Air Con 02 Over

LESSON
REPLACE COMPRESSOR INTERNAL

COMPONENTS
LECTURE
SUB-OBJECTIVE
At the end of the Lesson the Trainees will be able to:
Replace compressor internal components
1.0 INTRODUCTION
The compressor is the heart of the refrigeration system. It receives refrigerant vapor at low
pressure and low temperature from the evaporator, and delivers it at high pressure and high
temperature to the condenser. Almost all kinds of system malfunctions, if not corrected in time,
will eventually cause compressor failure. A defective hermetic compressor cannot be serviced
and has to be replaced. Semi hermetic and open-type compressors are serviceable and their
defective parts can be replaced.The service will be limited to frequently failing parts.
Semi-hermetic compressors are also called bolted or serviceable hermetic. They have from
two to eight cylinders and range in size from five to one hundred tons. The function of the
compressor is to compress refrigerant. The following components and actions provide
compression:
1. An electric-powered motor turns a crankshaft.
2. The crankshaft moves pistons up and down in cylinders.
3. The pistons compress refrigerant in the cylinder head.
4. The cylinder head directs the compressed vapor into the discharge manifold and to the
condenser. This module explains how to replace these basic components.
2.0 REPLACE COMPRESSOR
There are many reasons for compressor failures. Most of these reasons cause compressor
burnout. The main reason for compressor replacement is a burnout motor (shorted or
grounded motor). Overheating causes a motor burnout. Overheating causes the refrigerant to
break down, and the oil becomes acidic. Acidic oil separates the insulation from the motor
windings, causing a short circuit or ground. Acids and overheating also introduce
contaminants into the system. You must clean the refrigeration system to remove all acids and
contaminants before replacing the compressor. Otherwise, a repeat burnout will occur.
Many compressors fail because of these causes:
Slugging
Flooding
Flooded starts
Loss of lubrication
Contamination
Overheating
2.1 SLUGGING
ADVANCED COURSE
COMPRESSOR OVERHAULING
AIR CONDITIONING & REFRIGERATION

LESSON 2 PAGE 1
Slugging is defined as a short term returns of liquid refrigerant, oil, or both .to the compressor
cylinders instead of a superheated gas. If slugging occurs, it will occur at start-up or during a
rapid change in system operating conditions. It is indicated by a periodic "knocking" noise at
the compressor. This is due to the compressor trying to compress a liquid. Slugging could
result in damaged pistons, valves, and blown cylinder head or gasket. (See FIG. 2.1.)
Slugging is caused by: a. Liquid refrigerant in the evaporator during the off cycle b. TXV
hunting c. Oil trapping
FIG. 2.1 DAMAGE DUE TO SLUGGING
a. Liquid in the Evaporator Refrigerant can condense in any cold part of the system during the
off cycle. This could be the evaporator coil or water cooler. On the next start-up, this liquid
could return to the compressor as a slug. To minimize this condition, a "pump-down" control
system can be used. (See FIG.2.2). In this system, a solenoid valve is installed in the liquid
line. It stops the refrigerant flow to the evaporator when the thermostat is satisfied. The
compressor pumps down the system. A low-pressure switch stops the compressor. The
compressor restarts when the thermostat energizes the solenoid. Only vapor returns to the
compressor at start-up.
b .TXV hunting an oversized expansion valve can hunt badly under a light load. (See FIG.
2.3.) It causes a slug of liquid to return to the compressor. In general, it is better to undersize
rather than Over size the expansion valve.
2.2 FLOODING
is the continuous return of liquid refrigerant or liquid droplets to the compressor. It is normally
associated with improper refrigerant flow control. Flooding causes oil dilution. If flooding is
severe, it can damage the pistons, rings, and valves due to liquid pumping. Also, liquid
refrigerant washes the oil off the bearing surfaces.
AIR CONDITIONING & REFRIGERATIO

LESSONE 2 PAGE 2
ADVANCED COURSE
COMPRESSOR OVERHUALING
FIG. 2.3 TXV HUNTING FIG. 2.2 PUMP-DOWN CONTROL PREVENTS SLUGGING
2.2.1 Oil trapping

oil trapping occurs when the suction, gas does not have-enough velocity to return the oil to
the compressor. This can occur in the suction riser at 1 on FIG. 2.4. The oil settles in the
evaporator or in suction traps. This condition of low velocity occurs at low loads and/or if the
suction line is oversized. When the trap is full, oil is suddenly pushed to the compressor
causing a slug.
ADVANCED COURSE

LESSON 2 PAGE 3
FIG. 2.4 SUCTION PRESSURE AND LINE DESIGN AFFECT OIL RETURN
An oversized metering device or too low a superheat setting would allow more refrigerant to
flow to the low side of the system. The refrigerant may flow back to the compressor in a
saturated state with liquid droplets. This would gradually wash the oil off the lubricated
surfaces.
2.3 FLOODED STARTS
Flooded starts are a- result of the oil in the- crankcase absorbing refrigerant. Oil will absorb
refrigerant under most circumstances. The amount absorbed depends on the temperature of
the oil and the pressure in the crankcase. The lower the temperature and the higher the
pressure, the more refrigerant absorbed. This condition usually occurs during shutdown. On
start-up, the lubrication received by the bearing will at best be minimum. In addition to that, as
the crankcase pressure drops, the refrigerant will flash from a liquid to a gas causing foaming.
This can cause restriction in the oil passages. It can also cause enough oil and liquid mixture
to enter the cylinder, causing a hydraulic slug as previously described under slugging.
Damage from a flooded start may be immediate broken. Valves or blown gaskets. The failure
may come on gradually if:
There is a partial loss of lubrication for-some period of time after start-up.
A major portion of the oil is pumped out of the crankcase during a flooded start. In these
cases, compressor failure is due to the lack of lubrication.
Flooded starts can be reduced by using crankcase heaters. The heater should be energized
for 24 hours before starting a unit that has been off for a long time.
2.4 LOSS OF LUBRICATION
Lack of lubrication can result from just the absence of oil in 'the crankcase.
During normal operation, some oil will leave the crankcase of a reciprocating compressor. The
successful operation of the system requires that this oil returns at the same rate at which it
leaves the compressor.
Causes of oil leaving at an excessive rate are those usually associated with oil foaming.
These are:
Flooding
overcharge of oil
Use of non-approved oil
LESSONE 2 PAGE 4
ADVANCED COURSE
Reasons for oil not returning at a satisfactory rate are:

Low refrigerant velocity
Low load
Low suction pressure
Short cycling
Traps
Poor piping design
The results of lack of lubrication are overheating and scored bearing surfaces, usually uniform
throughout the compressor.
2.5 CONTAMINATION
Contamination is the presence of foreign. substances in the refrigeration system. These
substances (contaminants) may cause a chemical reaction or change the chemical
composition of materials within-the ,system. Contaminants include moisture,
air,non-condensables metal chips, brazing flux, product of a previous burnout, and other
substances' that might enter a system accidentally during installation or servicing.
Contaminants must be eliminated at the time of installation or at the time of service. This is
what to do: Air evacuate, moisture dehydrate, Chips and dirt - work carefully and use
strainers and filters, Acid - replace oil and the filter drier.
2.6 OVERHEATING
The reasons for overheating are mechanical (refrigeration) and electrical.
2.6.1 Mechanical (Refrigeration) Causes of Overheating
The first cause of overheating is the improper setting of controls.
These controls could be a TXV, AXV, evaporator pressure regulator, hot gas bypass, or
pressure control switches. High superheat is not only caused by improper control settings. It
could be caused by a piping problem or the suction line not having proper insulation. Hermetic
compressors are cooled by suction gas. The ability of the suction gas to cool the windings
depends on the gas flow and the temperature of the gas entering the compressor. High
compression ratios are also cause for overheating. Compression ratio is the ratio of the
discharge absolute pressure to the suction absolute pressure. High compression ratio is due
to low suction pressure, high head pressure, or a combination of both. High head is the more
likely cause of high compression ratios. Look for the following causes:
LOW SUCTION
PRESSURE
ADVANCED COURSE
HIGH HEAD
PRESSURE

