PTO-Driven Compressor Kit Installation Guide

Transcription

1 Applies to the Pneumax models 140-SP 200-SP FOR INSTALLATION CENTER USAGE ONLY Pneumax, Inc North 78th Ave. Peoria, Arizona Fax: Page 1 of 36

2 Table of Contents Installation Overview... 4 Power take-off suggestions... 5 PTO installation... 6 Air compressor installation... 7 Air-oil sump installation... 8 Oil Temperature Gauge (all sumps) Separator/filter installation Air Compressor Cooler and Hydraulic Filter Installation Auto-Sync UNLOAD Mode Adjustment FIXED Mode Adjustment AUTO Mode Adjustment...17 Suggested components for CAFS discharges: Discharge kits...18 Air distribution manifold:...18 Suggested air hose...18 Air Pressure Gauge...18 Compressor System Schematics and Dimensional Drawings Basic Compressed Air Foam System (CAFS) Schematic SP with 8-inch Vertical Sump, Hydraulic Schematic /200-SP with 10-inch Vertical Sump, Hydraulic Schematic SP Manual Auto-Sync Valves, Air and Water Connections /200-SP Manual Auto-Sync Valves, Air and Water Connections...27 Compressor Installation Angles...28 Eight-Inch Vertical Sump...29 Ten-Inch Vertical Sump P Heat Exchanger (Oil cooler) /200-SP Heat Exchanger (Oil Cooler) SP Separator Filter /200-SP Oil and Separator Filters...34 Balance Valve and Auto-Sync Controls, Panel Cutout...35 Companion Flange...36 Page 2 of 36

3 Warnings, Cautions, and Notes Warning A warning alerts you to a procedure, practice or condition that may result in death or long-term injury to personnel or destruction of equipment. Caution A caution alerts you to a procedure or condition that may result in serious damage to equipment or its failure to operate as expected. Note: A note points out important information. Failure to read the note will not result in physical harm to personnel or equipment. It may waste time and money. Revision History Revision Date Issued Comments 1.0 3/1/04 Original Release 2.0 5/4/04 2 nd Release Page 3 of 36

4 PNEUMAX PTO-driven Compressor Installation Guide Installation Overview This guide is for installation of the compressor system. There may be some variables depending on specific applications. Since there are many ways to which discharges can be configured, if the application on a particular vehicle is not covered in this guideline, we will be happy to assist with specific needs of the customer in the design of the system. Note: Air is always injected after the water/solution valve. This will give each discharge the best performance possible. Page 4 of 36

5 Power take-off suggestions There are many PTO suppliers and various types of transmissions available, and the choice of PTO will in part depend on what can be installed in the vehicle. "Hot Shift" PTOs are commonly used. Make sure that there will be room to install the air compressor on a bracket close to the PTO, with their drive angles matched. Caution: The driveline angles MUST be matched to prevent serious damage to the compressor, PTO, or transmission. Specific gear ratios vary among the different transmissions and PTO suppliers. The ratios suggested below are a guide for selecting the PTO. With these ratios, the rated CFM is usually achieved with the engine speed between 1400 to 1600 RPM. Caution: A higher speed on the PTO means the CAFS system will reach the desired CFM at lower engine speeds. Exceeding the compressor's rated RPM can damage the compressor, and void the warranty. In such applications, an over speed cut-out should be installed on the PTO to protect the compressor. DO NOT engage PTO above 1000 Engine RPM. To calculate the possible compressor RPM, use this equation: Engine RPM x gear ratio on PTO x compressor gear ratio = compressor RPM 80-SP Compressor CFM required PTO speed HP average % HI % HI /200-SP Compressor CFM required PTO speed HP average % HI % HI Some applications may require a PTO running faster than typical requirements, for example: % HI Page 5 of 36

6 PTO installation Follow the PTO manufacturer's installation guidelines. Caution: Because the compressor is cooled by water from the water pump, we strongly suggest that the compressor is only engaged while the water pump is engaged. This is accomplished by using the "OK to PUMP" circuit to trigger the PTO system. Wiring the PTO switch circuit in parallel with the "OK to Pump" light is one way to ensure that the PTO and compressor cannot be activated unless the fire pump is engaged. From OK to Pump OK to Pump Light PTO Switch Ground To PTO Page 6 of 36

