3.3.

1 Compressor Control

Compressor operating logic is controlled by a programmable logic

controller (PLC). The PLC starts and stops the compressor, continuously
monitors compressor status indicators and can indicate different alarm
conditions. Compressor status is monitored by various pressure,
temperature, and flow indicators. The switches which are intrinsically
safe are monitored through zener barriers, which limit current in the
field wiring to 100 milliamps. All other switches, motors and solenoid
valves used to run the compressor are all wired using explosion proof
methods to prevent any spark from igniting the gas.
3.3.2 Compressor Operation

To initiate normal compressor station operation use the manual switch

labelled HAND/OFF/AUTO. This switch is located on the left side when
entering the compressor enclosure. From the OFF position manually rotate
the switch to the AUTO position. The compressor may are may not start
up immediately depending on the pressure in the final discharge line.
Compressor on/off operation with the manual switch in the AUTO position
is entirely controlled by the final discharge pressure switch. If final
discharge pressure is less than or equal to the low pressure set point
(e.g. 3000 psig) of the final pressure switch the compressor will start
up immediately. As the compressor runs the final discharge pressure
will rise to 4000 psig and the pressure switch will shut down the
compressor. The compressor will remain off until the final discharge
pressure drops to the low pressure set point. The compressor will
continue to cycle in this manner as long as the manual switch is in the
AUTO position. To shutdown the compressor return the manual switch to
the OFF position.

3.3.3 Compressor Ala~s

If any of the compressor status indicators signal a fault condition to
the PLC, the compressor will shut down and a red alarm light will light
up inside the enclosure. This status light is located next to the
HAND/OFF/AUTO switch. A green light at the same location is illuminated
at all times when there is power to the control panel.
The compressor will not start up until the fault condition has been
corrected and the compressor control panel has been reset. Indicator
lights on the compressor control panel door indicate the fault condition
for ease of problem diagnosis (see Section 3.7, Trouble Shooting The
System) •
The following is a list of alarms the PLC detects:
1. Emergency stop Activated - One of the E.S.D. push buttons has been
pushed.
2. Inlet Pressure High or Low - If while the compressor is running,
the inlet gas pressure rises above or drops below the set points
for 3 consecutive seconds, the PLC will register an alarm
condition.
3. Low Crankshaft Lubrication Pressure - If while the compressor is
running the lubrication oil pressure drops below the minimum set
point the PLC will register an alarm condition. There is a delay
on compressor start up before low lubrication oil pressure is
an alarm.
4. Low Crosshead Lubrication Pressure - Similar to Low Crankshaft
Lubrication Pressure Alarm.
5. Motor start Fail - If after the PLC gives the compressor run
signal the compressor drive motor fails to run, the PLC will
register an alarm condition.
6. High 1st stage Temperature - If discharge gas temperature from
first stage rises above the high temperature set point, the PLC
will register an alarm condition.
7. High 2nd stage Temperature - Same as Stage 1
8. High 3rd stage Temperature - Same as Stage 1
9. High 4th stage Temperature - Same as Stage 1
10. High Coolant Temperature - If coolant temperature rises above the
high temperature set point, the PLC will register an alarm
condition.
11. Low Coolant Flow - If while the compressor is running the coolant
flow is reduced, the PLC will register an alarm. There is a time
delay on start up before reduced flow is considered an alarm.
When the PLC registers an alarm, it maintains on the control panel
indicator lights the alarm condition that was detected. Even if the
alarm condition clears itself the indicator light{s) remain illuminated
until the control panel is reset. Before resetting the panel record the
numbers of the illuminated indicator light for service personnel.
In the event of compressor shut down on alarm, refer to Section 3.7,
Trouble Shooting The System.
3.3.4 Compressor Control Reset
When the compressor controls have registered an alarm and the fault
condition has been corrected, the compressor can not resume operation
until the compressor controls have been reset. BEFORE RESETTING, MAKE
SURE ALL TOOLS AND PERSONNEL ARE CLEAR OF THE COMPRESSORS 1 To reset, use
the HAND/OFF/AUTO switch inside the compressor enclosure. Manually turn
the switch to the BAND position and then to the AUTO position. The
compressor will either start up immediately or when the final discharge
pressure drops to the start up low pressure set point of the discharge
pressure switch.

3.4 PRIORITY PANEL

The function of the priority panel is to control the flow of gas from
the compressor discharge to the three (3 ) storage cylinders of the
storage cascade (refer to Figure 9). The electrically actuated motorized
5-way ball valve is used to control gas flow switching according to
inputs given to the electrical priority control panel by the pressure
transmitters PT1 and PT2.
3.4.1 Electrical Classification
The 5-way ball valve electric actuator and pressure transmitters are
explosion proof and designed for use in a Class 1, Division 1, Group D
environment/area. The priority control electrical panel contains a
Toshiba Ex-100 programmable logic controller (PLC) and the power supply
for the valve actuator. The priority electrical control panel must be
located in a non-hazardous area.
3.4.2 Operating Logic
The priority valve does port positioning according to the following
priority:
1st Priority - port 1 - flow direct to dispenser
2nd Priority - port 2 - high bank
3rd Priority - port 3 - medium bank
4th Priority - port 4 - low bank
For the PLC to determine valve port position, it constantly monitors the
inputs from the pressure transmitters. If the pressure transmitters read
above 3,800 psig the valve will park in its home position with port 4
II II

