CAFS "DS/GS" Series Installation Guide

Transcription

1 Applies to Pneumax Models GS DS DS Pneumax, Inc North 78th Ave. Peoria, Arizona Fax:

2 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. Page 2 of 34

3 Table of Contents Warnings, Cautions, and Notes...2 PNEUMAX DS Series Overview...5 Installation Overview... 5 Installing the Pneumax DS CAFS...6 Fuel supply... 8 Initial Powerup...11 Verifying the Auto Sync Air Balancing System UNLOAD mode verification FIXED mode verification AUTO mode verification Troubleshooting...13 Diesel Motor Water Pump Compressor System Auto Sync System Component Identification...20 Air Pressure and Auto Sync Components Oil Cooler and Filters Sumps FoamPro Water and Foam Tank Connections Schematics and Dimensional Drawings...25 Modules Schematics Page 3 of 34

4 Revision History Revision Date Issued Comments 1.0 April 18, 2003 Original Release Page 4 of 34

5 Module Overview The Pneumax DS series CAFS modules consist of an engine, compressor, firepump, foam pump and control panel mounted as a modular unit on a steel base. A water tank is included with the unit, on the same base. Pneumax Model Pump Type Engine Type GS Hypro 9203C Linamar/Onan LX990 (gasoline) DS Hypro 9203 Briggs & Stratton/Daihatsu 9500 (diesel) DS Hypro 9205 Briggs & Stratton/Daihatsu 3LC (diesel) See the dimensional drawings at the rear for the size of the module you are installing. Installation Overview Warning: Do not start the engine unless the system is connected to a source of water. The pump and compressor are operating whenever the engine is running. Running without water will seriously damage the pump and the compressor. Note: The instructions are for a typical system. A custom order system will have a similar installation procedure. The illustrations shown in this manual may differ slightly from the parts that were shipped. Pneumax systems do not include: Fuel lift pump and fuel lines Battery and cables Installation tasks include: Installing the module into the vehicle Connecting the fuel system Connecting the battery/12vdc power supply Filling all system fluids Final testing of the installed system Page 5 of 34

6 Installing the Pneumax DS CAFS Warning: Do not damage the vehicle chassis during installation. Check with the vehicle manufacturer to make sure the planned bolts are installed in acceptable areas. The modules are designed for installation into a cargo area equivalent to an 8' pickup bed. With a forklift, lift the unit and slide it onto the bed of the vehicle. Warning: Make sure the forklift is rated to safely lift the CAFS system. Make sure the water/foam tank is empty before attempting to remove the system from a vehicle. Insert the forklift blades into the slots at the bottom front of the unit. Side view, showing part of tank. Leave clearance between the CAFS system and the front of the forklift, as shown here, to avoid damage to the controls on the front of the system. Forklifting a Pneumax CAF System Page 6 of 34

7 CAFS Unit Being Installed CAFS Unit in Vehicle Wildland Truck with CAFS System Note: The wildland unit shown above has an early CAFS model, with metal side panels to keep the hose out of the module's moving parts. The hose reel is mounted to blocks on top of the tank, not supported by the CAFS unit. Hold Down Tabs There are four hold-down tabs inside the frame, one at each corner of the engine section. Bolt the CAFS system to the bed of the truck. Engine Air Supply for Combustion and Cooling The units are usually left open at the top and sides. Only fresh air is suitable for combustion and cooling. If side and top covers are installed, they must allow fresh air flow. Page 7 of 34

8 Battery Connections Connect the 12VDC supply to the terminals at the left side of the unit (as seen from the front). The positive terminal is mounted on an insulated block, as shown. The negative terminal is welded directly to the system frame. Both positive and negative cables must be adequately sized to supply power to the system. The negative terminal must be connected to the truck chassis. The chassis must be properly grounded. Check the grounding after installation to ensure that module and chassis are grounded. 12VDC Terminals Negative (left) and Positive (right) Fuel supply Pneumax CAFS Unit Fuel Consumption Pneumax Unit Engine Fuel Type Fuel Consumption (max) (lbs/bhp-hr) gal/hr GS Onan/Linamar Gasoline DS B&S Daihatsu 950-D Diesel DS B&S Daihatsu 950DTH Diesel Fuel Filtering Fuel Tanks If the fuel has a high water content, or if temperature fluctuations produce water condensation in the tank, a water separator is required. If the vehicle will be operated under extreme conditions (poor fuel quality, dirt contamination of fuel likely, high water content, poor access to spares) it is recommended that a combination of strainers and filters be used. The basic requirements for tanks are: Fuel line Materials Tanks must be ventilated adequately at any angle the engine is likely to be operated in. Tanks must not be galvanized with zinc or made of any metal high in zinc because some fuels will react with the tank and build up a soapy zinc compound that clogs the fuel injectors. Tanks must be constructed to have a large surface area at any fuel level to facilitate outgassing. Tanks must have a sludge drain valve at the bottom. Lines must be non-scaling metal. Page 8 of 34

