B- RECIPROCATING

GAS COMPRESSORS
B-Reciprocating Gas Compressor maintenance

1 Running checks, check that cylinder lube system is functioning.

2. Lube oil sampling for analysis, perform oil change if required.
3. Cleaning of crankcase breather.
4 Check condition of suction / discharge valves
5. Complete overhaul of suction and discharge valves.

6 Removal of side cover of distance piece and check piston rod run out.

7 Removal of cylinder head cover, ease out piston rod from crosshead using
hydraulic pressure pump.

8 Measurements and record clearance of rider and piston ring in cylinder.

9 Measurement and record cylinder wear.
10 Replacement of piston rod and oil wiper ring assemblies
11 Dismantling and reassembling of stuffing box packing, check for correct type of
packing material.

12 Measurement and record crosshead shoe and guide clearance.

13 Check of rider and piston ring clearance on piston.
14 Check of main bearing for wear or damage, use plastic gauge.
15 Check of crosshead pin and bearing, replace if required

16 Refit piston rod to cross-head, adjust head end and frame end side, by feeler gauge
though suct./ disch. openings.

18 Inspection and cleaning of lubricator pump check valves

19 Draining And Flushing Of Lubricator Pump.
20 Check of crankshaft deflection to correct bearing alignment.
21 Check all bolts and nuts for tightness.
22 Analyse and record the performance.
1 Carryout daily running checks, check that cylinder lube system is functioning.

:
Dx Wx M 3 Mx 6 Mx 12 Mx 30M 60M

Daily

1. Visually inspect the compressor for lubricating oil, cooling water or gas leaks.

2. Listen to the compressor for any undue noise or vibrations.

3. Observe that all temperatures and pressures are at the normal operating values.

4. Check the level of the lubricating oil in the compressor sump. Top up as
necessary.
Weekly

1. Examine the frame oil head scraper ring for oil leakage. If lubricating oil is
visible, remove clean and inspect the sealing surfaces and check the end
clearance. If the leakage of oil is excessive renew the oil seals.

2. Check the piston rod packing for leakage. If leakage does occur re-establish the
end gaps by filing the ring ends. Renew all ring and springs as necessary.
Polish the piston rod and lap in the rings

3. Check wear down on the piston rods in way of the packing. If rod diameter is
reduced by more than 0".030 renew the piston rod and the packing. Metal spray
or chromium plate the old piston rod to restore it to its original diameter. Use
as a spare. Ensure that piston rod nuts are torqued correctly.

3 Monthly

1. Examine the condition of the plate valves. If the valves are leaking lap seats
guard and plates on a smooth facing plate with fine lapping compound. Renew
any broken plates. Renew seat gasket before re-installing the valves.
2. While the valves are out, examine the cylinder bores.
3. Check the tightness of all flange connection studs.

6 Monthly

1. Check the gas discharge temperature. If it is excessively high, stop the

compressor immediately and check the cooling water passageways through the
cooling water jackets and the Air X Changer cooling stack.

2. Check the clearance pocket packing for gas leakage at the stem threads. Renew
the O-ring if it is leaking.

3. Inspect the connecting rod bearing. If there is visible scoring or flaking or

excessive clearance, renew crank pin bearing shells and renew piston rod
bushings. Ensure oil passageways are in line and bottom end bolts are torqued
correctly.

4. Inspect the crosshead and pin. If knocking is heard while the compressor is
running or the clearance between the pin and the crosshead bearing is
excessive, renew the pin if the pin is worn or renew the crosshead if the pin
bore is worn.
12 Monthly

1. Measure the clearance between the main and thrust bearing and the housing. If
the clearance exceeds 0.005" renew the housing.

2. Inspect the condition of the roller bearings. Renew if flattened or worn.

3. Observe the oil pressure when the compressor is running. If it is lower than
normal, examine the oil pump for worn gears, worn shaft seal or excessive
clearance in the case. Renew worn gears bearings and gasket.

4. Examine the condition of the pistons. Measure the clearance between the piston
and the cylinder bore which should be:

Cast iron pistons 008" + 0015 x the cylinder bore in inches

Aluminum, pistons 0025 x the cylinder bore in inches

If the piston is worn on the bottom side only, rotate the piston through 180 0
and refit.

Examine the piston ring grooves. If the clearance between the piston ring and
groove is excessive, machine out the piston ring grooves and fit over width
rings

5. Place the piston rings in an unworn section of the cylinder and measure the
piston ring gap. Renew any rings where the gap exceeds twice the
recommended gap clearance.
Lube oil sampling for analysis,

General information
The main functions carried out by the oil are the following:

- Reducing friction between surfaces with mutual sliding.

- Removing the heat produced by friction.

- Providing protection against aggressive agents.

The use of appropriate lube oil is of maximum importance for satisfactory

operation of the compressor.

A- Adjusting screw.

B- Plug.

C- Spring.
 Lube Oil Pump.

2. Changing lube oil

The properties of the lube oil are significantly altered by the presence of
contaminating agents (such as humidity and liquefied hydrocarbons) and by the
aging, which results in oxidation.

Indicatively, the first oil change will be made after the first 1000 hours of operation.
Subsequent oil changes will be made after not more than 4000 hours. These time
intervals are purely indicative since consumption, contamination and loss of
properties of the oil are obviously influenced by the factors, which are present in
various situations. These factors should be evaluated by the operator, according to his
experience and according to the results of the operation of the machine.

In any case, we recommend checking the oil level periodically and taking samples to
be subjected to chemical/physical analysis, especially during the initial periods of
operation.

The following should always be kept in mind:

- When changing oil, empty the system completely.

- When changing oil, inspect the pump suction filter; if necessary, clean it.
- During general overhaul of the compressor, clear the entire system thoroughly.
This procedure should in any case be carried out when the presence of deposits is
observed or suspected.

Oil can be changed more rapidly and thoroughly by heating it to a temperature of

approx. 50-60'C. To do this, in the absence of a heater, the cooler can be utilized,
letting a hot fluid flow through it. In any case, the oil will be circulated by means of a
pump (either main, or auxiliary or flushing pump).

ATTENTION:

Prior to draining the oil, switch off the electric heater (if present) so as not to bum it.
When adding new oil, check to ensure that the heater is not overheated, to avoid
burning the new oil.

After having changed the oil, some precautions must be taken in re-pressurizing the
system, since air may be present in it. The filter cartridge could be damaged by oil
arriving on it violently, it air is present in the system. The air must therefore be
thoroughly vented from the system.

Accordingly, it the pre-lubrication pump is a hand pump, it will be necessary to open

all the vents in the system and, operating on this pump, to close them again when the
oil begins to come out of them. If instead the pre-lubrication pump is an electric one,
it will be necessary first of all to fill the system by hand as much as possible, the
cooler and filter in particular. Subsequently, start the pump repeatedly for only a brief
instant, until the immediate response of the differential pressure gauge on the filter
(or, in the absence of this, of the pressure gauge on the header) signals that the system
is filled with oil.

CYLINDERS AND PISTON ROD PACKING LUBRICATION

1. General - Precautions

If the cylinders and the piston rod packing are lubricated, the lubrication system
supplies these components with a sufficient amount of lubricant.

In special cases, the lubricant can be supplied to cylinders and piston rod packing
indirectly, by injecting it at certain point in the gas circuit,, for example, at the
compressor intake.

The main elements of which this system is formed are:

- Lubricator
- Instrumentation.
The lubricator can be driven by an auxiliary motor or, through a coupling, by the
drive shaft of the crank mechanism lube oil pump. In the latter case, a crank is
provided for pre-lubrication.

The configuration of the lubrication system for the cylinders and piston rod packing
of the compressor is illustrated in the LUBRICATION DIAGRAM (DIAGRAMS
Section).

As regards instrumentation, see also INSTRUMENT LIST included in the

DIAGRAMS Section and the part of the Manual relevant to AUXILIARIES.

ATTENTION:

Prior to carrying out any procedure on the system, consult the information given in
the GENERAL INFORMATION Section, relevant to the GENERAL SAFETY
PRECAUTIONS and the paragraph SAFETY RULES FOR PERSONNEL
RESPONSIBLE FOR OPERATION AND MAINTENANCE (OPERATION
Section).

2. Lubricator

The purpose served by the lubricator is that of sending lube oil, in the pre-established
amounts, to determined points on the machine (see Lube oil item in this paragraph).
As regards structural characteristics, operation and maintenance of the lubricator see
the LUBRICATION DIAGRAM and the part of the Manual relevant to
AUXILIARIES, in which identification data and the technical documentation are
given.

3. Lube oil

3. 1. General information and characteristics.

The main functions carried our by the lube oil are:

- Reducing friction between surfaces that slide together.

- Removing heat produced by friction.

- providing protection against aggressive agents.

The use of appropriate lube oil is of maximum importance for satisfactory operation
of the compressor.
The oil recommended for lubrication of the compressor subject of this Manual is
specified in the LUBRICATION DIAGRAM.

3.2. Lube oil flow rate

The flow rate of lube oil per minute for each in action point and for each cylinder is
specified in Table 1- 11002, at the end of this paragraph.

ATTENTION:

The indications given in the Table are based on experience acquired with similar or
identical machines. Any necessary correction may be made during operation, after
having performed thorough inspection of the lubricated parts. The oil film should be
light. On the other hand, there should be no scoring due to lack of oil, and no points
where oiliness is not present.

During the initial period of operation, up to 100 hours of running, it is advisable to

provide a flow rate of oil double that normally required. Subsequently, reduce the oil
flow rate progressively until reaching, after 1000 hours of operation, the specified
value.

LUBRICATION OF AUXILIARIES

The function of the systems for lubrication of auxiliaries is the same as that of the
system for lubrication of the compressor.

As regards configuration, components and instrumentation of the auxiliaries'

lubrication system, see the LUBRICATION DIAGRAM and the INSTRUMENT
LIST included in the DIAGRAMS Section and the part of the Manual relevant to
AUXILIARIES.

ATTENTION:
Prior to carrying out work of any kind on the various systems, consult the information
given in the GENERAL INFORMATION Section, relevant to the
 Note: Indicatively, it may considered that: 1 gr = 30 drops.

check condition of suction / discharge valves

Inlet and discharge valve assemblies are similar in appearance -differentiating
between them is most easily ascertained however, by the word "INLET" or "DISCH"
(discharge) stamped on the side opposite the center bolt head. If for some reason the
identification stamp is not legible, the valve assembly can be identified by noting the
head of the center bolt. The inlet valve assembly center bolt head will be on the valve
seat side (guard has threaded center-hole), while on the discharge valve assembly the
center bolt head will be on the valve guard side (seat has threaded center hole). See
Figure 4-16.
Valve Assembly Removal and Disassembly

The following procedure is recommended by removal of a valve assembly:

1. Remove acorn nut from setscrew (s) in center of valve cap.

2. Turn setscrew out of valve cap at least two revolutions. (This is an

important operation as it will aid in proper reinstallation of the valve
assembly).

