause the packing to fail when the marred rod runs through it, &. Using a strap wrench, or @ T-handle attached to a socket matching the piston nut, turn the piston rod in until the piston contacts the crank end head at the packing housing, 6. Turn the piston rod outward the correct number of rotations required to obtain the listed frame end clearance. Piston rod thread pitch is UNJS~8; therefore, one-half a revolution of the piston rod will move the piston in or out 0.060 inch (1.5 mm. 7. If they have loosened, reset the wood wedges to block the crosshead, or use tools shown in Figure 7-1 of Chapter 7. 8. Tighten the crosshead locknut and install the piston rod locking setscrew (if so eq: vipped), 9. Bar the compressor through at least one full revolution to make sure no mechanical interference exists CAUTION Whenever a piston rod has been changed out it is advisable to check the connecting rod-to-piston rod end clearance after the piston-to-head clearances have been established. A quick check here, made by barring ‘over the unit by hand, will oliminate any possibilty that the rod might be too long, causing interference between the two rods. For safe and « reliable operation this clearance would be 0.100 inch (2.5 mm) minimum in any given crosshead position it you were able to actually measure it. 47Compressor Cylinders CHECKING PISTON ROD RUNOUT ‘The compressor piston rod alignment (runout) must be checked before staring a new unit or after any replacement of compressor cylinder, piston, piston rod o crosshead. Be sure the crosshead locknut has been property tightened against the crosshead before checking the piston rad runout One of the primary reasons to keep rod runout within fimits is to keep the rod running true through the piston rod packing, thus ensuring the longest possible packing life with the least leakage. Piston rod runout is usually checked with the unit "cold". Vertical rod runout under these conditions is mainly influenced by the crosshead-to-crosshead guide cold clearance and the compressor piston-to-cylinder bore clearance, Because the compressor piston “grows” as it heats up during operation, it is normal to see 2 cold vertical runout much larger than what it will be when the unit is operating. This is particularly true with the larger diameter aluminum pistons, as they “grow more” than cast iron or steel pistons. Refer to Table 4-1, which lists normal cold vertical runout for various cylinder sizes in “as new" condition (no wear on nder bands, piston rod or cylinder bore). All runout figures assume that the piston end of the rod is "low" to compensate for thermal growth of the ston. Ater running for four hours under full load and temperature conditions, check the hot" runout. Runout should be as close to zero as possible. There is no adjustment for horizontal piston rod runout, and it should not exceed 0.0015 inch (0.04 mm) if everything is titted properly. Factors that can influence piston rod runout are as follows: Lack of proper supports, particularly on larger cylinders where excessive cylinder “droop” can occur. 2. Excessive piping strain on the cylinder, or distorted cylinder supports pulling the cylinder out of alignment 3. Cylinder-to-frame joint burrs or debris in the joi + ed, causing the cylinder to be misalign: 4. Excessive piston or cylinder bore wear. This can be checked by measuring the piston and bore with the appropriate micrometers. 5. If installed, rider bands can be wom on the bottom side, Rotating the piston will place a new surface against the bore. 6. A worn babbitted crosshead, Crossheads are not adjustable and must be replaced if 7, A worn (or bent) piston rod. Check rod diameters along the full length of the rod it this is suspected. Also, check for bending. A worn or bent rod should be replaced. 8. A crosshead locknut not seating squarely against the crosshead nose. Mismachined paris or debris can cause this situation. 48Compressor Cylinders ‘Table 4-1. Normal Cold Vertical Piston Rod Runout Cylinder Bore (Att dimensions in inches) Diameter (Inches) OFS, OFSH, OFSXH! Fes OFSKH, OFSS? 43 through 8s 0,000 - 0.002 0.000 - 0.003 0.000 - 0.002 94 through 12 0.0016 - 0.0035 0.002 - 0.004 0.0008 - 0.0025 13 through 145 0,002 - 0.004 0.0025 - 0.0045 0.0015 - 0.0035 15$ through 162 0,003 - 0.005 0.0035 - 0.0055 0,002 - 0.004 174 through 184 0.0035 - 0.0055 0.004 - 0.006 0.0025 - 0.0045 493 through 223 0.004 - 0.006 0.0045 - 0.007 0.003 - 0.0085 NOTES: ‘= without optional distance piece. ?.= With optional distance piece. ‘The follwing instructions describe the recommended procedure for checking and adjusting the compressor piston rod runout: Mount a dial indicator ia the distance piece so that it will read on the top of the piston rod, Be sure the indicator is securely mounted and depress the indicator button, fotating the pointer one revolution on the dial to preload the indicator. Set the dial to the zero mark, 2. Bar the compressor through one complete revolution starting from the maximum outboard stroke, Note the total variation on the indicator dial at the 160 degree mark (maximum inboard stroke). This reading, whether plus of minus, is the total runout and is to be recorded on the frame record card using the proper sign (+ or -) for the number. Continue to bar the compressor an additional 180 degrees (maximum outboard stroke) ‘The dial indicator should now be poiating to zero; if not, the indicator has moved. NOTE UU the indicator needle "jumps" at the extreme ends of the stroke it is an indication of either @ loose crosshead locknut or a nut face that is not square to the crosshead nose OPERATING WiTH AN ODD NUMBER OF CYLINDERS Under certain conditions @ unit can be operated with an odd number of cylinders. When this is done, the crosshead of the inactive throw must be replaced with 2 special balancing crosshead. This crosshead weighs more than the standard one. The additional weight compensates for the weight of the missing piston and rod, thus maintaining unit balance. For asymmetrical unloading or configurations, consult Worthington for proper ‘engineering data and recommended balancing parts.” 