IR Ingersoll Rand ESV Operation And Maintenance Instructions

ESV/ESH

-

Ope

radon

II

IIICI

lnstrucdons

70457080

Rev

00

March 2003

(lij)

lngersollfland

IIIII

IB

in

alB

Note

Before installation or starting the compressor for the first time, this manual should be studied

carefully to obtain a clear knowledge of the unit and of the duties to be performed while operating

and maintaining the unit.

PLEASE RETAIN THIS MANUAL WITH THE UNIT.

This technical manual contains IMPORTANT DATA and should be kept with the air compressor

at all times.

Terms and Conditions

Restrictions on use:

This manual is created and owned by Ingersoll-Rand (IR) and contains confidential, trade secret

information and is protected by international copyright and trademark laws. This is the property of

Ingersoll-Rand, and is given to the receiver in confidence. The receiver by reception and retention

of the manual accepts it in confidence and agrees that, except as authorized in writing by

Ingersoll-Rand, it will (1) NOT use the manual OR any copy thereof OR the confidential OR trade

secret information therein; (2) NOT copy the manual OR part of it; (3) NOT disclose to others

either the manual OR any copy thereof OR the confidential OR trade secret information therein;

and (4) upon completion of the need to retain the manual, OR upon demand, return the manual,

all copies thereof, and all material copied therefrom. You may not modify, copy, reproduce,

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Disclaimer

Limitation of Liability

Under no circumstances, including, but not limited to, negligence, shall IR, its subsidiary or

affiliates be liable for any direct, indirect, incidental, special or consequential damages that result

from the use of, or the inability to use, IR materials. You specifically acknowledge and agree that

IR is not liable for any defamatory, offensive or illegal conduct of any user.

CONTENTS

SECTION

I - INST

ALLATION

. . .

........

..

.....

5

SECTION

II

-GENERAL

OPERATION

....

...

. 7

SECTION

Ill

-

FRAME

AND

RUNNING

GEAR

.

....

12

SECTION

IV-

FRAME

LUBRICATION

.

...

. . . .

..

17

SECTION

V-

COMPRESSOR

CYLINDER

. . . . . . .

..

20

SECTION

VI-

CYLINDER

LUBRICATION

...

. .

...

29

SECTION

VII

-TYPE

"

A"

CHANNEL

VALVES

.

.. ..

34

SECTION

VIII-

REGULAT

I

ON

. .

.......

....

.

..

47

SECTION

IX-

BELT

DRIVE

...

....

.

......

.

...

52

CAUTION

STATEMENT

CONCERNING

THE

USE

OF

THIS

EQUIPMENT

FOR

BREATHING

AIR

AND

/

OR

AQUA

LUNG

SERVICE

IF

THE

MODEL

NUMBER

ON

THIS

AIR

COMPRESSOR

CONTAINS

THE

LETTERS

"

BAP",

THE

COMPRESSOR

IS

SUITABLE

FOR

USE

IN

BREATHING

AIR

SERVICES

.

IN

THE

ABSENCE

OF

SUCH

A

DESIGNATION

THE

COMPRESSOR

IS

NOT

CONSIDERED

AS

CAPABLE

OF

PRODUCING

AIR

OF

BREATHING

QUALITY.

FOR A

COMPRESSOR

TO

BE

CAPABLE

OF

USE

IN

BREATHING

AIR

SERVICES

,

IT

MUST

BE

FITTED

WITH

ADDITIONAL

SPECIALIZED

EQUIPMENT

TO

PROPERLY

FILTER

AND

/OR

PURIFYTHEAIRTO

MEET

ALL

APPLICABLE

FEDERAL,

STATE

AND

LOCAL

LAWS,

RULES

,

REGULATIONS

AND

CODES,

SUCH

AS

,

BUT

NOT

LIMITED

TO,

OSHA

29

CFR

1910

.

134

,

COMPRESSED

GAS

ASSOCIATION

COMMODITY

SPECIFICATION

G-

7.1-1966

,

GRADE

D

BREATHING

AIR

,

AND

/

OR

CANADIAN

STANDARDS

ASSOCIATION

.

SHOULD

THE

PURCHASER

AND

/OR

USER

FAIL

TO

ADD

SUCH

SPECIALIZED

EQUIPMENT

AND

PROCEEDS

TO

USE

THE

COMPRESSOR

FOR

BREATHING

AIR

SERVICE,

THE

PURCHASER

/

USER

ASSUMES

ALL

LIABILITY

RESULTING

THEREFROM

WITHOUT

ANY

RESPONSIBILITY

OR

LIABILITY

BEING

ASSUMED

BY

INGERSOLL-RAND

COMPANY

.

THE

PURCHASER

IS

URGED

TO

INCLUDE

THE

ABOVE

PROVISION

IN

ANY

AGREEMENT

FOR

ANY

RESALE

OF

THIS

COMPRESSOR.

STORAGE

PRECAUTIONS

THE

UNIT

HAS

BEEN

PREPARED

AT

THE

FACTORY

WITH

AN

ANTI-CORROSIVE

MATERIAL

TO

RETARD

RUST

FOR A

SIX

MONTH

PERIOD.

HOWEVER

,

IT

IS

IMPORTANT

THAT

THE

UNIT

BE

ST

ORED

IN A

WARM

, DRY

ENVIRONMENT.

UPON

IN

SPECTION,

IT

MAY

BE

NOTED

THAT

THE

CYLINDER

IS

PROTECTED

BY

VAPOR

PHA

SE

INHIB

I

TOR

(VPI)

CRYSTALS

.

THOUGH

SIMILAR

TO

SAND

IN

APPEARAN

CE, VPI IS NON-

ABRASIVE

AND

WILL

VAPORIZE

WHEN

THE

MACHINE

IS

STARTED

.

IF

AFTER

RECEIVING

,

IT

IS

NOTICED

THAT

THE

PROTECTIVE

SEALS

ARE

DAMAGED

AND

/OR

COVERS

OPENED

, OR

IF

AFTER

USE

THE

UNIT

IS

TO

BE ST

ORED

, SHIPPED, OR

OTHERWISE

INOPERATIVE

,

YOU

R

LOCAL

ING

ERSOLL

-

RAND

OFFICE

SHOULD

BE

CONTACTED

FOR PROPER

REPROCESSING PROCEDURES.

3

4

SAFETY

PRECAUTIONS

READ

CAREFULLY

BEFORE

INSTALLING

THE

COMPRESSOR

W

HERE

LUBRICATING

OIL

IS

PRESENT IN

THE

COMPRES

SOR

DISCHARGE,

AN

AFTERCOOLER

SHOULD

BE

INSTALLED

IN

THE

FINAL

COMPRESSOR

DI

SC

HARGE

LINE;

IT

SHOULD

BE

MOUNTED

AS CLOSE AS POSSIBLE TO

THE

COMPRESSOR.

WHEN

INSTALLING

A NEW COMPRESSOR

IT

IS

ESSENTIAL

TO

REVIEW

THE

TOT

AL

PLA

NT

AIR

SYSTEM. THE USE OF PLASTIC OR

CARBONIC

BOWLS ON

LINE

FIL

TEAS

WITHOUT

METAL

GUARDS

CAN BE

HA

ZAR

DOUS.

A PRESSURE

RELIEF

VALV

E MUST

BE

INSTALLED

IN

THE

DI

SC

HARGE

PIPING BETWEEN THE COM·

PR

ESSOR

AND

ANY

POSSIBLE RESTRIC

TION

, SUCH

AS

A

BLOCK

VALVE

, CHE

CK

VA

LVE,

AFTER·

COOLER, OR AIR

DRYER

.

FAILURE

TO INS

TALL

A PRESSURE

RELI

EF

VALV

E

COULD

RESULT

IN

OVERPRESSURE, PIPE RUPTURE,

DAMAGE

TO

THE

COMPRESSOR

AND

PERSO

NA

L

INJUR

Y. REFER

TO I

NS

TRUCTIO

N BOOK FOR SPECIFIC

INFORMATION.

ON

BELT

DRI

VEN COMP

RE

SSORS; A

BEL

T

GUARD,

CONFORMING

TO O.S.H.A., S

TATE

AND

LOCAL

CODES, SH

ALL

BE

INSTALLED

BY

THE

USER.

THO

SE

RESPONSIBLE FOR

INSTALLATION

OF

THIS

EQUIPME

NT

MUST

PROVIDE

SUITABLE

GROUNDS

,

MAINTENANCE

CLEARANCE

AN

D

LIGHTNING

ARRESTORS

FO

R

ALL

ELECTRICAL

COM·

PONENTS AS

STIPULATED

IN O.S.H.A. 1910.308

THROUGH

1910.329 .

WHEN A RECEIVER

IS

INSTALLED

,

IT

IS

RECOMMENDED

TH

AT OCCUPATI

ONAL

SAFETY

AND

HEALTH

STAN

DARDS

AS

COVERED

IN

THE

FEDERAL

REGISTER,

VOLUM

E

36

NUMBER 105

PART

II

PARA

GRAPH 1910.169 BE

ADHERED

TO

IN

THE

INSTALLATION

AND

MAIN

TENANCE

OF

THIS

RE

-

C

EI

VER

.