7 Air compressor installation Compressor mounting bracket is supplied with kit. Mounting bolts of the proper size are provided with the Compressor Kits since these are metric thread. The installer can manufacture a mounting bracket for the Compressor if so desired. Caution: The air compressor cannot be installed on its side. It must remain upright, with the air intake on the top. Once again, remember that the driveline angles on the compressor need to match the driveline angles on the Power train. If driveline angles are not matched, this could result in bad vibration issues that could lead to driveline failure or cause the Air Compressor to fail. If you have questions concerning driveline angles, please contact your driveline supplier. The air inlet on the Air Compressor can be turned to any direction, as the bolt pattern is symmetrical. This way the air inlet can be turned any direction to ease installation of the air filter. The air filter is supplied with the kit along with a T-Bolt clamp. For basic installation, the air inlet tubing supplied to connect the filter to the air inlet is steel tubing and rubber. Remember it is an air inlet, just as in an engine. The easiest thing we have found is aluminum or steel tubing thin wall. DO NOT use flexible exhaust tubing or anything water or dirt can easily penetrate. Page 7 of 36

8 Air-oil sump installation Note: Pneumax will not be responsible for systems where the sump and sight glass are installed such that the oil level cannot be checked or does not display the correct oil level due to improper installation. The sump works best when it is installed so that the sight glass opening is at or below the level of the Air Compressor. In some cases, finding room for the sump can be difficult. It is acceptable to mount the oil sump up to 12 inches higher than the air compressor; however this may require the installation of an oil inject check valve to prevent oil from flooding the compressor. It is usually fine, though, without this check valve. Oil inject check valve may be ordered from Pneumax when ordering the system or can be installed after the system has been tested. Suggested part numbers for this check valve are available through Pneumax. The oil fill-sight glass on the Oil Sump is next to the oil fill port. It is necessary to locate the sight glass in an accessible location for ease of checking or adding oil, usually near a door. It is the responsibility of the installer to make sure the oil can be reasonably checked and added if necessary. Suggested oil to be used in the system: ISO 68 wt Hydraulic Low Foaming Anti-Foaming Page 8 of 36

9 80-SP Vertical Sump The Safety Pressure Relief valve may be installed in either of the ports. The remaining ports have no options. Out to Separator Filter Safety Pressure Relief Inlet from Compressor Oil Fill Oil Level Sight Glass Oil out to Filter Oil Drain Vertical sump, top view Vertical sump, side view Page 9 of 36

10 140/200-SP Vertical Sump The Safety Pressure Relief valve may be installed in either of the ports. The remaining ports have no options. From Compressor Oil Fill Oil Level Sight Glass Safety Pressure Relief (alternate installation point) Safety Pressure Relief Air/Oil from Compressor Vertical sump, top fittings Vertical sump, lower fittings From Compressor Safety Pressure Relief Not Used Mounting Bracket Vertical sump, rear view Vertical sump, rear view Page 10 of 36

11 Oil Temperature Gauge (all sumps) Mount the gauge on the pump operator's control panel where it will be easy to monitor. The gauge connects to the larger of the two prongs on the sender. The smaller prong, which is labeled "WK", may be used to activate an oil temperature warning light or alarm (not provided). Pneumax recommends installing an overtemperature device. This prong is one side of a temperature sensitive switch that will close at 250 F. The other side is grounded through the metal of the sump. The prong can be connected to the negative side of an audible alarm or warning light. Follow the installation instructions in the temperature gauge box to connect the sender to the gauge and the optional warning light. Temperature sender, on Sump Audible Alarm Basic Wiring Schematic for Oil Temperature Gauge Page 11 of 36