open (low bank). If gas is suddenly drawn from the low bank and then
from the medium bank, causing pressure transmitter PT2 to read a
pressure of 3,500 psig or below, the priority valve will switch to port
3. If gas is drawn from the high bank, the pressure at PT1 will drop. At
3,000 psig the priority valve will shift to port 1, by-passing port 2,
because of the higher priority allocated to port 1. All compressor
discharge is then directed to the dispenser.
with the valve actuator positioned at port 1, the high bank will
continue to drain, adding to the compressor flow to the dispenser until
the pressure at PT1 equalizes with high bank pressure. Beyond this the
pressure PT1 will rise above high bank pressure since reverse flow from
port 1 into high bank is restricted by a check valve.
As the compressor continues to supply gas the pressure at PTI rises
until it reaches 3,300 psig. The priority valve then switches to port 2
to fill high bank. As the pressure in the high bank (and at PTl) reaches
3,800 psig, the priority valve then switches to port 3 until medium bank
reaches 3,800 psig. Lastly the priority valve switches to port 4 filling
low bank to 3,800 psig. Beyond 3,800 psig all the banks are filled
further to 4,000 psig simultaneously due to crossover flow through check
valves. When all banks are topped to 4,000 psig the compressor stops by
the high pressure switch setting at 4,000 psig.
Two relief valves, located in front of the 5-way priority valve, allow
compressor discharge gas to bypass the 5-way valve when it is switching
between storage banks. As the ball valve changes position, flow is
momentarily blocked. Compressor discharge gas flow is then diverted
around the valve into low bank temporarily. This reduces the surge in
discharge pressure so that the compressor is not shut down due to high
discharge pressure at the final discharge pressure switch.

3.5 EMERGENCY SHUTDOWN VALVE PANEL

The three lines running from the Priority Panel to the three banks of
the storage Cascade each run through a pneumatically actuated ball
valve. This ball valve is open under normal operating conditions. It
is held open by the control of a 3-way solenoid valve. The solenoid
valve uses natural gas from a bank of the storage cascade which is
stepped down in pressure through a regulator from bank pressure (3000 -
4000 psig) to 80 psig. A safety relief valve at regulator outlet
protects the downstream components from over pressurizing. With the
solenoid valve electrically energized, gas is allowed to pressurize the
pneumatic actuator, opening the ball valve. If this valve is de­
energized the solenoid valve will shift, allowing the actuator to lose
pressure, closing the ball valve. The closing of the ESO valves
completely isolates all cascade storage gas from the dispenser.
ESO push buttons located at the compressor enclosure, dispensing points,
operator console, or other locations control the closing of the ESO
valves. In an emergency the nearest ESD push button can be manually
depressed closing the ESO valves. In addition to closing these valves
all compressor operation shuts down until all problems are cleared and
the compressor electrical control panel is reset.

3.6 STORAGE CASCADE

The storage cascade consists of 3 pressure vessels manifolded into three

separate storage banks.
The priority panel is connected to each bank of the storage cascade with
1/2" 0.0. x .065 wall stainless steel lines.

3.7 TROUBLE SHOOTING THE SYSTEM

In the event that the compressor system shuts down on alarm the
following steps can be taken to trouble shoot the system.
1. An alarm condition can be verified by checking if the red pilot
light next to the HAND/OFF/AUTO switch is illuminated. The
compressor will not start up until the fault has been found and the
problem rectified.
2. Check the alarm status of the programmable logic controller (PLC)
at the compressor control panel. A series of annunciator lights
mounted on the control panel door and numbered from 1 to 6 allow
for quick determination of the fault condition. Each light has a
double indicator function differentiated by either a flashing or
steady ON condition. To determine the fault condition consult the
following table.
 TABLE T6 - ALARM STATUS

INDICATOR LIGHT FLASHING LIGHT STEADY ON

LIGHT NO.
1 EMERGENCY STOP ACTIVATED
2 INLET PRESSURE HIGH/LOW
3 LOW CRANKSHAFT
LUBRICATION PRESSURE
4 LOW CROSSHEAD
LUBRICATION PRESSURE
5 RADIATOR FAN FAIL
6 LOW COOLANT FLOW
7
COMPRESSOR START FAIL
HIGH 1ST STAGE TEMPERATURE
HIGH 2ND STAGE TEMPERATURE
HIGH 3RD STAGE TEMPERATURE
HIGH 4TH STAGE TEMPERATURE
HIGH COOLANT TEMPERATURE

For example, if indicator light 4 is flashing the fault condition is low

crosshead lubrication pressure.
3. When the alarm status is determined, use the following guide to
correct the problem.
BIGH STAGE TEMPERATURE

1. Check to see that there is nothing to cause air flow blockage

across the radiator heat exchanger.
2. Visually check the water pump (e.g. motor shaft coupling, no
coolant leakage)
3. Check radiator coolant level.
4. Check for low inlet pressure to compressor.
5. Check for high coolant temperature.
6. Verify that the shut down temperature set points of the temperature
switch gauges are correct.
7. Check the enclosure vent fan for air flow blockage and verify
it has been operating.
8. Check to see that all coolant system maintenance isolation valves
are open.
9. Once all the above are checked and any problems corrected allow
the compressor to cool for a half hour.
10. When the compressors are clear of any tools and personnel, go to
the manual HAND/OFF/AUTO switch and reset the compressor control
the switch to HAND and then to AUTO.

11. Allow the compressor to start up and record the inter stage
pressures of the compressor at a final discharge pressure of at
least 3200 psig.

12. Compare the interstage pressures recorded to those of Table

T3. If recorded interstage pressure readings fall outside of the
range listed, this likely indicates a malfunction in the block or
piping system. Shut down the compressor and lock out. Contact a
trained compressor technician for further investigation.

INLET PRESSURE HIGB OR LOW

1. Check the meter inlet gas supply regulator pressure setting.

2. Visually inspect the inlet piping to the compressor for flow

blockage (E.g. closed inlet isolation valve).
3. Manually reset the compressor control panel at the HAND\OFF\AUTO
switch inside the compressor enclosure by switching to the HAND
position and then to the AUTO position.

4. Immediately record the inlet pressure gauge reading. If the inlet

pressure to the compressor is still incorrect, shut down the
compressor by turning the manual switch to OFF.