ALL

ELECTRICAL

INSTALLATION

MUST

BE

IN

ACCORDAN

CE

WITH

RECOGN

IZED

ELECTRICAL

CO

DE

S.

BEFORE

WORKING

ON THE

ELECTRICAL

SYSTEM,

BE

SURE TO C

UT

OFF

THE

ELECTRICAL

SUPPLY FROM

THE

SYSTEM BY USE OF A

MANUAL

DISCONNECT SWITCH. DO

NOT

REL

Y ON

THE

STAR

TER

TO

CU

T OFF THE ELECTR

ICA

L SUPPLY.

BEFORE

STARTING

THE COMP

RE

SSOR

. ITS

MAINTENANCE

INSTR

UCTIO

NS

MUST

BE

THORO

UG

HL

Y

READ

AND

UNDER

S

TOOD

.

DO NOT

REMOVE

THE COVERS FROM

THE

COMPRESSOR

WHILE

THE

UNIT

IS

IN

OPERATION

.

SEVE

RE

INJURY FROM

MOV

ING PARTS

CA

N RESULT.

COMPRESSED

AIR

AND

ELECTRICITY

CAN

BE

DAN

GE

ROUS, BEFORE

DOING

ANY

MECHANICAL

WO

RK

ON THE COMPRESSOR:

A. SHUT

THE

MACHINE

DOWN.

B. REMO

VE

PO

WER

FROM

THE MOTOR BY

OPENING

A

MANUAL

DISCONNE

CT

SW

IT

CH IN THE

POWER

)...I

NE TO

THE

MO

TOR.

TAG

AND

LOCK

THE

DISCONNECT SWITCH

SO

NO ONE

WILL

CLOSE IT ACCIDEN

TAL

LY . DO

NOT

RELY

ON

THE

MOTOR

STARTER

TO CUT

OFF

THE

ELECTRI

·

CAL

SUPPLY.

C.

DO

NOT

ATTEMP

T

TO

S

ERVI

CE

ANY

COMPRE

SSO

R PARTS

WITHOUT

FIR

ST

RELIE

VING THE

ENTIRE

SYS

TEM

OF AIR PRESSURE.

D. ENSURE

THAT

THE

BELT

WHEEL

HA

S BEEN LOCKED TO

PREVENT

ROTATION

AND

SUBSE·

QUENT

PERSONAL

INJURY.

PERIODICALL

Y

ALL

SAFETY

DEVICE

S MU

ST

BE

CHECKED

FOR PROPER

OPERATION.

USE

ONLY

SA

FET

Y

SO

LV

ENT

FOR

CLEANING

THE COMPRESSOR

AND

AUXILIARY

EQUIPMENT.

FAILURE

TO

HEED

ANY

OF

THESE

WARNINGS

MAY

RESULT

IN

AN

ACCIDENT

CAUSING

PERSONAL

INJURY

OR

PROPERTY

DAMAGE.

SECTION

I

INSTALLATION

REFER

TO

INSTALLATION

MANUAL

AP

-

0250

FOR COMPRESSOR

INSTALLATION

INSTRUCTION

S

GENERAL

It

is esse

11

t1a

l Ht m

~t

a!ling

a new compressor to r

ev

iew

the total plant

ai

r system. This

is

to

in

sure a safe a

nd

effecti

ve

to

tal

system.

On

e

it

em which must

be

cons

id

ered

is liquid carryover into the plant air line.

In

stallation of

af

tercoolers, air dryers and line separato

rs

is always good

practice and these added safety features are recommended.

Water condensation can

aff

ect the operation

of

pne

um

atic

devices. Aftercoolers and the addition

of

ai

r dryers c

an

el

iminate this

haY.ar

d.

Sim

il

arly,

th

ere can be

ba

d effects 1 r c

omp

ressor coolants

or

lubricants are a

ll

ow.:d

to

enter plant air systems.

Air

lin

e separators. properly

se

le

cted and installed, c

an

re

duce any liquid ca

rr

yover close to

ze

ro.

The u

sc

of

pl

as

ti

c bowls on line

fi

lt

ers wit

hout

11/

~

ta

/

guards can

be

haza

rd

ou

s.

Their

sa

fety can be affected by

either synthetic lubrican

ts

or the addi

ti

ves

u

se

d

in

mine

ral

oils. From a

sa

fety standpoint. meta! bowls should be

used un any pressurized system.

Revi

ew of

your

plant air

line system

is

recomm

en

ded.

IMPORTANT

It is extremely important

that

the compress

or

intake

piping be thoroughly cleaned. Piping should

be

blown

out

with high pressure air after cleaning. The impor-

tance of starting any compressor with clean piping,

particularly

on

the intake

to

any cylinder, cannot be

over-emphasized.

COM

PRESSOR

PIPING

We

ca

nn

ot emphasi

ze

t

oo

stro

ngl

y the

ne

cessity for

thoroughly cleaning the

in

side

of

all

piping before insta

ll

ing.

If

metal pieces, pipe scale, rust,

we

lding spatter, dirt, and a

ll

foreign materi

al

are not carefully ami thoroughly

removed, they will be loosened by the tlow

of

air and will

cause

se

ri

ous damage.

All

air piping and

vess

els supp

li

ed with the compressor

ha

ve

been internally cleaned and sprayed with

ru

st preventa-

ti

ve

, and protective closures have been applied to

all

openings.

NOTE: Oo nor remove tile protecti

ve

~.-uvt

rlll

g~

unttl y

llu

arc

re

ady to assemble

tl

te

pipi~t

g

or

ve

ss

el

s on t

he

compressor.

RECOMMENDATIONS

This

is

particula

rl

y import

an

t wtth

mult

i·~

tag~

high

pressure compressors where spec

ia

l metall

ic

packings

are

req

ui

red a

nd

in ''NL'' (Nonlubricatcd) compressors where

spec

ial

carbon or Teflon rings and packagings are required.

These parts are much more expensive than

in

a low p

ress

u

re

or lub

ri

cated cylinder compressor.

An

y dirt,

ru

st, welding

beads or sca

le

carried into the compressor w

ill

cause scored

packing rin

gs

, piston rods. and cylinder bores and pitied,

leaking or broken

va

lves.

NOTE:

It

is

im

portant that the ptptng be fabricated wtth

suffic

ie

nt

J1ange

jo

in

ts

so th

ai

it c

an

be

d

ism

antled

easily for cleaning and testi

ng

. It is far better to

to

cle

an

and test the

pi

ping

in

sect

io

ns before

actual erection than

af

ter it is in place.

When

piping is cleaned

in

sections before erection, it

i

~

p1>Ss

ible tu do a thorough job

of

eliminating a

ll

acid. This

is difficu

lt

to do with piping erected and in position, as

ca

rry-over

of

ac

id in

to the cylinders

is

almost certain to

uccur when the machine is started. Tlus has happened and

ca

n cau

se

exLcnsive damage.

If

it

is absolutely necessary to

co

ndu

ct

the final hydrosta-

t

ic

test wh

en

the piping

is

in posi

ti

on, care should be

taken to provide vents

at

the high spots so

that

air will

not

be trapped in

the

piping. Provision rnust be made

for complete drain

age

after the t

es

t

is

completed. The

se

co

nnec

ti

ons sh

ou

ld

be

planned

in

advance.

Fu~

thenn

o

r

e,

it is essential that all connections to the cylinders be

broken and blanked

off

, preferably with a spool

pi

ece

removed between the piping and cylinder.

IMPORTANT

Complete drainage of the piping

is

essential

if

damage

is

to

be prevented when starti

ng

.

The

u

~

c

l)

l ch

ill

-rm

gs

for

butt

we

lu

s in

pipi11

g is

ge

nerally

rccommenued in order to pr

ev

ent

we

lding beads from

ge

tting into the pipe

an

d thus ca

rr

ying through to

th

e

co

mpre

ss

or on operation.

READ

INSTALLATION

MANUAL

AP-0250

BEFORE

INSTALLING

COMPRESSOR

5

6

LOCATION

OF

MAJOR

COMPONENTS

FR

AM

E

OIL P

UMP

SUMP TUBE

FR

AME OIL

FILTER

FRAME

OIL

PUMP

OIL

DRAIN

T

WO

PIECE

CONNECTING

ROD

DISTAN

CE

PIECE

Figure

1.

Cross Section View

of

Typical

FR

AM

E L

OW

O

IL

PRESS

URE

SW

IT

CH

FRAME

DISTA

NCE

PIECE

V·BEL

T

SHEAVE

ESH

Lubricated Compressor.

Figure 2. Horizontal Nonlubricated Compressor.

CY

LINDE

R

OUTER

HEAD

CY

LI

NDER

OUTER

HEAD

SECTION

II

GENERAL

OPERATION

The

following

instructions

should

be

used

by

th

e

operator

as a g

uid

e

for

the

general

operat

i

on

of

the

compressor.

