UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

AIR COMPRESSOR

Figure : Air compressor Outline. Structure and Performance of Compressor. 1. Main unit. This is a vertical 2-stage compressed water-cooling type compressor. It is design to match a normal pressure of 30 kg/cm. The features of this compressor are high-speed operation, simple structure, rigidity and good performance. For its structure, the upper part of a cylinder is a low-pressure area and its lower part is a high-pressure area. The stepped piston performs suction and delivery and compresses air by being moved vertically by means of a connecting rod.

UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

The air is compressed in the low-pressure area for the first time after having passed the air strainer and air inlet of the compressor. The compressed air is cooled while it is passing through an air cooler body and it enters in the highpressure area, separating drainage. The air recompressed in the high-pressure area is et to a specified pressure. However, it enters in the air cooler body once again due to a high temperature and is sent to an air receiver after its temperature has been lowered. Since heat generation is of a considerable amount due to compression, cylinder, cylinder cover and air cooler body are cooled by cooling water according to model. 2. Main accessories: Air inlet valve. This is for adjusting the air intake rate. If the compressor is operated with the air intake valve closed, the consumption rate of a lubrication oil will increase. Be sure to keep the air intake valve fully open at any time. Low-pressure suctions and delivery valve. For its structure, a suction valve seat is located at its lower part and a delivery valve seat at its upper part to unify suction and delivery. This is a feature of the Matsubara Compressor. Since valve area is widely allowed, it requires a less lift of the valve. Consequently, it endures high-speed rotations and does not lower its efficiency. Since the valve consists of an unified body, it can be easily removed for disassembly and repair. High-pressure suction and delivery valve. This high-pressure valve can be also easily removed for disassembly and repair. Depending on a compressor model, a suction valve and delivery valve are separated or unified as the low-pressure suction and delivery valve. 10

UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

High-pressure safety valve. This valve is attached to prevent a danger when a pressure becomes abnormally high. When the pressure increases within 10% of the normal pressure, it is actuated and discharges the compressed air into the atmosphere to prevent a pressure rise. Its working pressure can easily be controlled by means of an adjusting bolt. Air cooler. This air cooler is installed to cooled the high-temperature compressed air and to separate the drainage. Pressure gauge. A low pressure gauge is attached to check whether the valves are correctly actuated. Although it depends on a compressor model, it will indicate 4.5 7 kg/cm when the compressor is normally operated. Be sure to close a cock when operating the compressor. Open the cock only when checking an indicated pressure. Oil gauge. The lubrication oil in crankcase is scraped up by oil scraper at the lower part of the connecting rod to lubricate to cylinder (high pressure area), piston area, metal area, crank pin and main bearing. The oil mist fully filled in crankcase is lubricated to cylinder (low pressure area) and lowpressure valve area by oil pipe and oil consumption can be observed by this oil gauge from outside.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Atmospheric air in To air bottle

Figure: Compressing diagram

Precautions for Installation. Installation Site and Air Intake. Select a place with less dust and moisture for air intake. Install the unit at a place where it is light enough for the conveniences of inspection, disassembly and repair. Its foundation must be firm lest the unit should be vibrated. Cooling Water and Piping. If the compressor is operated without feeding cooling water, compressor overheats which may cause trouble as sticking. Provide piping so that the cooling water may be flow in from the lower part of the compressor and come out of its upper part. (Use pipes whose diameter is larger than the dimension below mentioned). When using the compressor at a cold district, drain the water in a jacket. Take note of a leakage from the piping.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Lubrication Oil. Since the compressor is delivered without its lubrication oil filled, be sure to supply it before operation. (Remove the cover of the crankcase and supply the oil up to the upper line of the oil gauge). Air Receiver and Piping. Mount the air receiver as close to the compressor as possible. Use pipes whose diameter is larger than the dimension below mentioned and joint them securely lest the air should leak. Do not bend the piping at an acute angle. Installation of Compressor with Clutch. When connecting a clutch, it is necessary to keep a clearance below mentioned between the clutch driving plate and driving inter plate with a clutch handle turned OFF. (A caution label is pasted to the driving plate of the clutch). If the compressor is installed without the clearance below mentioned, the clutch cannot be properly disengaged and it quickens the abrasion of a friction surface and causes its slippage. When the compressor is installed with the clearance mentioned, if the clutch handle is turned ON, flexible packing is formed like a wave. However, it must not be worried about as it has a sufficient elasticity. For vertical and horizontal centering, adjust a clutch disc and the driving plate so that they may be concentric. (A Direct-Coupling and Centering Procedure Manual is attached upon the delivery of the compressor).