9 If the lines are not metal, the material must be heat-resistant (100 C) Lines runs must be as straight and short as possible between tank and inlets or outlets, with no kinks. Supply and Return Fuel Lines for Fuel Injection Fuel injection motors require a closed loop full of fuel (in lines and tank) from the tank to the injector and back. The motor is provided with an excess of fuel, and the unused fuel flows back to the tank. This ensures a continual supply of fuel at the injector. The return line must end 1/2 inch below the supply line to prevent air entering the fuel loop between the tank and auxiliary engine. Comments If the CAFS motor will draw fuel from the tank used by the motor that moves the truck, NFPA standards specify that the auxiliary motor must not be able to draw more than 75% of the fuel from the tank. This minimizes the chances of running out of fuel and being unable to move the vehicle out of a dangerous situation. ½ inch Installation technique Supply Filler neck with tank ventilation Return 12 inch minimum recommended Recommended for shared tank Filler neck with tank ventilation Return ½ inch Alternate Fuel Line Supply 6 inch minimum recommended Alternate fuel supply and return line layour Page 9 of 34

10 Comments If the fuel pickup for the auxiliary engine goes to the bottom of the tank, as shown here, the auxiliary engine can use almost all of the fuel from the tank. The best practice is for the supply line opening to be 1.5 inches from the bottom of the tank, to avoid drawing sludge or water into the line, with the return line ending 0.5 inch below the supply line opening. Installation technique Supply A2 Return Recommended for separate auxiliary tank. NOT Recommended for shared tanks. Ending the return line at the top of the tank is not recommended for shared or auxiliary tanks. The fuel will drain back into the tank whenever the motor is shut off. The motor will be slow to start, if it starts at all. This return line style also increases any tendency of the fuel to foam. Supply C Return Tank Placement Not recommended for any tank If the fuel tank is below the engine, the difference in height between the inlet tip of the fuel supply line and the fuel inlet on the engine must not be greater than the distance given here. If the difference is greater, a fuel-line mounted lift pump is required. The pump capacity required will depend on the tank position and other vehicle design factors. Consult with the fuel pump manufacturer to select a suitable pump. If the fuel tank is above the engine, an in-line pressure regulator may be needed. Consult with the engine manufacturer to select a suitable regulator. Maximum Vertical Fuel Lift Model Engine Maximum vertical lift GS Linamar/Onan LX mm (30 inches) DS Briggs & Stratton/Daihatsu mm (24 inches) DS Briggs & Stratton/Daihatsu 950DTH 600mm (24 inches) Page 10 of 34

11 Initial Powerup Post-Installation, Pre-Powerup Safety Check Before you power-up the Pneumax system: 1. Check all connections to tanks and discharges. 2. Check all compressor and engine fluids. Oil used in the hydraulic system is ISO 68wt hydraulic oil. It must be "Lowfoaming" or "Anti-foam". 3. Remove the air filter plumbing and pour 8 to 16 ounces of hydraulic oil into the air inlet of the compressor to pre-oil it. 4. Replace the air filter plumbing. 5. Fill the sump with ISO 68wt anti-foam hydraulic oil until the oil level is 1/2 way up the sight glass. You will need to add more later, to compensate for oil that remains in the hydraulic lines and the compressor. Initial Powerup Warning: Do not start the engine unless the system is connected to a source of water. The pump and compressor are in service whenever the engine is running. Running without water will seriously damage the pump and the compressor. 1. Close all discharges. 2. Place the Auto Sync system in UNLOAD and AUTO (UNLOAD for electric Auto Sync) 3. Start the engine. 4. Open the tank recirculation loop (Tank Fill). 5. Turn the Auto Sync to the RUN/FIXED positions (FIXED for electric Auto Sync). 6. Verify that the oil cooler system is flowing water back to the tank. 7. Shut the engine off. 8. Allow the air pressure to bleed off, then add enough oil to the sump to bring the oil level 1/2 way up the sight glass. DO NOT overfill. Oil used in the hydraulic system is ISO 68wt hydraulic oil. It must be "Low-foaming" or "Anti-foam". 9. Proceed to "Verifying the Auto Sync Air Balancing System". Page 11 of 34

