Section 3.

Lubrication and Cooling.

General.

The responsibility for selecting the proper lubricant is primarily that of the supplier.

Use of only products with field proven reliability and merit, produced by

responsible concerns will provide the best assurance for achieving effective

lubrication. Use of such products should always be accomplished according to the

manufacturer’s recommendations. If a compounded oil is used, the non-

corrosiveness of this oil must be looked into very carefully. The oil must not contain

substances which might be injurious to tin or lead base babbitts and should be non-

corrosive to cooper-lead alloys. Similar, synthetic lubricants must be reviewed for

compatibility with compressor materials.

Compressor design, operating conditions, and the gases being handled all have a

significant effect on how well a lubricant performs in the given application. The

following will assist users in selecting the proper lubricant for each application.

Any lubricant that performs satisfactorily in a Superior engine will generally

performs well in a compressor frame. Compressor frame lubricating oils should

normally be the same as used in the engines and should be selected in accordance

with Superior Engineering Standards ES 1001 and 1002.

In addition to the above requirements, the frame lubricant must be capable of

operating with the type of gas being handled by the compressor cylinders. For most

sweet natural gases and allied gas services, a lubricating oil with the minimum

qualities specified in ES 1001 and 1002 will be suitable. In applications where the
compressor cylinders are handling corrosive gases such as H2S or CO2, a lubricant

with a higher TBN or method for adequate retention of the original TBN is

recommended for service in the frame.

Lubricating oil requirements.

A good mineral oil which provides resistance to oxidation and corrosion is

generally satisfactory for lubrication in reciprocating compressor which has it

crankcase sealed off from the cylinders. However, there is not objection to the use

of a detergent type oil if this is more readily available. The best assurance of

obtaining a suitable oil is the use only products of well known merit, produced by

responsible concerns, and used in accordance with their recommendations. Do not

permit your compressor to be used as an experimental unit for trying out new or

questionable lubricant.

In some cases it may be convenient or practical to use the same type oil in the

compressor as is used in the compressor drive engine. This is permissible as long

as the engine oil is of proper viscosity. The oil should be selected per the

recommendations of this section.

Compressor Frame Lubrication.

The frame lubrication system consists of a gear driven pump, pressure relief valve,

oil cooler, and oil filter.

-oil filter

-crankshaft

-engine crankshaft
-pump

-pressure rellef valve

-hand priming pump or auto priming pump

- L.O. cooler (Off-Mounted)

Caution: verify that the oil temperature in the sump is heated to at least 40ºF before

attempting to use compressor.

Prior to start-up, the frame lubrication system should be primed by using the lube

oil hand priming pump or automatic priming pump. Use of this pump will prevent

oil starvation in the bearings during start-up, prolonging compressor life.

Compressor design, operating conditions, and the gases being handled all have a

significant effect on how well a lubricant performs in the given application.

Lube oil header pressure should be 50 psi (345kPa) and is maintained at this level

by the pressure relief valve. If adjustment is required, it can be done by removing

the cap which provides access to the spring loaded adjusting screw. This should be

adjusted while at normal operating speed and temperature.

When starting the compressor, verify a lube oil header pressure of 20 psi (138kPa)

or greater occurs within 5 seconds of compressor start-up. To prevent damage to

the crankshaft and other lubricated parts, all compressors are equipped with low oil

pressure shutdowns. This is triggered when the oil pressure falls below 20 psi

(138kPa).

The oil level in the frame is normally at the center of the sigh glass. An alarm should

sound if the oil level rises 1 inch during compressor operation, this will submerge
the gaskets on the bottom of the front and rear covers. A shutdowns should occur if

the oil level rises and additional 2.5 inches (1.5 on MH62) or if the oil level falls 1

inch from normal level.

Any lubricant that performs satisfactorily in a Superior engine will generally

performs well in a compressor frame. Compressor frame lubricating oils should

normally be the same as used in the engines and should be selected in accordance

with Superior Engineering Standard ES 1001.

The frame lubricant must be capable of operating with the type of gas being handled

by the compressor cylinders. For most sweet natural gases and allied gas services,

a lubricating oil with the minimum qualities specified in ES 1001 and 1002 will be

suitable. In applications where the compressor cylinders are handling corrosive

gases such as H2S or CO2, a lubricant with higher TBN or method for adequate

retention of the original TBN is recommended for service in the frame.

The oil level in the frame sump should be checked while the compressor is running.

