Anda di halaman 1dari 107

WH/ M H Instruc tion M a nua l

Cooper Energy Services I Ajax-Superior


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Superior
WH/MH
Compressor
Instruction
Manual
Cooper Energy Services I Ajax-Superior
Pa g e b
WH/ M H Instruc tion M a nua l
Cooper Energy Services I Ajax-Superior
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WH/MH Instruction Manual
Table of Contents
Page
Section 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Who We Are...a brief history . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Ajax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Superior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Compressor Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Section 2
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Unit Identification - Serial Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Compressor Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Crankshaft Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Balancing AJAX-Superior Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Compressor System Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Compressor Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Section 3
Lubrication And Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Lubricating Oil Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Compressor Frame Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Compressor Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Lubrication Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Pump Per Point System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Proportional Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
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Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Lubricator Worm And Gear Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Compressor Frame Lube Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Cylinder Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Packing Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Coolant Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Hydrogen Sulfide (H2S) Concentrations Up To 2% By Volume: . . . . . . . . . . . . . . . . . . . . . . . 4-3
Level 1-11p Trim (H2S Concentrations of 2% - 5% By Volume) . . . . . . . . . . . . . . . . . . . . . . . 4-4
Level 2-11p Trim (H2S Concentrations > 5%) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Enhanced H2s Trim Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Section 5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Preparing The Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Foundation Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Placement And Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Preparing The Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Grouting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Coupling Installation And Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Crankshaft Web Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Cylinder Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Sliding Rod Through Packings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Setting Piston End Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Installation Of Cylinders To Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Section 6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1
Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Preparation for Initial Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Initial Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
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Normal Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Normal Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Emergency Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Recommended Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Section 7
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Acceptable Tolerance Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Torque Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Critical Bolt Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Component Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Base (Crankcase) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Crankshaft, Thrust And Main Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Connecting Rod And Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Crosshead Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Crosshead Removal And Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Auxiliary End Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Drive End Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Lube Oil Supply (Sump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Drive Coupling Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Flexible Drive Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Troubleshooting Thomas Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Elongated Bolt Hole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Scored Body on Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Misalignment Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Fatigue Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Compression. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Elongation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Torque Overload (Visible only with strobe light while running) . . . . . . . . . . . . . . . 7-15
Cylinder Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Piston, Piston Rings And Piston Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Piston Rod Packing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Valve Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
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Alarms And Shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Recommended Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Section 8
Parts Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1
Ordering Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Instructions For Ordering Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Replacement Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Parts Listings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Using The Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Aftermarket Service Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
South America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
United Kingdom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Far East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
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Section 1
Introduction
Who We Are...a brief history
AJAX
The first Ajax steam engine was produced in Corry, Pennsylvania, in the late 1870s. This
engine quickly became popular for use in oil well drilling. The company was incorporated as
Ajax Iron Works in 1892, and, in 1895, Ajax was producing its first gas engine.
Both Ajax steam and gas engines were in great demand in the early 1900s as oil finding
operations expanded westward. In the early 1920s, Ajax faced capacity restraints and
decided to discontinue production of its gas engine to focus exclusively on steam engine
production. At this time, the National Supply Co. became the exclusive distributor of the
Ajax steam engine for the oil fields. When oil well drilling slowed during World War II, Ajax
developed a special steam engine used in the marine applications.
After the war, Ajax returned to production of natural gas engines for use in the growing
secondary oil recovery market. Ajax first came in contact with Superiors operations in 1945
when it purchased a line of slow speed horizontal gas engines from the Superior Engine
division of the National Supply Co. In the late 1950s, Ajax introduced its popular integral
gas engine-compressor to meet the market need for a durable, long life product in gas
gathering and boosting applications. Cooper Industries purchased Ajax Iron Works in 1963.
SUPERIOR
Shouvlin Manufacturing Co. was founded in 1889 in Springfield, Ohio, and became the
Superior Gas Engine Co. in the early 1890s. It originally produced gas engines for drilling
rigs and oil pumping units during the development of Ohio and Pennsylvania oil fields. In
1928, Superior was acquired by the National Supply Co., previously Superiors exclusive
agent in the oil production industry.
During the 1920s, the Superior diesel engine line was introduced. This engine was used in
commercial marine applications and in military vessels during World War II. During the
economic boom of the 1940s and 1950s, Superior concentrated on selling diesels for use in
locomotives, power plants, factories, ocean vessels, and other energy-intensive applications.
In 1955, Superior was purchased by the White Motor Co. By the late 1950s, a great number
of Superior engine-generator sets were being sold for military defense use.
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The Superior natural gas compressor was introduced in 1960, and the company rapidly
became one of the leading suppliers of natural gas compression equipment for markets in the
U.S., Canada, and South America. Superior became a part of Cooper Industries in 1976.
Ajax and Superior were previously separate divisions of Cooper Energy Services Group,
with manufacturing locations in Corry, Pennsylvania, and Springfield, Ohio. In 1987, the
Ajax and Superior divisions were consolidated in the Springfield facility to form the Ajax-
Superior Operations of CES which in 1995 became a unit of Cooper Cameron Corporations
Cooper-Bessemer Reciprocating Products Division.
Note
This manual contains confidential proprietary information of the Ajax-Superior division of
Cooper Energy Services, an operating division of the Cooper Cameron Corporation. This
manual is provided to you for the limited purpose of providing information to facilitate your
use and maintenance of your equipment. This manual should only be used for the stated pur-
poses, and by receiving this manual you agree not to disclose such information to others.
WARNINGS, CAUTIONS, AND NOTES
These safety instructions and procedures are to prevent injury in the operation and
maintenance of Ajax-Superior engines, compressors, and auxiliary equipment. These safety
procedures should not be considered as the only precautions to be taken. Good judgement
and careful safety practices should always be used.
DO NOT OPERATE OR ATTEMPT TO REPAIR THIS EQUIPMENT UNLESS YOU HAVE
HAD THE PROPER TRAINING APPROVED BY AJAX-SUPERIOR. FOR TRAINING
INFORMATION, CONTACT THE COOPER ENERGY SERVICES TRAINING
DEPARTMENT IN MOUNT VERNON, OHIO, 43050; PHONE (614) 393-8200.
GENERAL
1. Follow all safety rules and operating procedures put in place by the company that owns
and operates this equipment.
2. Read and understand the instruction manual prior to operating this equipment to become
familiar with the safety, design, and operating features. If you do not have a manual, call
Ajax-Superior at (513) 327-4200.
3. Always wear safety glasses or goggles, steel-toe safety shoes, and hearing protection.
Note
Additional equipment may be required by the equipment owner.
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4. Do not wear loose fitting clothing, neckties, scarves, watches, rings, etc., near operating
equipment as they can be caught in the moving machinery. Keep long hair tied back.
5. Locate nearest fire extinguisher to area where maintenance is to be performed. Ensure a
clear path to fire extinguisher in case it should be needed for an emergency situation.
6. Do not open cooling or lubrication systems when engine or compressor is hot, as steam or
hot liquids can be released, which can cause severe burns. Be aware that some surfaces
can remain hot for several hours after the unit has been shutdown.
7. When draining the coolant and lubricants, prevent contamination of the environment by
the equipment fluids. Refer to equipment owners material safety data sheets for addition-
al information. (Remember: Antifreeze/Glycol solutions, as well as most lubricants, are
flammable.)
8. Keep the area around the unit clean and orderly with ample space to walk safely around
the unit. Clean up spills and leaks quickly to prevent accidents caused by slipping and
falling.
9. Use only non-flammable, non-toxic cleaning solvents. NEVER USE GASOLINE OR OTH-
ER FLAMMABLE PRODUCTS FOR CLEANING PURPOSES. REFER TO EQUIPMENT
OWNERS MATERIAL SAFETY DATA SHEETS FOR EACH CLEANING PRODUCT
FOR ADDITIONAL PRECAUTIONS.
10. Use fans, blowers, etc. during maintenance and clean-up work in enclosed areas to remove
fumes from cleaning solvents and vented gases.
11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Al-
ways stand on stable surfaces when working on this equipment.
12. Before starting any equipment, make sure all nearby personnel are aware of the start up
and are clear of the equipment.
13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or par-
ticles can penetrate skin. Use cardboard or a similar material to check for leaks.
COMPRESSOR MAINTENANCE
1. Shut down the compressor first, then prevent it from being started before the work is
done. (See ENGINE MAINTENANCE section previously if engine driven.) If electric mo-
tor driven, the electric power supply must be disconnected and locked out. THIS IS VERY
IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a remote operations
center may try to start a unit without knowing that work is being performed on it. Suction
and discharge block valves (see site plan for location) must be closed to prevent gas from
flowing into the compressor during maintenance. (Gas pressure could rotate the compres-
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sor and cause injury if not shut off and vented properly - see compressor section of man-
ual.) Note: After maintenance work is done, some adjustments may need to be done with
the compressor running. Stay clear of moving parts and follow instruction manual proce-
dures as required.
2. Before attempting any maintenance or repair on the compressor, vent all gas pressure
from the cylinders, piping, and other pressurized components or chambers. Know the
piping system associated with this compressor. Open discharge blowdown and/or by-
pass valves to vent system to atmosphere. ALLOW COMPRESSOR TO COOL FOR AT
LEAST 15 MINUTES BEFORE OPENING SUCTION OR INTERSTAGE VENTS. Atmo-
spheric air can be drawn in if a vacuum exists and can create an explosive mixture.
CHECK LOCAL OR PANEL PRESSURE GAUGES FOR ZERO READING BEFORE RE-
MOVING ANY GAS PASSAGE COMPONENTS SUCH AS VALVES, VALVE CAPS, OR
CYLINDER HEADS. Note: UNLOADER CONTROL PRESSURE IS TYPICALLY NOT
SHOWN ON GAUGES. Vent unloader control pressure line by loosening control line tub-
ing fitting.
3. IF POISONOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL
PLANT SAFETY PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY
GAS EQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TO INHALATION
OF SUCH SUBSTANCES.
4. Regularly check around compressor and piping gaskets and joints for leaks which could
result in a fire or an explosion.
5. Test all pressure gauges on a periodic basis (see maintenance schedule) to ensure accurate
pressure readings. Likewise, check all relief valves for design opening pressure (see man-
ufacturers data for each relief valve in packaging section of manual).
6. Check all safety shutdown devices (low oil pressure, high and low gas pressures, vibra-
tion, etc.) per the schedule in the maintenance section of this manual.
7. Remove electrical lockout function if motor driven when maintenance is completed and
REMOVE MANUAL BARRING DEVICE, if used during maintenance, before starting
unit.
8. Before replacing any studs, measure stud height from machined surface and position re-
placement stud to the same height.
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WARRANTY
The Seller warrants to the Buyer that the equipment to be delivered hereunder will be free
from defects in material, workmanship and title and will be of the kind described in the
contract. THE FOREGOING WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER
WARRANTIES WHETHER WRITTEN, ORAL OR IMPLIED (INCLUDING ANY
WARRANTY OF MERCHANTABILITY OR FITNESS FOR PURPOSE). If it appears within
one year from the date the equipment is placed in service but no later than eighteen (18)
months from the date of delivery to the Buyer, whichever first occurs, that the equipment
does not meet the warranty specified above and the Buyer notifies the Seller promptly, the
Seller shall correct any defect, at the Sellers option, either by repairing any defective part or
parts or by making available, at the Sellers factory, a repaired or replacement part. The
liability of the Seller to the Buyer (except as to title) arising out of the supplying of the
equipment, or its use, whether on warranty, contract or negligence, shall not in any case
exceed the cost of correcting defects in the equipment or part thereof and upon expiration of
the warranty period all such liability shall terminate. The foregoing shall constitute the sole
remedy of the Buyer and the sole liability of the Seller.
The preceding paragraph shall not apply and the Seller assumes no liability whatsoever for
breach of warranty when there is evidence that the defect arose as the result of (a) abuse or
negligence in the operation of the equipment, (b) failure to maintain the equipment properly,
(c) overloading or overspeeding, or (d) use of repair parts not approved by Seller.
The warranty given to the Seller by its supplier of special equipment, including but not
limited to generators, is hereby assigned without recourse by the Seller to the Buyer. AS TO
THIS SPECIAL EQUIPMENT, WHICH GENERALLY BEARS THE NAMEPLATE OF THE
SELLERS SUPPLIER, THE SELLER ASSUMES NO LIABILITY WHATSOEVER FOR
BREACH OF WARRANTY, WHETHER WRITTEN, ORAL OR IMPLIED (INCLUDING ANY
WARRANTY OF MERCHANTABILITY OR FITNESS FOR PURPOSE).
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Section 2
Specifications
General Information
Your Ajax-Superior instruction manual has been carefully prepared to assist in the proper
installation, operation, and maintenance of the equipment. It is difficult to accurately
describe every type of installation. However, this manual, along with the drawings included
in the parts list contains sufficient basic information to effectively operate and maintain this
equipment.
This manual represents todays typical design and is subject to change without notice. If
additional help is needed, contact the closest Cooper Energy Services Group Aftermarket
office or the Ajax-Superior Field Engineering Department in Springfield, Ohio.
This manual is divided into sections listed in the Table of Contents. Each begins with a
general description of the equipment or system discussed and includes operating data,
clearances, and information vital to operation.
Reference may be made in the text to other manufacturers literature contained in the
Auxiliary Equipment section which must be consulted, along with drawings or diagrams in
the Parts List, for clarification of specific systems and components. Obtain the most recent
versions of all referenced Engineering Standards and Service Bulletins before using this
equipment.
Sufficient operating manuals, including parts lists for the installation, are included with
every Superior product. Additional copies can be obtained by contacting any Energy
Services Group Aftermarket office. It will not always be possible to duplicate the original
manuals over a period of years due to revisions made in the manuals. However, every effort
will be made to give you information that will be helpful and will closely duplicate the
original manuals.
Unit Identification - Serial Numbers
Correspondence concerning your compressor and related equipment must include the serial
numbers of the frame and cylinders.
1. The Compressor Frame Serial Number applies to the frame and running gear parts. It is
located on the frame nameplate which is attached to the top cover.
