MANDATORY – IF MACHINE IS NO LONGER IN SERVICE AND IS TO BE REMOVED FROMJOBSITE OR RETURNED TO YARD. THE FOLLOWING SERVICE IS TO BE PERFORMED
WITHIN 24 – 48 HOURS OF SHUT DOWN. THIS PROCESS MUST BE DOCUMENTED.
• The air end must be rotated 8-10 times. Do not allow the engine to start. Rotate machine by hand or by using the engine’s starter motors. The object is torotate the air end so as to not allow condensate debris to create a restriction thus binding the second stage air end.
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AIR CARE SEMINAR TRAINING
Sullair Air Care Seminars are courses that provide hands-on instruction for the proper operation, maintenance,and servicing of Sullair products. Individual seminars on portable compressors and compressor electricalsystems are offered at regular intervals throughout the year at Sullair’s corporate headquarters training facilitylocated at Michigan City, Indiana.
Instruction includes training on the function and installation of Sullair service parts, troubleshooting commonfaults and malfunctions, and actual equipment operation. These seminars are recommended for maintenance,contractor maintenance, and service personnel.
For detailed course outlines, schedule, and cost information contact:
57 5.4 EMS 547 SEQUENCE OF OPERATION AND PARAMETER SET-UP
64 5.5 CONTROLLER INPUT AND OUTPUTS
67 5.6 SETPOINT ADJUSTMENTS
72 5.7 DISPLAYS
SECTION 6—COMPRESSOR OPERATION 77 6.1 GENERAL
77 6.2 PURPOSE OF CONTROLS
78 6.3 STARTING SEQUENCE
78 6.4 WARM·UP CYCLE
78 6.5 RUNNING SEQUENCE
79 6.6 NORMAL STOPPING SEQUENCE
79 6.7 EMERGENCY SHUTDOWN
79 6.8 WARNING SEQUENCE
79 6.9 SHUTDOWN SEQUENCE
80 6.10 COLD WEATHER OPERATION
SECTION 7—MAINTENANCE 81 7.1 GENERAL
81 7.2 ENGINE COOLANT REQUIREMENT FOR RADIATORS
81 7.3 DAILY OPERATION
81 7.4 INITIAL MAINTENANCE AFTER 50 HOURS OF OPERATION
82 7.5 MAINTENANCE EVERY 250 HOURS
TABLE OF CONTENTS
82 7.6 MAINTENANCE EVERY 500 HOURS
82 7.7 MAINTENANCE EVERY 1500 HOURS
82 7.8 MAINTENANCE EVERY 7500 HOURS OR ONE YEAR OF OPERATION
82 7.9 MAINTENANCE EVERY 15000 HOURS OR TWO YEARS OF OPERA-TION
83 7.10 PARTS REPLACEMENT AND ADJUSTMENT PROCEDURES
90 7.11 BLOWDOWN PRESSURE SWITCH ADJUSTMENT
91 7.12 STAND-BY PROCEDURES
92 7.13 LONG TERM STORAGE
SECTION 8—NOISE CONTROL 95 8.1 NOISE EMISSIONS WARRANTY
95 8.2 TAMPERING WITH THE NOISE CONTROL SYSTEM IS PROHIBITED
96 8.3 NOISE EMISSIONS MAINTENANCE AND MAINTENANCE RECORD LOG
SECTION 9—TROUBLESHOOTING 99 9.1 INTRODUCTION
102 9.2 CALIBRATION
TABLE OF CONTENTS
Section 1
9
SAFETY
1.1 GENERAL
Sullair designs and manufactures all of its productsso they can be operated safely. However, theresponsibility for safe operation rests with those whouse and maintain these products. The followingsafety precautions are offered as a guide which, ifconscientiously followed, will minimize the possibilityof accidents throughout the useful life of thisequipment. Read the CIMA Safety Manual prior tocompressor operation and towing, if applicablein your area.
The air compressor should be operated only by thosewho have been trained and delegated to do so, andwho have read and understood this Operator’sManual. Failure to follow the instructions, proceduresand safety precautions in this manual can result inaccidents and injuries.
NEVER start the air compressor unless it is safe todo so. DO NOT attempt to operate the aircompressor with a known unsafe condition. Tag theair compressor and render it inoperative bydisconnecting the battery so others who may notknow of the unsafe condition will not attempt tooperate it until the condition is corrected.
Use and operate the air compressor only in fullcompliance with all pertinent OSHA requirementsand/or all pertinent Federal, State and Local codes orrequirements.
DO NOT modify the compressor except with writtenfactory approval.
Each day, walk around the air compressor andinspect for leaks, loose or missing parts, damagedparts or parts out of adjustment. Perform allrecommended daily maintenance.
Inspect for torn, frayed, blistered or otherwisedeteriorated and degraded hoses. Replace asrequired.
1.2 TOWING
PREPARING TO TOW
NOTE
OPERATOR IS REQUIRED TO READ ENTIRE INSTRUCTION MANUAL.
CAUTIONEstimated hose life based on a 5-day 8-hour work week is 3 years. These conditions exist on an 8-hour shift only. Any other operation of the equipment other than 8-hour shifts would shorten the hose life based on hours of operation.
(I)
WARNINGDo NOT tow the compressor should its weight exceed the rated limit of the tow vehicle, as the vehicle may not brake safely with excess weight. See rated limit in tow vehicle Operator's Manual, and review its instructions and other requirements for safe towing.
(I) WHILE NOT TOWED IN THE USUAL SENSE OF THE WORD, MANY OF THESE INSTRUCTIONS ARE DIRECTLY APPLICABLE TO SKID-MOUNTED PORTABLE AIR COMPRESSORS AS WELL.
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A. Prior to hitching the air compressor to the towvehicle, inspect all attachment parts and equip-ment, checking for (i) signs of excessive wear orcorrosion, (ii) parts that are cracked, bent,dented or otherwise deformed or degraded, and(iii) loose nuts, bolts or other fasteners. Shouldany such condition be present, DO NOT TOWuntil the problem is corrected.
B. Back the tow vehicle to the compressor and posi-tion it in preparation for coupling the compressor.
C. If the compressor is provided with a drawbarlatched in the vertical upright position, carefullyunlatch drawbar and lower it to engage the cou-pling device. If not, raise drawbar with the jack toengage coupling device or otherwise couple thecompressor to the towing vehicle.
D. Make sure the coupling device is fully engaged,closed and locked.
E. If chains are provided, pass each chain throughits point of attachment on the towing vehicle;then hook each chain to itself by passing thegrab hook over (not through) a link. Cross chainsunder the front of drawbar before passing themthrough points of attachment on towing vehicle tosupport the front of drawbar in case it shouldaccidentally become uncoupled.
F. Make sure that the coupling device and adjacentstructures on the towing vehicle (and also, if uti-lized, chain adjustment, brake and/or electricalinterconnections) DO NOT interfere with orrestrict motion of any part of the compressor,including its coupling device, with respect to thetowing vehicle when maneuvering over anyanticipated terrain.
G. If provided, make sure chain length, brake andelectrical interconnections provide sufficientslack to prevent strain when cornering andmaneuvering, yet are supported so they cannotdrag or rub on road, terrain or towing vehicle sur-faces which might cause wear that could renderthem inoperative.
H. On two-wheeled models, fully retract front screwjack and any rear stabilizer legs. If a caster wheelis provided on the screw jack it is part of thescrew jack, and can not be removed. Follow thesame procedure for stowing away the wheeledjack as you would for the standard screw jack.Pull the pin connecting the jack to the drawbarand raise the screw jack to its full upright posi-tion. Rotate the screw jack to its stowed position,parallel to the drawbar, and reinsert the pin.Make sure the jack is secured in place prior totowing.
WARNINGThis equipment may be tongue heavy. DO NOT attempt to raise or lower the drawbar by hand if the weight is more than you can safely handle.
Use the screw jack provided or a chain fall if you cannot lift or lower it without avoiding injury to yourself or others. Keep hands and fingers clear of the coupling device and all other pinch points. Keep feet clear of drawbar to avoid injury in case it should slip from your hands.
WARNINGThis equipment may be tongue heavy. DO NOT attempt to raise or lower the drawbar by hand if the weight is more than you can safely handle.
CAUTIONRetract the front screw jack only after attaching the compressor to the tow vehi-cle. Raise the screw jack to its full up posi-tion and pull the pin connecting the jack to the drawbar. Rotate the screw jack to its stowed position, parallel to the drawbar, and reinsert the pin. Make sure the jack is secured in place prior to towing.
If a caster wheel is provided on the screw jack it is part of the screw jack and can not be removed. Follow the same procedure for stowing away the wheeled jack as you would for the standard screw jack. Pull the pin connecting the jack to the drawbar and raise the screw jack to its full up position. Rotate the screw jack to its stowed posi-tion, parallel to the drawbar, and reinsert the pin. Make sure the jack is secured in place prior to towing.
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I. Make sure tires are in good condition and are thesize (load range) specified and are inflated to thespecified pressures. DO NOT change the tiresize or type. Also, make sure wheel bolts, lugs ornuts are tightened to the specified torques.
J. If provided, make sure all dual stop, tail direc-tional and clearance lights are operating properlyand that their lenses are clean and functional.Also, make sure all reflectors and reflecting sur-faces, including the slow moving vehicle emblemon compressors provided with same, are cleanand functional.
K. Make sure all service air hoses (not air brakehoses) are disconnected or are fully stowed andsecured on hose reels, if provided.
L. Make sure all access doors and tool box coversare closed and latched. If the compressor islarge enough to hold a man, make sure all per-sonnel are out before closing and latchingaccess doors.
M. Make sure parking brakes in towing vehicle areset, or that its wheels are chocked or blocked, orthat it is otherwise restrained from moving. Then,release the compressor parking brakes, if pro-vided.
N. Make sure the compressor wheels are notchocked or blocked, and that all tie-downs, if any,are free.
O. Test running brake operation, including break-away switch operation if provided, beforeattempting to tow the compressor at its ratedspeed or less when conditions prevail.
P. DO NOT carry loose or inappropriate tools,equipment or supplies on or in the compressor.
Q. DO NOT load this equipment with accessories ortools such that it is unbalanced from side to sideor front to back. Such unbalance will reduce thetowability of this equipment and may increasethe possibility of tipping, rolling over, jackknifing,etc. Loss of control of the towing vehicle mayresult.
TOWING
A. Observe all Federal, State, and Local laws whiletowing this equipment (including those specifyingminimum speed).
B. DO NOT exceed the towing speeds listed belowunder ideal conditions. Reduce your speed
according to posted speed limits, weather, traffic,road or terrain conditions:
1. Two axle four-wheel or three axle six-wheelsteerable models: 15 MPH (24 km/h).
2. All other models: 55 MPH (88 km/h).
C. Remember that the portable air compressor mayapproach or exceed the weight of the towingvehicle. Maintain increased stopping distancesaccordingly. DO NOT make sudden lanechanges, U-turns or other maneuvers. Suchmaneuvers can cause the compressor to tip, rollover, jackknife or slide and cause loss of controlof the towing vehicle. Tipping, rolling over, etc.can occur suddenly without warning. U-turnsespecially should be made slowly and carefully.
D. Avoid grades in excess of 15° (27%).
E. Avoid potholes, rocks and other obstructions,and soft shoulders or unstable terrain.
F. Maneuver in a manner that will not exceed thefreedom of motion of the compressor’s drawbarand/ or coupling device, in or on the towing vehi-cle’s coupling device and/or adjacent structurewhether towing forward or backing up, regard-less of the terrain being traversed.
G. DO NOT permit personnel to ride in or on thecompressor.
H. Make sure the area behind, in front of, and underthe compressor is clear of all personnel andobstructions prior to towing in any direction.
I. DO NOT permit personnel to stand or ride on thedrawbar, or to stand or walk between the com-pressor and the towing vehicle.
PARKING OR LOCATING COMPRESSOR
A. Park or locate compressor on a level surface, ifpossible. If not, park or locate compressor acrossgrade so the compressor does not tend to rolldownhill. DO NOT park or locate compressor ongrades exceeding 15° (27%).
B. Make sure compressor is parked or located on afirm surface that can support its weight.
C. Park or locate compressor so the wind, if any,tends to carry the exhaust fumes and radiatorheat away from the compressor air inlet open-ings, and also where the compressor will not beexposed to excessive dust from the work site.
D. On steerable models, park compressor with frontwheels in straight-ahead position.
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E. Set parking brakes and disconnect breakawayswitch cable and all other interconnecting electri-cal and/or brake connections, if provided.
F. Block or chock both sides of all wheels.
G. If provided, unhook chains and remove themfrom the points of chain attachment on the towingvehicle, then hook chains to bail on drawbar orwrap chains around the drawbar and hook themto themselves to keep chains off the groundwhich might accelerate rusting.
H. Lower front screw jack and/or any front and rearstabilizer legs. Make sure the surface they con-tact has sufficient load bearing capability to sup-port the weight of the compressor.
I. If a caster wheel is provided on the screw jack, itis part of the screw jack and cannot be removed.Follow the same procedure for stowing away the
wheeled jack as you would for the standardscrew jack. Raise the screw jack to its full uprightposition and pull the pin connecting the jack tothe drawbar. Rotate the screw jack to its stowedposition, parallel to the drawbar and reinsert thepin. Make sure the jack is secured in place priorto towing.
J. Disconnect coupling device, keeping hands andfingers clear of all pinch points. If the compressoris provided with a drawbar, DO NOT attempt tolift the drawbar or if hinged, to raise it to theupright position by hand, if the weight is morethan you can safely handle. Use a screwjack orchain fall if you cannot lift or raise the drawbarwithout avoiding injury to yourself or others.
K. Move the towing vehicle well clear of the parkedcompressor and erect hazard indicators, barri-cades and/or flares (if at night) if compressor isparked on or adjacent to public roads. Park so asnot to interfere with traffic.
1.3 PRESSURE RELEASE
A. Open the pressure relief valve at least weekly tomake sure it is not blocked, closed, obstructed orotherwise disabled.
B. Install an appropriate flow-limiting valve betweenthe compressor service air outlet and the shutoff(throttle) valve, when an air hose exceeding 1/2"(13 mm) inside diameter is to be connected tothe shutoff (throttle) valve, to reduce pressure incase of hose failure, per OSHA Standard 29 CFR1926.302 (b) (7) or any applicable Federal, Stateand Local codes, standards and regulations.
C. When the hose is to be used to supply a mani-fold, install an additional appropriate flow-limitingvalve between the manifold and each air hoseexceeding 1/2" (13 mm) inside diameter that is tobe connected to the manifold to reduce pressurein case of hose failure.
D. Provide an appropriate flow-limiting valve foreach additional 75 feet (23 m) of hose in runs of
WARNINGThis equipment may be tongue heavy. DO NOT attempt to raise or lower the drawbar by hand if the weight is more than you can safely handle.
CAUTIONRetract the front screw jack only after attaching the compressor to the tow vehi-cle. Raise the screw jack to its full up posi-tion and pull the pin connecting the jack to the drawbar. Rotate the screw jack to its stowed position, parallel to the drawbar, and reinsert the pin. Make sure the jack is secured in place prior to towing.
On two-wheeled models, fully retract front screw jack and any rear stabilizer legs. If a caster wheel is provided on the screw jack it is part of the screw jack and can not be removed. Follow the same procedure for stowing away the wheeled jack as you would for the standard screw jack. Pull the pin connecting the jack to the drawbar and raise the screw jack to its full up position. Rotate the screw jack to its stowed posi-tion, parallel to the drawbar, and reinsert the pin. Make sure the jack is secured in place prior to towing.
NOTEWhile not towed in the usual sense of the word, many of these instructions are directly applicable to skidmounted porta-ble air compressors as well.
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air hose exceeding 1/2" (13 mm) inside diameterto reduce pressure in case of hose failure.
E. Flow-limiting valves are listed by pipe size andrated CFM. Select appropriate valve accordingly.
F. DO NOT use tools that are rated below the maxi-mum rating of this compressor. Select tools, airhoses, pipes, valves, filters and other fittingsaccordingly. DO NOT exceed manufacturer’srated safe operating pressures for these items.
G. Secure all hose connections by wire, chain orother suitable retaining device to prevent tools orhose ends from being accidentally disconnectedand expelled.
H. Open fluid filler cap only when compressor is notrunning and is not pressurized. Shut down thecompressor and bleed the sump (receiver) tozero internal pressure before removing the cap.
I. Vent all internal pressure prior to opening anyline, fitting, hose, valve, drain plug, connection orother component, such as filters and line oilers,and before attempting to refill optional air lineanti-icer systems with antifreeze compound.
J. Keep personnel out of line with and away fromthe discharge opening of hoses, tools or otherpoints of compressed air discharge.
K. DO NOT use air at pressures higher than 30 psig(2.1 bar) for cleaning purposes, and then onlywith effective chip guarding and personal protec-tive equipment per OSHA Standard 29 CFR1910.242 (b) or any applicable Federal, Stateand Local codes, standards and regulations.
L. DO NOT engage in horseplay with air hoses asdeath or serious injury may result.
M. This equipment is supplied with an ASMEdesigned pressure vessel protected by an ASMErated relief valve. Lift the handle once a week tomake sure the valve is functional. DO NOT liftthe handle while machine is under pressure.
N. If the machine is installed in an enclosed area itis necessary to vent the relief valve to the outsideof the structure or to an area of non-exposure.
O. DO NOT remove radiator filler cap until the cool-ant temperature is below its boiling point. Thenloosen cap slowly to its stop to relieve anyexcess pressure and make sure coolant is notboiling before removing cap completely. Removeradiator filler cap only when cool enough to touchwith a bare hand.
P. The ethyl ether in the replaceable cylinders usedin diesel ether starting aid systems (optional) isunder pressure. DO NOT puncture or incineratethose cylinders. DO NOT attempt to remove thecenter valve core or side pressure relief valvefrom these cylinders regardless of whether theyare full or empty.
Q. If a manual blowdown valve is provided on thereceiver, open the valve to ensure all internalpressure has been vented prior to servicing anypressurized component of the compressor air/fluid system.
1.4 FIRE AND EXPLOSION
A. Refuel at a service station or from a fuel tankdesigned for its intended purpose. If this is notpossible, ground the compressor to the dis-penser prior to refueling.
B. Clean up spills of fuel, fluid, battery electrolyte orcoolant immediately if such spills occur.
C. Shut off air compressor and allow it to cool. Thenkeep sparks, flames and other sources of ignitionaway and DO NOT permit smoking in the vicinitywhen adding fuel, checking or adding electrolyteto batteries, checking or adding fluid, checkingdiesel engine ether starting aid systems, replac-ing cylinders, or when refilling air line anti-icersystems antifreeze compound.
D. DO NOT permit liquids, including air line anti-icersystem antifreeze compound or fluid film, toaccumulate on bottom covers or on, under oraround acoustical material, or on any external orinternal surfaces of the air compressor. Wipedown using an aqueous industrial cleaner orsteam clean as required. If necessary, removeacoustical material, clean all surfaces and thenreplace acoustical material. Any acoustical mate-rial with a protective covering that has been tornor punctured should be replaced immediately toprevent accumulation of liquids or fluid film within
WARNINGDo not attempt to operate the compressor in any classification of hazardous environ-ment or potentially explosive atmosphere unless the compressor has been specially designed and manufactured for that duty.
