GE Oil & Gas
Ajax® Compressor Ajax DPC 2804 LE / Non-LE Operation & Maintenance Manual
GE Oil & Gas GE Oil & Gas Compression Systems, LLC is the entity owning this Installation, Operating and Maintenance Manual. GE Oil & Gas Compression Systems, LLC can be contacted as follows: Phone: +1-866-754-3562 Website: www.geoilandgas.com Cameron is not affiliated with this manual, and any reference to Cameron or Cameron International herein is unintentional.
GE Oil & Gas
Revision History Rev No. 0 1 2 3 4
Rev Description
Date
Initial Release GE Cover Page Update GE – Contact Information & Lubrication System (Baffle) Update Content added in Sections, General Data, Fuel System & Power Cylinder Sealing Compound Instructions added in Section : 6
11/09/2012 7/9/2014 09/03/2015 10/19/2015 03/22/2016
Revised By Prabhu Prabhu Prabhu Prabhu Prabhu
Table of Contents
Table of Contents Table of Contents Section 1: Introduction
3 13
Message from GE Oil & Gas Compression Systems LLC
13
GE Oil & Gas Compression Systems LLC Policies
13
Standards
13
Our Quality Policy
13
Warranties To Original Purchaser (Non-Transferable)
14
Prerequisites
15
Additional Information
16
GE Oil & Gas Compression Systems LLC Contact Information
16
Section 2: Safety Information
17
Introduction
17
Danger, Caution and Note Symbols
17
DANGER SYMBOL
17
CAUTION SYMBOL
17
NOTE SYMBOL
17
Safety Decals Danger, Caution and Note Decals
18 18
Figure 2-1 Safety Decals
19
Figure 2-2 Safety Decals
20
General Precautions
21
Engine Maintenance Precautions
21
Compressor Maintenance
22
Section 3: Warranty Warranties to Original Purchaser (Non-Transferable) Section 4: Basic Design and Application Basic Design
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Engine & Frame
27
Piston
27
Power Cylinder
27
3
Table of Contents
Jet Cell
27
Compressor Cylinder
27
Lubrication System
27
Piston Rods
27
Fuel System
27
Figure 4-1: 2804 Engine Compressor
28
Basic Application
28
Two-Cycle Principle of Operation
28
Figure 4-2: Compression
29
Figure 4-3: Power
29
Figure 4-4: Scavenging
30
Section 5: General Data General Data
31
Table 5-1 General
31
Table 5-2 Power and RPMs
31
Table 5-3 Basic Specifications - Engine
31
Table 5-4 Compressor
32
Table 5-5 Auxiliary Systems
32
Table 5-6 Estimated Weighs & Dimensions
32
Table 5-7 Engine Component Dimensional & Clearance Data
32
Table 5-8 Compressor Component Dimensional and Clearance Data
33
Table 5-9 Torque Table for Critical Ajax Fasteners
33
Table 5-10 General Torque Table for Fasteners (for use when a specific torque is not specified)
35
Clearance and Torque
37
Figure 5-1 Crankcase and Main Bearing Journal Group
37
Figure 5-2 Power Cylinder Group
38
Figure 5-3 Power Piston, Crosshead, and Connecting Rod Group
39
Figure 5-4 Compressor Crosshead and Connection Rod Group
40
Ajax Engine Compressor Noise Data
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40
Table 5-11 Sound Pressure Levels 2804LE
40
Table 5-12 Sound Pressure Levels Vs. Frequencies - 2804LE
41
4
Table of Contents
Special Tools Figure 5-5: Special Tools Section 6: Unit Installation
41 41 43
Installation Design for Permanent Ajax Compressor Packages
43
Foundation
43
Figure 6-1: Canister Bolt Detail
44
Preparation of the Foundation and Skid for Grouting
44
Setting the Engine Compressor
45
Sheave Alignment Procedure
46
Figure 6-2: Sheave Alignment Procedure Grout
46 47
Table 6-1: Grout Compressive Strength Requirement Estimates (for reference only)
47
Final Grouting Instructions
47
Setting an Inertia-Base AJAX Compressor Unit
47
Figure 6-3: Typical Concrete-filled AJAX Inertia-base Skid
48
Figure 6-4: Typical Pit Dimensions for Inertia-base Units
49
Figure 6-5: Recommended Pit Depth and Sand Pad Specification
50
Setting Inertia-Base Compressor Unit and Cooler: Figure 6-6: Recommended Sand Placement following Unit Placement
50 51
Fabricated Piping Assembly
51
Keyless Flywheel Installation and Ignition Timing
51
Installation Figure 6-7: Flywheel Cross-Section Finding TDC and Timing Degree Marks
51 52 53
Setting Timing of the Flywheel
54
Installation of Sheave and Flywheel
54
Installation
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Table 6-2: Screw Tightening Torques, Sheave and Flywheel
55
Figure 6-8: Flywheel Tolerances
56
Removal
56
Re-Installation
56
5
Table of Contents
Field Connections
56
Fuel Gas Piping
56
Figure 6-9: Typical 2804 Starter/Fuel Gas Piping Air Starting System
57 57
General Information
58
Product Identification
58
Unit Specific Model # and Serial #
58
Table 6-5: Starter Motor Pressure Ratings and Part Numbers
58
Figure 6-10: Starter Motor Diagram
59
Air Starter Motor Precautions Exhaust System
59 60
Exhaust Pipe and Mufflers
60
Exhaust Temperature Shutdown Settings
60
Sealing Electrical Fittings in Hazardous Locations using CHICO A Sealing Compound
61
Installation
61
Dam:
61
Use the EYS-TOOL-KIT to pack a proper fiber dam (do not use metal tools). Proceed as follows: Compound: Follow these instructions carefully:
61 61 61
For Applications Involving Groups C and D
62
For Group B Applications
62
Section 7: Unit Start-Up
63
General Information
63
Overview
63
Power Cylinder Pre-Start-up Servicing
63
Compressor Cylinder Pre-Start-up Servicing
64
Compressor Purging
65
Start-Up Procedure (with bypass)
66
Start-Up Procedure (without bypass)
68
Section 8: Lubrication Systems General
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Table of Contents
Crankcase Lubrication System
71
Crankcase Oil Level Control
71
Figure 8-1: Oil Level at the center of the sight glass Oil Control Baffle Figure 8-2: Oil Control Baffle
72 72
Function and Design
72
Notes and Precautions:
72
Frame Oil Level
72
Baffle Maintenance
73
Figure 8-3: Cylinder 3 Shown, Typical Configuration at Cylinder Locations 1, 2, 4
73
Table 8-1: Baffle Fastener Torque table
73
Crankcase Oil Maintenance
74
Figure 8-4: Frame, Crosshead Guide, & Scavenging Chamber Drains
75
Figure 8-5: Lube Oil from Frame Mounted Supply Reservoir
76
Figure 8-6: Lube Oil from Frame Mounted Supply Reservoir
77
Lubrication System Components SMX Divider Valve Base
77 77 78
Table 8-2: Metering Elements
78
Table 8-3: SMX Divider Valve Specifications
78
DNFT - LED Digital No-Flow Timer Table 8-4: DNFT-LED Specifications
79 79
DNFT-LED Operation
79
Power Cylinder Lubrication
80
Power Cylinder Lubrication Rates(for DPC-2800 Series Compressors)
80
Table 8-5: Lubrication Rates - DPC-2804 & LE Lubricating Oil Recommendations for Ajax Engine-Compressors (Ajax ES-1006)
80 81
General
81
Quality and Performance
81
General Specification
81
Table 8-6:Physical Properties of Recommended Oil
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81
7
Table of Contents
Ash Level
81
Viscosity Requirements
81
Figure 8-7: Oil Selection for Ambient Temperature Low Temperature Operation Procedures Table 8-7: Low Overnight Temperature Starting Chart Crossheads Section 9: Fuel System Operating Instructions for plunger type, spill-port gas injection systems General Description Figure 9-1: Fuel System Operation of the system Figure 9-2: Fuel Suction Stroke
82 82 83 83 85 85 85 85 86 86
Hydraulic Fluid
87
Fluid supply Tank
87
Pump Assembly
87
Flow Control Valve
87
Injection Valve Assembly
87
Bleeder Cock
87
Bleeding of Air Before Starting
88
Gas Pressure
88
Adjusting Fuel Injection Valves
88
Figure 9-3 Fuel Injection Valve adjustments Gas Injection Timing Instructions Checking the gas injection timing on the DPC-2804LE engine
89 89
Figure 9-4: 2804LE Crankshaft with Straight Edge and Level Vial
89
Figure 9-5: View Looking from Flywheel Towards Control Box
90
Figure 9-6: Marked Keyway Locations
90
Ajax Jet Cell Operation and Maintenance
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91
Jet Cell Operation
91
Ignition Timing
91
Maintenance
92
8
Table of Contents
Spark Plugs
92
Fuel Admission Check Valves
93
Section 10: Cooling System Cooling System Figure 10-1 Engine Coolant Temperature
95 95 95
Compressor Cylinder Cooling
96
Precautions
96
Figure 10-2: Package Coolant Piping Precautions Belt Tensioning Procedure - Goulds Pump
97 98
Figure 10-3: Belt Tensioning Procedure - Goulds Pump
98
Figure 10-4: Belt Tensioning Procedure - Goulds Pump
99
Belt Tensioning Procedure Belt Tensioning Procedure - Peerless Pump
99 100
Figure 10-5: Belt Tensioning Procedure - Peerless Pump
100
Figure 10-6: Belt Tensioning Procedure - Peerless Pump
100
Belt Tensioning Procedure
100
Cooler
101
Cooler Operation and Maintenance
101
Fan and Drive
101
Lubrication
101
Tube Cleaning
102
Plug Leaks
102
Tube Leaks
102
Section 11: Power Cylinder Assembly Power Cylinder
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103 103
Power Cylinder Wear
103
Air Intake Check Valves
103
Piston and Piston Rings, Power End
103
Figure 11-1: Engine Piston Ring Tapered Face
105
Figure 11-2: Engine Piston Ring Installation
105
9
Table of Contents
Power Piston Striking Clearance (Non-LE)
105
Engine Piston Rod Stuffing Box
106
Packing ring installation
106
Figure 11-3: Packing ring installation
106
Compressor piston rod stuffing box
107
Packing ring installation
107
Figure 11-4: Packing ring installation
107
Ajax Power Cylinder Balancing
107
Ajax Low Emissions Retrofit Conversions
108
Ajax Low Emissions Retrofit Conversions, 13-1/4 inch and 15 inch Bores - Assembly Procedure Figure 11-5: Clearance Between the Piston and Head Gas Cam Timing Figure 11-6: Control Box and Cams Ignition Timing Igniter Assembly Installation Figure 11-7: Igniter Assembly Accessories
109 109 110 110 110 111 111
Spark plugs
111
Air intake filter
111
Breather cap
112
Main Bearing & Crankshaft Installation Main Bearing Installation Figure 11-8: DPC-2804 Series Main Bearing Installation Crankshaft Installation
112 112 112 113
Figure 11-9: DPC-2804 Series Crankshaft Installation and Orientation
113
Figure 11-10: Lowering the Crankshaft into the Frame
114
Main/Thrust Bearing Installation
114
Bearing Clearances
114
Figure 11-11: Plastigage® Measurement Crankshaft Web Deflection Figure 11-12: Compressor Pins, Center Main, for 3- and 4-Throw Crankshafts
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115 115 116
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Table of Contents
Gas Injection Valves Preventive Maintenance Section 12: Compressor Cylinder Assembly
117 117 119
Performance
119
Clearance Adjustment - Compressor
119
Performance Curves - Compressor
119
Single Acting Operation
119
Hydrogen Sulfide Gas
120
Compressor Cylinder Maintenance
120
Compressor Cylinder Bodies
120
Cylinder Groups
120
Slip Liners
120
Shrink Liners
120
Compressor Pistons
120
Compressor Piston Rings
121
Table 12-1: Piston Ring Clearance Compressor Piston Rods
121
Compressor Pressure Packing
121
Compressor Valves
122
Compressor Cylinder and Pressure Packing Lubrication
123
Compressor Lubrication
123
Packing Lubrication Quantities
124
Fire Resistant Lubricants
124
Section 13: Ignition Altronic III Ignition - DPC-2804LE
127 127
Installation instructions
127
Engine
127
Rotation
127
Flange-Mount Unit
127
Primary Wiring
128
Table 13-1: Primary Wiring
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128
11
Table of Contents
Secondary Wiring
128
Dual Coils
128
Section 14: IGTB Governor
131
General
131
IGTB Governor
131
Figure 14-1 IGTB Governor
131
Table 14-1: RPM, Voltage, Pressure
131
Problem Diagnostics Table 14-2: Problem Diagnostics Section 15: Servicing for Extended Periods of Storage
132 132 135
Preparing For Extended Usage
135
Servicing After Extended Periods In Storage
136
Section 16: Preventive Maintenance Program
139
Preventive Maintenance Section 17: Engineering Standards Contents
143 143
ES 1002: LUBRICATION RECOMMENDATIONS FOR SUPERIOR® RECIPROCATING COMPRESSORS.
143
ES 1006: LUBRICATING OIL RECOMMENDATIONS FOR AJAX ENGINES - COMPRESSORS.
143
ES 4025: CRANKSHAFT WEB DEFLECTIONS FOR THREE AND FOUR CYLINDER AJAX ENGINES
143
Section 18: Technical Documentation Contents
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161 161
1. TIB 061013 Catalytic Converter Installation and Maintenance instructions
161
2. TIB-AJ-1003: Ajax Non-LE, setting power piston crown height "striking clearance".
161
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Section 1: Introduction
Section 1: Introduction Message from GE Oil & Gas Compression Systems LLC Thank you, for purchasing GE Oil & Gas Compression Systems LLC equipment! This Service Manual contains safety, operating and basic maintenance instructions for the AJAX series compressor frames. GE Oil & Gas Compression Systems LLC is committed to continuous improvements and design advancements. Because of this commitment, changes may occur in your compressor frame that may not appear in this instruction manual. Photographs or illustrations in this manual show details or options may not appear on your compressor frame. Guards, covers or other protective mechanisms may have been removed for explanatory purposes. Any time a question arises concerning your compressor or this instruction manual, please contact GE Oil & Gas Compression Systems LLC for the latest available information. It is very important that personnel associated with operation maintenance of the AJAX series compressor read this manual and support documentation. Keep this manual with related literature and compressor information. Store it so it is easily found by maintenance or service personnel. It is also important that users carefully study the safety information provided in Section 2. Always use good safety practices at all times to prevent injury to personnel or damage to equipment. THIS MANUAL CONTAINS CONFIDENTIAL AND PROPRIETARY INFORMATION FROM GE OIL & GAS COMPRESSION SYSTEMS LLC. THIS MANUAL IS GIVEN TO USERS FOR THE PURPOSE OF PROVIDING INFORMATION TO FACILITATE USE AND MAINTENANCE OF AJAX SERIES COMPRESSOR FRAMES PURCHASED FROM GE OIL & GAS COMPRESSION SYSTEMS LLC. BY RECEIVING THIS DOCUMENT, YOU AGREE NOT TO USE SUCH CONFIDENTIAL INFORMATION FOR ANY PURPOSE OTHER THAN PURPOSE STATED HEREIN AND FUTHER AGREE NOT TO DISCLOSE SUCH INFORMATION TO OTHERS EXCEPT IN ACCORDANCE WITH THE PURPOSE STATED HEREIN. All specifications and ratings are subject to change without notice. AJAX is a trademark of GE Oil & Gas Compression Systems LLC.
GE Oil & Gas Compression Systems LLC Policies Standards GE Oil & Gas Compression Systems LLC has developed several standards for our compressor addressing cooling water quality, lubrication, and packaging. GE Oil & Gas Compression Systems LLC recommends that users of AJAX compressors understand and follow these standards to get the best performance possible from the equipment. GE Oil & Gas Compression Systems LLC also recommends that oil and gas production service packagers follow the guidelines for prime movers described in the American Petroleum Institute’s Specification for Packaged Reciprocating Compressors for Oil and Gas Production Services (ISO13631). American Petroleum Institute web address; http://www.api.org will default you to http://www.global.ihs.com. You can call 1-800-854-7179 ext. 7969 for copies of ISO 13631.
Our Quality Policy All GE Oil & Gas Compression Systems LLC employees will work to understand and to meet or exceed our customer’s expectations. Customers include purchasers of goods and services, co-workers, other departments and suppliers. All employees will correctly and efficiently perform their respective functions in accordance with established
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Warranties To Original Purchaser (Non-Transferable) requirements, and identify needed changes. Providing goods, services and communications with ever-increasing quality and value for our customers is a continuous business process in our company.
Warranties To Original Purchaser (Non-Transferable) a. "Material and Workmanship Warranty": The Seller warrants to the Purchaser that the Equipment of Seller's own manufacture to be supplied hereunder will be complete in all its parts, and, for the *Warranty Period - The warranty period shall extend for 12 months from date of start-up, but shall not exceed 18 months from date of shipment from factory. Warranty Period specified will be free from defects in material or workmanship caused by the Seller and arising under normal and proper operating conditions; and that such Equipment will be delivered free from any lawful security interest or other lien or encumbrance known to the Seller, except security interests or other liens or encumbrances arising hereunder. The obligation of the Seller and the Purchaser's sole and exclusive remedy hereunder shall be limited at the Seller's option: 1. To replacement or repair of any Equipment or parts thereof which are returned to the Seller's works within the Warranty Period, transportation charges prepaid. 2. Should the Equipment or parts thereof be determined by the Seller to be so defective, however, as to preclude the remedying of warranty defects by replacement or repair, the Purchaser's sole and exclusive remedy shall then be a refund of the purchase price, less a reasonable charge for any utilization of the Equipment by Purchaser. 3. Notwithstanding the foregoing, the Seller shall have no obligation as a result of improper storage, installation, repairs or modifications not made by the Seller, or as a result of removal, improper use, or misapplication of the Equipment after it has been delivered to the Purchaser. 4. Purchaser shall pay freight charges in connection with the return or replacement of the defective Equipment or parts. b. "Performance Warranty": The Seller warrants that the Equipment of its own manufacture, when shipped and/or installed, will operate within any performance characteristics which are expressly specified herein as a performance guarantee. Any performance characteristics indicated herein which are not expressly stated as guarantees are expected, "but not guaranteed". When factory testing is conducted for measuring and performance guarantee of the Equipment purchased, then certified test results verifying any such guarantees shall be considered both by the Purchaser and the Seller as conclusive. The Purchaser may have a representative present when such factory tests are conducted, if requested at the time an order is placed. Should Purchaser desire to conduct a field performance test to verify any performance guarantee, such test must be conducted by Purchaser, at his expense, within thirty (30) days from the date of initial start-up of the Equipment, and in accordance with the appropriate ASME Power Test Code, except as otherwise agreed in writing by Seller. Seller shall be entitled to have a representative or representatives present to witness such test and Purchaser shall reimburse Seller for the time and expense of such representatives at the Seller's service rates then in effect at the time of the test. Purchaser shall give Seller fifteen (15) days written notice prior to the date Purchaser intends to commence such test. If the field performance test is not conducted within the aforesaid period all performance guarantees shall be deemed to have been met. In the event any Equipment performance guarantee which is to be verified by the field performance test is not successfully demonstrated within thirty (30) days from the commencement of such test, the obligation of the Seller and the Purchaser's sole and exclusive remedy hereunder shall be that set forth in paragraph (a) above.
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Prerequisites c. "OSHA" Warranty": The Seller warrants for installations within the United States that Equipment of its own manufacture, when shipped, will be in compliance with the Occupational Safety and Health Act, and any and all amendments thereto and regulations promulgated thereunder that may be in effect as of the date of the Seller's quotation insofar as said law and regulations may pertain to the physical characteristics of the Equipment "provided however", the Seller does not warrant such compliance with respect to the circumstances of use of said Equipment and "provided further", the Seller makes no warranty with respect to the noise level of said Equipment, when put into operation, since such noise levels will be influenced by and dependent upon the environment into which the Equipment may be placed. The Seller's obligation and the Purchaser's sole remedy with respect to this warranty shall be providing notice of any such non-compliance is given within one year from the date of delivery of said Equipment to Purchaser, to repair or replace any part of said Equipment that is proven to Seller's satisfaction not to have been in compliance with the Act as amended and regulations thereto in effect as of the date of quotation or, if it be determined by Seller that the Equipment or parts thereof cannot be repaired or replaced in such a manner as to put the Equipment in compliance, Purchaser's sole and exclusive remedy shall then be a refund of the purchase price less a reasonable charge for any utilization of the Equipment by Purchaser. Purchaser shall pay freight charges in connection with the return or replacement of any Equipment or parts that are found not to be in compliance.Notwithstanding the foregoing, the Seller shall have no obligation under this warranty as a result of installation, repairs or modifications not made by the Seller, or as a result of removal, improper use, improper operation, or mis-application of the Equipment after it has been delivered to the Purchaser. d. "Warranty As To Equipment Not Made By The Seller": Equipment parts and accessories made by other manufacturers and supplied hereunder by the Seller are warranted only to the extent of the original manufacturer's warranty to the Seller. e. "EXCEPT AS SET FORTH HEREIN, AND EXCEPT AS TO TITLE IT IS EXPRESSLY AGREED": "THAT THERE IS NO IMPLIED WARRANTY OF MERCHANTABILITY, NOT OTHER WARRANTY, EXPRESS, IMPLIED, OR STATUTORY, NOR ANY AFFIRMATION OF FACT, OR PROMISE BY THE SELLER WITH REFERENCE TO THE EQUIPMENT OR PARTS THEREOF, OR OTHERWISE, WHICH EXTENDS BEYOND THE DESCRIPTION OF THE EQUIPMENT AS SET FORTH HEREIN, AND (2) THAT THE PURCHASER ACKNOWLEDGES THAT IT IS PURCHASING THE EQUIPMENT SOLELY ON THE BASIS OF THE COMMITMENTS OF THE SELLER EXPRESSLY SET FORTH HEREIN". DAMAGES. "IN NO EVENT SHALL SELLER BE LIABLE FOR SPECIAL, CONSEQUENTIAL OR INCIDENTAL DAMAGES, NOR FOR LOSS OF ANTICIPATED PROFITS NOR FOR LOSS OF USE OF ANY EQUIPMENT, INSTALLATION SYSTEM, OPERATION OR SERVICE INTO WHICH THE GOODS OR PARTS MAY BE PUT, OR WITH RESPECT TO WHICH ANY SERVICES MAY BE PERFORMED BY SELLER". "THIS LIMITATION ON SELLER'S LIABILITY SHALL APPLY TO ANY LIABILITY FOR DEFAULT UNDER OR IN CONNECTION WITH THE GOODS, PARTS OF UNIT SALES OR SERVICES DELIVERED HEREUNDER, WHETHER BASED ON WARRANTY, FAILURE OF OR DELAY IN DELIVERY OR OTHERWISE". "ANY ACTION FOR BREACH OF CONTRACT HEREUNDER MUST BE COMMENCED WITHIN ONE YEAR AFTER THE CAUSE OF ACTION HAS ACCRUED".