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2. Each Compressor Cylinder has its own serial number which is stamped on a name plate
attached to the cylinder.
3. These serial numbers should be included in all requests as a reference for Ajax-Superior.
Figure 2-1 Frame Nameplate M
00744
Figure 2-2 Cylinder Nameplate
M
00743
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Compressor Description
The Ajax-Superior Compressor has been engineered for reliable, continuous, heavy duty and
long life with trouble free operation. These ruggedly constructed, balanced-opposed type
compressors are built to match the high speed, high precision, high quality, field proven
standards as the Superior Engines. Ready accessibility of all wearing parts mean simplified
maintenance and dependable service. The balance-opposed design, with two crank throws
separated by a crank cheek, has become the modern standard for reciprocating compressors.
Main and connecting rod bearings are of thin wall, steel backed, split, precision design. The
crankshaft can be 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 which protects the lube oil pump. A full-
flow lube oil filter with a differential pressure indicator to indicate a plugged filter, protects
all frame running parts.
Although piston and rod lengths may vary according to the stroke and model, all cylinders
will fit interchangeably on the standard crosshead guide. Careful attention has been given to
the cooling of cylinders designed for a 1.5 to 5:1 pressure ratio.
Variable Volume Pockets are furnished as standard equipment on all cylinder classes, except
the model #602 through #605 forged steel cylinders. On these cylinders, other methods of
adding clearance, such as fixed heads (some with center plugs), fixed volume heads, or
valves spaces can be furnished when required.
The purpose of this manual is to familiarize operating and maintenance personnel with the
design and construction of the compressor. Thus, they can understand the functions of the
various parts and know how to care for them in order to obtain the most satisfactory
compressor performance.
The MH6 and WH6 compressors are all of the same basic configuration but vary in size and
rating of certain components. The general configuration of each compressor and various
cylinder head options are shown in Figure 2-3, Figure 2-4 and Figure 2-5.
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Figure 2-3 WH/MH Transverse Cross Section M
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Figure 2-4 WH Compressor Longitudinal Cross Section M
00746
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Figure 2-6 WH/MH Cylinder Head Options M
00747
Cylinder Head Plug
Typical Variable Volume Pocket
00749
00748
Pneumatically Operated Pocket
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Crankshaft Rotation
When facing the oil pump end of the frame, counterclockwise rotation is standard.
Balancing AJAX-Superior Compressor
Ajax-Superior manufactures balanced opposed reciprocating compressors having 1 to 6
cylinders. The cylinders range in size from 3" to 26.5" diameter and may be mounted on the
frames in various combinations.
Since the goal is to produce a balanced opposed compressor, it is necessary to make the
reciprocating weights on each pair of opposing throws approximately the same. This is quite
a task, in view of the large number of cylinder sizes and throw location combinations that are
possible, and because each piston and rod assembly (piston, rings, piston rod and cap
screws) has a certain combined weight which will probably be different from the weight of
the piston assembly that it will oppose.
Balancing of the unit is accomplished by using both an appropriate weight crosshead
assembly and a piston rod jam nut (balance nut) to obtain a maximum weight difference not
exceeding 2 pounds on the opposing throws. The crosshead assembly consists of a pair of
shoes, the bolts and nuts to attach the shoes, and the crosshead. There are two different
weight crossheads available. Also available are balance nuts in 5 lb. increments. Consult
Ajax-Superior Engineering for details concerning the use of the special weight nuts. In
addition to the above mentioned balance parts, the connecting rod weight is also involved in
the balance. Connecting rods vary in weight and when the units are assembled at the factory,
care is taken to select the connecting rods so that the weight variation for opposing throws
does not exceed 1 lb.
Every effort should be made to achieve as near equal balance between opposite throws as
possible.
Caution
!
The maximum allowable variation is two pounds on the reciprocating weights and one
pound on the connecting rod weights for each pair of opposing throws.
This does not apply to adjacent throw pairs, which sometimes vary by 100 lbs. or more,
depending on cylinder sizes.
The estimated balance for the original assembly of a compressor is recorded on the
Compressor Torsional and Balance Data Sheet. A copy of the data sheet for this compressor
is included in the Instruction Manual, and should be referred to in the event a change which
would affect the balance is contemplated. The actual weight of parts can vary from the
estimated weights. Also, when replacing crossheads, connecting rods, pistons, or changing
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piston ring material, the new parts should be weighted in order to reaffirm the actual unit
balance.
Warning
!
Failure to verify and correct compressor balance can result in excessive mechanical
vibration, frame cracking, piping vibration, foundation cracking and other damage
to the compressor. I t also creates a potentially UNSAFE operating condition for the
operator.
Compressor System Vibration
Due to the nature of the horizontal compressor design, the reciprocating weights generate
some vibrational forces. Proper balance of reciprocating weights on opposing throws will
minimize this effect.
Compressor systems including skids, bottles, piping, valves and other components are
subject to vibration. The design goal is to have a system free of vibrations in the normal
operating speed range.
Operators and maintenance personnel should be alert for excessive system vibrations that
can cause damage to equipment. Normally, clamping or adding additional support to a
vibrating component will raise its natural frequency and eliminate the vibration problem.
Compressor cylinder mounting can be stiffened, if necessary, by attaching additional
supports directly to the cylinder from the skid or foundation. Most cylinders now have a
machined boss with drilled and tapped holes for attaching an outboard cylinder vibration
suppression device. This is the preferred method of attachment.
Compressor Specifications
Table 2-1 Compressor Specifications*
Specification Type Of Unit
MH6 WH6
Number of Throws 2-6 2-6
Stroke Inches (mm) 6 (152.4) 6 (152.4)
Speed Range - RPM 600-1200 600-1200
Horsepower Per Throw @ 1200
RPM-hp (kw)
900 (671) 900 (671)
Rod Load-kips (kg) 38 (17,237) 50 (22,680)
Rod Diameter - inches (mm) 2.25 (57.15) 2.5 (63.5)
Connecting Rod Length
Center to Center - inches (mm)
14.5 (368.3) 15.0 (381.0)
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Crosshead Guide Bore
Diameter - inches (mm)
10.5 (266.7) 12.75 (323.85)
Crosshead Pin Diameter -
inches (mm)
4.0 (101.6) 4.75 (120.65)
Crosshead Shoe - Oiling
Method
External Internal
Lube Oil Filter Differential
Pressure - Normal
< 5 psi --
Lube Oil Filter Differential
Pressure - Alarm Point
15 psi --
Lube Oil Filter Differential
Pressure - Shutdown
25 psi --
Maximum Limit for
Recriprocating Weights
397 lbs 397 lbs
* Subject to change without notice.
Table 2-1 Compressor Specifications*
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Section 3
Lubrication And Cooling
General
The responsibility for selecting the proper lubricant is primarily that of the supplier. Use of
only products with field proven reliability and merit, produced by responsible concerns will
provide the best assurance for achieving effective lubrication. Use of such products should
always be accomplished according to the manufacturers recommendations. If a
compounded oil is used, the non-corrosiveness of this oil must be looked into very carefully.
The oil must not contain substances which might be injurious to tin or lead base babbitts and
should be non-corrosive to copper-lead alloys. Similar, synthetic lubricants must be reviewed
for compatibility with compressor materials.
Compressor design, operating conditions, and the gases being handled all have a significant
effect on how well a lubricant performs in the given application. The following will assist
users in selecting the proper lubricant for each application.
Any lubricant that performs satisfactorily in a Superior engine will generally perform well in
a compressor frame. Compressor frame lubricating oils should normally be the same as used
in the engines and should be selected in accordance with Superior Engineering Standards ES
1001 and 1002.
In addition to the above requirements, the frame lubricant must be capable of operating with
the type of gas being handled by the compressor cylinders. For most sweet natural gases and
allied gas services, a lubricating oil with the minimum qualities specified in ES 1001 and 1002
will be suitable. In applications where the compressor cylinders are handling corrosive gases
such as H
2
S or CO
2
, a lubricant with a higher TBN or method for adequate retention of the
original TBN is recommended for service in the frame.
Lubricating Oil Requirements
A good mineral oil which provides resistance to oxidation and corrosion is generally
satisfactory for lubrication in a reciprocating compressor which has its crankcase sealed off
from the cylinders. However, there is no objection to the use of a detergent type oil if this is
more readily available. The best assurance of obtaining a suitable oil is to use only products
of well known merit, produced by responsible concerns, and used in accordance with their
recommendations. Do not permit your compressor to be used as an experimental unit for
trying out new or questionable lubricants.
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In some cases it may be convenient or practical to use the same type oil in the compressor as
is used in the compressor drive engine. This is permissible as long as the engine oil is of
proper viscosity. The oil should be selected per the recommendations of this section.
Compressor Frame Lubrication
The frame lubrication system consists of a gear driven pump, pressure relief valve, oil cooler,
and oil filter. (See figure 3-1 or 3-2).
Caution
!
Verify that the oil temperature in the sump is heated to at least 40F before attempting to use
compressor.
Prior to start-up, the frame lubrication system should be primed by using the lube oil hand
priming pump or automatic priming pump. Use of this pump will prevent oil starvation in
the bearings during start-up, prolonging compressor life. Compressor design, operating
conditions, and the gases being handled all have a significant effect on how well a lubricant
performs in the given application.
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.
Figure 3-1 Lube Oil System Schematic M
00750
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When starting the compressor, verify a lube oil header pressure of 20 psi (138Kpa) or greater
occurs within 5 seconds of compressor start-up. 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 2.5 inches (1.5 on MH62) or if the oil level falls 1 inch from normal level.
Any lubricant that performs satisfactorily in a Superior engine will generally perform well in
a compressor frame. Compressor frame lubricating oils should normally be the same as used
in the engines and should be selected in accordance with Superior Engineering Standard ES
1001.
The frame lubricant must be capable of operating with the type of gas being handled by the
compressor cylinders. For most sweet natural gases and allied gas services, a lubricating oil
with the minimum qualities specified in ES 1001 and 1002 will be suitable. In applications
where the compressor cylinders are handling corrosive gases such as H
2
S or CO
2
, a lubricant
with a higher TBN or method for adequate retention of the original TBN is recommended for
service in the frame.
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.
Note
The regulator is not designed to make up large quantities of oil in a short time period, such
as refilling the crankcase after oil or filter changes. I ts function is to compensate for small
losses that occur during normal operation.
Oil change periods, in general, may be longer than the period required for
compressor drive engines. An initial break-in period of 300 to 500 hours is
recommended. Thereafter, the filter element should be changed and the drainage
periods can be increased to 2000 hours or longer, providing the filter element
remains in good shape and the oil stays reasonably clean. However, if the
oil is badly discolored and loaded with insolubles, it should be drained off
and replaced when the filter element is changed.
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Compressor Cylinder Lubrication
Some cylinders require cylinder bore lubrication and rod packing lubrication. A force feed
lubricator is used to provide this. See figure 3-2.
IT IS IMPORTANT to provide safe and ample lubrication by the properly adjusting the force
feed lubricator pumps. Observe the detailed instructions, given in Section 5, when first
starting up the compressor. With all lubricator pumps set at full 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.
Because of the variety of gases and operating conditions encountered by Superior
compressor cylinders, the lubricant must be selected with the proper characteristics to be
suitable for the application involved. Contact Superior Engineering for a copy of ES 1002 for
detailed information on selecting lubricants. In all applications, the oil used for compressor
cylinders should have the following qualities:
Good wetting ability.
Oxidation and corrosion inhibitors not required, but may be beneficial.
Clean and well refined.
High film strength.
Figure 3-2 Force
Feed Lubricator
M
00751
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Pour point must be equal to gas suction temperature minus 15-20F.
Good resistance to carbon deposits and sludging formation. If any carbon is formed, it
should be the soft, loose, and flaky type.
Minimum flash point of 400F.
Lubrication Rate
The lubrication rate may be determined as follows: A fairly generous feed rate for a 6" stroke
compressor running at 1200 rpm will be 1/5 pint per day for each inch of cylinder bore
diameter. Piston rod packing is treated as a separate cylinder and the feed rate is doubled.
That is, a 2-1/2" diameter rod packing is fed at the same rate as a 5" diameter cylinder.
As an approximate setting for the vacuum sight feed type lubricators, the feed rate of 1/5
pint per day 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 2 drops per minute per inch of bore for a light oil.
EXAMPLE:WH62 Compressor with one (1) 10" cylinder and one (1) 20" cylinder
operating at 1200 rpm:
2.5" Packing = 2 x 2.5 x 1/5 pint/day = 5/5 or 1.0 pint/day (5-10 drops per minute)
2.5" Packing = 2 x 2.5 x 1/5 pint/day = 5/5 or 1.0 pint/day (5-10 drops per minute)
10" Cylinder = 10" x 1/5 pint/day = 2 pints/day (10-20 drops per minute)
20" Cylinder - 20" x 1/5 pint/day = 4 pints/day (20-40 drops per minute)
Total Lubrication Rate = 1.0 + 1.0 + 2.0 + 4.0 = 8.0 pints/day
The feed rate specified for break-in and for normal operation may be approximated by
adjusting the pumps as shown on the Cylinder Lubrication Sheet, but a check should
always be made in terms of 24 hour oil consumption.
Pump Per Point System
If a cylinder has more than one feed point, and more than one pump, the requirements for
lubrication should be split evenly. On a normal force feed lubricator, the proper
proportioning of oil to cylinders and packing should, as a first approximation, be adjusted by
the drops per minute method; but a check should be made in terms of actual 24 hour oil
consumption, and the feed rate of all pumps adjusted up or down in the same
proportion as the size of the cylinders being fed.
The check on lubrication rate which takes precedence over any other method
is a visual inspection of the compressor cylinder. This should be done (by removing a valve
at each end) after 48 hours of 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.
Separate pumps may be adjusted up or down as indicated by this inspection.
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Proportional Lubrication System
This lubrication system of the distribution block type is a metered positive, displacement
method of lubricating the compressor cylinders and packing. Since the system operates on a
proportional basis, a single adjustment at the force feed lubricator pump increases or
decreases the flow proportionally 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.
Description
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 (1) accurately measured shot sizes, and (2) 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 disc in the lubricator collector manifold.
Operation
The operation of a typical lubrication system is as follows:
Lubricant flows into the collector manifold where the pump discharge lines
are combined into one. It then is passed through a strainer, a shutdown switch, and into
the proportioned distribution block.
Should blockage occur at one of the lubrication points in the cylinder or packing,
the pressure build-up in the line will rupture an aluminum disc in the pin indicator. The
pin will be moved forward indicating a problem in the line. The pin can re-seal if the pres-
sure is removed.
As the 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 distribu-
tion block gives a visual indication of the point where the blockage occurred. Before re-
starting, 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
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discs that determine the rupture pressure. Refer to rupture disc data sheet inAuxiliary
Equipment section of this manual.
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" pipe plugs in the face of the block must be loosened also, for the same
reason.
Caution
!
High pressure oil streams may puncture skin. Use proper wrench and keep hands away from
the immediate point where the system is purging air.
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
I f distribution block must be disassembled for cleaning, observe the following:
(a) Record order of manifold sections and outlet positions in order to facilitate reassem-
bly.
(b) Have a clean work area.
(c) Avoid vise marks; protect ground surfaces, and NEVER grip the ground mating sur-
faces in a vise.
(d) Pistons are not interchangeable - - each piston is match-honed to its cylinder.
(e) Pistons are removed by hand-punching with a brass rod (either way).
(f) Clean all sections with an approved solvent.
(g) Do not disassemble check valves - - clean with compressed air. Replace defective
parts, as required.
(h) Use all new gaskets when reassembling manifolds.
(i) Torque must be carefully observed when reassembling manifolds, as follows:
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Distribution Block Tie Rod Nuts 20-25 Ft. Lbs.
Check Valves 15-20 Ft. Lbs.
End Plugs 15-20 Ft. Lbs.
Alternate Outlets And Pin Indicators 10-15 Ft. Lbs.
Lubricator Worm And Gear Drive
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.
Compressor Frame Lube Oil Cooling
The compressor frame is lubricated by the pressurized lubrication system. The oil must be
cooled by the shell and tube cooler provided with the compressor (shipped separate for
mounting by the packager). Oil should be circulated through the shell side and coolant
through the tube side of the cooler.
The maximum recommended oil temperature for oil returning to the frame is 175F. To
insure this oil temperature, coolant temperature and flow must be selected to remove heat
according to the following:

Table 3-1 Oil Cooling Specification
Compressor Model Heat Rejection In BTU/Hr
(At 1200 RPM)
Figure 3-3
M
Vent Fill Plug
Upper
Plug
Drain Plug
00752
Filling Instructions
1. Remove vent/fill plug.
2. Loosen upper plug.
3. Fill with Exxon TK-680 Cylessic
oil (ISO680 Agma-8) until it
begins to leak at upper plug.
4. Tighten plug, install/fill plug.
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Cylinder Cooling
The Ajax-Superior compressors cylinder jackets can be cooled by one of three ways: (1) Dry
jacket, (2) Standpipe, or (3) Circulated water cooling.
1. Dry jacket cooling is generally used where the gas discharge temperature is less than
140F. and gas inlet temperature is greater than 60F. In this form of cooling, the air
present inside the cylinder water jacket is the medium which transfers heat out of the cyl-
inder. The cylinder jackets must be vented when this form of cooling is used.
2. In standpipe cooling, a water with corrosion inhibitor and/or antifreeze solution is
used as the medium for heat transfer. The cylinder jackets are filled with the coolant and
then vented to the atmosphere at their highest point. The vent (or standpipe) should be a
6" long vertical section of pipe which will contain the coolant when it expands. The pipe
must be topped with a vented cap to prevent dirt from entering the coolant. This form of
cooling may be used when the gas discharge temperature is less than 250F. and the rise
between gas suction and discharge temperature is less than 170F. The temperature of the
liquid coolant will reach a mean temperature somewhere between the suction and dis-
charge gas temperatures. Accordingly, a coolant must be chosen whose boiling point is at
least 25F greater than the mean temperature and whose freezing point is at least 25F less
than the suction gas temperature (or ambient, whichever is lower).
3. The third form of cooling is by coolant circulation through the cylinder jackets. This
form of cooling must be used on compressor cylinders having gas discharge temperatures
greater than 250F. or a gas temperature rise greater than 170F.
For maximum performance, it is recommended that the cylinder coolant temperature be
maintained 10F to 15F higher than the suction gas temperature. At lower coolant
temperatures, condensation forms on the cylinder walls. This condensation must be avoided
as it has a tendency to wash the oil film from the cylinder bore, promote corrosion (especially
in non-lubricated cylinders), and cause internal damage by excessive wear on rods, rings,
valves, and the cylinder bore due to lack of lubrication. Also, condensates are incompressible
fluids which can cause damage to any cylinder part by creating forces well beyond the
capability of the machine.
To control condensates and still maintain optimum cylinder performance, the coolant must
be monitored and regulated. This is accomplished by monitoring the coolant in and out
temperatures for each cylinder with thermometers and sight flow indicators. From these
MH62/WH62 42,000
MH64/WH64 65,000
MH66/WH66 110,000
Table 3-1 Oil Cooling Specification
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readings, the operator may regulate the water flow to each cylinder by using a water
regulating valve until a coolant temperature differential of 10F (15F maximum) is obtained.
Note
Applications that require low suction temperatures (Below 40F) should be coordinated with
Superior Engineering.
Packing Cooling
In the majority of applications, rod packings will perform satisfactorily without a coolant
being circulated through the packing case and therefore dont have coolant passage. Some
applications, however, do require that the packing cases be cooled in order to achieve
adequate packing ring life. These applications usually involve high pressures and
temperatures, marginal lubrication (characteristically encountered with wet and sour gases),
and unclean gases. On these units, the packing cases are provided with internal coolant
passages. (See Figures 3-4 and 3-5.)
Adequate cooling flow through the packing cases at a satisfactory temperature is required to
properly conduct the heat out of the packing. Inlet coolant temperatures should be as cool as
possible, but no higher than 90F. is recommended to achieve optimal cooling. The coolant
flow required is normally 1 GPM for each inch of rod diameter with a minimum of 2 GPM. A
pressure drop with water coolant of approximately 30 to 50 psig should be expected across
each packing case at the required flows.
Coolant Requirements
The most important consideration for cooling systems is good water quality. The following
chart shows the range of limits for water quality. If raw water is tested and found to have
higher concentrations than the chart allows, it should be treated or de-ionized. If
concentrations are lower, then it should be suitable for use with the addition of inhibitors.
Table 3-2 Water Quality Specification
Standard System Ebullient/Steam
System
pH 7.5 Min. 7.5 Min
Standard System Ebullient/Steam
System
Total Hardness (PPM) 100-170 Maximum 5.0 Maximum
Chlorides (PPM) 25 Maximum 25 Maximum
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A good industrial-type of antifreeze should be used in all closed-type cooling systems. All
industrial antifreezes have some corrosive inhibitors; however, these inhibitors break down
with heat. This requires periodic adjustments to maintain the corrosive protection of the
coolant.
Corrosion inhibitors vary in their chemical make-up and concentrations, depending on the
manufacturer. Most products will do their job with a good quality water (de-ionized or
demineralized), but will not give adequate corrosion protection with hard or impure water.
The key to good protection is clean water and a reliable water treatment specialist.
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.
A clean system is a prerequisite for establishing protection of any cooling system.
Adequately protected closed cooling systems seldom, if ever, present problems caused by
scaling, corrosion, deposits, or cavitation.
There are three types of cooling systems used for stationary engines and compressors: open,
closed, and combination.
Open systems involve cooling towers, spray ponds, and cool the water by evaporation.
Closed systems involve heat rejection through either shell and tube or radiator type heat
exchangers.
Combination systems have the jacket water in a closed system using shell and tube-type
heat exchangers to transfer the heat to an open system using cooling towers, etc.
Both closed and combination-type systems are commonly used and approved cooling
methods. However, because the open-type systems involves not only large volumes of
make-up water, but also ease air-borne contamination, we do not recommend them.
Superior recommends that the compressor coolant system should be pressurized. To
pressurize the system, all radiators and surge tanks must have a 7 to 10 pound pressure cap.
Sulfates (PPM) 20-100 Maximum 20-100 Maximum
Total Dissolved Solids (PPM) 300-400 Maximum 300-400 Maximum
Silica (PPM) ------ 50 Maximum
Table 3-2 Water Quality Specification
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Figure 3-4 Crosshead Guide and Distance Piece - Lube and Liquid Cooled Package M
00753
View Of Typical Distance Piece
00754
Cross Section Through Compressor Distance Piece
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Figure 3-5 Crosshead Guide & Distance Piece - Lube & Non-Liquid Cooled M
00755 View Of Typical Distance Piece
00756
Cross Section Through Compressor Distance Piece
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Section 4
Sour Gas Compressor Applications
General Information
This section defines additional compressor hardware and special materials for use when the
compressor is applied in sour gas or corrosive gas service. The requirements listed are based
on API-11P Standards, dated 1989, NACE MRO175, and Ajax-Superior experience.
Additional specifications may apply to pulsation dampers, piping and other equipment used
in conjunction with this compressor. (See API-11P for additional information.)
These specifications apply to equipment only. Follow safe operating and mainte-
nance procedures associated with personnel around sour gas machinery as dictated
by your company procedures. Sour Gas is poisonous and attacks the nervous system
and can cause paralysis, permanent injury or death.
Hazards of Hydrogen Sulfide or Sour Gas
Caution should be taken when working in or around hydrogen sulfide (H
2
S). This chemical
is dangerous and can cause harm to personnel. H
2
S 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 rely on your sense of smell as a detection method.
The following information gives some general information on the concentrations levels of
H
2
S and its effect on the body. This should be thoroughly read and understood before
working in an H
2
S environment.
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Concentration Levels
The equipment specifications are based on three levels of sour gas plus additional NACE
requirements as defined by the following percentages of H
2
S:
Level I Less than 2% H2S (by volume)
Level 1-11P 2% to 5% H2S
Level 2-11P Greater than 5% H2S
Enhanced TrimNACE MR0175 Guidelines
Trim Requirements
Hydrogen Sulfide (H
2
S) Concentrations Up To 2% By Volume:
N 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 rec-
ommended.
N 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
Table 4-1 Hydrogen Sulfide Effects
H2S Concentration Effects
1 ppm (.0001%) Detectable of Rotten Eggs Odor.
Protective Equipment Is Recommended For Any Concentrations Over 10 ppm (.001%)
100 ppm (.01%) Kills sense of smell in 3 to 15 minutes. May burn
eyes and throat.
200 ppm (.02%) Kills sense of smell rapidly. Burns eyes and
throat.
500 ppm (.03%) Loss of reasoning ability and sense of balance.
Respiratory disturbances will occur within 12 to
15 minutes of exposure. Requires prompt artifi-
cial respiration.
700 ppm (.07%) Rapid loss of consciousness and breathing. Death
will result if not removed quickly. Immediate ar-
tificial respiration is required.
1,000 ppm (.10%) Immediate unconsciousness. Permanent brain
damage may result if not rescued immediately.
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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.
N The frame lubricant must meet or exceed the requirements of MIL-L-2104B, Supplement
No. 1.
N 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.
N Compressor cylinder lubricants must adhere to the requirements of Ajax-Superior Engi-
neering Standard ES 1002. 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 re-
quired.
N The compressor cylinder lubricant rate is to be double the normal rate for equivalent non-
sour gas applications.
N All brass, bronze, copper and other copper alloys are to be avoided on hardware for all gas
wetted parts.
N The distance piece is to be properly vented in accordance with local safety standards to
provide maximum safety to personnel.
N Soft iron or aluminum gaskets are to be used between the valve and valve seat.
N The O-ring material used for standard equipment is Viton (Spec. 473) and this is also ac-
ceptable for H2S service. For lower temperature operations (< 27F) Neoprene (Spec. 479)
can be specified as an option.
Level 1-11p Trim (H
2
S Concentrations of 2% - 5% By Volume)
All of the requirements applicable to concentrations of less than 2% apply plus the following
additional requirements:
N A suitable corrosion inhibitor should be added to the cylinder lubricating oil.
N Cylinders are to be equipped with a suction flushing system (injection of cylinder lubri-
cating oil into the suction nozzle of each cylinder). This is in addition to the regular cylin-
der lubrication. This helps to resist the natural solvent action of the sour gas and insures
a thorough distribution of oil for better lubrication. It also helps to better form a barrier to
corrosion by coating all the valve surfaces with an oil film.
N Oil slingers are to be used on each compressor rod in the distance piece compartment to
insure that none of the H2S contaminated cylinder or packing lubricant works its way
back into the crankcase and contaminates the frame lubricating system.
N Packing and piston ring material shall either be non-metallic or contain no copper bearing
metals.
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N Compressor valves will be standard construction and hardness.
N All carbon steel, alloy steel, or 12CR steel parts which are gas wetted (come into contact
with the process gas stream) are to have a maximum hardness of 22 HRC. This is to in-
clude all internal fasteners and V.V. pocket screws as a minimum, but excludes valve fas-
teners.
N The piston rods are 17-4 pH stainless steel with a hardness of 28 - 33 HRC (Heat Treat Spec
ZA).
N Forged steel cylinder bodies made of AISI 4142 are to have a maximum hardness of 235
HB. Engineering will evaluate these applications on an individual basis as some cylinder
pressure ratings may have to be reduced because of the mechanical properties restrictions.
Level 2-11p Trim (H2S Concentrations > 5%)
All of the requirements for H2S concentrations of 2%-5% apply plus the following:
Valve components made of carbon steel or AISI 4140 alloy steel shall have a maximum
hardness of 22 HRC (Heat Treat Spec. H2S). This reduces the pressure differential capability
of any specific valve design and thus the pressure differential capability of the cylinders.
Engineering will evaluate these on an individual basis and select appropriate alternative
designs to meet the application requirements.
This reduced hardness requirement also includes steel valve cages (retainers) when they are
used.
Compressor valve components may also be made of AISI 416 stainless steel with a maximum
hardness of 22 HRC.
Valve plates wherever possible are to be plastic to better prevent seat wear against the softer
valves seats.
When metallic plates are required, 410 stainless steel with a hardness of 17 to 22 HRC will be
used.
Nimonic 90 valve spring material will be used.
Two compartment configuration of distance pieces is required. The outer compartment must
be purged with inert gas to a pressure of 3 - 5" H2O.
All compressor cylinder and distance piece critical bolting, capscrew, studs, and nuts which
come in contact with the process gas stream shall conform to ASTM A913-B7M (bolts and
studs) and ASTM A194-2HM (nuts).
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All instrumentation that comes into contact with the process stream (liquid level controls,
shutdowns, bourdon tubes, process valving, relief valves, etc.) shall meet the full
requirements of NACE MRO125 except stainless steel tubing fittings. This requirement is the
packagers responsibility.
The distance piece shall be purged with inert gas. The packager is responsible for purging
per these requirements. If other venting or purging systems are desired the details are to be
negotiated between the purchaser and the packager (i.e., vacuum systems or sweet natural
gas purge). The final detailed system should provide for the safety of persons around the
equipment and should prevent contamination of the frame oil with sour gas. Packing cases
will not be purged unless required by the customers.
Enhanced H
2
s Trim Requirements
This section covers H
2
S trim requirements based on guidelines established by NACE
MR0175. This section specifies more rigid H
2
S trim levels than required for standard API 11P
trim.
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.
The requirements are as follows:
N A suitable corrosion inhibitor should be added to the cylinder lubricating oil.
N The cylinders are to be equipped with a suction flushing system (injection of cylinder lu-
bricating oil into the suction nozzle of each cylinder).
N Two compartment distance pieces are required. The outer compartment must be purged
with inert gas to a pressure of 3 - 5" of H
2
O. The inner compartment can either be sepa-
rately vented as described previously or purged with inert gas to a pressure of 3 - 5" H
2
O.
N Oil slingers are to be used on each compressor rod in the distance piece compartment to
insure that none of the H2S contaminated cylinder or packing lubricant works its way
back into the crankcase and contaminates the frame lubricating system.
N Compressor valve springs are to be Nimonic 90.
N Packing garter springs are to be Inconel.
N The piston rods are Stainless Steel with a hardness of 28 - 33 HRC (Heat Treat Spec. ZA).
N Tungsten carbide coating is required in the packing travel area of the piston rods.
N The valve components are to be made of carbon steel or AISI 4140 alloy steel with a hard-
ness of 22 HRC maximum (Heat Treat Spec H2S). This reduces the pressure differential
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capability of any specific valve design and thus the pressure differential capability of the
cylinders. Engineering will evaluate these on an individual basis and select appropriate
alternative valve designs to meet the application requirements. Compressor valve com-
ponents may also be made of AISI 416 stainless steel with a maximum hardness of 22 HRC.
N This reduced hardness requirement also includes steel valve cages (retainers) when they
are used.
N Forged steel cylinder bodies are to be made of AISI 4142 with a maximum hardness of 235
HB. Engineering will evaluate these applications on an individual basis as some cylinder
pressure ratings may have to be reduced.
N All steel gas wetted parts are to have a maximum hardness of 22 HRC. This is to include
all internal fasteners and V.V. pocket screws as a minimum.
N Valve plates wherever possible are to be plastic to better prevent seat wear against the soft-