The correct level is shown by the round sight gauge on the auxiliary end of the

compressor. Oil level (while running) should be no higher than the top and no lower

than the bottom of the sigh gauge. Oil may be manually added through the breather

cap hole in the top cover. The breather cap is designed to be threaded into its

bushing by hand and no wrenches should be used. Make up oil may also be

continuously added through an optional, frame mounted oil level controller

connected to an oil supply tank.

Note: the regulator is not designed to make up large quantities of oil in a short time

period, such as refilling the crankcase after oil of filter changes. It’s function is to

compensate for small losses that occur during normal operation.

Oil change periods, in general, may be longer than the period required for

compressor drive engines. An initial break-in period of 300 to 500 hours is

recommended. Thereafter, the filter element should be changed and the drainage

periods can be increased to 200 hours or longer, providing the filter element remains

in good shape and the oil stays reasonably clean. However, if the oil is badly

discolored and loaded with insolubles, it should be drained off and replaced when

the filter element is changed.

Compressor Cylinder Lubrication.

Some cylinders require cylinders bore lubrication and rod packing lubrication. A

force feed lubricator is used to provide this.

IT IS IMPORTANT to provide safe and ample lubrication by the properly adjusting

the force feed lubricator pump. Observe the detailed instructions, given in Section

5, when first starting up the compressor. With all lubricator pump set at full stroke,

bring the cylinders pressure up slowly until the unit is running at full rated speed

and load. Watch for any signs of malfunction. After the first 48 hours at full load,

the lubrication rate should be gradually reduced to the amount necessary for correct

lubrication. Adjustment should be made slowly, a little each day, and should take

several days to accomplish.

Because of the variety of gases and operating conditions encountered by Superior

compressor cylinder, the lubricant must be selected with the proper characteristics
to be suitable for the application involved. Contact Superior Engineering for a copy

of ES 1002 for detailed information on selecting lubricants. In all applications, the

oil used for compressor cylinders should have the following qualities:

Good wetting ability.

Oxidation and corrosion inhibitors not required, but may be beneficial.

Clean and well refined.

High film strength.

Pour point must be equal to gas suction temperature minus 15-20ºF.

Good resistance to carbon deposits and sludging formation. If any carbon is formed,

it Minimum flash point of 400ºF.

Lubrication Rate.

The lubrication rate may be determined as follows: A fairly generous feed rate for

6’’ stroke compressor running at 1200 rpm will be 1/5 pint per day for each inch of

cylinder bore diameter. Piston rod packing is treated as a separate cylinder and the

feed rate is doubled. That is, a 2-1/2’’ diameter rod packing is feed at the same rate

as a 5’’ diameter cylinder.

As a approximated setting for the vacuum sight feed type lubricators, the feed rate

of 1/5 pint per day per inch of cylinder bore is equivalent to one drop per minute

per inch of bore for a very heavy oil, and ranges up to 2 drops per minute per inch

of bore for a light oil.

EXAMPLE: WH62 compressor with one (1) 10’’ cylinders and one (1) 20’’

cylinders operating at 1200 rpm:

2.5’’ Packing = 2 x 2.5 x 1/5 pint/day = 5/5 or 1.0 pint/day (5-10 drops per minute)

2.5’’ Packing = 2 x 2.5 x 1/5 pint/day = 5/5 or 1.0 pint/day (5-10 drops per minute)

10’’ Cylinder = 10’’ x 1/5 pint/day = 2 pints/day (10-20 drops per minute)

20’’ Cylinder = 20’’ x 1/5 pint/day = 4 pints/day (20-40 drops per minute)

Total Lubrication Rate = 1.0 + 1.0 + 2.0 + 4.0 = 8.0 pints/day

The feed rate specified for break-in and for normal operation may be approximated

by adjusting the pumps as shown on the “Cylinder Lubrication Sheet”, but a check

should always be made in terms of 24hour oil consumption.

Pump Per Point System.

If a cylinder has more than one feed point, and more than one pump, the

requirements for lubrication should be split evenly. On a normal force feed

lubricator, the proper proportioning of oil the cylinders and packing should as a first

approximation, be adjusted by the drops per minute method; but a check should be

made in terms of actual 24hour oil consumption, and the feed rate of all pumps

adjusted “up” or “down” in the same proportion as the size of the cylinders being

fed.