As

the

operator

gains

experience

with

the

compressor

und

er

actual

operating

conditions,

a

set

routine

sho

uld

be

established.

After

a general

overha

uling

or

installation

of

new

part

s,

the

operator

s

hould

be

g

l•

ided

by

the

instructions

as

though

the

compressor

was

new

.

INITIAL

START

IMPORTANT

It

is

very

important

that

th

e i

ntak

e piping

be

cl

ean

a

nd

properly

installed

.

It

is

essential

that

th

is be

don

e

after

inst

allation

or

relocation

of

the

compr

e

ssor

and

af

t

er

a

long

sh

utdown

or

new

parts

installation.

See

Form

AP0250

In

sta

ll

ation Manual

for

ins

tru

ctions.

Sp

ec

ial

Condition

s for

Non

lubri

ca

ted

Units -

The

su

ccessful

operation

of

a

comp

ressor having a

nonlubricate

d

cylinder

depends

upon

the l

ubri

cat

ing

qualities

of

the

pist

on

and

wearing

ring.

The

presence

of

dirt, scale of o

ther

abrasive

mater

i

al

is i

nju

ri

ous

to

any

compressor

cy

linder.

H

oweve

r,

when

a

cy

lind

er is

run

without

lubrication

th

e

injury

is

much

more

serious.

The

impo

rta

nce o f a

rea

ll

y

good

filter and

clean

i

ntake

pipin

g

cannot

be

stressed

t

oo

st

ro

ngly.

For

best

operating

conditions

the

cylinder

should

be

free

of

moisture

in

the

air

and

crankcase

oil s

hould

not

be

allowed

to

enter

the

c

ylinder.

The

o

il

w

ip

er

rings

in

the

partition

s

tuffi

ng

box

will

wipe

the

piston

rod

pra

ctic

al

ly

dry

;

however,

there

is a

slight o

il

car

1yover

pa

st

the

wi

per

riugs. Au oil sliuger,

or

o

il

stop

plate

is

mounted

on

the

rod,

where it

pa

sses t

hr

ough

the

distance pie

ce.

Any o

il

wh

ich might seep past

the

wiper rings

cannot

work

by

thi

s o

il

slinger

and

the

cy

linder

is

kept

completely

free

of

oi

l.

W

ith

t

hi

s

arrangement

the

pa

ck

ing rings s

uppl

y

the

on

ly

dry

l

ubrication

to

the

piston

r

od.

Preparation

-

Wh

en

the

insta

ll

ati

on

of

the

c

ompre

ssor

has

been

completed

in

acco

rdance

with

in

structions

given in

Section

I

of

this

book

, c

arry

out

the

following

pr

oce

dure

befo

re s

tarting

the

ma

chine.

I . Clean

up

the

fl

oo

r

and

foundation

,

and

rem

ov

e all

cement,

dirt

and

dust

fr

om

the

exterior

of

the

co

m-

pressor.

2.

Remove

th

e fr

ame

t

op

co

ver

and

distance

piece s

ide

co

vers

and

clea

n o

ut

with

s

afety

so

l

vent

ever

y

por

tion

of

the

interio

r

and

the

cr

ankcase

oil s

ump

to

insure a

cle

an

inter

ior free from

dust

and

di

rt,

which

may

have

e

nt

er

ed

during

shipping

and

in

sta

ll

ation

. Use a cellulose

sponge

on

l

y,

NEVER

use waste

or

a

linty

clo

th

to

clean

the

i

nteri

or

of

the

machine

. Y

ou

can

not

get these

p

or

tion

s

too

clean

befo

re pu

tting

in

the

oil. Clean

the

pro

t

ec

tive grease from

the

piston

rods.

Th

e

running

and

finished

parts

ins

id

e

th

e c

rank

cas

e

are covered with a heavy

ant

i-rust

compound

pr

evi

ous

to

s

hipment.

It

is

not

n

ecessary

to

remove this

co

ating

be

fore s

tarting

the

compressor

as it is

so

luble

in

the

frame

lubr

i

cati

ng oil.

3.

Fill

the

crankcase

to

the

pro

pe

r o

il

level

on

the

oil

si

ght

glass with

the

recommended

grade

of

c

rankca

se

lu

bricating

oil. (Re

fe

r

to

Sect

io

n 4 ,

Fram

e Lub

rication.)

Pour

oil over all

the

bear

ings

wh

ich can be easily rea

ched

through

the

f

rame

or

open

ings. On lu

bricated

units, fill

the

cylinde

r lubr

icator

wi

th

t

he

re

co

mm

e

nde

d grade

of

air

cy

linder

l

ubr

i

cati

ng

oil.

Refer

to S

ection

6 for

co

m-

plete

lubri

cation

instructions

and

lubricating

oi

l spec-

ific

ations.

4.

Pr

ime

the

frame

lubric

ating o

il

pump.

(Refe

r

to

Section

4 for

Frame

Lub

ricati

on.)

5.

On

lubricated

units

ea

ch

cy

l

inder

force feed

lub

ri

cator

line

must

be

di

sco

nn

ect

ed

at

the poi

nt

where

it

is

atta

c

hed

to

the

oil inlet side o f

the

check

valv

e.

The

lu

bric<tto r feeds

must

then

be

operated

manually

until

all

th

e air is for

ced

out

of

the

l

in

es

and

oil

ap

pears.

The lin

es

shoul

d n

ow

be

reconnec

ted a

nd

the

l

ubr

icator

given several

ad

uit

ional

turns

to assure

proper

l

ubr

ication

of the

cylinder

as

soon

as

the

co

mp

ressor is

st

art

ed.

Once

th

e

compressor

is

sta

rt

ed , t

he

oil lines will

remain

fu

ll

of

oil

and

require

no

fur

ther

at

te

ntion

.

6.

Drain

the

air

intake

pipe

of

any

mo

isture

which

may

have a

ccu

mula

ted

.

Be

s

ure

that

the

air

intake

filter is

properly

in

sta

ll

ed

and

pro

te

c

ted

(S

ee

AP-

0250

for

ins

tructi

ons in

Sec

ti

on

5.

page 26.

7.

Install

th

e

packing

in

the

stuffi

ng b

ox

es

according

to

instruct

ions

in

Section

5.

8.

Replace

the frame

cover

and

turn

the

machine

ov

er

BY

HAND

a few

tim

es

in

the

dir

ection

shown

by

the

arrow

on

the

oil

pum

p

cas

ing to

make

sure

it wo

rks

freely and

ev

er

yt

hing

is

clea

r.

7

CAUTION

THIS

IS

IMPORTANT.

ACCIDENTS

HAVE

RE-

SULTED

FROM

STARTING

A

NEWLY

ERECTED

COMPRESSOR

WITHOUT

HAVING

TURNED

IT

THROUGH

AT

LEAST

ONE

COMPLETE

REV-

OLUTION.

NOTE: This

compre

ssor

must

rotat

e in

one

direction

only

due

to

the force feed lubricating

pump.

If

specified,

this lubricating system

can

be

arranged for reverse

rotation.

The

direction

of

standard

rotation

is

cou

nter·d

ock-wise when facing

the

belt wheel.

9.

Before starting a new

com

pre

ssor be sure

you

are familiar

with the starting and

stopping

co

ntro

ls,

and

with

the

regulation and regulator controlling

the

load

and

no-l

oa

d

op

eration.

For

details

on

regulator, regulation,

and

start

-

stop

contro

ls

read Section 8 thoroughly.

10. Check

the

ma

c

hine

thoroughly

to

be sure there are

not

loose

part

s

and

that

the

machine has

not

been

tampered with since its ere

ction.

Initial

Start

-

The

machine

may

be

sta

rted

in accor-

dance with the

procedure

outlin

ed

unde

r " ROUTINE

STARTING".

A

new

compressor,

or

a compressor

in

which new parts have been installed, s

hould

always

be

allowed

to

run

unload

ed

for

an

hour

or

more.

Accomplish

this

either

by

making sure

the

Free-Air-Unloader unloads

the

cylind

er

-(Refe

r

to

Section 8

on

Regulation),

or

by

opening the discharge line

to

atmosphere

so

that

no

pressure will be

built

up.

When everything

is

working satisfactorily

and

the

bearings remain cool,

apply

the l

oad

by

exha

usting

the air from the free-air unloaders. Allow

the

pressure

to

build

up

in

the

receiver,

and

see

that

the

regulator

unloads the

com

pressor

at

the desired receiver pressure.

Make sure

the

safety valve on

the

receiver will start

blowing at a pressure

about

10

psi

(0.69

bar)

higher

than

the

working pressure.

Routine

Starting -

After

the initial

starting

procedure

has been followed the compressor

may

be restarted as

follows:

!.

Check

the

lubricating oil level in the crankcase and in

the cylinder lubricator

if

your

unit

is

so

equipped

(lubricated uni

ts

only).

2.