5. Lock out the compressor.

6. For too low an inlet pressure inspect (i) the inlet filter for a
clogged filter cartridge, (ii) the correct functioning of the inlet
solenoid valve.
7. For too high an inlet pressure, check the pressure setting of the
recovery tank regulator and adjust if necessary.
LOW CROSSBEAD OIL PRESSURE
1. Check crankcase oil level at the sight gauge.
2. Visually inspect the crosshead pump to see that it has been
functioning properly (E.g. drive belt, oil leakage, etc).
3. visually check crosshead lubrication circuit for leaks.
4. Remove the crosshead guide inspection plates and inspect the
crosshead guides and cylinders.
5. Check the relief valve pressure setting.
6. Check the pressure set point of the cross head oil pressure switch
gauge.
 LOW CRANKSHAFT OIL PRESSURE

1. Check crankcase oil level at the sight gauge.

2. Remove the crankcase inspection plate and inspect the crankshaft
connecting rod bearings for excessive play.
3. Check crankshaft oil pump including strainer, check valve and
relief valve.
4. Check the pressure set point of the crankshaft oil pressure switch
gauge.
BIGB COOLANT TEMPERATURE

1. Check to see that the fan motor is running.

2. Check for blockage of air flow across radiator heat exchanger.
3. Check coolant level.
4. Check that the water pump is running.
5. Test the coolant for correct glycol concentration.
r 6. Check if inlet gas pressure is too high.
7. Check temperature set point of the coolant temperature switch
gauge.
COMPRESSOR START FAIL

1. Check all phase current fuses in control panel.

2. Assure that the main switch on the control panel is in the OFF
position and locked out. Check the free rotation of the compressor
by removing the belt guards and manually pulling on the belts.
Check for correct belt tension. Replace all belt guards before
running compressor.
3. Set control panel to ON position. At the manual HAND/OFF/AUTO
switch reset the compressor and run by switching to HAND and then
to AUTO. Use an ammeter to check motor for high current draw. If
current draw is excessive, contact a trained technician.

EMERGENCY STOP ACTIVATED

This alarm indicates a manual E.S.D. push button has been activated.
Check all systems and personnel before resetting compressor control for
tJ!!IP'.
(
running.
 IV. MAINTENANCE

4.1 LUBRICATION

Lubrication of the compressor crankcase and crosshead guides is achieved

using two seperate oil pumps. It is important to understand the
operation of the oil pumps and their relation to the lubrication system
of the compressor.
4.1.1 Crankcase Oil Pump
Oil is stored in the crankcase sump from which it is drawn by a plunger
type oil pump. This oil pump is located on the front of the compressor
crankcase (see Figure 10). The oil pump is driven off an integral cam
on the compressor crankshaft. Normal operating oil pressure is 6 to 25
psig. The oil is drawn through a screen located in the crankcase sump,
through a check valve and passes through the oil pump to the oil
pressure chamber. From this point the oil is pressure fed through
drilled passages in the crankshaft to the connecting rod and main
bearings. The oil pump body is bolted and dowelled to the compressor
front retainer and carries a non-adjustable pressure relief valve that
serves to bypass excess oil to the crankcase sump after lubricating the
crankshaft, connecting rods and main bearings. The relief valve also
serves as a pulsation eliminator for oil pressure peaks.

1. Plunger 4. Check Valve Body

2. Conn. Rod 5. Oil Pump Body
3. Crankshaft 6. Oil Pressure Relief

Figure 10 - Crankcase Oil Pump Components

 "... 4 •1.2 Crosshead Oil Pump

Lubrication of the crosshead is achieved by a fixed displacement oil

pump. This pump is mounted on the base of the compressor skid and is
driven off the compressor crankshaft through a single groove sheave and
A-section belt. Normal operating oil pressure is 50 to 60 psig. The
oil pump draws oil from the crankcase sump and pumps it through an oil
filter to the oil divider block. From there the oil is fed to each
crosshead guide through a separate pair of lines. A bypass line with a
relief valve is taken off downstream of the pump to allow excess oil to
return to the crankcase.
4.1.3 Compressor Crankcase Oil

Prior to initial operation, the crankcase of the compressor must be

filled with a single viscosity, non-detergent, super refined oil with
rust and oxidation inhibitors. Oil should be either a napthenic base or
a specially compounded type to minimize carbon formation and to produce
carbon residue of a soft, fluffy nature. Oils having animal fat
compounding are NOT recommended. Use the following weight oils for the
ambient temperature ranges indicated:
above 15.6°c/60°F SAE 30W
0°C/32°F to -15.6°c/60oP SAE 20W
below 0°C/32°F SAE lOW
r"" It is important to use oil from a known reputable source. Use of
inferior quality oil will cause major service problems with costly
repair to valves, bearings, oil pump, etc.
Recommended oils are:
Below 5°cI 41°F Above °C/41°F
Shell Corena B68 Shell Corena BlOO
Oil capacity for IMW50 crankcases is 9.5 litres (10 quarts). If any
other lubricants are to be used, the manufacturer should be consulted.
4.1.4 Oil And Filter Change
It is recommended that the crankcase oil and filter (see figure 11) be
changed every 500 hours or 2 months. To drain crankcase oil, place a
bucket below the crankcase oil drain pipe and open the ball valve (see
figure 12). When the oil has finished draining, close the ball valve.
Before refilling the crankcase with oil replace the oil filter. Spin
off the filter and replace with a new one. The recommended filter is a
Kralinator Part No. L22 or exact equivalent.
Once the new filter is installed refill the compressor crankcase with
9.5 litres (10 quarts) of the recommended oil (see section 4.1.3) via
the oil filler pipe. Crankcase oil level should be between the "high
~
.
level" and "low level" of the oil sight gauge as indicated in Figure 13 •
(
DO HOT OVERFILL!
 Figure 11 - Oil Filter

Figure 12 - Oil Drain Valve

Compressor crankcase oil level should be checked on a daily basis and
adjusted if necessary.

