Compressor Couplings

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Field Service Manual

INGERSOL L -RA ND

A IR COM PR E SSO R S

Section 9Page

Date 2-28-1997Supercedes 3-25-1995

For Use By I-R and OtherAuthorized Personnel Only

SECTION 9

COUPLINGS

Page Title Date of Issue

1 Lubricated Coupling Maintenance 12-27-19942 Dry-Type Coupling Maintenance 3-25-19953 Coupling Greases 1-6-19953A Coupling Greases (Contd) 1-6-19953B Coupling Greases (Contd) 1-6-1995

Section 1: Description3C Coupling Greases (Contd) 1-6-1995

Section 2: Ingredients3D Coupling Greases (Contd) 1-6-1995

Section 3: Physical Data3E Coupling Greases (Contd) 1-6-1995

Section 4: Fire and Explosion3F Coupling Greases (Contd) 1-6-1995

Section 5: Reactivity Hazards3G Coupling Greases (Contd) 1-6-1995

Section 6: Health Hazards3H Coupling Greases (Contd) 1-6-1995

Section 7: Special Protection Information

3J Coupling Greases (Contd) 1-6-1995Section 8: Special Protection Information


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Section 9Page

Date 2-28-1997Supercedes 3-25-1995


SECTION 9

COUPLINGS

(Contd)

Page Title Date of Issue

4 Procedure to Install a Coupling 1-8-19954A Procedure to Install a Coupling (Contd)1-8-1995

5 Reverse Indicator Alignment Method 2-28-19975A Reverse Indicator Alignment Method

(Contd) Setup 2-28-19975B Reverse Indicator Alignment Method

(Contd) Reverse Indicator Basics 2-28-19975C Reverse Indicator Alignment Method

(Contd) Procedure 2-28-19975D Reverse Indicator Alignment Method

(Contd) Procedure 2-28-19975E Reverse Indicator Alignment Method

(Contd) Coupling Alignment Chart 2-28-19975F Reverse Indicator Alignment Method

(Contd) Coupling Alignment Chart 2-28-19975G Reverse Indicator Alignment Method

(Contd) Diagram 1 2-28-19975H Reverse Indicator Alignment Method

(Contd) Diagram 2 2-28-19976 Procedure for Removing a Coupling 3-25-1995


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Section 9Page 1Date 12-27-1994Supercedes 8-30-1991


LUBRICATED COUPLING MAINTENANCE

Recommended maintenance procedures for lubricated couplings:

1. Use an acceptable grease.

2. Hand pack the coupling with grease between the hub andsleeve.

3. Use only a hand-pump grease gun.

4. When greasing the coupling with a hand-pump grease gun, thegrease connections should be placed in a horizontal position.The connection opposite the fitting should be open toatmosphere.

5. After greasing with a hand-pump grease gun, move thecoupling sleeve back and forth axially between the motor andcompressor to remove excessive grease to prevent hydrauliclock.

6. Follow the manufacturers recommendations for time intervalsfor maintenance and inspection.

7. When inspecting a coupling, make sure the sleeves slide freelyover the hubs, the teeth are in good condition and the o-ringsare in good condition.


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DRY-TYPE COUPLING MAINTENANCE

Recommended maintenance procedures for dry-type couplings:

1. Inspect the coupling annually.

2. Inspect the rollers to make sure they rotate freely between thehub and sleeve.

3. Insure the sleeve moves freely.

4. It is good practice to use a very thin film of grease on the rollersfor ease of assembly.


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COUPLING GREASES

In the Spring of 1994 Centac Division released a synthetic greasefor lubricated couplings.

The grease is CENLUBE-SG, part number C1951, and is sold incase quantities of 10 tubes per case.

The following specification sections of CENLUBE-SG can be usedfor reference and comparison for obtaining an alternative grease.