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the material. DO NOT use flammable solventsfor cleaning purposes.
E. Disconnect the grounded (negative) battery con-nection prior to attempting any repairs or clean-ing inside the enclosure. Tag the batteryconnections so others will not unexpectedlyreconnect it.
F. Keep electrical wiring, including the battery ter-minals and other terminals, in good condition.Replace any wiring that has cracked, cutabraded or otherwise degraded insulation or ter-minals that are worn, discolored or corroded.Keep all terminals clean and tight.
G. Turn off battery charger before making or break-ing connections to the battery.
H. Keep grounded conductive objects such as toolsaway from exposed live electrical parts such asterminals to avoid arcing which might serve as asource of ignition.
I. Replace damaged fuel tanks or lines immediatelyrather than attempt to weld or otherwise repairthem. DO NOT store or attempt to operate thecompressor with any known leaks in the fuel sys-tem. Tag the compressor and render it inopera-tive until repair can be made.
J. Remove any acoustical material or other materialthat may be damaged by heat or that may sup-port combustion prior to attempting weld repairs.Remove diesel engine ether starting aid cylin-ders and air line anti-icer system componentscontaining antifreeze compound, prior toattempting weld repairs in any place other thanthe fuel system. DO NOT weld on or near thefuel system.
K. Keep a suitable, fully charged class BC or ABCfire extinguisher or extinguishers nearby whenservicing and operating the compressor.
L. Keep oily rags, trash, leaves, litter or other com-bustibles out of and away from the compressor.
M. Open all access doors and allow the enclosure toventilate thoroughly prior to attempting to startthe engine.
N. DO NOT operate compressor under low over-hanging leaves or permit such leaves to contacthot exhaust system surfaces when operating thecompressor in forested areas.
O. Ethyl ether used in diesel engine ether startingaid systems is extremely flammable. Change cyl-
inders, or maintain or troubleshoot these sys-tems only in well-ventilated areas away fromheat, open flame or sparks. DO NOT install,store or otherwise expose ether cylinders to tem-peratures above 160 °F (71 °C). Remove ethercylinder from the compressor when operating inambient temperatures above 60 °F (16 °C).
P. DO NOT attempt to use ether as a starting aid ingasoline engines or diesel engines with glowplugs as serious personnel injury or propertydamage may result.
Q. DO NOT spray ether into compressor air filter orinto an air filter that serves both the engine andthe compressor as serious damage to the com-pressor or personal injury may result.
R. Antifreeze compound used in air line anti-icersystems contains methanol which is flammable.Use systems and refill with compound only inwell-ventilated areas away from heat, openflames or sparks. DO NOT expose any part ofthese systems or the antifreeze compound totemperatures above 150 °F (66 °C). Vapors fromthe antifreeze compound are heavier than air.DO NOT store compound or discharge treatedair in confined or unventilated areas. DO NOTstore containers of antifreeze compound in directsunlight.
S. Store flammable fluids and materials away fromyour work area. Know where fire extinguishersare and how to use them, and for what type offire they are intended. Check readiness of firesuppression systems and detectors if soequipped.
1.5 MOVING PARTS
A. Keep hands, arms and other parts of the bodyand also clothing away from belts, pulleys andother moving parts.
B. DO NOT attempt to operate the compressor withthe fan or other guards removed.
C. Wear snug-fitting clothing and confine long hairwhen working around this compressor, especiallywhen exposed to hot or moving parts inside theenclosure.
D. Keep access doors closed except when makingrepairs or adjustments, performing service orwhen starting or stopping the compressor.
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E. Make sure all personnel are out of the way andclear of the compressor prior to attempting tostart or operate it.
F. Shut off engine before adding fuel, fluid, coolantlubricants, air line antifreeze compound or bat-tery electrolyte, or before replacing ether startingaid cylinders.
G. Disconnect the grounded negative battery con-nection to prevent accidental engine operationprior to attempting repairs or adjustments. Tagthe battery connection so others will not unex-pectedly reconnect it.
H. When adjusting the controls, it may require oper-ation of the equipment during adjustment. DONOT come in contact with any moving partswhile adjusting the control regulator and settingthe engine RPM. Make all other adjustments withthe engine shut off. When necessary, makeadjustment, other than setting control regulatorand engine RPM, with the engine shut off. If nec-essary, start the engine and check adjustment. Ifadjustment is incorrect, shut engine off, readjust,then restart the engine to recheck adjustment.
I. Keep hands, feet, floors, controls and walkingsurfaces clean and free of fluid, water, antifreezeor other liquids to minimize possibility of slips andfalls.
1.6 HOT SURFACES, SHARP EDGES AND SHARP CORNERS
A. Avoid bodily contact with hot fluid, hot coolant,hot surfaces and sharp edges and corners.
B. Keep all parts of the body away from all points ofair discharge and away from hot exhaust gases.
C. Wear personal protective equipment includinggloves and head covering when working in, on oraround the compressor.
D. Keep a first aid kit handy. Seek medical assis-tance promptly in case of injury. DO NOT ignoresmall cuts and burns as they may lead to infec-tion.
1.7 TOXIC AND IRRITATING SUBSTANCES
A. DO NOT use air from this compressor for respi-ration (breathing) except in full compliance withOSHA Standards 29 CFR 1920 and any otherFederal, State or Local codes or regulations.
B. DO NOT use air line anti-icer systems in air linessupplying respirators or other breathing air utili-zation equipment and DO NOT discharge airfrom these systems into unventilated or otherconfined areas.
C. Operate the compressor only in open or well-ventilated areas.
D. If the compressor is operated indoors, dischargeengine exhaust fumes outdoors.
E. Locate the compressor so that exhaust fumes arenot apt to be carried towards personnel, air intakesservicing personnel areas or towards the air intakeof any portable or stationary compressor.
F. Fuels, fluids, coolants, lubricants and batteryelectrolyte used in the compressor are typical ofthe industry. Care should be taken to avoid acci-dental ingestions and/or skin contact. In theevent of ingestion, seek medical treatmentpromptly. DO NOT induce vomiting if fuel isingested. Wash with soap and water in the eventof skin contact.
G. Wear an acid-resistant apron and a face shield orgoggles when servicing the battery. If electrolyte
DANGER
INHALATION HAZARD!
Death or serious injury can result from inhaling compressed air without using proper safety equipment. See OSHA stan-dards and/or any applicable Federal, State, and Local codes, standards and regulations on safety equipment.
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is spilled on skin or clothing, immediately flushwith large quantities of water.
H. Ethyl ether used in diesel engine ether startingaid systems is toxic, harmful or fatal if swallowed.Avoid contact with the skin or eyes and avoidbreathing the fumes. If swallowed, DO NOTinduce vomiting and call a physician immediately.
I. Wear goggles or a full face shield when testingether starting aid systems or when adding anti-freeze compound to air line anti-icer systems.Keep openings of valve or atomizer tube of etherstarting aid system pointed away from yourselfand other personnel.
J. If ethyl ether or air line anti-icer system anti-freeze compound enters the eyes or if fumes irri-tate the eyes, they should be washed with largequantities of clean water for 15 minutes. A physi-cian, preferably any eye specialist, should becontacted immediately.
K. DO NOT store ether cylinders or air line anti-icersystem antifreeze compound in operator’s cabsor in other similar confined areas.
L. The antifreeze compound used in air line anti-icer systems contains methanol and is toxic,harmful or fatal if swallowed. Avoid contact withthe skin or eyes and avoid breathing the fumes. Ifswallowed, induce vomiting by administering atablespoon of salt in a glass of clean warm water.Do this until vomit is clear, then administer twotablespoons of baking soda in a glass of cleanwater. Have patient lay down and cover eyes toexclude light. Call a physician immediately.
1.8 ELECTRICAL SHOCK
A. Keep the towing vehicle or equipment carrier,compressor hoses, tools and all personnel atleast 10 feet (3 m) from power lines and buriedcables.
B. Keep all parts of the body and any hand-heldtools or other conductive objects away fromexposed live parts of electrical system. Maintaindry footing, stand on insulating surfaces and DONOT contact any other portion of the compressorwhen making adjustments or repairs to exposedlive parts of the electrical system.
C. Attempt repairs only in clean, dry and well-lightedand ventilated areas.
D. Stay clear of the compressor during electricalstorms! It can attract lightning.
1.9 LIFTING
A. If the compressor is provided with a lifting bail,then lift by the bail provided. If no bail is provided,then lift by sling. Compressors to be air lifted byhelicopter must not be supported by the liftingbail, but by slings instead. In any event, lift only infull compliance with OSHA Standards 29 CFR1910 subpart N or any other Local, State, Militaryand Federal regulations that may apply.
B. Inspect lifting bail and points of attachment forcracked welds and for cracked, bent, corroded orotherwise degraded members and for loose boltsor nuts prior to lifting.
C. Make sure entire lifting, rigging and supportingstructure has been inspected, is in good condi-tion and has a rated capacity of at least the netweight of the compressor plus an additional 10%allowance for weight of water, snow, ice, mud,stored tools, and equipment. If your are unsureof the weight, then weigh compressor before lift-ing.
D. Make sure lifting hook has a functional safetylatch or equivalent, and is fully engaged andlatched on the bail.
E. Use guide ropes or equivalent to prevent twistingor swinging of the compressor once it has beenlifted clear of the ground.
F. DO NOT attempt to lift in high winds.
G. Keep all personnel out from under and awayfrom the compressor whenever it is suspended.
H. Lift compressor no higher than necessary.
I. Keep lift operator in constant attendance when-ever compressor is suspended.
J. Set compressor down only on a level surfacecapable of supporting at least its net weight plusan additional 10% allowance for the weight ofwater, snow, ice, mud, stored tools, and/or equip-ment.
K. If the compressor is provided with parkingbrakes, make sure they are set, and in anyevent, block or chock both sides of all runningwheels before disengaging the lifting hook.
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1.10 ENTRAPMENT
A. Make sure all personnel are out of compressorbefore closing and engaging enclosure doors.
B. If the compressor is large enough to hold a manand if it is necessary to enter it to perform serviceadjustments, inform other personnel beforedoing so, or else secure the access door in theopen position to avoid the possibility of othersclosing and possibly latching the door with per-sonnel inside.
1.11 JUMP STARTING
A. Observe all safety precautions mentioned else-where in this manual.
B. Batteries may contain hydrogen gas which isflammable and explosive. Keep flames, sparksand other sources of ignition away.
C. Batteries contain acid which is corrosive and poi-sonous. DO NOT allow battery acid to contacteyes, skin, fabrics or painted surfaces as seriouspersonal injury or property damage could result.Flush any contacted areas thoroughly with waterimmediately. Always wear an acid-resistantapron and face shield when attempting to jumpstart the compressor.
D. Remove all vent caps (if so equipped) from thebattery or batteries in the compressor. DO NOTpermit dirt or foreign matter to enter the opencells.
E. Check fluid level. If low, bring fluid to proper levelbefore attempting to jump start (not applicable tomaintenance-free batteries).
F. DO NOT attempt to jump start if fluid is frozen orslushy. Bring batteries up to at least 60 °F (16°C) before attempting to jump start or it mayexplode.
G. Cover open cells of all compressor batteries withclean dampened cloths before attempting tojump start.
H. Attempt to jump start only with a vehicle having anegative ground electrical system with the samevoltage, and is also equipped with a battery orbatteries of comparable size or larger than sup-plied in the compressor. DO NOT attempt tojump start using motor generator sets, welders orother sources of DC power as serious damagemay result.
I. Bring the starting vehicle alongside the compres-sor, but DO NOT permit metal to metal contactbetween the compressor and the starting vehicle.
J. Set the parking brakes of both the compressor (ifprovided) and the starting vehicle or otherwiseblock both sides of all wheels.
K. Place the starting vehicle in neutral or park, turnoff all non-essential accessory electrical loadsand start its engine.
L. Use only jumper cables that are clean, in goodcondition and are heavy enough to handle thestarting current.
M. Avoid accidental contact between jumper cableterminal clips or clamps and any metallic portionof either the compressor or the starting vehicle tominimize the possibility of uncontrolled arcingwhich might serve as a source of ignition.
N. Positive battery terminals are usually identifiedby a plus (+) sign on the terminal and the lettersPOS adjacent to the terminal. Negative batteryterminals are usually identified by the lettersNEG adjacent to the terminal or a negative (-)sign.
O. Connect one end of a jumper cable to the posi-tive (POS) (+) battery terminal in the startingvehicle. When jump starting 24V compressorsand if the starting vehicle is provided with two (2)12V batteries connected in series, connect thejumper cable to the positive (POS) (+) terminal ofthe ungrounded battery.
P. Connect the other end of the same jumper cable tothe positive (POS) (+) terminal of the starter motorbattery in the compressor when jump starting 24Vcompressors, to the positive (POS) (+) terminal ofthe ungrounded battery in the compressor.
Q. Connect one end of the other jumper cable to thegrounded negative (NEG) (-) terminal of the bat-tery in the starting vehicle. When jump starting24V compressors and if the starting vehicle isprovided with two (2) 12V batteries connected inseries, connect the jumper cable to the negative(NEG) (-) terminal of the grounded battery.
R. Check your connections. DO NOT attempt tostart a 24V compressor with one 12V battery inthe starting vehicle. DO NOT apply 24V to one12V battery in the compressor.
S. Connect the other end of this same jumper cableto a clean portion of the compressor engine
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block away from fuel lines, the crank casebreather opening and the battery.
T. Start the compressor in accordance with normalprocedure. Avoid prolonged cranking.
U. Allow the compressor to warm up. When thecompressor is warm and operating smoothly atnormal idle RPM, disconnect the jumper cablefrom the engine block in the compressor, thendisconnect the other end of this same cable fromthe grounded negative (NEG) (-) terminal of thebattery in the starting vehicle. Then disconnectthe other jumper cable from the positive (POS)(+) terminal of the battery in the compressor, or ifprovided with two (2) 12V batteries connected inseries, from the ungrounded battery in the com-pressor, and finally, disconnect the other end ofthis same jumper cable from the positive (POS)(+) terminal of the battery in the starting vehicleor from the positive (POS) (+) terminal of theungrounded battery in the starting vehicle, if it isprovided with two (2) 12V batteries connected inseries.
V. Remove and carefully dispose of the dampenedcloths, as they may now be contaminated withacid, then replace all vent caps.
1.12 IMPLEMENTATION OF LOCKOUT/TAGOUT
The energy control procedure defines actionsnecessary to lockout a power source of any machineto be repaired, serviced or set-up, where unexpectedmotion, or an electrical or other energy source, wouldcause personal injury or equipment damage. Thepower source on any machine shall be locked out byeach employee doing the work except when motionis necessary during setup, adjustment or trouble-shooting.
A. The established procedures for the application ofenergy control shall cover the following elementsand actions and shall be initiated only by Autho-rized Persons and done in the followingsequence:
1. Review the equipment or machine to belocked and tagged out.
2. Alert operator and supervisor of whichmachine is to be worked on, and that powerand utilities will be turned off.
3. Check to make certain no one is operatingthe machine before turning off the power.
4. Turn off the equipment using normalshutdown procedure.
5. Disconnect the energy sources:
a. Air and hydraulic lines should be bled,drained and cleaned out. There should beno pressure in these lines or in the reser-voir tanks. Lockout or tag lines or valves.
b. Any mechanism under tension or pres-sure, such as springs, should bereleased and locked out or tagged.
c. Block any load or machine part prior toworking under it.
d. Electrical circuits should be checked withcalibrated electrical testing equipmentand stored energy and electrical capaci-tors should be safely discharged.
6. Lockout and/or Tagout each energy sourceusing the proper energy isolating devicesand tags. Place lockout hasp and padlock ortag at the point of power disconnect wherelockout is required by each personperforming work. Each person shall beprovided with their own padlock and havepossession of the only key. If more than oneperson is working on a machine each personshall affix personal lock and tag using amulti-lock device.
7. Tagout devices shall be used only whenpower sources are not capable of beinglocked out by use of padlocks and lockouthasp devices. The name of the personaffixing tag to power source must be on tagalong with date tag was placed on powersource.
8. Release stored energy and bring theequipment to a “zero mechanical state”.
9. Verify Isolation: Before work is started, testequipment to ensure power is disconnected.
B. General Security
1. The lock shall be removed by the“Authorized” person who put the lock on theenergy-isolating device. No one other thanthe person/persons placing padlocks andlockout hasps on power shall removepadlock and lockout hasps and restorepower. However, when the authorizedperson who applied the lock is unavailable toremove it his/her Supervisor may removepadlock/padlocks and lockout hasps andrestore power only if it is first:
a. verified that no person will be exposed todanger.
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b. verified that the “Authorized” person whoapplied the device is not in the facility.
c. noted that all reasonable efforts to con-tact the “Authorized” person have beenmade to inform him or her that the lock-out or tagout device has been removed.
d. ensured that the “Authorized” person isnotified of lock removal before returningto work.
2. Tagout System—Tags are warning devicesaffixed at points of power disconnect and arenot to be removed by anyone other that theperson placing tag on power lockout. Tagsshall never be by-passed, ignored, orotherwise defeated
1.13 CALIFORNIA PROPOSITION 65
WARNINGCALIFORNIA PROPOSITION 65 WARNING
Diesel engine exhaust and some of its con-stituents are known to the State of Califor-nia to cause cancer, birth defects and other reproductive harm.
Battery posts, terminals and related acces-sories contain lead and other compounds known to the State of California to cause cancer and birth defects and other repro-ductive harm. Wash hands after handling.
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1.14 SYMBOLS AND REFERENCES
The symbols below may or may not be used. Pleaserefer to the decals set forth on the machine forapplicable symbols.
Safety Symbols-1 T4
DIESEL PARTICULATE FILTER
REGENERATION INHIBIT
HIGH EXHAUST SYS. TEMP
WAIT TO START
REMOTE START
CABIN LIGHTS
/ iT4
/ iT4
/ iT4
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Safety Symbols-2
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Safety Symbols-3
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DE-18 USER MANUAL
INSTALLATION2.1 PARKING OR MOUNTING OF
COMPRESSOR
Park or mount compressor on a level surface, ifpossible. If unable to park or locate the compressoron a level surface position the compressor on agrade surface which will not allow the compressor toroll downhill.
DO NOT park or mount compressor on surfacegrades exceeding 15 degrees.
The compressor package should be placed on asurface or foundation capable of supporting 10%more than only the compressor weight. Makefoundation weight allowance for snow, ice, mud andstored tools.
No piping loads or moments should be transmitted tothe air and fuel connections provided with thepackage.
Park or locate compressor so the wind, if any, willhelp carry the exhaust fumes and radiator heat awayfrom the compressor air inlet openings. Thecompressor should not be exposed to excessive dustfrom the worksite.
If compressor is equipped with the optional wheelpackage, park compressor with the front wheels in astraight ahead position. Set the parking brakes andblock or chock both sides of all wheels. Disconnectcoupling device, keeping hands and fingers clear ofall pinch points. Raise the drawbar and lock it in theupright position. Keep feet clear of drawbar at alltimes to avoid crushing accidents while positioningthe drawbar in case it should slip from your hands orotherwise fall to the ground.