Figure 13 - Oil Sight Gauge Level

4.1.5 Crankcase Oil Pump Removal and Disassembly
To remove and disassemble the crankcase oil pump, use the following
procedure:
a) Remove belt and pulley
CAUTION!
When removing the pulley and pulley shaft, be extremely careful not to
damage the oil seal. The oil seal is assembled with the lip of the seal
facing inward. It must be flush with the outside of the oil pump body
when assembled so that the oil return inner hole is not obstructed.
b) Remove tubing from oil pump.
c) Drain all oil from crankcase.
d) Remove capscrews that secure oil pump to crankcase.
e) Tighten nuts on tapered dowel pins and remove pins.
f) Remove capscrews that secure pump body to retainer, then remove
pump body.
g) Remove check valve assembly and oil connection from pump body by
removing capscrews.
h) Turn plunger and connecting rod to remove connecting rod pin and
connecting rod.
i) Remove plunger assembly from pump body (see Figure 15)
NOTE: THE CHECK VALVE ASSEMBLY IS SERVICED ONLY AS A COMPLETE ASSEMBLY
AND COMPONENT PARTS ARE NOT REPLACEABLE.
Figure 14 - Removing Or Installing Plunger

Figure 15 - Oil Pressure Relief Valve

~ 4.1.6 Crankcase Oil Pump Reassembly
Proceed as follows to reassemble and reinstall the crankcase oil pump:
a) Lubricate pump plunger with compressor oil and insert in the oil
pump body. Install connecting rod and pin.
b) Assemble check valve assembly and oil connection to pump body
with capscrews.
c) Install oil seal onto oil pump body with lip of seal facing
inward. Oil seal must be flush with outside of pump body to
maintain clearance behind it for free oil passage.
CAUTION 1
IF THE OIL SEAL SHOWS ANY SIGN OF DAMAGE OR WEAR IT MUST BE
REPLACED WITH A NEN SEAL.
d) Install pump body gasket to compressor block.
e) Lubricate connecting rod.
f) Hold oil pump body in position on retainer and work connecting
rod onto its proper position on eccentric of compressor
crankshaft, using a slender screwdriver as a tool.
CAUTIONl
USE EXTREME CAUTION WITH THE SCREWDRIVER SO AS NOT TO DAMAGE THE
OIL SEAL.
g) Insert capscrew and draw up finger tight.
h) Insert dowels and tighten capscrews to 40 ft-lbs torque.
i) Install oil pump tUbing.
j) Install gasket to rear of pulley. Assemble pulley, lockwasher,
and nut to compressor crankshaft.
k) Install belt and check tension.
1) Rotate compressor by turning flywheel pulley by hand to ensure
free operation of oil pump.
m) Start compressor and check oil pump installation for evidence of
leakage and adequate oil pressure.
4.1.7 Crankcase And Crosshead Oil Pressure Switch Gauges
The crankcase and crosshead oil pressure switch gauges are located on
the compressor gauge panel and monitor the oil pressures of the two
lubrication circuits. If there is a failure of the lubrication systems
resulting in a loss of oil pressure the pressure switch gauges will send
a signal to the compressor control panel to shut down the compressor.
The two pressure switch gauges have shutdown set points as listed in
Table T10.
It is recommended that these shutdown set points be tested every 500
hours or 2 months as part of a regular maintenance and service schedule.
NOTE: For pressure switch gauge set point adjustment see manufacturer's
instructions in Appendix K.
 4.2 COMPRESSOR VALVES
For the efficient operation of the compressor it is essential that the
compressor valves be operating properly. Improper valve operation will
likely result in interstage pressure readings that are outside of the
range of design and could result in compressor shutdown due to excessive
stage discharge temperatures.
It is recommended that the compressor valves be checked, cleaned and
tested every 1000 hours as part of a routine service and maintenance
schedule.
For valve removal, inspection, testing, and installation use the
following instructions. For valve disassembly, repair, or service refer
to the Hoerbiger Valve Service Guide in Appendix M.
4.2.1 1st, 2nd and 3rd Stage Suction and Discharge Valve Removal
To remove the valves from the cylinder valve manifold, proceed as
follows:
a) Remove lock bolts from valve holder.
b) Remove valve holder.
c) Remove valve keeper from manifold block.
d) Remove valve.
~ 4.2.2 4th stage Concentric Valve Removal
a) Remove valve holder bolts and lock washers.
b) Remove valve holder.
c) Take out top two valve gaskets.
d) Take out valve.
e) Take out bottom valve gasket.
4.2.3 Final Valve Test
After the valve has been reassembled test it as follows:
a) Check the seating of the valve plates by pouring "Stoddard"
solvent into the top of the suction valve or bottom of the
discharge valve to the half full level. Slight seepage is
allowed. If great leakage occurs, the valve must be disassembled
and the faulty part replaced. Another test for the suction or
discharge valve is to secure the valve in a fixture, apply 110
psi air pressure to the inlet part of the valve and coat the
outlet (opposite end from pressure in) with soap suds. Leakage
must not exceed a 1/2 inch bubble in three seconds time.
b) Dry the valve thoroughly and oil lightly to prevent any
formation of rust. Store in a suitable container (a sealed
plastic bag is recommended) to exclude dirt).
4.2.4 1st, 2nd and 3rd stage Suction and Discharge Valve Installation
a) Clean valve seating surfaces and install new valve seal gasket.
b) Install valve into its proper location in cylinder and rotate it
back and forth to ensure proper seating.
c) Install valve keeper into manifold block. Ensure proper seating
on valve and alignment of ports.
d) Install valve holder into manifold block. Make sure that valve
holder O-ring is not damaged. Replace, if necessary.
e) Install capscrews and washers. Tighten capscrews alternately to
15 ft. lbs. torque.
f) Tighten the capscrews to 35 ft. lbs.
4.2.5 4th Stage Concentric Valve Installation
a) Clean valve seating surfaces and install new bottom valve
gasket.
b) Install valve and rotate back and forth to ensure proper
seating.
c) Install top two valve gaskets.
d) Install valve holder. Ensure that valve holder O-rings are not
damaged. Replace, if necessary. Ensure that inlet and outlet
holes of valve holder match inlet and outlet holes of cylinder
head.
e) Install valve holder bolts and lock washers. Tighten bolts to
137 ft. Ibs.
NOTE: It is very important that the setscrews be tight against the valve
assembly at all times. Check the setscrews tightness frequently.