ASTM TEST TEST RESULTS- NLGI Grade 1-1/2 - 2- Texture Butterfly- Thicker Type (soap base) Aluminum Complex- % Soap Base 7- Fluid Type Multi-Temp Synthetic

- Operating Range -40F to 500F- Operating Speeds All Speeds- Cone Penetration, mm

Unworked 292Worked, 60X 293Worked, 10,000X 295Worked, 100,000X 294

D-2265 Dropping Point, F 520D-2161 Base Oil Viscosity

SSU @ 100F 593

SSU @ 210F 78Viscosity Index 130

D-2509 Timken OK load, lbs. 100


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Section 9Page 3ADate 1-6-1995Supercedes 8-18-1994


ASTM TEST TEST RESULTSD-2596 Four Ball EP Test

load wear index, kg. 65.2weld point, kg. 400

D-2266 Four Ball Wear Testscar diam., mm, 40 kg.1200 rpm, 165 F, 1 hr. 0.6

D-4048 Copper Strip Corrosion 1AD-1264 Water Washout

% loss @ 104 F 11% loss @ 175 F 7

D-1742 Oil Separation, % 0


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Section 9Page 3BDate 1-6-1995Supercedes 8-18-1994


SECTION 1: DESCRIPTION

Anti-friction Bearing and Coupling Grease - EP

Synthetic MLGI No.s 1-1/2 & 2

DOT Hazard Class: Non-Hazardous

Chemical Family: Aluminum Complex Grease


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Section 9Page 3CDate 1-6-1995Supercedes 8-18-1994


SECTION 2: INGREDIENTS

Components:

Base Oil (multi-synthetic)

Synthetic additives with ISO-Paraffinic diluents

Aluminum Benzoate Hydroxy Complex Soap Base

The precise composition of this mixture is proprietary. A morecomplete disclosure will be provided to a physician or nurse in theevent of a medical emergency.

This product contains no hazardous substance within thedefinition of OSHA Regulation 29 CFR 1910.1200.


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Section 9Page 3DDate 1-6-1995Supercedes 8-18-1994


SECTION 3: PHYSICAL DATA

Boiling Point C/F 274C (535F)

Pour Point C/F not applicable

Vapor Pressure mm Hg @ 20C 0.01 max.

Evaporation Rate Units 0.01 max.

Solubility in Water none

Specific Gravity Units 0.89

Appearance buttery and soft

Odor grease odor (verymild)


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Section 9Page 3EDate 1-6-1995Supercedes 8-18-1994


SECTION 4: FIRE AND EXPLOSION

Flash Point C/F 450F

Extinguishing Media Dry Chemical, Foam, CO2,Water Fog

Special Fire Fighting Positive pressure, self-Procedures contained breathing

apparatus should beworn in enclosed or

confined spaces.

Unusual Fire and Explosion NoneHazards


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Section 9Page 3FDate 1-6-1995Supercedes 8-18-1994


SECTION 5: REACTIVITY HAZARDS

Stability Stable

Conditions to Avoid Extreme heat and open flame

Incompatibility Strong Oxidizers(materials to avoid)

Hazardous Decomposition Carbon Monoxide, Hydrogen,Products Aldehydes, smoke and fumes

Hazardous Polymerization Will not occur


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Section 9Page 3GDate 1-6-1995Supercedes 8-18-1994


SECTION 6: HEALTH HAZARDS

Acute Overexposure No significant adverse health effectsare expected upon short termexposure.

Chronic Overexposure Repeated and long time skin contactfor persons hypersensitive topetroleum products may causeredness and irritation of skin.

Chemical Listed as National Toxicology Program: NOCarcinogen or I.A.R.C. Monographs: NOPotential Carcenogen OSHA: NO

Threshold Limit Value 5 mg/m3 for synthetic lubricants

EMERGENCY AND FIRST AID PROCEDURES

1. Inhalation Vaporization is not expected at ambienttemperatures, so there should be no problem.

2. Eyes Wash with large quantities of water for 10-15minutes.

3. Skin Wash with soap and water. Low order of toxicity.

4. Ingestion Do not induce vomiting: call physician.


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Section 9Page 3HDate 1-6-1995Supercedes 8-18-1994


SECTION 7:

SPECIAL PROTECTION INFORMATIONRespiratory Protection None required. In enclosed areas,

breathing equipment may beused.

Ventilation Normal ventilation is all that isrequired.

Protective Gloves None required, but may be used.

Eye Protection None required, but glasses maybe worn.

Other Protective Clothing Wear protective apron to protector Equipment clothes.


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Section 9Page 3JDate 1-6-1995Supercedes 8-18-1994


SECTION 8:

SPECIAL PROTECTION INFORMATIONPrecautions to be taken in Normal precautions: keepawayHandling and Storage from flames, sparks or ignition

sources. Do not weld or usetorch on the container or nearcontainer.

Other Precautions None required.