er valve seats.
N When metal plates are required, 410 stainless steel with a hardness of 17 to 22 HRC shall
be used.
N All compressor cylinder and distance piece critical bolting, capscrews, studs, or nuts
which come into contact with the process gas stream shall conform to ASTM A193-B7M
(bolts and studs) and ASTM A194-2HM (nuts).
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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 somewhat 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.
Foundation
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. Ajax-Superior 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 loading and the possibility of rocking. When
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freezing temperatures are likely to occur, the foundation must be carried well below the
lowest expected frostline as determined by the foundation engineer.
Figure 5.0-1 Base Frame/Skid Mounting M
00757
Figure 5.0-2 Block (Concrete) Mounting M
00758
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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. See
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: (1)
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. (2) Provide allowance for
misalignment. A piece of 2.5" to 3" pipe or metal tube positioned around each bolt, as shown
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.
Figure 5.0-3 Foundation Bolt Positioning M
00759
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Placement And Leveling
After the foundation has been completed and the concrete has had ample time to thoroughly
set, the unit is ready to be placed upon the foundation.
First, remove the template and chip off the top layer of pure cement and sand so that the
grout will have a good solid surface for bonding. Then, clean the top surface of the
foundation thoroughly. Soak the surface for several hours before pouring grout, but make
sure there is no standing water. Remove the stuffing from around the foundation bolts.
Next, screw each jackscrew through the frame (Figure 5-1 and 5-2) in a manner which would
support the frame approximately 1" to 1.5" above the foundation. This provides for leveling,
aligning and grouting. (There should be a jackscrew at each holddown bolt.)
With the compressor resting on the jackscrews, check to see that it is level. Place level on top
side of frame as required to level in both directions all around. Bring frame to level by
adjusting jackscrews. Keep all jackscrews snug. After levelling, foundation bolt nuts should
be secure but NOT TIGHTENED. It is very important the unit is aligned as accurately as
possible so that after grouting or shimming has been completed, the foundation bolts may be
pulled down without any resulting stresses.
Grouting
The compressor frame may be grouted to a concrete or steel sub-base. In either case a grout
form must be used. Some use a steel grout tray instead of wood. Do not remove stuffing
from foundation bolts pipe casing before pouring grout. The bolts should not be encased so
that they are free to stretch.
Before grout can be poured, a grout form or dam must be constructed on top of the
foundation completely around the baseframe. This form should extend a minimum of 1" to
1.5" beyond the outer perimeter of the compressor baseframe and be deep enough (1.25") so
that at least 1/4" of the grout will come up above the bottom edge. See Figure 5-2 and 5-3.
On a block mounted installation the area under the center of the frame should not be
grouted. Leave the space empty to aid cooling. Also, only the necessary amount of grout
will be needed. A piece of hose or Styrofoam may be used to blank off this area. Whereas
Styrofoam may be left in place, it is important that there is air space under the unit. An
epoxy grout (or non-shrink grout) is recommended in preference to cement. Pour the grout
into the area contained by the grout form so that it comes up at least 1/4" above the bottom
edge of the base. Work the grout up under the inside of the base and into the sleeves around
the anchor bolts. Work grout under frame or baseframe cross-members as well as outside
members. Trowel off for smoothness and allow to set.
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Caution
!
Responsibility for the grout belongs with the customer or his contractor. Grouting material
instructions should be carefully followed. Failure to comply with this warning may result in
damage to your unit.
When the grout has completely hardened, LOOSEN THE JACKSCREWS and tighten down
all the foundation bolt nuts evenly. Make sure that no stresses are set up when pulling down
the nuts by checking alignment with a dial indicator.
Coupling Installation And Alignment
The success of a compressor installation depends greatly upon the construction of the
foundation and upon the care used to align the compressor with its driver. The standard
flexible coupling used to drive the SUPERIOR compressor is shown in Figure 5-4. Installation
is as follows:
a. Disassemble the flexible coupling. Note the arrangement of bolts, washer, and nuts.
They must be replaced in their original position. Tie a string or wire through one bolt hole
of the laminated rings (A) (Not shown) to retain the dialed position of individual discs.
Figure 5.0-4 Flexible Coupling Assembly M
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Note
Laminated rings must be re-assembled in the coupling exactly as received.
b. Mount flange (B) (Not Shown) on engine flywheel. Torque flange screws per Table 5-1
and lockwire together. Mount hub (C) on compressor crankshaft. (See instructions given
in 7.13 DRIVE COUPLING HUB.)
c. With engine and compressor moved into position, as shown on the Outline Drawing,
reassemble coupling. Dimension (D) (Not Shown) must be maintained during the
following alignment procedure.
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. After attaching dial indicator as shown in Figure 5-5B, rotate coupling 360 degrees to
locate point of minimum reading on dial; adjust indicator to zero.
e. Rotate coupling 360 degrees. Observe misalignment reading.
f. Move engine or compressor, or both, until dial indicator reading does not exceed .0003"
for each inch of diameter at indicator stem. This is approximately .006" (.15 mm) at outside
diameter of flange B (Figure 5-4). This corrects angular misalignment.
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.
Figure 5.0-5 I ndicator Method of Alignment M
00761
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i. Mount dial indicator as shown in Figure 5-5C 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 .004" (.10 mm).
k. Torque all bolts. See Table 7-2 for recommended torque values.
After several hours of operation, recheck both alignment and bolt torque.
l. When proper alignment is attained within the previously specified limits, the laminated
rings (A) must appear vertical and undistorted. There must be no end thrust due to poor
initial assembly of the coupling.
n. Alignment should be checked periodically. Realign unit when parallel misalignment
exceeds .014" (.36 mm) T.I.R. and/or angular misalignment exceeds .020" (.51 mm) T.I.R.
Note
Couple bolts are tightened at the factory for shipping purposes only. When installing cou-
pling, the above values apply to bolts and locknuts as they are received from the factory. I f
any additional lubricant is used or if the threads are wiped dry, these values must be modi-
fied.
Note
Bolt heads should be held and locknut only turned, when tightening coupling bolts.
Table 5-1 Thomas Flexible Coupling Torque Valves
Coupling Size Bolt Size Threads/Inch Torque
(Foot-Lbs)
Dimension-D
Figure 5-4
500 3/4 16 260 8-3/4
550 7/8 14 350 9-7/8
600 1 14 490 10-7/8
700 1-1/8 12 630 12-7/16
750 1-1/4 12 830 13-1/2
800 1-3/8 12 1100 14-3/4
850 1-1/2 12 1400 15-3/4
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Crankshaft Web Deflection
The compressor should be aligned to the driver according to the instructions given above.
During the alignment procedure, the crankshaft web deflection should be measured on the
number one throw. (See Figure 5-6.) The deflection should not be greater than .001" (.025
mm). The deflection should be periodically checked and should not exceed .002" (.051 mm).
Cylinder Mounting
Cylinders are normally mounted on the compressor frame when shipped to a location.
Sometimes, because of shipping and packaging restrictions, cylinders may be shipped
separately. If that is your case, remove cylinder head and the piston and rod assembly from
the cylinder body.
When reassembling the cylinder to the crosshead guide, use the nut tightening sequence
shown in Figure 5-7. 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.
Caution
!
After the cylinder is mounted and torqued, install the piston and rod assembly and the
cylinder head. See the next paragraph for the proper way to pass the piston rod through the
Figure 5.0-6 Crankshaft Web Deflection Measurement M
00762
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packing.
The Cylinder Head must be properly indexed on the mounting studs so that Valve Cut-outs
will be aligned with the valve locations in the Cylinder Body.
Sliding Rod Through Packings.
Obtain the piston rod starter tool shown in Figure 5-8 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.
Setting Piston End Clearance
Piston end clearance is set by screwing the piston and rod assembly further into or out of the
crosshead. With a cold compressor, the total clearance should be distributed with two-thirds
on the head end and one-third on the crank end of the cylinder. This allows for thermal
growth of the reciprocating assemblies during normal operation.
Measure end clearance as follows:
a. Remove a valve from each end of the cylinder.
b. Bar over the compressor, at least one revolution in the normal operating direction, to
insure all parts are working freely.
c. While barring the compressor over again, head end clearance is taken by inserting a 1"
length of solder between the approaching piston and cylinder head. Pistons 10" and larger
should use solder inserted from both sides to keep the piston from cocking and giving a false reading.
(See Figure 5-9.) Measure the crushed wire. (See Figure 5-10.) The head end clearance
should be .070 to .090" 1.78 to 2.28 mm) for a cold compressor.
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d. Check the crank end using the same method. For a cold compressor, the crank end
clearance should be .030 to .050 (.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 MH6 and WH6 piston rods both are threaded
with 10 threads per inch. Thus one complete turn of the piston and rod assembly moves it
.100" (2.54 mm).
f. After adjusting the piston and rod assembly, recheck the head end and crank end
clearances.
g. After setting the piston end clearance, re-torque the balance nut. See Table 7-2 for
torque values.
Figure 5.0-7 Piston End Clearance Check M
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Figure 5.0-8 Measuring the Piston End Clearance M
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Piston Rod Run Out
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 run out. Proceed as follows
a. Bar over the compressor until reaching the crank end dead center position.
b. Place two dial indicators as close to the packing as possible. Zero the two dial
indicators.
c. Bar over the compressor until reaching the head end dead center position. Record
indicator movement.
d. Compare the vertical run out results with the graph. (See Table 5-2.) The horizontal run
out should not exceed .001" (.025 mm)
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. If the run out still exceeds limitations,
contact your Energy Services Group Aftermarket facility for assistance.
f. If the vertical run out exceeds acceptable limits, check the packing case as explained for
horizontal run out. Also, check the piping and bottles attached to the cylinder to see if they
are distorting the cylinders. If run out still exceeds limits, loosen the cylinder to crosshead
Figure 5.0-9 Dial I ndicator M
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Guide nuts and re-tighten them. If the run out is still beyond acceptable limits, contact
your Cooper Energy Services Aftermarket facility for assistance.
Table 5-2 Vertical Runout Tolerances
Cylinder
Diameter
Cylinder
Number
Bore to Piston Rider Ring
Running Clearance
(At 70F)
Rod Run-Out
(At 70F)
6.00" 615 .012 to .030 -.0004 to -.0014)
6.25" 616 .012 to .030 -.0004 to -.0014
6.75" 617 .012 to .030 -.0004 to -.0014
5.75" 618 .012 to .019 -.0005 to .0007
6.25" 619 .012 to .019 -.0005 to .0007
6.75" 620 .012 to .019 -.0005 to .0007
7.25" 621 .012 to .019 -.0005 to .0007
6.00" 659 .014 to .025 -.0004 to .0012
6.50" 660 .013 to .028 -.0005 to .0018
7.00" 661 .016 to .029 -.0005 to .0018
7.50" 625 .015 to .033 -.0005 to .0018
8.00" 626 .016 to .034 -.0005 to .0018
8.50" 627 .017 to .032 -.0002 to .0018
9.50" 628 .019 to .034 -.0002 to .0018
10.25" 629 .019 to .034 -.0001 to .0018
9.00" 630 .019 to .034 -.0001 to .0018
9.50" 631 .019 to .034 -.0001 to .0018
10.0" 632 .019 to .034 -.0001 to .0018
10.5" 633 .019 to .034 -.0001 to .0018
11.0" 634 .019 to .034 -.0001 to .0018
11.5" 635 .019 to .034 -.0001 to .0018
12.0" 636 .019 to .034 -.0001 to .0018
11.0" 637 .022 to .037 .000 to .002
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Installation Of Cylinders To Frame
Superior cylinders are interchangeable on the various frame throw locations. Each cylinder
is attached to the crosshead guide with bolts. These bolts must be tightened in the sequence
as shown in Figure 5-7. See Section 7 for proper torque values.
11.5" 638 .021 to .036 .000 to .002
12.5" 639 .038 to .053 .0013 to .0033
13.0" 640 .039 to .054 .0013 to .0033
14.0" 641 .015 to .033 -.003 to .0019
14.5" 642 .016 to .034 -.003 to .0019
15.0" 643 .017 to .035 -.0003 to .0019
15.75" 644 .018 to .036 -.0003 to .0019
17.0" 645 .030 to .046 .0003 to .0027
18.0" 646 .030 to .046 .0003 to .0027
19.5" 648 .079 to .097 .0032 to .0049
20.5" 649 .079 to .097 .0032 to .0049
22.5" 650 .083 to .101 .0035 to .0052
23.5" 651 .083 to .101 .0035 to .0052
25.5" 652 .083 to .101 .0035 to .0052
26.5" 653 .083 to .101 .0035 to .0052
Table 5-2 Vertical Runout Tolerances
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Section 6
Operation
Preparation For Initial Start-up
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.
Caution
!
Read this manual and familiarize yourself with the compressor, auxiliary equipment, and
your companys safety procedures before attempting to start this equipment.
a. Check the alignment between the driver and the compressor.
b. Verify the proper torquing of the foundation bolts.
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 to remove any water or foreign material that may have accumulated during ship-
ment or storage.
d. Check the crankshaft for web deflection.
e. Check the piston rod run out. (See Section 5)
Warning
!
Vent the compressor and the process system to the atmosphere before removing any
gas-containing part of the compressor or its associated piping.
f. Remove a valve from each end of every compressor cylinder. (See Section 7)
g. Check the piston end clearances on all cylinders.
h. Add lubricating oil, which meets the proper specifications, to the base and to the lube
oil filter.
i. Check the force feed lubricator for cleanliness and fill to the proper level with oil.
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 cross-
head guides. Hand pump the lubricators to fill lines and eliminate air.
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Warning
!
High pressure oil stream may puncture skin. Use proper wrench and keep hands
away from the immediate point where connection is purging 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 min-
imum of 100 strokes. This should fill all empty oil lines.
Note
Oil level in frame should be filled to the level in the Kenco level regualtor NOT the level in
the frame bullseye
n. Hand lubricate the piston rod next to the packing. (This does not apply to non-lubri-
cated applications.)
o. Replace all covers with their respective gaskets and tighten screws according to torque
chart given in Section 1. 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 Of Manual.
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 Superior Engineering Standard ES 3 for
the most up-to-date recommendations.
q. Verify that all safety switches, shutdown devices, and relief valves are properly set and
operational. See Section 7 for recommended set points.
r. Visually verify that all guards are in place.
s. Unload the compressor for start-up by placing the bypass line between the first stage
suction and last stage discharge lines.
t. Verify that suction and discharge block valves are open.
Initial Start Up
1. Open the valves supplying water to the compressor cooling system (when required).
2. Start up and operate the unit under no-load conditions at reduced speed where possible
(600RPM for engine driven units). Check the oil pressure. When the compressor is start-
ed, an oil pressure of 20 psi (138 kPa) must be experienced within 5 seconds or the com-
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pressor must be immediately shut down. Do not restart until adequate oil pressure can be
assured.
3. Run compressor for 2 to 5 minutes at 600 RPM. If driver is a constant speed electric mo-
tor run compressor for only 1 to 2 minutes.
Caution
!
Running compressor at speeds less than 600 RPM for longer than 12 minutes may result in
unusual wear of the packing and piston rings.
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 tempera-
tures.