LESSON 2 PAGE 5
1. Low Load
2. EvaporatorProblems
3. Operating Below
Design Conditions
1. Dirty Condenser
2. Too High Ambient
3. Condenser Fan
4. NonCondensables
High discharge temperature affects valves, pistons, and cylinder walls. Some contaminants
are formed within the system because of excessive heat. This causes a reaction between the
oil and the refrigerant. In some cases heat will break down the oil. This forms sludg and coats
internal surfaces with carbon. Copper plating is a result of a combination of contaminants, the
type of oil used, and high temperature. The gradual buildup of copper plating on bearing
surfaces reduces the clearances and results in increased friction. This, in turn, causes higher
temperatures and decreases the life of the compressor.
2.6.2 Electrical Causes of Overheating
In a three-phase compressor, motor failure can happen because of voltage and current
unbalance. Voltage Unbalance: The maximum allowable voltage unbalance for winding to
winding is 2%. If the voltage unbalance is more than 2%, the temperature rise, in percent,
generated at the windings would be equal to double the square of the voltage unbalance. (See
FIG. 2.5.)
For example, a voltage unbalance of 2% would cause an 80 increase in winding temperature;
a 3% voltage unbalance would cause an 18% increase; and at only 5% voltage unbalance, the
winding temperature would soar to 500 over normal. Current Unbalance: Voltage unbalance
causes a current unbalance, but a current unbalance does not mean that a voltage unbalance
necessarily exists. Take a three-phase situation where there is a loose terminal connection on
one leg or where there is a buildup of carbon on one set of contacts. This increases the
resistance (and reduces the current) on that leg. The result is current increase in the other leg.
Higher current causes more heat to be generated in the windings. Percent of current
unbalance allowed is 100. Single-phasing is a condition where one leg of a three-phase
system is not energized.
FIG. 2.5 VOLTAGE UNBALANCE AND TEMPERATURE INCREASE

LESSONE 2 PAGE 6
ADVANCED COURSE
This reacts much the same as the condition just described, but the end results of motor failure
may be more rapid. Another cause of overheating is from too high or too low an incoming
voltage condition. This is where the voltage is outside of the maximum-minimum limits set by
the manufacturer of the equipment. For a compressor with a single rating of 230 volts, the
operating limits are within 10% of 230 volts (207 to 253V). on a dual-rated voltage unit, such
as a 208/230 volt system, the operating parameters are within 10% below the 208 and 100
above the 230 nameplate voltage (187 to 253V). In a single-phase motor, faulty or improper
start gear causes overheating. It could be the start or run capacitors or any of the
contactor-relay devices used in conjunction with the start gear. Another cause of overheating
is rapid cycling. The start-stop cycling on controls and safety devices can result in shorted
motor windings. Each time the motor starts, the current draws locked rotor amps. It takes a few
minutes of running to get rid of the heat caused by locked rotor current. Frequent cycling
causes a buildup of heat because the heat from the previous start has not been removed.
3.0 DESCRIBE SYSTEM CLEANING AFTER A BURNOUT
Overheating causes the refrigerant to break down and, if moisture is present, forms
hydrochloric and hydrofluoric acids. Oil in this condition is said to be "acidic." The acid causes
insulation on motor windings to deteriorate and increases the motor temperature. Eventually,
the motor windings are short circuited and/or are grounded and burnout. There are two types
of burnout, mild and severe In a mild burnout the motor stops before the contaminants,
produced by the burnout, leave the compressor as shown in FIG. 2.6 In a severe burnout the
contaminants are pumped through the system before the motor stops, as shown in FIG. 2.7. In
this type of burnout, a large part of the winding is burned. If a system has a motor compressor
burnout, refrigerant should be removed (it can be reused) and the controls cleaned. Flush the
system with dry nitrogen using the setup shown in FIG. 2.8. If the system is not cleaned
properly, it will burn out again. Do not touch the oil from a burned-out motor compressor, as it
will cause a severe acid burn! A burned-out motor compressor has a very unpleasant odor. if
severe, the oil will be black and acidic with a very pungent odor. If mild, the oil will be clear, but
there will be a pungent odor and a mild acidic condition.
After replacing a motor compressor, install a suction line filterdrier and a liquid line
filter-drier.
FIG. 2.6 MILD BURNOUT CONTAMINANTS
ADVANCED COURSE

LESSON 2 PAGE 7
FIG. 2.7 SEVERE BURNOUT0 CONTAMINANTS
FIG. 2.8 NITROGEN CYLINDER SETUP FOR FLUSHING SYSTEMS
Note: For severe burnouts, both filter-driers should be the acid-core type. Triple evacuate and
recharge the system. Operate the unit, then remove an oil sample. Test the oil for acidity. If
acidic, change the oil and operate the unit again.
Operating the system and checking oil acidity is the most thorough method of cleanup. It
allows the refrigerant and oil to circulate and pick up contaminants, if any are still in the
system.
4.0 PARTS OF A SEMI-HERMETIC COMPRESSOR
4.1 Piston and Connecting Rod Assembly
FIG. 2.9 identifies the internal parts of a semi-hermetic-reciprocating compressor FIG. 2.10
shows details of a piston and connecting rod assembly. The assembly consists of the: Piston,
Piston rings, Connecting rod ,Piston pin

LESSONE 2 PAGE 8
ADVANCED COURSE
FIG. 2.9 INTERNAL PARTS OF A SEMI-HERMETIC COMPRESSO
4.1.1 Piston
The piston compresses vapor refrigerant, drawn from the low side, in a smaller area and
delivers it through the discharge valves, at a high pressure, to the high side. Pistons for small
size compressors are usually made of diecast aluminum, while the medium and large size are
usually,made of cast iron. FIG. 2.10 shows
FIG. 2.10 PISTONS AND CONNECTING ROD ASSEMBLY
4.1.2 Piston Rings

ADVANCED COURSE

LESSON 2 PAGE 9
Two types of piston rings are used. The upper rings are known as compression rings and the
lower ring is known as the oil ring. The function of the compression rings is to seal the
compression chamber and prevent downward gas leaks. The function of the oil ring is to limit
the flow of oil into the compression chamber Small size pistons are not equipped with piston
rings, only oil groves are cut in them. FIG. 2.11 shows these groves cut in a small piston.
Piston rings are usually made of cast iron.
FIG. 2.11 OIL GROVES CUT IN A SMALL PISTON
4.1.3 Connecting Rod

The connecting rod attaches the piston to the crankshaft. The lowerr end of the connecting
rod could be one unit or split, defending on the type of crankshaft used. The connecting rod
bearing must be fitted to a clearance of 0.001 inch. Therefore, tightening the cap screws of
this bearing to.The recommended torque is very critical.
Connecting rods are usually made of drop forged steel.
4.1.4 Piston Pin
The piston pin is used to connect the connecting rod to the piston. Piston pins are made of
hardened high carbon steel ground to size. They are hollow to reduce weight. Pins are free to
turn in both the connecting rod bushing and the piston bushing.
4.2 Valve Plate Assembly
FIG. 2.12 shows the valve plate with valves and gasket.
4.2.1 Valve Plate

LESSONE 2 PAGE 10
ADVANCED COURSE
There are a number of different valve plate and gasket arrangements used, even on the same
compressor. When replacing valve plates and gaskets, make sure to pick the correct
replacement. The valve plate supports valves and directs gas in and out of the cylinders.
FIG.s 2.13 shows the flow of gas through the valve plate. valve plates are usually made of
cast iron or hardened steel.
4.2.2 Valves
Compressor valves are usually carbon alloy steel. Heat treating gives the valves the
properties of spring steel. This allows grinding them to a perfectly flat surface. The intake
valve is kept in place by one of two ways. One way is by using small pins. The other way is by
the clamping action between the compressor head and valve plate. The exhaust valve can be
clamped the same way. Of the two valves, the intake valve gives the least amount of trouble.
This is because it is constantly lubricated by oil circulating with the cool refrigerant vapor.
Also, it operates at a relatively low temperature. The exhaust valve must be fitted with special
care. It operates at high temperatures. It must be leak proof against a relatively high-pressure
difference. The valves open about .010 inches. If the movement is more, a valve noise
develops. If the movement is too little, not enough vapors can move past the valve.
FIG. 2.12
VALVE PLATE AND GASKET
FIG. 2.13
GAS FLOW THROUGH VALVE PLATE
FIG. 2.14 shows two types of compressor valves in common use. These are: (1) Reed or
disc valves (2) Ring valves
ADVANCED COURSE

