Training Manual PORTABLE COMPRESSORS GP ingersottRandCONTENTS Safety in the use of Compressed Air Section. Section. Section. Section. Section. Section. Section. Section. Section. Section. Exercise 1 - Composition of the equipment 2- Cooling & Lubrication 3 - Separation 4 - Regulation 5 - Blow - Down 6 - Engine Cooling System 7 - Electrical 8 - Safety Shutdown System 9 - Trouble Shooting 10 - Operation & Maintenance 22 25 2 31 32 35 37 4) 51Safety in the use of Compressed Air Compressed air isa form of energy and should be used with eaution 11 should always be remembered that compressed air is dangerous, and can cause grievous injury while actually operating ar merely standing close by When blowing down, the danger lies in particles of metal and swarf which propelled at high velocity, can get into the operator’s eyes and into the eyes of the persons standing nearby, whose reflexes are not conditioned to the danger. Use of compressed air to blow dust or dirt from body or clothing is a dangerous practice. As little as 12PSI can ‘POP’ an eye ball from its socket and can also damage the ear drums. Compressed air can enter the blood stream through a cut or a abrasion on the skin. This has been known to happen with fatal results. A case history of such an accident is given below “A mechanic with a small cut on his finger toashed some parts in cleaning fluid. Then holding the parts in his hands, he blew them dry with an air hose. Shortly thereafter in great pain he staggered to his boss, complaining that his body and head felt as if they were going to explode. At the hospital, his ailment was diagnosed as air bubbles in blood stream caused by the air jet striking the wound. He recovered but he could have been a fatality” The following precautions will help you to work safely with Compressed air: 1, Use Compressed air only where necessary. . Use only sound strong hose with secure couplings and never kink hose-to stop air flow. . Do not use compressed air for blowing out dust, chips, ete. . Never direct compressed air towards others or towards your body. Do not clean your clothing or body with compressed air . Never use compressed air for filling cycle/auto tyres without the aid of suitable regulators and pressure guage. Do not handle compressed air when you have a wound or a cut on your hands. 8. Wear hand and eye protection equipment while handling compressed air 9. Close the air valve immediately after the work is completed. CARELESSNESS AND ACTING WITHOUT PROPER THINKING IS TO BE AVOIDED AT ALL TIMES, ESPECIALLY WHILE USING COMPRESSED AIR. REMEMBER IT IS YOUR OWN ATTITUDE THAT WILL ULTIMATELY EITHER PREVENT ACCIDENTS OR CAUSE YOU OR OTHERS TO SUFFER PAIN AND LOSS OF WORKING TIME OR WORSE.CLASSIFICATION OF PORTABLE COMPRESSORS SWALL RANGE MD RANGE BIG RANGE: 300 | Pao | suastainsco | 500 | Heaso | Pso0 [CABLELAY AIR 400] HPec0 | HPéso | HP750 FAD(cim) 300 | 00 300 500 | «50 | 600 00 goo eso | 750 FAD(cim) oP-PRIg8'9) ce 150, wo | 150_| 100 170 ts0_[ 150 | 150 OP PRIpSi9) NE Size(mm) vers | 1785 1785 was [1785 | 1705 1785 zs_| ees | 226 INE SIZE(mm) ENGINE ‘Auvees| atusce | atuse | ntaosc | wreesc | ntassc] —nTavsc— [nrsarc [wr7eac | NTassc ENGINE RPM 2500 | 2400 2300) 1900 | 2100 | 2100 2100 zi00 | 1800 | 1800 RPM BHP @ RATED SPEED 108 12 122 138 [ 180 | 180 180 za 25s [ 253 | BHP @ RATED SPEED NOLOAD RPM 200 | 1200 1200) t100 | 1100 | 1100 1100 1100 | 1000 | 1000 NO LORD RPM FUEL TANK CAP (tres) a 140 ms | 25 | 28 as 340 340 | 940 _| FUEL TANK CAP lires) TRACK WIDTH (mt) me 188 vse | toe | 102 182 wf [7 ‘TRACK WIOTH (mt) OIALENGTHInt) 38 38 38 oe > | e apa [a O/A LENGTHImt,) O/A WIDTH(mt) rae [1 142 w [7 [7 7 ios [ies | 198 OVA MOTHIm) OIA HEIGHT(mt) ees | 2068 2.168 ars | 24s | 2025 2.25 zor | aor | 207 O/A HEIGHT) R088 WEIGHT(a) 2050 | 2080 2050) ‘3300 | 3300 | 9900 3400) ‘4000 | 4000 | 4000 | GROSS WEIGHTIKg,) pueyjosiabuy (apSB Oar vienee a ce.c) section 1 POSITIO OF THE EQUIPMENT FIG. 1. AIR END (178.5) ASSY The parts making up the PortableCompressor unit are The Compressor is driven by the engine coupled to it by a grouped on a common frame. The major components are as flexible coupling. Fresh air is sucked from the bottom of the follows running gear. The clean air from the compressor suction filler enters the compressor through suction unloader. The 1. Air End Compressed air mixed with oil is delivered to the separator 2, Engine (Cummins) receiver. Oil is separated by the element separator in the 3. Seporator receiver receiver separator. The compressed air is passed through 4, Engine radiator & Compressor Oil Cooler the minimum pressure valve to the air delivery manifold, 5. Running gear & Canopy(FD ingersoliRand FIG.2, 226mm AIR END ‘The oil separated in the separator receiver is sent to the oil cooler through o thermostat. The cil is cooled here by air draft created by @ pusher fan. The cooled oil now passes through oil filter. The clean cil is then injected into the air end. (Ref: Fig. 1 & 2) The stepless copacity control is achieved by the regulator through suction unloader and engine speed cylinder. The two way valve ensures no load stating of the uniiThe blow down valve automatically vents off the receiver air when the Unit is stopped. A manually operated relief valve is provid on the receiver. The safely valve releases air pressure in the separator receiver ifthe air pressure reaches an unsafe operating limithe Sry arUnta 3 FIG.4, ENGINE OIL FILLING CAP 5GD ingersouand AIR END AND ENGINEAUXILIARY SYSTEMS CONTROL SYSTEMS STARTING SYSTEM ‘COOLING SYSTEM ‘ LUBRICATION SYSTEM UL 99 REGULATION SYSTEMPOSITIVE DISPLACEMENT COMPRESSORS gy ape vane) COMPRESSION CHAMBER PISTON CYLINDER PISTON ROTOR DISCHARGE PORT SLIDING VANE COMPRESSOR CRANKSHAFT cae MALE ROTOR DISCHARGE PORT RECIPROCATING COMPRESSOR FEMALE ROTOR INLET PORT : ROTARY SCREW COMPRESSOR OTHER POSITIVE TYPES DISPLACEMENT SCREW ROTOR SINGLE ROTARY SCREW COMPRESSOR 9GP ingersotiRand SLIDING VANE COMPRESSOR DISCHARGE | ADVANTAGES OVER RECIPROCATING COMPRESSORS © simpler design 10 a easier maintenance © steady air flow © less vibration, noise © more fuel-efficient | | beROTARY SCREW COMPRESSOR COMPRESSION THE INGERSOLL-RAND SPIRO - FLO® COMPRESSOR ROTARY SCREW WITH SWEPT-BACK ADVANTAGES UNSYMMETRIC PROFILE + no contact between air end elements: no abrasion, long life + continous air flow + best in fuel-efficiencyGP IngersouRand Female rotor land Female rotor tip caS@ Male rotor land Discharge port Female rotor tip Female rotor land ‘A. As the male and female rotors turn inside their case, atmoshperic air (colour) fills the female root from the inlet port to the end case. Discharge port Female rotor tip { B. With further rotation, the female tip passes. inlet, sealing the “cylinder” while simultaneously ‘engaging the male rotor tip to begin compression. C. The far end of the female rotor tip uncovers. the discharge port just as the intermeshing male tip has rolled far enough down the female root to produce compressed air at specified pressure. Note that a partial vacuum has been created on the inlet side of that male tip to aid in the inlet process when the closer end of the female rotor Opens to inlet. 