OPERATION AND MAINTENANCE INSTRUCTIONS FOR TYPE-30 High-Pressure Compressors Models 7T2 1512 INGERSOLL-RAND. AIR COMPRESSORS Form 3076-083 July 1976 ® Ingersoll-Rand Company 1981 Printed in USAWARNING STATEMENT CONCERNING THE USE OF THIS EQUIPMENT FOR BREATHING AIR AND/OR AQUA. LUNG SERVICE IF THE MODEL NUMBER ON THIS AIR‘COMPRESSOR CONTAINS THE LETTERS “BAP”, THE COMPRESSORS SUITABLE FOR USE IN BREATHING AIR SERVICES. IN THE ABSENCE OF SUCH ADESIGNATION, THE COMPRESSORS NOT CONSIDERED AS CAPABLE OF PRODUCING AIROF BREATHING QUALITY. FOR A COMPRESSOR TO BE CAPABLE OF USE IN BREATHING AIR SERVICES, IT MUST BE FITTED WITH ADDITIONAL SPECIALIZED EQUIPMENT TO PROPERLY FILTER AND/OR PURIFY THE AIR TO MEET ALL APPLICABLE FEDERAL, STATE AND LOCAL LAWS, RULES, REGULATIONS AND CODES, SUCH AS, BUT NOT LIMITED TO, OSHA 29 CFR 1910.134, COMPRESSED GAS ASSOCIATION COMMODITY SPECIFICATION G-7.1-1966, GRADE D BREATHING AIR, AND/OR CANADIAN STANDARDS ASSOCIATION. SHOULD THE PURCHASER: AND/OR USER FAIL TO ADD SUCH SPECIALIZED EQUIPMENT AND PROCEEDS TO USE THE COMPRESSOR FOR BREATHING AIR SERVICE, THE PURCHASER/USER ASSUMES ALL LIABILITY RESULTING THEREFROM WITHOUT ANY RESPONSIBILITY OR LIABILITY BEING ASSUMED BY INGERSOLL-RAND COMPANY. ‘THE PURCHASER IS URGED TO INCLUDE THE ABOVE PROVISION IN ANY AGREEMENT FORANY RESALE OF THIS COMPRESSOR.THIS FORM IS GOOD FOR UNITS BUILT SINCE 1972, COMPRESSOR SERIAL NUMBER 30320800 AND UP. FOR UNITS BUILT PRIOR TO THIS, SEE FORM 1092-A. ‘This Instruction Book covers Type 30, Air Cooled, High Pressure Compresior. Crunnea & ristow CONSTANT SPEED UNGOAER aunneao Sar useD) INLET a MUFFLER CENTRIFUGAL UNLOAOER TUBE IGAL UNLOADER PILOT VALVE Yowor vever siren Figure 0-1. VISUAL INDEX: Typical two-stage high-pressure compressor, NOTE The pictorial guide above is intended to acquaint the reader with the locations of the various compressor assemblies that are discussed in detail in this booklet. Reference to this guide during the reading of the text will aid in clarify. ing the location and relationship of the various assemblies, Although structural differences may exist between this typical compressor and other models covered in this booklet, the location ofthe assemblies will have the same general relationship and be in the same relative location as shown, Various component parts differ from each uther in their design and arrangement on some of the models. A Special Section Index, page 16, references your particular compressor with the specific component part it uses. SAFETY PRECAUTIONS WARNING COMPRESSED AIR AND ELECTRICITY ARE DANGEROUS BEFORE DOING ANY WORK INVOLVING MAINTENANCE, OR ADJUSTMENT-BE SURE THE ELECTRICAL SUPPLY HAS BEEN CUT-OFF, AND COMPRESSOR INTERNAL SYSTEM HAS BEEN VENTED OF ALL PRESSURE. BEFORE WORKING ON THE ELECTRICAL SYSTEM, 8E SURE TO REMOVE POWER FROM THE SYSTEM BY USE OF THE MANUAL DISCONNECT SWITCH. DO NOT RELY ON ‘THE STARTER TO REMOVE POWER. BEFORE DOING ANY MECHANICAL WORK ON THE COM. IESSOR: \- REMOVE POWER FROM THE MOTOR BY OPENING THE MANUAL DISCONNECT SWITCH IN THE POWER LINE TO THE MOTOR. TAG THE DISCONNECT SWITCH SO. NOONE WILL CLOSE IT ACCIDENTALLY. 8. 00 NOT ATTEMPT TO SERVICE ANY COMPRESSOR PARTS WITHOUT FIRST RELIEVING THE SYSTEM OF ‘AIR PRESSURE, USE EXTREME CARE IN PERFORMING THE FOLLOWING LISTED OPERATIONS. ‘00 NOT OPERATE THE COMPRESSOR AT SPEEDS IN EX. CESS OF ITS RATING, PERIODICALLY CHECK ALL SAFETY DEVICES FOR PROP. PER OPERATION, 3. BO NOT OPERATE THE COMPRESSOR AT HIGHER O15. (CHARGE PRESSURES THAN SPECIFIED OR MOTOR OVER: LOAD WILL OCCUR AND PARTS MAY BE OVER STRESSED TO THE POINT THAT A HAZARDOUS FAILURE WILL occur, SAFETY SOLVENT IS RECOMMENDED FOR CLEANING ‘THE COMPRESSOR AND AUXILIARY EQUIPMENT.CONTENTS Section | Installation. Location Wiring. Fuses Gil Level Sitch (Optional)... Starting Switch . Gasoline Engine Driven Units. ‘Typical Piping Arrangement PreStanting Checks & Lubrication Before Initial Starting. .... Compressor Lubrication ‘Alternate Synthetic Compressor Lubricant Motor Lubrication and Care. Operation . : Basic Principle of Operation . . .. Belt Installation and Adjustment . Air Iniet Muffler and Cleaner Breather Tube. aa Safety Valves . Intercooler. . : Intercooler Pressures . eee inCooled Aftercoolers eee ‘Ais Receiver... : Starting Unloading Repulation..... 0... ‘Type of Regulation ... Manual Control. Constant Speed Unloading - ‘Automatic Stop and Start Maintenance... Valves Torque Value . . ‘Check Valve Service Piston Ring Replacement Oil Consumption Check ...... Installing New Crankshaft Asembiy Seal Replacement Section Individual Component Section Individual Component Section Index Servicing ~ Fingee Valves Plate Type Valves. « «+ Servicing ~ Ring Valves ‘Awniiny Vale. Constant Speed intake Uniouder Stating Unionding » Section 3 Trouble Chart. Routine Inspection and Service ‘Technical Da METRICATION ‘THIS MANUAL HAS BEEN METRICATED ALL PRESSURE UNITS ARE GIVEN IN Pounds/Square Inch (ber) “To convert bar to kilopascal (kPa) multiply bar x 100 To convert bar to kilogram/cantimeter squared (kg/om?) multiply ber x 1.02.SECTION 1 INSTALLATION LOCATION In cold climates, we recommend that the compressor bee installed within a heated building. The location chosen should be clean and should provide ample space around the unit for cooting and general accessibility. The compres- sor may be bolied to any substantial Noor; however, it is important that the surface is level. If the surface is not level, appropriate shims can be used under the compressor's ‘base. After the foundation bolts are tightened down, the base should be rechecked for levelness. The belt side of the unit should be placed toward the wall, leaving at least 15 inches (381 mm) space for air circulation by the fan belt wheel. Do not locate the compressor in a boiler room ‘or other similarly hot place. In damp climates or where conditions of high humidity are encountered, the compressor should not be located in a cellar or similar unventilated place. This is particularly true of units on short cycle or very intermittent duty appli- cation, Locations such as described above are particularly conducive to the formation of water in the compressor ‘crankcase which leads to rusting, oi! sludging and rapid ‘wear of running parts If the compressor is located where the motor will be ex- posed to appreciable quantities of water, oil, dirt, acid or alkaline fumes, the motor must be specially constructed. WIRING Before wiring the compressor to the power supply, the electrical requirements shown on the motor name plate ‘must be checked against the electrical service in your local ity. If they do not agree, do not connect the motor or ser ‘ous damage may result. Be certain to refer to the wit diagram before wiring the unit. Where a pressure switch is used in connection with a ‘manual starter, the motor horsepower rating of the pres- sure switch is not t0 be exceeded. If a pressure switch is used in connection with a mag- netic starter, the pressure switch electrical rating is not important, since the switch is not carrying motor cusrent. It is important that the wire used be of ample size and all joints be secure both mechanically and electrically, To avoid invalidating your fite insurance, it is advisable to have the wiring done by a licensed electrician who is familiar with regulations of the National Board of Fire Under- writers and the requicements of the local inspector. Sizes of wire to use for distances up to 100 feat (30.5 m) from the feeder. ‘Single Three Direct Motor Phase Phase | Currant Honapower we) tov |2z0 v {220 v | eaov |115:v |230 than t(7a) | 18 | | ta [ta | ie] ae 1 (748) wre] w]e | | te 1% G.12) tof ra | re] ra | sa} 14 2 (149) a}ie | i] ra | az | os 3 (22a B} 2 a] oa] ie 5 373) a] af iwzlw] 6| 10 7% ($60) ~| se] wlwl] s} 6 10 (748) =} a]ale2} ite 18 011,19) = | -| 6] 20} 4 “The wire sine recommended in the above table re suitable for the compressor unit. If other sectrcal equipment is connected to the seme circuit, the total electric! load must be considered in seeting the proper wie sites, otherwise a burned out motor will ‘amu unies it is amply protected, ‘The size of wire recommended