DOWNLOAD PDF CAT Dragline 151M BI005612 Operation & Maintenance Manual

BI005612

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BUCYRUS R

Technical Manual

BI005612

K.1315-!

Air Compressor (not available) R.H, Drum Shaft Bcari_ng.

L.ll. Drum Shaft Bearinc;.

R.Il. Hoi s t Drum :3haft ;3ear ing.

38'_0 Boom Assembly.

Boom Point Sheave . • Shipper :3haft.

Boom Support Cables.

Center ,Journal .

Crawler J\"semLly Crawler Belt • l~oll er Shart • Crawler Sprocket Shaft .

Coal Dipper. .

Oipper Bail.

Dipper Door Assembly Dipper Handle • .

Dipper Tooth • Hoist Check Band Hoist Friction Band.

Hoist Drum Shaft Ram Cylinder .

Ram Cylinder Ram Cylinder .

Pam Cylinder .

Gantry Frame .

Lever Assembly .

Hoist Check Hand Levers . .

Swing Levers • Lower Frame Assembly .

Misc. Parts for Swing Motor.

Misc. Parts for Crowd Motor.

Hydraulic Piping .

Oil Pump for l~ota ting Gear Case. l"\'oller Circl(~. .

5th Intermediate Propel Shaft.

1st Intermediate Propel Shaft.

1st Intermediate Rotating Shaft.

Intermediate Hoist Shaft .

3rd Intermediate Propel Shaft.

Propel Brake Shaft .

4th Intermediate Propel Shaft.

Intermediate Crowd Shaft .

- 1 -

lG •..

7G~)53

7G)55 IlG35!L) 13G74 18,356;)

l'lG36 28\..;61, 38G112 ::' f\ :·F)G~n

/..tiC;:.:!·7

45G67 49G3',)2C

SO:.-;ICl6B 5X;27u 54'3258C

55G24'::>l) 57G5H

:59G20S

Q()G7bH 61.G7B 61G22 bIG;!:!

61G37A ClJG75J 87G1B2J."

87G206A. 87G33~;A

91G57/\ 94G48D

94G120 113G46B

11oG713 118G25 122G2;2') 122G232 12,';;G234D 12;2G28'::ir.~

1 22G3U'JA I 22G36r.ii\

122G371

122G414

BI005612

DRAWINGS FURNISHLm FOR 151-[v;

K.1315-1

Main Rotating Shaft .

Propel Shaft Assembly Sheave Block Assembly Upper Frame • Collector lhnc;.

Limi.t Switch for Propel Brush Holder.

Boom Limit Switch .

Rotating Gear Case.

Hoi 5t r,loto t' ;<':xtens ion Shaft .

Hoist Cbeck Sand Support.

Crowd Brake Swing Brake Hoisting Cable.

Air Compressor Pipin;) Propel Lock Grake .

Lower «r arne .

Crawler Side Frame.

Upper Frame Structure Grease PipinJ for Upper Fram(~ . ~-;nubber for Di.pper IX)or .

Snubber Friction Band f\utDma t i.c Lubrication (not ava i,la.ble)

HW:mlc 10-25-06

.....

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1'::')GJ413 124G11,) L~s...:;14H

142G114,-; 149G521\ J.SUG28f\

15UG44 lSUG751\ 1 54G14U13

:1. 5t)G'5~D 162G72 169G77 Ib9G7H IH)Gtle

;).)1G57 .15JGll :>'51G87-815 ~! 5 .':~C~-J (") 13 2()1G35

30'JGt')1\. ]<)lG6D 155G.~-1,

BI005612

GENERAL LUB/HeATrON

IMPORTANT INTErNAL OF LUBR I 0\T1 ON

THS LUBRICATION INTERVAL Nonw IN THIS BCJOK, Bi:~2.N

DETEl~fv1INED

IU~S

AT 1 DEi\L CONDIT IONS.

DUSTY OR DIRTY ATMOSPHEI~E, HIGH l1m-nDITY OR EXTImME TEfvlPERI\TURE WILL ALTER THE EFFECTIVE LIFE OF A LUBlUCANT. IT IS THE RESPONSIBILITY OF THl{ OPE1U\TOi~/UI~ OI'JNi:.m TO DETERfvlINE THE Pi~OPhR FRELIUENCY OF LUBRICATION AND I<EPLACEr>1ENT OF LUim1CATING OIL OR GI<EASES.

BI005612

GENERAL LUBRICATION

SELECTION OF LUBRICANTS

No part of the care of your Marion machine is more important than proper lubrication. WITHOUT PROPER LUBRICATION, the air compressor, anti-friction bearings, finished shafts, gears and other important parts of this precision-built piece of machinery can be quickly ruined.

The lubrication spec'fication in this manual covers the lubrication requirements of the machine when operating within an ambient temperature range from -20 degrees to 110 degrees F. If this machine is to be operated at temperatures below -20 degrees F. or greater than 110 degrees F., contact the Marion Power Shovel Company, Inc., Marion, Ohio, for special lubrication recommendations. Give full particulars concerning your condition of operation.

For above reasons, the lubricants recommended for this machine have been selected according to the ASTM specification standards. These standards have been compiled through the cooperation of major petroleum suppliers in order that the consumer can be supplied with the exact lubricant to fit specific requirements regardless of the source of supply.

LUBRICATION FITTINGS

This machine is fitted with two types of lubrication fittings. The button head fitting for plain or bronze bushed bearings and hydraulic push-on fittings for anti-friction bearings. This way the operator can easily distinguish between anti-friction and plain bearings if he wishes to use different kinds of lubricant or to determine the frequency of lubrication.

LUBRICATION OF ANTIFRICTION BEARINGS

All roller and ball bearings on the machine should be kept about 1/3 to 1/2 full of the lubricant recommended in the Lubrication Instructions. Add only enough lubricant to maintain this level. These are oil-tight bearings and the lubricant level wi 11 usually remain constant over a long period of time. Therefore, only very small quantities need be added. Unless otherwise specified, we recommend a small amount of lubricant every 500 hours which will usually maintain the desired level in the bearing of about 1/3 to 1/2 full at all times.

BI005612

THIS KEY TO LUBRICATION CODE IS APPLIED TO CHARTS COVERING THE ENTIRE MACHINEFAMILIARIZE YOURSELF WITH THE FOLLOWING TABLES: (MPG) MULTIPURPOSE GREASE (Replaces WB & CG) This is a high quality, water resistant grease which has good mechanical and oxidation stability and good pumpability at operating temperatures. The grease may have a lithium or mixed base, must contain no graphite or other fillers and have the properties shown in the table, USES-Anti-friction Bearings both packed and gun lubricated, Chassis and Plain Bearings and central lubricating systems.

-

(RGL) REGULAR GEAR LUBRICANT These semifluid greases, summer and winter, have just enough body to retain them in a semi-enclosed case. The grease may have a sodium or mixed base, have good adhesive, load carrying and non-channeling properties and meet the specifications in the table, USES-Semi-enclosed Gear Cases.

(OGL) OPEN GEAR LUBRICANTS REPLACE SYMBOL (GC) must not drip or sling off while parts are idle or in motion, must be water and rust resistant and have extreme pressure characteristics.

Type (B) is applied without heat or a diluent by brush, gun or paddle Type (H) is an asphaltic type lubricant used in the same applications as (Type B) and requires heat or a diluent to apply.

USES-Open Gears.

MO

Motor Oil-SAE 20 for winter, SAE 30 for summer

(EO) ENGINE CRANKCASE See Instructions by manufacturer of Engine.

(MO) ** AIR COMPRESSOR CRANKCASE This is a highly refined low carbon residue oil having rust, foam and oxidation resisting properties. See Specifications in table.

(HL) ** HAND LUBRICATION Use Oil (MO) above or a general machine oil (S-SAE 30, W-SAE 20 W) (Gl) ENCLOSED GEAR CASE This is an extreme pressure corrosion and shock resistant type oil. See specifications in table.

USES- Sliding Surfaces.

(PO) PNEUMATIC OIL This is a special oil available thru the Marion Power Shovel Company used in the air piping systems. It is a high detergent oil with good lubricity containing anti-wear, clinging and anti-freeze properties. It will not cause swelling nor deterioration in rubber or leather.

(EMO) * * ELECTRICAL MOTOR OIL Use special lubricant supplied by the manufacturer of the elecfrical equipment.

(HO) .. * HYDRAULIC OIL This is a stable, high viscosity index oil with oxidation, corrosion, foam, sludge, gum and rust resistant properties with a low pour point and a low carbon residue. This oil shall not cause swelling nor deterioration in rubber or leather. Used in Hydraulic Systems for leveling and power transmission. See specifications in table#

, * NOTE:

All oils are non-detergent except (EO) and (PO).

BI005612

LUBRICATION SPECIFICATIONS SPECIFICAnONS-GREASES

CODE OR SYMBOL

ASTM or Test

Penetration Worked 60 Str. 77°

D-217

2 1

Summer NLGI # Winter NLGI # Penetration worked 5000 Str. Max. Change -----_._.

Semifluid

D-217

10%

D-566

350

1

o

__ .~.

Dropping Point Min.-Deg. B~-~;

GREASES RGL OGL Type B Type H

MPG

Oil

Vi~:~@-210~-----~---

0

325

--

-.~----

70 Min.

325

--------- ----------------

---

140 Min.

200

200

Oxidation Stability Max. P. S. I. Drop in 100 hrs.

D-942

10 PSI

Water Resistant-Max. loss @ 1000

D-1264

20%

10%

10%

Texture

Visual Inspection

Buttery

Very Adhesive

Very Tacky

Pressure-Min. in Ibs.

Timken O. K. Load SPECIFICATIONS-OILS ASTM or Test

CODE OR SYMBOL NO. Pour

Summer Winter

D 97

*Flash

Summer Winter

D 92

*Viscosity @ 100 0

D 446

..

-----_._._------~------------_

*Viscosity @ 210

OILS

-----------

Summer Winter

GL

PO

HO

450 Min. 420 Min.

440 Min. 410 Min.

410 Min. 410 Min.

390 Min. 390 Min.

150 Min.

150 Min.

------------

43 39 Min. 43 --------- -----~- - - . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - *Viscosity Index D 567 90 Min. 70 Min. 101 100 Min. - - - _ .. _._--------------- -

Carbon Residue ----~------

D 446

MO

60-68 51-55

--------

115-140 80-100

-----------

D 524

0.10

D 665

None

0.03

0.05

- - - - - - - ~ - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Rust-48 hr. Syn.

None

Sea Water SAE

Summer Winter

30 20 W -

Pressure Min.

-----------------------_._---

Timken -~----------

Copper Corrosion

10 10

.. _ - ' - - - - - - -

---~--_

50

-_._~~---

-

-------------------------------

D 130 ----- -- -----------------

Oxidation @ 1500 hr.

140 90

- - - - - - - - - - - - - - - - - - - - - - ---.

3

3

-------,.---------------

W

D~ ---- . - . _ - - - - - - - - - - - ' - - - - - - - - -

*Aniline Point

--

*Minimum Values

D611

215

190 Min.

!

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G~'OU'P . NO~' R~_-jL3';/'

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MARION POWER SHOVEL COMPANY· MARION, OHIO, U. S. A. _

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BI005612

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"MARION POWER SHOVEL COMPANY· MARION, OHIO, U. S. A. - - - - - - - -

PAGE 1 OF

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RING

HOUSING OILlTE BEARING SNAP RING THRUST WASHER

ROTOR

20-8 20-3 20-5 20-10 20-6 20-7

1

2

NO.

NAI-/E OF PART

PART

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(MC)DEL #20)

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ROTARY SEAL

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9, 11, 12, 15, 17, 18, 19,

CONTAINS

REPAIR KIT,

509-01 506-01 918-01 512-02 529-03

RL -5'19J·

ADJUSTING SCRE\oJ LOCKNUT BONNET SCREWS (SET) UPPER SPRING REST (125 PSIG) INTERMEDIATE SPRING REST (125 PSIG) COMPOUND SPRING (125 PSIG) LOWER SPRING REST DIAPHRAGM RELIEF SEAT "0" RING VALVE SEAT VALVE W! "0" RING "0" RING FOR VALVE STRAINER SCREEN VALVE SPRING _ "0" RING FOR PLUG VALVE GUIDE PLUG

"IA,HE OF" PART

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::"094-03 1305-01 470-02 1317-02 477-01 524-01 502-02 479-02 481-01 520-06 705-01 483-01 496-03

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MARION POWER SHOVEl COMPANY· MARION, OHIO, U. S. A. PAGE - OF - PAGES.

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BI005612

BI005612

INSTRUCTIONS FOR INST ALLA TION AND REMOVAL OF SHRINK FIT PINIONS Pinion Installation 1.

Thoroughly clean the pinion seating surface on the shaft and the bore of the pinion using a suitable grease solvent. Do not use kerosene or oil. If any inflammable liquid is used take the necessary precautions against fire. (A good, non- inflammable cleaning fluid is carbon-tetrachloride. )

2.

Remove any scoring or high spots on either part and check with "blueing" by spotting the cold pinion on the shaft by hand to obtain at least 750/0 fit.

In case you do not have 750/0 fit the pinion should be scraped until desired fit is indicated by repeating blueing of the shaft and pinion.

3.

Break all sharp edges of the key with a fine file so there will be approximately 1/64" radius at each edge. Fit the key to the shaft, taking care to avoid upsetting the metal of the shaft next to the key. The key should be tight in the shaft but not so tight that it must be hammered in place.

4.

The cold pin~on must be tried on the shaft to make certain it does not bind on the key.

5.

Mount the pinion cold on the shaft and snap it into position by hand.

6.

Measure the "cold" position of the pinion using a micrometer depth gauge as indicated in Fig. 1. Record the measurement. Mark the place where the depth gauge was resting so measurements can be made from the same position after the pinion has been mounted.

7.

Remove the pinion from the shaft and thoroughly clean all blueing marks from the pinion, bore and stroke.

8.

With the pinion removed, heat it in a suitable oven or other means for dry heat to the temperature specified in the table, Eng. Std. 2600-1, "Pinion Mounting Data", which is reproduced on Page 4.

NOTE:

Do not use oil or water to heat pinion.

The pinion temperature is indicated as a temperature difference between the shaft and pinion. This temperature difference is estimated only and can be adjusted to maintain the specified advance on the shaft. Heat the pinion in the oven until the temperature is uniform at the required number of degrees above the shaft temperature. For example, if the shaft temperature is 25 0 C. (77 o F.) and the estimated difference is 125 0 C. (225 0 F.) heat the pinion to 150 0 C. or 302 0 F. for mounting.

PINION TEMPERATURE MUST NEVER BE ABOVE 190 0 C. (374 0 F.)

Four Pages

Page 1

C I -772 5-14-63

BI005612

To check the temperature of the pinion use a Centigrade or Fahrenheit thermometer by placing putty over the bulb and hold it against the pinion. Heat the pinion a few degrees above the desired temperature before removing it from the oven.

9.

After the pinion has been removed from the oven wait a few minutes until the pinion has cooled to the temperature desired, remove the thermometer and quickly mount the pinion as described below.

10.

After making sure the bore is clean, quickly locate the pinion in the same angular position on the shaft as when cold. When the pinion is nearly engaged with the taper fit, but not actually in contact, snap it forceably into place with a quick push. It is important that the hot pinion be instantly snapped into position before it has cooled appreciably. Otherwise, the pinion will immediately freeze to the shaft and cannot be adjusted further o

11.

Check the hot or shrunk-on position of the pinion on the shaft using the micrometer depth gauge as before.

The actual advance is the difference between the depth gauge reading at the hot and cold positions. To control the stresses in the pinion the advance must be within the limits specified in the attached table, Eng. Std. 2600-1. If the advance is not within the limits given the pinion should be pulled and remounted.

12.

After the pinion has been properly shrunk on the shaft assemble the lock washer and nuL

13.

Before locking the lock washer make certain the shoulder on the nut does not bottom before the main part of the nut tightens on the locking plate. In case the shoulder on the nut bottoms before tightening on the locking plate the nut should be removed and the shoulder ground or turned off so clearance is available.

14.

After it is certain that the nut is securely tight against the locking plate and pinion, turn up the locking plate on at least two faces of the nut.

It should be kept in mind that the pinion fit on the shaft and the fit of the key are

the important points in doing a good job of holding the pinion on the shaft. The locking plate simply serves to hold the nut on the shaft. With the correct fit between the pinion shaft there is no load on the nut and locking plate.

Pinion Removal When removing the pinion from a motor armature, always use a suitable pinion puller to avoid causing damage to either the pinion, motor frame, bearings or armature shafL Do not heat the pinion before pulling and do not use wedges between the pinion and the bearing cap. In order to prevent damage to antifriction bearings, avoid the use of a sledge hammer on the pinion puller.

Four Pages

Page 2

C I - 772 5-14-63

BI005612

-

Fig. 1 - Micrometer depth gage being used to measure pinion advance. (Note that lineup marks used to locate gage, pinion, and shaft in identical positions for hot" and cold" measurement) II

Four Pages

II

Page 3

C I - 772 5-14-63

I

FORM 1131

MARION POWER SHOVEL CO.

I

BI005612

NO.

ENGINEERING STANDARD

Pinion Mounting Data For

TITLE_--.:.......:...:..:....:....::~---=:...:.:.:...~....:..-..._L..----::..-

2600-1

1

_

SHEET No._-..:..._ - I

Swing Motor Pinions - Shrink Fits

OF

• SHEETs

DATE DRAWN BY ~ 1''''' ...

DATE

'112'' CHECKED BY

5 - Z4- - b?>

DATE

_

APPROVED BY·

_

DATE

_

REVISIONS:

1 _

2

.-

Assemb 1y draw i ngs sha 1] inc lude the fo 11 ow i ng notes.

See Eng. Std. 2600-1 Sh. 1 for Pinion Mounting Data.

See C.I.1ll- Instructions for install ing and removing shrink fit pinions.

For motors larger than listed above refer to Standards Engineer - Marion Power Shovel Co.

.

C 1- 772 5-14- 63

Four Pages

~ARION POWER SHOVEL COMPANY· MARION, OHIO, U. S. A. A DIVISION OF UNIVERSAL MARION CORPORATION

BI005612

INSTALLATION AND OPERATION MANUAL OPEN AND SEMI-ENCLOSED GEAR SETS

MARION POWER SHOVEL COMPANY, INC., Marion, Ohio

MARION

A SUBSIDIARY OF PITTSBURGH COKE & CHEMICAL COMPANY

fIRST IN EXCAVATOR ENGINEERING

-

November 1965

BI005612

INDEX

Gene ra 1 .

Page

3

Cleaning

Page

3

Match Mark

. Page

3

Coupl ing Hub

Page

4

Mounting Surface

Page

4

Installation Instructions for Spl it Ring Gears. . . . .

Page

4

Assem.ly of Gear Halves

Page

4

Installation of Al ignment Bolts

Page

5

Installation of Clearance Bolts. Page

7

Inspection Procedure

. Page

9

Method of Checking Rim Face Runout of Gear . . . . .

Page

9

Checking Radial Runout of Gear.

Page 10

Recommended Backlash . .

Page 11

Final Check for Uniform Contact Pattern.

Page 16

Maintenance . .

Page 17

Operation of Gears.

Page 17

Maintenance

Page 18

Inspection.

Page 18

Handl ing . .

Page 18

Pinion Replacement.

Page 18

Page 2

BI005612

PRELIMINARY

INSTRUCTIONS

FOR INSTALLATION OF GEARS GENERAL

For long 1 ife and optimum performance, all gears must be installed properly and aligned accurately.

This manual shows in simple steps how to check al ignment and tooth contact during the process of installing single hel ical, herringbone, or spur ring gears with generated teeth.

The steps outl ined herein should be studied thoroughly by erectors and mechanics before, and during, the installation of gearing.

CLEANING

All teeth, mounting, and mating surfaces, must be thoroughly cleaned before installation. Bumps and burrs that may have occurred in transit must be removed to insure proper assembly and tooth contact.

MATCH MARKS

Spl it gear halves must be assembled with the mating surfaces in the same position as when the teeth were cut.

To assure this result, match the identical numbers and letters stamped on one spl it of each gear half, in 1 ine with an al ignment bolt, as shown in Figure 1.

These match marks are also stamped on one shaft end of the mating pinion.

When assembled in the correct operating position, the match marks on both gear and pinion will be visible on the same side.

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REFERENCE MARKS IDENTIFYING

SURFACE FOR CHECKING RUNOUT

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POSITIONS OF GEAR HALVES , FOR ASSEMBLY

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Page 3

"

BI005612

Before mounting the coup1 ing hub on herringbone pInIons with symmetrical shaft extensions, refer to gear arrangement or assembly drawing to assure that the hub is pressed on the correct extension with relation to hand of he1 ix. See Figure 2

COUPLING HUB

... HERRINGBONE GEARS

Figure 2 MOUNTING SURFACE

The mounting surface on which the gear halves are to be installed must be inspected for face runout.

This surface should be in a plane perpendicular to the axis of rotation.

Mounting a gear to a surface that is not in a plane, or in a plane that is not perpendicular to the axis of rotation, will prevent satisfactory tooth contact being obtained between gear and pinion.

INSTALLATION INSTRUCTIONS FOR SPLIT RING GEARS ASSEMBLY OF GEAR HALVES

MOUNT ONE GEAR HALF

Recheck mounting flanges and remove any burrs incurred in hand1 ing.

Secure the gear half to the mounting flange with every fourth bolt. Rotate the equipment so that this gear half is positioned on the bottom with the sp1 its in a horizontal position.

CHECK CLEARANCE BOLT ASSEMBLY

Insert a clearance bolt from the top of the spl it into one of the clearance holes, located nearest the outside diameter of the gear half.

If the bolt will pass completely through the hole, proceed with mounting the other gear half.

If the bolt wi 11 not pass completely through the hole, because of interference at the inside rim diameter of

Page 4

-

BI005612

the gear, all clearance bolts wi II have to be inserted into this half (as far as they wi 11 go) before the other gear half can be assembled.

-

CAUTION

DO NOT DAMAGE THREADS DURING ASSEMBLY

MOUNT SECOND GEAR HALF

Make a final check for bumps and burrs on the mounting flanges and mating surfaces of both gear halves.

Bring the second half of the gear into position.

Assemble so that the stamped match marks all appear at the same spl it.

Secure the gear half against the mounting flange with three bolts, one near each spl it and one 90 0 from spl it.

These bolts should be snug enough to insure metalto-metal contact, but not so tight that this gear half cannot be shifted sl ightly.

Al ign the reamed al ignment holes in the spl its as accurately as possible by shifting the top half of the gear.

Use jackscrews, screw jacks, or hydraul ic jacks.

INSTALLATION OF ALIGNMENT BOLTS ALIGNMENT BOLT ASSEMBL Y

An al ignment bolt assembly consists of:

Tapered al ignment bolt Sp 1 its 1eev e Two washers Two standard nuts Two lock nuts

~ ~ ~

@@ AI ignment

~ BOJts~

Figure 3

Page 5

Four of these assembl ies are fu rn i shed with each gea r .

------------------------------------------------BI005612

COAT AND INSERT SLEEVE

Coat the internal and external surfaces of the spl it sleeve with white lead and insert into an al ignment hole (located near the bore) with the flange to the top as shown in Figure 4.below. Seat flange portion against counter bore.

INSERT BOLT

Insert the tapered al ignment bolt into the sleeve with the small end of the taper down.

SEAT BOLT

Tap the alignment bolt down until it seats in the sleeve.

Use a lead hammer to avoid damage to threads.

Figure

Figure DRAW BOLT SECURELY INTO SLEEVE

Place a washer over the bottom end of the al ignment bolt and run on a standard nut.

Tighten with a wrench and then sledge so that the nut is rotated approximately 2 1/2 to 3 flats. See Figure 5. Position the top washer, run on the top standard nut and tighten with wrench and sledge.

Retighten lower nut to make certain that the bolt has not pulled loose in the sleeve.

Run lock nut on lower thread and tighten with wrench and sledge.

Run second lock nut on top thread and tighten with wrench and sledge.

INSTALL REMAINING ALIGNMENT BOLTS

F0 11ow the same pro c e du r e t 0 ins tal 1 the three remaining bolts.

Install both bolts for one spl it before proceeding to the other sp 1 it.

CHECK ALIGNMENT

With a small parallel and feeler gauge, check the a1 ignment on the rim faces of the gear halves.

They should a1 ign themselves within approximately.003 11 • Page 6

-

BI005612

INSTALLATION OF CLEARANCE BOLTS

POSITION CLEARANCE BOLTS

-

Figure 6

After bolts have been inserted, adjust top and bottom standard nuts so that equal portions extend above and below the spl it. Remove bottom nut, making sure that it rotates freely.

Sl ip the bolt out of the hole so t hat the en t ire unth rea de d po r t ion is ex p 0 sed .

DO NOT DAMAGE THREADS.

C1ea ran ce Bo 1t s

TIGHTEN CLEARANCE BOLTS

All clearance bolts must be tightened by the fol lowing SPECIAL PRESTRESSING PROCEDURE:

HEAT BOLT AND CHECK TEMPERATURE

Heat the center unthreaded portion of the bolt with an acetylene torch until the surface is uniformly heated to A TEMPERATURE OF 600 0 F., INCLUDING AMBIENT TEMPERATURE. Check temperature every 3 or 4 minutes with a surface pyrometer.