Tum

on

a full supply

of

cooling water

and

check

the

actual circulation

at

the

water

discharge

con

nection.

3. Drain

the

com

pressor

intake

of

any accumulated mois-

ture.

(If

starts

are

frequent,

this

need

be

done

only

as

found necessary.)

4.

Start

the

motor

in accordance with in

structions

fur-

nished w

ith

the

electrical

equipment

If o

il

pressurt:

8

does

not

build up, tht: machine, with manual starting

·

~nloading

will s

hut

down

automatically when

the

s

tart

button

is released. On full

auto

start

units,

if

the

oil

pressure does

not

build

up

the

unit

will

shut

down

when

the

oil pressure

shu

nt

tim

er times

out.

The

compressor

is equipped with an oil pressure switch set

at

5 psig

(0.34

bar).

The

oil pressure is

monitored

at

the drive

side main bearing.

IMPORTANT

In

the

event

that

the

compressor

is

started

without

first

turning

on

the

cooling water,

shut

down

immed-

iately.

DO

NOT

turn

on

the

cooling water

for

some

time,

as

it

may

crack

the

hot

cylinder walls.

After

the

heat

has dissipated

the

water can be

turned

on

and

the

compressor

started.

5. As soon as

the

machine

is

started

make sure

that

the

oil pressure gauge indicates

normal

operating

pressure of

15

to

40

psi

(1.03

to

2.

76

bar).

If

oil pressure is below

5 psi (0.

34

bar)

th

e

unit

will

shut

down

aut

omatically.

On lubricated units also che

ck

the cylinder lubri

cato

r

for

feed.

6.

Che

ck

the receiver pressure gauge to

mak

e su

re

the

regulating device

is

operating

properly

and

that

it

will

unload

the

com

pressor

at

the

maximum

pressure for

w

hich

the

machine was bull t.

NO

TE:

Never leave the compressor until

you

are satis-

fied all

co

ntrols

are operating

pr

ope

rly.

7.

Adjust

the

flow

of

the

coo

ling

water

so

th

at

the

temper-

ature

of

the water discharge

is

approximately

120

°F.

It

is

important

that

the cooling water discharge

be

c

hecked,

and

adjusted,

if

necessary,

to

compensate for

changes in

the

temperatures

of

the

incoming

water,

the

atmo

sphere and

the

compressor load. Insure correct

ope

ration

of

any

automatic

devices in the cooling water

system.

Cold

wat

er

may

cause

co

ndensation

and

ru~t

on

the

cy

lind

er

walls. This will result in rapid cylinder, piston

and

/or

piston ring wear.

IMPORTANT

Do

not

leave water circulating

through

the

water

jackets

of

a compressor

that

is

not

running, as con-

densate will

form

on

the

cylinder walls, which may

cause

rust

to

form,

destroying

the

polish

of

the

cylinder bore.

OPERATIONAL

MAINTENANCE

NOTE:

For

specific

instruction

s

on

maintaining

and

inspecting

nonlubricated

compressor cylinders,

refer

to

Section 5

of

this

manual.

ROUTINE

OPERATIONAL

MAINTENANCE

First Hours

Of

Every

Required Maintenance Operation Daily

4000

3

Routine

2-3

50

200

Hours

Check

Frame

Oil

Level X X X X X

Check

Cv!inder

Lubrica

tor

Oil

Level X X X X X

Check

and

Adjust

Lubricator

Feed

Rate

If

Required

X

x2

x2 X

x2

Check

Safety

Valves

For

Operation

X X X X X

Drain

the

Frame

Oil

and

Check

and

Clean

the

Fr

ame 1 X X

Check

and

Clean

the

Oil

Pump

and

Oil

Suction

Screen 1 X X

Chanqe

the

Frame

Oil

Filter

X X X

Change

the

Frame

Oil

X X

Drain

the

Condensate

Fr

om

the

Receiver

and/or

Check

the

Operat

i

on

of

Automatic

Drain

Trap

s

If

So

Equ

i

pped

X X X X X

Check

th

e

Cooling

Water

Temperature

- 1

20°F

at

D1scharge X X X X X

Check

the

Oil

Wiper

Rongs

and

Stuffing

Box

For

Leakage X X X

Check

th

e P

iston

R

od

For

Abnorma

l

Wear

X X X

Ti

g

ht

en

All

Exterior

Bolt

s

and

Nuts

X X X X

Tighten

All

Gasketed

Joints

X X X

Tigh

ten

All

F

oundat

i

on

Bolts

X X X

Compressor

Ring

Wear 5 X X X

Nl

Piston

Wear

Ring

(Rate

of

Wear) X

X~

l

Flush

With

safety

solvent,

drain

and

thoroughly

dry

before

reassembly

.

2

The

co

nd

it

i

on

of

the

valves

and

cylinder

bore

should

influence

lube

rate-

refer

to

Secti

on

6.

3

Abnorma

l

conditio

ns

will

require

more

frequent

ma

i

ntenance.

4 Ev

ery

500

Hrs

.

thereafter

until

a

rate

of

wear

has been

established.

5

Fir

st

500

Hr

s.

then

as

the

piston

wear

rings

are

replaced.

Initial Break-In -After

the

comp

ressor has run for the

first two

or

three

hours

under

load,

and

has thoroug."-ly

warmed up

under

operating conditions, it should be

shut-

down

and

checked

out

in compliance

with

the

maintenance

char

t above.

CAUTION

BEFORE

DOING

ANY

INSPECTION

OR

SERVIC-

ING

ON

THIS

COMPRESSOR:

1.

SHUT

THE

MACHINE

DOWN.

2. CUT

OFF

THE

ELECTRICAL

SUPPLY

FROM

THE

MOTOR

BY

OPENING

A

MANUAL

DIS-

CONNECT SWITCH

IN

THE

POWER

LINE

TO

THE

MOTOR

. LOCK

AND

TAG

THE

DISCON-

NECT

SWITCH

SO

NO

ONE

WILL

CLOSE

IT

ACCIDENTALLY

.

3.

LOCK

THE

BELT

WHEEL

TO

PREVENT

ROTA-

TION.

4.

DO

NOT

ATTEMPT

TO SERVICE

ANY

COM-

PRESSOR PARTS

WITHOUT

FIRST

RELIEVING

THE

ENTIRE

SYSTEM OF

AIR

PRESSURE.

Regular

Operation

-The

conditions

under which

th

e

compressor

must

operate

is

a significant influence on the

frequency

of

many

maintenance checks. Therefore, con-

sideration

must

be given

to

these factors when establishing

the

following routine:

I.

Drain

the

receiver

to

remove water. This

shou

ld

be done

regularly

and

as

often

as

operating

conditions require.

An

automatic

ejector

or

trap

makes

an

ideal way

of

draining

the

receiver;

but,

be

sure

to

check

its

op

eration

at

least

once

a day.

CAUTION

ON

LUBRICATED

UNITS

BOTH

WATER

AND

OIL

MAY

ACCUMULATE

IN

THE

RECEIVER.

AN

ACCUMULATION

OF

OIL

IN

THE

RECEIVER

MAY

CAUSE

AN

OIL

VAPOR

EXPLOSION.

THERE

-

FORE

OVERLOOKING

OF

THIS

ROUTINE

DRAIN-

AGE,

MAY

BE

HAZARDOUS.

2. Test all safety valves

at

least once each

operating

shift

to

make

sure

they

are free and in

operat

ing

condition.

Th

e

operator

shou

ld familiarize

himself

with these valves

9

and

their location. Make sure that the safety

va

l

ve

will

"b

low-off'

at

a

pre

ssure a few

po

unds above working

press

ur

e.

Th

e

safety

va

l

ves

mu

st

not

be set higher

th

an

the maxim

um

pre

ssure s

tamp

ed on

th

e receiver,

or

rat

ing

of

any

comp

onent

in

th

e air sys

tem.

Safety valves are u

su

ally

located

on the receiver,

intercoole

r and in

th

e di

scha

r

ge

piping.

CAUTION

DO

NOT

CHANGE

THE

BLOW-OFF PRESSURE OF

A

SAFETY

VALVE

, DO

NOT

REMOVE

THE

SAFETY

VALVE

AND

REPLACE

IT

WITH

A

PLUG, SINCE

THIS

WILL

ELIMINATE

THE

PRO-

TECTION

PROVIDED

AND

MAY

RESULT

IN

SERIOUS

INJURY

TO

PERSONNEL

AND

DAMAGE

TO

THE

COMPRESSOR

AND

RECEIVER

.

SAFETY

CODES

REQUIRE

A

SAFETY

VALVE

TO

PRO-

TECT

THE

RECEIVER

FROM

OVER

-PRESSURE.

CAUTION

IF

A

HAND

VALVE

IS

INSTALLED

BETWEEN

THE COMPRESSOR

AND

RECEIVER

, A

SAFETY

VALVE

MUST

BE

INSTALLED

BETWEEN

THE

COMPRESSOR

AND

HAND

VALVE

.

