Manual Recip Package Rev-001

7/25/2019 Manual Recip Package Rev-001

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FOREWORDCongratulations on your purchase of the ‘Chicago Pneumatic Compressor Package’! You are now a part of

the evergrowing family of ‘Satisfied CP ‘Customers’.

This manual containing ‘Operating & Servicing Instructions’ is an integral part of your Compressor Package

and should be kept with it at all times so as to be available to the operator or service engineer.

Before stertlng the Compressor Package read this manual carefully so as to understand the contents clearly.

For additional information, please contact the nearest CPIL office’ or the dealer from whom the machine was

purchased.

TO OBTAIN THE BEST RESULTS1. Read this Instruction Manual carefully.

2. Install the Compressor Package as instructed. Costly installation errors and possible damage to the

compressor can be avoided if the instructions are followed carefully.

3. Use only recommended brands of lubricating oil.

4. Keep the compressor valves and cylinders free from carbon.

5. Keep the plant clean.

6. Do not run the compressor without suction air filter.

7. Do not put paraffin or other inflammable spirits into the compressor or air receiver.

IMPORTANTThe company reserves the right to alter the design or construction and to supply the same when so altered

w!thout reference to illustrations or description given in this instruction manual.

Since CP is dedicated to a process of ongoing improvements in its products, the illustrations and

specifications are subject to change without notice.



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Contents

SR. DESCRIPTION PAGE NO.

NO.

1 Introduction 3

2 Construction 3

3 Systems 3

a. Air System. 3

b. Lubrication Systems 5

c. Water Cooling System 6

d. Capacity Control System 6

4 Salient Features 7

5 Installation 7

6 Compressor Operation

a. Initial Commissioning 9

b. Routine Starting & Stopping 10

c. Recently Overhauled Unit 11

7 Maintenance 11

8 Electricals 17

9 Safety Devices 18

10 Maintenance Schedule 20

11 Faults And Remedies 22

12 Trouble Shooting Chart . 24

APPENDICES

I LUBRICATING OIL 25

II RUNNING CLEARANCES AND WEAR LIMITS 26

III TORQUES 27



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INTRODUCTION

The Compressor Package is a complete unit ready to

install, easy to commission, easy to operate, easy to

maintain and an extremely reliable package unit

engineered for excellence.

The package comprises of state-of-the-art horizontalbalanced opposed reciprocating water cooled air

compressor, water cooled heat exchangers, drive

motor, ‘v’ belt or direct drive arrangement, starter cum

control panel, safety devices, interconnecting piping,

cabling, etc. and ordered accessories duly mounted

on a rigid steel deck. These packages are provided

with Anti Vibration Mountings (AVM), to reduce the

vibrations from being transmitted to the floor, hence

eliminating elaborate civil foundation.

The following paragraphs explain the various features

incorporated with the package unit.

CONSTRUCTION

1. FRAME: Totally enclosed, rigid, pressure tight’

made of high grade, close grained C.I., precision

machined and stress relieved for permanent’

alignment. Two bearings fitted on the drive end side

gives better support to the crankshaft aided with one

bearing fitted on the purpp end. Main bearing housing

bores are accurately bored to avoid misalignment or

eccentricity.

2. CRANKSHAFT: High grade S.G. Iron crankshaft and

journals duly ground and polished ensure a long life

of bearings.

3.CONNECTING RODS: Forged alloy steel connecting

rods duly normalised, are designed to provide

minimum, thrust on the cross head bearing surfaces.

Big end bearing bores finish machined

accommodate prefinished replaceable bearing

halves of copper lead alloy, designed for k)nger

operation. Small end bearing bushings .are of special

bronze metal.

4. MAIN BEARINGS AND BIG END BEARINGS: Thin

walled, pre-finished to the size, small width and

sufficiently large diameter perfect rigidity to running

gear. Both the bearings are of copper-lead alloy.

designed for longer life of operation.

5. CROSS HEAD: Made of high grade S.G. Iron. its low

inertia along with low friction cross-slides ensures

perfect running of cross head. Its hollow design on

either sides ensures’ true running of piston rod

thereby resulting in improved life of packings and

maximum life of piston rod. The doors fitted on cross

slide provide easy and wide access to the crosshead

pins which are held in position by two circlips on

either sides.

6. CYLINDERS: Graded C.t. cylinders designed with

adequate water jackets ensure optimum heat

dissipation of the surfaces in contact with

compressed air. Wide water jacket doors provided on

cylinders ensure easy access for cleaning of cylinder

jackets. Designed for streamlined air passage and

maximum number of valves, cylinders provide smooth

flow of air thereby minimizing the pressure drop.

7. PISTONS: Low inertia. light-weight, pistons in twohalves of special Aluminium alloy are double acting

and provided with suitable compression rings to

ensure perfect sealing during compression. In non-

lube compressors, in addition to piston rings. piston

are also provided with Teflon rider ring to take the

load of the piston during unloaded condition.

8. PISTON ROD AND PACKING: Alloy steel piston rods

fitted with wear. resistant packing rings of antifriction

type. to prevent any possibility of compressed air

leakage.

9. VALVES : Reduced lift with large flow area,

stainless steel, ported plate type valves, both for

suction and discharge, arranged symmetrically,

provide longer life. A protection grill fitted on suction

valves prevent any valve part falling into the cylinders

in case of any accident. Ease of accessibility of these

valves and non-reversibility of suction and discharge

valves makes it simpler and foolproof for regular

maintenance.

10. HEAT EXCHANGERS: Horizontal or vertical. shell

and tube type, with removable tube bundle. with water

through shell and air through tubes, heat exchangers

are fitted on the cylinders at a height which is easily.

accessible. Designed for optimum heat exchange, the

heat exchangers cools the air received from theprevious stage discharge effectively before its entry to

the next stage cylinder and so on for successive

stages. Provided with a pulsation bottle on inlet side

(in select models) and an’ efficient moisture

separator on discharge, the heat exchangers are of

counter flow type and complete with a safety valve and

auto drain valve with bypass arrangement.

11. OIL PUMP: Gear type oil pump directly driven by

the crankshaft and fitted on the bearing housing. it

feeds oil to the main bearings.. connecting rod

bearings and to one cross slide in HX model (side

opposite to crankshaft rotatfon) and to both the cross

slides through choke in HN model. The oil pressure

is regulated by a pressure regulating screw provided

on the oil pump body. To increase the pressure,

regulating screw has to be screwed in and viceversa.

SYSTEMSAIR SYSTEM

This is the heart of the unit and the same is

responsible for delivering quality compressed air at

the outlet. It starts from the suction filter of the

compressr and ends at the final service valve of the

package. Keeping the air passages as clean as

possible will reward you in terms of quality air and



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O i l p u m p

O i l f i l t e r

S t r a i n e r

C h o k e

C r o s s s l i d e w i t h

c r o s s h e a d

C o n n e c t i n g r o d

B e l t w h e e l

O i l p r e s s u r e g a u g e

N o t e s : 1 n o .

C h o k e a t c r o s s s i d e i s p r o v i d

e d o n m o d e l - H X

2 n o s .

C h o k e o n e o n e a c h s i d e p r o v i d e d o n m o d e l - H N

F R A M

E

L U B R I C A T I O N



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reduced power consumption.

CP provides a filter of superior grade at the section of

the compressor to avoid any ingress of solid

particles. The compressor cylinder, during suction

stroke, aspires atmospheric air through the filter and

compresses it to the delivery pressure. In case ofmulti-stage compressors the delivery pressure is

achieved by compressing the air in stages. Between

successive stages a highly efficient heat exchanger is

provided to remove the heat of compression. Air,

before passing to the next stage is cooled to near

about atmospheric temperature in the heat

exchanger. This helps in reducing the final air

discharge temperature as well as the power

consumption of the compressor.

LUBRICATION SYSTEM

FRAME LUBRICATION

Full forced feed lubrication is used throughout. Apositive displacement rotary type pump is directly

driven by the crankshaft through a oil pump drive

shaft. Oil from the sump is drawn by the oil pump

through a fine perforated sheet strainer. The oil pump

discharge is taken to oil.filter (cartridge paper type)

and the filtered oil is led through copper tubes to

each main bearing (drive end and non drive end). refer

fig. The oil from the main journals of the crankshaft

flows to crank pins through the rifle drilled holes and

also from crank pins to small end bushing through

rifle drilled holes in connecting rods.

Facing belt wheel, haying clockwise direction of

rotation. the left hand cross slide (1 st stage) is

pressure lubricate9. A 10 mm copper tube connection

is taken through a tee connection in main oil line and

connected to a choke (Oia. 1 mm hole) which is fitted

on the top face side of the cross slide, The oil through

the choke flows to the centre of cross slide to top of

the cross head.

The 2nd stage cross head is splash lubricated in

case HX models. Since the direction of rotation is

clock wise when viewed facing the belt wheel, the

splashed oil from the 2nd stage connecting rod

bearing falls on top of the cross slide. The top of the

cross slide is specially built with all around smalldam inwhich the splashed oil accumulates and

through the drilled hole, faJls on top of cross head for

lubrication.

The 2nd stage cross head is lubricated through

choke in case of HN models.

OIL PUMP AND PRESSURE

A gear type positive displacement oil pump is

employed. It is therefore absolutely essential that the

correct direction of rotation of the belt wheel is

maintained as per arrow marked on non drive end

bearing housing. In case the compressor is run in

incorrect direction, the oil pump will not pump oil.

resulting in seizure and damage. To avoid this a ‘Low

Oil Pressure Switch (LOPS)’ is fitted on the panel. The

common connection for the LOPS & Oil Pressure

Gauge is tapped from the farthest point of the frame.

i.e. f: urn the last bearing when viewed from the drive

end side.

The oil pressure regulating valve is housed in the oil

pump body. The oil pressure adjusting screw should

be turned clockwise to increase the oil pressure and

vice versa.

The oil pump and oil pressure regulating valve can

be approached by removing front cover. In case the

compressor has undergone recent overhaul or

prolonged storage then it is essential to rotate belt

wheel several turns to ensure that the bearings are

flooded with oil.

