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Instruction Manual
RAM 54 COMPRESSOR
CUSTOMER P.O.#2000000645-676-679
SAP#368360 SAP#368363 SAP#368367 SAP#368370
Serial # Serial # Serial # Serial #
RAM54 Frame 04R1338 04R1340 04R1342 04R1344
15.5" Cylinder #417DC 01C1240 01C1250 01C1245 01C1342
15.5" Cylinder #417DC 04C1241 N/A 04C1246 N/A
9.5" Cylinder #434DC 04C1339 04C1232 04C1343 04C1345
6.5" Cylinder #423CC 01C1305 01C1306 01C1307 04C1346
Section 2
Safety Precautions and Guidelines ............................................................ 2-1
Important safety information...................................................................................................................... 2-1
Note, caution, and danger symbols ............................................................................................................ 2-1
Warning signs and labels ........................................................................................................................... 2-2
Specified precautions ................................................................................................................................. 2-3
Temporary shipping plugs in compressor equipment ................................................................................ 2-3
Compressor frame crankcase rapid pressure relief valves ......................................................................... 2-3
General precautions.................................................................................................................................... 2-4
General maintenance precautions .............................................................................................................. 2-4
Compressor system maintenance precautions............................................................................................ 2-5
Pressurized air and water precautions ........................................................................................................ 2-5
Fluid precautions........................................................................................................................................ 2-5
Asbestos precautions .................................................................................................................................. 2-6
Pipes, connectors, fittings, lines, tubes and hoses...................................................................................... 2-6
Burn precautions ........................................................................................................................................ 2-7
Coolant Precautions ................................................................................................................................... 2-7
Oil precautions ........................................................................................................................................... 2-7
Fire and explosion precautions................................................................................................................... 2-7
Crushing or Cutting precautions ................................................................................................................ 2-8
Mounting and dismounting precautions..................................................................................................... 2-8
Section 4
Sour Gas Compressor Applications...........................................................4-1
General Information....................................................................................................................................4-1
Hazards of Hydrogen Sulfide or "Sour Gas" ..............................................................................................4-1
Concentration Levels ..................................................................................................................................4-2
Trim Requirements .....................................................................................................................................4-2
Hydrogen Sulfide (H 2S) Concentrations Up To 2% By Volume ........................................................4-2
Level 1-11p Trim (H2S) Concentrations of 2% - 5% By Volume.......................................................4-3
Level 2-11 p Trim (H 2S) Concentrations > 5% ...................................................................................4-3
Enhanced H 2S Trim Requirements ......................................................................................................4-4
Section 5
Installation ...................................................................................................5-1
General ........................................................................................................................................................5-1
Preparing The Foundation ..........................................................................................................................5-1
Foundation Bolts ..................................................................................................................................5-2
Placement And Leveling ......................................................................................................................5-3
Coupling Installation And Alignment.........................................................................................................5-5
Rexnord Flexible Coupling Torque Values .........................................................................................5-6
Crankshaft Web Deflection..................................................................................................................5-6
Cylinder Mounting ......................................................................................................................................5-6
Sliding Rod Through Packings ............................................................................................................5-7
Setting Piston End Clearance ...............................................................................................................5-7
Piston Rod Runout ...............................................................................................................................5-8
Vertical runout tolerances ....................................................................................................................5-9
Section 6
OperationStart-up .......................................................................................6-1
Startup .........................................................................................................................................................6-1
Section 7
Maintenance ................................................................................................ 7-1
General ....................................................................................................................................................... 7-1
Acceptable Tolerance Clearance Values.................................................................................................... 7-1
Torque Recommendations ......................................................................................................................... 7-2
Specific Torque Values ....................................................................................................................... 7-2
General Torque Values ........................................................................................................................ 7-2
Thomas Coupling ................................................................................................................................ 7-2
Hoebiger Valve .................................................................................................................................... 7-2
Acceptable Tolerance Cylinder Clearance Values..................................................................................... 7-3
CT Valves................................................................................................................................................... 7-3
Torque Recommendations ......................................................................................................................... 7-3
Diagram and Torque for Proportional Lubrication System ....................................................................... 7-4
Piston-to-Cylinder Bore Clearance ............................................................................................................ 7-5
Valve-in-Head Cylinder Torque Values .................................................................................................... 7-6
Typical Miscellaneous Flanging ................................................................................................................ 7-7
Precautions........................................................................................................................................... 7-7
Maintenance Frame.................................................................................................................................... 7-8
Main and Connecting Rod Bearings.................................................................................................... 7-8
Bearing Clearance................................................................................................................................ 7-9
Changing Main/Connecting Rod Bearings........................................................................................ 7-10
Connecting Rods................................................................................................................................ 7-11
Clearances for Connecting Rod Components Inspection Purposes Only.......................................... 7-12
Crankshaft.......................................................................................................................................... 7-16
Force-Feed Lubricator ....................................................................................................................... 7-19
Oil Filter ............................................................................................................................................ 7-21
Hand Pump ........................................................................................................................................ 7-23
Measuring Oil Pump Gear Lash ........................................................................................................ 7-26
Crankcase Pressure Relief Valve....................................................................................................... 7-28
Disc Pack Flexible Coupling ............................................................................................................. 7-29
Drive Coupling Hub .......................................................................................................................... 7-29
Flexible Drive Coupling .................................................................................................................... 7-30
Troubleshooting Rexnord Couplings................................................................................................. 7-31
Elongated Bolt Hole .................................................................................................................... 7-31
Scored Body on Bolt ................................................................................................................... 7-31
Misalignment Failure .................................................................................................................. 7-31
Compression................................................................................................................................ 7-32
Elongation ................................................................................................................................... 7-32
Fatigue Failure ............................................................................................................................ 7-32
Torque Overload (Visible only with strobe light while running) ............................................... 7-32
Section 8
Frame "as built" Bills of Materials ...........................................................8-1
Section 9
Cylinder "as built" Bills of Materials .......................................................9-1
Section 1
Introduction to the RAM Series Compressor
and Specifications
About This Manual
Thank you, for purchasing Cooper Energy Services equipment! This Instruction Manual
contains safety, operating and basic maintenance instructions for the Superior® RAM 52 and
RAM54 series compressor frames.
This manual contains confidential and proprietary information from the Superior Compressor
Products Group of Cooper Energy Services, a division of Cooper Cameron Corporation. This
manual is given to users for the limited purpose of providing information to facilitate use and
maintenance of RAM series compressor frames purchased from Cooper Energy Services. By
All specifications and ratings are subject to change without notice. Superior® is a trademark
of Cooper Cameron Corporation.
Precision designed main and connecting rod bearings are thick walled, steel backed and split.
The crankshaft is removed through the top of the base without disturbing the cylinders. The
lube oil pump and the force feed lubricator are gear or shaft driven and mounted on the
auxiliary end cover. Either may be maintained independently.
Lube Oil is drawn from the sump through a strainer that protects the lube oil pump. A full-
flow lube oil filter with a differential pressure indicator capable of identifying a plugged filter,
protects all compressor frame running parts.
Crankshaft Rotation
When facing the oil pump end of the frame, Figure 1-6 RAM Cylinder Specifications
the crankshaft rotates in a
counterclockwise direction.
Figure 1-5 RAM Convertible Cylinder
CAUTION DANGER
Since the goal is to produce a balanced opposed
compressor, it is necessary to make the
Balancing of the unit is accom- reciprocating weight on each pair of opposing
plished by using both an Failure to verify and correct
appropriate weight crosshead
throws approximately the same.This is quite a
compressor balance can
assembly and piston rod jam task, in view of the large number of cylinder result in excessive mechani-
nut (balance nut) The maxi- sizes and throw location combinations that are cal vibration, frame crack-
mum allowable variation is possible, and because each piston and rod ing, piping vibration,
two pounds (0.90 kg) on the
reciprocating weights and one
assembly (piston, rings, piston rod and cap foundation cracking and
pound (0.45 kg) on the con- screws) has a certain combined weight which other damage to the com-
necting rod weights, but not to will probably be different from the weight of the pressor. It also creates a
exceed one pound net, for each potentially unsafe operating
piston assembly that it will oppose.
pair of opposing throws. condition for the operator.
CAUTION
The crosshead assembly consists of a pair of
shoes, the bolts and nuts to attach the shoes, and the crosshead. There are
When replacing crossheads,
connecting rods, pistons, or
two different weight crossheads available.
changing piston ring material,
the new parts should be
Also available are balance weights in 2.5 and 5-pound increments. Consult
weighed, in order to reaffirm an Authorized Unit Distributor for details concerning the use of the special
the actual unit balance. weights. In addition to the above mentioned balance parts, the connecting
rod weight is also involved in the balance. Connecting rods vary in weight
▼
The estimated balance for the original assembly
of a compressor is recorded on the Compressor
Vent Fill Plug Torsional and Balance Data Sheet. A copy of the
data sheet for each compressor is included in the
Upper Operation Manual, and should be referred to in
Plug the event
. a change which would affect the bal-
ance is contemplated.The actual weight of parts
. from the estimated weights. Also, when
can vary
replacing crossheads, connecting rods, pistons, or
changing piston ring material, the new parts
Drain Plugshould be weighed, in order to reaffirm the actual
00752 unit balance.
Additional Information
Please visit the Cooper Energy Services web site: http://www.cooperenergy.com
Unrestricted copies of Service Bulletins are available at the Cooper Energy Services web site.
You must have Adobe® Acrobat® Reader version 3.0 or later in order to view the bulletins:
http://www.cooperenergy.net
Prerequisites
Personnel using this guide 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. Cooper Energy Services recommends that all personnel
using this manual should complete CES Superior Reciprocating Compressor Training. Training
includes the following:
• 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, cou-
pling alignment
• Description of recommended operational procedures include: startup, normal & emergency shut-
down and compressor performance control
• Description and application of recommended maintenance: maintenance, critical repairs, and trou-
bleshooting
If training is needed, contact the CES Learning Center by calling (713) 354-4062.
Standards
Cooper Energy Services has developed several standards for our compressor addressing cooling
water quality, lubrication, and packaging. CES recommends that users of Superior compressor under-
stand and follow these standards to get the best performance possible from the equipment. CES 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 Compres-
sors for Oil and Gas Production Services (API Specification 11P). American Petroleum Institute
Section 2
Safety Precautions and Guidelines
Important Safety Information
DO NOT OPERATE OR ATTEMPT TO REPAIR THIS EQUIPMENT UNLESS YOU
HAVE HAD THE PROPER TRAINING APPROVED BY SUPERIOR. FOR TRAINING
INFORMATION, CONTACT THE COOPER ENERGY SERVICES TRAINING
DEPARTMENT IN HOUSTON, TEXAS, PHONE (713) 354-4062.
Do not operate, work, or perform any lubrication, maintenance or repair on this equipment
unless you have read and understand the operation, lubrication, maintenance and repair
instructions and warnings in this Operations Manual. Failure to follow the instructions or
heed the warnings could result in injury or death. Contact your authorized Cooper Energy
Services Distributor for replacement manuals. Proper care is your responsibility.