Use a heating tip on the torch, and hold the tip no closer than 1 1/2 11 from the bolt.

Approximately 20 minutes is required for proper heating.

CAUTION

When heating the bolt, care must be taken to HEAT THE BOLT EVENLY. The torch must be moved constantly so 0 that no area reaches a temperature above 600 F. Clearance bolts are heat treated and any reduction in hardness caused by overheating will reduce the tensile strength of the bolt.

Page 7

BI005612

After proper heating, 51 ip the bolt into the hole and QUICKLY run a nut on the bottom threads.

Tighten nut with a wrench and sledge. Run on top and bottom lock nuts and tighten with wrench and sledge.

Install remaining clearance bolts in the same manner.

AFTER ALL BOLTS HAVE BEEN INSTALLED, THE SPLITS SHOULD BE FEELER TIGHT (less than

TIGHTEN NUTS QUICKLY

.0015").

After all spl it bolts are In place, install every fourth flange bolt in the top half of the gear.

([)

Figure 7

METHOD OF CHECKI NG SPACING AT SPLI TS OF SPLIT RING GEARS (WITHOUT HUBS)

After mounting on the mounting flange and tightening al ignment and clearance bolts, a cyl indrical pin should be placed between the teeth of the gear several teeth removed from the split. A dial indicator should be set up and zeroed to the maximum-plus reading as the gear with the pin between the gear teeth is rotated past the stem of the indicator.

The pin should be removed without disturbing the indicator setting and placed in the adjacent space towards the spl it.

The gear should again be rotated 50 that the pin passes under Page 8

-------------------------------------------------BI005612

the indicator stem. The maximum-plus reading should be recorded. This procedure should be repeated for about three spaces on each side of the spl it, as wel 1 as for the space at each spl it.

An indicator reading at a spl it that varies by .005" or more in the negative direction from the other readings is an indica t i on tha t the sp lit is open.

The open spl it may be caused by interference between the gear bore and a mounting flange surface, the bolting pads may be burred or have foreign material between their surfaces, or the gear has been mounted ell iptical, egg shaped, with the large diameter at the splits, so that the spl its cannot be pulled tight.

The egg shaped mounting of the gear can be determined by making a radial runout check as described on pagelO. Steps should be taken to correct the open spl it condition by removing the interference between the gear bore and mounting flange register, by removing any burrs or dirt between the bolting pads, or by remounting the gear to el iminate the ell iptical shape.

If the gear is operated with the spl its open, bumping wil 1 occur every time a split passes through the mesh point with the pinion.

-

INSPECTION PROCEDURES

METHOD OF CHECKING RIM FACE RUNOUT OF GEAR

If gear can be rotated without end float, place indicator squarely against the rim face stamped (000) at station stamped 1 and set to zero, Revolve gear slowly, record readings at each station.

After one complete revolution, indicator should read within ± .002 11 • If not, recheck.

The allowable rim face runout is shown in Table 1.

The total rim face runout is the algebraic difference between the maximum plus (+) and maximum minus (-) readings.

EXAMPLE

Readings for a 16 foot diameter gear 1 isted in the chart below.

Station No. Indicator Reading

Page 9

are

BI005612

The total rim runout of .020 11 is obtained between station 3 with a maximum (+) reading of +.005 11 and station 9 with a m~xi':lum minus (-) rea din g 0 f -. 015" . This i s Wit h I nth e allowa b 1e . 02 2 II show n i n Tab 1e 1.

TABLE 1 Allowoble Rim Foce Runout (inches)

.006 .007 .008 .009 .010

.012 .014

.018 .022 .026 .032 .038

Figure 8

.044

:='::2

CHECKING RADIAL RUNOUT OF GEAR

Mount a dial indicator so that it can be set against one of the four machined surfaces as shown in Figure 9.

Place the indicator square with the machined surface at one of the stations stamped on the gear rim face.

Revolve the gear slowly and record readings at each station under the corresponding station number.

After one complete revolution the indicator should read within :i- .002" of the initial reading at the starting station.

ALLOWABLE RADIAL RUNOUT

The allowable radial runout is shown in Table 2.

The total radial runout is the algebraic difference between the maximum plus (+) and maximum minus (-) readings.

If radial runout exceeds allowable shown in Table 2, correction can usually be made by recentering the gear.

Use jackscrews, hydraul ic jacks, o r s crew j a c ks. I fer r 0 r ca nnot be co r r e c ted, check mounting flange for concentricity. When gear is centered, installall remaining flange bo 1 ts.

Page 10

BI005612

EXAMPLE

. Readings for a 16 foot 1 isted in the chart below.

diameter gear are

Station No. Indicator Reading

The total radial I-unout of .020" is obtained between station 3 with a maximum (+) reading of +.005" and station 9 with a maximum minus (-) read i ng of -.015 11 • Th i sis with in the allowable .026" shown in Table 2.

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6

7 8 9 10 11 12 14 16 18 20

22

Figure 9

24

.010 011 012 013 .014 .016 .018 .022 .026 .030 .036 .042 048

c u on gap

RECOMMENDED BACKLASH

The required backlash for gear appl ications of this type varies with diametral pitch, and these backlash requirements are given in Table 3.

It should be noted that all values of backlash are given in the normal plane.

Therefore, if backlash is checked with a dial indicator, the indicator mustbe set perpendicular to the hel ix of the teeth.

All backlash values are to be establ ished with load on the gearing. This is to be accompl ished with cable load a pp 1 jed to the d rum by raising an empty dipper or bucket.

Page 11

BI005612

TABLE

3

RECOMMENDED BACKLASH IN NORMAL PLANE D.P.

MINIMUM

MAXIMUM

3/4

.030

.065

1

.030

.060

1-1/4

.025 .020

.055 .050 .050 .045

2-1/2

.020 .015 .015

3

.010

.040

3-1/2

.010

.035

1- 1/2 1-3/4 2

SETTING OF PINION FOR BACKLASH AND TOOTH CONTACT

.045

Roll the gear to bring a favorable checking station (which is the one with either maximum plus (+) or maximum minus (-) rim face runout reading) to the mesh position.

PLACE THE PINION ASSEMBLY INTO POSITION

Bring the pinion shaft intD approximate parallelism with the gear axisby leveling and pre1 iminary shimming of the bearing pedestals.

Next place the pinion into mesh with the gear for sett i ng of contact and backlash.

I f the gearing is single hel ical, the bearing caps should be removed to make sure that the thrust ring is in the correct pedestal and that the free bearing is in the center of its axial float. Where locknuts are used to secure the bearing, check for tightness and make sure the lock tab on the washer is secure.

TORQUE PINION TO GEAR

Fix gear to prevent rotation and torque pinion to gear in the actual direction in which it is to operate, as illustrated in Figure 10.

If a herringbone gear, make sure pinion apex centers on gear apex.

This is done by barring pinion back and forth endwise to make sure it is free to float within the bearings.

Anti-friction bearings should be free to float and centered in their pedestals when pinion is centered against apex of gear.

Page 12

BI005612

Figure 10

All backlash values are to be establ ished with load on the gearing.

This is to be accomp1 ished with cable load appl ied to the drum by raising an empty dipper or bucket.

CHECKING TOOTH CONTACT AND BACKLASH

The setting of contact and backlash must be done simultaneously.

Select the recommended backlash requirements from Table 3 and proceed as fol lows.

With pinion torqued firmly to the gear, check the contact and backlash side of the teeth at the mesh point.

This is done by drawing a feeler gauge between teeth as shown in Figure 1 I. Adjust pedestals until a near zero feeler measurement is obtained at CL and CR, and a near equal backlash within the recommended range at SL and SR. Measurements should be made at four points on the gear 90 0 apart.

Page 13

BI005612

~?

LEFT

RIGHT

CL

CR

Measuring Contact Side

BL BR

Measuring Backlash Side

Measuring

Backlash Side

\I~--"""'~~~/

No Clearance on Contact Side, CL and CR

Figure 11

EXAMPLE

The example below shows the contact and backlash measurements taken on a gear set of 1 diametral pitch. From Table 3, the recommended backlash is .030minimum and .060 maximum.

POSITION OF GEAR RELATIVE TO MESH

CONTACT Lett Kight CL CR

BACKLASH Lett Right BL BR

Starting Position

.000

.002

.048

.047

90 0 from Starting

.000

.001

.047

.045

l80 0 f rom Starting

.002

.000

.042

.045

270 0 from Starting Position

.003

.000

.037

.040

Position

Poc; i t ion

Page 14

--

BI005612

ALTERNATE METHOD FOR CHECKING TOOTH CONTACT AND BACKLASH

If it is not possible to use a feeler gauge due to space I imi tat ions, proper contact pattern must be obtained by the trace method.

Satisfactory contact patterns are shown in Figure 14.

After a correct contact pattern has been established, check the backlash with an indicator, as shown in Figure 12. Determine proper backlash from Table 3. Care should be ex e r cis e din a d jus tin g pe des t a 1st 0 est a b lis h correct backlash.

Use indicators at each pedestal for equal in or out movement so as not to affect a change in contact setting.

After proper backlash has been obtained, recheck con tact.

-

Figure 12

Page 15

BI005612

Figure 13

FINAL CHECK FOR UNIFORM CONTACT PATTERN

After establ ishing pinion al ignment with pedestals firmly secured, make a final check for tooth contact to assure accurate gear al ignment. Apply a very thin, smooth coat of Prussian blue pigment, lamp black, or red lead, to five or six pinion teeth, previously cleaned, as shown above, making sure entire profiles of teeth are covered across face.

Roll pinion back and forth through the mesh several times to trace contact pattern on gear teeth.

If motor power is not available use a torque arm, and "bump" teeth on both sides as pinion is rolled back and forth.

The contact pattern may be scattered but should show across at least 80% of the gear face, as sketches below show.

Figure 14

Double Helical

TYPICAL CONTACT PATTERNS After a satisfactory contact pattern is establ ished for the initial position of the gea r , the same con ta c t check s hou 1d be made at three more points on the gear, spaced 90 0 apart.

A minor adjustment to the pinion may be necessary to produce the best average contact on the gear.

INSPECTION

Dowel all bearing pedestals and recheck all bolts to secure gear setting.

Inspect gear teeth and remove all metal upsets and burrs which may have occurred in handl ing or assembly. Clean gear teeth and enclosures thoroughly before enclosing gears.

Page 16

BI005612

AVOID MISALIGNMENT IN PLANE OF CENTERS

If gears are misaligned in plane of centers, pattern as shown in sketches below wi 11 develop. Pedestals should be moved to correct this condi tion and to obtain full contact across entire face width of gear.

Figure 15

AVO ID MISALIGNMENT AT RIGHT ANGLE TO PLANE OF CENTERS

Figure 16

Double Helical

I f gears al-e rnisal igned at right angles to plane of centers, pattern shown in sketches be~ow will develop.

To correct, and to obtain full contact across entire face width of gear, move pedestals.

(t~1! ~~

SillqlC

He!lcal

Double Helical

t·1A I NTENANCE

OPERATION OF GEARS

After full load is appl ied, it is important to recheck tooth contact periodically during the first few hours of the running-in period to dete rm i ne the effect of any set t 1 i ng of foundations, initial wear on bearings and to assure proper lubrication.

If minor adjustments are required, procedures outlined in this manual for checking tooth contact during instal Jation should be followed for final inspection and readjustments.

Page 17

BI005612

MA I NTENANCE

If conditions are satisfactory afterthefirst week of operation, general inspections and observations should be made every week to be sure there is an adequate film of lubricant on the pinion and gear teeth.

Since some of the lubricant is squeezed or wiped from the contact areas , the working surfaces of . the teeth must be checked for adequate lubrIcation, not just the general appearance of the pinion and gear.

INSPECTION OF GEAR SPLITS

Spl it Ring Gears should be checked after one month of operation to make certain that the two halves are held tightly together at the sp 1 its.

HANDLING

If it becomes necessary to dismantle the drive for any reason, care should be exercised in handl ing the pinion and gear to prevent damage to the teeth.

When 1 ifting with a crane, protect the teeth by placing wooden planks between the chain or cable and the ends of the gear teeth.

When the gear or pinion is placed on the floor, wooden planks or blocks should be used to avoid damaging the teeth.

PINION REPLACE MENT

When installing a new pinion to mesh with a used gear, it is difficult to align the pinion to suit the wear or contact pattern on the working face of the gear teeth.

Therefore, the al ignment of a new pinion is usually a Ilcut and try" procedure.

The important steps in the instal lation a1 ignment of a replacement pinion are:

and

(1) Ca refu 11 y inspect a 11 the teeth on the gear for possible burrs, ridges or high spots; file or grind these below the normal tooth curvatures to e1 iminate high load concentrations which may cause tooth surface distress or noisy operation.

(2) Al ign the pinion to the gear in accordance with procedures contained in this manual to obtain the best possible contact pattern on the loaded side of the gear teeth.

Page 18

r

THE DEVILBISS COMPAINT TOLEDO

OHIO. lO~)

ANGHES;

CALIfORNiA. DUROll

MICHIGAN

A~R~V Ttl'S RfPLACU"j 872~D

PARTS LIST PAGE

I

OF

BI005612 6

BARRIE ONTARIO, CANA.DA. LONOON. ENGLAND. SAO P#>,UlO, 8RAZll

872-Ej

445 COMPRESSOR For Compressors Prior to Seri:J!

See Chorl 2

10948

Page

Head MechanIsm

r'<nll"d

USA

l1li,.&""' ..

_

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ··

r

THE TOLEDO,

_.

.. n_'. ._

__

,

THI~ REPLACES· /

DEVILBISS COMPANT

OHlO. lOS

ANGElES,

CAliFORNIA. DETROIT~

m

872-0

MICHIGAN

._,

PARTS LIST PAGE

2 Of 6

_

BI005612

8ARRIE, ONTARIO CANADA. LONDON, ENGLAND. SAO PAULO, BRAZIL

Centrifugal Pressure Rel!!ase

Purt No.

i'l;··}) SS-lCd9~

1~·jH26

1415'32 1"Cd

f-{S-~ ~3

1,1')-11-4-1')·<> t~ -1-1 J. 1

! .!~)

~

Qty,

Description

Ref.

Crankshaft and Oil Cup Assembh Order Rderence No·s. 4, 5&6 also Oil Cup Square Key x 2·1/2' Flywheel Retaining Washer for 445510,1, 522·1, 553-2 & 566·1 Flywheel Retallling Washer for \1-,\45S~~:-l &: S=jJ,-2 .,,'1 Lock Washer \Iedium 3/,1 for 445·')10-1, 522-]. ')53-2 & 566-1 Lock Washer Medium :\ '4 'for M-445522-1 8; 553-2 IIcx Ikad Cap Screw)! 4 - Hi x l · for 415,510·1.522,1,553·2", 566·1 lIex Head Cap Screw 3/,1 • 16 x I • for \1·445-';22-1 & 553·2 Ba II llearin ~ End Plate (;asket End Pial( Oil Reriiincr Fh whet:! inch 'B' ":'(CIlOI1

-':"S~)t) ':'--1

flu 11",,1 (,,}' ~cr," 1\ , HthJ .lnd C,lp A:-.scmhi;' Ii P. ,\liel! ltc,itt (:<lP S';"I"t\\) _~l x Shakcpruof Lock \\ dshcr internal

~,~--":Jt'2

LJ)ck:

.'t

;"

J-l';·)37

.45·',29

11; lS'<,S·, )226

~

I '7-1ll-

1,1477'11'- ) 1·17~· .. ! 18 III 1"J'~7~ ] 1

] l'!

\ ,Hn·

8<:1

(\ 147 7 • 112 -

IIt-,I(.1 ( ,1p Sere\\-

~H, 1(;

J'l.r;!I.. 1 ~

:\

!'!4n·11 i

l' ~; :;;::

hl!Cfccu]cr (;;.iskct

iJd C"H1ff'j! Hlng SLindar,i "'!/;~ lIP Oil Cunrrot H(llg Ii P ,(lUS 1,'jI.'Cf"l/t.

0;1 (""(1(,1 H.ng Ill' .0iU Cher'l/( Chi Conaol Hing II,P .0.:0 Uvcr"J/c Ud Cnl1!rn] Rlll f j! P

Pr,,-,t~d

'" I)

s.

145·4112·1 145·4112-1-.005 4'.45-4112-1 •. 010 445-4112·1-.020 145-4112·1-.030 SS-56 445·328 445·333 'i45-3H 44'H36 SS-2037 \45-463

f .), 1

Bult lit,:\

Part No.

Cr<ln!..c;l":'( (dskcf

(\']lndt'r

\1.11

Nc.

f

O\U O\t::f:';'l/c

CUIT!prc's'";!on HllJg Suod.1rd Sil.c If P

()

CDfj~pt(:S"'dOIJ

n

OU:;

OvCr,"i,-'{

Compression Ring ItP . . 010 CUH1[Hcssion Ring HI'.

0,20 Ci.1iIlprc,'..;siofl Hing H P.

Hint: II P

OycrSJ/(

O\Cr<.,!/,l

(h(J'-<,l/{'

(,

)8 ~')

Hl ti

I,

445-412·] 4i5-412-1·.005 , 1;5-412·1-.010 I1-1HI2-1-.020 \ 445..H2-1·.030 \45- 325 158)6'.)12 445-12445-474

Description

Qty.

Piston & Pin Ass'v. Srandard Size H.P. 2 Piston & Pin Ass'~. II.P ..005'Oversize 2 Piston & Pin Ass'~. H.P .. OlO'iOversize 2 Piston & Pin Ass'~. H.P .•020"Oversize 2 Piston & Pin Ass'y. H.P •. 030"Oversize 2 Hex Head Cap Screw 1/2 - 13 x 3" 18 After Coolcr Elbow .)

Air Strainer Stud Air Strainer Screen Air Strainer Cover Wing Nut 1/4" Air Strainer Baffle Assemblv 1 Intake \lanifold ' I Aftercooler 1 Head Gasket 2 Pipe Plug Black 3/4"for 445-510-1, 522-1 & 553·2 2 3 for 445-566·1 CompresslOn Ring Standard Size L.P. if Compression Ring L.P .. 005" Oversize 4 CompressIon Ring L.P, .010" Oversize 4 COIl.press i on Ring L. P .. 020" Overs ize 4 Cumpression Rillg L.P .. 030" Oversize 4 2 O!l Cuntrol Ring Standard Size L.P. 011 COlltrol Htng L.P .. 00';" Oversize· 2 011 Control Ring L.P .. 010 Oversize 2 OJ! COlltrol Hillg LP .. 020" Cherslzc 2 2 Oi! Control Ring L.P, .(HO' Cherslzc Piston & Pin Ass'v. Standard Size L.P. 2 Piston & Pin Ass'~. L.P .. 005"Oversize 2 Piston & Pin Ass'~. L.P .. 010"Oversize 2 Piston & Pin Ass'~. L.P .. 020"Oversize 2 Piston & Pin Ass'Y. loP ..030"Oversize 2 Cy linder 2 Rod and Cap Assembly L.P 2 End Plate Gasket I Connecting Rod Bearing Inserts 4 _

r

THE DEYILBISS COMPANY TOLEDO,

43 44 45 46 47 48 49

ANGELES,

CALIFORNIA. DETROIT,

MICHIGAN

Al:n~v TH'$8~:~ClS-/ ~

PARTS LIST "'Gf

3

OF

BI005612 6

BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZil

Ref. No.

42

OHIO. lOS

Part No. 445-5-1 TlA-5050 SS-1084 SS-1249 445-4 445-W 225-(-,

50

SS-I230 220-117-

51 52

Qty.

Description

Oil Throw Ring Safety Valve )50 Lb. " Street Ell 90( Black 1/4 Shoulder Bushing Black 3/4"x 1/ 4" Crankcase End PI are for 445-510-1, 553-2 & 556-1 Screw Pi pe Plug Black 1/2"

2 2 2

2 1 1 2

Gasker

1 1

NCB-303-1

Oil Level Gauge

1

SS-123 I

Pipe Plug Black 3/·,{' 445-510-1, 522-1 & 553-2 for 445-566-1

2 2

1

53

445·330

Intercooler

54 55

SS-1255 SS-902

56 57 58 59 60 61 62 63 64

445-189 SS-9 SS-2666 330-185 445-137 330-188 330-183 330-184 SS-3672

65

SS-6914

66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82

SS-1503 330-182 330-419-1 330-139-1 S5-1555 445-433 445-144445-136 230-430-3 TlA-) 330-149-2 330-456 330-150-2 330-435 330-187 330-186 5S-7',3

Shoulder Bushing Black 1 x 3/4 Round '.Iead Machine scr,'w 8 - 32 x 1/4" 1 Cover Plate 1 Hex !lead Cap Screw 1/4-20 x 5/8" 4 "0" Ring Buna - N 1 Valve Lever 1 End Plate 1 Return Spring 1 Cam 1 Screw 1 Shakeproof Lock Washer In ternal 3/16" Hex Head Cap Screw 1 5/16 - 18 x 2-3/4" for 445-522-1 1 Lock Washer Medium 5/16" Snap Ring 1 Ball Cam Assembly 1 1 Ball Cage " Hard Sreel Ball 5/16 Dia. 10 Ball Cup Assembly 1 End Plate Gasket 1 Pressure Release 1I0u sing 1 Valve Assembly 1 Lock Nut 1 Valve Body 1 Valve 1 Valve Stem I Seat and Retainet 1 Valve Disc 1 Valve Disc Body 1 Hex Nut Brass 4 - 48 1

II

Ii

Ref. No.

330-152-2 SS-3214

85 86 87 88 89 90 91 92 93 94 95

330-153-1 445-24 445-4217 SS-10134 445-94 445-2)6 225-25-1 445-360 445-361 225-28 445-89

96 97

S5-6045

98

S5-7424

99 100 101 102 103 104

445-405-1 SS-10135 235-25 445-36 445-29-1 445-128-

lOS

445-88

106 107 108 109

115 116 11li8

SS-14 445-417-1 445-4205 432-348 445-465-1 445-467-1 445-355 J:l5-352-1 TW-18 445-353-1 445-464-1 445-466-1 SS·3217

H9

445-354-1

liO III

112

In III

I

Part No.

83 84

872-Ej

Qty.

Description

Spring Straight Compression for Coupling 5/16" 445-522-1 I Seal Cap 1 Cy linder Head 2 Valve Assembly 2 11 Allen Head Cap Screw 5/16 - 24 x 7/8 4 Valve Guide 4 Val ve Spring 8 Valve 4 Jam Nut 8 Cap Nut 8 Gasket 4 Valve Plug for 445-510-1 & 522-1 4 2 for 445-553-2 & 566-1 Gasket for 445-510-1 & 522-1 8 for 445-553-2 & 566-1 4 Allen Set Screw Half Dog Pointed 3/816 x 1-1/2"for 445-510-1 & 522-1 8 for 445-553-2 & 566-1 4 Cap Nut 3/8 - 16 x 5/8"for 445-510-1 8 & 522-1 4 for 445-553-2 & 566-1 2 Valve Assembly Allen Head Cap Screw 5/16 - 24 x 1" 4 4 Valve 8 Val ve Spring 4 Valve Guide 4 Gasket for 445-510-1 & 522-1 2 for 445-553-2 & 566-1 .j Valve Cap for 445-510-1 & 522-1 2 for 445-553-2 & 566-1 16 Hex Head Cap Screw 5/16 - 18 x I" 2 Valve Assembly 2 Valve Assemblv Unloader Retur~ Spring } for 445-553-2 Plunger and Fork Ass'y, & 566-1 Un loader Mech. Ass'y. l'nloader Valve D,sc Unlo,lder Cap Compression Elbo" for 445-553-2 Unloader Tube }' for Plunger and Fork Ass' y.

445-553-2 lJnloader Mech. Ass'y. & 566-1 2 Compression Coupling Tee 1/4"for 3 445-553-2 4 for 445-566-1 Tube for 445-553-2 & 566-1

The following parts should be kept on hand for service convenience.

Ref. No. 8 10

SO 87 90 91 9-'1

Qty,

Part No.

Description

44 )-13 445-111 220-lI7 445-4217 445-2)6 225-25-1 225-28

End Plate Gasket 011 Retainer Gasket Intake Valve Assembly H.P. Val ve Spring Valve Gasket

.)

1 8 4 4

-REPLACEMENT

A complete kit of qandard size rings is available for replacenlent purposes. Order two kits of numher 15875-308 for complete replacement. Each kit indudes the following (quantity in paren,heses): (2) '>1477-111 Compression Ring. (1))1/;77-112 Oil Control RJng. (3) 314 7 ,1-115 Cumpression Rlllg. II) 314-4-116 Oil Control Ring.

Pr'nted in U.S A

Ref. No,

Port No.

Description

Qty.

96 99 101 102 101 10 7 108

SS-2532 445-405-1 235-25 445-36 445-128 445-417-1 445-4205

Gasket Exhaust Valve Assembly L.P. Valve Val ve Spring Gasket Intake Valve Assembly L.P. Exhaust Valve Assemhly 11.1'.