4.3 CYLINDER BEAD

Cylinder heads require little maintenance other than assuring that
coolant passages are clear for efficient coolant circulation. A
cylinder head requires removal in order to remove piston rods for rod
packing or piston ring inspection or replacement. For head removal the
following steps should be followed.
4.3.1 1st and 2nd Stage Bead Removal
a) Drain all gas and water from cylinder.
b) Disconnect discharge water tubing.
c) Remove all 1/2" bolts.
d) Screw two bolts into two 9/16" dia. threaded holes.
e) Pullout head.
4.3.2 1st and 2nd stage Bead Reassembly
a) Install cylinder head into cylinder (make sure that gas and
water O-rings are not damaged).
b) Install head lock washers and head bolts.
c) Tighten bolts to 69 ft. lba.
d) Install back discharge water tubing.
4.3.3 4th stage Bead Removal
a) Disconnect suction and discharge piping.
b) Remove concentric valve (see Section 4.2.2, 4th Stage Concentric
Valve Removal).
c) Remove all nuts and washers from studs.
d) Remove head.
4.3.4 4th stage Bead Reassembly
a) Place cylinder head on cylinder (ensure that all gas a-ring
seals are not damaged).
b) Install head lock washers and nuts. Tighten bolts to 137 ft.
lbs.
c) Install concentric valve (see Section 4.2.5, 4th Stage
Concentric Valve Installation).
d) Install back inlet and discharge piping.

4.4 PISTON RINGS AND RODS

The piston rings function as seals for the compression of gas in the
compressor cylinder. If the piston rings are worn their ability to seal
will be greatly diminished resulting in low compressor efficiency. Some
symptoms of worn compressor rings are the following:
i) Reduced compressor flow rates
ii) Interstage pressures outside of the design range
iii) High stage discharge temperatures
It is recommended that the pistons and piston rings be inspected every
5000 hours of operation and then replaced if necessary (see Section
4.4.2, Piston Ring Inspection). Piston rods and pistons should also be
inspected at the same time (see Section 4.4.3, Piston Rod Inspection and
Section 4.4.4, Piston Inspection).
To remove the pistons and rods from the compressor for inspection refer
to the follow instructions.
4.4.1 Piston Rings and Rod Removal
a) Remove cylinder head (see Section 4.3.1 and 4.3.3).
b) Remove crosshead guide cover plate.
c) Remove locking plate from crosshead.
d) Secure crosshead by using crosshead lock wrench.
e) Loosen rod nut.
f) Unscrew rod from crosshead.
g) Screw rod thread cover on piston rod.
h) Remove piston and rod assembly by pushing the rod up through
seal carrier and pulling out piston and rod assembly from cylinder.
i) Remove worn rings from piston.
j) Unlock and unscrew piston retaining nut.
k) Take out piston washer.
1) Remove piston from rod.
~ 4.4.2 Piston Ring Inspection

Inspect piston ring outer diameter for scoring. If scoring is observed,

the piston ring must be replaced. Use callipers to measure the height
and width of each piston ring cross section. Record the measurements
and compare with Table T7. If piston ring height has been reduced by
.005 inch or more the piston ring must be replaced. If piston ring
width has been reduced by .010 inch or more the piston ring must be
replaced (refer to figures 16 and 17).

~ABLE ~7 - PIS~ON RING DIMENSIONS

Stage 1st 2nd 3rd 4th

Piston ring height (inch) 0.375 0.250 0.250 0.250
Piston ring width (inch) 0.375 0.281 0.281 0.200
Rider ring height (inch) 0.750 0.500 0.500 0.250
Rider ring width (inch) 0.312 0.250 0.250 0.200

4.4.3 Piston Rod Inspection

Inspect the piston rod for scoring. If scoring is observed, the piston
rod must be replaced. Use callipers to measure the diameter of the
piston rod at various radial positions along its length and record the
measurements. Compare the measurements with the required rod diameter
in Table T8. If any of the recorded measurements show a reduction in
rod diameter exceeding .003 inch, the piston rod must be replaced.

~ABLE T8 - PISTON AND PISTON ROD DIMENSIONS

Stage 1st 2nd 3rd 4th

Piston 0.0. (inch) 6.127 3.066 3.406 1.478
. groove height (inch)
Piston rJ.ng 0.375 0.250 0.250 0.250
.
Piston rJ.nggroove dia. (inch) 5.437 2.420 2.890 1.070
Rider ring groove height (inch) 0.750 0.500 0.500 0.250
.
Rider rJ.nggroove dia. (inch) 5.611 2.616 2.990 1.094
Piston rod shaft dia. (inch) 1.125 1.125 1.125 1.125
 j PISTON RING

- RIDER RING

j PISTON RING

.1

4---- PISTON ROD

Figure 16 - Piston Rod Assembly

 IJ[DTH D[MENSIIlN

Figure l~' - Piston Ring Dimensions

1--------+- P[STCN OUTER DIAMETER mD.)

J-------l-1f-- RlDER RING GROOVE DIA.

1------oH-i-- PISTON RING GROOVE DIA.

PISTON RING GROOVE HEIGHT

RIDER RING GROOVE HEIGHT

1-----4-- PISTON ROD SHAFT DIA.