Most accidents involving equipment operation, maintenance and repair are caused by failure
to observe basic safety rules or precautions. An accident can often be avoided by recognizing
potentially hazardous situations before an accident occurs. A person must always be alert to
potential hazards. Equipment operators should also have the necessary training, skills and
tools to perform these functions properly.
Safety precautions and warnings are provided in this manual and on the equipment. If these
hazard warnings are not heeded, bodily injury or death could occur to you or other persons.
The hazards are identified by a safety alert symbol and followed by a signal word such as
"DANGER!" as shown in the Note, Caution and Danger Symbols portion of this section.
you of special circumstances.
When changing the
frame lubricating
The NOTE symbol is an alert indicating an essential operating oil, change the oil filter.
procedure or condition. The following is an example of a NOTE:
Cooper Energy Services cannot anticipate every possible circumstance that might involve a
potential hazard. The warnings in this publication and on the equipment are therefore not all
inclusive. If a tool, procedure, work method or operating technique not specifically
recommended by Cooper Energy Services is used, you must satisfy yourself that it is safe for
you and others. You should also ensure that the equipment will not be damaged or made
unsafe by the operation, lubrication, and maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are presented on the basis
of information available at the time it was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These
changes can affect the service given to the equipment. Obtain the complete and most current
information before starting any job. Authorized Cooper Energy Services Distributors have the
most current information available.
Make sure that you can read all safety signs. Clean or replace these if you cannot read the
words or see the pictures. When cleaning the labels use a cloth, water and soap. Do not use
solvents, gasoline, etc., to clean safety signs. The use of solvents, gasoline, etc., could loosen
the sign's adhesive and cause the sign to fall off.
You must replace a label if it is damaged, missing or cannot be read. If a label is attached to a
part, and that part is replaced, make sure a new label is installed on the replaced part. See your
Authorized Cooper Energy Services Distributor for new labels.
Specified Precautions
It is important that these precautions be read and clearly understood. All of the precautions
that follow are interpreted as having a CAUTION or DANGER status.
Ports that are not used must be filled with a properly installed steel plug. If the existing plugs
are painted, scrape off enough paint to verify that the plug is made of steel and not plastic. If
any plug is in question, replace it.
Pressurizing the compressor equipment while temporary plugs are in place may result in
serious injury or death and may damage the equipment.
Cooper Energy Services recommends the installation of Bicera crankcase rapid pressure
relief valve. These valves protect the compressor frame from excessive pressure.
The Bicera valve has a 120o exhaust port opening through which pressure is vented. Due to
the content and high temperature of the vented gas, proper orientation of the exhaust port is
critical for a safe operating environment. Vented gas could be dangerous to both operator and
equipment. The 120o exhaust port must always be directed towards the drive end of the
compressor frame. It must never be directed toward an area where the vented gases could
come into contact with operators or other personnel.
Be absolutely sure the remote starting system is disabled and/or If Poisonous or suffocating
disconnect the starting system on the equipment being serviced. gases are being compressed,
follow all plant safety pro-
cedures prior to and during
Use caution when removing cover plates. Gradually loosen (do not mainenance on any gas
remove) the last two bolts or nuts located at opposite ends of the equipment or piping to
avoid injury or death due
cover or device. Pry cover loose to relieve any spring or other to inhalation of such sub-
pressure, before removing the last bolts or nuts. stances.
or checks. To help prevent an accident caused by parts in rotation, work carefully around
them.
•Make sure all nearby personnel are aware of the start-up and do not allow unauthorized per-
sonnel on or around the equipment when maintenance or repair is being performed.
• Do not disable or bypass automatic alarm/shutoff circuits. They are provided to prevent per-
sonal injury and equipment damage.
•Before replacing any studs, measure the stud's height from the machined surface and install
the replacement stud to the identical height.
Fluid Precautions
Always use a board or cardboard when checking for a leak. Escaping fluid under pressure
(even a pinhole size leak) can penetrate body tissue, causing serious injury or possible death.
If fluid is injected into your skin, a doctor familiar with this type of injury must treat it
immediately.
Caution should be used to avoid breathing dust when handling components containing
asbestos fibers. If this dust is inhaled, it can be hazardous to your health. The asbestos used in
components is usually bound in a resin or sealed in some way. Normal handling is not
hazardous as long as airborne asbestos dust is not generated.
If dust, which may contain asbestos, is present, there are several common sense guidelines
that should be followed.
•Never use compressed air for cleaning. Avoid areas where airborne asbestos particles may be
present.
•Avoid brushing or grinding of asbestos containing materials.
•For clean up, use wet methods or a vacuum equipped with a high efficiency particulate air
(HEPA) filter.
•Use exhaust ventilation on permanent machining jobs.
•Wear an approved respirator.
•Comply with applicable rules and regulations for the work place. (i.e. U.S.A. OSHA require-
ments 29 CFR 1910.1001).
•Follow environmental rules and regulations for disposal of asbestos.
Repair any loose or damaged fuel and oil pipes, fittings, connectors, lines, tubes or hoses.
Leaks can cause fires.
Inspect all pipes, fittings, connectors, lines, tubes and hoses carefully. Do not use your bare
hands to check for leaks. Tighten all connections to the recommended torque (Section 5).
Burn Precautions
Do not touch any part of operating equipment. Allow the equipment to cool before any repair
or maintenance is performed on the equipment.
Make sure that all clamps, guards and heat shields are installed correctly to prevent vibration,
rubbing against other parts and excessive heat during operation.
Relieve all pressure in air, oil, fuel or cooling systems before any lines, fittings or related
items are disconnected or removed.
Coolant Precautions
Remove the cooling system filler cap slowly to relieve pressure. Use caution when removing
vent release valve, grease fittings, pressure taps, breathers or drain plugs. Hold a cloth over
the cap or plug to prevent being sprayed or splashed by liquids under pressure.
At operating conditions, the equipment coolant is hot and under pressure. The cooling system
and all lines to heaters or the equipment contain hot water. When pressure is relieved rapidly,
this hot water can turn into steam.
Allow cooling system components to cool before draining. Any contact with hot water or
steam can cause severe burns. Check the coolant level only after the equipment has been
stopped and the filler cap is cool enough to remove with your bare hand.
Cooling system additive (conditioner) contains alkali. To prevent personal injury, avoid
contact with the skin and eyes and do not drink. (Remember: Antifreeze/glycol solutions, as
well as most lubricants, are flammable.)
Oil Precautions
Hot oil and components can cause personal injury. Do not allow hot oil or components to
contact the skin.
Chips or other debris can fly off objects when struck. Take care to insure no one can be injured
by flying debris before striking any object.
Section 3
Lubrication And Cooling
The complete lubrication system of the compressor is divided into two parts, of equal importance:
1.) The system that provides lubrication to the frame running parts (see the compressor Frame
Technical Data Book).
2.) The system that provides lubrication for the cylinders and packings.
Both systems can use oil from the frame sump. However; if required, the cylinder system may use oil
from an external tank. (This is especially done when the oil for the cylinder and packing system is a
different type compared to the frame oil).The lube oil sump capacity for a RAM52 is 10 US gals and
RAM54 is 30 US gals.
Compressor Frame Lubrication:
A gear driven lubricating pump is mounted on the auxiliary end of the frame. The pump delivers the
oil from the frame sump to the bearings, connecting rods and the crosshead guides. An adjustable
pressure relief valve is mounted on the pump for pressure adjustment cold start protection. An off-
mounted shell and tube type oil cooler is provided with connections for water inlet and outlet. Other
features include a connection port for low oil pressure shutdown switch. An oil level sight gage with
low oil indicator is installed on the frame. The oil filter has an indicator to show when to change the
oil filter. The indicator is color coded. Green is okay, red means change filter.
General Specifications
The general specification for lubricating oil for use in Superior® compressor frames is as follows:
(Reference Superior Engineering Standard ES-1002).
Table 3-1 General Specifications
Specification Range Test Procedure
Table 3-2 Viscosity Information-this information is equivalent to the ranges above and provided for
information only
Specification Range Test Procedure
t
Figure 3-3 The
compressor frame
lubrication system
consists of a gear
driven pump,
pressure relief
valve, check valves,
oil cooler and oil
filter. This Figure
illustrates the
lubrication oil
system flow.
Lubrication Rate
I CAUTION
IT IS IMPORTANT that during start up safe and ample lubrication should The lubrication rate
be provided. This is accomplished by properly adjusting the force feed for break-in should be
lubricator pump(s). Observe the detailed instructions, given in Section 6, double that for nor-
when first starting up the compressor. With all lubricator pumps set at full mal operation.
stroke, bring the cylinder pressure up slowly until the unit is running at full
rated speed and load. Watch for any signs of malfunction. After the first 48 hours at full load, the
lubrication rate should be gradually reduced to the amount necessary for correct lubrication.
Adjustment should be made slowly, a little each day, and should take several days to accomplish.
See Figure 3-4 for an example of a force feed lubricator. A quantity of 1/5 (0.2) pint per inch of
cylinder bore is equivalent to one drop per minute per inch of bore for a very heavy oil and ranges up
to two drops per minute per inch of bore for very light oils. See section 6-2 thru 6-3 for information
on the sight glass oil level.
If a cylinder has more than one feed point, and more than one pump, the requirements for lubrication
must be split evenly. On a normal force feed lubricator (Figure 3-4), the proper proportioning of oil
to cylinders and packings should, as a first approximation, be adjusted by the cycle time method. To
validate the lubrication rate, it must be measured using actual oil consumption for a 24 hour period.
A visual inspection of the lubrication rate is required for this type of system. This is done by
removing a valve at each end of the cylinder after 48 hours of continuous operation at the final
lubrication settings. There should be a film of oil over the entire circumference of the ring travel
section of the cylinder bore.
As a result of the inspection, individual pumps may be adjusted “up” or “down” in the same
proportion as the size of the cylinders being fed to improve the lubrication rate.
Operation
The cylinder lubrication system consists of a force-feed lubricator and distribution block system that
provides lubrication for the cylinder walls and piston rod packing (see Fig 3-5 for a typical setup).
The lubricator is directly driven off the compressor shaft through a right-angle-drive worm and spur
gear set mounted on the lubricator box. Lubricator pump(s) fed directly from the crankcase lube system
or from an external tank are used to provide oil to the cylinders. (Note that oil from the lubricator box
is not used.) A packager-supplied external tank is used when the requirements of the cylinder oil are
different from those of the crankcase. A shutoff valve is supplied to isolate the external tank and the
lubricator box. The oil flows to the pumps and then pumped to a common manifold feeding the
automatic divisioning system. The automatic divisioning system consists of a rupture indicator (set
for the job), a 10-micron strainer, a digital no-flow and counter, divider blocks and optional pin
indicators (shows which points are over-pressurized and sets accordingly). Each lubrication point
(cylinder and packing case) has a double ball check valve.