3. Set

up

a schedule

and

follow

it

regularl

y,

for

checking

th

e frame

lubr

icalion

system,

inlet

and

dischar

ge

valves,

stu

ffing boxes

and

packing

and

for cleaning

th

e

co

m-

pressor

and

wa

ter jacket

s.

4.

Clt:an

the

co

mpr

essor

intake

filt

er

as o

ft

en as

found

ne

cessary from

ope

rating

exp

erience. Dirty

va

lves

may

indicate

the

filter is

no

t

fun

ctioning

or

the

pipe is

not

tig

ht.

5. Clean all

breathe

r a

nd

o

il

filters

of

dirt

and

sludge.

Th

e

frequency

of

this

operat

io

n will

depend

on op

erating

c

ondition

s

and

l

oca

tion. In a

dirty

l

ocation,

it

may

be

necessary

to

chec

k

th

ese

it

ems

quite

frequ

ent

ly.

10

Frequently cleaning

of

the

breath

er

elements

with

safety

so

lvent wi

ll

a

ll

ow

the

breathers

to

work

pro

p-

er

ly

and

minimize

the

co

nd

ensatio

n of o

il

vapors

on

the

out

side

of

the

co

mpr

essor.

CAUTION

WE

RECOMMEND

THE

USE

OF

SAFETY

SOL

-

VENT

FOR

CLEANING.

NEVER

USE

GASOLINE,

KEROSENE, OR

SIMILAR

FLUIDS

TO

CLEAN

THE

AIR

INLET

MUFFLER

AND

CLEANER

.

SHUT-DOWNS

Routine

-

To

s

hut-d

own

the

compresso

r

du

r

ing

regular

service push

the

s

top

butt

on.

Immediat

el

y,

afte

r the

com-

pre

ssor

has

stop

ped,

shut

off

the

coo

ling

water

so

th

at

th

e

co

ld water will

not

ca

use

co

ndensation

to

form within

th

e

cy

linder.

All

water

passages,

ja

c

ke

ts,

and

piping

must

be drained

if

there

is

any

dang

er

of

freez

ing

.

Indefinit

e Periods -On

lubricated

unit

s only ; when

a s

hut

-down for a period of several weeks

or

longer is

anticipated, run

the

unit

at

no

-load for several

minutes

and

pump

ext

ra

cylinder

o

il

into

the

cy

lind

ers

by

manually

operat

ing

the

lubri

ca

tor.

Then

drain the cylinders,

interc

oo

ler

and

all water pipin

g.

NOTE:

For

co

mpr

essor

or

cy

l

inder

stora

ge

ins

tru

ctions

for n

on

lubrica

ted

t

ype

compressor

s see

Sectio

n 5.

For

a s

hu

t -down

of

sever

al

weeks

or

longer, remove

th

e

pis

ton-r

od

packing

and

wiper rings. (See

Sect

i

on

5.)

If

this is

not

done a ring

of

corro

sion

ma

y devel

op on

the

ro

d

and

acceler

ate

pack

ing wear

whe

n the unit

is

put

back

in

to

service.

Wh

en sh

utti

ng

d

own

for

ex

t

en

ded

periods

, all

the

fore-

going

precautio

ns

shou

ld

be

taken,

and

every

bit

of

mo

istu

re

sh

ou

ld be removed from

the

water

and

air

pa

ssages.

The

piston

ro

ds should be

coate

d

with

a

protective

grease.

IMPORTANT

In

starting

up

after

an

extended

shut-down,

be

sure

to

carefully follow

the

i

nstructions

for

starting

a new

machine,

part

icularly in regards

to

turning

the

ma-

chine

over

by

hand

for

a

few

revolutions.

V

ENT

(

RE

MOV

E

FOR

DRA

IN

G)

,---

OUTE

RHE

AD

W

ATER

OUT

LET

,.----~...-.,,r>,-

WA

TER

I

NL

ET

Figure 3. Draining

the

Outerhead.

WATER

PIPING

AND

COLD

WEATHER

DRAINING

Special care must be taken in freezing weather

to

assure

that

the

cylinder and heads are completely drained. On

vertic

al

(ESV) compressors the

top

head must be drained

before

the

cylinder.

It

is drained by syphon action through

the

discharge pipe.

To drain the compressor water jackets proceed

as

follows. (See Figure 3.)

1. Open the water inlet valve until water flows

out

the

open funnel on the discharge. This

fills

the syphon

leg with water.

2. Close the inlet valve and remove

the

pipe plug vent

in

the

outer head. This admits atmospheric air pres-

sure

to

the

water surface in the outer head, and

starts the syphon operating.

3. Allow the discharge line to drain

the

outer-head.

4.

Open the drain valve connected

to

the water inlet.

This drains

the

compressor cylinder.

5. Remove two pipe plugs in the frame head. These plugs

drain dead pockets in

the

frame head.

The above procedure must be followed when draining

the unit in freezing weather

to

prevent bursting

of

the

water jacket due

to

incomple

te

draining.

11

SECTION

Ill

FRAME

AND

GEAR

3-1 GE

NERAL

ln.:orp.,ratcd

11

1 the

dcs1~n

or this unit ar

t'

rn

any

fea

tures

whH.:h t

ll

J

kc

1t t!cnnomH

.:

a

l.

efficient, reliable. a

nJ

cJS}

to

ma

i

nt<.~i

n

.

Sume

11

f

th

~

Dutstanding d

es1)<

n f

eatur

es

are:

1. Sealed Frame · Dust-anJ oil-tig

ht

fra

me

with

g~

s

kett'd

c•lwrs

-;c

:~ l

-;

th

e trame from

outs

ide dust and dirt. The

f

r

<.~

n

H:

need

bL'

1.1

pencd

nn

ly

at

lnt'rcquent iutcrv

ah

fllr

1

n~pc<..:

ll

u

n

.

) Fu

ll

-

float

ing

Bu

shin

gs

-The full-tlo<

ll

in

g busl

un

p.s

arc

tor..:c·

l·e.:J

lu

bt

i

c~

t eJ a

nJ

need

no

adjust mc

nt

.

3. Force-Feed lubrication

ll'

ct

ll

runn

1ng

parts.

4. on-

<tdju

stabl

t::

crosshe

ad

.

CAUTION

BEF

ORE

DOI

NG

ANY

INSPECTION OR

SERVIC

-

I

NG

ON

THIS

COMPRESSOR:

1. SH

UT

THE

MAC

HIN

E DOWN.

2 CUT

OFF

ELECTRI

CA

L SUPP

LY

FR

OM

TH

E

MOTOR

BY

OPENING A MA

NU

A L IS

OL

ATOR

SW

I

TC

H IN

TH

E POWER

LINE

TO

TH

E M

OTO

R.

L

OCK

THE DISCONNECT SWI TCH

SO

NO

ONE

WILl CLOSE

IT

ACC

ID

E

NT

AL

L

Y.

3.

LOCK

THE

BE

LT WHEEL TO P

REVENT

ROTA

-

TION.

4.

DO

NOT

AT

TEMPT

TO

S

ER

VICE

ANY

COM-

PRESSOR

PARTS

W

ITH

OUT

F

IRST

RELIEV

ING

THE

ENTIRE

SYSTEM

OF

A

IR

PRESSURE.

5. WHEN

SERV

ICING THE

CY

LI

NDER

E

ND

,

DRA

IN THE

WATER

FR

OM

THE

CYLI

N

DER

JACKE

TS (R

EFER

TO

SECTION 2).

3

-2

CROSSH

EAD

(Figure 3-1)

The

c

rosshead

is

of

one

piece

aluminu

m

con

struc

-

ti

on.

No

adjustment

is

ne

c

essary.

3-3

REMOVA

L

OF

CROSSHEAD

I.

On

ve

rt

ic

al units blnck the belt wheel

to

prevent rotation

and block the crosshead prior to remov

al

of the con·

necting roJ . Remove connecting r

od

(refer

to

Section

J-6). Lower the crosshead to bo

tt

om

or

the

stro

ke

and

reblock.

2.

L

oo

se

n the piston rod cros

sheaJ

l

oc

k nut and star

washer

12

CROSSH

EAO

CR

OSSHEAD PIN

Figure

3-

1. Cro5shead,

crosshea

d pin,

an

d re

tain

ing rings.

3. U

sc

a st

ra

p wrench to

sc

rew tile p

1s

ton rod

uut

of the

crosshead .

4. Remove the crosshead blocktng

anJ

tJke the crosshead

l

ll

thw ugh the

fr

ame opening.

Alternate

Meth

od

I .

Bll

lCk

t

ile

belt wheel

to

prevent rotariun

.,

Unscrew the pistnn

rod

from the crosshead (R

ef

er

to

st

ep

J above .

3. Remove the w rnpletc cylinder

en

d assembly.

NOTE. This

1s

accompl

is

hed hy r

em

ov1ng

the hex nuts

wh1ch secu

re

the frame head and d

is

tance pi

e..:e

to

the

fra

me

.

Be

cau

se

of

limited space, an ex-

tension wrench must he used to remove these

n

u

t

~

.