The check on lubrication rate which take precedence over any other method is a

visual inspection of the compressor cylinder. This should be done (by removing a

valve a each end) after 48hours of operation at the final lubrication settings. There

should be a film of oil over the entire circumference of the ring travel section of the
cylinder bore. Separate pumps may be adjusted “up” or “down” as indicated by this

inspection.

Proportional Lubrication System.

This lubrication system of the distribution block type is a metered positive,

displacement method of lubricating the compressor cylinders and packing. Since

the system operates on a proportional basis, a single adjustment at the force feed

lubricator pump increases or decreases the flow proportionally to every lubrication

point.

Oil flow rates given in percent of lubricator pump stroke accompany each

compressor. These settings must be followed and checked to provide adequate

lubrication for both “break-in” and normal operation.

Description.

The force feed lubricator pumps oil into a single main line leading to a proportional

distribution block. Hydraulically balanced pistons in the block divide the oil into

accurate metered amounts for each lubrication point in serves. Selection and make-

up of the distribution block allows (1) accurately measured “shot” sizes, and (2)

precise proportioning to meet different or equal oil requirements.

Because of the positive, metered operation, central warning equipment can sense

trouble anywhere in the system.

Safety equipment includes pin fault indicators, in each outlet from the distribution

block, a pneumatic or electric shutdown switch in the event of lubricant flow

failures, and a rupture disc in the lubricator collector manifold.

Operation.

The operation of a typical lubrication system is as follows:

Lubricant flows into the collector manifold where the pump discharge lines are

combined into one. In then a passed through a strainer, a shutdown switch, and into

the proportioned distribution block.

Should blockage occur at one of the lubrication points in the cylinder or packing,

the pressure build-up in the line will rupture and aluminum disc in the pin indicator.

The pin will be moved forward indicating a problem in the line. The pin can re-seal

if the pressure is removed.

As the pressure continues to build up, the safety rupture relief in the collector

manifold bursts, relieving pressure throughout the entire system and causing the no-

flow shutdown to activate and stop the compressor, the protruding pin in the

indicator on the distribution block gives a visual indication of the point where the

blockage occurred. Before restarting, new rupture discs of the same color and

thickness as originally installed must be replaced at the location where rupture

occurred. It is the thickness of the “color coded” discs that determine the rupture

pressure. Refer to rupture disc data sheet in “Auxiliary Equipment” section of this

manual.

Maintenance.

In order to operate properly, the lubrication system must be completely purged of

air. This is done by LOOSENING, BUT NOT REMOVING the nuts of the lube

lines at the point of injection to permit purging of oil and air. The nut at the entry
to the distribution block, all pin indicators and 1/8’’ pipe plugs in the face of the

block must be loosened also, for the same reason.

Caution: High pressure oil streams may puncture skin. Use proper wrench and keep

hands away from the immediate point where the system is purging air.

Loosen the vent screws in the top section of the distribution block. Continue to

operate the lubricator pump manually until clear, air-free oil appears at either of the

two loosened vent screws. Retighten this vent screw and continue pumping until

air-free oil emerges at the other vent screw. When this occurs, retighten second vent

screw. Continue to operate the pump manually until air-free oil has emerged from

tubing nuts at every injection point. Then, and only then, tighten the nuts on the

tubing lines, the pin indicators, and pipe plugs.

Note: If distribution block must be disassembled for cleaning, observe the

following:

(a) Record order of manifold sections and outlet positions in order to facilitate

reassembly

(b) Have a clean work area.

(c) Avoid vise marks; protect ground surfaces, and NEVER grip the ground

matting surfaces in a vise.

(d) Pistons are not interchangeable - - each piston is match-honed to its cylinder.

(e) Pistons are removed by hand-punching with a brass rod (either way).

(f) Clean all sections with an approved solvent.

(g) Do not disassemble check valves - - clean with compressed air. Replace

defective parts, as required.

 (h) Use all new gaskets when reassembling manifolds.

(i) Torque must be carefully observed when reassembling manifolds, as

follows:

Distribution Block Tie Rod Nuts 20-25 Ft. Lbs.

Check Valve15-20 Ft. Lbs.

End Plugs 15-20 Ft. Lbs.

Alternate Outlets and Pin Indicators 10-15 Ft. Lbs.

Lubricator Worm And Gear Drive.

When starting a compressor for the first time, or after servicing, be sure that the

gear box is filled with Exxon TK-680 Cylesstic Worm Gear Oil (ISO680

AGMA-8). It is advisable to check periodically to be certain that the supply of

gear oil is maintained. New unit are filled with oil at the factory, and should not

need filling.