12 Separator/filter installation The separator filter can be installed anywhere there is room to securely mount it and run the hydraulic and air lines. The only requirements are to make sure that the filter element can be serviced reasonably and that the assembly is installed properly. Install it vertically, with the housing up, the filter element down. Make sure there is room to remove and replace the filter element. To Balance Valve and Fixed/Manual Regulator Oil Scavenger to Compressor (behind bracket) To Air Manifold From Sump Separator/filter side view with fittings Oil Scavenger to Compressor From Sump Separator/filter and bracket detail Page 12 of 36

13 Air Compressor Cooler and Hydraulic Filter Installation Caution: Do not install a shutoff valve in the heat exchanger water supply. This will result in system overheat and failure, and void the manufacturer s warranty. The oil returning to the compressor is cooled by passing it through a water-cooled heat exchanger, usually called the cooler. # 8 JIC Fitting Hydraulic Filter Wye Strainer Drain 3/8 FNPT Compressor Cooler Assembly Hydraulic filter functions as the oil inlet. Oil outlet is the #8JIC fitting on the other end. Hook up incoming water line to the wye strainer. Water outlet is just to the left of the Wye strainer. The drain is the lower 3/8 FNPT fitting. Install the cooler so that it can be drained to prevent freeze damage. The cooler must be installed horizontally (COOLER CANNOT STAND ON END), with the drain at the lowest point, and with a slight slope toward the water drain end. The drain hose should be I.D. minimum to provide proper drainage. The outlet of the drain hose must be lower than the cooler's drain outlet and the drain hose should be a continuous downward run (no goosenecks) to allow proper drainage. To mount the cooler on the side of a compartment, unbolt the brackets from the ends and reattach them so the cooler can be installed with the drain at the lowest point. Page 13 of 36

14 Connecting the cooler water lines and wye-strainer The cooler water is supplied by diverting water through the wye-strainer supplied by Pneumax from the discharge side of the fire pump (see the Hydraulic Schematic). The cooling water supply hose should be 0.5 to I.D. for the 140/200-SP to supply the proper flow for cooling the system. The cooler discharge water may be routed back to the booster tank fill tower or returned to the inlet side of the pump. Normally, coolant water is returned to the booster tank and a check valve is installed in-line to prevent backflow from the tank through the cooler and so as not to interrupt drafting operations (A ½ check valve is supplied with the kit). However, during drafting and hydrantsupplied operations, the booster tank may overflow because of the cooler water return. If this is objectionable, route the return line to the inlet side of the pump. In this case, it is not necessary to install an in-line check valve, but it will be necessary for the pump operator to open the tank fill valve during operation to prevent overheating the fire pump. Wye Strainer for Cooler A wye-strainer is installed to strain water before it enters the cooler's water supply inlet. The wye strainer is a service item and should be in an accessible location for service and/or cleaning. Caution: Pneumax is not responsible for damage due to plugged strainers. If the customer s water system contains excessive debris, or the vehicle relies on drafting for its water supply, it may be necessary to install a larger strainer and/or a clean-out valve on the wye-strainer. Without good water flow through the heat exchanger, the compressor will overheat. Compressor performance will be inadequate, and it may fail completely. Omitting the Wye-strainer or removing the screen from the Wye does not improve water flow. It will allow debris into the cooler, which can clog the tiny heat exchanger tubes and restrict water flow. Hydraulic Filter Installation Caution: This is a one-way filter. Oil must flow in the direction indicated by the arrows on the top of the filter. The hydraulic filter should be mounted to the compressor cooler. This eliminates the need to find a mounting location and simplifies the system hosing. It is best to keep the hydraulic hose runs as short as possible, especially for the #8 lines from the sump to the filter/cooler and to the oil inject at the compressor. Make sure there is enough room so the filter can be removed and replaced. Make sure the direction of oil flow is correct. Page 14 of 36