12COMPRESSORS AND AIR TOOLS RATED ON VOLUME (CFM) OF INTAKE PSIIN AN OUTPUT RATING CFM IS AN INTAKE RATING The CFM rating of all air tools is also an intake rating... AT THE COMPRESSOR JOB SITE PHYSICS: DEFINITIONS wNOT AT THE TOOL FREE AIMCAPACITY ACTUAL CAPACITY ni {bine volume far EXITING he compressor cing 3 ‘quer tme porod [NT PRESSURE DISCHARGE PRESSURE ed atmospheric or barometic bi pressure af he asta por fhe ure that ost natsaly Ihe enovorment Se nay eot POWER = AIR VOLUME X AIR PRESSURE 13ll OP ingersotlRand ABSOLUTE vs GAUGE PRESSURE: PSIA vs PSIG. READING OF 100 PSIG INDICATES PRESSURE INSIDE HOSE IS 100 PSI GREATER THAN AMBIENT PRESSURE AMBIENT PRESSURE |S 14.7 PSIA AT SEA LEVEL ABSOLUTE PRESSURE INSIDE HOSE IS 114.7 PSIA: GAUGE PRESSURE + AMBIENT PRESSURE GAUGE PRESSURE: ABSOLUTE PRESSURE 100 PSIG 1147 PSIA AMBIENT PRESSURE 147 PSIA 14LUB FIG. 8, OIL TEMPERATURE BY-PASS VALVE section 2 COOLING & RICATION There are 5 basic components ‘A. Separator receiver. (FIG. 7) B. Oil temperature by-pass valve. (FIG. 8) C. Oil cooler. D. Cooler's fan E. Oilfilter. (FIG.11) A, Separator receiver : The separaior receiver separates the air ond oil mixture, stores compressed air and acts a8 a reservoir for the cooling and lubricating oil. (Ref Fig. 7) 8. Oil temperature by-pass valve: The oil temperature by-pass valve allows the Compressor oil to by pass the oil cooler when the oil is cold. This helps the oil to ‘warm up quickly, thus preventing condensotion inside the compressor system. The oil temperature by-pass valve stars, to close at 85°C. (Ref: Fig. 10 & 10a) The lubricant oil has three functions, 1. Lubrication 2. Cooling 3. Sealing C. Oil Cooler : I iso standard feature thot in the process of compressing air, heat is generated. Inthe oil flooded screw type compressor, a large part of the generated heat is carried away by the lubricating/cooling oil and excess heat dissipated to atmosphere via a cooler or heat exchanger. The oil cooler cools the oil. Clogged internal passages and dirty fins ofthe oil cooler lead to overheating D. Fan + Cooling is assisted by means of a fan which is belt driven from the compressor's male rotor. The fan drives cool air through the compressor oil cooler and engine radiator assembly. The fan provided is @ pusher one. The compressor oil cooler is kept next the the fan and the engine radictor is kept directly behind the cooler 15 Ee eR MOTI) ny= Ob OIL TEMP. BY-PASS VALVE FULL LOAD POSITION FROM TANK PRESSURE BY-PASS VALVE FIG. 10 DI. The fan belt tension is adjusted by means of a turn buckle arrangement acting on a tensioner pulley arm. The best method of establishing the correct tension is to gradually apply tension until the drive belt does not squeal when the compressor is accelerating from idle to full load. Fan belt tension is to be checked daily before starting the compressor. ‘Alter pressing with thumb the belt sag should not be beyond 1/2" to 3/4". Failure of fan belt will cause compressor to overheat. E. Oil filter : The Compressor oil filler separates foreign particles from the oil. This protects the system from contamination. The filers are of throw away type, ‘ond should not be reused after cleaning. The two 10 micron filters operate in parallel 7 TEMP. BY-PASS VALVE [J TO FILTER DIRECTLY INITIAL START POSITION FIG, 103 The compressor oil filter should be changed at an interval of first 50 hours, at 150 hours and thereafter at every, oil change, i.e. at every 500 hrs. (REF: Fig. 11) CAUTION: Evidence of LACQUER formation is a warning that the lube oil has improper characteristics. FLUSH THE SYSTEM AND USE NEW Ol. E1.Each filer is equipped with a spring loaded bypass valve. Arrow cast into the filter head show the correct direction of oil low. (REF: Fig. 11)a 'ove Posm g FULL LOAD POSITION ATER FILTER BY-PASS START POSITION I FANNY 2 2.WAY-VALVE Fu LOAD EST PRESSURE re) =GULATCR INLOA bs Tioaba le a POSITION \ FULL LOAD POSITION i PRESSURE |cHEoK vaLve: SWITCH ; 1 Sy IBLE POSITION ‘A EN ja FULLLOAD & IDLE POSITION INIMUM PRESSURE VALVE FULL LOAD POSITION a OIL & AIR CIRCUIT OF MID RANGE PROTABLES puewnosiebul (£7) Jou y-Pass. VALVE FULL LOAD| POSITION= PORTABLE COMPRESSORS FIG. 11. COMPRESSOR OF FILTERS FIG. 11a. COMPRESSOR AIR FILTER ELEMENT Here is a diagram of how the system operates. The oil in this system does 3 specific things: first, it cools the air end by taking away the heat of compression, second it seals the clearance between the rotors, and third, it lubricates the moving parts ofthe system, like the rotors cand bearings. Looking at the schematic diagram, you will notice that oil is injected under pressure into the rotors and bearings. Oil flow is achieved by a pressure differentiol across the system: the pressure in the receiver is higher than that at the point of injection into the air end. The compressed air and oil mixture flows from the ait end to the receiver tank. There, most of the oil falls immediately to the bottom of the tank, The oil then flows to the temperature bypass valve. Ifthe oil temperature is below 85° C, the bypass valve remains open cllowing the oil flow to bypass the cooler. This results in a ropid warm up until the compressor reaches into optimum working temperature of 85° C, al which point the bypass valve closes, directing oil flow through the cooler: such working temperatures are necessary to avoid condensation within the compressor system. The oil then passes through two 10 micron cil fiers and back into the cir end, where, in addition to lubricating and cooling the rotor bearings, itis continually injected into the irstream at the start of compression to cool the compressed air, lubricate the rotors and seal rotor clearance. (REF: Fig.12) 9lz FILTER ‘TEMPERATURE BYPASS VALVE. q RECEIVER FIG.12 COOLING & LUBRICATION SYSTEM a : i pGD ingersoltRand section 3 S PA ELEMENT ‘SEPARATOR TANK al = FIG, 13. SEPARATOR RECEIVER RATION There are 4 basic components: 1. Separator receiver. (FIG. 13) 2. Scavenger line. (FIG. 17) 3. Safety valve. (FIG. 14) 4. Minimum pressure valve. (FIG. 15) 1. Separator receiver: The Separcior receiver houses the 2.3 micron (nominal) separator element. (REF: Fig. 13} 2. Scavenger line: The scavenger line corries awoy cil trapped by the separctor element. It consists of a drop tube (fitted in the cover plate) which extends to the bottom of the separator element, and a flexible hose which connects the drop tube to the air end inlet. Along with on orifice which controls the flow rate. (REF: Fig. 17). 3. Safety valve: The sofety valve releases air pressure in the separator receiver if the air pressure reaches an unsafe operating limit. The safety valve is usually set at about 20% more than the designed pressure of the compressor. (REF 14) 4, Minimum pressure valve: The minimum pressure valve maintains @ minimum pressure of approximately 75 psi in the receiver while the unit is in operation. The minimum pressure valve is located on the top of the receiver. REF: Fig. 15). Here is how the system operates: The air and oil mixture from the airend is forced into the receiver/separator. There, ‘most of the cil separates out from the mixture under gravity ater impinging on the specially shaped underside ofthe separator element. The separator element removes any remaining oil from the air, and this cil falls to the bottom of the element where itis picked up by the scavenge drop tube cond returned (because of the pressure differential] to the cirend inlet via the scavenge line: an elbow orifice, adaptor controls the flow through the scavange line. ‘The minimum pressure valve is located upsiream of the service