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Precautions before and after Start-up Operation. Inspection. Viewing the whole unit thoroughly, check once again whether or not each part is properly tightened, whether or not the oil is sufficiently supplied and whether or not the cooling water is available at the outlet of the compressor. Manual Rotation. Rotating calmly and manually the clutch or a pulley, check whether or not there is any abnormality inside the compressor. When a considerable force is required in compressing, or when a honk-honk or pang-pang sound is heard in sucking, it indicates a desirable condition. However, when it is felt that something is hit, it indicates a failure. Disassemble and inspect the unit. After Start-up Operation. Let fall a few drops of oil from an oil supply cup located at the upper part of an air inlet port. (This procedure is required when there is not oil inside the cylinder after installation. It can be omitted when the unit has been always used). Although a rattling sound may be heard immediately after the oil is supplied, it will stop in a short time because it is cause by the irregular movement of the valve due to the oil. Check whether or not the cooling water flow is stopped and whether or not an atmospheric pressure is increased, opening the cock of the low-pressure gauge.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Operational Precautions. Air Tightness. Check whether or not the air leaks from air passage (piping, joints, valve sealing areas and so on), whether or not the water leaks from the cooling water passage, whether or not the cooling water is flowing (it can be checked due to coldness by touching its passage), or whether or not the oil leaks. Lubrication Oil. Although its amount cannot be accurately checked unless the unit is stopped, care should be fully taken on the consumption of the oil. Initially, check the consumption rate of the oil, stopping the unit after having operated it for 4 5 hours. Sound. If there is any abnormal sound, immediately stop the unit and check its cause because it indicates a serious accident. Safety Valve. Be sure to check once whether or not it is actuated at a specified pressure. Heat. Although the temperature of each part keeps on increasing for approximately 20 minutes after having started the operation of the unit, if it still keeps on increasing, it indicates an abnormality. Although the temperature of a compression area may exceeds 100C, 15

UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

depending on a model, if other parts are too hot to touch by hand, check its cause immediately because it indicates an abnormality. Also, pay attention to the heat generation of the clutch or pulley caused by slippage. Drainage. When the unit is operated for a long time, drainage will remains. Drain it by opening a drainage cock. It can be thoroughly drained due to the atmospheric pressure if the cock is opened during the operation of the unit.

Precautions for Stopping Operation. Before Stopping Operation. Let fall a few drops of the oil from the oil supply cup located at the upper part of the air inlet port. This procedure is necessary to prevent rust while the operation of the unit is stopped. Accordingly, if the unit is always used, it can be omitted. Lubrication Oil. Viewing the oil gauge, if the oil level is close to a bottom line, supply the oil. When this is done, it can be also supplied from a breather pipe by removing its cap. If the unit is operated for a long time, the oil is contaminated by the drainage or impurities. Replace the oil, depending on its condition.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Drainage. Drain by opening the drainage cock.

Cooling Water. Drain the water inside the compressor when the unit is not always used. This procedure is required to prevent the clogging of the water passage caused by precipitated fur or the rust caused by water leakage. Be sure to drain the water in order to prevent the damage of the unit caused by water freezing, when the unit is especially used in a cold district. External Inspection. Clean the dirt of water, oil and dust. It will prevent the unit from the suction of foreign substances and corrosion. Disassembly. Main Unit. 1. Remove the pipes. 2. Remove the air cooler. 3. Remove the cylinder cover and take out the low-pressure valve. When this is done, be sure to detach the packing without fail. 4. Remove the crankcase cover and unscrew the bolt of a crank pin metal. Make sure of the number of adjusting liners. 5. Detach the piston. (Using an I type bolt for detaching the piston).