Prerequisites Personnel using this manual should be familiar with compressor systems, standard mechanical service tools, and compressor terminology. Service personnel should have adequate experience in good maintenance and troubleshooting techniques. GE Oil & Gas Compression Systems LLC recommends that all personnel using this manual should complete GE Oil & Gas Compression Systems LLC’s AJAX Reciprocating Compressor Training. Training includes the following:
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Additional Information • Frame, crosshead guide, and lubrication systems • Compressor details including: rings, rider bands, pressure packings, valves, and unloaders • Support systems to include: Coolers, water pumps, and control systems • Description of installation, inspection, and set up procedures for rod run out, web deflection, coupling alignment • Description of recommended operational procedures include: startup, normal & emergency shutdown and compressor performance control
• Description and application of recommended maintenance: maintenance, critical repairs, and troubleshooting For training, contact the GE Oil & Gas Compression Systems LLC’s Learning Center by phone: 713-354-1296 or by email:
[email protected].
Additional Information Unrestricted copies of Service Bulletins are available at the GE Oil & Gas Compression Systems LLC web site. You must have Adobe® Acrobat® Reader (version 6.0 or later) to view the bulletins.
GE Oil & Gas Compression Systems LLC Contact Information For parts and customer service, contact by phone: 1-877-300-2550.
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Section 2: Safety Information
Section 2: Safety Information Introduction These safety instructions and procedures are intended to help prevent injury in the operation and maintenance of Ajax engines, compressors, and auxiliary equipment. These safety procedures should not be considered as the only precautions to be taken. Good judgment and careful safety practices should always be used. Do not operate or attempt to repair this equipment unless you have had the proper training approved by Ajax Division, GE Oil & Gas Compression Systems LLC. For training information, contact GE Oil & Gas Compression Systems LLC’s Learning Center by phone: 713-354-1296 or by email:
[email protected].
Danger, Caution and Note Symbols DANGER SYMBOL A DANGER Symbol, indicates that if the specified precaution is not heeded, there is a substantial risk of serious injury or death along with damage to property. A DANGER may appear as follows:
CAUTION SYMBOL A CAUTION Symbol, indicates that if the specified precaution is not heeded, damage to equipment and/or personal injury may result. A CAUTION may appear as follows:
NOTE SYMBOL A NOTE Symbol, indicates an essential operating procedure or condition which must be highlighted. A NOTICE may appear as follows:
Some general precautions are listed in the following pages. Make sure that all personnel read these precautions and adhere to them.
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Safety Decals
Safety Decals Danger, Caution and Note Decals
Danger, Caution, and Notice decals will be placed so that they are visible to the operator while the engine is running. The Ajax 2804LE units have the following decals:
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Safety Decals
Figure 2-1 Safety Decals
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Safety Decals
Figure 2-2 Safety Decals
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General Precautions
General Precautions 1. Read and understand the instruction manual prior to operating this equipment to become familiar with the safety, design and operating features. 2. Follow all safety rules and operating procedures put in place by the company that owns and operates this equipment. 3. Always wear safety glasses or goggles, steel-toe safety shoes, and hearing protection. (Other equipment may be required by the equipment owner). 4. Do not wear loose fitting clothing, neckties, scarves, watches, rings, etc., near operating equipment as they can be caught in the moving machinery. Keep long hair tied back. 5. Locate the nearest fire extinguisher to area where maintenance is to be performed. Ensure a clear path to fire extinguisher in case it should be needed for an emergency situation. 6. Do not open cooling or lubrication systems when engine or compressor is hot, as steam or hot liquids can be released, which can cause severe burns. Be aware that some surfaces can remain hot for several hours after the unit has been shutdown. 7. When draining the coolant and lubricants, prevent contamination of the environment by the equipment fluids. Refer to the equipment owner’s material safety data sheets for additional information. (Remember: Antifreeze/Glycol solutions, as well as most lubricants, are flammable). 8. Keep the area around the unit clean and orderly with ample space to walk safely around the unit. Clean up spills and leaks quickly to prevent accidents caused by slipping and falling. 9. Use only non-flammable, non-toxic cleaning solvents. NEVER USE GASOLINE OR OTHER FLAMMABLE PRODUCTS FOR CLEANING PURPOSES. REFER TO EQUIPMENT OWNER’S MATERIAL SAFETY DATA SHEETS FOR EACH CLEANING PRODUCT FOR ADDITIONAL PRECAUTIONS. 10. Use fans, blowers, etc., during maintenance and clean-up work in enclosed areas to remove fumes from cleaning solvents and vented gases. 11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Always stand on stable surfaces when working on this equipment. 12. Before starting any equipment, make sure all nearby personnel are aware of the start up and are clear of the equipment. 13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or particles can penetrate skin. Use cardboard or a similar material to check for leaks.
Engine Maintenance Precautions Prior to performing maintenance, shut down unit and prevent the possibility of restart. Close the starting gas block valve and remove the tubing line to the starting pilot valve. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed on it.
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Compressor Maintenance
Do not ground the ignition system to shut down a spark gas engine. This can leave an explosive mixture in the engine and exhaust system. Shut down the engine, by SHUTTING OFF THE FUEL SUPPLY. Do not remove engine cover doors immediately after shutdown. this can cause a sudden rush of atmospheric air and result in an explosive mixture in the crankcase. Allow the engine to cool until cover doors can be removed with bare hands. Check all safety shutdown devices (over speed, low oil pressure, high jacket water temperature, vibration, etc.) according to the procedure and schedule in the maintenance section of this manual. After completion of maintenance work, reconnect starter pilot valve line and open block valve. REMOVE MANUAL BARRING DEVICE, if used during maintenance. Before attempting to start a gas engine, it must be cranked with the fuel and ignition off to purge the exhaust system of combustible gases. The engine should be cranked for a minimum of 15 seconds before the ignition is turned on and then the fuel valve opened. Be prepared to shut down the engine if an over speed or other control malfunction occurs on start-up. Before replacing any studs, measure stud height from machined surface and position replacement stud to the same height.
Compressor Maintenance 1. Shut down the Integral Engine Compressor first, then prevent it from being started before the work is done. (see ENGINE MAINTENANCE PRECAUTION). THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed on it. Suctions and discharge block valves (see sight plan for location) must be closed to prevent gas from flowing into the compressor during maintenance. (Gas pressure could rotate the compressor and cause injury if not shut off and ventilated properly - see compressor section of this manual).
2. Before attempting any maintenance or repair on the compressor, vent all gas pressure from the cylinders, piping, and other pressurized components or chambers. Know the piping system associated with this compressor. Open discharge blow down and/or bypass valves to vent system to atmosphere. ALLOW COMPRESSOR TO COOL FOR AT LEAST 15 MINUTES BEFORE OPENING SUCTION OR INTER STAGE VENTS. Atmospheric air can be drawn in if a vacuum exists and can create an explosive mixture. CHECK LOCAL OR PANEL PRESSURE GAUGES FOR ZERO READING BEFORE REMOVING ANY GAS PASSAGE
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Compressor Maintenance COMPONENTS SUCH AS VALVES, VALVE CAPS, OR CYLINDER HEADS. Vent unloader control pressure line by loosening control line tubing fitting.
3. IF POISONOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL PLANT SAFETY PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY GAS EQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TO INHALATION OF SUCH SUBSTANCES. 4. Regularly check around compressor and piping gaskets and joints for leaks which could result in a fire or an explosion. 5. Test all pressure gauges on a periodic basis (see maintenance schedule) to ensure accurate pressure readings. Likewise, check all relief valves for design opening pressure (see manufacturer’s data for each relief valve in packaging section of manual). 6. Check all safety shutdown devices (No Flow for oil lube to divider blocks for packing and rings, high and low gas pressures, vibration, etc.,) per the schedule in the maintenance section of this manual. 7. Remove electrical lockout function if motor driven when maintenance is completed and REMOVE MANUAL BARRING DEVICE, if used during maintenance, before starting unit. 8. Before replacing any studs, measure stud height from machined surface and position replacement stud to the same height.
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Section 3: Warranty
Section 3: Warranty Warranties to Original Purchaser (Non-Transferable) a. “Material and Workmanship Warranty”: The Seller warrants to the Purchaser that the Equipment of Seller’s own manufacture to be supplied hereunder will be complete in all its parts, and, for the *Warranty Period - The warranty period shall extend for 12 months from date of start-up, but shall not exceed 18 months from date of shipment from factory. Warranty Period specified will be free from defects in material or workmanship caused by the Seller and arising under normal and proper operating conditions; and that such Equipment will be delivered free from any lawful security interest or other lien or encumbrance known to the Seller, except security interests or other liens or encumbrances arising hereunder. The obligation of the Seller and the Purchaser’s sole and exclusive remedy hereunder shall be limited at the Seller’s option: 1. To replacement or repair of any Equipment or parts thereof which are returned to the Seller’s works within the Warranty Period, transportation charges prepaid. 2. Should the Equipment or parts thereof be determined by the Seller to be so defective, however, as to preclude the remedying of warranty defects by replacement or repair, the Purchaser’s sole and exclusive remedy shall then be a refund of the purchase price, less a reasonable charge for any utilization of the equipment by Purchaser. 3. Notwithstanding the foregoing, the Seller shall have no obligation as a result of improper storage, installation, repairs or modifications not made by the Seller, or as a result of removal, improper use, or misapplication of the Equipment after it has been delivered to the purchaser. 4. Purchaser shall pay freight charges in connection with the return or replacement of the defective Equipment or parts. b. “Performance Warranty”: The Seller warrants that the Equipment of its own manufacture, when shipped and/or installed, will operate within any performance characteristics which are expressly specified herein as a performance guarantee. Any performance characteristics indicated herein which are not expressly stated as guarantees are expected, “but not guaranteed.” When factory testing is conducted for measuring any performance guarantee of the Equipment purchased, then certified test results verifying any such guarantees shall be considered both by the Purchaser and the Seller as conclusive. The Purchaser may have a representative present when such factory tests are conducted, if requested at the time an order is placed. Should Purchaser desire to conduct a field performance test to verify any performance guarantee, such test must be conducted by Purchaser, at this expense, within thirty (30) days from the date of initial start-up of the Equipment, and in accordance with the appropriate ASME Power Test Code, except as otherwise agreed in writing by Seller. Seller shall be entitled to have a representative or representatives present to witness such test and Purchaser shall reimburse Seller for the time and expense of such representatives at the Seller’s service rates then in effect at the time of the test. Purchase shall give Seller fifteen (15) days written notice prior to the date Purchaser intends to commence such test. If the field performance test is not conducted within the aforesaid period all performance guarantees shall be deemed to have been met. In the event any Equipment performance guarantee which is to be verified by the field performance test is not successfully demonstrated within thirty (30) days from the commencement of such test, the obligation of the Seller and Purchaser’s sole and exclusive remedy hereunder shall be that set forth in paragraph (a) above.
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Warranties to Original Purchaser (Non-Transferable) c. “OSHA” Warranty”: the Seller warrants for installations within the United States that Equipment of its own manufacture, when shipped, will be in compliance with the Occupational Safety and Health Act, and any and all amendments thereto and regulations promulgated thereunder that may be in effect as of the date of the Seller’s quotation insofar as said law and regulations may pertain to the physical characteristics of the Equipment “provided however”, the Seller does not warrant such compliance with respect to the noise level of said Equipment and “provided further”, the Seller makes no warranty with respect to the noise level of said Equipment, when put into operation, since such noise levels will be influenced by and dependent upon the environment into which the Equipment may be placed. The Seller’s obligation and the Purchaser’s sole remedy with respect to this warranty shall be providing notice of any such non-compliance is given within one year from the date of delivery of said Equipment to Purchaser, to repair or replace any part of said Equipment that is proven to Seller’s satisfaction not to have been in compliance wit the Act as amended and regulations thereto in effect as of the date of quotation or, if it be determined by Seller that the Equipment or parts thereof cannot be repaired or replaced in such a manner as to put the Equipment in compliance, Purchaser’s sole and exclusive remedy shall then be a refund of the purchase price less a reasonable charge for any utilization of the Equipment by Purchaser. Purchaser shall pay freight charges in connection with the return or replacement of any Equipment or parts that are found not to be in compliance. Notwithstanding the foregoing, the Seller shall have no obligation under this warranty as a result of installation, repairs or modifications not made by the Seller, or as a result of removal, improper use, improper operation, or misapplication of the Equipment after it has been delivered to the Purchaser. d. “Warranty As to Equipment Not Made By The Seller”: Equipment parts and accessories made by other manufacturers and supplied hereunder by the Seller are warranted only to the extent of the original manufacturer’s warranty to the Seller. e. “EXCEPT AS SET FORTH HEREIN, AND EXCEPT AS TO TITLE IT IS EXPRESSLY AGREED”: “THAT THERE IS NO IMPLIED WARRANTY OF MERCHANTABILITY, NOT OTHER WARRANTY, EXPRESS, IMPLIED, OR STATUTORY, NOR ANY AFFIRMATION OF FACT, OR PROMISE BY THE SELLER WITH REFERENCE TO THE EQUIPMENT OR PARTS THEREOF, OR OTHERWISE,WHICH EXTENDS BEYOND THE DESCRIPTION OF THE EQUIPMENT AS SET FORTH HEREIN, AND (2) THAT THE PURCHASER ACKNOWLEDGES THAT IT IS PURCHASING THE EQUIPMENT SOLELY ON THE BASIS OF THE COMMITMENTS OF THE SELLER EXPRESSLY SET FORTH HEREIN”. DAMAGES: “IN NO EVENT SHALL SELLER BE LIABLE FOR SPECIAL, CONSEQUENTIAL OR INCIDENTAL DAMAGES, NOR FOR LOSS OF ANTICIPATED PROFITS NOR FOR LOSS OF USE OF ANY EQUIPMENT, INSTALLATION SYSTEM, OPERATION OR SERVICE INTO WHICH THE GOODS OR PARTS MAY BE PUT, OR WITH RESPECT TO WHICH ANY SERVICES MAY BE PERFORMED BY SELLER.” “THIS LIMITATION ON SELLER’S LIABILITY SHALL APPLY TO ANY LIABILITY FOR DEFAULT UNDER OR IN CONNECTION WITH THE GOODS, PARTS OF UNIT SALES OR SERVICES DELIVERED HEREUNDER, WHETHER BASED ON WARRANTY, FAILURE OF OR DELAY IN DELIVERY OTHERWISE.” “ANY ACTION FOR BREACH OF CONTRACT HEREUNDER MUST BE COMMENCED WITHIN ONE YEAR AFTER THE CAUSE OF ACTION HAS ACCRUED”. .
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Section 4: Basic Design and Application
Section 4: Basic Design and Application Basic Design Engine & Frame The heavy duty cast iron bed is mounted on a sturdy structural steel skid. The integral one piece forged steel crankshaft has both engine crank throws and compressor crank throws. The three and four cylinder units use precision sleeve type bronze backed bearings. The forged steel connecting rods in all units have precision bronze backed bearings at the crank journal and bronze bushings at the crosshead end. Heavy duty babbited cast iron crossheads and 4140 steel piston rods complete the drive train.
Piston The engine pistons are made of cast iron, while the compressor pistons may be either cast iron or aluminum, depending on the balancing requirements and the application.
Power Cylinder The power cylinders which are of the ported two cycle design are made of high grade cast iron and have chrome plated & iron nitrided bores based on application. Hard iron finishing is available for special applications.
Jet Cell LE, or low emissions applications, use jet cells, or pre-combustion chambers, which are installed in the power cylinder heads. The high-energy torch issuing from the pre-chamber allows the main chamber to be operated with a leaner mixture and consistently ignited, as compared to a conventional spark plug ignition requiring a richer mixture for stable combustion. In addition, the jet cells are applied to units to improve combustion stability and improve fuel consumption when operating at variable speeds and reduced torque. (see Section 9.)
Compressor Cylinder The compressor cylinders may be either cast iron or forged steel, depending on the pressure requirements of the application.
Lubrication System Lubrication of the crankcase, including crankshaft and layshaft assemblies, is accomplished with a combination of splash and flood lubrication systems, while the power cylinders, compressor cylinders, and pressure packing are lubricated through a pressurized force feed system. A manual or automatic prelube system provides lubrication to the main bearings and crossheads prior to start-up.
Piston Rods Power and compressor piston rods pass through stuffing boxes containing oil wiper packing, so the crankcase is isolated from the by-products of the power and compressor cylinders.
Fuel System A hydraulic fuel injection system injects the fuel gas into the power cylinders. High voltage, capacitor discharge solid state ignition is standard equipment on all models. The power end cooling system utilizes a standard fin tube cooler, with the coolant being circulated by a centrifugal water pump.
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Basic Application To identify various components of the integral gas engine compressor, reference is made to the flywheel side and cooler side of the unit. When standing at the power cylinder end, the cooler side of the unit is to the left while the flywheel side is to the right. The power and compressor cylinders are numbered, starting at the flywheel side of the unit. When viewed from the flywheel side, the crankshaft rotation is clockwise. Figure 4-1 shows the Ajax Integral Gas Engine Compressor Unit.
Figure 4-1: 2804 Engine Compressor
Basic Application Ajax engine compressor units are designed for continuous heavy duty operation and perform best when loaded near rated capacity at the operating speed. Performance curves furnished for each unit show compressor capacity versus suction and discharge pressures at maximum rated unit speed. The rated horsepower of the engine-compressor unit can be used as the continuous duty design capacity less than or equal to 1500 feet above sea level and 100 degrees Fahrenheit ambient temperature without de-ration. When the engine compressor installation is located at an elevation greater than 1500 feet above sea level, or 1500 FASL, or in ambient temperature exceeding 100 F, de-ration of the rated horsepower must be taken into consideration in applying the engine horsepower unit to the anticipated condition of loading. The power that any piston scavenged can deliver decreases with an increase in altitude and/or temperature of the air at the intake, due to the reduction in air density and weight of oxygen for combustion in a given volume. The calculated reduction in horsepower is 3 percent 1,000 feet above 1,500 feet elevation and 1% for each 10º F temperature rise above 100º F.
Two-Cycle Principle of Operation The two stroke cycle has one working stroke of the piston for each revolution of the crankshaft. Compression, firing, expansion, exhaust, and scavenging take place in that order, and because these events are completed in two strokes of the piston, this is called the two-cycle design. The piston moves toward the cylinder head, it first closes the intake ports, then the exhaust ports, trapping a fresh charge of air. A charge of fuel gas is injected into the cylinder at this
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Two-Cycle Principle of Operation point. The piston compresses this mixture, which is ignited by the spark before but near top dead center (TDC). this burning produces a rise in pressure, which forces the piston toward the crank end on its power stroke. Expansion of the gases continues until the piston uncovers the exhaust ports, permitting escape of the burned gases. As the piston moves further toward the crank, the intake ports open and the entering air displaces the remaining burned gases. After reaching the crank end of the stroke, the piston starts toward the cylinder head on another cycle. The crosshead construction of this engine-compressor permits complete isolation of the crankcase from the engine cylinder chamber. By this design, the crank end of the piston and cylinder forms a scavenging chamber and provides an efficient scavenging pump. On the compression stroke, a partial vacuum is created in the scavenging chamber at the crank end of the cylinder. The differential in pressure opens the check valves and a fresh air charge enters until the piston reaches the firing end of the stroke. The power stroke of the piston snaps the check valves closed and compresses this air in the scavenging chamber above atmospheric pressure. When the intake ports are opened in the cylinder, the slightly compressed air transfers to the combustion chamber. Figures 4-2 and 4-3 illustrate the two-cycle principle which provides one power stroke for each revolution of the crankshaft, or one power stroke for each two strokes (compression and power) of the piston. Figure 4-4 shows the scavenging process which takes place while exhaust and intake ports are uncovered at the conclusion of the power stroke.
Figure 4-2: Compression
Figure 4-3: Power
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Two-Cycle Principle of Operation
Figure 4-4: Scavenging
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Section 5: General Data
Section 5: General Data General Data Table 5-1 General
1. 2.
Manufacturer and Packager Model
3.
Type
4. 5. 6. 7. 8. 9. 10. 11.
Engine Standard Compressor Standard Expected Site Loading Expected Site RPM Expected Site Availability Factory Re- Building Site Overhaul Time Expected Life
Cooper Compression - Ajax Division Ajax 2804 & LE Naturally aspirated, slow speed, 2-stroke cycle, integral gas engine-compressor DEMA API 11P 100% of Maximum Continuous 300 - 440(100% of maximum, to minimum) 98% No 40,000+ Hours 25-40 Years Table 5-2 Power and RPMs
DPC-2804 - 845 1.
Rate Power (2804)
DPC-2804LE - 800
2. 3. 4. 5.
Rated Speed/ Overspeed (RPM) Speed Range (RPM) Minimum Loading Speed Minimum Loading Torque
100° F and less than 1500º FASL 440 / 484 (this value is 10% above rate speed) 300 - 440 70% 70% DPC - 2804 - 592
6.
Minimum Horsepower, Rated BHP DPC-2804LE - 560 STD - 67.2
7.
Rated BMEP (PSI) LE - 63.7 STD - 47.1
8.
BMEP minimum (PSI)
9.
Speed at 70% of Maximum (RPM)
LE - 44.6 308
Table 5-3 Basic Specifications - Engine
1.
Type
2.
Fuel Gas Consumption
2-Stroke, horizontal, naturally aspirated, directional port scavenged, gas injected, natural gas fuelled STD - 8000 BTU/BHP-HR LE - 7670 BTU/BHP-HR Natural gas, raw or treated
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General Data 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.
No. of Power Cylinder Power Cylinder Bore (inches) Power Cylinder Stroke (inches) Cylinder Displacement, (Cubic Inches) Piston Speed Fuel Gas System Speed Control Exhaust Temperature Monitor Exhaust Temperature at Full Load
DPC -2804 - 4 15” 16” 2,827 per cylinder 1,173 ft/min Integrate Governor Throttle Body (IGTB), hydraulic gas injection Manual (Standard) Yes, individual cylinder 2804LE - 740ºF 10-12% above normal exhaust temperature (See “Exhaust SysExhaust Temperature Shutdown. tem” in Section 5) Cylinder Differential Temperature MAX 20º Crankshaft Rotation when facing flywheel Clockwise Table 5-4 Compressor
DPC -2803 - 2 1. 2. 3. 4. 5.
No. of Compression Throws DPC -2804 - 3 11” 807 @440 2.5” (Standard) 40,000
Compressor Cylinder Stroke (inches) Compressor Piston Speed (RPM Rod Diameter (inches) Maximum Allowable Rod Load (lbs) Table 5-5 Auxiliary Systems
1. 2. 3. 4.