OIL GRADEThe life of a machine depends almost entirely upon

the effectiveness of lubrication and therefore the

sel’ection of proper lubricants shoulQ be given

considerable thought. Use a high quality industrial

oil, as experience has shown that it is poor economy

to use a cheap oil.

Normally a good quality non detergent mineral oil

containing rust and oxidation inhibitors, anti foam and

good water separating properties should be used.

Sludge and other impurities in the oil will cause the

oil strainer to clog, resulting in lubrication starvation

to bearings.

OIL LEVEL

The red dot on the oil level gauge (visual screw) fitted

on the frame indicates the desired oil level in the

frame,

WARNING !

1. Never mix different brands of oil. While using other

brand of oil, the existing all must be completely

drained and inside of the f,rame thoroughly cleaned

and dried out.

2. Maintain correct all level in frame. Low level willcause foaming due to mixture of air and all thus

damaging the bearings. Higher 011 level will capse

excessive high all temperature due to continuous

paddling of the oil, resulting In an early reduction of

lubricating all properties. The normal working temp.

of all is around 70°C.

3.With a new machine the oil should be examined

and drained after the fli’st 50 hours of operation since

the lubricating 011 will wash out the dirt and dust that

may have collected during shipment and installation.

If the inspection of the oil found in the bottom of the

frame, shows it to be contaminated, it should be

removed immediately and disposed. It is impractical

Use Genuine CP Recip Lueoil only



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to state definitely how’ often the frame oil should be

changed because operating conditions vary

considerably. We recommend oil to be changed every

6 months or 3000 working hours, whichever is earlier.

4. A close watch must be kept on oil pressure. Any

Indications of low oil pressure must be investigatedand oil filters replacedJmmedlately. We recommend

oil filter to be replaced every 1500 hours I 3 months

whichever Is earlier.

CYLINDER LUBRICATION(Lube model only).:

The cylinders are lubricated by multiple mechanical

force feed lubricator delivering a controlled quantity of

oil under pressure to each cylinder. Normally a good

quality, properly inhibited pur.e mineral oil as

explained in frame lubrication and appendix I s.hould

be used. A common oil for frame and forced feed

lubricator is recommended.

1. A new machine may require the lubricator pumps

to be pumping their full capacity in order to prevent

over heating or flushing out of entrained dirt in the air

system, Upon reducing the quantity of oil fed to the

cylinder bores, the cylinder bore and piston rod must

be inspected for the presence of an oil film within 2

hours after oil reduction is made. If oil supply is cut

too much, scoring, rapid wear and overheating will

occur. During the first month, adjust the oil feed 50%

higher than the, feed required for normal operation.

2. A test for the proper amount of cylinder oil is to

remove one of the valves occasionally and visuallynote the appearan’ce of the cylinder wall. Wipe

cylinder wall with cigarette paper to see if an oil film

is present. The surfa,ce of ttie cylinder walls should

have a slight film of oil covering them - they should

not’ be dry. If the surface is dry, the cylinder is not

receiving sufficient lubrication.

3, If the surface appears to be saturated with oil, the

cylinder lubrication is excessive and will result in

heavy carbon deposits which affect the efficient

operation of the compressor. The excessive

lubrication is not a supplementary safety but may

accelerate the causes of serious fire or explosion In

pipe lines due’ to the presence of carbon dust and

other Impurities in oil and air. The malfunctioning of

valves is often caused by excessive cylinder

lubrication.

4. Clean frequently all the valve pockets in cylinders,

discharge lines. heat exchangers and receivers in

which such accumulation can take place.

5. The oil level in the cylinder lubricator should be

ch,ecked at frequent intervals and an ample supply

maintained therein at all times.

WARNING!

BEFORE REACHING INTO A CYLINDER, EVERY

PRECAUTION SHOULD BE TAKEN TO KEEP THE

PISTON FROM BEING MOVED IN THE CYLINDER.

THE AIR BACK PRESSURE FROM THE RECEIVER

OR MAINS SHOULD BE ENTIRELY RELEASED

FROM THE CYLINDER. IF A VALVE HAS BEEN

REPLACED IN THE. DISCHARGE LINE, IT SHOULD

BE CLOSED AND AIR VENTED BETWEEN VALVE ANDCYLINDER.

6. The lubricator should be cleaned periodically, to

ensure that clean oil is supplied to cylinders

WATER COOLING’ SYSTEM(CYLINDERS AND HEAT EXCHANGERS)

1. A good clean water shquld be provided for cooling.

If the cooling water has a high percentage of lime

sulphur. silt. mud or other impurities. these will be

deposited in the cylinder jackets. head. intercoolers

andaftercoo~er tubes and shells. The scale deposits

unless removed. will obstruct the flow of water. lowerthe rate of heat transfer and may result in damage to

the machine. Cleaning holes are provided in the

sides of the cylinders for cleaning the jackets and

cylinder heads. Periodically the cylinder jackets.

cylinder heads. inter-cooler and after cooler tubes

and inside of the shell should be inspecte,d and

cleaned.

2. The cooling water pipe connections for the

compressor package cooler should be arranged as

shown on the General Arrangement drawing..

3. A generous amount of cooling water should be

provided to each cylinder, inter-cooler and aftercooler.The inlet water pressure is recommended to be

maintained between Min 1.5 kg/cm2 and max. 3.5kg/

cm2 The inlet water temperature must not exceed 32°

C and this should be very strictly taken care off. The

water temperature differential between inlet and outlet

should not exceed 7 to SoC and should preferably ?e

lower. .

4. please refer compressor I package G.A. Org. for

quantity of cooling water required.

OPEN TANK

Where the water cooling tower is not available andthe location requir~s aDen tank system. then the.

tank should have min.1 hour water circulating

capacity.

It is preferred to have low depth so that more water

surface area is available to cool the water by natural

air in addition to adequate water sprinkl.ers.

CAPACITY CONTROL

The compressor package is provided with either 2 or

3 step ‘Electro Pneumatic Capacity Control System’

comprising of 3 way solenoid valve operated by

pressure switch, actuating at delivery I pressure

(receiver pressure). This also ai(:ls the I compressor



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to operate at no load till the motor attains I normal

speed and lube oil pressure builds up to the required

value, at the time of inltal starting.

OPERATION:

Load Percentage: A single pressure switch and

solenoid valve will work either at 0% or 100% (2 step).This is usually applied to single acting compressors.

In double acting compressors, two nos. of pressure!

switches and solenoid valves are used thus

achieving! 0%,50% and 100% (3 step) load

conditions.

In 3 step capacity control, the outer end of LP and

inner end of HP get unloaded by one pair of pressure

switch and solenoid valve thus the compressor runs

on 50% load. The inner end of LP and outer end of

Hpget unloaded by the other pair of pressure switch

and solenoid valve thus the compressor runs on 0%

load.

The principle of operation of 2 step capacity control

Is explained in the following paragraph:

The delivery (receiver) pressure being low during

starting the compressor, the pressure switches

energises the solenoid valves thus stopping air

supply to suction valves and the compressor comes

on full load I.e. known as 100% load. As the delivery

(receiver) pressure increases than the set pressure

of the pressure switch, the contacts of the switch

opens and de-energises the solenoid valve. Air is

supplied to the suction valves thus opening the

same. The compressor thus gets fully unloaded i.e.

0% load.

SALIENT FEATURES

NO FOUNDATION:

This package Is ready ,to use with no concrete

foundation required. A simple Industrial levelled floor

Is a must for installing the package. Due to the above

feature the cost of foundation and man power is totally

saved and site engineering hassles are eliminated.

REDUCED VIBRATION:

The symmetrical reciprocating action, balanced

compression ratios in each stage and equal weights

of the moving parts keep the inertia forces of thereciprocating and rotating masses in perfect

equilibrium. As no unbalanced inertia force exists in

the primary or seconQary inertia forces, the inertia

couples are negligible. Further, the anti-vibration

mountings (AVM) provided between the sub-deck and

main deck dampen out the vibrations of the package

considerably.

LESS FLOOR SPACE:

Since the entire package is mounted on the skid and

the heat exchangers and ordered accessories are

arranged in such a fashion, it effectively reduces the

floor space. The short stroke of the compressor alsomakes the unit more compact.

EASY INSTALLATION:

Since the compressor in supplied as a package i.e.

all piping and wiring upto battery limit being done at

factory, the installation of the unit can be done in very

quick time. The package can be installed anywhere

on the levelled shop floor and can be made ready just

by connecting three phase electrical supply, watersupply and air discharge piping.

EASY ACCESSIBILITY:

Besides being compact, the compressor is also

designed in such a way that it provides easy

accessibility to all the parts and facilitates the

supervision and maintenance of the same.

PORTABILITY:

The package has provision for lifting the entire unit,

enabling you to shift the package from one shop floor

to another, as per site requirements, without any

headache.

HIGH THERMAL EFFICIENCY:

Double acting type with the reciprocation of the piston

fully utilized for compression in either movement of

the piston, the compressor efficiency Is enhanced

added to the fact of accurately machined parts,

symmetrically arranged valves watercooled cylinders

with adequate water jackets for optimum heat

dissipation and and efficient intercoolers. This also

reduces the power consumption considerably.

MAXIMUM RELIABILITY:

The valves used in the compressor absorb the

shocks of the movement of valve plates, therebyproviding a noise less operation. The damper plate

used in the valve assembly dampens the Impact of

the valve plates and lead to prolonged life of plates.

The accurate selection of materials, Its heat

treatmenf and the accurate machining of the.

components gives further reliability to the operation of

the compressor. The forced feed lubrication u~ed for

the running gear parts give excellent wear resisting

characteristics. All essential sections are designed

adequately to make the structure rigid and undergo

the strictest of quality acceptance tests. On

completion, each package is tested thoroughly for

parameters of capacity, pressure, power, vibration,etc. before the despatch of the unit. Further, safety

devices provided for the oil pressure and other lines,

gauges for oil pressure and air pressures in each

stage mounted on the panel simplifies the

supervision in operational Conditions.

INSTAllATION

The,following instructions are provided to aid in the

proper installation of the machine and to assist the

operator in its operation and servicing. Costly

installation errors and possible damage to the

compressor can be avoided if these instructions are

followed carefully.