LESSON 2 PAGE 11
FIG. 2.14 TYPES OF COMPRESSOR VALVES
FIG. 2.15 shows another type of valve plate. A is the inlet port with an extension to prevent oil
from entering the intake. B is the exhaust port with a wire lock between the two exhaust
screws. C is the oil return to the crankcase. The valve disks or reeds are perfectly flat. A defect
of only .0001 inch will cause the valve to leak.
FIG. 2.15 VALVE PLATE
5.0 Crankshaft
The crankshaft changes the rotary motion of the motor to a reciprocating motion in the
compressor. Two types of crankshafts are in use:
crank-type crankshaft
eccentric-type crankshaft
Crankshafts are usually made of forged steel.
LESSONE 2 PAGE 12
ADVANCED COURSE
FIG. 2.16 shows a crank throw-type crankshaft. As the crankshaft revolves, the piston
reciprocates (moves up and down). The piston pin oscillates (swings back and forth) as it
reciprocates with the piston. The lower end of the connecting rod rotates with the
crankshaft.Some compressors use the eccentric-type crankshaft. The eccentric type shown in
FIG. 2.17 uses a straight shaft, with the eccentrics clamped onto the shaft. Sometimes the
eccentrics are part of the shaft.
The crankshaft's main bearings support the crank. They also carry any end load. The
crankshaft and connecting rod fit with great accuracy.
FIG. 2.16 CRANK-TYPE CRANKSHAFT
FIG. 2.17 ECCENTRIC-TYPE CRANKSHAFT
6.0 Lubrication System

ADVANCED COURSE

LESSON 2 PAGE 13
Lubrication is vital to the operation of reciprocating compressors. FIG. 2.18 shows two ways a
reciprocating compressor can be lubricated. FIG. A shows the splash lubrication system and
FIG. B shows the pressure lubrication system. A B
6.1 Splash System
In the splash system, the crankcase is filled with the correct oil up to the middle of the
crankshaft. The crank, equipped with dips, splashes the oil around the inside of the
compressor to the points that need lubricrion. The splash system is suitable for small size
compressors.
FIG. 2.18 COMPRESSOR LUBRICATION SYSTEMS
6.2 Pressure System

The pressure system uses a small oil pump to force oil through drilled passages in the
crankshaft and connecting rods to reach various bearings at high pressure. The pump is
located under the pump end cover and is driven by the crankshaft. FIG. 2.19 shows the oil
pump assembly, including the pump end bearing head.
1. PUMP END BEARING HEAD
2. DRIVE SEGMENT
3. OIL FEED GUIDE VANE
4. OIL FEED GUIDE VANE SPRING
5. COVER PLATE

LESSONE 2 PAGE 14
ADVANCED COURSE
FIG. 2.19 OIL PUMP

ASSEMBLY
7.0 MECHANICAL SEIZURE

A compressor is considered mechanically seized when it passes all electrical tests, but cannot
start when supplied with the correct voltage.
Lubrication failure is the major cause of compressor seizure. This could happen by:
A. Oil being trapped in the system
B. Flooded start due to the accumulation of refrigerant in the crankcase
If a seized hermetic compressor has no lubrication problems, then the cause of the seizure
can be a factory defect. Seizure can be the result of a burn-out.
8.0 NOISE
Excessive noise in a compressor generally indicates wear due to lack of lubrication. Noise can
be caused by the same conditions that lead to seizure. Rattling of the compressor on start-up,
sometimes called slugging, is caused by the accumulation of liquid refrigerant in the
compressor crankcase during the off cycle. The sudden reduction in crankcase pressure as
the compressor starts, causes the refrigerant oil mixture to foam. This foam, passing through
the valves, causes the rattle which continues until the refrigerant is distilled. Crankcase
heaters eliminate initial slugging. Bad or broken valves are also a source of compressor noise.
ADVANCED COURSE

LESSON 2 PAGE 15
9.0 VIBRATION
Compressor vibration is caused by loose or broken anchor bolts and springs. An over
tightened anchor bolt can transmit normal compressor vibration to the unit.
10.0 FAILURE TO PUMP
Failure to pump or poor pumping capacity is indicated by a high suction pressure and a
low discharge pressure. The discharge line temperature is much lower than normal.
Poor pumping capacity can be caused by a blown gasket or a broken or badly damaged
valve.
11.0 OVERHEATING
Hermetic compressor overheating can be caused by:
A. High compression ratio B. Overload C. High discharge pressure
D. Loss of lubrication E. Low refrigerant charge F. Low voltage
To protect against damage caused by overheating, hermetic compressors are equipped
with internal thermal protectors embedded in the motor windings. These protectors switch
off the compressor when the windings temperature exceeds a certain limit. Some
compressors are also equipped with a discharge gas thermostat. It shuts off the
compressor when the discharge gas temperature exceeds a certain limit.
12.0 REPLACE COMPRESSOR OIL PUMP.
PROCEDURE
1. Loosen and remove the cap screws holding the cover in place as shown in FIG. 2.22
2. Loosen and remove the Allen head set screws. They hold the oil pump drive segment to
the crankshaft as shown in FIG. 2.21
FIG. 2.20

LESSONE 2 PAGE 16
FIG. 2.21
ADVANCED COURSE
3. Remove the bolts which hold the bearing head to the crankcase. Tap lightly on the
bearing head to break the gasket seal. Remove the bearing head as shown in FIG. 2.22
4. Using a putty knife, clean the gasket material from the seating surface of the crankcase
as shown in FIG. 2.23 Remove any gasket material that may fall into the oil sump.
5. Moisten the new gasket surface with oil. Do not soak the gasket with oil. Make surethe
new gasket is the correct one. Reinstall the new gasket and bearing head as shown in
FIG. 2.24
FIG. 2.22
FIG. 2.24
FIG. 2.23
FIG. 2.25
6. Replace the bearing head bolts and torque to manufacturer's specifications as shown in
FIG. 2.25 (On Carrier 06D compressors, torque to 25-30 foot pounds).
7. Install the replacement oil pump drive segment as shown in FIG. 2.26
8. Replace the guide vane and spring. The guide vane is put in before the spring as
shown in FIG. 2.27
ADVANCED COURSE

LESSON 2 PAGE 17
EMBED PBrush
FIG. 2.26
FIG. 2.27
9. Moisten the coverplate gasket and install the gasket and coverplate as shown in FIG.
2.28 Torque bolts to specifications
.
FIG. 2.28 REPLACE COMPRESSOR VALVES AND VALVE PLATE.
PROCEDURE
13.0 REPLACE COMPRESSOR VALVES AND VALVE PLATE.