Speed Governing Ignition System (standard) Panel and Control System (standard) Air Cooler
IGTB Woodward - Ajax Electronic 24 VDC Governor Altronic III Altronic solid-state digital electronic devices Fin fan type, belt driven from crankshaft
Table 5-6 Estimated Weighs & Dimensions
Component Main Skid Cooler Skid
L (in) 315 INCL
W(in) 295 INCL
H(in) 156 INCL
Weight (lbs) 110,500 INCL
Table 5-7 Engine Component Dimensional & Clearance Data
Item 15” Cylinder Bore 15” Piston Skirt Diameter 15” Piston to Cylinder Clearance 15” Piston Ring 1 & 2 Side Clearance 15” Piston Ring 3 & 4 Side Clearance 15” Piston Ring End Gap (Ring 1) 15” Piston Ring End Gap (Ring 2) 15” Piston Ring End Gap (Ring 3) 15” Piston Ring End Gap (Ring 4) Piston Rod
AJAX®
As New Limits (inches) 14.997 - 15.001 14.968 - 14.970 .027 - .033 .010 - .0125 .008 - .0105 .115-.130 .115-.125 .125-.135 .115-.125 2.497 - 2.500
Max. Acceptable (inches) Up to 15.013, Max .002 TIR Down to 14.961 Up to .045 Up to .015 Up to .013
Down to 2.495
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General Data Crosshead Guide 12.000 - 12.002 Up to 12.004 Crosshead O.D. 11.987 - 11.989 Down to 11.985 Crosshead-to-Guide Clearance .009 - .013 Up to .016 Note:Determine the minimum clearance by passing the thickest feeler gauge possible over the top of the crosshead to project out the opposite side. Then slide the gauge along the entire length of the crosshead-to-guide fit. Conn Rod Pin Bushing I.D. 5.5044 - 5.5069 Up to 5.509 Conn Rod Side Clearance .010 - .026 Up to .029 Crosshead Pin O.D. 5.4995 - 5.5000 Down to 5.4985 Max .001 TIR Crosshead-to-Pin Clearance .0044 - .0074 Up to .0085 Conn Rod Bearing Bore 7.503 - 7.505 Up to 7.507 Max .001 TIR Crank Pin O.D. 7.499 - 7.500 Down to 7.4975 Max .0015 TIR Crank Pin-to-Bearing I.D. Clearance .0044 - .006 Up to .0075 Main Bearing Journal O.D. 8.374 - 8.375 Down to 8.3725 Main Bearing I.D. 8.3796 - 8.3816 Up to 8.3831 Max .002 TIR Main Journal-to- Bearing I.D. .0046 - .0076 Up to .0091 Main Bearing Thrust .010 -.020 Up to .022 Layshaft Bearing Bore 1.502 - 1.503 Up to 1.504 Layshaft O.D. 1.498 - 1.500 Down to 1.497 Layshaft O.D.-to- Bearing Bore Clearance .002 - .005 Up to .007 Table 5-8 Compressor Component Dimensional and Clearance Data
Item Cylinder Bore Piston Rings & Riders Piston-to-Cylinder Clearance Piston Rod, 21/2 Piston Rod, 21/4 Crosshead Guide Crosshead O.D. Crosshead-To-Guide Clr. Connecting Rod Pin Bushing I.D. Crosshead Pin O.D. Pin Bushing-to-Pin Clearance Connecting Rod Bearing I.D. Crank Pin O.D. Crank Pin-to-Rod Bearing Clearance
As New Limits (inches) ** ** ** 2.497 -2.500 2.249 - 2.250 11.999 - 12.001 11.984 - 11.986 .011 - .015 4.5035 - 4.5062 4.4995 - 4.500 .0044 - .006 7.503 - 7.505 7.499 - 7.500 .0042 - .0066
Max. Acceptable (inches) ** ** ** 2.495 2.2455 Up to 12.008 Down to 11.982 Up to .018 Up to 4.507 Down to 5.4985 Up to .0066 Up to 7.506 Down to 7.498 Up to .008
** contact the Technical Support Department at Ajax Table 5-9 Torque Table for Critical Ajax Fasteners
Fastener Location
Flywheel shrink disk Drive shaft shrink disk Main bearing cap
AJAX®
Type of Unit (Reference Note #1) Frame and Crankshaft Bolts All Bolts All Studs 3&4
Type of Fastener
Torque (lb-ft) (Note #2 or other indicator) 185 185 250
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General Data Main bearing cap Tie bars to frame Top Center for crosshead guide Power cylinder to frame Connecting rod caps Power cylinder side cover plate Head to cylinder Head to cylinder Head to cylinder Head to cylinder Pre-chamber hold down flange Pilot fuel check valve clamp Spark plugs Indicator cock Control Box and Layshaft Control box to frame Control box to frame Support bracket on crank end of layshaft Cover on crank side of control box Caps for hydraulic power plungers Cover on top of control box Gears in control box Cams in control box Ajax governor drive gear Woodward gov. drive gear Compressor guide to frame Rod packing ass’y to x-head guide Piston rod to crosshead Crosshead set screws Crosshead jam nuts
Stud nuts 3&4 Bolts 3&4 Bolts 3 Bolts All Bolts All, P & C Allen Bolts All Cylinder Head Studs 15 Bore Stud nuts 15 Bore Studs 13-1/4 Bore Stud nuts 13-1/4 Bore Bolts All LE Bolts All LE Plugs All Valve All 1 Stud nuts 1 Stud nuts 3, & 4 Bolts
All
Bolts All Bolts All Bolts All Set Screws All Set Screws All Nut All Nut All Crosshead and Piston Rod Stud nuts All, C Bolts All Nut All, P & C Set screws All Nuts All
360 260 100 490 650 - 700 38 220 -250 600 600 490 70 15 60 70 95 160 45 10 -12 11 25 25 25 0.003 - 0.006 clearance 7 - 15 (line up with pin) 280 - 300 38 3200 55 50
Note #1: Key to “Type of Unit Abbreviations" 4 P C
2804 Power Side Compressor
Note #2: Torques are based on the use of Lubriplate
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General Data Table 5-10 General Torque Table for Fasteners (for use when a specific torque is not specified)
Fastener Size: By Number or Thread Dia. #8 #8 #10 #10
Threads Per Inch Torque (lb-ft) With Lockwasher
Torque (lb-ft) Without Lockwasher
32 36 24 32 20
2 2 3 3 5
2.5 2.5 3.7 3.7 6
28 18
6 10
7.5 12
24 16
11 17
13 20
24 14
18 28
21 34
20 13
30 43
36 53
20 12
50 62
60 75
18 11
71 85
85 103
18 10
100 155
120 190
16 9
190 250
225 310
14 8
280 340
340 415
12
385
460
14
400
475
1/4”
5/16”
3/8”
7/16”
1/2”
9/16”
5/8”
3/4”
7/8”
1”
Fastener Size: By Number or
Threads Per Inch Torque (lb-ft) With Lockwasher
Torque (lb-ft) Without Lockwasher
Thread Dia.
AJAX®
7
450
550
1-1/8”
8
475
575
1-1/4”
12 7
525 660
625 795
35
General Data
1-3/8”
1-1/2”
1-5/8”
1-3/4”
8
690
830
12 6
760 870
895 1020
8
940
1090
12 6
1000 1150
1150 1370
8
1220
1440
12 6
1310 1430
1530 1690
8
1510
1770
12 8
1610 1920
1870 2260
10
1990
2330
12
2050
2400
Qualifying Notes: l
Torque values are for Grade 5 fasteners.
l
Values are Based on the use of Lubriplate.
l
AJAX®
For torques less than 10 lb-ft, a lb-in torque wrench should be used to improve accuracy (multiply the torques in this table by 12 to get lb-in).
36
Clearance and Torque
Clearance and Torque
Figure 5-1 Crankcase and Main Bearing Journal Group
Crankshaft Main Bearing Journal Group 8.374-8.375 Main Bearing Inside Diameter Assembled 8.379-8.381 Main Bearing Caps and Tie Bars are match-marked with the Crankcase to facilitate re-assembly in correct location.
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Clearance and Torque
Figure 5-2 Power Cylinder Group
Cylinder Bore Wear Limit* (*Do not wear through chrome plating in bore.) Exhaust Flange Size
AJAX®
14.977-15.001 15.009-15.013 10” 150#
38
Clearance and Torque
Figure 5-3 Power Piston, Crosshead, and Connecting Rod Group
Crankshaft Crankpin Diameter Crankpin Bearing Inside Diameter Assembled Crosshead Pin Diameter Crosshead Pin Bushing Inside Diameter Assembled Crosshead Diameter Piston Skirt Diameter
AJAX®
7.499-7.500 7.503-7.505 5.4995-5.500 5.5044-5.5069 11.987-11.989 14.968-14.970
39
Ajax Engine Compressor Noise Data
Figure 5-4 Compressor Crosshead and Connection Rod Group
Crankshaft Crankpin Diameter Crankpin Bearing Inside Diameter Assembled Crosshead Pin Diameter Crosshead Pin Bushing Inside Diameter Assembled Crosshead Diameter
7.499-7.500 7.503-7.505 4.499-4.500 4.503-4.505 11.984-11.986
Ajax Engine Compressor Noise Data The following tables reveal typical noise data for the Ajax 2804LE Engine-Compressors These data are expressed as Sound Pressure Levels(SPL) and they are based on typical packages with standard coolers, standard intake air systems, and VANEC 141 exhaust silencers. These data are based on free field conditions. When reflective walls, such as steel, are present, then the levels will be slightly increased. When attenuation walls are placed between the units and the microphone, then the noise levels are substantially reduced, so, SPLs are affected by the surroundings of the unit. In the following tables, the SPLs are expressed as weighted averages in dBA with the units operating at the design rated RPM. Table 5-11 lists the SPLs at ten feet from the power cylinders and at ten feet from the exhaust silencer. Tables 5-12 express noise data as functions of frequencies at greater distances from these packages Table 5-11 Sound Pressure Levels 2804LE
Engine Model
RPM
BHP
DPC-2804LE
440
800
AJAX®
Avg. Weighted dBA (10 Feet from Engine) 90
Avg. Weighted dBA (10 Feet from Exh. Silencer) 91
40
Special Tools Table 5-12 Sound Pressure Levels Vs. Frequencies - 2804LE
Frequencies (Hz) 2804LE Sound Pressure Levels @ 500 Feet (dB) 2804LE Sound Pressure Levels @ 1000 Feet (dB)
31.5
63
125
250
500
1000
2000
4000
8000
75
74
70
57
58
57
58
48
36
69
68
64
51
52
51
49
39
24
Special Tools
Figure 5-5: Special Tools
Item # 1 2 3 4 5 6 7 8
Part # ZBM-2123 ZBM-2122 ZBM-2121 ZSK-8757-1 ZA-3675-B ZBM-11655 ZBM-21081 ZBM-11738-1
9 10
ZT-939-D ZA-2921
AJAX®
Ajax Standard Supply: Special Tools Description 1/4" HEX SOCKET KEY 3/16" HEX SOCKET KEY 5/32" HEX SOCKET KEY SHIPPING TAG JACKING BAR - FLYWHEEL SPANNER WRENCH - FUEL VALVE 1 1/8" - TORQUE ADAPTOR LUBRICANT Ajax Optional Supply: Special Tools GUIDE- ROD PACKING WRENCH - PISTON NUT
QTY 1 1 1 5 1 1 1 1 1 1
41
Section 6: Unit Installation
Section 6: Unit Installation Installation Design for Permanent Ajax Compressor Packages When designing the engine compressor installation, several factors should be taken into consideration which can affect the overall performance of the installation: l
l
l
l
l
l
l
An adequate foundation must be provided to assure a stationary mounting base for the engine-compressor skid and any accessory equipment not mounted on the skid. If the unit is installed inside a building or adjacent to other machinery, sufficient space must be allowed around the unit to facilitate maintenance and service work (refer to the unit's foundation drawing). Avoid arrangements that allow hot air from the muffler or cooler to flow to the air inlet of the cooler or air cleaner. It is recommended that the engine-compressor skid and accessories be placed on grouting on the foundation to ensure full, even bearing support under the equipment. Grouting is poured after the equipment has been properly set and aligned on the foundation. For a grouted installation, the foundation top surface should have a rough surface (not trowelled) to ensure an optimal grout-to-cement bond. Remote air cleaners may be located outside the building to avoid heat generated by the unit; however, direction of prevailing winds should be considered in their location. Installation of units inside buildings should be designed to allow for the passage of hot air from the coolers to the outside through adequate natural ventilation or through ducting to the outside of the building. Unitized vertical discharge coolers may frequently be installed outside the building to ease the disposal of heated air. The exhaust system must be properly designed for the operating conditions of the engine-compressor, both for proper scavenging of the power cylinders, and for correct dissipation of exhaust heat. The instrument panel should be placed in a location convenient for the operator.
Foundation
In designing the foundation, the static and dynamic loads must both be considered. The unbalanced forces and couples of each engine compressor unit are available, on request, from the service branch or factory. The foundation design must include anchor bolts to secure the engine-compressor unit. Anchor bolts must be located to achieve precise alignment with the skid’s anchor bolt holes (refer to the unit foundation drawing). Use sufficiently long anchor bolts to ensure deep placement and adequate length above the foundation (account for full thread engagement of nuts and space required for grouting). Preferred practice is to set anchor bolts while pouring concrete for the foundation. A common practice is to use canister-style anchor bolts to afford position adjustment capability. Here, the anchor bolt is centered inside a piece of
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Preparation of the Foundation and Skid for Grouting 2” to 2-1/2” pipe and positioned so the top of the pipe is flush with the top of the completed foundation. The open pipe end should be blocked to keep foundation concrete out. This approach is illustrated in Figure 6-1.
Figure 6-1: Canister Bolt Detail
If the foundation has already been poured, then anchor bolts may be set by first drilling holes in the foundation and then placing and grouting the anchor bolts in. Sulphuring, a means to dissolve concrete, may also be used to create anchor bolt holes. In soils having a low load support capacity, a wider and longer foundation or one which angles out at the bottom should be used to distribute the load over a larger area on the bottom face of the foundation.
If the soil bearing capacity is questionable, it is highly recommended that a soil analysis be made prior to designing or pouring the foundation. If unsuitable soil is encountered, the foundation design must be changed to accommodate the soil.
Preparation of the Foundation and Skid for Grouting Allow foundation concrete to cure for at least 28 days before installing an engine-compressor package. Using ASTM C 805 & ASTM C 157-80 guidelines, a concrete physical properties test may be performed to ensure that sufficient curing has occurred. Any concrete-related problems that may exist, such as low tensile or compressive strength, may be detected at this time. If the concrete is ready for engine compressor installation and grouting, then proceed with foundation surface preparation. In order to achieve optimal grout-to-concrete bonding, prepare surfaces for grouting by chipping away all laitance, oilsoaked concrete, and damaged concrete until 50% aggregate is exposed (the foundation contractor may have already prepared the foundation in this manner). A chipping hammer or 15-pound chipping gun (with chisel point) may be used for chipping.
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Setting the Engine Compressor
Rebar wickets or dowels may be used to provide additional mechanical locks between grout and concrete. These may be set by drilling into the foundation and inserting the wickets or dowels. Locate the wickets/dowels away from foundation anchor bolts. Exposed length above the foundation surface should be limited to »60% of the grout thickness (1-1/2” maximum for 2-1/2” grout thickness). Determine whether or not grout expansion joints are required. Foam strips or other suitable (compressible, temporary) material may be used. Strips may be secured to the foundation with glue; apply wax to exposed surfaces to allow easy removal after the grout has cured. If a crane is to be used to place the engine-compressor unit, then expansion joints may be installed in advance. Set leveling planes in level position on the foundation under the leveling screw locations. Clean all residual paint, oil, grease and dirt from all surfaces which will come into contact with grout. For final surface preparation follow specific grout manufacturer's recommendations for cleaning based on grout type used.
The end result will be a properly prepared foundation ready for setting the engine-compressor package. Ajax recommends that the skid bottom in contact with grout be free from all paint, grease, primer, or other material that could inhibit grout bonding. Wipe surface of skid to be in contact with grout with appropriate solvent / cleaner as recommend by the grout manufacturer.
Setting the Engine Compressor The engine-compressor mounted skid is normally set directly on the foundation block. Where overhead space and/or crane capacity permit, the unit may be lifted using brackets or lifting lugs (provided) and placed over the foundation anchor bolts. Lifting cables must be provided with spreaders so that the lifting cables will remain parallel to the vertical center-line of the unit. If overhead lifting capacity is not available, then jacks and rollers (cribbing) may be used to move the unit into place over the foundation anchor bolts. Lower the engine-compressor unit to its final elevation. Allow 2” nominal clearance between the foundation and skid (13/4” minimum, 2-1/2” maximum). This clearance is recommended to allow sufficient room for placing grout to all necessary locations beneath the skid. Use leveling screws to make final skid elevation adjustments such that all mounting pads are at the prescribed elevation.
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Sheave Alignment Procedure
Sheave Alignment Procedure Perform web deflection measurements on the engine to check crankshaft alignment. Use these measurements to finetune the engine-compressor elevation using the leveling screws. For long term engine performance it is essential that web deflections are held within specification (see Ajax-Superior Engineering Standard ES-4025: Crankshaft Web Deflections for Three- and Four- Cylinder Ajax Engines). Both compressor unit and cooler drive sheaves (pulleys) should properly align if both inertia-base units were properly set and coupled together. Drive alignment may be checked by drawing a line taut between adjacent faces of the two sheaves, lined up to intersect the two hubs. When the drive is properly aligned, the string will just touch the face of each sheave at the points where it crosses the sheave rims. Figure 6-2 illustrates this procedure.
Figure 6-2: Sheave Alignment Procedure
With proper sheave alignment achieved, install belts on cooler drive and re-check alignment. Accurate alignment is essential to ensure acceptable drive component service life and to eliminate detrimental loads and vibrations. After properly positioning the engine-compressor unit, then finish up by taping off or paste-waxing all leveling screw threads so screws can be removed after the grout has cured.
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Grout
Grout Grout should have the following characteristics: l
A consistency which will allow proper placement
l
High bonding strength
l
High dimensional stability
l
Strength to transmit static and dynamic forces from unit to foundation
Grout may be either of the conventional (cement based) type or of the epoxy resin type. Each type has advantages and disadvantages. Be aware that total package weight is dependent on the number and size of compressor cylinders, and the number of compression stages and associated pressure vessels. If needed, grout manufacturer representatives can help in the grout selection process. Table 6-1: Grout Compressive Strength Requirement Estimates (for reference only)
Ajax Compressor Approximate Unit Minimum Standard Skid Grouted Base Unit Weight (lb.) Footprint † (ft) 2804 85,000 66.4 † : Minimum footprint comprised of primary longitudinal skid members only. ‡ :Compressive Strength (Pressure) = Unit Weight / Skid Footprint Area.
Min. Grout Compressive Strength ‡ (psi) 8.9
All grout should be mixed according to manufacturer’s instructions and recommendations.All longitudinal skid members must be grouted. Major load-bearing lateral skid members should also be grouted. Grout the skid base using procedures suitable to the application or unit involved. The final grout level should be approximately up to the skid flange thickness. Care must be taken to provide adequate forms to retain grout. Remove any excess grout before it has been completely set.
Final Grouting Instructions After grout has set and cured sufficiently to carry the weight of the unit, relieve the load on all leveling screws.
Properly tighten foundation bolts after grout has sufficiently cured, and then recheck alignment. Remove temporary expansion joint materials and fill expansion joints with joint compound.
Setting an Inertia-Base AJAX Compressor Unit Inertia-base skids consist of two coupled, concrete-filled portions to serve as a compressor assembly’s foundation, one portion for the compressor unit and one portion for its cooler . Used primarily on larger AJAX 2804 & LE models, inertia-base skids allow these units to be semi- portable and hence more flexible to the customer. A typical AJAX inertia-base skid is presented in Figure 6-3.
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Setting an Inertia-Base AJAX Compressor Unit A carefully prepared earth bed must be constructed prior to setting an inertia-base AJAX unit. Long-term compressor performance and viability is enhanced if: l
l
l
The site is analyzed for its load bearing capacity. This is especially true if the soil load bearing capacity is questionable. If unsuitable soil is encountered, then a solid foundation base must be constructed. The earth bed is properly constructed to achieve proper coupling between unit and cooler skids. Specifically, both skids must remain flat with respect to each other so that proper cooler drive belt coupling is maintained. The bed is adequately sand filled to allow the complete compressor assembly to "settle in". When settled in, friction between bed and skid is maximum and its tendency to move is minimized.
Pit Preparation: A shallow pit must be dug into the earth to accommodate both inertia-base skid portions. Actual pit size (footprint) will vary depending on which inertia-base skid is used. Figure 6-4 provides an overhead illustration showing typical pit dimensions. Pit boundaries should lay approximately 6-inches from each inertia-base skid outer beam.
Figure 6-3: Typical Concrete-filled AJAX Inertia-base Skid
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Setting an Inertia-Base AJAX Compressor Unit
Figure 6-4: Typical Pit Dimensions for Inertia-base Units
Pit depth must be sufficient to accommodate one-fourth of the skid outer beam height plus 6-inches for the sand bed. Inertia- base skid height ‘H’ is typically 12-inches (WF12” x 10” x 53# beams), corresponding to a 9- inch pit depth (1/4 x 12 + 6 = 9). See Figure 6-5 for an illustration. The pit must also be level and well drained. Completely fill the pit with a 6” layer of sand onto which the inertia-base assemblies will be set. Sand with particle size (diameter) < 2 mm is recommended as it offers greater sand surface area to better “hold” the compressor bases.
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Setting Inertia-Base Compressor Unit and Cooler:
Figure 6-5: Recommended Pit Depth and Sand Pad Specification
Setting Inertia-Base Compressor Unit and Cooler: When setting inertia-base compressor units, AJAX recommends the compressor portion be set first as it is the heavier portion. Use a crane to lift the inertia-base compressor portion above its designated sand pit area. Use care when lifting this unit to avoid excessive bending/twisting. Carefully locate and orient the unit before lowering it onto the sand pad. When final positioning is achieved, attach both Spreader Beam couplers to the skid (ref. Figure 6-6). Use a crane to lift the inertia-base cooler portion above its sand pit area. Use care when locating this unit so spreader beam alignment may be achieved. Lower this unit onto the sand pad, making certain that both sections are at the same vertical elevation. When final positioning is achieved, attach both spreader beam couplers to the skid. After the complete inertia-base compressor unit has been set and coupled together, put additional sand along the full length of the skid outside rails. The top of the ramped-up sand should be halfway up the skid rail height as illustrated in Figure 6-6. After the compressor begins operation, “energy” from the skid will pull sand under the skid, filling voids and building up a dense and reliable foundation base. Additional sand must be added to areas where sand migrates under the skid. In this way the inertia-base compressor package “settles in” resulting in a smooth running unit.
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Fabricated Piping Assembly
Figure 6-6: Recommended Sand Placement following Unit Placement
Setting inertia-base compressor units onto sand pads that are not below grade is NOT RECOMMENDED.
Fabricated Piping Assembly Ajax engine-compressor units are sold as completely packaged units, including all water piping and all gas piping between the unit suction flange and final discharge flange. Piping is prefabricated at the factory and shipped to the job site for installation. By following the piping layout furnished with the unit, it is a routine job to connect the prefabricated lines. The flange connections on the fabricated gas lines are numbered to facilitate correct assembly. The contract number is also stamped on the flange to aid in matching the piping to the unit. Air cleaners must be installed on the unit at the compressor job site. Exhaust piping, and gas or air starting piping sometimes are not supplied by Ajax and are often fabricated in the field to suit the specific job location requirements.
Keyless Flywheel Installation and Ignition Timing This procedure covers the installation of the keyless shrink disk locking device fitted on flywheels on 2800 series engines. The procedure explains the method used to find top dead center (TDC) and proper ignition timing of the engine.
Installation 1. Using properly rated hoist, stand the flywheel up on its edge, allowing access to both sides of the flywheel.
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Keyless Flywheel Installation and Ignition Timing
2. Remove the rust inhibitor paper from the inside of the machined split ring on the shrink disk. Remove shrink disk (collar, inner ring, and locking screws) from shipping container. Verify that the supplied locking screw threads, screw head bearing area, and the taper of the inner ring are lubricated. If not, lubricate with molybdenum disulfide grease, such as Molykote GN paste or equivalent. 3. Place the shrink disk and split ring assembly on the machined diameter of the flywheel. 4. The bolts to be used on the shrink disk are metric. A 16 mm (FWF2500-1600) hardened flat washer is required for every bolt. Start each bolt into the shrink disk, but DO NOT TIGHTEN.