Filling Instructions:

1. Remove vent/ fill plug

2. Loosen upper plug.

3. Fill with Exxon Tk-680 Cylessic oil (ISO680 Agma-8) until it begins to leak

at upper plug.

4. Tighten plug, install/fill plug.

(Vent fill plug, Upper plug, Drain plug)

Compressor Frame Lube Oil Cooling.

The compressor frame is lubricated by the pressurized lubrication system. The oil

must be cooled by the shell and tube cooler provided with the compressor (shipped

separate for mounting by the packager). Oil should be circulated through the shell

side and coolant through the tube side of the cooler.

The maximum recommended oil temperature for oil returning to the frame is 175ºF.

To insure this oil temperature, coolant temperature and flow must be selected to

remove head according to the following:

(Oil Cooling Specification)

Compressor Model Head Rejection in BTU/Hr

(At 1200 RPM)
MH62/WH62 42,000
MH64/WH64 65,000
MH66/WH66 110,000

Cylinder Cooling

The Ajax-Superior compressor’s cylinder jackets can be cooled by one of three

ways: (1) Dry jacket, (2) Standpipe, or (3) circulated water cooling.

1. Dry jacket cooling in generally used where the gas discharge temperature is

less than 140ºF, and gas inlet temperature is greater than 60ºF. In this form

of cooling, the air present inside the cylinder water jacket is the medium

which transfers heat out of the cylinder. The cylinder jackets must be vented

when this form of cooling is used.

2. In standpipe cooling, a water with corrosion inhibitor and / or antifreeze

solution is used as the medium for heat transfer. The cylinder jackets are

filled with the coolant and then vented to the atmosphere at their highest
 point. The vent (or standpipe) should be a 6’’ long vertical section of pipe

which will contain the coolant when it expands. The pipe must be topped

with a vented cap to prevent dirt from entering the coolant. This form of

cooling may be used when the gas discharge temperature is less than 250ºF.

and the rise between gas suction and discharge temperature is less than

170ºF. The temperature of the liquid coolant will reach a mean temperature

somewhere between the suction and discharge gas temperatures.

Accordingly, a coolant must be chosen whose boiling point is at least 25ºF

greater than the mean temperature and whose freezing point is at least 25ºF

less than the suction gas temperature (or ambient, whichever is lower).

3. The third form of cooling is by coolant circulation through the cylinder

jackets. This form of cooling must be used on compressor cylinders having

gas discharge temperatures greater than 250ºF. or a gas temperature rise

greater than 170ºF.

For maximum performance, it is recommended that the cylinder coolant

temperature be maintained 10ºF to 15ºF higher than the suction temperature. At

lower coolant temperatures, condensation forms on the cylinder walls. This

condensation must be avoided as it has a tendency to wash the oil film from the

cylinder bore, promote corrosion (especially in non-lubricated cylinders), and cause

internal damage by excessive wear on rods, rings, valves, and the cylinder bore due

to lack of lubrication. Also, condensates are incompressible fluids which can cause

damage to any cylinder part by creating forces well beyond the capability of the

machine.
To control condensates and still maintain optimum cylinder performance, the

coolant must be monitored and regulated. This is accomplished by monitoring the

coolant in and out temperatures for each cylinder with thermometers and sight flow

indicators. From these readings, the operator may regulate the water flow to each

cylinder by using a water regulating valve until a coolant temperature differential

of 10ºF (15ºF maximum) is obtained.

Note: applications that require low suction temperatures (Below 40ºF) should be

coordinated with Superior Engineering.

Packing Cooling.

In the majority of applications, rod packings will perform satisfactorily without a

coolant being circulated through the packing case and therefore don’t have coolant

passage. Some applications, however, do require that the packing cases be cooled

in order to achieve adequate packing ring life. These applications usually involve

high pressures and temperatures, marginal lubrication (characteristically

encountered with wet and sour gases), and unclean gases. On these units, the

packing cases are provided with internal coolant passages. (See Figures 3-4 and 3-

5)

Adequate cooling flow through the packing cases at a satisfactory temperature is

required to properly conduct the heat out of the packing. Intel coolant temperatures

should be as cool as possible, but no higher than 90ºF. is recommended to achieve

optimal cooling. The coolant flow required is normally 1 GPM for each inch of rod

diameter with a minimum of 2 GPM. A pressure drop with water coolant of

approximately 30 to 50 psig should be expected across each packing case at the

required flows.