49Compressor Cylinders COMPRESSOR CYLINDER BORE and PISTON MAINTENANCE Inspoction of Cylinder Bores. ‘WARNING All precautionary measures specified by the Occupational Splety and Health Act of 1970 (OSHA) must be complied with when storing, hand. ling or using solvents. 1. Place the cylinder in a clean work area and wipe the bore with clean rags. It may be necessary to use a safety solvent to remove some deposits, 2. Shine a light down the cylinder bore and visually inspect for scratches, gouges and nicks. 3. Using an internal micrometer, measure each bore al its frame end, center portion and outer end at the limits of piston travel, taking measurements 90° apart, Comparing the measurements will give figures for taper (end-to-end in the same bore position) and out-of-round (same bore position but 90° apart) for each bore. Maximum allowable taper is 0.00075 inch (9.019 mm) per inch of stroke (25 mm), while maximum allowable out-of-round is 0.00076 inch (0.019 mm) per inch of bore diameter (25 mm) for TFE or thermoplastic rings. The cylinder or liner must be rebored, as described later in this chapter, if these limits are exceeded. NOTE When the cylinder is to compress a gas with a molecular weight of less than 17, or has over 700 PSI (4826 kPa) differential across the piston rings, reduce the multiglier to 0.0005 inch per inch (0.013 mm per 25 mm). A bore not worn to the limits (above) may be cleaned up using a glaze breaker or a rigid portable hone and new piston rings may be fitted. See “Honing”, later in this chapter, for a procedure. NOTE : Generally, standard rings may be used in cylinders worn up to the fimits shown in Table 4-2. For cylinders with bore diameters greater than specified, oversize piston rings should be used. Remember, the bore must be round, Oversize rings are not the cure for an out-of-round or tapered bore condition. When ordering oversize rings, furnish Wor- thington with the cylinder bore measurements. Rings ordered through Worthington will be tagged, indicating the proper side and end gap clearances. Use Table 4-2 as a guide to determine what the maximum bore should be belore oversize piston nngs are required. Honing In all cases where a bore is being field reconditioned, it is important to achieve a surface finish at least as good as the factory finish to ensure adequate ring sealing and longevity. Hone the cylinder or liner bore to restore surface finish, Unlined bores should, be at Inast 32 microinch AMS (0.8 ym), while liners should be at least 63 microinch RMS (1.6 ym). Honing will polish scratches and remove burrs, and will oftan restore a cylinder bore 410Compressor Cylinders e aher minor scuffing. This can be achieved using a glaze breaker or hone, finishing with extra fine hone stones. A crosshatch pattern can be used if desired. ALWAYS WASH GRIT FROM HONING OUT OF THE SORE USING SOAP ANO HOT WATER, NOTE The major difference between a glaze breaker and a cylinder hone is that the glaze breaker will follow the contour of the cylinder. i the bore is out-of-round, the glaze breaker will only clean it up; it will not “true up” the bore. The hone, on the other hand, will true up a slightly out-otround or tapered cylinder bore, although it too tends to follow the existing bore contour Table 4-2. Cylinder Reconditioning Data Original Maximum Bore Maximum Bore Diameter (inches) Cylinder Size Diameter Incroase Increase Allowed Before Oversize (in Inches) (in Inches) Piston is Required Allowed Belore Nominal Oversize Cast Fon Aluminum All Piston Mis Bore Piston Rings (Riding (Riding With Non-Metallic Diameter Required On Bore) On Bore) Rings/ Riders e 3.99 ors 0.050 0.050 ots 4.000 - 5.998 0.016 007s = 0.070 0.018 6.000 - 7.999 0.020 0105 (0.085. 0.035 + 8.000: 9.999 0.030 ors 0.085 0.080 10.000 - 14.988 0.040 0125 © 0.085 0.050 15.000 - 17.999 0.050 0128 0.085 0.050 16.000 - 22.499 0.085 0425 0.085 0.085 Roboring um _NEVER rebore the cylinder liners more than 0.128 inch {3.18 mm) over the nominal inside diameter without consulting Worthington = NEVER rebore the liner bore in the cylinder more than 0.060 inch (1.8 mm) over the original outside diameter of the liner without consulting Worthington. The maximum reboring limit for cylinders furnished without liners, and with design pressures equal or less than 500 PSI (3447 kPa), is 0.125 inch (3.17 mm) on dia meter. CAUTION Any exceptions, or any reboring of cylinders designed for over 500 PS! (3447 kPa), must be cleared with Worthington.Compressor Cylinders 8 Normally, solid bore cylinders cannot be bored out to accept a liner having the original, nominal bore diameter. Required liner thicknesses range from 0.375 inch (8.5 mm) for small bore cylinders, to 0.750 inch (19 mm) for large bore cylinders. Sufficient material is not present in the cylinder walls to permit reboring for a liner. However, a liner can be installed to reduce a cylinder bore diameter. Specific applications should be checked with Worthington. Oversize Pistons Oversize pistons are required when: The bore-to-piston clearance is {00 great to properly support the piston rings. NOTE Excessive bore-to-piston clearance may indicate worn piston or rider rings. Measure the bore diameter to determine the actual sitvation. See tha information previously presented Allowable piston rod runout cannot be maintained, even with a new crosshead or ‘the