3. After the setscrew is loosened (as in step 2), remove the capscrews that secure
valve cap to cylinder; then, remove cap.

4. Pull valve cage and valve assembly out of port. Note the position of the valve
“guard” in the cage. Upon reinstallation the position of the guard should be
change (turn 180°). This is to distribute operational wear equally among the
guard posts. In turn, wear will be more evenly distributed throughout the valve
assembly resulting in extended life.

5. Separate valve assembly from cage by removing two socket- head

screws.

6. Disassemble valve assembly by unscrewing centerbolt.

 Type “RW” valve assemblies – inlet discharge.

Complete overhaul of suction and discharge valves.

INSPECTION

It is recommended that a valve inspection be made every six months or 3000

operating hours-whichever comes first. Generally it is not necessary to remove all the
valve assemblies to make an inspection. Simply remove one discharge valve
assembly, disassemble it and check its condition (preferably a second stage valve if
compressor is two stage). If this assembly is in need of cleaning or repair it reflects
the condition of the remaining valve assemblies. Details for the inspection and
reconditioning of valve assembly components are as follows:

Valves. Check for breaks, cracks and wear. Cracks or breaks will require valve
replacement. If seating area is worn to less than one-half the original thickness,
Replace valve. When seating area wear is between one fourth and one-half of original
thickness, the valve may be turned over to the unused side. Check valve in guard
groove to see that it is not "hanging up".

Springs. Check for breaks, cracks, relaxation and wear. Cracks or breaks will require
spring replacement. Wear will usually occur at the bearing points of the wave. The
inner and middle springs wear at the "squared off" ends and at the back of the
concave. If wear is one-half original thickness replace spring. When 'squared-off"
springs are worn beyond recognition. replace spring. Relaxation of spring (spring not
holding valve firmly against valve seat) may be an indication of excessive spring
wear.

Valve Seat. Check the valve seat for dents. Cracks. Breaks and wear. Cracks or
breaks will require seat replacement. Dents on the seating area can be removed by
surface grinding. Seat must not be ground down below the recess (relief) between the
rings. If wear is lot as deep as the recess the seat may be ground. Otherwise turn seat
to unused side or replace. Whenever the seat is reconditioned the valves should also
be renewed or be in relatively good condition. If wear pattern is uneven see "Valve
Guard".

Reaction Plates. The reaction plates should be checked for wear or damage. They
may be turned over if there is an indication of wear.

Valve Guard. As the valve guard provides for proper valve alignment to the valve
seat, check for excessive side clearance in the grooves. Excess side will result in an
uneven wear pattern at the seating area on the valve and valve seat. Look for a
shoulder (indicating wear) on the guard posts. Replace guard if total valve side
clearance is in excess of .044", or if wear pattern is off center by more than one-half
original pattern at any point.

Clean the valve assembly carefully by light scraping or brushing. Avoid scratching
valve seating surfaces. Use a safety solvent if necessary. Hard to remove deposits
may be loosened by soaking overnight. Do not use a flammable solvent. Pull the
reaction plates out of the guard and clean out the groove, as foreign build-Lip can
reduce valve lift.

*GUARDS AND SEATS ARE CHROME OVER NICKEL PLATED. IF THIS

PLATING SHOULD DETERIORATE IT IS RECOMMENDED THAT THEY BE
REPLATED. THICKNESS OF NICKEL IS .0005", CHROME .0001".

Valve Assembly Re-assembly

After the valve assembly has been inspected. reassemble according to the following
procedure:

1. Place reaction plates. springs and valves in their respective ring groove in the
guard in the order named. See Figure 4-17.

SPRING QUANTITIES ARE AS FOLLOWS: ALL DISCHARGE VALVE

ASSEMBLIES HAVE TWO (2) SPRINGS FOR EACH VALVE.

INLET VALVE ASSEMBLIES HAVE TWO (2) SPRINGS FOR THE

INNERMOST VALVE ONLY: ALL OTHER VALVES HAVE ONE (1) SPRING.

A "METAL" REACTION PLACE HAS TWICE AS MANY FLEXTURES AS A

VALVE SPRING. NON-METAL REACTION PLATES ARE FLAT.
1. For lubricated cylinders only apply anti-seize compound to center bolt threads.

2. After all parts are in place, lay a steel rule or similar strip across valves and
press down to force valves into recesses in guard (Figure 4-18). While holding
the valves in place, slide the valve seat firmly over the valves until centered on
guard. Continue to hold assembly together firmly and install center bolt,
"finger tight".

3. Check valves action to see that they move freely in the guard and are not
pinched between the valve seat and guard.

4. Align guard ribs to seat ribs.

5. Tighten center bolt securely and repeat Step No. 3. (Torque 23 ft. lbs.)

Valve Assembly Installation

1. Assemble valve assembly to valve cage and secure with socket head
screws. (Consider changing valve guard position as suggested in "Valve
Assembly Removal and Disassembly" -Step 4.
2. Install gasket in valve port.

3. Install cage and valve assembly into valve port. (install cage retaining ring in
bottom side ports).

WARNING

MAKE SURE THAT INLET VALVE ASSEMBLIES ARE INSTALLED INTO INLET PORTS
AND DISCHARGE VALVE ASSEMBLIES ARE INSTALLED INTO DISCHARGE PORTS. (A
DISCHARGE VALVE ASSEMBLY WILL FIT INTO AN INLET VALVE PORT, BUT NOT
VICE VERSA).
VALVE ASSEMBLIES MUST NEVER BE INSTALLED WITH THE CENTER BOLT HEAD
ON THE PISTON SIDE.

FAILURE TO COMPLY WITH THIS WARNING MAY RESULT IN DAMAGE TO THE UNIT.

4. Position gasket on valve cap and place cap over valve port. Make sure that
dowel pins in cap enter dowel hole in cage and cylinder head.

5. Install valve cap capscrews and tighten evenly.

6. After valve cap has been secured, tighten setscrew(s).

7. Replace setscrew gasket and secure acorn nut.

INLET VALVE UNLOADERS

Units employing Inlet Valve Control are provided with inlet valve unloaders in each
inlet valve port. The unloader components are assembled right into a specially
designed inlet valve cage. See Figure 4-22. Unloader assembly and valve assembly
are doweled for position and held together by socket head screws.
To remove the unloaders employ the same procedures as outlined under "Valve
Assemblies". Once the unloader is removed separate the valve assembly by removing
the socket head screws. Inspect the unloader diaphragm by removing the disphragm
cap. Match-mark the cap position on the cage for re-assembly- capscrew holes will
only line up one way, (this is for dowel alignment). While the cap is off spring may
be inspected by unscrewing the nut from the bolt that holds the yoke and unloader
button together.

DISTANCE PIECE

The distance piece connects the crosshead and croashead guide Case to the
compressor head. The piston rod emerges from the crosshead case through an oil seal
packing gland and enters the compressor head through a process gas seal packing
gland. The lubricating oil leakage and process gas packing gland leakage, are
collected, vented and drained from the distance piece. The distance piece operates at
atmospheric pressure.
INTERMEDIATE DISTANCE PIECE

1. General

For special requirements, between frame space and cylinder, an intermediate spacer
can be interposed, forming an additional separation chamber between cylinder and
frame. This intermediate distance piece is equipped with packing that prevents the
gas, which has leaked through the cylinder packing from reaching the frame.

2. Maintenance

Any abnormal leakage of gas from the packings are to be attributed to excessive
consumption of seal elements or to poor surface conditions of the piston rod.

In the first case, it will be necessary to install new rings. In the second case, which is
much less frequent, it will instead be necessary to grind the piston rod and to use
undersize rings. Keep in mind that it will never be possible to obtain adequate seal of
the piston rod packings if the piston rod is not perfectly lapped or if it presents
ovalization or tapering on the diameter.

2.1 Disassembly

The disassembly procedures are carried out through the doors on the distance piece,
without detaching the piston rod.

• Unscrew the nuts on the stud bolts fastened the end of the flange.
• Pull out the piston rod packing group, pulling it by the flange, and move it to
coincide with the doors.
• Unscrew the lock nuts on the tie rods of the piston rod packing group.
• Pull out the end flange and move it as far away as possible, sliding it along the
rod.

• Pull out the first piston packing cup from the tie rods and disassemble the
rings, first detaching the circumferential springs that hold them together.

• After having removed the rings, move the cup away and repeat the procedure
for the other cups that make the piston rod packing.
2.2 Assembly

To assemble the piston rod packing, carry out the steps described for disassembly in
reverse order.

ATTENTION:

Keep the assembly drawing of the piston rod packing clearly in mind, both as regards
the position of the rings inside of the cups and as regards the position of the cups in
the packing.

Prior to reassemble, check that the clearances between the various parts of the
assembly are within the limits specified in the assembly drawing.

Tighten the nuts with a torque wrench, to the required torque value

3. Wear on piston rods

Wear is measured in the central section of the length subjected to sliding of the piston
rod packing.

Perform measurement along three diameters regularly distant from each other.

Wear that can still allow satisfactory behavior of the piston rod packing seal rings
may reach the values 2% of the nominal diameter of the rod,, if the working surface,
although worn, is smooth and free from scoring.

It is obvious however that satisfactory behavior is determined, not only by the

condition of the rod, but also by wear on the seal rings. Therefore, even when wear
on the rod is less than 2% it may be necessary to install new seal rings.

In any case, a rod that is worn beyond the limit specified above will have to be
ground. We recommend decreasing the diameter by 0.4 mm and installing rings from
our standard production, suitable for a rod whose size has been decreased in this way.

After decreasing the rod size, further wear of 2% is permissible. When this level of
wear has been reached, it is advisable to replace the rod, if its diameter is equal to or
less than 60 mm. If instead the diameter is over 60 mm, we recommend decreasing it
again to a value of 0.8 mm below the nominal diameter, and installing piston rod
packing seal rings from our standard production, suitable for a rod whose size has
been reduced again in this way. After the second reduction in size, further wear of 2%
can be tolerated, after which it will be advisable to replace the rod.
The rings of smaller diameter should be utilized only after having reduced the
diameter of the rod.

Take into account that, for satisfactory life of the piston rod packing rings, the
roughness of the sliding surface of the rod must be limited. We therefore recommend
that, when the rod is reconditioned, roughness values should not exceed the order of
12-16 RMS. (microinches).

Removal of cylinder head cover, ease out piston rod from crosshead using
hydraulic pressure pump.

Removal and assembly of cylinders

To remove the cylinder from the frame, proceed as follows:

• Remove the pipings that are connected to the cylinder which is to be removed.
• Detach the piston rod from the crosshead.
• For the purpose ot protection, cover the threaded end of the piston rod with
sheathing or teflon tape, and disassemble the partition cover and the
intermediate packing, if present.
• After having slung the cylinder and put the lifting device under load, free it
from the supporting system.
• Remove the nuts for fastening to the crosshead slidebody or the spacer. Move
the cylinder away and lift it.