8 1 4 8 4 I I

PARTS KITS

Also available is a complete kit of gaskets. Order kit number 15S-5in parentheses): IS) 55-2532, (1) 220-117, (4) 225-28, (1)'i45-12. I) 44';-U. (2)1'1526. ('1)'145-128, (1) 445-144. (10) ·145-]96 (2!1 5-.~r OIl. Kit includes the following pans (quantlt

_

r

PARTS LIST

THE DEYILBISS COMPANY TOlEDO,

OHIO. LOS

ANGELES,

CALIFORNIA. DETROIT,

rAGE

MICHIGAN

4 Of 6

872-Ej

BI005612

BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZIL

Head without valve unloading mechanism

104

94

90

(Z}--90 ~----91

108

87

Figure 3

Pr;"tpdinUSA

_

PARTS LIST 'AGE

5 Of

872-Ej

BI005612 6

Head with valve .unloading mechanism

lrnaKe L.P. F iqufe 4

Pr,,-,ttrl

USA

_

r

TOLEDO,

OHIO. lOS

ANGElES,

CALIFORNIA. DETROIT,

PARTS LIST

THI$ RE'lACES· /

THE DEVILBISS COMPANY

872.0

MICHIGAN

'AGE

6

6

Cl'

j

872-EBI005612

&ARRIE, ONTARIO, CANADA. lONDON, ENGLAND. SAO PAULO, BRAZi'.

COMPRESSOR DIMENSIONS

.- .~;1'--1 (.-~~.~

~'

~?

--T

I I

_1 JloLf S

ji DIA

V.lIDT.!i:.-':._c5S .~.e£

I-----.--.--.---~__ ---. Z3j"

"",TH

•.,,-rH CP,,"

--J Figure 6

Figure 5

Compressor with A ir Strainer 0 nd Flywheel

With Valve Unloading

Centrifugal

Mechani sm

Release

445-510-1 145-522-1 M-445-522-1

Pressure

No

--

_.-

445-553-2 M-445-553-2

Yes

Compressor

Ref. No.

Flywheel

None

445-2

145-615

~,;-i-

-,-~._-

-------~---

Size, Section and Grooves

less Flywheel

20-8-4

445-4502-1 445-4522-1 M-445-4522-1 P-445-4522·1 445-4501-2 M-445-4501·2 P-445-4501-2 445"4505-1

------'-

None

11

e--:44 5-2 _.__ M-445-2 None 445-2

~one

445-566· i Chart 1 i\ l-l-'IS Compressors fr(HIl scn,lJ fiundH:r110918 Hlcludt" new ~;t\'Ic P1SUHi d.nd pin asscllJblies, rod dnd CdP assemblies, anJ flogs. or~Lnng

feplacement piston and pin (iSSClllhlic~ or rod iInd cap BE ~LRE to usc correct part numbers. ~cw style pIston 'lllJ pion assemhlies arc ldcntified as ".J'f and must be so sh()wn

W:hcn

a:-,~cl1lbltt'~~

\c\\ ~1 \"(:\1,

'-, !y 1..:.: piston ,HId pin dsscmblie,<-, and rod and cap ,1ssenlhli(:~, he used 011 uid style CLll1lprCSSors ({hose prior to seri,d number btll only if both new Style assemhlies arc used.

COMPRESSORS PRIOR TO SERIAL NO. 310948

Ref. Part Number

No

Prior to Serial ~o. ',109-18

,,

sryle tlngs replace old style and can be used with either old or piston and pin asscmblic:r-.. Old stylc rings dre no longer

NOTE:

ACCESSORY ITEMS

H5-i] 10 j·i'i-·ili2 !·/!sq.~n 2 ij'i-·i J 10

Description

Qty.

Frolll

Secrial No. \l09iH

j5856 20)

445-1 il2-l -~iS-·~12~1

j'i856·242

Rod & Cap Ass'y. !I,P. Piston&Pin Ass'v.Std.SizecII.P. Pis ron & Pin Ass Std. Si%e L.P. Rod and Cap Ass~!llbly L.P,

'v.

Chart 2 Two "1-iS·-lH2 Snap Rings arc also required for each old style piston and pin ;Jsscmhl~

,"11;1_---123

358·601 REMOTE AIR INTAKE Part

22 __ 121

'I

p",·,tl!"d

USA

Description

SS-690~

!l(\ !lead Cap Sere\\

~'i8-1

PLtlec Round liead St,,,·e Bolt 1'\ ,~-1 F!ltu

SS-1)82 ~58· \01

120

Qty.

No.

·\-20 , ".

Cl.'STO\lER TO ITR:\lSll STA1\D\RD " DOWN SPOrT A:\D FITTlNGS AS REQllRED AND TAPE OR CAI:I.K ALL JOINTS AIR TIGIlT. ..

9'16-63

"ARTS LIST 'AGE

BI005612

399Sj

1 Of 12

COMPRESSOR OUTFIT DATA Compressor

Outfit NM-531

with Flywheel

Aftercooler or Outlet Tube

Belt (5)

220-4551 (i)

NJ-404

BT-46

1

115 DC

\ BT-22 BT-19

1 1 1 1 1 1

115-60-1 115-50-1 230-60-1 230-50-1 (for 60 Cy I.) (for 50 Cyl.)

lBT-69 {BT-66 BT-67

1 1 1 1

115/230-60-1 115/230-50-1 115/230-60-1 115/230-50-1

BT-69 BT-lO

1 1

l BT-46

1 1 1 1 1 1

Compressor

Qty.

(i)

t

Motor Characteristics

Flywheel 220-458

Motor (Engine) Pulley

Engine or Motor

Check Valve

PU-l17

Special Motor

None

PU-1171 PU-1173 PU-l171 PU-1173 PU-l171 PU-1173

MO-4077 MO-4079 MO-4078 MO-4080 None None

PU-1412 PU-1411 PU-1174 PU-1175

MO-4184 MO-4185 MO-4184 MO-4185

PU-1170 PU-227

UAJ E-410-5 PJE-401-1

PU-2128 PU-2119 PU-2121 PU-2126 PU-2421 25252-102

MO-6000 MO-6002 MO-6000 MO-6002 27713-114 27713-113

PH-501

121-578

PH-lOI

PH-502 PH-513

121-578 121-578

PH-lOl PH-I01

PJ-501-1

1202-557-1

PJ-401

PJ-521

1202-4512-1(i)

PJ-402

PJE-501 PJE-521

1202-557-1

1202-4512-P

P J -401 PJ-402

PL-501-1

220-546

41185-009

{BT-6 9 BT-49

PL-502-1

220-546

41185-009

{BT-70 BT-72

PL-504

220-541-3

41185-009

PLE-501-1 PLE-502-1 PLE-504

220-546 220-546 220-541-3

41185-009 41185-009 41185-009

BT-9 BT-49 BT-17

1 1 1

120-458 120-458 220-458

(PU-2125) (PU-I223) (25252-031)

NJE-401-3 NJE-401-3 25512-009

None None None

TUC-501-1

230-555-2

UC-412

BT-44

3

230-457

(PU-293)

TUC-404

None

P-TVD-501P-TVD-525

432-553 432-553

TVD-401 TVD-40l

BT-48 BT-48

3 3

432-2 432-2

(w.engine)@ TVD-410 (w-engine)@ TVD-410

None None

P-TVDS-501P-TVDS-525

432-553 432-553

TVD-401 TVD-401

BT-48 BT-48

3 3

432-2 432-2

(w-engine)@ TVD-410 (w-engine) @ TVD-410

None None

BT-127

4

445-2

(PU-1628)

TVN-401-1

None

BT-I27

4

445-2

(PU-1628)

TVN-401-1

None

BT-127

4

445-2

(PU-1628)

TVN-402-1

None

BT-127

4

445-2

(PU-1628)

TVN-402-1

None

BT-127

4

445-2

(PU-1628)

TVN-401-1

None

BT-127

4

445-2

(PU-1628)

TVN-401-1

None

BT-127

4

445-2

(PU-1628)

TVN-402-1

None

P-TVN-501-2

445-566-1

P-TVN-502-3

445-566-1

P-TVN-503-2

445-566-1

P-TVN-504-3

445-566-1

P-TVNS-501-1

445-566-1

P-TVNS·502-2

445-556-1

\ Inner . TVP-418 t(Outer) TVP-419 \ (Inner) TVP-418 rOuter) TVP-419 ~ (Inner) TVP-418 touter) TVP-419 \ (Inner) TVP-418 t(Outer) TVP-419 \ (Inner) TVP-418 I(Outer) TVP-419 \ (Inner) TVP-418 I(outer) TVP-419

BT-22 BT-19 BT-22 BT-19

f BT -9

f 25223-557

NC-419-2 NC-419-2 NC-419-2 120-458 120-458 120-458 120-458

115/230-60-1 115/230-50-1 115/230-60-1 115/230-50-1 115/230-60-1 115/230-50-1

120-458 120-458 220-458

None None

None None None None None None None

~ (Inner)

P-TVNS-503-1

445-553-2

TVP-418 I(outer) TVP-419

_ Compressor Outfit Discontinued Printed in U.S,A

_

...

r

THE DEVILBIII COMPANY TOLEDO,

OHIO. LOS

ANGElES,

CALIFORNIA. DETROIT,

MICHIGAN

A~.V THI5;;:~CU'/ ~

BI005612

3995~

PARTS LIST 'AGE

2 0' 12

BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZil

Compressor

Compressor

Outfit

with Flywheel

P-TVNS-50!J-2

445-553-2

P-TVP-501-1-

445-566-1

P-TVP-502-2-

445-566-1

P-TVP-511-1

445-566-1

P-TVP-512-1

445-566-1

~-

P-TVPS-501 -

,.

445-566-1

Motor (Engine) Pulley

Engine

Flywheel

4

445-2

(PU-1628)

TV~-402-1

None

JL-14

4

445-2

(PU-1523)

TVP-401

None

JL-14

4

445-2

(PU-1523)

TVP·401

None

BT-127

4

445-2

(PU-1633)

TVP-445

None

BT-l27

4

445-2

(PU-1633)

TVP-445

None

J L-14

4

445-2

(PU-1523)

TVP-401

None

J L-14

4

445-2

(PU-1523)

TVP-401

None

BT-l27

4

445-2

(PU-1633)

TVP-445

None

BT-l27

4

445-2

(PU-1633)

TVP-445

None

BT-127

4

445-2

(25251-656)

25512-354

None

Aftercooler or Outlet Tube

Belt (.)

\ (Inner) TVP-418 (Ourer) TVP-419

BT-127

I

\ (Inner) TVP-418 '/ (Outer) TVP-419 \ (Inner) TVP-418 I(Outer) TVP-419 \ (Inner) TVP-418 I (Outer) TVP-419 \ (Inner) TVP-418 /(Outer) ,TVP-419 \ (Inner) ,TVP-418 I(Outer) TVP-419 \ (Inner) TVP-418 /(Ouler) TVP-419 \(lnner) ,TVP-418 I(Ouler) TVP-419 \ (Inner) ,.TVP-418 I(Outer) TVP-419 \ (Inner) . TVP-418 I(Ouler) TVP-419

Qty.

(i)

Motor Characteri sties

or Motor

Check Valve

P-TVPS-502-1

445-566-1

P-TVPS-511-1

445-566-1

P- TVPS-512-1

445-566-1

P-TVPS-521-1

445-553-2

UAC-5004-6

330-522-5

UAC-447

BT-60

2

{ 115/230-60-1 115/230-50-1

330-458

PU-2209 PU-2213

MO-6000 Mo-6002

SKK·502

UAC-5184-3

330-522-5

UAC-447

BT-60

2

\ 115/230-60-1 115/230-50-1 /208-220/440-60-3 208-220/440-50-3

330-458

PU-2209 PU-2213 PU-2209 PU-2213

MO-6000 MO-6002 MO-6006 MO-6006

SKK-502

UAD-5004-6

330-522-5

UAC-447

BT-47

2

UAD-5006-6

330-522-5

UAC-447

BT-47

2

UAD-5184-3

330-522-5

UAC-447

BT-47

2

UAD-5307

330-4522 C!l

lJAC-447

UAE-5024

330-522-5

UAC-447

lJAE-5026

330-522-5

UAC-447

UAE-5384

330-522-5

UAC-447

BT-47 \ BT-130 BT-7 I BT-130 BT-130 \ BT-130 BT-7 I BT-130 BT-130 \ BT-1.30 BT-7 I BT-130 BT-130

UAJE-562-3 UAJE-5001-12

1202-555 1202-557-1

UAJE-437 UAJE-437

2 2 2 2 2 2 2 2 2 2 2 2 2 1 1

PU-2217 PU-2222 PU-2217 PlJ-2222 PU-2217 PU-2222 PlJ-2217 PU-2222 PlJ-2217 PU-2222 PU-2217 PlJ-2222 PU-.344 PlJ-2224 PU-2228 PU-2223 PU-2227 PU-2224 PU-2228 PU-2223 PU-2227 PU-2224 PU-2228 PlJ-2223 PU-2227 (PU-1170) (PU-1170)

MO-6100 MO-6102 SKK-502 MO-6103 MO-6103 MO-6100 MO-6102 SKK-502 MO-6103 MO-6103 MO-6100 MO-6102 SKK-502 MO-6103 MO-6103 Special MotOI SKK-502 MO-6200 MO-6202 SKK-502 MO-6204 MO-6204 MO-6200 MO-6202 SKK-502 MO-6204 MO-6204 MO-6200 MO-6202 SKK-502 MO-6204 MO-6204 UAJE-410-5 None UAJ E-410-5 SKK-515

Printed in u.s A

JH-I035 JH-I035

\ 115/230-60-1 115/230-50-1 /208-220/440-60-3 208-220/440-50-3 \ 115/230-60-1 115/230-50-1 /208-220/440-60-3 208-220/440-50-3 \ 115/230-60-1 115/230-50-1 1208-220/440-60-3 208-220/440-50-3 220-60-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-1 208-220/440-50-1

330-458

330-458

330-458 330-456 330-458

330-458

330-458 120-458 120-458

_

r

THE DEVILBISS COMPANY TOLEDO,

OHIO. lOS

ANGELES,

CALIFORNIA. DETROIT,

MICHIGAN

A~A~V ~

13f8~oLAoCf5'/

'AIITS LIST

BI005612

~AGf

12

3

Of

8ARRIE ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZIL

Compressor

Outfit

Compressor

with Flywheel

Aftercooler or Outlet Tube

Belt (s)

Qty.

<D

Motor Characteri sties

115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

Flywheel

Motor (Engine) Pulley PU-l177 PlJ-1178 PlJ-l177 PlJ-1178 PlJ-l177 PU-1178 PU-l177 PU-1178 PIJ-lI77 PlJ-1178 PU-l177 PlI-l177

3995~

Engine or Motor MO-4278 MO-4279 MO-4280 MO-4280 MO-4278

Check Volve

lJAK-5002-S

220-522-5

lJAj-405-1

BT-45

1

lJAK-5004-S

220-522-5

UAj-405-1

BT-45

1

115/230-50-1 r5113""~1

l'AK-5182-5

220-522-5

lIAj-405-1

BT-57 BT-45 BT-57 BT-45

1 1 1 1

115/230-60-1 115/230-50-1 220 / 440-60-3 220/440-50-3

1202-457

UAL-5004-9

220-522-5

UAj-405-1

13T-57

I

,115/2)0-60-1 115/230-50-1 , 208-220/440-60-3 " 208-220/440-50-3

1202-457

PU-2415 PlJ-2419 PU-2415 PlJ-2419

MO-6000 M0-6002 MO-6006 MO-6006

SKK-515

UALE-562-6 II ALE-5002-6 UALE-5162-7 II ALE-5182-6

220-555-3 220-556-3 220-555-3 220-556-3

lIAj-405-1 II Aj -405-1 UAj-405-1 UAj-405-1

BT-57 BT-57 BT-57 81'-57

1 1 1 1

1202-457 1202-457 1202-457 1202-457

(PlI-328) (PlI- 328) (PlI-328) (PlI-328)

lIACE-401-1 UACE-40 H UACE-40H UACE-40 1-1

None SKK-515 None SKK-515

PU-2210 PlI-2213 PU-221 0 PlJ-2213 PU-22lO PU-22l.3 PlJ-22 10 PU-22 13

MO-6100 Mo-6102 MO-6103 \l0-6103 .\10-6100 MO-6102 MO-6103 MO-6103

PU-2602 PU-2606 PU- 260 I PU -2605 PU-2602 PlJ-2606 PLJ-2601 PlI-2605

MO-6200 MO-6202 \10-6204 MO-6204 .\10-6200 MO-6202 . \10-6204 .\10-6204

(PU-293) (PU-293) (PU-293) (PlJ-295) (PU-293)

TUC-404 TUC-404 TlJC-404 TUC-404 TlJC-404

None None SKK-502 None SKK-502

UAM-5004-5

130-522-6

UAM-401-1

BT-60

2

UAM-5184-2

130-522-6

UAM-401-1

lIT-60

2

U '\NT -5024

230-522-7

UAO-411-2

31'-62

3

UANT-5384

230-522-7

UAO-411-2

131'-62

3

U\KTE-582 lJ AN TE-5S,1-1 I! ·\NTE-5024-1 UANTE-5564-1 lI\NTE-5384-1

2)0-555-2 2)0-555-2 230-552-4 230-555-2 230-555-2

lJAO-411-2 lJAO-411-2 lJ AO-411-2 LJAO-411-2 II AO-411-2

BT-62 8T-62 I3T-62 13T-62 BT-62

3 3 3 3

U BII-5501

121-4580(6)

UBII-l03

BT-I0

I

P-UC-52H

230-555-2

UC-412

BT-44

)

lJ( :C-5004-7

330-520-4

lICC-427

, jll-1035 ' BT-57 jll-1035 BT-37

2 2 2 2

UCD-5004-7

330-520-4

lJCC-427

BT-37

2

lJCE-5024

330-520-4

UCC-427

BT-99

2

lJCE-5026

330-520-4

UCC-427

8T-99

2

UCE-5224

330-520-4

UCC-427

81'-99

2

-~

t

208-220/440-60-3 208-220 /440-50-3

, 115/230-60-1 115/230-50-1 ) 208-220/440-60-3 ',208-220/440-50-3 \ 11 5/230-60-1 . 115/230-50-1 /208-220/440-60- 3 208-220/440-50-3 115/230-60-1 115/250-50-1 208- 220/440-60-3 208-220/440-50-3 115/230-60-1 115/2)0-50-1 20S-220/440-60-3 208-220/440-50-3

)

,n USA

1202-457

1202-457

130-458

130-458

230-,157

250-457

230-457 250-457 230-457 250-457 250-457 115/230-60-1

MO-4279

MO-4280 MO-4280

SKK-515

SKK-515

M0-4278

M0-4279 MO-4280 MO-4280

SKK-515

SKK-502

SKK-502

SKK-502

SKK-502

PlI-1181

PU-1195

MO-5101

SK-507

230-457

(PU-293)

TUC-404

Kone

115/250-60-1 115/230-50-1 208-220/440-60-3 20S-220/440-50-3

330-457

PU-2205 PU-2209 PU-2205 PlI-2209

MO-6000 .\10-6002 .\10-6006 Mo-6006

SKK-502

115/150-60-1 115/250-50-1 20S-220/440-60-5 208-220/440-50-3

330-457

PlJ-2213 PlJ-2217 PlJ-2213 PlJ-2217

.\10-6100 MO-6102 MO-6103 MO-610,3

SKK-502

PU-2219 PlI-22 24 PlJ-2218 PU-2223 PlI-2219 PU-2224 PU-221S PU-2223 PU-l PU-161 PU-161 PlJ-l PlJ-161 PU-161 PU-l

Mo-6200 MO-6202 MO-6204 MO-6204 MO-6200 .\10-6202 .\10-6204 MO-6204 .\10-4560 MO-4561 MO-4562 MO-4563 MO-4567 MO-4568 MO-4570

\ 115/230-60-1 115/230-50-1 / 208-220/440-60-3 ,,20S-220/440-50-3 , 115/250-60-1 115/230-50-1 f 20S-220/440-60-3 20S-220/440-50-3 115/230-60-1 \ 115/230-50-1 115/230-25-1 220/440-60-2

(20 / 440-6IH

220/440- 50-3 220/440-25-3 230 D.C.

P,,"I~d

THIS

330-457

330-457

330-457

SKK-502

SKK-502

SKK-502

_

r

THE DEVILBISS COMPANY TOLEDO,

OHIO. lOS

ANGELES,

CAlifORNIA. DETROIT,

~

BI005612

PARTS LIST 'AGE

4

Of

12

399Sj

BARRIE, ONTARIO, CANADA. lONDON, ENGLAND. SAO PAULO, BRAZil

Compressor

Outfit

UCEJ -5001-4

Compressor

with Flywheel

1202-557-1

Aftercooler or Outlet Tube

UCEJ -401

--

Belt (s)

Qty.

<D

8T-66 8T-67 B1-66 8T-66 8T-67

Motor Characteri sties

Flywheel

Motor (Engine) Pulley

Engine or Motor

PU-1163 PU-1176 PU-1163 PU-1163 PU-1176

\10-4184 \10-4185 \10-4189 \10-4188 \10-4188

Check Valve

1 1 1 1 1

115/230-60-1 115/230-50-1 20S-60-1 208-220/440-60-3 208-220/440-50-3

1202-45 7

PU-1177 plJ-1178 pU-l177 PU-1178

\10-4278 \10-4279 \l0-42S0 \10·4280

SKK·515

120-458

SKK-515

UCK-5002-10

220-522-5

UCK-420-1

BT-45

1

115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

UCL·5004-2

220·522-5

UCK-420-1

In-57 B1-45 BT-5 7 8T-45

1 1 1 1

115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440·50-3

1202-457

PU-2415 PU-2419 pU-2415 pU-2419

\10-6000 \10·6002 \10-6006 \10-6006

SKK·515

UC\I-5004-7

130-522-6

UA\I-401-1

BT·60

2

115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

130-458

PU-2210 PU-2213 pU-2210 pU-2213

\10-6100 \10-6102 \10-6103 \10·6103

SKK·502

lJCNT -5024

230-522-7

lJ AO-4ll-2

8T-62

.3

UO\T-5224

230-522-7

UAO-411-2

8T-62

3

PU-2602 PLJ-2606 pU-2601 plJ-2605 PlJ-293 plJ-15S6 PU-1586 PU-293 pU-293 pU-1586 PU-1586 PlJ-293

\10-6200 "10-6202 \10-6204 \10-6204 \10-4560 "10-4561 "10·4562 "10-4563 "10-4566 '10..1566 '10-4568 "10-4570

PC-1412 PLJ-1411 PU-1411 PU-1411 PlJ-1412 pLJ·1411 pLJ-1412 PLJ-1411

"10-4184 \10-4185 "10-4188 \10-4188 \l0·41S4 \l0-41S5 \10-4188 \l0-41S8

PU·1179 PU-U80 PU-1179 PU-1180 pLJ-l177 PU-1179 plJ-1180 plJ-1179 plJ-1180

\10-4278 \10-4279 \10-4280 \10-4280 \10-4281

UDJ -5002-9

1202-557-1

UEJ-400-3

BT-114

1

UDJ-5182-5

1202-557-1

lJEJ -400-3

81'-114

1

8T-57 81'-68 81'-57 81-68 8T-51 IJT-57 8T-68 8T-57 BT-68

1 1 1 1 1 1 1 1 1

_.

UDK-5002-7

220-556-3

UAJ-405-1

liDK-5015

220-452fD

lJBK-43

UDK-51S2-5

Print~d

MICHIGAN

A'L~7Jrt THIS ;;:CU-/

220-556-3

CAJ-405-1

lJDL-5002-S

220-566-3

lJAJ -405-1

81'-68

1

UOL-51S2-6

220-556-3

UAJ-405-1

BT-68

1

UOL-5402

220-556-3

lJ AJ -405-1

UDL-5762

220-555-3

UAJ-405-1

UO\l-5004-4

1)0-552-3

lJO\l-5184-2

130-552-3

in USA

13T-6S 8T-6s 8T-42 81'-68 IH-42

1 1 1 1 1

UA\I-i01-1

13T-47

2

UA\I-401-1

8T-47

2

115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3 115/230-60-1 115/230-50-1 115/230-25-1 220/440-60-2 220/440-60-3 220/440-50-3 220/440-25-3 230 D.C. 115/230-60-1 115/230-50-1 220-60-3 220-50-3 115/230-60-1 115/230-50-1 220-60-3 220-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3 115/230-60-1 115/230-60-1 115/230-50-1 20S-220/440-60-3 20S-220/440-50-3 115/230-60-1 115/230-50-1 20S-220/440-60-3 20S-220/440-50-3 115/230-60-1 115/230·50-1 208-22C /440-60-3 20S-220/440-50-3 115/230-60-1 115/230-60-1 115/230-50-1 208-220/1,10-60-3 20S-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

1

230-457

230-457

120-458

120-458

1202-457 220-460 1202-457

1202-457

PU-241S plJ-2421 PlJ-241S PlJ-2421 PV-2418

1202-457

PU-2421 pll-2418 p!J-2421

1202-457 1202-45 7

130-45S

130-458

PlJ-241S plJ-310 PlJ-.312 PC-.310 PU-312 plJ·2 1) pll-2 ]7 pli-2 13 pC-2 17 pli-2 13 PC-2 17 PC-2 13 plJ-2 17

SKK-502

SKK-502

--

SKK·515

SKK-515

SKK-515 None

~1O-4278

\10-4279 \10-4280

SKK-515

~10-4280

\10-6000 \10-6002 \10-6006 \10-6006 \10·6000 \10-6002 \10-6006 \10-6006 \10-6001 \10-6000 \10-6002 \10-6006 \10-6006 "10-6100 \10-6102 \10-6103 MO-6103 MO-6100 "10-6102 MO-6103 "10-6103

SKK-515

SKK·515 SKK-515 None

SKK-502

SKK-502

_

_.

r

THE DEVILBISS COMPANY TOLEDO, OHIO. LOS ANGelES, CALIFORNIA. DETROIT, MICHIGAN BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZIL

Compressor

Compressor

with Flywheel

Outfit

UOM-5764

1.30-555-1

Aftercooler or Outlet Tube

Belt (5)

UAM-401-1

BT-47 81'-130 BT-47 BT-130

A~.~ ~

Characteristics

<D 1 1 1 1

\

UDNT-5024

230-552-4

UAO-411-2

81'-62

3

\

UONT-5384

230-552-4

UAO-411-2

81'-62

3

\

liONT-5764

230-555-2

UAO-411-2

81'-62

UOO-5004-5

230-552-4

UAO-411-2

UAO-15

3

UOO·5184-3

230-552-4

UAO-411-2

UAO-15

3

3

roo" ,,, \"AOOI5 , ,, 3

230-555-2

UAO-411-2

lJOO-5784

2,0-552·4

UAO-411-2

BT-40 UAO-15 81'·40

.3

UEj -400-3

BT-84

1

UEj -400-3

BT-84

1

\JElI-5121

120-515

UEH-4

UEj-5001·5

1202-557-1

UEj-5182-5

1202-557-1

UFO-501-1

330-522-5

330-522-5

UFE-521

•

in U SA

330-522-5

r"

BT-111 81'-56 BT-56 BT-111 BT-,6

UEH-4

UFC-501-1

131'-40 lJAO-15 BT-40

1 1 1 1 1 1 1 1 1 1 1 1

120-515

lJEII-5021

Prinl~d

Motor

Qty.