The lubricator box uses the same oil as in the frame or external tank to lubricate its cams and bearings.
The right-angle-drive gear on the lubricator box requires a gear oil that meets ISO 680 AGMA-8
(Exxon TK-680 Cylesstic is acceptable).
If a blockage or other anomaly occurs, and the system pressure continues to build up, the safety
rupture relief in the collector manifold bursts, relieving pressure throughout the entire system and
causing the no-flow shutdown to activate and stop the compressor. The protruding pin in the indicator
on the distribution block gives a visual indication of the point where the blockage occurred. Before
restarting, new rupture discs of the same color and thickness as originally installed must be replaced
at the location where rupture occurred. It is the thickness of the “color coded” discs that determine the
rupture pressure. Refer to rupture disc data sheet in Auxiliary Equipment section of this manual.
Figure 3-5 General Cylinder Lubrication
Maintenance
In order to operate properly, the lubrication system must be completely purged of air. This is done by
LOOSENING, BUT NOT REMOVING the nuts of the lube lines at the point of injection to permit
purging of oil and air. The nut at the entry to the distribution block, all pin indicators and 1/8-inch
pipe plugs in the face of the block must be loosened also, for the same reason.
Loosen the vent screws in the top section of the distribution block. Continue to operate the lubricator
pump manually until clear, air-free oil appears at either of the two loosened vent screws. Retighten
this vent screw and continue pumping until air-free oil emerges at the other vent screw. When this
occurs, retighten second vent screw. Continue to operate the pump manually until air-free oil has
emerged from tubing nuts at every injection point. Then, and only then, tighten the nuts on the tubing
lines, the pin indicators, and pipe plugs.
Note
If distribution block must be disassembled for cleaning, observe the following:
a. Record order of manifold sections and outlet positions in order to facilitate reassembly.
c. Avoid vise marks; protect ground surfaces, and NEVER grip the ground mating surfaces in a vise.
The distribution block type lubrication system is a metered, positive, displacement method of
lubricating the compressor cylinders and packing.
The force feed lubricator pumps oil into a single main line leading to a proportional distribution
block. Hydraulically balanced pistons in the block divide the oil into accurate metered amounts for
each lubrication point it serves. Selection and make-up of the distribution block allows for accurately
measured “shot” sizes, and precise proportioning to meet different or equal oil requirements.
Because of the positive, metered operation, central warning equipment can sense trouble anywhere in
the system.
Safety equipment includes pin fault indicators, in each outlet from the distribution block, a pneumatic
or electric shutdown switch in the event of lubricant flow failures, and a rupture disk in the lubricator
collector manifold.
Since the system operates on a proportional basis, a single adjustment at the force feed lubricator
pump increases or decreases the flow to every lubrication point.
Oil flow rates given in percent of lubricator pump stroke accompany each compressor. These settings
must be followed and checked to provide adequate lubrication for both “break-in” and normal
operation.
When starting a compressor for the first time, or after servicing, be sure that the gear box is filled with
Exxon TK-680 Cylesstic Worm Gear Oil (ISO680 AGMA-8). It is advisable to check periodically to
be certain that the supply of gear oil is maintained. New units are filled with oil at the factory, and
should not need filling. See Figure 3-6.
Figure 3-6 Gear Box Filling
t
@1200 RPM 18,000 BTU/hr (18,990 kj/hr) 36,000 BTU/hr (37,980 kj/hr)
@1500 RPM 26,000 BTU/hr (27,430 kj/hr) 52,000 BTU/hr (54,860 kj/hr)
The maximum recommended oil temperature for oil returning to the frame is 175 oF (79oC). To
insure this oil temperature, coolant temperature and flow must be selected to remove heat according
to Table 3-7.
Coolant Requirements
I CAUTION
The primary purpose of any water treatment is to protect the surfaces of the Cleanliness is critical. protect
cooling system from cavitation, corrosion, scaling, or sludge deposits that cooling water from impurities
would reduce the transfer of heat to the coolant. and always use clean tools.
It is the responsibility of the operators/users to consult with reliable vendors of cooling system
treatments in order to adequately protect the equipment from damage caused by cavitation, corrosion,
scale and sludge formation and other water treatment related problems.
Corrosion
Corrosion is a chemical reaction in a metal such that the surface of the metal exposed to cooling water
is changed into one or more of its various compounds, especially iron to iron oxide (rust). As the
depth of the corrosion increases iron oxide particles will flake off, exposing more new surface
material to attack. Where it will occur in the cooling system and to what degree it will progress
depend on factors such as quality of water, metals in the cooling system, surface temperature, and
mechanical conditions of surfaces. The types of corrosion commonly found in cooling systems can be
crevice, cavitation and erosion, fretting or galvanic.
The most important consideration for the cooling system is good water quality. Table 3-8 shows the
range of maximum limits for raw cooling water quality. If raw water is tested and is found to have
higher concentrations than those shown on the chart, the water will require treatment or deionizing. If
concentrations are below those shown, the water is suitable for use with inhibitors added.
Table 3-8 Raw Cooling Water Specifications
An inhibitor is a chemical part of coolant treatment that reduces corrosion by forming a protective
film on the metallic surfaces of the cooling system. These protective films can be of anti foam or
coating nature. The anti foam nature reduces the formation of air bubbles in the coolant. The coating
effect gives a protective layer between the metal surfaces and the coolant. During cavitation, the
violent collapse of the vapor bubble literally blasts small holes in the film. The job of the inhibitor is
to recoat these areas. Because the inhibitor is recoating the metal surfaces, its concentration levels
must be maintained to continue adequate protection. Therefore, the coolant inhibitor concentration
must be checked periodically, and added when needed.
Good industrial grade antifreeze should be used in all closed-type cooling systems. All industrial
grade antifreezes have some corrosive inhibitors. When exposed to heat, these inhibitors break down.
This characteristic requires periodic adjustments to maintain the corrosion protective qualities of the
coolant.
Corrosion inhibitors vary in the chemical make-up and concentrations depending upon the
manufacturer. Most of the products will do an adequate job when quality water (deionized and
demineralized) is used. Corrosion inhibitors are ineffective in hard or sub-quality water. The key to
adequate cooling water is to begin with clean water and use a reliable water treatment specialist.
Chemical treatment of a closed water system is simplified by the use of proprietary inhibitor
compounds. The low make-up water requirements of closed systems and, therefore, minimum
compound additions place a minimum burden on the user for materials and maintenance.
Periodic testing of the coolant, whether by the user or the vendor of the treatment system, is
absolutely necessary in order to assure that a proper level of protection is maintained. The equipment
user must obtain the specific instructions for the use and testing requirements of the inhibitor
compounds from the supplier or manufacturer.
Cooling System
There are three types of cooling systems used for stationary equipment: open, closed and
combination.
Open systems involve cooling towers, spray ponds, etc., and cool the water by evaporation.
Closed systems involve heat rejection through or shell and tube-type or radiator-type heat exchangers.
Combination systems have the engine and compressor cooling water in a closed system using shell
and tube-type heat exchangers to transfer the heat to an open system using cooling towers, etc, as
above.
Closed type systems are commonly used and approved cooling methods; however, because open-type
systems involve not only large volumes of make-up water, but also the ease of airborne
contamination, Cooper Compression do not recommend using these for this equipment.
Section 4
Sour Gas Compressor
DANGER
Sour gas or hydrogen sul-
fide (H2S) is a highly cor-
Applications rosive and extremely toxic
gas. Every precaution
reguarding life and equip-
This section defines additional compressor hardware and special ment must be taken in a
materials for use when the compressor is applied in sour gas or hydrogen sulfide applica-
corrosive gas service. The requirements listed are based on tion. Read and understand
American Petroleum Institute (API) Production Equipment the United States Depart-
ment of Labor’s Occupa-
Standard 11P, National Association of Corrosion Engineers’ tional Safety and Health
(NACE) Standard MR0175, and Cooper Energy Services Administration (OSHA)
experience. Additional specifications may apply to pulsation regulations for Air Con-
dampers, piping and other equipment used in conjunction with this taminants (standard
compressor. Copies of API 11P and NACE MR0175 can be 1915.1000) and the Con-
purchased on line: fined Space Pre-Entry
Check List (standard
American Petroleum Institute http://www.api.org will default you 1910.146 App D). These
to http://www.global.ihs.com 1-800-854-7179 ext. 7969 for a copy regulations are available
of API 11P. online at the OSHA web-
site:www.osha-slcgov.com
National Association of Corrosion Engineers-A copy of specifi- Cooper Energy Services
cation MR0175 can be purchased online at www.nace.org or by recommends that Superior
calling (281) 228-6200. equipment users and oil
and gas service equipment
These specifications apply to equipment only! Follow safe packagers follow the
operating and maintenance procedures associated with personnel guidelines set forth by the
National Association of
around sour gas machinery as dictated by your company Corrosion Engineers in
procedures. Sour gas is poisonous and attacks the nervous system specification MR0175:
and can cause paralysis, permanent injury or death! Sulfide Stress Cracking
Resistant Metallic Materi-
als for Oilfield Equipment.
Hazards of Hydrogen Sulfide or “Sour Gas”
Caution should be taken when working in or around hydrogen sulfide (H2S). This chemical is
dangerous and can cause harm to personnel. H2S is colorless and smells like rotten eggs. In
higher concentrations it will kill your sense of smell and impede your ability to detect it. DO
NOT relay on your sense of smell as a detection method.
Table 4-1 gives some general information on the concentrations levels of H2S and its effect on
the body. This should be thoroughly read and understood before working in an H2S
environment.
100 ppm (0.01%) Kills sense of smell in 3 to 5 minutes. May burn eyes and throat.
200 ppm (0.02%) Kills sense of smell rapidly. Burns eyes and throat.
500 ppm (0.05%) Loss of reasoning ability and sense of balance. Respiratory distur-
bances will occur within 12 to 15 minutes of exposure. Requires
prompt artificial respiration.
700 ppm (0.07%) Rapid loss of consciousness and breathing. Death will result if not re-
moved quickly. Immediate artificial respiration is required.
1,000 ppm (0.10%) Immediate unconsciousness. Permanent brain damage may result if
not rescued immediately.
The equipment specifications are based on three levels of sour gas plus additional National
Association of Corrosion Engineers’ (NACE) requirements as defined by the following
percentages of H2S:
Trim Requirements
For Hydrogen Sulfide (H2S) Concentrations Up To 2% By Volume:
•For any concentration of H2S up to 2% by volume in lubricated service, special trim will not
be required. Standard material is acceptable and special lubrication practices are recom-
mended.
•The frame lubricant used must have a total base number (TBN) of 15 or higher to help pre-
vent the lubricant from turning acid and damaging bearings and bushings. This alkalinity
must be maintained during operation in the machine at no less than approximately 30% of
the original TBN number by appropriate timely make-up or complete oil changes.