To reassemble the cylinder, carry out the disassembly procedure in reverse order.

Specifically, approach the cylinder the contact planes between I cylinder and frame
are a few tenths of a min apart. Connect the support to the cylinder and to the
foundation. Check, prior to tightening the nuts on the stud bolts connecting cylinder
to frame, that the above-mentioned planes are parallel. If necessary, operate on the
shims placed under the support.

1. Wear, ovalization. and reboring of cylinders

Periodically, cylinders should be subjected to measurement of maximum wear,

1.1 Wear:

Represents the increase in the sliding length of the piston.

1.2. Relative wear:

Represents the difference between maximum diameters, the cylinder bender

measured at several points on one planepassing through the axis the check check shall
be performed on at least two planes at right angles to each other

1.3. Ovalization:

Represents the difference between maximum and minimum diameters, measured at

several points on one plane perpendicular to the cylinder axis.

Task No. M – 13 – A. 7. Continue.

Task Detail.

2. Procedure for disassembly and reassemble of liner

2. 1. Liner fitted without interference

2. 1. 1. Disassembly

After having removed the cylinder head, pull out the liner using the appropriate
pullers.

2.1.2. Assembly

Prior to reinstalling this type of liner in the cylinder, carefully check the 0 ring
gaskets placed between liner and cylinder. If they have been damaged in
disassembling the cylinder
liner, install new gaskets.

Clean and check everything, especially the contact surfaces between liner shoulder
and cylinder. Insert the liner, being careful to ensure that the dowel enters into its
housing.

For cylinders of the lubricated type, check that the lubrication holes between cylinder
and liner coincide with each other.
2.2. Liner fitted with interference

2.2. 1. Disassembly

To remove a forced liner, proceed to machining same on a vertical lathe or milling

machine. During machining, the liner detaches from the cylinder wall when its
thickness has been reduced by 1-2 mm.. Place the cylinder on the machine correctly,
so as not to damage to the coupling surface.

ATTENTION:

When working with liquid nitrogen, avoid personal exposure to contact with this
substance. The area in which the work is carried out must be well ventilated to avoid
respiratory disturbance and asphyxia

2.2. 2. Assembly

The procedures indicated below refer to compressor cylinders of the lubricated type.
For non-lubricated cylinders, the only difference is that there is no need to align the
holes for the lube oil. In this case, the correct positioning of the cylinder liner is given
by alignment of the valve openings, if the openings are present on the liner.

Installation of this type of liner on a cylinder is performed either by cooling same in

liquid nitroqen or by heating the cylinder in the furnace. All forced liners designed by
NUOVO PIGNONE can-be installed by heating the cylinder in the furnace.

Assembly can be made either by heating the cylinder to 150'C or by cooling the liner
in liquid nitrogen.

Assembly by cooling cannot be performed with NI-RESIST liners.

If both systems of assembly are possible, the choice will be determined by what is
available at the job site. Take into consideration also that assembly by cooling the
liner offers the advantage of substantially shorter time required for the procedure. If
however this solution is adopted, more appropriate equipment must be available. The
system for lifting the liner must be made of stainless steel., due to the fragility that
would be caused in other metals by the low temperature. Furthermore, the lifting
system must be structured in such a way as to avoid deflection stresses on the pullers.
It is advisable to have available, for the both, a recipient of suitable shape, in order to
minimise the consumption of nitrogen. The procedure for installation by heating of
the cylinder is described below since, as has been seen, this system is always
possible. Moreover, the procedure for assembly by cooling the liner presents, in
comparison to the preceding one, few variations.
2.2.2. 1. Liner without spacers or with I spacer

a Apply a mark to the edge of the cylinder and one to the edge of the liner, being
careful not to scratch the inner surface. These marks will serve during assembly to
align the lubrication holes and the valve openings, by sighting along them.

b After having removed from the cylinder the plugs that separate chambers
having different pressures (for example, plugs separating the water chambers from
the gas chambers) and that could subject to sticking and/or loss of seal during
heating, sling the cylinder and lift it correctly, being careful not to damage it. For this
procedure, utilise the stud bolts on the valve covers.

c Place the cylinder in a furnace, arranging it in the vertical position. Subject it

for at least 6 hours to temperature values adopted according to the criteria specified
above.

d In the meantime, prepare a plane as horizontal as possible, in an ambient that is

not cold and not ventilated, on which the cylinder will be rested after it has been
removed from the furnace. Prepare the liner, already lifted from the floor and ready to
be inserted in the cylinder. Prepare everything necessary for the subsequent steps.

e Remove the cylinder from the furnace and place it in a vertical position on the
horizontal plane.

- Begin inserting the liner into the cylinder bore, rapidly checking its coaxiality
with the cylinder. After the first 100 mm. of insertion, further advancement
should be made rather quickly, by letting the cylinder liner descend. Obviously,
before and during insertion of the liner, special care must be taken to ensure the
correct positioning of any slots and/or lubrication holes, taking into account
that the marking applied to the edge of the liner coincides with the one applied
to the cylinder. Let the liner descend until it rests against with the cylinder head

Measurements and record clearance of rider and piston ring in cylinder.

Rider ring wear:

If no specific systems of measurement are available, wear on the piston rider ring is
determined by measuring the projection of the rider ring from the piston. The
projection is measured with a probe inserted into the lowest point between piston and
sliding surface of the cylinder. To do this, remove the cylinder head and position the
piston at mid stroke.
If the rider ring is of the open type and is mounted on the piston in such a way that it
cannot rotate during operation, it can still be utilized, after having reached maximum
wear, after having turned it 180 Otherwise, the rider ring will have to be replaced. In
both cases, it will be necessary to detach the rod from the crosshead (see
DISASSEMBLY OF ROD) until a part of the piston sufficient to allow the procedure
to be carried out protrudes from the cylinder. Do not enlarge the rider rings
excessively, during assembly, to avoid breakage.

NOTE:

For non-lubricated cylinders, the first set of rider rings in plastic material (usually
PTFE) has a shorter life than the next sets. In the first hours of operation, in fact, the
rider rings slide in direct contact with the metallic surface of the cylinder, becoming
worn more quickly. The particles which are detached deposit on the cylinder,
adhering to it and forming a self lubricating layer interposed between metal and rider
rings. When this layer has been completed, wear on the rider rings stabilizes at
substantially lower values. It may be estimated that the stage of rapid wear, while
dependent on many factors such as the cleanliness and the quality of the gas, the
various operating parameters, etc. Lasts for approximately 150 hours.

It can also be estimated, always approximately, that at the end of this stage wear on
the rider rings will have reached 1/1000 of the bore.

ATTENTION:

Entry into the cylinder of intermittent liquid particles results in local removal of the
layer of plastic. The rider rings are thus again in contact with the metal; consequently,
wear is again increased. The presence of intermittent liquids, or in any case liquids
able to dissolve the layer of plastic, thus has harmful effects on the life of the rider
rings.
In the event that it becomes necessary to reinstall a rider ring of the open type, take
into account that the width in mm, of the cut on the new rider ring installed inside the
cylinder must never be less than the following values:

a) 6 (bore < 300 mm)

a a) 0.0227 x BORE (bore > 300 MM)
b) 0.046 x BORE

The values a) and a a) apply to metal rider rings, the value b) to plastic rider rings. If
necessary, shorten the rider ring. The axial clearance between the rider ring and its
housing on the piston must not be less than the value indicated on the assembly
drawing of the piston.
ATTENTION:

For pistons in tandem, in the event that the rider ring for one piston requires
replacement (due to wear or other reasons), replace the rider ring on the other one at
the same time.

2. Run out

The term "RUN OUT" indicates the movement of the longitudinal geometric axis of
the piston rod in horizontal cylinders, during one complete revolution of the
compressor effected by manual procedure. During operation of the compressor, run
out varies with the passage of time due to wear on the piston rider rings.
Measurement of run out on the rod, performed at regular intervals, thus represents a
good system for indirect measurement of wear on the rider ring.

Unless other measurement devices are installed, among them those utilizing
proximeters, "RUN OUT " is measured with a dial gauge in the length of the rod
between piston rod packing and crosshead or, when dual-compartment distance
pieces are present, between piston rod packing and intermediate packing.
Measurement is made in two directions, vertical and horizontal.

Piston rings

Piston rings are replaced, in general, when the radial thickness becomes equal to or
less than half of the original one.

This limit may be considered excessive by some users, due to the resulting decrease
in flow rate. In this case, it will be the user himself to establish more restrictive limits
of wear.

In reinstalling a new piston ring inside the cylinder, keep in mind that the total width
of the cut with the piston ring installed must never be less than the value specified in
Table 8-2 5 and that the axial clearance between the piston ring and its housing must
never be less than the value given in the above mentioned Table.

NOTE: To remove or insert piston rings from or into the piston, proceed in the same
way as described for rider rings.

ATTENTION:

Avoid enlarging excessively the piston rings built in one piece, to avoid breakage at
the time when they will be inserted into the piston grooves.
 Minimum width (mm)
Position ring material Of cut at assembly.
Position ring in two One – piece position
halves (total cut) ring.
Cast iron. 0.0015  Do 0.0035  Do.
Bronze 0.003  Do 0.0055  Do.
Teflon 0.01  Do. 0.016  Do.
Do = BORE (mm)

SAFETY DEVICES FOR WEAR ON PISTON RIDER RINGS

1. General
Excessive wear on the piston rider ring can result in harmful direct contact between
the piston itself and the cylinder. For protection against this occurrence, the
compressor can be equipped with special devices designed to check wear on the
piston rider rings, either emitting a signal or even stopping the machine when wear
reaches certain re-established limits.

2. Magnetic induction proximity sensor

This device is used to detect lowering of the rod during operation and thus, indirectly,
the wear on the rider ring which is causing such lowering.

3. Melting device
The device is located under the piston rod. When the rider ring reaches maximum
wear, the rod comes into contact with the device. The heating produced by friction
causes melting a cap inserted in the device, with the consequent cout flow of the feed
gas present in the circuit. The resulting pressure drop actuates a compressor alarm
and trip system.

Measurement and record cylinder wear

Replacement of piston rod and oil wiper Ring assemblies

PISTON RODS AND PISTONS.

1 GENERAL

If the piston is not integral with the rod, it is fastened to it by means of a special nut
which is prevented from unscrewing by a punched setscrew; other systems can be
used to avoid unscrewing, such as for example, bending the edges of the nut into one
of the housings on the rod. For tightening of the nut, see the relevant paragraph
below.
ATTENTION:

The surfaces of the rod in contact with the piston rod packing seals have a suitable
degree of finish, designed to limit wear on the seal rings as much as possible.
Consequently, all precautions must be taken to ensure that, during procedures carried
out on the group, these surfaces are not damaged. On the piston rod, in the vicinity of
the compartment delimited by the partition cover and by the piston rod packing, a
ring can be mounted. This ring keeps any small amounts of oil leaking from the
partition cover from penetrating into the cylinder.