installation of new rider rings. Clearance between the bottom of the piston rod and the packing flange is less than 0.015 inch (0.38 mm). Cylinder Liner Replacement 4 412 WARNIN’ Prior to working inside or on a compressor, the precautions given at the beginning of this chapter must be taken. ‘Failure to follow this waming could Jaad to a serious life-threatening personal injury. Remove the cylinder head. Remove the piston and piston rod Remove the old tiner. Clean the cylinder bore and inspect for any raised portions that may prevent insertion of a now liner. é Inspect the outside of the new cylinder liner for any projections that may prevent it from sliding into the cylinder bore. Clean the liner surface of any rust. Coat the outside of the liner with a thin film of lubricating cil Put the gasket and rubber O-rings in place on the liner...Compressor Cylinders 9. insert the tiner into tha cylinder bore. The cutouts in the liner must match up with the valve ports in the cylinder. The oll holes must be properly aligned and drilled so that lubricating oll can enter the cylinder bore, CAUTION ‘When installing the liner, make sure the O-rings on’ the liner are not cut as they slide past the valve ports. As a precaution, gain access through the valve ports on the head end and guide the O-ring past the openings with a smooth stick to make sure it enters the bore properly from the counterbore, After the liner has been installed, connect and operate the lubricator pump that feeds the bore to confirm the O-ring seal. The oil should be injected into the liner bore instead of around its outside diameter. 10. Replace the piston and rod assembly and the cylinder head. Replacing Piston Rings When the piston ring gap opening exceeds twice the original end gap, new rings should be fitted to the piston. Replacement rings from Worthington will be tagged. These tags will contain the proper side clearance and ring gap clearance to permit proper fitting of the rings to the piston and in the cylinder bores. Whenever new rings are installed they should first be fitted into the cylinder bore and the end gap clearance of the ring established. These clearances should be checked befor installing the rings on the piston. If necessary, the ends of the compression rings should be sanded of filed to establish the minimum end gap clearance indicated on the tag. Ensure that the ring fits freely in the piston ring groove and has the proper side clearance, Keep in mind that TFE expands considerably under operating temperatures: therefore extra precautions must be taken in fitting these rings. Piston rings can be readily slipped ‘over the end of the piston into their respective grooves. CAUTION Do not force the piston into the cylinder. When removing or installing the piston of rings, use extreme care to prevent damaging the rings. Install the complete piston assembly into the cylinder, holding the rings in position until the piston and rings have entered the cylinder bore. When replacing piston rings, make sure ring “top” is installed as shown tor the specific application. 1. Remove the piston and the piston rod trom the cylinder bore and remove the old rings, 2. Fit the new piston rings squarely into the cylinder bore (beyond the counterkore) and check the end gap. Refer to the data in CHAPTER 7 for correct end gap. 3. It necessary, file the ends of the rings until the proper end gap is obtained.Compressor Cylinders PISTON RING SIDE CLEARANCE (C) KW Piston ring WIDTH (By PISTON GROOVE WIDTH (A) SS P4346 Figure 4-3. Piston Ring Installation CAUTION If there is insufficient end gap clearance, the rings will break or wear excessivoly during operation, 4. File off all sharp edges or burrs on the rings. Round off the leading edges. Wipe the rings to remove any excess filings. 5. Place the new piston rings on the piston, We recommend the use of a ring expander tool. Otherwise, space thin metal ‘strips (shim stock) evenly around the piston. Slide the rings over the metal strips and into the piston grooves. The rings should fit fairly foosely in the grooves. (it a ring is pulled up and out of its groove, it should drop by its own weight, without binding, back into the groove if clearance is sufficient.) See data in CHAPTER 7 for the proper clearance. NOTE ‘The metal strips allow the new rings to be slipped over the piston and into the grooves without overstressing or distorting them. 6. Replace the piston rod assembly into the cylinder bore, Ridor Ring Installation When the rider ring has worn so that any part of the piston is within 0.031 inch (0.78 mm) of the cylinder bore, the rider ring should be replaced. Special installation tools, (Figures 4-4 and 4-5) are required for installing replacement rider ring(s). These tools , stretch each ring so that it can be slipped over the end of the piston and into its groove. angCompressor Cylinders SPACERS, WOOD. 2X 4°S Of EQUAL, LENGTH EQUALS LENGTH OF CONE) MINUS RIDEA RING WioTH, SOLID METAL RING. SYA spurt nine aurr cu) [OF LAMINATED THERMO- SETTING RESIN. Y RIDER RING CONE. METAL OR. POLISHED HARD WOOD ! 1qi_—wasnens on wuts a — — 490009-144 Figure 4-4. Arrangement of Rider Ring Installation Tools TO RIGER RING WITH PLUS 8. RIDER ING WOTH ° . tans 1 pasar Oe eemregpeara CER FAG 10 1 ——— Lowa Fon #34 BOAE AND LE ale RIDER ANG ID.” 14" gece meee Fons" To 10" BORES \— nom ——— RIOER INGO = 36" itl eh ste ee Pe oso pws venom = arise ‘ F- tsa FOR 4:34 BORE AND EXPANSION OVER GREATER tere! Set FOR 4.34 BORE AN The sw ot s He SWELL ' ry ga FOR 5° TO 10 Sones Vy e FRE is raze pores RL Ta RON gaearen 1 SBE 10 os oe" 8 x DPLUS 12" FOR $* TO 10" i the lL com erent ey oo [BORE ANO LESS. +>> Le 0 01% ———— tor eones Diptus # FoR 10" 10.24" NOTE: 1/32" x45 BEVEL ALL EDGES Bones ° BPS 9" FOR 24° BONES, nO GREATER. 