Figure 6-7: Flywheel Cross-Section
5. Use a fine file or emery cloth to remove any burrs from the flywheel and crankshaft, cleaning both for assembly. 6. Coat the flywheel and crankshaft sparingly with engine oil. The flywheel to crankshaft fit is between .001 inches - .003 inches. Do not over lubricate.
7. Carefully place the flywheel on the end of the crankshaft. Do not bump the crank as this will create a burr that can impede installation. Push the flywheel evenly onto the crankshaft until the face of the flywheel and the end of the crankshaft are even.
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Keyless Flywheel Installation and Ignition Timing 8. After the flywheel is installed, snug several of the bolts in a criss-cross pattern to lock the flywheel to the crankshaft. 9. Remove the crosshead side access door from power cylinder one. 10. Set the timing pointer on the ignition bracket, allowing 1/8 inch clearance from the flywheel. Adjust the pointer until it is located in the middle of vertical slot on the bracket.
Finding TDC and Timing Degree Marks 11. Place a 4 inch long bar or equivalent between the end of the crosshead and the packing case flange. Bar the engine over clockwise until the bar stops against the packing. Hold the flywheel in this position, keeping the crosshead against the bar. 12. Mark the flywheel on the outer diameter (O.D.) with an ink marker at the pointer location. This is “Temporary Mark #1.” 13. Remove the tension on the bar in the crosshead and remove the bar. 14. Rotate the engine clockwise until it has passed TDC far enough to re-insert the bar. 15. Reinsert the bar and rotate the engine counterclockwise until the bar stops the crosshead against the packing case flange. Hold the flywheel in this position. 16. Mark the flywheel on the O.D. with an ink marker at the pointer location. This is “Temporary Mark #2.” 17. Release the tension from the bar and remove the bar. Rotate the engine to allow access to both of the temporary marks. 18. Measure the distance between the marks along the circumference of the flywheel. Divide the distance by two and, using an ink marker, create a third mark equidistant between the two marks. This will be “Temporary Mark #T.” Mark T represents the Top Dead Center (TDC) of the crankshaft.
19. It is now necessary to add the ignition timing mark. Verify that the ignition is properly set. All 2200 and 2800 engines use a 48 inch diameter flywheel. This means that: l
3º = 11/4 inch Flywheel O.D. distance
l
9º = 33/4 inch Flywheel O.D. distance
l
11º = 4-5/8 inch Flywheel O.D. distance
20. Using one of the above distances, create a temporary mark on the flywheel to represent either 3 degrees, 9 degrees, or 11 degrees (depending on model) before TDC or clockwise from the T mark on the flywheel.
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Setting Timing of the Flywheel
Setting Timing of the Flywheel 21. Ensure that the ignition pickup coils are in the proper holes. l
3º = Top Holes
l
9º = Two Holes From the Bottom
l
11º = Bottom Holes
26. Remove all crankshaft locking devices and find TDC as in the above procedures to verify that the TDC position and the ignition timing mark have been correctly located relative to the magnet position. 27. When certain that the permanent marks are correct, tighten and torque all flywheel bolts. 28. Match mark the flywheel coincident with the scribe line on the end of the crankshaft using a chisel. Stamp a “1” next to this mark. 29. Stamp the engine serial numbers on the crankshaft and hub of the flywheel. 30. Chisel mark a line on the OD of the flywheel at TDC. Metal stamp a “0” next to this mark. 31. Chisel mark a line at either the 3 degree, 9 degree, or 11 degree (depending on model) on the OD of the flywheel. Metal stamp the correct timing value next to this mark. 32. It may be necessary after engine start-up to readjust the timing pointer. The pickup coil should be centered over the cylinder #1 recessed magnet when the pointer is pointing at the timing mark.
The 2804 engine does not use Flywheel magnets and pickup coils. When finished with step 20 go directly to step 26. The magneto should be adjusted via the slotted holes on the mounting flange until the cylinder #1 is aligned with the flywheel timing marks.
Installation of Sheave and Flywheel The flywheels and sheave of Ajax models are installed with a SHRINK DISK locking device, which is inserted over the hub of the flywheel (or sheave) and locks them to the crankshaft. The special procedures which must be followed for installation and removal are as follows:
Installation 1. Clean the flywheel (or sheave) hub, bore, and mating diameter on the crankshaft. Surfaces must be dry and free of any burrs, rust, or lubricants. 2. Remove SHRINK DISK (collar, inner ring and locking screws) from shipping container. Check if supplied locking screw threads, screw head bearing area, and the taper of the inner ring are lubricated. If not, lubricate them with a molybdenum disulfide grease, such as MolykoteGn Paste or similar.
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Installation of Sheave and Flywheel 3. Slide Half Shrink Disk (collar and inner ring) over hub projection and push is to required position. The hub outside diameter may be greased.
4. Put the locking screws with hardened washers through the web clearance holes and screw them into the corresponding collar holes, finger tight. See Figure 6-7: 5. Slide hub over shaft to desired position. 6. Take any 3 or 4 locking screws equally spaced and snug them up to establish a parallel or perpendicular position of the Shrink Disk collar relative to the hub web or shaft, respectively. This will seat the collar on the taper of the Inner ring and avoid cocking of the collar. 7. Using a torque wrench, tighten all locking screws gradually (no more than 1/2 turn on each screw at one time) and all the way around, in either a clockwise or a counter clockwise sequence (not in diametrically opposite sequence). Several passes are required until all screws are torqued to the specified tightening torque. See Table 6-2 Table 6-2: Screw Tightening Torques, Sheave and Flywheel
Part Number BM-11878-D-1 BM-11878-E-2
Hub of Sheave Flywheel
Unit Model 2804 2804
Torque ft-LPs 185 185
8. Check and make sure that no screw will turn any more by applying specified tightening torque. Only then is the installation completed. 9. After final tightening of screws, check flywheel run-out. If run-out exceeds maximum, loosen all socket head screws and tap flywheel into position using a soft hammer on wood block. Re tighten screws following same sequence as before, and check that runout is within tolerance.
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Field Connections
Figure 6-8: Flywheel Tolerances
Removal 1. Gradually release locking screws all the way around. Initially each screw should be released about a quarter of a turn only. Thus tilting and jamming of the collar will be avoided. 2. Any rust formed adjacent to hub must be removed first. Once the screws are loose, pull hub from shaft.
Re-Installation Upon removal of component, disassemble Shrink Disk. Clean and Inspect all parts. Reinstall following the Installation procedure, beginning with Step 2 of the appropriate section.
Field Connections Fuel Gas Piping Every engine-compressor unit is supplied with fuel gas piping refer Figure 6-9. A Fisher 627 Series pressure regulator is included to reduce fuel gas of 150 PSIG maximum inlet pressure to that required at the inlet of the engine. If the fuel supply pressure is greater than 150 PSIG, an additional pressure regulator will be necessary to reduce the fuel supply pressure below 150 PSIG.
Particular attention should be given to orifice sizing and spring selection in the regulator to insure maintenance of correct fuel pressure to the engine. (See Fisher Series 627 Manual in the Ajax Vendor Literature Composite Manual for more detailed information on the Fisher pressure regulator.) An automatic shut-off valve is used to close off the fuel gas supply to the unit in event of an emergency shutdown. This fuel valve should be located between the fuel regulator and the throttle valve. (see Vendor Literature Composite Manual for safety, operation, installation, and maintenance information for this shut-off valve).
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Air Starting System
Figure 6-9: Typical 2804 Starter/Fuel Gas Piping
Air Starting System A TDI Model T100-B air starting motor is standard on all DPC-2800 series engine-compressors. This permits the use of air or gas at approximately 60 to 90 PSI for low pressure applications to 150 PSI for high pressure applications. The starting motor is equipped with a starter pinion gear, which engages with a gear on the flywheel to start the unit.
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Air Starting System General Information The T100 TURBOTWIN models are turbine driven starters with an inertially engaged starter drive. The TURBOTWIN models are suited to operate within a wide range of inlet pressures and ambient temperatures. The engine size and parasitic loading will determine the exact minimum pressure that will assure reliable starting. The T100 TURBOTWIN starters are designed for operation with compressed air or natural gas; materials used are compatible with “sour” natural gas and marine environments. Small amounts of liquid or foreign matter in the air stream will not adversely affect TURBOTWIN starter; no lubrication is required in the air supply.
Product Identification The starter nameplate, attached to the turbine housing, contains the following information: l
model number
l
serial number
l
part number
l
direction of rotation
l
maximum rated operating pressure
Right hand rotation is defined as clockwise rotation as viewed from the pinion end of the starter. Left hand rotation is counter-clockwise rotation viewed from the pinion end of the starter.
Unit Specific Model # and Serial # Table 6-5: Starter Motor Pressure Ratings and Part Numbers
Max Inlet Pressure Rating (psig) TURBOTWIN Starting Motor Part Number (Ajax) 60 BM-11679-S-1 90 BM-11679-Q-1 150 BM-11679-R-1
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Air Starting System
Figure 6-10: Starter Motor Diagram
The maximum operating pressure is also stamped on the nameplate. This pressure is measured at the check port on the starter inlet with the starter in operation.
Air Starter Motor Precautions The following precautions should be taken when installing or servicing the TDI T100-B starter motor.
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Exhaust System
Exhaust System Exhaust Pipe and Mufflers Because of the port scavening design of Ajax engines, the design and installation of the exhaust system is critical to satisfactory performance of the engine compressor. The following recommendations as to the size and length of the exhaust pipe and the size and type muffler used must be strictly followed: Developed Exhaust Length All 2800 LE Units 15' 6" All 2800 Non-LE Units 15' l
The full length of the exhaust pipe must be the same pipe size as the flange on the exhaust manifold.
l
Use as few elbows as possible, preferably no more than two, and always use long radius elbows.
l
Mufflers should be installed at the end of the recommended length of exhaust pipe.
Exhaust Temperature Shutdown Settings Normal exhaust temperatures will vary from unit to unit as the result of a number of variables, i.e.load, heat value and constituents of fuel gas, ambient temperature, altitude, inlet air filter arrangement, etc. To establish a normal exhaust temperature, the unit should be loaded and run until all engine parameters are stable, i.e. load, engine and compressor jacket water temperature, oil temperature, etc. Once this is accomplished, record your exhaust temperatures as normal for subject unit. The set point for high exhaust temperature shutdown can now be set at 10-12% above normal exhaust temperature. Example: If normal exhaust temperature = 700º F, then the high exhaust temperature shutdown setting = 780º F. Maximum exhaust temperature shutdown settings should not exceed 820º F on any Ajax engine.
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Sealing Electrical Fittings in Hazardous Locations using CHICO A Sealing Compound
Sealing Electrical Fittings in Hazardous Locations using CHICO A Sealing Compound Installation
Dam: Using “Chico X” Fiber, make a dam in each conduit hub (except the one extending upward) so that the “Chico A” sealing compound, while fluid, cannot leak out of the sealing chamber. Use the EYS-TOOL-KIT to pack a proper fiber dam (do not use metal tools). Proceed as follows: 1. Force the conductors forward 2. Pack fiber into each conduit hub behind the conductors. 3. Push the conductors backward and force them apart. 4. Pack fiber between and around the conductors in each conduit hub. It is important that the conductors be permanently separated from each other, so that the sealing compound will surround each conductor. 5. Pack fiber into each conduit hub in front of the conductors.
6. If the Condulet is of a type or size that has a separate work opening, this should be closed by its cover before pouring the seal.
Compound: Follow these instructions carefully: Use a CLEAN mixing vessel for every batch. Particles of previous batches or dirt may spoil the seal. The recommended proportions are, by VOLUME– 2 parts of Chico A compound to 1 part of clean water. Do not mix more
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Sealing Electrical Fittings in Hazardous Locations using CHICO A Sealing Compound than can be poured in 15 minutes after water is added. Use cold water.Warm water increases speed of setting. Stir immediately and thoroughly.
For Applications Involving Groups C and D
For Group B Applications
For detailed safety instructions on the "Chico A" electrical sealing compound, see the EATON Crouse-Hinds supplied literature in the Ajax Vendor Literature composite service manual.
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Section 7: Unit Start-Up
Section 7: Unit Start-Up General Information After the installation has been completed, a general inspection should be made of the unit as the first step in the starting procedure. Be certain that all installation details have been properly completed. Inspect the crankcase to be sure no sand, water, or other foreign matter has collected.
Overview This chapter provides instructions on safely starting an Ajax Compressor Unit. Topics in this chapter include: l
Power Cylinder Pre-Start-up Servicing
l
Compressor Cylinder Pre Start-Up Servicing
l
Compressor Purging
l
Start-Up Procedure (with bypass)
l
Start-Up Procedure (without bypass)
Power Cylinder Pre-Start-up Servicing Before starting the engine-compressor, the following servicing steps must be performed. Refer to the General Data Section for capacities, sizes, etc. 1. Fill crankcase to proper level with oil. Proper method of determining oil level is explained in Section 2, which also contains specifications for suitable lubricants. 2. Remove side cover plates check cross-head clearances.
3. Throw oil on all cross-head guide surfaces and all piston rods until reservoirs around cross-heads are full and oil overflows into bottom of crankcase. 4. Pour oil in control box.
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Compressor Cylinder Pre-Start-up Servicing 5. Fill cooling system with a solution of water containing rust inhibitor or anti-freeze which must be mixed before pouring into the cooling system. Consult cooler manufacturer’s instruction sheets for recommendations for rust inhibitors. 6. Tighten all cap screws and head stud nuts. Gaskets shrink in time. After engine is up to operating temperature, torque head stud nuts again. 7. Disconnect all lubrication lines at cylinders and prime lubricator pumps by hand until oil lines are completely full and free of air. 8. Bleed fuel system at, or close to, the fuel injection valve until fuel gas system is free of air. 9. Check fuel injection hydraulic system reservoir and hydraulic lines for dirt. Clean, if necessary, and fill with Ajax hydraulic fluid and bleed air from hydraulic lines. 10. Check control panel to insure that all safety devices are connected and that wiring or connections have not been loosened or damaged during shipment.
Compressor Cylinder Pre-Start-up Servicing
1. Clean and remove any debris and dirt from incoming piping before connecting to the unit. 2. Remove all suction valve covers and cages from the first stage cylinder. 3. Remove suction valves and clean off any debris which may have collected. 4. Rotate the crankshaft until the first stage compressor is at the outer end of the stroke. Using feelers, lead, or wax tapers determine the clearance between the face of the piston and the head end head. 5. Rotate the crankshaft until step 4 can be repeated on the crank end. 6. Loosen the lock nut and set screws on the piston rod at the cross-head in the frame.
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Compressor Purging 7. Turn the piston rod with a strap wrench to obtain twice as much clearance on the head-end (step 4) as on the crank end (step 5). The result will be that two thirds of the total end clearance is on the head end and one-third is on the crank end. Greater clearance on the head end compensates for the thermal growth of the piston rod and drive gear to give approximately equal clearance at operating temperature. 8. Tighten the lock nut and set screws on the piston rod at the cross-head. 9. By looking through suction port holes (valves were removed in step 4) sight across bore to insure that each discharge valve is installed properly. Remember that a valve opens in the same direction as the flow of the gas. A long dowel rod run down throughout the suction port and across the bore will move the discharge valve plate back and forth if the valve has been installed properly. (If a dowel rod can open a valve, so can the gas). 10. Replace suction valves, cages, and covers on the first stage cylinder. Just before replacing the valve covers, insure each valve is installed properly by moving the suction valve plate back and forth with a screwdriver. 11. Repeat steps 2 through 11 for the second stage cylinder and succeeding stages. 12. By manually operating lubricator pumps, remove all air from the lubrication tubing lines and pre-lube the piston rod packing and cylinder bore of each cylinder. 13. Check cooler drive belts for tightness. 14. Adjust variable volume pocket to full open (outward) position. Apply thread lubricant to adjusting thread. Consult unit performance curve and make clearance adjustments to compressor cylinders based on existing operating conditions. 15. Pressurize compressor cylinders and check for leaks. Replace or tighten as required to stop leaks. 16. Position line valves according to furnished start-up arrangement.
Compressor Purging
After any of the following events, the below purging procedure must be used: l
Initial installation
l
Valve cap removal
l
Scrubber maintenance
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Start-Up Procedure (with bypass)
l
Process piping removal
l
Gasket replacement.
Purging Procedure 1. Close the bypass valve (if unit is so equipped). 2. Open the blowdown valve. 3. Crack open the suction valve, allowing gas to flow through the compressor cylinders, scrubbers, piping and cooler and out through the blowdown valve. 4. Allow gas to flow for approximately one (1) minute. 5. Open the bypass valve to purge the bypass line (if unit so equipped). 6. Close the blowdown valve. 7. Close the suction valve once a positive pressure is reached - usually about 20-50 PSIG (1-3 Kg/cm2). If suction pressure is lower than this, then pressurize to whatever the suction pressure is. 8. Follow correct start-up procedures listed below and include any additional items specific to your compressor. If no maintenance was performed and the unit was running prior to a shutdown, purging may not be required and the unit may be started using the following procedure:
Start-Up Procedure (with bypass) 1. Visually inspect the compressor and check the control panel to determine what caused the unit to shut down. Record the cause of the shutdown in the log book. If the visual inspection of the control panel indicates a mechnical problem with the unit, notify the responsible service representative as soon as possible. Do not attempt to start the unit until after the condition which caused the shutdown has been corrected. If there are no mechanical problems with the unit, continue with the startup procedure.
2. Check to see that the fuel shutoff valve has closed and properly vented upon shutdown.
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Start-Up Procedure (with bypass) 3. If the fuel shutoff valve did not close upon shutdown, then shut off the the main fuel gas supply, pull the spark plug leads from the spark plugs, and push the stop button on the annunciator panel to disarm the ignition. The unit can now be manually barred over or cranked with the starter motor to purge the intake air and exhaust systems. 4. Walk around the unit and look for any abnormal conditions (worn belts, oil leaks, etc.) 5. Correct any faults on the control panel. If the unit was shut down for vibration, then pull the spark plug leads and leave the existing shutdown showing on the panel. Turn the unit over at least one full revolution by hand to listen for any abnormal noises, resistance or other related problems. Determine the cause of vibration and repair as necessary before proceeding.
6. Make certain the bypass valve is open and that the suction gauge in the panel indicates about 20-50 PSI (1-3 Kg/cm²) in the cylinders. Close the suction block valve and blowdown valve to this level as required. 7. Make certain the VVP (variable volume pocket) is adjusted properly for the loading of the unit.
8. Make certain that the starting system has adequate pressure based on starter maximum pressure rating (60, 90 or 150 psig starter). 9. Close manual fuel valve and reset the fuel shutoff valve. Check pressure on locally mounted or panel mounted gauge to ensure the fuel system is pressurized. 10. Close ignitor fuel ball valve (LE units only). 11. For units with an annunciator panel - clear the panel by pushing the reset button on the annunciator. The annunciator should read 00. If it does not, find and correct the fault, then activate the panel lock-out timer. For units with a tattletale panel - reset any tripped tattletale, then activate the startup timer. 12. Manually prelube the lubricator pump to clear the “no flow” function.
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Start-Up Procedure (without bypass) 13. Open the manual block valve on the start system. Pull the manual start lever or push the remote signal valve button to start cranking the unit. 14. After 2-3 seconds, slowly open the manual fuel valve until you hear the engine fire. 15. Quickly release the start valve lever or remote signal valve button once the engine fires.
16. Open fuel to ignitors (LE units only).
17. Maintain 300-360 RPM on the unit until it is warm enough to accept the load (check engine crosshead guide for warmth). The manual fuel valve may be opened fully. Adjust rpm with the governor to the desired speed. 18. Turn the panel lock-out timer to zero and arm all panel shutdowns.
19. Maintain a positive suction pressure once the unit starts. 20. Once the unit has warmed up, open the discharge block valve and then the suction block valve. 21. Close the bypass valve to load the unit. 22. Monitor all panel readings and set shutdowns before leaving the site. Confirm that all process valves are positioned correctly once the unit is running and that operating pressures are as intended for the unit.
Start-Up Procedure (without bypass) If the unit does not have a bypass valve, follow the same procedures as above EXCEPT: 1. Close the discharge and suction block valves. 2. Open the blowdown valve and bring the unit down to zero pressure.
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Start-Up Procedure (without bypass) 3. Start engine and warm up as in above procedures. 4. Open the discharge block valve. 5. Open the suction block valve. 6. Close the blowdown valve to load the unit.
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Section 8: Lubrication Systems
Section 8: Lubrication Systems General The lubrication system is a combination of splash, flood, and force feed. The splash system in the crankcase provides ample lubrication for crank pins, main bearings, cross-heads, cross-head pins, crankshaft gear, layshaft gear and layshaft bearing at the flywheel end. The flood system in the control box provides a bath of oil for the gears, cams, and cam followers. The force feed lubricator pumps oil to the power cylinders, compressor cylinders and compressor pressure packing.
Crankcase Lubrication System Before starting up the unit initially, remove the side cover plates and fill reservoirs until oil overflows into the bottom of the crankcase and reaches the proper level. Thereafter, oil is added to the crankcase, when required, automatically through the float control system. The proper oil level is determined by measuring 29.0 inches down from the machined surface on top of the crankcase to the surface of the oil. The crankshaft should be rotated so that at least one throw is in the oil when taking this measurement.
Crankcase Oil Level Control A crankcase oil level controller is furnished as standard equipment. This controller is usually piped up to an oil reservoir so that if the oil level in the crankcase drops below the normal running level, the float valve opens and admits enough oil to replenish the supply in the crankcase. This controller also has a shutdown switch, which closes the fuel valve if the crankcase oil level drops below a certain level. This prevents serious damage which could result if the compressor was permitted to run without sufficient oil in the crankcase. The running level of the oil level controller is set with the unit “HOT” (140⁰F or 60⁰C) and the oil level indicated on the sight glass is in the center of the bull’s eye with the engine running at 440 RPM.
Figure 8-1: Oil Level at the center of the sight glass
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Oil Control Baffle
Oil Control Baffle
Figure 8-2: Oil Control Baffle
Function and Design Oil Control Baffles were engineered to control the amount of oil splash and level of return oil at the power and compressor crossheads. By controlling oil splash and return oil level at the crossheads, the rod packing gland more effectively drains oil back to the engine / compressor sump than units not equipped baffles. The reduction of oil splash and level at the crosshead allows the packing to seat properly and reduce oil pumping action through the packing seals. As a result, oil loss from the engine / compressor frame is reduced through the rod packing which lowers operational costs and environmental emissions. Ajax® Engineering has performed extensive lab and site testing and found that typical frame oil loss, with baffles installed, can lower by 20-30%. The value of oil loss reduction relates only to loss from the frame through the packing, and does not affect the oil lube rates required for proper operation of the compressor and engine.
Notes and Precautions: Frame Oil Level Ajax® Engines & Compressors equipped with Oil Control Baffles require a new frame oil level. This is necessary to ensure proper lubrication at the crossheads and reduced oil consumption through the power / compressor rod packing.
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Oil Control Baffle The oil level is typically .5”-1.5” lower than units not equipped with Oil Control Baffles. The oil level requirement is specified in the OEM manual for each specific unit.