2.2 VENTILATION AND COOLING
Select a location that allows an unrestricted flow offree ventilation air through the package,
(approximately 48,000 CFM [1358 m3/min]). Themaximum allowable ambient temperature is 115°F(46°C). Heat rejection to the surroundingenvironment can be up to 32,000 BTU/min.
Avoid any recirculation or ingestion of heated gases.
Compressor and engine/intake is located next topackage controller.
Package discharge (cooling air) is located on topof package.
Package intake (cooling air) is located on end ofpackage.
Maintain a 6 ft. (1.8 m) minimum separation betweenthe package and any surrounding walls.
If ductwork is installed, the total restriction on intakemust not exceed 0.1 inches H20 (25 Pascals). Thetotal restriction on the outlet must not exceed 0.1inches H20 (25 Pascals).
Elevation: As with all two-stage Oil-FreeCompressors, package rating must be reduced at ormore than 4000 ft. above sea level.
2.3 SERVICE AIR CONDENSATE PIPING
A shut-off valve is included to isolate the packagefrom the supply line as required.
No piping loads or moments should be transmitted tothe air connections provided with the package.
Condensate drains shall be connected to anonpressurized gravity feed drain. If the compressordrains are manifolded together, care should be takento ensure that this drain is not pressurized when themachine condensate drains (both automatic ormanual) are in operation.
All condensate should be disposed of in accordancewith local governing laws.
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2.4 FLUID LEVEL CHECK
The compressor lube circuit is supplied with theproper charge of Sullair AWF lube oil. Two sightglasses, located at the sump end, indicate the levelof lubricant in the sump. The following guideline foroil level should be used:
Compressor stopped: Oil level should reach 25-100% of the upper sight glass.
Compressor operating: Oil level should be betweenthe upper and lower sight glasses. The compressorshould not be operated with an oil level below thelower sight glass.
The engine dipstick should be checked and theproper level should be visible prior to operation.Refer to engine manual.
Check engine radiator coolant level and make upreservoir for correct coolant level.
Section 3
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SPECIFICATIONS3.1 DE-18 SERIES COMPRESSOR PACKAGE
Table 3-1: Overall Specifications
Model SeriesLength Width Height Weight (dry) Weight (wet)
Fuel / Cooling Diesel / water Maximum elevation 4000 ft (1219 m)
1The estimated run time on one tank of fuel is 8 hours, depending on fuel level warning/shutdownsettings in the controller.
Table 3-4: Package Features
Two-stage, rotaryscrew, Oil-Free aircompressor.
standardMachine Sequencing(up to 10)
standard
Exhaust muffler islocated within theenclosure.
standard Spark Arrestor Silencer standard
Lockable doors. standard Emergency Stop standard
Frame with “four pointlift” points, and fork liftpockets.
standard External Frame Drains standard
Weatherproof canopy standard Auxiliary Fuel Ports standard
Aftercooled Air standardHeaters & Heat Tracing-20°F (-28°C)
standard
Spill Containment –115% all fluids
standard Anti-static Belts Option
Battery Disconnect standard Engine airstop valve Option
Water Separator standardWheel kit (shippedloose)
Option
Autostart/Autostop standard Battery Charger Option
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3.2 LUBRICATION GUIDE
DE-18 Series compressors are factory filled withSullair AWF oil.
Lubricant should be checked/changed every 1,500hours or once a year, whichever comes first. Thefluid should be changed more frequently undersevere operating conditions, such as high ambienttemperatures coupled with high humidity or whenhigh particulate level, corrosive gases or strongoxidizing gases are present in the air.
Please refer to the Caterpillar Engine Operator'sManual for maintenance requirements.
Maintenance of all other components is stillrecommended as indicated in the Maintenancesection of this manual.
WARNINGMixing of other lubricants within the com-pressor unit will void all warranties!
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3.3 IDENTIFICATION—TYPICALA1 EXHAUST
A2 RADIATOR FILL CAP LOCATION
A3 PACKAGE LIFTING EYES (4)
A4 ENCLOSED LIFTING LUGS
A5 SKID LIFTING LUGS (4X)
A6 2” NPT FRAME DRAIN (6X)
A7 11.25 X 5.25 FORK-LIFT POCKETS (2X)
A8 15” WHEELS (4X)
A9 COMPRESSED AIR OUTLET: 4”-150# BSPP FEMALE BALL VALVE. COMPRESSOR AIR OUTLET BALL VALVE AND PIPE NIPPLE CAN BE REMOVED TO REDUCE PACKAGE LENGTH FOR TRANSIT.
A10 45° TURNING ANGLE
A11 COOLING AIR INLET
A12 SPARE DRAIN PORT (1” NPT)
A13 RADIATOR DRAIN PORT (1/2” NPT)
A14 ENGINE OIL DRAIN PORT (1” NPT)
A15 FUEL DRAIN PORT (1/2” NPT)
A16 AUX FUEL SUPPLY PORT (1” QUICK DISCONNECT)
A17 AUX FUEL RETURN PORT (3/4” QUICK DISCONNECT)
A18 COMPRESSOR OIL DRAIN (1” NPT)
A19 1ST STAGE CONDENSATE DRAIN PORT (1” NPT)
A20 2ND STAGE CONDENSATE DRAIN PORT (1” NPT)
A21 COMPRESSOR ENGINE AND AIR INTAKE
A22 FUEL FILL LOCATION INSIDE THIS PANEL ENCLOSURE MOUNTED TO BACK OF THIS DOOR.
A23 CONTROL PANEL ACCESS DOOR
A24 COOLING AIR DISCHARGE
A25 ACCESS DOOR TO MURPHY CONTROLLER
A26 PARKING BRAKE LEVER (2X) PARKING BRAKE MUST BE ENGAUGED AND WHEELS CHOCKED BEFORE OPERATION. MAX 17° INCLINE. WHEELS FOR YARD USE ONLY. TOW ONLY ON PAVEMENT CAPABLE OF SUPPORTING PACKAGE WEIGHT.
A27 HEATER POWER INLET PANEL
A37 DOOR OPENING CLEARANCES (7X)
NOTES:
1- ALLOW A MINIMUM OF 6 FEET OF CLEARANCE AROUND THE PERIMETER OF THE MACHINE TO FACILITATE FREE AIR CIRCULA-TION AND ACCESS.
2- THE MACHINE MUST BE ON A SOLID AND LEVEL FOOTING BEFORE OPERATING.
3- NO PIPING LOADS ARE ALLOWABLE AT EXTERNAL CONNECTIONS.
WARNING:
HIGH PRESSURE PIPING: FOLLOW SAFETY GUIDELINES IN MANUAL BEFORE WORKING ON ANY PACKAGE PIPING.
The Sullair DE-18 Series Rotary Screw AirCompressor offers superior performance andreliability while requiring only minimal maintenance.
The compressor is equipped with a Sullair rotaryscrew compressor unit. Compared to othercompressors, the Sullair is unique in mechanicalreliability and compressor durability. No inspection isrequired of the working parts within the compressorunit.
As you continue reading this manual and come tolearn how the compressor operates and is cared for,you will see how surprisingly easy it is to keep aSullair compressor in top condition.
Read Section 7: Maintenance to keep yourcompressor in top operating condition. Should anyquestions arise which cannot be answered in the
following text, call the Sullair Service Department (1-800-SULLAIR ext. 4242).
4.2 DESCRIPTION OF COMPONENTS
The standard package includes a two-stagecompressor and gear box assembly, a diesel engine,driveline system, a control assembly, an inlet airsystem, low pressure (LP) and high pressure (HP)silencing/discharge air systems, air cooling system, aload/unload control system, an oil lubrication andcooling system, and a sound attenuating enclosure,all mounted on a fabricated steel frame.
The Sullair compressor unit is driven by an industrialdiesel engine designed to provide enoughhorsepower for adequate reserve at rated conditions.Refer to Engine Operator's Manual for a moredetailed description of the engine.
Air-cooled heat exchangers are used on all models.An engine-driven fan is used to ventilate the interiorof the sound attenuating enclosure. The controllerassembly is easily accessible for servicing behind ahinged and locked separate enclosure panel door.
The engine cooling system is comprised of aradiator, high capacity fan, and thermostats. Thehigh capacity fan draws air through the radiator,keeping the engine at the proper operatingtemperature.
NOTEYour DE·18 Series compressor package utilizes a simple to operate yet sophisti-cated computerIzed controller. All perti-nent use of this device Is covered herein. Carefully familiarize yourself with It before attempting to operate the machl-nery.
Figure 4-2: Compressor Inlet System
A1. Engine air to air cooler
A2. Engine
A3. Main Air Filter
A4. Preliminary Air Filter
A5. Butterfly Inlet Valve
A6. Compressor Unit
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The same fan also cools the compressed air aftereach stage of compression and the compressorlubrication system. Prior to passing through theradiator, the fan air also passes through theintercooler, aftercooler and compressor fluid cooler(which are mounted adjacent to the radiator).
The same fan also cools the engines intake airsupply and fuel. Prior to passing through the radiator,the fan air passes through the engines charge aircooler and fuel cooler. The engine intake air passesthrough the air cooler, which helps remove the heatwhich was introduced by the engine's turbocharger.The fuel air-cooler helps cool the diesel fuel foroptimum combustion.
The engine is coupled to the compressor with a non-lubricated vulcanized rubber disc and drive flange-type coupling. The package is supplied with a fueltank large enough to keep the compressor running atfull load through a full shift. Also supplied areauxiliary fuel supply and return connections forlonger periods of operation.
4.3 COMPRESSOR UNIT, FUNCTIONAL DESCRIPTION
DE-18 Series compressors feature a two-stage, oil
free, rotary screw design. The rotor profiles andstators, some of which are protected with anti-corrosion coating, deliver near pulse-freecompressed air to meet your demands. The rotorshafts are mounted on anti-friction bearings and aresealed by floating carbon ring/stainless steel cageassemblies. Both stages are driven by a commonbull gear and speed optimized individual pinions, andare precisely mounted to the rigid gear box. Timinggears synchronize each male/female rotor pair forcontact-free operation.
A gear-type pump, coupled to the main drive shaft,supplies the required lubricating oil to the gears, anti-friction bearings and cooling to compressor jacket.An all-metal tank, integrally mounted to thecompressor, serves as the sump for the lubricationsystem.
The compressor/gear box assembly is driven by theengine via a torsionally soft, flexible shaft coupling.
The engine is mounted to the gear box through arigid adapter which maintains the gear box andengine shafts in optimum alignment and allows thedriveline assembly to be supported by soft, vibrationisolating rubberized mounts.
Figure 4-3: Load/Unload Capacity Control System
A1. Pressurized Filtered Oil Supply
A2. Inlet Control Solenoid (4-way valve)
A3. Double Acting Hydro-Cylinder
A4. Butterfly Air Valve
A5. Oil Sump
A6. Relief Valve
A7. Blowdown Silencers
A8. 3-Way Solenoid Valve
A9. LP Stage
A10. Intercooler
A11. HP Stage
A12. Aftercooler
A13. Check Valve
A14. Blowdown Valve
A15. Compressed Air Discharge
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4.4 AIR INLET SYSTEM, FUNCTIONAL DESCRIPTION
Refer to Figure 4-2. The compressor inlet systemconsists of a heavy duty two-stage, dry type air filtermounted inside the canopy and connected to thecompressor and engine inlets via tubing and flexiblehose. In addition, stainless steel tubing from the airfilter housing to the control panel restriction switchesis provided.
A decrease in compressor inlet pressure, caused bythe collected airborne dirt, is sensed by the controllerand a filter maintenance announcement is displayed.
4.5 COMPRESSOR LOAD/UNLOAD CAPACITY CONTROL SYSTEM, FUNCTIONAL DESCRIPTION
Refer to Figure 4-3. The purpose of the capacitycontrol system is to regulate the compressed airsupply to the demand. It consists of the inlet throttlingvalve and blowdown subsystems integrated with thecontroller. Primary modes of operation are describedbelow (for illustration purposes, 100 psig serviceoperation will be used):
DEFAULT STATES
Default states for the inlet valve and blowdownsubsystems are closed and fully open respectively.The inlet control and blowdown control solenoids areboth de-energized in the closed state and energizedin the open state.
For the inlet valve subsystem, a closed or de-energized inlet control solenoid, results in nopressurized oil being applied to the hydraulicactuator, and therefore the inlet butterfly valve isclosed, allowing a minimum amount of inlet air toenter the compressor.
For the blowdown subsystem, a closed or de-energized blowdown solenoid valve, means no pilotair pressure is being routed to the pneumaticblowdown valve, and therefore the blowdown valve isopen. The pneumatic blowdown valve uses amechanical spring to keep the valve open if pilot air isnot routed to the valve's diaphragm chamber. Oncethe controller signals the blowdown solenoid to close,LP pilot air is routed to the blowdown valve. Pilot airpressure of 10 psig exceeds the mechanical springforce, closing off the flow of HP discharge process airto the blowdown silencer and atmosphere.
Figure 4-4: Silencing/Discharge Air and Cooling Systems
This combined inlet/blowdown configuration ensuresthe air compressor defaults to a safe unloadedcondition in the unlikely event of control signal loss, acomponent failure, or loss of power. A closed inletand open blowdown state are also the conditions forthese subsystems during the UNLOAD MODE.
START MODE, 0 TO 30 PSIG (0 TO 2.1 BARG)
When the start button on the control panel isdepressed, the unit starts and ramps up to 1400RPM. During this mode, the controller maintains itsdefault closed (de-energized) signal to the inletcontrol solenoid valve, keeping the inlet butterflyvalve closed. The same controller signal maintainsits default closed (de-energized) signal to theblowdown subsystem solenoid valve, resulting in thepneumatic blowdown valve staying open.
Figure 4-5: Silencing/Discharge Air and Cooling Systems
1. Temperature 6—(T6)
2. Low Pressure Stage Compressor
3. High Pressure Stage Compressor
4. Mounted to Lifting Bail
5. Compressor Oil Filter Transducers
6. High Pressure Silencer/Dampener
7. Temperature 2—(T2)
8. Check Valve
9. Pressure Relief Valve
10. Blowdown Valve
11. High Pressure Heat Exchanger
12. Discharge Transducer
13. Moisture Separator
14. Pressur 2 (P2)/Temperature 5 (T5)
15. First Stage Silencer Transducer
16. Service Valve
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FULL LOAD MODE, 70 TO 150 PSIG (4.8 –10.3 BARG)
After five minutes at 1400 RPM, or the enginecoolant temperature reaches 130°F, the controllerwill modulate the engine speed between 1400·1840RPM until the system set pressure is reached.Simultaneously, the controller sends a signal to theinlet control solenoid, opening (energizing) thesolenoid valve. The valve directs pressurized oil tothe actuator, which extends its control rod openingthe butterfly valve to ingest air. The same controllersignal is sent to the blowdown solenoid valve,opening (energizing) the solenoid and allowing LPpilot air 10 be routed to the pneumatic blowdownvalve diaphragm. The pneumatic force overcomesthe spring force and closes the blowdown.
UNLOAD MODE, > 150 PSIG (10.3 BARG)
If the demand for compressed air falls below supply,system line pressure (P2) should increase as thedischarge check valve closes. When P2 exceeds setpoint pressure (100 psig) the controller will signal theengine to reduce speed and the inlet control solenoidto close (de-energizing), routing oil pressure to the
actuator retract position and closing the inlet butterflyvalve. The same signal will close (de-energize) theblowdown solenoid, removing LP pilot air pressurefrom the pneumatic blowdown valve, opening thevalve so that process air will be evacuated to thesilencer.
4.6 COMPRESSOR COOLING AND SILENCING SYSTEM, FUNCTIONAL DESCRIPTION
Refer to Figure 4-4, Figure 4-5 and Figure 4-7. As airis discharged by each compressor stage, it issequentially routed to:
• silencer/dampener to reduce noise and pressurepulsations caused by the compressor.
• heat exchangers to cool the compression process.
• combination separator/drains to remove liquidscondensed in the heat exchangers.
The LP stage silencer is a reactive pipework sized todampen lower frequency air pulses, while the HPstage silencer is a reactive vessel sized to dampenhigher frequency pulses.
Refer to Figure 4-6 and Figure 4-7. The DE-18Series Compressor delivers oil-free compressed air,but it requires lubricant to maintain its high speedbearings and gears in running order.
A gear-type pump draws lube oil from the integralsump and delivers it at a rate of 25gpm (79Lpm), anda pressure equal to approximately 100 psig (7.6barg). An external bypass valve maintains the setflow, while protecting the pump against undesirableover-pressures. A thermal mixing valve, set to openat 85°F (29°C) ensures fast oil warm-up bybypassing oil around the heat exchanger. The lubeoil is sequentially pumped through a heat exchanger,the first and second stage compressor coolingjackets, a high efficiency, replaceable element filter,and a multi-port manifold, where the 100°F (38°C)filtered outflow is distributed to bearing and gearlubrication points on the compressor and the gearbox. Filtered oil is also used to actuate the hydraulicactuator linked to the inlet control valve.
The controller senses and displays the filter outletpressure and temperature. As a safety measure,unless oil pressure builds up to 30 psig (2.1 barg)within 15 seconds after startup, the controller shutsdown the unit. In addition, if the pressure drop acrossthe filter ports exceeds 20 psi (1.4 bar), the controllerdisplays a maintenance requirement message.
All lubricated points return the oil to the sump bygravity. Vents on the compressor timing gear coversand the gear box are also piped into the sump, toavoid releasing oil vapor. The sump is vented toatmosphere via a breather which includes an oil
vapor trap.
4.8 BUFFER AIR SYSTEM, FUNCTIONAL DESCRIPTION
A small supply of cooled, compressed air is takendownstream of the aftercooler moisture separator,and used to feed the buffer air system. Thiscompressed air goes through a control air filter, andthen through a pressure regulator, where thepressure is reduced from the compressor operatingpressure to 5-10 psig unloaded (read from locally-mounted pressure gauge). This clean, compressedair supply is fed to both first and second compressionstages. This air provides a positive pressure buffer tothe seals between the compression air and oil sidesof the stages, assuring oil-free air. The buffer air isthen drained from each stage.
4.9 ENGINE FUEL SYSTEM, FUNCTIONAL DESCRIPTION
Refer to Figure 4-8. Fuel can be supplied to theengine by either the on board tank or through theauxiliary connections on the outside of the baseframe. The onboard tank is capable of holdingenough fuel for an eight hour shift. The electronic fuelgauge on the controller senses fuel level and willannounce a low fuel warning and shutdown thecompressor package before the fuel system loses itsprime.
When using the auxiliary fuel connections fuel mustbe supplied at a height above the fuel control valve toensure adequate gravity feed. Fuel returning fromthe engine is routed to a fuel cooler, if required, andthen back to the fuel control valves before returningto the fuel tank.