by the National Board is 2 safe guide providing the distance from the feeder does not exceed 100 feet (30.5 m). If the distance is over 100 feet (30.5 m), larger wire will probably be necessary and your electrical contractor or your local electric company should be consulted for their recommendation on wire size. ‘The use of the recommended wire size insures negligible feeder line voltage losses during starting and accelerating periods. Improper wire size results in sluggish operation, ‘unnecessary tripping of the overload relays or blown fuses FUSES Frequent blowing of fuses is usually due to fuses being too small. It must be remembered that the momentary starting current is higher than the full load motor current, ‘and that the fuses must have a current carrying capacity approximately three times the current rating of the motor in order to carry this load, For example: —the full toad ‘current of a § hp (3.73 kW), 1750 rpm, 3-phase, 60 hertz, 220 volt motor is 12.9 amperes and 40 ampere fuses should be used. If your fuses are the correct size and still burn out, inspect for weak or bent clips. They cause local heating which reduces the actual capacity of the fuseOIL LEVEL SWITCH (Optional Equipment) A Tloat actuated switch is now available as a protection against damage to your Type 30 sir cooled compressor due to insutficient oil level The low oil level switch is a single pole, single throw ‘switch, designed in only a NEMA 1 enclosure. The switch has a maximum rating of 15 amperes at 125, 250, and 480 volts AC. The switch operates on a failsafe principle and is mechanically actuated for sealed, friction-less operation. AA special feature of this switch is its safety control head of solid metal. Because magnetic force is used to rotate the internal magnetic and switch actuator, no shaft passes through the control head, thus preventing oil seepage from the erankease. Low oil Jevel in the crankease causes the switch contacts to open, thus shutting the unit down until the proper oil level has been restored, Use 3/8 inch (9.53 mm) nominal size flexible steel con- duit, of a length as required, over the switch lead wires. Securely attach the conduit to the switch, connect the lead wite and the other end of the conduit to the pres sure switch enclosure on units equipped with automatic start and stop. CAUTION ‘Never connect the tow oil level switch leads in series with the motor. The switch must always be con- nected through the control circuit of magnetic starter. Fill the crankcase 10 the proper level with the correct ‘grade of lubricating oll, This automatically resets the low oil level switch. CAUTION Be sure to disconneet the power supply by openit the main disconnect switch to prevent the unit from ‘accidently starting up while the crankcasa is being filled. STARTING SWITCH For complete protection against burning out the motor, we strongly recommend the use of a separate starting switch with thermal or other overload relays. Failure of any one of the three power lines to a three-phase motor while the motor is running will burn out the motor very quickly without blowing the correct fuse. Proper overload relays should give the protection desired and are furnished with instructions for installation. We cannot accept respon sibility for damage arising from failure to provide adequate motor protection GASOLINE ENGINE DRIVEN UNITS. Instructions for gasoline engine drive are contained in a separate booklet published by the engine manufacturer, ‘A copy of this is included with the compressor unit when shipped, PIPING ‘The compressors are equipped with inlet mufflers and cleaners, No inlet piping is furnished, If the owner de- sires, the inlet may be piped outdoors or to another room. {In any case, the inlet muffler and cleaner must be used. (Gee page 9 for cleaning instructions) Inlet piping should be as short and direct as possible and as large, or larger than, the diameter of the inlet connection. The inlet piping must increase in diameter for every 50 feet (15.24m) ‘of length, If the total length of piping is between 50 and 100 feet (15.24 m and 30.5 m), we recommend that the increase in pipe diameter is made at the mid-point in the length, ic., if the total length is 80 feet (24.33 m), ine crease the pipe diameter at the 40 foot (12.19 m) point, Tnlets piped outdoors should be hooded to prevent the entrance of rain and snow. ‘The discharge connections from the receiver to the equip- iment ate far more important than is usualy realized, Small leaks in the discharge system are the largest single cause of high operating cost. If your compressor runs more than you believe it should, the most likely cause is a leaky pipe line. Leaks are easily located by squirting oil around all joints. Af the air system is large enough in volume so that no air receiver is used, a condensate leg with drain valve should be placed in the piping at a point as far from the compressor as possible, and just ahead of the point at which the air is used. This leg should be kept drained and all the piping should slope toward it Where a subbase mounted unit or a bare compressor is, supplied, it is very important to observe the following points when installing the piping between the compressor and the receiver. 1. Never install a shut off valve (such as s gate or globe valve) between the compressor and the receiver unless ‘a safety valve is put in the piping between the valve and the compressor. 2. Run the piping down and not up from the compressor discharge. If this i not possible, install a “drain lea” consisting of a pipe at least 10 inches (254 mm) long projecting vertically downward from the compressor discharge opening. Put a drain cock at the end of this pipe and drain weekly.Some of the compressors covered by this instruction book will be supplied with a condensate drain and “drain leg” as standard factory equipment. If the compressor has SAFETY VALVE Figure 1-1. Typical Shut-Off Valve and Safety Valve Arrangement a condensate drain leg, it will not be necessary to install 2 second one. SAFETY VALVE DRAIN LEG DRAIN VALVE Figure 1-2. Typical Arrangament of Overhead Piping ‘Showing Drain Leg PRE-STARTING CHECKS & LUBRICATION BEFORE INITIAL STARTING ‘A. Before starting a new compressor, always fill the erank- case up to the filler hole witha good grade of oil. Check the motor bearings for lubrication, See page 7. B. Check electric current specifications on motor name plate with your local eectric company. See page 4. C. Turn compressor over a few revolutions by hand to see that every thing is free and in working condition, D. Check the tension of the belts, See page 8. E, Remove tools, rags and any other objects from the Vicinity of the compressor before throwing the switch, F. Never put hands on the belts of an idle unit. It may be connected to start and stop automatically, and should it start, a hand can very easily be caught between the belt and the motor pulley or belt wheel, A daily inspection is not required, but a few minutes spent once’a week at a regular established time (say the first thing Monday morning) will help keep the compressor run- ring like new, COMPRESSOR LUBRICATION Change crankcase oil every S00 hours of operation, or every three months, whichever occurs frst. Experience indicates that the best lubricating oil for use. in this class of air compressor is naphthenic-base oil with- out detergent additives ‘The viscosity of the oil chosen should be based upon the ambient temperature, which is the temperature of the at- ‘mosphere immediately surrounding the compressor when it is in operation. The oll viscosities given below ate selected (on this basis and may be used 2s a guide. © S.A. 10 or 20 if the compressor is installed in a heated building, ‘© S.A, 30 or 40 if the surrounding ambient tempera ture is 100 degrees F (38°C) or higher. © SAE, 10W if installation is subject to freezing temperature. Condensation of moisture in the compressor crankease leads to the breakdown of the lubricant and the lormation Of sludge. As a general rule, moisture condensation is more likely to occur in machines operating on intermittent duty in an atmosphere of relatively