~.

UOO-5764

UAC-447

BT-111 BT-36 BT-16 BT-111 BT-36

CO"

BT-60

PAUS LIST

2

UAC-447

81'-47

2

\JAC-447

BT-130 BT-7 BT-130 BT-130

2 2 2 2

\

\

BI005612

THIS 13Ea'oLAocuoj

115/230-60-1 115/230-50-1 20S-220/440-60-3 20S-220/440-50-3 115/230-60·1 115/230-50-1 20S-220/440-60-3 20S-220/440-50-3 115/230-60-1 115/230-50-1 20S-220/ 440-60-3 20S-220/440-50-3 115/230-60-1 115/230-50-1 20S-220 / 440·60-3 20S-220/440-50-3 230-60-1 230-50-1 20S-220/440-60-3 20S-220/440-50-3 230-60-1 230-50·1 208-220/440-60-3 208-220/440-50-3 230-60-1 2,0-50-1 20S-220/440-60-, 20S-220/440-50-, 2,0·60-1 250-50-1 20S-220/440-60-3 208-220/440-50-3

I

115/230-60-1 115/230-50-1 208-60-1 208-220-60-, 220·50-, 440-60-3 115/230-60-1 115/230-50-1 208-60-1 208-220-60-3 220-50-, 440-60-3 115/230-60-1 115/2,0-50-1 208-220/440-60-3 208-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440'50-3

I I I I

115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

'AGE

Flywheel

Motor (Engine) Pulley

Engine or Motor

Check Volve

130-458

PU-2216 PU-2222 PU-2216 PU-2222

MO-6100 MO-6102 MO·6103 MO·6103

None

PU-2604 PU-260S PU-2603 PU-2607 PU-2604 PU-260S PU-2603 PU-2607

MO-6200 MO-6202 MO-6204 MO-6204 MO-6200 MO·6202 MO·6204 MO-6204

PU-2608 PU-2625 PU-2607 HJ-2626

MO-6200 Mo-6202 MO-6204 MO·6204

PU-2610 PU-1562 PU-2610 PU-1562 PU-2610 PU-1562 PU-2610 PU-1562 PU-309 PU-2653 PU-,09 PU-2653 PU-,09 PlJ-2653 PlJ-309 PlJ-2653

MO-6300 Mo-6302 MO-6303 MO-6303 MO-6300 1.10-6302 MO-6303 MO-6303 Mo-6300 MO-6302 Mo-630, MO-6,o, MO·6'OO MO-6302 MO-6,o, MO-6,03

PU-227 PU-1163 PU-227 PU-227 PlJ-116, PU-227 PlJ-227 PlJ-116, PU-227 PU-227 PU-1163 PU-227

MO-4109 MO-4113 MO-4110 MO-4111 MO-4111 MO-4112 MO-4109 MO-411, MO-4110 MO-4111 Mo-4111 MO-4112

PU-1163 PU-1176 PU-1163 PU-1176 PU-1163 PU-1176 PU-1163 PU-1176

MO-4184 MO-4185 MO-4188 MO-4188 MO-4181 MO-4185 MO-4188 MO-4188

330-458

PU-2209 PU-2213 PU-2209 PlJ-2213

MO-6000 MO-6002 MO-6006 MO·6006

SKK-502

330-458

PU-2217 PlJ-2222 PU-2217 PU-2222

MO-6100 MO-6102 MO·6103 MO-6103

SKK-502

330-458

PlJ-2224 PU-222S PU-2223 PU-22 27

MO-6200 Mo-6202 MO-6204 MO-6204

SKK·502

230-457

230-457

230-457

230·457

230-457

2,0-457

2,0-457

120·458

120-458

120-458

120-45S

11l5/2l0~OOI

115/230-50-1 208-220/440-60·3 208-220/440-50·3

5 01' 12

SKK·502

SKK·502

None

SKK-502

SKK-502

None

SKK-502

SK-505

SK-505

SKK·515

SKK-515

_

r

THE DEVILBISS COMPANY TOLEDO,

OHIO. lOS

ANGElES,

BARRIE, ONTARIO, (ANADA •

CALIFORNIA. DETROIT,

MICHIGAN

A~~~V THIS 31;:;CU./ ...

with Flywheel

Aftercooler or Outlet Tube

Belt (5)

UFJ-501-4

1202·557-1

UEJ.400-3

BT-84

1

UFJ ·502-4

1202"557-1

UEJ -400-3

fiT -114

1

UFK-501-4

220-522-5

UAJ-405-1

BT-45

1

UFK-502-4

220·556-3

UAJ-405-1

BT-57 BT-68 BT·57 BT-68

1 1 1 1

UFL-501-4

220-522-5

UAJ-405-1

BT-57

1

UFL-502-4

220-556-3

UAJ -405-1

BT-68

1

UF\I-501-1

130-522-6

UAM·401-1

BT-60

2

UFM-502-1

130-552-3

UAM-401-1

BT-47

2

UFNT-521

230-522-7

UAO-411-2

BT-62

3

UFNT-522

230-552-4

UAO-411-2

BT-62

3

UFO-502-2

230-552-4

UAO-411-2

UAO-15

3

P-UMC-513-1

230-555-2

UC-412

I1T-133

3

Compressor

Qty.

<D

Motor Characteri sties

Flywheel

{ 115/230-60·1

115/230·50-1 220·60·2 220-60-3 220-50-3 115/230-60·1 115/230·50.1 208-220/440-60-3 208.220/440-50-3

120-458

120-458

( 115/230-60·1

115/230-50-1 208-220/440-60-3 208-220/440-50-3

1202-457

( 115/230-60.1

115/230-50-1 208-220/440·60-3 208-220/440-50-3

1202-457

( 115/230.60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

1202-15~

1202-457

( 115/2\0-60-1

115/230-50-1 208-220/440-60-3 208-220/440-50-3

130-458

( 11 5/230-60-1

115/230-50-1 208-220/440-60-3 208-220/440-50- 3

130-458

( 1I5/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

230-457

{ II 5/2)0-60-1 115/230-50-1 208- 220 / 440-60-3 208-220/440-50-3

230-457

0' 12

230-555-2

UC-412

BT-133

3

1

C-"_I

230-555-2 230-555-'2

UC-412 UC-412

BT-44 BT-44

3 3

VFF-401

UAG-4 BT-126 UAG-4 BT-126

3 3 3 3

432-522

'.10-6100 MO-6102 MO-6103 MO-6103 MO-6100 MO-6102 MO-6103 MO-6103

PU-2602 PU-2606 PU-2601 PlJ-2605 PU-2604 PU -2608 PU-2603 PU-2607

MO-6200 \10-6202 MO-6204 MO-6204 MO-6200 MO-6202 MO-6204 \10-6204 MO-6300 MO-6302 MO-6303 MO-6303

230-457

230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3 230 60 1 - 208-220/440-60-3

P-UMC-526

P-USC-521-2 P-USC-525·

PU-2210 PU-2213 PU-22 10 PU-2213 PU-2213 PU-2217 PU-2213 PU-2217

PU-2608 PU-2625 PU-2608 PU-2625 PU -2607 PU-2626

3

3

\10-6000 \10-6002 MO-6006 '.10-6006 '.10-6000 '.10-6002 MO-6006 MO-6006

PU-2614

13T-52

BT-52

PU-2415 PU-2419 PU-2415 PU-2419 PU-2418 PU-2421 PU-2418 PU-2421

230-457

UC-412

UC-412

MO·4184 MO·4185 MO·4189 MO-4188 MO-4188 MO·4184 MO-4185 \10-4188 MO-4188 '.10-4278 MO·4279 MO-4280 MO-4280 MO-4278 MO·4279 MO-4280 MO-4280

1230-60-1 208-220/440-60-3

230-555-2

230-555-2

PU.1163 PU-1176 PLJ·1163 PU·1163 PU-1176 PU·1412 PU-1411 PU-1412 PlJ-1411 PU-l177 PU-1178 PU-l177 PU·1178 PU-1179 PU-1180 PU-1179 PU-1180

230-457

P-UMC-524-1

P-UMC-528

Engine or Motor

PU-2610 PU-2624 PU-2610 pU-2624

230-457

PU-2628

230-457

PU-2604 PU-2608 PU-2604 PU-2608 PU-2603 PU-2607

MO-6300 MO-6303 MO-6200 MO-6202 MO-6200 MO-6202 MO-6204 MO-6204 MO-6300 MO-6303 '.10-6200 '.10-6202 '.10-6200 MO-6202 MO-6204 MO-6204

230-457 230-457

(PU-293) (PU-293l

TUC-404 TUC-404

432-2

PU-2609 PU-2612 PU-2609 PU-2612

MO-6300 \10-6302 MO-6303 '.10-6303

{ 11\-60-1 115-50-1

•

6

Motor (Engine) Pulley

230-50-1 208-220/440-60-3 208-220/440-50-3

( 230-60-1

VAF-5004

'AGE

LONDON, ENGLAND. SAO PAULO, BRAZIL

Outfit

Compressor

BI005612

PARTS LIST

115-50-1 230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3

230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3

3995~ Check Valve

SKK·515

SKK-515

SKK-515

SKK-515

SKK-515

SKK-515

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

None

None

None

None

None None

SKK-502

Compressor Outfit Discontinued

Printed;" U,S Ii.

_

IF

A~.~V

THE DEVILBISS COMPANY

TOLEDO,

OHIO. LOS

ANGElES,

CALIFORNIA. DETROIT,

MICHIGAN

PARTS LIST BI005612 THISREfUClS,/

•

3800

fAGE

7 Of 12

BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZIL

Compressor Outfit

Compressor

with Flywheel

Aftercooler or Outlet Tube

VAF-5006

432-522

VFF-401

VAF-5184

432-522

VFF-401

VAF-5186

432-522

VFF-401

VAG-5004

432-522

VFF-401

VAG-5006

432-522

VFF-401

VAG-5008

432-522

VFF-401

VAG-5184

432-522

VFF-401

VAG-5186

432-522

VFF-401

432-553 432-553 432-550

VFO-401 VFO-401 VFF-401 VFF-401 VFF-401 VFF-401

-VAGE-564 VAGE-566 VAGE-5004 VAGE-5006 VAGE-5262 VAGE-5263

--

432-550 432-553 432-553

\ (Inner) VAS-404 (Outer) VAS-405 \ (Inner) VAS-404 (Outer) VAS-405 \ (Inner) VAS-404 I(Ouler) VAS-405

Belt (5) <D

Qty.

Motor Characteristics

'UAG-4 \BT-126 /UAG-4 BT-126 \ UAG-4 BT-126 UAG-4 BT-126 \ UAG-4 BT-126 /UAG-4 BT-126

3 3 3 3 3 3 3 3 3 3 3 3

230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3 230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3 230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3

(BT-48 ' BT-48 BT-127 ( BT-48 BT-48 BT-127 \ BT-48 " BT-48 IBT-127 ( BT-48 BT-48 ,BT-l27 \ BT-48 ) BT-48 BT-127

3 3 3 3 3 3 3 3 3 3 3 3 3 3 3

230-60-1 208-220/440-60-3 208-220/440-50-3 230-60-1 208-220/440-60-3 208-220/440-50-3 230-60-1 208-220/440-60-3 208-220/440-50-3 230-60-1 208- 220/ 440-60-3 208-220/440-50-3 230-60-1 208-220/440-60-3 208-220/440-50-3

BT-126 BT-126 BT-126 BT-126 BT-126 BT-126

3 3 3 3 3 3

1

I

I I

-

399Sj

Motor (Engine) Pulley

Engine or Motor

PU-2609 PU-2612 PU-2609 PU-2612 PU-2609 PU-2612 PU-2609 PU-2612 PU-2609 PU-2612 PU-2609 PU-2612

MO-6300 MO-6302 MO-6303 MO-6303 MO-6300 MO-6302 MO-6303 MO-6303 MO-6300 MO-6302 MO-6303 MO-6303

PU-2619 PU-210 PU-1589 PU-2619 PU-210 PU-1589 PU-2619 PU-210 PU-1589 PU-2619 PU-210 PU-1589 PU-2619 PU-210 PU-1589

MO-6400 MO-6403 MO-6403 MO-6400 MO-6-i03 MO-6403 MO-6400 MO-6403 MO-6403 MO-6400 MO-6403 MO-6403 MO-6400 MO-6403 MO-6403

432-2 432-2 432-2 432-2 432-2 432-2

(PU-lI56) (PU-1I56) (PU-lI56) (PU-lI56) (PU-2609) (pU-2609)

UAPE-401-1 UAPE-401-1 UAPE-401-1 UAPE-401-1 VAGE-404 VAGE-405

None None SKK-502 SKK-502 None None

Flywheel

432-2

432-2

432-2

432-2

432-2

432-2

432-2

432-2

Check Valve

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

VAS-5006

445-522 -1

I

BT-128 JK-85

4 4

208-220/440-60-3 208-220/440-50-3

445-2

PU-2710 PU-2714

MO-6503 \10-6503

SKK-502

VAS-5008

445-522-1

I

BT-128 JK-85

4 4

208-220/440-60-3 208-220/440-50-3

445-2

PU-2710 PU-2714

MO-6503 MO-6503

SKK-502

VAS-5186

445-522-1

BT-128

4

208-220/440-60-3

445-2

PU-27lO

MO-6503

SKK-502

JK-85 BT-1I8

4 4

208-220/ 440-60-3 208-220/440-50-3

445-2

PU-2717 PU-2719

MO-6601 MO-6601

SKK-502

JK-85

4

208-220/440-60-3

445-2

PU-2717

MO-6601

SKK-502

f---

VAT-5008

445-522-1

VAT-5188

445-522-1

VAV-5008

445-522-1

VAV-5188

445-522-1

VAV-5288

445-553-2

VCF-5006

Printed in U.S.A

432-522

\(Inner) . VAS-404 I(Outer) VAS-405 \ (Inner) VAS-404 /(Outer) VAS-405 ( (Inner) ' VAS-404 (Outer) VAS-405 \ (Inner) ' VAS-404 'I (Outer) VAS-405 \ (Inner) ' VAS-404 !(Outer) ,VAS-405

BT-1I8 BT-1I9

4 4

208-220/ 440-60- 3 208-220/440-50-3

445-2

PU-1509 PU-1511

MO-6700 MO-6700

SKK-502

BT-1I8

4

208-220/440-60-3

445-2

PU-1509

MO-6700

SKK-502

BT-ll8 BT-119

4 4

208-220/440-60-3 208-220/440-50-3

445-2

PU-1509 PU-1511

MO-6700 MO-6700

None

VCF-402

BT-131 BT-62 BT-131 BT-131

3 3 3 3

230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3

432-2

PU-2609 PU-2612 PU-2609 PU-2612

I

--

---MO-6300 MO-6302 MO-6303 MO-6303

SKK-502

_

r

THE DEVlLa.SS COMPANY TOLEDO,

OHIO. LOS

CALIFORNIA. DETROIT,

MICHIGAN

BI005612

PARTS LIST TH":;:CU./ 'AGf

8

OF

12

3995j

BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZIL

Compressor

Outfit

•

ANGELES,

A~~:Jrt ~

Compressor

with Flywheel

Aftercooler or Outlet Tube

Motor Belt (5) <D

Qty.

\UAO-IS ' UAO-IS l8T-40

3 3 3

230-60-1 208-220/410-60-3 208-220/440-S0-3

\8T-48 8T-48 1JL-14 \ 8T-48 l8T-48 JL-14 \ 8T-48 18T-48 JL-14 \ 8T-48 8T-48 JL-14 \ 8T-48 ) 8T-48 JL-14

3 3 3 3 3 3 3 3 3 3 3 3 3 3 3

230-60-1 208-220/440-60-3 208-220/440-S0-3 230-60-1 208-220 / 440-60-3 208-220/440-S0-3 230-60-1 208-220/440-60- 3 208-220/440-S0-3 230-60-1 208- 220/440-60-3 208-220/440-S0-3 230-60 -I 208-220/440-60-3 208-220/440-S0-3

Characteri stic s

Flywheel

Engine or

Motor (Engine) Pulley PU-2619 PU-210 PU-lS89

Motor MO-6400 MO-6403 MO-6403

PU-2621 PU-llSI PU-1148 PU-2621 PU-llSI PU-1148 PU-2621 PU-11S1 PU-1148 PU-2621 PU-llSI PU-1148 PU-2621 PU-llSI PU-1148

MO-6400 MO-6403 MO-6403 MO-6400 MO-6403 MO-6403 MO-6400 MO-6403 MO-6403 MO-6400 MO-6403 MO-6403 MO-6400 MO-6403 MO-6403

Check Valve

VCG-S006

432-S22

VCF-402

VDP-S004

432-SS0

VFF-401

VDP-S006

432-SS0

VFF-401

VDP-S066·

432-SS3

VFO-401

VDP-SI84

432-SS0

VFF-401

VDP-SI86

432-SS0

VFF-401

VDP-S766

432-SS3

VFO-401

\ 8T-48 . 8T-48 !}L-14

3 3 3

230-60-1 208-220 / 440-60-3 208-220/440-S0-3

432-2

PU-300 PU-lS89 PU-1626

MO-6400 MO-6403 MO-6403

None

VDP-S786

432-SS0

VFF-401

\ 8T-48 8T-i8 IJL-14

3 3 3

230-60-1 208-220/440-60-3 208-220/440-S0-3

432-2

PU-300 PU-1S89 PU-1626

MO-6400 MO-6403 MO-6403

SKK-S02

VDS-5006 \ VDS-SOOS

44S-S22-1

81'-128 JK-SS

4 4

208-220/440-60-3 20S-220/440-S0-3

44S-2

PU-2712 PU-2716

MO-6503 MO-6S03

SKK-S02

VDS-SI86

44S-S22-1

81'-128

4

208-220/440-60-3

44S-2

PU-2712

MO-6S03

SKK-S02

VDS-S766

44S-SS3-2

\ (Inner) . VAS-404 (Outer) VAS-40S ~(Inner) VAS-404 /(Outer) VAS-40S \ (Inner) VAS-404 / /(Outer) VAS-40S

I

\ (Inner) . VAS-404 /(Outer) VAS-405 \ (Inner) VAS-404 /(Outer) VAS-40S

I

432-2

432-2

432-2

432-2

432-2

432-2

SKK-S02

SKK-S02

SKK-S02

None

SKK-S02

SKK-S02

JK-8S

4

208-220/440-60-3

44S-2

PU-2714

MO-6S03

None

JK-SS

4

20S-220/440-S0-3

44S-2

PIJ-2718

MO-6S03

None

JK-SS 81'-118

4 4

208-220/440-60-3 208-220/440-S0-3

44S-2

PlJ-271S PU-2720

MO-6601

SKK-S02

JK-SS

4

208-220/440-60-3

44S-2

PIJ-2718

MO-6601

SKK-S02

81'-118 81'-119

4 4

20S-22 0/440-60-3 208-220/440-50-3

445-2

PIJ-1509 PU-1S11

MO-6700

SKK-502

8T-118

4

208-220/440-60-3

44S-2

PU-lS09

MO-6700

SKK-S02

432-2

PU-2609 PlJ-2612 PU-2609 PU-2612

MO-6300 MO-6302 MO-6303 MO-6303

SKK-S02

PU-2619 PU-210 PU-lS89

MO-6400 MO-6403 MO-6403

SKK-S02

VDT-S008

44S-S22-1

VDT-SI88

445-S22-1

VDV-S008

445-S22-1

VDV-SI88

44S-S22-1

VFF-S04

432-S22

VFF-401

lJAG-4 8T-126 UAG-4 8T-126

3 3 3 3

230-60-1 230-S0-1 208-220/440-60-3 208-220/440-S0-3

VFG-S04

432-S22

VFF-401

8T-4s 8T-48 8T-I27

3 3 3

230-60-1 208- 220 / 440-60-3 208-220/440-S0-3

VFP-S02

432-SS0

VFF-401

8T-48 8T-48 JL-14

3 3 3

230-60-1 208-220/440-60-3 208-220/440-S0-3

432-2

PU-2621 PIJ-llSI PIJ-1l48

MO-6400 MO-6403 MO-6403

SKK-S02

VFP-SI2

44S-S22-1

\ (Inner) VAS-404 !(Outer) VAS-40S

8T-128

4

208-220/440-60-3

44S-2

PU-1624

MO-6403

SKK-S02

\ (Inner) VAS-404 !(Outer) VAS-405 \ (Inner) VAS-404 !(Outer) VAS-40S

432-2 432-2

Compressor Outht Dlseonllnoed

Printed in U.S.A

_

r

E

A.R~V THI~ 13 s'U.ooCU'/

THE DEVILBIII COMPANY TOLEDO.

OHIO. lOS

ANGElES,

CALIFORNIA,. DETROIT,

MICHIGAN

PARTS LIST 'AOE

BI005612

9 CIt' 12

3995j

BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZIL

Compressor

Outfit

VFS-502

Compressor

Aftereooler

with

or

Belt (s)

Flywheel

Outlet Tube

(j)

445-522-1

\ (Inner) VAS-404

Qty.

Motor

Cha racteristic 5

Flywheel

Motor

Engine

(Engine)

or

Pulley

Motor

PU-2712 PU-2716

MO-6503

SKK-502

Check Valve

B1'-128 JK-85

4 4

208-220/440-60-3 208-220/440-50-3

B1'-128 JK-85

4 4

208- 220/ 440-60-3 208-220/440-50-3

445-2

PU-2710 PU-2714

MO-6503

SKK-502

JK-85 B1'-118

4 4

208-220/440-60-3 208-220/440-50-3

445-2

PU-2718 PU-2720

MO-6601

SKK-502

JK-85 B1'-118

4 4

208-220/440-60-3 208-220/440-50-3

445-2

PU-2717 PU-2719

MO-6601

SKK-502

B1'-118 B1'-119

4 4

208-220/440-60-3 208-220/440-50-3

445-2

PU-1509 PU-1511

MO-6700

SKK-502

B1'-118 B1'-119

4 4

208-220/440-60-3 208-220/440-50-3

445-2

PU-1509 PU-1511

MO-6700

SKK-502

8

8 8 8

208-220-60-3 220-50-3 440-60-3 440-50-3

MO-6800

SKK-502

r VAS-405

B1'-119 B1'-120 B1'-119 B1'-120

~ t

B1'-119

8

PU-I00l PU-I002 PU-I00l PU-I002

MO-6800

SKK-502

B1'-120

8

PU-I005 PU-I006

MO-6900 Mo-6900

PU-I005 PU-l006

MO-6900 MO-6900

PU-I007 PU-I005

MO-6900 MO-6900

PU-I007 PU-I005

MO-6900 MO-6900

(Outer)

/ VAS-405

445-2

(Inner)

VFS-504

445-522-1

\ VAS-404

I

(Outer)

VAS-405 (Inner)

VF1'-502

VAS-404

445-522-1

(Outer)

VAS-405 (Inner)

VF1'-504

VAS-404

445-522-1

(Outer)

VAS-405 (Inner)

VFV,502

445-522-1

VFV-504

445-522-1

\ VAS-404 (Outer) / VAS-405 ( (Inner)

, VAS-404 '/ (Outer)

VAS-405 " (Inner) , VAS-404

VFW-501

445-553-2

VFW-404 ) (Outer)

, VFW-405 '

VFW-502

445-553-2

445-2

PU-I00l PU-1004 PU-I003 PU-I004

(Inner)

VAS-404 VFW-404 (Outer)

VAS-405 VFW-405

208-220-60-3 208-220-50-3 440-60-3 440-50-3

445-2

(Inner)

VFX-501

445-553-2

) \

VFX-502

47 122-109

445-553-2

1202-557-1

VAS-404 VFW-404 (Outer)

VAS-405 VFW-405

445-2

440-60-3 440-50-3

SKK-502

(Inner)

~

(Outer)

j

VAS-405 VFW-405

VAS-404 VFW-404

36186-123

B1'-120

8

208-220-60-3 220-50-3

445-2

440-60-3 440-50-3 115-60-1

B1'-9

47213-404

44642-301

41177-005

JII-1035

2

47213-405

44642-801

41177-005

JII-I035

2

47215-405

44642-801

41177-005

B1'-146

2

47215-406

44642-801

41177-005

B1'-146

2

47215,·702

44642-801

41177-005

B1'-146

2

Printed in USA..