1480009-145 Figure 4-5. Rider Ring Installation Too! DimensionsCompressor Cylinders ‘The time interval must be kept to 2 minimum when installing the rider ring(s) to assure a tight fi. If the rider ring does not become tight in the groove when installed, it may be necessary to apply moderate heat to the ring to hasten the shrinking process. NOTE sufficient material is lett ona wom rider ting, the piston can be rotated 90 degrees to present a new wearing surface to the bore. The constraints of piston end clearance must be adhered to, however, as rotating the piston will ater the end clearance figure. To install rider rings: 1. Heat the rider ring in oil or an oven to at least 300°F (149°C) for one hour, of until ring becomes pliable. Heating is necessary to prevent breakage when stretching the ring. if the cone is of metal, it should be warmed, too. Take care not to overheat the ‘material, and to fully support the ring on its rim during the heating cycle. 2. Position rider ring on piston and tap of press into groove. 3. Arrange the tools as shown in Figure 4-4. Place three or more small spacers (washers or nuts) approximately 2-inch (6.4 mm) thick under the cone as shown. This will let the rider ring extend beyond the edge of the cone to aid in alignment on the piston, Hf a large Grill press is available, it is 2 good way to push the rider ring to the bottom of the cone evenly. An alternate method is to ta, citcumferentialy against the split ring with a rubber maliet, thereby gradually working the rider ring onto the piston and into its groove, 4. Alter installation, measure and record the rider band projection and piston rod runout for future use in determining the wear rate. NOTE ‘The tools illustrated can be purchased through a Worthington sales o!- fice or regional engineering and service representative, They also can be readily made by the compressor owner by developing the dimensions from those of a spare rider ring and the drawing in Figure 4-5, PISTON ROD PACKING The piston rod packing is of the full-floating type. It consists of four to eight annular cups, segmental rings and a flange-like gland, held in the cylinder head stuffing box as a coinplete assembly by studs and nuts which secure it against a sealing gasket, The carbon. filled TFE segmental packing rings are contained in the cups (usually in pairs) and are held together as an assembly by various grades of stainless steel garter springs thet hold the rings firmly around the piston rod. The rings are free to float in the cups. ‘The packing is a precision mechanical seal with ground or lapped surfaces. Although of Fugged construction, it must be carefully handled and periodically examined to see that it is clean and free of nicks. burrs and scratches on the sealing surfaces. The packing should ba Properly installed according to instructions and carefully broken in, 416Compressor Cylinders The packing can be Iully-lubricated or mini-lubricated. it can be cooled by oil, circu: lated water or thermosyphon cooling. In vented type packing, venting occurs in between the last two pairs of rings. Any gas leakage past the packing rings is vented off through a vent hole and tubing to the suction or low pressure point Best service from packing occurs when the piston rod is uniform in diemeter, true and smooth, and the unit is in perfect alignment. Also, the air or gas bsing handied should be clean and dry. With lubricated packing, always attempt to feed the proper amount of lubrication Excessive lubrication can be as bad as insufficient lubrication, Wt the unit is to be idled for 2 considerable time, drain the cooling water from the packing. Also, rotate the unit a few revolutions daily to prevent corrosion from condensation CAUTION ‘When removing the piston rod, take the packing rings off first. if the threaded portion of the piston rod is forced through these rings, damage may result on the sealing surfaces and ring edges. Reinstall the packing rings after the piston rod is replaced. Refer to the packing parts list to determine the specific type of packing and ring arrangement used in your machine. Packing Types 1. Fully lubricated packing means that oil is supplied to the packing from the lubricator. ‘The packing cases are drilled so that oil will be carried to the oil cups and then to the piston rod through drilled holes in the cil cups. See Figure 4-6. 2. Minilubricated packing is identical to fully-lubricated, except that oil to the packing is decreased to one-third to one-quarter normal flow. Packing Cooling 1. Oikcooled packing has packing cups that contain internal and external passages for coolant circulation through and around the cups in the stuffing box. An O-ring is contained in the circumference of the outer cup to confine the coolant within the stutfing box. The coolant source may be the frame oil system or a remote system, 2. Water-cooled packing is provided with passages through the cups between the packing rings for citculating cooling water. The coolant completely encircles each cup and first travels to the case's honest paint, then progressively to cooler points. Precision cup manulacture and the use of O-ring seals between each cup eliminates leakage. The coolant must be tree of any foreign material and must be non-scale depositing. The required coolant flow through the packing is small and should be regulated by a needie valve. Flow must be adjusted 0 provide a coolant outlet temperature only slightly greater than the coolant inlet temperature; excessive flow is not necessary or helpful Acrate of 1-3 GPM (3.8-11.4 | m) is usually adequate. 