2. PISTON MAINTENANCE

The risk of seizure, which can entail severe consequences, can almost always be
attributed to cylinder operation under excess load or to poor cooling of the cylinder
and, for lubricated cylinders, to insufficiency, poor quality or contamination of the
lube oil. Obviously, seizure can also be caused by metallic or siliceous impurities that
have entered the cylinder during assembly, or even by small parts of cylinder valve
springs and plates. Wear on the piston rider rings should be checked as described
below in this chapter. Check also the cleanliness and the condition of the grooves for
piston rings and rider rings. Dirt, encrustation's, deposits of carbonious residue,
prevent the free movement of the piston rings, impairing operation.

3. DISASSEMBLY AND REASSEMBLE OF ROD

3.1. Disassembly

- Remove the cylinder head.

- Detach the rod from the crosshead

- Prior to removing the rod, mount on it an appropriate sheath, or wrap the screw
thread with suitable adhesive tape.

- Screw the puller onto the threaded hole machined on the head of the rod
and slide the rod-piston group toward the outside, until the end of the
group protrudes from the cylinder. From point on, the group must be
appropriately supported, by a method to be selected according to its
weight, to the distribution of the piston-rod weights, to its geometry, etc.
All precautions must be taken to ensure that, during the procedure, the
various surfaces of the machine are not damaged or struck, especially the
crosshead slide body.
- Sliding surfaces and the cylinder bore, which should be adequately
protected.

3.2. Reassemble

Carry out the procedure for disassembly in reverse order observing the same
precautions so as not to damage the, various surfaces.
When reconnecting the rod to the crosshead, verify that the clearances between piston
faces and heads are within the limits specified.
Clearance is measured by measuring the thickness of a lead wire which, inserted into
the cylinder through a valve opening, is crushed between head and piston when the
latter is brought to the outside dead centre.

4. ASSEMBLING ROD-PISTON GROUP

This may be done either by wrench or by hydraulic jack.

4.1. Tightening by wrench

- Inspect and thoroughly clean all the coupling surfaces between rod,
piston and lock nut.

- Install the piston on the rod and cheek using "Prussian blue" to ensure
that the contact area between rod seat for piston and piston extends for at
least three-quarters of the entire surface. The contact area must be
uniform and distributed over all the circular area. Grind it necessary.

- Screw the nut onto the rod and check the contact area between nut and
piston as described in the preceding step. Grind if necessary.
- Apply a film of antiseizure agent containing molybdenum bisulphide (for
ex., ROCOL, MOLIKOTE, etc.) to the face of the nut, of the piston, on
the screw thread of the rod and of the nut.

- Tighten the lock nut by hand until the surfaces between piston and rod
seat for piston and between nut and piston are well in contact. Then, with
a light sledge hammer blow, ensure perfect metal/metal contact.

- On the nut D and on the piston A, mark a line " I " starting from the
center of the rod C, as shown in Fig. 3-1.
--Starting from the marked line "I", mark on the piston an angle B equal to the angle
which the nut must be turned to obtain the required tightening. Mark the point "P"
and mark on the piston a line from the point "P" to the center of the rod. The value of
the angle of rotation of the nut is indicated in the above-mentioned table.
- Tighten the lock nut, until the first line "l" marked on the nut is aligned
with the line passing through P.

D-Nut

A-Press gauge.
B-Hydraulic pump.
C-Knob.
D-Device body.
E-Device piston.
F-Face.
G-Rod.
 Fig 3-3.
A-Pin.
B-Rod.
C-Slider.
D- Dial gauge.
ATTENTION:

It is advisable to repeat the procedure for tightening the nut at least twice; i.e., after
having tightened it the first time, loosen the nut and tighten it again following the
procedure described above.

NOTE:

The value mentioned in item a is merely an indication for tightening, insofar as it is

very difficult to establish the initial position of the actual angle, due to various factors
(surface roughness, friction, etc.). On the other hand, when the nut is tightened, the
portion of rod housed in the piston undergoes lengthening, the extent of which allows
verification of correct tightening. When tightening the nut, therefore, it will be
necessary to check the extent of lengthening, as explained below in this paragraph,
and to correct the angle, if necessary.

4.2. Tightening with jack

ATTENTION:

For reasons of safety, personnel should not stand in front of the jack.

The equipment used for hydraulic tightening of the piston wit h jack is shown in (Fig.
3-2).

The procedure to be applied is the following:

- Ensure that the pressure gauge A is well calibrated.

- Inspect and thoroughly clean all the contact surfaces between the rod, the
piston and the lock nut.

- Mount the piston on the rod and check using "Prussian Blue" that the
contact area between rod seat for piston and piston extends for at least
three-quarters of the entire surface. The contact area must be uniform
and distributed over the entire circular area. Grind if necessary.

Screw the nut onto the rod and check the contact area between nut and piston as
indicated in the preceding step. Grind it necessary.

• Apply a film of antiseizure agent containing molybdenum bisulphide (for ex.,

ROCOL, MOLIKOTE, etc.) to the face of the nut, of the piston, on the screw
thread of the rod and of the nut.
• Tighten the lock nut by hand until certain of perfect metal-to-metal contact.

• Mount the cage F.

• Screw the hydraulic device onto the piston rod, until it is in contact with the
cage.

• Check that plane P I of the piston E and plane P2 of the device body D are on
the same level.

• Screw the flexible pipe of the pump onto the piston of the hydraulic device.
Screw knob C of pump 9 down to the contact surface.

With the pump lever, pump until the pressure specified in the above-mentioned Table
is read on the pressure gauge.

If instability in the pressure gauge indicates the presence of air, empty the system by
unscrewing the knob, and then pressurize it again.

• With a rod G, through the opening in the cage, screw the nut on the piston rod
down to the contact surface.

• After having completed the tightening procedure, unscrew the pump knob to
remove the pressure, and screw, the device piston to drain the oil.

• Detach the flexible pipe of the pump from the hydraulic device piston.

• Unscrew the hydraulic device from the piston rod.

• Remove the cage.

For disassembly, repeat all the steps described for assembly, keeping in mind that, to
unscrew the nut from the piston rod, it will be necessary to pump up to a pressure
about 3% higher than the one required for assembly. Do not apply excessive pressure,
to avoid overloading the tightened components.

5. CHECKING ROD-PISTON LENGTHENING

As previously stated, correct tightening of the piston lock nut, when executed by
wrench, should be checked by measuring the lengthening undergone by the portion of
piston rod housed in the piston Itself. Using equipment such as that shown in Fig
proceed as follows:
• After having tightened the lock nut by hand and having verified that perfect
metal-to-metal contact exists, mount the equipment as indicated in the Figure.
Approach pin A to rod seat for piston B (mark the contact point for reference).

• Move the slider C, on which is mounted the dial gauge D, to bring the dial
gauge sensor into contact with the end of the piston rod. The sensor should be
at the intermediate position of its own course.

• Lock the slider C in this position.

• Zero-set the dial gauge.

• Remove the equipment, being careful not to move the dial gauge accidentally.
Tighten the lock nut. Mount the equipment again and read the value of the
lengthening undergone by the piston rod. The lengthening value should be
equal to the value in the CYLINDER ASSEMBLY DATA Table.

PARTITION COVER

General

The Partition cover, installed on the end of the crosshead slide body, serves to keep
the oil, entrained by the piston rod, from leaking out of the frame. This action is
ensured of scraper rings housed in the cover.

The partition cover can also house seal rings which obstruct the passage of the gas
that leaks through the stuffing box going towards X frame.

In some cases the Partition cover can also be equipped- with special devices; for
example, a hydraulic guard that Prevents all passage of gas from the cylinder into the
frame, or a device that prevents the entry, into the distance piece interposed between
cylinder and crosshead slide body, of oil leaking through the rings. In the absence of
this device, the oil will have to be purged periodically by draining.

Maintenance

If an excessive amount of oil on the Piston rod should be observed, such as to

indicate abnormal wear on the scraper rings or difficulty of movement in their
housings, it will be necessary to check the rings immediately and to replace them if
necessary.
1. Disassembly

The scraper rings can be overhauled or replaced, by capable personnel, without

detaching the piston rod from the crosshead (the procedure is carried out through the
doors on the distance piece). Proceed as follows:

- Unscrew the locknuts on the scraper rings end flange.

- Remove the end flange and remove the scraper rings, the seal rings (if
present) and the boxes.

- Detach the circumferential. Springs that hold the ring sectors together, then
remove the various sectors.

2. Assembly

- Wash the individual rings and the boxes with solvent.

a Reassemble the first box with its ring and then the next box, following the
order specified on the assembly drawing. Ensure that the scraper ring lip is
always positioned toward the crosshead slide body.

b Ensure that the dowels are freely engaged within their housings.

c Ensure that the oil drainage holes are positioned downward.

d Check that the clearance between ring and box is within the limits specified by
the assembly drawing.

- Repeat procedures a through d for the other rings and the other boxes.
Reassemble the end flange and tighten the nuts with a torque wrench to the
required torque value.
Partition Cover
Dismantling and reassembling of stuffing box packing,
PISTON ROD PACKING

1. General

Seal of the compressed gas, at the hole allowing passage of the rod on the cylinder
head, is ensured by the PISTON ROD PACKING.

The piston rod packing is formed of a series of cups each containing a seal ring or
several seal rings side by side.

The drawing in Fig. 11 -I shows the types of ring commonly used and the various
combinations of rings that can be housed in the cups, in relation to the service of the
cylinder.

In almost all cases, the rings are built of three sectors, held together by a spring
installed in the groove running around the outside of the ring.

- The rings with tangential cut are designed to ensure that the inner circumferences of
the rings always remain in contact with the piston rod, by compensating the
progressive consumption caused by sliding.
- The rings with radial cuts, depending on their function, can have sectors with the
ends either spaced apart from or in contact with each other.
- Rings of the RT and TT pairs have to maintain a clearly determined mutual
position; this is ensured by a dowel.

Stamped on each of the piston rod packing cups is a progressive number that serves
to establish the exact order of assembly for the various cups. The numerical
progression starts from the innermost cup, i.e the one on the pressure side.

The assembly drawing of the piston rod packing is included in the PARTS LIST part.

The types and mutual positions of the rings in each cup and the positions of the
various cups are clearly indicated on this drawing.