Baffle Maintenance The Oil Control Baffles installed do NOT require additional maintenance, however, the condition of lock wire should be visually inspected when regular oil changes or maintenance is performed. If lock wire is found broken or missing, verify the fastener torque (reference Figure 8-3 & Table 8-1) and install new lock wire.
Figure 8-3: Cylinder 3 Shown, Typical Configuration at Cylinder Locations 1, 2, 4
1. Inspect condition of lock wire during oil service and correct condition as required. 2. If a fastener securing an oil control baffle is removed completely, reapply Loctite®243 to threads of fastener and reinstall. Torque fastener to value listed in Table 8-1 and install lock wire. Table 8-1: Baffle Fastener Torque table
CODE A B C D
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WORK INSTRUCTIONS Verify Fastener Torque & Lock Wire Condition Verify Fastener Torque & Lock Wire Condition Verify Fastener Torque & Lock Wire Condition Verify Fastener Torque & Lock Wire Condition
LOCATIONS TORQUE VALUE PER CYLINDER LBS-FT 6
20
2
20
1
20
1
20
SPECIAL NOTES INSTRUCTION Loctite® 243 Lock 1 Washer per Wire Fastener Loctite®243 Lock Nut 2 Washers per Lock Wire Fastener 2 Washers per Loctite®243 Lock Nut Fastener Loctite® 243 Lock 1 Washer per Wire Fastener
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Crankcase Oil Maintenance
Crankcase Oil Maintenance Special chambers cast at the cylinder end of the cross-head guides act as settling sumps for the crankcase lubricating oil. Occasionally remove the side covers and clean any accumulation from these chambers. This removes the impurities that have settled out of the oil. Removing these impurities lengthens the interval between oil changes. Generally, oil should be changed annually. Drain connections are located on the end of the bed under the power cylinders. These drains, which are piped to the edge of the skid, should be opened occasionally to permit any oil which may have accumulated in the scavenging chambers to run out.
When changing oil, wipe out the crankcase with clean rags. Do not use waste oil. Approximate crankcase capacity is 95 gallons (U.S.). Inspect condition of oil in the crankcase regularly. It is recommended that an oil analysis program be established to monitor the condition of the oil.
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Crankcase Oil Maintenance
Figure 8-4: Frame, Crosshead Guide, & Scavenging Chamber Drains
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Crankcase Oil Maintenance
Figure 8-5: Lube Oil from Frame Mounted Supply Reservoir
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Lubrication System Components
Figure 8-6: Lube Oil from Frame Mounted Supply Reservoir
Lubrication System Components Major divider valve lubrication system components include: l
SMX Divider Valve
l
DNFT-LED Digital NO Flow Timer
SMX Divider Valve The SMX is a modular design series Progressive divider valve consisting of two main parts - the base and metering elements.
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Lubrication System Components Base The base is made up of a minimum of three segments: l
Inlet Base Section
l
Intermediate Base Section
l
End Base Section
And can be increased in number by the addition of intermediate base sections. This system simplifies assembly; there is no need to determine in advance the size of the base - just add on intermediate base sections by means of threaded inserts and cap screws. Metering Elements The metering elements are fixed to the base by means of two cap screws (provided). The SMX metering elements are available in a wide range of deliveries. Cycle indicator pins are available on most size elements (see manufacturers data sheet in Vendor Literature Composite Manual). Bridge elements (internally cross ported) are available. These interconnect and discharge into the next element. The metering elements are supplied with either one or two outlets. Conversion plugs are available for field conversion from one to two outlets, as shown in the chart below: Table 8-2: Metering Elements
Plug Type “S”Single Outlet “T”Two Outlets
Plug Part No. 641708 641709
Plug Color Silver Gold
Table 8-3: SMX Divider Valve Specifications
Description Maximum Pressure Minimum Pressure O-Ring Material Temp Range (Buna Seals) Temp Range (Viton Seals) Maximum No. of Strokes/Minute Oil Viscosity Inlet Thread Outlet Thread
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Range 7,200 PSI (500 BAR) 215 PSI (15 BAR) Buna - Standard Viton - Optional -30°C to +100°C -25°C to +100°C 500 (depending on pressure and delivery) Minimum 77.31 SSU 1/4” NPT 1/8” NPT
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Lubrication System Components DNFT - LED Digital No-Flow Timer The DNFT-LED monitors movement of divider block piston for timed shutdown protection (56 seconds for power-end divider valve blocks, 2 minutes on compressor-end divider valve blocks). The DNFT incorporates an oscillating crystal to accurately monitor the cycle time of the lubrication system to enable precision timed shutdown capability. The magnetic assembly and control housing mount directly to the divider valve to become an integral part of the lubrication system. DNFT - LED operates on a field-replaceable lithium battery.
The DNFT - LED utilizes an LED to indicate each cycle of the divider valve. This enables the operator to set and monitor lubrication rates. Table 8-4: DNFT-LED Specifications
Description Description and Part Number, Power-End Description and Part Number, Compressor End Material Power Battery Alternate Battery Alarm Switch Rating Operating Temperature
Material and Range DNFT-D-LED-56S Ajax P/N 2550 0011 DNFT-LED-120S (w/2 minute alarm) Ajax P/N 2550 6500 Stainless Steel, Aluminum Field Replaceable - Lithium Battery P/N 000505 Radio Shack 960-0418 2.5VA/240 VDC -40°F to +185°F
DNFT-LED Operation Lubricant flows through the divider valve assembly and forces the pistons to cycle back and forth causing a lateral movement of a magnet linked to the piston. Movement is monitored by the microprocessor which resets the timer, lights the LED, and allows the unit to continue operation (this indicates one complete cycle of the lubrication system). The microprocessor must receive this cycle in a predetermined time (again 56 seconds on power-end, 2 minutes on compressor-end) or a shutdown will occur. The DNFT will automatically reset the alarm circuit when normal operation of the divider valve resumes.
See Figure 8-5 for Lube Oil Supply drawing.
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Lubrication System Components
Power Cylinder Lubrication The amount and type of lubrication required to provide safe and ample cylinder lubrication is based on years of operating experience. A number of variables, such as the gas being used as fuel, have great bearing on both the quantity and the characteristics of the lubricating oil best suited.
Power Cylinder Lubrication Rates(for DPC-2800 Series Compressors) Use of divider valve designs provides a simple, reliable and predictable approach to engine cylinder and compressor cylinder lubrication. The following rates for engine cylinders are based on the use of dry gas, and lube oil per Ajax engineering standard ES1006. HP listings are at standard conditions of 100°F and <1500’ elevation.
Engine lubrication rates for normal operations are based on 1 pint/30 HP. Table 8-5: Lubrication Rates - DPC-2804 & LE
Load Condition 400 HP 409 HP 600 HP 545 HP 800 HP
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RPM 440 300 440 300 440
Lube Rate Pints/Day 16.0* 13.6 20.0 18.1 26.7
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Lubricating Oil Recommendations for Ajax Engine-Compressors (Ajax ES-1006)
Lubricating Oil Recommendations for Ajax Engine-Compressors (Ajax ES-1006) General The lubrication of Ajax equipment requires the use of premium quality lubricating oils designed specifically for natural gas 2 cycle engine - compressor service. This standard describes oils which have proven successful in field use. Customers operating engines with exhaust catalyst systems, fuels with high sulfur contents, landfill gas, unusual fuels or non-traditional applications should contact Ajax Engineering for lubricant and maintenance recommendations. Recommendations for compressor cylinders and piston rod packing are found in Engineering Standard ES-1002.
Quality and Performance Satisfactory oil quality is the responsibility of the refiner, blender or rebrander. Only reputable companies with proper service organizations should be used as suppliers. GE Oil & Gas Compression Systems LLC does not guarantee the quality or performance of lubricating oils. GE Oil & Gas Compression Systems LLC does not endorse particular brands of oil. For customer convenience, information on oils by brand name is maintained by GE Oil & Gas Compression Systems LLC. Customers are invited to advise Ajax Engineering or service representatives what brands of oils are preferred. GE Oil & Gas Compression Systems LLC can then cite the oils which have given satisfactory service in similar applications.
General Specification A general description of oils suitable for use in Ajax equipment is an ashless oil specifically formulated for 2-cycle natural gas engines with the following properties: Table 8-6:Physical Properties of Recommended Oil
Viscosity Index 70 Minimum ASTM D2270
Flash Point 400° F (204°C) Minimum ASTM D92
Pour Point 10°F (-12°C) Maximum ASTM D97
Ash Level Ashless oils with a sulfated ash content of up to 0.1% maximum by ASTM D874 are preferred. Oils with ash levels up to 0.8% may be used but they may cause combustion chamber deposits, especially if they contain more than 0.04% by weight zinc.
Viscosity Requirements Ajax equipment uses a splash lubrication system to lubricate the compressor cross-head. Lubricating oil must be sufficiently fluid at the ambient temperature in order to lubricate the cross-head properly. Multi-grade oils may be used to provide proper lubrication at low temperatures. Figure 8-7 should be used to select the proper viscosity grade for the lowest ambient temperature expected.
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Lubricating Oil Recommendations for Ajax Engine-Compressors (Ajax ES-1006)
Figure 8-7: Oil Selection for Ambient Temperature
Low Temperature Operation Procedures If frequent cold weather starts are necessary, contact your local aftermarket sales office for information about heated pre-lube systems for your engine. The following procedures are recommended to warm the engine and oil in cold weather to prevent damage due to insufficient oil flow. Starting the engine and allowing it to run with the oil too cold to flow will result in severe engine damage. Units Down Less Than 5 Hours For units down less than 5 hours and the ambient temperatures have been above 40° F, idle (minimum 300 RPM) the unit for 20 minutes, then run 15 minutes with a light load before fully loading the unit. For units that have been down less than 5 hours and the ambient temperatures have been 40 ° F or below, idle (minimum 300 RPM) the unit for 30 minutes, then run 30 minutes with a light load before fully loading the unit. Units Down More Than 5 Hours The following procedure is for a unit that has been down for more than 5 hours. This procedure will allow the unit time for thermal expansion in order to maintain sufficient running clearances. To properly warm the unit, find the overnight low ambient temperature in the first column of chart below. Start and idle the unit at 300 RPM for the number of minutes required for the overnight low ambient temperature. Then shut the unit down the number of minutes required. Repeat this sequence the number of times listed. Continue in this order until you have met the requirements for that temperature range. This procedure will allow components such as cross-heads, pins, bushings, and bearings sufficient time for expansion to maintain proper running clearances.
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Crossheads Table 8-7: Low Overnight Temperature Starting Chart
Overnight Low Ambient Temperatures 90° - 70° F (32° - 21° C) 69° - 50° F (20° - 10° C) 49° - 40° F (9° - 5° C)
Minutes @ Idle Minutes (300 RPMs) Down 20 0 30 0 45 0 5 5 39° - 32° F (4° - 0° C) 40 0 3 3 7 7 31° - 18° F (-1° to -7° C) 50 0 3 3 17° - 0° F (-8° to -17° C) 7 7 60 0 2 2 5 5 -1° to -20° F (-18° to -28° C) 15 15 30 30 60 0
Number of Times Sequence to be Done 1 1 1 3 1 3 3 1 5 4 1 3 4 3 1 1
Minutes Light Loaded Before Fully Loading 15 20 20 No Load 30 No Load No Load 30 No Load No Load 45 No Load No Load No Load No Load 45
Crossheads The crossheads operate in bored guides, and there should be clearance at the top of each guide after the piston rod and connecting rod have been securely fastened in the crosshead. This crosshead guide clearance is shown in Section 5, Table 5-7.Measure by using long feeler gauges across the top of the crosshead and with cross-head at various points in the stroke, the entire length of the guide.
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Section 9: Fuel System
Section 9: Fuel System Operating Instructions for plunger type, spill-port gas injection systems General Description The basic operation of an engine equipped with gas injection is the same as that of low pressure fuel delivery. The primary difference is that the fuel is injected directly into the cylinder in gas injection operation instead of being drawn into the engine with the air charge through the scavenging chamber. The injection is timed to take place just as the exhaust ports are closing on the compression stroke. Therefore, the exhaust gases are scavenged with air only, thus preventing fuel loss through the exhaust ports during scavenging. This system utilizes cam operated mushroom plunger pumps which give a constant lift to hydraulically actuated fuel injection valves. These pumps are located on top of the control box and are actuated by cams on the layshaft. A combination of a throttle and an electronic governor (IGTB) varies the gas volume supplied to the injection valves to suit the engine load. The injection valves, which are installed in the power cylinder heads, inject the fuel gas directly into the combustion chamber.
Figure 9-1: Fuel System
A 1/4” tube line is used to transmit the incoming fuel pressure from the upstream side of the throttle valve to the top of the fluid tank. If at all possible, this line should be taken from the upstream side of any automatic fuel shut-off valve in
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Operating Instructions for plunger type, spill-port gas injection systems the system, but still be downstream of the fuel pressure regulator (with a check valve in line) : This pressurizing line may be closed off by means of an needle valve located at the tank end of the line. A 3/8” tube line supplies fluid from the tank to the plunger pumps. Included in these lines are the flow control valves at the pumps which prevent return flow to the tank on the pressures stroke. A 1/4” tube line connects each pump to the related injection valve and transmits the hydraulic pressure from the pump to the plunger in the injection valve.At the injection valve end of this line is a bleed cock through which entrained air may be removed from the system.A 1/4” tube line connects the injection valve to the fluid supply tank. This line returns to the supply tank the fluid which is vented when the spill ports in the injection valve are uncovered.
Operation of the system As the plunger in the pump is lifted by the cam, the resulting pressure is transmitted to the plunger in the injection valve. This plunger contacts the end of the injection valve stem so that any motion of the plunger will open the gas injection valve. When the injection valve spill ports open, relieving the pressure, the valve spring immediately forces the plunger up and closes the gas injection valve.(See figures 9-1 & 9-2)
Figure 9-2: Fuel Suction Stroke
After the pump plunger has completed its lift and starts the return stroke, it begins to create a slight vacuum in the system which is relieved by the opening of the flow control valve. Upon opening, fluid flows from the tank to the pump barrel. The fluid in the tank is pressurized with the fuel gas pressure.The engine speed is controlled by the IGTB, or “Integrated Governor Throttle Body", a combination of throttle and electronic governor; the function of the IGTB is to maintain an established set point throughout the load range of the engine. (see section 14, IGTB, for more detailed information on the IGTB).
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Flow Control Valve Hydraulic Fluid This system is designed for use with Ajax Hydraulic Fluid (YAE-2150-1). One gallon of this fluid is furnished with each system. Do not substitute any other fluid without prior approval of Ajax Engineering Department. The closed hydraulic system requires only a small amount of make-up fluid, however, the operator should watch this fluid level carefully until he is familiar with the amount of make-up fluid required. He should also be sure that the makeup fluid is clean, as dirt will damage the injection valve, injection pump, and flow control valve, thus causing the system to malfunction.
Fluid supply Tank The standard fluid tank is equipped with a full height transparent plastic oil level gauge. When the fluid tank is filled to the top of the oil level gauge, the tank holds one quart. The top is sealed with a 1-1/4” pipe plug.
Pump Assembly The pump assembly consists of a plunger and barrel assembly, which is operated by a hardened cam mounted on the layshaft. The cam has a constant lift of .270”.
Flow Control Valve The flow control valve is mounted on the pump in the tube line supplying the fluid from the tank to the pump. The flow control valve seals the pressure during the delivery stroke of the pump but permits replenishing of the oil supply to the pump during the suction stroke. The flow control valve also contains a needle-bypass valve which is used when bleeding air from the system.
Injection Valve Assembly The injection valve assembly has an adjustment collar which is used to vary the lift of the valve stem by changing the location of the spill ports. The valve is opened by hydraulic pressure from the plunger pump and is closed by the spring as soon as the spill ports open to relieve the hydraulic pressure.
Bleeder Cock The 1/8” bleeder valve mounted in the pressure line on the injection valve head is used to bleed off entrained air from the system before starting the engine. When bleeding off the entrained air, it is necessary to have the needle bypass valve in the full open position.When using these bleeders, it is essential to pressurize the injection system with fuel gas pressure. This is accomplished by opening the angle valve near the top of the fluid supply tank to permit fuel gas to enter. This pressure on the fluid in the tank facilitates bleeding off small entrained air bubbles.
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Flow Control Valve Bleeding of Air Before Starting When starting the engine the first time after the system is installed or any time the fluid has been drained from the system, it is of utmost importance that all air be bled from the system as described above. If the system has not been relieved of air bubbles, the injection valves will not open.
Gas Pressure For best throttle regulation and with the throttle about one-half open at normal full load, the gas pressure should be set as follows: DPC-2804 15 - 35 PSI. Normal operation will be near the high setting, but with rich gas, better operation will be obtained with a lower pressure setting.
Adjusting Fuel Injection Valves When your unit was commissioned the fuel injection valves were adjusted to optimize engine emissions and performance based on available fuel gas. Fuel gas constituents and available pressure can vary over the life of the unit which may necessitate the adjustment of the fuel valves to restore emissions and performance. This can be accomplished 2 ways; either by balancing fuel flow between power cylinders to achieve even cylinder exhaust temperatures or cylinder pressures. Cylinder pressure readings require an engine analyzer and should be completed by trained service technicians. Refer to Figure 9-2 for a general overview of the Fuel Injection Valve System.Refer to Figure 9-3 for adjustment illustration.
i
NOTE
Ajax Special Tool ZBM-11655, spanner wrench, will be required to adjust fuel injection valves. DO NOT rotate the fuel injection valve more than 1 turn in either direction from the “base” setting established during commissioning. If more than 1 turn either direction is required, contact GE field service for further direction. Rotate the spanner wrench clockwise to increase valve lift and fuel supply entering the combustion chamber. Rotate the spanner wrench counterclockwise to decrease valve lift and fuel supply entering the combustion chamber. Compare cylinder exhaust temps or pressures to make even the temperature or pressure values between cylinders.
Figure 9-3 Fuel Injection Valve adjustments
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Gas Injection Timing Instructions
Gas Injection Timing Instructions To ensure the correct gas injection timing, the gas injection cams on the layshaft must be indexed with respect to the crankshaft. The correct timing for the start of the hydraulic plunger lift is 2º ABDC
Checking the gas injection timing on the DPC-2804LE engine
Figure 9-4: 2804LE Crankshaft with Straight Edge and Level Vial
1. Positioning of the crankshaft can be determined from lines scribed in the face of the crank on the flywheel end, which indicates the position of the various crankshaft journals (Figure 9-4). In other words, if the scribed line with the #1 index next to it is positioned at the 9 0’clock position in figure, the #1 power cylinder is at TDC. Place a straight edge on the crank end in line with the scribed lines. Hold an adjustable square head on this straight edge and rotate the crankshaft in the direction shown. The correct crankshaft position for checking the gas timing is 2 degrees ABDC (X=2 degrees). 2. Once the crankshaft has been positioned, remove the plunger pumps and cover from the right bank of the accessory case (as viewed from the flywheel looking towards the control box). Opposite the set screw on the cam hub is a 1/4” dia. hole. This 1/4” hole is positioned 90 degrees after the beginning of the opening ramp, so that checking the rod position on the #3 bank results in the correct timing for #1. Place a 1/4” dia. rod in this hole on the cam furthest from the crank. Use a 90 degree square to check angle of the rod with respect to the accessory case as shown in Figure 9-5.
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Gas Injection Timing Instructions
Figure 9-5: View Looking from Flywheel Towards Control Box
The lay shaft drive gear, driven gear and driven gear keyway location are marked at the Ajax factory, as indicated in Figure 9-6. This should insure the correct timing.
Figure 9-6: Marked Keyway Locations
With the drive gear and key installed on the crankshaft and the driven gear removed from the layshaft, position the crankshaft as described. Rotate the layshaft by hand so that the #1 cam is in the correct position. 1. Adjustment for setting the gas injection timing is provided for by 4 keyways in the layshaft gear. Each of these keyways is oriented differently with respect to the gear teeth. Slide the layshaft gear completely onto the layshaft and check to see if the keyway in the gear lines up with the keyway in the layshaft. If the keyways do not
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Ajax Jet Cell Operation and Maintenance line up, remove the layshaft gear and rotate it about 90° and slide it back onto the layshaft. Do this until the keyways line up. Please note that the keyway in the layshaft gear is tapered to accept a tapered key. The layshaft gear must be installed so that the large end of the taper is facing out. When the proper gear position has been determined, install the tapered key and punch mark the gears and key location as shown in Figure 9-10. This will allow correct assembly should the unit have to be serviced in the future. 2. Important: When one or both of these gears is replaced, be sure to check for proper backlash. This should be checked at 90° intervals of the gears. Backlash should be .003” to .006”. If backlash is not within this tolerance range, pull the dowel pins which locate the layshaft bearing, and adjust the position of the layshaft bearing to obtain proper backlash between the gears. Then re-drill and dowel the layshaft bearing to maintain this setting. Remove the layshaft drive gear and make sure the layshaft turns freely by hand. Re-install layshaft drive gear as match-marked previously.
Ajax Jet Cell Operation and Maintenance The jet cell concept is required for low emission (LE) or emission reduction engines. The jet cell, also referred to as a pre-chamber, emits a high energy torch into the main combustion chamber. This allows the main chamber to consistently ignite a leaner mixture as compared to a conventional spark ignition in the main combustion chamber only. Also, the jet cell is applied to units to improve combustion stability and improve fuel consumption when operating at variable speeds and reduced torque. The following describes the jet cell operation and general maintenance procedures relating to Ajax Low Emissions Two-Cycle Engines.
Jet Cell Operation The jet cell, or pre-combustion chamber, is a unit which is installed in the cylinder head. The nozzle end is designed with a specific volume and has a communicating angled exit orifice. A spark plug for ignition and a fuel admission check valve complete the necessary operational components.Pilot fuel headers supply fuel to each admission check valve. The supply to the header is taken prior to the governor regulated fuel valve, filtered, and the pressure regulated with an additional regulator. The igniter fuel pressure is thus regulated manually according to site conditions. For one cycle of operation, as the piston comes up on compression, the pressure within the cylinder is lower than the pilot gas pressure and fuel is admitted into the cell. When the pressure within the cylinder becomes greater than the fuel pressure, then the pilot check valves close. The main fuel valve admits fuel into the cylinder per the designed timing. Ignition occurs within the jet cell and the rich fuel mixture ignites. The pressure rise caused by this energy release forces the burning mixture to exit through the nozzle orifice across the top of the piston in the main combustion chamber, igniting the main combustion charge.
Ignition Timing In standard spark ignited engines, the spark plugs ignite the charge and a progressive flame front occurs within the combustion chamber. Due to the time required for this flame propagation, the ignition timing is approximately 9° -12° before top dead center (BTDC). With the jet cell, a torch of fire emitting from the exit orifice penetrates into the fuel/air mixture within the main combustion chamber. The mixture is ignited uniformly by this higher energy source, which promotes faster burning. For this reason, the ignition timing is set at 3° degrees BTDC.
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Spark Plugs Maintenance
The jet cell, when installed into the cylinder head, has a round Armco iron gasket which acts as a fire seal; a graphoil seal employed as a bottom water seal, and an “O” ring as the top water seal.The unit is held in place with a two-bolt flange and torqued to 70 ft-lbs.
Spark Plugs Cooling of the spark plug is accomplished primarily through the spark plug gasket seating surface and the threads. These areas within the cell have thin metal sections and are surrounded with engine coolant.