47Compressor Cylinders FLANGE PACKING RINGS GASKET LUBRICATION J. CONNECTION TIE ROD PRESSURE ——> FING SEALING FACE vent CONNECTION GASKET ol PACKING CUPS. ‘cup cup 490009-257 Figure 4-8. Typical Packing Arrangement ‘Thermosyphon packing is similar to water-cooled packing, with passageways being provided through the cups. Coolant circulation through the packing is by convection. Heat is dissipated by ambient air passing over externally-maunted, finned tubes. ‘Types of Packing Ring 1 Type "TB" packing (Figure 4-7) is used in pairs and consists of one tangentially-cut packing ring and one radially-cut back-up ring. This pair of rings seals in one direc- tion only. ‘The tangentially-cut ring is made of TFE (Teflon®) and contains machined pressure relief grooves to relieve pressure on the outside of the ring. The ring with the pressure relief grooves must always face the pressure. The back-up ring may be metallic or TFE and is bored 0.003 inch per inch (0.08 mm per 25 mm) of diameter larger than the piston rod. It has butted ends with zero gap clearance and does not grip the rod under pressure loading, Its function is to prevent extrusion of the TFE fing and to conduct heat away from the rod surface by light contact with the rod. This ring arrangement is standard on the ASGH through AZ6GH CUB cylinders, Type “TT” packing (Figure 4-8) is used in pairs and consists of two tangentially-cut Packing rings that are doweled together. (These rings do not have machined pressure relief grooves.) These are double-acting rings and either side may face the pressure. This type packing ring is used in the vent cup and is standard for the CUS; material is carbon-filled TFE, :Compressor Cylinders vvessune NG TANGENTIAL CUT RADIALCUT —_490009-139 Figure 4-7. Type-TB Packing Rings SEGMENT ENDS MAY BE FILED TO. PROLONG LIFE RING AS ASSEMBLED oN ROD TANGENTIAL CUT 490809-161 Figure 4-8. Typo-TT Packing RingsCompressor Cylinders Type "P" packing (Figure 4-3) is a single pressure breaker ring, radially cut without ‘machined pressure relief grooves. The ring may be installed with either side facing the pressure, although any packing equipped with @ P-ring must have thal ring in the first cup towards the pressure to function properly. It has limited clearance at one cut only Clearance at this point must always be maintained and should not exceed 0.010 inch (0.25 mm). The function of this ring is to retard backflow from the packing case toward the cylinder on the intake stroke. It must have perfect contact on the rod at point "x" and perfect contact at the packing case face, point “Y"+ & Pring without end clearance will have an unnecessarily short life. Any wear that occurs at rod Contact point "X” would tend to enlarge the ring bore and defeat the ring function, ae NOONE ING AS ASSEMBLED ‘ON ROD, x TOTAL OPENING ATONE CUT ONLY 0.010 INCH MAX Se RADIAL CUT 490009-162 4 4-20 Figure 4-9. Type-P Packing Rings Type “RT™ packing rings (Figure 4-10) are used in pairs and consist of one radially-cut and one tangentially-cut ring doweled together. The radially-cut ring is installed in the groove on the pressure side toward the cylinder. The tangentially-cut ring seats and Seals against the ground face of the adjacent cup, against which it is held by gas pressure during operation. It also seals against the radially-cut ring to prevent gas Passage along the rod. Type “ATB" packing (Figure 4-11) is used as a combination of three rings in a groove, consists of one radially-cut ring and one tangentially-cut ring, with one radially-cut back-up ring completing the combination. The radially-cut packing ring is installed in the groove on the pressure side toward the cylinder. The tangentially-cut ring is in stalled between the radially-cut packing ring and back-up ting. The back-up ring may be metallic or TFE, and is bored 0.003 inch per inch (0.08 mm per 25 mm) of diameter larger than the piston rod. it has butted ends with zero gap clearance and does not gr the rod under pressure loading. Its function is to prevent extrusion of the TFE Packing ring and to conduct heat away from the rod surface by light contact with the rod 7Compressor Cylinders cUTHERE | veo} Fe TANGENTIAL RING RADIAL RING 158220-22 Figure 4-10. Type-RT Packing Rings DOWEL HOLE DoweL CUT HERE DOWN: PRESSURE SIDE veel he RADIAL RING TANGENTIAL RING RADIAL CUT 490009-207 Figure 4-11. Type-RTB Packing Rings 6. Type "PBU" packing (Figure 4-12) is a Pressure Balanced Unit ring consisting of @ radially-cut packing ring and a tangentially-cut seal ring. The seal ring is fastened directly to tha packing ring by two screws in each segment. The radially-cut packing fing must always face the pressure side, These rings are replaceable only as a complete unit Packing Ring Side Clearances To ensure that the rings are fullfioating under operating temperatures, they just have proper side clearance, Side clearance can be determinad by subtracting the thickness of the rings from the depth of the cup. Table 4-3 lists the required clearances for each groove depth and each ring material category. 4.21Compressor Cylinders There may be slight leakage along the piston rod through the packing rings until the fings have worr in with the piston rod and against the sealing faces of the packing cups Continued pressure blowing through the packing indicates improper application or instalation ROD DIA. GARTER SPRING e i A SEAL RING PRESSURE PACKING RING 490009-193, Figure 4-12. Type-PBU Packing Rings Table 4-3. Required Packing Ring Side Clearance ‘Side Clearance in Inches (Pairs of Rings) Groove Depth Metallic Filed ‘Thermosetting Resin (Nominal Inch) & Carbon TRE (Laminated) 0.615 0.005 0.015 0.008 0.572 0.005 0.025 0.009 0.447 0.011 0.012-0.025 0.021 0.383 0.011 0.013-0.025 0.021 . 