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LOCATION

Install the compressor in clean, dry well-lit and 6)

ventilated place (preferably having cross-ventilation al

provision) with sufficient space reserved for the pi

cleaning, inspection and repairing of the unit. The cc

general arrangement drawing shows the space in

required for the removal of pistons, heat exchangerb4 tube bundles. Provide sufficient space for their

removal when locating the machine.

The electric equipment will operate better and at

higher efficiency if the package is located in a cool, dry

place.

Before deciding upon a definite location and making

CI a final layout the following chapters are to be

referred.

Air intake Piping

Air Discharge Piping

Air Receiver

AIR INTAKE TO PACKAGE

CP Package Compressors are supplied with a

suction silencer cum filter mounted on the LP cylinder

inlet flange.

As it is imperative that the air sucked in by the

package compressor should be clean, dry and cool,

in case of dusty environments nearby of package a

compressor location, it is advisable to fit an Air intake

pipe to be taken towards clean atmosphere and then

mount the filter. However a flexible hose Ipipe is to be

installed between the package compressor suction

flange and air intake pipe.

Guidelines for Air Intake piping :

1) The intake air for a Package Compressor must 1

be clean and free from solid and gaseous impurities,

abrasive dust particles and corrosive gases being

particularly harmful.

2) For the best working of the Package Compressor

and for maximum efficiency, it is advisable that the

Package Compressor sucks air as cold as possible.

A temperature decrease of 3°C. increases the volume

delivered by the compressor by 1 %. all other

parameters remaining the same. Intake pipe should

not be located in the vicinity of any delivery pipe line.

which is normally hot.

3) The Air Intake system should be sized so as to I

give a low pressure dr9P. A pressure drop of 100 mm

of water column in the air intake system causes a

compressor capacity loss of 1 % because of the

lower suction air pressure.

4) The velocity of air through the suction pipe line

should be about 400 m/min.

5) A suction filter incorporated in the suction prevents

sucking of foreign particles. dirt and dust. It is advised

to build a roof on top of the suction filter in case itis

installed outside the building so as to prevent rain

water entering into it.

6) It is advisable not to use unusually long pipe lines

as It will increase the resistance to flow and Increase

pressure drop thereby resulting In loss of

compressor capacity. In case of bends being used nthe pipe line, it is advised to use large radius bends

which will give minimum resistance to air flow.

7) Ti:1e suc’ion pipe line must be very clean from

inslde and should not have any foreign particles

sticking Inside the wall and also be free from rust, as

such particles can cause damage to the compressor

cylinder, If supked. Intake pipes should oe painted

with a rust-preventive from inside.

B) As a reciprocating compressor inhales air at

pulsating rate, it causes variations in the intake

pressure. At certain critical lengths of the intake pipe

resonance may occur which can cause disturbing

noise levels and sufficient stresses to break the

Intake pipe. They can also cause damage to

compressor suction valves In certain cases.

Resonance occurs when the suction frequency of the

compressor coincides with the natural frequency of

the intake pipe. Therefore it is imperative to correctly

design the intake pipe, especially its length and

diameter and elimin~te resonance.

9) The Intake pipe should be properly supported so

that. it does not transmit any undue load to the

Package. Compressor.

10) Intake pipes subjected to pulsating air must not

be rigidly attached to walls and ceilings since

vibrations may be transmitted to the building.

11) It is advisable to have independent air intake pipe

lines for each cylinder. A common intake pipe should

be avoided as far as possible.

12) For Package Compressor installations in areas

of excessive contamination’ such as in quarries or

cement Industries, some sort of pre-filtering device

should be added, otherwise the Package

Compressor air filter will clog up too quickly.

AIR DISCHARGE PIPING OF COMPRESSOR:

The discharge pipe should be connected as direct aspossible to the bottom of the receiver. It should be the

same size as shown in the general arrangement

drawing and should have as few turns as possible.

The flow of air discharge from a reciprocating

compressor is a pulsating flow. In certain cases, the

discharge pipe system may resonate causing severe

pipe oscillations and compressor valve damage. It is

therefore advisable to design the discharge pipe

system to prevent resonance and excessive

pulsation. It is also advisable to support the

discharge pipe system but the same should be free

from thermal expansion in order to avoid stresses.



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If the discharge line is long, it is good. practice to

increase the pipe one size higher for every 100 feet

length from the compressor.

It is essential that pipes should be sized to prevent

excessive pressure drop to avoid power loss.

The following table shows power losses in air mains.

Pipe nominal Pressure drop (bar) Equivalent

bore (mm) per 100m. power

losses (kw)

40 108 9.5

50 0.65 3.4

65 0.22 1.2

80 0.04 0.2

100 0.02 0.1

It is very important to make all piping as direct and

short as possible. Wherever bends are necessary,

use 16ng radius elbows to reduce air friction.

NEVER PLACE A SHUT-OFF VALVE IN THE

DISCHARGE LINE BETWEEN THE COMPRESSOR c

AND THE RECEIVER UNLESS A SAFETY VALVE IS

INSERTED BETWEEN THE COMPRESSOR AND THE

SHUT - OFF VALVE.

If two or more compressors and connected to the t

same system, it is advisable to place a shut-off valve

in each discharge line in order that the compressor

valves and cylinders can be inspected and repaired

without releasing air from the entire system.

NOTE: INSTALL DRAIN VALVES IN ALL “LOW SPOTS”IN THE DISCHARGE PIPING, SO THAT. LINES CAN

BE DRAINED PERIODICALLY TO PREVENT ANY

ACCUMULATION OF WATER OR I SLUDGE IN THE

PIPING.

RECEIVER

The receiver should be placed in a cool position as

near as possible to the Package Compressor. The

discharge pipe from the Package Compressor

should enter the receiver at the lower flange. The

pipes leading to the electro~pneumatic capacity

controller should be of a material which will eliminate

the possibility of corrosion and rust or scaleformation. The supply line from the receiver to the

various points of distribution should be connected to

the upper flange of the receiver.

PACKAGE COMPRESSOR STORAGE

Any Package Compressor not in service, whether

installed or waiting to be installed, the unpainted

machined surfaces are subjected to rust and

corrosion. Often a Package Compressor is not

prepared for long time storage. However every

Package Compressor going out of the factory is

always processed with rust preventive oil for

shipment purpose (maximum period of four weeks).

The rate of corrosion varies with climatic conditions.

Variance in climatic conditions makes it impossible to

state the length of time any Package Compressor

can be stored without rust and corrosion damage.

The following procedure covers the basic method of

preparing the Package Compressor for temporary/

long storage.

Procedure:

1. Clean frame sump and cross slides and lubricator

in case of lube models.

2.FIII frame with H.P. RUSTOP.286 oil and rotate

compressor belt wheel several revolutions to ensure

that the oil is circulated to all moving parts, cross

slides and cross heads.

3. For lube models clean cylinders and spray liberal

qty. of HP RUSTOP-286 and rotate compressor

several revolutions to ensure that the oil reaches all

valve parts.4. For non lube models do not spray HP RUSTOP286

in cylinders. Place silica gel bags in valve ports and

refit valve holders.

5. Drain water from cooling water system, cylinder

jackets and heat exchangers and thoroughly flush

with clean water and radiator cleaner. The system

then has to be refilled with a 10: 1 mixture of water .

and radiator cleaner. Drain this mixture after 5 days.

If ambient is very low, water freezing may occur, drain

the mixture immediately. .

6. Drain RUSTOP-286 oil from the frame and

lubricator (in case of lube models only).

7. Slacken the ‘V’ belts completely.

8. Apply liberal quantity of preserving grease on

piston rod (in case of lube models only).

9. Plug and seal all openings thoroughly to prevent

entry of moist air and dirt.

10. Store the package compressor in a dry place

under shed.

PACKAGE COMPRESSOR OPERATIONINITIAL COMMISIONING

1. Remove polythene covers, tapes, wrappings from

openings which have been blanked and sealed.

2. Clean off all accumulated dirt from exterior of

Package.

3. Check and clean thoroughly the inside of the

frame. (The entire interior should be washed down

with “VARSOL” or any other cleaning agent, and then

wiped dry with lint free rags).

NOTE :

1. ENSURE THAT THE AVM PROTECTION SPACERS

PAINTED IN RED ARE REMOVED BEFORE

COMMISSIONING.



10

2. REMOVE SILICA GEL BAGS FROM VALVE

POCKETS AND CROSS SLIDE COMPARTMENTS

ONLY IN CASE OF NON LUBE COMPRESSOR

PACKAGES.

3. NEVER USE COTTON WASTE ON ANY ( INTERNAL

PARTS AS COTTON WASTE MAY CAUSE STRAINERAND OIL FILTER CLOGGING.

4. CHECK FRAME FOR WATER CONTENTS. IN CASE

WATER/SLUDGE IS FOUND IT MUST BE . DRAINED

OUT IMMEDIATELY FROM FRAME, THOROUGHLY

AND FillED WITH NEW OIL.

5. DO NOT WIPE CARBON AND TEFLON I POWDER

FROM CYLINDERS IN CASE OF NON LUBE

COMPRESSOR PACKAGES.

4. Fill compressor frame with correct grade of

lubricating oil upto the centre of visual screw.

5. Rotate the compressor beltwheel manually, in the

direction of rotatipn for about 20-30 revolutions to

ensure bearing lubrication and free rotation.

6. Turn on the cooling water and remove air lock’ from

the water system.

7. Drain condensed water from heat exchangers.

8. Check ‘V’ belt tightness.,

9. Check all Electrical connections fOr tightness.

10. Check the insulation resistance with a megger. Its

value should not be less than 1 mega ohm per rated

kilovolt of the machine plus 1 mega ohm subject to a

minimum Qf 2 mega ohms, when cold. If this is notthe case, presence of moisture or dust in the

windings is iridicated. and the machine needs to be

dried out.

Method of “Drying Out” Motor:

1. A convenient method of doing this is to block the

motor so that it cannot rotate and apply a very low C

voltage of about 10% of the normal voltage to the

starter terminals.

2. The motor can be placed in an oven, if available,

but the temp. shall not be allowed to exceed 85°C.

Alternatively, hot air can be blown into the motor but

the air should be clean and dry at a temperature notmore than 85°C.