•The frame lubricant must meet or exceed the requirements of MIL-L-2104B, Supplement
No1.
•A complete oil analysis program on the frame lubricant is required to determine proper oil
change intervals as well as to monitor the condition of the lubricant and the unit.
•Compressor cylinder lubricants must adhere to the requirements of Superior Engineering
Standard ES1002. Viscosities are to be on the high side of the pressure conditions normally
required and a 3% to 5% compounding (similar to steam cylinder oils) is also required.
•The compressor cylinder lubricant rate is to be double the normal rate for equivalent non-sour
gas applications.
•All brass, bronze, copper and other copper alloys are to be avoided on hardware for all gas
wetted parts.
•The distance piece is to be properly vented in accordance with local safety standards to pro-
vide maximum safety to personnel.
•Soft iron or aluminum gaskets are to be used between the valve and valve seat.
•The O-ring material used for standard equipment is Viton (Spec. 473) and this is also accept
able for H2S service. For lower temperature operations (< 27°F (<-3°C) Neoprene (Spec.
479) can be specified as an option.
The following requirements should be followed when H2S trim in excess of API 11P
requirements is needed to meet NACE. This enhanced level of trim can also be used for any
concentration of H2S as required by the customer.
Section 5
Installation
General
Installation of the compressor will be determined by the fabricator and the end customer.
Since the method employed will vary due to application, the following is offered as a guide to
aid in the installation. These instructions are based on previous installations that have proven
satisfactory.
There are two basic compressor mountings: the baseframe or skid mount and the direct to
block mount. (See Figures 5-1 and 5-2.) The baseframe/skid mount is most commonly used
whereby the fabricator sets up the complete installation as a package. This package is then
moved to location and placed on a foundation. With the block mounting, there is no
intermediate (baseframe) between the compressor and foundation, thus the compressor is
mounted direct to the foundation (block). This type installation is of a more permanent nature.
If you have a choice as to the location of the compressor, select a site where the ground under
and around the unit will be firm and dry at all times. Filled ground, wet clay, unconfined sand
and gravel, or similar soils provide poor support. Be sure that sufficient space is available for
necessary maintenance. For instance, there should be ample space to permit removing the
piston and rod assembly out the outboard end of the cylinder. See that provisions can be made
for an overhead hoist, or that a portable crane can be moved into position as necessary for
removal or installation of major parts or assemblies. Electrical outlets, lighting and cleanliness
are other important factors. Adequate ventilation is essential to safety and the welfare of the
operating personnel.
The responsibility for an adequate foundation is that of the customer. Thus, it is suggested that
a foundation engineer be called in where soil conditions are questionable or where the
location of the compressor is such that transmitted vibration would have detrimental effects
not only to the compressor installation, but on surrounding machinery, buildings, or
personnel. Often times, a neighboring installation on similar soil will serve as a clue to the soil
conditions.
However, unless the nature of the ground is well known, it is advisable to dig several test pits
at the proposed site. CES will gladly furnish data on weights and unbalanced forces required
for calculations by a foundation engineer. In any case where increasing the size of the standard
minimum foundation is necessary, the area of the base should be increased to decrease the soil
00757
00758
Foundation Bolts
To locate the foundation bolts, make a wooden template to temporarily position the bolts
according to the dimensions given on the foundation plan. Set up the template in the exact
position to be occupied by the compressor, allowing space for the grout as indicated. (Figure
5-3). Fasten the template firmly in position.
The next step is to attach the bolts to the template so that they will extend into the foundation.
There are two important items which should be considered at this point:
a. Make sure the bolts project far enough through the frame hole to allow two full threads
beyond the nut. Allow for thickness of grout, frame, nut, etc.
b. Provide allowance for misalignment. A piece of 2-1/2 to 3-inch (6 to 8 cm) pipe or metal
tube positioned around each bolt (Figure 5-3) will prevent the bolts from being cemented
into a fixed position and thus allow slight movement of the bolts for alignment with the
holes in the frame. Stuff paper or rags around the bolts at the top of the pipe to prevent
cement from entering when the foundation is poured. The length that the bolts extend into
the foundation is indicated on the foundation plans.
5/27/03
c. With engine and compressor moved into position, as shown on the outline drawing,
reassemble coupling. Dimension (D) must be maintained during the following alignment
procedure.
▼ Figure 5-5 Dial Indicator Method of Alignment
00761
5/27/03
The recommended procedure for establishing final alignment is called the “indicator method.”
Proper lining up may take a little time, but it is absolutely essential. Flexible couplings should
not be required to compensate for any misalignment that can be eliminated. The closer the
initial alignment, the greater the capacity of the coupling to take care of subsequent
operational misalignment.
d. Attach dial indicator as shown in Figure 5-5 (view B). Rotate coupling 360 degrees to
locate point of minimum reading on dial; adjust indicator to zero.
g. Reset indicator to zero and repeat steps (d), (e), and (f); if either, the engine or
compressor is moved during aligning trials.
h. The coupling should be turned several revolutions to make sure no “end-wise creep” in
the crankshaft is measured.
i. Mount dial indicator (Figure 5-5 (view C)) to check for parallel misalignment. Set
indicator stem on outer diameter surface of flange B and adjust to zero.
j. Rotate coupling 360 degrees. Move and/or shim the units until
the indicator reading comes within the maximum allowable
variation of 0.004 inch (0.010 cm).
Coupling bolts
are tightened at
the factory for
shipping purposes only.
k. Torque all bolts. See Table 7-2 for recommended torque values. When installing cou-
After several hours of operation, recheck both alignment and bolt pling, the below values
apply to bolts and lock-
torque.
nuts as they are received
from the factory. If any
l. When proper alignment is attained within the previously additional lubricant is
specified limits, the laminated rings A must appear vertical and used or if the threads are
wiped dry, these values
undistorted. There must be no end thrust due to poor initial must be modified.
assembly of the coupling.
Cylinder Mounting
When reassembling the cylinder to the crosshead guide, use a criss-cross pattern nut
tightening sequence. See Table 7-2 for recommended torque values.
Outer end cylinder supports, if supplied, are intended to support the weight of the cylinder
only. Do not use them to force the cylinder into alignment. If a cylinder cannot be aligned,
check for dirt, burrs, or other irregularities at the mounting surfaces.
5/27/03
Obtain a piston rod starter tool before attempting to slide the rod through packing. This tool
consists of a split sleeve cone and capscrew. The piston rod should be coated with grease
before and after installing it on the rod. This tool is designed to protect the packing rings from
damage during removal and installation of the rod from the cylinder.
b. Bar over the compressor, at least one revolution in Figure 5-9 Measuring the Piston
the normal operating direction, to insure all parts are End Clearance
working freely.
d. Check the crank end using the same method. For a cold compressor, the crank end
clearance should be 0.030 to 0.050 inch (0.76 to 1.27 mm).
e. If any adjustment is needed, loosen the balance nut and screw the piston and rod assembly
in or out of the crosshead. The WG piston rods are threaded with 12 threads per inch. Thus
one complete turn of the piston and rod assembly moves it 0.083 inch (2.11 mm).
g. After setting the piston end clearance, re-torque (Table 7-2 torque values) the balance nut.
Once the piston and rod assembly and cylinder head are assembled, and the piston end
clearances are set, a check can be made for the piston rod runout. Proceed as follows:
a. Bar over the compressor until reaching the crank end dead center position.
e. If the horizontal run out exceeds acceptable limits, loosen the packing and re-torque. If the
crisscross pattern of torquing is not followed, this may cause the packing case to seat at an
angle, causing the rod to deflect to one side. A second technique would be to loosen the rod-
to-crosshead nut, and rotate the piston one quarter turn before re-torquing. If the runout still
exceeds limitations, contact your Cooper Energy Services Aftermarket facility for assistance.
f. If the vertical runout exceeds acceptable limits, check the packing case as explained for
horizontal runout. Also, check the piping and bottles attached to the cylinder to see if they are
distorting the cylinders. If runout still exceeds limits, loosen the cylinder to crosshead guide
nuts and re-tighten int eh sequence shown in Figure 5-12. If the runout is still beyond
acceptable limits, contact your Cooper Energy Services Aftermarket facility for assistance.
•Vertical run-out should fall within ranges indicated on the curve for the given cylinder diameter in
Figure 5-11
5/27/03
Section 6
Operation Start-up
Complete Superior® Compressor Start-Up Checklist and Report
Control Procedures Engineering Standard ES30 and forward to the
address included in procedure.
The following procedure is suggested before starting the unit for the first time, after an
overhaul of the frame or cylinders, or after an extended (over 6 months) shutdown.
a. Check the alignment between the driver and the compressor.
c. Remove the top cover of the base and the covers for the
crossheads and distance pieces on each crosshead guide.
Thoroughly wipe the interior of the compressor with a lint free cloth
DANGER
to remove any water or foreign material that may have accumulated Vent the compressor and the pro-
cess system to the atmosphere
during shipment or storage. before removing any gas-con-
taining part of the compressor or
d. Check the crankshaft for web deflection. its associated piping.
DANGER
e. Check the piston rod runout.
j. Adjust all force feed lubricator pumps to full stroke for cylinder and packing break-in.
k. Disconnect ends of force feed lubricator lines as close as possible to cylinders and
crosshead guides. Hand pump the lubricators to fill lines and eliminate air.
l. Connect the force feed lubricator lines and operate pumps ten more strokes to force oil
into cylinders and rod packing.
m. Prime the frame oil system with the lube oil priming pump. Operate the pump a
minimum of 100 strokes or run automatic pre-lube pump. This should fill all empty oil
lines.
n. Hand lubricate the piston rod next to the packing. (This does not
apply to non-lubricated applications.) Oil level in frame
should be filled to
the level in the Kenco level
o. Replace all covers with their respective gaskets and tighten regulator NOT the level in
the frame bull’s-eye.
screws according to Table 7-2. Distance piece covers may be left
off to check for packing leaks on start up if not using sour gas. For
sour gas applications, see warnings in sour gas trim Section 4.
p. Check to see that all crosshead guides or distance pieces and packings are individually
vented with the proper size of vent lines. Refer to Engineering Standard ES3 for the most
up-to-date recommendations.
q. Verify that all safety switches, shutdown devices, and relief valves are properly set and
operational. See Table 7-16 for normal operation, alarm, and shutdown settings.
s. Unload the compressor for startup by placing the bypass line between the first stage
suction and last stage discharge lines.
The frame lubricant must be capable of operating with the type of gas being handled by the
compressor cylinders. For viscosity requirements see page 3-3 and Table 3-2 & 3-2.
Lube oil header pressure should be 50 psi (345 kPa) and is maintained at this level by the
pressure relief valve. If adjustment is required, it can be done by removing the cap which
provides access to the spring loaded adjusting screw. This should be adjusted while at normal
operating speed and temperature.