valves. The minimum pressure valve ensures that the pressure in the receiver never drops below 75 PSI in situation of the high air demand, thereby ensuring that there is a adequate oil circulation, and restricting the pressure drop ‘across the separator element: too great a pressure drop could result in collapse of the element. (Ref: Fig. 16) 22FIG, 14. SAFETY VALVE. FIG. 15, MINIMUM PRESSURE VALVE 23(FP ingersoltRand FIG. 16 SEPARATOR ELEMENT senvice valves ‘LOWDOWN SSCAVENGE UNE iene ‘CHECK ORIFICE, vaLvVE FIG, 17 SEPARATION SYSTEMPU WN RLM Ig UXK0 0) section 4 FIG, 18 START/RUN VALVE 3 y Vv FIG, 19 UL99 UNLOADER VALVE EGULATION Regulation is achieved by 4 mojor components: Stort/Run valve. (FIG. 18) UL99 Unloader valve. (FIG. 19, 190) Engine speed control cylinder. (FIG. 20] Pressure regulator valve. (FIG. 21) Ja. Start/Run valve: The 2way startrun valve allows the compressor to run unloaded until the operator pushes the service air bution, thereby facilitating warmup. (Ref Fig. 18) 1b, This valve will automatically reset to its open position when the unit is next shut down and receiver pressure drops to approx 15 psi. 2a. UL-99 Unloader valve: The UL-99 unloader valve controls the amount of air entering the air end. (Ref: Fig 199) The UL99 unloader has many advantages over the butterfly valve and linkage system. 3 of the major ones being: 1. treliminates the oil stop valve 2. Iteliminotes the discharge check valve 3. The pressure regulation is set by one simple screw adjustment. 2b. On larger models, an ant-rumble valve is incorporated in the UL99. (Ref: Fig. 190) 2c. This valve opens when the unit is on idle, thereby allowing a small amount of air to enter the airend, which will be balanced by the small amount bleeding from the ofifice/silencer on the regulator valve. This action prevents too great a vacuum being created (which could result in rotor rumble) when the intoke valve is closed. (Ref: Fig. 190) 30. Engine Speed control cylinder: The engine speed control cylinder is air operated and acts on the fuel pump lever to match engine speed and power output to the ir demand. (Ret: Fig. 20) 25P Se) WYN RW ON TIL) .C) E 5 v 7 FIG, 19 UL99 UNLOADER VALVE section 4 REGULATION Regulation is achieved by 4 major components: Start/Run valve. (FIG. 18) UL99 Unloader valve. (FIG. 19, 19a} Engine speed control cylinder. (FIG. 20) Pressure regulator valve. (FIG. 21) BONA 1a. Start/Run valve: The 2way startrun valve cllows the compressor to run unloaded until the operator pushes the service air button, thereby facilitating warmup. (Ref: Fig. 18) 1b. This valve will automatically reset to its open position when the unit is next shut down and receiver pressure drops to approx 15 psi 20. UL-99 Unloader valve: The UL99 unloader valve controls the amount of air entering the air end. (Ref: Fig. 190) The UL99 unloader has many advantages over the butterfly valve and linkage system. 3 of the major ones being: 1. eliminates the oil stop valve 2. Iteliminates the discharge check valve 3. The pressure regulation is set by one simple screw cedjustment. 2b. On larger models, an antisumble valve is incorporated in the UL99. (Ref: Fig. 19a) 2c. This valve opens when the unit is on idle, thereby allowing @ small amount of air to enter the airend, which will be balanced by the small omount bleeding from the orifice silencer on the regulator valve. This action prevents 00 great a vacuum being created (which could result in rotor rumble) when the intake valve is closed. (Ref: Fig. 190) 3a, _ Engine Speed control cylinder: The engine speed control cylinder is air operated and acts on the fuel pump lever to match engine speed and power output fo the air demand. (Ref: Fig. 20) 25GP ingersotRand [cK 5 KE IDLE POSITION llreecee cg A ODOUIN eee AIR INTAKE: FULL LOAD POSITION FIG. 19a 4c, Pressure regulator valve: The pressure regulator valve controls system air pressure. (Ref: Fig. 21) 4b, The pressure regulator is « diaphragm type valve which is held closed by a spring. It is opened by air pressure ‘acting on the underside of the diaphragm, and the pressure ‘ot which it opens can be controlled by increasing or decreasing the spring force by means of an adjusting screw, The opening point is preset at the factory. (Ref: 21) Regulation: Here is how the system operaies: At startup, the stortun valve is open, allowing air pressure from the receiver to act directly on the UL99 control chamber and the engine speed control cylinder. At approximately 50 p.s.i. the UL99 will close and the speed control cylinder will stroke, reducing the engine speed to idle allowing the engine and airend to warm up without being under load, When the unit has warmed up, (after approx 2 minutes, depending upon ambient temperature) the operator pushes, the startrun button. This shuts off the air path fo the UL99 ‘and speed control cylinder through the startrun valve. Air pressure in the UL99 and speed control cylinder bleeds to ‘atmosphere via the orifice in the pressure regulator valve, (NOTE: [f this orifice becomes blocked it can affect operation of the regulation system As air pressure folls, the spring loaded pistons in the UL99 and speed control cylinder will sroke allowing maximum airflow to enter the airend, and the engine to run at maximum speed. When air pressure in the receiver reaches a sufficient value, it will open the regulator and act upon the control chamber of the UL99 and the engine speed control cylinder, fair demand is zero, then the UL-99 will hold at some point between fully open and fully closed to suit the demand, and the speed control cylinder will simultaneously hold the engine at the correct r.p.m. to match the speed and power requirements of the airend to meet that demand. At full air demand the pressure in the receiver will drop to. point which allows the regulator to close. This shuts off the air path to the UL99 and speed control cylinder. The UL99 opens fully and the speed control cylinder strokes to the maximum r.p.m. position. 26Lee URA KO) cy FIG. 20. ENGINE SPEED CONTROL CYLINDER FIG. 21. PRESSURE REGULATING VALVE NOTE: The orifice size is carefully selected to match the applied to the UL99 and speed control cylinder. Under full desired regulation choracterstics, and itis perfectly normal load conditions no air should bleed from the orifice. for air end bleed from the orifice whenever air pressure is 2GP ingersouRand ANTE RUMBLE: VALVE (OPEN) ‘PRESSURE REGULATOR ‘START RUN VALVE (SERVICE AIR BUTTON) 0 (orem) ANTE RUMBLE: VALVE (CLOSED) anwar 7 | a | aon ‘START RUN VALVE fe ie Perce FIG. 23. NOTE: The UL99 shown incorporates the anti rumble valve which allows a small amount of air to enter the air end when the UL99 is closed and thereby prevent too high @ vacuum being created which could cause rotor rumble. Air taken in via this vale is balanced by the bleeding from the orifice on the regulator valve. (Ref: Fig. 22 & 23) 28Eee RLQO aT) Gy -DOWN BLOW FIG. 24, AUTOMATIC BLOWDOWN VALVE There are 2 major components to the blowdown system 1, Automatic Blowdown Valve. FIG. 24, 2de. 2. Manual Blowdown Valve. 