high humidity and/or cool ambient temperature. Moisture condensation is less likely to occur in machines operating for long periods of time in an atmosphere of relatively low humidity and/or warmer ambient temperatures, WARNING WHEN CHAINGING OIL, NEVER USE KEROSENE OR GASOLINE TO FLUSH OUT THE FRAME. THE USE OF SUCH CLEANING AGENTS 1S DANGEROUS AND IS ABSOLUTELY PROHIB. ITED. USE A REGULAR FLUSHING OIL FOR ‘THIS PURPOSE. Since moisture condensation in the crankcase is depen dent upon the compressor application and various atmo spheric conditions, Ingersoll-Rand recommends that 2 reputable oil dealer is contacted for his recommendationspertaining to the naphthenic-base oll best suited to your in- stallation, However, if the owner desires, the amount of condensation in the crankcase can be detected by periodi- cally testing the crankcase oil with a dip stick treated with a moisture indicating paste. Thi is easily obtainable and is reliable if the manufacturer's directions are followed, If this test indicates that moiiture is forming in the érank- case, use a naphthenic-base oil with rust and oxidation inhibitors, If the test does not detect moisture, straight naphthenic-base oils are acceptable. Crankease oil capacities are as follows: Model 772 ~ 2% Qts. (2.37 8) Model 15T2 ~ 5 Qus (4.73 2) Model 41 ~ 2% Qts. (2.372) Model 231 — 7/8 Qt.(0.83 2) In general, the life (or oxidation life) of naphthenic. base ol will normally be quite long because ofthe relatively low crankcase temperatures of these compressors, Also, conservative compressor bearing ratings preclude the neces- sity of any “heavy oil film” or extreme-pressure additives, which may be detrimental to long valve life. ALTERNATE SYNTHETIC COMPRESSOR LUBRICANT Anderol® $00 is recommended as an alternate lubricant for Ingersoll-Rand high pressure compressors. Use of this lubricant is 10 be determined by the compressor owner. If this lubricant is used, meintenance operations currently re- quired to be performed once every 500 hours or 3 months can be extended 10 once every 1000 hours or 6 months. ‘The main advantage of Anderol® 500 which allows less frequent maintenance is that carbon build up on the valves is minimized, Keystone KSL-222 is also approved as an alternate lubri- cant, KSL-222 is manufactured by Keystone Division of Precision Instruments, MOTOR LUBRICATION AND CARE Sleeve bearing motors should be oiled at least every three months with an oil of about the seme consistency as S.A.E. 10 (Sewing machine oils are t00 light for this ser- vice). Ball bearing motots should be repacked once a year using a grease of about the same consistency as vaseline (or a little stiffer). Never oll the commutator, but keep it clean and dry. Do not use so much oil in the bearings that itis likely to work out onto the commutator. It is good practice to periodically blow off the motor windings with a jet of air to prevent an accumulation of foreign matter. An occasional revarnishing of the windings wilt greatly prolong the life of the motor. Direct current motors and many single-phase motors have commutators and brushes which must be kept clean. Occasional wiping with a piece of canvas or nondinting cloth is usualy sufficient, Never oil the commutator! Any oil or grease will collect dirt or carbon from the brushes and eventually result in a short circuit, If the commutator becomes dirty, it should be cleaned by a competent electrician. IF it is ever necessary to renew the brushes, they must bbe carefully sanded to fit the contour of the commutator, and the brushes must be made to fit loosely in the holders. Do not use emery cloth. If the motor is located in an atmosphere where it is exposed to appreciable quantities of water, oll, dirt, acid or alkaline fumes, it must be specially constructed. (Refer to the motor instruction book for more detalled instruc- tions on the eare of your motor.) OPERATION BASIC PRINCIPLE OF OPERATION ‘The basic principle of operation is a6 follows: on the suction stroke of the low-pressure piston, air at atmospher- te pressure enters the first stage eylinder through the inlet muffler and inlet valve. The compression stroke compresses this air to an intermediate pressure and discharges it through the discharge valve into the intercooler tubing where the hicat of Titstoze eompression is removed by the action of the ywheel tin passing cool air over the intercvoler’s Finwsed tubes. The suction stroke of the higher pressure piston now draws the cooled air through the second-stage inlet valve and into the second-stage cylinder where itis compressed to a stil higher pressure. If the unit is 2 three-stage com- pressor, the air is passed to the third-stage for further ‘compression before it is discharged to the system or re- ceiver, On some units an aircooled aftercooler is used between the compressor’s discharge and the receiver. This aftercooler cools the compressed air in the same manner as the compressed air is cooled in the intercooler.SAFETY VALVES BELT WHEEL STEEPLEC) ‘i ous, 'UNLOADER INTERCOOLER SHAFT END COVER CENTRIFUGAL INTERCOOLER PRESSURE GAUGE GROSSHEAD CYLINDER. ITERCOOLER CONNECTION Piston o RINGS $Y LINDER iD PISTON ‘COUNTERWEIGHT Figure 1-3. A Typical Three-Stage Compressor {This sectional may be used os a location guide for all units.) For maintaining the receiver, or system, air pressure Within predetermined Limits, the compressor is equipped with one of three types of regulation, The type of regula tion used depends upon the compressor's application. See page I! for details. Starting unloading, or the discharge of air from the eylindér when the unit stops so that it is unloaded when started, is accomplished by the action of the centrifugal unloader operating the pilot valve, which in turn opens a line from the high pressure air head to atmosphere, For details on the operation, care and maintenance of the various component parts, refer to the index on pagel6. BELT INSTALLATION AND ADJUSTMENT When installing new belts, do not pry the belts over the pulley grooves. The proper method of removing and in- stalling new belts isto loosen the anchor nuts and the belt tightener nut so that the motor may be pushed toward the compressor. Use the tightener nut to adjust belt tension on new belts, ‘When more than one belt i used to drive the compressor, the belt set must be matched to permit equal load distribu. tion, Therefore belts must be replaced asa set, For details, consult the belt supplier. ‘COMPRESSOR BELT WHEEL. Figure 1-4. Visual Method It is important that the belts be property adjusted. A belt that is too loose will slip and cause heating and wear, and 2 belt thet is too tight may overload the bearings. A ‘Quick check to determine if belt adjustment is proper may ‘be made by observing the slack side of the belt fora slight ‘bow when the unit is in operation. (See Figure 1-4) Ifa slight bow is evident, the belts ae usually adjusted satisfac- torily. However, the recommended method of checking belt tension is by the more accurate spring scale measurement method that follows. 4, Measure the belt span (1) as shown in Figure 1-5. 2. At the center of the span (1), apply a fore (perpendlic- ular to the span) by attaching @ spring scale to both beltsb}-——wee LT sean ——at Figure 1.6. Spring Scale Method when two belts are used, or to the two outside belts when three are used. The force applied to the spring scale should be sufficient to deflect the belts 1/64” (0.396 mm) for every inch (25.4 mm) of span length (0. For example: The deflection of a 100” (2540 mm) span_ would be 100/64" or 1.9/16” (39.6 mm), thus the force applied to the spring scale should deflect the belts to 19/16” (39.6 mm). 