15 Installation and Adjustment of the Auto-Sync Air Balancing System Colored hoses and fittings are supplied with the compressor kit for the average installation. The schematic is color coded to simplify installation. This also makes future service issues easier to resolve, provided suggested hose colors are used. CAFS retrofit kits and any other system shipped as separate components will need calibrating after installation. Note: Before you make any adjustments, make sure the oil level in the sump is correct, and the air lines do not have leaks or obstructions. Do not adjust the Auto-Sync components to compensate for problems elsewhere in the CAF system. Auto-Sync Always start by adjusting UNLOAD mode, then FIXED, then AUTO. 1. UNLOAD Mode Adjustment 1. Set the controls on the Auto-Sync control panel to FIXED and UNLOAD. (UNLOAD for electric valves) Manual Valve Control 2. Close all air discharges. 3. Locate the Air Inlet Trim Valve, near the air inlet on the compressor. Air Inlet Trim Valve Fixed/Manual Pressure Regulator Compressor adjustment points Page 15 of 36

16 4. Turn the valve clockwise until it is completely closed, then open it three full turns. 5. Locate the Piloted Balance Valve (PBTV), and turn the needle valve counterclockwise to full open. PBT Valve Piloted Balance Trim Valve (PBTV) 6. Start the fire pump, and with the engine at idle, establish water flow through a discharge or tank recirculation. 7. Engage the PTO. Caution: Do not engage the PTO above 1000 engine RPM. 8. With 140/200-SP systems, the main pressure gauge should read approximately 40 PSI with all discharges closed. Some systems may read lower. This is acceptable. 2. FIXED Mode Adjustment The usual pressure for a newly installed PTO retrofit kit is about 110 PSI. It must be adjusted to 150 PSI. 1. Locate the Fixed/Manual Pressure Regulator on the compressor and loosen the lock nut on the adjustment screw. 2. Place the controls on the Auto-Sync control panel to FIXED and RUN. Wait until the compressor pressure stabilizes. 3. The target operating pressure is PSI. Monitor the air pressure reading as you adjust the regulator screw. Give the system several seconds to stabilize between adjustments, and make partial turns of the screw to avoid overshooting the target pressure. Turning the screw IN (CW) will increase pressure. Turning the screw OUT (CCW) will decrease pressure. 4. After the desired fixed pressure is achieved, tighten the lock nut. 5. Verify that the fixed regulator is performing properly by varying the engine speed as you watch the air pressure gauge. The pressure should remain steady at the setting you made. Repeat steps 2 through 7 of previous step if needed. Turn the control to UNLOAD and back to RUN (To UNLOAD and back to FIXED for electric valves). The air pressure should rise to the fixed pressure. It may overshoot and drop back to the target pressure, but that is normal. After the FIXED mode is adjusted, proceed to AUTO mode adjustment. Page 16 of 36

17 3. AUTO Mode Adjustment The pressure for the FIXED mode must have been correctly set before you attempt to adjust the AUTO mode. 1. Make sure the fire pump is operating at 100 PSI at the main discharge, with minimal flow. 2. Place the controls on the Auto-Sync control panel to AUTO and RUN. 3. Read the main air pressure and water discharge pressure gauges. 4. The air pressure reading should be equal or up to 5% higher than the water pressure. If the readings are in this range, go to step 7 and verify the operation at other pressures. 5. If the air pressure is not within +5% of the water pressure, adjust it as follows: If the air pressure is too high, turn the Air Inlet Trim Valve clockwise in 1/2 turn increments to close it, checking air and water pressure after each 1/2 turn. If the air pressure is too low, turn the Air Inlet Trim Valve counterclockwise 1/2 turn to open it and check pressures. If the air pressure is still too low, open the valve another 1/2 turn and check the pressures again. Do not open the Air Inlet Trim Valve more than this. Use the PBTV if the pressure remains too low. 6. If the air pressure remains too low, close the needle valve on the Piloted Balance Trim Valve (PBTV) one full turn clockwise and check the pressure gauges. Repeat closing the PBTV one full turn until the air pressure is equal to or up to 5% higher than the water pressure. If the air pressure is too high after a full-turn of the PBTV, turn the Air Inlet Trim Valve clockwise to lower the pressure until the air pressure is equal to or up to 5% higher than the water pressure. 7. Verify the Auto-Sync system settings by varying the fire pump discharge pressure and monitoring the water and air pressure gauges. The air pressure should rise and fall with the water pressure, matching it within 5%. Pressures should match at static pressure only. It is normal for the pressures to be unmatched when flowing water, air, or solution. Page 17 of 36