5/27/03
When starting the compressor, verify a lube oil header pressure of 20 psi (138Kpa) or greater
occurs within 5 seconds of compressor startup. To prevent damage to the crankshaft and other
lubricated parts, all compressors are equipped with low oil pressure shutdowns. This is
triggered when the oil pressure falls below 20 psi (138 kPa).
The oil level in the frame is normally at the center of the sight glass. An alarm should sound if
the oil level rises 1 inch during compressor operation, this will submerge the gaskets on the
bottom of the front and rear covers. A shutdown should occur if the oil level rises an
additional 1.5 inch (3.8 cm) or if the oil level falls 1 inch (2.5 cm) from normal level.
The oil level in the frame sump should be checked while the compressor is running. The
correct level is shown by the round sight gauge on the auxiliary end of the compressor. Oil
level (while running) should be no higher than the top and no lower than the bottom of the
sight gauge. Oil may be manually added through the breather cap hole in the top cover. The
breather cap is designed to be threaded into its bushing by hand and no wrenches should be
used. Make up oil may also be continuously added through an optional, frame mounted oil
level controller connected to an oil supply tank.
Initial Startup
1. Open the valves supplying water to the compressor cooling CAUTION
system (when required). Running compressor at
speeds less than 600 RPM
2. Start up and operate the unit under no-load conditions at for longer than 12 minutes
may result in unusual wear
reduced speed where possible (600 RPM for engine driven units). of the piston rings.
Check the oil pressure. When the compressor is started, an oil
pressure of 20 psi (138 kPa) must be experienced within 5 seconds or the compressor must
be immediately shut down. Do not restart until adequate oil pressure can be assured. The
oil level in the frame is normally at the center of the sight glass.
3. Run compressor for 2 to 5 minutes at 600 RPM. If driver is a constant speed electric
motor run compressor for only 1 to 2 minutes.
4. Shut system down and check all bearings and packings for high temperatures.
5. Remove crosshead guide covers and check all lubricated surfaces for high temperatures.
7. Start system and compressor up again and run for approximately 20 to 30 minutes. Add
oil to the crankcase to bring the oil level (while running) up to the middle of the sight glass.
Shut down and recheck as above.
Normal Startup
Not all of the instructions provided for initial startups are required for routine starting. The
following notes comprise the normal starting procedure:
1. Set all clearance devices at positions suited for the planned operating conditions. Unload
the fixed volume pockets or suction valve unloaders.
DANGER
2. Operate the force feed lubricator pumps, by hand, for ten
strokes. (Be sure the lubricator tank is kept full.)
3. Hand prime the frame lube oil system by priming 40 strokes Improper setting of variable vol-
with the lube oil hand priming pump or automatic priming pump ume pockets, fixed volume pock-
ets, valve unloaders, or other
(to prevent oil starvation in the bearings for compressor life). unloading devices can result in
damage and/or injury to equip-
4. Turn on cooling water supply. ment and/or personnel.Operating
the system without clearance and
loading information can result in
5. Start the unit. Check frame lube oil pressure. equipment failure due to overload,
excessive rod loads, and high tem-
peratures.
6. Operate at low speed (600 RPM where possible) and no load
for several minutes. Check force feed lubricator sight glasses for
feed (Figure 3-6). Check lube oil for proper level, at sight gauge.
Normal Shutdown
1. Decrease speed to 600 RPM (engine driven units only).
2. Unload the compressor by opening the bypass line between the first stage suction and the
last stage discharge lines.
5/27/03
6. Relieve pressure by venting compressor cylinders, suction piping, and discharge piping
to remove any remaining gas.
Emergency Shutdown
In an emergency situation, the shutdown devices will shut down the system. In such as case,
the cause of the shutdown must be identified and corrected before restarting the compressor.
Refer to the Troubleshooting Page 7-23 thru 7-31 to troubleshoot compressor.
The compressor should only be operated at speeds, pressures, and temperatures listed on the
data sheets or performance curves. The unit should never be operated at conditions other than
those specified on the data sheets without contacting the manufacture.
Note
Superior attempts to furnish performance curves and/or computer printouts to assist you with com-
pressor operation. If they have been omitted please fill out the following form and new curves will
be provided to you. If compressor operating conditions change, contact your Cooper Energy Ser-
vices Aftermarket Sales Office.
Model
Elevation
Specific Gravity
“N” Value
Section 7
Maintenance
General
The diligent observation of the inspection and maintenance procedure, given in this section, will go a long way
toward insuring satisfactory operation of the compressor. Superior® recommends planned periodic inspections
of equipment. Malfunctions can occur regardless of the designed reliability of the gas compressors. Faithful
preventive maintenance and the use of genuine Superior® parts will help prevent costly down time, repairs,
and replacement costs. Planned shutdowns for doing preventive maintenance will result in minimum
maintenance costs and maximum mechanical efficiency of your equipment. Good preventive maintenance
practice includes a periodic check of critical bolt torques, such as compressor main and connecting rod bolts
and drive coupling bolts.
Table 7-1 shows clearance values for some critical components when new. When a part is first installed, the
clearance should be within the range shown in Table 7-1. If not, the part is defective or has been incorrectly in-
stalled. During inspections, clearances found exceeding the clearance range indicate worn parts that should be
replaced (ES19).
Lube Oil Pump Drive Gear Backlash 0.006 - 0.010 (0.152 - 0.356)
Torque Recommendations
Table 7-6 Piston-to-Cylinder Bore Clearance, Ring End Gap and Side Clearance Values
*RC-rider/compression ring: R - rider ring; C - compression ring
Cylinder Diameter (inches) Piston to Cylinder Ring End Gap Side Clearance inches
Bore Clearance Type* (inches)
Step 1. Outside the head, torque all nuts to 70% full torque in the following sequence: Inner
bolt circle, next bolt circle, outer bolt circle, as shown on (Figure 7-8).
Step 2.Torque nuts to 100% full torque in the same sequence as Step 1.
Step 3. Check all critical torque values according to the following schedule:
It is critical that the following preventative maintenance schedule be followed to prevent major
damage to your compressor (SB168).Check all critical bolt torques on components as follows:
• One (1) month after unit is placed in service
• Six (6) months after unit is placed in service.
• Every twelve (12) months thereafter.
Repeat this schedule when the compressor is rebuilt, overhauled, or has major repairs.
All torque values shown in Table 7-2 are based on threads which are clean, free of burrs, paint, etc.
and lubricated with engine oil or similar petroleum base lubricants. Unless specified, DO NOT USE
any compounds containing molybdenum disulfide as a thread lubricant. Due to its high lubricity,
excessive stresses will result if used with the torque values given in Table 7-2.
The nuts holding the compressor cylinder heads must be torqued in a specific pattern. Use the
diagonal (Figure 7-9) or cross pattern sequence for all bolting except for the valve-in-head(Table 7-7
& Figure 7-8).
b. Remove all gas by unloading, venting, and then “blinding” the compressor. Blinding means to shut
off all block valves so there can be no process gas flow to the compressor.
c. Eliminate all internal pressures by removing cylinder indicator plugs or vent through indicator
cocks, if provided.
d. Prevent clogged oil lines or filters by using only lint free cloths.
e. Ensure all tools and work areas are clean and free of oil, water, dirt, dust or grit.
f. Never file, grind or scrape any lubricated parts (i.e. bearing shells or saddles).
g. Never distort or mark the piston rod with any tool or device. Rods that are bent or have burrs will
damage the packing or prevent it from sealing. In severe cases, the rod could break.
h. Never torque or tighten any nut, cap screw or stud if threads or mating threads are covered with
paint or other materials that are not specified by Superior® for use on threads.
i. Genuine Superior® parts must replace any components which are changed.
k. When reassembling parts during maintenance, replace all worn or damaged gaskets and seals.
n. After a long period of shutdown or a major overhaul, frequently check the unit during the first 300
hours of operation.
o. After completing maintenance, remove any locking or blocking devices before attempting to rotate
the equipment.
Main and Connecting Rod Bearings Figure 7-11 Crankshaft Showing Main/
The main and connecting rod bearings are of the Connecting Rod Bearing
removable "tang" type, with the bottom half of the
main bearing fitting into the saddle of the frame, and
the top half fitting into the bearing cap(Figure 7-11).
Bearing Clearance
To check bearing clearances, use a dial indicator along with a hydraulic jack proceeding as
follows:
a. Remove the top cover of the frame to gain access to the Figure 7-13 Dial Indicator
bearings and crankshaft.
d. Support the jack with a piece of wood. Jack the crankshaft up and down sufficiently to get a
clearance reading on the indicator.
e. Compare the clearance reading with the tolerance value given in Table 7-1. If the clearance reading
exceeds the maximum limit, replace the bearing with two new bearing shells.
All bearing shells are precision bored with the proper running clearance. When installing replacement
shells, do not scrape or shim the bearings to achieve proper clearance. If you cannot achieve proper
running clearance once the cap has been torqued, check the frame alignment. If the problem persists,
contact your nearest CES distributor representative for trained field assistance.
When changing the main bearings, follow all the precautions found in
Section 2. Replace only one set of bearing shells at a time. When you’ve
changed one set, tighten the bearing caps to the proper torque value of 350 ft-
CAUTION
The main bearing and connect-
lb (Table 7-2). This helps support the crankshaft and facilitates easy removal ing rod cap bolts must be prop-
of the other bearing sets since the crankshaft has a tendency to sit on its erly torqued and maintained at all
heavy driven end and rise on the lube oil pump end. times. Under no circumstances
should the compressor be
allowed to run without the proper
To change the main bearings, follow these steps: torque applied to these critical
components.
a. Remove a bearing shell by inserting the neck of the main bearing removal Figure 7-14
tool (Figure 7-14) into the oil passage hole in the crankshaft journal. Main Bearing
When the unit is rolled over, the tool pushes the shell out from underneath Removal Tool
the journal and around to the top where it can be removed. Using the same
steps, you can install a new set of bearings.
c. With the rod supported, remove the bearing cap and bearing half. Taking
extreme care and keeping clear of the rod assembly, continue to roll the DANGER
crankshaft slightly back to access the other bearing half.
Always support the connect-
ing rod so it can not drop and
d. Carefully install the new bearing against the exposed half bore in the damage equipment or cause
injuries.
connecting rod. The tang recesses within the rod should support the bearing
so you can roll the crankshaft carefully back into position against the supported rod.
e. Complete the assembly process by putting the other half of the bearing and
the cap back into position and tightening the two bolts to their proper
The caps and rods are
numbered by throw
and have their weights
torque as stated in Table 7-2. stamped on them. Always install
rods with this information dis-
played up.
a. Shut down the driver and compressor, and Figure 7-16 Top Cover Assembly
isolate it from the power source.
g. Bar the compressor over to access the connecting rod bolt nuts.
h.Remove the connecting rod nuts (7), washers (6), bolts (2) and rod caps (5)
CAUTION
Take extreme caution to adequat-
(Figure 7-29). edly support the connecting rod.