4. R

emo

ve

one

of

the crnsshe

aJ

pm

retaining rings.

5. Rem(we the crosshcad p

in

.

6. Remove the crusshead.

IMPORTANT

Du

ri

ng

Steps

Four

and

Five

Above

,

Be

Careful

Not

to

Allow

The

Conne

c

ting

Rod

to

Drop

For

·

cibly

on

The

Cro

s

shead

Guide

.

3-4

CROSSHEAD

AND

CROSSHEAD

BU

SH-

ING

(Figures 3-1 and 3-2)

The

cro

sshead

is free

to

float in

the

cro

ssh

ead

and

in

the

cro

ss

hea

d

bushing

.

It

is

held

in

pla

ce

by

a

fi

at

spr

ing

-

type

retaini

ng

ring

at

each

end

of

the

.

To

remove

the

crosshead

pin.

refer

to

the

foll

owin

g

procedure

.

CAUTION

ON

VERTICAL

UNITS

DO

NOT

REMOVE

THE

CROSSHEAD

WITHOUT

FIRST

BLOCKING

THE

BEL

TWHEEL

AND

THE

CROSSHEAD.

B.

Bef

ore

in

s

talling

the

sp

ri

ng

-ty pe

retai

ners

,

inspect

to

be

certai

n

that

the

spr

ing

ends

are

angle

c

ut

and

not

square

c

ut

. I

nadvertant

use

of

square

cut

ring

will

make

fut

ure

disas

sem

bly

extremely

diffi

cult

.

C .

One

end

of

the

cro

ssh

ead

contains

a

pipe

plug

.

Sh

ould

the

be

com

e

frozen

into

the

cro

sshead

,

the

pipe

plug

c

an

be

re

m

ov

ed

and

a

nipple

and

tee

installed

to

allow

pulling

the

with

for

ce.

Whe

n

insta

lling

the

crosshead

pin,

be

certain

that

the

p

ipe

plu

g

end

of

the

is

accessible

from

the

dis

tance

p

iec

e

opening

.

l .

Unwi

nd

the

retainer

on

the

a

cces

sible s

ide

of

the

croash

ea

d

.

2.

Pu

sh

the

back

ap

pr

oximate

ly

1,4

"

(or

not

mor

e

than

flush

with

the

s

ide

of

the

c

rosshead

).

Ref

er

to

CAUTION

note

C .

abo

ve.

3.

Remove

the

frame

cover

.

4.

Rotate

the

belt

wheel

to

lo

ca

te

the

cro

sshead

at

fr

ame

dead

cent

er.

5.

Rea

ch

into

the

frame

through

the

frame

co

ver

opening

and.

by

feeling

around

the

surfa

ce

of

the

inner

retainer

ring,

rotate

t

he

ring

so

tha

t

the

ring

split

is

ac

c

essible

from

the

frame

opening

.

6.

Using

a

short

handled

s

crew

driver

or

a

pie

ce

of

thin

metal

(br

asa

shim

stock

)

shaped

per

the

fol -

low

in

g

sketch

,

,...

3"