0.375 0.011 0.011-0.025 0.021 CAUTION Before remachining any packing cups to obtain clearances listed above, always consult with Worthington. Sometimes substitutions are made that will resuft in figures not within the ranges given, although the packing ‘tsett is perfectly good. Remachining cups could, in this instance, cause service problems. Packing rings, cups and sections are numbered and lettered for matching purposes. , install matched rings on the rod by first placing the garter spring around the rod and then inserting the ring segments under the spring. Insert each pair of rings in its proper section 4-22Compressor Cylinders or cup with the letered sides facing tne pressure. Unlettered rings may be installed in any fone of the cups. Packing rings should be run-in with gradually increasing pressure. Carefully note piston rod wear and any leakage resulting from increasing pressure. The break-in period may extend over a period of hours, depending upon local conditions. Leakage also may occur past packing which has been in service for some time and which has worn. The condition may be due to end gaps closing up between segments, ° The packing ring ile can be extended by filing the segment ends slightly to re-establish proper gap. A mandrel of the same diameter as the piston rod can be used to refit these segments and rings. However, if the packing is worn to this extent, it 1s generally false economy to attempt to save an old set of rings. We recommend replacing the packuig ngs as a complete set during such a major maintenance operation Seating surfaces of the packing or cups and back-up rings will aiso eventually wear and contribute to leakage. These surfaces must be reground or lapped to re-establish smooth seating and sealing for the packing rings. Majer repairs of cups are best accomplished at an approved repair facility. A defective sealing gasket for the innermost cup can also contribute to leakage around the outside of the cups, as will unevenly tightened packing flange stud nuts (which causes the entire packing assembly to distort) Packing Gaskets To replace the packing gaskets: 4. Using a sharp pointed tool, remove the old gasket from the groove in the packing cup. Be careful not to damage the groove. Alter removal, thoroughly clean the groove before installing a new gasket. See Figure 4-13, one tip of the new gasket square, being careful not to damage it. 3. Lay the gasket on the groove in the packing cups and scribe @ mark where the tips of the gasket would butt. Remove the gasket and cut it to length. (Allow extra metal for filing the tip square.) After sawing, file the tip square and remove burrs. CAUTION Before cutting, make sure the scribe mark is correct. These tips must butt tightly to prevent leakage. 4, Install the gasket in the groove by tapping with a hard rubber mallet. Do not use @ steel hammer because it wil damage the sealing area of the gasket. 5. Lay the packing cup with the gasket side down on a fiat surface. Tap the cup to seat the gasket firmly in the groove. Avoid damage to the sealing surface of the packing cup. 6. Remove any burrs sill on the gasket. Make sure the tips of the gasket butt tightly to prevent leakage. Reassemble the packing cyps in the packing assembly and install the complate packing into the compressor. 4.23Compressor Cylinders GASKET CUP, GASKET FLANGE STUD 80x DePTH_», FLANGE s PACKING : RINGS (PAIR) pig wT | SEALING ! FACE Tae rr tex # LUBRICATION CONNECTION TANS) IN N FRONT OR fe PRESSURE END ¢ THE ROD to T VENT BOX DIA : CONNECTION GROOVE DIA j ROD OIA BACK OR BORE DIA ~~ Gasket cuP / PACKING FLANGE ENO curs on cur VENT CUP FLANGE (GLAND) 490009-206 Figure 4-13. Cup and Gasket - Cross Section HPS® PLATE VALVES WARNING i Check valve lifts carefully. Incorrect valve plate thicknesses could block the valve completely, causing severe compressor damage, serious Personal injury or loss of life. ‘The HPS® (Horse Power Saver) plate valve, suitable for a wice range of application in single and multi-stage units, consists of a guard and seat fited with two or more plates backed by coil springs and buttons The plates seat on ground surfaces and the springs and buttons are contained in holes Grilled in the guard. The plates are not rigidly secured at any point. They are restrained by the guide posts and cannot uncover the ports in the seat excapt by liting into the guard, where they are guided and kept centered. The buttons used with the springs bear directly on the valve plates, and have a slide fit in the guard holes, ‘The seat and guard, with the plates, buttons and springs contained between them, are held together as an assembly by 2 stud with a pilot collar. This unique construction makes, ‘t impossible for a piece to enter the cylinder in the event that a stud breaks. See Figure 4-14 for valve nomenclature and the Paris List for assembly séquence. 4.24Compressor Cylinders Inlet valves open towards the cylinder centerline. Discharge valves open away from the cylinder centerline. The valves perform as check valves, allowing free gas passage in one direction, ut not the other. Look for the flow arrow on outer diameter of seat. \Valve Operation and Maintenance “WARNING. Use extreme caution when checking valve cover temperature. The discharge valve cover can experionce temperatures in excess of 250°F (121°C). Touching a valve cover with an unprotected hand can cause severe personal injury. We recommend the use of a contact ther- mometer. During operation, inlet valve covers are relatively cool and discharge valve covers are It any of the valve covers get unduly hot, investigate the cause and remedy it at once. COUNTERCLOCKWISE TODISENGAGES SPRING Pom connect g RS an arrt0NS ASSEMBLY) VALVE PLATES, CENTER STUO WITH " PILOT COLLAR AND ROLL PI MEX RECESS: SEAT #00031-1 Figure 4-14. HPS® Plate