The entire set of cups is held in place by stud bolts passing through the pack and
tightened to the end flange of the piston rod packing on the end flange, on the inside
of the cups, and between one cup and another, channels may be realized for recovery
of gas, cooling and lubrication of the piston rod packing, and measurement of
temperature.
2. Piston rod packing maintenance

If excessive leakage of gas occurs after a certain period of operation, it is generally

caused by excessive wear on seal elements, by poor condition of the piston rod, or by
a combination of these two factors.

If the rings are worn, it will be necessary to install new ones. If the rod is in poor
condition, an eventuality that is much less frequent, it will be necessary to grind it.
Take into account that it will never be possible to obtain good seal on the piston rod
packing cups if the piston rod is not perfectly smooth or it presents ovalization or
tapering.

3. Disassembly

Given the particular shape of the rings, they could be disassembled through the doors
on the spacer without removing the cups. In reality, this procedure can be carried out
more easily on the bench. We therefore recommend the following procedure, which
requires previous disassembly of piston rod from the crosshead and removal of the
partition cover seal.

• Detach the piping connected to the piston rod packing (oil, vents, cooling).
• Unscrew the nuts on the stud bolts fastening the end flange.
• Bring the rod to the "full forward" position and the crosshead to the "full
backward" position.
• Pull out the piston rod packing as far as possible, either pulling it by the flange,
or utilizing the pullers if present.
• Unscrew the lock nuts from the tie rods fastening the packing.
• After having mounted a protective sheath on the end of the rod or, in the
absence of this, after having applied adhesive tape, pull out the end flange and
remove it from the rod, passing it through the hole for the partition cover seal
(if the flange does not pass, disassemble the cover).
• Pull out, one at a time, the various cups, extracting them from the door on the
distance piece.

4. Assembly

To assemble the piston rod packing, carry out the disassembly procedure in reverse
order.

In general, when disassembling the piston rod packing, it is preferable to replace the
seal rings in any case. If however it is considered appropriate to reinstall the old seal
rings, they should be cleaned well using adequate methods, any burrs caused by wear
should be removed, and their state of wear should be determined, to establish whether
they can still be utilized or whether they must be replaced

Keep in mind that the axial clearance between rings and cups must be within the
limits specified on the assembly drawing of the piston rod packing.

ATTENTION:

Keep the piston rod packing assembly drawing clearly in mind, both as regards the
position of the rings inside the cups and as regards the position of the cups in the
packing.

For cooled piston rod packing, check and carefully reassemble the 0 ring seal
elements. Tighten with a torque wrench to the torque value specified.

The flange should be tightened by operating gradually on the bolts. Defects in

parallelism at assembly of the flange are possible causes of rubbing between rod and
cups and of leakage. After assembly, check the various passages (oil, water, and
vents) with air. After a few hours of operation, check the tightness of the pack, to
recuperate any yielding of the gaskets.
 Fig 11-1

A- Type “P” B- Type “TR” C- Type “RT” D- Type “TT”

E- Type “RTP” F- Cylinder Side G- Frame Side
Measurement and record crosshead shoe and guide clearance.

1. General

The sliding surfaces of the crosshead (shoes) are coated with antiffiction metal and
are of the interchangeable type.

The shoes have special channels for the distribution of lube oil. Lubrication is
obtained by bringing the oil under pressure onto the two guides, upper and lower, of
the crosshead slide body.

Connection between connecting rod and crosshead is realized by means of a gudgeon

pin. The gudgeon pin is held in its seat by two seeger rings and by a pin inserted
between gudgeon pin and crosshead body.

The piston rod is connected to the crosshead by a ring nut inside of the crosshead and
by a nut outside of it, tightened by means of the hydraulic device.

The rings nut and nut serve not only for fastening the rod to the crosshead, but also
for adjusting the clearances, at the dead centers, between piston and cylinder heads. A
key is mounted on the rod and housed in a spacer fixed to the crosshead body and
positioned on it by a pin. This reference system makes it possible to establish the
correct position for installing the piston.
An opening in the crosshead body allows the ring nut to be adjusted with a rod.

2. Right and left crossheads

In a reciprocating compressor with opposing horizontal cylinders, the clearance

between crosshead and slide body tends to remain, during a complete revolution of
the shaft, either always at the top or always at the bottom, depending on the position
of the crosshead in respect to the shaft (right or left) and on the direction of rotation
(clockwise or counterclockwise):

To keep the piston rod as far as possible aligned with the axis of the crosshead
slidebody, its housing on the crosshead is eccentric by a few tenths of a millimeter.
The eccentricity is positioned differently for the RIGHT and LEFT crossheads. By
means of this technique, better working conditions for rods, shoes and seals are
obtained.

The distinction between RIGHT CROSSHEAD and LEFT CROSSHEAD derives

from the convention that defines as LEFT the left side of the compressor looking at it
from the side opposite the coupling, and RIGHT the right side.
Disassembly and assembly
a-Disassembly:

• After having removed the doors from the crosshead slidebody, move the
crosshead to the forward dead center.

• Loosen the ring nuts fastening the rod, and unscrew the inside ring nut,
simultaneously moving the crosshead toward the inside dead center until it is
freed from the rod.

• Place a wedge under the small end, to relieve the gudgeon pin of the weight of
the
connecting rod.

• Remove the gudgeon pin.

• Remove the connecting rod, keeping its small end at a height that avoids any
interference between big end and frame (for ex., with a suitable wooden
support). In any case, avoid direct contact between small end and sliding
surface of the crosshead slide body.

• Remove the ring nut from inside of the crosshead.

• Carefully rotate the crosshead 900, with the aid of wooden fixtures, and
remove it
from the crosshead slide body.

b-Assembly:

• Check that the rod is in the full forward position and the connecting rod in the
full backward position.
• Carefully insert the crosshead through the opening in the crosshead slide body.
• Bring the connecting rod small end into its housing in the crosshead, after
having positioned the ring nut.
• Insert the gudgeon pin.
• Insert the end of the rod into the crosshead, after having assembled the
components by hydraulic tightening.
• Screw the nut.
• Record the position of the rod in respect to the crosshead, so as to respect the
clearances between piston and end walls, and tighten the nut with the special
equipment.
Shoes:
When the antiffiction metal on the shoes of one of the crossheads become so worn
that the clearance between the shoes and their guides exceeds the maximum
permissible value the clearance may be restored by the following methods:

- If wear on the antiffiction metal is not excessive, so that the shoe can still be
utilized, the clearance can be restored by shimming the shoe.

- If wear on the antiffiction metal is so severe that it is impossible to shim the

shoe, it will have to be replaced by a spare one.

After re-assembly, check the clearance between crosshead and guides again.

Tightening

• Ensure that the pressure gauge C is well calibrated.

• Screw down the nut A.
• Screw the nipple B onto the crosshead.
• Screw the flexible pipe of the pump D onto the nipple.
• Screw down to contact surface the knob E on the pump.
• With the pump lever, pump until the pressure indicated in the above-mentioned
table can be read on the pressure gauge.
• If instability in the pressure gauge indicates the presence of air, empty the
system by unscrewing the knob and then pressurize it again.
• Screw down to contact surface the lock nut.
• After having completed the tightening procedure, unscrew the pump knob to
remove the pressure.
• Detach the flexible pipe of the pump from the nipple.
• Unscrew the nipple.

Loosening

Repeat all the steps described above for assembly, keeping in mind that, to unscrew
the nut from the tie rod, it will be necessary to pump up to a pressure approx. 3%
higher than the one required for assembly. Do not apply excessive pressure, to avoid
overstressing the tightened components.

NOTE:
After having disassembled the crosshead from the piston rod, prior to tightening it
again it is advisable to check the state of efficiency of the seal rings on the device,
replacing them if necessary.
Check of rider and piston ring clearance on piston.
Main bearing for wears or damage use Plastic Gauge.
POS NAME POS NAME
2 FLANGE 301 GASKET
01 CRANKCASE 303 GASKET
02 MAIN BEARING CAP 304 GASKET
03 CROSSPIECE 171 SHOULDER HALF RING
04 CROSSPIECE 161 HALF BEARING
06 LEVEL GAUGE 126-133 GASKET
07 PIN 531 GASKET
08 PIN 532 PLAQUE
09 CLAMP 533 WASHER
10 SCREW 461 SHIELD
13 FLANGE 500 SCREW
16 PLUG 051 WASHER
17 PLUG 502 TIE ROD
19 PLUG 503 NUT
20 PLUG 504 PIN
211 PLUG 481-483 GASKET
22 RING 531 SHIELD
23 SCREW 261 TIE ROD
24 WASHER 262 WASHER
29 263 NUT
146 TIE ROD 264 TIE ROD
147 WASHER 265 WASHER
148 NUT 266 NUT
149 SCREW 267 TIE ROD
150 WASHER 268 NUT
331 CRANKSHAFT 269 SCREW
251 SUPPORT 270 WASHER
241 GASKET 421-422 GASKET
242 GASKET 441 TIE ROD
231 DOOR 442 NUT
232 DOOR 444 TIE ROD
200 BODY 445 NUT
201 PIN 561 FLANGE
202 SCREW 562 DISK
203 PLUG 563 SCREW
204 PLUG 564 WASHER
205 PLUG 565 FLANGE.
 SHAFT AND MAIN BEARINGS

1. Shaft

1. 1. General

The crankshaft is built in a single piece.

Counterweights are mounted whenever it is necessary to reduce the dynamic loads on
the foundations.
On the inside of the shaft are holes for the passage and distribution of lube oil. For
good
lubrication, the holes must always be clean and unobstructed.

1.2. Disassembly

The procedure for disassembly of the shaft is the following:

• Detach the shaft from the coupling components and remove the flywheel, if
present.
• Remove the connecting rods and take them away.
• Disassemble the caps on the main bearings.

Support and lift the shaft using an appropriate system, operating with the proper care.

2. Main bearings

2. 1. General

The main bearings are built in two halves, made of steel, with inner coating of
antiffiction metal. The bearings are installed without adjustment of any kind.

2.2. Checking clearance

On the occasion of disassembly of the shaft, this measurement will be made simply
using a micrometer.

reliable measurement of clearance and does not require disassembly of the shaft.
a - Remove the cover from the frame.

- Remove the stiffening cross member in the vicinity of the bearings (if present).
- Remove the main bearing cap.
- Referring to Fig. I position the tool A in the cap housing.
- Rotate the shaft until a lubrication hole on the shaft coincides with the hole
drilled in the tool.
- Insert the pin B (1).
- Ensure that the pin is free to rotate inside the bearing seat.

b- Rotate the shaft until the cut on the bearing, tool side, is 2-3 mm lower than the
horizontal plane; in this way, one of the half bearings will be removed.