•I

•

___,c_

....------------

~~~=============~

BENT

CORNER

catch

the

end

of

the

screw

dri

v

er

or

tool

edge

in

the

retainer

ring

split

and

lift

(

or

pry

)

an

edge

of

the

re

-

tainer

ring

out

of

the

groove

.

The

ring

c

an

now

be

unwound

by

hand

.

NOT£

R

emo

val will

be

s

ur~pler

if

lht"

pr y

111~

1v

ol

IS

he

ld

tr

l

the

left

hand

wh

i

le

the

righ

t

hand

is u

se

d to preve

nt

rotat

in

g of

th

e

ring

w

hile

prying

.

Th

e

ring

ma

y be

held

by

the r

ight

ha

nd

by

rea

chi

ng

th

ro

ugh

th

e

open

i

ng

in

the

dis

tan

ce

piece

.

7.

The crosshead pin is n

ow

free

to

be removed.

Refer to CAUTION

note

A,

B, and C.

8.

To

reassemole

th

e

cross

head

,

ref

er

to

th

e

following

procedure

.

A.

Locate

the

connecting

rod

an

d

slide

the

crosshead

into

the

crosshead

until

the

is flush

with

the

crossh

ea

d . R

efer

to

C

AUTION

note

C .

B.

Wind

a

retainer

into

the

gr

oo

ve

on

the

ba

ck side

of

the

and

feel

to

be

cer

tain

that

the

ring

is

s

eated

into

the

groo

ve.

Ref

er

to

CAUTION

no

te

B.

above

.

C .

Push

the

back

to

expo~

the

r

ing

groo

ve

on

t

he

expo

s

ed

side

of

the

and

wind

the

reta

in

er

r

in

g

into

the

groove

.

Ref

er

to

C AU

TIO

N

note

C .

above

.

3-5 CO

NNE

C

TIN

G

ROD

(Figure 3·

2)

The

conn

e

ctin

g r

od

has

a solid

eye

at

t he cr

oss

head

end

and

a

spl

it

eye

at

the

c

rankpi

n

end

. A

dr

i

lled

oil

passag

e

co

nnects

the

ends

.

The

co

nnecting rod cap is held on by two bo

lt

s

wh

ich are

wired together at assembly. Two

bu

shings are used at the joint

where the rod a

nd

cap

fit

together. These bushings maintain

alignment and must not be remo

ve

d when removing the con-

necting rod

cap

f

ro

m the connecting

rod

. This w

ill

prevent

mi

s-

assem

bl

y when replacing the cap.

The

crankpin

bu

shing is

full

fl

oating and no adjustment

is

needed.

IMPORTANT

Never

File

The

Joint

or

Use

Shims

Between

The

Cap

and

The

Connecting

Rod

or

in

Any

Other

Way

Disturb

the

Relationship

Between

These

Two

Precision

Fitted

Parts

.

3-6

REMOVAL

OF

CONNECTING

ROD

(Figure 3-

2)

1.

Remo

ve

t

he

crosshead

..

(Refer

to

Se

ction

3-4

.)

2.

Place

pie

ce

s

of

wood

in

the

frame

cro

sshea

d

&uide

to

protect

it

from

the

co

nne

c

ti

ng

rod

.

Observe

blockin&

instructions

in

Section

3-3

13

CROSSHEAD

BUSHING

CONNECT

IN

G

R

OD

ALIGNMENT

BUSHING

PISTON

ROD

PISTON

ROD

NUT

CROSSHEAD

CRANK

BUSHIN

G

CONNECTING

ROD

CA

P

C

ONNECTING

ROD

BOLTS

Figure 3-2. Connecting Rod

J . R

otate

the

crankshaft

so

that

the

connecting

rvd

bolts

are

accessible

thru

the

opening

in

the

frame,

:

md

t

hen

remove

the

cap

bolts

.

4.

Remo

ve

the

connecting

rod

cap

through

the

opening

in

the

frame

.

5. Ro

tate

the

cranksh

aft

free

of

the

connecting

r

od

.

6.

Remove

the

~onn

e

cting

rod

thr

o

ugh

the

fram

e

open

mg

.

7.

To

replace

rod,

reverse

above

procedure.

IMPORTANT

When

Replacing

The

Connecting

Rod Cap,

Make

Sure

That

The

Retaining Bolts

are

Pro-

perly

Secured

Together

with Locking Wire.

3-7

CRANKPIN

BUSHINGS

(Figure 3-3)

The

crank

bushing

is

aluminum

of

special

bear

-

ing

alloy

and

is

made

in

two

pieces

to

allow

assemtly

on

th

e

cranks

h<'lft

.

It

is

full-floating

and

requires

no

adjustmen

t.

14

CRANK

Figure 3-3. Crankpin Connecting Rod and

Main Bearing Bushings

Both

surfaces

of

the

cra

nkpin

bushing

are

lubri

-

cated

by

oil

which

is

forced

through

the

drilled

pas-

sages

in

the

crankshaft

under

pressure

by

the

frame

oil

pump

.

If

excess

clearance

causes

the

rod

to

become

noisy,

it

is

necessary

to

·

replace

the

bushing.

The

cran

kpin

bushing

can

be

r

ep

laced

by

removing

the

connecting

rod

cap

and

rotating

the

crankshaft

free

of

the

con

·

necti

ng

rod.

CAUTION

THE

BELT

WHEEL

AND

THE

CROSSHEAD

MUST

BE BLOCKED TO PREVENT ROTATION

WHILE

THE

CRANKPIN

BUSHING

IS

BEING

REPLACED FAILURE

TO

DO

SO

CAN RESULT

IN

PERSONAL

INJURY.

3-8

MAIN

BEARING

BUSHINGS

(Figure 3-3 and 3-5)

Full

-

floating

aluminum

bushings

are

furnished

ca

·

pable

of

car

rying

both

radial

and

thrust

loads

.

Both

the

pump

side

and

drive

side

main

bearing

bushings

are

identical

and

require

no

adjustment

.

Both

surfaces

of

each

bushing

are

lubricated

by

oil

which

is

forced

through

drilled

passages

in

the

c

rankshaft

under

pressure

by

the

frame

oil

pump.

Should

the

bushings

require

repla

cement,

use

only

duplicates

of

the

original

bushin

gs.

It

is

recom-

mend

ed

that

both

bushings

be

replaced

at

the

same

time.

These

bushings

must

be

free

to

fl

oat

on

the

cran

kshaft

and

in

the

bearing

housi

.

'1g

B~

n!•rtain

that

all

parts

are

cleaned

before

assembly

.

NOTE: If

the

main bearing housings are removed,

the

gaskets must

be

replaced

with

new

ones.

Only

gaskets

of

the

same

type

and

size should be

used. A

gasket

sealer

sho

uld

be

used

to

en-

sure an oil

tight

joint.

It

is

necessary

to

remove

the

crankshaft

when

replacing

the

main

bushing

on

the

drive

side

.

(Refer

to

Secti

on 3-9

for

instructions.)

An

0-Ring

is

used

to

seal

the

joint

between

the

main

bearing

housing

and

bedplate.

When

the

housing

is

removed,

inspe

ct

this

0-

Ring

and

replace

if

necessary.

3·9

CRANKSHAFT

(Figure 3-5)

The

crankshaft

is

assembled

tn

the

bedplate

by

passing

it

through

the

opening

on

the

bearing

hous

-

ing

side

of

the

bedplate.

If

it

is

necessary

to

remove

the

crankshaft,

proceed

as

follows

.

1.

Remove

the

connecting

rod

and

cap.

(Refer

to

Section

3-6

.)

TWO·PIECE

CONNECTING PISTON ROD

CROSSHEAD

V-BEL

T ROD

SHEAVE~

FRAME

OIL

PUMP

-----"

~

SUMP TUBE

FRAME

HEAD

AND

DISTANCE

PIECE

Fig.

3-4

-

Cross-Section

of

Running

Gear

2.

Remove

the

V-belt sheave.

3. Remove

th

e cranks

haft

oil seal.

(Re

fer

to

Section 3-JO.)

4.

Remove

th

e main bear

in

g housing.

5.

Support

the crankshaft in a

horizontal

position a

nd

re-

move it from the frame by pulling

straight

out

through

the

main bearing housing opening.

3-

10

CRANKSHAFT

OIL

SEALS (

figure

3·61

A

double

oil

seal

is

provided

on

the

drive

side

of

the

frame

to

prevent

t

he

e

scape

of

oil

along

the

crankshaft.

Each

seal

is

of

the

lip

type

and

is

normally

com

posed

of

a

neoprene

base

material.

A

coil

spring

is

mounted

in

the

lip

of

each

seal

to

maintain

proper

lip

pressure

on

the

crankshaft

to

insure

sealin~.

3·11

REMOVAL

OF SEALS (Figure 3·7)

l.

Remove

the

belt

wheel.

2.

Work

a

screw

driver

or

similar

tool

along

the

joint

between

the

outer

surfa

ce

of

the

seal

a

nd

the

bearing

housing

co

unter

bo

re

. W

or

k

th

e

tool

ar

ou

nd

the

seal

until

the

seal

is

completely

remo

ved

fr

om

the

counterbore.

The

seal

will

then

sl

ide

f'f

f

the

cran

kshaft.

Fist. 3

·6

-

Crankshaft

011

Seal

NOTE:

Since

it is very probable

that

the

seals will be

damaged

while

being removed, be

certain

that

new

replacements

are

available.

15

CHECK

AXIAL

CLEARANCE

HERE

MAJN

BEAqiN

~

BUSH

IN"'

MAIN

BEARING

HOUSING

Fig

.

3-5

- C

rankshaft,

Main

Bushings

and

5"

Stroke

Oil

Seal

3-12 REPLACEMENT OF SEALS (Figure 3-7)

I.

Th

o

roughl

y

clean

the

crankshaft

and

bearing

hous

ing

counte

rb

o

re,

and

remove

any

ni

cks

or

sharp

edges

at

the

keyway

.

It

is

recommended

that

shim

stock

or

tape

be

used

over

the

keyway

to

prote

ct

the

lip

on

the

seals

during

assembly.

2.

The

lip

section

tends

to

distort

if

forc

ed

abruptly

ov

er

the

shaft

.

It

is,

therefore,

rec

o

mmended

that

the

shaft

and

the

lip

of

the

seal

be

well

coated

with

oil

and

a

rotary

screw

motion

be

used

while

pushing

it

over

the

shaft.

5"

Stroke

Units

Force the inner seal into position such that there

wi

ll

be

1/4" (6.35

mm)

to

5/

1

6"

(7.935 mm) between the inner

s

ea

l and the o

ut

er seal when the outer

se

al is flush with

th

e

I

/8"

(3

.I 74

mm)

counterbo

re

.

7"

Stroke

Units

For

ce

the

inner

seal

int

o

the

bore

as

far

as

it will

go

using

a

block

of

wood

and

a

ham

me

r

or

an

extreme

·

ly

blu

nt

i

nstrument.

(Assembly

at

the

factory

is

a

ccom

plished

by

using

a

metal

tube

ov

er

the

shaft

to

f

orc

e

the

seal

evenly

into

its

seat

. Fo

rce

the

o

uter

sea

l

into

the

bore

until

the

out

er

f

ac

e of

th

e

sea

l

co

mes

flush

with

the

co

unterbored

fa

ce

in

the

frame

bearing

ho

using.)

16

MAIN

BEARING

BUSHING

CRANKSHAFT

OIL

SEAL

fig.

3-7

- C

ross-Section

of 7"

Stroke

Oil

Seal

Assembl

y

DESCRIPTION

General -A force feed lubrication system is used

to

supply oil to the main bearings, crankpin bushings, cr

oss-

head pin bushing and crosshead.

Operation -The frame lubrication system u

ses

an

internal gear type pump driven by the cr

an

kshaft. (Figure 9 .)

The pump draws o

il

from the sump through a coarse screen

and forces the oil through a can

typ

e disposab

le

filter. The

oil then flows under pressure through drilled passages

in

the crankshaft

to

the main bearing bushings and crank

pi

n

bearing bushing. The connecting rod

is

rille drilled for

lubrication

.o

f the crosshead pin bushing. After passing

through and lubricating the vario

us

parts the o

il

returns

to

the sump

in

the crankcase.

A spring loaded ball-check-type relief valve, protects the

lubricating system from excessive o

il

pressure resulting

from low ambient temperature at start-up or clogging

of

the oil filter.

CRANKSHA

FT

O

IL

FILTE

R

SECTION

IV

FRAME

LUBRICATION

Wh

en

starting for the first time the oil pump must be

primed. Remove the pipe plug

in

the pump cover (Sec

Figure I 0) and pour oil down the hole into the pump.

Priming

is

necessary only before the initial sta