208-220-60-3 220-50-3

115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3 {115/230-60-1 , 115/230-50-1 08-220/440-60-3 208-220/440-50-3 115/230-60-1 \,115/230-50-1 '/208-220/440-60-3 ,208-220/440-50-3 115/230-60-1 \ 115/230-50-1 '/'208-220/440-60-3 208-220/440-50-3

F

120-458

330-457

330-457

330-457

330-457

330-457

PU-1174

MO-4184

PU-1610 PU-2202 PU-1610 PU-2202 PU-1610 PU-2202 PU-1610 PU-2202

MO-6000 MO-6002 MO-6006 Mo-6006 MO-6000 Mo-6002 MO-6006 MO-6006

PU-2229 PU-2210 PU-2229 PU-2210 PU-2229 PU-2210 PU-2229 PU-2210 PU-2229 PU-2210 PU-2229 PU-2210

MO-6100 MO-6102 MO-6103 MO-6103 MO-6100 MO-6102 MO-6103 MO-6103 MO-6100 MO-6102 MO-6103 MO-6103

SKK-502

SK-505

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

_

r

A~~rt THIS;~:~CU'/

THE DEVILBISS ca.PANT

~

TOlEDO, OHIO. lOS ANGELES, CALIfORNIA. DETROIT, MICHIGAN BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZil

Outfit

with Flywheel

Aftercooler or Outlet Tube

47217-404

44642-801

41177-005

47217-405

44642-801

41177-005

47217-601

44642-801

41177-005

47217-703

44642-801

41177-005

47222-103

44643-701

47222-104

44643-701

47222-105

44643-701

47222-106

44643-701

47222-403

44643-701

47222-404

44643-501

47222-703

44643-701

47222-704

44643-501

47223-403

44643-801

47223-404

44643-S01

47223-704

44643-801

47223-705

44643-801

47225-411

44643-501

Compressor

Printed in U.SA

Compressor

Belt (s)

Oty.

(!)

BI005612

PARTS LIST 'AGf

10 Of 12

Characteristi cs

Motor (Engine) Pulley

Engine or Motor

115/230-60-1 115/230-50-1 208-220/440-60-1 208-220/440-50-1 115/230-60-1 115/230-50-1 208-220/440-60-1 208-220/440-50-1 230-60-1 230-50-1 208-220/ 440-60- 3 208-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-50-3

PU-1629 PU-1630 PU-2211 PU-1631 PU-1629 PU-1630 PU-2211 PU-1631 25235-438 PU-1635 25235-438 PU-1635 PU-1629 PU-1630 PU-2221 PU-1631

MO-6200 MO-6202 MO-6204 Mo-6204 Mo-6200 MO-6202 MO-6204 MO-6204 MO-6300 MO-6302 MO-6303 \10-6303 MO-6200 MO-6202 MO-6204 MO-6204

Motor

Flywheel

399Sj Check Volve

\BT-146 BT-37 / BT-146 BT-146 \ BT-146 .I3T-37 /BT-146 BT-146 BT-147 BT-148 I3T-147 BT-148 I3T -146 I3T-37 BT-146 I3T-37

2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

UAG-4

3

432-2

(PU-2635)

VAGE-404

None

UAG-4

3

432-2

(PU-2635)

VAGE-405

None

UAG-4

3

432-2

(PU-2635)

25512-212

None

BT-126

3

432-2

(25253-580)

25512-255

None

UAG-4

3

432-2

(PU-1195)

UAPE-401-1

None

UAG-4

3

432-2

(PU-1195)

UAPE-401-1

None

UAG-4

3

432-2

(PU-1195)

UAPE-401-1

None

UAG-4

3

432-2

(PU-1195)

UAPE-401-1

SKK-502

\ (Inner) .. 41313-004 / (Outer) VFF-405 \ (Inner) .41313-004 /(Outer) VFF-405 \ (Inner) 41313-004 /(Outer) VFF-405 \ (Inner) .41313-004 /(Outer) VFF-405

UAG-4 I3T -126 UAG-4 I3T-126 UAG-4 BT-126 UAG-4 BT-126 UAG-4 BT -126 UAG-4 I3T -126 UAG-4 BT-126 UAG-4 I3T -126

3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3

230-60-1 230-50-1 20S-220/440-60-3 20S-220/440-50-3 230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3 230-60-1 230-50-1 20S-220/440-60-3 208-220/440-50-3 230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3

PU-260S PU-262S PU-2608 PU-2628 PU-2608 PU-2628 PU-260S PU-2628 PU-2608 PU-2628 PU-2608 PU-2628 PU-2608 PU-2628 PU-2608 PU-2628

MO-6300 MO-6302 MO-6303 MO-6303 MO-6300 MO-6302 MO-6303 MO-6303 MO-6300 MO-6302 MO-6303 MO-6303 MO-6300 MO-6302 MO-6303 MO-6303

\ (Inner) . 41313-004 /(Outer) VFF-405

I3T-126 BT-126 BT-127

3 3 3

230-60-1 208-220/440-60-3 208-220/440-50-3

PU-2634 PU-2633 PU-1589

MO-6400 MO-6403 MO-6403

( (Inner) 41313-004 / (Outer) VFF-405 \ (Inner) . 41313-004 /(Outer) .. VFF-405 \ (Inner) .. 41313-004 /(Outer) . VFF-405 \ (Inner) 41313-004 )(Outer) VFF-405 (Inner) .41313-004 /(Outer) VFF-405 \ (Inner) .. 41313-004 / (Outer) VFF-405 \ (Inner) .. 41313-004 /(Outer) VFF-405 \ (Inner) ... 41313-004 / (Outer) VFF-405

330-457

330-457

330-457

330-457

432-2

432-2

432-2

432-2

432-2

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

SKK-502

_

r

TOLEDO, OHIO. LOS ANGELES, CALIFORNIA. DETROIT, MICHIGAN BARRIE, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZIL

Compressor Compressor

Outfit

with Flywheel

47225-412

44643-501

47225-413

44643-S01

4722S-414

44643-S01

4722S-709

44643-S01

4722S-71O

44643-S01

4722S-711

44643-801

4722S-712

44643-S01

Aftercooler or Outlet Tube

44643-701

4722S-714

44643-701

4722S-902

44643-S0 1

47242-102

4464-S01

'AGE

BI005612

11 OF 12

399Sj

Motor (Engine) Pulley

Engine or Motor

Check Volve

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-2634 PU-2633 PU-lSS9

MO-6400 MO-6403 MO-6403

SKK-502

432-2

PU-2631 PU-2632 PU-llSI

MO-6400 MO-6403 MO-6403

SKK-S02

)

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

81'-126 81'-126 13T-4S

3 3 3

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-2631 PU-2632 PU-llSI

MO-6400 MO-6403 MO-6403

SKK-S02

81'-126 8'1'·126 BT-127

3 3 3

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-2634 PU-2633 PU-lSS9

MO-6400 MO-6403 MO-6403

SKK-S02

81'-126 81'-126 BT-127

3 3 3

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-2634 PU-2633 PU-lSS9

MO-6400 MO-6403 MO-6403

SKK-S02

81'-126 BT-126 8'1'-127

3 3 3

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-2631 PU-2632 PU-llSI

MO-6400 MO-6403 MO-6403

SKK-S02

81'-126 BT-126 BT-126

.3 3 3

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-2631 PU-2632 PU-lSI

MO-6400 MO-6403 MO-6403

SKK-S02

BT-126 131'-126 BT-I27

3 3 3

230-60-1 20S- 220 / 440-60- 3 20S-220/440-S0-3

432-2

PU-2634 PU-2633 PU-lSS9

MO-6400 MO-6403 MO-6403

None

BT-4s 13T-4s BT-127

3 3 3

230-60-1 20S- 220/ 440-60-3 20S-220/440-S0-3

432-2

PU-2621 PU-llSI PU-114S

MO-6400 MO-6403 MO-6403

None

131'-126 BT-126 13T-4S

3 3 3

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-2631 PU-2632 PU-11S1

MO-6400 MO-6403 MO-6403

SKK-S02

41177-00S

JII-103S

2

,llS/230-60-1 liS /230-S0-1 12OS-22O/440-60-3 20S-220/440-S0-3

330-4S7

PU-1610 PU-2202 PU-1610 PU-2202

MO-6000 MO-6002 MO-6006 MO-6006

SKK-S02

PU-2229 PU-2210 PU-2229 PU-2210 PU-2229

MO-6100 MO-6102 MO-6103 MO-6103 MO-6100

PU-1629 PU-1630 PU- 2211 PU-1631 2S23S-43S PU-163S 2S23S-438 PU-163S PU-1629 PU-1630 PU-2211 PU-1631

MO-6200 MO-6202 MO-6204 Mo-6204 MO-6300 MO-630 2 MO-6303 MO-6303 MO-6200 MO-6202 MO-6204 MO-6204

( (Inner) 41313-004 I (Outer) VFF-40S , (Inner) A1313-00'l I(Outer) VFF-40S , (Inner) .·41313-004 /(Outer) VF F-40S , (Inner) 41113-004 I(Outer) VFF-40S , (Inner) .41313-004 I(Outer) VFF-40S (Inner) .41313-004 I(Outer) VFF-40S , (Inner) .·41313-004 I (Outer) VFF-40S (Inner) .41313-004 I (Outer) VFF-40S \ (Inner) 41313-004 I(Outer) VFF-40S (Inner) 41313-004 I (Outer) VFF-40S

1

4722S-713

PARTS LIST

Flywheel

1

'~

A.R~V THI$3R;~LAoClS'/

THE DEVILBISS COMPANY

1

Belts (s) <D

Qty.

131'-126 81'-126 131'-127

3 3 3

81'-126 131'-126 BT-4S

3 3

Motor Character istics

- - - - - --_._-47243-00S

44642-S01

41177-00S

BT-146

2

47243-103

44642-S01

41177-00S

BT-146

2

I11S/230-60-1 l1S/230-S0-1 /20S-220/440-60-3 20S-220/440-S0-3 2.30-60-1

47244-003

44642-S01

41177-005

47244-201

44642-S01

41177-00S

47244-403

44642-S01

41177-00S

(BT-I46 BT-37 IBTd46 81'-37 , B1'-147 81'-148 IB1'-147 BT-14s ,B1'-146 81'-37 /BT-146 B1'-37

2 2 2 2 2 2 2 2 2 2 2 2

lIS /230-60-1 11S/230-S0-1 20S-220/440-60-3 20S-220/440- SO-3 230-60-1 230-50-1 208-220/440-60-3 20S-220/440-S0-3 11S/230-60-1 11 S/230-50-1 208-220/440-60-3 208-220/440-S0-3

47246-406

44643-S01

BT-62 BT-62 UAO-IS

3 3 3

230-60-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-2631 PU-2632 PU-11S1

MO-6400 MO-6403 MO-6403

SKK-S02

47246-407

4464.3-801

131'-131 81'-62 BT-!31 BT-131

3 3 3 3

230-60-1 230-S0-1 20S-220/440-60-3 20S-220/440-S0-3

432-2

PU-260S PU-262S PU-260S PU-2628

MO-6300 MO-6302 MO-6303 MO-6303

SKK-S02

r-----

Printed in USA

(Inner) 41313-004 (Outer) VCF-423 (Inner) 41313-004 (Outer) VCF-423

330-4S7 330-4S7

330-4S7

330-4S7

330-4S7

SKK-S02 SKK-S02

SKK-S02

SKK-S02

SKK-S02

_

$

r

THE DEVILBISS COMPANY

TOLEDO, OHIO. LOS ANGElES, CALIFORNIA. DETROIT, MICHIGA~ BARRIE:, ONTARIO, CANADA. LONDON, ENGLAND. SAO PAULO, BRAZil

AI:A~rt ~

1HIS

Outfit

with Flywheel

Aftercooler or Outlet Tube

Belt (s)

47271-105

44642-801

41177-005

JfI-1035

2

47271-301

44642-801

41177-005

BT-146

2

, BT-146 BT-37 )BT-146 • BT-146 , BT-147 BT-148 BT-147 .BT-148

2 2 2 2 2 2 2 2

\ 115/230-60-1 115/230-50-1 '/208-220/440-60-3 208-220/440-50-3 ,115/230-60-1 115/230-50-1 /208-220/440-60-3 .208-220/440-50-3 115/230-60-1 115/230-50-1 208-220/440-60-3 208-220/440-60-3 2'>0-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3

Compressor

Compressor

Oty.

<D

Motor Characteri sties

;;:ocu./ Flywheel

330-457

330-457

'AGf

12 Of 12

Motor (Engine) Pulley

Engine or Motor

PU-1610 PU-2202 PU-1610 PU-2202 PU-2229 PU-2210 PU-2229 PU-2229 PU-1629 PU-1630 PU-2211 PU-1631 25235-438 PU-1635 25235-438 PU-1635

MO-6000 MO-6002 MO-6006 MO-6006 MO-6100 MO-6102 MO-6103 MO-6103 MO-6200 MO-6202 MO-6204 MO-6204 MO-6300 MO-6302 MO-6303 MO-6303

3995~ Check Valve

SKK-502

SKK-502

SKK-502

47271-501

44642-801

41177-005

47271-701

44642-801

41177-005

44643-801

, (Inner) 41313-004 '/(Ourer) 'yFF-405

UAG-4 BT-126 UAG-4 BT-126

3 3 3 3

230-60-1 230-50-1 208-220/440-60-3 208-220/440-50-3

432-2

PU-2608 PU-2628 PU-2608 PU-2628

MO-6300 MO-6302 MO-6303 MO-6303

SKK-502

\ (Inner) l41313-004 (Outer) VfF-405 , (Inner) 41313-004 < rOuter) .VFF-403

BT-126 BT-126 BT-127

3 3 3

230-60-1 208-220/440-60-3 208-220/440-50-3

432-2

PU-2634 PU-2634 PU-1589

MO-6400 MO-6403 MO-6403

SKK-502

BT-126 BT-126 BT-48

3 3 3

230-60-1 208-220/440-60-3 208-220/440-50-3

432-2

PU-2631 PU-2632 PU-1l51

MO-6400 MO-6403 MO-6403

SKK-502

115-60-1

NC-419-2

PU-1193

47273-102

47274-007

44643-501

47274-009

44643-801

I

330-457

BI005612

PARTS LIST

330-457

SKK-502

47283-102

120-571-4<Z

NC-5-2

BT-22

1

MO-4077

None

47288-103

44643-701

TVD-413

BT-126

3

432-2

25512-213

None

47384-003

44643-701

TVD-413

BT-126

3

432-2

25512-213

None

<D Note:

When belt replacement is required on multiple belt outfirs, complete matched replacement sets should be used.

<D Compressor less flywheel @

w-engine ~ with engine

•

Compressor Outfit Discontinued

Printed in U.SA

2/28/63

[7"

BI005612

THE

DEVILBISS COMPANY

TOLEDO, OHIO. LOS ANGELES. CALIFORNIA. DETROIT, MICHIGAN BARRIE. ONTARIO. CANADA. LONDON. ENGLAND. SAO PAULO. BRAZIL

PARTS LIST

THIS REPLACts· /

755

1 0' 8

PAGE

755-A /1 i

"

L.-.J

AIR CO~IPRESSOR SERVICE DATA BEFORE I:'>lS fA LLATION. Read these instructions carefully before installing and operating the air compressor.

Check for possible concealed damage in lransit and sec that motor or engine pulley and flywheel turn freely by hand and run true. Report any

INTAKE PiPING CHART FOR UPl{lGHf COMPRESSO!{S Length of Pipe Compressor

25'

50'

concealej damage to carrier at once.

cmlPllESSORS AilE SHIPPED WI nlOUT OIL. 00 not operate compressor until crankcase has been filled. (Sec section on lubrication) When ordering pans for compressor pump or outfit give all information which is found on both compressor and outfit name plate. (See figure 1)

75'

I 100'

Pipe Size

120 121 130 220 225 230 235 330 342 1202 1206

1/2" 1/2" 3/4" 1/2" 3/4" 1" 1" 3/4" 1" 1/2" 1/2"

1/2" 1/2" 3/4" 3/4" 3/4" 1-1/4" 1-1/4" 3/4" 1-1/4" 1/2" 1/2"

3/4" 3/4" 1" 3/4" 1" 1-1/4" 1-1/4" 1" 1-1/4" 3/4" 3/4"

3/4" 3/4" 1" 1" 1" 1-1/4" 1-1/4" 1" 1-1/4" 3/4" 3/4"

Figure 3

CO.IIP R ESSOI{ NA.I1EPLA TE FILLER OPENING

Always make sure no rain or snow from the outside can enter the remote air strainer by using a sheet metal hood as shown in Figure 2 for upright compressors and by installing the strainer upright as shown in Figure 4 for V-type compressors.

V·'ype compressors require a special adapter casting (Figure 4) for remote inlet which can accommodate 3" downspout (maximum length, 100 fcet).

OUTFIT N:UIEPLATE

CUSTOMER TO FURNISII STA:\DA1W .3" DOWN SPOUT AND FITTINGS AS REQUIRED AND TAPE OR CAULK ALL JOINTS AIR TIGIIT.

Figure 1

-

Only American Society Mechanical Engineers (A.S.M.E.) welders are permiucd co weld on or make alterations to the air receiycr without void.. ing A.S.}!.E. certificate.

For faster sen' ice for either electric motors or gasoline engines conmer the motor or engine manufacturer's nearest branch or authorized service sration. (See yellow pages of the telephone book)

V-TYPE WALL OR WINDOW

Locate the compressor in a dry, clean, cool, and well ventilated area.

Keep it away from arcas which have dirt, vapor and volatile fumes in

the dtmosphere which may clog and gum the intake filter and valves causing inefficient operation. Where not practical, a remote air intake (Figure 2) IS recommended.

Locate the compressor as close as possible to the source of air to in.. crease efficiency and to reduce the length of the remote air intake pipe.

This piping should never be smaller than tbe air compressor inlet. (Sec Figure 3)

:\taunting of stationary air compressing units is dependent upon partic.. ular conditions. In any case be sur~ unit is mounted level on a solid foundation and no strain is imposed at support feet.

In some cases the skids in which the unit is shipped may be left on and used as a mounting base. To prevent movement out of position, the

skids may be bolted or lagged to the floor.

If the skids arc not used, unit may be positioned on floor so that all feet rest evenly. Solid shims may be used to level unit and then feet bolted or lagged to floor to prevem movement out of position. Do not tighten feet down so that strain is imposed.

To minimize the transmission of sound and vibration, rubber supports ~allll' as engine mounts may be used at each support foot.

The unit should rest upon the rubber supports and be bolred or lagged to hold unit in position only. Do not tighten so as to put strain on the feet.

This mounting also requires a flexible coupling or some other arrangement at the outlet piping to allow for some compressing unit movement.

Portable compressors should be kept as level as possible consistent with working conditions.

For safety reasons the flywheel should be placed toward the wall, but <Ir least one (oor from the \\';111 for maximum air cooling. (Figure 5)

BI005612 -2ALLOW SPACE ON ALL SIDES FOR AIR rlRCULA nON

.-

... " .

'.

...

.'t!.

#'''

\...

'

"

~

.

-, ..

-:A TE OUTFIf LEAST A FOOT FRm! WALL

" ..... "

.~

Detergent type oils are satisfactory if used before hard carbon deposits have developed. I3efore changing to a detergent type oil, however, pis~ tons, rings) valves, and cylinder head should be cleaned, since the detergclH oil can loosen hard carbon deposits which may plug passages and score cylinders ana bearings.

12"

'

,~

der wall rusting. When the compressor is used to supply air for opera~ tions that cannot tolerme oil in lhe air, oil should not be added to the air intake but the compressor should be operated at least one half hour each month during the shut-down period to prevent cylinder waH rusting.

Air Flow

,',

. 0 ~ ',)

• "

•• ..;1 • • ~.

.....

'

#'

.

'

tJ· '•

..

;/il

~.

ELEC rR!C .110 ral,s A"'D GASOU).:E ENGINES. Follow manufacturers rccomn1(..'ild~l[ions for lubrication of both motors and engines. Use fuel recommendcd by n;anufacturcr of engine .

" ~." ."

o

tJ'

'.

.. . i .• ~'. • .

•

.:

.;

Wall

WlIUCiG (Hli\ ELECTlUC \IOrOR DRIVEN OUTFlfS). Wiring should be done by a competent c1ectrICIan. A motor starring swi tcb with thermal overloild protcceion should be used. For automatic start and stop compressors the ~'irillg should he made from the motor starter [0 the pressure swiech, excepe when the motor size is larger than the rating of the pressure switch. In the latter case the pressure switch is uscd as a pdot switch for ,1 lllagnetic motor starting switch and the wiring diagram in (he cover of the motor starter should be followed.

0

I,·

.f· .'

• > •

••••

,.

!'

•• 0.

·· - .

'J,

.,

~.

t:J•

•

,,"(I.: :

Figure 5

I)'

0 • ~.' ..... ".

Check belts for tightness and motor pulley for alignment with compressor flywheel. 13clrs should be just tight enough ro prevent slipping (hc,Hing of motor pulley is a sign of loose belts). Overtightening may C1US(' morae overloading and premature motor and compressor bearing Lliluic. lUlt'ICATlO". Compressors are shipped without oil. Fill crankcase to the correct leveL. rhis is indicated by a sight glass Of). some com" pressors, and by a djp stick on some compressors. V.. type compressors, th.lt have neither a dip stick nor sight glass, should be filled to overflowing at the filler opening. (See Figure 1)

o through 2 1LP. o through 3 ll.P. o through 3 Il.P. o through 5 Il.P.

115/60/1 230/60/1 115/60/2 & 3 Polyphase 208 through 550

I\JAJ:\ FUSE I L

BOX t,or S:.Ort Circuit } Protection Only.

Fl.:SE1) lllSCON0iEC r SWII'CII OR hses Are Selected CIRCLl l' !3I(EAKEI, hom National I L1ectrlcal Code

~Iotor Rating.

Co\IPI,ESSOI( CRANKCASE CAPACITIES

Compressor

120 lei

no

Compressor

Ounces or Pints

4 ·1

~20

24 12

225

·48

230

54

.25 .25 1.5 .75 3.0 3.4

Ounces or Pints

235 330 342 432 445 1202 1206

54 48 54

72

96 18 4.5

3.4 3.0 3.4 4.5 6.0 1.1 .28

rhe oil ring picks up oil from the crankcase and deli vcrs it to the drilled passages in the crankshaft. Centrifugal force causes the oil to ~ dellycrt' . .1 to the crankshaft thruws to I ubric3tc the connecting rod bearings and to be thrown off the crankshaft in a fine mist to lubricate all other mOYUlg P~l.rts. \\ith this system only clean oil is used to lubricate tbe compressor. Care should be taken to not overfill the crankcase which will cause the connecting nxis [0 dip oil. j'ECO.lt\IEl\DED all VISCOSITY

FOR A\lB1El\T OR ROOM TE.IIPEI{AruRE OF:

S.~E-10-11

13clow 32 0 F 32 0 - 100 0 F Above 100 0 F

SM':-lO SAE-20 Figure 7

If the air compressor is to be used eyery month of the year a good graJe of mO'i:or oil is s<.ltisfactory. For best operations use a crankcase oil low in carbon residue and v.unish. Where it is normal for th(.' air compressor to he shut down for periods in excess of one month a premium quality oil low in carbon residue and varnish and with, anti-rust additives s"ould be used. These oils normally can be obtained through the . 'strial Division of reputable oil companies. S.A.E.30 or heavier oil : recommended. ~rl shutt:in~ down the compressor for over a month, 1 to 2 ounces of

ru-.;t :';I..-, ... (",\ti~·(' ,HI l',~ll 1 \.-,,>,, ~. [,'1-'

I

\JM,LAL \10 1'01, S fARTEI{ \\jnl OVERLOAD PKO fECTlO"

' or Overload } Protection, Single Phasing, Low Voltage, Etc.

~

'llfl,'d \)r ~;[lr,\ycd into the imakc: during tbe ~{':~-';dr\,dl)rl' ",topping l [ to rct.nd cylin-

l

r-\-:':L"-~G","l\.-c'F=-_,-Jf=-l.C",",-\I=-O-'-1'-O-R' S rAl, fEl{ II JrlJ OVE1{LOAD PIWfECnO:--i

I I'hese outfits

do not I include any wiring be.. cause of various installation requirements.

I These Outfits lncludel

Figure 6

y

CmCLI I' '--_-' - , - - - - - - - J

These Can 13e Combined In Same Switch As A ~ombination Starter But lie Do Not Supply Them As A Combination.

--l ""'"

On compressors which have a dip stick be sure oil level reading is tak· en ,liter oil filler plug with dip stick attached. has been screwed in as far as it will go. If this is not done a full crankcase will show as being ':Hiy low and consequenrly will be overfilled when trying to bring it ) corn~ct level. Over filling may result in excessive oil usage.