1, Automatic Blowdown Valve: When the unit is running, the automatic blowdown valve is kept closed by an internal spring. At shutdown the valve is piloted ‘ulomatically to vent receiver pressure. (REF: Fig. 25) 2. Manual Blowdown Valve: The Monval valve permits the operator to relieve system pressure manually should this ever be required. (REF: Fig. 17) BLOWDOWN When the machine shuts down, the light spring in the UL99 forces the inlet valve to shut. Pressurised air in the receiver backs up through the air end unil pressure is equalised throughout the system: This pressure further assists in keeping the UL99 shut, stopping any air escaping from it, and simultaneously pilots open the aulomatic blowdown valve there by venting the receiver to almosphere, When the system pressure drops to approx 15 p.s.i. the stort run valve also opens allowing air fo escape through the regulotor valve orifice/silencer. (REF: Fig. 25) 29GP ingersoRand PILOT LINE FULL LOAD & IDLE POSITION DEORE RECENER BLOWDOWN POSITION FIG. 24a AUTO BLOWDOWN VALVE FIG. 25 AUTO BLOWDOWN CIRCUIT (SYSTEM) 30GNIAR WO AOC) ENGIN E COOLING SYSTEM All internal combustion Engines generate heat during operation. This heat is ¢ result of fuel combustion within the cylinders. The cooling system must remove sufficient heat to keep the engine at the correct operating temperature. The cooling system has a direct effect on the operation and service life of the engine. If the cooling system is poorly maintained or not operated correctly the result can be over heating or overcooling, both can shorten the service life or resul in poor engine performance. In addition to removing heat from the cylinder head and liners, other components also transfer heat to the coolant i.e. engine oil cooler, turbo. charger, ofter cooler ete Try to use clean soft water whenever possible. Check the fan belt tension for proper fan speed. Consult engine manufacturers hand-book for anti:corrosive solvent. The corrosion resistor is fixed at the exhaust monifold side of the engine. Cummins can supply coolant test kits which measures the cromate concentration of corrosion present in the coolant 1. Check the coolent level daily before starting the compressor. 2 Replace the drive belt when found damaged 3. Do not remove the radiator cap when the coolant is hot and under pressure. 4. Every 2000 hours of operation drain the coolant system by opening the drain valve on the radiator or removing the plug in the bottom of the radiator. 5. Check for the damaged hoses and loose/demaged hose clamps. Replace if required. Check the radiator for leaks, damage and dirt on the surface of radiator, Clean cand repair if required 6. Ifthe system shows mineral built up, scale, rust or oil, use a heavy duty radiator cleaner. [Consult engine manufacturer's hand-book} 7. Check de-ceration hose for blockage (connected between thermostat housing to radiator top tank) Check at every 1500 hours. 31(FD ingersoll Rand FIG. 26. INSTRUMENT PANEL Now lot us examine the electrical system: The Portable compressor model P-300, P-400, BA-300, CLA.400, P-500, P-600 and HP-450 are powered from 2A battary. The alternator and starter are standard industrial /automative equipment. The electrical circuitry is in series connection. In addition to ‘NeCharge' lamp of the alternator, three more safely switches, care provided, as follows: | Low oil pressure switch Il High coolant temp switch I High discharge temperature switch. 32 2 The instrument panel contains engine oil pressure gauge, coolant femperature gauge, discharge temperature gouge and the alternator charge lamp. I also contains ‘engine revolution counter/hour meter ond air discharge pressure gauge which are not part ofthe electrical system. (Ref. Fig. 26) The control panel is located directly below the instrument panel. This contains the key operated engine start switch (ignition switch). MCB. [Safety of electrical components) toggle switch (Main switch) and engine by-poss switch Italso contains start/run valve which is not part of the electrical system. (Ref. Fig. 27)Pua RAMON.) x) Cs} © » FIG. 27. CONTROL PANEL, Start Position: Battery is ve earthed. Switch 'ON' the MCB and toggle switch, When ignition key is switched on to position (1) supply is given to Control circuit and the indicating lamp will glow. When ignition switch is tumed further to position No.2 {Spring position) power from bottery goes to the starter solenoid which gets energised. Once this is energised it in turn stars the starter motor and cranks the engine. Simultaneously, byposs switch is also kept pressed. This enables fuel solenoid, water safety switch and ADT Switch to come into the circuit As soon as Engine picks up speed, starter switch is released which de-energises the starter solenoid and stops the starter motor. NOTE: Starter should not be cranked more than 30 Secs. As the engine picks up speed, lub oil pressure increases which closes the oil pressure sofety switch RUN Position: ‘As soon as the engine picks up speed, ignition switch is releosed. Because of the spring pressure, ignition key will automatically come back to 'RUN' position. In this position, power from battery/alternator goes via air discharge femperature switch, water safely switch, low lub cil safety switch and keeps the fuel solenoid energised. This will keep the engine running. The alternator develops voltage which in- turn charges the battery. During this period, Indicator lamp, ‘goes off. Ifthe indicator lamp glows while Engine is cunning, it indicate that the battery is not getting charged. In case of coolant temperature or air discharge temperature goes higher than the specified value or lubricant oil pressure drops below 15 p.s.., the respective safety switch will de- cenergise the fvel solenoid. This will stop the fuel supply and the engine will be stopped. 33GFP ingersoltRand 60) 20) 20) yRem __enmouswiro wre) a TGR WATER TEMP. em Saeerrswirce a (CB) ems 24. Vol negative grounded sysern “Tum staring ys to ar poston eark tro erin, simultaneous press he starter puto Ftaso no star pstouton ater he ani oe Wate he oo passiro 92090 and hi he stars key 6 Yn’ poston wha ne ol presse gauge rates more han 1K For proper battery charging, sich on he long sme lore he engine tas and wh io are anges stut down ELECTRICAL CIRCUIT - CUMMINS ENGINE ‘COLBUR COE | aLAGK 1 WEuLow, aL LetPORTABLE COMPRESSORS Yea oye te) SAFETY SHUTDOWN FIG. 29 TEMPERATURE SWITCH SYSTEM The safety shutdown system is an important section of the electrical circuit. Let us first identify the components, then we will examine in detail the electrical circuitry The safety shutdown system is activated by an abnormal condition at any one of the 3 sensing switches. 1. Air end discharge temperature switch. 2. Engine oil pressure switch. 3. Engine water temperature switch. In the Cummins ’N’ Series Engine 1. The oil pressure switch is located on the Engine block on intake side of the engine. It so 2 position switch. Ifthe ‘engine oil pressure drops below 10 psi the switch will trip to the ‘SHUT DOWN position. (Ref: Fig. 28) 2. Air End discharge temperature switch is located just below the discharge end ofthe air end/or on the discharge piping connecting the air end and receiver. When the oir discharge temperature is below 120°C, the switch is in RUN position. When the air discharge temperature (A.D.T) rises above 120°C the switch will trip to the 'SHUT DOWN position. (Ref: Fig. 29) 3. The Engine water temperature switch is located on water manifold of the engine at exhaust manifold side. Normally the switch is in 'RUN' position. If the engine ‘water temperature rises above 93°C the switch will tip to shut down position. 