If care is not taken during the
bearing removal prcess, personal
i. Remove dowel pins (4) and bearings (8) from the rod caps. injury and equipment damage
could result.
j. Bar the compressor over until the crosshead pin is accessible through the
crosshead cover opening.
Inspection
b. Check all parts for physical distortion, wear, cracks, and pitting.
c. Check sealing surfaces for nicks, burrs, and scratches which may damage seals and O-rings.
d. Examine sediment adhering to the drain plug for accumulations of grit or fine metal particles,
which may indicate actual or potential component failure.
e. Examine bearings for rust, pitting, brinelling, abrasion and serious discoloration. Also replace the
bearings if you notice cuts or grooves parallel to bearing rotation.
Installation
Press-fitting bushings into the connecting rod assembly is sufficient in most cases. But we
recommend that you shrink-fit the bushings by freezing the bushings in dry ice for 30 minutes.
During this time, preheat the eye of the rod to 300-350 °F. When the rod is preheated, lay it flat on a
smooth surface. This allows the edge of the bushing to fit flush with the edge of the eye of the rod.
Since you're installing two bushings (one for each side of the eye), it's important to align them
properly. Insert the bushings so that the joint of the bushings rests either on top of the eye (0°) or on
the bottom of the eye (180°). Face the open end of the bushings'oil grooves toward the inside of both
bushings. This allows lubrication to travel from the lubricating point within the eye of the rod to the
entire pin area. The bushings are now ready to be bored.
At assembly, "mike" the crosshead pins to assure they're the correct size and
that the proper pin-to-bushing clearance is held. The following procedure
guides you through reinstallation of the connecting rod assembly:
CAUTION
The complete bearing set (two
halves) must be replaced as a set.
a. Have bushings (1) (Figure 7-15) installed into connecting rod (3) at a Replacement of only one bearing
CES authorized distributor. half may cause serious damage to
the connecting rod and/or crank-
shaft.
b. Install bearing (8) into connecting rod (3).
c. Bar the compressor to achieve the maximum clearance between the crankshaft and connecting rod.
d. With access through the crosshead cover opening (Figure 7-17), install the
connecting rod (Figure 7-15) into the crosshead (Figure 7-19). CAUTION
The main bearing and connecting
e. Secure the connecting rod to the crosshead with crosshead pin (4) and snap rod cap bolts must be properly
rings (5) (Figure 7-19). torqued and maintained at all
times. Under no circumstances
should the compressor be allow-
f. Install the connecting rod into the proper position against the crankshaft. ed to run without the proper
torque applied to these critical
components. Damage to equip-
g. Install the dowel pins (4) and bearing (8) in rod cap (5) (Figure 7-15). ment may result if the torque
specification on any item is
h. Secure rod cap (5) to connecting rod (3) with bolts (2), washers (6) and ignored.
i. Inspect and install the crosshead as described under the next corrective
maintenance topic, Crosshead and Crosshead Pin. Loctite grade 515 is
the required sealant
for the top cover.The
correct application of
j. Install the crosshead cover (10) and O-ring (9) and secure with screws (13) this sealant to mating surfaces is
essential to prevent oil leakage.
and washers (11) and (12) (Figure 7-16).
*See the RAM 52 & 54 frame bills of material for complete parts identification
c. Remove screws (13). washers(11) and (12), crosshead cover (10) and O-
CAUTION
Do not place any wrenches
ring(9) (Figure 7-17). directly on the piston rod surface.
Damage to the rod surface, which
d. Bar the compressor over so the crosshead pin (4) in Figure 7-19 is contacts the rod packing, may
result in a bad seal.
accessible through the crosshead cover opening.
f. Bar the compressor over to achieve maximum clearance between the connecting rod and crosshead
(3).
g. Loosen the jam nut (7) with the wrench provided to separate the nut from the crosshead.
i. Turn the piston and rod assembly out of the crosshead using the spanner wrench (Figure 7-20).
j. Position the crosshead as nearly aligned with the crosshead cover opening as possible
k. Carefully rotate the crosshead with special tools (Figure 7-20) until you can remove it between the
edges of the crosshead guides and out the crosshead cover opening.
l. Referring to (Figure 7-19), remove screws (1) and crosshead shoes (2)
Inspection
b. Check all parts for physical distortion, wear, cracks, and pitting.
c. Check sealing surfaces for nicks, burrs, and scratches which may damage seals and O-rings.
Installation
b. Install crosshead shoes (2), securing with screws (1). Refer to Table 7-2 for correct torque.
c. With access through the crosshead cover opening, use the special tools shown in Figure 7-20 to
install the crosshead onto the connecting rod.
e. Install crosshead pin (4) and snap rings (5). Crossheads and
balance weights are
stamped with throw
f. Referring to Figure 7-17, install crosshead cover (10) and O-ring (9), numbers and must
securing with screws (13) and washers (11) and (12). be replaced accordingly.
g. Re-check the pin-to-bushing and shoe-to-guide clearances, and compare these measurements to
those recommended in this section.
When using the crosshead installation handles, more care and feel is required. DO NOT USE
FORCE as this is the first indication that the job is being done incorrectly and damaged crosshead
shoes may result. The correct procedure is to stand to one side of the crosshead guide and feed the
crosshead across, attempting to roll it in at short intervals. From the proper position, the crosshead
will roll in easily without damage to the shoes.
During the reassembly procedure, the machined face of the jam nut must be toward the crosshead.
Check piston end clearances and then make sure that the jam nut is torqued properly (Table 7-2)
against the crosshead.
Crankshaft
The crankshaft Figure 7-21 is a one-piece design. Drilled holes carry lubricating oil from the main
bearings to the crank pin journals and bearings. Lubrication continues from this point to the crosshead
end of the connecting rod. Ample lubrication is also provided to the pin and rod bushings.
The crankshaft extends beyond the frame at Figure 7-21 Crankshaft and components
the opposite end of the oil pump. A hub
mounted on this extension allows the
compressor to be coupled with the driver.
At the point where the crankshaft extends
beyond the frame wall, a seal prohibits oil
leakage. This seal allows removal and
maintenance using special tools (Figure 7-
20). Remove the crankshaft to replace this
seal. We recommend crankshaft removal be
performed by authorized CES distributor.
The crankshaft seal should be changed
whenever you detect leakage. The steps for
removal, inspection, and installation are
presented in the following procedures.
c. Disconnect coupling (5) between the driver and frame and remove any
DANGER
Take extreme caution to ade-
coupling components from the drive end of the crankshaft (7). quately support the rod. If care
is not taken during the bearing
d.Drain the oil from the frame sump. removal process, personal
injury and equipment damage
could result.
e.Referring to Figure 7-16, remove screws (4), washers (2) and (3), and top cover (1).
f. Referring to Figure 7-17, remove screws (1), lockwashers (2) and drive-end cover (3).
g. Again referring to Figure 7-17, remove spacer bar nuts (7) and o-rings (6).
h.While holding the spacer bar (4) with one hand, withdraw the spacer bar stud (5) and remove both
the bar and stud.
i. Referring to Figure 7-15, bar the compressor over to access the connecting rod bolt nuts. Remove
nuts (7), washers (6) and rod caps (5).
j. Bar the compressor over to separate the crankshaft from the connecting rod, carefully laying the rod
end in the bottom of the base sump.
k. Referring to Figure 7-21, remove bolts (1), washers (2) and main bearing caps (3).
o. Referring to Figure 7-22, remove screw (10), lockwashers (9) and auxiliary end cover (7).
q. To remove the crankshaft, attach a strong web lifting strap to the crankshaft (7) at two points.
Place the stap over the hook of a hoist and slowly raise the crankshaft out of the base. Be careful
not to damage any bearing surfaces. Make sure the hoist lifting capacity exceeds 600 lb (272 kg).
r. Remove bearing shells (4) and thrust bearings (8) from the base.
b. Check all parts for physical distortion, wear, cracks, and pitting.
c. Check sealing surfaces for nicks, burrs, and scratches which may damage seals and O-rings.
d. Examine sediment adhering to the drain plug for accumulations of grit or fine metal particles,
which may indicate actual or potential component failure.
e. Examine bearings for rust, pitting, brinelling, abrasion and serious discoloration. Also inspect for
cuts or grooves parallel to bearing rotation.
b. Install the new crankshaft and lubricator drive shaft seals using appropriate tools.
c. Attach a strong web lifting strap to the crankshaft (7) at two points. Place the strap over the hook of
a hoist and slowly lower the crankshaft into the base. Be careful not to damage any bearing
surfaces.
g. Install auxiliary end cover (7), securing it with the top four lockwashers (9) and screws (10).
j. Install the bottom four lockwashers (9) and screws (10) to the auxiliary end cover (7) (Figure 7-22).
k. Install bearing shells (4) into the main bearing caps (3) (Figure 7-21).
l. Install caps, bolts (1) and washers (2). Refer to Table 7-2 for correct torque.
m. Inspect and install the connecting rods as described earlier in this section.
n. Referring to Figure 7-17, install spacer bar (4) and spacer bar studs (5). Secure with nuts (7) and
O-rings (6). Refer to Table 7-2 for correct torque.
p. Install the drive-end cover (3), securing with screws (1) and lockwashers (2).
q. Check the crankshaft for proper alignment. See the alignment discussion under the Installation
topic in Section 5 of this manual.
s. Install the top cover (1), securing with screws (4) and washers (2) and (3) (Figure 7-16).
u. Referring to Figure 7-21, reconnect coupling (5) between the driver and frame.
Removal
b. Place a suitable container under the lubricator and remove drain plug to drain the oil. Dispose of
the oil according to local or offshore regulations.
g. Remove the setscrew from the coupling half attached to the frame. Remove the coupling half and
key from the stub shaft. Then remove the stub shaft seal.
h. Remove the remaining screws and lockwashers from the lubricator bracket.
Inspection The stub shaft/gear
assembly is shrink
fitted. The avail-
Follow these steps for inspecting the lubricator: able interference
assembly fit of the stub
a. Clean all parts before inspecting. shaft into the drive gear is
0.0005-0.0020 inch
b. Check for physical distortion, wear, cracks, and pitting. (0.013-0.051 mm).
c. Check sealing surfaces for nicks, burrs, and scratches, which may damage the seal.
d. Examine sediment adhering to the drain plug (Figure 7-24) for accumulations of grit or fine metal
particles. They may indicate actual or potential component failure.
e. Examine tubing for kinks or leaks. Inspect fitting threads for damage.
CAUTION
Installation
When heating anything to a
high temperature, take the
Refer to Figure 7-22 as you replace the lubricator, and follow these steps: necessary precautions to
a. Install the lubricator bracket with screws and lockwashers. prevent burns.
b. Heat the drive gear to between 470 °F and 600 °F (243 °C and 316 °C). Install the gear onto the
stub shaft.
c. Install the stub shaft seal, key and coupling half onto the stub shaft. Secure with the setscrew.
d. Install the key and coupling half onto the lubricator shaft. Secure with the setscrew.
e. Install the coupling shock absorber onto Figure7-24 Lubricator worm and gear drive
the coupling half. Tap the shock absorber
oil filter
with a wooden mallet to assure a snug fit.
i. Replace the drain plug. Remove the vent fill plug and refill the lubricator with 90-weight gear oil.