Valve NomenclatureCompressor Cylinders WARNING Vent all pressure from the cylinder, including the suction and discharge ports, before attempting to loosen and remove a valve cover. Serious injury and equipment damage may result it pressure is not fully rolieved. To safely remove the O-ring type valve cover, fabricate two special studs having the same thread as the existing valve cover studs, but longer than the originals. Aer venting the cylinder of all pressure, remove two diametrically opposed valve cover studs, install the two special studs and run the nuts down against the valve cover. Now, loosen gradually all of the valve cover stud nuts, removing only those nuts from the shorter studs. The valve cover will be retained by the nuts on the two fonger studs, which must then be gradually loosened while prying up on the valve cover until the valve cover O-ring is free of its fi Any residual pressure will then be safely released trom the cylinder inlet or discharge passage. The valve cover may then be removed, along with the clinch pin, the yoke and the compressor valve. Periodic inspections of the valves will determine the amount of wear of the valve elements and establish the frequency of required repairs and replacements. Refer to “Plate Valve Remachining Dimensions” for remachining dimensions. Valve Disassembly, Inspoction and Servicing WARNING Whenever a valve is being disassembled, be careful that springs and buttons are property restrained so that they don’t act as projectiles and strike an eye. Always wear Safety glasses when servicing valves! The valve seat and guard are fastened together with a center stud positioned by 2 pilot collar and a roll pin NOTE " The threaded portion of the stud that enters the guard has left-hand threads and the seat portion has right hand threads. With emphasis on cleanliness, proceed to disassemble as follows: 4. Lay the assembled valve on a workbench, seat-side down, Insert a 3’8-inch Allen wrench into the hex recess of the exposed center stud and break loose in a counter- clockwise direction; (initia! loosening only) 2. Clamp the 38-inch Allen wrench vertically in a vise and place the hex opening of the center stud atop the wrench (seat-side up). Rotate the whole valve assembly in a counterclockwise direction to disengage the seat from the guard. NOTE Completing the disassembly as described, {with guard-side down), will help prevent the loss of valve springs and buttons: 4-26Compressor Cylinders Examine mating surfaces carefully. Make sure there are no nicks or grooves that would allow leakage. Whenever wear or surface imperfections are noted on seating or bearing Surfaces, re-establish these surfaces by lapping the seats, guards and METAL plates (when used). separately on @ smooth lapping plate with fine grinding compound, Always wash compound from the parts using soap and water. Solvent alone will not clean these paris thoroughly. NOTE : Pay close attention to remachining seats within dimensional limitations and do not overlook the recess depth necessary in the guard for the springs and buttons. Be sure to remove all traces of lapping compound by careful cleaning before reassembly. In general, valve repairs will be required more frequently on units compressing wet air or gases, when foreign material such as dit oF grit 15 present, and on non-lubricated units: Valve Reassembly Maichmark the outside diameters of both the seat and guard at the rib that is in line with the roll pin and its mating hole, then proceed as follows: 1 Lay the guard on @ bench and inset the roll pin, Make sure that it bottoms-out and wil ft into its mating hole in the seat with no danger of hang-up. Insert a complete matching set of springs (either new or serviceable used), into the recesses provided in the guard. ‘Add the spring buttons onto the springs and lay the plates into their respective reces- ses. Ensure that parts are in good condition, and replace buttons as a set. CAUTION Do not make partial replacements of internal components, such as valve plates and springs. if one or more springs is broken, replace all of them. Conditions which causod the failure of the visibly damaged parts probably have compromised the integrity of the remainder. Reusing any ‘of the compromised components may lead to premature failure when the valve is placed into service. Start the center stud {with hex opening downward), into the hole in the guard. Turn the stud counterclockwise at least one full urn and the leading edge of the collar 1s about flush with the guard face. Clamp 2 3’8-inch Allen wrench vertically in a vise, end place hex opening of the center stud atop the wrench, Start the seat on the upper end of the center stud and turn down in a clockwise direction ‘As the tace of the seat approaches the guard, and the buttons, springs and plates become trapped in their recesses, line up the roll pin matchmarks. Continue assembling the seat to the guard by rotating the whole assembly (seat and guard together) onto the center siud in a clockwise direction, Ge careful to ensure that the roll pin in the ‘guard properly enters its mating hole in the seat 4.27pmpressor Cylinders 7. Remove the loosely assembled valve and place it seat-down on the workbench. Release the Allen wrench from the vise and use it to tighten down the center stud with a torque of 25-30 ft Ibs (34-41 Nem), CAUTION, Excessive tightening can shear the valve stud. Never use a larger wrench than the one recommended unless it is a calibratad torque wrench, 8. Inspect the assembled valve to ensure that internal parts are not binding and that the mating faces of the seat and guard are firmly in contact with each other at all points around the circumference. if they are not in contact, separate the seat {rom the guard, as previously described, and reinstall the center stud in the guard so that full contact is obtained, CAUTION Hf the seat and guard are not in full contact when installed in the compressor cylinder, the force exerted on the valve by the yoke will result in distortion of the seat and guard and possible valve breakage. ‘Serious cylinder damage may then result. Inserting Valves Into Cylinder Ports For Installation of an Upper Quadrant Valve: 1. Insert anew valve gasket into the valve port, se VALVE COVER, cuINcH PIN YOKE vatve ASSEMBLY GASKET 49009-2568 Figure 4-15. Plate Valve Assembly Installed in Port 4-28Comprestor Cylinders e 2. Place the appropriate seat or guard (with diametrical polarization, only the correct one wil fit) evenly on the seat gasket. 