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Figure 4-7: Piping and Instrumentation Diagram
A1. 4-Way Solenoid ValveA2. Relief ValveA3. Pressure GuageA4. Air Control Line FilterA5. Air FilterA6. Control CylinderA7. Pressure RegulatorA8. Gear BoxA9. Air Inlet ValveA10. First Stage UnitA11. Silencer A12. Oil Distribution ManifoldA13. Tank Vent
A26. Solenoid Drain ValveA27. IntercoolerA28. AftercoolerA29. Oil CoolerA30. Moisture SeparatorA31. Service AirA32. Service ValveA33. Blowdown ValveA34. Check ValveA35. 3-Way Solenoid ValveA36. WaterA37. OilA38. Air
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4.10 SYSTEM DIAGRAMS
Refer to Section 4.11 through Section 4.16. Thesystem wiring diagram is shown on Section 4.11,Section 4.12, Section 4.13 and Section 4.16 andincludes instrumentation and controller connection.
The system P&I diagram is shown in Section 4.14(compressor) and Section 4.15 (engine). Thisdiagram provides an understanding of how thevarious components are connected hydraulically andpneumatically.
INSTALLATION NOTE:Only twisted shielded, extension grade thermocouple wire should be used. The shield ground (Drain Wire) should be grounded at the T/C shield ground. No dissimilar metals should be used to make splices in this wire. For Type J and K thermocouples (-) is color coded RED. Type J (+) is White, and Type K (+) is Yellow.
For other types, consult a reference book. Thermocouple wire shall be run in a separate conduit from any power wires.
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4.11 WIRING DIAGRAM—MAIN
NOTES:
1) ALL WIRING TO BE CSA AND/OR UL APPROVED.
2) ITEM INDICATED WITH ( ) REFER TO TERMINAL BLOCK.
3) RUN VDC WIRING AT LEAST 2 INCHES FROM VAC WIRING.
4) RUN INTRINSICALLY SAFE WIRING AT LEAST 2 INCHES FROM ALL OTHER WIRING.
5) WIRING HARNESS 02550154-050 USED IN THIS ASSEMBLY:
a. ITEMS INDICATED WITH ( ) REFER TO HARNESSWIRE NUMBERS
b. HARNESS PLUGS DENOTED AS JP1-19 WHERE JP1DENOTES PLUG #1 AND 19 DENOTES TERMINALNUMBER.
6) EMS547 MUST HAVE VENT HOLES IN CASE. VENT HOLES MUST BE FREE OF BURRS AND COVERED FOR SHIPMENT.
7) JP1 CONNECTOR IS A 24 PIN DEUTSCH CONNECTOR LOCATED BELOW CONTROLLER.
8) ECM CONNECTOR IS A 70 PIN CONNECTOR LOCATED AT ENGINE ECM CONNECTION.
26 1 Inlet Manifold Air Press Sensor (Turbo Boost) P5
27 1 Coolant Level Switch L1
28 1 Fuel Pressure Sensor P6
29 1 Fuel Temp Sensor T8
30 1 Coolant Temp Sensor T9
31 1 Engine Oil Pressure Sensor P7
32 1 Atmospheric Pressure Sensor P8
33 1 Top Speed Timing Sensor S1
34 1 Bottom Speed Timing Sensor S2
35 1 Heat Exchanger Fuel Tank Heater (Integral w/Tank)
36 1 Jacket Water Heater 1500 W
PLEASE NOTE: WHEN ORDERING PARTS, INDICATE SERIAL NUMBER OF COMPRESSOR
37 1 Oil Level (Engine Dipstick) L3
38 1 Thermostatic Valve-Fuel Cooler
39 1 Hose, Fuel
40 2 1/2” Ball Valve
41 1 Hose, Fuel
42 2 Hose, Fuel
43 1 Hose, Fuel Drain
44 3 Hose, Fuel
45 3 Hose, Fuel Cooler
46 1 Coolant Conditioner
47 2 Hose, Fuel
48 1 Hose, Heater 5/8” (FT)
49 2 Hose, Fuel Tank Breather
50 1 Hose, Radiator Drain
NOTES:
1. REFER TO BILL OF MATERIAL AND ID DRAWINGS FOR ACTUAL PARTNUMBERS
2. ALL CUSTOMER CONNECTED DRAINS MUST BE TO AN OPEN ATMO-SPHERE DRAIN (NOT SUBMERGED)
3. NOTED VALVE IS INSTALLED ON THE INBOARD (HP) BUFFER AIR CIR-CUIT
4. SET TO MAINTAIN 100 PSI PUMP DISCHARGE PRESSURE AT 1840RPM
5. OPTIONAL ITEMS FOR COLD WEATHER PACK:
• SHEET 1: ITEMS 27 & 46• SHEET 2: ITEMS 16 & 36
6. HIGH PRESSURE BYPASS LOOP
KEY NO. QTY DESCRIPTION
PLEASE NOTE: WHEN ORDERING PARTS, INDICATE SERIAL NUMBER OF COMPRESSOR
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52 4.16 AIR STOP SYSTEM WIRING DIAGRAM—OPTION
02250172-217-r00
E-Stop
RockerSwitch
Starter
Relay
WHITERED
BLACK
BLA
CK
Pul
l-In
RE
D
Sig
nal
Pow
er
GR
OU
ND
ECM-Air Stop SOL Common
ECM-Air Stop Verify Switch
Air Stop Valve Test Switch
Time DelayFuse 15 A
Air StopSolenoid
ECM-Air Stop SOL Signal
Main Harness
CONTROL MODULE
SECTIO
N 4
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4.16 AIR STOP SYSTEM WIRING DIAGRAM—OPTION
SUPERSCRIPT
WIRE GAUGE SPECIFICATIONS
1 12 AWG SAE J1128-SXL
2 14 AWG SAE J1128-GXL
3 16 AWG SAE J1128-SXL
4 18 AWG SAE J1128-TXL
5 20 AWG TWISTED PAIR SAE J1128-SXL
6 20 AWG DRAIN WIRE
7 10 AWG SAE J1128-SXL
8 20 AWG SAE J1128-SXL
PLEASE NOTE: WHEN ORDERING PARTS, INDICATE SERIAL NUMBER OF COMPRESSOR
CONNECTORS
C1 DEUTCH 4 PIN
C2 DEUTCH 3 PIN
C3 DEUTCH 14 PIN
PLEASE NOTE: WHEN ORDERING PARTS, INDICATE SERIAL NUMBER OF COMPRESSOR
54
NOTES
Section 5
55
DE-18 USER MANUAL
CONTROLLER
Figure 5-1: Control Panel
DE-18 USER MANUAL SECTION 5
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5.1 DESCRIPTION
The control system consists of a Murphy EMS 547engine controller and an MDDM that receives datafrom a CAT diesel engine, The panel also includesanalog gauges for voltage, and fuel level The systemis powered by the main 24VDC battery. Thecontroller will enable outputs at the appropriate timesfor starting, running, stopping and controlling thespeed based on the discharge pressure.
5.2 FEATURES
Refer to Figure 5-1 for identifying the followingfeatures, which are located on the control panel.
EMS 547
The EMS 547 contains the following keys:
Enter—Used to enter the “PROGRAM SELECTMODE” by entering a code number, which providesaccess to examine and change certain set points.Refer to the controller sequence of operation fordetails.
Up Arrow—Used to scroll through the display in anascending order and in parameter set point changemode to increment a value.
Down Arrow—Used to scroll through the display in adescending order and in parameter set point changemode to increment a value.
MDDM
The MDDM is the primary interface between theEMS 547 and the engine ECM, and has the followingfeatures:
Up Arrow—Used to scroll through the display in anascending order.
Down Arrow—Used to scroll through the display in adescending order.
BUTTONS / INDICATORS
CONTROL PANEL
The control panel contains six buttons as follows:
Increase Pressure—Used to increase the packageoperating pressure set point. This parameter can beset to a maximum pressure of 150 psig.
Decrease Pressure—Used to decrease the packageoperating pressure set point. This parameter can beset to a minimum pressure of 70 psig.
Start—Used to start the compressor package.
Stop—Used to stop the compressor package.
Reset—Used to clear a warning or shutdowncondition.
E·Stop—Used to immediately shut down thecompressor package. A second E-Stop button, whichserves the same function, is located on the outside ofthe package.
LAMP INDICATORS
Embedded into the front of the panel are four lamps.Each lamp has the following purpose:
Engine Warning—The yellow light will flash a codeto annunciate a violation of an engine warning setpoint. A decal describing these codes is attached tothe panel door. For additional code description, referto the Engine Operator's Manual.
Engine Shutdown—The red light will flash a code toannunciate a violation of an engine shut down setpoint. A decal describing these codes is attached tothe panel door. For additional code description, referto the Engine Operator's Manual.
Compressor Warning—The yellow light will turn onto annunciate a violation of a compressor warning setpoint. A message describing the warning will bedisplayed on the EMS.
Compressor Shutdown—The red light will turn onto annunciate a violation of a compressor shut downset point. A message describing the shutdown will bedisplayed on the EMS.
ANALOG GAUGES
Voltage—Indicates battery voltage.
Fuel—Indicates the fuel level in the tank.
CONNECTORS
Two 3-pin connectors located on the front of thepanel can be used for sequencing multiple unitoperation.
5.3 PARAMETER/STATUS DISPLAY
EMS 547
PARAMETER
By default the actual line pressure (P2) and the setpoint pressure will be displayed. Other parameterscan be viewed by pressing the “UP” or “DOWN”arrows. The following parameters can be viewed:
The following are the various status messages thatindicate the state of the compressor:
PWR UP DLY—This message will be displayed forfive (5) seconds when the power is applied to thepanel. The purpose of this mode is to block falseshutdowns, until five (5) seconds have passed. Thepurpose of the delay is for the analog instrumentationto have a chance to come up to their properreadings.
STANDBY—This message indicates that no class“A” shutdowns exist, and the engine is ready forstarting.
RESETTING—This message will be displayed whilea shutdown or an alarm is being reset.
CRANK ON—This message will be displayed whilethe Crank is engaged during the cranking cycle.
CRANK OFF—This message will be displayed whilethe Crank is dis-engaged during the cranking cycle.
WARMUP—This message will be displayed whilethe five (5) minute Warmup Delay has not expired, orthe engine coolant temperature has not reached theWarm up temperature setpoint.
RUNNING—This message will be displayed whilethe compressor is operating.
COOLDOWN—This message will be displayed whilethe Cooldown Delay is timing.
SHUTDOWN—This message will be displayed whilethe system is shutdown. The following are the status
messages that indicate the state of the engine:
• NORMAL—Ready to run or running prop-erly.
• ALARMING—Engine warning is present.
• SHUTDOWN—Engine shutdown is pres-ent.
TMG LKOUT—This message will flash on thedisplay intermittently to indicate that class B alarmsare locked out.
MDDM
The following engine parameters can be viewed bypressing the “UP” or “DOWN” arrows:
• Engine RPM, xxx RPM
• Coolant Temperature, xxx °F
• Oil Pressure, xxx psi
• Engine Load, xxx %
• Fuel Pressure, xxx psi
• Engine Load, xxx %
• System Volls, xx v
• Manifold Temperature, xx °F
• Boost Pressure, xx psi
• Fuel Rate, xx gph
• Fuel Temperature, xx °F
• Engine Hours, xx hr
5.4 EMS 547 SEQUENCE OF OPERATION AND PARAMETER SET-UP
Reference the Murphy Sequence of OperationManual which accompanies this compressorpackage for details.
TYPE OF SYSTEM
The control system for this project is one MurphyEMS 547 engine controller, communicating to aMurphy C267 and C277 I/O expansion modules anda Murphy MDDM that receives engine data including
NOTEParameter adjustments are for qualifiedpersonnel only. Changing these adjustmentscould affect operation of the compressorpackage and should be considered dangerousor damaging to equipment and personnel.
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the Engine RPM over the SAE J1939 data bus from aCAT C15 diesel engine. The system is powered bythe 24VDC cranking battery. The CAT C15 dieselengine is driving a Sullair 2 stage oil free screw aircompressor. The controller will enable outputs at theappropriate times for starting, running, stopping andcontrolling the load as measured by the dischargepressure. The engine speed will be varied in order tomaintain the discharge pressure. Set points andother adjustable factors are stored in non-volatileEEPROM memory.
At any time, there is a shutdown or alarm condition,the reset button must be pressed to reset the system.In the case of an alarm, when the reset push buttonis pressed, if the alarm condition has already cleareditself, then the alarm display and compressorwarning / shutdown light will be cleared. If the alarmcondition is still present, then the alarm display andthe compressor warning / shutdown light will remainon. In the case of a shutdown, the unit will be lockedout from running or being restarted until the resetpush button is pressed. Once the reset push buttonis pressed, and the shutdown condition has beencleared, the compressor warning / shutdown light willbe turned off, and the unit will go into standby modeto be ready to start. Note: The reset push buttondoes not reset the MDDM.
The engine warning and engine shutdown /diagnostics lights are controlled by the CAT ECM.
The maintained discharge pressure setpoint is storedwhen a normal stop takes place. When powered up,the controller will reset the setpoint pressure to thelast stored maintained discharge pressure setpoint.After installing a new chip, before starting for the firsttime, the maintained discharge pressure setpointshould be inspected on the front display of the S547.(Its factory default is 125 psi.)
The controller disconnects all power after 5 minutesin either Standby or Shutdown modes if the SlaveNumber (S8) setting is set to Independent. Thepower down time out will not happen if S8 is set toanything other than Independent (e.g. Slave 1-9).The power down function can be forced by holdingthe Stop key for 5 seconds. The controller is poweredup by the power-up push button being held for 2 fullseconds.
The JOG button cuts power to the CAT ECM andcranks the engine manually at the same time.
Power down delay is default set to 300 second; thisvalue can be changed to zero (S17) to disable thisfunction.
There is a 10 second delay when the unit isstarted up, during this time the program nameand the "MAX PRS@ x PSI" is displayed. Whenthe 10 seconds expires it goes to the top of thefront displays, displaying the P2 pressure andthe current set pressure at this point the usermay navigate freely.
STARTING SEQUENCE
1. If no class A shutdown conditions exist, thenthe controller will be in the STANDBY state.10 seconds later the Cat ECM power relaywill be energized. The controller must be inthe STANDBY state before the engine canbe started. The controller will wait for a startsignal from the start push button while in theSTANDBY state.
2. When the controller receives the signal tostart from the push button, the start / faultwarning output is activated and the followingwill occur:
3. The crank relay is energized. When theengine RPM rises above 500 RPM thecranking cycle will cease, the controller willenter the RUNNING state. The Air IntakeValve relay and the Blowdown relay areenergized when the engine rpm reaches theMIN RPM setpoint and the Discharge Pres-sure P2 is less than the Setpoint Pressure.
4. The Crank Cycle begins by energizing theCrank Output for 15 seconds. Then it willdeenergize the Crank Output for 30 seconds.This Crank Cycle will repeat 4 times. If theengine fails to start, the controller will shut-down on an OVERCRANK Failure.
RUNNING SEQUENCE
1. The Internal Hourmeter begins to recordengine running hours. The Class B, 15 sec-onds lockout time delay will begin. A warm-up timer (P-3 adjustment) starts.
2. When the Class B Lockout delay expires, allclass B shutdowns and alarms become acti-vated. When the warmup timer expires, orthe engine temperature is read to be greaterthan the warm-up setpoint (P-4 adjustment),the unit is ready for loading.
3. When the compressor first loads, the throttlewill stay at Minimum RPM until the dischargepressure stops increasing. The increase ismeasured by the discharge pressure
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increasing by the amount of the IncreasePressure Setpoint (P-21 adjustment) withinthe Increase Pressure Delay Setpoint (P-20adjustment) time. This adjustment combina-tion allows us the most flexibility for detectingthe pressure increase.
4. Once the discharge pressure stops increas-ing, the pressure will then throttle the enginebetween the minimum RPM setpoint (P-6adjustment) and the maximum RPM setpoint(P-7 adjustment) of the Caterpillar Engine.
5. The engine speed will be controlled by thePTO increase and PTO decreases speedoutputs to maintain the discharge pressureat the setpoint pressure.
6. The PTO speed control outputs are tuned bythe following Adjustments.
• The 30 RPM Deadband is used to create adeadband (an inactive area) of throttlingaround the Minimum RPM (P-6 adjust-ment). The engine speed is inherently anunstable signal and will drift back and forthacross the true speed setpoint. This is fur-ther agitated with valves opening and clos-ing. This deadband minimizes theinstability’s effect on the load sequencing.
• The Upper and Lower Deadband settings(P-23 & P-22 adjustment) are used to cre-ate a deadband (an inactive area) of throt-tling around the Setpoint Pressure. Whenthe discharge pressure is below the Set-point Pressure minus the Lower DeadbandPressure (P-22 adjustment), the Enginespeed will be increased. When the dis-charge pressure is above the SetpointPressure plus the Upper Deadband Pres-sure (P-23 adjustment), the Engine speedwill be decreased.
• R Load Pressure (S-14 adjustment) is thepressure relative to the Setpoint Pressurewhere that the compressor will be loaded.When the discharge pressure drops to theSetpoint Pressure minus the Load Pres-sure Setpoint the air intake solenoid will beenergized to open, loading the compressor.
• R Unload Pressure (S-13 adjustment) isthe pressure relative to the Setpoint Pres-sure where that the compressor will beunloaded. When the discharge pressurerises to the Setpoint Pressure plus theUnload Pressure Setpoint the air intake
solenoid will be deenergized to close,unloading the compressor.
7. The Throttler Feedback Delay (3 seconds) isused to delay further action by turning theincrease and decrease outputs OFF for thisamount of time. This gives the engine achance to respond and the pressures achance to settle for a proper sampling value.
8. While running, the drain solenoid valves willbe energized to open for 3 seconds (S-4adjustment), and de-energized to close for 2minutes (S-5 adjustment). This will happenthe entire time the compressor is runningafter the engine has warmed-up, and beforethe engine is in a cooldown stop.
9. At any time the controller is powered-up, thesetpoint pressure can be changed by press-ing the increase setpoint pressure push but-ton, or by pressing the decrease setpointpressure push button.
MASTER/SLAVE COMMUNICATIONS AND CONTROLS
SEQUENCING SET-UP PROCEDURE
(It is important to follow steps in specific order.)
1. Determine which unit will be the Master anddetermine the number of slave units. Note:The Master should always be at one end ofthe line of units and the slaves should benumbered sequentially starting with #1 from
WARNINGThese units are subject to automatic starts that may be life threatening. When auto-matic starts are enabled the “AUTO SETUP” light will blink.
CAUTIONRead this entire section before attempting to setup any units for sequencing. The operator must have a thorough understand-ing of these units, especially this section, prior to setting up any units to sequence.
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the Master. (Example: “Master, Slave 1,Slave 2, etc.)
2. Starting with the master, change the “setuplockout (S-7) to “YES”.
3. Set slave # (S-8) on the master to number ofslaves that will be controlled (example: 5units total so there will be 4 slaves (SLV4)and one master.)
4. Set master communications enable (S-9) to“YES”.
5. Set the desired discharge pressure using the“increase/decrease” buttons on the frontdoor.
6. Leave unit powered, but DO NOT disable thesetup lockout feature (S-7).
7. SLAVE UNIT SETUP
8. Go to slave #1 and change the “setup lock-out (S-7) to “YES”.
9. Set slave # (S-8) to SLV1 (SLV1 is the firstslave; SLV2 is the second slave, etc.).
10. Verify that the master communicationsenable (S-9) is set to “NO”.
11. Tune the desired discharge pressure usingthe “increase/decrease” buttons on the frontdoor to read the same as the master.