Figure 18 - Piston Dimensions

 4.4.4 Piston Inspection
Inspect the piston sealing surfaces for scoring (see Figure 18). If
scoring is observed the piston must be replaced. Use callipers to
measure the piston outer diameter and piston groove dimensions. Record
the measurements and compare with Table T8. If the groove height
dimension has enlarged more than .005 inch the piston must be replaced.
Check piston groove outer edges for rounding. If groove edge rounding
or flaring has occurred the piston must be replaced. Other piston
groove dimensions must not vary from Table T8 more than .010 inch.
4.4.5 PistoD Rings and Rod Reassembly
a) Place piston back on rod (ensure that O-rings are not damaged).
b) Place piston top washer back into piston counterbore.
c) Screw piston retaining nut back on rod.
d) Lock piston retaining nut by peening over material into slot on
piston rod.
e) Put rings on piston.
f) Put piston and rod assembly back into the cylinder (ensure that
rod thread cover is on rod).
Cylinder Clearances:
1st stage Ensure a gap of .175" exists between the top face of
the seal carrier and the bottom face of the piston.
This gap should be measured when the piston is in the
bottom dead position.
2nd stage Ensure a gap of .250" exits between the top face of
the seal carrier and the bottom face of the piston.
This gap should be measured when the piston is in the
bottom dead position.
3rd stage Ensure a gap of .250" exists between the top face of the
seal carrier and the bottom face of the piston. This gap
should be measured when the piston is in the bottom dead
position.
4th stage Ensure that there is no gap between the top face of the
piston and the compression valve centre bore face. This
should be checked when the piston is in the top dead
position.
In order to achieve sufficient clearances for 1st, 2nd and 3rd stages
proceed as follows:
a) Remove valve manifold assembly.
b) Move piston to bottom dead position by turning compressor
sheave.
c) Measure gap through slot in valve opening of cylinder.
d) If gap is smaller than required, unscrew rod from crosshead
enough so you can achieve required gap.
e) If gap is larger than required screw rod deeper into crosshead
~
enougb so you can achieve required gap.
f) When you achieve required clearance, tighten up crosshead nut
and locking plate.
 NOTE: 4th Stage Cylinder clearance is determined with correct 3rd Stage
Cylinder clearance. However, before 4th stage head is reassembled, 4th
Stage Cylinder clearance should be checked (see Cylinder Clearances -
4th Stage).
g) Put back crosshead guide cover plate.
h) Install cylinder head (see Section 4.3.2 or Section 4.3.4).
CAUTION:
When removing or reassembling piston and rod, always use rod thread
cover and crosshead lock wrench.
4.5 MANIFOLD BLOCK
The manifold block requires little maintenance beyond the replacement of
o-ring seals if gas leakage is encountered. If removal is required
refer to the following procedures.
4.5.1 Manifold Block Removal
a) Remove suction and discharge p~p~ng.
b) Remove valves from cylinder (see Section 4.2.1, 1st, 2nd and 3rd
Stage Suction and Discharge Valve Removal).
c) Remove valve manifold capscrews.
d) Remove manifold block.
4.5.2 Manifold Block Reassembly
a) Place the manifold block to side flats of cylinder.
b) Install capscrews back into manifold block and cylinder. Tighten
capscrew to 70 ft. lbs.
c) Install valve into cylinder (see Section 4.2.4, 1st, 2nd and 3rd
Stage Suction & Discharge Valve Installation).
d) Install back suction and discharge piping.
4.6 CYLINDER
It is recommended that all compressor cylinders be removed and inspected
at 5000 hours of operation. For cylinder removal and inspection refer
to the following procedures.
4.6.1 1st and 2nd stage Cylinder Removal
a) Remove cylinder head (see Section 4.3.1, 1st and 2nd Stage Head
Removal).
b) Remove piston and rod assembly (see Section 4.4.1, Piston,
Rings and Rod Removal).
c) Remove manifold block (see Section 4.5.1, Manifold Block
Removal).
d) Remove cylinder stud nuts and lock washers.
~ e) Remove cylinder.
~ 4.6.2 1st and 2nd stage Cylinder Reassembly
a) Install cylinder with cylinder studs on seal carrier through
seal carrier holes.
b) Install stud lock washers and stud nuts.
c) Tighten nuts to 120 ft. lbs.
d) Install manifold block on cylinder (see Section 4.5.2, Manifold
Block Reassembly).
e) Install piston and rod assembly (see section 4.4.5, Piston,
Rings and Rod Reassembly).
f) Install cylinder head (see Section 4.6.2, 1st and 2nd Stage
Cylinder Head Reassembly).
4.6.3 3rd and 4th stage Cylinder Removal
a) Remove back pressure piping.
b) Remove cylinder head (see Section 4.3.3, 4th Stage Head
Removal).
c) Remove 4th stage cylinder.
d) Remove 3rd and 4th Stage piston and rod assembly (see section 4.4.1,
Piston, Rings and Rod Removal).
e) Remove manifold blocks from 3rd Stage cylinder (see Section 4.5.1,
Manifold Block Removal).
f) Remove 3rd Stage cylinder stud lock washers and nuts.
g) Remove 3rd Stage cylinder.
~ 4.6.4 3rd and 4th stage Cylinder Reassembly
a) Place 3rd Stage cylinder with cylinder studs on seal carrier through
seal carrier holes.
b) Install 3rd Stage cylinder stud lock washers and nuts. Tighten nuts
to 120 ft. lbs.
c) Install manifold blocks on cylinder (see Section 4.5.2 Manifold Block
Reassembly).