6. Check piping for oil or water leaks.
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.
8. Start Unit. Bring unit up to full rated speed. Apply load to compressor by closing the
bypass line between the first stage suction and last stage discharge lines.
9. During the initial period of operation, pay close attention to the machine for any unusu-
al high temperature, pressure, or vibration. In the event of equipment malfunction where
excessive vibration, noise, high temperature, or any other dangerous condition exists, the
compressor should be stopped immediately.
Warning
!
Do not immediately remove the equipment covers after the compressor has been
stopped. Allow the unit to cool down to prevent possible explosion due to in rush of
air or injury caused by contact with hot surfaces.
Normal Start Up
Not all of the instructions provided for initial start-ups are required for routine starting. The
following notes comprise the normal starting procedure:
1. Unload the compressor.
2. Operate the force feed lubricator pumps, by hand, for ten strokes. (Be sure the lubrica-
tor tank is kept full.)
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3. Hand prime the frame lube oil system by priming 40 strokes.
4. Turn on cooling water supply.
5. Start the unit. Check frame lube oil pressure.
6. Operate at low speed (600 RPM where possible) and no load for several minutes. Check
force feed lubricator sight glasses for feed. (See Section 2.) Check lube oil for proper level,
at sight gauge.
7. Bring up to rated speed and apply load.
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.
3. Shutdown the compressor driver.
4. Close suction and discharge block valves.
5. Turn off water supply.
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 Section to troubleshoot compressor.
Warning
!
I f the compressor has stopped, DO NOT immediately remove the equipment covers.
Allow the unit to cool down first.
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Recommended Operating Conditions
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.
Warning
!
I mproper setting of variable volume pockets, fixed volume pockets, valve unloaders,
or other unloading devices can result in damage and/or injury to equipment and per-
sonnel. Operating the system without clearance and loading information can result
in equipment failure due to overload, excessive rod loads, and high temperatures.
Note
Superior attempts to furnish performance curves and/or design performance computer print-
outs to assist you with compressor operation. I f they have been omitted please fill out the
following form and new curves will be provided to you. I f compressor operating conditions
change, contact your Cooper Energy Services Aftermarket Sales Office.
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Fill Out and Return To: Cooper Energy Services
1401 Sheridan Ave.
P.O. Box 540
Springfield, Ohio 45501-0540
Unit Serial Number ______________________________________________________________
Model ________________________________________________________________________
Compressor Cylinder Sizes _______________________________________________________
Elevation _____________________________________________________________________
Ambient Temperature (F) ________________________________________________________
Suction Gas Temperature (F) _____________________________________________________
Specific Gravity ________________________________________________________________
N Value ____________________________________________________________________
Design Suction Pressure _________________________________________________________
Anticipated Suction Pressure _____________________________________________________
Design Discharge Pressure _______________________________________________________
Alternate Discharge Pressure ______________________________________________________
A complete gas analysis must also be supplied.
Send Performance Curves To:
________________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________
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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. Ajax-Superior
recommends planned periodic inspections of equipment. Regardless of the gas compressors,
malfunctions can occur. Faithful preventative maintenance and the use of Genuine Superior
Parts will help prevent costly down time, repairs, and replacement costs. Planned
shutdowns for doing preventative maintenance will result in minimum maintenance costs
and maximum mechanical efficiency of your equipment. Good preventative maintenance
practice includes a periodic check of critical bolt torques, such as compressor main and
connecting rod bolts and drive coupling bolts.
The following paragraphs contain valuable precautions, tolerance limits, and recommended
torque values.
Precautions
Follow the precautions listed below when any maintenance is performed. Damage to the
equipment, personal injury or death may result if these precautions are not followed.
a. Block the flywheel to prevent rotation of the compressor and driver.
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. Insure 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 Ajax-Superior for use on
threads.
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i. It is recommended that genuine Superior parts replace any components which are
changed.
j. Do not refinish worn valve plates.
k. When reassembling parts during maintenance, replace all worn or damaged gaskets
and seals.
l. Always install new cotter pins or lockwire.
m. Check and clean all lubricating oil passages when the unit is down for repair or normal
maintenance.
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.
Warning
!
When work is being done on the compressor, the driving unit must be blocked in such
a way that the compressor cannot turn over. Block valves must be closed on the suc-
tion and discharge lines. Air or gas must be bled off from the cylinders. Precaution
must be taken to prevent the opening of any valve which would release pressure
against a piston, causing it to rotate the unit at a critical moment.
Acceptable Tolerance Values
Table 7-1 shows tolerance values for some critical components. When a part is first installed,
the tolerance should be within the range shown under First Installed. If not, the part is
defective or has been incorrectly installed. During inspections, tolerances found exceeding
the Maximum Limit values indicate worn parts that should be replaced.
Table 7-1 Acceptable Tolerances
Assemblies Limits
inch (mm)
Crankshaft - Main Bearing (MH6 & WH6) .004 - .0084 (.102 - .2133)
Connecting Rod Bearing (WH6) .004 - .0084 (.102 - .2133)
Connecting Rod Bearing (MH6) .004 - .0096
Crosshead Pin to Connecting Rod Bushing (WH6) .003 - .0045 (.076 - .1143)
Crosshead Pin to Connecting Rod Bushing (MH6) .003 - .004
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Torque Recommendations
To insure satisfactory compressor performance and to minimize costly failures, it is
extremely important to tighten all nuts and bolt s to the recommended torque values
specified in Table 7-2. Additional information is given in Service Bulletins 168 and 175.
Follow the following general recommendations.
Torque wrenches should not be used to Break Loose fasteners. Use an appropriate
wrench or breaker bar.
Hand position is critical. Only pull from the hand hold to assure accuracy.
The torque wrench supplied with Superior equipment is a heavy-duty, adjustable click -
type wrench. It will only torque in the clockwise direction.
Occasionally clean and lubricate the ratcheting head with light oil, NOT GREASE.
Periodic Calibration is essential to ensure accuracy.
Caution
!
When tightening nuts and bolts on compressor valve caps, bottles, and flanges care must be
taken to exercised to avoid excessive tightening. Over-tightening can result in unnecessary
stress in the cylinder body and, in the case of valve caps, can result in valve seat distortion.
Crankshaft End Play - Thrust Bearing WH6 & MH6 .011 - .022 (.028 - .056)
Crosshead Pin to Crosshead (WH6) .0015 - .0035 (.0381 - .0889)
Crosshead Pin to Crosshead (MH6) .0015 - .003
Crankshaft Web Deflection (MH6 & WH6) .000 - .001 (.000 - .025)
Connecting Rod Thrust (WH6) .014 - .027 (.035 - .068)
Connecting Rod Thrust (MH6) .017 - .029
Gear Backlash -Aux End Lube Oil Pump (WH6) .004 - .006 (.000 - .025)
Gear Backlash -Aux End Lube Oil Pump (MH6) .003 - .007
Crosshead To Guide (WH6) .007 - .020 (.178 - .508)
Crosshead To Guide (MH6) .014 - .022
Lube Oil Pump Drive Gear Backlash (WH6 & MH6) .006 - .010 (.152 - .254)
Table 7-1 Acceptable Tolerances
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Critical Bolt Torques
It is critical that the following preventative maintenance schedule be followed to prevent
major damage to your compressor. Check all critical bolt torques on major engine .
components as follows:
One month after unit is placed in service.
Six months after unit is placed in service.
Every twelve 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.
Table 7-2 Recommended Torques
Fastener
(S.A.E. Grade 5 or Better)
Size Torque
Ft-Lb (N-m)
Specific Torque Values
Main Bearing Cap (MH6 & Wh6) 3/4 - 10 UNC 185-200 (251-271)
Connecting Rod Cap
MH6 1" - 8 UNJ 430 - 450 (583 - 610)
WH6 1" - 8 UNJ 680 - 720 (922 - 976)
Spacer Bar (MH6 &WH6) 1 1/8" - 7 UNC 380 - 400 (515 - 542)
Crosshead Guide to Frame
(MH6 & WH6)
7/8" - 9 UNC 200 -220 (271 - 298)
Cylinder to Crosshead Guide (MH6 & WH6) 7/8" - 9 UNC 200 -220 (271 - 298)
Shoe to Crosshead
MH6 1/2" - 20 UNF 30 - 35
WH6 3/8" - 16 UNC 18 - 22 (24 - 30)
Balance Nut
MH6 2 1/4" - 10 UNS 1900-2300 (2575- 3100)
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WH6
2 1/2" - 10 UNS 2650-3250 (3593-4406)
Piston to Piston Rod
MH6 AND WH6 2" - 8 UN (for through
rod)
1500 - 1600 (2034 - 2169)
7/8" - 9 UNC 200 - 220 (271 -298)
General Torque Values
All Fasteners
1/4" 4 - 6 (5 - 8)
3/8" 12-18 (16-24)
1/2" 35-45 (47-61)
5/8" 60-70 (81-95)
3/4" 120-140 (163-190)
7/8" 200-220 (271-298)
1" 260-290 (353-393)
1-1/8" 370-410 (502-556)
1-1/4" 520-570 (705-773)
1-3/8" 700-770 (949-1044)
1-1/2" 930-1030 (1261-1396)
Special Torque Values
Cylinder Number Cylinder Diameter Valve Cap Nut
Torque (Ft/lbs)
615 6.00" 370
616 6.25" 370
617 6.75" 370
618 5.75" 300
619 6.25" 300
620 6.75" 300
621 7.25" 300
Table 7-2 Recommended Torques
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Base (Crankcase)
The base is made of high strength alloy iron and is heavily ribbed and reinforced for
maximum rigidity. Large spacer bars provide further stability and ease reassembly. The top
and end covers are individually removable to provide easy access to moving parts. Our
open-top design allows the crankshaft to be easily removed. An oil sump is provided in the
lower portion of the base. The line-bored main bearing supports have caps which are match-
marked and numbered and must be assembled accordingly.
Crankshaft, Thrust And Main Bearings
The complete crankshaft assembly includes the drive end oil slinger and the auxiliary end
drive gear. Both of these are shrunk onto the crankshaft, eliminating the need for keyways
and keys. The crankshaft is drilled to carry lubrication from the main bearings to the
connecting rod bearings.
The thrust bearing is a half washer type. It fits into a groove machined in the main bearing
saddle and is held captive by the crankshaft, the main bearing saddle and the main bearing
cap.
The upper and lower main bearing shells are interchangeable. After the compressor has been
run, it is preferable that the shells be placed back in their original position. Therefore, upon
removal of the bearing shells, they should be so marked.
Caution
!
Only use a pencil for marking on the parting line faces or in the groove of the bearing shells.
After removing the main bearing cap and the upper bearing shell, the lower bearing shell can
be rolled out from underneath the crankshaft with the help of the main bearing removal tool.
This is done by inserting the neck of the tool into the oil passage in the crankshaft journal.
When the compressor is barred over, the tool will push the bearing shell out from underneath
the journal and around to the top where it can be removed. A new bearing shell can be
installed using the same procedure.
Carefully clean the crankshaft, bearing shells and saddles before attempting to replace the
bearing shells. Under no circumstances should any filing, scraping, or other fitting be done
on either bearing shells or saddles. The bearing cap nuts should be tightened uniformly
(using a crisscross pattern) to the proper torque given in Table 7-2.
The main bearing clearance (tolerance value) can be checked by using a dial indicator and a
hydraulic jack. Proceed as follows:
a. Remove the top cover to gain access to the crankshaft.
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b. Attach the dial indicator to the bearing cap via a magnetic base. Mount the indicator so the
button comes in contact with the crankshaft at its highest point. Depress the button until
the dial makes one complete revolution and set the pointer top to zero.
c. Use a hydraulic jack that will fit between the crankshaft and frame bottom. Position it as
close as possible to the bearing being checked.
d. Support the jack with a piece of wood and jack the crankshaft up and down to get a
clearance reading on the dial indicator.
e. Compare the clearance reading with the tolerance value given in Table 7-1. if the clearance
reading exceeds the maximum limit, the bearing needs to be replaced.
Connecting Rod And Bearings
The connecting rod is a steel forging, rifle-drilled to provide lubrication to the crosshead pin
bushings. The crankpin end of the rod is split and retains the precision type bearing shells by
means of four alloy steel bolts clamping the cap and rod together. The cap is aligned to the
rod by dowels and both parts are precision machined as an assembly. A complete assembly
must be ordered, if replacement is necessary.
The upper end of the connecting rod carries two pressed in bushings - one from each side of
the rod. When bushings are replaced in the field, extreme care should be used in
maintaining the bore of the new bushings parallel to and properly spaced from the crankpin
bore.
To change the connecting rod bearings (crankpin end), bar the compressor over until the
connecting rod cap rises to its highest point . This will offer easy access to the cap bolts.
Support the connecting rod so it will not drop after the cap has been removed.
Warning
!
Take extreme caution to adequately support the rod. I f care is not taken during the
bearing removal process, personal injury and equipment damage could result.
With the connecting rod supported, remove the rod cap and its bearing half. In order to get
access to the other bearing half, bar the compressor over so the crankshaft moves slightly
away from the connecting rod.
Install a new bearing half against the back wall of the connecting rod. The tang recess within
the rod should support the bearing until the crankshaft can be moved back into position.
Complete the assembly process by putting the other bearing half and rod cap in position and
tighten the bolts (using a crisscross pattern) per the torque values given in Table 7-2.
The rod cap and crosshead pin must be removed to remove a connecting rod. The crosshead
pin can only be removed when the cross head is in the outer most position. Remove the
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crosshead pin by removing the retaining ring - external on the MH6 and internal on the WH6
- on one side of the pin. Push the pin through the crosshead far enough to release the
connecting rod. The connecting rod can be eased out of its position when the crankshaft
throw is slightly below the inner most position.
Warning
!
Always support the connecting rod so it can not drop and damage equipment or
cause injuries.
A connecting rod can be installed by reversing the above procedure.
Note
The caps and rods are numbered by throw and have their weights stamped on them. Always
install rods with this information displayed up.
Crosshead Guide
The fasteners holding the crosshead guide to the base must be torqued uniformly (using a
crisscross pattern) to prevent cocking of the guide relative to the base and crankshaft. (See
Table 7-2 for torque values). Large side covers on the crosshead guide allow easy access to
the crosshead, connecting rod, and rod packing. The crosshead can be removed through
these openings without disturbing the cylinder mounting.
Lubrication to the crosshead slide areas is handled differently between the MH6 and WH6.
On the WH6, lube oil is sent via an internal oil path.
Crosshead Removal And Installation
The crosshead is made of ductile iron and has removable top and bottom shoes which have
durable bearing material on the sliding surface. Screws and locknuts hold the shoes firmly in
place. These must be torqued uniformly to the figure specified in Table 7-2. Like all bearing
maintenance, cleanliness is an important factor during the assembly of shoes to the crosshead
and placing the crosshead in to the guide.
To remove a crosshead and proceed as follows:
a. Vent compressor clearance bottles, unloaders and all associated gas piping to
atmospheric pressure.
b. Bar over the compressor so piston is in the outer most position.
c. Remove the cylinder head and crosshead guide covers.
d. Loosen the balance nut with the crosshead nut wrench.
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e. Use the piston puller to turn the piston and rod assembly out of the crosshead. Do not
use directly on the piston rod.
f. After the piston rod is free of the crosshead, remove the balance nut from the rod.