3. When the belts are deflected the necessary distance, compare the spring scale reading (in Ibs. force [N1) with the values given in the following table. (Figure 1-6) 160% NORMAL, TENSION 4 Ibs. (18.0 ND 8% Ibs, (97.0 N) NORMAL TENSION 2% Ibs. (12.0 N) 8% tbs, (24.0 N}) Figure 1-8, Standard Belt Tension If the reading is between the value for normal tension ‘and 150% normal tension, the belt tension should be satis- factory, A reading below the value for normal tension indi- ‘cates the belt slack should be reduced, and conversely, reading exceeding the value for 150% normal tension indi- ‘cates the belt slack should be increased, Experience has shown that a new drive can be tightened initially to two times normal tension to allow for any drop in tension dur- ing run in, Check belt adjustment weekly during the first ‘month of operation and thereafter, check every six months, AIR INLET MUFFLER AND CLEANER It is very important that the air inlet muffler and cleaner be kept clean at all times, A dirty inlet cleaner not only re- duces the expacity of the compressor but also causes pre- mature wear of the working parts. 10 Either clean the pads as often as your experience indi- cates necessary or replace them with new ones. The filter- ing element should be taken out at least once a month and cleaned. As the dirt collects on the outside, the outside surfaces should be brushed with a stiff brush, Use a full set of pads at all times and keep extra pads on hand for replacements ‘We recommend the use of a safety solvent for cleaning; however, if gasoline or kerosene is used in cleaning the {inlet muffler and cleaner, be certain it is thoroughly dry be- fore replacing; otherwise, an explosion may result. BREATHER TUBE ‘The breather tube connects the interior of the com- presior frame to the inboard side of the inlet muffler. ‘This connection permits pulsations, created by the recipro- cating action of the pistons, to be channeled back to the inlet of the compressor. SAFETY VALVES. A safety valve is provided in each intercooler. These are set at about 10-25 psig (0.69 bar ~ 1.72 bar) above the normal working pressure of the cylinder preceding the intercooler that the safety valve is mounted in. If an inter. cooler safety valve blows, and continues to blow for more than a minute, the compressor should be stopped at once. It indicates a leaky, broken or carbonized discharge valve in the next higher pressure cylinder, AA discharge safety valve is furnished as standard equip- ‘ment on some models. (Note: if a machine is regulated by manual control, an “on-off” switch only, a discharge line safety valve must be used) Discharge safety valves are set to blow off at about 10 percent above the normal operating pressure, or slightly higher than the peak surging pressures found in the discharge piping. If the safety valve leaks, disassemble and clean. WARNING IT (S NOT SAFE TO INCREASE THE BLOW-OFF PRESSURE OF A SAFETY VALVE. DO NOT REMOVE THE VALVE AND REPLACE IT WITH A PLUG, SINCE THIS WILL ELIMINATE THE PROTECTION PROVIDED AND MAY RESULT IN INJURY TO PERSONNEL AND DAMAGE TO THE COMPRESSOR. INTERCOOLER Do not permit the air flow to the fan-belt wheel to be- come obstructed, Keep the cooler tubes and fins free from dust and dirt.‘An intercooler is located between each stage of com: pression to remove the heat of the previous stage of com. pression before the air enters the next higher compression stage. ‘Two-stage compressors have one intercooler located be- tween the discharge of the first-stage and the intake to the second stage. ‘Three-stage compressors have two intercoolers, one lo- ‘cated between the discharge of the first-stage and the intake to the secondstage cylinder, and the second intercooler lo- ‘cated between the discharge of the secondstage and the intake to the third stage cylinder. When necessary, the intercooler will be fitted with a ‘condensate drain leg and valve. When these valves are provided, the condensate should be drained off at peri- ‘dic intervals. CAUTION Do not open an intercooler drain valve while the unit is running. ‘The intercooler gauge pressures are a tnue indication as to the correct operation of the comprestor. The cooler pressure will vary with individual machines, with operating temperatures, and with elevation above sea level. Note the pressure when the machine is new, and any marked devia- tion thereafter requires investigation of the cause; thus, possible troubles may be discovered before serious damage results, If the intercooler pressure is abnorinally high, one or more of the following conditions may be present in the next stage of compression. 1. Inlet or discharge valve broken, stuck or leaking badly. 2. Inlet or discharge valve spring broken or weakened enough to allow air “slip.” 3. Carbonized valves or passages which restrict air flow. 4. Air leaking past valve seat. If the intercooler pressure is abnormally low, one or more of the following conditions may be present in either preceding stage of compression. 1, Piston rings broken or stuck in grooves. 2. Head gasket blown or head not bolted tightly to cylinder. 3. Inlet valve leaking or stuck, spring broken or weakened, 4, Discharge valve broken, stuck or leaking. 5. Leaks in intercooler around the tube fittings or 2 ‘cracked and leaking tube. INTERCOOLER PRESSURES Due to variable operating conditions, the pressure listed in the chart may not be identical to the intercooler pres- sure read on your unit. In this case, itis recommended that the intercooler pressure be recorded when the machine is new, and this reading should be used as the normal inter- cooler pressure. AIR-COOLED AFTERCOOLERS High-pressure units covered by this form (Models 41, ‘712, 1ST2, 231) are equipped with air-cooled aftercoolers, which resemble the intercooler’s finned tubes. The after- cooler functions to remove the heat of compression from the final discharge air before it is stored in the receiver. Do not permit the air flow to the fan-belt wheel to be- ‘come obstructed, and keep the aftercooler tubes and fins free from dust and dirt, The aftercooler condensate drain {rap should be drained as frequently as necessary to prevent, condensate water from entering the compressor. AIR RECEIVER If the air system into which the compressor discharges does not have sufficient volume, the compressor will load and unload too frequently. In this case, an air receiver must be used to provide enough volume for the control system. Discharge Pressure ‘st Stage Intercooler 2nd Stage Intercooler 231 500 psig (34.48 bar) 78 to 82 psig (5.38 to 5.65 bar) 500 psig (34.48 bar) 8010.85 psig (5.52 to 5.86 bar) 4a 800 psig (55.16 bar) 89 10.93 psig (6.14 t0 6.41 bar) 1000 psig (68.95 bar) 94 10.98 psig (6.48 to 6.76 bar) m2 500 psig (34.48 bar) 68 t0 72 psig (8.69 to 4.96 bar) 00 psig (34.48 bar) 35 10.37 psig (2.41 102.85 bar) | 165 to 180 psig (11.38 to 12.41 bar) 1872 750 psig (51.71 bar) 37 10.39 psig (2.95 to 2.69 bar) | 180 t0 200 psig (12.41 to 13.79 bar) 1000 psig (68.95 bar) 3910.41 psig (2,69 to 283 bar) | 215 t0 240 psig (14.82 to 16.55 bar) Intercooler "AFTERCOOLER, Figure 1-7. Typical Air-Cooled Attorcooler It is important that the air receiver sets on a level surface a close to the compressor as possible, IF leveling is neces. sary, shims may be inserted under the feet. The bolis REGULATION ‘TYPE OF REGULATION Your compressor may be regulated hy one of the fol lowing methods: 1. Manual Control 2. Constant Speed Unloading 3. Automatic Stop and Start Manual Control... A manually operated “on-off” switch is used to start and stop the compressor, and auto- ‘matic regulation is not furnished. Constant Speed Unloading . . . Unloads the compressor at a predetermined pressure while the motor continues to operate. This type of regulation is used when the demand for air is practically constant ai the capacity of the com- pressor, ‘Automatic Stop and Start... Makes or breaks electri- cal contact to the motor at predetermined pressures. This of intermittent but where prossure must be continuously maintained. MANUAL CONTROL If the compressor is regulated by manual control, or an “on-off” switch only, a discharge safety valve must be in- stalled in the discharge line 10 prevent over-pressusing in the event of negligence. 