3. Install the yoke on top of the valve assembly 4. Check the valve cover O-ring for cracks or cuts; replace the O-ring it found to be detective in any way. NOTE Lubricate O-rings bofore installation. If back-up rings are used, install them on the side opposite the pressure. CAUTION Loose valves will hammer on the seat, destroy the gasket and cause leakage and possible valve breakage. Make sure the valve stud nuts are correctly torqued. 5. Gontor the valve cover over the yoke and seat it squarely on the yoke. Tighten the Cover stud nuts evenly, using the criss-cross method, to the torque values given in CHAPTER 7. e CAUTION When working on valves in the lower quadrant of the cylinder, make ‘sure tho clinch pin that secures the valve and yoke is not overlooked. For Installation of @ Lower Quadrant Valve: 1. Start by placing the yoke on a workbench (valve-end upwards) : 2. Lay the valve on top of the yoke and place the seat gasket in place on the vane perimeter. 3, Carefully work the loose assembly into the valve port and, when seated squarely, !ock | into place with a clinch pin. 4, Seat the valve cover against the yoke and draw the cover stud nuts up evenly by using the criss-cross method to the torque values given in CHAPTER 7. Valve Polarization Diemetical polarization, -tandard on ASGH Through A26GH cylinders and forged cylnd ers, [revonts aceldental assembly of discharge valves in suction ports, or the reverse. Di @ Ars ereveeentrc diameters, machined on the guard and seat, interfere with the valve Port tet ethan a valve is placed in the wrong por. Valves properly seated invsuction pons cars mie ae suction valves. Valves seated in discharge ports wil operate as discharse valves. See Figure 4-16. 4.29Compressor Cylinders DISCHARGE VALVE osScuance GYLINDER Pont Crunoe® Bone INLET VALVE, CYLINDER Bone TP-4305, Figure 4-16. Diamotrical Polarization Ful pin ‘and semi-pin polarization was used on older Cylinders. When the vaives are comragee. they can be installed only in the proper valve pelt this case, the seat and Guards are fitted on the circumference with locating pine, Fro pins on the guard are 180° the bine N® the pins on tho seat are 80° apart. ‘The vaive pore wo slotted for insertion of Tey fins. The discharge port contains these ‘slots at eee and the suction por at 180°. sncretore, this permits only suction valves to be. placed oy the suction valve pont and the discharge valves in the discharge port. Semi-polarized valves are similar to the polarized valves, except that they have one tecating pin. This pin is located on the guard creumfersne The suction valve ports are slotted to accept this pin. Since the discharge valve Ports are not slotted, suction valves {hat are semi-polarized wil tt only in suction porte Split Yokes (Optional) SF eee, are Nalve yoke consists of two separate sect ne. The leet section is a machin- a Sleeve of predetermined length which bears directly on we way The upper section is a tpagsr sleeve with ports machined in the diameter te penis 9S to pass from the cylinder through the valve to the dispersal cavity. vinen placed in the valve port below the valve, the lower sleeve is designed to increase the cylinder clearance by a definite percontage,, For novrony ‘operation, the valve is placed in ihe Valve port and seated on the gasket. the lower slows ne inverted and placed on the valve. "The upper sleeve is then inserted. ‘The entire assembly is held 19 position in the Wake Port by the cover and is sealed against leakage by ine weve seat gasket and the O- ring cover seal, 5 4-30Compressor Cylinders When more clearance is required, the assembly is removed from the valve por and reassembled with the lower sleeve seating at the cylinder. The valve indexes and seats on the top surface of the lower sleeve and the upper sieeve iS positioned above the valve. The entire assembly is held in position in the valve port by the cover and is sealed against leakage by the valve Seat g2_ket, a valve to sloeve gasket, and the O-ring cover seal A valve position indicator. which attaches to a valve cover, stud, reminds the operator of current valve position. When the valve position changes, the ‘operator should change the pointer accordingly. See Figure 4-17. WARNING. To avoid personal injury during the removal of valve covers, raduce the internal pressure to atmospheric by blowing down and venting all residual pressure. Loosen each valve bolt one tum only. Repeat the sequence until the valve cover is removed. VALVE POSITION ™ ‘i Ds i AG 4 casket GASKETS vauve LOWER YOKE VALVE ASSEMBLY OF SLEEVE ASSEMBLY 490008190 Figure 4-17. Amangement of Split Yoke to Increase Cylinder Clearance Variations of cylinder clearance are obtained when diferent numbers of valves are placed in the raised position, CAUTION Cylinder clearance must be calculated to meet different operating requirements. Indiscriminate changing of clearance will produce un- desired results and cause physical damage. 4.31