PROCEDURE
LESSONE 2 PAGE 18
ADVANCED COURSE
WARNING
IN SOME TYPES OF COMPRESSORS. CYLINDER HEADS ARE SPRING LOADED.
CYLINDER HEAD BOLTS SHOULD NOT BE REMOVED COMPLETELY UNTIL THE
SPRING TENSION IS RELEASED.
1. To remove the cylinder head, loosen and remove the cylinder head bolts. Insert a stud
into one of the bolt holes. This is done to prevent the head from falling off the compressor
as shown in FIG. 2.29
2. Insert a putty knife to break the gasket seal holding the cylinder head. If the head must
be tapped, as shown in FIG. 2.29, extreme care should be taken to prevent breaking the
dowel pins that position the suction valves and valve plate.
FIG. 2.29
3. Once the cylinder head is off, the valve plate is removed as follows: Remove one of the
valve stop cap screws. Swivel the valve stop to allow access to the hole from which the
cap screw was removed. Re-insert the cap screw and tighten to break the seal. Tightening
the valve stop cap screw lifts the valve plate from the compressor as shown in FIG. 2.30
4. All gasket material must be removed from the cylinder head, valve plate, if it is reused,
and the cylinder deck. Use a putty knife as shown in FIG. 2.31 Care should be taken not
to let any of the gasket material fall into the crankcase. Use clean rags or paper, towels
stuffed into the ports.
ADVANCED COURSE

LESSON 2 PAGE 19
FIG. 2.30
FIG. 2.31
5. Install replacement parts in this order: suction valve, valve plate gasket, valve plate,
and cylinder head gasket(FIG. 2.32). Care must be taken when selecting valve plate
replacement, as valve plates are different, even on the same compressor.
6. Before the cylinder head and gasket are installed, check the movement of the suction
valves with a pencil eraser as shown in FIG. 2.33 Valves should depress to the valve
stops without restriction.
7. Torque cylinder head bolts to specifications using the order shown in FIG. 2.34
FIG. 2.32

LESSONE 2 PAGE 20
FIG. 2.33
ADVANCED COURSE
FIG. 2.34
14.0 COMPRESSORS FIVE ASSEMBLIES

The compressor's internal components are made up of five basic assemblies:
(1)
cylinder head assembly,
(2)
piston assembly,
(3)
oil pump assembly,
(4)
motor assembly, and
(5)
crankshaft assembly. These components are shown in FIG. 2.35 We will look at
each of these assemblies in turn.
ADVANCED COURSE

LESSON 2 PAGE 21
FIG. 2.35 DISASSEMBLED COMPRESSOR COMPONEN

LESSONE 2 PAGE 22
ADVANCED COURSE
1 - Stator (Compressor
motor)
2 - Rotor (Compressor
motor)
3 - Motor Key
4 - Rotor Plate Washer
15 - Oil Sight Glass

Assembly
16- Oil Sight Glass O-Ring
Gasket
17 - Oil Sight Glass Screw
18 - Oil Sight Glass Lock
Washer
5 - Rotor Lock Washer 19 - Pipe Plug (Hex Head)
6 - Rotor Lock Boll
20 - Crankshaft
7 - Motor Lock Bushing 21 - Ring Spacer (when
required)
8 - Roll Pin
22 - Bearing Washer
9 - Acorn Nut and
23 - Connecting Rod
Gasket
and Piston Assembly
10 - Compressor
24- connecting rod and
Crankcase
cap assembly
11 - Bottom Cover
25 - Piston, Piston Pin
Plate
and Retaining Ring
Package
12 - Crankcase Oil
26 - Piston Rings (Oil and
Filter Screen
Compression)
13 - Pump End Bearing 27 - Terminal Plate Assembly
Head Assembly
14 - Motor End Cover 28 - Terminal Bolt Assembly
29 - Terminal Box
30-Terminal Box Mounting
Screw 4
31 - Suction Valve
32 - Valve Plate Assembly
(Includes discharge valves)
33 - Cylinder Head Gasket
34 - Cap Screw. Valve Stop
35 - Valve Stop Support
36 - Discharge Valve Stop
37 - discharge Valve
38- Cylinder Head (Capacity
control side bank
39 - Cylinder Head (Center
bank)
40 - Cylinder Head Bolt (8
per head)
41 - Capacity Control Valve
(Pressure type shown
14.1 CYLINDER HEAD ASSEMBLY

As shown in FIG. 2.36 the cylinder head assembly is made up of the following:
(1)
cylinder head (unloader head),
(2)
cylinder head gasket,
(3)
valve plate, and
(4)
valve plate gasket. The cylinder deck, onto which these four components are
bolted, is a part of the compressor housing.
The cylinder head assembly has three functions:
(1)
It directs refrigerant vapor from the suction line into the compression chamber.
(2)
It holds the vapor in the chamber until it is compressed by the piston.
(3)
It then directs the compressed vapor into the discharge manifold and the high
pressure side of the system. This process is shown in FIG.4.37
ADVANCED COURSE

LESSON 2 PAGE 23
FIG 2.36 CYLINDER HEAD ASSEMPLY
FIG 2.37 REFRIGERATION FLOW THROUGH CYLINDER HEAD
Most of the compressor's work takes place in the cylinder head assembly. Because of this
the heads, valve plates, gaskets, and valves are subject to higher heat and pressure than
the rest of the compressor. The high heat and pressure can warp or crack cylinder heads,
valve plates, and the cylinder deck. Stresses caused by slugging can also crack heads
and valve plates or damage valves and gaskets. High heat and pressure also cause
carbon and sludge buildup on the discharge valves, guides, and cylinder heads. This
causes leaking valves.
14.2 PISTON ASSEMBLY

As seen in FIG. 2.38 the piston assembly is comprised of the:
(1)
piston,
(2)
compression and oil rings,
LESSONE 2 PAGE 24
ADVANCED COURSE
(3)
piston pin and piston pin locks,
(4)
connecting rod and cap with the rod bolts and nuts, and
(5) connecting rod bearing.
The piston assembly translates the rotary motion of the crankshaft into the reciprocal (up
and-down) movement of the piston in the cylinder. The piston compresses the refrigerant
vapor, which has been directed into the compression chamber by the cylinder head and
valve plate assembly.
FIG. 2.38 PISTON SSEMBLY
Pistons are subject to damage from slugging, and to scoring, burning, and scuffing from oil
contamination and inadequate lubrication. Other common problems are cracked or
collapsed piston skirts, broken lands, and worn ring grooves. These problems are
illustrated in FIG.s 2.39 through 2.40 Rings are usually replaced during maintenance.
However, if low hour rings are to be used again, they should be checked for scoring and
scuffing, and for clogging of the oil control ring slots.
FIG. 2.39 SLUG-DAMAGED PISTON
ADVANCED COURSE

LESSON 2 PAGE 25
FIG. 2.40 BURNED PISTON
FIG. 2.41 CRACKED AND SCORED PISTONS
The piston pin and connecting rod small end are subject to wear from improper clearance
and inadequate lubrication. The worn wrist pin hole in the connecting rod in FIG. 2.42 is
the result of a failed discharge valve and inadequate lubrication. Connecting rods must be
checked for cracking, twisting, and bending, as shown in FIG.s 2.43 and 2.44 Connecting
rod large end bearings are subject to excessive and uneven wear.
FIG. 2.42 DAMAGED CONNECTING ROD
FIG. 2.43 TWISTED AND CANTED RODS

LESSONE 2 PAGE 26
FIG. 2.44 BEND ROD
ADVANCED COURSE
14.3 OIL PUMP ASSEMBLY

The oil pump assembly consists of the oil pump, oil regulator, oil pressure failure control,
oil strainers and suctions, oil screens, and oil passage (both drilled holes and piping).
These components are shown in FIG. 2.45 The oil pump assembly
lubricates the compressor by both splash and pressure lubrication. The oil pump in most
compressors, as shown in FIG. 2.46 is a simple vane and rotor mechanism
located in the pump-end main bearing housing. Oil is pumped through the drilled holes in
the crankshaft to bearings and journals. It is also splashed onto cylinder walls, pistons,
and connecting rods by the spinning movement of the crankshaft. This splashing creates a
fine oil mist which clings to the compressor's internal components.
FIG. 2.45 OIL PUMP ASSEMPLAY
1. P END BEARING HEAD

2. VE SEGMENT
3. FEED GUIDE VANE
4. GUIDE VANE SPRING
5. COVER PLATE
ADVANCED COURSE

LESSON 2 PAGE 27
FIG. 2.46 OIL PUMP ASSEMPLAY
The oil pump assembly and lubrication system components are subject to many problems.
Among these are oil contamination, flooding, slugging, oil migration, oil passage plugging,
foaming, wax formation, copper plating, and carbon deposits. Other compressor problems
caused by inadequate lubrication include piston scuffing and burning, cylinder wall
scoring, bearing failure, and compressor overheating.
14.4 MOTOR ASSEMBLY
The motor assembly is composed of the stator, rotor, and terminal plate, as shown in
FIG. 2.47
The compressor motor converts electric power into the rotary or circular motion of the
rotor. The spinning rotor turns the crankshaft assembly.
The motor assembly is subject to overheating, burned windings, nicks, and burrs on the
rotor that can hang up on the stator, peeling lamination, electrical shorts, and faulty wiring.