12 securing the receiver to the foundation must be drawn down evenly to avoid introducing stresses. Alix receivers collect vapor that condenses after the air has been compressed and cooled, This condensate should be drained from the receiver as often as necessary. Air receivers must meet the safety requirements of the state in which they are used. STARTING UNLOADING Starting unloading is accomplished by the action of the centrifugal unloader opening a pilot valve when the com- ressor stops, thus releasing to atmosphere the air trapped in the high-pressure cylinder. Different types of pilot valves and cylinder relief valves are used on the various compressor models. For details Pertaining to the centrifugal unlgader and the particular type of pilot and eylinder relief valve used on your com- presior, refer to the Individual Component Index on page 16. INTAKE UNLOADER AUXILIARY Vatve Figure 1-8. Typical Constant Speed Intake Unlosder Arrangement CONSTANT SPEED UNLOADING Constant speed unloading is accomplished by one of the various types of constant speed intake unloaders (Figure 1.8), located at the compressor's intake. All types of free uunloaders and intake unloaders are operated by control air from the auxiliary valve. The operation and adjustment of the auxiliary valve and the various types of unioadersis discussed in the Individual ‘Component Section. The particular type of unlosder used fon your unit may be determined by referring tothe Individ- val Component Index on page 16.AUTOMATIC STOP AND START ‘Automatic Stop and Start is obtained by means of a pressure switch, which makes and breaks an electrical circuit, starting and stopping the driving motor, and there- by maintaining the air receiver pressure within definite limits, ‘The pressure switch is piped to the air receiver and is actuated by changes in air receiver pressure Pressure switches are set at the factory for the pressure specified and should not be increased without consulting the nearest Ingersoll-Rand office. Do not operate your com- pressor at a higher pressure than you actually need. To change the “cut-in" or “cutout” points, refer tothe instruc- tions accompanying the switch, It is advisable to have 2s wide a differential as possible to avoid frequents stopping of the compressor. Figure 1-9. Typical Automatic Stop and Start Arrangement. NOTE: The maintenance section of this book covers only those operations with which maintenance person- nel may not be too familiar. It is expected that the average mechanic's training and experience will permit him to perform the more common main tenance functions without the need of detailed instructions WARNING BEFORE DOING ANY REPAIR WORK ON THE UNIT, BE CERTAIN THE STARTING SWITCH IS IN THE OFF POSITION OR THE WIRING DISCON- NECTED FROM THE LINE TO PREVENT THE UNIT FROM ACCIDENTALLY STARTING. BLOW DOWN ALL PRESSURE FROM THE COMPRES- SOR, AND ISOLATE THE UNIT FROM ANY OUT- SIDE SOURCES OF AIR PRESSURE, THESE SIMPLE PRECAUTIONS WILL PREVENT ACCI- DENTS. VALVES Compressors in normal operation are reasonably free from carbon trouble, Carbon is caused by a leaky or broken valve, too high a discharge pressure or incorrect erankease cil. If loss of compressor capacity is indicated, and it can be traced to no other reason, the air heads should be re- moved and the valves cleaned. Different types of valves are used on the various com- pressor models. For details pertaining to the design and ‘method of cleaning the particular type of valve used in your compressor, refer to the Individual Component Index on page 16, TORQUE VALUE ‘The only special tool recommended is a torque wrench. The table below gives the torque to which a torque wrench should be set for tightening the various size attaching screws and nuts, (See the parts tist for the diameter and pitch of the different cap screws and nuts.) TORQUE VALUE TABLE NATIONAL COARSE NATIONAL FINE SAE GRADE 5 (HEAT TREATED!" Fetbs | Newton Meters Fe: tbe,_ Newton Mevere Fe, bbe. [Newton Meters Dis. piten [Min [Mc [ Min. [Max ‘win, [aiex.| Min. [Max ‘win. [Mex | min, | Max, we"-20 | 6} 7] 814] 0.49 8] 6] em] aie 121 15] 1627] 2038) site-t8 | 12] 14] 1627| 1898) site-26 | 9| 10] 1220] 1956 a0] 25| «oss | 4746 21] 26) rea] 3756 ra] 16] 1898 | 21.70 60] 70| a136| sasz 52| | 7051) go00 ao} 42) 5474} 56.95 s0| 35| 6780) 7458 105 | 120} 142.38 | 162.72 60} 70] #136} 96.92 | 170 | 190 | 230.82 | 257.64 roo | 120 | 135.60 | 162.72 { Hy "Use SAE Grade 5 (Heat Trested) Torque Values anly for cap screws "Brat-Stg, Air Heed Bolts having “D” in part number. For example, Part No, 35420117. 13,CHECK VALVE SERVICE The check valve is not adjustable. Leaky valves can sometimes be corrected by disassembling the valve and cleaning the seating surface. If cleaning does not stop the leaking, the valve should be replaced PISTON RING REPLACEMENT If oil pumping is encountered on a machine that has been in service for some time, installing new piston rings will not correct the condition if the cylinder is scratched, worn (as indicated by visible ridging at ‘the end of ring travel), rough or out of round. Machines with any of these conditions must have their cylinder assembly replaced be- fore effective oil control can be established, If it is ever necessary to replace rings, we recommend that a complete new set be installed. To expose the piston and rings, pull off the cylinder, If a new set of rings are to be installed, install therm from the top. The bottom ring should be put on first and then the adjacent one and so on up to the top ring. To eliminate the possibility of breaking or distorting-a ring, use a piston ring expander and never pass a ring over another. Stagger the ring joints as shown in Figures 1-10 and 1-11. When replacing the cylinder after new rings have been installed, use a piston ring compressor. if available, if not available, ‘use extreme care when replacing the cylinder to avoid dis. torting or breaking the rings. END CLEARANCE ON ALL RINGS: “98 TO .018 INCHES STAGGER JOINTS. JOINT OF O1L RING JOINT OF One RING Figure 1-10. Piston Ring Arrangement If it is ever necessary to replace one of the bottom compression rings, work the good ring above it down into the groove from which the faulty ring was discarded, and work each successive ring down into the next lower groove installing the new ring in the top groove. This method is, rot possible for oil control rings, since they are not identi- cal as the compression rings re. “ END CLEARANCE ON ALL RINGS: (005 70 .015 INCHES. (0.127 men TO 0.381 me) STAGGER JOINTS weaseat Figure 1-11. Piston Ring Replacement for Stoeple Type Piston End ciearance should be 005 to .015 inches (0.127 mm to 0.381 mm) when the rings are new. Check end clearance bby putting the rings in the cylinder to simulate condition of ‘ings in place in the piston. This end clearance is required for all rings to permit expansion. ‘Compression rings are classified as “taper-face” and have a slight taper machined on their outer surface to allow only ‘a narrow contact edge with the cylinder wall. ‘These rings ‘must be installed with the taper toward the top and the scraping edge toward the bottom of the cylinder. The top side of the ring generally has the word “top” or a small punch mark on it Oi control rings may be either a non-ventilated or a ventilated type. Conventional scraper type oil rings, with cone expander, are supplied with ring sets 2% inches (63.5 mm) in diameter and smaller. Oil ring sets 3 inches (76.2 mm) in diameter or larger are the steelail type and are supplied with one separator expander. In either case, all rings will seat against the cylinder wall either on one or ‘two narrow edges. These rings must be installed with the sharp scraping edge toward the bottom of the piston. ‘On ting sets consisting of two or more compression rings ‘and two oil control rings, the oil ring with the expander ‘must be installed in the second groove from the bottom of the piston, and the oil ring without the expander is to be in- stalled in the bottom groove.COMPRESSION RINGS SPACER — on ics RINGS X expanpen 2 INCHES (63.5 mm RINGS AND SMALLER INCHES (76.2 mm) RINGS ANO LARGER Figure 1-12. Cross-Section of Ring Placement It is of primary importance (and it cannot be over emphasized) that the following four conditions are abso- lutely necessary for effective oil control. 1. Cylinder walls must be in good condition. 