12 Verifying the Auto Sync Air Balancing System This system seldom needs adjusting. For CAFS pre-built systems, the Auto Sync system is adjusted at the factory before shipment. The FIXED mode is factory set for PSI. In most cases the factory settings will be satisfactory for typical CAFS and auxiliary air applications. If the system fails any verification step, go to Adjusting the AutoSync Air Balancing System and follow the steps in the order given. 1. UNLOAD mode verification 1. Set the controls on the AutoSync control panel to FIXED and UNLOAD (UNLOAD for electric controls). Manual Valve Control Electric Valve Control 2. Close all air discharges. 3. Start the engine. 4. With the engine at idle, begin water flow through a discharge or tank recirculation. 5. The main air pressure gauge will usually read less than 50PSI, and in some systems the gauge needle may barely move. In UNLOAD mode, this pressure is sufficient to maintain oil circulation. 2. FIXED mode verification 1. Raise engine RPM to avoid killing the engine 2. Place the controls on the AutoSync control panel to FIXED and RUN (FIXED for electric controls). Wait until the compressor pressure stabilizes. 3. The air pressure should be between PSI, and stable. 3. AUTO mode verification 1. Open the throttle until the system is at 100 PSI. 2. Place the controls to AUTO and RUN (AUTO for electric systems). 3. Read the main air pressure and water discharge pressure gauges. 4. The pressure readings should be the same (air may be up to 5%higher than water). 5. Vary the fire pump discharge pressure and monitor the water and air pressure gauges. Air pressure should rise and fall with the water pressure, matching it or up to 5% higher. Page 12 of 34

13 Troubleshooting Motor Make sure that all required fluids are at the correct level, and that the batteries are charged and connected. If the problem persists, see the user manual's troubleshooting section. Water Pump See the Waterous manual. Compressor System Before you start, make sure of the following: The oil level in the sump is correct. The water supply to the oil cooler is adequate. The oil cooler's strainer is clean. The air lines do not have leaks. The hydraulic lines do not have leaks. Observed Symptom Probable cause Suggested fix Lack of air pressure from compressor Compressor not engaging Drive belt loose or broken Adjust tension or replace belt Compressor running. No air supply to discharges, or insufficient air supply. 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 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 that the 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 Page 13 of 34

14 Observed Symptom Probable cause Suggested fix System functioning correctly, pressure gauge reading obviously incorrect. FIXED has pressure but AUTO has no pressure Air discharge pressure too high System overheating 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. IATV has been opened. Inadequate water flow through cooler Adequate water flow through cooler. 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. Refer to Auto Sync Adjustments 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 Page 14 of 34

15 Observed Symptom Probable cause Suggested fix High Oil Consumption "Excessive" compressor bleed down time on shutoff Engine stalls upon compressor engagement Compressor locked up Air flow meter stuck at "0" CFM Air flow meter stuck at high CFM 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 High oil level (compressor is flooded) Sump fire Low oil level or no oil Magnet uncoupled in meter 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 re-engagement 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 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 Page 15 of 34

16 Observed Symptom Probable cause Suggested fix Poor foam (wet or dry) or no foam (assuming air pressure to discharges is OK) Discharge hose shaking (slug flow) 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. 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, supply line is connected to injector. Refer to foam proportioner manufacturer's instructions for detailed calibration and troubleshooting instructions Foam in the water system (when proportioner turned off) 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 Flush tank and pump with clean water, refill Isolate to separate drain valve Relocate line to discharge side of pump Rebuild/replace check valve Water in compressor oil/air Safety pop off valve opening at low pressure Safety pop off valve repeatedly opening Leaking inside cooler Freeze damage Defective air check valves Missing air check valves for discharges Auto Sync system out of balance Sump fire damaged pop off valve Trim valve or inlet completely open Isolate cooler and check for leaks, replace if needed, check drain Replace or check Install check valves 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 (Auto Sync) instructions Page 16 of 34

17 Auto Sync System This seldom needs adjusting after the initial setup if the rest of the system is well maintained. Note: Do not adjust the Auto Sync components to compensate for problems elsewhere in the CAFS system. Before you make any adjustments, make sure the oil level in the sump is correct, the air and oil filters are not overdue for servicing, the oil is not overdue for changing, the compressor is not overheating, the oil cooler strainer is clean, and the air lines do not have leaks. Always start by adjusting UNLOAD mode, then FIXED, then AUTO. A common problem is unauthorized adjustment of the balance valve in an attempt to improve performance. If unauthorized adjustments to the Auto Sync are a problem we suggest placing a seal over the adjustment points. This will let maintenance personnel know if the system has been tampered with. 1. UNLOAD Mode Adjustment 1. Set the controls on the AutoSync control panel to FIXED and UNLOAD. (UNLOAD for electric valves) Manual Valve Control Electric Valve Control 2. Close all air discharges. 3. Locate the Air Inlet Trim Valve, near the air inlet on the compressor. Page 17 of 34