12. Leave unit powered, but DO NOT disable thesetup lockout feature (S-7).
13. CAUTION: When the unit is set as a slaveand the discharge pressure is below theP2 override pressure (S-15 adjustable set-point), the unit will start if the setup lock-out is disabled.
14. Repeat steps 7 through 12 for all slaves inthe series.
15. Return to the master and connect a commu-nications cable between each unit. Caution:Do not connect a complete loop, a cableshould go from the master to slave 1, 2, 3,etc., but there should not be a cable from thelast slave back to the master.
16. Once all the cables are installed, push andhold the STOP button on “ALL” units. Finally,beginning at the last slave, power the unitsby pushing and holding the POWER UP but-ton. CAUTION: Once the unit powers up, thecontroller will have a short delay showing the
program number and pressure mode. Whenthe screen changes to Standby the unit maystart immediately.
17. Continue powering all remaining units, pow-ering the master unit last.
18. Check each units P2 pressure reading andtune the setpoint pressure accordingly if P2is less than the P2 override setpoint (S-15adjustable setpoint). (Note: The way in whichthe piping and hoses are connected, andwhether a unit is running or not will affect theP2 pressure reading from unit to unit. Ideallywith a unit running, the setpoints should beadjusted so that the units are tuned to main-tain the same pressure.)
This documentation describes theintercommunications of multiple units hookedtogether through their EMS547’s Port 4 (RS232)(converted to RS485 and accessible on the front ofthe panel via two special connectors labeled“Sequencing Ports”). A customer-supplied cableconnects the Master and Slave units.
SLAVE COMMUNICATIONS OPERATIONS
The Unit’s Slave Operations are valid while theMaster Communications Enable (S-9 adjustment)select is set to “NO”.
• When a Unit’s Slave Communications Address (S-8adjustment) is set to “Independent” the unit will notfollow remote commands given to it by the master.This being said it is still a good idea to power downthe unit before working on the equipment.
• When the Unit’s Slave Communications Address(S-8 adjustment) is set to Slave #X the Master willtreat this unit as it’s Slave #X. Each Slave must beset to a sequentially unique address.
MASTER COMMUNICATIONS OPERATIONS
The Unit's Slave Operations are disabled when theMaster Communications Enable (S-9 adjustment)select is set to "YES".
• The Master Unit’s Slave Communications Address(S-9 adjustment) will be set to the number of Slaves
WARNINGOnly one unit should be selected as master for correct operation.
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it will control, not including itself. The Master Unit’swill be addressed as the last Unit.
• Ex: If there is one Master Unit and 3 SlaveUnits, set the Master’s Slave Communica-tions Address (S-8 adjustment) to SLV#3.This will cause the Master Unit to betreated as the 4th Slave Unit.
• The Master will control all of the slaves that havenot been locally started by the Start Pushbutton,and it will regain control when the unit is locallystopped by the Stop Pushbutton.
Master/Slave Start/Stop Operations
• All Units may still be started and stopped via eachpanel’s pushbuttons. This will start and stop thelocal control of the unit. If a Unit is setup as a Slavewith the Slave Communications Address (S-8adjustment) set to “Independent” this is also theonly way to start and stop the unit. Also, while aUnit is under local control the Master may not startand stop the unit.
• The P2 Pressure being below the Load Pressuresetpoint (S-14 adjustment) will start the first unit.After one unit is loaded, additional units may bestarted if the Load RPM% of all of the loaded unitsrises above the Increase Demand% set-point (S-10adjustment) for the Demand "+" Delay time (S-11adjustment). The units are added indirectly by P2as the demand effects the Load RPM%.
• Until only one unit is loaded additional units may bestopped if the Load RPM% of all of the loaded unitsfalls below the Decrease Demand% setpoint (S-10adjustment) for a fixed 120 seconds. The P2 Pres-sure being above the Unload Pressure setpoint (S-13 adjustment) for a fixed 120 seconds will stop thefirst unit. The units are subtracted indirectly by P2as the demand affects the Load RPM%.
• Special condition, if a Slave loses communications,not configured for Independent operation, it willsubject to an override start. If the P2 pressuredrops below the P2 OVRD STRT setpoint (S-15adjustment) a start will be initiated. The stop buttoncan stop this override start unless the P2 pressureis still below the override pressure in which casethe unit may start when you release the stop but-ton. If stop is desired you may enter the S-#’s tochange the “Slave” to “Independent” and thenpress the stop button. If a unit must remain off whilebeing used as a Slave, disable the remote startingof the Slave by changing the Slave address to“Independent” and cycling power to the controller.
• The Master Unit controls an internal sequencing listthat arranges the order of the units that are calledto run. As units are made available, they are addedto the end of the sequencing list. As units are madeunavailable through shutdowns or being locallystarted, they are removed from the sequencing listand the other units shift towards the first (Lead Unit)position. When the Master first powers up, the unitsare arranged in the sequence list as the Mastercommunicates to each Slave. As this is happening,the availability from the slaves will not have beenread yet and for this reason the Master will insertitself at the top of the list, then the slaves will beappended to the end of the list as they are recog-nized as being available. As the last unit is stopped,the sequencing list is modified to even out the wearon the units. The first (Lead Unit) position is put onthe end of the sequencing list and the other unitsshift towards the first (Lead Unit) position.
• There are diagnostic displays in the Line 1 Selec-tion of the P-#’s (P-1). It is near the end of the listbefore the I/O displays.
“D1: 1234∞5678∞90T”
The numbers are that of the Units being called torun. The “T” means that this Unit is being called torun. The uncalled Units will have “0”’s in theirrespective place. Only in the Master will startingand stopping of Units be apparent. The charactersof the uncalled units will be displayed with “+“’swhen the master is planning on starting anotherUnit. And “–“’s when the master is planning on stop-ping another Unit. If all available Units are runningignore the “+”’s and if only one Unit is runningignore the “–“’s.
• This display lets you know the percentage of theLoaded RPM.
2. Press scroll up or scroll down key to findcode 64
3. Press circle key
4. Press scroll up or scroll down key to findSETUP LOCKOUT (early models do nothave this feature—proceed to step 7 if themachine does not have this feature)
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5. Set the SETUP LOCKOUT to YES by press-ing the scroll up or scroll down key
6. Press circle key
7. Press scroll up or scroll down to find MAS-TER COM EN (Master Com Enable)
8. Set MASTER COM EN to NO by pressingthe scroll up or scroll down key
9. (NO is the default setting – this selection willmost likely already be chosen)
10. Press the circle key
11. Press scroll up or scroll down to find SLVCOM SEL
12. WARNING: IF SETUP LOCKOUT IS NOTSET TO YES OR IF THE MACHINE DOESNOT HAVE THE SETUP LOCKOUT FUNC-TION THE MACHINE WILL START-UPUPON COMPLETING STEP 13
13. Set SLV COM SEL to SLV1 by pressing thescroll up or scroll down key
14. Press circle key—The machine may start-upsee step 12
15. Press scroll up or scroll down key to find P2OVRD STRT
16. Press scroll up or scroll down key to selectthe pressure at which the machine is desiredto start-up (75 psi minimum)
17. Press circle key
18. Press scroll up or scroll down key to findSETUP LOCKOUT (early models do nothave this feature—proceed to step 20 if themachine does not have this feature)
19. Set the SETUP LOCKOUT to NO by press-ing the scroll up or scroll down key—Themachine will start if the discharge pressureP2 is less than the P2 OVRD STRT pressure
20. Press scroll down key to get back to circle toexit prompt
21. Press circle key
Notes:
1. If the discharge pressure P2 rises greaterthan the discharge pressure setpoint + the RLOAD PRS the machine will stop. R LOADPRS is an S parameter located in the code64 settings which has a default setting of 5psi.
SETUP OF AUTOSTART OPERATION
When the stop push button is pressed, the enginewill be brought to minimum RPM, the blowdown relaywill be de-energized. After the air intake delay (P-52adjustment) has timed out, the intake solenoid valve(4-way valve) will be de-energized to close. The cool-down timer (P-12 adjustment) will start. The timing ofthe cool-down will appear on the second line of thedisplay and count down (“COOLDOWN X SEC”).
The controller will go to the COOLDOWN state forthe COOLDOWN duration.
After the COOLDOWN timer expires the CAT ECMrelay is de-energized to stop the engine. The drainsolenoid valves are energized for 60 seconds, thedrain on stop delay (S-6 adjustment), for a final drain.
The controller will return to the STANDBY state towait for the next start signal.
STOPPING SEQUENCE
1. When the stop push button is pressed, theengine will be brought to minimum RPM, theblowdown relay will be de-energized. Afterthe air intake delay (P-25 adjustment) hastimed out, the intake solenoid valve (4-wayvalve) will be de-energized to close. Thecool-down timer (P-5 adjustment) will start.The timing of the cool-down will appear onthe second line of the display and countdown (“COOLDOWN X SEC”).
2. The controller will go to the COOLDOWNstate for the COOLDOWN duration.
3. After the COOLDOWN timer expires the CATECM relay is de-energized to stop theengine. The drain solenoid valves are ener-gized for 60 seconds, the drain on stop delay(S-6 adjustment), for a final drain.
4. The controller will return to the STANDBYstate to wait for the next start signal.
SHUTDOWN SEQUENCE
1. Upon a compressor / EMS generated shut-down, the shutdown output to the RUNENABLE (CAT ECM and MDDM) will be de-energized to shutdown the engine, the com-pressor warning / shutdown light will beturned on, and the start / fault warning outputwill be activated. If the CAT ECM shuts downthe engine, the EMS will sense that by theinput tied to the Warn light driven by the CATECM.
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2. In the case of an EMS generated shutdown,the cause of the shutdown will be displayedon the second line of the S547 display.
3. The EMS controller can be RESET by press-ing and momentarily holding the RESETpush button. After the shutdown has beenRESET the RUN ENABLE (CAT ECM andMDDM) relay is re-energized.
4. If the CAT ECM causes the engine to shut-down the status line will read “STS: CATSD”, the RUN ENABLE (CAT ECM andMDDM) relay will remain ON until the userdoes a RESET
ALARM SEQUENCE
1. Unlike a shutdown, an alarm condition willalert an operator but will not shutdown theengine.
2. When an alarm condition exists, the cause ofalarm will be displayed on the EMS547screen. The compressor warning light will beturned on. This is a common warning light.
3. The operator can press the reset push but-ton to reset the alarm if the alarm conditionhas been cleared.
NOTEOnly on a CAT generated shutdown will the CAT ECU and the MDDM stay pow-ered. When the reset button is pressed, power is broken to the CAT ECU and the MDDM.
On all other shutdowns, power is cut to the CAT ECU and the MDDM and power will remain “off” until the reset button is pressed and released. Once the reset but-ton is released, there will be a delay of several seconds before the CAT ECM and the MDDM regain power.
NOTEIf S8 is set to Independent, the entire panel including the ECU will be powered down after the power down delay.
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5.5 CONTROLLER INPUT AND OUTPUTS
EMS547 INPUTS AND OUTPUTS
547 PIN 547 Pin Capability Input Use Signal Type Description
1 Analog Input #4 Analog 1 – 5 VDC Discharge pressure P2
2 Analog Input #0 Analog Internal to S547 Battery voltage
3 Analog Input #7 Analog 1 – 5 VDC Oil filter out Pressure P3
4 Analog Input #1 Analog 1 – 5 VDC Oil filter in Pressure P4
5 Digital Input #1 Digital Switch Increase pressure setpoint push button
6 Digital Input #2 Digital Switch Decrease pressure setpoint push button
7 Output #1 Digital Transistor Crank relay
8 Battery +
9 Battery +
10 Output #2 Digital Transistor Run enable relay
11 Battery -
12 Output #3 Digital Transistor Air intake valve relay
13 Frequency Input Mag Pickup Engine speed (for test purposes only)
14 Analog Input #6 Analog 1 – 5 VDC 1st stage discharge pressure P1
15 Analog Input #5 Analog 0 – 5 VDC Fuel level sensed from EG2F & EGF21
16 Analog Input #3 Digital Switch Reset push button
17 Analog Input #2 Digital Switch Engine air filter differential pressure
18 Digital Input #3 Digital Switch Start push button
19 Digital Input #4 Digital Switch Stop push button
20 Digital Output #4 Digital Transistor PTO decrease speed
21 Digital Output #5 Digital Transistor PTO increase speed
22 Digital Output #6 Digital Transistor Power down relay
23 Digital Output #7 Digital Transistor Blowdown valve relay
24 RS485 - MDDM
25 RS485 + MDDM
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C267 INPUTS AND OUTPUTS
P1 = 1st Stage Discharge Pressure
P2 = Discharge Pressure
P3 = Oil Filter Out Pressure
P4 = Oil Filter In Pressure
T1 = 1st Stage Discharge Temperature
T2 = 2nd Stage Discharge Temperature
T3 = Oil Filter Out Temperature
T4 = 2nd Stage Inlet Temperature
T5 = Discharge Temperature
T6 = Comp Oil Temperature
247 PIN 247 Pin Capability Input Use Signal Type DescriptionJ1-1 Output #7 Digital Transistor Auto setup light
J1-2 Output #5 Digital Transistor Compressor fault light
J1-3 Output #3 Digital Transistor Compressor alarm light
J1-4 Output #1 Digital Transistor Not used
J1-5 Power 2 Power Power
J1-6 Output #8 Digital Transistor Not used
J1-7 Output #6 Digital Transistor In-start warning
J1-8 Output #4 Digital Transistor Spare
J1-9 Output #2 Digital Transistor Drain #1 / #2
J1-10 Power 2 Power Power
J2-1 Analog 6 Analog 4 – 20mA Not used
J2-2 Analog 4 Analog 4 – 20mA Not used
J2-3 Analog 2 Analog 4 – 20mA Not used
J2-4 Input 8 Digital Switch Not used
J2-5 Input 6 Digital Switch Not used
J2-6 Input 4 Digital Switch Not used
J2-7 Input 2 Digital SwitchCADP1 compressor air differential pressure switch #1
J2-8 Frequency Input Frequency Not used
J2-9 Power Ground
J2-10 Analog 7 Analog 4 – 20mA Not used
J2-11 Analog 5 Analog 4 – 20mA Not used
J2-12 Analog 3 Analog 4 – 20mA Not used
J2-13 Analog 1 Analog 4 – 20mA Not used
J2-14 Input 7 Digital Switch Not used
J2-15 Input 5 Digital Switch Not used
J2-16 Input 3 Digital Switch CAT ECM diagnostic
J2-17 Input 1 Digital Switch CAT ECM warning
J2-18 Power 1
DE-18 USER MANUAL SECTION 5
66
C277 INPUTS AND OUTPUTS
P1 = 1st Stage Discharge Pressure
P2 = Discharge Pressure
P3 = Oil Filter Out Pressure
P4 = Oil Filter In Pressure
T1 = 1st Stage Discharge Temperature
T2 = 2nd Stage Discharge Temperature
T3 = Oil Filter Out Temperature
T4 = 2nd Stage Inlet Temperature
T5 = Discharge Temperature
T6 = Comp Oil Temperature
277 PIN 277 Pin Capability Input Use Signal Type DescriptionRS485
PORT ARS485 RS485 RS485 RJ45 cable
RS485 PORT B
RS485 Termination resistor
RS485 PORT C
RS485
B + Power + Power + Power +
B - Power - Ground Ground
AN1 Analog 1 Analog 4 – 20mA T1 1st stage discharge temp.
AN2 Analog 2 Analog 4 – 20mA T2 2nd stage discharge temp.
AN3 Analog 3 Analog 4 – 20mA T3 oil filter temperature
AN4 Analog 4 Analog 4 – 20mA T4 2nd stage inlet temperature
AN5 Analog 5 Analog 4 – 20mA T5 discharge temperature
AN6 Analog 6 Analog 4 – 20mA T6 comp. oil temperature
AN7 Analog 7 Analog 4 – 20mA Not used
AN8 Analog 8 Analog 4 – 20mA Not used
AN9 Analog 9 Analog 4 – 20mA Not used
AN10 Analog 10 Analog 4 – 20mA Not used
AN11 Analog 11 Analog 4 – 20mA Not used
AN12 Analog 12 Analog 4 – 20mA Not used
AN13 Analog 13 Analog 4 – 20mA Not used
AN14 Analog 14 Analog 4 – 20mA Not used
AN15 Analog 15 Analog 4 – 20mA Not used
AN16 Analog 16 Analog 4 – 20mA Not used
AN17 Analog 17 Analog 4 – 20mA Not used
AN18 Analog 18 Analog 4 – 20mA Not used
SECTION 5 DE-18 USER MANUAL
67
5.6 SETPOINT ADJUSTMENTS
Access to the System variables: An ENTRY CODENUMBER is necessary to set the Micro-Controller tothe PROGRAM SELECT MODE. In this Mode, Field-Programmable System variables may be examinedand Set.
ENTRY CODE: Press the DOWN ARROW KEY onthe front panel until the “TITLE PAGE” messageappears. Then press the Center, “CIRCLE” Key todisplay the message, “PROGRAM ENTRY ACTIVE,ENTER CODE #:0”. The UP ARROW and DOWNARROW Keys are then used to cause the display toshow the Entry Code Number.
Program Numbers (P #'s) and System Numbers (S#'s) are user variables within the program.
• YOUR MICRO-CONTROLLER USES CODE# 61for P-numbers.
• YOUR MICRO-CONTROLLER USES CODE# 64for S-numbers.
The Center, “CIRCLE” Key is pressed to enter theCode Number and to place the Micro-Controller intothe PROGRAM SELECT MODE. The letter “P”followed by “-1” and a written indication of the SetPoint (i.e. “LINE 1 SELECTION”) will be displayed.
If an incorrect Number is entered or if the Entry is notcompleted within Ten (10) seconds, the display willindicate “ATTENTION!, PASSWORD FAILURE”.Pressing any key will clear the message and re-display the “TITLE PAGE” to allow another attempt toenter the Entry Code. The center “CIRCLE” key willcause the “PROGRAM ENTRY ACTIVE, ENTERCODE #:__” message to again be displayed allowingfor a new entry attempt.
SELECTING A VARIABLE NUMBER: Each Field-Programmable and System generated variable hasbeen assigned a Unique “PROGRAM NUMBER”.First refer to the Program Number Assignment list todetermine the Number of the desired variable to beexamined, set, or altered. Then set the Micro-Controller into the “PROGRAM SELECT MODE” asdescribed above. You may then press the UPARROW and DOWN ARROW keys as necessary toadvance forward or backward through the ProgramNumbers until the desired Program position hasbeen reached.
When the desired Program is displayed, press thecenter, “CIRCLE” key a second time will cause thedisplay to again show the Program Number andallow another variable to be selected.
CHANGING SYSTEM VALUES: After the desiredProgram Number has been selected and the variablehas been displayed, the variable may be increasedor decreased by operating the UP ARROW key orthe DOWN ARROW key on the front panel.
RETURNING TO NORMAL DISPLAY FROMPROGRAM SELECT MODE: If no Buttons arepressed for two (2) minutes, the display willautomatically revert to the “TITLE PAGE” display andthe Micro-Controller will exit from the Program SelectMode. The ENTRY CODE NUMBER must be re-entered to allow access to the Set Points.