2. Piston rings must be installed right side up. 3. Piston must not be cut or worn and sides of ring grooves ‘must be smooth and flat 4, Piston rings must be, light-tight.” (This test may be ‘made by individually placing the rings in the cylinder bore and placing a light behind them. A “fuzzy light” sap is generally acceptable; however, a clear light gap indicates either an out of round cylinder or ring), When new rings are installed in old cylinders which are in good condition, the cylinder wall must be “deglazed” or slightly roughened to provide a proper “seating.in” surface for the new rings. Use No. 80 grit abrasive cloth and go ‘over the cylinder wall using a rotating and reciprocating motion. Do not overdo; dulling the glaze is usually suf- ficient and can be accomplished with light pressure. Do not attempt to deglaze the cylinder bore with 8 harsh abrasive agent. The use of such abrasive agents ‘usually results in faulty compressor operation. ‘The deglazing abrasive cloth should be wetted with kero- sene or oleum spirits during deglazing to reduce the harsh- ness of the surface and to keep feathered edges to & mini- mum. ‘After deglazing, the cylinder should be cleaned by scrub: bing the bore thoroughly with a good stiff bristle brush (not wire), using ordinary bar soap and hot water. At the first scrubbing, the suds will tum grey. Scrub until the suds turn white. Rinse thoroughly with hot water and check the Cleanliness of the surface by wiping with a soft white paper 18 cloth. If not properly cleaned, the paper will discolor (turn black). When finished with cleaning, oil the cylinder with a light coat of compressor oil. ‘The pistons and compressor crankcase should also be cleaned in the same manner as described for the cylinders, If the cylinders, pistons and rings meet all required con: ditions and proper deglazing and cleaning techniques have been followed, itis not necessary to use an abrasive agent such as “Bon Ami” to seat the rings. If proper conditions have not been established, “seating” the rings by use of an abrasive agent will not be of any help and could easily lead to serious trouble Before starting the machine after installing new rings, apply a liberal coating of oil to the cylinder bores, ‘After new rings have been installed, and the machine has been operated for at least ten hours at full pressure, check the oil consumption, See below. OIL CONSUMPTION CHECK A ule of thumb for determining a “passing grade” for ‘il consumption is to consider consumption in the range of 25 to SO horsepower-hours per ounce to be acceptable. To apply this rule, consider the size of machine; say a 5 hp unit uses 2 ounces of oil every 10 hours of operation. Five (5) hp x 10 hours equals 50 horsepower hours, divided by 2 equals 25 horsepower hours per ounce. (5.x 745.7 = Watts (3728.5) Watts -37285 x Hrs. 10 . 63194915, Liters 055 Watts Hrs/Liter Machines using more than one (1) ounce of oil per 25 horsepowerhours would be classed as not meeting com ‘mercial standards, and further corrective action is suggested. ‘A careful inspection of the cylinder and piston rings, and checks for excessive piston ring end gap, excessive side clear- ‘ance, ete. should be made. End gap clearance exceeding O15 inches (0.381 mm) for new rings is considered to be excessive. INSTALLING NEW CRANKSHAFT ASSEMBLY To remove the old crankshaft assembly, it is fist neces- sary to remove the beltwheel, beltwheel key and shaft ‘end cover. Next remove the frame end cover and centri- fugal unloader assembly. Pull the cylinders over the pistons and remove the connecting rods from the end of the crank- shaft. See Figure 1-13 for locations. The snap ring, Figure 1-13, must now be removed. To remove the ring, 8°95 the ing near the end, then pull and spring it from its groove.BELT WHEEL KEY ‘BELT WHEEL CONNECTING ROD [SHAFT END coveR fj snap RING, CYLINDER FRAME END cover ae ‘ouTeR BEARING be (CRANKSHAFT uot VALVE) SEAL - want BEARING spacer } CENTRIFUGAL UNLOADER COUNTERWEIGHY Figure 1-13, Crankshaft Arsambly ‘The crankshaft assembly is a moderate press fit and may be forced out and removed through the frame by tapping the beltwheel end of the shaft with a lead hammer, ‘The new crankshaft assembly includes bearings, spacers, crankdisc, etc., all of which are installed as a unit. Before putting the new crankshaft assembly in the frame, remove the snap ring from the outer bearing in the same manner it ‘was removed from the old assembly. ‘Since the assembly is a moderate press fit, it may be forced into position by tapping it with a lead hammer. (Be careful to strike the center of the shaft, since an off center blow may spring it.) The assembly must be pushed in until the snap ring groove in the outer bearing clears the end of the frame by about 1/8 inch (3.18 mm). Replace the snap ring by put- ting one end in the groove and prying tin place with aserew river, Tap the assembly back until the snap ring is tight against the end of the frame. Now carefully replace the shaft end cover and new oil seal. See page 15 for installa- tion instructions for oil seals. Make certain that there are no burrs on the shaft and that the edges of the keyway ate smooth and slightly rounded to prevent damage to tie oil seal. Reassemble the rest of the compressor, using caution when replacing the cylinders over the pistons, If available, we recommend the use of a piston ring compressor in this operation, OIL SEAL REPLACEMENT Compressors with an opentype crankcase (atmospheric pressure) use a radial-type oil seal, which is installed with its sealing lip facing the outside To replace this seal, remove the belt wheel, key, and shaft end cover, The oil seal may be removed from the cover by prying under the inside lip with a pinch bar, or drive it out with a metal rod which is somewhat larger in diameter than the crankshaft. To install a new seal, coat the outside diameter of the seal case with shellac or pipe compound. The seal may be pressed into the cover by piac- ing the cover and seal in a vise and tightening it. Be sure the face of the vise jaw contacts the entre surface of the seal. Compressor parts and oil seal should be protected from damage from serated vise jaws by inserting brass or ‘copper strips between the parts and the jaws, or padding the vise jaws. Install the new seal with the sealing lip facing in the same ditection as the one removed. Check the erank- shafl to make sure that itis free from burrs or sharp edges which may cut the sealing lip as it is passed over the shaft If the compressor has a straight shaft and a seal with the sealing lip facing toward the inside, the end of the shat should be smooth and all sharp edges of the keyway round. ed. As an added precaution against cutting the seal, place a piece of black electrical tape over the Key slot, before passing the seal over it. An assembly tool can be easly made in the form of a truncated cone of 003” (0.076 mm) brass shim stock. Place the large end of the cone over the shaft, lubricate the cone and slide the cover and seal over the cone and onto the shaft. Pull off the shim stock, BEARING CONE le “SHAFT END coveR| ‘SHAFT SEAL Ss Pp ‘CONE Figure 1-14. Oil Seat Replacement 16INDIVIDUAL COMPONENT SECTION GENERAL This section covers instructions on operation, adjust- ‘ment, and tepair of similar component parts that differ from each other in their design and arrangement on the various compressor models. ‘The Index, shown below, references your particular ‘compressor model with the specific component part it uses. ‘The model number is found on the compressor’s nameplate. INDIVIDUAL COMPONENT INDEX Inet & Discharge Valves Constant Speed Unioeding Refer 10 your respective ‘Auniliary Valve model's parts lst for visual Intake & Fran matchup of indivi ‘components covered in this Starting Untonding tection Pilot Vat SERVICING — FINGER VALVES Ingersoll-Rand stainless steel finger valves are quick- acting, durable, reliable and easily serviced. Velves are readily accessible and may be removed without disturbing. piping. See Figure 2-1 jure 2-1. Finger Valves To clean the valves, take out the air head cap serews and remove the head gasket(s), valve plate from the cylinder. Remove the valves from the valve plate and clean both the valve and seat by brushing