On older LE equipment (pre 9/92), where a YK8209-C jet cell was used, a Champion RW & N(BM-1022-2) spark plug with an initial gap of 0.015” to 0.018” was used. The main chamber spark plug utilized the Champion W-18 (BM-1022). Current production models (post 9/92) where a YK-8209-C-2 is utilized, use a Stitt SR-107-2 (BM-1022-P) spark plug with an initial gap of 0.015”. This allows use of the same spark plug for both the main chamber and ignitor.The secondary ignition wiring and associated components should always be in good condition.
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Fuel Admission Check Valves
Fuel Admission Check Valves The primary check valve (p/n YK-8339) is most important in the operation of the jet cell. As noted previously, the number of cyclic operations relates to the unit’s speed, with fuel being admitted when the cylinder pressure is less than the pilot fuel pressure and being shut off as the cylinder pressure increases. The check valve also withstands the high pressure within the cell at time of ignition. From the primary check valve, the fuel gas enters the cell through drilled communication holes. Due to fuel entrapment, incomplete combustion can occur in these passages, which tends to produce a soot-carbon residue, In some cases, this build-up is not detrimental to the check valve’s operation, but in other cases it can be severe.
Whenever the spark plugs are replaced, it would be appropriate to remove and clean the check valves. Some end users have a spare set of check valves which are installed at this time, and the removed set is cleaned for reinstallation at a later date. An orifice (p/n K-8050) is installed on the inlet side of the primary check valve to allow pilot fuel pressures to be comparable to main fuel pressure. The orifice resembles a 1/8 inch toe nipple. Ensure this is an orifice by visual inspection, noting a small 0.038 inch internal hole. Clean when servicing the primary check valve. A jet cell-equipped engine does require more maintenance than a standard combustion engine. This additional maintenance is offset by gains in combustion stability, lower emissions, and improved fuel economy.
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Section 10: Cooling System
Section 10: Cooling System Cooling System Circulation of coolant through the engine and compressor cylinder water jackets is provided by a centrifugal water pump which is belt driven by a crankshaft sheave. The high temperature shutdown switch for the power cylinder cooling system is mounted in the instrument panel with the sensor installed in the outlet line from the cylinder heads. It should be set at 185° F. 1) Warm up and loading of cold engines 2) Coolant safety shutdown set point Individual equipment operators have the largest influence on the long term service life of the equipment for which they are responsible. Engine damage can be avoided by practicing the following two rules of operation: l
Do not apply load to the engine until the COOLANT TEMPERATURE coming out of the engine is 150° F.
l
Assure that the cylinders are receiving the correct amount and quality of lubricant.
The length of time it takes to warm up the engines coolant to 140° - 150° F is dependent upon several factors. If it has been out of service for a short time for routine preventive maintenance, a relatively short warm up period is needed. If the engine has been out of service for more than five hours and the surrounding temperature has been < 50° F, then follow the procedures prescribed in Ajax Engineering Standard ES 1006 on pages 2 and 3. The chart shown below describes the amount of load (% of total) that can be applied when engine coolant outlet temperatures between 40° F and 150° F. Use caution and patience when trying to accelerate the warm up period.
Figure 10-1 Engine Coolant Temperature
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Compressor Cylinder Cooling Engine Coolant Safety Shutdown Temperature A shutdown value of 185° F is more appropriate for DPC-2220 and DPC-2800 series engines with pressurized and 150° F thermostatically controlled systems. When the fuel has greater than 0.15% H2S by volume, the coolant temperature should be raised to 160° F to minimize sulfuric acid formation. The safety shutdown temperature should then be set at 190° F. Fuels containing more than 0.02% H2O should be dried to avoid the formation of sulfuric acid. Action: If the fuel has more than 0.15% H2S by volume, change the thermostat's control element to attain 160° F. Adjust the safety shutdown trip point on the coolant temperature monitor in your unit's control panel to the apprpriate value.
Compressor Cylinder Cooling Some general limitations for the compressor cylinder cooling system are as follows: l
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l
l
Minimum water supply temperature should be atleast 90° F, but not greater than 160° F. To prevent condensation of gas constituents on cylinder walls and sticking pistons, water supply temperature must be atleast 10° F above suction gas temperature. In order to limit capacity reduction, water supply temperature should be more than 30° F above suction gas temperature, except when suction gas temperature is below 60° F. Required water flow is to be based on a 10° F temperature rise from inlet to outlet of cylinder jacket.
The high temperature shutdown switch for the compressor cylinder cooling system is mounted in the instrument panel with the sensor installed in the outline from the compressor cylinders. It should be set at 180° F.
Precautions l
Use clean, soft water, free from salt and other corrosive compounds.
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Keep the cooler full of coolant.
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Keep fan belt(s) from slipping.
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AJAX®
Water and ethylene glycol mixture is a suitable coolant. It should be used if freezing temperatures are to be encountered and it is very satisfactory in non-freezing applications because of the inclusion of corrosion inhibitors. Plain water should have a corrosion inhibitor added.
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Precautions
Figure 10-2: Package Coolant Piping
Precautions Precautions to be taken with the cooling system are as follows: l
Use clean, soft water, free from salt and other corrosive compounds.
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Keep the cooler full of coolant.
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Belt Tensioning Procedure - Goulds Pump
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Keep fan belt(s) from slipping Water and ethylene glycol mixture is a suitable coolant. It should be used if freezing temperatures are to be encountered and it is very satisfactory in non-freezing applications because of the inclusion of corrosion inhibitors. Plain water should have a corrosion inhibitor added. Clean dirt and insects from outside of the cooler regularly. The approximate quantity of coolant required for the cooling system is 300 U.S. gallons for a 2804.
Belt Tensioning Procedure - Goulds Pump
Figure 10-3: Belt Tensioning Procedure - Goulds Pump
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Belt Tensioning Procedure - Goulds Pump
Figure 10-4: Belt Tensioning Procedure - Goulds Pump
Belt Tensioning Procedure 1. Loosen the ⅝" - 11 nuts (item 8) on the idler’s all-thread adjusting screw (item 2). 2. Tighten the belt by turning the inner nut CW. 3. The correct tension is achieved when 10 pounds of force applied to the center of the belt’s span causes a belt deflection of 0.45".
4. Tighten the outer nut against the inner nut to maintain the idler’s positon, and belt tension. 5. Check the tension after the first 24 hours of initial operation, and retension if necessary.
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Belt Tensioning Procedure - Peerless Pump
Belt Tensioning Procedure - Peerless Pump
Figure 10-5: Belt Tensioning Procedure - Peerless Pump
Figure 10-6: Belt Tensioning Procedure - Peerless Pump
Belt Tensioning Procedure 1. Loosen the 4 bolts clamping the pump’s frame to item 7. Tighten the belt by turning the two adjusting screws (item 5) an equal amount of CW turns. 2. The correct tension is achieved when 10 pounds of force applied to the center of the belt’s span causes a belt deflection of 0.62”.
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Belt Tensioning Procedure - Peerless Pump
3. Assure correct alignment of the pump sheave to the engine sheave for minimum wear. 4. Tighten the 4 bolts clamping the pump’s frame to item 7. 5. Check the tension after the first 24 hours of initial operation, and retension if necessary.
Cooler Air Cooled Heat Exchanger Pre-Start-up
1. Rotate the fan by hand and check fan tip clearance and alignment of belts and sheaves. 2. Check belt tension. 3. Check all fan drive bolts to be sure they are properly tightened. This includes bearing bolts, fan and sheave bushing bolts, set screws, motor bolts and fan blade attachment bolts.
Cooler Operation and Maintenance
Fan and Drive Although the fan and drive are inspected before shipment, clearance between the fan blades and the fan ring and guard, and alignment of the fan shaft should be checked to assure that rough handling during shipment has not loosened bearing mounting bolts or caused misalignment. V-Belt Drives should be adjusted until tight enough to prevent excessive belt slippage. The belt is generally tight enough when it can be twisted one-quarter of a turn with the thumb and fore-finger.
Lubrication Bearings should be greased in accordance with normal maintenance practice.
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Belt Tensioning Procedure - Peerless Pump
In general, about one cubic inch of grease in each bearing every 2 to 3 months is adequate. The operating temperature of the bearing may indicate how much lubrication is required. Normal temperature may range from “cool to warm to touch” up to a point “too hot for touch for more than a few seconds” depending on bearing size and speed, and surrounding conditions. Unusually high temperature accompanied by excessive leakage of grease indicates too much grease. High temperature with no grease showing at the seals, particularly if the bearing seems noisy, usually indicates too little grease. Normal temperature and slight showing of grease at the seals indicates proper lubrication.
Tube Cleaning Operating conditions sometimes cause an accumulation of dirt on the outside fin surface. This can be removed by directing compressed air, or a greaseless solvent followed by a water spray through the fins in a direction opposite the normal air flow. The inside of the tubes will require periodic inspection and cleaning as necessary. Removal of access plugs allows visual inspection, and if necessary, the use of mechanical tube cleaners.
Plug Leaks Should tapered plugs develop leaks, additional tightening is normally all that is required. Thread dope may be used if tightening alone is not sufficient. If shoulder type plugs develop leaks, the gaskets should be replaced. Tapered plugs that are removed for the tube inspection or cleaning should be replaced in the same hole.
Tube Leaks Tube leaks can be of two types (1) leaks in the tubewall itself (usually corrosion) and (2) leaks in the tube to tubesheet joint. In the first case, it is usually most practical to plug both ends of the tube with the resulting loss in heat transfer surface. When so many tubes have been plugged that performance is affected, retubing will be necessary. If leaks develop in the tube to tubesheet joints, rerolling of the tube will be required.
Refer to vendor literature composite manual for more information on the ACE Cooler.
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Section 11: Power Cylinder Assembly
Section 11: Power Cylinder Assembly Power Cylinder Power cylinders are made of cast iron and the bore is normally chromed, however, hard iron is also available for harsh applications such as sour gas. The cylinders are of the two stroke ported design with 10 intake ports across the top of the cylinder and 5 exhaust ports across the bottom. The cylinders are cooled by a water jacket.
Power Cylinder Wear Cylinders should be checked for finish and wear each time the piston is pulled. It is difficult to make recommendations regarding the point of wear at which the cylinder should be restored. It is evident, however, that such a point of wear depends to a large extent upon conditions under which the engine is required to operate. Because of these variable factors, any given point of wear could be economical under one set of conditions and uneconomical under another. On the average, however, it is recommended that cylinder bores be restored if: l
worn .005 oversize
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worn through the chrome plating
Cylinder bores can be restored by stripping and replating. Reboring the cylinder to an oversize condition is not recommended.
Air Intake Check Valves Air intake check valves are offered in two configurations; stainless steel reed strips and synthetic poppet design.The air intake check valves are installed between the air intake header and the scavenging chamber permits air to enter the scavenging chamber during the compression stroke of the power piston. As the piston changes direction and it begins its power stroke cycle, the pressure in the scavenging chamber changes from vacuum to a positive pressure. This creates a differential that closes the “reed” valves to prevent the new charge of combustion air from escaping. As the piston continues on its power stroke, this air is compressed to a positive pressure (8-10 psig). The “reed” or poppet valves are held against their seats by positive pressure with aid from small coil springs.
Piston and Piston Rings, Power End Power pistons are made of cast iron and the rods are 4140 steel. The rods are threaded into the piston crown and peened. These assemblies are NOT serviceable, as the piston and rods are a matched set.
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Power Cylinder The engine pistons are finish machined on the rod to assure accurate concentricity and alignment. If the piston assembly is removed for service, note the following when installing the threaded rod into the crosshead. Thread the piston rod into the crosshead such it is possible to install the set screws into the original seated position on the finished diameter of the rod. Never tighten the set screws on to the threads of the rod as it will damage both the threads on the rod and the crosshead.
An engine cannot operate properly with stuck rings. Such a condition requires an immediate shut down for servicing. When it’s necessary to replace the rings, fit each new ring to the cylinder. Verify there is sufficient piston ring end gap. The recommended end clearance of piston rings, when cold, is listed in Section 5.
Piston ring end gaps should be staggered and arranged so the ring gap does not pass over the ports. Engine pistons have an engineered ring pack as shown in Figure 11-1.
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Power Cylinder
. Figure 11-1: Engine Piston Ring Tapered Face
Care should be exercised in installing new rings to be certain that the smaller diameter of the rings on the cylinder head end of the piston face the cylinder head. On the skirt end of the piston, the smaller diameter faces the crankshaft. The smaller diameter can be readily identified as it is marked TOP.
Figure 11-2: Engine Piston Ring Installation
Power Piston Striking Clearance (Non-LE) Refer to Bulletin # TIB-AJ-1003 for more information on setting power piston striking clearance.
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Power Cylinder Engine Piston Rod Stuffing Box The stuffing box seals off the crankcase from the scavenging chamber, in which pressure and vacuum are alternately developed. The stuffing box contains metallic packing, which prevents products of combustion from entering the crankcase and contaminating the lubricating oil, and, at the same time, prevents leakage of lubricating oil from the crankcase to the scavenging chamber. Before re-assembling the stuffing box on the rods, carefully inspect the piston rod for any roughness, or nicks. All marks must be removed from the rod with a fine stone. If the marks cannot be removed, the piston and rod should be replaced. Use a thimble, which slips over the piston rod threads, when the rod is being inserted through the packing rings. This will protect the packing rings from the sharp edges of the threads. To remove the power end stuffing box, the cylinder head and piston and rod assembly must be detached from the bed. The stuffing box is revolved through the side cover opening after removing the piston and rod assembly and cylinder head.
Packing ring installation Replacement packing rings can be installed without removing the cylinder head and piston and rod assembly. After removing the side cover, the stuffing box can be taken apart and the components carefully slide along the piston rod to expose the packing rings. The packing rings are made up of segments and can be disassembled by removing the garter spring. The replacement rings can then be installed by positioning the segments around the rod and assembling the garter spring to hold them in place. In order for the stuffing box to function properly, the packing rings must be assembled correctly. The vacuum cup, which is next to the power cylinder, contains two seal rings. Next is the wiper cup, which contains three grooved wiper rings. This is followed by a retainer plate and a baffle or scraper ring, which is contained in the scraper cup. All rings must be assembled on the piston rod with the lettered or grooved side facing the power head end. See Figure 11-3.
Figure 11-3: Packing ring installation
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Ajax Power Cylinder Balancing Compressor piston rod stuffing box The compressor piston rod stuffing box acts as a seal to prevent the crankcase oil from leaking out around the compressor piston rod. Use a thimble which slips over the piston rod threads whenever the rod is being inserted through the packing rings to protect the packing rings from the sharp edges of the threads.
Packing ring installation Replacement packing rings can be installed in this stuffing box without removing the compressor piston and rod.These rings are made in segments and can be removed and replaced similar to the rings in the engine stuffing box.The rings must also be assembled correctly, if they are to function properly. The packing cup on the side towards the compressor cylinder contains two seal rings. The three grooved wiper rings are installed in the adapter and are contained by the retainer plate. These rings must be installed with the grooved side facing away from the crankcase. See Figure 11-4 below.
Figure 11-4: Packing ring installation
Ajax Power Cylinder Balancing Power cylinder balancing by pressure is preferred over exhaust temperature balancing if at all possible. Pressure traces can be taken using an engine pressure analyzer. A trace of peak firing pressure will be taken at rated load and RPM. All cylinders must be balanced at rated conditions: cylinder peak-to-peak firing pressures are to be within 20 PSI of each other. Pressure deviations should be less than 35 PSI for Ajax open chamber (non-LE) engines and less than 30 PSI for Ajax pre-chamber (LE) engines. If a engine pressure analyzer is unavailable, cylinders may be balanced by exhaust temperatures. This is not as accurate as pressure balancing but will suffice in the absence of pressure balancing. Exhaust temperatures should be maintained within 40ºF of each other at rated load and RPM. It should be noted that an engine running below rated load and RPM, balancing within the afore mentioned parameters may vary due to changes in air/fuel ratios.
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Ajax Low Emissions Retrofit Conversions
Ajax Low Emissions Retrofit Conversions Ajax Low Emissions Retrofit Conversions, 13-1/4 inch and 15 inch Bores - Assembly Procedure The AJAX Low Emissions (LE) Engine utilizes a squish design combustion chamber that includes a jet cell (igniter cell). The assembly procedure is basically the same as on a standard engine, with the following additions and changes in gas valve timing, ignition timing and power piston position. Piston and Head Installation 1. If piston removal is required, always use a strap style wrench on the rod to prevent damage to the machined surface. 2. Screw piston into cross-head until approximately three (3) threads are left showing. Do not tighten rod nut at this time. 3. Install cylinder head (with gasket) and torque to 600 ft-lbs. 4. Using solder, set piston-to-head striking clearance at 0.110 inches (0.010 inches). This is measured at the 6:00 position by inserting solder through the gas injection hole down towards bottom of head. Roll piston forward (rotate crankshaft in CW direction) past TDC, thus crushing solder. Using a micrometer or dial calipers, measure thickness of crushed solder. Adjust piston position accordingly, to obtain proper striking clearance. Refer to Figure 11-5. To ensure accurate striking clearance, the solder composition must be 5% Sn and 95%Pb. 5. Once clearance is set, torque rod nut and check clearance again. Piston has a tendency to turn out slightly when tightening nut.
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Ajax Low Emissions Retrofit Conversions
Figure 11-5: Clearance Between the Piston and Head
Gas Cam Timing Refer Section 9: Fuel System, "Gas Injection Timing Instrustions" as a basis for fuel injection timing. The following changes must be made when converting an engine to LE application. The flywheel and gear shield must be removed in order to remove layshaft and reset cam timing. On DPC-2804s, the control box utilizes one (1) cam for two (2) cylinders. #1 and #3 power cylinders run off the cam closest to the power cylinders, #2 and #4 cylinders run off the other cam. Refer to Figure 11-6.
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Ignition Timing
Figure 11-6: Control Box and Cams
The #1 power cylinder gas cam timing is referenced off #3 bank on the control box. The crankshaft should be rotated in a clockwise direction to 26° ABDC of #1 power cylinder. Do not go beyond 26° ABDC. If gears do not line up with cams at 26° ABDC, go back towards BDC (i.e. 24° ABDC). The crankshaft is positioned at 26° ABDC for setting cam timing on DPC-2804s only. This is due to the way the cam is installed on the layshaft. The result will be injection beginning at 37° ABDC. The cam can now be set using the method on page 76. Once the preceding is complete, the layshaft gear should be installed and reindexed.
Ignition Timing Ignition timing is changed on all LE engines to 3° BTDC
Igniter Assembly Installation 1. Igniter assembly is indexed with a roll pin that lines up with a slot machined in the LE power head. This ensures proper direction of igniter exit orifice.
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Accessories
2. Install gasket (p/n BM-1577-B-18) onto end of igniter by pressing on or using small amount of grease to hold gasket in place when installing igniter into the head. Insure O-ring is installed on igniter at this time also. 3. Install water seal (p/n BM-21042) into head. 4. Install igniter into head being very careful not to damage water seal. This may take some hand fitting of seal. Torque down in progressive 5 ft-lb increments to 70 ft-lbs.
Figure 11-7: Igniter Assembly
Accessories Spark plugs Units equipped with Altronic capacitor discharge ignition system, should have spark plug gap set at .015 inches.The spark plug must be clean, verify that the porcelain insulation is not cracked. Engine staring is facilitated by removing the spark plug and drying the entire end, which is sometimes shorted by moisture accumulating thereon after a shutdown. Warming the spark plug will dry it.Spare spark plugs should always be on hand.The spark plug cable must also be inspected regularly and replaced when insulation has failed. It is recommended that this cable be replaced annually.
Air intake filter The standard air intake filter has four replaceable dry type filter elements.
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Main Bearing & Crankshaft Installation Breather cap Saturate the breather cap filters with oil before installing on crankcase top covers. Remove and clean the breather caps at least each time the oil in the crankcase is drained; more often if necessary. The crankcase breather is cleaned by removing and shaking in a bucket of approved solvent. If compressed air is available, breather may then be further cleaned and blown dry. Be sure to re-oil the filter element after washing.
Main Bearing & Crankshaft Installation Main Bearing Installation Bearing halves are machined and packaged as a set (the half with through holes installed in the cap). To prevent intermingling them from one boxed set to another, mark the flange edge of each matched half (the surface that also has the etched p/n) with a letter or number that corresponds sequentially with the set’s location in the frame. For example, use a 1, for the set used on journal #1, a 2, for journal #2, etc.
Figure 11-8: DPC-2804 Series Main Bearing Installation
Prior to bearing installation, ensure that all main journal bores (saddles and caps) are clean, dry (no oil) and free of burrs. Be certain that nothing is placed between the bearing back and the journal bore surfaces. Place the bottom half of each bearing set in its assigned frame saddle, except the main/thrust bearing located at #2 main. (The main/thrust bearing is installed after the crankshaft is located in place, and discussed later.) On the cap, be certain that the holes in the bearing half are aligned with the cap’s dowel pins. (These are locating pins to assure correct placement of both halves during the “torque down” of the cap. The pins do not prevent bearing rotation, that is done by proper fit and fastener tightening.) Each bearing half should fit snugly in its saddle or cap. If it must be forced into place, a problem exists. Remove it, and check the mating surfaces for burrs and dimensional inconsistencies. Each bearing half must be square with its companion saddle or cap. Use a feeler gauge to check the gap between the bearing’s flange and saddle or cap surface; a uniform gap (± 0.002”of the gap) is expected.
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Main Bearing & Crankshaft Installation Crankshaft Installation Before the crankshaft is installed, wipe the installed bearing surfaces clean. Then apply a generous amount of oil on the exposed surface of each bearing.
Figure 11-9: DPC-2804 Series Crankshaft Installation and Orientation
Cover the main bearing frame studs with PVC pipe, 1¼” x 8”L, to prevent damaging the crankshaft’s bearing journal surfaces while it is lowered into position. Prepare your hoist and lifting slings to lift approximately 5,000 pounds. Adjust the slings for a level lift of the crankshaft. Gently and evenly lower the crank squarely onto the bearings.
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Main Bearing & Crankshaft Installation
Figure 11-10: Lowering the Crankshaft into the Frame
Main/Thrust Bearing Installation Install the main/thrust bearing after the crankshaft is setting on the other main bearings. Otherwise the bearing’s thrust surfaces would be damaged if the crankshaft was not square to the frame while lowering it into place. The main/thrust bearing is to be “rolled” into place. Remember, do not allow oil on the back of the bearing or the saddle surface. It may be helpful to have the crankshaft rotated very slowly during this process. Bearing installation/removal tool p/n A-4676-3 (for DPC-2803s), or A-4676-4 (for DPC-2804s), can also be used.
Bearing Clearances Crankshaft to bearing clearance of 0.004”-0.007” is most readily determined by use of blue Plastigage®. (See their instructions for application details.) Place each prepared bearing cap on its appropriate frame location – do not tighten the stud nuts, yet. Then, install the tie bars in their assigned locations, and tighten their cap screws to 260 lbs-ft torque. The bearing cap stud nuts should next be tightened in a “zigzag” manner and in 90 lbs-ft torque increments to a total of 360 lbs-ft torque. Remove the tie bars, then remove the bearing caps, and measure the blue Plastigage®. If the required 0.004”-0.007” clearance is not attained, disassemble and measure the component parts to determine a dimensional irregularity for correction.
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Main Bearing & Crankshaft Installation
Figure 11-11: Plastigage® Measurement
Once the bearing to crankshaft clearances are acceptable, and the tie bars and bearing caps re-installed and retightened, check the thrust for 0.010” to 0.020” clearance. If the required clearance is not attained, disassemble and measure the component parts to determine a dimensional irregularity for correction.