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

6. Remove the high-pressure suction and delivery valve. (It is not required to be removed unless it must be disassembled). 7. Remove the cylinder. (The disassembly below mentioned can be carried out without removing the cylinder). 8. Remove the clutch. (or pulley or flexible coupling). 9. Undo the nut of the main bearing case (where the crankshaft is detached). Detach the crankshaft, lightly hitting a crankshaft end with a wooden hammer. Valve. Pull out the split pin of a clamping bolt. Apply a soft material such as a rag around the valve seat and hold it with a stock vice. Undo a nut and disassemble. Put air-tight and adjusting liners, springs and so on together lest they should be lost. Be careful not to damage the valve and its seat. Piston. 1. Remove a piston ring. When this is done, take note that too much opening may break it. 2. Pull out a piston pin. For a taper air tightness type, remove a set bolt first and then pull out the piston pin by means of a piston pin drawer. If the pin is stuck firmly, hit the bolt of the jig hard. For a straight type, remove piston pin stop rings on both ends and pull out the pin, hitting it (with soft material applied to the piston pin). Air Cooler. 1. Remove a drain separator located at the lower part. 2. Remove the pipes. 3. Remove the cover of the air cooler and take out the cooling pipe.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Assembly. Air Cooler. 1. Check the packing of a cooling pipe joint and replace it if it is defective. Paint the cooling pipe joint and insert it in the air cooler body. 2. Mount the air cooler cover. 3. Tighten a joint nut firmly. 4. Mount the drain separator. Piston. 1. Mount the connecting rod. Apply oil to the piston pin metal area of the connecting rod and insert in the piston. (for the taper air tightness type, the blind side of the piston pin should be on the left side with the timing mark of the connecting rod on this side, when this is done). For the taper air tightness type piston, insert the piston pin in the piston, paying attention to the notch of the set-bolt. After having inserted it, hit it hard and fix it with the set-bolt. For the straight type piston, insert the piston pin, hitting it lightly. When it is set to the center, set the piston pin stop ring. 2. Place the piston ring.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Valve. Assemble the valve in the opposite order of its disassembly. Care should be fully taken lest dust should enter, when this is done. Check a valve lift in accordance with the table below mentioned to make it doubly sure. For an ideal valve contact, it should not be separated when the valve is calmly and vertically set in a dry condition. Main Unit. 1. Set one main bearing case to the crankshaft. Put this assembly in the crankcase and set the crankshaft to the other main bearing case. When this is done, be

careful lest the air-tight oil seal of the main bearing case should be rolled in. If the oil seal is rolled in, it feels heavy when the unit is idled. 2. Mount the clutch (or pulley or flexible coupling). This is intended to facilitate the rotation of the crankshaft and the assembly. 3. Mount the cylinder. 4. Mount the high-pressure suction and delivery valve. 5. Attach the to which the connecting rod is mounted. When this is done, apply oil fully to the cylinder, crank pin and the surface of the piston. Set the piston ring at the right position and put the piston in the cylinder, hitting it lightly. If it is necessary to hit the piston hard to put it in the cylinder, it indicates that the piston ring is caught somewhere. Pull the piston out and check it. Forcing the piston in may break the piston ring. After having put the piston in, set the lower metal of the connecting rod. Then, set the crank pin metal bolt and liners and tighten firmly.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

After having tightened the nut, rotate the crankshaft and check whether or not it can be lightly done. Also, apply a long bar to the lower part of the connecting rod and check whether or not it can be moved to the right and left. If the numbers of liners is short, the crank pin will be over tightened by crank pin metal. Consequently, the crankshaft cannot be lightly rotated and the lower part of the connecting rod cannot be moved to the right and left. If the unit is operated when the number of the liners is short, the crank pin metal is easily stickled. 6. Mount the low-pressure valve. After having applied oil to the valve fully, place the cylinder cover. Move the piston and check whether or not the top of the piston comes into contact with the bottom of the low-pressure valve. When they come into contact with each other, increase the number of packing used for the lower part of the low-pressure valve. This clearance between the top of the piston and the bottom of the low-pressure valve (top clearance) should be 0.5 1 mm. If the clearance exceeds this range, the efficiency of the unit will be deteriorated. 7. Mount the crankcase cover. 8. Mount the air cooler. 9. Mount the pipes. Troubleshooting. In Case a Pressure Cannot Be Increased. 1. Leakage from the piping line. The air may leak from the piping, joints and air receiver more or less. Check a leak point with soap water and repair it. 2. Damage of the valve. The valve may be worn out due to a long time of operation, or it may catch dust, or it may be damaged by heating. If the pressure cannot be increase at all, it indicates the damage of the valve. In this case, disassemble and check 21

UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

immediately. If the pressure cannot be increase smoothly, it indicates that the valve seat is damaged by catching the dust, or that the valve contact is deteriorated by the deformation of the valve due to heating. In this case, check the following items, operating the unit. Closing the air inlet port with hand, if the air is returned in this sucking condition, the low-pressure suction valve is defective. If the low-pressure gauge indicates too high a value, the high-pressure suction valve and delivery valve are defective. The suction valve is mainly defective when the unit is in operation and the delivery valve is defective when the unit is not in operation. 3. The air inlet valve is closed. 4. Abrasion of the piston ring. When the unit is operated for a long time, the piston ring is worn out. Replace with new one. 5. Excess feeding of the lubrication oil. Excess feeding of the lubrication oil in crankcase brings excess scraping of the lubrication oil which may deteriorated the function of valve. Pay attention to a noise (lasting long) which can be heard in this case. 6. Insufficient tightening of the low-pressure valve seat. If the valve seat is not sufficiently tightened because the cylinder comes into contact with the cylinder cover, or because the O-ring of a connection pipe is obstructive, the compressed air may flow reversibly (through the clearance of the packing located at the upper part of the low-pressure valve seat) or it may flow away in the atmosphere. Through the clearance of the packing located at the lower part of the low-pressure valve seat. This can be found by covering the air inlet port with hand because the air is not sucked in. If the cylinder cover is removed, it can be confirmed that the valve does not come into firm contact with the packing. Increase the number of the packing on the upper part of the valve seat and tighten firmly. 22

UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

In Case There Is an Abnormal Sound. Since this indicates a serious accident, immediately stop the operation of the unit and check its cause: 1. In case the top of the piston comes into contact with the bottom of the lowpressure valve. 2. In case a clutch (pulley or flexible coupling) key is loosened. 3. In case a clearance is increased due to the abrasion of the piston pin metal. If an abnormal sound can be clearly heard, it indicates that the piston metal is considerably worn out. It can be found only by slowly moving the piston. In this case, since it is likely that the crank pin metal is worn out, remove the cylinder cover and check the movement of the piston. 4. In case a clearance is increased due to the abrasion of the crank pin metal. Remove the crank case cover. This is cause can be confirmed by slowly rotating the crankshaft and viewing the very part. If it cannot be still confirmed, move the connecting rod vertically, using a long bar. 5. In case there is no clearance in the high-pressure area. If a high-pressure clearance (clearance of a stepped area) is extremely small, the compressor hardly resisted when it is rotated by hand and it causes a sound when it is operated. Take put the packing between the cylinder and the crank case to increase the clearance in the high-pressure area. When this is done, since the top clearance (between the top of the piston and the bottom of the low-pressure valve) is also changed, increase the number of low-pressure valve packing (large) for adjustment.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

In Case the Unit is Overheated. 1. Although some parts of the unit, such as the compressed air outlet, high-pressure valves and air piping, may become too hot to touch by hand, it is not abnormal. 2. In case a V pulley is hot. It is because a belt slips. If it is a V belt, it smells of the burning rubber. 3. In case the clutch is hot. In case the compressor is in operation. The clutch slips. In case the compressor in not in operation. It is because heat is generated by the contact of the friction surface of the clutch due to a centering failure upon connecting the clutch. Center the clutch again. 4. In case the whole compressor is hot. In case the cooling water is insufficient. If the cooling water is not sufficient or does not exist at all, the compressor is overheated and it causes the sticking of the piston.

Stop the compressor immediately and check the amount of the cooling water. When the compressor is overheated due to the shortage of the cooling water, operate the unit after it has been completely cooled down. There was case reported that the cylinder had been cracked by flowing the cooling water to an overheated cylinder. In case the cooling water amount is proper. Heat is generated because the compressed air is not properly sent to the air receiver.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Check whether or not the compressed air passages, such as the high and low-pressure valves, non-return valve and so on, are clogged by carbon. Since the heat may be generated when the diameter of the pipe between the compressed air outlet and air receiver is too narrow, or when the nonreturn valve of the air receiver malfunctions, check also these points. In Case Clutch Slips. 1. In case of an overload. The clutch slips when a load is increased due to a compressors trouble. It is mainly caused by a reverse air flow due to the damage of a valve or by the sticking of the cylinder piston. Stop the operation of the compressor immediately and repair the unit. 2. In case the clutch handle has no play. If the friction surface of the clutch is worn out and the clutch handle has no play, the clutch becomes a semi-engaged condition and it slips. In this case, detach the whole clutch unit and remove the adjusting liners (1 sheet several sheets) placed between a spreader and a thrust bearing. If the adjusting liners are not used, cut off a spreader guide and a spreader holder by approximately 1 mm. After having taken this remedies, the clutch handle will have a play of approximately 0.5 0.8 mm with an angle of 5 10 when the clutch handle is turn ON. On the other hand, if there is too much a play, it may damage the thrust bearing or prevent the clutch from being smoothly disengaged. In that case, control with the adjusting liners. Since the compression force of a clutch spring is slightly decreased by these remedies, insert a washer of 1 2 mm in the clutch spring setting hole of the clutch driving plate to increase the compression force.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