with a stiff bristle brush (not wite). If necessary, use 2 non-flammable safety solvent to loosen dirt, oil or carbon deposits. Should it be necessary to scrape, do so lightly to prevent marring the valve or seat- ing surface. Handle the valves with care and be careful not to nick or seratch them. When replacing a valve, make certain it will lie flat against the seating surface surrounding the port hole: otherwise, the valves will leak air, resulting in earboni- zation and reduced compressor or vacuum pump efficiency. Figure 2-2. Finger Valves PLATE TYPE VALVES, To clean these valves, fist remove the valve cap’s cap serews. Unscrew the valve cage, thus exposing the valve as- sembly. Lift the valve from its seat, using extreme care not to damage the seating surfaces. See Figure 23. If necessary to take the valve apart to get it clean, be careful not to damage the valve seat by holding it in a vise ‘or wrench. A good way to hold the valve while turning off the valve stud nut isto clamp in a vise a pair steel pinsabout the same diameter as the port holes in the valve. ‘These pins should be spaced so they will enter the valve ports and pre- vent the valve from turning when removing the nut. Whentaking the valve apart note the manner in which the parts were assembled to assure the correct assembly of the valve before itis put back in service COTTER PIN——-o= vauve stuf NUT Fo uct vave—@) —e—corren Pin B—varve stu NUT Gp orscrpnce vatve Stop Meare DISCHARGE VALVE nate rain tuer vaLve— DISCHARGE vaLve anc Senne iNuet vave—@> )—Discnance vatve Sorind Pate wuer vatve @ ceovnc vauve Stoppard ast INLET DISCHARGE Figure 2-3. Plate Type Valves, SERVICING — RING VALVES To remove and clean a concentric ring-type valve, ob- serve the following step-by-step procedure: |. Loosen the valve acorn nut as shown in Figure 2-4, then, take out the air head cap screws and remove the ait head from the cylinder 2. The valve itself may now be disassembled, To facilitate the valve disassembly, screw two bolts part way into the two threaded ports located in the valve seat. Clamp these bolts firmly in a vise and remove the acorn nut, belleville washer and hex nut, Note the manner in which the valve parts are assembied and replace them in the same order and position NOTE: Handle the valve parts with care. seratch or bend them, Do not nick, 3. The valve parts may be cleaned by light scraping or stiff brushing (do not use 9 wire brush). If necessary. use a non-flammable safety solvent to loosen ditt, oil cor carbon deposits. 18 ‘ACORN NUT BELLEVILLE WASHER @— wr = SELLEVILAE WASHER async vaive sen CB oischance vatve Bast STOP PLATE INLET VALVE PLATE INLET VALVE SPRING ISCHARGE VALVE SEAT VALVE BOLT Figura 2-4. Concentric Ring-Type Valve 4. Reassemble the valve parts in their proper sequence and Position, Make absolutely certain that the stop plate is centered properly on its guide; otherwise, the valve will be damaged when it is pulled up tight in the air head Replace the hex nut on the valve bolt and tighten it to the torque valve recommended. 5. Before replacing the valve in the air head, scrape the old shellac off the valve bolt steel washer and coat it with new shellac to prevent air from leaking under the washer. Replace the acorn nut and tighten it to the lower limit of the torque value recommended. Do not over tighten this nut, since this will distort the springs and plates, ‘causing the valve to leak. After the valve has been re- placed in the air head, make certain that the valve oper- ates fieely by lifting at its edges with a knife blade. 6. Replace the air head gasket on the cylinder, then replace the air head. Tighten the air head cap screws to the torque recommendedConstant Speed Unloading INTAKE UNLOADER, AUXILIARY VALVE The auxiliary valve controls the admission and exhaust of air to and from the constant speed intake or free air un- loaders, ‘The valve (bare) opens when the receiver air pressure overcomes the preset tension of the valve spring unseating the valve, This action permits the receiver pressure to pass to the intake or free air unloaders, thus operating the un- foader and permitting the compressor to unload. When the receiver pressure falls below the pressure differential for which the auxiliary valve is set, the valve (bare) closes, and the pressure to the unloader is cut off, again operating the loader and permitting the compressor to reload. ‘The auxiliary valve should be mounted on the receiver if possible, and piped back to the unloader. Support the valve in a vertical position, where vibration cannot occur, The valve spring adjustor should be located at the bottom, when practical The valve is correctly adjusted at the factory prior to shipment and must not be tampered with unless a change in unloading pressure is desired. After considerable service, if unloading pressure requires adjustment, it may be changed, Turning the spring adjuster in" rises the pressure at which the compressor untoads, Turning the spring adjuster “out” lowers the pressure at which the compressor loads. If the auxiliary valve sticks, it should be taken apart and cleaned with care. A slight dent on the valve seat will cause into leak. 18 SPRING GUIDE SPRING ADJUSTER Lock NUT LOWER VALVE SEAT RANGE SHIMS- PIPE TO UNLOADER Figure 2-5. Auxiliary Valve Assembly CONSTANT SPEED INTAKE UNLOADER ‘The intake unloader shown in Figure 26 is another form of the outsidemounted type. This unloader aso unloads the compressor by shutting off the intake air before it ‘enters the low-pressure cylinder. The intake air passes be- tween the valve plate and seat into the first-stage cylinder. ‘The valve plate is held off its seat by the spring "A". When the auxiliary valve applies air pressure to the unloader piston, it compresses the piston spring overcoming spring “A”, and the valve plate moves to its seat. With the valve plate seated, no air can enter the low. pressure cylinder, and the compressor is unloaded. When the receiver pressure ‘drops, the auxiliary valve closes, and the piston and valve plate return to their normally open position, allowing air ‘enter the low-pressure cylinder, reloading the cylinder. CONSTANT SPEED INTAKE UNLOADER ‘The intake unloader shown in Figure 27 is the head mounted type. Unloading is accomplished by covering the low-pressure inlet valve, preventing air from entering the low pressure cylinder. While pumping, the unloader valve ispoised above the low-pressure inlet valve allowing the inlet valve to operate sionally. When the air from the auxiliary valve pushes the unloader plunger down, it in tum, pushes the unloader valve down to sea closing off the inlet valve and unloading the machine. When the receiver pressure 4rops, the auxiliary valve closes and the unloader valve and plunger return to their normally open position, allowing ait to enter the low-pressure cylinder reloading the comprestor. CARN 1 Al wlll 5 [beer invace dt) BRA rer ON A(R qi WS HVA N sou A | AGN AUXILIARY vacve “Y Y ‘VALVE SPRING “A” vaLvE ‘SEAT PISTON cor VALVE PLATE Figure 2-6, Constant Speed Intake Unioader CONNECT TO. ‘RUXILIARY VALVE PLUNGER LOW PRESSURE AIRHEAD Figure 2-7, Constant Speed Intake Uniosder (Model 41 Only) 20 STARTING UNLOADING Operation of Starting Unloading System ~ The purpose of the system is to relieve cylinder pressure when the com pressor stops permitting it to start against a light load; creasing the life of the driver and belts and also reducing the possibility of tripping the overload relay. The system operates in the following manner: AAs shown in Figure 28 the centrifugal unloader is at- tached to the end of the crankshaft, thus when the com. pressor is in operation, centrifugal force acts upon the tunloader weights and they swing outward, (See Figure 2-10.) When the compressor stops, these weights retract, (Figure 28) permitting the thrust pin spring to move the plunger and thiust pin outward. The thrust pin opens the pilot valve and pressure bleeds from the eylinders to atmo- sphere via the path shown in Figure 2-8. The cylinders and intercooler are now relieved of all pressure and the com- pressor is unloaded. TUBE CONNECTION TO ATMOSPHERE {AIR PRESSURE ‘QUT CONNECTION NAN cuit’ Ni crumdenisi t THRUST FIN SPRING. ‘WEIGHT When the compressor starts, centrifugal force acts upon the unloader weights and they swing outward, This permits the plunger and thrust pin to move inward and the pilot valve to close. The escape path to atmosphere for the cylinder pressure is now closed and the compressor pumps air in a normal manner If the pilot valve tube line is excessively hot, itis @ good indication that the pilot valve is leaking and adjustment is required.lot Valve Adjustment — To adjust the outside exhaust in place tighten valve assembly into frame cover. @ pilot valve, refer to Figure 29 and proceed as follows: 4 Reconnect pilot valve tubing, and stat the compressor 1. Stop the compressor. Remove the pilot valve tube, fit- Place hand over pilot valve tube to atmosphere. {Hage and shins, 5. If there is no flow of ar, pilot valve is adjusted proper. 