If immediate return to normal display is desired, theDOWN ARROW key is pressed until position P-0 (orS-0) is reached with the message, “CIRCLE TOEXIT” is displayed. When the center “CIRCLE” key ispressed the Controller will exit the Program SelectMode to the “TITLE PAGE” display.
NOTEOnce the Micro-Controller is in the “PRO-GRAM SELECT MODE”, the center “CIR-CLE” Key is used to “TOGGLE” between the Program Numbers and their associ-ated, stored values. Each time the center “CIRCLE” Key is pressed the alphanu-meric display will alternate between the Program Number and the value stored in its location.
NOTEWhen the UP ARROW key or DOWN ARROW key is first pressed the value dis-played will change by a count of One (1): If the Button is held down continuously, the Value will approximately double each .5 seconds until released.
This shutdown is a Class “P” Shutdown and will begin timing when the unit is loaded.
0 – 900 sec 600
SECTION 5 DE-18 USER MANUAL
69
P-16T6 PERM
Compressor oil temperature must rise above this setpoint to start the compressor.
-150 – 200°F 25
P-17LO Fuel L AL
(-1000 = alarm disable)-1000 – 100% 15
P-18LO Fuel L SD
(-1000 = shutdown disable)-1000 – 100% 6
P-19 MIN SP P 75 – 100 psi 75
P-20INC P DLY
This is the time that is given to see the discharge pressure increase.
0 – 10 sec 3
P-21
INC PRSThis is the increase in discharge pressure that must be seen before the discharge pressure is
considered to be increasing.
0 – 100 psi 1
P-22LWR DB PRS
Lower deadband pressure for the setpoint pressure.
0 – 500 psi 10
P-23UPR DB PRS
Upper deadband pressure for the setpoint pressure.
0 – 500 psi 10
P-24LOAD INC DLY
The delay before the ramping up to the rpm after opening the air intake valve.
0 – 100 sec 2
P-25 AIR INTK DLY 0 – 10 sec 5
P-26 UNLD DRN DLY 0 – 30 sec 1
P-27 DRN PRS 0 – 500 psi 25
P-28STRT DLY
This is the delay before a remote start is acknowledged.
0 – 1000 sec 0
P-29FUEL L GA
(Resistance of Gauge)0 – 1000 Ω 372
P-30
LST STOP TM(Used only when sequencing multiple units.)
This feature allows the user to always keep a unit running or shutdown all units once the pressure
exceeds the setpoint pressure + the unload pressure.-1 setting: This only works on the “master unit” and
causes the last unit to continue to run.0, 1, 2, 3, …: Last unit will shutdown after cool
down timer + _ MIN expire. This feature is functional with any unit and responds to that specific unit only.
-1 – 3000 min 0 min
P-31
UNLATCH PRS(Used only when sequencing multiple units.)
Once the unit exceeds the setpoint pressure + the unload pressure, the unit is latched in stop mode. If
the pressure drops below the unlatch pressure a unit will be started.
75 – 150 psi 90 psi
“P” Number Description Range Default Setting
DE-18 USER MANUAL SECTION 5
70
S NUMBER SETTINGS (CODE 64)
“S” Number Description Range Default SettingS-0 CIRCLE=EXIT
S-1 LINE 1 SELECTI1-4 XXXXI5-12 XXXX XXXXO1-7 XXXX XXX
S-2 P2 OFFSET -100 – 300 psi 0
S-3 P2 MAX 0 – 500 psi 200
S-4 DRAIN OPEN 0 – 20 sec 3
S-5 DRAIN CLOSE 0 – 600 sec 120
S-6 DRAIN ON STP 0 – 999 sec 10
S-7
SETUP LKOUTSetting this to YES will prevent starting while making
Sequencing Setups. It will default to NO on power-down and power-up.
NO/YES —
S-8SLV COM SEL
The Slave’s Address or the Master’s # of Slaves.INDEPENDENT/
SLV1/SLV2/.../SLV9—
S-9MASTR COM EN
The Master of Slaves EnableNO/YES NO
S-10 DEMAND INCR -10.0 – 110.0% 80.0
S-11DEMAND “+” D
This is the Delay observed between starting the next unit.0 – 1000 sec 60
S-12 DEMAND DECR -10.0 – 110.0% 20.0
S-13
R UNLD PRSThis is the pressure that is relative to the Setpoint
Pressure where the Unload is allowed. For operation see body of the sequence.
0 – 20 psi 5
S-14
R LOAD PRSThis is the pressure that is relative to the Setpoint
Pressure where the Load is allowed. For operation see body of the sequence.
0 – 20 psi 5
S-15P2 OVRD STRT
This is the pressure during a slave communications failure that a Slave will automatically start at.
75 – 135 psi 75
S-16
CAT COM SD#This is a counter that counts the number of “no data”
packets into the MDDM to the EMS before a CAT COM SD is active.
0 – 60 Packets 30
S-17
PWR DN DELAYThis is the delay after which the panel will disconnect all power when in Independent (S8) mode while in Panel
Ready or Shutdown. A value of 0 disables this function.
0 – 999 Seconds 300
S-18
CAT SD CTRThis is a counter that counts the number of processor
cycles that the rpm must be below the CAT SD rpm set point in order to process the CAT SD.
0 – 5 4
S-19ECM COM LKOU
This is the number of seconds after the ECM is powered before we start to look for valid data from the ECM.
0 – 60 30
SECTION 5 DE-18 USER MANUAL
71
S-20PRESS UNITS
This is the units in which pressure will be displayed.psi / bar psi
S-21TEMP UNITS
This is the units in which temperature will be displayed.°F / °C °F
S-22ST WARN DLY
If this and S-23 are set to zero, cranking will be immediate.
0.0 – 10.0 sec 5.0
S-23 CAT PWRUP DLY 0 – 5 sec 5
“S” Number Description Range Default Setting
DE-18 USER MANUAL SECTION 5
72
5.7 DISPLAYS
MAIN DISPLAYS
P2 xxx PSI
SET PRS xxx PSI
*ENG xxxx RPM
STS:
P1 xxx PSI
P3 xxx PSI
P4 xxx PSI
P4-P3 xxx PSI
T1 xxx °F
T2 xxx °F
T3 xxx °F
T4 xxx °F
T5 xxx °F
T6 xxx °F
*ENG OIL xxx PSI
*LOAD xXX.x %
*CAT STS
FUEL LVL xxx %
RPM LD xxx %
BATT V XX.X VDC
MURPHY EMSS547
PROG 40332866E
Note: Items with the *reflect that their data isretrieved by MDDM connection.
STATUS
PWRUP DLY
RESET
STANDBY
CRNK ON
CRNK OFF
WARMUP
RUNNING
COOLDWN
SHUTDWN
CAT STATUS
NORMAL
ALARMING
SHUTDOWN
SECTION 5 DE-18 USER MANUAL
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SHUTDOWN/ALARM LIST
Class SD/AL Description Source
A AL T6 START NOT PRM(S547-Port 3 - C277-AN6-RS485)Low comp oil temperature alarm (26F/-4C).
A SD OVERCRANKInternal Engine has not started after specified crank attempts: 4 attempts.
B SD ENGINE STALLEDTB1-40 & 41, TB4 170, 171 & 172/MDDM/Data Point 7/(ECM)Engine speed signal has gone below crank disconnect when it should be running (500 rpm).
A AL HI P1 ALTB1-30, 31 & 32 (S547-Port 1-AN6)High 1st stage discharge pressure alarm (See P-10).
B AL LO P3 ALTB1-33, 34 & 35 (S547-Port 1-AN7)Low oil filter out pressure alarm (See P-11).
B AL LO P4 ALTB1-15, 16 & 17 (S547-Port 1-AN7)Low oil filter in pressure alarm (See P-11).
B SD LO P3/P4 SDTB1-33, 34 & 35/TB1-15, 16, 17 (S547-Port 1-AN7)Low oil filter pressure shutdown (See P-11).
A AL HI P3 ALTB1-33, 34 & 35 (S547-Port 1-AN7)High oil filter out Pressure shutdown (See P-12) If P3 limit exceed or lost AND P4 limit exceed or lost then SD, otherwise alarm only.
A
A
B
AL
SD
AL
HI P4 AL
HI P3/P4 SD
HI P4-P3 AL
TB1-15, 16, 17 (S547-Port 1-AN7)High oil filter in pressure shutdown (See P-12) If P3 limit exceed or lost AND P4 limit exceed or lost then SD, otherwise alarm only.TB1-33, 34 & 35/TB1-15, 16, 17 (S547-Port 1-AN7)High oil filter pressure shutdown (See P-12) If P3 limit exceeds or lost AND P4 limit exceed or lost then SD, otherwise alarm only.TB1-33, 34 & 35/TB1-15, 16, 17 (S547-Port 1-AN7)High oil filter differential pressure alarm (See P-13).
A AL HI T1 AL(S547-Port 3 - C277-AN1-RS485)High 1st stage discharge immediate temperature alarm (443 F/228 C).
S
A
SD
AL
HI T1 SD
HI T2 AL
(S547-Port 3 - C277-AN1-RS485)High 1st stage discharge temperature shutdown (460F/237C).(S547-Port 3 – C277-AN2-RS485)High 2nd stage discharge temperature alarm (443F/228C).
S SD HI T2/T4 SD
(S547-Port 3 - C277-AN2-RS485)High 2nd stage immediate discharge temperature shutdown (443°F/228°C & 460°F/ 237°C) If T2 is over limit AND T4 is either lost or over limit then SD, otherwise alarm only.(S547-Port 3 - C277-AN4-RS485)High 2nd stage temperature inlet shutdown (155°F/68°C & 160°F/71°C). If T4 is over limit AND T2 is either lost or over limit (IMM or DLY) then SD, otherwise alarm only.
A AL HI T3 AL(S547-Port 3 - C277-AN3-RS485)High oil filter out temperature alarm (160°F/71°C).
A SD HI T3 SD(S547-Port 3 - C277-AN3-RS485)High oil filter out temperature shutdown (165°F/73°C).
A AL HI T4 AL(S547-Port 3 - C277-AN4-RS485)High 2nd stage inlet temperature alarm (155°F/68°C).
A AL HI T5 AL(S547-Port 3 - C277-AN5-RS485)High temperature alarm (155°F/68°C).
DE-18 USER MANUAL SECTION 5
74
A
S
SD
SD
HI T5 SD
LO P2 SD
(S547-Port 3 - C277-AN5-RS485)High discharge temperature shutdown (160F/71C).TB1-24, 25 & 26 (S547-Port 1-AN4)Low discharge pressure shutdown (See P-14) If P2 limited is exceeded AND P1 limit is exceeded or lost then SD, otherwise alarm only.
A AL LO FUEL LVL ALTB1-28 (S547-Port 1-AN5)Low fuel level alarm (See P-17).
A SD LO FUEL LVL SDTB1-28 (S547-Port 1-AN5)Low fuel level shutdown (See P-18).
S AL LOST FUEL SENDERTB1-28 (S547-Port 1-AN5)
Lost analog signal for transducer2.
B AL AIR FLTR DP ALTB2-27 & 28 (S547-Port 3 - C267-DI2)High differential pressure alarm (see “C267 Inputs And Outputs” on page 65).
B SD AIR FLTR DP SDTB1-18 & 19 (S547-Port 1-AN2)(Switch)High differential pressure shutdown (see “EMS547 Inputs and Outputs” on page 64).
B AL CAT ECM WARNTB2-25 (S547-Port 3 - C267-DI1)Discrete Cat Panel signal (see “C267 Inputs And Outputs” on page 65).
B1 AL CAT ECM DIAGNSTCTB2-29 (S547-Port 3 - C267-DI3)Discrete Cat Panel signal (see “C267 Inputs And Outputs” on page 65).
B1 AL CAT ECM SERV REQTB2-29 (S547-Port 3 - C267-DI5)Discrete.
A SD SPARE SDTB2-29 (S547-Port 3 - C267-DI4)Discrete Cat Panel signal (see “C267 Inputs And Outputs” on page 65).
S1 AL CAT SDTB1-41 & 42 / MDDM / Data Point 7 / (ECM)MDDM has received data from the ECM that the Cat Panel is shutdown.
S SD CAT COM SDTB1-40 & 41 / MDDM / Data Point 7 / (ECM)MDDM cannot communicate with ECM. Shutdown ignored if DISABLE CCS is ON (M-9).
S SD LST 267 COMInternal / Port 3 / C267S547 cannot communicate with C267 (20 Sec).
S SD LST 277 COMInternal / Port 3 / C277S547 cannot communicate with C277 (20 Sec).
S
S
SD
SD
MDDM COM FAIL
LST ANLG P1 SD
Internal / Port 1 / MDDMS547 cannot communicate with MDDM (20 sec).TB1-30, 31 & 32 (S547-Port 1-AN6)
Lost analog signal for transducer2.
S
S
SD
AL
LST ANLG P2 SD
LST ANLG P3 AL
TB1-24, 25 & 26 (S547-Port 1-AN4)
Lost analog signal for transducer2.TB1-33, 34 & 35 (S547-Port 1-AN7)
Lost analog signal for transducer2 SD only if both P3 and P4 are lost).
S AL LST ANLG P4 ALTB1-15, 16 & 17 (S547-Port 1-AN1)
Lost analog signal for transducer2 SD only if both P3 and P4 are lost).
S SD LST AN P3/P4 SDTB1-33, 34 & 35/TB1-15, 16, 17 (S547-Port 1-AN1)
Lost analog signal for transducer2 SD only if both P3 and P4 are lost).
S AL S#1 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
Class SD/AL Description Source
SECTION 5 DE-18 USER MANUAL
75
NOTES
1. CLASS SHUTDOWNS
• A—ALWAYS ARMED
• B—ARMED WHEN THE LOCKOUTDELAY TIMER EXPIRES
• B1—ARMED WHEN THE LOCKOUTDELAY TIMER EXPIRES
• S—ARMED WHEN IT'S OWN LOCKOUTDELAY TIMER EXPIRES
• S1—ARMED IMMEDIATELY AFTER AFIXED 10 SECOND TIMER AFTER THE“RUN ENABLE” RELAY IS ENERGIZED
• P—ARMED WHEN UNIT LOADED ANDCLASS “P” TIMER EXPIRES
2. Loss of an analog is detected when the volt-age drops to 0.63V, current drops to 2.5mAor 32 counts.
3. Extended names of pressure and tempera-ture points:
• P1 = 1st Stage Discharge Pressure
• P2 = Discharge Pressure
• P3 = Oil Filter Out Pressure
• P4 = Oil Filter In Pressure
• T1 = 1st Stage Discharge Temperature
• T2 = 2nd Stage Discharge Temperature
• T3 = Oil Filter Out Temperature
• T4 = 2nd Stage Inlet Temperature
• T5 = Discharge Temperature
• T6 = Comp Oil Temperature
S AL S#2 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
S AL S#3 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
S AL S#4 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
S AL S#5 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
S AL S#6 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
S AL S#7 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
S AL S#8 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
S AL S#9 COMInternal (S547-Port 4)(see “Master/Slave Communications and Controls” on page 59)(Communication failure to Slave after 60 seconds).
Class SD/AL Description Source
DE-18 USER MANUAL SECTION 5
76
M NUMBERS
EXTENDED DOCUMENTATION
M Number adjustments are for Qualified Personalonly. Changing these adjustments is insensitive toautomatic operations and should be considereddangerous or damaging to equipment and personnel.
M NUMBER SETTINGS (CODE ___)
“M” Number Description Range Default SettingM-0 CIRCLE = EXIT
LOAD ENABLEDIf loading is disabled the Engine Start Sequence will stop when it reaches Minimum RPM and Class “P” shutdowns (Low P2 Pressure SD) are locked out.
NO / YES YES
M-8P2 AVG
Number of raw readings used for averaging of P2.1 – 10 2
M-9DISABLE CCS
(CAT com shutdown)ON / OFF OFF
Section 6
77
DE-18 USER MANUAL
COMPRESSOR OPERATION6.1 GENERAL
While Sullair has built into the DE-18 Seriescompressor package a comprehensive array ofcontrols and indicators to help assure properoperation, the user should recognize and interpretreadings which call for service or indicate the onsetof a malfunction. Before starting the unit, the usershould become familiar with the controls andindicators their purpose, location, and use.
6.2 PURPOSE OF CONTROLS
WARNINGThe minimum continuous operating pres-sure P2 is 70 pslg (4.8 barg). The compres-sor should not be operated below this pressure except for short periods. The con-troller will shut the machine down. If it is operated continuously below 70 pslg (4.8 barg) for ten minutes.
CONTROL OR INDICATOR PURPOSE
EMERGENCY STOP SWITCH Pushing in this switch, found outside of the package, cuts power to the controller and stops the engine.
DISCHARGE CHECK VALVE Isolates compressor from field pipework when shut down. Located between the HP silencer/dampener and the aftercooler.
PRESSURE RELIEF VALVES Found on the discharge pipework of both LP and HP stages, vent the compressed air to atmosphere in case of an over pressure condition.
INLET VALVE CYLINDER AND CONTROL VALVE ASSEMBLY
The hydraulically operated butterfly valve throttles the airflow entering the unit inlet flange - LP stage. A 4-way electric solenoid valve loads and unloads the hydraulic actuator, in response to controller commands.
BLOWDOWN SOLENOID AND PNEU-MATIC BLOWDOWN VALVE ASSEMBLY
The 3-way solenoid valve and pneumatic blowdown valve vents com-pressed air (HP discharge) to atmosphere through a muffler.
DRAIN VALVES Furnished are manual backups and automatic drain valves used in the condensate separator drain lines.
OIL PRESSURE BYPASS VALVE To maintain desired oil flow and to protect oil pump from over pressure situations.
THERMAL VALVE This thermal valve automatically opens/closes to bypass cold oil around the heat exchanger to ensure fast oil warmup and optimize operating temperature.
DE-18 USER MANUAL SECTION 6
78
6.3 STARTING SEQUENCE
If no class "A" shutdown conditions exist, then thecontroller will be in the "STANDBY" state. The con·troller must be in the "STANDBY" state before theengine can be started.
1. Close the package service valve.
2. Close the manual operator on the interstageand high pressure stage condensate drainvalves.
3. Pull out both E-Stop buttons located on theoutside of the package. This action willpower the control panel and P2 will be presetat the factory default of 125 psi.
4. Press the START button.
5. After a short delay, engine cranking begins.
6. Engine cranking is terminated when:
• Engine speed rises above 500 RPM
• Cranking for longer than 15 seconds
• After four start attempts have been com-pleted, the controller will shutdown on“OVERCRANK".
• If engine start is successful, cranking is ter-minated and the controller will enter the“RUNNING" state. Subsequently, the
engine will accelerate and hold at a speedof 1400 rpm unloaded.
6.4 WARM·UP CYCLE
This cycle consists of the engine operating for fiveminutes or until the engine coolant temperaturereaches 130°F. Subsequently, the compressor willload by opening the intake valve and the engine willaccelerate to meet the desired set point systempressure (P2). When the compressor loads, theservice valve should be immediately opened.
6.5 RUNNING SEQUENCE
The engine speed will modulate between 1400 and1840 rpm and stabilize until the system set pressureis reached.