35GF ingersol Rand CAUTION: @. Avoid overheating the Engine. The temperature of the coolant must not exceed 95°C (200° with 15 psi radiator cap. b. Avoid low coolant temperature operation. Continual operation at low coolant temperature below 70°C (40°F) ean be harmful to the engine. Low coolant temperature can cause incomplete combustion allowing carbon and varnish to form that can damage piston rings cand injector nozzles. Also, the unburned fuel can enter the cronkcase, diling the lubricating oil causing rapid wear to other moving parts 4, This is an additional feature which trips the engine even ifthe fuel solenoid fails to operate. After switching of the switch will get de-energised and will allow solenoid to pass cir impulse to the engine stop cylinder. The cylinder will pul the fuel pump lever which will “cut of the fuel supply and will stop the engine.Feu ge V IRON a IX) Ty 1, AIR END OVERHEATING ROU BI section 9 E SHOOTING Ifthe air end operating temperature reaches 120°C, the unit will shut down automatically. To find the cause of the problem, always look for the easiest fauls Firs. 37 Towa ie Oicoter level? i 2 exterior matrix | Booed? Fito the arte othe oohgice ~« ——— [Sie or ‘subjected to Or correct | Temperature ‘Ok roctesepon oibeing Hgesicens Cteoatng teed? ‘aly? can | ’ Y y Repostion Replace Remove tnt’ Ce themostt oor ardtest Fopscet necessary ~ a pf sre unt ox on ttens) | ox > ‘Sie avend coeraing cine rere at the } shutdown = oorch ross fauy? eeu ' Y ’ Fat Replace [Fen] repueton emPTO) URAL KOZ INI0.c) Yeates rie [ROU 1, AIR END OVERHEATING BLE SHOOTING Ifthe air end operating temperature reaches 120°C, the unit will shut down automatically To find the cause ofthe problem, always look for the easiest Fults fist. Toma = Farber] ae [oreo level? of ‘broken or ‘extorior matrix | slipping? ‘blocked? Y y y [rave e cont tte | a Gear songs Theat [site 7 | subjected to or correct ox >| 2 peraure | OK weoreion ettsne cere Sooo ceed |e ' ’ Repoaon Revove tnt Goce Pemonat on woutee Feta been > ~ Lp fis the unit ox Oi iter) OK isthe arend ooeraing Booted rps othe Sogo won ouch pocere! oar Y ’ Y mast apace tepton ono 7Ingersoll Rand 2, OIL CARRYOVER. A.complaint which will not cause the unit to shut down initially. It is, however, messy and will eventuclly cause the unit to shut down du 10 loss of oll i not remedied. REMEMBER - always look for the simplest faults first. igh ot | o— ne Chek] ox level? ia >| shutdown, on ‘lowdown - procera precede on T 1 y Stopping unt ‘Opening ie j Orain to abruptly from manual ‘correct level full oad may Blowdown saturate he valve on sevaraior shutdown may emont saturate he | Separator | siement | | < = ! L Check —ox ——» Tse a discharge ‘scavenger — pressure 2 siement | biockea? ruptoa? | y Below 75 pa 1 | ‘Clear Replace scavenge ine . oly: es stblockage Fepiace the rossi vane Isiheunit ‘operating at an angle greater than 15% any plane, ’BSe) WN RAW gO.) 3. REGULATION Incorrect uation may be indicated by 1. Insufficient Air Pressure 2. Excessive Air Pressure Any or all of these can lecd to: 1. Incorrect operation of appliances connected tothe compressor. 2. High fuel consumption. 3. Airend overheating REMEMBER - always look for the simplest faults first. INSUFFICIENT AIR PRESSURE. 39 tet ar | ox» ‘ne tre |-—ok—m wsime _ |—oK domand any sytem dre a wo ioe ir non Couneream blocked? ori unt 1 ! [ { ’ sien amano Petty Tian tated ouput reas « - fi | ok ——»———ine | ——* > [cine frecure main fegang presse | —— a on maladsted Coteve | fy? | y ! sepa Aopaio rence repce Lend « _—__[ste a ‘steea * 10 not * fame opening thea yr a Pepa Check rete tnd tr caecwe ieacet pars, jonesPORTABLE COMPRESSORS 3. REGULATION Incorrect regulation may be indicated by: 1. Insufficient Air Pressure 2. Excessive Air Pressure Any or oll of these con lead to: 1. Incorrect operation of appliances connected to the compressor. 2. High fuel consumption 3. Air end overheating, REMEMBER - always look for the simplest faults first. INSUFFICIENT AIR PRESSURE. ere iste a oo Mote ox eis] —o« comand any aye Soe a we fous iter high? downstream ‘blocked? ortneun? [peso | x ’ Match y demand to Rectity ‘Clean or rasp ace — se isthe ok isthe | % > five Savion pressure man we Peseue faye Save maladystes ‘eco | fay? : Foniace ‘ooace Rapa reloce + ps : gee Lp teine - 'sthe ox istherea |p separator UL99 not fault inside Soment aoe trea Blocked or on oni? reamed? t a Y Replace he Reps Geek conor relace Sterd to ‘ecive fea pars ieee 39GP ingersouRand —m| Isengine speed 100 low? 1 Tethe Tsreguaton —_ jo ne —ox >| ox : ok a speed waive ott ite te ‘control onion! ee blocked or ‘cylinder silencer “a restricted? ‘sticking porte detoctve wrong sie? | Replace Clear or Replace Replace replace consult Engine operator's handbook for additional troubleshooting. EXCESSIVE AIR PRESSURE Refer also to previous section. Tete pressure 7 ‘oan ave ox >| singutse maladjusted! =“ at prope iethe Te vabe sing? Aust = replace pats neaneeh | I Replace | [Frew or replace y damaged pats < [are mere any ox fs separator teas in regain tiemert backed ping? crested? Repair | ‘Rpair or replaceLL) SV RL KO ENO) Cy section 10 RATION & MAINT NANC ‘COMPRESSOR OIL LEVEL ENGINE OIL LEVEL 41 OPERATING INSTRUCTIONS BEFORE STARTING Place the unit in @ position as level as possible. The design of these units permit a 15 degree length wise and 15 degree ‘width wise limit out of level operation. When the unit is fo be operated out of level itis important to keep the engine crank case oil level near the high level mark (with the unit level) (Fig. @) DO NOT OVER FILL EITHER THE ENGINE CRANK CASE OR THE COMPRESSOR Cll RECEIVER. (Fig. b & c) All uid level (engine oil, compressor oil and radiator coolant) should be checked while the unit is level. CAUTION Do not connect the air discharge on this unit info & common header with any other unit of any description or any other source of compressed air without first making sure check valve is used between the header and the unit * Check the compressor lubricating oil level. Proper oil level is mid-way on the sigh window. Add oil only ifthe level falls to the bottom of window when the unit is not running, Check the engine lubricating oil in accordance with the ‘operating instruction of the engine operation manual Check air filer restriction indicators. If indicators show choked condition refer to maintenance SECTION. * Check fuel level. A good rule is to top up after each shift to minimize condensation in fuel tank. (Fig. d) DANGER No smoking, sparks or open flame near fuelFUEL FILLER, MANUAL RELIEF VALVE 1D ingersollRand CLOSED DOOR OPERATION WARNING Exercise extreme caution when using a booster battery to start, as a spark in the presence of battery gases could an explosion and result in serious personal injury. To jump start, connect the ends of booster cable to the positive(+) terminal of battery (Booster & weak). Then connect one end ofthe other cable to the negative (} terminal cof booster batery and other end to the engine block. (and ‘nol fo the negative terminal of weok battery) Aer staring, reduce engine to idle. Disconnect negative (] cable from engine block and then from booster battery. Disconnect positive (+] cable from booster batery STARTING UNIT * Flip toggle switch and mini circuit breaker to on position. Turn key to run position. No charge light on the panel should be illuminated. Press ond hold the starter push button ond simultaneously tum key to start position to crank the engine. Release key when the engine fires. Hold the starter push button ill engine pressure rises and system operates normally NOTE Ensure that no charge lig illuminated, stop ma is extinguished if light remains and check battery charging circuit * The engine will be running at reduced speed. Allow unit to warm up for about 5-10 minutes till the water temperature nears about 60 degree C. Now depress the stort run valve. The engine speed will increase the maximum speed and reduces again to low idle speed and compressor will soon reach normal operating pressure. 