g. Prepare the piston rod for moving through the packing. (See Section 6). Pull the piston
and rod assembly out far enough to allow the crosshead to be removed.
h. Remove one of the retaining rings which constrains the crosshead pin.
i. Support the connecting rod and carefully remove the crosshead pin.
j. With the pin removed, slowly bar over the compressor to inner most position. Be careful
to support the small end of the connecting rod so it cannot score or dent the bottom slide.
k. Support the crosshead weight, roll the crosshead the rest of the way over and lift it out.
Care should be used to prevent damage to the shoes or slides.
Any special tools needed for the above procedure are listed in the Bill of Material located at
the rear of this manual.
To install a crosshead, reverse the above sequence. 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 balance nut must be toward the
crosshead. Check piston end clearances and then make sure that the balance nut is torqued
properly against the crosshead. (See Table 7-2.)
Note
Crossheads and balance nuts are stamped with throw numbers and must be replaced accord-
ingly.
Auxiliary End Cover
The auxiliary end cover is aligned to the base and located by a dowel. Additional dowels in
the auxiliary end cover provide proper location for attaching the lube oil pump drive carrier
and the force feed lubricator drive carrier.
Both the lube oil pump and force feed lubricator carrier assemblies are fitted with precision
bushings which may be replaced without disturbing gear alignment or backlash. See Table 7-
1 for acceptable tolerance limits.
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Drive End Cover
Note
This procedure applies to the old-style cover P/N #620-093-D01. The new cover P/N #620-
027-001 is machined and does not contain the same number of components.
The drive end cover is aligned with the base by two dowel pins. An additional dowel pin is
used in the end cover to locate the seal cover. (The oil drain hole must be down.) The seal
cover has a close pilot fit in the end cover.
If it is desirable to remove the crankshaft from the base without removing the drive coupling
hub, this can be done. First, remove the screws holding the drive end cover. Then support
the drive end cover in place on the crankshaft, while lifting out the crank. Remove the
screws holding the seal cover. The drive end cover can now be snaked off the crankshaft
toward the auxiliary end - leaving the seal cover on the slinger hub. It must be supported to
prevent it from moving.
Lube Oil Supply (Sump)
The oil circulating system is of the pressure, wet sump type, where in the lubricating oil
supply is carried in the compressor frame and circulated by means of a gear type pump - gear
driven from the crankshaft.
The pump takes oil from the frame sump, through a suction strainer and delivers it into the
lubricating oil header, or manifold on the compressor - the oil first passing through an oil
cooler and full flow filter.
The precision built, gear type lube oil pump provides full pressure lubrication for all moving
parts in the frame. The pump, with its drive gear, can be removed from the base end cover -
independent of the cover or other gear drives. When installing the pump, observe the
following:
a. Clean the pump mounting face thoroughly.
b. The gaskets between the pump body and the pump carrier assembly determine the
pump end clearance. The pump end clearance for both the MH6 and the WH6 is .003 to
.007 (.076 to .178 mm).
c. When installing pump to carrier cap screws, tighten gradually and evenly. Turn the
rotor shaft slowly as the mounting screws are tightened to ensure that the shaft turns
freely.
d. Assemble key, drive gear and lockplate. Tighten screws holding the lockplate to the
gear, and fasten with lockwire. Add a slotted nut to the rotor shaft and lock in place with
a cotter pin.
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e. Add gasket for carrier assembly. Slide carrier assembly into place on the end cover,
using the dowel to locate.
f. Proper gear backlash is given in Table 7-1.
Drive Coupling Hub
The main drive coupling hub has a shrink taper fit on the compressor crankshaft.
Additionally, the hub is held in place by a round locknut which threads onto the end of the
crankshaft and is locked in place by Nylock setscrews.
The coupling hub is removed as follows (refer to Figure 7-1):
a. Loosen lock nut (E), after first unlocking its setscrews, until approximately 1/8" of space
exists at dimension X.
b. Mount a steel bar (G) in the manner illustrated. Putting a 1 1/2-6 UNC tapped hole at
its midpoint will permit a standard 1 1/2 UNC cap screw to be used as a jackscrew.
c. Tighten nuts on cap screws (H) per torque values given in Table 7-2.
d. Torque jackscrew (J) up against the crankshaft per the 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).
g. Remove the jackscrew and bar arrangement.
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.
Install the coupling hub onto the crankshaft as follows:
a. When at room temperature, push the hub on the crankshaft taper as far as possible.
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 .050.
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e. Heat the coupling hub and slide it on the shaft until it engages the gage block, reduce
the amount of shims needed as required.
f. Hold hub in position until it is cool enough to engage the crankshaft.
e. When hub has cooled to room temperature, install lock nuts and Nylock setscrews.
Flexible Drive Coupling
Obtain the most recent version of Service Bulletin 149 for detailed information on flexible
drive couplings. The Flexible 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 remembered 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. The
recommended limits of are contained in this compressor manual. 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 values for alignment will reduce the
service life of the coupling.
Figure 7-1 Removing
Crankshaft
Coupling
Hub
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Another factor to be considered, and one of the most important to good performance is
adherence to the bolt torquing recommendations contained within. Loose bolts can induce
fretting corrosion, hammering, and pounding which will eventually destroy the bolts and
coupling discs.
Troubleshooting Thomas Couplings
The Thomas 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 maintenance costs and down time. Here are some of the more evident visual
inspection criteria and recommended corrective procedures. Consult Ajax-Superior,
Springfield, Ohio, or your nearest Energy Services Group Aftermarket facility for further
assistance.
Elongated Bolt Hole
Disc broken through bolt hole. Indicates loose coupling bolts. Replace disc pack and tighten
bolts to specified torque value.
Scored Body on Bolt
Discs embedded into bolt body. Usually a result of a loose bolt. This may also be caused by
turning the bolt during installation. Replace the bolt and tighten locknut to proper torque.
Do not turn the bolt during locknut tightening process.
Misalignment Failure
Disc is broken adjacent to washer face. Usually indicates excessive shaft misalignment
during operation. This type of disc failure usually starts in the outer discs in the pack and
progresses through the disc pack. Realign equipment and replace disc pack. Make HOT
check of alignment to assure it is within coupling misalignment capacity.
Figure 7-2 Elongated Bolt Hole
M
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Figure 7-3 Scored Body Bolt
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Fatigue Failure
Disc is broken adjacent to the washer face with heavy corrosion along area of break. This
failure is typical of discs that have been in service for years or have been operating in an off-
shore environment. Breaks will first appear in the outer discs and will progress into the disc
pack. If excessive corrosion exists, they should be replaced with stainless steel plating.
Compression.
Disc pack is wavy and dimension between flange faces is smaller that indicated on
installation instructions. This means that the coupling was installed in a compressed
condition or equipment has shifted axially during operation. Check for thermal growth. If
the application is a bearing motor, verify that the operating center line of the motor rotor is
properly positioned.
Elongation
Figure 7-4 Misalignment failure
M
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Figure 7-5 Fatigue Failure
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Figure 7-6 Compression
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Disc pack is wavy and dimension between flange faces is larger than specified on installation
instructions or applicable assembly drawing. The coupling has been installed in an
elongated position or equipment has shifted axially during operation. Realign position of
equipment so coupling operates with a neutral flat disc pack. If sleeve bearing motor, make
sure operating centerline on motor rotor is in proper position.
Torque Overload (Visible only with strobe light while running)
The disc pack has a bulge near the center or is bowed toward one flange in every other chord
position. 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
Springfield facility immediately.
Caution
!
I f 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. I f distortion does not disappear,
replace disc pack.
Figure 7-7 Elongation
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Cylinder Body
A wide range of cylinder sizes is available. Each cylinder is conservatively designed for very
low stress at rated working pressures .
All 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 be checked. It is recommended that a
complete set of O-rings and grommets, for all cylinder sizes used, be kept in stock at all
times.
Figure 7-8 Torque Overload
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Caution
!
The cylinder head must be properly indexed on the mounting 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 via six (6) cap screws, for most piston sizes and (4)
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.
The piston end clearances are adjusted as specified in Section 6 and should be checked with
the balance nut torqued to its proper value.
In order to reduce cylinder bore wear, Ajax-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
Ajax-Superior Engineering Department for wear limits for your specific cylinder size and
application.
Piston Rod Packing
Piston rod packing comes in many different arrangements and designs. This manual will not
explain each individual design, but should contain enough detail to allow you to
successfully remove, maintain and install the piston rod packing on your compressor.
Piston rod packing can be divided into two different groups based on packing function -
wiper packing and pressure packing. (See Figure 7-9 and Figure 7-10.) 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.
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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.
Warning
!
As a general guide, temperatures not tolerated by resting your hand on the packing
case flange, after the unit is shut down, indicate to fast of a wear rate. For a lubri-
cated packing, check to see if the lubrication rate is set properly (Section 3).
Definite lubrication rates and time 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 Cooper Energy Service
Group Aftermarket office.
Figure 7-9 Typical Lubricated Wiper Packing Case M
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Ordinarily, packing cases (cups and glands) are not severely worn. Therefore, it is possible to
repair piston rod packings by replacing the packing rings only. It is good practice to keep a
complete set of packing rings on hand for the packing assemblies of all your cylinders.
In order to remove a packing case from a crosshead guide or cylinder, the piston rod must be
pulled out through the assembly out.
Before disassembling a packing case, note all identification marks to insure components are
reassembled properly. If components are not marked, identify each cups position relative to
the adjacent cup or flange by numbering or marking them together. While disassembling a
packing, record the position of each ring and the direction each ring faces for proper
reassembly.
Refer to following figure for aid in identifying packing rings. Knowing your packing rings is
very helpful when ordering new ones.
Figure 7-10 Typical Low Pressure Packing Case M
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Figure 7-11 Typical Packing Configurations M
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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 interfere with the rings free floating or contact
with the rod. Particular care must be taken with rings made of soft metals and it is very
important that wiper rings be handled and installed carefully to prevent damage to the
scraping edges.
Note
The rings must be placed in the packing cups in the same position (facing original direction)
as the original set.
Before installing new packing assemblies, it is important that the piston rod be carefully
checked. If the rod is worn, rough, pitted or has a taper, it must be replaced.
The bore for the pressure packing nose cup must be cleaned and examined 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.
A new metallic gasket should be placed in the groove of the pressure packing nose cup.
Remove the old metallic gasket with a sharp tool - being careful not to damage the groove.
Clean the groove thoroughly and install a new gasket. Tap the gasket into the groove with a
hard rubber mallet. Do not use a steel hammer as this may damage the sealing surface of the
new gasket.
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
(See Paragraph 5.9) and the piston rod run out must be checked (See Paragraph 5.10).
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.
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Valve Replacement
Proceed with valve removal in the following manner:
Note
Before removing any gas containing part of the compressor or associated gas piping system,
vent compressor and system to atmospheric pressure.
a. Loosen bolts or nuts holding valve cap. DO NOT remove completely until after cap is
pulled out far enough to vent any pressure trapped under cap.
b. Remove valve cap. Inspect O-ring; replace if defective.
c. Loosen setscrew in valve retainer (bottom valves only); insert threaded puller into valve
retainer and remove.
Figure 7-12 Valve I nstallation M
00777
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d. Using threaded valve puller, remove valve from seat in cylinder.
e. Remove gasket, inspect and replace as needed.
Figure 7-13 Valve Replacement M
00778
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f. Clean the gasket surface on valve and in valve pocket. Use new gasket.
g. Place valve in pocket, FACING PROPER DIRECTION.
h. Locate the retainer on top of the valve assembly and grease or oil the O-ring of the valve
cap before forcing the cap into place by torquing the nuts or screws evenly to the values
listed in the torque tables.
Note
The valve cap flange must not contact the cylinder body. Clearance must exist at this point
to insure that pressure is applied to the valve and retainer gaskets when the relief cap bolts
or nuts are tightened.
To replace a valve in a bottom port (assume that this is a discharge port), proceed as follows:
i. Invert retainer. Place valve on top of retainer with valve guard facing out (away from
the cylinder). Slip gasket on valve assembly.
j. Lift the complete works up into the bottom port, making sure that the valve seat enters
first.
k. Tighten the retainer setscrew just enough to hold everything in place.
l. Lubricate valve cap O-ring, and replace as described in step habove.
Valve Maintenance
For valve maintenance information see the Auxiliary Equipment section of the manual.
Alarms And Shutdowns
Each unit is equipped with a specified complement of electrically or pneumatically operated
alarm and/or shutdown devices. These devices are designed to protect the unit in the event
of any abnormal operation or any malfunction which may occur. Each device should be
checked and reset after each shutdown, or at least once every six months - whichever is
sooner, to assure that they are operative. All questionable devices should be replaced.
Several safety devices may be employed on compressor units. The most common ones and
their recommended set points are listed in Table 7-3. Questions regarding these and other
devices and their set points may be referred to the Energy Services Group Aftermarket office.
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Special Tools
Refer to the parts section of this manual for information on special tools.
Recommended Maintenance Schedule
Adhering to Table 7-4 Recommended Maintenance Schedule will result in less equipment
down time and less operating costs.
Table 7-4 Recommended Maintenance Schedule
Table 7-3 Recommended Alarm Setpoint
Alarm/Shutdown Normal Condition Alarm Point Shutdown Point
Oil Pressure 45-55 psig 25 20
Oil Temperature 160-180 F (Out) 185F Out 190F Out
Vibration Nominal 1/4-3/8 turn from
normal condition
3/8 - 1/2 turn from
normal condition
Gas Temperature Suction (TS) or Dis-
charge (TD)
20F above TS or TD 25F above TS or TD
Water Temperature T
in
or T
out
20 F above T
out
or T
in
25 F above T
out
or T
in
Gas Pressure Suction (PS) or Dis-
charge (PD)
5% below PS
5% above PD
10% below PS
10% above PD
System Daily Weekly Monthly Semi-
Annually
Annually
or as
Needed
CONTROLS
Perform safety shutdown system tests.