d) Install 3rd and 4th Stage piston and rod assembly (see Section 4.4.5,
Piston, Rings and Rod Reassembly).
e) Install 4th Stage cylinder (be extremely careful not to damage 4th
Stage piston rings).
f) Install cylinder head (see section 4.3.4, 4th Stage Head Reassembly).
4.6.5 Cylinder Inspection
The compressor cylinders are prec~s~on honed for standard size pistons
only. Inspect the cylinder bores closely. If a cylinder is out of round,
worn, or deeply scored, it must be replaced with a new one. A worn
cylinder is indicated by visible ridging at the end of the ring travel
while an out of round cylinder can be determined as follows:
a) Take micrometer readings at various positions along the length
of the cylinder bore.
b) Place a new ring in position in the cylinder bore and direct a
strong light beam under the rings. Look for strong light gaps
between the cylinder bore and the ring. A clear light shining
through indicates an out of round cylinder.
4.6.6 Cylinder Deglazing
When replacing piston rings and reusing an old cylinder, it is
recommended that the cylinder bore be de-glazed to provide a proper
"seating in" surface for the new rings. To de-glaze a cylinder, wet a
piece of No. 80 grit abrasive cloth in oil and scrub over the cylinder
bore with a rotating/reciprocating figure eight motion. Do not overdo
this procedure as only a dulling of the glaze is usually sufficient and
can be accomplished with a light pressure. After deglazing, thoroughly
clean the cylinder bore using ordinary soap, hot water, and a stiff
bristle brush (not wire). Rinse thoroughly with clear, hot water and
then dry. Apply a light coat of oil to the cylinder bore to prevent
rusting.
4.7 SEAL CARRIER AND ROD PACKING
The piston rod packings function as seals to prevent high pressure gas
from leaking down the piston rod shaft and into the crankcase. Packing
leakage under normal operating conditions is approximately 0.008% of
compressor flowrate. Packing leakage is vented out of the seal carrier
and into the vent header where it is safely exhausted to atmosphere.
When rod packings are worn out, gas loss to atmosphere increases
dramatically. It is recommended that rod packings be checked every 5000
hours and replaced if necessary.
4.7.1 Rod packing Leak Test
To check packing leakage use a volumetric flow meter for flowrates below
2 cfm. To check packing leakage flow use the following procedure.
a) Disconnect the tube from the tube fitting which vents packing
leakage gas from the seal carrier (see figure 19).
b) Connect a flexible hose from the flowmeter to the tube
fitting so that the leaking gas will flow through the
flowmeter.
c) Measure the flowrate while the compressor is running. If the
packing leakage flowrate exceeds 0.1% of compressor flowrate it
is likely that the rod packings need to be replaced.
NOTE: A packing leakage test does not in any way indicate how much
packing life remains. It is possible to measure very low leakage
flowrates yet have rod packings fail 200 hours later if leakage was
measured toward the end of a packing's wear life. To determine how much
packing wear remains requires the disassembly of the seal carrier in
order to visibly inspect the rod packings (see Figure 19). To
disassemble the seal carrier use the following procedures.
Figure 19 - Seal Carrier
4.7.2 Seal Carrier and Rod Packing Removal
a) Remove cylinder (see Section 4.6.1, 1st and 2nd stage Cylinder
Removal when removing 1st and 2nd stage seal carrier. See Section
4.6.3, 3rd and 4th Stage Cylinder Removal when removing 3rd Stage
seal carrier).
b) Remove seal carrier.
c) Remove lock wire from capscrews.
d) Remove 3/8" capscrews and lock washers.
e) Pullout packing case.
f) Remove 5/16" capscrews.
g) Remove top seal block and 1st sealing ring.
h) Remove standard seal blocks and sealing rings.
i) Remove next 5/16" capscrews.
j) Remove vent block.
k) Remove standard seal block.
1) Remove vent ring.
m) Remove oil wiper block.
n) Remove oil wiper ring.
4.7.3 Rod Packing Inspection
Inspect the wear of the rod packings and wipers by measuring the wear
gaps of both the radial and tangential seal pieces separately (see
Figure 20). To measure the wear gaps, the seal pieces must be on the
piston rod shaft or on a plug of identical diameter. The wear gaps of
a new radial/tangential rod packing or wiper seal set are approximately
0.075 inch. If a wear gap measures less than .030 inch, it is
recommended that the rod packing or wiper be replaced. To estimate the
life remaining on a seal, a wear rate can be estimated on the basis of
a known service period divided by the loss of wear gap. Typically rod
wipers and packings have a life of 5000 to 8000 hours depending of
operating conditions.
Any rod packings or wipers that are scored on their inside radii or face
surfaces must also be replaced. In practice, if a number of rod
packings and wipers show wear, the entire set is replaced.
4.7.4 Seal Carrier and Rod Packing Reassembly
a) Ensure that all a-rings in seal block are not damaged.
b) Lubricate all a-rings with silicone lubricant III.
c) Install all a-rings in seal blocks and vent block.
d) Locate oil wiper ring set at centre of base block.
CAUTION 11
Ensure that notched face of oil wiper ring is in downward
position when placing on the base block.
e) Place oil wiper block over wiper ring.
 PRESSURE SIDE
INDICATOR 1I1MPL£S
PIN LOCAHON
HOLE:

PISTON ROD
SHAF'T

RAD[AL SEAL

l' • ," ".,."

0.075 APPROX.
(NO \lEAR)

0.075 APPROX. PRESSURE SIDE

(NO \lEAR> <I£AD END>
PIN

PRESSURE SIDE RADIAL SEAL

JNDlCATOR DIMPLES
TANGENTlAL SEAL

RADIAL SEAL SUPPORT

TANGENTIAL SEAL

CRANK END

PACKING STACK UP
PRESSURE SIDE
INDICATOR DIMPLES

,0.075 APPROX.
-L (NO \lEAR)
--r

RAMAL SEAL SUPPORT

Figure 20 - Rod Packing

 CAUTION 21
Ensure that large hole on the side of oil wiper block is in
downward position when installed in seal carrier.
f) Locate vent ring at centre of oil wiper block.
CAUTION 31
Ensure that numbered face of each and every seal is in the
upright position when placing on the oil wiper block.
g) Place standard seal block over vent ring on base block.
h) Place vent block on standard seal block.
CAUTION 41
Ensure that side hole of the vent block will be facing vent hole
of the seal carrier.
i) Install and tighten 5/16" capscrews to 15 ft. Ibs.
j) Install next seals, standard seal blocks and top seal block,
using procedures outlined in Section 4.7.3 (a),(b),(c),{f),(g).
k) Install and tighten 5/16" capscrews to 15 ft. lbs.
1) Install packing case assembly in seal carrier.
~ - When installing, remember Caution #2 and #4 from procedure
4.7.3 (e, h).
- Do not damage vent block a-rings when installing packing case.
m) Install 3/8" lock washer capscrews to seal carrier through base
block holes. Tighten capscrews to 28 ft. Ibs.
n) Lock 3/8" capscrews with lock wire.
0) Install seal carrier on crosshead guide through cylinder studs.
p) Install cylinder (see Section 4.6.2, 1st and 2nd Cylinder
Reassembly) •

4.8 CROSSREAD GUIDE, CROSSREAD AND CONNECTING ROD

4.8.1 Crosshead And Crosshead Guide
The crosshead and crosshead guide provide guiding for the linear
operation of the piston. The crosshead reciprocates in the crosshead
guide which behaves as a linear bearing. Oil lubrication is provided by
a pair of oil injectors in the crosshead cylinder wall. A loss of
crosshead oil lubrication pressure may be indicative of crosshead
cylinder wear. If necessary, remove the crosshead guide cover plates
for inspection. Visually check for abrasion or scoring on the crosshead
or crosshead cylinder. If crosshead guide removal is necessary follow
the procedures of Section 4.8.4 and 4.8.5.
~ 4.8.3 Connecting Rods
Connecting rods must run straight and parallel with the crosshead guide
cylinders. It recommended that connecting rod bearings be checked as
part of a scheduled maintenance and service program every 2000 hours of
operation. To inspect the connecting rods remove the crankcase
inspection plate. By hand, feel for connecting rod bearing play by
applying pressure to the rod radially. If appreciable play is
demonstrated it is advisable to replace the bearing shells. Remove the
connecting rod using the procedure of section 4.8.4. Reassemble the
connecting rod, bearing shells and cap and take micrometer readings of
the bearing and crankpin diameters at several points to determine the
existing clearance. Compare with the required clearance as specified in
Table T9. Inspect the bearings and crankshaft journal for scoring. If
the crankshaft journal is scored, contact the manufacturer for machining
specifications and undersize shell bearing half replacement parts. For
crankshaft removal, refer to the procedure of Section 4.9.2. If the
shell bearing halves are scored replace with new parts. Reassemble
connecting rods using the procedure of Section 4.8.5.
4.8.4 Crosshead Guide, Crosshead and Connecting Rod Removal
a) Remove seal carrier (see Section 4.7.2, Seal Carrier and Rod
Packing Removal).
b) Remove crosshead guide to crankcase nuts and lock washers.
c) Remove crosshead guide.
d) Remove lock wire from connecting rod capscrews.
e) Remove connecting rod capscrew and washer.
f) Tap out gently crosshead wrist pin.
g) Remove crosshead.
h) Remove connecting rod nuts.
i) Remove connecting rod from crankshaft.
4.8.5 Crosshead Guide, Crosshead and Connecting Rod Reassembly
a) Install connecting rod on crankshaft. Ensure bearing halves are
installed before assembly of connecting rod end cap.
b) Install connecting rod nuts and tighten to 175 ft. lbs.
CAUTION!

Tightening of bolts should be done in increments of 25 ft. lbs.

Ensure that installed connection rod moves freely.
c) Crosshead installation: Align crosshead, complete with installed
bearings, over connecting rod. Slide in wrist pin through cross­
head bearings and connecting rod.
d) Install connecting rod lock washer and capscrew. Tighten
capscrew to 80 ft. lbs.
e) Lock capscrew with wire.
f) Slide crosshead guide over crosshead. Place crosshead guide on
crankcase through crosshead guide to crankcase studs.
g) Install lock washers and nuts. Tighten nut to 137 ft. lbs.
h) Install seal carrier (see Section 4.7.3, Seal Carrier and Rod
Packing Reassembly).
 4.9 CRANKSHAFT
4.9.1 Crankshaft Main Bearings
The compressor crankshaft is supported at both ends by heavy duty
tapered roller bearings. The main bearing cones are shrunk onto the
crankshaft. The bearing cones must be heated in oil to 400 OF max. to
facilitate installation on the crankshaft. The rear main bearing is
pressed into a bearing retainer. The front main bearing is a push fit
into the crankcase. Adjustment is by adding or removing shims under the
bearing cover. Correct end play is .003 inch to .005 inch as checked by
an indicator and must be maintained at all times.

TABLE T9 - CRANKCASE ASSEMBLY TOLERANCES

Crankshaft bearing end play 0.003 - 0.005

Connecting rod bearing running clearance 0.002 - 0.004
Compressor oil Pump Plunger To Body Clearance 0.002 - 0.004
Oil Pump Connecting Rod To Crankshaft Journal 0.002 - 0.004
Clearance

~ 4.9.2 Crankshaft Removal

a) Remove crosshead guide, crosshead and connecting rod (see
Section 4.8.4, Crosshead Guide, Crosshead and Connecting Rod
Removal) •
b) Remove compressor sheave nut and washer. Remove compressor
sheave.
c) Support crankshaft with a sling.
CAUTION!
Do not damage crankshaft bearing surface.
d) Remove oil pump assembly (see Section 4.1.5, Compressor Block Oil
Pump Removal and Disassembly).