3. In case the clutch slips despite that the clutch handle has a play. If the inner figure of a pressure plate and the outer figure of a driving plate boss area in contact with each other, or if a pressure plate spindle collar and the driving plate are in contact with each other, the clutch slips because its friction surface in not compressed. Cut the parts which are contacted. When the friction surfaces of the driving inter plate, driving plate and pressure plate are considerably worn out, the clutch slips even if the clutch handle is provided with a play because the compression force of he spring is insufficient. Replace the whole clutch unit immediately. 4. In case the compression force of the clutch spring is decreased. The clutch slips when the clutch spring is corroded, broken or permanently deformed. Replace with new one. In Case Clutch Cannot Be Disengaged. 1. In case the clutch cannot be disengaged even if the clutch handle is turned OFF. If the clearance between the driving plate and the driving inter plate is not properly kept upon installation, they cannot be properly disengaged. Reinstall the clutch. 2. In case the elasticity of flexible packing is decreased. The driving inter plate and the driving plate cannot be properly disengaged. Replace the flexible packing with a new one. 3. In case the clutch handle has too much a play. The pressure plate and the driving inter plate cannot be properly disengaged because the movement of the driving guide plate is too slight.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Automatic Air Feed Unit for Compressor with Air Clutch. This unit actuates the clutch mounted to the compressor by making use of an air pressure difference inside the air receiver and feeds the air automatically. For example, if the pressure inside the air receiver comes to 30 kg/cm, the clutch is turned OFF and the compressor is stopped and if the pressure comes to 20 kg/cm, the clutch is turned ON, the compressor is operated and the air is fed. This automatic air feed unit can be also manually operated ON and OFF.

Structures, Performances and Purposes of Parts. 1. Air filter (It is located at the lower [art of an automatic air exchange valve). This air filter is required to purify the air because the air clutch will have trouble if dust or drainage is contained in the air, which actuates the air clutch. Since the air filtered through very fines meshes made from a sintered alloy, it can be perfectly purified. Occasionally, open a drain plug to remove the drainage. 2. Automatic air exchange valve. This exchange valve is designed to be opened and closed due to the pressure difference of the compressed air. It sends the compressed air to the air clutch and a drain valve or discharges it. This valve contains 2 valve seats located in upper and lower part. When one of them is opened, the other one is closed.

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UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

Troubleshooting. 1. In case the ON and OFF performances are unstable. The ON and OFF working timing of the automatic air exchange valve may continuously change. This is, in most cases, caused by an air leakage from a location before the automatic air exchange valve. It is because the pressure of the

air receiver is different from the working pressure of the automatic air exchange valve. Check thoroughly the air passage from the air receiver to the automatic air exchange valve. 2. In case the clutch is not turned ON despite that the automatic air exchange valve is actuated. This is mainly caused by the twist of the clutch handle or its rust. Move the clutch handle several times and apply some oil to its fitting area to make its movement smooth. 3. In case the clutch slips. Since the transmission force of the clutch has been fully tested, the clutch never slips in a normal condition. However, it may slip when there is a trouble inside the compressor, or when the clutch is failed to be properly connected. Since heat is generated when the clutch slips, turn OFF the clutch and rotate the compressor manually. If the rotation is felt heavy it indicates a trouble inside the compressor. When the rotation is felt light, check the entering of the clutch. The centering may be deflected, or there may not be a sufficient clearance, which is required upon mounting the clutch, between the clutch driving plate and the driving inter plate. Since the friction surface of the clutch is made from a material with a high abrasion resistance, it is hardly roughened or damaged by heat generation due to a slight slip. When the heat is abnormally generated (to such an extent that the flexible packing is burned), although the friction surface is all right, the flexible 28

UNGKU OMAR POLYTECHNIC MARINE ENGINEERING DEPARTMENT

packing or the spring will be deformed by the heat. Disassemble and replace defective parts. 4. When the automatic air exchange valve is not actuated at all, or when air tightness cannot be maintained, disassemble the unit because it is most probably caused by dust caught inside. Pay special attention to the contact of the valve seat. Handling Precautions. Each part will be damaged if the working compressed air contains much of dust and moisture, therefore the piping to the automatic exchange valve shall be arranged from the lesser part of water contents in the air receiver so far as possible. Since the automatic air exchange valve is actuated very sensitively, the working pressure will be changed if there is a leakage on its way to the valve. Pay also adequate attention to this point.

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