Note and record panel gauge readings.

Check calibration of all thermometers and
pressure gauges.

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System Daily Weekly Monthly Semi-
Annually
Annually
or as
Needed
LUBRICATION SYSTEM
Check oil levels, oil level regulator, and oil
sight level.

Check lubricator line connections for leakage.



Inspect frame, lubricator, and packing cases
for leakage.

Clean and/or replace crankcase breathers(s).



Check compressor force feed lubricator pumps
(s) for proper output rate.

Collect a compressor oil sample for analysis.



Change compressor oil and filters. The lubricating oil and filter elements should be changed
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 a
differential pressure of 12-15 psi has been reached.
Replace O-rings.

System Daily Weekly Monthly Semi-
Annually
Annually
or as
Needed
MECHANICAL/OPERATING SYSTEM - CYLINDERS
Note and record inlet temperatures.

Check for loose cylinder fasteners.

Note and record cylinders discharge
temperatures.

Hand check suction valve covers for coolness.

Listen for unusual noises.

Check temperatures of coolant to and from
cylinders, lube oil cooler, and packings.

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Troubleshooting
Troubleshooting is the process of finding operational problems. This section describes the
difficulties which may arise during operation of a compressor, the typical origins or sources
of these problems and suggestions on how to repair the trouble. The following steps should
be followed in all troubleshooting activities:
a. Determine what general area is affected - frame, cylinders, lubricating system, etc.
b. Analyze the symptoms (clues) to pinpoint the exact location of the problem valves,
bearings, etc.
Check one compressor valve on each stage.
Inspect for broken plates, broken springs, and
trapped solids or liquids.

Remove the distance piece cover from the


crosshead guide and inspect the packing area
on each piston rod.

Remove head and piston of the first stage


cylinder. Check cylinder bore, piston rings,
packing rings, piston, and rod bearing.

System Daily Weekly Monthly Semi-


Annually
Annually
or as
Needed
MECHANICAL/OPERATING SYSTEM - FRAME
Check crosshead clearances.

Check crosshead guide for wear metals.

Check foundation bolt torques.
Check compressor coupling for proper
alignment.

Visually inspect frame interior for bearing
material in frame, gear tooth condition,
crosshead shoe and guide condition.

Roll out compressor thrust main lower shell


for inspection.

Check compressor accessory drive gear lash


and general condition.