- Remove the tool. Place on the shaft, at the center of the highest part, a thin lead
wire and, being careful of any dowels present, reassemble the main bearing cap
with the half bearing that has been removed. Then tighten the nuts on the stud
bolts to the torque value specified in the FRAME ASSEMBLY DATA Table.
- With a thin probe, check that there is contact between bearing support and cap
and between the two half bearings.
- Disassemble the cap again and measure the thickness of the lead wire. Its
thickness represents the clearance between shaft and bearing. If the clearance
found is greater than the one specified in the above-mentioned Table, it will be
necessary to replace bearings (see following item REPLACING MAIN
BEARINGS). Otherwise, repeat steps a through b in inverse order.
- Tighten the stud bolts fastening the cap, to the required torque values.

2.3. Replacing main bearings

Referring to Fig. 1, proceed as follows:

• Carry out steps a through b of the preceding item CHECKING CLEARANCE.

Remove the tool and the upper half bearing (2).
• Position the tool and the first new half bearing D (3).
• Rotate the shaft 180 ensuring that the bearing cut, tool side, is 2-3 mm lower
than the horizontal plane.
• Remove the tool, the other worn half bearing and the pin (4). Mount the other
new half bearing, the pin and the tool (5).
• Rotate the shaft to bring the slots on the bearing into vertical position. With the
bearing in this position the pin should be positioned in coincidence with the
slanting hole present on the tool.
• Pull the pin (6) out of the shaft.
• After having checked the correct axial position of the bearing, remove the tool,
mount the cap and tighten the main bearing tie rods.
ATTENTION:

If both main bearing caps have been disassembled at the same time, ensure when they
are reassembled that the number stamped on them accords with the number stamped
on the support.

3. Axial positioning

At the ends of the first bearing coupling side are interposed two half rings. The
clearance between half rings and shaft allows for small axial displacements in the
latter. When it is observed that the clearance does not comply with the values
specified in the above-mentioned Table, it will be necessary to proceed to
replacement of one or both half rings.

Main bearing tool used for:

• To ensure bearing clearance.
• To replace bearing.

A: Tool B: Pin C: Support. D: new half bearing.

Check of crosshead pin and bearing, Replace if required

Refit piston rod to cross-head, adjust head end and frame end side, by feeler
gauge though suct./ disch. openings.

a- CONNECTING ROD REPAIR BIG END BEARING AND SMALL END BUSH

CONNECTING ROD AND BEARINGS

1. General

The big end bearing is built in two halves; it is made of metal with inner coating of
antiffiction metal. The bearing is installed without adjusting shims and without
scrape- finishing.

The connecting rod small end bearing, or small end bush, is built of steel, with inner
coating of antiffiction metals.

A hole runs through the connecting rod for its entire length, to allow passage of oil
from the big end bearing to the small end bush.

For good, lubrication, the hole must be clean and unobstructed.

2. Connecting rod

During assembly and disassembly procedures, protect the sliding surfaces of the
crosshead slide body adequately.

2.1. Disassembly

To disassemble the connecting rod, after having removed the crankcase cover and the
doors of the crosshead slide body proceed as follows.

- Rotate the shaft to bring the connecting rod big end to the top, and arrange
wooden stops to prevent the crosshead from moving forward.

a- With a wrench, unscrew the lock nuts from the connecting rod caps, after
having removed the tang of the washers that lock them in place. Remove the
lock nuts and washers.
- Remove the nuts from the connecting rod big end and the cap, using the
hydraulic device.
- Sling the connecting rod in its body and, after having removed the wooden
stops, slowly rotate the shaft to the forward dead center.
- Remove the gudgeon pin, through the procedure described in the paragraph
entitled CROSSHEAD.

- Rotate the shaft again to the back dead center. Remove the big end connecting
rod bolts.
- Pull out the connecting rod which has been freed, orienting it during lifting in
such a way as not to strike against other parts.

2. 2 Assembly

Proceed as follows:

- Position the crank Pin in the full backward position and the crosshead in the
intermediate position.
- Insert the connecting rod, supported by its body, into the frame.
- Rotate the shaft, until the crank pin is in contact with the half bearing of the
connecting rod big end. Then continue to rotate, until the connecting rod small
end is resting on the crosshead body.
- Mount the connecting rod big end cap and bolts, using the hydraulic device
- Insert the washers mentioned in item a, screw down and tighten the locknuts,
bend the washers around, the lock nuts.
- Rotate the shaft again slightly, ensuring that the connecting rod small end
enters into its housing, inside the crosshead body.
- Install the gudgeon pin.

3. Connecting rod big end bearing

3.1. Checking clearance

If unusual noises should be heard coming from inside the frame, indicating the
possibility of excessive wear on the connecting rod big end bearings, it will be
necessary to check their clearance.

The clearance between big end of connecting rod and crankpin is obtained as the
difference between the diameter of the bearing installed in the connecting rod big
end, after the nuts locking the cap have been tightened to the required torque values,
and the diameter of the relevant crankpin. These two diameters should be measured
by micrometer (for outside and for inside) at three points as a minimum.
This method, safe and precise, presents the disadvantage that the connecting rod must
be disassembled each time such measurement is required. To avoid this, measurement
may be made using probes, if the arrangement of the crankshaft inside the frame and
the structural shape of the connecting rod big end in respect to the shaft allow this to
be done.

This method of measurement,, while certainly not as precise as the one described
above, can however be used as a check in many cases, for obtaining values that are
generally reliable and that can be used for deciding, on the basis of this and other
parameters, what type of maintenance should be performed

To obtain results that are as veritable as possible using this method, the following
procedure is recommended:

- Rotate the compressor shaft to position the connecting rod big end 909 ower
than the dead centers. In this position, due to the weight of the connecting rod,
the clearance coincides with the lower part of the connecting rod big end.

- If it is impossible, with this positioning, to insert a probe to measure this

clearance, it will be necessary to position the connecting rod big 90' above the
dead centers. To maintain this positioning, insert contrasts, for example
between crosshead and slide body. Then rotate the shaft, so that the contact
between connecting rod and pin takes place on the shaft side half bearing, and
thus the clearance is entirely on the cap side half bearing, where it can be
measured more easily.

- Operating in both position a and position b, insert the probe alternatively from
one and from the other side of the connecting rod big end to find the maximum
probing thickness. To this measured thickness, add 0.02 mm to obtain
curvatruer clearance value. If sheathed probes are not available, use normal
probes of the long and rather narrow type to avoid false probing interpretations
deriving from the curvature of the two surfaces (bearing-crankpin).
If the clearance is greater than the one specified in the FRAME ASSEMBLY DATA
Table, proceed to replacement of the bearing.

3.2. Replacement

- Sling the connecting rod at its shaft.

- Remove the big end cap with its half bearing.
- Move the connecting rod big end away from the crankpin on the shaft, bringing
the crosshead to the forward position.
- Rotate the connecting rod to a suitable position for reassembling the cap.
- Insert the big end of connecting rod half bearing.
- Approach the connecting rod big end to the crankpin again.
- Mount the cap with the half bearing, tightening the nuts as described below in
this paragraph.

4. Small end bush

4. 1. Checking clearances

Using a thickness gauge, measure the total lateral clearance between the small end
bush and the crosshead. To check the clearance between the small end bush and the
gudgeon pin, it will be necessary to pull out the gudgeon pin from the crosshead, and
measure the diameter of the bush and of the gudgeon pin.

If one or both of the clearances are not within the limits specified in the
above-mentioned Table, it will be necessary to replace the bush.

4.2. Replacement

ATTENTION:

It is strongly recommended that press and punch should not be used for removing the
bush to be replaced. This method could easily cause seizures to occur, thus giving
origin to cracks on the inner surfaces of the connecting rod small end.

- Operate with a milling machine at the point indicated in Fig. I- 10 804.

- Mill down to the vicinity of the connecting rod seat, i.e., until the bush
detaches by itself.
- If the inner surface of the seat has been scored or damaged in any way, it
will be necessary to rebore it again, to obtain perfect circularity with a
degree of surface finish not exceeding 63 micro inches. Next, proceed to
checking the parallelism between seat and big end of connecting rod
bearing. Lack of parallelism should not exceed 0.4 mm per meter.

- Measure exactly the diameter of the seat.

- Now turn the external surface of the spare connecting rod bush, supplied with
oversize outer diameter, so that the interference between bush and seat
complies with the values specified in the above-mentioned Table.

We recommend that the bush be mounted by immersing it in liquid nitrogen.

Immersion will be prolonged until the liquid in contact with the bush has stopped
boiling.
 POS NAME POS NAME

4 O- RING 46 CROSSHEAD
5 RING 47 SCREW
6 O- RING 48 SPACER
7 RING 49 PLAQUE
01 CROSSHEAD 31 GUDGEON PIN
02 CYLINDER 32 PIN
03 PISTON 33 SEEGER RING
08 NUT 61 BALLAST
09 LOCK NUT 62 SCREW
11 PIN 63 PIN

Inspection of cylinder water jackets for scale, clean as required.

3. Maintenance of cooling chambers

During operation, check for the presence of gas leakage to the atmosphere.

Any leakage of gas into the cooling fluid will be verified by observing the fluid
through the visual inspection flow indicators.

It is advisable to start the cooling liquid circulating prior to starting the machine. it is
highly dangerous, due to negligence, to start cooling fluid circulation after the
machine has started and has had time to warm up. In contact with the cold fluid the
cylinders, already hot, can easily crack, especially those made of cast iron. It is
advisable to let the fluid circulate for several minutes after the machine has been
stopped, to ensure even temperatures of the cylinder during cooling.

During the winter months, it should be taken into consideration that freezing of the
cooling fluid in the chambers can represent severe risk for the cylinders.
Consequently, during periods of shutdown, when the ambient temperature is low
enough to cause fear that this may happen, proceed to emptying the cooling
chambers.

For cooling with water it should be kept in mind that water, circulating in the cooling
chambers and in the coolers, always leaves muddy and calcareous deposits, over a
period of time that varies depending on the nature of the water. These deposits can
severely impair the efficiency of the cooling system. For this reason the cooling
chambers must be inspected at appropriate intervals, and cleaning and descaling must
be performed when found to be necessary.

For muddy deposits, the procedure to be followed is very simple, and can be effected
with a jet of water under pressure directed at the zones where mud has collected. In
general, mud tends to deposit in recessed areas and in the lower parts of the system.
For calcareous deposits, it will be necessary to perform chemical descaling 6Y means
of pickling.
Immediately after having completed this procedure, wash abundantly with pure water
to remove all residue of acid and precipitated salts. Attempts to remove deposits with
chisels or other percussion tools should be avoided in all cases, since this could
irreparably damage the parts, especially those made of cast iron.

ATTENTION:
Do not use cooling fluids that are aggressive toward the components of the system.
For example, avoid using non-inhibited monoethylene glycol.

Inspection and cleaning of lubricator pump check valves

POS NAME
1 VALVE BODY
2 BALL
3 SPRING
4 BALL
5
6 SPRING
7 RING
POS NAME
1 LUBE OIL QUILL
2 BALL
3 SPRINGS
4 BALL
5 GUUUIDE BUSH
6 SPRINGS
7 SCREW
Draining And Flushing Of Lubricator Pump.