3. By placing 6-12 carbon filament lamps (according

to the frame size of the motor) closer around the

frame of the motor, properly hung to the fixtures.

4. By applying DC current (not more than 80% of the

motor rated current) continuously to the starter of the

motor, the large motors can be .dried out”. An added

advantage of DC current is the easy control of DC

current through rheostat.

While the motor is in drying out process, the small

vents, if provided. on both the sides of the motor

should be kept open for the escape of moisture. A

tested temperature gauge (capillary type) should be

placed on the motor to record the optimum

temperature the winding has achieved and to control

the temperature to below 850C. It is necessary to

cover with asbestos clothing to prevent heat

radimtipn.

The insulation resistance m,ust be measured every

hour till the insulation value stabilises at certain point

; then the heating process is to be discontinued.

When the motor cools down to the ambient temp.

favourable insulation resistance will be obtained.

Before a motor is started after a long idle period

(more than 8 months), the Iearing cover should be

removed an9 the ‘grease in the bearing cover should

be pressed with thumbs betweE!n the r’ace of the

bearing. If any deterioration of grease is apparent, the

old grease should be removed and new grease

pressed irto the bearing al1d housing.

11. Start the cQmpressor in unload condition.

12. Check the direction of rotation.

DIRECTION OF ROTATION

THE DIRECTION OF ROTATION IS ANTI-CLOCK WISE

WHEN VIEWED FROM NON DRIVING END. AN

ARROW MARK INDICATING THE SAME IS GIVEN ON

BEARING HOUSING. .

RUNNING IN OPPOSITE DIRECTION WILL CAUSE

SERIQU DAMAGE.

13. Check lube oil pressure.

14. Put the compressor on load and check interstage

pressute(s) and various temperatures.

15. Check for leakages (Air, Water and Oil).

16. Check voltage available at terminals and current

drawn by the motor.

17. Check for unusual noises.

18. Check tripping of all safety devices.

19. Switch off the power supply to the motor through

the on-off sw,tch on the starter cum control panel. The

compressor automatically unloads before stopping.

ROUTINE STARTING

1. Turn on cooling water 8.fld remoVe air lock from

water system.

2. Check position of safety shut down switches.

3. Drain condensed water from heat exchangers.

4. Check the tightness of ‘V’ belts.

5. Open stop valve (if fitted) between aftercooler and

air receiver.

6. Drain condensed water from control air filter fitted

before unloading solenoid valve on the starter cum



11

control panel.

7. Start the compressor by following the instructions

displayed on the MMI (Man Machine Interface) of the

PLC (Programmable Logic Control) unit fitted on the

starter cum control panel.

8. Check lube oil pressure.

9. Load the compressor.

10. Check interstage pressures.

11. Check interstage temperatures (especially

compressor discharge)

12. Check for leaks in air. water and oil lines.

13. Check voltage and current drawn by the motor.

14. Drain all low points in compressor suction and

discharge lines.

15. Drain condensed water from air receiver

pulsation bottles and moisture separators.

16. Check for loose bolts and nuts and tighten.

17. Check for unusual noises.

ROUTINE STOPPING

1. Switch off the power supply to the motor through

the on-off switch on the starter cum control panel. The

compressor automatically unloads before stopping.

2. Shut off cooling water.

FOR RECENTLY OVERHAULED UNIT

1. Be certain that all the bolts are tightened securely.

2. Check all locking devices (split pins. circlips, etc.)

3. Follow steps 3-19 mentioned under INITIAL

COMMISSIONING.

MAINTENANCE

A) VALVE MAINTENANCE:

1. Valve Dismantling: It is advisable to use a simple

fixture to facilitate dismantling and assembling valves

and also to avoid damage to the valve and inside

locating pins. The holding pins on the fixture do riot

permit the valve to rotate when the self locking nut is

unscrewed.

NEVER SHOU’LD A VA LV.E’ BE DIRECTLY

TIGHTENED IN A VICE ON THE SHOULDER. DO

NOT HAMMER ON TH~ WRENCH WHEN

LOOSENING OR TIGHTENING THE NUT.

2. Valve Cleaning: Examine all parts thoroughly when

the valve Is dismantled. When cleaning a valve, a

thorough soaking in trichlorethlyene followed by

brushing with soft brush or a light scraping will

remove any carbon formation. Be careful not to

scratch the valve plates or seats and before installing

a valve on the compressor, be .absolutely sure that it

is completely dry, else the presence may cause an

explosion.

3. Inspection & Reconditioning:

a) Valve Plates: When a valve plate or damper plate

shows signs of wear, it is imperative to.replace these

parts, even if no breakage has occurred. We allow a

maximum wear of about 10% of the total thickness ofthe valve plate. Valve plates when worn should be

replaced, not ground or inverted.

b) Springs & Spring Plates: If the springs and spring

plates show, any sign of wear, these must be

replaced immediately.

c) Seats: For highest efficiency of the valve it is

important that the seat .face is ‘flatand free from any

traces of wear, thus preventing valve leakage. If any

damage of the seat face appears, it is necessary to

remachine and lap the seating areas. Locating pins,

if fitted, have to be removed first before carrying out

above operations. Generally remachining is done byconcentric grinding and lapping. If the seat face

shows only slight defects, lapping along may prove

satisfactory.. Also remachining on a centre lathe with

very low feed may be considered, particular attention

being paid .to the seat face being machined plane,

burrs are best removed with emery paper.

Do not remachine valve seats excessively otherwise

there is a danger of breakage.

Remachining has to be extended over the entire seat,

face, including the centre part where 11ft washers or

guide pins are located, in order to avoid any change

of the valve lift.The height of the locating pins/dowel pins will alter

after the valve seat has been machined / ground. It is

therefore essential that the height of locating pins/

dowel pins is maintained either by grinding these or

deepening the holes.

When valve seat surface is remachined, a new valve

plate must be used to ensure proper seating.

4. Reassembly & Installation:

a) After the valve has been reassembled, tighten valve

nut to proper torque, using” the.fixture. Check valve

plate for free movement.

b) Test valve for leakage and ensure that after testing

it is made dry before installing on compressor.

c) For suction valves equipped with unloaders, the

clearance between valve plate and unloader lifter as

well as the clearance between unloading piston and

lifter is to be checked.

d) When reinstalling valves, do not interchange

suction and discharge valves. Also, do not install

discharge valves upside down failing which a’danger

of explosion and damage can occur.

e) Valve cover nuts, holding the valve and valve cover

in place, have to be tightened to specific torques,or



12

else there is a danger of either valve or valve seat

falling into the cylinder causing severe damage.

AFTER ALL THE VALVES ARE INSTALLED. ROTATE

COMPRESSOR MANUALLY ATLEAST ONE

COMPLETE REVOLUTION TO BE CERTAIN THAT

THERE IS NO INTERFERENCE WITH MOVINGPARTS.

During dismantling and reassembly, special care

must be taken. The sequence of reassembly is

indicated in the Spare Parts List.

Whenever replacing a valve plate, the valve seat be

slightly ground on plain surface with fine grinding

paste to remove the roughness and scratches. Clean

all parts and reassemble the valve and check for free

movement of valve plate. Also check valve for leakage.

B) COMPRESSOR CYLINDERS:

The following general instructions for disassembly

and reassembly of compressor cylinder applies to allstages.

(FOR REFERENCE. SEE THE SECTIONAL CYLINDER

DRAWINGS SHOWN IN THE SPARE PARTS LIST)

To disassemble the cylinder the following procedure

must be followed:

a) Drain water from the cylinder and remove water, oil

and process piping as required.

b) Be certain air pressure has been bled off all

cylinders.

c) Remove all sucti9n and discharge valves.d) Remove bolts or- nuts from outer head.

e) Remove outer head.

f) Remove packings from inner head.

g) Loosen crosshead nut and piston rod out of the

crosshead and remove nut from rod.

h) Push piston from cylinder with block between

crosshead and piston rod. After section of piston

emerges from cylinder attach rope around piston and

attach either to crane hook or to’a bar held by one/ two

persons as applicable. Remove the piston assembly.

i) Remove bolts and nuts from frame end head or

from cross slide as applicable. If complete cylinder

heads and cylinder is removed ensure that the inter

cooler is removed first.

j) Piston can be pressed out and removed from

piston rod after removal of piston nut.

Reassembly of the compressor cylinder can be

accomplished by reversing the procedure of

disassembly, and in addition the following items

must be carefully assembled and checked.

C) PISTON:

1. It is necessary to press the piston on the rod until

the piston “Butts. against a shoulder on the rod.

Install nut and tighten with specified torque. Align the

cut of the nut to milled slot on piston rod and with a

blunt punch lock piston nut to piston rod.

2. Be certain packing rings and springs are installed

correctly. The stamped face of teflon packing ringscaneither face to cylinder side or krankcase side refer

following fig.

cc

c

The stamping is done for matching three pieces.

Stampings on two pieces should come near to each

other.

The circular cuts on the periphery of oil wiper rings

halves should be towards the crankcase. The flat

surface having rac;lial slots should face towards

cylinder. .

The brass ring fitted in sealing ring should come

towards crankcase side.

3. Be certain that the piston is properly placed in the

cylinder. The total bumping clearance of frame end

and outer end be divided as mentioned in the

clearance chart.

4. Be certain piston rings and their grooves are clean.

for C.i. pilston rings in lube models, it is desirable

before assembling the rings on the pistons to try each

ring in the cylinder for fit and make sure that piston

ring end gap is maintained as specified. File the

ends of the rings, if necessary, to obtain this

clearance.

When assembling the rings on the piston make sure

that the rings are free in the grooves and do not bind

at any point. This can be checked by rotating the rings

the grooves completely with respect to the piston.

New rings will be required if side clearance or ringgap clearance is equal to, or greater than clearances.

Refer Clearance Chart given in Appendix.

5.The cylinder needs replacement if worn excessively.

Check for maximum diametrical I clearance between

cylinder and piston. Refer Clearance Chart given in

Appendix.

6. Be certain that the cross head nut is tightened as

per specified torque.