Referring to Figure 7-24 loosen the upper plug and add oil to the vent fill hole until oil starts to leak
from the upper plug. Tighten the upper plug, then reinstall the vent fill plug.
e. Remove the reducer bushing (2) from the reducing tee (1).
h. Unscrew the filter housing (18) from the filter head (4).
i. Remove the filter element (19) and O-ring (20) from the housing.
j. Remove the oil filter head (4) from the bracket (5) by removing screws (6) and lockwashers (7).
k. Remove the bracket (5) by removing screws (6) and lockwashers (7) that secure it to the base.
Inspection
a. Examine the filter and housing for metal particles, foreign material, or other contamination.
b. If metal particles are found, search the frame further for the source of the debris before restarting.
c. Check all parts for physical distortion, wear, cracks and pitting.
Installation
a. Install bracket (5) to the base with screws (6) and lockwashers (7).
b. Add a clean element (19) and new O-ring (20) to the filter housing (18)
d. Install the oil filter head (4) onto bracket (5) with screws (6) and lockwashers (7).
f. Install the reducing tee (1) and close nipple (3). Loctite grade 515 is
the required seal-
ant for the oil
g. Install the reducer bushing (2) to the reducing tee. header flange. The
correct application to mat-
ing surfaces as described
h. Apply sealant to the oil header flange (14), and install the oil header flange in the manufacturer’s
with screws (15) and lockwashers (7). directions is essential to
prevent oil leakage.
Removal
Inspection
b. Check all parts for physical distortion, wear, cracks, and pitting.
Installation
To reinstall the hand pump, simply reverse the steps for Removal.
See the RAM 52 & 54 frame bills of material for complete parts identification
Removal
b. Disconnect the fittings to remove tubing (3) and (8) (Figure 7-27).
c. Remove coupling (20) (Figure 7-28). You can leave these
components con-
nected if you are
d. Remove reducing tee (25), nipple (15) and bushing (24). inspecting the
pump with the strainer in
place.
e. Remove nipple (19), elbow (18), nipple (17), check valve (16), nipple (15),
strainer (11) and nipple (10).
f. Remove nipple (19), elbow (18), nipple (15), threaded tee (21), nipple (23) and bushing (24).
h. Carefully pull pump (2) and gear (4). Leave adapter (9) doweled in place.
j. Remove bushing (13), magnetic plug (14) and strainer screen (12) from strainer (11).
Inspection
c. Check all parts for physical distortion, wear, cracks, and pitting.
d. Check sealing surfaces for nicks, burrs, and scratches which may damage seal.
e. Examine tubing for kinks or leaks. Loctite grade 515 is
the required seal-
ant for the auxiliary
f. Inspect fitting threads for damage. end and lube oil
pump flange. The correct
application of this sealant
g. Check gears for wear that prevents correct meshing. to mating surfaces, as
described in the manufac-
turer’s instructions, is
Installation essential to prevent oil
leakage.
Steps for reinstallation of the lube oil pump (Figure 7-28).
a. Check Superior service for instructions if the gear on the pump needs to be replaced. It is
recommended to change the whole assembly.
e. Install the pump so that gear (4) meshes with the auxiliary end of the crankshaft. You may have to
twist the pump a little to allow the gears to mesh.
f. Check the gear backlash (see the gear lash measuring procedure below). Compare the reading to
the recommended value in Table 7-1.
g. Reassemble strainer (11), strainer screen (12), bushing (13) and magnetic plug (14).
i. Install threaded tee (21), nipple (15), elbow (18) and nipple (19).
j. Install nipple (10), strainer (11), nipple (15), check valve (16), nipple (17), elbow (18) and nipple
(19) - if these components were removed.
d. Take care to position the flat end of the Figure7-31 Measuring rod & dial indicator
measuring rod so it rests on the tooth
nearest measuring position 2 (Figure 7-31).
If you think of the pump gear face as a
clock, the flat end of the measuring rod
should rest on a gear tooth nearest the 3
o'clock position.
The correct sequence for measuring the oil pump gear backlash on a RAM 54 The overall diame-
ter of the oil pump
compressor frame is 2, 1, 4 and 3. Since the oil pump gear on a RAM 52 gear is different
compressor frame is smaller, the correct sequence for measuring backlash is 2, between RAM 52s
1, 4, 3, 2 and 1. The backlash at each position should be 0.0006 to 0.014 inch, & RAM54s. This means
the backlash measuring
with a variation of no greater than .004" .
points are different. Pay
close attention to assure
you take the backlash mea-
surements at the correct
positions for each com-
pressor frame.
i. Repeat adjustments until the backlash readings are 0.006 to 0.010 inch at all You can leave these
components con-
positions as prescribed for each RAM model. nected if you are
inspecting the pump
j. If backlash is more than .014 on a new and over .020 on an old compressor with the strainer in place.
change the parts. Repeat the backlash process after parts are replaced. The
readings should be .010 to .014 with a variation of .004.
c. Remove locknut (8A), washer (12), and cover (2). Note the orientation of the opening for
reassembly.
d. Remove spindle nut (8) while holding down the spring (5) with your hand. This is to assure the
spring does not fly off spindle (4) when the nut is removed.
e. Remove the spring, upper and lower spring caps (11), retainers (10), valve plate (6), and spindle O-
rings (9) and (9A).
f. Inspect wire screen (3) for any tears or holes. Replace damaged screens since flame may escape
through a damaged during an explosion.
g. Slide a new valve plate (6) over the spindle so the molded rubber seal seats on the carrier.
h. Lightly grease the spindle and slide the large O-ring (9) Figure 7-33 Spindle Seal Installation
and small O-ring (9A) over the spindle (Figure 7-33).
k. Place the other retainer on the top spring cap. Compress the spring by hand and thread the spindle
nut (8) onto the spindle. Tighten the nut all the way down.
l. Place the cover over the spindle so the opening faces down. Thread the locknut on and tighten so
the cover fits tight against the adapter plate.
m. Clean the mounting surfaces of the frame. Check and repair any A routine service and mainte-
surface irregularities tht may cause the joint to leak. nance program will limit the
extent of damage occu ring to
your equipment in the event of
n. Check door gaskets for breaks or misalignment. Install new cover a crankcase rapid pressure event.
door gaskets as needed. Reinstall the inspection door.
Disc Pack Flexible coupling gives relatively trouble-free service and reasonably long life if installed
and maintained according to the manufacturer's recommendations. The Disc Packing Coupling was
selcted based on known loads and operating conditions of the driver and driven equipment.
You can easily inspect the disc coupling. Visual analysis may point to possible drive system
problems. Proper evaluation of the disc packs and connecting parts may save considerable
maintenance costs and downtime.
The information below describes some of the more evident visual inspection criteria and
recommended corrective procedure.
c. Tighten nuts on cap screws (H) per torque values given in Table 7-2.
d. Torque jackscrew (J) up against the crankshaft per torque values given in Table 7-2.
e. Connect a 10,000 psi hand hydraulic pump to the 3/8" pipe tap (F) in the hub.
f. Operate the hand pump until the hub becomes loose and slides against the lock nut (E).
h. Remove nut (E); the hub can then be lifted off by crane or by hand.
If the proper equipment is not available, the most practical method of removing the coupling hub
from the crankshaft is by first removing the crankshaft from the base. The crankshaft and drive end
cover plate may now be taken to a suitable work area where the locknut is removed, the hub heated
and pressed off the crankshaft.
b. Push the crankshaft all the way to one side to take up any thrust clearance that may be present.
c. Use gage blocks and shims to fill the space between the coupling and the compressor end cover.
d. Remove the amount of shims needed to provide an advance of the hub on shaft of 0.050" (1.27 mm).
e. Heat the coupling hub and slide it on the shaft until it engages the gage block (with the reduced
amount of shims as defined in item d above).
g. When hub has cooled to room temperature, install lock nuts and Nylock setscrews.
Obtain the most recent version of Service Bulletin SB149 for detailed information on flexible drive
couplings. The flexible drive coupling will give you relatively trouble-free service and long life if
installed and maintained properly. The coupling was selected based on known loads and operating
conditions of the driver and driven equipment.
Initial alignment is one of the most critical factors affecting coupling performance.It should be re-
membered that the couplings are basically in-line devices which are intended to compensate for small
amounts of shaft misalignment caused by bearing wear, foundation settling, thermal growth, etc.
The more attention paid to initial alignment, the larger the reserve margin that will exist for
accomplishing the intended purpose of the coupling. See page 5-4 to 5-5 for the recommended limits.
These limits represent about one-third of the total misalignment capacity of the coupling and are
generally adequate for most installations. It should be kept in mind that there are definite advantages
to be gained from aligning the equipment to more precise values than those shown. The primary
advantage is that the reserve margin for accepting misalignment during the life of the machinery is
thereby increased. Exceeding the Table 5-6 values for alignment will reduce the service life of the
coupling.
Another factor to be considered, and one of the most important to good performance is adherence to
the bolt torquing recommendations Table 5-6. Loose bolts can induce fretting corrosion, hammering,
and pounding which will eventually destroy the bolts and coupling discs.
The Rexnord disc coupling is easily inspected. A visual analysis may point to possible drive system
problems. Proper evaluation of the disc packs and connecting parts may save considerable mainten-
ance costs and down time. Here are some of the more evident visual inspection criteria and recom-
mended corrective procedures. Consult Superior® or your nearest authorized CES distributor for
further assistance.
! Caution
Figure 7-41 Torque Overload If bulged or bowed condition
only appears in one chordal section there may be a loose bolt on
one side of the distortion. Loosen coupling locknuts and turn bolt
slightly to remove friction. Bulge should flatten out. Re-torque
locknuts. If distortion does not disappear, replace disc pack.
The disc pack has a bulge near the center or is bowed toward one flange in every other chord position
Figure 7-41. This condition is a result of a large torque overload induced into the system above the
peak overload capacity of the coupling. The remaining disc pack chordal sections will be very
straight and tight. Check the driven equipment loading. If not correctable, contact the nearest
authorized CES distributor immediately.
Cylinder Body
A wide range of cylinder sizes is available. Each cylinder is conservatively designed for very low
stress at rated working pressures.
Some cylinder bodies are provided with drilled water passages, top and bottom, which connect the
water inlet and outlet with the cooling muff, which surrounds the ring travel area of the bore.
Whenever the water jacket covers on the cylinder sides are removed to clean out deposits, the drilled
passages should also be cleaned out. If the pipe plugs in the crank end of the drilled passages are
removed, they should be coated with good waterproof sealer and replaced. This will prevent water
seepage into the atmospheric vent space.