Steps to be Taken in Case Scoop up grease and returnMaterial is Released or Spilled container. To prevent slipping

while walking, clean oily spotby wiping with rags andapplying soaking compound.

Waste Disposal Methods Dispose according to currentlocal, state and federal

regulations.

NOTE:This information is furnished without warranty, representation,inducement or license of any kind, except that it is accurate to thebest of Ingersoll-Rands knowledge or obtained from sourcesbelieved by Ingersoll-Rand to be accurate, and Ingersoll-Randdoes not assume any legal responsibility for use or reliance upon

same. Customers are encouraged to conduct their own tests.Before using any product READ ITS LABEL.


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PROCEDURE TO INSTALL A COUPLING

When installing a new coupling on a shaft, the following should beobserved prior to heating the coupling:

1. Diameter of shaft2. Diameter of coupling bore3. Depth and width of keyway in shaft and depth and width of

keyway in coupling.

Also inspect for burrs, nicks, etc. and remove or smooth both the

coupling and shaft as necessary.

The diameter of the shaft should be measured with outside mics.The inside bore of the coupling should be measured with insidemics or calipers using the same outside mics for checking thatwere used to check the shaft.

The coupling inside diameter should be 0.0005 to 0.00075 perinch of diameter smaller than the shaft diameter.

The width of the keyway in the shaft should be slightly smallerthan a standard key so that the key has to be filed to fit snugly inthe shaft keyway. Relieve key on all corners.

The keyway in the coupling should be 0.001 to 0.003 wider thanthey keyway in the shaft so that the key slides freely through thecoupling keyway.

If there are any discrepancies in keyway sizes, a step key must be

made.


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The sum of the depths of the keyways must be greater than thethickness of the key by at least 0.010. If any discrepancies exist,

file the key thickness to provide a minimum of 0.010 clearance atthe top of the key when the coupling is installed.

If any portion of the key protrudes behind the coupling, it shouldbe stepped so that the keyway in the shaft is filled but the keydoes not protrude out of the shaft behind the coupling.

After all checks have been made and the key properly fitted andinstalled in the shaft, a gauge should be made 0.003 larger than

the shaft diameter. This gauge can be made from a piece ofwelding rod tapered at the ends so that it fits nicely into thecoupling (when hot) without giving a false indication.

Bolt a stop bar across the face of the hub to prevent the hub fromsliding too far on the shaft. A small drilled piece of flat bar boltedto the puller bolt holes serves this purpose.

The coupling should be either heated in a controlled temperatureoven with a heat ring or a heating blanket. If these methods are

not available, the use of a large heating torch (preferably a rosebud) may be used, but is not recommended, due to personnelhazard and carbonization of the coupling in the hot oil.

Heat the coupling uniformly until the gauge made fits freely intothe coupling. Quickly install it on the shaft before the couplingcools.

Allow the entire assembly to cool. An air stream directed on the

coupling and shaft will speed the cooling process and preventheat from spreading to the bearing or seal area. Never use waterwhen the coupling or shaft are hot, since distortion may occur.


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REVERSE INDICATOR ALIGNMENT METHOD

Introduction

The Reverse Indicator Alignment Method is an alignment method which usestwo dial indicators spaced 180 apart, mounted to rigid brackets, as shown inDiagrams 1 & 2. One bracket is attached to the shaft of the compressorwhile the other bracket is attached to the shaft of the driver. The indicatorattached to the bracket on the compressor shaft is positioned over the drivershaft so that the indicator plunger contacts the coupling hub. The indicatorattached to the bracket on the driver shaft is positioned over the compressorshaft so that the indicator plunger contacts the coupling hub.

Readings from the indicators are used to calculate the amount of movementrequired to obtain the desired vertical offset. Specific vertical offset isdifferent for each model Centac.

The Reverse Indicator Alignment Method is used for spacer coupled units.Centac CV units normally do not require alignment of the coupling hubs asthe alignment is controlled by the flange surfaces of the gear case and motor"D" flange.


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Set-up

The Centac is normally equipped with a limited float, gear type coupling witha spacer between the driver and compressor shafts on motor driven units.Turbine driven units are supplied with the same type coupling without thelimited float feature. "Float" of a coupling is typically referred to as theamount of axial movement allowed.

The total axial float on motor driven units is limited to approximately 3/16".This limiting is accomplished by two phenolic discs. There is one phenolicdisc located in each end of the coupling spool.