D) LUBE OIL COOLER (If fitted) :

This is a shell and tube type oil cooler. The cooling’

medium is water which is forced through the tubes.

while the oil is forced through the shell side of the oil



1 3

Oil inlet to Main Bearing

Pump end

Plug

To Cr

Oil PCon

Drive e

Plug

Oil Drain

MODEL HX BEARING FITMENT & LUBRICATION



14

cooler

The tube or water side of the cooler can be inspected

I by removing the end bonnets/headers. Dirt and

foreign matter can be removed either by chemica

cleaning or a rotary brush. The shell side should be

cleaned in trichloroethylene bath and flushed withclean air.

E) LUBE OIL SYSTEM:

a) Suction :- This strainer is located on the lube oil

suction pipe in the compressor sump. It is very

important that this strainer be cleaned as a build-up

of foreign matter around the strainer will cause a drop

in oil pressure. The strainer should be cleaned each

time the oil is changed in the compressor or more

often if the lube oil pressure begins to drop. The

strainer is cleaned by unscrewing it from the lube oil

suction line. and then washing it in a solvent.

Reassemble by reversing the above operations.

b). Oil filter cartridge type :- It is throw-away type oil

filter. This shotlld be replaced each time the oil is

changed in the compressor or more ofte.n if the lube

oil pressure begins to drop.

DO NOT ATTEMPT TO CLEAN AND REFIT

To remove this filter. hold the complete body

inbetween hands and unscrew anticlock-wise. New

filter be fitted by reversing the above operation. If

necessary a suitable strap wrench may be’ used.

c) Lube oil Rellefvalve :- The lube oil relief valve is

located on the oil pump assembly. The valve has

been set at the factory and should not requireadjustment.

F) MAIN BEARINGS:

The main bearings are full precision and should not

require attention for many months. Failure of oil

pressure or a slight knock some times indicates

main bearing failure.

Two numbers bush type bearings on drive end side

and one number on non drive end side are

interference fit. These bearings can be removed by a

suitable extractor.

ASSEMBLY OF NEW MAIN BEARINGS:

These are prefinished and non-scrapable type of

bearings, little burrs or sharp corners may be

cleaned before fitting. Ensure that the parent bores

are absolutely clean.

These bearings are fitted in housings by sub-

coolingin liquid nitrogen. The centre-line is to be

drawn along the oil-hole of the bearing by red sketch

pen to facilitate matching of holes in bearing housing.

This line is extended upto the face of the Qearlng.

a. Assembly of New Main Bearings In HX Model

i.Fitment of 2 main bearings in frame (drive end side)

First, note positions of oil-holes in bearings and

frame (drive end side). Install locator (1) from

beltwheel end. Locate 99ide (2) in the centre of

locator (1). Insert sub-cooled bearing in proper

position. Matching of oil-holes is ensured by inserting

a rod through oil-hole. After fixing first bearing install

spacer (3). The distance between two main bearings

is decided by thickness of spacer. Assemble secondsub-cooled bearing in a similar way.

ii. Assembly of 1 main bearing in pump-end-cover

(driven side) is also similar. The same locator (1) and

Gufde (2) are to be used.

NOTE: In HX models, oil gorges (two numbers per

bearing) come at sides when bearings are in

assembled condition.

b. Assembly of New Main Bearings In HN Model

i. Fitment of 2 main bearings in flywheel end cover

First note positions of oil-holes in bearings and

housing. Install locator (1) from belt-wheel end.

locate guide (2) in the centre of locator (1) Assemble

sub-cooled bearing in proper position. Matching of oil-

holes is ensured by inserting a rod through oil. hole.

After fixing first bearing install spacer (3) The distance

between two bearings is decided by thickness of

spacer. Assemble second sub-cooled bearing in a

similar way.

ii. Assembly of 1 main bearing in pump-end-cover

(driven side) is also similar. The same locator (1) and

guide (2) are to be used.

NOTE: In HN Models, oil gorges (two number per

bearing) come on top when bearings are in

assembled condition.

G) REASSEMBLY OF CRANKSHAFT:

Ensure that the crankshaft ‘Rifle Drilled’ holes and

the main pins are absolutely clean and free from

scratches/rough surface.

Two number thrust washers are fitted, one on each

side of the crank web outer end. The hollow sides of

the thrust washers are to face the crank web as the

lubricating oil is allowed to pass through these.

H) CONNECTING ROD BEARINGS:

The connecting rod bearings are also full precisionand must not be hand fitted or scraped However

sharp corners/burrs be cleaned. Side thrust between

the crank web and connecting rod is limited by the

thrust faces on the connecting rod.

Lubrication to the bearings (crank side) is from the

drilled crankshaft and grooved bearings shells.

Piston pin is lubricated by oil passing through rifle

drilled hole of connecting rod.

Half of the crank pin bearing will come off with the.

cap. By lightly tapping, the other half of the bearing can

be removed. For assembly purpose the caps and

rods are numbered.



15

O i l g o r g e s

P u m p e n

d

O i l i n l e t t o b e a r i n g

O i l i n l e t t o

b e a r i n g

O i l d r a i n

B o t t o m

B r g .

H s g .

O i l s e

a l

O i l g o r g e s

O i l P r e s s u r e

G a u g e

C o n n e c t i o n

S p l a s h o i l

e n t e r s

D r i v e e n d

T h i s t h i n w a l l e d B e a r i n g a r e s h r u n k f i t b y c o o l i n g i n L i q u i d N i t r o g e n .

W h e n f i t t i n g i n B e a r i n g H o u s i n g , e n s u r e l u b r i c a t i n g o i l h o l e s a r e p r o p e

r l y

a l i g n e d . T h e w o r n o u t B e a r i n g m a y b e e x t r a c t e d b y s u i t a b l e e x t r a c t o r .

M O D E L H N

B E A R I N G

F I T M E N T &

L U B R I C

A T I O N



16

The cross head pin bushing can be pressed from the

eye of the connecting rod. It is recommended that

cross head pin bushings be sub-cooled and. pressed

into place.

Con. rod big end diametrical clearance is taken by

measuring crank pin and con. rod bearing bore.Crass head pin/piston pin clearance are normally

taken with inside and outside micrometers. Refer

clearance chart .

I) CROSS HEAD:

It is important that the cross heads fit the cross head

guides within the allowable tolerance or excessive

damage may be done. to the cross head or piston rod

and packings. If there is not enough clearance

between the cross head and cross head guide, deep

scorings and wear with seizure will occur. In case of

excessive clearance a knock will be heard while the

unit is in operation and the piston rod may start to rub

against the side of the packing case, which willdamage the rod and in turn damage the packing.

When checking the clearance a feeler gauge long

enough to cover the full bearing surface cross-wise

should be used. The clearance should be checked

over the full length of the cross head with the cross

head in both extrem end positions.

J) CROSS HEAD PIN:

A worn or improperly fitted cross head pin will usually

be indicated by knocking sound coming form the

cross head guide. If allowed to knock, the worn pin

could cause damage to the connecting rod crosshead pin bushing.

K) HEAT EXCHANGERS:

After the unit has worked for three months the water

side of the coolers should be checked for erosion,

corrosion, dirt, scale etc. If any of these are noticed,

a competent water treating engineer should be

consulted for recommendations. After the water has

been properly “Treated”, yearly inspection of the

water side of the cooler should be sufficient.

At the same time the water side of the coolers is

checked the air side should also be checked for

carbon deposit. Normally the air side of the cooler willnot require cleaning more than once a year, providing

the suction air filter is kept clean.

EXCESSIVE HEAT (CAUSED BY VALVE FAilURE) Wil l

CAUSE CARBON TO FORM AND BE CARRIED INTO

THE COOLERS. IT IS THEREFORE IMPORTANT

THAT THE COMPRESSOR VALVES BE KEPT IN

GOOD CONDITION.

To clean a cooler (water through tubes) remove the

fixed water head, pull tube bundle and remove the

floating head. The inside of the cooler tubes can

normally be cleaned with conventional type of tube

cleaning brushes. The outside of the tube bundle can

normally be cleaned by using steam high pressure

air or if necessary the tube bundle can be immersed

in a vat and boiled in a detergent solution. The type

of cleaning solution will depend upon the type of dirt

or scale to be removed.

The following chemicals may be used to removeheavy carbon deposits.

1. TRICHLOROETHYLENE:

Fill with trichloroethylene through all the openings,

until completely full, blank off all openings to avoid

evaporation loss and keep it for 12 to 16 hours. Blow

with air and clean and refill with clean trichlorethylene

and repeat operation till thoroughly clean.

2. CASTROl ATLAS GREESKllLA NO.2 :

Marketed by MIs Castrol. This is in powder form and

is to be mixed up with water in the ratio of 1 kg. of

greeskilla No.2 and 10 Itrs. of water. Heat the solution

to 75 - 90°C and circulate through the cooler. Afterhaving cleaned this internally, flush with water and air.

3. CAUSTIC SODA:

Mix with water and boil.

After having cleaned the cooler internally, flush with

fresh water and air.

Cleaning of Oil Cooler and other similar heat

exchangers.

Remove the oil cooler form the compressor, set in up-

right position, ensure that the oil is completely

removed from the cooler, fill up the cooler with 25%

solution of PRODUCT -BWF in water through oil inlethole. Ensure that outlet hole is securely closedl

plugged. Also ensure that the oil cooler Is completely

filled with the solution:

Let the solution remain in the oil cooler for atleast 2½

hours .If the condition of the oil cooler demands the

solution should be allowed to remain in the cooler

for 8-12 hours. After standing, turn the oil

coolerupside down and drain out the dirty fluid

completely. Rinse the cooler with fresh water 5-6

times and ensure that chemicals are completely

removed washed out. This can be ensured by

checking the pH of fresh water coming out of outlet

with litmus (pH) paper. Fresh water drained out from

oil cooler should show Neutral pH.

In case the tubes of air/oil coolers are clogged with

solid carbon particles, itis essential that the solution

of PRODUCT -BWF is circulated with the help of

suitable pump for a period of 2½ hours to 8 hours.till

such time the clogging is removed and cooler is

completely cleaned. After the chemical cleaning,

cooler should be rinsed with fresh water through’

water jets or pump cleaning/rinsing should be

continued till clear and neutral water starts flowing

from the outlet.