The compressor unloads when system pressureincreases by 5 psi above the set point, and theengine speed is at 1400 rpm.
The compressor loads when system pressuredecreases by 5 psi below the set point.
At any time the controller is powered up, the set pointpressure (P2) can be changed by pressing the "INCRPRESS" or "DECR PRESS" buttons. Duringoperation the drain solenoid valves (two) will beenergized to open for three (3) seconds every two (2)minutes. The duration and interval are adjustable.
SUMP SIGHT GLASS Two sight glasses, located at the sump end, indicate the level of lubricant in the sump. The following guideline for oit level should be used:
Compressor stopped: Oil level should reach 25-100% of the upper sight glass.
Compressor operating: Oil level should be between the upper and lower sight glasses. The compressor should not be operated with an oil level below the lower sight glass.
ENGINE OIL DIPSTICK Indicates the oil level in the engine. The level should be between "full" and "add".
COOLANT OVERFLOW RESERVOIR A plastic reservoir located on the side of the radiator to indicate the engine coolant level With the engine cold, the level should be between "LOW" and "FULL".
CONTROL OR INDICATOR PURPOSE
SECTION 6 DE-18 USER MANUAL
79
6.6 NORMAL STOPPING SEQUENCE
Press the stop button and close the service valve.
• The controller will go to the "COOLDOWN"state. The compressor unloads immedi-ately and the engine speed reduces to1400 rpm for a cool down duration of 5minutes.
• After the cool down period expires, thedrain solenoid valves are energized for 10seconds and the power to the CAT ECM isturned off.
• The engine PTO enable is turned off.
• The controller will return to the "STANDBY"state.
• Open the interstage and the aftercoolerdrain solenoid manual levers. After a delayperiod (adjustment P-17), the controller willautomatically power down. However, if thecontrol is setup to sequence or autostartmachines, the control will remain instandby and not powerdown until the pow-erdown button is pressed.
6.7 EMERGENCY SHUTDOWN
Pressing the emergency stop button will immediatelystop the unit and turn off the power. The E-Stopshould only be used for emergencies.
6.8 WARNING SEQUENCE
ENGINE WARNING:
ENGINE WARNING: If any of the warning settingsare violated, the “ENG WARNING" light (yellow) onthe panel will flash a code. A decal describing certainf1ashcodes is attached to the panel door. Foradditional flash code description, refer to the EngineOperator's manual.
COMPRESSOR WARNING:
If any of the warning settings are violated, the"COMP WARNING" light (yellow) will turn on and theEMS will display a message
6.9 SHUTDOWN SEQUENCE
ENGINE SHUTDOWN:
If the CAT ECM shuts down the engine, the message"CAT ECM SD" will be displayed on the first line ofthe EMS 547. In addition, the “ENGINE SHUT-DOWN" located on the panel will flash a code. Adecal describing certain flash codes is attached tothe panel door. For additional flash code description,refer to the Engine Operator's manuaL
COMPRESSOR SHUTDOWN:
If any of the compressor shutdown settings areviolated, the EMS 547 will de-energize the CAT ECMand shut down the engine. The cause of the shutdown will be displayed on the second line of the EMS547 display, and the “COMPRESSOR SHUTDOWN"light will come on.
WARNINGMANDATORY TO MAINTAIN WARRANTY
DE-18 SHUT DOWN / PREVENTIVE MAIN-TENANCE PROCEDURE
MANDATORY – IF MACHINE IS NO LONGER IN SERVICE AND IS TO BE REMOVED FROM JOBSITE OR RETURNED TO YARD. THE FOLLOWING SERVICE IS TO BE PER-FORMED WITHIN 24 – 48 HOURS OF SHUT DOWN. THIS PROCESS MUST BE DOCU-MENTED.
• The air end must be rotated 8-10 times. Do not allow the engine to start. Rotate machine by hand or by using the engine’s starter motors. The object is to rotate the air end so as to not allow conden-sate debris to create a restriction thus binding the second stage air end.
NOTEShutdown/fault will be displayed on EMS 547 display.
DE-18 USER MANUAL SECTION 6
80
The controller can be reset by pressing andmomentarily holding the RESET pushbutton.
6.10 COLD WEATHER OPERATION
The DE-18 was designed for operation in severe coldenvironments. There are three sub-systems of thecold weather equipment. They are:
• Adjustable Louvers (on the end of themachine)
• AC Heaters
• Ether Starting Aid
In cold weather it is important to keep an eye on thecompressor discharge temperature, T5. This
temperature should not be lower than 40°F (5°C). IfT5 dips below this temperature, the condensate willbe at risk of freezing and could cause extensivedamage to the discharge system, especially theaftercooler. The machine is fitted with adjustablelouvers at the cooling air intake. These louversshould be adjusted so that the dischargetemperature, T5 does not dip below 40°F (5°C). Thismeans that the louvers will be adjusted to close offsome of the cooling air through the intake. In someextremely cold areas, the louvers may be adjusted sothat the cooling air flow is completely closed off.
In addition to the adjustable louvers, are the ACheaters. The heaters are recommended to beplugged-in at temperatures below 55°F (13°C). Theheaters will keep the engine block, compressor oil(T6), and batteries warm, and will also keep thecondensate from freezing in the water trap anddrains.
An ether starting aid system is also installed on theDE-18. The engine will decide for itself when thissystem is needed and is only used at coldertemperatures. The ether bottle should be checkedperiodically for fill level. Ether should not be sprayedinto the engine/compressor intake under anycircumstances. Doing so could cause extensivedamage to both the engine and compressor as wellas causing an explosion within the machine.
NOTEJog machine approximately 24 hours after shutdown.
NOTECompressor must be rotated within 24 hours of machine shutdown. Not doing so may allow rust to form inside the com-pressor.
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DE-18 USER MANUAL
MAINTENANCE7.1 GENERAL
A good maintenance program is the key to longcompressor life. Below is a program that whenadhered to, should keep the compressor in topoperating condition. For engine maintenancerequirements, refer to the Engine Operator's Manualfor a detailed description of service instructions. SeeParts Replacement and Adjustment Procedures for adetailed description of specific compressor systemcomponents.
7.2 ENGINE COOLANT REQUIREMENT FOR RADIATORS
The coolant provided with Sullair portable aircompressors is ethylene glycol based, 50/50 mixture,and should never be mixed with a different coolanttype, color or brand. If radiator coolant is to beadded, for any reason, be sure that the coolantadded is the same as what is in the cooling system,as well as what is recommended. Refer to theMaintenance Section of the Engine Operator’sManual for proper engine coolant specifications andinstructions. Ensure that the proper coolant is usedwhen adding engine coolant to the machine. If youare not sure of the coolant that is installed originallyor want to change to a different type, the coolingsystem must be cleaned with a commercial cleaningagent and completely flushed and filled with distilledwater several times to remove all traces of oldcoolant. Then, fill the system with the recommendedcoolant using only one brand/type. Crosscontamination which is caused by adding different
types of engine coolants may result in the coolantadditives to deplete (dropout); thus leaving radiatorsurfaces unprotected. Corrosion to radiator surfacesmay occur, thus reducing radiator life expectancy. Itis extremely important to evacuate/purge all air withinthe cooling system before replacing the radiator cap.
7.3 DAILY OPERATION
Prior to starting the compressor, it is necessary tocheck the fluid level in the sump. Should the level below, simply add the necessary amount. If the additionof fluid becomes to frequent, a problem hasdeveloped which is causing this excessive loss. SeeSection 9: Troubleshooting under Excessive FluidConsumption for a probable cause and remedy. Alsocheck the engine oil level and the radiator coolantlevel prior to starting.
After a routine start has been made, observe thecontroller display and local gauges and be sure theymonitor the correct readings for their particular phaseof operation - previous records are very helpful indetermining the normalcy of the measurements. Afterthe compressor has warmed up, it is recommendedthat a general check on the overall compressor andcontrol panel be made to assure that the compressoris running properly. Also check the air filter restrictiongauges. Should they indicate restriction, replace theelements immediately (see AIR FILTERMAINTENANCE on page 84).
7.4 INITIAL MAINTENANCE AFTER 50 HOURS OF OPERATION
Upon completion of the first 50 hours of operation, afew maintenance requirements are needed to rid thesystem of any foreign materials which may haveaccumulated during assembly:
1. Change the compressor oil filter element.
2. Clean the control line filter element.
3. Check/replace the sump breather element.
WARNINGDO NOT remove caps, plugs and/or other components when the compressor is run-ning or pressurized/shutdown the compres-sor before removing any components.
5. Check/clean the blowdown valve control linescreen.
7.5 MAINTENANCE EVERY 250 HOURS
Perform the following after every 250 hours ofoperation:
1. Check the battery level and fill with water ifnecessary.
2. Replace air filter element.
3. Change the engine oil and oil filter.
4. Check fan belt tension.
5. Clean the heat exchangers and radiatorexterior. Depending on how contaminatedthe atmosphere may be, more frequentcooler and radiator cleaning may be neces-sary. To allow easier access to the heatexchangers, remove the two long accessdoors located on each side of the package.Replace the access doors when complete.
6. Check the Engine Operator's Manual foradditional service requirements.
8. Check/clean the blowdown valve control linescreen.
9. When using fluids other than Sullair AWF,change the compressor fluid and replace thefluid filter element.
7.6 MAINTENANCE EVERY 500 HOURS
When using fluids other than Sullair AWF, replacethe fluid filter element only (See maintenanceprocedure in OIL FILTER MAINTENANCE on page84).
7.7 MAINTENANCE EVERY 1500 HOURS
1. When using Sullair AWF, change the com-pressor fluid and replace the fluid filter ele-ment (See maintenance procedures in OILFILTER MAINTENANCE on page 84).
2. Inspect discharge check valve for wear.Spring, flappers, and shaft should be intact.Replace spring (Sullair kit 02250180-083).
7.8 MAINTENANCE EVERY 7500 HOURS OR ONE YEAR OF OPERATION
The following items should be checked every 7500hours of operation or one year, whichever comesfirst, although service conditions such as relativecleanliness of process air or quality of coolingmedium may require shorter inspection intervals.
1. Replace control line filter element.
2. Replace sump breather filter element.
3. Replace air filter element.
4. Measure and record vibration signatures oncompressor and gear box- optional.
5. Check the fastener tightness of the adapterconnecting the engine to the compressor.
7.9 MAINTENANCE EVERY 15000 HOURS OR TWO YEARS OF OPERATION
In addition to those items covered by the 7500 houror one year maintenance interval, the following itemsmust also be checked every 15000 hours ofoperation or two years, depending upon conditions ofservice:
1. Operate/test all safety devices.
2. Check condition of isolation mounts undercompressor unit and engine.
3. Check/clean strainer included in oil pumpsuction line, inside oil sump.
4. Drain and flush the radiator and engine cool-ing system. Replace the coolant with a solu-tion of 50% ethylene glycol and 50% water,or as required for your geographic location.DO NOT use a leak sealing type of anti-freeze. Should a 100% water solution be
NOTEPlease refer to the engine manufacturer's documentation for recommended mainte-nance.
SECTION 7 DE-18 USER MANUAL
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used, a non-chromatic rust inhibitor must beadded.
DIAGNOSTIC SERVICE (OPTIONAL)
Sullair and its representatives offer a diagnosticservice to check the condition of your compressorunit. The service. which is recommended at 7500hour intervals, performs the following:
1. Tri-axial vibration measurements at the gear-box and the compressor stages.
2. Package performance data collection andanalysis.
3. Examination of shaft coupling assembly.
4. Operational check of protective equipment.
5. Final discussion with maintenance engineer.This service, when supplemented by prop-erly recorded package operational perfor-mance and vibrations trends, is most helpfulin identifying the presence (or absence) ofequipment damage which can be repaired orreplaced before a catastrophic breakdownoccurs.
MAINTENANCE FOR OPTIONAL WHEEL PACKAGE
Refer to Figure 7-1. Inspect for loose bolts or nuts,caster damage or misalignment and worn bearings.Caster axel bearings are sealed and require nolubrication. Top thrust bearings should be lubricatedat the grease zerks shown, with a high qualitygrease.
7.10 PARTS REPLACEMENT AND ADJUSTMENT PROCEDURES
Please familiarize yourself with Section 1: Safety ofthis manual before attempting any maintenance onthe package.
NOTEThrust bearings should be lubricated at least once every 12 months or more fre-quently depending on usage. Proper lubrication is essential for proper func-tioning and reliability of the wheel pack-age.
Figure 7-1: Optional Wheel Package Lubrication
DE-18 USER MANUAL SECTION 7
84
AIR FILTER INSPECTION/MAINTENANCE ELEMENT INSPECTION
Refer to Figure 7-2. Place a bright light on one sideof each element to inspect for damage or leak holes.
1. Inspect gaskets and matching sealing sur-faces on the housing. It should be smooth orreplace in case of damage.
2. DO NOT strike elements against a hard sur-face to dislodge dirt - this may damage thesealing surfaces and/or rupture the element.
AIR FILTER MAINTENANCE
Refer to Figure 7-2. Air filter maintenance should beperformed at 7500 hours, one year or when thecorresponding maintenance message is displayed bythe controller. This corresponds to a pressure losscondition across the filter of 12 in. of water. Your filterassembly includes a pre-filter element and a mainelement.
1. Loosen screws and remove access panel.
2. Remove the pre-filler and main filter ele-ments.
3. Clean interior of housing with a damp cloth.
4. Replace the pre-filter element with new ele-ment. NOTE: pre-filter can be cleaned bywashing with water.
5. Replace the main element with new element.
6. Replace access door and tighten retainingscrews.
OIL FILTER MAINTENANCE
Refer to Figure 7-3. Oil filter maintenance (usingrepair kit PIN 02250049-820) should be performed at7500 hours, one year or when the correspondingmaintenance message is displayed by the controller -this corresponds to a pressure loss condition acrossthe unit of 20 psi (1.4 bar). Your oil filter includes aproprietary replaceable element (PIN 02250049-821)available solely from Sulliar and its agents - DO NOTsubstitute.
1. Using a strap wrench, remove the old ele-ment and gasket.
2. Clean the gasket seating surfaces.
3. Apply a light film of fresh oil to the new gas-ket and hand-tighten new element until gas-ket contacts the seat.
4. Continue tightening element by hand, anadditional 1/2 to 3/4 turn.
5. Restart package and check for leaks.
Figure 7-2: Air FIlter
1. Air Inlet2. Replacement Pre-filter Element P/N 02250119-3383. Replacement Main Filter Element P/N 02250119-339
SECTION 7 DE-18 USER MANUAL
85
CONTROL LINE FILTER MAINTENANCE
Refer to Figure 7-4. Control line filter (P/N 02250112-032) maintenance normally requires replacement ofthe filter element, float assembly and seals. Userepair kit no. 02250112-031 (filter element and seal),and repair kit no. 02250115-960 (float assembly andseals).
FilterHead
Gasket
Element
Figure 7-3: Oil Filter (P/N 02250049-820)
*Replacement Element P/N 02250049-821
WARNINGDO NOT remove caps, plugs, and/or other components when compressor is running or pressurized.Stop compressor and relieve all internal pressure before doing so.
Body
Filter Element *
Float Assembly
Baffle
Cap
Float
SealSeal*
Bowl
Nut
Figure 7-4: Control Line Filter (P/N 02250112-032)
*Repair Kit P/N 02250112-031
DE-18 USER MANUAL SECTION 7
86
1. Detach the body from the bowl by twistingthe body about the bowl as far as it can go(approximately 1/8 turn), and pulling apart.
2. At this time, unscrew the baffle from thebody. Remove the element.
3. Discard the element.
4. Replace the element with the new one foundin the repair kit, and reinstate into position onthe body stem. Replace baffle and tighten.
5. Loosen and remove the nut on the bottom ofthe bowl.
6. Remove the float assembly and seals.
7. Replace the seals with those found in therepair kit.
8. Replace those items in the float assemblywith those found in the repair kit.
9. Replace the float assembly into the bowl.Tighten the nut.
Refer to Figure 7-5. Solenoid valve (P/N 02250125-805) maintenance is quite minimal but a periodiccleaning of strainer (P/N 02250117-912) is desirable.The time between cleanings will vary depending onoperating conditions. In general, if the voltage to thecoils is correct, sluggish valve operation or excessiveleakage will indicate that cleaning is required. If partsreplacement is required, order rebuild kit no.02250125-840 (valve) and no. 02250125-854 (coil),and follow the procedure explained below.
NOTECoat seals with same fluid as used in compressor fill before installation to pro-mote proper sealing.
WARNINGTurn off all power, relieve package pressure, and disconnect coil lead wires to the valve before making repairs. It is not necessary to remove the valve from pipework for repairs.
retainer
plunger tubeassembly
parts included in rebuild kits
DC plunger assembly
assemble tab over OUT port
when closed, spring turns and protrudes from plunger
assembly
fastener nutretainer ring
data label
cover
plunger spring
plunger assembly
diaphragm assembly
body gasket
body
unit solenoid
Hand tighten all cover screws (4) first. Then torque the cover screws in a criss-cross manner to 50-60 inch-pounds.
mounting bracket -two positions optional
Torque plunger tube assembly to 175 ± 25 inch-pounds.
Figure 7-5: Solenoid Valve(P/N 02250125-805)
*Replacement Kit P/N 02250125-840
**Replacement Coil P/N 02250125-854
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COIL REPLACEMENT
1. Remove the retaining clip from top of solenoid.
2. Remove data label.
3. Coil is now accessible for replacement.
4. Reassemble in reverse order of assembly.
VALVE DISASSEMBLY MAINTENANCE
1. Remove retaining clip and pull entire sole-noid enclosure off solenoid base sub-assembly.
2. For normally closed valves, unscrew bonnetof plunger tube assembly and removeplunger, spring and body gasket. In somevalves the plunger tube assembly is perma-nently staked into plunger tube and coverassembly. (Figure 7-4).
3. Remove cover bolts, cover and plunger dia-phragm assembly. Care should be taken to
avoid distorting or stretching the hangerspring between the plunger and diaphragmassembly.
4. Remove cover bolts, cover, (or plunger tube& cover assembly) and all internal parts.
5. All parts are now accessible for cleaning orreplacement. Replace worn or damagedparts. Use all parts for best results.
6. Inspect valve body seat for scratches, nicks,dents or other blemishes. Replace if dam-aged.
7. Reassemble in reverse order of disassembly,paying careful attention to exploded viewprovided. Apply 175±25 inch pounds oftorque to the bonnet and 55-60 inch poundsof torque to the cover screw in a crisscrosspattern. Lubricate all gaskets with Sil-Glide®.
SUMP BREATHER FILTER MAINTENANCE
Refer to Figure 7-6. This filter (P/N 02250124-860)prevents sump pressure build-up and traps oilaerosol emanating from the compressor stages andgear box. It uses a fine, replaceable element P/N02250118-258, which may be accessed as follows:
INSPECTION/REPLACEMENT OF ELEMENT
1. Unscrew filter from vent line.
2. Inspect or replace the element with the newfilter.
CAUTIONWhen metal retaining clip disengages it will spring upward.
CAUTIONSolenoid must be fully reassembled because the housing and internal parts complete the magnetic circuit. Place an Insulating washer at each end of the non-molded coil.