During installation of the unit there are typically two alignment checks

performed - rough alignment and final alignment.

Rough alignment is performed for the purpose of leveling the unit inpreparation for grouting. Rough alignment may be performed simply by theuse of a good straight edge. It is important to insure the shafts are close toinsure final alignment can be accomplished with minimal effort. Typically,rough alignment is satisfactory when the shafts are parallel and vertical offsetis within 1/16".

Final alignment is performed for the purpose of operation. Final alignmentwill be performed using the Reverse Indicator Alignment Method.

When performing final alignment the distance between the shafts isdetermined from the information provided on the General ArrangementDrawing. On units with sleeve type bullgear bearings the bullgear must bepositioned in the middle of the available axial float. A motor shaft must bepositioned to allow operation on its' loaded magnetic center when coupled tothe compressor. Typically magnetic center and mechanical center of asleeve bearing motor are the same.

Many motors use sleeve style bearings but without a thrust surface forcontrolling axial float. Motors with sleeve bearings typically have 1/2" axial

float.

NOTE: Be sure the bullgear anti-rotation bolt is removed.


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Section 9Page 5BDate 2-28-1997Supercedes 1-8-1995


Reverse Indicator Basics

The following basic steps should be followed:

1. Lock out and tag the starter panel breaker or the turbine steam supplyblock valve.

2. Confirm the unit is properly leveled and grouted.

3. Recheck the unit base bolts to insure they are tight.

4. Check the driver feet and the driver base pads to insure they are cleanand free of burrs.

5. All shims must be clean and free of burrs. Stacks of shims of varyingthickness are recommended for alignment. Whenever possible,replace stacks of thin shims with two or three thick shims to avoidspongy shim stacks.

6. Insure the driver mounting bolts are of proper hardness. A grade 5 orhigher strength bolt is recommended. Washers used with themounting bolts are recommended to be at least 1/4" thick to preventbending when the bolts are tightened.

7. If not ordered with the original equipment jacking bolts should beinstalled to aid in horizontal alignment. The time involved to add

jacking bolts is easily recovered by reducing the amount of timerequired for movement of the motor. The jacking bolts should becompletely loose during final alignment readings.

8. The indicator brackets must be designed to be rigid and boltedsecurely to the coupling hubs. Brackets which are not rigid will causeinaccurate readings and result in incorrect alignment.

9. The oil should be warmed to 100-110F and circulating during

alignment. The cooler casing supports on the CII design should be incontact with the cooler casing with the oil at 110F.

10. On all models it is recommended to circulate water through the air andoil coolers.


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Reverse Indicator Alignment Method Procedure

The following steps should be followed when performing alignment:

1. Position the driver and compressor shafts to obtain the correct shaftspacing specified on the General Arrangement Drawing. On motordriven units the motor shaft must be positioned in the magnetic(mechanical) center of its' available axial travel. A turbine shaft mustbe positioned on mechanical center of its' available axial travel.

2. Mount the rigid indicator brackets to the coupling hubs. Install theindicators onto the rigid brackets. Position the indicator pointers 180from each other.

3. Check the driver mounting bolts to insure they are tight. Loosen thedriver foot bolts one at a time. Observe the indicator dials for anychange in the readings. A change of more than 0.002" indicates acondition commonly referred to as "soft foot". The amount of changeobserved indicates the amount of shim thickness required to correctthe soft foot condition. Install the shims necessary and tighten theloosened bolt before proceeding to the next foot.

4. Take a set of readings of each indicator and record. A set of readingsconsists of four positions of the shaft and are normally located at 0,

90, 180, and 270 of a circle. Typically the 0 position is either the12:00 or 6:00 location with reference to a clock and is dependent uponwhich location from which it originates.

NOTE #1: Both shafts must be rotated together to keep the

indicator readings 180 apart.

NOTE #2: Readings recorded during the procedure will be total

indicator readings (T.I.R.). Actual offset will be 1/2 the T.I.R.

readings.

5. Loosen the mounting bolts and adjust the horizontal readings. The

horizontal readings are normally the 90 and 270 positions. Move themotor to obtain the same readings on each indicator. Tighten themounting bolts.

6. Take another set of readings and record. Again, be sure to rotate bothshafts together to keep the indicators 180 apart.