42PORTABLE COMPRESSORS CAUTION Use only No. 2. diasel fuel cil with a minimum cetane No. of 45 ond sulphur content not greater than 0.5% Check radiator coolant level. Coolant must fill the radiator op tank and check coolant in engine block by bleeding bleed of cock. WARNING Use extreme care when removing the pressure cap from the engine radiator. The sudden release of pressure from a heated cooling system can result in a loss of coolant and possible personal injury by scalding * Close all service valves to allow full air pressure to build vp. WARNING Ensure that all guards are in ploce ond that all high pressure air and oil lines are safely connected. NOTE When operating in ambient temperatures above 32° C and high humidity, drain any condensate from the receiver tank daily. In order to allow the to start at a reduced load, a start run valve is provided on the control panel. Valve is provided on the contol panel. Valve automaticaly returns to start position when the unit is stopped and air pressure blown down, * Check battery for proper connections and conditions. CAUTION Never allow the system air pressure fo fall below 50 Psig (3.45 bar) to ensure adequate oil low to the compressor at low temperature, * IFthe engine does not star, refer to trouble shooting chart cand to the separate engine operators manual. AY this, point itis safe to apply full load on the unit STOPPING Close all service valves. (Fig. e] Allow the unit to run unloaded for a few minutes to reduce the engine temperature. Its important to idle on engine 3 to 5 minutes before shutting it down to allow lubricating oil and cooling air to carry heat owoy from the combustion chamber, bearings shafts etc. Turn the switch fo the OFF position NOTE: As soon as the engine stops, the automatic blow down valve should relieve all pressure from the receiver separator system. CAUTION Never allow the unit to stand idle with pressure in the receiver separator system SAFETY SHUT DOWN: Should any of the three shut down failures occur {high engine water temperature, low engine oil pressure, excessive discharge air temperature) the unit will sop. DANGER Even after pressure is relieved from the receiver separator system, any air supply line from the compressor to a tool or machine could remain under pressure and cause very serious personal injury or death. After the compressor stops, carefully open a valve at any tool or machine to exhaust the pressure in any line prior to removal or servicing. (Fig. f)(FP Ingersoll Rand MAINTENANCE GENERAL In addition to periodic inspections, many of the components, in these units requite periodic servicing to provide maximum output and performance. Servicing may consist of pre- operation and postoperation procedures to be performed by the operating or maintenance personnel. The primary function of preventive maintenance is to prevent failure, and consequently, the need for repair. Preventive maintenance is the easiest and the leas! expensive lype of maintenance. Maintaining your unit and keeping it clean ot al imes will facilitate eosy servicing Refer fo the engine Operator's Manual for the specific requirements on preventive mointenonce for the diesel engine. CAUTION * ANY UNAUTHORIZED MODIFICATION OR FAILURE TO. MAINTAIN THIS EQUIPMENT MAY MAKE IT UNSAFE AND OUT OF FACTORY WARRANTY. * IF PERFORMING MORE THAN VISUAL INSPECTIONS: (1) DISCONNECT BATTERY CABLES, (2) OPEN MANUAL BLOW DOWN VALVE AND (3) INSURE NO PRESSURE IN DISCHARGE PIPING, ETC. * USE EXTREME CARE TO AVOID CONTACTING HOT SURFACES [ENGINE EXHAUST MANIFOLD AND PIPING, AIR RECEIVER AND AIR DISCHARGE PIPING, ETC) * NEVER OPERATE THIS MACHINE WITH ANY GUARDS, REMOVED. * INCH AND METRIC HARDWARE IS USED IN THE DESIGN AND ASSEMBLY OF THIS UNIT. CONSULT THE PARTS LISTING FOR CLARIFICATION OF USAGE. COMPRESSOR OIL LEVEL The optimum operating level is midway of the sight window ‘on the side of the receiver tank. DO NOT OVERFILL. A totally filled sight window in which the level is not visible indicotes an overfull condition and requires that oil be drained. Add cil only when the level is near the bottom Then add enough oil to bring the level midway of the sight window when the unit is not running. AIR FILTER ELEMENTS. The air filters should be inspected and maintained daily, Dust collector boxes should be cleaned daily, this will become more frequent in dusty operating conditions, Dust collector boxes must not be allowed to become more than half ful, Replace cir filter elements when restriction indicator shown red or every 500 hours or every six months whichever comes first. itis recommended that cir filter elements be replaced by new IngersollRand, approved elements [Fig. 30) However, if new elements are not at hand the blocked elements may be cleaned and reused. For cleaning, the following instruction must be adhered to: NEVER REMOVE AND REPLACE ELEMENTS WHEN COMPRESSOR IS RUNNING REMOVAL AND CLEANING: Cleon exterior of filter housing Remove end cap and empty dust collector box Unscrew nut securing main element to housing. Remove element. Clean inside of housing, OUREN= Clean element by directing a jet of dry compressed air at no more than 5 bar (73 P.S.1}) at an angle of 45 deg. to the outside element. Carefully blow any dust from each fold of the element.PN JOR WOU IO 0) REQUIRED MAINTENANCE SCHEDULE pai | weexy | Mo | 3mo | Mo 12M0 500 HRS | 1000 HRS | 2000 HRS COMPRESSOR OIL LEVEL/DRAIN CONDENSATE ENGINE OIL LEVEL AIR FILTER RESTRICTION INDICATORS. RADIATOR COOLANT LEVEL GAUGES FUEL TANK (FILL AT END OF DAY) FAN BELTS c BATTERY ELECTROLYTE LEVEL. c SAFETY SHUTDOWN SYSTEM ¢ EXTERNAL COOLER SURFACES [CLEAN] HOSES, (OIL, AIR, HYDRAUIUC, INTAKE ETC) c COMPRESSOR OIL FILTERS FASTENERS (TIGHTEN) ANTIFREEZE (50% SOLUTION) COMPRESSOR Ol ‘WHEEL BEARINGS. SEPARATOR ELEMENT. SAFETY SWITCH SETTING SCAVENGE LINE aaa07900 ° za noe ENGINE REFER TO ENGINE OPERATOR'S MANUAL OR DEALER (C = CHECK (AND REPLACE IF NECESSARY] R= REPLACE 45FP ingersoll Rand NEVER USE COMPRESSED AIR TO BLOW THROUGH THE ELEMENT MEDIA 7. Mark the no. of services to the main element on the end of the safety element. Safety element should be replaced at least every three (3) services of the main element. 8. Safety elements must not be cleaned and re-used INSPECTION 1. Check for cracks, holes or any other damage to the element by holding it up against a light or by passing a lamp inside. 2. Check the seal atthe end of he cartridge and replace, if ny sign of damage is evident 3. Renew safely element if inspection reveals damage to main element. REPLACEMENT 1. Assemble the new or cleaned elements into the filter housing, 2. Ensure that the seal seats properly on the bottom of the housing, Secure the element in housing by hand tightening the nut. 4. Assemble the dust collector box parts ensuring they are correcily positioned with the lug interlocked with the slo in the cover rim. 5. Ensure that the arrow and 'top' marking on the collector box is correctly positioned, 6. Reset restriction indicator by depressing rubber diaphragm. 