18 Air Inlet Trim Valve Fixed/Manual Pressure Regulator Compressor adjustment points 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 unit, and with the engine at idle, establish water flow through a discharge or tank recirculation. 7. 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 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 AutoSync control panel to FIXED and RUN. (FIXED for electric valves) 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 if needed. Page 18 of 34

19 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. 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 AutoSync control panel to AUTO and RUN. (AUTO for electric valves.) 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 19 of 34

20 Component Identification Air Pressure and Auto Sync Components Air Inlet Trim Valve Fixed/Manual Pressure Regulator Compressor Adjustments points Note: The compressors vary slightly from system to system, as do the position of the adjustment points, but the adjustment points look the same. Air in from Separator Filter and Air out to RUN/UNLOAD side of Auto Sync Control Manifold Air out to FIXED/AUTO side of Auto Sync Control Manifold Piloted Balance Valve Water from discharge side of Fire Pump Page 20 of 34

21 Oil Cooler and Filters Note: The coolers and filters vary in size from model to model, but the connections are the same. Oil Outlet Oil Inlet Water Inlet and Outlet Drain Oil cooler Note: The Oil/Air Separator filter may be mounted directly to the sump, or on a bracket. Oil Scavenger to Compressor To Balance Valve and Fixed/Manual Regulator From Sump To Air Manifold Oil/Air Separator filter (top) To Balance Valve and Fixed/Manual Regulator Oil Scavenger to Compressor (behind bracket) To Air Manifold From Sump Air/Oil Separator Filter Page 21 of 34

22 Flow Hydraulic Filter, top, showing flow direction arrows Caution: This is a one-way filter. Oil must flow in the direction indicated by the arrows on the top of the filter. Sumps Pressure Relief Valve Separator Filter From Compressor To Hydraulic Filter Temperature Sender Fill To Drain Sight Glass GS Sump Page 22 of 34

23 Fill Pressure Relief Valve Separator Filter Sight Glass From Compressor Temperature Sender To Drain To Hydraulic Filter DS Sump (picture to come) DT Sump FoamPro FoamPro Pump Module Page 23 of 34

24 Water and Foam Tank Connections The standard tank has an integral 5-gallon foam tank in the right front corner, and the water fill tower in the other corner. Cooler to Tank Return Diagnostic: To verify that water is flowing through the cooler, reach into the tank and feel for return flow. The upper fitting is for the standard water level indicator. This unit also has an optional fuel tank. Tank return (lower fitting) Foam Tank The foam supply line, filter, and the foam tank shutoff valve are belof the foam tank fill tower. The smaller fitting is the standard water level indicator supply line. Foam Supply line(lower fitting) Page 24 of 34

25 Schematics and Dimensional Drawings DRAWINGS ARE NOT TO SCALE! ALL DIMENSIONS ARE IN INCHES, UNLESS OTHERWISE SPECIFIED GS DS TD... Error! Bookmark not defined. Basic Compressed Air Foam System (CAFS) Schematic Basic Hydraulic Flow Auto Sync Wiring Schematic (electric) Auto Sync Air Schematic (electric) Auto Sync Air Schematic (manual) Tank Placement (low tank) Tank Placement (high tank) Page 25 of 34

26 Modules GS Page 26 of 34

27 DS DS (drawing to come, overall dimensions are the same as the DS) Page 27 of 34

28 Schematics Basic Compressed Air Foam System (CAFS) Schematic Page 28 of 34

29 Basic Hydraulic Flow Notes: The shape and orientation of the sump will vary between systems (horizontal or veritcal). The position of the connections to the sump will vary with the style of sump. COMPRESSOR AIR OUT OIL/AIR FLOW SEPARATOR/FILTER OIL RESERVOIR (SUMP) OIL FLOW OIL FLOW Page 29 of 34

30 Auto Sync Wiring Schematic (electric) Page 30 of 34

31 Auto Sync Air Schematic (electric) Page 31 of 34

32 Auto Sync Air Schematic (manual) Page 32 of 34

33 Tank Placement (low tank) Fuel Return Engine Fuel Inlet Vertical lift MAXIMUM Filler neck with tank ventilation Supply Return ½ inch 12 inch minimum recommended Page 33 of 34

34 Tank Placement (high tank) Return Filler neck with tank ventilation Maximum fuel level Height difference ½ inch Supply Shut-off Valve 12 inch minimum recommended Shut-off Valve Fuel Return Fuel Inlet Engine Pressure Limiter if height difference exceeds mfr. Spec. Page 34 of 34