Lube oil, from the force feed lubricator tubing system, passes through a check valve and into a fitting
on the outside should be cleaned out and all steel tubing checked for soundness and tightness. This
paragraph does not apply to non-lube operation.
Plugs are provided, on all size of cylinders, which can be removed and indicator cocks inserted to
take pressure readings, if desired.
Cylinder Head
After removing a cylinder head, examine the o-ring which provides a seal
between the cylinder head and the cylinder body for nicks, tears and
compression set. Replace as required. The water seal grommets should also
CAUTION
be checked. It is recommended that a complete set of o-rings and grommets, The cylinder head must be
properly indexed on the mount-
for all cylinder sizes used, be kept in stock at all times. ing studs so that the valve cut-
outs in the head align with valve
locations in the cylinder body.
Piston, Piston Rings And Piston Rod
The piston is attached to the piston rod with six capscrews (for most piston sizes) and with four
capscrews on remaining sizes. Some pistons have a through rod and nut while others have a one piece
piston and rod. See Table 7-2 for proper torque values.
Prior to passing the piston rod through the piston rod packing, prepare the rod as described in
Section 5.
In order to reduce cylinder bore wear, Superior® designed every piston to operate with rider
compression rings or rider rings. The rider compression rings and rider rings are not collapsible in the
piston groove, thus supporting the piston in the cylinder bore.
In non-lubricated applications, the rider compression rings, rider rings and the piston rod packing will
wear with time. Replacing these elements before they wear beyond allowable limits will contribute to
the successful operation of a non-lubricated cylinder. Contact the CES authorized distributor for wear
limits for your specific cylinder size and application.
Piston rod packing can be divided into two different groups based on packing function -- wiper
packing and pressure packing. (Figure 7-42 & 7-43). As the piston rod moves through a wiper
packing, oil is stripped off the rod and prevented from migrating in to another part of the compressor.
The purpose of pressure packing is to prevent the loss of gases from the cylinder along the piston rod.
During initial operation, a packing may leak or tend to overheat. This temporary condition occurs
while the packing rings are adjusting to the piston rod and packing case.
Definite lubrication rates and time ▼ Figure 7-43 Typical Low Pressure Packing Case
intervals for packing “wear in” are
difficult to prescribe. Experience has
indicated that these factors may vary
widely on different applications. If
there is concern about proper
lubrication rate, contact the nearest
CES authorized distributor.
In order to remove a packing case ▼ Figure 7-44 Typical High Pressure Packing Case
from a crosshead guide or cylinder,
the piston rod must be pulled out
through the assembly and cylinder.
00776
The packing cups and glands that are not being replaced by new ones must
be soaked and thoroughly cleaned in a non-acid solvent. They should then be
blown dry and examined closely for unusual nicks or burrs which might
CAUTION
interfere with the rings free floating or contact with the rod. Particular care As a general guide,
must be taken with rings made of soft metals and it is very important that temperatures not
wiper rings be handled and installed carefully to prevent damage to the tolerated by resting your
scraping edges. hand on the packing case
flange, after the unit is
shut down, indicate to
Before installing new packing assemblies, it is important that the piston rod fast of a wear rate. For a
be carefully checked. If the rod is worn, rough, pitted or has a taper, it must lubricated packing,
be replaced. check to see if the
lubrication rate is set
The bore for the pressure packing nose cup must be cleaned and examined properly per ES1002.
for burrs. If found, burrs should be removed. Also, replace the o-ring in the
outside diameter of the wiper packing flange with a new one.
After installing the packing cases and before connecting the oil tubing to the packing flange (for
lubricated packing), hand pump the force feed lubricator (when supplied) until oil runs from one of
the disconnected tubes. Connect this tube to the respective hole in the packing flange and continue to
pump the lubricator 12 to 15 more strokes.
After the piston and rod assembly has been reinstalled, the piston end clearance must be set and the
piston rod runout must be checked per Section 5.
Valves
Valve Installation
Suction and discharge valves must be installed in the proper direction. This can be determined by first
inspecting the valve to see which direction the valve plates move while opening or compressing the
springs. Gas will flow in that same direction (Figure 7-45).
Valve Replacement
Proceed with valve removal in the following manner(Figure 7-46):
b. Remove valve cap, inspect o-ring, place Figure 7-46 Valve Installation
o-ring if defective.
h. Install the retainer on top of the valve. Install new gasket in place on Before removing
retainer, as applicable. any gas containing
part of the compres-
sor or associated gas pip-
i. Grease or oil the o-ring on the valve cap. Force the valve cap into place by ing system, vent
torquing the nuts or screws evenly to the values listed in Table 7-2. compressor and system to
atmospheric pressure.
To replace a valve in a bottom port (assume that this is a discharge port), proceed as follows:
j. Invert retainer. Place valve on top of retainer with valve guard facing out The valve cap flange
(away from the cylinder). Slip gasket on valve. must not contact the
cylinder body. Clear-
ance must exist at this point to
k. Lift the valve, retainer, and gasket up into the bottom port, making sure that
insure that pressure is applied
the valve seat enters first. to the valve and retainer gas-
kets when the relief cap bolts
l. Tighten the retainer lock screw just enough to hold retainer and other parts or nuts are tightened.
in place.
m. Grease or oil the o-ring on the valve cap. Place new gasket in place on valve cap, as applicable.
Force the cap into place by torquing the nuts or screws evenly to the values listed in Table 7-2.
Several safety devices may be employed on compressor units. The most common ones and their
recommended set points are listed in Table 7-48. Questions regarding these and other devices and
their set points may be referred to the CES distributor.
Table 7-48 Recommended Alarm Set point
Alarm/Shutdown Normal Condition Alarm Point Shutdown Point
Oil Pressure in Header 45-55 psig (310-380 kPag) 25 psig (173 kPag) 20 psig (138 kPag)
Oil Temperature out of 160-180°F (71-82°C) Out 185°F (85°C) Out 190°F (88°C) Out
the Frame
Vibration Nominal 1/4-3/8 turn from normal 3/8 - 1/2 turn from normal
condition condition
Gas Temperature Suction (TS) or Discharge 20°F (11°C) above TS or 25°F (14°C) above TS or
(TD) TD TD
Water Temperature Tin or Tout 20°F (11°C) above T out or 25°F (14°C) above Tout or
Tin Tin
Adhering to Table 7-49 will result in less equipment down time and less operating costs.
Table 7-49 SYSTEM Recommended Maintenance Schedule
CONTROLS Daily Weekly Monthly Semi-Annually Annually
or as
Needed
Perform safety shutdown system tests. X
Note and record panel gauge readings. X
Check calibration of all themometers and pressure gauges. X
LUBRICATION SYSTEM
Check oil levels, oil level regulator, and oil sight level. X
Check lubricator line connections for leakage. X
Inspect frame, lubricator, and packing cases for leakage. X
Clean and/or replace crankcase breather(s). X
Check compressor force feed lubricator pump(s) for proper output rate. X
Collect a compressor oil sample for analysis. X
Change compressor oil and filters elements after the first 400 hours of compressor operation. Oil and filter change periods can then
be extended out to 2000 hours of operation. Change lube oil filters when differential pressure reaches 12 to 15 psi.
Replace O-rings. X
MECHANICAL/OPERATING SYSTEM - CYLINDERS
Note and record inlet temperatures. X
Check for loose cylinder fasteners. X
Note and record cylinder discharge temperatures. X
Hand check suction valve covers from coolness. X
Listen for unusual noises. X
Check temperatures of coolant to and from cylinders, lube oil cooler, and X
packings.
Check one compressor valve on each stage. Inspect for broken plates, bro- X
ken springs, and trapped solids or liquids.
Remove the distance piece cover from the crosshead guide and inspect the X
packing area on each piston rod.
Remove head and piston of the first stage cylinder. Check cylinder bore, X
piston rings, packing rings, piston, and rod bearing.
MECHANICAL /OPERATING SYSTEM - FRAME
Check crosshead clearances. X
Check crosshead guide for wear metals. X
Check foundation bolt torques.
Check compressor coupling for proper alignment. X
Visually inspect frame interior for bearing material in frame, gear tooth X
condition, crosshead shoe and guide condition.
Roll out compressor thrust main lower shell for inspection. X
Check compressor accessory drive gear lash and general condition. X
b. Analyze the symptoms (clues) to pinpoint the exact location of the problem valves, bearings, etc.
d. Return the unit to service and verify that normal operation is resumed.
Tables 7-50 through 7-54 list many typical symptoms, causes and corrective measures. It may be
necessary to refer to more than one symptom to locate the entire difficulty. The suggested corrective
actions are supposed to direct you to those areas most likely to be at fault. However, do not limit
your analysis only to those areas found in the table. If symptoms persist, contact your nearest CES
distributor for possible field assistance.
Table 7-50 Compressor Frame Troubleshooting
Symptom Possible Cause Potential Damage Corrective Measure
Compressor Mechanical Seized crosshead, rods, main Replace all defective parts. Check compressor for proper
will not turn
seizure of bearings. crankshaft alignment, piston rod runout, and lube oil
over compressor. system operation.
Tripped Defective shutdown device. Check the control system and device for proper operation.
shutdown
device.
Foreign material Cylinder scoring, valve Replace damaged parts and take measures to prevent
(water, non-lube damage, possible bent piston future foreign material entrapment in the compressor
packing, etc.) in or connecting rods. cylinders.
cylinders.
Improper piston- Possible piston or rod damage. Replace any damaged parts and properly set the piston-
to-cylinder end to-cylinder end clearances.
clearance.
Compressor Opposing Foundation cracking, weld Total weight of crosshead, balance nuts, piston rods,
vibration cylinders are out cracking, or foundation bolt connecting rods, and rings must be within 3 lbs. (1.4 kg) of
of balance. failure. same components on opposite throw. Replace balance
nuts or crossheads to obtain this balance.
Worn bearings. Possible broken frame, Verify crankshaft alignment, piston rod runout, and
connecting rods, crankshaft, or bearing clearances. Replace bearings as needed.
piston rods. Reverify alignment and runout.
Improper Foundation damage, Realign the compressor per Section 5.
compressor foundation bolt failure, grout
installation and cracking, or broken frame and
alignment. crankshaft.
Gas pulsation. Excessive vibration causing Analyze compressor with a vibration or indicator analyzer.
cracked welds, foundations, Install orifices at the cylinder flange, change piping,
grout, and parts. Also possible change cylinder operating configuration, or change
foundation bolt breakage. operating speed.
Loose valves. Valve seat damage, broken Remove valve and retainer. Replace broken parts. Dye
valve bodies, or broken valve check the cylinder valve seat for cracks. Install new valves
retainers. and tighten to proper torque.
ICAUTION
Proper length of
studs and bolts is
important for
proper thread
engagement.
Before removing
any studs, mea-
sure stud height
from machined
surface and posi-
tion replacement
stud to same
height.