7. Before starting machine check all clamps are tight. ENGINE RADIATOR The diesel engine cooling system functions not only to prevent the high combustion chamber temperatures from damaging the engine but, at the same time, must maintain the operating temperatures within safe limits. INis extremely important fo maintain efficiency in the engine cooling sysem as the engine temperatures must be brought up to and maintained within 0 satisfactory range for efficient operation, but must also be kept from over heating in order to prevent damage to the engine moving parts To control the engine operating temperature range, the cooling system is designed so that the coolant is allowed to circulate only within the engine itself until normal operating femperalures are reached. At this poin! bypasstype thermostats open fo allow all of the coolant to citeulate through the radiator as well as the engine. The radiator, which consists of a core section through which the coolant is circulated, is designed lo provide on extended surface through which the heat of the coolant can be dissipated. 1? is, therefore, extremely important that this core section be kept clean on the inside and free from dirt on the outside so that maximum het ransfer con take place Blowing compressed air, which contains a non flammable safely solvent, between the cooling fins of he radiator in a direction opposite to that ofthe fancirculated air should serve to keep the exterior cooling surfaces of the radiator section free of dit and other foreign particles. This cleaning operation should be performed each month. Sludge ond rust in the cooling system can prevent normal heot transfer and in time con render the cooling system ineffective to properly maintain normal operating temperatures. The appearance of rust in a coolant system is © warning thatthe corrosion inhibitor has los its effectiveness and that the system requires cleaning and flushing. Refer to the engine operator's manual for specific instructions on cleaning the cooling system. Before placing the unit back into service, make sure that cll hose connections are tight and that all radiator draining points are tight including all of the engine drain cocks, Refill the radiator with coolant as recommended in the engine Operator's Manual. Never use plain water. Every six months the drain plugs should be removed from the fuel tanks so that any sediment or accumulated condensate may be drained. When replacing the drain plugs, make sure they are tightened securely.AVALON) Sy COMPRESSOR OIL COOLER The compressor lubricating and cooling oil is cooled by means of the wire wound tubetype cil cooler, located beside the engine radiator. The oil cooler is so arranged that the lubricating and cooling oil, lowing internally through the core section, is cooled by the air stream from the cooling fan flowing past the core section. When grease, oil and dirt ‘accumulate on the exterior surfaces of the oil cooler, its efficiency is impaired. Each month itis recommended that the oil cooler be cleaned by directing compressed air which contains a non flammable safety solvent through the core of the oil cooler. This should remove the accumulation of grease, cil and dirt from the exterior surfaces ofthe oil cooler core so that the entire cooling area can transmit the heat of the lubricating and cooling oil to the air stream, ln the event foreign deposits, such as sludge and lacquer, ‘accumulate in the cil cooler fo the extent that its cooling efficiency is impoired, « high discharge air temperature is likely to occur, causing shutdown of the unit. To correct this sitvation it will be necessary to clean it using a cleaning. compound: Use only a dependable cleaning compound. This is of prime importance because different cleaners vary in concentration and chemical composition. Aer completing the cleaning procedure, the oil cooler must be flushed before returning to service. GAUGES. The instruments of gauges are essential for safety, maximum productivity and long service life of the machine. Inspect the {gauges prior fo startup and during operation to ensure proper functioning. FUEL TANK The fuel tank on this unit should be filled daily or every eight hours if necessary. However, in order to prevent condensation from forming in the fuel tank, it should be filled mediately after the unit has been operated, for example, ot the end of each working day. Using clean fuel in the fuel tank is vitally important and every precaution should be taken to ensure that only clean fvel is ether poured or pumped into the tank. When filling the fuel tank on this unit, by methods other than @ pump and hose, use @ non-metalic funnel which is kept for ‘his purpose only. Make sure the funnel is wiped clean before using Every six months the drain plugs should be removed from the fuel tanks so that any sediment or accumulated condensate may be drained. When replacing the drain plugs, moke sure they are tightened securely. BELTS (FAN / ALTERNATOR) The fan belts should be neither foo tight nor too loose. A belt that is too tight imposes an undue load on the fan bearings and shortens the life of the belt. One that is too loose allows slippage and lowers the fan speed, causes excessive belt wear and leads to overheating of the cooling system. Replace all belts in a set when one is worn, single belts of similar size should not be used as substitute for a matched belt set; premature belt wear can result because of the belt, length variation NOTE To prevent premature fan or crankshaft bearing failure cond/or bel filure, itis very important to refer to belt cediustment instructions outlined in the Engine Operator's manual. BATTERY Keep the battery terminals and cable clamps clean and lightly greased to prevent the build-up of corrosion. Keep correct electrolyte level within the cells. The holddown clomp should be kept light enough to prevent the battery from moving. CAUTION Always disconnect the battery cables before performing any maintenance or service. 47OD ingersoutRand SAFETY SHUTDOWN SYSTEM The operation of the safety shutdown system should be checked every month, or whenever it appears not fo be operating properly. The three switches involved in this protective shutdown system are the discharge air temperature switch, the engine coolant high temperature switch and the engine oil pressure switch. The operation of these switches is extremely important in order to protect the engine ond the compressor air end from overheating. The engine oil pressure switch prevents the engine from being damaged due to oil starvation. Once a month remove a wire from the engine cil pressure switch to check the shutdown system for proper operation. ‘Once @ year, the two temperature actuated switches should, be tested by removing them from the unit and placing them in « bath of heated oil. The engine coolant high temperature switch will require o temperature of approximately 203°F (95°C), while the discharge air temperature switch will require approximately 248°F (120°C | to actuate. Test the switch's operation by connecting an ohm meter between the two wire terminals. The ohm meter