LESSONE 2 PAGE 28
ADVANCED COURSE
FIG. 2.47 REMOVING ROTOR
14.5 CRANKSHAFT ASSEMBLY

The crankshaft assembly is made up of the crankshaft, pump-end, and motor-end main
bearings. See FIG. 2.48
FIG. 2.48 CRANKSHAFT ASSEMBLY
The crankshaft, together with the connecting rods, changes the rotary motion of the
electric motor into the reciprocating motion of the pistons. The crankshaft is subject to
cracking, warping, scoring, plugging of its drilled oil holes, copper plating, and uneven
journal and main bearing wear. An example of a badly scored connecting rod journal
caused by oil hole plugging is shown in FIG. 2.49
FIG. 2.49 DAMAGED CRANKSHAFT
15.0 MEASURING INTERNAL MECHANICAL COMPONENTS

In this section we will look at the internal components which must be checked and
measured to insure they are within the manufacturer's wear limits.
ADVANCED COURSE

LESSON 2 PAGE 29
15.1 VALVES
Suction and discharge valves are measured with an outside micrometer, as shown in FIG.
2.50 To measure the diameter of a suction valve, place the valve between the end of the
spindle and the anvil, as shown in FIG.2.50 Turn the thimble gently tomove the end of the
spindle toward the valve. The valve should be touched lightly on one side by the anvil and
on the other side by the end of the spindle. Never turn the spindle tight against anything.
This will ruin the micrometer. Turn the thimble until the
spindle almost touches the valve. Then use the ratchet stop.
FIG. 2.50 MEASURING A SUCTION VALVE
To read the micrometer add the numbered lines and intermediate lines exposed by the
thimble. To this sum add :he value of the thimble line that is even with (or slightly below)
the reading line. Their total is the micrometer reading. Use the micrometer reading shown
in FIG. 2.51 as an example:
Numbered lines (on hub)
2 x 0.100 = 0.200 inch
Intermediate lines (between numbers) 2 x 0.025 = 0.050 inch
Thimble lines (around thimble)
17 x 0.001 = 0.017 inch
Micrometer reading
= 0.267 inch
FIG. 2.51 MICROMETER READING
15.2 CYLINDER HEAD, VALVE PLATE, AND CYLINDER DECK STRAIGHTNESS

LESSONE 2 PAGE 30
ADVANCED COURSE
The cylinder heads, valve plates, and cylinder decks are subject to warping from high
temperature and pressure. They must be checked for straightness, as shown in FIG. 2.52
To check this lay a precision steel ruler across the face of each component. See if a blade
from the thickness gauge fits between the ruler and the face of the cylinder head, valve
plate, and cylinder deck.
FIG. 2.52 CHECKING CYLINDER DECK STRAIGHTNESS
15.3 PISTONS
Pistons are subject to scoring, scuffing, and cracked and collapsed skirts. They must be
measured for wear and ovality. These measurements are made with an outside
micrometer, as shown in FIG. 2.53
Measurements at right angles are made above the ring grooves and below, on the piston
skirt. The measurements are recorded, then compared with cylinder bore measurements
to calculate piston clearance and wear.
FIG. 2.53 MEASURING A PISTON
ADVANCED COURSE

LESSON 2 PAGE 31
15.4 CYLINDERS
Like the pistons, cylinders are subject to scoring, scuffing, pitting, and ridging. See FIG.
2.54 The cylinder is measured with an inside micrometer for wear, ovality, and taper, as
shown in FIG. 2.55 Measurements should be taken at several places in the cylinder,
usually at right angles and parallel to the crankshaft. To measure a cylinder bore with an
inside micrometer, first turn the thimble clockwise until the micrometer is shorter than the
diameter of the cylinder bore. With one hand, hold the head end of the micrometer
squarely against the cylinder wall. With the other hand, turn the thimble to lengthen the
micrometer. As you do this, feel for the maximum diameter by moving the rod end slightly
from left to right and up and down. When no left to right movement of the rod end is
possible, and a light drag is felt as you move the rod end up and down, take the reading.
Cylinder ovality can also be measured with a dial indicator, as shown in FIG. 2.56. The
piston diameter is subtracted from the cylinder bore inside measurement to determine
piston-cylinder clearance
FIG. 2.54 POINTS OF CYLINDER WALL WEAR

LESSONE 2 PAGE 32
ADVANCED COURSE
FIG. 2.55 MEASURING CYLINDER BORE WITH INSIDE MICROMETER
15.5 RINGS
It is important that rings of the correct size be used with the compressor's pistons. Ring
gap is measured with a thickness gauge at the lowest point of ring travel inside the
cylinder, as shown in FIG. 2.57 Push the ring down into the cylinder with the top of an
inverted piston. To measure ring side clearance, place the edge of the ring in its groove
and measure the space between the top of the ring and the bottom with a thickness
gauge.SeeFIG.2.58
FIG. 2.56 MEASURE OVALITY WITH A DIAL INDICATOR
ADVANCED COURSE

LESSON 2 PAGE 33
FIG. 2.57 MEASURING RING GAP
FIG. 2.58 MEASURING RING SIDE

CLEARANCE RINGS
The clearance between the piston pin and the connecting rod small end bore is measured
with an outside micrometer and a telescoping gauge or vernier caliper. The connecting rod
small end bore should be checked for ovality and wear. Measure the piston wrist pin hole
diameter with a telescoping gauge and outside micrometer or vernier caliper. These
measurements are shown in FIG. 2.59 Clearances are established by subtracting the wrist
pin outside diameter from the inside diameters of the connecting rod small end bore and
the piston wrist pin hole
FIG. 2.59 MEASURING PISTON PIN AND CONNECTING ROD PISTON PIN AND CONNECTING ROD

LESSONE 2 PAGE 34
ADVANCED COURSE
15.6 CONNECTING ROD AND CRANKSHAFT JOURNAL

The collecting rod big end bore and its crankshaft journal must be measured for
clearance, ovality, and taper. These measurements are made with an inside and outside
micrometer, and Plastigage. Crankshaft journals should be measured with an outside
micrometer for both vertical and horizontal taper and ovality at locations.
AT EACH END OF JOURNAL
A vs B - VERTICAL TAPER
C vs C - HORIZONTAL TAPER
A vs C and B vs D - OUT-OF-ROUND
CHECK FOR OUT-OF-ROUND
FIG. 2.60 MEASURING CRANKSHAFT JOURNAL
The big end connecting rod bore should be measured for ovality with an inside micrometer
at three different positions, 60 degrees apart, as shown in FIG. 2.61 Ovality can also be
measured with the Federal Mogul gauge shown in FIG. 2.62
FIG. 2.61
ADVANCED COURSE
FIG. 2.62

LESSON 2 PAGE 35
MEASURING CONNECTING ROD

BIG END BORE
CHECKING CONNECTING ROD

BIG END OVALITY
The clearance between the connecting rod big end bore and its journal is measured with
Plastigage. A strip of Plastigage is placed across the width of the bearing on the
connecting rod cap, about 1/4 inch from the bottom on either side. See FIG. 2.63 Put the
cap in place and tighten the cap nuts to the specified torque. Remove the cap and
measure the width of the flattened Plastigage strip. Use the measurement chart on the
Plastigage package, as shown in FIG. 2.64 The smaller the clearance, the flatter (or
wider) the Plastigage will be.
15.7 CRANKSHAFT MAIN BEARINGS AND JOURNALS
Crankshaft journals and main bearings must be measured for clearance, taper, and ovality.
Clearance is measured with an outside micrometer and telescoping gauge. The amount of
clearance is established by subtracting the outside diameter of the journal from the inside
diameter of the main bearing. Check for journal ovality and taper with an outside
micrometer, as shown in FIG.2.60
FIG. 2.63 PLASTIGAGE ON BEARING CAP FIG. 2.64 MEASURINGFLATTENED

PLASTIGAGE
15.8 CRANKSHAFT ALIGNMENT

Crankshafts are subjected to considerable torsional stress, particularly during cold starts
and slugging. These stresses can cause the crankshaft to bow out of alignment.
Crankshaft alignment is measured with a dial indicator, as shown in FIG. 2.65
To check crankshaft alignment, place the crankshaft in V blocks on a surface plate or
table. Mount a dial indicator adjacent to the main journals, as shown in FIG. 2.66 Place
the contact point of the dial indicator against the crankshaft journal. Adjust the stand of the
indicator until you see the indicator's needle move around the dial. Rotate the bezel
serrations until the needle is aligned with the zero (0) mark on the dial. Rotate the
crankshaft slowly in the V blocks. Watch the dial indicator. Variations in the readings will
indicate whether the crankshaft is out of alignment. Every mark on the dial equals 0.001
inch.