,-

3 H.P. and up 5 ll.P. and up 5 H.P. and up 7-1/2 ILP. and up

Wiring From Pressure Switch To MOlOr.

Figure 8 All electric motors on permanently installed equipment should be pro" tceted by motor starters with correct Thermal Overload Rc:lays(commonIy called t'lleatcrs") to prevent overheating of the motors and possible motor damage. Compressing unit warranty does not cover consequc.:nrial damage to motor if proper overload protection has not been used.

SELECrING COHRFCT fHER.ltAL OVERLOAD !(EL.-\Y

1. Noee the full loaJ ampere rating found on the mowr name pLHe. 2. l(der to the rherillal Overload Relay Table on the Inside of the Manl1al Starter Box to ohtain the Hclay number and in<.,tail rhe Hcbi)' indicltcd. Under normal condition ... tbis relay will Le r.;dt~ isf;tclory. ~L

nl(;rc an: variuus ftlc(or~ thal ;If{cct the..' opn,llion of die (~Jl'tlrll which will result in inCrCl\ScJ CilP~IL'lty rl'tluir('nlcltl~>. When this happells th<.: Thcrm,d Overload I{elay mil)' brtLl~ tbe L1rCuiL In this cvc:lt the tlext larger size l{day (as selected IIi ~'~lr;j<~;;;;~; (2) above) lIl,lybcuscd.This falls within the limit ... ()f d,,: I~J:' O\'erloaJ capacity as established by the ~fl[lO[jrd Lk r_ r.L', (/".~,:. motor

CAl) nON:

l"he abuve dppli<.:s only to O!)ClI 1IIII{Or I hI." 1)(")(1 I'lli'_ f should not h{' lI'-Ocd willi IIJLtllv ClllllJ',ul l1~()!I)r'·, d " , j, ,n-~,r,_:-, ·,f

size I'hcrlJlal Overload ;lihl

L

••

,'\;

,

BI005612

Wiring must be such that full motor nameplate voltage plus or minus 10% is a~ailable al the m0101 lerminals during starring. (See Figure 9)