should show z0r0 ohms. When the switch is placed in the heated oil bath cand its contacts open, the ohm meter should indicate infinite ‘ohms, Tap the switch lightly during the checking operation. Replace any defective switch before continuing to operate the Unit, Test the engine oil pressure switch by removing it and connecting it to a source of controled pressure while monitoring an ohm meter connected to the switch terminals. AAs pressure is slowly decreased to 10 psi (70 kPa} the contacts should open and the ohm meter should show lack of continuity through the contacts. Replace a defective switch before continuing to operate the unit. CAUTION NEVER OPERATE THE UNIT WITH A DEFECTIVE SAFETY SHUTDOWN SWITCH OR BY SHORTING OVER A ‘SWITCH HOSES Each month itis recommended that all ofthe intake lines to and from the air cleaners, the engine cooling system hoses cand all of the flexible hoses used for air, oil, brake and fuel be inspected. To ensure freedom from air leaks all rubber hose joints and the screwype hose clamps must be absolutely tight. Regular inspection of these connections for wear or deterioration is @ definite "must" if regular servicing of the air cleaners is not to prove futile. Premature wear of both the engine and compressor is assured whenever dustladen air is permitted to ener the engine's combustion chamber or the compressor intoke practically unfitered All components of the engine cooling system, in addition to radiator maintenance, should be checked periodically to keep the engine operating at peak efficiency. The cooling system hoses should be checked for wear or deterioration and replaced if necessary. At the same time the thermostats, 2 well os the radiator pressure cap should be checked and replaced if necessary. Whenever new hoses are installed, be sure the connecting parts are properly aligned and that the hose is in its proper position before tightening the clamps All external leaks should be corrected as soon as they ore detected The flexible hoses used in the fuel, oil and air lines on these Units are primarily used for their ability to accommodate relative movement between components. Secondarily, they reduce vibration problems found with fixed piping and they permit much more flexibility in routing. Because these hose lines are flexible its extremely imporian! they be periodically, inspected for wear and deterioration. Clamps are used to prevent hose cover abrasion through vibration. This abrasion ‘may occur when two hose lines cross, or when a hose line rubs against a fixed point, therefore, itis necessary that all clamps be replaced if missing or that new clamps be added if required to prevent further wear. It is also important the operator dose not use the hoses as convenient hand holds or steps. Such use can cause early cover wear and hose failure. COMPRESSOR OIL FILTER The compressor lubrication and cooling system is equipped with an inline, spin-on type filer with an integral bypass valve. With a clean element installed all of the oil flows through the full element area, from the outside to inside. As the element becomes contaminated with dirt, the pressure drop across the element increases and the bypass valve cracks open, thus providing proportional filtation. As the= PORTABLE COMPRESSO! element traps additional contaminants the pressure drop increases until the bypass valve fully opens. At this time litle filtration is taking place but the oil is allowed to continve flowing through the system thus preventing any damage from loss of cil NOTE The cil filter elements must be replaced every 500 hours of operation. On new or overhauled units replace the filler elements after the first 50 and 150 hours of operation: thereafter, replace the filter element every 500 hours of operation or three months, whichever comes firs CAUTION IF there is any indication of formation of varnishes, shellacs or lacquers on the oil filer element or in the canister, itis 0 warning that the compressor lubricating and cooling oil has improper characteristics and should be immediately changed Apply a thin film of oil to the gasket on the gasket on the new clement and hand tighten this on the head, SCAVENGER LINE The scavenger line originates at the receiver separator tank cover and terminates at the compressor. Once a year or every 2000 hours of operation, whichever comes firs, remove this line, thoroughly clean, then re-assemble, NOTE Excessive oil carry-over may be cused by an oil-logged separator element. Do not replace element without first performing the following maintenance procedure 1. Check oil level. Maintain as indicated earlier in this section 2. Thoroughly clean scavenger line. 3. Assure minimum pressure valve has proper setting 4. Run unit at rated operating pressure for 30 to 40 minutes to permit element to clear itself. ENGINE FILTER / OIL FILTER / FUEL FILTER All must be serviced in accordance withthe instructions ond «3s scheduled in the engine operation ond maintenance monval COMPRESSOR OIL The lubricating and cooling oil must be replaced every 500 hours of operation or three months, whichever comes firs. Refer to section 3 lubrication, for detailed instructions and specifications RECEIVER-SEPARATOR SYSTEM WARNING HOT PRESSURIZED FLUID Before performing ony service on the compressor system: Open manual blowdown valve on separator tank cover. Ensure pressure is relieved, with BOTH. = Discharge air pressure gauge reads zero (0). ~ No air discharging from manual blowdown valve. When drining oil, remove and replace (make tight) plug at bottom of seporator tank When adding oil, remove and replace (make tight) plug on side of separator tank. In the compressor lubricating and cooling system, separation ofthe oil from the compressed air takes place in the receiver separator tonk. As the compressed air enters the tank, the change in velocity and direction drop out most ofthe cil from the air. Additional separation takes place in the oil separator element which is locoted in the top ofthe tank. ‘Any cil accumulation in this separator element is continuously drained off by means of a scavenger line which returns the ceccumulated oil o the compressor 49FD ingersoliRand The life ofthe oil separator element is dependent upon the ‘operating environment (soot, dust etc) and should be replaced very twelve months or 2000 hours. To replace the element proceed as follows: * Ensure manuel blowdown valve is open * Disconnect large hose from fiting in service valve. Remove cover mounting screws. Remove cover and remove element. Remove any gaske! material lef on cover or tank Install new element. Reposition cover. Replace mounting screws; fighten in a crisscross pattern 10 65 ft Ibs. Reconnect large hese. Replace scavenger line and drop tube. Insure that there is about 6 mm gap between droplube tip and separator ‘element bottom plate. ‘When replacing the element, the scavenger line should be thoroughly cleaned and the oil changed. FASTENERS Visually check entire unit in regard to bolls, nuts and screws being properly secured. Spot check several cap screws and nuts for proper torque. If any are found loose a more thorough inspection must be made.ELECTRICAL SCHEMATIC ss W209 ‘24VOLT BATTERY SOURCE ceanwermctie, (pomp DODE parson «= fees peers oem L “T WIRE GAUGE (Sq. mm.) }Y_| YELLOW WIRE COLOUR fe Lkee aleeas Oe ee Be (A) ls ya-20 (6p) Ne = ats aa J ES CSSctreIOM IRC LAR (OE