18 Suggested components for CAFS discharges: Discharge kits Kits are available for most of the valve types (Waterous, Akron, Elkhart) or suggested components lists are also available. Please contact Pneumax for assistance. Fittings on all hoses should be 37 JIC. Air distribution manifold: Suggest NPT fittings with appropriate number and size ports. Suggested air hose The interior diameter (I.D.) of the hose is the most important factor, and any hose with the correct I.D. and rated to withstand the expected air system pressures (500 PSIG burst pressure) may be used. We have found the most cost-effective hose is the push-on type hose, which is made by Weatherhead. Their H101 or H201 general-purpose hose has an acceptable working pressure. Also, Dayco, Parker and Aeroquip brands will suffice. All of these hoses come in a variety of colors for color-coding the lines by purpose. For the Hydraulic Circuit of the Compressor system, it is necessary to use SAE100R1 or SAE100R5 at minimum or equivalent. Hose sizes necessary for installation are: 80-SP 140/200-SP #4 for the scavenger from the separator filter #4 for the scavenger from the separator filter #6 for the oil inject and cooler #8 for the oil inject and cooler #16 for the air out to the sump and sump to separator filter #24 for the air out to the sump and sump to separator filter Air Pressure Gauge Installer will need to supply air pressure gauge to show system pressures. This gauge is not supplied in standard kits, since there are many different configurations and brands. Page 18 of 36

19 Troubleshooting Compressor System Observed Symptom Probable cause Suggested fix Lack of air pressure from compressor Compressor not engaging Compressor engaging. No air supply to discharges or insufficient air supply. System functioning correctly, pressure gauge reading obviously incorrect. FIXED has pressure but AUTO has no pressure Air discharge pressure too high Lack of air supply to clutch (for air-clutch systems) No PTO engagement Auto-Sync switches not in correct position. (electric valves) Verify there is power to the air solenoid and check operation of solenoid. Air check valve defective Trim valve out of adjustment Restricted minimum pressure valve Air plumbed before discharge valve seal Incorrect air line size Gauge malfunction, air line detached No water supply to balance valve. Red hose circuit (compressed air control) has leak or is disconnected. Repair air leak or re-establish air supply Confirm OK TO PUMP light is on, if not check wiring for damage or disconnected wire, check PTO. Confirm 40 PSI in UNLOAD position (200 CFM systems) and 50+ in run position. Smaller compressors have lower UNLOAD pressures. Verify when in FIXED/RUN whether pressure reflects PSI Air discharge solenoid not working Repair/replace solenoid Air solenoid working - leak between solenoid and discharge. Repair leak. Replace or correct installation. Refer to trim valve instructions Clean rust or debris from valve Relocate to discharge side of discharge valve Size according to discharge and replace line with correct size. Check for air leaks, replace gauge Check line for proper installation, with no kinks or obstructions. Refer to trim valve instructions. Repair leak or attach hose Page 19 of 36

20 Observed Symptom Probable cause Suggested fix System overheating High Oil Consumption "Excessive" compressor bleed down time on shutoff Engine stalls upon compressor engagement Inadequate water flow through cooler Adequate water flow through cooler. Overfull compressor oil Excess of 200 CFM air flow Air/oil Separator Filter torn or damaged (could be caused by air flow of higher than 200CFM) Systems vary in bleed down time. Engaging compressor while under load Running system without flowing air causes oil to accumulate in compressor acting like hydraulic pump Underrated engine horsepower Auto-Sync in FIXED/RUN setting High oil level Compressor locked up Ensure adequate water flow through pump Check Y strainer for obstruction, clean and reinstall Drain and flush cooler water tubes On-board tank used for cooling for a prolonged period - water too hot to effectively cool the compressor. Locate source of lower temperature water. Low compressor oil level: Check oil level - Adjust level to half of the sight glass on level surface. Check the hydraulic lines for kinks Change oil filters Temperature sending unit and or gauge circuit malfunction. Check wire connections at sending unit Adjust level to half of the sight glass on level surface. Back down RPM's and flow CAFS to relieve pressure, then recheck Replace Air/Oil Separator Filter If Auto-Sync is operating correctly, and compressor output is within spec, do nothing. Allow compressor to bleed down before reengagement Bleed down air, restart compressor, and move air Raise engine RPM Engage in AUTO/UNLOAD, then switch to FIXED/RUN Check oil level, adjust level to half of the sight glass with vehicle parked on a level surface Repair/replace compressor Page 20 of 36