ro OU [SIDE AREA

WIRE SIZE (RUOOER COVERED) -- B. & S. GAUGE NO. ~IOlOr

II.P. 1/4 1/3 1/2 3/4 1 1-1/2 2 3 5 7-1/2 10 15 20 25

.\lax. Lenglh of line (Fl.) 150 100 70 50 50 50 70 70 100 150 150 150 150 150

Single Phase 2 or 3 Phase and DC !lOV 208V 220V 1I0V 1208V 220V 440V 550V 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 H lei 14 12 14 14 l-l Ui 14 14 10 14 14 14 14 12 14 14 12 12 8 14 14 14 14 10 10 10 6 14 12 12 6 6 6 1'1 2 l-l 14 8 00 4 4 4 8 12 12 6 0000 2 2 2 6 10 10 4 4 8 8 3 3 8 2 2 6

~~~

"'I.:

1

r , <L'1.., ~

g~~r'r

I

ro FLOOR •..•... WALL! DRAl:\

~./

I

!~,

I

I I

Figure 9

Figure 12

PIPI:\G. The main air line should nOI be smaller Ihan the compressor oudet size. For long lines Ihe sizes shown in Fig. 10 are recommended.

Lengths

,:'

---- -- - -- -- --- -- -- --

If the flywheel does not turn in the correct direccion air will be drawn across Ihe cylinder(s) inslead of being blown across (See Figure 5) thereby reducing cooling aClion and also will result in the c<:nrrifugal pressure release not working: properly on those compressors so equipped.

IJ.P.

V.~VE ~

For convenient draining of (he moisture condcnsact:: in the air receiver I this arrangeme~Hcan ~e used. For easy opcrati.ons loc.<ltc globe v a1 ~'e on wall at convenIent height and place end of dralIllinc Into floor Jraw or through wall (0 oUlside area. Once daily open globe valve until all water in tank is drained.

Wiring hook up musl be made so Ihal flywheel will (Urn as indicaled by arrow on flywheel. [his should always be clockwise when looking al end of compressor opposite to flywheel end.

All 1/3 and 1/2 3/4 and 1 All All 1-1/2 ~nd 2 Up to 200' 3 and 5 3 and 5 Over 200' 7-1/2 and 10 Up to 100'

GLOOE

II.P.

Lenglhs

Pipe Size

7-1/2 and 10 7-1/2 and 10 15 and 20 15 and 20 15 and 20 25 25

100' to 200' Over 200' Up 10 100' 100' to 200' Over 200' Up 10 200' Over 200'

1" 1-1/4" 1" 1-1/4" 1-1/2" 1-1/4" 1-1/2"

Pipe Size 1/4" 1/2" 3/4" 3/4"

I

AU [O~IATIC UNLOADER. (See "OPEHA rIO"," for funller discussion) rhc valve mechanism is attached to the compressor h(:ad (s<:c compressor Parts List}. The unloader pilot should be instalkd in the air f(:ceivcf. or in direct communication therewith, but must noc be installed in the line from the compressor [0 the air reccivcr. rhePJot should be: as close as possible [0 the compressor. If the air n:cciv'cr is loc::ued away from the compressor(s) install the pilot near lhe compressor and run a separate 1/4 inch pipe from the pilor inlet to the air f<:c<:iv<.:r (co not connect to bottom of air receiver).

If two compressors are to be operated by the same pilot tbe compressors should be adjacent 10 each olher and Ihe pilot installed bet"een them.

Write for special instructions if more than tWO compressors arc to be operated from Ihe same pilot.

Figure 10

COMPRESSOR. As the piston moves downward air entcrs rhe cylinder through the air strainer and intake valve while the exbaust val lie remains clos~d. When the piston moves upward the intake valve closes and air is expelled through the exhaust yalve into an air line or air re ceIvcr.

Install the main air line so that condensation will drain back into the tank. Install drain legs (Figure Il) in Ihose parts of Ihe main air line where dips are necessary to go around obstruclions. Oranch lines should be taken off the lOp of Ihe main line.

With a two stage compressor (he air is first compressed to an intermediate pressure in the first or larger low pressuie cy linJer th(:n exhausted into a connecting cube called an intercooler. From the inccrcooler, the intermediate pressure air enters a small cylinder, is boosted to a higher pressure and delivered to a storage tank or the main air line.

1" 3/4"

w

PRESSLRE SWITCH. A pneumatically operated electric switch for sta((ing and stopping the electric motor ac predetermined minimum and maxi .. mum air pressures. (See Figure 13)

B

F igllrc 13

BI005612 -j-

When maximum pressure in the air receiver is reached (A), air pressure on a diaphragm (8) actuates a switch, breaking the circuit and stopping e motor. When pressure drops to a minimum serring, the circuit is )sed again, the mocor starts and operates the compressor until maxi4~·h.l.m pressure is reached.

InformJ.tion on how to adjust the pressure switch is supplied with the swi tch, however DO :\01' adjust the switch to increase the cut-out pressure above the p~ct at the factory as this will overload the elecU'IC moto:,. l'-,~,r best

[urers

service for pressure switches contact nearest switch rnanufacor authorized service s[ation for repair or replacement.

AU rO~IATIC L;\iLOAUER. Compressors so equipped can run constantly and maintain air pressure within set limits. The compressor load can be removed manually during starring.

The automatic unloaJer is used when frequent starts and stops arc im· practlcill (as with an cngine Of power take-off drive) or whcn air receiver capacity is so small (as with portable compressors) the electric motor would have CO start too frequently.

The au(oTll<.J.tic ulIloadcr (F'igure 16) consists of a pilar (A), installed in the air receiver (sec "I;\iSTALLATlO:O<"). and a valve mechanism (B) aUdchcJ to the compressor head above the intake valve(s).

br~l.nch

When maximum pressure in the air receiver is reached, tbe valve in the

Pl{LSSll{l I,ELIE!' VALVE. On outfits so equipped this valve is 10l".1tcli on the siJe of the pressure switch and works in direct conjune[ion with it. It serves w bleed the air out of the aftercoolers when the compressor stops. 13y bleeding air OUt of the aftercooler the motor can start under little, if any, back pressure in the aftercooler. \lhen the motor is S[Oppot.:J air should LH': heard [0 bleed Qut of the release valve. \\hcn the compressor is runnins no air should bleed from the valve. See adjus[;J1el1( information in literature supplied with pressure switch.

pilot opens to let air travel through a small tube to the valve na:ehanism and holds open (h(: intake valve(s) on the compressor, allowing it to run

idle. \\bcn prcs~ure drops to a minimum settillg, the spring loaded piIO( automatically closes, air to the unloader escapes through a vent in (he pilot causing the intake val vc (0 resume normal opcration and (hc compressor to ag3 in compress air.

V,ILVE ,IIECl L\:\lS~l

Ci-::\mIFL'GAL Pl,ESSU!\E RELEASE (CPR). On compressors so equiPt)ed, this mechanism allows air moved by the pistons to escape uneil l!1C con~pressor rcac!1l:s a speed during starring at which the mowr is noe under (he high ini(~al load. At this speed the CPR closes and dlc air being comprt:sscJ is pumped into the air receiver. (Sec Fig. 1,0 \~l1t.:n lilt: ClHllprcssor slows Jov.'o (0 stOp, rotating the crankshaft more slowly, s,,:cl b.l.lls(A) mo\'c toward the cenrerwhcre they wedge against a calll surLl.cl: forcing the cam outward. Tbis opens a valve (£3) "bleedillg" ~lir fWIll lhe line connecting (0 the check valve. With air pressure blc~j (r()lll the Cl)JlipreSsor 'lnd .dter cooler, the compressor can start up frc(' ui kH,:k prl..'ssucl: umil it gets up speed. When normal speed is rCi.lcnt:J, b,dls movc out by t'cntrifugal force, releasing the cam, closing rile valve anJ air is ,lg,lin pumped into the air receiver.

Figure 16 Before starring compressor unscrew (turn couillcrclock\'.:ise) knurled nut until spring pressure on the valve disc is released. When compressur rc.lches opuaring speed tighten knurled nut (by hand). (Sec Figure 17) fo ch,1l1);c

prc~.,sure

ar which compressor acorn nur from top of pilar (hen turn pf(:~surc 'idjusting screw counterclockwise to dcccca~e pressure or clockwise to inu('asc pressure. CAUTION; Increasing prcssurc Ll.'yond factory setting can overload motor or cllgine. (Sec Fig. 18) ulllo~His, remove

Cl'i\ MljLSnIE\T. (See Figure 15) l{emove sealing wire which locks sl:.-.Li1~ "':,lj! (.\) (0 end pLit\:, (hen slip seal C~l.P back along the fc]t'aSc V,dVL ~U:-'~~L; so c!l,H !.Kk nu (13) is t:xI)l)sed. Loosen [Ube coupling r~llr \t.)

Si.~l;( cumpr<.:SSI.)f. V,itlJ COI;lpressor running turll valve assembly {Uj L\ ~ln(it air leaks uut, chen turn valve assemhly OCT until leakage stOps, plus ap?foxirn3u:ly 1/3 rurn more and tighten nuts Band C. H,epLln: seal cap (A).

~.:'

t r

I· :lj ,\L\(;NF riC t :[,<1.{ ),,\1 )1',1{.

SonH.' olilfj(~ ,HC (;1\111j'I;<-,1 v..ldl

~;~~~~--'l-"" '-l~~~-;~~l(-~,l l,y thc'iI<.:lioll of tile IJrc ...... llrl·

,I

",:fil'(;

'.'~;:'.,' .",

I:,

incorpoc<llC..:J wto rll<': !lrc'.sllrc swlu,:h.

The principle of operatlon of the fIl<1gnctic ullload<.:( is tile '><1,1.(,: <.I'> dlf.: automatic unloadt:r with the unloiH1cr pIlot. H\ywl.:vcr t!lt' ulJloadt.:r IJdul has been rl:pLH.:cd by a solenoid 0IK'rateJ valve in the pCl:ss:ur<.." switch.

Figure 15

n~e Y,,1-.·(..' ;;,;:;C:-',li1:S;ji<. ;~c;:i~uil cbi.. S.llllC.

BI005612 -5-

"-

A length of tubing comes from the air receiver and connec(s to the valve on the pressure switch. When the pressure in the air receiver reaches the cut out pressure it activates the pressure switch and instead of turning the motor off (£ allows the air from the air receiver [Q pass through tilt..' val YC '-lnJ operate the y£lIve mechanisms thus unloading the com~ pressor.

With a sli.sht change in wiring an outfit with a magnetic unloadcr can be changed to stan and stop operation. 1\ selector switch can be obtained that permits choice of stare and stop or constant running operation.

SAFEry V.\LVES. Saiety valves on air receiver arc set at (ile factory. co a pressure approximately 15 lbs. higher than the ratcd pr<:ssurc of the outfit to protect it against excessive pressure. :\.n improperly operating or It:i,lking valve should be repaired or rcplaccJ immcdiately.

CHECK VALVE. rhe check valv"e allows air to flow frollJ the c{)llJpressor afcercoolcr through the check valve toward the air receivt:f, but nor ro flow in (he opposite direction. This permits the CPR or pressur(: switch relc.:asc valve to exhaust the air from the afet:rcoolt:r when the compressor srops.

1{E\lOVE AND CLEAN A1l{ ST!{AINEI{ FELT

Figure 20

INSPi::CT /\11{ STRAINER WEEKLY. RE,IIOVE A!\D CLEAN.

'l:hen (he compressor is compressing aid Sec Figure 19) vah·e (U) is held down and off its seat. When compression is stopped spring (A) and air pressure iorces valve ([3) up and closed.

CIC,Ul fillS on cylinders, hcaJ~, int<.:rcooler~, aftcrcu0!us and any 0tlu::r parts of compressor or outfit that has collectcJ dust or dirt. A dcw cornpr('ssor runs cooler.

CIH:ck belt tension; should be tight enough to prey<.:m slippIng bu( ,\0 rIGIITER. ~IONrJiLY.

Change compressor crankcase oil. In extremely c1C;:ufi 0p(:r<J.til~g ( ..:.n,11.tions the oil need be changed only ar the end of 500 running hours (Jf at the end of 6 months, whichever occurs first.

00 weekly preventive maintenance operations.

Lis(Cf1 fur air leaks. Tighten leaking COrlnCCrl{)ilS. Check Lp unl;,: when compressor cuts in until it CU(~ out dt m~l.\:Llli;~jj: ~jr<.:s­ sure) once a month with the tank oudt:t valve SllU( \jff. if [he o;H:rating time becomes longer than normal, check incake for UU.'-,tLlCli"ll ,:., ck,::,:-icJ fiher, and inspect the compressor intake and C<!Ulist y'il\'cs. ((illlc from

Pn.:ssurc and speed shoulJ not cxc(:cd manufacw[US Li'-iilS. Scop, ii/uk and listen for any unusual noise vibration, belt ~lifiP~:'bc or ()(j;er jn,lifunction. Correct any trouble before it hJ.s a. chaLLc to (;c:n::lv[J it~~O sumcthlilg serious.

POI<TABLE OUTFiTS. Check bancry ,,"'dler le\'el u.nd ti:L:~.

uhric;l;.:

wLu:l Lx:,uings annu,dly. ;,: ••,:!i'_lfiZ',

1; e l f " ;)rc'~s\,r call be run for at ie-.Sf o;,c iL ~f

,L;ct up '(0 tlp<.:rating temperature) no ~pcciZ11 en,

;l,),'FKLY. ;", ,';;'';It'''::l ~)t. [,)

full i"')SlUIJIl. DO :\01" OVE(~FILL. O\'erfilling CllhCS

t::\.l.:cSStY~ I)it US,lSC.

St:c"LUB1UCArION" uJl\kr "[NST:\LLATIO.\".

DLlin .lir r('(Clver. Portablc air compressor outfits ,1Ild other cOillprcss,)r ~Y,_Hfi(s \\ \\It ~lnall air rCI...'l'iycrs, and s({1I1d,lrl! olltfits opcr.Hinf~ in hill\ "'\\,1\\1<'1'" .. h,'\lI,1 be drl-lil\cd dild\'. \ to"

\.. ' " I l , l \

\,d\,'

11\

i\l\\l~, '-'lll\'~d\ h'ld,h'l'

l·,dlln,~: '\1

1 1 11

'(·Il.ltr

lint--: Ill"

1,,\,(,1' hllll\"'d,',1t 1(,

11 lli'( Ill'cr-

1IIlIIH:dl;l1<,·l)'.

l:l...'.ll1 .lir str,tllier. Felt type str,lincrs should b,· washed in non eXph)M SIre ",hell(, alloweJ to dry, and reinstalled (DO NOT OIL). If using .1ir ~U;l .lry hold <It least 6 inches from strainer. ;\fetal screen type sU,lil1('rs shoLlJ be washed in non explosive solvcm, dricd, and dipped 10 l,)il before reinstalling. A dirty air strainer decreascs compressor efficiency and increases oil usage. ]n an exceptionally clean location the srr,1incr e l l ) he ,,:leaned less frc(jucndy. t,",)

be taken.

Wile.; a compressor or outfit is to bt: pUt in stora.:;;; 0r f'k'( L::,c-J [c,r a iad of more than 2 months, the regular lubricating oil :..:hould b-:: out and replaced with rust inhibitive oil. rile ,,'oilipressor should then be run long enough to let it reach it:; iwr~ 0PCLlliIl S lemperature. \lhilc it is running ailo\\' ;lhout OIiC uWI('t.:' of du.: ru..,l inhilJjtivc oil to be drawn into the air intake. Tlii~; proce. dure should protect the compressor for a period of one to two yca~$ depending on storage conditions.

111011

Store the compressor inside. If not practical make ~u:<: it is adu{u;.:..rd) covered for protection against the clements.

Outfits equipped with batteries should have the batt<:ri(:s rernov('J, qored

BI005612

-6inder blocks.

VES. CAUTION I Note carefully location of each valve assembly. .ilves arc not put back in proper position compressor will not opec· '~. Do no< replace valves upside down -- the pistons will strike them when iH cop deaJ center.

121 .""0 1206 CO~IPl(ESSOI{S. Intake valve assembly: strainer ~ll1J unscr<:\\" entire valve assembly.

Exhaust valve assembly:

remove air

Remove cap screws and caps from connecting rods. fo reinstall pistons and rods:

Install rods (without pistons) on crankshaft.

remove compressor cylinder head and un·

screw valve <1ssclllblvfroill lx){[om of the head.

H.cmovc each cylinder block wirh a hoist or lift wirhdraw~

iog it straight to <lyoiJ bending the connecting rods. Do not allow the pi~tons to fall against the crankcase. Note carefully the position of the cylinders dnd replace in their original position .

Install rings on pistons. Insert pistons through tOP of cylinders.

Push pistons through cylinder until piston pin hol<:5 are just <lCcessiblc at bottom and line up squarely.

Caution ... do not removc

or change Ih)sition ~f guide pins which control amount of valve lift.

120, 130, no, 225, 230, 2'5,330, 5i2, 1202 CO~lPI{ESSOI(S. Intake valve assembly: unscrew valve cap, life out valve spacer and valve assemhly. Replace in opposite sequence.

l"urn cran:"sk!.ft until piston pin bores of one pair of connecting rods arc in linc when held central over crankcase opening.

Suspend cylil1licr block and pistons over crankcase. Fit piston pins into pistons and connecting rods and insert snap rings. Slide cylinJer block down over pistons tapping with a III all <:t if 1l(:C(:S~ S.. lfY, kecping it straight, until seated on the crankcase.

Exhaust valve assembly: unscrew valve capteemove gasket and unscrew \'~llvc plug, lift out valve spacer and valve assembly. H.cplacc in oppositl,,? sequence.

When replacing valye ~lisc 1Il valH~ assembly, valve spring should also be rcplacnL Large enJ of ,"alve spring should be against valve Jisc.

In <..:<15C of broken vain.' disc or spring the valve scat should not be reuscd unless scat rinss ,IrC levclled by rubbing on fine sand paper (#400) hcl~l on smooth flat surfac('.

j\2,ii5 Co\IPIU-:SSOI{S.

1206 CO.\iPI{ESSOHS. l{crnove four cap screws and oil ring screw lfl efld plate:. Use Cdre not to bcnd oil ring when re:moying <:nd plate: and crankshaft. l{clIlo\"(: pistoll and cOIHH:cting rod up through top of compressor.

({('place III opposite se:qucnce.

PIS ro;-..J lUNGS. Install in locations shown in pans list supplic:d with <:.1cb compressor.

Remove ,H:orn llut.

l\ing~ 'with cxpandt.:r

should have: expander gaps opposite: ring gaps anJ ring g,lp resting on hump of expander.

l{C;llOVl: y,ll\'(;

caps dnd lift Dut valve assemblies.

di~,lsst'll1b!e the

vain: asscl1lblics) usc an Allen wrench. Do rH.\t cl.lmp (he.' valve SC'-ltS or guides in a vise. Hcmove the Cdp nut first, c!lco (he j,lm nut. In caSl: of a brokcll valve the valve seat should not be reused unless the SC,1t rings are levelled by rubbing on fine s<\ndp,ql('r (;;.100) 1H.:ld on a smooth flat surface. rio)

t'

~;O~ln~~ Inust be inst~dlcJ wid1

cuncave surfaces facing each oth-

us .....---....... .

-------

Ldye (',lpS Imlst EW( Ix' replaced without first loosening the allen se( scrc\\ S <lS ll1el1(i'..lned .1hi..wC Unless this is Jone the valve asscnlhi ics nJ,ly be distoned and rendered useless or may be loose and noisy.

ro rc.lss('lllhlt:. [{cplace tlll. valve assemhlies in their proper locations. (it-:!lu.:Jl (he Y,-lJVC c.\ps. rcpLlcc the:: ,1(..'\..)[n !luts.

R<:pL1CC alld

righten the alIen set screws and

PIS I"O\S i\"Ll CO"" EC rI:\G RODS. !(emove parts necessary to remove cylinder he'ld(s) and rcmon: cylinJ<:r head(s). l{cmoyc side plates on crall\.-C<-1SC on upright (not ··V" type) compressors. When installing llC\\ piSWllS ,1nd/or connect in:; r(,tis they should be aligned light tight. \\hcn rt:lllsLlllin s (he s,1ll](: pistons and rods be sure rod caps and pistons arc: as~cmbk-J and replace,! in samc positions as when remoyed being sure to co,1( cylinder walls, pist(Lls and pistOn rings with oil.

WLen rCl'l'l"-'lllg SIde plates un upright c\..llllpressors and cylinder block to ;.:rtlnh.;',.'~i..se l);l "V" (ype compressors bc sure to usc a small amount of oil pru"f sc<-dic~ c\..)lliIKlund such ~h neoprcne cement, pcrm<1tex or plastic k,hf ~l::d the [hrcdj~ uf the ('.ijl screws. ,

j

z;,", .~..::\), "::"::;,

.

~"')'

..::.)) , 12U2 C().\IPI{ESSOI{~,

120, 121, 130,220, 2\0, \\0, 432, 1202, 1206 C:O,\II'IU-:SSOJ<S. .lrl: lIl<lfked with <:idH.:r a • or a fhis marking should he up.

l{tilgs

r.

225, 2)'" }i2, ,.,\5 CO\IPI(ESSOI<S. Vented oil control rings sl:uuld be placed with beyeled side up.

Vented oil rings with no bevel and compression rings call go either way.

Cl\i\\I\.SIIAF r.

After tbe pistons) connecting rods and CPt{ are re1I\0ved, r<;l1ldV<: oil ring retaining scrcw(s). Lift oil ring(s) and mo\-'e ov<:r to rt.:st on crnnk pins. H.elllovc cap screws from the large crld plate, rllrn cr ..lnkshaf( so the keyway is at the baHom. rap the: cnd plate (flywhc<.:l end) out using a roJ on the inside. Remove the e:nd platc being carc:ful not to damage the Sh,lfp corner of the oil seal where applicable:. j{unovc thc crankshaft, prying against the rear counterweight if necessary. Lifr off the oil ring(s) as the crankshaft is withdrawn being careful not to bend or diswrt oil ring:(s) in any way.

When rcpl~lcing the enJ plate, a strip of thin metal with smoOlh e:dgc:s should be: lai~j oyer lhe ke:yway to avoiJ damage to the t.:dgc of the oil sc ..d v,'ht.:rc dpplic.lble. If the seal is damaged oil leakagt.: ',lrvulld rll{> cranksllaft will result. rlllg(s) JllUSt l)c replaced in the proper position in dlC drivlI\L.; on tJot: cr .. wkshaft, with the houom be:hind tbe retainilli) JUt; in thl' bottom of (he crankcase and with the rctaining screw rc:pl{Jced. l"lIC

\..)il

groove

Fdr

1206 COll1pressur s("e "Piston and Conncctil\~ l\ods"

secrion.

l{elllOVL Clip

:::~~~~--=::~:~ :;.,~Z\,~~~~:t,~~<; :-ud(s) push piSftlll(S) ,Uhf rnd(s) up thrl.)u;.;!1 <..'V~if~,:(':·

!\C,ts,:>cllll)lc a;ld

lk-;t.dl ill opposite sequence.

»0, .'-)L~ CO\1P!{ESSO!{S. lL.'!l1o\'c cap :,crews and caps from conn(:ctin~ rods.

i{CI'I1UVC

c!l(': four C''I', .sere\->' s

th,lt hold the end phte to tjie p,t..: . . sur(· r(:~

1t.:,lS(, hUllsing.

Low pressure pistl.ln alld fi..),l .He removed hy pushing up through top of 02\ tinder.

I'h..:: b,dl CUll, b,lll ca.;;c-, [).111 cup and· balls can no . . . Lic rc-nH)\'cd !J\ l~n~ screwing the rCl<linin;..:. bolt \\-'hich is screwed into [he: t.:nd 01 ti,l: C',l~ik­ sll<dt.

1I1;-:h ~,rCSSdrc piston alh~ rlhi ~lrc rCillo\'cd by pulling down and out throu;.:ll side- [l;,dL' ()pl'nin~ in crallkc,lsC.

ria.: lOll III rhc Sll,d l lhrlllli:h whidl the r('{,lillill,l; IHdl pd"""·'·"

In.<-.raU r~ngs on low pressure piston before placing piston and rod inCl.)

I'his,\SS(':llLly (';Ult;v IllrtlH.:r dlSlJldll[kd II)' rClllc>vlfJi', d;e C,lld!' :Jll;'

file: end pla(: is dl.S,I,... ·.;Cll!llkd by cOlllpktcly rCIIIOVlll!.; (he lockJlI!< ".( f("...; pulling the v,dvt.: levcr OIl the outside of the.' e.·lld I'ldlt: ;;'d. I ~lr.­ valve: lcv<.:r i~ rcached Ly re!llovillt!. the cover plate on the 1;'J[""(~(: I,: ~,·c; end pItHC. ~1fhl

cyiind<:r. ,11 high pressure piston and rod through side plate opening and up \ linJt.:r. Push roJ and plSCOO up until piston ring grooves arc above o'~l·cylindcr. lnst.:dl rin:;s ,UlJ pu~b piston down in place.

fo asscmble the CPR r<.:\'crsc the disassembly procedur(: [J<..'ing :<-.U[(.: [0 the insiJe of the ball cup asselllhly and slot t)f tbe.: kill ca~t" wlth thc same type oil .1S uscd in (h(.' crankcase. lic,n·y grease will retard the ;lCC:()!j (h;; C01,:"hlHIId 11tH usc,!.

CO,l{

i{eassemLle rod CiPS and scrc.:ws on connecting rods. !((·'~ld\'C the eli> screws ,1t [he b.1SC of c\l-

BI005612 -7U:\ LOADER VA L VE MECHANISMS

If noise is a '·squawk" noticeable when the flywheel is rocked by hand.

H.cmovc air tubes from unloader pilot to valve mechanisms.

and not present when the compressor is up tu speed, tiJi:-i is rir~b noise. '\\'hich is caused by tight piston rings. It usually JisappeLirs <lfter the compressor is well broken in and causes no harm.

Kemove plunger guide(s) and plunger(s) from on top of intake valve(s).

Remove operating fork and return spring from compressors where fork

and spring are not an imegral parr of valve assembly.

When fork and spring are part of valve assembly remove emire assembly.

Be sure all seatin.g surfaces and sliding parts arc free of nicks, grooves and scratches.

Replace in opposite sequence making sure operating fork is located in holes opposite from each other in valve assembly, C~LOADEi{ PILO

r.

When working on the unloader pilar, cleanliness is vcry impurtanr. Nicks, scratches' or dirt on the ,,'alvc discs or valve sc;:ats w ill cause malfunctioning.

If the noise is a knock not caused by any of tbe abo . . e itcms. the truubk is possibly worn bearings. Worn main bearings can usu<dly :)e detected by lifting on the flywheel. Worn connecting rod or wrisl pin bearings can be J,·tccted by removing a valve and watching the piston while the flywheel is rocked by hand. Excessive Dearing pby will be notcJ If the flywheel can be moved without piston movement at Illids{foke.

OIL PU\IPING AND EXCESSIVE CARBO;'; F01Lll'\Tl():\

Overfilling of crankcase or inferior or wrong type oil. .- Fill to fJrOP\:f leveL See "LUI3RICAflON" under "1:\STALLATlO:\".

Cloggcd air filter, obstructed or undersized intclkc piping. -- CI<:afi air filler, see "INSTALLATION" section for proper ~izc of H:n;dtc intake piping.

Worn piston rings. -- H.eplace.

OVERHEAriNG

Scored cylinder walls. -- Hone [0 standarJ overSIze:.

Clogged air filter Or filter baffle out of place. - Kemove and clean, re[ocate baffle. See "PREVENTIVE MAINTENANCE".

Ovcrheating. -- See "OVERHEATING",

lnsufficicm circulation of air, outfit too close (0 waH, wrong direction of rotation. -- See "INSTALLArION".

Dire accumulation on cylinJer(s), head(s), aftercooler. inncrcoolcr{s) .•Clean.

Improper leycl and grade oil in crankcase. - See section on lubrication under "I:\S fALLATlON" for proper level and grade of oil.

\' ALVE DISC BREAKAGE lJire)' intake air. air inlet.

_.. Clean strainer, reIocacc compressor or us<: fefl:U(C

Overload, requiring continuous high temperature opt:rcHion. -- Sl,ift SUI;l.::: of load [0 another compressor or get bigger olitfic Insufficient ventilation and air circulation. -- ~hlke SUiL' cor;q;icssur IS loc;1ced per instruction under 'IINSTALLATION".

Uroken yalye discs or springs. Loose valtc assemblies. 13adly worn or dan1<lged valve seaes. -- See section on "VALVE DISC I3REAKAGE",

Broken valve spring, -- Replace.

!{cmote air intake undersize or restricted. for proper size piping. Clean.

KcpL-1cel1lCIlt of valve disc wIthout reconditioning v~dvc ~(:J.t ... -- A faulty disc usually goes with a faulty seat. H.econJi~iur: or fl<i)lacl: y"dYe asscrnbly.

-. See "INSTALLATION"

Insufficient f1 o ff" time. -- Although compressor can run continually, for best results it should have 15 minuces floff" time out of each hour.

Additional compressor capac ity is recommended.

Carbon accumulation. -

Remove and clean.

Cnloadcr nm operating ..... See section on "UN LOADER p t .

CENTRIFUGAL PRESSlJl{E RELEASE (CPIZ)

Improper reassembly of valve assembly. -- Sec "VALVES" under "P:\I{ r5 REPLACDIENT",

If air bleeds au[ of CPR continuously whcn cOiLprcssor i~ stopped. rJ;1.; trouble is not in [he CPR, the chcck valve is leaking. - Ck;if1 cb(:c~ valve and polish valve anJ/or valve seal to remove nicks Of scr<::;~cL(;"s.

If above items do not disclose any trouble, make sure the l..:'omprcssor .lc£ually is oyerheating. In a room at 70° F a single stage compressor pumping 1SO Ibs. for one hour will teach a temperature of 350 0 to 400 0 F. on the air outlet of the cylinder head, and a two stage compressor pumping 175 Ibs, for one hour will reach 250 0 to 3000 F. A comprcssor located in a hot place will run hotter accordingly and should be moved (0 a cooler place if possible.

If air bleeds out of CPR continuously when comprc-:-;sor IS fu.nnifl.S. tiic

EXCESSIVE t'WISE

If air docs not bleed our of C~H. when corliplcssor ,st0pS, CPI, 1'-> Ot1( or

OutEr not sl,pportcd on all four feet; foundation not level. -- Shim fect if floor not l".:\·cl, tr)' to pUt on level foundation.

Loose flywheel or motor pulley. -- Tighten.

Carbon or otht:r foreign material on piston or head. - !{ClTIOV(: and clean.

See "OIL PUIPI:\G AND EXCESSIVE CAR130N FOIULHIO:\".

yah"c -- Tighten. Sec "VALVES" under "P.-\RfS I~EPL;\CE­ \IE:\1'''.

L00St.'

Inner cooler or aftcrcoolcr tubes OUt of place or not clamped securely. -Posirion properly and clamp tighdy.

Impro!,cr level and grade of oil in crankcase, -- See "LUI3lUCATION" under "1:\STALLATlON".

Excessive nh)(Or shaft end play. -- Take motor to manufacturers branch \'f ;Hl{h~',\:Cl1 ~cnil'c ~t,,\(i~H\ {llr rep'lir.

II lhl'~~ \'ld~ llUflll,S 1'itM((I\~ l.'h(.·i.:~ for I\~osc belts ...- Tight<.'n until 110 .. iq'l"',~(' l~ .1i'p,\rCIH (lhl ll~Ia«.'r). \\ tHe" SllUlhis like ...:h,Htcring in unloadcr compressor head is usu. . . ~1US('J by Jirt or scr.\tchcs on valve scat or valve disc in un loader pl1vt. -- R~m0ve pilot, clean and replace all defcctive parts.

~~)is<; ,'dl~'

~l)rm.11

suund amplified through floor outfit is mounted on, or carried through remote air intake pipe (when used). -- ~tOUJ1C on rubber as oUtlined in se('til)n on installation. Insulate imake pipe from walls and!O' ccilin,~; ;lod :)t(~(',S.

CPH. is out of adjustment or the CPR valve is held open by carb,;.: Or ocher foreign matter. -- Clean valve. See "CPR ADJLST\lrST" unJ('f "OPERATION". allju~tm(.'nt. clogged. or comprqssof is rorating

in \>;ror;,S {jircc[inn. ~- >or see tlCPH. ADJUS\'r~IE~T" under '·OPL.1c-\T 10.\", (~lt::aD CPl{. For incorrect compressor. rotation s<:c "\\-.'llU0."G" unJ{;[ "i.\STi\~~­ LATION". Compressor should rotatc coumcrc10cbvisc .... hen ~00kln..; c.l flywheel end of compressor.

adju~tmcnt

'~'hcrt a comprcssor scarts {he CPlt vah-T will J::O~ cli.E,(: \;t:'[;,l tilL CLl' pressor ~pccJ rcaches 250 r.p.m. With ::he: cell rCS~",f :~L-:[:!,~' n,olncntarily drops below 250 r.p.m. ((;):,11::p1(,.': c:;c t"i li;~ (he CPR Y<.11ve will "pop" which will rdlC:\({; till.: ll),d un ,-.'o.,;i ;;r . .· ssur ;]!~d ,lllow it to gain speed causing the CPR Ldve a,':;J.li; LO c:cJsc, 1£ [he CPR valve alternates opening and closing (ir "pops" (:<.1ch tiiTiC it of-JCns) while the compressor is running look for 21 s!ip?ing belt -- (:specially true with a slow speed compressor. A W:J.flI1 moror pull~y is indiearion of slipping belt.

WATER IN CllANKCASE \\-"atl'!' is sOllll:timcs accumulated in the crankcase of a 2 stage comprc:ssor ill hUlllid i.ltlilosphcrc. This Is watt:r which conJ<:!lses in the In~er­ cooler and is blown past the high pressure rings into the crankcase. and will occur only if the high pressure piston rings arc badly worn. ur fl:sted in the piston. This can be cured only by reconJitioning the c)" tinder and installing oversize pistons and rings. If compressor is iun infrequently and only for shorr periods of time it may be necessary to Insulate the intercooler to prevent condensation in it.

UNLOADER

BI005612 -8loader mechanisms for broken or ben, necessary.

.s.

--

Repair or replace as

·ot valve chatters (this chattering noise will seem to come from ressor head itself) check for dirt on screen in lower end of body. ~ dirt on valve disc or damaged valve seat, - Clean and repair as necessary.

If pressure drops rapidly when compressor is unloaded but no air is being used, inspect the plunger valve seats in the head mechanisms and the compressor exhaust valves for dirt, chips or damaged seats which could caUse leakage. -- Clean and repair as necessary.

Two stage compressors with unloader control will have a safety valve on the intercooler set SO to 55 lbs. The purpose of this safety valve is ra prevent the full tank pressure building up in the large low pressure cylinder. If this safety valve blows while the compressor is pumping, this indicates valve breakage in the high pressure intake or both the high pressure intake and H.P, exhaust valves. If the intercooler safety val ve pops while the compressor is idling, this may be due to (I) a leak through the high pressure intake valve unloader mechanism, (2) a leak through the high pressure exhaust valve, or (3) the low pressure intake valve not being held open by the unloader operating fork. Infrequent poping of the intercooler safety valve during the idling perIOd is not serious and IS difficult (0 p;cYcnt, since even a very small leak in the high pressure exhaust valve or intake valve unloader mechanism can cause rhis. ~~o rOR

\\ILL :-;01' START CmlpRESSOR

Comflressor starting against pressure -. not unloaded. Turn off power anJ turn flywheel by hand to detect air pressure in cylinder, -- Compressor roLuing in wrong direction ... see' 'WIRING" under "INSTALLArIO:-;". Centrifugal Pressure Release, Pressure Relief Valve, AutoIr.atic l'nloader working improperly, - see "OPERATION", l:llpropcr current supply. -- Have elccrrician check to sec if motor is gcccing full l1.:lmcplatc 'ioIragc. Voltdge should be within 10% of mowr nUf:lcplatc voltage. \1; iring

to motor not heavy enough. 'lO:\" for proper size.

.- See "WIRING" under fCINST AL-

,_"Her overload protection. - See "INSTALLATION",

Pressure switch and/or motor starter too small. -- Have electrician check to sec if switch and starter are correct size for motor being used.

See "WIRING" under "INSTALLATION",

Belts too tight. -- Loosen as necessary. See "INSTALLATION".

50 cycle motor running on 60 cycle. -- SO cycle motors usc latger pulley and will slow down and overload if used on 60 cycle currcllt, Compressor rotating in wrong direction making CPR inoperative. -... See "WIRING" ulld~r "INSTALLATION",

MOTOI{ OVERllEATIC':G beyond maximum temperature risc shown on motor nameplate.

Lack of lubricant in motor bearings. manufacturcrs recommendations.

-

Lubricate motor according to

Improper current supply. -- Voltage should be within 10% of motor nameplate voltage. Check electrical service, wire size, ctc.

Too large motor pulley. -- Replace with proper size pulley.

Comprt.:ssor flywheel and motor pulley sizes are such as to enable (he user to take full aJvanrage of (he maximum efficiency of the motor. The: outfits are designed so the amperage draw will be within the maximum specified by NEMA (National Electrical Manufacturers Associarion) when the outfit: (1) is operating at room temperature, approximatdy 70° F (2) has proper weight oil in the compressor crankcase (3) has proper belt tcnsion, (.1) is broken in, (5) is operating at specifie:d air pressure!, (6) is thoroughly warmed up, (7) is operating with voltage within 10;; of motor nameplate rating. Variations from the above will cause an amperage: pull in excc'Ss of that permirred by NE~A. To derermine maximum amperage allowed, multiply the amperage on the motor nameplate by the "Service Factor" specified by NE,~IA.

MISCELLA>JEOUS Fly .. hcel wobble. -- Tighten.

Excessive water in air receiver . •- This is the natural result of c.:orn" pressing air and is not due to faulty equipment. This condition can be helped by the usc of an automatic drain.

.

BI005612

Insert page 1-2 from file BI005612-00_2b.pdf here

BI005612

MAR ION I 5 I- M

ELECTRICAL MAINTENANCE CARE OF D.C. MOTORS AND GENERATORS

One of the most essent~al points to watch regarding the care of the electrical equipment expecially D.C-. equipment, is absolute clean1 iness.

Too much emphasis cannot be given to pointing out the necessity of keeping the motors and generators clean and free from dirt, oil 0 r g rea s e .

There are a few troubles common to both motors and generators which the operator should be able to recognize the remedy.Normal Iy the D.C. motors and generators give very 1 ittle trouble, but there are ti~es when something happens ~at can be taken care of quickly by anyone.

The more serious trouble should be handled by a competent electrician.

If the commutation is bad and cannot be corrected by simple remedies, the electrical equipment manufacturer should be consulted.

BRUSHES

If there is an excessive amount of arcing between the brushes and commutator whi Ie the shove l i s opera t i ng unde r no rma I loads and speeds, the brushes shou I d be inspected and checked for the following: a.

See that holders.

b.

Make certain the contact surfaces of the brushes are clean and the brushes are making full contact on the commutator.

NOTE:

they

are

not

sticking in

the

Th i s can be determi ned by remov i ng brush and looking at the brush surface. Where the brush has been rubbing, the surface is smooth and pol ished.

Any portion which is not contact with the commutator wi II have a dark, rough appearance.

Excessive arcing may also be caused by loose brushholder studs which wi 11 throw the brushes out of I ine.

This causes the brushes to ride on the heel or toe~thus moving them out of the normal commutating plane,which usually results in considerable sparking.This can be corrected by tightening the brusholder in its correct pos i t ion.

"'" ~

Page 2 Section 7

>'.'

.~

BI005612

------------------------------MAR I ON 15 1- M

BRUSHES (continued)

The brushholder yoke set screw may become loosened, permitting the brush yoke to rotatE and to shift all the brushes. When brushes are moved out of their normal position, they wi 11 arc badly.

The slmple correction, of course, is to move the brushholder back into position.