17

WARNING!

PRODUCT -BWF IS AN ALKALINE PRODUCT AND AS

SUCH IT IS ADVISABLE TO USE RUBBER HAND

GLOVES AND GOGGLES TO AVOID CONTACT WITH

SKIN OR EYE,S.

In case of contact with skin or eyes, the affected part.should be washed with plenty of water and mild boric

solution or boric powder should be applied, if need be

doctor’s help be solicited.

NOTE: PRODUCT -BWF can also used to remove

carbon and oil/grease for other parts like valves,

bearings, etc. The ideal way to clean such parts is to

immerse these parts in 25% solution of PRODUCT.

I BWF in water and the solution be heated at 60°C to

‘ 65°C for a period of 2 - 2 Yz hours. After this, the parts

should be washed with the help of water jets so that

oil/carbon can be completely washed Qut form. the

parts. After cleaning it is advisable to apply oil/ grease

or kerosene to the parts to avoid corrosion.

Depending upon, the condition of oil and carbon

coating PRODUCT -BWF can be used between 5% to

25% level. At lower concentration, the contact time

should be longer.

THIS CHEMICAL SHOULD NOT BE USED

ON’ ALUMINIUM OR ITS ALLOYS.

Upon reassembly, be certain all gaskets and ‘0’ ring

surfaces are clean, renew all gaskets and ‘0’ rings,

install heads and evenly tighten all nuts and bolts on

heads.

The “water through the shell” type coolers can be

cleaned in similar manner to the “water through the

tube” type except the disassembly and reassembly

differs.

PRECAUTIONS FOR COMPRESSORS FITTED WITH

NON-LUBRICATED CYLINDERS:

Particular care must be taken for compressors fitted

with non-lubricated cylinders. Corrosion on

nonstainless steel elements requires thorough

investigation. The lack of an oil film on the non

lubricated cylinder walls subject the same to severec,:mosion caused by condensation. Therefore, the

cylinder walls must be protected against corrosion

and the causes for condensation be eliminated.

Before stopping the compressor the following steps

are to be carried out :

1. Do not keep the compressor idle for long, it should

be run for atleast half an hour every 3rd or 4th day.

2. Unloading piston in suction valve cover must be

cleaned aUeast once in a month and slight grease or

silicone be applied to avoid sticking.

3. The suction air filter element must be kept clean at

all times, clean every week.

After every 2000 hours, the piston must be pulled out

and rotated by one third of a turn i.e. 1200 C. Such

action distributes the load evenly and hence uniform

wear thereby prolonging the life of Teflon parts.

To maintain piston bumping clearances, either rotatethe piston on piston rod or add a gasket on the outer

air head.

When two or more compressors feed the same

system and one of the compressor is kept idle as

standby, it is recommended that the standby

compressor be run for aUeast an hour every 3rd or

4th day to avoid condensation and corrosion

formation

ELECTRICALS

This chapter contains general information about the

electricals viz. motor, switch gear, safety devices,control devices, etc. supplied along with the

compressor package.

SQuirrel cage motors of various ratings and suitable

motor starting melhods are employed according to

the capacity of the compressor.

STAR DELTA STARTER:

These starters are used where starting current

limitations do not permit the use of DOL starter.

In Star-Delta starting, the motor ;s started in ‘Star’

connedion, the connection being changed over to

‘Delta’ when the motor has reached nearly 80% of the

rated speed, and the starting current dropped to the

lowest. By connecting the motor in ‘Star’ during the

starting period, the impressed phase voltage is

reduced to 58% of the voltage in ‘Delta’ connection

The corresponding current in ‘Star’ is thus only one-

third that in ‘Delta’. By starting in ‘Star’ the current is

reduced to only about 2-2.5 times the rated current.

The motor is started in ‘Star’ and once it has picked

up speed, its connections arli changed over to ‘Delta’

by means of a timer. This timing varies from 6-12

sees. or more according to the load factor.

OVERLOAD PROTECTION RELAY:

The prevention of damage a motor due to excessive

current is an important function of motor starter.

Excessive current may be due to either of the

following; mechanical overload on the motor; electrical

system, unbalanced supply voltage, single phasing,

defective starter, defect in the motor itself. In either

case it is essential that the supply should! be

disconnected before any damage is done to the

motor. An overload device thus usually operates by

releasing the latching-in device by activating the

operating coil circuit.

Thermal Overload Relay:

This consists of strips of bi-metal, since the action is



18

due to their heating up. a time element ia always

present. The action of a bi-metal strip overload

release depends on the movement resulting from the

different rates of expansion of the two metals forming

t the combined strip when heated. The bi-metal strip

i may be directly heated by the current or indirectly

heated by a coil of resistance wire which carries thecurrent. Thermal trips are usually of the hand reset

type, the reset feature is combined with the relay.

Setting of the relay:

For closer protection of the motor, particularly against

single phasing condition, the bi-metal overload relay

is connected in the’ phase circuit. The relay has been

factory set at 0.6 times the actual line current drawn

by the motor, as measured by an ammeter, In case

the setting has been disturbed, please follow the

following steps:

1. Sart the motor with the overload relay setting at 0.6

times the rated motor current for Star-Delta starter.

2. After the motor reaches peak load condition,

reduce the relay setting gradually till the relay trips.

3. Set the relay slightly higher than the tripped value.

4. To check that this setting is correct, allow the relay

to cool, and then restart the motor and make sure that

it does not trip during starting. If it does, increase the

relay setting slightly and check again.

5. To check the tripping, increase the unloading

pressure setting by 1 kg/cm2 (say 8 kg/cm2, for a

compressor set to unload atf 7 kg/cm2) when the

current increases above the normal peak loadcurrent, the relay should trip. If it does not trip, slightly

reduce the setting.

SAFETY DEVICES:

The following safety devices are used to protect the

compressor from damages likely to occur if any of the

systems fails due to any reascm.

1. Low oil pressure switch.

2. Low cooling water pressure switch.

3. High discharge air temperature controller.

The electrical contacts of the above switches are

connected either to a common annunciator or PLC.

The connections are in series with the no-volt coil or

under voltage release or hold-on contact of the starter

so as to enable the starter to operate in healthy

condition. When any failure occurs in any of the

systems during operation, the switches trip the

starter by de-energizing th no-volt coil or the under

voltage release to stop the compressor.

1. LOW OIL PRESSURE SWITCH (LOPS) :

The function of this switch is to monitor the oil

pressure in the compressor. This switch is connected

in the oil pres~ure sensing line coming from the

crankcase to the oil pressure gauge, through a tee

connection.

The bellows of the pressure switch is connected to

the oil line. The main spring can be set to balance

different pressures on the bellows. When the

pressure increases, the bellows is affected so thatthe main spindle is moved upwords until the spring

pressure balances the bellows pressure. The

spindle has a guiding knob and a differential

adjusting nut which jointly transmit the spindle

moverments to the switch.

Low oil pressure switch has to function when the oil

pressure falls below the minimum pressure required

by the compressor. Therefore, the differential has to

be set at zero, and the main scale is set to the

required pressure (minimum oil pressure required by

the compressor) by rotating the knob on the switch.

Connect an ohm meter across normal open contacts

of the switch to observe the switch operation. Start thecompressor and watch the pressure at which the

contact closes. Then, stop the compressor to see at

what pressure the contact opens. By adjusting the

knob further, fine adjustment can be done. to the

exact pressure required. So confirm the setting by

starting and stopping the compressor or by adjusting

the oil pressure regulator. Then set the regulator in

its original position.

Since the switch remains open during starting, a

normally closed contact of a timer is connected

across the normally open contact of the switch. The

timer is set for 30 sees. As the compressor starts,

the timet starts its timing cycle, the compressor oil

pressure also starts building up . In 30 sees. the

timer contact will open. Since the oil pressure is

already developed, LOPS contact closes and the

compressor runs in the healthy condition.

In case the oil pressure does not build up due to any

I reason, these contacts will remain open and will trip

the compressor motor in 30 sees. time.

2. LOW COOLING WATER PRESSURESWITCH (LCWPS) :

Operating of this switch is same as that of Low. Oil

Pressure Switch discussed ea~ier. This switch isconnected in the water outlet line.

Open the water line. throttie the inlet value to

maximum flow available, .keeping the water outlet

valve fuliy open. I Now set the main scale of the

pressure switch till normally open contact doses,

then stop the water supply to the compressor, now

the closed contact of presure switch should open.

3. HIGH DISCHARGE AIR TEMP.CONTROLLER:

This is a digital type controller with RTDs (Resistance

Temperature Detectors) as sensors. The RTQs are

connected to the controller by flexible RTD cable



19

neatly laid throug cable trays. The temperature

controller is factory set at 170°C.

SOLENOID VALVES:

The compressor package uses normally. open (NO)

type. 3-way solenoid valve having 3 ports (i) Inlet (ii)

Outlet and (iii) Exhaust.(i) Inlet Port - Impluse air supply from the discharge

point or receiver through control filter is connected to

this port of the solenoid valve.

(ii) Outlet Port - This is connected to suction valves of

the compressor.

(iii) Exhaust Port - This port is for the escape of

trapped air ir the line. it is always kept open to the

atmosphere.

The NO type of solenoid valve allows air supply to

flow from the inlet port to outlet port. in the de-

energised condition. When energised, it stops the airsupply. These are used for capacity control of the

compressor package. hence are connected to the

suction valves.

Maintenance Of Solenoid Valves:

a. For perfect functioning of the solenoid valves,

always use an air filter in the air line connected to the

solenoid valve.

b. Always see if the nut tightening the solenoid coil is

intact. If loose, tighten.

Fault Finding Of Solenoid Valves:

a. Coli Chattering: This may happen due to two

reasons

i. Because of under voltage.

ii. Because of dirt entering the plunger housing of the

solenoid.