LESSONE 2 PAGE 36
ADVANCED COURSE
FIG. 2.65 CHECKING CRANKSHAFT ALIGNMENT
15.9 THRUST WASHER

The thrust washer's thickness is measured with an outside micrometer, as shown in FIG.
2.66
15.10 CRANKSHAFT END CLEARANCE
Crankshaft end clearance is measured with a thickness gauge when the crankshaft is
reinstalled in the compressor housing.
FIG. 2.66 MEASURING THRUST WASHER
16.0 SPECIAL PRECAUTIONS

1. Wear gloves to remove the stator if you heat the motor case.
2. Take extra care when removing safety heads. There may be a large spring underneath.
ADVANCED COURSE

LESSON 2 PAGE 37
17.0 TOOLS AND MATERIALS

Air-acetylene station
Clean ACR oil
Crack detection fluid
Feeler gauges
Jackscrew
Megohmmeter
Micrometer
Multimeter
Plastigage
Semi-hermetic, multi-cylinder compressor
Standard set AC hand tools
Surface plate or table
Torque wrench.
18.0 EXERCISE A: DISASSEMBLE COMPRESSOR

1. Pump down compressor.
2. Disconnect and lock out electric power.
3. Drain oil.
4. Remove cylinder head/valve plate assembly.
5. Loosen and remove cylinder head bolts. Do this carefully, since some compressors
have strong springs between the valve plates and the heads.
6. Insert a stud into one of the bolt holes to prevent the head from falling off the
compressor.
7. Insert a putty knife to break the gasket seal holding the cylinder head. If this is not
enough to break the seal, Try up the cylinder head at the side lifting tabs (FIG.2.67) .
8. If the head must be tapped with a mallet to break the seal, extreme care should be
taken to prevent breaking the pins that posit ion dowel the suction valves and valve
plate (FIG.2.68) .
9. Place the components of each cylinder head/valve plate assembly together in the order
in which they are removed from the compressor. Keep each group separate. Do not mix
the parts.
FIG. 2.67 prying up cylinder head

LESSONE 2 PAGE 38
ADVANCED COURSE
FIG. 2.68 DOWEL PINS IN CYLINDER DECK
11. To remove the valve plate, remove one of the valve stop cap screws. Swivel the
valve stop to allow access to the hole from which the cap screw was removed.
Reinsert the cap screw and tighten to break the seal. Tightening the valve stop
cap screw lifts the valve plate from the compressor (FIG.2.69) .
12. Remove suction valves and backers from the dowel pins.
13. Repeat the procedure on the other cylinder heads and valve plate assemblies.
FIG. 2.69 BREAKING VALVE PLATE SEAL
18.1 REMOVE CRANKCASE BOTTOM COVER PLATE

1. Remove the crankcase bottom cover plate (FIG. 2.70) .
2. Remove the oil filter screen.
3. Check the screen for breaks or tears and for foreign matter such as pieces of
metal, grit, etc.
18.2 REMOVE PISTONS AND CONNECTING RODS
1. Check cylinders for are worn enough to ridges. If ridges catch your fingernail under
them, the cylinder must be rebored before removing the piston assembly (FIG.2.71)
ADVANCED COURSE

LESSON 2 PAGE 39
FIG. 2.70 REMOVING COVER PLATE AND OIL SCREEN
FIG. 2.71 CHECKING FOR CYLINDER RIDGE
2. Match mark the connecting rods and connecting rod caps.

3. Loosen and remove the connecting rod cap bolts.
4. Remove the connecting rod cap. Make sure the rod cap bearing liner stays with the
rod cap.
5. Push the piston connecting rod assembly up through the top of the cylinder bore.
Make sure the connecting rod bearing liner stays with the connecting rod.
6. Place the piston and connecting rod assembly on the bench with the rod cap. Keep
all of the same cylinder parts together (FIG.2.72) .
7. Repeat the procedure for all the pistons.
8. Match mark the connecting rod to the piston.
LESSONE 2 PAGE 40
ADVANCED COURSE
9. Remove the two snap rings that hold the wrist pin in the piston.
10. Push the wrist pin out of the piston and connecting rod. Place all the parts on the
workbench together.
FIG. 2.72 KEEP PARTS TOGETHER
11. Repeat the procedure on all the pistons.

12. Remove the compression rings on all the pistons with a ring expander. Slide them
over the bottom (skirt) of the piston.
13. Remove all the oil rings
18.3 REMOVE THE OIL PUMP ASSEMBLY
1. Loosen and remove the four cap screws to the cover plate of the pump end bearing
head assembly (FIG. 2.73).
2. Remove the cover plate. Be careful not to lose the compressed spring.
FIG. 2.73 REMOVE PUMP ENDBEARING
3. Loosen and remove the allen head cap screws which hold the oil pump drive
segment to the crankshaft.
4. Remove the oil pump drive segment.
5. Remove the oil Pump strainer, pressure regulator, and lubrication system tubing.
18.4 REMOVE ROTOR
1. Remove motor end bell.
ADVANCED COURSE

LESSON 2 PAGE 41
2. Bend rotor lock washer tab backward and remove rotor lock bolt (FIG. 2.74 ).
3. If the crankshaft turns, preventing the bolt's removal, place a rubber plug on top of one
of the pistons. Replace the valve plate and cylinder head. Use two bolts to hold the
head in place. Proceed to remove the lock bolt, lock washer, and plate (FIG. 2.75 ).
FIG. 2.74 Remove rotor
FIG. 2.75 rubber plug in cylinder
18.5 REMOVE CRANKSHAFT

1. Remove six of the eight bolts which hold the pump end bearing head to the
crankcase. Loosen the remaining two bolts two or three turns. The two remaining
bolts should be opposite each other.
2. Tap lightly on the bearing head with a mallet to break the gasket seal. Remove the
bearing head.
3. Remove the thrust bearing from the crankshaft end.
4. Pull the crankshaft out through the pump end opening.
18.6 REMOVE STATOR
1. Remove the acorn nut and washer (FIG. 2.76) .
2. Back out the locking pin and bushing.
LESSONE 2 PAGE 42
ADVANCED COURSE
3. Remove the junction box from the terminal plate.

4. Remove the cap screws holding the terminal plate to the compressor.
5. Mark all motor leads for correct reassembly.
FIG. 2.76 REMOVE STATOR
6. Loosen the screws holding the motor leads to the terminal plate.
7. Remove the terminal plate.
8. Slid the stator out. If necessary, heat the crankcase motor housing with an
air-acetylene torch to between 20 and 30 degrees Fahrenheit above the stator's
temperature. This will expand the housing enough to allow you to remove the
stator.
19.0 EXERCISE B: CLEAN AND INSPECT COMPRESSOR HOUSING
1. After disassembly remove the old gaskets and oil passage plugs before cleaning.
Remove the gaskets with a putty knife. Be careful not to scratch or score the
mating surfaces of the cylinder heads, pump end bearing housing, or the motor end
bell.
2. Clean the inside and outside of the compressor housing. Use an approved solvent
and stiff-bristled brush to remove all carbon, oil, dirt, and sludge.
3. Blow out the inside of the housing with compressed air.
4. Clean the oil passages with solvent and a rod tipped with a small-diameter brush.
Flush the passages with clean solvent. Blow them out with compressed air.
5. Pay particular attention to the cylinder walls. Check for scoring, scuffing, or
discoloration.
20.0 EXERCISE C: CLEAN AND INSPECT COMPRESSOR COMPONENTS
general Instructions: To determine the condition of the compressor's components, they
must be cleaned to remove all traces of carbon, varnish, and other accumulations.
ADVANCED COURSE