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c. Replace all defective or damaged parts.
d. Return the unit to service and verify that normal operation is resumed.
Table 7-5 lists 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. How ever, do not
limit your analysis only to those areas found in the table. If symptoms persist, contact your
nearest Energy Services Group Aftermarket office for possible field assistance.
Table 7-5 Compressor Frame Troubleshooting
Symptom Possible Cause Potential Damage Corrective Measure
Compressor Will
Not Turn Over
a. Mechanical Seizure of
Compressor.
Seized Crosshead, rods,
main bearings.
Replace all defective parts.
Check compressor for proper
crankshaft alignment, piston
rod runout, and lube oil
system operation.
b. Tripped shutdown
device.
Defective shutdown
device.
Check the control system and
device for proper operation.
c. Foreign material
(water, non-lube
packing, etc.) in
cylinders.
Cylinder scoring, valve
damage, possible bent
piston or connecting rods.
Replace damaged parts and
take measures to prevent
future foreign material
entrapment in the compressor
cylinders
d. Improper piston-to-
cylinder end clearance.
Possible piston or rod
damage.
Replace any damaged parts
and and properly set the
piston-to-cylinder end
clearances.
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Compressor
Vibration
a. Opposing cylinders
are out of balance.
Foundation cracking, weld
cracking, or foundation
bolt failure.
The total weight of the
crosshead, balance nuts,
piston rods, Conn. rods, and
rings should be within 3 lbs.
of the same components on
the opposite throw. Replace
the balance nuts or crossheads
to obtain this balance.
b. Worn bearings. Possible broken frame,
connecting rods,
crankshaft, or piston rods.
Verify crankshaft alignment,
piston rod run-out, and
bearing clearances. Replace
bearings as needed, and re-
verify alignment and run-out.
c. Improper compressor
installation and
alignment.
Foundation damage,
foundation bolt failure,
grout cracking, or broken
frame and crankshaft.
Realign the compressor as
shown in Section 2.
d. Gas pulsation Excessive vibration
causing cracked welds,
foundations, grout, and
parts. Also possible
foundation bolt breakage.
Analyze compressor with a
vibration or indicator
analyzer. Install orifices at the
cylinder flange, change
piping, change cylinder
operating configuration, or
change operating speed.
e. Loose valves Valve seat damage, broken
valve bodies, or broken
valve retainers.
Remove valve and retainer.
Replace broken parts. Dye
check the cylinder valve seat
for cracks. Install new valves
and tighten to proper torque.
Table 7-6 Oil System Troubleshooting
Symptom Possible Cause Potential Damage Corrective Measure
No lube oil
pressure.
Lack of Oil Scored bearings,
crankshaft, crosshead
shoes and pins. Possible
seizure of compressor.
Check all lubricated surfaces
and replace parts as required.
Fill with oil to the proper
level.
Clogged strainer or
filters.
Same as above. Check all lubricated surfaces
and replace parts as needed.
Replace filter element and/or
strainer.
Lube oil pump or drive
gear.
Same as above. Check mating gears and
replace if needed. Check
pump end clearances.
Table 7-5 Compressor Frame Troubleshooting
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No lube oil
pressure.
Air leak in suction
piping.
Same as above. Repair leaks as needed.
Low lube oil
pressure.
Low oil level. Scored bearings,
crankshaft, crosshead
shoes, and pins. Seizure of
compressor is possible.
Check all lubricated surfaces.
Fill with oil to the proper
level.
Clogged or dirty filters. Same as above. Check all lubricated surfaces
and replace parts as needed.
Replace filter element and/or
strainer.
Air leak on suction side
of pump.
Same as above. Find and stop leak.
Sticking or maladjusted
pressure relief valve.
Same as above. Free or adjust valve.
Excessive main and
connecting rod bearing
clearance.
Same as above. Replace defective bearings.
High lube oil
temperature.
Lube oil cooler clogged
or dirty.
Reduce viscosity resulting
in lower lubrication and
filtration.
Clean cooler.
Insufficient warm
cooling water through
cooler.
Same as above. Correct water flow problem
or temperature.
Table 7-7 Cylinder Area Troubleshooting
Symptom Possible Cause Potential Damage Corrective Measure
Failure to deliver
gas.
Restricted suction line
or filter screens.
Clogged suction screens. Clean suction line and screen,
if dirty.
Defective or missing
valves
Cylinder damage through
broken valve parts in the
cylinder bore. High or low
discharge pressure
between stages with
insufficient rod reversal.
Resulting in pin failure.
Replace defective plates,
springs, or any other worn,
broken, and defective parts.
Deposits on valves. Possible broken plate
valves or springs.
Clean and replace any
defective valve parts. Review
type and quantity of of lube
oil used.
Table 7-6 Oil System Troubleshooting
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Open or defective
clearance pocket.
Possible insufficiencies on
rod load reversal and head
mechanism damage.
If open, load compressor. If
damaged, replace defective
parts.
Defective piston rings. High discharge
temperatures.
Replace rings.
Low compressor
cylinder
discharge
pressure.
Worn piston rings. Piston, ring, and bore
overheating.
Replace with new rings.
Defective or missing
valves.
Insufficient rod load
reversal. This can cause
damage to the crankshaft
from excessive heating,
seizure of the crosshead
pin, as well as damage to
the piston rods,
crossheads, crosshead
guides, and connecting
rods. Collateral damage
from broken parts
entering the cylinder bore.
Replace plates, springs, or any
other worn, broken or missing
parts.
Open or defective fixed/
variable pocket head.
Same as above. If damaged, repair or replace
defective parts.
Loose valve(s). Same as above. Valve seat
damage, broken valve
bodies and retainers.
Remove valve and retainer.
replace any broken parts. dye
check the cylinder valve seat.
Install new valves and
properly torque down valve
caps.
High compressor
cylinder
discharge
pressure.
Improper setting of
volume pockets.
High rod loads,
insufficient rod load
reversal, or discharge
temperatures exceeding
the maximum working
pressure.
Increase setting of variable
volume pocket(s) or open
fixed volume pocket(s) until
discharge pressure decrease
to a proper level. Unload the
crank-ends if this does not
reduce pressure. Open all
pockets before starting.
Always follow performance
curves provided with your
compressor.
Improper positioning in
piping downstream of
the compressor.
Same as above. Open valve.
Clogged Cooler. Same as above. Clean coolers.
Insufficient
capacity.
Dirty suction scrubber. Possible cylinder heat
buildup.
Clean scrubber.
Table 7-7 Cylinder Area Troubleshooting
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Insufficient
capacity.
Worn piston rings. Piston, rings, and bore
overheating.
Replace rings.
Restricted suction line or
filter screens.
Clogged suction screens. Clean suction line and screen,
if dirty. Replace screen if
damaged.
Defective or missing
valves.
Insufficient rod load
reversal. This can cause
damage to the crankshaft
from excessive heating,
seizure of the crosshead
pin, as well as damage to
the piston rods,
crossheads, crosshead
guides, and connecting
rods. Collateral damage
from broken parts
entering the cylinder bore.
Replace plates, springs, or
other worn or broken parts.
Open or defective fixed/
variable pocket head.
Same as above. Replace defective parts.
Suction valve in
discharge or discharge
valve in suction.
Same as above. Properly install valves.
Replace any damaged parts.
Warning
!
I f all valves are reversed, excessive pressure can build up result-
ing in cylinder failure and injury.
Loose valves. Same as above. Possible
damage to valve seat,
valve bodies or retainers.
Remove valve and retainer.
Replace any broken parts.
Dye check the cylinder valve
seat.
High interstage
pressure.
Improper settings of
clearance pockets on the
higher stage heads.
Rod load exceeding the
design M.W.P. of the
lower stage cylinder that
results in piston, rod,
crosshead, or crankshaft
damage.
Reduce variable volume
pocket setting or close the
fixed volume pocket on the
higher stage until the
interstage pressure decreases
to an acceptable level.
Missing or defective
suction valve(s) on the
higher stage.
Same as above. Repair or replace the suction
valves in the higher stage
cylinder.
Worn piston rings in the
higher stage cylinder.
Same as above. Replace with new rings.
Table 7-7 Cylinder Area Troubleshooting
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High interstage
pressure.
Defective relief valve. Same as above. Repair or replace defective
valve parts.
High gas
discharge
temperature
Defective discharge
valves.
Gasket O-rings damage
and cylinder overheating.
Replace defective parts.
High discharge
pressure.
Rod load exceeding
design. Insufficient rod
load reversal exceeding
the M.W.P. of the cylinder.
High discharge
temperature.
Increase setting of variable
volume pocket(s) or open
fixed volume pocket(s) until
discharge pressure decrease
to a proper level. Unload the
crank-ends if this does not
reduce pressure. Open all
pockets before starting.
Always follow performance
curves provided with your
compressor.
Low suction pressure. Insufficient rod load
reversal which can lead to
damage to the crankshaft
from excessive heating,
seizure of the crosshead
pin, as well as damage to
the piston rods,
crossheads, crosshead
guides, and connecting
rods.
Refer to Low Compressor
Cylinder Discharge symptom.
High section
temperature.
Leaking suction valves
causing suction valve
damage. Overheating of
compressor cylinder.
Replace springs or plates.
Improper water cooling. Breakdown in cylinder
lubrication causing
overheating, cylinder
scoring, and valve
damage.
Check pump for proper flow,
heat exchanger condition for
proper cooling, and water
supply for proper level.
Repair, clean, or add water as
required to the cooling
system.
Table 7-8 Troubleshooting Abnormal Noises.
Symptom Possible Cause Potential Damage Corrective Measure
Growling in lube
oil pump.
Suction side air leak. Pump rotor and drive gear
damage and lubricated
part damage.
Find and stop leak in line.
Chatter in relief
valve.
Air in oil lines. Damage to relief valve and
lubricated parts damage.
Find and stop leak in line.
Table 7-7 Cylinder Area Troubleshooting
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Knock in cylinder
area.
Foreign material in
cylinder (Including
Water).
Cylinder scoring, valve
damage, scored or bent
rods and crankshafts.
Blown off cylinder head.
Remove foreign material from
cylinder. If condensation is
present in gas, use separators
and check dump valve
operation.
Piston-to-cylinder end
clearance set incorrectly.
Bent rods and crankshaft. Set end clearance to proper
value.
Improperly installed
valve.
Piston, rod, pin, crosshead
rod, or crankshaft damage.
Replace damaged parts.
Loose valve. Seat damage on cylinder
and broken valve bodies
and retainers.
Remove valve and retainer.
Dye check valve seat.
Loose piston nut. Head, piston, crosshead,
or cylinder damage.
Replace damaged parts.
Incorrect piston to head
clearance.
Failure of piston and/or
piston rod. Damage to
crosshead.
Reset clearance. Check for
stretched piston rod and/or
rod studs. Check for loose
crosshead nuts.
Scored piston or
cylinder.
Piston seizure. Find and eliminate reason for
scoring.
Loose valve assembly. Damage to seating
surfaces in cylinder or on
valve.
tighten assembly and check
gaskets.
Loose packing assembly. Damage to seating
surfaces on packing case.
Tighten assembly and check
gaskets.
Loose piston. Scoured piston or
cylinder.
Tighten piston rod nuts.
Check for stretching of studs.
Excessive carbon
deposits.
Same as above. Remove carbon.
Foreign object in
cylinder.
Same as above. Remove any objects and
repair damage. Check
separation equipment.
Loose cylinder head. Damage due to gasket seat
surface.
Tighten head.
Loose variable volume
pocket unloader.
Damage to gasket seal
surface.
Tighten variable volume
pocket.
Table 7-8 Troubleshooting Abnormal Noises.
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Whine in
auxiliary end
gear.
Worn, broken, or
chipped gear teeth.
Gear damage. Replace gear.
Improper backlash
setting.
Gear damage. Reset gear lash.
Table 7-9 General Troubleshooting
Symptom Possible Cause Potential Damage Corrective Measure
Vibration Piping system
improperly supported.
Potential failure of piping
system.
Install proper piping support
to raise the frequency of the
vibrations.
Loose piston or piston
rod.
Piston seizure; contact
between piston and and
cylinder heads; bent
piston rods; or failure of
running gear.
Replace all damaged
components. Tighten
components properly.
Loose nuts on cylinder to
frame mounting studs.
Same as above. Tighten nuts.
Unit loose on foundation
or rails.
Piping strain. Tighten.
Low capacity. Excessive pressure drop
in piping system.
Loss of production. Properly design piping
system.
Gas measurement
techniques are not
correct.
Apparent production loss. Use correct measurement
techniques.
Poor mechanical
condition of unit.
Failure of individual
components.
Restore to proper mechanical
condition.
Gas pulsation in vicinity
of cylinders.
Causes abnormal cylinder
capacity performance.
Modify piping to eliminate
pulsation.
High load. Excessive capacity being
delivered.
Overload Determine cause and correct.
Poor mechanical
condition of unit.
Distortion of compression
cycle resulting in excess
load.
Correct mechanical problems.
Gas pulsation in vicinity
of cylinders.
Causing abnormal
cylinder horsepower
performance.
Modify piping to eliminate
pulsations.
Table 7-8 Troubleshooting Abnormal Noises.
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Lubricator does
not discharge oil.
Feeds not vented of air. Overheated and/or
damaged packing. Scored
cylinder walls.
Prime lubricator pump to
insure oil passage to the
pump.
Low oil level. Same as above. Add oil to proper level.
Plugged vent in
lubricator tank.
Same as above. Unplug vent.
Oil check valve on
cylinder faulty.
Same as above. Replace oil check valve.
Line leaking or kinked. Same as above. Un-kink or replace line.
Incorrect adjustment of
pump stroke.
Same as above. Readjust pump stroke.
Leak in line or fitting. Same as above. Retighten fitting or replace
line as needed.
High cooler
pressure.
Faulty suction valves in
high stage cylinder.
Damage to cooler. Replace faulty compressor
valves.
Defective gauge. Improper operation of the
compressor.
Replace gauge.
High discharge
temperature.
Faulty valves. Cracked or broken
cylinder; bent rod; or worn
piston rings/packing.
Replace valves.
High discharge
temperature.
Scored piston or liner. Same as above. Repair damage and replace
damaged parts.
Insufficient lubrication
(lubricated cylinder
only).
Same as above. Increase lubrication.
Packing too tight. Same as above. Check rings for proper
clearance and packing case
for clearance around rod.
High suction gas
temperature.
Same as above. Check valves, coolers, and
process.
High discharge
pressure.
Same as above. Check valves and/or process
condition. On multistage
units check suction valves of
next higher stage.
Low suction pressure. Same as above. Check proceeding stages of
process.
Table 7-9 General Troubleshooting
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Liquid in
cylinder.
Condensate caused by
cold interstage piping.
Broken or bent rod.
Cracked cylinder.
Raise cooling water
temperature.
Liquids in process are
not removed from the
gas stream by separation
equipment.
Same as above. Check process operating
conditions. Check operation
of separation equipment and
dump valves.
Broken valve and
springs.
Dirty gas or foreign
matter in gas stream.
High gas temperatures.
Possible piston and
cylinder damage.
Clean up gas by proper
separation and/or filtration.
Liquid in cylinder. Same as above. Find source of liquid and
correct.
Excessive lubrication. Same as above. Reduce lubrication.
Carbon deposits. Same as above. Reduce lubrication. Change
to lubricant which forms less
carbon.
Improper assembly. Same as above. Reassemble properly.
Insufficient control.
Pressure or leaking seal
in variable volume
pocket unloader.
Same as above. Check for possible control
pressure leak.
Rupture disk
ruptures.
Disk rating incorrect. Overheated and/or
damaged packing. Scored
cylinder walls.
Trace line from designated
rupture disk and fix
malfunctions.
Clogged filter. Same as above. Replace filter.
Blocked main line. Same as above. Unblock line.
Blocked secondary line. Same as above. Unblock line.
Divider block does not
cycle.
Same as above. Clean divider block interior.
Table 7-9 General Troubleshooting
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Section 8
General Information
Ordering Parts
This section provides directions for ordering parts and illustrations to aid in the assembly of
various sections of the engine.
The right is reserved to change the construction or material of any part without incurring the
obligation of installing such changes on units already delivered.
Instructions For Ordering Parts
Provide the following information when ordering parts:
N Part number, part name, and quantity. If a part has no part number then give a complete
description and size of the part.
N Engine serial number.
N The full address where the parts are to be shipped.
N Method of shipment: freight, express, parcel post, etc.
Please confirm all verbal orders in writing.
Broken or damaged goods should be refused. All items leaving the factory are sound, so any
damage incurred has been the result of shipping. Make a complete description of the
damage on the freight bill. If this is done, full damage costs can generally be collected from
the transportation company.
Service
Cooper Energy Services maintains a large staff of qualified service representatives and
mechanics that are familiar with your equipment and will be able to handle any problems
that may arise. Field Service, diagnostic equipment, tools, and engineering support are
available to assist you upon request. Field service rates are highly competitive; contact the
nearest Aftermarket facility for further details.
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Replacement Parts
Cooper Energy Services maintains a multi-million dollar inventory of genuine Superior
replacement parts at reasonable prices. These parts are designed and engineered specifically
for your Superior power equipment and are recommended to keep your equipment
operating within design parameters. CES part distribution center makes parts available 24
hours a day, seven days a week.
Parts Listings
Using The Parts List
This parts list is made to conform to the original construction of the unit, and CES does not
assume the responsibility or obligate itself to maintain this catalog to conform to any
subsequent changes made on the unit after it leaves the factory. Complete records of all
changes and service orders for each unit are maintained at the factory and at the CES
Aftermarket Parts Department in an effort to supply the correct parts. Due to occasional part
substitutions in the field and since there is no assurance that parts furnished from the factory
are installed, CES cannot guarantee the furnishing of correct parts. Be aware that this parts
list does not include any subsequent parts supplied by the packaging agent of the equipment.
Below is an example from the parts list. The Item refers to the callout used in the illustration.
P/N is the part number of the item. Qty/ Assy refers to the total number of that part in the
assembly above it. If no assembly is above the part, the Qty/ Assy refers to the quantity of
that part used in the engine. An assembly is listed followed by its component parts, which
are indented to show their relationship to the assembly. Description is the name of the part.
N An assembly is index numbered numerically (e.g., 1, 2, 3) and its description will include
the word Assembly.
N An assemblys detail parts will be indented two spaces and index numbered using numer-
ic and alphabetic characters (e.g., 1A, 1B, 1C).
N If a detail part is in turn an assembly, its detail parts will be indented two spaces further
and are index numbered numerically, alphabetically, and again numerically (e.g., 1A1,
1A2, 1A3).
Cylinder Head Assembly
Item.... ...... P/N............. ......Qty/Assy... ......Description
1 .... ...... 650-183-D05............. .......8..... ...... CYLINDER HEAD ASSEMBLY
1A. ...... - - - - - - - - ..................... ......1............ ...... HEAD, CYLINDER
1B.. ...... 650-123-001 ............. .......1............ ...... FREEZE PLUG, 0.698
1C. ...... 650-123-003 ............. .......2............ ...... FREEZE PLUG, 0.875
1D. ...... 650-123-005 ............. .......7............ ...... FREEZE PLUG, 1.125
1E.. ...... 650-123-018 ............. .......2............ ...... FREEZE PLUG, 1.5
1F.. ...... 650-123-008 ............. .......2............ ...... FREEZE PLUG, 2.125
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1G . ...... 650-120-000 ............. ...... 2............. ......GUIDE, BRIDGE
1H. ...... 650-121-000 ............. ...... 3............. ......GUIDE, VALVE (SHORT)
1J ... ...... 650-127-000 ............. ...... 1............. ......GUIDE, VALVE (LONG)
1K.. ...... 650-113-000 ............. ...... 2............. ......SEAT, INTAKE
1L.. ...... 650-138-000 ............. ...... 2............. ......SEAT, EXHAUST
1M. ...... 650-404-000 ............. ...... 2............. ......VALVE, INTAKE
In the parts list example, there are 8 Cylinder Head Assemblies (Item Number 1) within the
engine. There are 3 Short Valve Guides (Item Number 1H) to each Cylinder Head Assembly.
Therefore, there are three short valve guides to a cylinder head; the total number of short
valve guides for a 2408G engine is 24 (3 per head x 8 heads).
Some parts that make up an assembly cannot be purchased by themselves. An example of
this is the Crankshaft. The crankshaft can be purchased through the Crankshaft Assembly
part number. Other parts can be purchased individually, but for convenience it may be easier
to purchase the subassembly.
Warning
!
Proper length of studs and bolts is important for proper thread engagement. Before
removing any studs, measure stud height from machined surface and position
replacement stud to same height.
Aftermarket Service Locations
United States
ANCHORAGE, ALASKA Phone: (907) 562 - 9262
Cooper Energy Services Fax: (907) 562 - 9263
600 Easte 57th Place
Anchorage, AK 99518
LOS ANGELES, CALIFORNIA Phone: (714) 891 - 3491
Cooper Energy Services Fax: (714) 895 - 5904
7152 Patterson Drive
Garden Grove, CA 92641-1416
DENVER, COLORADO.. Phone: (303) 425 - 1700
Cooper Energy Services Fax: (303) 425 - 1307
9850 South I-70 Service Road
Wheat Ridge, CO 80033-2267
MIAMI, FLORIDA........................ Phone: (305) 386 - 5180
Cooper Energy Services Intl... Fax: (305) 386 - 8783
Cooper Energy Services I Ajax-Superior
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5600 S.W. 135th Avenue
Suite 201
Miami, FL 33183-5123
ROCKFORD, ILLINOIS... Phone: (815) 226 - 0065
Cooper Energy Services Fax: (815) 226 - 0151
429 Phelps Avenue
Rockford, IL 61108
BROUSSARD, LOUISIANA Phone: (318) 837 - 5171
Cooper Energy Services Fax: (318) 837 - 9028
206 Boncrest
Broussard, LA 70518-3530
NEW ORLEANS, LOUISIANA Phone: (504) 465 - 0260
Cooper Energy Services Fax: (504) 465 - 9543
10446 River Road
St. Rose, LA 70087-9126
MT. VERNON, OHIO....... Phone: (614) 393 - 8200
Cooper Energy Services Fax: (614) 393 - 8373
105 North Sandusky Street
Mt. Vernon, OH 43050-2495
SPRINGFIELD, OHIO...... Phone: (513) 327 - 4200
Cooper Energy Services Fax: (513) 327 - 4487
1401 Sheridan Avenue
Springfield, OH 45501-0540
TULSA, OKLAHOMA..... Phone: (918) 622 - 4670
Cooper Energy Services Fax: (918) 622 - 7291
4405 South 74 East Avenue
Tulsa, OK 74145-4727
ALICE, TEXAS................... Phone: (512) 668 - 0521
Cooper Energy Services Fax: (512) 664 - 0838
Highway 281 North and Commerce Road
Alice, TX 78332
HOUSTON, TEXAS.......... Phone: (713) 674 - 3300
Cooper Energy Services Fax: (713) 672 - 9042
1111 Lockwood Drive
Houston, TX 77020
ODESSA, TEXAS............... Phone: (915) 362 - 2511
Cooper Energy Services Fax: (915) 366 - 0534
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8927 Andrews Highway
Odessa, TX 79765-1308
PAMPA, TEXAS............... Phone: (806) 669 - 1806
Cooper Energy Services Fax: (806) 669 - 0667
225 S. Price Road
Pampa, TX 79065
SALT LAKE CITY, UTAH Phone: (801) 562 - 2724
Cooper Energy Services Fax: (801) 565 - 0280
6925 Union Park Center
Suite 600
Salt Lake City, UT 84047-4141
EVANSTON, WYOMING Phone: (307) 789 - 0117
Cooper Energy Services Fax: (307) 789 - 0121
109 Meadow Drive
Evanston, WY 82930
Canada
EDMONTON, ALBERTA Phone: (403) 483 - 9366
Cooper Energy Services Fax: (403) 489 - 6621
10685 - 176 Street
Edmonton, Alberta Canada T5S 1G5
GRANDE PRAIRIE, ALBERTA Phone: (403) 532 - 8800
Cooper Energy Services Fax: (403) 539 - 9393
11447 - 98th Avenue
Grande Prairie, Alberta, Canada T8V 5S5
MEDICINE HAT, ALBERTA Phone: (403) 526 - 2186
Cooper Energy Services Fax: (403) 526 - 0194
578 - 18th Street SW
Medicine Hat, Alberta, Canada T1A 8A7
South America
Cooper Energy Services International. Phone: (305) 386 - 5180
5600 S.W. 135th Avenue Fax: (305) 386 - 8783
Suite 201
Miami, FL 33183-5123
CARACAS............. Phone: 58 - 2 - 912811
Cooper Energy Services De Venezuela, S.A. 58 - 2 - 912066
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Apartado 61358 Fax: 58 - 2 - 993 - 0306
Centro Banaven, 2. Piso
Oficina A-23, Entrada A
Avenida La Estancia, Chuao
Caracas 1060-A, Venezuela
ANACO WAREHOUSE... Phone: 58 - 82 - 22264
Cooper Energy Services De Venezuela, S.A 58 - 82 - 22696
Carretera Negra, KM. 97 Fax: 58 - 82 - 23659
Apartado No. 12
Anaco, Edo. Anzoategui, Venezuela
MARACAIBO WAREHOUSE...... Phone: 58 - 61 - 74831
Cooper Energy Services De Venezuela, S.A 58 - 61 - 70798
Av. 12 Entre Calles 78 Y 79..... Fax: 58 - 61 - 70839
Edificio Torre 12
Mezanine Norte
Maracaibo, Edo. Zulia, Venezuela
United Kingdom
LIVERPOOL.................................... Phone: 44 - 51 - 524 - 6555
Cooper Energy Services Intl.. Fax: 44 - 51 - 524 - 6557
Atlantic Industrial Complex
Dunnings Bridge Road
Bootle, Merseyside L30 4UZ
United Kingdom
Mexico
MEXICO CITY................................. Phone: 525 - 540 - 1379
Cooper Energy Services Intl.. 525 - 202 - 2887
Sierra Mojada No. 626 - 2DO. Piso Fax: 525 - 520 - 2740
Lomas De Chapultepec
Deleg. Miguel Hidalgo
Mexico, D.F. - 11050
Mexico City
Middle East
DUBAI ................................ Phone: 971 - 4 - 313160
Cooper Energy Services Intl.. Fax: 971 - 4 - 314417
Dubai World Trade Center
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PO Box 9213
Dubai, United Arab Emirates
Courier: Dubai Trade Centre
20th Floor
Far East
CHINA............................................. Phone: 86 - 1 - 505 - 1717
Cooper Energy Services Intl.. Fax: 86 - 1 - 505 - 1716
3331 China World Tower
Jianwai, Beijing, 100004
Peoples Republic of China
SINGAPORE ............................... Phone: 65 - 863 - 3631
Cooper Energy Services Intl.. Fax: 65 - 862 - 1662
Boon Lay
PO Box 888
Singapore 9164
Courier: 72 Joo Koon Circle
Singapore 2262