CLEANING AND PICKLING, FLUSHING,

BLOWING OUT, PURGING OF PIPINGS

1. Gas system

Prior to putting in service, it will be necessary to subject the plant pipings chat
convey the gas to the compressor to appropriate CLEANING treatments. When
necessary, perform also PICKLING and passivation. The HYDROBLAST is safer
than pickling.

In practice, there never exists the absolute certainty that no entrained dirt (as residue
of welding, oxidation, slag) will remain inside of the piping. The dirt, entrained by
the flow of qas, may penetrate into the compressor and damage various components.
For this reason, on all process connections at the battery limits of the compressor
from which gas comes fram the plant, temporary filters must be installed. The
standard for these filters is indicated in the GAS DIAGRAM (see DIAGRAMS
Section).

For the same reason, all of the equipment and the interstage pipings must also be
subjected to appropriate treatments of CLEANING and PICKLING prior to being
inserted into the compressor system.

In practice, when the compressor gas pipings have been machined and/or instalind on
the jobsite where the conditions and working methods may not be optimal, it is
always possible that traces of dirt may remain inside the piping. Consequently, on
inlet to each stage, temporary filters must be inserted. These filters are not necessary
when the interstage pipings arrive completely assembled and installed on the
machine, as for example in the case of "PACKAGE" groups. Note howover that even
for packages, they may arrise the need. To be verified in each individual case, to
observe special precautions if, for accidental reasons, some length of pipe has
remained exposed to the atmospheric agents prior to being put in service.
The position of the temporary filters in the system is indicated in the GAS
DIAGRAM.

Once the pipings have been cleaned, close their openings if they are not to be
installed on the machine immediately. Remove the protection from the pipes
immediately prior to installation.
ATTENTION:

Special precautions are required during installation of machines in desert, or in any

case, sandy zones. The presence of sand in the gas system could cause damage during
operation to valves, seals, rider rings, cylinder bores.

Consequently, if in spite of all precautions sand should penetrate, it will be necessary

to subject all parts of the system (cylinders, apparatuses, pipings) to thorough
decontamination.

If the gas is dangerous (for ex., oxygen), remove dirt of any kind prior to letting in
the gas. In this regard, a period of BLOWING OUT operation will be effected with
air or with inert gas, for example nitroge. Keep in mind that blowing out is the more
efficient the higher is the pressure of the gas with which it is performed.

ATTENTION:

In these operating conditions too, keep under control the temperature of the gas on
discharge from the cylinders, ensuring that they are main within the normal values
established for the contract operating conditions. If necessary, reduce the pressure
ratios appropriately. If a particular blowing-out procedure is required, it will be found
in the GENERAL INFORMATION Section.

Prior to introducing the process gas, inspect and clean the temporary filters, and
continue blowing out until absence of dirt on the filters is observed.

Keep in mind also that, to prevent the compressed gas from coming into contact with
the air, it will be necessary, prior to putting the compressor into production service, to
perform PURGING of the system with inert gas. This procedure will be carried out
by opening the inert gas feed and all the drains in the system, including the air vent,
for a duration of at least 15 minutes. Purging may require a substantially longer
duration in relation to various factors, for example, the capacity of the installation and
the degree of purging desired. Faster purging can be performed with the compressor
in operation.

ATTENTION:

Also during operation while purging, keep the temperatures of the gas on discharge
from the cylinders under control, ensuring that they remain within the normal values
established for the contract operating conditions. If necessary, reduce the pressure
ratios appropriately. If a particular purging procedure is required, it will be found in
the GENERAL INFORMATION Section.
Ensure that all the lines are purged by opening and closing bypasses, re-circulation
lines, vents, etc. Approximately every 5 minutes, open and close any additional
cylinder volumes and, if purging has been performed with machine stopped, rotate
the compressor, either manually or with the barring device, for a couple of
revolutions. To verify the purging has been completed, it is advisable to make
chemical analyses on samples of gas taken from the exhausts. Analyses may be
necessary if the concentration of air must be reduced below well defined values. If
the results of the analyses show a correct gas quality, gradually close the drains again,
proceeding from upstream to downstream. The air vent will be closed last, at the
same time as the inert gas feed. When this has been done, the process gas can be let
into the system.

During the initial period of operation, the condition of the temporary filters should be
checked frequently. This check is made easier if instrumentation for measuring load
loss, and thus clogging, is present. Detaching the dirt can be facilitated and
accelerated by knocking lightly against the pipes.

ATTENTION:

Do not allow pressure differences through the temporary filters to exceed 5% of

operating pressure, up to a maximum of 2.5 kg/cm2 above the pressure difference
measured with clean filters.

ATTENTION:

Perfect cleanliness of the gas is an essential condition for satisfactory duration of the
various components of the compressor. For this reason, in cases where it is feared
that the gas has entrained particles of dirt of small granulometry during operation, it
will be advisable to equip the compressor with a filter of convenient type and
efficiency on main within the normal values established for the contract operating
conditions. If necessary, reduce the pressure ratios appropriately. It a particular
blowing-out procedure is required, it will be found in the GENERAL
INFORMATION Section.

Prior to introducing the process gas, inspect and clean the temporary filters, and
continue blowing out until absence of dirt on the filters is observed.

Keep in mind also that, to prevent the compressed gas from coming into contact with
the air, it will be necessary, prior to putting the compressor into production service, to
perform PURGING of the system with inert gas. This procedure will be carried out
by opening the inert gas feed and all the drains in the system, including the air vent,
for a duration of at least 15 minutes. Purging may require a substantially longer
duration in relation to various factors, for example, the capacity of the installation and
the degree of purging desired. Faster purging can be performed with the compressor
in operation.
ATTENTION:

Also during operation while purging, keep the temperatures of the gas on discharge
from the cylinders under control, ensuring that they remain within the normal values
established for the contract operating conditions. If necessary, reduce the pressure
ratios appropriately. If a particular purging procedure is required, it will be found in
the GENERAL INFORMATION Section.

Ensure that all the lines are purged by opening and closing bypasses, recirculation
lines, vents, etc. Approximately every 5 minutes, open and close any additional,
cylinder volumes and, if purginging has been performed with the machine stopped,
rotate the compressor, either manually or with the barring device, for a couple of
revolutions. To verify that purging has been completed, it is advisable to chemical
analyses on samples on gas taken from the exhausts. Analyses may be necessary if
the concentration of air must be reduced below well defined values. If the results of
the analyses show a correct gas quality, gradually close the drains again, proceeding
from upstream to downstream. The air vent will be closed last, at the same time the
inert gas feed. When this has been done, the process gas can be let into the system.

During the initial period of operation, the condition of the temporary filters should be
checked frequently. This check is made easier if the instrumentation for measuring
loosed loss, and thus clogging, is present. Detaching the dirt can be facilitated and
accelerated by knocking lightly against the pipes.

ATTENTION:

Do not allow pressure differences through the temporary filters to exceed 5% of

operating pressure, up to a maximum of 2.5 kg/cm 2 above the pressure difference
measured with clean filters.

ATTENTION:

Perfect cleanliness of the gas is an essential condition for satisfactory duration of the
various components of the compressor. For this reason, in cases where it is feared
that the gas has entrained particles of dirt of small granulometry during operation, it
will be advisable to equip the compressor with a filter of convenient type and
efficiency on suction. The presence of entrained liquid in the gas also has a negative
effect on the compressor, especially on the non-lubricated piston seals. Consequently,
in the event of entertainment of condensate, appropriate separators must be provided
as well as drains, if necessary, on the pipes at the points where liquid accumulates, to
avoid the sudden arrival of liquid or, more generally, quantities of liquid greater than
those for which the separators have been designed. During the initial period of
operation, check frequently for possible entertainment of liquid toward the cylinder,
draining the dampers periodically if they are equipped with drains. If the machine is
installed in a sandy zone, special precautions will also be necessary during operation.
opening of the compressor will be limited to cases where this is truly necessary, and
will never be done in the presence of air currents or when digging is going on in the
vicinity. In case of damage or suspected damage, do not hesitate to clean thoroughly
all parts of the system.

2. Lube oil system

As regards the crank mechanism lube oil system, whether assembly is performed in
the shop, or the prefabricated oil console is connected to the compressor on the
jobsite, or group is a "package" one, it will be necessary to perform flushing to
guarantee the total absence of any trace of dirt in the length of piping between main
cartridge filter and inlet to manifold inside the frame.

For machines equipped with main or auxiliary pump driven by autonomous motor,
disconnect the abovementioned piping from inlet to the manifold inside the frame
and, using the auxiliary pump, flush by sending, in the frame through a flexible tube
on the free end of which will be installed a 200 MESH wire filter. Flushing can be
performed with the operating oil, if the machine is provided with heater (do not heat
above 80'C). if it is not possible to heat the oil appropriately, use very fluid oil, or
even naphtha. inspect the wire mesh periodically and remove the particles retained in
it. Flushing can be considered satisfactory when, after at least 30 minutes of
circulation, no particle is retained by the wire mesh.

ATTENTION:

During this procedure, check frequently the state of cleanliness of the main filter,
considering the advisability of prolonging the flushing and/or replacing the
cartridges.

For machines equipped only with main pump driven by the compressor shaft, remove
the above-mentioned piping and wash it with abundant clean fluid (fluid oils,
naphtha, etc.) and then blow it out with air. Verify the cleanliness of the pipe by
examining the condition of a 200 MESH wire filter, applied to one of the ends. In any
case, whenever it is as curtained or suspected that, during installation, sand has
penetrated into the system external to the frame, since this rapidly causes very severe
damage to the bearings and scoring and we are on the pins, and since the
granulometry of the sand could be so fine as not to be retained by filters of the best
industrial standard, it will be necessary to perform cleaning of the entire system
external to the machine. In this case proceed by the method described in item 3. 1.
below.
3. Complete procedure for cleaning oil system

After having cleaned the exposed inner walls of the frame by washing with fluid oils
or naphtha, proceed to cleaning the oil system, operating first on the outside of the
machine, then on the inside.

NOTE:

The flushing procedures described are to be carried out using very fluid oils or
naphtha. This is preferable when it is not possible to heat the oils conveniently.

3. 1. Cleaning system external to frame

- Disconnect from the frame the oil inlet pipe and connect its free end to a hose
that, during washing, will convey the flushing oil into the oil sump.
a Flush, inspecting and cleaning (or replacing) the service filter. Continue until
certain of the cleanliness of the system. Laboratory analysis, at this point, will
be highly useful. if, although the filter remains clean, the oil remains dirty,
change the flushing oil.

- Upon completion of cleaning, reconnect mint pipe to the frame.