LESSON 2 PAGE 43
Clean parts with a solvent recommended by the manufacturer. Do not use solvents or
cleaners that attack aluminum or the metals used in the bearings.
Put the cleaned components on a clean workbench and cover them with clean work
cloths. Do not mix parts from one valve or cylinder group with another. While
cleaning the parts, inspect them visually for scuffing, scoring or other unusual wear.
20.1 CLEAN AND INSPECT STATOR
1. Check the stator for damage to windings and wires.
2. Use a megohmmeter to check for grounds.
3. Use a multimeter to check winding resistance.
20.2 CLEAN AND INSPECT THE ROTOR
1. Clean the rotor thoroughly with solvent.
2. Check the rotor for loose laminations and signs of rubbing, scuffing,
or overheating.
3. Check for knicks, burrs, or other rough spots that might hang up on the stator.
20.3 CLEAN AND INSPECT THE CRANKSHAFT
1. Put the crankshaft on a V-block stand. Clean the crankshaft.
3. Check oil passages for clogging. Remove the oil plugs and clean the oil passages
thoroughly. Blow them out with compressed air.
4. Inspect the main and connecting rod journals for damage, copper plating, scoring,
or burrs.
5. Use a dye-penetrant to check for cracks.
20.4 CLEAN AND INSPECT THE CONNECTING RODS
1. Clean the connecting rods, connecting rod caps, and bolts, leaving the bearings in
place.
2. Check bearings for wear, pitting, scoring, corrosion, or signs of fatigue.
3. Check each connecting rod for twisting, bending, or other damage.
4. Use a dye-penetrant to check for cracks.
20.5 CLEAN AND INSPECT PISTONS
1. Soak the piston in solvent to loosen carbon deposits. Clean the entire piston,
including inside the skirt.
2. Clean the piston ring grooves. A stiff brush or an old piston ring can be used to
scrape out the carbon in the grooves.
3. Check the piston grooves and lands for cracks, nicks, and burrs.
4. Clean the oil return holes in the oil control wiper ring groove.
5. Check the piston skirt for scoring, grooves, cracks, discoloration, and abnormal
wear.
6. Check the wrist pin hole for elongation and other signs of wear.
LESSONE 2 PAGE 44
ADVANCED COURSE
20.6 CLEAN AND INSPECT OIL PUMP ASSEMBLY

1. Clean the pump end bearing head, oil pump assembly, pressure regulator, oil
screen, and sump straining in solvent.
2. Clean the oil lines with a small, round, stiff-bristled brush and solvent. Blow out the
tubes with compressed air.
3. Check all parts for wear and damage.
4. Check the oil feed guide vane spring and the pressure regulator spring for tension.
20.7 CLEAN AND INSPECT VALVES AND VALVE PLATES
1. Clean the cylinder heads, valve plates, and valves in solvent. Use a stiff-bristled
brush on carbon deposits. Be sure to keep the component parts for each cylinder
separate.
2. As you clean, check for broken or bent valves.
3. Check cylinder heads, valve plates, and valves for abnormal carbon and sludge
buildup.
4.Check the cylinder heads and valve plates for cracks using the dye-penetrant
method.
20.8 MEASURE VALVE THICKNESS
1. Measure suction and discharge valve thickness with an outside micrometer. Record
the measurements. Compare them with the manufacturer's limits for maximum
allowable wear.
20.9 CHECK CYLINDER HEAD STRAIGHTNESS
1. Measure straightness across the face of the cylinder head and cylinder deck with a
precision steel ruler and thickness gauge.
20.10 MEASURE PISTON WIDTH. OVALITY AND TAPER
1. Check pistons for ovality and taper with an outside micrometer.
2. Record piston outside diameter. Compare with the manufacturer's limits for
maximum allowable wear. Save piston diameter measurements for use in
calculating piston-cylinder clearance.
21.0 EXERCISE D: MEASURE COMPRESSOR COMPONENTS
COMPRESSOR PART
MOTOR END
Main Bearing Diameter
Journal Diameter
ADVANCED COURSE
FACTORY
TOL. (in.)
Max
Min
1.8760
-
1.8725
MAXIMUM
ALLOWABLE
WEAR' (in.)
0.001*

LESSON 2 PAGE 45
PUMP END
Main Bearing Diameter
Journal Diameter
CONNECTING ROD
Bearing Diameter
(After Assembly)
Crank pin Diameter
THRUST WASHER
(Thickness)
CYLINDERS
Bore
Piston Diameter
Wrist Pin Diameter
Con. Rod Wrist Pin ID
Piston Ring End Gap
Piston Ring Side
Clearance
1.6260
-
1.6233
1,7515
-
1.7483
2.6885
0.8755
0.007
0.003
0.0315
VALVE
THICKNESS
Suction
Discharge
END CLEARANCE
0.001*
0.002*
0.155
2.6817
0.8748
0.002
0.001
0.002
0.002
0.001
0.001
0.015
0.002
0.0305
0.002
0.002
0.0255
0.0225
0.031
0.0245
0.0215
-
0.010
*Maximum allowable wear above ,maximum or below minimum

factory tolerances shown. For example: difference between main
bearing diameter and journal diameter is .0035 in. (1.8760 -1.8725) per factory
tolerances. Maximum allowable difference is .0045 in. (.0035 + .001).
TABLE ONE CARRIER COMPRESSOR WEAR LIMITS
22.0 MEASURE CYLINDER DIAMETER OVALITY AND TAPER

1. Measure cylinder diameter with inside micrometer. Record the measurements.
2. Using piston diameter and cylinder bore width measurements, calculate
piston-cylinder clearance. Subtract piston diameter from cylinder bore width.
Compare the results with the manufacturer's allowable wear limits.
3. Check cylinder for wear, ovality, and taper with inside micrometer and dial indicator.
22.1 MEASURE RING WIDTH. GROOVE CLEARANCE. RING GAP

LESSONE 2 PAGE 46
ADVANCED COURSE
1. Measure ring width with an outside micrometer.

2. Measure ring side clearance with a ring and thickness gauge. Record the results
and compare them with the manufacturer's allowable wear limits.
3. Measure ring gap at the bottom of ring travel in the cylinder with a thickness gauge.
Record the results and compare them with the manufacturer's maximum and
minimum clearances.
22.2 MEASURE PISTON PIN AND CONNECTING ROD CLEARANCE
1. Measure piston pin outside diameter and connecting rod small end bore inside
diameter with a vernier caliper, or outside micrometer and telescoping gauge.
Record the results.
2. Calculate the clearance. Check to see if the measurements are within the
manufacturer's allowable wear limits.
3. Check the wrist pin for unusual wear and ovality.
4. Check the connecting rod small end bore for ovality.
22.3 MEASURE CONNECTING ROD AND CRANKSHAFT JOURNAL CLEARANCE
1. Measure the crankshaft journal outside diameter with an outside micrometer. Also
measure the connecting rod large bore inside diameter (with bearing) with an
inside micrometer. Record the results.
2. Use Plastigage to measure the clearance between the journal and the connecting
rod bearing. Record the results.
3. Compare the results of the micrometer measurements with that of Plastigage. How
well do they agree? Are they within the manufacturer's allowable wear limits?
4. Check the journals for taper and ovality.
22.4 MEASURE CRANKSHAFT AND MAIN BEARING CLEARANCE
1. Measure the outside diameters of the crankshaft journals and the inside diameters
of the main bearings with an outside micrometer and telescoping gauge. Record
the results. Calculate the clearance. Is it within the manufacturer's allowable wear
limits?
2. Confirm your micrometer measurements with Plastigage. Do the results of the two
measurement techniques agree?
3. Measure crankshaft journal for taper and ovality with the outside micrometer.
22.5 CHECK CRANKSHAFT ALIGNMENT
1. Measure crankshaft alignment or straightness with a dial indicator.
22.6 MEASURE THRUST WASHER
1. Measure thrust washer thickness with an outside micrometer. Record the results. Is
the washer measurement within the manufacturer's allowable wear limits.
2. Check results with a dial indicator.
ADVANCED COURSE