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7. With the readings recorded from step #6 calculate the amount ofmovement required, if any, to obtain the correct vertical alignment for

the specific model Centac. The change is achieved by adding orremoving shims from between the motor feet and motor base pads.

8. Take another set of readings and record. Make corrections asnecessary. This is commonly referred to as a "Cold Alignment".

9. Once achieving the alignment desired the coupling can be assembledand the unit operated. Follow recommended assembly procedures forthe specific coupling installed.

10. Operate the unit for a minimum of 4 hours at full load. It is not alwaysfeasible to achieve full load operation during the initial test run. Acondition as near to full load as possible is recommended.

11. After completion of the minimum 4 hour operation at full load stop thecompressor and recheck alignment. The readings recorded should bezero, or near zero. This is commonly referred to as "Hot Alignment".

12. Once completing the Hot Alignment the driver should be doweled.When doweling a motor the use of tapered dowels with pulling nuts isrecommended.

Upon completion of assembly of the coupling the unit can be placed innormal operation.


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COUPLING ALIGNMENT CHART

The coupling alignment chart is used to locate a specific model Centac whichrequires alignment before startup. The chart indicates alignment readings forspecific model Centacs by total indicator reading (T.I.R.) and actual reading.The chart is specific for the reverse alignment procedure and indicates onlyvertical offset for motor driven units. Turbine alignment values should alwaysbe 0.000" vertical alignment with the compressor and turbine at operatingtemperature.

All readings are "plus" dial indicator readings. "Plus" readings are obtainedwith the compressor indicator "zeroed" and the indicator pointer originating atthe top of the compressor hub. The motor indicator is zeroed with the

indicator pointer originating at the bottom of the motor hub.

Model Number Compressor Hub Motor HubT.I.R. Actual T.I.R. Actual

0C 0.020" 0.010" 0.028" 0.014"1C 0.020" 0.010' 0.028" 0.014"2C 0.030" 0.015" 0.037" 0.0185"3C 0.050" 0.025" 0.066" 0.033"4C 0.060" 0.030" 0.076" 0.038"

1ACII 0.010" 0.005" 0.010" 0.005"

2ACII 0.010" 0.005" 0.010" 0.005"2CC 0.010" 0.005" 0.010" 0.005"1CII 0.010" 0.005" 0.010" 0.005"2CII 0.010" 0.005" 0.010" 0.005"3CII 0.010" 0.005" 0.010" 0.005"5CII 0.018" 0.009" 0.018" 0.009"6CM 0.020" 0.010" 0.020" 0.010"

5CCH 0.010" 0.005" 0.010" 0.005"6CCH 0.010" 0.005" 0.010" 0.005"

Tolerances should not exceed +/ 0.002" T.I.R. All values listed are for cold

alignment.

Models 0C, 1C, 2C, 1ACII, 2ACII, 2CC, 1CII, 2CII, 3CII, 5CCH, 6CCH will besetup similar to the example in Diagram 1. All other models will be setupsimilar to the example in Diagram 2.


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Section 9Page 5FDate 2-28-1997Supercedes 1-8-1995


The distance between shaft dimension is obtained from the GeneralArrangement (G.A.) drawing. Always refer to the specific G.A. drawing for

each compressor.

Note: API units usually require a different alignment value. It is

common for the driver for a API unit to be set low to the compressor.

Typically a cold alignment of the driver low to the compressor 0.005" is

normal. These units must have a hot alignment performed to make any

necessary corrections before doweling of the motor.


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PROCEDURE FOR REMOVING A COUPLING

Figure 9.6.1 Coupling Pulling Method

Note: Quickly heat coupling hub to 300 to 400F (150-204C).

Two oxy-acetylene torches with Rose Bud tips work best forrapid heating. Use one torch by sweeping over the keyway. Theother sweeps on the bottom and sides. Turn the puller Pull Bolt toremove the coupling. Keep the flame off of the hub teeth.

DANGER !

SEVERE BURNS MAY RESULT FROM IMPROPER USE OFOXY-ACETYLENE TORCHES.

USE SAFETY GLASSES AND HIGH TEMPERATURE GLOVESWHEN REMOVING COUPLING WITH FLAME TORCHES.

#1 HEATING TORCH

1/2 TO 3/4 PLATE

PULL BOLT @ 1

ATTACHMENT BOLTS

HUB

#2 HEATING TORCH

KEY

DRIVE SHAFT

SLEEVE

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