3.2. Cleaning inner system

3.2. 1. Frame with 4 or more main bearings

a- If the machine is small in size, detach the pressure gauge located on the
manifold, to increase tie speed of tie oil in it.
b- Disassemble the connecting rod ends.
- Remove some of the main bearings (see FRAME Section, SHAFT AND
MAIN BEARINGS paragraph), operating so that the ones not removed support
the shaft adequately.
- Flush and blow out the system.
- When certain of the cleanliness of the part of the system on which the
procedure has been carried out,(see item 3. La), reassemble the bearings.
- Disassemble the other bearings and repeat the flushing and blowing-out
procedures.
- If step 3.2.l.a has been performed, continue cleaning until certain that the
manifold is perfectly clean, after which reinstall the pressure gauge.
- Reassemble he connecting rod ends and clean the remaining parts of the system
by flushing and blowing out.

c After having completed the cleaning procedure, empty the oil sump prior to
refilling it with the uncontaminated service oil.
3.2.2. Frame with 3 main bearings

The procedure is identical to the one used for the frame with 4 or more bearings,
except as regards the removal of the main bearings which, for obvious reasons having
to do with supporting the shaft, will be performed in three stages, disassembling one
bearing at a time.
3.2.3. Frame with 2 main bearings
3.2.3. 1. Main bearings with bush

- Proceed as described in items 3. 2. 1 a5, b.

- Disassemble the shaft (see FRAME Section, SHAFT AND MAIN BEARINGS
paragraph) and reassemble the shield.
- Flush and blow out the oil system of the frame, proceeding as described in item
3.l.a, until certain of its cleanliness. For OZ compressors, clean the main
bearing coupling side by washing by hand.
- Clean the shaft ducts by washing with fluid oil or naphtha and blowing out.
- Reassemble the shaft and the connecting rod ends. Reassemble the pressure
gauge, if it has been removed.
- Clean the remaining part of the system by flushing and blowing out.
- Proceed as described in item 3.2. 1. c.

3.2. Main bearings built in two halves

- Proceed as described in items 3.2. 1. a, b.

- Support the shaft adequately on the coupling side.

- Remove the half bearings on the coupling side (see FRAME Section,
SHAFT AND BEARINGS paragraph).

- Flush and blow out, proceeting as described in item 3. La, until certain of
cleanliness.

- Reassemble the half bearings and, disassemble those of the side opposite
the coupling, inserting a suitable shim between housing and pin. The
shim should not close the oil inlet hole in the support.

- Flush and blow ouz until cleanliness is obtained.

- Reinstall the half bearings; reinstall the connecting rod ends; reinstall the
pressure gauge, if it has been removed.

- Flush and blow out until cleanness has been obtained.

CRANK SHAFT DEFLECTION:

A: compressor shaft B: Flywheel C: Gear reducer

D: Driver E: Coupling F: inside micrometer

1. Record deflection readings on webs, using internal micrometer with dial

indicator 5 while the compressor crankshaft position same as the drawing.

2. The readings taken at 0', 90'5 180', and 270' of the crankshaft rotation.

3. Measure for every web starting from coupling side web 1, 2, 3, up to 8 number.

4. Put all readings on table No. 2

5. Compare the recorded readings to find out if there is a deflection.

6. The highest recorded reading should not exceed 0.00 15 inch.

To be used for tightening by torque wrench or hydraulic device.

Torque : Newton – Meter (Nm) – Mt

Pressure : Bars (bar) – P

TORQUE WRENCH SETTINGS AND HYDRAULIC

PRESSURES FOR TIGHTENING the torque settings for torque wrenches or the
tightening pressures for the couplings listed below are generally found, where
applicable to the compressor subject of this Manual, in the FRAME ASSEMBLY
DATA Table and in the CYLINDER ASSEMBLY DATA Table, or in other tables or
drawings relevant to the various parts.

- Bolts fastening main bearing caps to crankcase.

- Bolts fastening cross members to frame.
- Bolts connecting crosshead slidebodies to crankcases.
- Bolts fastening shoes to crosshead.
- Bolts fastening connecting rod big end to body.
- Bolts fastening counterweights to shaft.
- Bolts fastening ballast to crosshead.
- Bolts fastening crosshead slide body to support.
- Bolts fastening "RINGFEDER" ring.
- Connection bolts between coupling and flywheel or coupling and idling
adapter.
- Connection bolts for pump side shield (if with main bearing).
- Connection of piston rod to crosshead.
- Foundation bolts for crankcases.
- Foundation bolts for crosshead slide body support.
- Bolts fastening gudgeon pin.
- Screws fastening torque limiter to coupling.
- Screws fastening torque limiter to reducing gear.
- Calibrated bolts for flange-to-flange connection.
- Bolts fastening cylinders to crosshead slide body or to spacer.
- Bolts fastening heads to cylinder.
- Bolts fastening valve covers to cylinder.
- Bolts fastening stuffing box packs to cylinder.
- Bolts fastening distance pieces to crosshead slidebodies.
- Bolts fastening gas piping flanges.
- Bolts fastening head with clearance pocket to cylinder.
- Nut fastening piston to rod.

The torque tightening values for all the bolts and stud bolts for which no special
instructions are given in the Manual are listed in Table I - 10. The screw threads and
the supporting surfaces for the nut or the screw head must be clean and, unless
otherwise specified, greased with lubricants containing molybdenum bisulphate Mo
S2 (for ex., ROCOL, MOLIKOTE, etc.).
Analyse and record performance.

I GENERAL DESCRIPTION

When vibration occurs, first determine the type of vibration and its cause. In general,
there are three types of vibration associated with this type of equipment, namely:

Torsional Vibration
Inertia Unbalance
Pressure Pulsations

When vibration is detected and the cause determined, it at an undesirable level, it

should be corrected immediately. Notify the Packager or Energy Industries if unable
to correct the problem.

Safe and undesirable levels of vibration are noted in Figure F-1.

II. TORSIONAL VIBRATION

Torsional vibrations are very difficult to detect without the use of special instruments.
If the unit is in a torsional critical, violent V-belt movement at the free end of the
engine and gear noise is usually observed. At a critical, very high frequency vibration
of engine components can be detected.

For a quick check for torsional vibration critical, change the engine or compressor
speed and observe belts for "flapping", change of pitch in gear trains and vibration in
general.

III. INERTIA UNBALANCE

Vibration may be caused by unbalanced shaking forces and/or couples due to

unbalanced rotating and/or reciprocating weights. It is seldom possible to completely
balance reciprocating piston type compressors. Shaking forces are balanced on "FE"
type compressors by weighing reciprocating parts and adding balance weights as
needed. Unbalanced couples cannot be completely balanced.

Unbalanced couples due to rotating weights can cause both vertical and horizontal
movement at the crankshaft speed frequency.
Unbalanced couples due to reciprocating weights can cause horizontal movement
only at crankshaft rotation frequency or multiples thereof; i.e. primary at crankshaft
speed, secondary at two times crankshaft speed, etc.

The compressor skid and foundations must absorb the inertia forces and couples that
exist.

Vibrations caused by inertia unbalance can be measured with small hand-held

vibrographs.

IV. PRESSURE PULSATIONS

Pressure pulsations are caused by piston motion which generates the basic
fundamental pulsation frequency corresponding to crankshaft speed; and by the flow
pattern of the gas through the valves and piping and the properties of the gas.

The pulsation level is the product of piston speed and fluid density times the speed of
sound. Acoustic resistance determines to a large degree the magnitude of the pressure
pulsations.

Pressure pulsation’s can cause physical movement of compressor cylinders, piping

and surge bottles and cause destructive forces in the compressor valves. A possible
method to determine if vibration in a compressor is being caused by pressure
pulsations is to remove the inlet and discharge piping to a cylinder. (Gas boosters
generally have surge tank volumes on the inlet and discharge sides of a cylinder).

Before and after removing the piping operate the unit over the speed range and
observe the cylinder vibration. A drop in the vibration level after the piping is
removed, indicts pressure pulsation’s are present. It can be corrected by adding
pulsation dampers, orifices in the intake or discharge lines, larger volume surge tanks
and more piping supports or hangers with varied spacing between them.
Vibration is Frequency (Figure F-1)
DURING NO-LOAD RUN, 00 NOT OPERATE ABOVE 700 RPM WITHOUT
PRIOR APPROVAL FROM-THE PACKAGER OR ENERGY INDUSTRIES, AS
EXCESSIVE INERTIA LOADS MAY OCCUR.

1. Remove one inlet valve from each end of each cylinder.

2. Check rotation.

3. Pre-lube cylinders and running gear.

4. Run machine checking lube oil pressure, cylinder lubricator operation, any
unusual knocks, noises, vibration and hot spots.

5. Check top and bottom crosshead guides for excessive heat.

If a problem occurs, stop the compressor and correct the problem as required.
Duration of a normal no-load test run is approximately one half hour.

6. At the conclusion of the no-load test check all bearings for excessive heat.

7. Replace the inlet valves that were previously removed.

Signed________________________________ Date _________________________

II. NORMAL OPERATION

Consult the compressor packager's instruction for routine shutdown and start up
procedures for your particular installation. The procedures outlined below are
generally recommended. See piping schematic Figure E-1.

A. Normal Stopping

1. Reduce speed to approximately 700 RPM if engine driven.

2. Unload compressor.

a. Open bypass valve.

b. Close suction valve.
c. Close discharge valve.
d. Open vent valve and bleed pressure down.

3. Run the unit unloaded a few minutes until it cools down.

4. Stop unit.

5. Perform duties requiring shutdown. If duties require opening gas lines or

compressor cylinders, vent all pressure to atmospheric before removing any
valve covers or loosening any connections.

6. Purge cylinders and all piping with gas when duties are completed, if any gas
connections are opened. For compressed gas, open vent valve and suction
valve. Vent gas to atmosphere through the entire system by venting some with
the bypass valve open and some with the bypass closed.

B. Routine Starting

1. Pre lubricate the bearings and cylinders by operating the hand prelube pumps.

2. Start unit.

3. Check immediately for unusual noises, oil pressure and oil level.

4. Run at no load and reduced speed until oil warms up.

5. Set speed at approximately 700 RPM if engine driven.

6. Load compressor.

a. Open suction valve.

b. Close vent valve.
c. Open discharge valve.
d. Close bypass valve.

7. Bring up to rated speed.

8. Check immediately suction (interstage) and discharge pressures. Re-check oil

pressure and oil level. Check gas, oil and water temperatures.
Gas compressor Recommended clearances.
III. Piston and packing ring clearance.

Piston ring side clearance (approx. Average)

Ring Width 3/16 1/4 5/16 3/8 1/2

Bronze, iron .0015/.0035 .002/.004 .002/.0045 .002/.005 .002/.006

Phenolics
(micarta) .002/.006 .003/.007 .004/.008 .005/.009 .007/.001
Teflon blends.
Recommended Clearances Gas Compressor.