Crankshaft Web Deflection After all of the bearing clearances are confirmed as acceptable, measure the crankshaft’s power throw web deflections. Place the dial indicator (Starrett # 900-728, Ajax P/N 111-355) as shown below. The limit for total indicator runout (TIR) for a full crank revolution is 0.0010” maximum without the flywheel installed. If the flywheel is installed, power throw #1 is permitted 0.0013” TIR maximum.
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Main Bearing & Crankshaft Installation
Figure 11-12: Compressor Pins, Center Main, for 3- and 4-Throw Crankshafts
Refer to Ajax engineering standard ES 4025 for details for measurement techniques and details, and a sample report form.
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Gas Injection Valves
Gas Injection Valves The gas injection valve used in the LE power end is of the same basic design as the one used in the standard combustion assembly but the valve housing and plunger housing are not interchangeable. The gas injection valve assembly on the LE engine has a longer valve body housing and a shorter plunger housing to accommodate the profile of the power head.
Preventive Maintenance
A good preventive maintenance program can add years of trouble-free performance at low operating cost. The first requirement for this kind of maintenance is to consistently observe good maintenance practices. When operating Ajax engine-compressors, the following points will contribute to maximum performance and economy.
Refer ES 1006 for warm up and loading of cold engines.Before starting, it is always good practice to lubricate cylinder walls by pumping lubricator hand flushing units with the piston at various positions.Observe that the cooling water system is full and operating properly before starting. Be sure that all water connections are tight. Under no circumstances should a large amount of cold water be allowed suddenly to enter a heated engine cylinder. In freezing weather, all parts which contain water and which are subject to freezing should be carefully drained and anti-freeze added. Always mix antifreeze and water in a clean container before adding to the cooling system.Always be certain that there is sufficient oil in the crankcase and in the force feed lubricator before starting.Do not under any circumstances allow water to enter into the lubrication system. Do not exceed the rated speed for normal operation.Immediately investigate the cause of any unusual noise or knocks. Locate the cause of the noise instead of experimenting with adjustments.
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Section 12: Compressor Cylinder Assembly
Section 12: Compressor Cylinder Assembly Performance By using a few simple checks, the operator can quickly determine if the compressor cylinder is operating properly. The most obvious indication of trouble is reduced capacity. When a capacity reduction is noticed, verify the temperature of the suction valve covers. A warm or hot suction cover indicates a leaking valve. The discharge valve covers will naturally run hot. However, if one cover is hotter than others, valve leakage is indicated. For a unit having two or more stages, it is a good idea to record the normal interstage pressures and temperatures. Many times a change of interstage conditions is merely normal reaction to a change in the unit’s overall compression ratio. However, if the first stage suction conditions and the final stage discharge pressure have not changed, then any change in interstage conditions should be investigated. An abnormal increase in interstage pressure indicates problems in the higher stages; whereas, an abnormal decrease in interstage pressure indicates problems in the lower stages.Temperature gauges may be installed to show that operating gas temperature out of each stage. Any significant rise in temperatures from a cylinder indicates an abnormal condition, such as a leaking valve or a broken ring.
Clearance Adjustment - Compressor One of the methods used to alter the horsepower and capacity of a compressor cylinder is to change its head end clearance. “Normal” clearance percent is by definition the minimum possible and will result in maximum horsepower requirement and capacity. Reduction of horsepower and capacity is accomplished by the addition of clearance volume, usually to the head end of the compressor cylinder. Various devices, such as bottles, plugs and pockets, are available to add clearance volume.
Performance Curves - Compressor Performance curves are normally furnished which illustrate the proper clearancing required to fully load the unit over various ranges of suction or discharge pressures. Sometimes unpredictable situations occur which are not covered by the performance curve and adjustments are made by “feel”. The problem with operating out of the scope of an appropriate performance curve is that the operator can easily exceed the allowable rod load or encounter a very low or negative volumetric efficiency without having knowledge of doing so. A typical problem encountered is the result of adding too much clearance volume to the head end of a cylinder. A point is reached (usually about 30% volumetric efficiency) where the head end is incapable of producing a specific capacity. The crank end of the cylinder will still be producing, but the head end will be erratic or non-producing. In this situation, the head end works continuously on the same volume of gas and generates undesirable heat. A better arrangement, producing the same capacity, would be to operate single acting.
Single Acting Operation When the required capacity drops the volumetric efficiency of the cylinder below 50% it may be desirable to operate singel acting with one end of the cylinder unloaded. This can be accomplished by removing the suction valves from the end to be unloaded. The cylinder will then compress gas only on the loaded end.
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Hydrogen Sulfide Gas
Hydrogen Sulfide Gas Compressor cylinder are specially built whenever the gas contains more than 32 grains of hydrogen sulfide (.05% by volume). Higher percentages of hydrogen sulfide increase the precautions taken.
Compressor Cylinder Maintenance Compressor Cylinder Bodies Cylinder cooling is accomplished by air or water depending on design. Water cooled cylinder bodies are provided with water jackets which are accessible by removing the cover plates. Cover plates should be removed periodically for inspection and cleaning of the cooling surfaces.
Cylinder Groups Some cylinder groups are solid bore types and the piston runs directly on the cylinder body bore. If the gas is clean and proper lubrication is maintained, solid bore cylinders will rarely need reconditioning or replacement.
Slip Liners Slip liners are held in place by the cylinder head pressing against the flange portion of the liner. Slip liners do not have interference with the cylinder bore and can be removed easily after the cylinder head as been removed. In order to get the liner started out of the body, the unit should be barred over with the end of the piston rod pushing against a wooden block in the valve ports of the liner. Once the liner is out far enough to get hold of the liner flange, remove the piston and rod assembly. The liner can new be removed by hand. Use new “O” rings, new back-up rings, and new liner flange gaskets when installing a slip liner. Be sure factory flange gaskets are used, since improper materials and sizes contribute to flange failures.Slide the inner flange gasket over the liner O.D. before installing back-up rings and “O” rings on the liner. Slide the liner into the cylinder body making sure the oil hole in the liner is aligned with the oil hole in the cylinder body. Replace the cylinder head and torque the cylinder head nuts.
Shrink Liners Shrink Liners are held in place by an interference fit between the O.D. of the liner and the I.D. of the cylinder body. Shrink liners do not have flanges or "O" ring grooves. If rework of a shrink liner is required, the services of a competent machine shop will be required.
Compressor Pistons The design and material of the piston will vary considerable with the class of compressor. Generally, cast iron pistons are used in the smaller diameter units while aluminum pistons may be used in the larger diameter units.End clearance between piston and cylinder heads should be adjusted as outlined in start-up procedure.
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Compressor Cylinder Maintenance Compressor Piston Rings The piston rings should be fitted to the cylinder separately to check for proper end gap. Too small a gap will allow the ends of the ring to butt together when the ring is heated to operating temperature and cause excessive wear of both the ring and the cylinder. A gap too large will allow blow-by to wipe the lubricant from the cylinder wall.The side clearance between the ring and the groove in the piston should also be checked. Make sure the ring is free in the groove in all positions and that the side clearance is not excessive. Refer Table 12-1. Rings and grooves should be cleaned to remove all dirt or carbon that may have accumulate during previous operation. A ring having too much side clearance tends to tip in the groove causing wear,while a tight ring can stick and fail to seal.End gap and side clearance of new pistons and new rings vary according to ring material and diameter: Table 12-1: Piston Ring Clearance
Material Side Clearance Tolerance (inches)
End Gap (90 Cut) (45 Cut) Tolerance Minimum (inches)
Carbon Filled Teflon .988 x Nominal Width +.000 -.004 .022 x Nominal Diameter .016 x Nominal Diameter + .001/in. Diameter, -.000 .010
Peek Filled Materials .994 x Nominal Width +.000 -.004 .011 x Nominal Diameter .008 x Nominal Diameter + .001/in. Dia, -.00
Rings should be checked for roundness to ensure a minimum wear in time. Also check that the ring can be depressed below the diameter of the piston at all points. Coat the rings and ring grooves liberally with clean oil before inserting the piston into the cylinder. Stagger the end gaps of the piston rings with respect to one another.
Compressor Piston Rods Piston rods are generally induction hardened high strength alloy steel. Special materials or coatings are used when the gas is corrosive. It is essential that the rod be free from scratches or nicks to prevent damage to the oil scraper or packing rings. The piston rod is screwed into the cross-head and locked by set screws and lock nuts. Be sure to loosen set screws sufficiently to prevent damage to threads when removing piston rod.
Compressor Pressure Packing Particular care should be taken during the initial break-in period of a compressor piston rod pressure packing. It is recommended that the lubricator feed rate for the packing be set at twice the normal rate and the compressor run unloaded for 15 minutes. Periodic inspections should be performed to detect packing malfunctions before they cause major damage. It is good practice not to disturb the packing as long as it does not leak.
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Compressor Cylinder Maintenance Inspect the piston rod for surface defects such as scores or shoulders. If the rod is not in good condition, it should be refinished or replaced.
The teflon packing rings use a teflon/metal combination. The teflon ring faces the pressure; whereas, the metal ring backs up the teflon ring to prevent the pressure from extruding the teflon between the rod and the packing case.
Compressor Valves Ajax compressor valves are the plate or poppet type. Some valves have a separate plate covering each port in the seat and are called “individual ring” plate valves. Other valves have the individual plates webbed together to form a single plate and are called “ported” plate valves. The plate or rings seal on the smoothly ground surface of the seat. The valve guard houses the springs which hold the plate or rings against the seat.
Check the valve plates for cracks, indentations, wear and distortions. If any of these conditions exist, replace the plate valve as well as the springs. New valve plates are finished on both sides, so either side can be used initially. If plates are reused they should be assembled in the valve the same way they came out. Plates should not be “turned over” since the guard and springs remove the smooth surface from the guard side of the valve plate. Examine the gasket seating surfaces on the valve, as well as in the cylinder body. These surfaces should be free from nicks, scratches, and dirt. When compressor valves are assembled, a screwdriver should be used to lift each plate off the seat at various points around the plate to ensure each plate is free at all points.
Assemble the valve into the compressor cylinder with extreme caution making sure suction valves are not installed in discharge points or vice versa. Trace the flow of the gas and remember a valve opens in the same direction as the flow of the gas. Use a screwdriver to verify the flow of gas through each valve before it is installed in the cylinder. The underside of cylinders have valve cages with set screws to keep the valve seat gasket, valve assembly and valve cage from falling out of the cylinder while the valve cap gaskets are being removed or installed. Tighten all valve cap nuts finger tight before applying a wrench to them. Using a torque wrench, tighten the nuts opposite each other a little at a time so the valve cap will be brought down evenly on the valve cap gasket.Torque values for tightening nuts are listed in section 5.
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Compressor Cylinder and Pressure Packing Lubrication To get the maximum efficiency from a compressor cylinder, the inlet and discharge valves must be clean and tight. Valves should be inspected periodically. Experience will tell how often they must be cleaned under the particular operating conditions. If valves require frequent cleaning, the cause may be one of the following: l
l
l
Excess oil, and or improper grade of oil. This will cause carbon to deposit on the valves, and also throughout the compressor cylinder. Use only enough oil to properly lubricate the cylinders and be sure to use the best grade oils. High gas temperature, which is usually the result of leaking valves as explained in previous discussion under “compressor cylinders.” Dirty intake gas. This situation can usually be remedied by installing a filter in the intake line.
Compressor Cylinder and Pressure Packing Lubrication
Compressor Lubrication Wide variations in actual field operating conditions, such as the cleanliness of the gas, the “wetness” of the gas and even the type of gas, make it almost impossible to specify the exact quantities of lubricants required for compressor cylinders. However, for dry, clean gases, such as those mentioned under “Oil Specifications,” the following rules will generally suffice to provide ample lubrication after initial run-in. The actual volume of lubrication used is generally expressed in pints per day. Since the rubbing surface of a reciprocating motion is involved, an amount of oil equivalent to 1/2 pints per day per one million square feet of swept area plus a “pressure factor” amount should give satisfactory results. From this rule the following formula should be used: (31.4 x Bore Dia. x Stroke x RPM) + (333 x Disch. Press.) The answer to this formula gives a factor which represents the relative amount of lubricant required per cylinder. To convert this lubrication factor to pints/day/cylinder, move the decimal point six (6) places to the left. Another conversion that will express the quantity in approximate drops/minute is to move the decimal point only five (5) places to the left. Since cylinder lubrication is nearly always supplied by a sight feed lubricator, which permits visual observance of pump strokes and “so many drops per minute” of lubricant being supplied to each cylinder point or points, it is convenient to be able to express “Pts./Day” in “Drops/Min.” A rough rule of thumb for making this conversion is to consider approximately 10 Drops/Min. equal to 1 Pt./Day. this is equivalent to about 14,400 drops per pint, considering the drops to be approximately 5/32 in diameter, which is the average size put out by most gravity and vacuum sight feed lubricators. For lubricators having the glycerine filled sight feed, about 3 to 4 “drops”, or expulsions per minute up the wire is equivalent to 1 Pt./Day. On the initial start-up of new compressors, in environments where high humidity and/or “wet” gas conditions are encountered, the above rates should be nearly doubled for the first few hours of operation, and then cut back, generally to the point of sufficient lubrication.Since it is always less expensive to start out over-lubricated than it is to replace or repair scored cylinders, rings, rod packing and rods, it is never-the-less undesirable and uneconomical to continue at such a rate.
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Compressor Cylinder and Pressure Packing Lubrication Over-lubrication can cause excessive oil carry-over into air lines, instruments, and even to the end products, resulting in over-carboning and gumming of valves and rod packing.Therefore, after the first few hours of lubrication, after you observe that the unit is properly lubricated, the rate can be cut back by steps of 2 to 3 drops per minute, until the desirable oil film, as noted in the next paragraph, is attained. By shutting the compressor down, and removing one or two of the valves, inspection of the cylinder interior can be made for sufficient lubrication. Over lubrication is the result of excessive oil, and small puddles of oil will collect in the cylinder low spots. This indicates that a cut-back in the lube rate is required. On the other hand, if surfaces are dry and no oil film appears present, the rate should be increased. A generally accepted test for sufficient lubrication is to blot the rubbing surfaces with 3 or 4 layers of tissue paper, immediately after removing a valve, and following a shutdown. A yellow stain or clear oily discoloration through the first layer and into the second layer of tissue is indication of proper lubrication. Lube rates should be adjusted up or down according to the indication of this test. Any evidence of gray, black, or bronze discoloration in the oil may indicate abrasion, scuffing, or some other malfunction which should be investigated prior to start-up. The lube rates, as calculated by the formula in paragraph “a”, should be sufficient for such cylinders and packing arrangements, but the final lube rate will generally be dependent upon maintaining a proper oil film on the rod surface, rather than on the cylinder surface. However, since applications and cylinder sizes can vary, both surfaces should be periodically checked for determination of which surface takes precedence in deciding the final lube rate. To summarize the above: 1. Careful selection of the lubricant for the specific application is very important. 2. To ensure that the proper lube rate is being applied, examine the cylinder and rod periodically. 3. Extended over-lubrication is as detrimental as under-lubrication. Over-lubrication will result in excess oil and heavy carbon deposits. Under lubrication may result in scoring and scuffing.
Packing Lubrication Quantities Since many lubricated applications require rod pressure packings having one or more points of lubrication supplied by individual pumps on the same lubricator supplying the cylinders, the same notes applying to “Cylinder Lubrication Quantities” generally holds true. However, a safe quantity of “rod oil” for the same dry, clean gases listed previously is 3/4 pint per day per million square feet of swept area plus a “pressure factor” amount. This is expressed by the formula: (47 x Rod Dia. x Stroke x RPM) + (75 x Disch. Press.) The answer to this formula gives a factor which represents the relative amount of lubricant required per rod. To convert this lubricant factor to pints/day/ rod, move the decimal point six (6) places to the left. Another conversion that will express the quantity in approximate drops/minute is to move the decimal point only 5 (five) places to the left. Drops/minute, start-up rates and final lube rates are determined in the same manner as that outlined under “Cylinder Lubrication Quantities.”
Fire Resistant Lubricants Quite often in certain process applications, synthetic or fire resistant lubricants, such as Pydraul AC, Fyrquel, (formerly Celllube) and Houghto-Safe, are used for cylinder and rod lubrication. Before using these lubricants, you must properly prepare the compressor, carefully select the lubricant, and use an appropriate quantity of lubricant. It is important that you prepare the machine for synthetic or fire-resistant lubricants since gaskets, seals, o-rings and paints must be compatible with the particular lubricant being used. Check with the particular lubricant manufacturer in order to know the necessary compatible materials.
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Compressor Cylinder and Pressure Packing Lubrication If you use synthetic lubricant, it is recommended that the cylinders be broken-in using a heavy mineral oil (SAE-60 or greater), and running for at least 150 hours or until the cylinders have taken on a glazed appearance. After break-in, you can then use a synthetic lubricant of proper grade. Occasionally, units must be started-up and broken-in during low ambient temperature conditions. When this is the case, lubricator heaters are usually necessary to insure that the lubricant is warm enough to flow properly, since most synthetic lubricants have a higher viscosity index than do most hydrocarbon lubricants. If you decide to change from a hydrocarbon lubricant to a synthetic lubricant on a machine that has operated for a period of time with hydrocarbon lubricant, it is best to select a fire resistant fluid that is compatible with most standard materials of construction. If a fully compatible fluid is not going to be used, then gaskets, seals, o-rings, and paints may have to be changed out since the lubricant may have a deteriorating effect on these items. When making such a change, it is advisable to check cylinder internals and to remove all carbon deposits on valves, etc., to prevent their being loosened by the new lubricant. Since there are a number of different synthetic lubricants on the market today, it is best to get all the available information about the specific lubricant manufacturer prior to the use of any new and unfamiliar synthetic lubricant.
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Section 13: Ignition
Section 13: Ignition Altronic III Ignition - DPC-2804LE
Installation instructions The following parts are required for each installation: 1. Altronic III Unit 2. Wiring Harness 3. Ignition coils - 501 061, 501 061-S, or 591 007 - one per spark plug 4. Engine Drive Member (base mount) - 560 001
Engine Set engine so that No. 1 cylinder is at the ignition firing point.
Rotation Determine the rotation of the Altronic III Unit (looking at the drive end of the Altronic unit) for the engine being equipped. Even firing interval units can be used for either CCW or CW rotation.
Flange-Mount Unit 1. Locate the timing mark on the housing for the proper rotation (see below). Rotate the unit shaft until the red mark on the shaft lines up with the proper mark on the housing. 2. Mount unit to the engine drive, keeping the two red marks lined up together as close as possible. Install and tighten finger-tight two 3/8 inch -16 mounting bolts. 3. Final timing should be checked using a timing light with the engine at operating speed.The entire unit is rotated to adjust ignition timing. 4. Tighten the two 3/8 inch -16 mounting bolts.
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Altronic III Ignition - DPC-2804LE
Primary Wiring The firing order of the Altronic III units is as follows: Table 13-1: Primary Wiring
Number of Cylinders 2 3 4
CCW Rotation A-C A-B-C A-B-C-D
CW Rotation A-C A-C-B A-D-C-B
Starting with lead “A” to the coil of #1 cylinder, the harness leads are connected according to the engine’s firing order to the positive (+) terminals of the coils. The “G” harness lead is the switch or shutdown panes wire. A common ground lead connecting the negative (-) terminals of the coils must be run as shown in the diagrams. All primary wiring should be protected from physical damage and vibration.For primary wire, use ONLY no. 16 gauge stranded, tinned copper wire. The insulation should have a minimum thickness of .016” and be rated 105º C. or higher. Irradiated PVC or polyolefin insulation’s are recommended.
Secondary Wiring Use only Altronic coils - standard low tension magneto coils will not operate properly with this system. Mount the ignition coils as close as possible to the engine spark plugs. A 7mm, silicone insulated, tinned copper conductor is recommended. Keep spark plug leads as short as possible and in all cases not longer than 18”. Spark plug leads should be kept at least 2” away from any grounded engine part. In deep spark plug wells, use rigid, insulated extenders projecting out of the well.The use of a clear, silicone grease (such as Dow Corning DC-200) is recommended for all high tension connections and boots. This material helps seal out moisture and prevent corrosion from atmospheric causes as well.
Dual Coils Use series wiring for two coils per cylinder. See the wiring diagrams for in-line unshielded or in-line shielded for detail.
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Altronic III Ignition - DPC-2804LE Primary 1. It is recommended that primary connections be made at a terminal strip. 2. With Altronic primary cables, loosen 1/2-14 NPT adaptor from conduit and tighten in cylinder junction box to 810 ft. lbs. 3. With straight plug-in connector, plug into coil before re tightening conduit nut to 1/2-14 NPT adaptor. 4. With right-angle plug-in connector, adjust insert alignment to match keyway in ignition coil connector by loosening connector assembly and carefully rotating elbow without straining primary wires. 5. Hand tighten all primary connector nuts. Then carefully tighten 1/8 turn with pliers - DO NOT OVER-TIGHTEN. Secondary 1. Spark plug threads and seat in engine head must be free from paint, dirt, etc. to insure a good electrical ground for the spark plug. Use a thread and seat cleaner tool. 2. Spark plugs should be uniformly gapped to a setting depending on the application (contact the engine manufacturer or Altronic). Be sure spark plug insulator is clean; if not, clean with a clean, dry paper towel. Install spark plugs to recommended torque value using a torque wrench. Do not use thread lube. 3. Using a clean, dry paper towel, clean the porcelain end of the shielded spark plug lead. Install the coil end of the shielded lead first and tighten nut securely. Then install the spark plug end and tighten to 8-10 ft-lbs. Do not use thread lube. 4. With integral coils, screw coil on to spark plug hand tight. Then tighten 1/6 turn with wrench. Do not use thread lube.
For detailed safety, installation, and operation instructions for the Altronic III Ignition system, see the Altronic supplied literature in the Ajax Vendor Literature composite service manual.
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Section 14: IGTB Governor
Section 14: IGTB Governor General This chapter provides an overview of the proper operation and maintenance of the Ajax integrated governor throttle body. Topics covered include operation of the governor, as well as problem diagnostics.
IGTB Governor The IGTB is a combination of a throttle and an electronic governor, therefore “integrated governor throttle body” or IGTB. Its function is to maintain an established RPM set point throughout the load range of the engine. NOTE: The throttle is not a shutoff valve. There is enough clearance between the body and the throttle plate to allow the engine to run under certain conditions at less than rated idle RPM when the governor is not powered. As shown below, the governor measures the RPM with a magnetic pick up and compares it to the set point RPM supplied by the pressure transducer.