LESSON 2 PAGE 47
22.7 MEASURE END CLEARANCE

Measure end clearance with a feeler gauge when the crankshaft has been reinstalled.
Is it within the manufacturer's maximum clearance?
23.0 EXERCISE E: REASSEMBLE COMPRESSOR
SIZE
DIAM
(in.)
THREADS
PER IN.
TORQUE
RANGE
(Ib-ft)
1/16
1/4
1/4
27 (pipe)
18 (pipe)
20
1/4
28
8-1 2
20-25
8-10
8-12
3-5
14-18
14-18
14-18
1 2-15
15-24
5/16
18 (pipe)
3/8
16
3/8
7/16
18 (pipe)
14
1/2
13
5/8
11
5/8
3/4
No. 6
No. 10
18
16
32
32
USAGE
1 5-24
30-40
30-40
30-40
25-30
2-4
30-40
55-65
55-65
90-100
90-120
90-120
Pipe Plug -Crankshaft

Pipe Plug - Crankcase
Conn. Rod Cap Screw
Junction Box
Sight Glass
Oil Pump Drive Segment
Unloader Valve
Discharge Valve Stop
Head Gasket Positioning Screw
Cover Plate-Pump End Bearing
Head
Discharge Service Valve (4cyl)
Bottom Plate-Crankcase
Compressor Foot
Terminal Plate
Oil Plug-Pump End Bearing Head
Terminal Bolts
Pipe Plug -Junction Box
Motor End Cover
Pump End Bearing Head
Cylinder Head
Discharge Service Valve(6cyl)
Suction Service Valve(4cyl)
90-1 20
90-120
60-75
105
1-2
4-6
4-6
Suction Service Valve(6cyl)

Rotor Lock-Crankshaft
Oil Drain Plug
Stator Lock
Check Valve Body Crankcase
Oil Pump Drive Segment
Terminal Screw
TABLE TWO CARRIER COMPRESSOR TORQUE VALUES

LESSONE 2 PAGE 48
ADVANCED COURSE
24.0 INSTALL MOTOR AND CRANKSHAFT

1. Install stator halfway into housing.
2. Insert the terminal leads first.
3. Do not push the stator in completely until the rotor is in place.
4. Be sure the compressor end bearing washer is in place on the dowel pin.
5. Install the crankshaft through the pump end opening. Guide it carefully through the
main bearings.
6. Ease the rotor onto the shaft about 1/2 inch.
7. Insert the rotor key and push the rotor the remainder of the way on the shaft.
8. Push the stator into the housing until it lines up correctly with the rotor.
9. Line up keyways in the 'stator and crankcase. Install the stator locking assembly.
10. Drive the key into the keyway and secure.
11. Install the motor leads to the terminals.
12. Install the terminal plate gasket.
13. Install the terminal plate cap screws and torque to specifications.
14. Install the junction box.
15. Install the suction strainer.
16. Install the motor end bell gasket.
17. Install the motor end bell and torque to specifications.
24.1 INSTALL PUMP END BEARING AND OIL PUMP ASSEMBLYE:
1. Install the lightly oiled pump end bearing head gasket.
2. Replace the pump end bearing head and torque bolts to specifications.
3. Install the oil pump drive segment. Torque the large and small set screws to
specifications.
4. Replace the guide vane and spring. The vane goes in before the spring.
5. Install the lightly oiled cover plate gasket.
6. Replace the cover plate and torque bolts to specifications.
24.2 INSTALL PISTON ASSEMBLY
1. Install the compression rings in the top piston grooves.
2. Install the oil rings below the compression rings, with the ring notch facing the
bottom of the piston.
3. Space the ring gaps 180 degrees apart.
4. Check the rings for free action.
5. Connect the rod to piston by inserting the piston pin.
6. Lock the piston pin in place with retaining rings.
7. Make sure all position identifying marks are in the correct location.
8. Dip the piston head in lubricating oil.
9. Insert the connecting rod and piston into the cylinders with each piston positioned
correctly.
10. Install the caps to each matching connecting rod. Torque to specifications.
11. Turn the crankshaft to be sure there is no binding between the bearing surfaces
and journals.
ADVANCED COURSE

LESSON 2 PAGE 49
24.2 INSTALL BOTTOM COVER PLATE

1. Install the oil screen and bottom cover plate.
2.
24.3 INSTALL CYLINDER HEAD ASSEMBLY
1. Install the lightly oiled valve plate gasket.
2. Install the valves and valve plates.
3. Install the valve plates.
4. Install the cylinder head gasket.

LESSONE 2 PAGE 50
ADVANCED COURSE

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LESSON

REPLACE COMPRESSOR INTERNAL

AIR CONDITIONING & REFRIGERATION

FIG. 2.1 DAMAGE DUE TO SLUGGING

AIR CONDITIONING & REFRIGERATIO

2.2.1 Oil trapping

AIR CONDITIONING & REFRIGERATION

Reasons for oil not returning at a satisfactory rate are:

AIR CONDITIONING & REFRIGERATION

FIG. 2.5 VOLTAGE UNBALANCE AND TEMPERATURE INCREASE

AIR CONDITIONING & REFRIGERATIO

FIG. 2.6 MILD BURNOUT CONTAMINANTS

AIR CONDITIONING & REFRIGERATION

FIG. 2.7 SEVERE BURNOUT0 CONTAMINANTS

FIG. 2.8 NITROGEN CYLINDER SETUP FOR FLUSHING SYSTEMS

AIR CONDITIONING & REFRIGERATIO

FIG. 2.9 INTERNAL PARTS OF A SEMI-HERMETIC COMPRESSO

FIG. 2.10 PISTONS AND CONNECTING ROD ASSEMBLY

4.1.2 Piston Rings

AIR CONDITIONING & REFRIGERATION

FIG. 2.11 OIL GROVES CUT IN A SMALL PISTON

4.1.3 Connecting Rod

AIR CONDITIONING & REFRIGERATIO

AIR CONDITIONING & REFRIGERATION

FIG. 2.14 TYPES OF COMPRESSOR VALVES

FIG. 2.15 VALVE PLATE

FIG. 2.16 CRANK-TYPE CRANKSHAFT

FIG. 2.17 ECCENTRIC-TYPE CRANKSHAFT

6.0 Lubrication System

AIR CONDITIONING & REFRIGERATION

FIG. 2.18 COMPRESSOR LUBRICATION SYSTEMS

6.2 Pressure System

AIR CONDITIONING & REFRIGERATIO

FIG. 2.19 OIL PUMP

7.0 MECHANICAL SEIZURE

AIR CONDITIONING & REFRIGERATION

AIR CONDITIONING & REFRIGERATIO

AIR CONDITIONING & REFRIGERATION

13.0 REPLACE COMPRESSOR VALVES AND VALVE PLATE.

AIR CONDITIONING & REFRIGERATION

AIR CONDITIONING & REFRIGERATIO

14.0 COMPRESSORS FIVE ASSEMBLIES

AIR CONDITIONING & REFRIGERATION

FIG. 2.35 DISASSEMBLED COMPRESSOR COMPONEN

AIR CONDITIONING & REFRIGERATIO

15 - Oil Sight Glass

14.1 CYLINDER HEAD ASSEMBLY

AIR CONDITIONING & REFRIGERATION

FIG 2.36 CYLINDER HEAD ASSEMPLY

FIG 2.37 REFRIGERATION FLOW THROUGH CYLINDER HEAD

14.2 PISTON ASSEMBLY

FIG. 2.38 PISTON SSEMBLY

FIG. 2.39 SLUG-DAMAGED PISTON

AIR CONDITIONING & REFRIGERATION

FIG. 2.40 BURNED PISTON

FIG. 2.41 CRACKED AND SCORED PISTONS

FIG. 2.42 DAMAGED CONNECTING ROD

FIG. 2.43 TWISTED AND CANTED RODS

AIR CONDITIONING & REFRIGERATIO

FIG. 2.44 BEND ROD

14.3 OIL PUMP ASSEMBLY

FIG. 2.45 OIL PUMP ASSEMPLAY

1. P END BEARING HEAD