Take remedial action accordingly.

b. leaking Valve: This may happen because of the

following reasons

i. The valve is being tested with the outlet port kept

open to atmosphere. In this case, the problem can be

solved by connecting the outlet port to the suction

valves.

ii. Inlet pressure is so low that the pilot mechanism

catinot be actuated. This can be remedied by keeping

the min. pressure above 15 PSI.

iii. Air leaking through the solenoid plunger housing

when the coil is not energised. This can be remedied

by replacing the plunger or plunger plug.

iv. Air leaking through the exhaust port. This may

occur either due to entry of dirt in the valve or due to

worn out sealing components. In the former case,

clean the valve and in the latter, replace the worn out

sealing components.

WARNING !

IF STUDS ARE REMOVED FOR ANY REASON,

REFITMENT SHOULD BE DONE USING THREAD

SEALANT COMPOUND lOCTITE 542 OR

EQUIVALENT.



20

MAINTENANCE AND INSPECTIONSCHEDULE OF STANDARD MAINTENNCE INSPECTION FOR CP COMPRESSOR PACKAGE

SUB ASSY. PART NAME ACTION RECOMMENDED 8 50 500 1500 3000 4500 6000 10000/AS& WHENREQD.

AFTER PERIOD OF EVERY (Hrs.)

Air suction & Valve assembly Rebuild, replace /

dischare valve Recondition worn out parts.

Valve seat gasket Rep la ce

unloading pist ion Check for wear and lubricate

P isti on ‘O’ri ng Check for wear and replace

Valve holder ‘O’ Replace

ring

Cylinder & Cylinder bore Check for wear & ovality

clinder heads

Cylinder jackets Clean & remove scale

Cylinder heads Clean & remove scale

Piston & piston Piston Check bumping clearance

rings

Check for wear & ovalityCheck piston nut for loosening.

Lube models C.I. rings Check end gap

Non lube models Teflon rings Check wear & rotate 1200C.

Piston rods & Piston rod Check for scoring

Packing rings

Piston rod nut Check fro tightness

Teflon paking Check for leakage

rngs and replace

Oil wiper rings Check for leackage

and replace

Running Gear Cross head Check for wear and scoring

Cross head guide Check for wear and scoring

Cross head pin Check for wear and scoringand bushing

Main & con. rod Check for wear

& bearings

Crankshaft Check for wear

Connecting rod

nut, bolts & spli t Check for t ightness & locking

pins Replace bolts & nuts

Lubrication Frame sump level Check level

running gear Gear pump Check wear of gears and

bearings

Frame sump oil Replace oil and Clean Frame

From within

Cartidge oil filter Rep la ce

Oil strainer Clean

Oil Pipe conection Check for loosening

Oil cooler Clean scale

Oil transfer pipe Replace ‘O’ rings

Lubr icator and Lubricator oil tank Check and refill

cylinder Oil lines cyl. lyb. Check for loosening & leakage

lubrication N.R.V. at cylinder Check for carbon & clean

(lube models

only) Lubricator tank level Check level and make up.

Heat exchangers Tube bundle assly. Clean scale & carbon check

tubes for chaffing.

Shell Clean from inside

‘O’ Rings & gaskets Replace

Drain trap Check & clean stainer, check

for operationSafety valve Check for operation



21

SUB ASSY. PART NAME ACTION RECOMMENDED 8 50 500 1500 3000 4500 6000 10000/AS& WHENREQD.

AFTER PERIOD OF EVERY (Hrs.)

Suction filter Filter element Clean

Replace

Subject to local

enveironment, if

bad advance)

Bolts & nuts Cylinder & Cross Check for loosening and

Slide nuts tighten

Motor alignment Belt Tension Check & adjust

and belt tension Mo to r alig nme nt Check & ajust

Instruments Pressure gauges Inspect

Temp. ind icator / Inspect & tighten e lect rica l

controller. connections

Oil, water, pressure Check for operation

Switches.

Air discharge Air discharge bottle Clean carborn

piping Air discharge pipe Clean carbon

Air receiver Clean

Safety Valve Check operation

Drain Cock Drain moisture several times a

day

AVMs Replace

Air Piping Metalic hose Replace

Remarks :

: Indicate the time period for the first check after commissioning.

: Indicate the period for check up, adjustment, repair, replacement and refitting.

: This is the enhances time period for all above action if they are found to be satisfactory after check up & operaton at

abovemarked ( and ) periods.

Switching over to this period may only be done after experiencing it at least twice that the above marked period do not

show any remarkable need for check up.



22

FAULTS AND REMEDIES:

The following chart has been prepared indicating troubles, probable causes and remedies as a guide to

assist in locating troubles:

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Compressor dose not start:

1. Lube. oil pressure low Set recommended lubrication oil pressure2. Cooling water pressure low Set recommended cooling water flow

3. Motor overloaded Check electrical systems or compressor for overload

4. Emergency stop push button pressed Release the push button

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Noise in cylinder:

1. Valve assembly not seated properly Check. replace. reassemble.

2 Leaking valve. Check. replace. reassemble.

3. Piston rings lubrication Check oil flow to the cylinder

(Only in lube models)

4. Loose piston on rod. Check piston nut for tightness.

5. Piston hitting head. Check bumping clearance and also tighten cross

head nut. if required.

6. Broken piston rings Check; replace as necessary. and hone score marks

in cylinder bore.

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Excess carbon .on compressor valves:

1. Excessive amount of lubricating oil being Reduce oil flow

placed on piston (Only in lube models)

2. To long operation without cleaning Establish definite periods of cleaning.

3. Poor quality of lubricating oil Use recommended oil.

4. Piston rings stuck in grooves or worn out. Clean or replace as required.

3. Air filter system is dirty. Clean, repair or replace.

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Safety valve popping:

1. Safety valve faulty Check for leakage.

2. Wrong setting. Check for air pressure at which safety valve blows.

Set safety valve to correct pressure.

3. Compressor valve failure Check interstage pressure: if not normal. checkcompressor valves for leakage and check for broken

piston rings.

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

No oil pressure recorded at gauge when starting:

1, No oil in Frame. Fill to proper level.

2. Broken oil line. Repair or replace

3. Clogged oil line Check and clean if necessary4. Broken or defective oil pressure gauge Replace.

5. Broken oil pump shaft Replace

6. Main bearing rotated Check & refit or replace if necessary

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Compressor crankcase knocks:

1. Loose crosshead pin. crankpin bearings. Check and repair or replace if necessary

main brgs.

2. Crosshead Check and replace as necessary

3. Lack of lubrication Check oil pressures and for choked’line to part

causing the knock.

4. Loose con-rod bolts Check for tightness



23

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Low Air Pressure

1. Low pressure suction or discharge Repair or replace valves.

Valve leaking.

2. Leaking intercooler section Repair or replace.

3. Leaking pipe between cylinders and Tighten

heat exchanger4. Worn cylinders or rings in low pressure Repair or replace

cylinders

5. Drain cocks open Close

6. Suction air filter clogged Clean or replace.

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Heat exchanger does not cool effectively:

1. Dirty tubes. Clean outside ‘of tube bundle

2. Insufficient water supply Set the water flow rate correctly as per

recommendations.

○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Lubrication 011 pressure drops:

1. Incorrect grade of oil Use recommended grade of oil

2. Loose bearings due to wear Replace

3. A leaking or broken oil pipe Tighten or replace

4. Clogged inlet strainer at pump Clean thoroughly

5. Defective gauge Repair or replace

6. Defective oil pump Repair or replace

7. Defective relief valve Repair or replace

8. Oil filter clogged Replace cartridge oil filter



24

TROUBLE SHOOTING CHART FOR RECIPROCATING COMPRESSORPACKAGE(Check list for compressor inspection & observation

F a i l u r e t o d e l i v e r a i r

I n s u f f i c i e n t c a p a c i t y

I n s u f f i c i e n t p r e s s u r e

C o m p r . r u n n i n g g e a r o v e r h e a t s

C o m p . c y l i n d e r o v e r h e a t s

C o m p r e s s o r k n o c k s

C o m p r e s s o r v i b r a t e s

E x c e s s i v e i n t e r c o o l e r p r e s s u r e

I n t e r c o o l e r p r e s s u r e l o w

R e c e i v e r p r e s s u r e h i g h

D i s c h a r g e a i r t e m p e r a t u

r e h i g h

C o o l i n g w a t e r d i s c h .

t e m p .

h i g h

M o t o r f a i l s t o s t a r t

M o t o r o v e r h e a t s

V a l v e s o v e r h e a t

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Restricted suction line

Dirty air filter

Worn or broken valves L.P.

Defective unloading system L.P.

Defective Unloading sysem H.P.

Excessive system leakage

Speed incorrect

Worn piston rings L.P.

Worn piston rings H.P.

System demand excessed compressor capacity

Inadequate cooling water quantity.

Excessive dischare pressure

Inadequate cylinder lubricationInadequate runninggear lubrication

Incorrece electrical characteristics

Motor too small

Excessive belt tension

Voltage low

Loose flywheel pulley

Excessive bearing clearance

Loose piston rod nut

Loose Motor rotor or shaft

Excessive crosshead clearance

Insufficient head clearance

Loose piston

Running unloaded too long

Abnormal interstage pressure

Dirty intercooler

Dirty cylinder jackets

Motor overload relay tripped

Worn out AVMs



25

APPENDIX I

LUBRICATING OIL

1. RECOMMENDEDBRANDS OF OIL

Manufacturer Ambient Temp. Ambient Temp.+ 0 to + 15 Deg. C + 15 to + 48 Deg

CP Branded CP Recip Lube CP RecipLube

2. OIL SUMP CAPACITY

Model Oil Sump Capacity

HX 15 Litres

HN 35 Liters

3. OIL PRESSURE

Model Oil Pressure kg/cm2g

HX 1.5 in steady condition

Hn

NOTE : FOR PROPER DISPOSAL OF USED OIL PLEASE ADHERE TO LOCAL

ENVIRONMENTAL REGULATIONS



27

APPENDIX III

TORQUES

1. GENERAL TORQUES

BOLT DIA. TORQUE

mm kg-m ft-lbs

10 1.5 11

12 2.7 19.77

14 4.3 31.5

16 6.8 49.8

18 9.3 68

20 13 95.2

22 18 131.8

24 22 161

27 33 241.5

30 45 329.5

2 . SPECIFIC TORQUES FOR COMPRESSOR COMPONENTS

CMPONENT TORQUE kg-mHX HN

1 Connecting rod bold 9 22

2 Valve helilock nut (This nut can be used 2/2.45 -

3 to 4 times and there after must be replaced)4 Piston rod nut 67.2 110

5 Crosshead nut 62 67.5

3. SPECFIC TORQUES FOR VALVE HOLDER NUTS

THREAD SIZE TORQUE kg-m TORQUE ft-lbsmm MIN. MAX MIN MAX.