Figure 14-1 IGTB Governor
RPM set point is established by a pneumatic 3 to 15 psig signal to the pressure-to-voltage transducer. See Table below for pressure signals and corresponding voltage and RPM Table 14-1: RPM, Voltage, Pressure
RPM 300 335 370 405 440
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Voltage 1.8 2.6 3.4 4.2 5.0
Pressure 3 6 9 12 15
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Problem Diagnostics When the set point is changed to an increased value the rate of acceleration to that value is 12 RPM/second. When the set point is changed to a decreased value the rate of deceleration is 12 RPM/second. An attained RPM set point is maintained by PID values for best response to changes in load. The governor has an operating voltage range of 18 to 28 Vdc with a nominal voltage of 24V. The governor consumes 32W maximum power at a peak current of 1.3A (24V) assuming 4 ohms stator resistance at 77°F. Its operating temperature range is -40°F to 221°F. Protect the system with a 6A fuse in the voltage supply line. The governor will not consume power when the engine is stopped. However, if the engine will be out of service for an extended time, it is best to disconnect the input power. Note: The governor should not be used for engine shutdown. Ground the ignition system and shut in the fuel supply to assure engine shutdown. The governor’s tuning values (gain, reset, etc.) are optimized for conventional compressor RPM control operations, and step load operations. The values are fixed, and are not field adjustable. Ring gear tooth count and RPM set point vs set point voltage can be altered by use of a downloadable file from Woodward, a data link wiring harness (p/n A4669), and a PC’s RS-232 port. Instructions accompany the A-4669 data link wiring harness. When the engine is operating at rated load and speed, adjust the fuel supply pressure to be 4 to 6 psig above the fuel pressure downstream of the governor. Assure that the engine will idle without load at that pressure setting. If it does not, reduce the supply pressure slightly so that no load, idle RPM can be achieved.
Problem Diagnostics Use the throttle’s fuel supply pressure gauge and fuel outlet pressure gauge to help analyze governor performance. For example, notice the outlet pressure at engine light off, or the outlet pressure at typical operating conditions. (Be certain that the isolation/dampening valves are adjusted for credible readings). When performing electrical diagnostics, use a digital voltmeter connected to the governor’s wiring harness plug. The appropriate pin connections are listed in the table below, and on the wiring harness assembly drawing. All voltages will be Vdc. If your voltmeter does not have an RMS function to measure the MPU signal level, use Vac for that signal only.
Table 14-2: Problem Diagnostics
Problem Engine does not start.
Possible Cause Power not applied MPU gap too large
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Suggested Test/Correction Disconnect harness from governor. Test for +24V between plug socket #1 and #5. Rotate engine manually to check for 0.020” to 0.030” gap.
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Problem Diagnostics Problem
Possible Cause MPU signal connection open Stuck Throttle Shaft
Engine starts, but shuts down.
MPU gap too large
Suggested Test/Correction Disconnect harness from the governor. Reset the annunciator. Test for at least 2 Vrms between pin 11 and pin 3 during cranking. Remove the governor. Move throttle by hand. Assess smoothness, friction, and return spring force. Rotate engine manually to check for 0.020” to 0.030” gap.
Assure that 18-28Vdc is supplied to governor pin connections #1 (+Vdc) and #5(-Vdc). Manually switch off governor Ignition misfire Troubleshoot the ignition system. Precombustion Chamber fuel Check for normal PCC fuel pressure, and fouled or stuck Engine starts and runs, but supply check valves. is unstable. Using combustion pressure management, balance the firGas Injection Valve Adjustment ing pressures. Unable to attain rated A 3-15 psig input signal should produce a 1.8-5vdc output Pressure transducer output low RPM with a slight load. signal. Apply 15 psig to the transducer Unable to develop full load Low fuel pressure Increase the fuel supply pressure. RPM. Unable to idle at no load. High fuel pressure Decrease the fuel supply pressure. Engine starts, but does not accelerate to idle RPM.
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Inadequate electrical power
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Section 15: Servicing for Extended Periods of Storage
Section 15: Servicing for Extended Periods of Storage Preparing For Extended Usage
1. Drain cooling system by removing pipe plug at bottom of cylinders. Make sure all of the cooling system is drained at all low points. 2. Drain oil from crankcase, and ahead of crosshead guides. Remove side cover and wipe crankcase clean with rags. Do not use waste oil. Using an oil can with a good grade lubricating oil, squirt oil on piston rods and around stuffing box and connecting rod bearings. Wipe oil on both upper and lower guides and replace cover. 3. Remove crankcase top covers and wipe remainder of crankcase clean. Squirt oil in and around main bearings and crank pin bearings. Remove breather caps and wash in solvent and blow dry with air. Then re-oil filter element and install on unit. 4. Drain scavenging chamber to remove sludge. Replace plug. 5. Swab engine piston rods with oil while pistons are at back dead center. 6. Remove engine cylinder heads and swab cylinder bores with oil while piston is at back dead center. Install cylinder head and rotate crank so that piston is about mid-stroke. Pump each cylinder lubricator pump ten or twelve times by hand, thus flushing oil around piston and rings. 7. Using 3/8 inch plywood, cut a disc that will fit inside tapped holes for the exhaust flange. Insert disc over exhaust opening. Draw flange cap-screws up tight, thus sealing cylinder from dust and other foreign matter. 8. Apply liberal amount of grease to all ball and socket joints used in linkage arrangement for fuel system. 9. Remove mixer manifolds and apply a light rust inhibiting oil to the seating surfaces of valve strips. 10. Do not drain fluid from the gas injection system. Do not drain oil from control box and lubricator. 11. If unit is moved from foundation and the flywheel is removed from crankshaft, coat the crankshaft and flywheel bore with grease. Also, plug all openings, that could be contaminated with debris.
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Servicing After Extended Periods In Storage 12. Remove distance piece covers and wipe chamber clean. Thoroughly wipe compressor piston rod with a rust inhibiting oil. Rotate crank to cover maximum length of rod. Pump lubricator feeds by hand to flood stuffing boxes and cylinders. 13. Remove compressor valves and coat all components with oil. Before replacing valves, squirt oil on cylinder wall and on piston rod. 14. Pump each lubricator pump ten or twelve times by hand to lubricate compressor piston and pressure packing. Rotate crankshaft to distribute oil. 15. On cylinders equipped with variable volume clearance pockets, oil piston and threaded rod. Cover exposed rod with grease. 16. All exposed valve stems should be protected with grease. 17. Cover all flange openings with plywood covers cut to suit. 18. Plug all threaded openings. 19. Disassemble trap, clean and oil orifice and seat before reassembling. 20. Grease fan shaft and bearings. 21. Loosen idler pulley to remove load from V-belts. 22. Protect instrument panel and any other exposed area which might be damaged during storage.
Servicing After Extended Periods In Storage Ajax has taken every practical precaution to prevent corrosion or rust in bearings, piston rods, crossheads, metallic packing, cooling system, etc., by treating all of these parts with approved rust inhibitors. However, the following additional precautions should be taken when placing engine-compressors in service after long periods in storage after shipment from the factory, or other extended storage periods. 1. Remove side and top covers and see that the crankcase is clean. Fill crankcase with oil. See lubrication recommendations in Section 5. 2. Remove cylinder head and clean cylinder bore. Swab the cylinder with clean lubricating oil to provide initial lubrication for piston and rings. 3. Inject a light oil in the various bearings, as well as around cross-head and on piston rod. For a completely thorough job of reconditioning, the metallic packing should be cleaned and oiled. Packing on lubricator shaft should be loosened and oiled, and the governor lever shaft outer bearings should be oiled. 4. All screws and nuts which hold gaskets should be tightened, as with lapse of time the various gaskets may have shrunk. This applies particularly to cylinder heads. 5. Carefully drain the lubricator before filling. After filling the lubricator, disconnect each of the oil feed lines, operate the lubricator flushing units by hand and see that oil flows freely through each oil line, and through the check valve.
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Servicing After Extended Periods In Storage 6. Remove governor cap and inspect governor weight pins and remove any corrosion which has accumulated during storage period. Oil and make sure that all working parts are operating freely. 7. Clean air filter. 8. Remove all plywood storage covers and plugs from flange openings and threaded connections.
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Section 16: Preventive Maintenance Program
Section 16: Preventive Maintenance Program Preventive Maintenance A good preventive maintenance program can add years of trouble-free performance at low operating cost. The first requirement for this kind of maintenance is to consistently observe good maintenance practices. When operating Ajax engine-compressors, the following points will contribute to maximum performance and economy.
When starting a cold engine, allow to idle until warm before applying load. Before starting, it is always good practice to lubricate cylinder walls by pumping lubricator hand flushing units with the piston at various positions. Observe that the cooling water system is full and operating properly before starting. Be sure that all water connections are tight. Under no circumstances should a large amount of cold water be allowed to suddenly enter a heated engine cylinder. In freezing weather, all parts which contain water and which are subject to freezing should be carefully drained and anti-freeze added. Always mix anti-freeze and water in a clean container before adding to the cooling system. Always be certain that there is sufficient oil in the crankcase and in the force feed lubricator before starting. Do not under any circumstances allow water to enter into the lubrication system. Do not exceed the rated speed for normal operation. Immediately investigate the cause of any unusual noise or knocks. Locate the cause of the noise instead of experimenting with adjustments. TIB 020326 DESCRIBES GE'S RECOMMENDED PREVENTIVE MAINTENANCE PROGRAM.
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Preventive Maintenance
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Section 17: Engineering Standards
Section 17: Engineering Standards Contents ES 1002: LUBRICATION RECOMMENDATIONS FOR SUPERIOR® RECIPROCATING COMPRESSORS. ES 1006: LUBRICATING OIL RECOMMENDATIONS FOR AJAX ENGINES COMPRESSORS. ES 4025: CRANKSHAFT WEB DEFLECTIONS FOR THREE AND FOUR CYLINDER AJAX ENGINES
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Section 18: Technical Documentation
Section 18: Technical Documentation Contents 1. TIB 061013 Catalytic Converter Installation and Maintenance instructions 2. TIB-AJ-1003: Ajax Non-LE, setting power piston crown height "striking clearance".
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Ajax Technical Information Bulletin #061013 Instructions for the installation, operation, and maintenance of a catalytic converter on an AJAX engine-compressor silencer. This bulletin provides instructions on how to use a catalytic converter in a manner that will ensure operator safety, efficient use, and long catalyst life. Also presented are guidelines to consider prior to start-up of your unit, instructions on installing the converter elements, the proper oil to use with the catalyst, troubleshooting, catalyst regeneration and storage, and spare parts information. This bulletin also provides instructions on taking temperature and pressure measurements on the catalytic converter, including measurements that are required by the United States Environmental Protection Agency (U.S. EPA).
Table of Contents Factors That Affect Catalyst Operation
2
Before Initial Start-up
3
Installing the Catalyst Elements
4
Installing Catalyst Gaskets
10
Initial Operation with Newly Installed or Rebuilt Compressors
12
Catalyst Measurements
13
Warning Signs
17
Inspecting and Troubleshooting a Catalyst
17
Catalyst Regeneration
17
Storing the Catalyst
18
Catalyst Spare Parts
18
Ajax Contact Information
18
Approval
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Factors That Affect Catalyst Operation Catalysts can control exhaust pollution for years, and require minimal maintenance, as long as the operator watches for: l
Catalyst inlet temperatures that fall below or exceed certain limits
l
Chemicals in the exhaust that can harm the catalyst
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Coolant or water that leaks into the catalyst
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Engine oil that is not recommended for use with the catalyst
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Improper catalyst sizing
The best catalyst performance will be obtained when insulation is installed on the exhaust pipes and on the section of the silencer before the catalyst housing. In cold climates, insulation is mandatory.
Catalyst Inlet Temperature Catalysts are meant to operate between 450° and 900°F. Exhaust temperatures lower than 450° are not hot enough to produce an efficient catalytic reaction, so the catalyst will not control emissions at these low temperatures. Temperatures higher than 900° will crystallize the precious metals in the catalyst elements, eliminating the catalyst’s emission-reducing properties. Catalyst inlet temperature can be measured from the 3/4" pre-catalyst emission sampling port (see page 13).
Chemicals in the Exhaust Certain chemicals in exhaust gases will also render the precious metals useless as catalysts; these chemicals include lead, zinc, tin, copper, sulfur, mercury, antimony, chromium, phosphorus, chlorinated hydrocarbons and silicon. Contact the manufacturer for a list of all chemicals that are harmful to the catalyst. Propersizing of the catalyst, as well as proper maintenance of the engine, will reduce the potential for catalyst fouling due to these chemicals. Regeneration of the catalyst elements will remove chemical build-up on the catalyst elements as well (refer to the “Regeneration” section on page 11).
Coolant or Water Leaking into the Catalyst A catalyst that has been flooded with rainwater or antifreeze is permanently damaged, and the catalyst should be replaced. Make certain that no coolant or water is allowed to leak into the catalyst.
Proper Engine Oil Using the proper engine and cylinder oil is critical to the successful operation of the Ajax exhaust catalyst. Cameron AJAX® worked with ExxonMobil to develop an oil that would ensure proper catalyst operation and maintain the designed emissions control. Both lab and field engine tests have validated the performance of the new catalyst friendly oil in maintaining optimum catalyst life, as well as cylinder liner, bearing, and crosshead guide protection. Mobil Pegasus Special CF must be used to ensure proper performance of the catalyst. For assistance in sourcing Pegasus Special CF via your local ExxonMobil Distributor, please contact ExxonMobil at 1-800-662-4525, or visit www.mobil.com.
Correct Lube Oil Rate The correct lube oil rate will directly affect the lifespan of the catalyst. If the rate is too high, the life of the catalyst elements will be greatly shortened (see Ajax Operation and Maintenance Manual for proper lube oil rates).
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Improper Catalyst Sizing Catalysts are sized based on engine specifications. If the engine is not operating according to those specifications, the catalyst is not sized properly, which will result in a shortened catalyst life span. Contact Cameron-Ajax Application Engineering for correct catalyst sizing.
Sour Gas H2S in the fuel gas will damage the catalyst elements.
Engine Backfire Cameron recommends the use of a backfire relief valve to protect the catalyst elements from damage.
Before Initial Start-up A new or rebuilt engine started for the first time may not run properly, or according to specifications, which may damage the catalyst. To prevent damage to the catalyst, follow these steps:
Step 1: Before starting the engine, remove the catalyst elements and gaskets.
Step 2: Start the engine.
Step 3: Measure and log exhaust gas temperatures, as well as exhaust gas constituents, to ensure that the engine is running according to the manufacturer’s specifications. Step 4: Once you are certain that the engine is running properly, install (or reinstall) the catalyst elements. The following section, “Installing the Catalyst Elements,” describes in detail how to properly install catalyst elements.
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Installing the Catalyst Elements It is important to install the catalyst elements into the catalytic converter correctly so that the element gaskets properly seal and no unfiltered exhaust is permitted to bypass the elements. There are 4 main steps in installing the catalyst elements: Step 1: Adjust the Converter Tray lower to accept Element(s) Step 2: Installing Catalyst gasket Step 3: Insert the Catalyst Elements into the Converter Housing Step 4: Install the Adhesive Gasket for the Access Door
Step 1: Adjust the Converter Tray a. Ensure that the silencer is secure and all safety precautions have been addressed. b. Open the access door by removing the door bolts and washers from the access door and allowing it to open (see Figure 1 below).
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Figure 1 - Opening the Access Door
c. Check the position of the tray (Refer to Figure 2 below).
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If the surface of the tray is flush with the bottom edge of the window, the tray is down, or lowered
l
If the surface of the tray is higher than the bottom edge of the window, the tray is up, or raised
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Figure 2 - Location of Converter Tray
d. Adjust the tray by first loosening the top nuts on the adjustment studs (See Figure 3 below).
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Figure 3 - Tray Adjustment
e. Raise or lower the tray as needed to position the tray flush with the bottom edge of the window. l
To lower the tray, turn the bottom nuts counter-clockwise (facing nuts from the top).
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To raise the tray, turn the bottom nuts clockwise (facing nuts from the top).
Step 2: Insert the Catalyst Elements Into the Converter Housing a. Align the element with one of the tray openings inside the housing and slide the element in until it stops (see Figure 4 below). b. Insert remaining elements into the remaining tray openings (1 element for DPC-2801 series units, 2 elements for DPC-2802, 3 for DPC-2803, and 4 for DPC-2804 series units).
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Figure 4 - Tray Adjustment
Step 3: Compress the Element Gaskets a. Raise the tray by turning the bottom nuts on the adjustment studs. l
First, beginning with the back two studs, turn the nuts clockwise (facing nut from the top) to rise the element tray.
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Next, adjust the front two studs, raising the tray until all element gasket are lightly and evenly compressed.
b. Adjust the studs (alternately) until the gaskets on the back side of the elements begin to lightly compress
c. Move to the access door side and adjust the remaining two studs until the entire gasket is lightly and evenly compressed (see Figure 4 above).
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d. Turn the bottom nuts of each stud two full revolutions. Alternate front to back, back to front when tightening. e. Tighten the top nuts of each stud to lock in place.
Step 4: Install Adhesive Gasket for the Access Door
Figure 5 - Compressing the Element Gasket
a. Cut strips of adhesive gasket as needed to place around the access door. b. Make holes in the center of the adhesive gasket for the bolt holes surrounding the door (see Figure 5 above). c. Remove tape from the back of the adhesive gasket strips, and place strips around the Door so that when the converter access door is closed, the door will seal completely and no gases will escape. d. Close the access door, place the washers and tighten the bolts for the door alternately until the door is completely and firmly sealed.
Tips on Properly Installing the Catalyst Elements If catalysts are installed improperly, some exhaust products may bypass the catalyst elements. To avoid this problem, follow these instructions: l
Replace a catalyst gasket with a new gasket if you are unsure of a gasket’s quality or state of repair.
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Clean all mating surfaces so that the gasket can seal properly.
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Tighten all nuts, bolts, and washers to prevent leaks.
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Do not use silicone-based gasketing compounds.
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Use anti-seize compound.
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Installing Catalyst Gaskets
Old Gasket & Metal band assembly
The previous version of the gasket was attached to the side of the Catalyst using a metal band.
New Gasket & Catalyst assembly
The new gasket is now attached to the top of the Catalyst using a Pressure Sensitive Adhesive (PSA)
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AJAX® Step 1: Bend a corner of the PSA
Step 2: Push fingernail into adhesive and scrap back double faced tape
Step 3: Pull back white protective backing
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Step 4: Position the element so that the flow arrow faces up, and start at a corner and press the gasket in place
Step 5: Move to the next closest corner and press the gasket in place
Step 6: Lightly set gasket in place along the length of the element. Position the gasket over the third corner and press in place. Press the fourth corner in place.
Initial Operation with Newly Installed or Rebuilt Compressors Step 1: Remove the elements from the housing, raise the tray and reinstall door. Step 2: Break in new piston rings and make sure the engine is operating correctly.
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Step 3: With the engine shut down, remove the door and lower the tray. Take care to keep the tray level while lowering. Step 4: Install a new gasket on each element and on the door of the catalyst housing. Step 5: Install the elements making sure they are pushed all the way to the back of the rack. Step 6: Raise the tray.
Step 7: Tighten the backup nut on tray studs. Step 8: Visually inspect the gasket to make sure that it is compressed between the element and the top sealing surface. Step 9: Replace the cover door. Step 10: Confirm that the correct lube oil rate is being used.
Catalyst Measurements In many applications, the EPA requires that catalyst inlet temperature is monitored and logged. Inlet temperature can be measured from the 3/4" pre-catalyst emission sampling port (see Figure 6 below).
Figure 6 - Catalyst Inlet Temperature Measurement Port
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Catalyst Pressure Drop Measurement In many applications, the EPA requires that the pressure drop across the catalyst is measured and logged monthly.
If the pressure drop does increase by more than 2 inches, the catalyst elements need to be inspected and regenerated. To make the pressure drop measurement, we recommend using the test equipment displayed in Figure 7 (on the following page), and listed below in Figure 8.
Figure 7 - Recommended Test Equipment for Measuring Pressure Drop
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Figure 8 - Magnehelic Pressure Gauge Rear View l
Magnehelic Series 2000 Differential Pressure Gauge - measures the differential pressure in inches of water (awater manometer can be used in place of the Magnehelic gauge).
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Teflon PTFE Tubing, heavy wall, 1/4” O.D., 1/8” I.D. - connects the pressure gauge to the Kiene indicator valves.
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90° Tubing Elbows, 1/4” Tube x 1/8” MNPT - Connects the Teflon tubes to the pressure gauge.
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90° Degree Tubing Elbows, 1/4” Tube x 1/4” MNPT - Connects the Teflon tubes to the Kiene indicator valves.
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Kiene V-10 Indicator Valves - Connects the pressure gauge to the 3/4” differential pressure measurement ports on the catalytic converter.
Connect the Kiene V-10 indicator valves to the pre- and post-catalyst 3/4” pressure differential indicator ports on the catalytic converter housing (see Figure 11 below). The Kiene valves connect to the Magnehelic differential pressure gauge by way of 1/4” Teflon PTFE Tubing. See Figure 10 above for the proper pre- and post- catalyst connections on the pressure gauge. Note that the pre- and post catalyst connections on the gauge are 1/8” NPT. To connect the 1/4” x 1/4” tubing elbows to the Kiene indicators, you will need 2 Kiene AX-34 valve adapters.
Log Sheet: Below is a log sheet for recording the catalyst temperature and pressure measurements required by the EPA.
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Date
7/18/04
Time
11:11 AM
Initial Data Recorder When Catalyst Was Installed Catalyst Pressure Inlet Temp Load Drop RPM Comments (deg F) (%) (In H2O) See Note 2 See Note 1 See Note 3 440 91 614 0.4 Max allowable pressure drop = 2.4
Data Recorder Monthly Catalyst Pressure Date
Time
Load
Inlet Temp
(%)
(deg F)
See Note 1
See Note 2
RPM
Drop
Comments
(In H2O) See Note 3
Note 1: The Load is calculated from the compressor performance program from Cameron called Ajax. Note 2: Catalyst inlet temperature must be equal or greater than 450 degrees F Note 3: Maximum Catalyst Pressure Drop is the Initial reading +2"H2O
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For example: If initial reading = 0.4 In H2O, then Maximum allowed pressure drop = 0.4 + 2 = 2.4 in H2O
Warning Signs Catalyst maintenance may be necessary if you see the following Warning signs: l
Unusual pressure drop across the catalyst
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Emissions test failure
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Emissions testing data revealing an upward trend. The following factors can contribute to increases in emission levels: l
Change in engine operating parameters (RPM/BHP, etc.)
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Change in the engine fuel
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Engine misfires. Misfires add fuel to the exhaust and cause temperature increases in other enginecylinders
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Engine modifications
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Catalyst exposure to antifreeze or to harmful compounds such as lead, zinc, tin, copper, sulfur, mercury, antimony, chromium, phosphorus, chlorinated hydrocarbons, and silicone
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Engine backfire, causing catalyst damage
An increase in emissions could be due to carbon buildup on the elements resulting from incorrect oil or a lubrication rate that is too high.
Inspecting and Troubleshooting a Catalyst After you remove a catalyst, inspect it for: l
soot in the housing, gasket, and on the face of the catalyst element; this soot is evidence that some exhausthas bypassed the catalyst. To remove the soot, the catalyst can be vacuumed or blown with dry, oil-free compressed air.
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burned places on the face of the element, indicating excessively high exhaust temperatures, or fuel/oil fires. Check and service an engine that has excess oil or fuel in the exhaust
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element damage due to engine backfires. This causes a gap between the frame and the catalyst material that allows exhaust gas to bypass the element resulting in high emissions.
Catalyst Regeneration Catalyst regeneration, or catalyst washing, involves immersing the catalyst into solutions of non-phosphate alkaline cleaners and acetic acid in order to restore the catalyst’s effectiveness. Catalysts can be regenerated 2 to 3 times before they finally have to be replaced. Regeneration is usually performed by a contractor or the catalyst manufacturer,because using the wrong chemicals, or incorrect concentrations of proper chemicals, can permanently damage the catalyst, and because the chemicals used in regeneration have to be properly disposed of.
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