21 Observed Symptom Probable cause Suggested fix Compressor locked up Air flow meter stuck at "0" CFM Air flow meter stuck at high CFM Poor foam (wet or dry) or no foam (assuming air pressure to discharges is OK) Discharge hose shaking (slug flow) Foam in the water system (when proportioner turned off) Water in compressor oil/air High oil level (compressor is flooded) Sump fire Low oil level or no oil Magnet uncoupled in meter Using wetting agent and not foam concentrate. Foam proportioning control turned too low. Foam proportioning control OFF or turned too low, foam tank empty. Foam proportioner ON, setting correct, and tank has foam concentrate, but not providing foam solution. Foam concentrate was poured into the on-board water tank Foam manifold drain lines not isolated from water drain lines Cooler line plumbed from foam manifold Foam manifold check valve defective Leaking inside cooler Freeze damage Defective air check valves Missing air check valves for discharges Check oil level, adjust level to half of the sight glass with vehicle parked on a level surface Check system and repair Check system and repair Turn air flow on and off to re-couple Move large amounts of air out discharge and turn air flow on and off to re-couple Use foam concentrate Increase amount of concentrate delivered to manufacturer recommended amount. Make sure proportioner is turned on, foam supply valve is open, foam tank has concentrate, Y strainer is clean, and supply line is connected to injector. Refer to foam proportioner manufacturer's instructions for detailed calibration and troubleshooting instructions Flush tank and pump with clean water, refill Isolate to separate drain valve Relocate line to discharge side of pump Rebuild/replace check valve Isolate cooler and check for leaks, replace if needed, check drain Replace or check Install check valves Page 21 of 36

22 Observed Symptom Probable cause Suggested fix Clutch smoking Safety pop off valve opening at low pressure Safety pop off valve repeatedly opening Engaging in RUN position Slight air leak from solenoid to clutch High RPM engagement Not allowing compressor to bleed down before engaging clutch again Contaminated clutch disc Auto-Sync system out of balance Sump fire damaged pop off valve Trim valve or inlet completely open Engage in AUTO/UNLOAD only Repair air leak Engage in lower RPM Allow for bleed down Clean or replace Adjust the Auto-Sync system, making sure to not open the trim valve on the compressor more than 3 turns. Check system for other damage and replace valve Refer to trim valve instructions Page 22 of 36

23 Schematics and Dimensional Drawings DRAWINGS ARE NOT TO SCALE! ALL DIMENSIONS ARE IN INCHES, UNLESS OTHERWISE SPECIFIED. Basic Compressed Air Foam System (CAFS) Schematic Page 23 of 36

24 80-SP with 8-inch Vertical Sump, Hydraulic Schematic Page 24 of 36

25 140/200-SP with 10-inch Vertical Sump, Hydraulic Schematic Page 25 of 36

26 80-SP Manual Auto-Sync Valves, Air and Water Connections Page 26 of 36

27 140/200-SP Manual Auto-Sync Valves, Air and Water Connections Page 27 of 36

28 Compressor Installation Angles Page 28 of 36

29 Eight-Inch Vertical Sump Page 29 of 36

30 Ten-Inch Vertical Sump Page 30 of 36

31 80-P Heat Exchanger (Oil cooler) Page 31 of 36

32 140/200-SP Heat Exchanger (Oil Cooler) Page 32 of 36

33 80-SP Separator Filter Separator Filter Page 33 of 36

34 140/200-SP Oil and Separator Filters Oil Filter Separator Filter Page 34 of 36

35 Balance Valve and Auto-Sync Controls, Panel Cutout Balance Valve Auto-Sync Controls, Panel Cutout Page 35 of 36

36 Companion Flange Front View Side View Page 36 of 36