2. Screw pilot valve assembly into frame cover until thrust If air flow is evident, re-adjust valve starting with step pin is felt. Advance valve assembly % to ¥ turn, a). 3. Measure and add required number of shims. With shims PLUNGER THRUSTPIN riuncen TomIMosmnene | , THRU AIR CLEANER(S) Y i Li yf TUBE connecTION TO CYLINDERS) L ‘ L144. THAust PIN SPRING. weicH IN OPERATION S Figure 2-0, Pllot Valve Adjustment. Figure 2-10. Ponition of Waights and Core When ‘Compressor is Operating 2TROUBLE CHART ‘TROUBLE CHECK POINT NOS. 1. Oi pumping : : » 12451618 2. Knocks or rattles. Ausebeenurenseauy 2) 38679104115 3. Ai delivery has dropped off. . Be PRBS 4, Intercooler safety valve pops : SHEE 5. Trips motor overload or draws excessive current. + + 2871025 6, Water in crankease or rusting in cylinders, i see 20 7. Constant Speed Unioaders Machine will not unload... : SHEE epenet ‘Auxiliary valve chattersleaks around stem. ss 8 8. Excessive starting and stopping (Auto Start) He : 8613-14.22 9. Compressor does not unload when stopped... a ache eae 10. Compressor sunsexcessively hot... ses HTNDME 11. Compressor will not come up to speed : : so BB 12, Lights licker when compressor runs . Peete ts BM 13, Abnormal piston, ring oreylinderwear 17.19.20 Check Point Nos. Trouble Couse 1 = Clogged Intake Filter. ete Leaking or maladjusted centrifugal pilot valve, or defective “O” Ring on pilot valve. 3 Leaking cylinder relief valve 4 + Piston rings broken or not seated in, end gaps not staggered, stuck in grooves, rough, scratched or ‘excessive end gap (over 020" [0.51 mm] worn) or side clearance (over 006” [0.15 mm] ). 5 «Cylinder or pistons scratched, worn or scored 6 Loose belt wheel or motor pulley or motor with excessive end play in shaft. 7 Leaking, broken, carbonized or loose valves. 8 Receiver needs draining, 9 Leaking, broken or worn constant speed unloader parts, AUX. valve dirty, seats worn, 10. . Worn or scored connecting rod, piston pin or crank pin bearings. n Defective ball bearing on crankshaft or on motor shaft, Loose motor fan, 12 Air to fan wheel blocked of B Air leaks in piping (on machine or in outside system). “4 «Receiver check valve leaking or high pressure discharge valve leaking (no check valve), 15 Carbon on top of piston. 16 Oil viscosity too low, ioe Oil viscosity too high. wo. Oil level too high. 19 Oil evel too low. 20 Detergent type oil being used. Change to nondetergent type with rust and oxidation inhibitor. 2 Extremely light duty or located in a damp humid spot. n ‘Should have constant speed control due to steady air demand. 23 Check line voltage, motor terminals for good contact, tight startet connections, proper starter heaters. 24 Poor power regulation (unbalanced line). Consult power company. 35 ‘V-Belts pulled excessively tight, 22ROUTINE INSPECTION AND SERVICE GENERAL Routine inspection and service on your compressor will ussure you of maximum performance at minimum operat We strongly recommend that particular attention be given to the following Inspection and Service Guide. Weekly 1. Crankease Oi Level 2. Air Receiver ‘At least once a week, check the oil level in the crankcase, Replenish if necessary ‘The receiver must be drained once a week to remove the condensate that will accum late. The receiver collects all the vapor that condenses after the air has been com pressed and cooled. The amount of condensation will vary with different atmospherie ‘conditions. If draining. the receiver is neglected, water will rise to a point where it Monthly passes into the service lines. External Cleaning ......... In order to maintain maximum cooling efficiency, clean the cylinder and intercooler fins with a jet of ait atleast once 2 month 2. Air Intake Filter... ‘A clogged, dirty filter not only reduces the compressor capacity but also is a contribut- ing factor in causing premature wear of working parts. Either clean the filter pads as often as your experience indicates necessary. or te- place them with new ones. The filtering element shovid be taken out frequently | and cleaned with a jet of compressed air. Use a full set of pads at all times, and keep extra pads on hand for replacements. We recommend the use of a safety solvent for cleaning: however, if gasoline or kero- sene is used in cleaning the air inlet muffler and cleaner, be certain itis thoroughty cry before replacing; otherwise, an explosion may result. ¥. Compressor Valve Care... . In order to obtain the maximum efficiency from the compressor, the inlet and dis- charge valves must be tight against air leakage. Valves should be inspected regularly and any dirt or carbon which may have formed on the valve seats should be removed with finger valves, see that each finger is free from defects and that each seats properly ‘om its plate, 4, Electric Motor Care... It is good practice to periodically blow off the motor windings with a jet of dry air to prevent accuimulation of foreign matter, An occasional revarnishing of the windings, sreatly prolong the life of the motor. 800 Hours of Operation 1, Crankcase Oil... - Change crankcase oil after every $00 hours of operation, or every 3 months, whichever occurs first. 2, Tighten Bolts . +++ (Cheek and tighten all bolts, especially the air head and mounting bolts. Refer to the Torque Valve Table on page 12. TECHNICAL DATA ‘The following information gives the operating data of each compressor covered by this Instruction Book. MAXIMUM | MODEL! CYLINDER SIZES & STROKE DISCHARGE PISTON DISPLACEMENT PRESSURE 72 | ka x4" 127 mm & SOB mmx 101. Beam ‘$00 pris {94.48 bari] 96 cfm (1,020 m5) at mex 19 bar) 1872 | 81" 63° & 15/8" x4" (138.7 mm & 78.2 mm & 41.28 mm x 101.6 mm) | 1000 pris (68.95 ber| 33.cfm (0.94 m9) st max (10 he [7.46 KW) uni tuig (be) (10 np [7 6 oT units a512 | 1" a9" & 18/8" x4" (139.7 mm & 78:2 mn & 41.28 mn x 101.8 mm) | 1000 pry (68.95 bar)! 4a cm (125m) et max (15 hp [11.19 KW) unit) pig foe) (18 ho [17.19 vil unit) 49 | ae a1 347 (101.8 mm & 38.1 mm x 88.9 men} 1000 psig (68.95 bar} 12.7 cfm 10.26 m3t at mae pig foo) ® 231 | 3&1" 2K" (76.2 mm & 31.75 mm x 69.85 mm 1500 psig (94.48 nar]. 7.4 clm {0.21 mS) at mex aig thar? ! 23Special Engineering Service We can help you with your compressed air problems by ‘surveying your needs and rec: ‘ommending the proper com pressor and air piping system tor maximum efficiency. Complete ‘Stock of Equipment Our stock of complete mi chines, which can usually tak care ol any need. is backed up by Ingersoll-Rand promat fac- tory shipment to assure you com-time delivery Spare Parts We stock genuine IR spare parts for your I-R equipment avoiding possible costly delays ‘or the substitution of interior ‘parts kept in good-as-new con A world of Fast Efti Field Service We maintain a staff of trained mechanics and service trucks to provide you with preventive maintenance or meet any em- ‘ergencies you may have. experience... at your service! — Complete Repair Service Trained mechanies will repair cor overhaul compressors. by factory recommended methods. Using only genuine parts. INGERSOLL-RAND. AIR COMPRESSORS % Exchange Service Plan We maintain stocks of com- pressors that can be substitu- ted for your compressor while repairs are being made. This means no lost production time for you.