Coolant Requirements.

The most important consideration for cooling systems is good water quality. The

following charts shows the range of limits for water quality. If raw water is tested

and found to have higher concentrations than the chart allows, it should be treated

or de-ionized. If concentrations are lower, then it should be suitable for use with the

addition of inhibitors.

Table 3-2 Water Quality Specification.

Standard System Ebullient/Steam

System
pH 7.5 Min. 7.5 Min.
Total Hardness (PPM) 100-170 Maximum 5.0 Maximum
Chlorides (PPM) 25 Maximum 25 Maximum
Sulfates (PPM) 20-100 Maximum 20-100 Maximum
Total Dissolved Solids 300-400 Maximum 300-400 Maximum
(PPM)
Silica (PPM) ------ 50 Maximum

A good industrial-type of antifreeze should be used in all closed-type cooling

systems. All industrial antifreezes have some corrosive inhibitors; however, these

inhibitors break down with heat. This requires periodic adjustments to maintain the

corrosive protection of the coolant.

Corrosive inhibitors vary in their chemical make-up and concentrations, depending

on the manufacturer. Most products will do their job with a good quality water (de-

ionized or demineralized), but will not give adequate corrosion protection with hard
or impure water. The key to good protection is clean water and a reliable water

treatment specialist.

Periodic testing of the coolant, whether by the user or the vendor of the treatment

system, is absolutely necessary in order to assure that a proper level of protection

is maintained. The equipment user must obtain the specific instructions for use and

testing requirements of the inhibitor compounds from the supplier or manufacturer.

A clean system is a prerequisite for establishing protection of any cooling system.

Adequately protected closed cooling systems seldom, if ever, present problems

caused by scaling, corrosion, deposits, or cavitation.

There are three types of cooling system used for stationary engines and compressor;

open, closed, and combination.

- Open systems involve cooling towers, spray ponds, and cool the water by

evaporation.

- Closed systems involve heat rejection through either shell and tube or

radiator type heat exchangers.

- Combination system have the jacket water in a closed system using shell

and tube-type heat exchangers to transfer the heat to an open system using

cooling towers, etc.

Both closed and combination-type systems are commonly used and approved

cooling methods. However, because the open-type systems involve not only large

volumes of make-up water, but also ease air-borne contamination, we do not

recommend them. Superior recommends that the compressor coolant system should
be pressurized. To pressurize the system, all radiators and surge tanks must have a

7 to 10-pound pressure cap.

Figure 3-4 Crosshead Guide and Distance Piece – Lube and Liquid Cooled Package

(View of Typical Distance Piece)

(Lube In)

(Piped to Safe Atmosphere)

(Coolant In)

(Packing Vent & Drain)

(Distance Piece Vent & Drain)

(Coolant Out)

(Cross Section Through Compressor Distance Piece)

Figure 3-5 Crosshead Guide & Distance Piece – Lube & Non-Liquid Cooled

(View of Typical Distance Piece)

Lube Oil Supply (Sump) Page 7.0-10

The oil circulating system is of the pressure, wet sump type, where in the lubricating

oil supply is carried in the compressor frame and circulated by means of gear type

pump-gear driven from the crankshaft.

The pump takes oil from the same sump, through a suction strainer and delivers it

into the lubricating oil header, or manifold on the compressor – the oil first passing

through an oil cooler and full flow filter.

The precision built; gear type lube oil pump provides full pressure lubrication for

all moving parts in the frame. The pump, with its drive gear, can be removed from

the base end cover – independent of the cover or other gear drives. When installing

the pump, observe the following:

a. Clean the pump mounting face thoroughly.

b. The gaskets between the pump body and the pump carrier assembly

determine the pump end clearance. The pump end clearance for both the

MH6 and the WH6 is .003 to .007 (.076 to .178 mm)

c. When installing pump to carrier cap screws, tighten gradually and evenly.

Turn the rotor shaft slowly as the mounting screws tightened to ensure that

the shaft turns freely.

d. Assemble key, drive gear and lock plate. Tighten screws holding the lock

plate to the gear, and fasten with lockwire. Add a slotted nut to the rotor

shaft and lock in place with a cotter pin.

e. Add gasket for carrier assembly. Slide carrier assembly into place on the

end cover, using the dowel to locate.

f. Proper gear backlash is given in table 7-1.