rt

up

or

after

the machine

ha

s been idle for several day

s.

Frame Oil Pump -The

oil

pump is an internal gear

pump with two rotating gears. The pump drive shaft

is

driven directly

off

the

co

mpressor crankshaft. The internal

gea

r

is

a pre

ss

fit on the drive shaft and rota!cs at !lie same

speed as the compressor crankshaft. The external gear is

d

ri

ve

n by the internal gear and rotates at reduced speed

in

side the pump locating ring. (Refer

to

Figure 1 1 .)

Oil is trapped between lhe internal and external gear

and

is

carried from the inlet to the discharge Side

of

the

pump. The oil then nows through the filter and in w the

compressor bear

in

gs.

The oil pump cover and the main bearing housing

have

drilled inlet and discha

rge

passages. The suction strainer

STD. ROT

ATION

MAIN

BE

A

RIN

G HOU

SI

NG

"0

" RING

MAIN

BEARING

HOUS

IN

G

OIL

PUMP COV

ER

REVERSE ROTAT

ION

SECTION y .y

Figure 9. Frame

Oil

Pump and Filter Showing Oil Flow.

17

FR]<ME

OIL

BREAT

HER

CAP

FRAME O

IL

PUMP FILTER

~

CY

LI

ND

ER

LUBRICATOR

REMOVE

THIS

PLUG TO

PR

IME OIL

PUMP

FRAME

O

IL

DRA

IN

FRAME OIL PUMP

Figure 10. Priming

Oil

Pump.

located in the

sump

is connected

to

th

e

pump

by

copper

tubing. The

pump

shaft rotates in

two

br

onze bushings

which are lubricated

by

pump

le

akage. An oil seal prevents

pump

leakage from dripping

on

the

floor. A built-in relief

valve

on

the

pump

discharge prevents excessive

pump

pres-

s

ur

e when starting with cold oil.

OIL

PRESSURE

AND

TEMPERATURE

General

-Oil

pressure varies from unit

to

unit according

to

operating speed and lube oil viscosity. The compressor

will

operate satisfactory with 8 psig (0.55 bar) oil pressure

measured

at

the

pr

essure shut-down switch. (See Figure I 0.)

Norm

al

Operating pressure is from

15

to

40

psig ( 1.03

to 2.76 bar).

Figure

11

. Frame

Oil

Pump.

18

Troubleshooting - A reduction in pressure will result

from the following: .

1.

Plugg

ed

filter. Correct

by

replacing fUter.

2. Plugged suction screen. Correct by cleaning.

3. Air leak in su

ction

line. Correct

by

tightening all suction

connections a

nd

pulling

up

on

gasketed

joint

s between

oil

pump

casing and bearing housing.

4. Reli

ef

valve

st

uck open.

To

co

rrect, remove relief valve,

clean and replace.

5. Worn main bearings or crankpin bearing. Correct

by

replacing bearing.

The crankcase oil temperature will

be

approximately

50°F

(

10

°C)

above ambient temperature.

Use

of

heavier

viscosi

ty

o

il

s

wi

ll

increase the crankcase temperature.

OIL

FILTERING

General

-A

new machine always

con

tains some dirt

and

foreign

matter

which

is

washed

out

by

the flow

of

oil

through the system. This is colle

ct

ed

by

th

e ftlter before it

can get

into

bearings. When the filter becomes clogged, the

pressure

at

the bearings will decrease until the oil pressure

failure protection switch automatically shuts down the

compressor

at

5 psig

(0.34

bar)

oi

l pressure. The filter

should be replaced before this happens.

Components -The frame lubricating oil filtering system

consists

of

two

units:

I. An 18 mesh wire screen

is

used

on

the intake

of

the

lubricating oil pump. This screen will prevent coarse

particles from entering the pump. This screen should be

cleaned periodically.

2. A full flow replaceable cartridge type oil filter is used

between the lube oil

pump

and the running parts. The

cartridge

is

located on

the

main bearing housing

(F

igure

1

0). To replace the fllter unscrew

it

from

th~

housing

and replace

the

entire unit with a new one, obtainable

from Ingersoll-Rand branch st

ock

.

OIL

-PRESSURE

FAILURE

PROTECTION

General

-Th

e

comp

re

ssor is equipped

with

an automatic

oil-pressure shut-down device which stops the machine in

case

of

lubricating-oil-pressure failure. This oil press

ur

e

switch

is

set

to

operate

at

a rising press

ur

e

of

8 ·psig

(0.55 bar) and

at

a Jecreasing pressure

of

5 psig

(0

.

34

bar).

It

is

piped

into

the frame

at

the main bearing bushing on

the drive side.

An

oil pressure gauge is

mounted

on

the oil

pre

ss

ure shut-down switch.

Operation - It

is

necessary to keep this protective device

inoperati

ve

during the starting period to permit oil pressure

to build up and close the oil pressure switch. This is done

by

ho

lding the Start

butt

on down for

10

to

20 seconds.

Th

e normal oil pressure

var

ies

between

15

psig and 30

psig (1.03 to 2

.0

7 bar) and

is

indicated on a

di

al pressure

gauge which

is

piped into the drive side main bearing which

is

the end

of

the o

il

system and, therefor

e,

insures oil

being fed to

all

bearin

gs

res

ul

t

in

g

in

assured lubrication

and maximum heat removal.

If

oil pre

ss

ure drops below 15 psig

(I

.03 bar) the frame

noise l

evel

may be higher.

FRAME

OIL

REQUIREMENTS

Th

e capacity

of

th

e o

il

sump is approx

im

ately

5"

UNITS

2

GALLONS

(7

.6 liters)

(1

.7

Imp.

gal.)

7"

UNITS

4.5

GALLONS

(17

.1 liters)

(3.8

Imp.

gal.)

Specifications -

An

exact o

il

specification which w

ill

include

all

oils suitab

le

for this service and exclude

all

unsuitable oils, is impossible to

wr

ite. The major oil

co

m·

panies have made exhaustive studies of air

co

mpressor

lubrication and each has developed o

ne

or more o

il

s which

they can recommend, and

we

wou

ld

suggest you show

them these specifications and then follow their

re

co

rn·

menda lions.

The o

il

must separate rapidly and produce little sludge.

It

must be a

well

refined petroleum product containing no

fats or fixed o

il

compounding. Straight mineral o

il

con·

raining a foam depressant

is

referred.

It

must

be

substan·

tially non-corros

ive

to

the common bearing meta

ls

. The

pour point

mu

st be at

le

ast 10°F

(·12°()

lower than am·

bicnt temperatures encountered

to

permit proper

lu

brica·

tion

in

the crankcase at starting.

The following

re

commended limits on laboratory test

characteristi

cs

arc gene

ra

ll

y satisfacto

ry.

Fla

sh

Point (Open C

up

)

Vi

scosity at I

00°F

(38°C) (SSU)

Vi

scosity at 21 0

°F

(

99°

C)

(SSU)

Carbon Residue (Conradson)

Strong Acid Number

380°

F

(193°

C)

Min

.

780

Ma

x.

60

Min

.

0.45% Max.

0.00 Max.

All

tests shall

be

conducted

in

accordance with the

Standard M

etho

ds

(late

st

Edition) of

th

e

Am

erican Soci

ety

for

Te

sting Material.

Servicing -Examine the oil at regular intervals to see

that

it

does not discolor or become full

of

sludge. After the

compressor has b

ee

n

in

operation a while, it should not be

necessary

to

change the oil more

of

ten than once

eve

ry 4000

hours or once each year whichever occurs first. The o

il

may be drained from the crankca

se

thro

ugh

the drain plug

located

in

th

e base

of

the sump. Check the o

il

level

periodica

ll

y and do not allow the

oil

to

fall

below the mark

on the o

il

ga

uge

lev

el.

Add a small amount

of

oil periodica

ll

y thru the breather

tube to maintain the oil l

eve

l while the unit

is

in

operation.

Whe

n the unit is s

hut

down the oil level

will

be well

above the l

evel

on the o

il

le

vel

gauge.

Synthetic

Lubricants -Synthetic

lul;ni

cants are not

normally used for frame lubrication due to their possib

le

incompatability with paints a

nd

materials used in the frame

and running

ge

ar components Refer to Section 6, Cylinder

Lubrication, for

fu

rther

in

formation on the

use

of

synthetic

lubricants.

19

SECTION

V

COMPRESSOR

CYLINDER

DESCRIPTION

General -The compressor cylinder will be either lubr

i-

c~tcd

or non-lubricated depenuing on appli

ca

ti

on. The N L

(non-lubricated) cylinder

is

used for applications that

prohibit air or

gas

from being contaminated with oil , grease,

gly~.:erine

,

or other lubricants. NL cylinders feature the

TFE

(tetralluoroethylene) rider ring on the

pi

sto

n to prevent

metal to metal contact

of

the piston

wit

h the cylinder bore,

and TFE piston rings to maintain proper

wall

pressure.

TFE is also u

se

d in NL cylinder pressure packing and

through the use

of

wear strips and valve guide inserts in

N L channel

va

lves.

In

addition, an o

il

stop plate

is

used on

the piston rod to prevent the travel

of

frame oil up the

rod to the cylinder. The use

of

T

FE

components, wear

strips, and an oil

stop

plate

is

not re4uired with lubricated

units.

An

NL compressor also requires a much finer cy

li

nde r

bore th

an

a lubricated modeL

Components -The cylinder

end

of

the compressor

consists

of

the cylinder with its

va

lve

s, frame and outer

head

s,

piston and rod, and the stuffing box and packing.

The followi

ng

is

a brief explanation of these major

assemblies making up the cylinder end. Refer

to

the cr

oss-

section

(F

igure 1

2)

and become

fam

ili

ar with the parts

and their functions.

PISTON ROD

FR

AME

HE

AD

PRESSURE

PACKING

A.

The

cy

linder is a single piece, cast iron construction with

easily removab

le

valv

es

and

he

ads and with thorough

water jacketing for removal of heat.

B.

The framehead closes

off

the frame end

of

the cylinder.

It

has

an

intergral stuffing box which conta

in

s a

fu

ll

-

floating

pi

ston rod pressure packing.

C.

The nute

rh

ead seals the outer end

of

the cylinder.

D.

In

gersoll-Rand Type

''A

" Channel Valves, having a

reversible scat plate. arc used on most applications.

Other

typ

e valves arc availa

bl

e

t'or

special applications.

(See

Se

ction 7 for w

mpl

ctc description

of

th

e

va

lves

u~

e

d

in your un1t).

E.

The

piston used

on

7 in. ( 178

mm)

str

ok

e units

is

of

two-piece cast iron construction. (Sec

Page

23

for

further description.)

F. The cylinder packi

ng

is full floatingmeta

ll

ic:

.(See

Page

26

for a comp

le

te description.)

PISTON & ROD

OUTER

HE

AD

Figure

12

. Horizontal Compressor Cylinder with Aluminum Piston.

20

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IR Ingersoll Rand ESV Operation And Maintenance Instructions

IR Ingersoll Rand ESV Operation And Maintenance Instructions

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