8 1.00 1.2 7.25 8.68

10 2.00 2.45 14.5 17.72

12 3.60 4.40 26.03 31.82

14 5.70 6.90 41.25 50.00

16 9.00 11.00 65.10 79.56

18 12.50 15.00 90.04 108.50

20 17.80 29.50 128.75 155.51

22 24.50 29.50 177.21 213.37

24 30.50 37.00 220.60 266.62

27 33.00 40.00 238.69 289.32

30 45.00 54.00 325.48 390.58



OWNERSHIP DATA

Unit type: ........................................................................... Owner’s machine No.: ...............................................................

Motor type: ....................................................................... Unit Serial No.: ......................................................................

Delivery date: ................................................................... Motor serial No.:....................................................................

Service Plan: .................................................................... First start-up date:

Capacity: ...............................................................................

Local CP RepresentativesName:.........................................................................................................................................................................................................

Address: ......................................................................................................................................................................................................

Telephone: ............................................................................Contact persons: Service: .............................................................

Telex: .................................................................................... Parts .................................................................

SAFETY PRECAUTIONS

To be read attentively and acted accordingly before installing, operating or repairing the unit.

These recommendations apply to machinery processing or consuming air or inert gas. Processing of any other gas requires

additional safety precautions typical to the application which are not included herein.

In addition to normal safety rules which should be observed with stationery air compressors and equipment, the following safety directions and precautions

are of special importance.

When operating this unit, the operator must employ safe working practices and observe all related local work safety requirements and ordinances.

The owner is responsible for maintaining the unit in a safe operating condition. Parts and accessories shall be replaced if unsuitable for safe operation.

Installation, operation, maintenance and repair shall only be performed by authorized, trained, competent personnel.

Normal ratings (pressures, temperatures, time settings etc.) shall be durably marked.

Any modifications on the compressor shall only be performed in agreement with CP and under supervision of authorized, competent personnel.

If any statement in this book, especially with regard to safety, does not comply withlocal legislation, the stricter of the two shall apply.

These precautions are general and cover several machine types and equipment;

hence some statements may not apply to the unit(s) described in this book.

Installation

Apart from general engineering practice in conformity with the local safety regulations,

the following directives are specially stressed:

1. A compressor shall be lifted only with adequate equipment in conformity with

local safety rules.

Loose or pivoting parts shall be securely fastened before lifting. It is strictly

forbidden do dwell or stay in the risk zone under a lifted load. Lifting accelerationand retardation shall be kept within safe limits.

Wear a safety helmet when working in the area of overhead or lifting equipment.

2. Any blanking flanges, plugs, caps and desiccant bags shall be removed

before connecting up the pipes. Distribution pipes and connections shall be of

correct size and suitable for the working pressure.

3. Place the unit where the ambient air is as cool and clean as possible. If

necessary, install a suction duct. Never obstruct the air inlet. Care shall be

taken to minimize the entry of moisture with the inlet air.

4. The aspirated air shall be free from flammable fumes or vapours, e.g. paint

solvents, that can lead to internal fire or explosion.

5. Air-cooled units shall be installed in such a way that an adequate flow of

cooling air is available and that the exhausted air does not recirculate to the

inlet.

6. Arrange the air intake so that loose clothing of people cannot be sucked in.

7. Ensure that the discharge pipe from the compressor to the after cooler or air

net is free to expand under heat and that it is not in contact with or close to

flammable material.

8. No external force may be exerted on the air outlet valve; the connected pipe

must be free of strain.

9. If remote control is installed, the unit shall bear an obvious sign reading:

DANGER: This machine is remotely controlled and may start

without warning.

As a further safeguard, persons switching or remotely controlled

units shall take adequate precautions to ensure that there is no one

checking or working on the machine. To this end, a suitable noticeshall be affixed to the start equipment.

10. On units with automatic start-stop system, a sign stating “This

machine may start without warning” shall be attached near the

instrument panel.

11. In multiple compressor systems manual valves shall be installed to

isolate each compressor. Non-return valves (check valves) shall not

be relied upon for isolating pressure systems.

12. Never remove or tamper with the safety devices, guards or insulations

fitted on the unit. Every pressure vessel or auxiliary installed outside

the unit to contain air above atmospheric. pressure shall be protected

by a pressure-relieving device or devices as required.



13. Pipework or other parts with a temperature in excess of 80 degress celsius

and which may be accidentally touched by personnel in normal operation shall

be guarded or insulated. Other high-temperature pipework shall be clearly

marked.

14. If the ground is not level or can be subject to variable inclination, consult

Chicago Pneumatic.

15. The electrical connections shall correspond to the local codes. Theunits shall be grounded and protected against short circuits by fuses.

Operation

1. Air hoses shall be of correct size and suitable for the working pressure.

Never use frayed, damaged or deteriorated hoses. Use only the correct

type and size of hose and fittings and connections. When blowing through

a hose or air line, ensure that the open end is held securely. A free end

will whip and may cause injury. Make sure that a hose is fully

depressurized before disconnecting it.

Never play with compressed air. Do not apply it to your skin or direct an

air stream at people. Never use it to clean dirt from your clothes. When

using it to clean equipment, do so with extreme caution and use eye

protection.

2. The compressor is not considered as capable of producing air of

breathing quality. For breathing air quality, the compressed air must be

adequately purified according to local legislation and standards.

3. Never operate the unit when there is a possibility of taking in flammable

or toxic fumes.

4. Never operate the unit at pressures below or in excess of its limit ratings

as indicated on the Principal Data sheet.

5. Keep all bodywork doors shut during operation. The doors may be opened

for short period ony e.g. to carry out checks. Wear ear protectors when

opening a door.

6. People staying in environments or rooms where the sound pressure

level reaches or exceeds 90 dB (A) shall wear ear protectors.7. Periodically check that:

a. All guards are in place and securely fastened

b. All hoses and / or pipes inside the unit are in good condition, secure

and not rubbing.

c. There are no leaks

d. All fasteners are tight

e. All electrical leads are secure and in good order.

f. Safety valves and other pressure - relief devices are not obstructed

by dirt or paint.

g. Air outlet valve and air net, i.e. pipes, couplings, manifolds, valves,

hoses, etc. are in good repair, free of water or abuse.

8. If warm cooling air from compressors is used in air heating systems e.g.

to warm up a workroom, take precautions against air pollution and

possible contamination of the breating air.

9. Do not remove any of, or tamper with, the sound - damping material.

Maintenance

Maintenance and repair work shall only be carried out under supervisior of

someone qualified for the job.

1. Use only the correct tools for maintenance and repair work.

2. Use only genuine spare parts.

3. All maintenance work, other than routine attention, shall only be

undertaken when the unit is stopped, the main power supply is switched

off and the machine has cooled down. Take positive precaution to ensurethat the unit cannot be started inadvertently. In addition, a warning sign

bearing a legend such as “work in progress; do not start” shall be attached

to the srarting equipment.

4. Before removing any pressurized component, effectively isolate the unit from

all sources of pressure and relieve the entire system of pressure.

5. Never use flammable solvents or carbon tetrachloride for cleaning parts.Take safety precautions against toxic vapours of cleaning liquids.

6. Scrupulously observe cleanlines during maintenance and repair. Keep

dirt away by covering the parts and exposed openings with a clean cloth,paper or tape.

7. Never weld or perform any operation involving heat near the oil system.

Oil tanks must be completely purged. e.g. by steam-cleaning, before

carrying out such operations.

Never weld on, or in any way modify, pressure vessels.

Whenever there is an indication or any suspicion that an internal part ofa machine is overheated, the machine shall be stopped but no inspection

covers shall be opened before sufficient cooling time has elapsed; this

to avoid the risk of spontaneous ignition of the oil vapour when air isadmitted.

Never use a light source with open flame for inspecting the interior of

machine, pressure vessel, etc.

8. Make sure that no tools, loose parts or rags ae left in or on the unit.

9. Before cleaning the unit for use after maintenance or overhaul, check

that operating pressures, temperaturea and time settings are correct

and tha the control and shut-down devices function correctly. If removed,

check that the coupling guard of the compressor drive shaft has been

reinstalled.

10. Every time the separator element is renewed, examine the discharge

pipe and the inside of the oil separator vessel for carbon deposits; if

excessive, the deposits should be removed.

11. Protect the motor, air filter, electrical and regulating components, etc. to

prevent moisture from entering them e.g. when steam-cleaning.

12. Make sure that all sound-damping material, e.g. on the bodywork and inthe air inlet and outlet systems of the compressor, is in good condtions.

If damaged, repalce it by genuine CP material to prevent the soundpressure level from increasing.

13. Never use caustic solvents which can damage materials of the air net,

e.g. polycarbonate bowls.

14. The following safety precautions are stressed when handling refregerant:

a Never inhale refrigerant vapours. Check that the working area is

adequately ventilated; if rquired, use breathing protection.

b Always wear special gloves. In case of regrigerant contact with

the skin, rinse the shin with water. If liquid refrigerant contacts the

skin through clothing, never tear off or remove the latter; flush

abundantlty with fresh water over seek medical until all regrigerant

is flushed away; then seek medical first aid.

c Always wear safety glasses.

15. protect hands to avoid injury from hot machine parts, e.g. during draining

of oil.

Note : With stationery machine units driven by an internal

combustion engine, allowance has to be made for extra

safety precautions, e.g. spark arrestors, fuelling care, etc.

Consult Chicago Pneumatic.

All responsibility for any damage or injury resulting from neglecting

these precautions, or by non-obsrvance of ordinary caution and due

care required in handling, operating, maintenance or repair, even if not

expressly mentioned in this book, will be discalimed by

Chicago Pneumatic.

SAFETY PRECAUTIONS (CONTINUED)

Documents

Manual Recip Package Rev-001