The spring'pressure should be even on all brushes.

The exact amount of brush pressure vaires with different types of units so the factory should be called upon to give definit3 information on the brush pressure required for a given unit.

If the brush springs are set originally at a certain point, it is reasonably certain that this is the correct pressure and the brush pressure should always be kept at this point when instal I ing a new brush.

The initial brush pressure should be the same for all brushes on a given generator or motor.

Al I brushes should be inspected regularly and when a brush has been worn almost to the point where it is no longer possible to obtain a good contact, it should be replaced with new ones.

Care should be exercised to avoid allowing the brush to wear too far as it may result in improper brush pressure, thereby causing severe arcing. Sometimes too much brush wear may even cut the commutator dueto the fact that the pig tail may wear into the commutator proper.

The brush springs should also be inspected to make certain they have not come out of their proper slots.

When fairly long brushes are used, it is good practice to increase spring tension after the brushes are partially worn to make up for the loss in brush pressure.

In replacing the brushes, use the same type 0': brush as originally furnished with the motor or generator.

Serious trouble can result by using the inco'rrect brush.

If the commutation or arcing is bad and cannot be corrected,a change in brushes sometimes improves conditions. However, before making such a change,the manufacturer should be consulted.

Brushes should be installed as follows:

a.

' ' ',

"'-"

The brush should properly fit the holder or guide so that it wi II work up and down freely in the holder.

Page 3 Section 7

BI005612

MA RIO N I 5 J- M

• BRUSHES

(con t i nued )

b.

The brush shc1uld be ground in with 2/0 or the co n t act sur fa ce conforms to the contour of the commutator.

This can be done as fol lows:

3/ 0 san dpap e run til

After placing the brush in the holder, release the spring and insert a piece of No. 2/0 or 3/0 sandpaper (rough-side to brush) between brush and commutator.

The sandpaper should be a I ittle wider than the brush.

With maximum spring pressure exerted on the brush,hold the sandpaper close to the commutator and draw it in the d i rection of rotation. Than 1 ift the brush,~ush the paper back and repeat the operation until the brush has been shaped to an even contact with the commutator.

Be sure to raise the brushes before moving the sandpaper back for the next stroke.

In removing the sandpaper from the commutator, do not raise the sandpaper as so doing will usually ruin the fit on the brush. Brushes should not be installed and al lowed to fit themselves by wear, as this method wi 11 usually cause sparking or scoring before the brush wears in. c.

After the brushes are sanded in, the armature, commutator, commutator risers and brush assemb 1 y shou 1d be thorough 1y cleaned wi th dry compressed ai r of all carbon and copper cuttings to prevent the possible groundingor short circuiting of theseparts.

Failure to do this has resulted in costly shutdowns due to damaged armatures.

d.

After grinding in the brushes, they should be run in under I ight loads for a whi Ie. This al lows the surface to set, or wear itself in better before heavy loads are put on. When the commutator has been used some time, it should present a chocolate brown color.

It is preferable to install a complete set of brushes at a time rather than replace them singly.

Page 4 Section 7

BI005612

MAR ION 15 1- M

COMMUTATORS

.'

i

It is impor 1:ant that the electrician inspect the commutar~r surfaces at frequent interval~ to make certain that surface faults are detected in the early stages of formation.Faults can be corrected at such times with 1 ittle ex~ pense of loss of time, but such surface faults as bar burning, high or low bars, high mica or flat spots rend to become more serious with time and often at an accelerating rate. Unless cor r e c ted when fir s t 0 bs e r ved, the y may ne cess itate a shutdown of appreciable duration and involve expensive repairs.

If excessive sparking orarcing has taken place for any length of time, the commutator wi I I become burned and blackened.

To smooth the commutator,use a very fine sandpaper, preferably 2/0 or 3/0, fold the paper around a wooden block shaped to the contour of the commutator, and hold it'against the commutator with the motor or generator running at no-load.

It is good practice when applying sandpaper to use a slow lateral movement of the sanding block to avoid diagonal scratches.

If the commutator is only 51 ightly blacked, it . is best to use a pieceof canvas wrapped around the block of wood instead of sandpaper.

The canvas leaves the surface clean and does not scratch the copper.

A good commutator surface must be highly polished and show a chocolate color. Undue amount of sandpapering destroys this pol ished surface and results in increased brush wear.

Sandpapering should be done as little as possible.

In many cases pol ishing the commutator with a canvas as mentioned above is sufficient to take care of the blackening of the commutato~.

One of the principal objections to the use of sandpaper for cleaning commutators is that it very rarely leaves the bars properly ground.

On an unslotted commutator, particularly where the mica is high, sandpaper has a tendency to flatten the center of the bars.

Should the commutator become badly pitted cr rough so that sandpaper or canvas cannot clean the commutator or take out the bad spots, it will be necessary to use a hand stone.

'- --.

Page 5 Section 7

BI005612

MARION 151-M $

COMMUTATORS

(continued)

. '

r

Sandpapering wi 11 remove some s 1 i ght blemishes but it cannot be depended upon to remove large flat spots.

Whi 1e it may appear to el iminate them, the affect IS merely to broaden out the spot so it is no longer apparent, due to the flexibil ity of the paper.

The use of a commu ta to r s tone is the refo re recommended in p reference to sandpaper where any amount of smoothing is to be done. The stone presents a rigid contact surface and can be more rigidly held in plate while grinding the commutator .

Although hand stoning will restore a true,cylindrical surface, it cannot be depended upon to el iminate eccentricity of the commutator or extremely bad.spots. ·Sometimes ec~entricity is in the commutator initially or it may be caused by the commutator changing shape with heat and age.

In cases where commutator eccentricity exists or there are extremely bad spots, the armature should be removed and the commutator turned or ground in a lathebysomeone fami I iar with this type of work.

After turning or grinding, the commutator mica should be undercut.

Some of the large commutators can be ground in the frame by a ski llful mechanic using the proper equipment.

This avo i ds the loss of time and the expense i nvo 1ved in removing a large armature.

The speed of commutation whi Ie grinding is important, therefore it is essential that this be handled by experienced men to prevent damaging the commutator by grinding at the wrong speed.

A good commutator will be within only .0005 to .001" out of round when checked witha dial indicator gauge.

After grinding or sanding the commutator, the unit should be brought to rest and all copper or carbon dust blown off with dry compressed air. Also, after grinding or sanding the commutator, the brushes should be run for a short time under a very 1 ight load. This will allow the brushes to get a fairly good seat before applying ful I load.

Whenever the commutator is sanded or stoned, perfect brush contact is destroyed.

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Page 6 Section 7

BI005612

MAR' ON ·151-M s

COMMUTATORS (continued)

LUBRICATION OF BEARINGS t

Emery paperor emery cloth should never be used on a commutat'Jr, especially when a current IS flowing. The reason for this is that emery is an electrical conductor and particlesare likely to become imbedded between the segments o"d cause short circuits.

If commutation is bad and cannot be corrected by simple remedies, the electrical equipment manufacturer should be consulted.

To properly"lubricate ball and roller bearing~ or any othe,- type of anti-friction bearings on electrical /~quipments for shovelsor dragl ines,. the following procedure has been establ ished as suitable for al I general conditions.

First of all, we want to caution against over greasing. Usually more damage can be done to a bearing from over greasing than from insuffic i en t g rea s e .

The rei s , o f co u r s e , a II hap py I t also medium" that must be establ ished. should be kept in mind that too much lubrication may resul t in electrical failures because of the grease accumulation on commutators or windings. When the equipment is .new all bearings should be lubricated according to the following chart for the first day of service and then every 250 hOurs of actual running time thereafter, unti.l a very small amount of grease appears at the shaft or it starts to come out at the bottom drain hole (plug removed) of the bearing housing. After the first day of service, greasing should be done with the equipment at operating temperature.

Shaft Diameter 111

1/2 oz.

2 11

2

2-1/2"

3 oz.

4-1/2 oz.

3 11 3-1/2'1 4 11

4-1/2"

5" 5-1/2"

6"

-

.

........

NOTE:

Amount Grease

oz.

6 oz.

8 oz.

10 oz.

12-1/2 oz.

15-1/2 oz.

18 oz.

Many small motors use sealed bearings that require no lubrication for two to three years .

The above lubricant should be added with the units at r"est and the drain pluq removed.After Page 7 Section 7

,_/

BI005612

MA RIO N I5 1- M

the lubricant has been added, the generator or motor should be run wi th the bottom plug removed for approximately one-half hour to make certain all excess grease flows out. Do not forget to replace the plug.

In most cases, the main hoist, crowd and swing motors have no plug to be removed, but surplus grease will blowout in a pocket beneath the bearing housing.

On vertical motors and some type of horizontal motors, plugs must be removed the same as for the generators.

As mentioned in the 250 hour interval procedure,the bottom plugs should always be removed before greasing to see that surplug grease escapes. Do not forget to replace the plug.

Approximately one every year, or after 7500 hours operating time, the bearing should be "purged" by pumping sufficient grease through the bearing while running,so new grease appears either at the shaft or at the bottom plug.

If the grease comes out along the shaft, it is very important that this be kept wiped off until new grease appears.Final ly clean off shaft thoroughly again after the machine has operated for 15 or 20 minutes.

The new grease should appear first at the bottom hole, but sometimes it comes out first along the shaft.

If possible, approximately once every two years the bearings should be disassembled and all old grease removed by a thorough cleaning with 1 ight lubricating oi I or petroleum solvent.

Each time the bottom plug is removed, a clean wire should be pushed into the hole to make ce r ta in the grease ha s not ha rdened to p lug the hole.

One measu ring tab 1espoonfu lis equa 1 to imately one ounce of grease. Use General Electric Company ball bearing grease #D6A2A3 for General Electric Company equipment. Use Westinghouse Electric Corporation grease #1449556 for Westinghouse Equipment.

CAUTION:

DO NOT MIX GREASES UNLESS THEY ARE OF THE SAME BASE AND WILL MIX. CHECK WITH GREASE MANUFACTURER IF THERE IS ANY QUESTION.

Page 8 Section 7

BI005612

MARION 151-M

"'--

WINTER SUGGESTIONS

if the machine is shut down In cold weather, long enougn to cool off, it is advisable to ru~ the hoist,swing and crowd motors, without diggin g , tow a rm them up, and est a b lis h 1ubr i ca t ion, before starting to dig. In extremely cold weather, the mo~or bearings may be warmed up with a radiant type heater.

As each set of motors is warmed up,they should be run 1 ight to maintain lubrication whi Ie the next set of motors is being warmed.

OIL STARTING SWI TCH

It is important that the starting switch levers be handled in a snappy and decisive manner. slow del iberate handl ing of levers will result in serious burning of the contact fingers and jaws necessitating shut downs for frequent renewal of these parts.

Burning may be el imina ted Ia r gel y by c los i ng and 0 pen i ng the s ta rting lever quickly as this cuts out the de~ structive arcs.

FEEDER CABLE

Where 2300 volt and above is used, a feeder cable that contains provision for a ground connection should be used. The power I ine end must be grounded (see paragraph on ground circuits) to a suitable permanent ground. The end at the shovel must be securely grounded through a bolted connection to the shovel frame. This will always p rov i de a ground for the shove I and electrical equipment.

Failure to do this endangers the I ife of workmen and equipment.

In making a temporary repair job on a feeder cable after spl icing the main and ground cenductors, proceed as outl ined below: I.

Clean and coat insulation and copper with a good grade of rubber cement.

2.

Allow cement to become tacky, then apply a goo~ grade of all rubber tape between the scargs until. the diameter over the spl ice is about the same as the former insulation.

Be sure· to apply the rubber tape very tightly to exclude all air pockets.

3.

Cover the rubber tape with two layers of 1/2 lap friction tape and then paintwith a good qual ity of waterproof paint.

4.

Remove cable from service and properly repair and vulcanize at the earl iest.opportunity.

-"

Page 9 Section?

"

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BI005612

MAR ION 15 I:"M I

POWER LINE GROUND ING

CIRCUIT

The importance 0'= ·having an adequate grounding system for the machine cannot beoveremphasized.

Without a good grc,unding system, it is possible to have dangerous~y high voltages between the machine and the ground. The portable cable and power I ines supplying a machine should have a ground wire of ample capacity running parallel to the main wi res over the enti re distance from the transformer to the machine.

A suitable grounding system should be used at the transfo rmer.

If a new power system is to be installed,or if changes are to be made in the present system the Marion Power Shovel Company, Inc. should be consulted so that they can assist the customer in working with the electrical manufacturer so that satisfactory grounding equipment will be obtained.

Page 10 Section 7

BI005612

-

MARION

WELDING INFORMATION

FOR MAINTENANCE OF MARION MACHINES

CI-792

JUNE

~

1966

MARION POWER SHOVEL COMPANY, INC. • MARION, OHIO, U. S. A. A SUBSIDIARY OF PITTSBURGH COKE & CHEMICAL COMPANY

BI005612

C1-792 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES The following information has been prepared to provide basic welding instructions for field repair of Marion welded assembl ies and reJated parts.

The kind of steel used in a weldment, casting or forging determines the type of weld rod and weJding procedure to be used.

The Jarger castings have the material symbol cast on the piece.

Large weldment components such as rotating frames, Jower frames, front ends, etc., effective June, J959, will have the material stamped on the individuaJ Weldment Inspection PJate. The materiaJ symboJ wi J J be shown on the inspection plate, opposite "Weld" (See Figure J).

M.P.S. Co. INSPECTION PART #

_

SERIAL #

_

MACHINING

_

3"

SUB-ASSY. ASSEMBLY

_

WELD

3" INSPECTION PLATE - Located on Larger Weldments Figure Material Identification - Marion Power Shovel Company Material Symbols and Major Component Parts The following information contains the various materials used in the major components. Refer to the inspection plate or the material symbol on a casting for specific material. Machines built prior to June 1959, will not have the material identification on the Inspection Plate.

-

1 -

BI005612

C1-792 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES Listed below are the types of steel used for the component parts of Marion machines.

-

TABLE 1 Component Part

Material - M.P.S. Symbol

Ba i 1

CB, CC-2A, CC-9, CH, F, FK, FT-l

Bucket, Dragl ine

(See Attachment #1 )

Boom

F, FK, FK-l, FT-l

Boom Foot

CA, CB, CC-9, CJ, CK, CN, F, AISI-4140

Crawler Axle

CB, CJ, CK, CL-5, F, FK, KO, SE

Crawler Frame

CB, CJ, F, FK, FT-l

Crawler Shoe

CC-2B, CC-IO, CC-12, CH, CK-2B, CL-2, AISI-4330, AISI-4340, AISI-8630

Crowd Handle

F, FK, FT-l

Dipper

CH, CHN, CJ, CL, CN, FCHN, FK, FT-l

Dipper Handle

F, FK, FT-l

Gantry

F, FK

Gantry Foot

CB, CN

Gear - Forged & Cast

CB, CC-2A, CC-6, CC-10,CC-ll, CFC, CK Series, AISI-4140

Gea r Fabr i cated

F & FK (Web), SE, AISI-4130, AISI-4140, CB, CC-2A, CC-9, CN (Rim & Hub)

House (Note 1, Page 6)

F

Ladder (Note 1, Page 6)

F

Lower Frame

CB, CC-2B, CC-6, CD, F, FK

-

2 -

-

BI005612

C1-792 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES Component Part

Material - M.P.S. Symbol

Machinery Frame

CB, CD, F, FK

Machinery Guard (Note 1, Page 6)

F

Walking Crank

CC-9, CK, Mod. CN, C-74 Al loy

Main Rotating Gear

CC-2A, CC-2B, CC-6, CC-IO, CD, CK, FT-l, AISI-1045

Ra ck i ng

CC-2B, CC-10, CC-ll, CH, CK-2, CL-2, FT-l, AISI-4328

Ra i I

CC- I, CC- 10, CC- I 1, CK- 2 & 3, FD, FE, AISI-4340

Sheet Metal (Note I, Page 6)

F

Tub

F

Upper Frame

CB, F, FK, FT-I

Walking Shoe

F, FK

Walkway (Note I, Page 6)

F

WELD ROD & PREHEAT RECOMMENDATIONS Listed below are the recommended types of electrodes and preheats for welding steels designated by Marion Power Shovel Company's symbol

- 3 -

BI005612

CI-792 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES TABLE 2 Sheets, Plates, Structural Shapes & Forgings Ma te ria I s M•Po S. Symbo I

Electrode AoWoS. Classification

Minimum Preheat - OF.

AISI-I04S

E-9018-01

SOO

AISI-4130

E-I0016-02

4S0

AISI-4140

E-l0016-02

-k600

AISI-4328

E-10016-02

SOO

CKF, CKF-I

E-10016-02

'k600

F, (Mild Steel)

70XX (Note 1, Page 6)

F-I

70XX

FCHN

E-309-IS (Note 2, Page 6) See General Notes

Room Temp. or 7S o Room Temp. or 7S o

E-FeMn-A (Note 2, Page 6 ) See General Notes FHL

E-9018-01

1000 up to 1-1/2", 150 0 over 1-1/2"

FK (Low AI loy)

70XX

Room Temp.; 200 0 for 2" and over

FK- I ( Low AI loy )

70XX

100 0 ; Over 1-1/2" thickness, 300 0

FR-4

E-ll018-G

3S0 0

FT-I (Low Alloy)

E-9018-01 for stress reI ieved welding

200 0 for 3-1/2" and over

E-Il018-G for as welded

200 0 for 3-1/2" and over

KM

E-IOOI6-02

'k600

KO

E-IOOI6-02

-;',6S0

KP-3

E-I0016-02

700

SE (Medium Carbon)

E-9016 (Mn-mo)

3S0

SE-3

E-9018-01

SOO

* Post Heat (See Sheet 8) - 4 -

BI005612

CI-792 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES Castings

-

Materials M.P.S. Symbol

Electrode A.W.S. CIass i fica t ion

Minimum Preheat - of.

AISI-4140-4330-4340

E-10016-D2

",600

AISI-8630

E-10016-D2

400

CA, CB (Med. Ca rbon )

E-7016, E-7018

200

CC- 1, CC-2A, CC-9 CC-IO

E-9018-DI

300

CC- 2B, CC-6

E-9018-DI

350

CC-7

E-9018-DI

400

CC- I I, CC-12

E-IOOI6-D2

300

CD, CD-I

E-9018-DI

200

CFC, CFC-I

E-IOOI6-D2

'''500 ; Over 211 thickness, 700 0

CFD

E-12015

350

CH (Hadfield Man. )

E-309-15 (Note 2,Pg. 6) E-FeMn-A (Note 2,Pg. 6)

See Gene ra I Notes See Gene ra I Notes

CHN

E-309-15 (Note 2,Pg. 6) E-FeMn-A (Note 2,Pg. 6)

See General Notes See General Notes

CJ

E-9018-DI

250

CK, CK-l, CK- 2, CK2B, CK-3

E-10016-D2

350

Cl, CK-4, CK- 5, CK- 6, CK-7

E-11018-G

400

CK-8

E-10016-D2

450

* Post Heat (See Sheet 8)

- 5 -

BI005612

CI-792 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES Castings Mater i a I s M.P.S Symbo I

Electrode A.W.S. CIass i fica t i on

Minimum Preheat - of.

CL- 2, CL-3

E-11018-G

400

CL-4, CL-5

E-9018-01

350

C-74 Alloy

E-11018-G

400

CN

E-7016, E-7018

75

SE-1045

E-9018-01

500

o

Rail Steel FE, FO

E-9018-01

NOTE I - Use E-6010 or E-6012 for non-structural parts only, such as sheet metal, guard rails, catwalks, house covering and stiffeners.

NOTE 2 - Can be used for welding manganese steel to carbon or Iow a I loy s tee I .

MATERIAL INFORMATION - GENERAL Rai I Steel - MPS Symbol FE, FO To repair areas of rail steel that have spal led off on the wearing surfaces, first remove all cracked edges by grinding.

Preheat - See Rail Steel Table #2. Sui Id-up or pad the area to within about 1/4 inch of the finish surface with E-7016 electrodes. Complete bui Id up with E-12016 electrodes and grind the weld to the desired contour. .

To repair cracks that are in areas other than the wearing surface of the rails, preheat and use E-9016 or E-9018 electrodes.

* Post Heat (See Sheet 8) - 6 -

----------------------------------~----,~_._._----------------

BI005612

CI-792

-

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES Austenitic Manganese Steel - MPS Symbol CH and FCHN When welding or flame cutting manganese steel the temperature 1/2 inch back from the edge of the joint should never exceed 500 0 F., otherwise an embrittled heat affected zone may result.

Interpass temperature between each bead or layer should not exceed 600 0 F. Normally, manganese is non-magnetic, but work hardened manganese may be sl ightly magnetic. Work hardened areas should be removed by grinding before welding.

Cast Iron Parts - Friction Housings Welding - Permanent repair by welding is not recommended on these parts. Temporary repair may be made by bronze welding or brazing.

Use general preheat. The entire part should be slowly preheated to a minimum of 400 0 F., heat maintained during welding, slowly cooled after welding.

-

When the appl ication does not permit brazing, the repair weld may be made using the electric arc process using nickel or nickel iron electrodes (such as " n i-rod " or "55"). General preheat applies.

WELDING INSTRUCTIONS Welding Rod Selection - Welding rod type shown by Table #2 is classified according to the American Welding Society standard system. Any reputable brand of electrodes conforming to the AWS type shown may be used. We recommend the "1 0w hydrogen lime ferritic " rod which is the AWS EXX15, 16 or 18 type for all repair work. These rods must be kept dry and used according to manufacturer's recommendation for best results. When possible electrodes should be baked in an oven for a period of I hour at 700 0 F., then placed in a holding oven at 350 0 F. until electrodes are fused.

- 7 -

BI005612

C1-792 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES

Preparation for Welding - Proper preparation is half the job.

Vee out defective material so that the repair weld will be as thick as original metal. Remove slag, rust, grease, paint, water, etc., from repair zone. A1 ign parts properly and brace, clamp or tack weld to maintain a1 ignment.

Figure 2

Figure 3

Crack completely removed. Wi 11 give satisfactory repair.

Crack not completely removed. Crack will reappear in repair weld.

Figure 3A

Whenever possible make center pass last as shown.

-

Preheatin Preheat area adjacent to weld to specified temperature, See Table #2). Preheat temperature should be increased 50° for material (at weld) 1-1/2 to 2-1/2 inches thick, and up to 100 0 for material 2-1/2 inches thick and over. Preheat must be maintained until weld is completed. Tempi l-Stiks (manufactured by Tempi1 Corporation, New York) are useful for temperature determination.

t

Post Heating - Heat area adjacent to weld 100 0 F. higher than preheat specified, (See Table #2). Maintain post heat for 1 hour plus 1/2 hour per each inch of the thickness. The cool ing rate must be control led so that the temperature drog is approximately 50 0 per hour until temperature reaches 250 F.

- 8 -

BI005612

CI - 792

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES

Order of Weldin~ - The order of welding should be such as to reduce warpage an to provide a favorable locked up or residual stress pattern. The use of block welding (short full size welds) is helpful in reducing war-page.

In many cases warpage can be eliminated by veeing out small areas and rewelding each area, continuing unti I the repair is completed. A favorable locked up or residual stress condition is obtained by making full depth welds at the section farthest from the neutral axis first and making welds closest to the neutral axis last. Fusion line cracks that persist \tJhen weldin~~ castings can be eliminated by first depositing a thin layer of I/'Ield metal on the surfaces to be welded and then completing the weld.

In box section members this means welding two diagonal corners first, the remaining corners second, top and bottom third and the sides last. This procedure produces residual compression at the extreme fibers where it is most beneficial.

2

-

3

Figure 4 Preferred sequence for blocking In butt joint in box section.

Peeninq - Peening may be used to reduce locked up stresses and to maintain original dimensions and al 19nment and to help prevent weld metal cracking in rigid sections. A blunt nosed tool should be used. The first or root and cover passes should not be peened. Avoid excessive peening in other passes.

Reinforcing - Extreme caution should be used in reinforcing weld repairs. Many repeat failures have been due to faulty reinforcing. The repair weld alone, if properly made, is sufficient to make the part as strong as it was originally. HOltvever, in cases where reinforcing is desired, the fol lowing should apply.

Patch plates should not be greater than three fourths the thickness of the part being reinforced. Reinforcing should extend beyond critical areas.

Ends of reinforcing plates should be tapered and rounded. Welds should extend completely around ends and should smooth out gradually to original structure.

Every effort should be made to el iminate stress concentrations, such as square ends, sharp break offs, exposed rough flame cut edges, etc.

- 9 -

BI005612

CI-792

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES Reinforcing (Continued) Figure 6

Figure 5 Alternate ~=:;:i::i:i:::i:i:L;;::;;:-==1~,F ish Tail

~L,:::,',',',',~::,]_! \

Reinforcing Plate Taper End - Recommended

---Il

Reinforcing Plate Square End - Not Recommended

Post Treatment - Where preheat has been employed or in cold weather the welding area must be slow cooled to normal temperature. This usually means additional general heating after the weld has been completed. All rough edges and welds should be smoothed up. Repair areas should be cleaned and repainted.

For additional material or welding information on a particular repair job, send all detai Is to Service Department, Marion Home Office.

-

10 -

-

----------------------------------------------------BI005612

ATTACHMENT #1 TO

CI-792 Sheet #1

WELDING INFORMATION FOR MAINTENANCE OF MARION DRAGLINE BUCKETS

Listed below are the types of steel used for the component parts of dragl ine buckets:

TABLE I

-

Bucket Component Part

Ma t e ria I - M. P • S. S 1m bo I

Anchor Bracket

FK

Angles

FT-l

Arch

FHL

Basket Plates

FHL

Cheek Casting

CL-4

Cheek Runner

FR-4

Corner Radius Casting

CK- 3

Liner Plates

FR-4

Lip Casting

CL-4 w/FT-l Closing Plates

Ribs

FHL

Runners

FR-4

Shrouds

CL-4

Tooth Point

CK- 2

Top Corner Casting

CK-3

Tooth Wedge

CK-3

Top Rail Casting

CK- 3

Trunnion

CL-4

Wear Shoes

CL-2

-

I1 -

BI005612

ATTACHMENT #1 TO CI-792 Sheet #2 WELDING INFORMATION FOR MAINTENANCE OF MARION DRAGLINE BUCKETS

Rigging Component Part

Material - MoP.S o Symbol

Bushings

S E- 3

Chain Links (Bui ld-up Not Recommended)

CO

Dump Block - Frame Sheave Retainers Socket Casting & Ball

F, FK CC-2B CK-8, KP-3

Equal izer Block - Frame Sheave Wear Blocks

F, CK-I CC- 2B CB

Pins (Build-up Not Recommended)

SW- Ca rbu r i zed KO-l-Ind. Hardened

Rigging Castings Misc.

CFD

Spreader Bar

CK-l, F

- l2 -

F

-

BI005612

---------------_..._---------------MARION 151-M

FIEL.D ERECTION 151-M

MANPOWER REQUIRED

Approximately 900 man hours and 70 hours mobile crane time required. Does not include haul ing time.

'Man hours and crane time predicted dn erection site adjacent to railroad siding with +40 o F. and clear weather.

EQUIPMENT REQUIRED

2 - Mobrle cranes

with 30 ton capacity each with not less than 40' boom at minimum radius or one (1) mobile crane with equivalent capacity and rating.

- 300 Amp. welder.

- Set acetylene torch.

2 - 50 ton hydraulic jacks.

2 -

3 ton coffin hotsts.

4 - 5' to 6 1 crow bars.

4 - 1-1/8" X 20 1 slings.

4 - 5/8" X 20' slings.

2 - 1/2" X 10' chokers.

- Set 111 drive socket wrench with sockets.

- Air or electric surface grinder.

2 - 6 pound sledges.

30 to 40 cross ties 8" X 8" X 8 1 • 1 - Lot miscellaneous flat blocking and hard-

wood wedges.

FIELD

\

ASSEMBLY

1.

Clear and level an erection area approximateiy 150/ X 150 1 •

Page

J

Section 8

BI005612

MAR ION 15 J - M

2.

Place crawler frames with shoes attached in erection area to rear of lower frame with distance between center line of R.H. and L.H. rollers at 18 1 -0" and with frames opposite each other. The crawlers can then be rolled to align with lower frame for installation.

Approximate weight each crawler frame with shoes 46,000 lbs.

3.

Place lower frame on end on shallOtJ blocking in vertical position. Install center journal vertical propel shaft - high voltage col lector (assembled as a unit).

Machine may have oil type high voltage collector or may have dry type high voltage collector rings to be mounted between frames later.

Approximate weight of lower frame - 58,000 lbs. Center journal assembly - 4,000 lbs.

4.

Remove retainer plate at center journal end of third intermediate propel shaft.

Check mesh and alignment between bevel pinion on bottom of vertical shaft and bevel gear on 3rd intermediate propel shaft.

Check for bearing clearance on bearings for 3rd intermediate propel shaft.

Make certain all bearings for propel shafting in the lower frame can receive lubrication.

5.

Bolt oil pan in place.

6.

Position the lower frame in horizontal position on blocking to a height that will permit the crawler side frames to be placed under the lower frame.

Make certain all bolts are torqued tightly.

Install 4th intermediate propel shaft and hydraulic equipment.

7.

Remove shipping clamps from roller circle and recheck all swing gear bolts for tightness.

8.

Take slack out of crawler belt with hydraul ic jacks furnished on machine.

Page 2 Section 8

BI005612

MARION. 151-M . . ;

9.

Place rotating frame over center journal on lower frame. Lubricate center journal and center journal bushing in upper fra~: before assembly.

Use caution so as not to score or damage center journal or center journal bushing in rotating frame.

Approximate weight - 109,000 lbs.

10. Remove first intermediate propel shaft and install thrust washer, center journal nut and bevel propel gear. Adjust cente~ journal nut to 1/8 11 running clearance between nut and thrust washer.

11. Install nut on top of vertical propel shaft. Make certain running clearance on the vertical propel shaft exceeds the clearance between the thrust washer and nutof the center Journal so tipping loads wi 11 be taken on cente r j ourna 1 nut rathe r than sha ft nut.

12. Reinstall first intermediate propel shaft.

13. Install gantry.

The approximate weight is 8,300 lbs.

Install ballast and distribute evenly. The ballast furnished by purchaser shall weigh not less than 250 lbs. per cubi'c foot.

(Standard ballast is 50,000 lbs.

Check with Marion Power Shove 1 Company, Inc. eng i nee rs for any variation from standard).

14. Install the motor generator set and bolt in place.

Motor generator set and base approximate weight is 20,810 lbs.

15. Install R.H. and L.H. wing sections. Make certain all bolted joints between house sect ions a re we 11 cau 1ked to prevent 1eakage.

Approximate wei~ht L.H. section is 10,500 lbs., R.H. section is 10,500 lbs.

16. Install boom and suspension cables. Pin boom feet and lay boom out horizontally on cribbing. If machine is equipped with boom hoist, use boom hoist for raising boom.

If machine is not equipped with boom hoist, use mobile crane. Approximate weight (38 1 -0 boom) 48,000 lbs.

Page 3 Section 8

1 BI005612

---,,-----------1

1

1

MAR ION 151-M

1 1

17. Connect coupling halves between hoist motor and hoist motor extension shaft.

Make certain coupling halves are aligned and with runnirig clearance of 1/4" between driving and driven member.

18. Connect all air piping.

Adjust all clutches and brakes per l51-M Maintenance and Operations Manual 19. Lubricate machine thoroughly per Marion Power Shovel Company, Inc. specifications in the l51-M Maintenance and Operations Manua 1•

20. Complete wirihg, test and establish electrical values.'

Make certain all auxiliary rotating equipment is rotating the correct direction.

Make certain MG set rotates in correct direction and hoist, crowd and swing motor rotate in correct direction with respect to controller throw.

MG set must be checked for alignment and balance by vendor representative before testing. Testing and establ ishing electrical values accompl ished

by Marion Power Shovel Company, Inc. and vendor representatives.

21. Remove green horns from dipper handle and install handle in saddle blocks.

Thoroughly lubricate racks and pinions before installation.

Reinstall ~reen horns.

Approximate weight of dIpper handle (21 1 -0 effective length) 18,000 pounds, approximate dipper weight (Marion Power Shovel Company, Inc. manganese steel front 8 cu. yd. dipper with equalizer sheaves) 25,300 pounds.

1 1

1 1 1

1 1 1 1

1 1 1

1 1 1 1

1 1 1

1 1 1 1

1 1 1

22. Install hoist ropes and dipper trip rope.

23. Operate machinery unloaded and make all final adjustments, mechanically and e 1e c t r t ca 1 I Y• 24. Operate machine lightly during first 24 hours of operation. Make frequent checks of all bushings and bearings to make certain they are adequately lubricated.

Check gearing frequently for adequate 1ubr i cat ion ani correct operat i n9 pattern. ~. -'.-

.--'-

-_ _..

.~.

-

1 1 1

1 1 1

1

-'-'---

25. After 24 hours break in period, machine is ready for standard operation provided no previous difficulties have been en- . countered.

Page 4 Section 8

1

1

1

1

BI005612

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--

MARION

POWER

SHOVEL

COMPANY

•

MARION, OHIO,

U. S. A.

PAGE

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PAGES

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BI005612

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• CLUTCH (ATD. 221)

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QUAN. REQ.

PART NO.

NAME OF PART

288-4-16 288-1-4 230-2-3 288-11-1 266-3-8 230-9 254-10-1 230-20-3

SPECIAL DRIVING RING HUB & BACK PLATE AIR TUBE HOLDING PLATE CENTER PLATE PRESSURE PLATE CLUTCH HUB SHIM FRICTION DISC.(NoT SPLIT) AIR TUBE-1 SPUD- CONTINUOUS CLUTCH RELEASE SPR I NG ALLEN HD. CAP SCREW

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MARION i OHIO,

U. S. A. - - - - -