Compressor Frames, Skids, and Foundations

Vibration of the frame of a compressor or engine along the length of the

frame, relative to the original crankshaft centerline, is referred to as dynamic
misalignment. Dynamic misalignment is a result of flexibility in the engine
frame or support structure. Some stationary engine frames are not designed
with sufficient strength to sufficiently restrain the frame loads without the
additional strength of the skid or foundation. Realizing this, the engineer who
designs the foundation or skid must provide a strong support system for the
engine or compressor frame.

Designing a reciprocating compressor installation for minimum

vibrations and failures requires a complete knowledge of the forces imposed
on the system. The crank forces are a function of the combined reciprocating
and rotating inertial forces of the power and compressor pistons and rods,
plus the pressure loads from the power and compressor pistons. The design
philosophy for most units is to minimize the unbalanced inertial forces and/or
to provide a stiff skid and concrete foundation. The unbalanced inertial forces
can be minimized by the use of counterweights or dummy crosshead
weights.

As an aid in designing the foundation, the engine manufacturers provide

information on the unbalanced forces and moments at the running speed
and second harmonic. These data are a summation of the inertial forces and
moments about the center of gravity of the frame. Since these forces are the
resultant based on the assumption that the frame is rigid, this information
alone is not always sufficient to design a support system. Since the frame is
not entirely rigid, individual forces at each bearing cause local frame
deflections even though the summation of forces are small.

The rotating unbalance can be corrected by the addition of a counterweight;

however, the reciprocating parts produce a variable force which is dependent
on the crank angular position which cannot always be eliminated by
balancing.

By changing crankshaft counterweights, the amplitude of the primary

horizontal and vertical forces can be changed. It is preferable to minimize the
horizontal forces even if the vertical forces are increased since the horizontal
stiffness of the system is lower than the vertical stiffness. Secondary forces
cannot be balanced with counterweights since they vary twice per
revolution. Equal weight pistons and rods will reduce the secondary forces,
however, multistage integral compressors can have different piston weights.

Anchor bolt tension is a critical factor in controlling frame vibration. The bolt
tension stress can usually be increased to about 65 percent of yield stress. It
is desirable to use more exact methods for obtaining the desired bolt
preload than just the use of a torque wrench. If enough room is available, a
hydraulic tensioner should be used. Other methods can be used such as the
turn-of-the-nut method or extensionometers. A load cell can be used to
calibrate the torque wrench to improve its accuracy.

If the friction force caused by the anchor bolts cannot withstand the shaking
forces, it may be possible to reduce the relative vibrations caused by the
slipping of the engine on the grout by adding external horizontal restraints
ore outriggers. The basic concept involves drilling anchor bolt holes in the
present foundation outboard of the engine base. An outrigger is then bolted
down and possibly grouted-in to offer a structural member that is rigidly
attached to the foundation.