CAUTIONWhen metal retaining clip disengages it will spring upward.
WARNINGTurn off all power, relieve line pressure, and disconnect coil lead wires to the valve before making repairs.
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88
REPLACEMENT OF ELEMENT
1. Unscrew filter from vent line.
2. Replace with a new filter.
OIL SUMP STRAINER MAINTENANCE
The suction line of the oil pump is fitted with a 100mesh, stainless steel strainer to protect its internalsfrom foreign matter. To service the cleanablestrainer. proceed as follows:
1. With the power turned off, remove sump-to-oil pump hose and disconnect oil bypasshose.
2. Loosen/remove bolts/washers securing cir-cular cover plate to sump tank.
3. Remove cover plate and gasket away fromsump tank- some 1/4" control tubing mayhave to be removed to provide clearance.
4. Inspect, clean, and/or replace strainer.
5. Reassemble in reverse order.
BLOWDOWN VALVE MAINTENANCE
Refer to Figure 7-7. The blowdown valve (P/N02250119-351) vents air to atmosphere in unloadmode. To maintenance the blowdown valve. followthese directions:
1. Loosen/remove bolts/washers and nutssecuring cover to valve body.
2. Remove cover.
3. Remove diaphragm.
4. Replace diaphragm with new diaphragm.
DRIVE COUPLING MAINTENANCE
Refer to Figure 7-8. The compressor unit and motorare rigidly connected via a rigid adapter piece. Thusthe shafts are maintained in proper alignment atassembly. Verify that the bolts connecting theadapter to the engine are torqued to 120 ft.-Ibs.. (163Nm).
The air inlet valve may need adjusting during the lifeof the machine. A high 2nd stage dischargetemperature, T2, at idle or during the cool downsequence is a tell tale sign that the valve may needadjusting. The adjustment procedure is as follows:
1. Set threaded rod to 1 5/8” distance betweenhydraulic cylinder body (not jamb nut) to bodyof rod end. Make sure rod is centeredbetween the two!! (See Figure 7-10)
2. Set rod end on active side of cylinder all theway in and tighten jamb nut. (See Figure 7-11)
3. Line scribed on end of Butterfly Shaft should beleaning to the left of straight up and down(10:00 position). (See Figure 7-11)
4. With machine turned OFF use wrench on But-terfly Lever, to open Butterfly Valve all the wayopen. Scribed line should be perfectly horizon-
NOTE: KIT TO BE USED TO REPAIR SULLAIR P/N 02250100-362
Figure 7-10: Rod Adjustment
Figure 7-11: Shaft Adjustment
DE-18 USER MANUAL SECTION 7
90
tal when fully opened. (See Figure 7-12).
*NOTE - With hydraulic cylinder fully openedmake sure that lever on Butterfly Shaft DOESNOT go over center.
5. On code 33 of EMS547, select “M7 loadenabled” and select “No”, press “Exit” andscroll out of menu.
6. Start unit
a. With Vacuum Gauge attached to inlet test port
b. Adjust threaded rod in small turns until youreach 9.5 – 10.0 “ Hg
c. Adjust in small turns until you reach 9.5 –10.0 “ Hg
d. Tighten both jamb nuts (See Figure 7-13)
7. Refer back to code 33 of EMS547, select“M7 load enabled” and select “Yes”. Press“Exit” and scroll out of menu. This will enable
machine to load. *NOTE – Observe action ofinlet activator to confirm proper operation.
7.11 BLOWDOWN PRESSURE SWITCH ADJUSTMENT
To set the pressure switch properly, the machineshould be fully loaded with a pressure setting of 150psi. Loosen the locking nut on the operating rangeadjustment screw “A”. Turn the adjustment screwcounterclockwise until the blowdown valve actuatesand then turn the adjustment screw slightly clockwiseuntil the blowdown valve stops actuating. Tightenadjustment nut. If the blowdown valve is overlyactive, the pressure switch may have been set toolow. In this case, loosen the operating rangeadjustment nut and turn the adjustment screwclockwise until the blowdown valve stops actuating.Tighten the adjustment nut. Adjust the dischargevalve so that the pressure increases slightly over 150psi. As the pressure increases past 150 psi, theblowdown valve should actuate. When the discharge
Figure 7-12: Arm Adjustment
Figure 7-13: Jamb Nuts
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valve is opened slightly and the pressure drops to150 psi and below, the blowdown valve should stopactuating.
The differential pressure adjustment should be set atits minimum or near minimum. This adjustment willdictate when the pressure switch will close theblowdown valve as the pressure decreases afteractuating the blowdown valve. To decrease thedifferential pressure adjustment, turn the screw “B”counterclockwise. Increasing is opposite.
7.12 STAND-BY PROCEDURES
This procedure provides direction regarding theproper maintenance of the DE-18 in stand-byapplications. Stand-by applications are defined asapplications in which the compressor is connected toa larger pipe system that is pressurized by anothersource such as permanently installed electric aircompressors. In this instance, the DE-18 is notintended to start up until there is a demand forpressure. It is important that certain procedures arefollowed to maintain the DE-18 so that when thedemand for air occurs, the engine will start and themachine will perform as expected.
STAND-BY MAINTENANCE
In addition to the standard maintenance proceduresas stated in the manual, the following items must becompleted once every month for DE-18 compressorsset up in stand-by:
The DE-18 air discharge piping will normally beconnected to a plant air piping system pressurized bypermanently installed air compressors within theplant. Because of this, the DE-18 will not have ademand for air and the machine will not start. Inorder to get the machine to start and properly verifyloading of the compressor, the following items shouldbe installed in the discharge piping system (seeFigure 7-14 for abbreviated piping andinstrumentation diagram):
• Tee - should be installed in the dischargepiping near the compressor
• Shut-off valve - to separate the plant airfrom the DE-18 discharge
• Throttling valve – throttles the DE-18 dis-charge air to allow loading
• Pressure gauge – installed before throttlingvalve to help adjust throttling pressure
• Muffler – installed after the throttling valveto quiet the discharge air; In cold climates,the muffler should be covered to preventwater from freezing in it; if water freezes inthe muffler, it may burst causing harm.
After these components are installed, the DE-18should be shut-off from the plant piping system byclosing the shut-off valve. The throttling valve shouldbe open. The machine should now be started. It willcomplete the warm-up sequence and attempt toload. After the warm-up sequence, the throttlingvalve should now be set so that the DE-18 will stay ina loaded state and remain at maximum rpm. This iscompleted by adjusting the valve so that the actualdischarge pressure is set to be about 5 psi under thedesired discharge pressure as indicated on the frontof the control panel. Usually, this set-up will onlyneed to be done once and will remain the same forsubsequent load tests. The compressor is to run 1hour at full load. At the end of 1 hour run time, thecompressor is to be shut down normally and allowedto complete the standard cool down sequence. Toreturn to normal operating conditions, the throttlingvalve should be closed to keep air from the plantpiping system from escaping when the shut-off valveis opened.
Within 24 to 48 hours of shutdown of thecompressor, the air end must be rotated 8-10 times.Do not allow the engine to start. Rotate thecompressor by hand or by using the engine’s startermotors. The object is to rotate the air end so as to notallow condensate debris to create a restriction thus
StrainerScreen
DE-18 USER MANUAL SECTION 7
92
binding the second stage air end. Not completing thisstep may void the warranty.
• VERIFY OPERATION OF BOTH CONDENSATEDRAINS
As the machine makes air, the condensate drainsshould open periodically per the timing schedule setin the controller. The 1st stage drain may not havesignificant condensate discharge. However, the 2nd
stage drain will most likely have significantcondensate discharge. Proper operation of thesedrains is very important. Inoperative drains couldcause a back-up of condensate throughout the entiredischarge system and cause severe damage to thecompressor and components.
7.13 LONG TERM STORAGE
Long term storage is defined as intended non-use ofthe machine for periods of 6 months or more.
1. Remove air filters and secure.
2. Remove flexible joint between interstagehard piping and second stage air intake.Secure removed part.
3. Blow out with dry air to remove all moisture,first stage block, muffler, intercooler, waterleg and drains, interstage piping. Hang des-iccant bag(s) in first stage inlet (making surebags cannot touch or fall onto rotors) andoutlet end of interstage hard piping. Plug orblind flange all openings and tag their loca-tions.
4. Blow out with dry air to remove all moisture,second stage block, muffler, check valve,aftercooler, moisture separator and trap.Place desiccant bag(s) in second stage inlet(making sure bags cannot be drawn intorotors when unit is turned slowly) and insidefinal discharge flange (after moisture separa-tor/trap). Plug or blind flange all openingsand tag their locations.
5. Blow out with dry air to remove all moisturefrom High Pressure moisture separator, con-densate lines.
6. Place desiccant bag(s) in control box. (Boxhas gasketed door - check for sealing integ-rity; correct if necessary).
CompressorDischarge
Plant AirSystem
Muffler
Throttling Valve
Pressure Guage
Ball Valve
Figure 7-14: Piping & Instrumentation Diagram
NOTEFor short term periods of nonuse (1-2 months), jog the machine once during this period by pressing the jog button on the face of the controller.
WARNINGIf the machine is packed with dessicants, do not jog machine.
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93
7. Note total desiccant bag count on CustomerStorage Instructions. Blow control lines withdry air to remove all moisture. Remove andsecure blowdown muffler(s). Blowdownvalve and relief valve openings must besealed or plugged.
8. Drain oil from sump and plug. Removesump breather and plug breather port.
9. Follow storage instructions in CAT enginemanual.
10. Check that all plugs, seals and blind flangeswhich must be removed before start-up havebeen tagged.
11. Cover entire machine in heat-shrink plastic.Tape Customer Storage Instructions in plas-tic envelope to cover.
12. Monthly, rotate compressor shaft two turnsmanually very slowly into normal direction ofrotation (be sure desiccant bags do not getdrawn into rotors).
13. It is preferred that the machine be stored inan air conditioned facility. If this is not possi-ble, it should, as a minimum, be protectedfrom the elements with a suitable cover withenough ventilation to prevent condensationcollecting within it or the machine.
INSTRUCTIONS PRIOR TO STARTUP
1. Follow startup instructions in CAT enginemanual.
2. Remove plugs and blind flanges wheretagged. Unseal blowdown valve(s) and reliefvalves.
3. Remove desiccant bags; ensure count issame as noted at installation.
4. Replace: Air filters, Flexible joint betweeninterstage hard piping, and second stage airintake, Blowdown muffler(s), sump breather
5. Fill sump to level with specified oil.
6. Rotate manually in direction of rotation;ensure machine rotates freely.
7. Follow manual for normal startup procedure.
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BLANK PAGE
Section 8
95
DE-18 USER MANUAL
NOISE CONTROL8.1 NOISE EMISSIONS
WARRANTY
Sullair warrants to the ultimate purchaser and eachsubsequent purchaser that this air compressor wasdesigned, built and equipped to conform at the timeof sale to the first retail purchaser, with all applicablenoise control regulations.
This warranty is not limited to any particular part,component, or system of the air compressor. Defectsin the design, assembly, or in any part, component,or system of the compressor which, at the time ofsale to the first retail purchaser, caused noiseemissions to exceed applicable standards arecovered by this warranty for the life of the aircompressor.
8.2 TAMPERING WITH THE NOISE CONTROL SYSTEM IS PROHIBITED
The following acts or the causing thereof isprohibited:
1. The removal or rendering inoperative by anypersons, other than for purposes of mainte-nance, repair, or replacement, of any deviceor element of design incorporated into anynew compressor for the purpose of noise
control prior to its sale or delivery to the ulti-mate purchaser or while it is in use.
2. The use of the compressor after such deviceor element of design has been removed orrendered inoperative by any person.
Among those acts included in the prohibition againsttampering are the acts listed below:
1. Removal or rendering inoperative any of thefollowing:
a. Engine exhaust system or parts thereof
b. Compressor air intake system or part thereof
c. Enclosure of part thereof
2. Removal of any of the following:
a. Vibration isolators
b. Control silencer
c. Floor panel
d. Fan shroud
e. Acoustical materials including fiberglassfoam or foam tape
3. Operation with canopy doors open for anypurpose other than starting, stopping, adjust-ment, repair, replacement of parts or mainte-nance.
DE-18 USER MANUAL SECTION 8
96
8.3 NOISE EMISSIONS MAINTENANCE AND MAINTENANCE RECORD LOG
The following instructions and maintenance recordlog book, for the proper maintenance, use and repairof this compressor, is intended to prevent noiseemission degradation.
NOISE EMISSION MAINTENANCE AND MAINTENANCE RECORD LOG1. ANNUAL MUFFLER AND EXHAUST SYSTEM INSPECTION
At least annually inspect muffler(s) and engine exhaust system to make sure all parts are securely mounted, that all joints and connections are tight, and that the muffler is in good condition. DO NOT operate compressor with defective exhaust system. Remove and replace any defective parts by ordering with part numbers indicated in the Parts List.
Maintenance Performed
By
Location
Date
Maintenance Performed
By
Location
Date
2. ANNUAL AIR FILTER(S) AND AIR INLET SYSTEM INSPECTION
In addition to the instructions in the Maintenance section of the Operator’s Manual, the air filter(s) and entire air inlet system should be inspected at least annually, to make sure all parts are securely mounted, that all joints and connections are tight, that there are no other leaks in the system, and that the filter element(s) are intact. DO NOT operate compressor with defective air inlet system. Remove and replace defective parts by ordering with part numbers indicated in the Parts List.
Maintenance Performed
By
Location
Date
Maintenance Performed
By
Location
Date
SECTION 8 DE-18 USER MANUAL
97
3. ANNUAL ENGINE VIBRATION MOUNT INSPECTION
At least annually inspect engine vibration mounts for security of attachment and to make sure the resilient parts are intact. DO NOT operate compressor with defective engine mounting system. Remove and replace defective parts by ordering with part numbers indicated in Parts List.
Maintenance Performed
By
Location
Date
Maintenance Performed
By
Location
Date
4. ANNUAL FRAME, CANOPY, AND PARTS INSPECTION
At least annually inspect frame, canopy and parts, for security of attachment. Make sure there are not any missing or deformed members, including all hinged doors, covers and their fastening devices. DO NOT operate compressor with defective frame, canopy and parts. Remove and replace defective parts by ordering with part numbers indicated in Parts List.
Maintenance Performed
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Maintenance Performed
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5. ANNUAL ACOUSTICAL MATERIALS INSPECTION
At least annually inspect all acoustical materials, if any, for security of attachment. Make sure that there is not any material missing or damaged (refer to Parts List). Clean or replace, if necessary. DO NOT operate compressor with defective acoustical material. Remove and replace defective parts by ordering with part numbers indicated in the Parts List.
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Maintenance Performed
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DE-18 USER MANUAL SECTION 8
98
6. ANNUAL INSPECTIONS FOR PROPER OPERATION OF ALL SYSTEMS.
In addition to other instructions in the Operator’s Manual, at least annually, operate compressor and inspect to make sure all systems are operating properly and that engine runs at rated speed and pressure. DO NOT operate malfunctioning or improperly adjusted compressor. Repair or adjust, per instructions in Operator’s Manual, as required.
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Maintenance Performed
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Section 9
99
DE-18 USER MANUAL
TROUBLESHOOTING9.1 INTRODUCTION
The following information has been compiled fromoperational experience with your package. Itidentifies symptoms and describes probable causesfor problems. However DO NOT assume that theseare the only problems that may occur. All availabledata concerning the trouble should by systematicallyanalyzed before undertaking any repairs orcomponent replacement.
The collection of operational data concerningpossible trouble should be analyzed to preventcomplete compressor breakdown. An example of thiswould be the vibrations signature increase of a
damaged bearing or the efficiency decrease of a dirtyheat exchanger.
A detailed visual inspection should be performed forall problems. Always remember to:
1. Check for loose wiring.
2. Check for damaged piping.
3. Check for parts damaged by heat or an elec-trical short circuit, usually apparent by discol-oration or a burnt odor.
Should your problem persist after making therecommended check, consult your nearest Sullairrepresentative or the Sullair.
SYMPTOM/MESSAGE PROBABLY CAUSE REMEDY
BUS ERROR ON MDDM Lost Data link From Engine Consult Sullair Service Department.
Engine Problem May Have Developed Observe flashing code and refer to the Engine Operator's Manual.
T-1. T-2, T-3. T-4. T-S,LST ANALOG XX SO
Temperature Probe Failure Check connectionsf from probe. If adequate, replace probe.
P-1, P·2, P-3, P--4,LST ANALOG XX SO
Pressure Transducer Failure Check connections from transducer. If adequate, replace transducer.
E-STOP Emergency Switch Open (Depressed) Emergency Switch Open (Depressed)
MDDM COMM FAIL
TRIPPED CIRCUIT BREAKERINSIDE CONTROL PANEL
Diode Installed in Reverse Install properly.
Short Circuit Check and reset if necessary.
COMPRESSOR SHUTS DOWNWITH AIR DEMAND: LOST FUEL SENDER
Low Fuel Check and add if necessary.
LO P2 SD The Machine Ran at a Final DischargePressure Below 50 psig (3.4 barg) for Ten Minutes
Adjust valve downstream of package to hold minimum 70 psig (4.8 barg) line pressure.
DE-18 USER MANUAL SECTION 9
100
LO P3 SD Oil Pressure Falls Below 30 psig (2.1barg) While Package is Running Because:
Oil Pump Malfunctioned Consult Sullair Service Department.
Oil Filter Dirty Replace filter element.
Oil Temperature Too Low Check state of thermal valve leading oil cooler.
Sump Oil Heater Malfunctions Replace heater.
Sump Oil Level Too low Replenish oil level.
Sump Strainer Clogged Refer to OIL SUMP STRAINER MAINTENANCE on page 86.
Oil Bypass Valve Setting Changed Reset valve.
HI T1 SD Compressor Inlet Air Temperature Above
Maintain inlet air temperature below 115°F(46°C).
High Interstage Pressure (loaded) Defective HP stage.
High Interstage Pressure (Unloaded) Clogged blowdown silencer. Clean/replace.
Temperature Transducer Failure Check connections from transducer. If adequate, replace transducer.
Slowdown Valve Failed to Open orOperated Sluggishly During Unload
Refer to BLOWDOWN VALVE MAINTENANCE on page 88.
HI T2 SD Intercooler Core Fouled Clean tinning.
Discharge Check Valve Leaking During Unloaded Operation
Inspect check valve spring, flappers and shaft.
Inlet Throttling Valve Not Fully Open During Loaded Operation
See inlet valve adjustment.
Low oil pressure defective control solenoidvalve.
Inlet Air Filter Clogged See AIR FILTER INSPECTION/MAINTENANCE ELEMENT INSPECTION on page 84.
Line Pressure is Too High Reset controller unload pressure.
Temperature Transducer Failure Check connection from transducer. If adequate. replace transducer.
Slowdown Valve Failed to Open or Operated Sluggishly
Refer to BLOWDOWN VALVE MAINTENANCE on page 88.
Low Fan Speed Re-tension fan belt or replace if damaged.
HI P1 SD Defective HP Stage Consult Sullair Service Department.
Pressure Transducer Failure Check connection from transducer. If adequate, replace transducer.
HI T3 SD Temperature Transducer Failure Check connections from transducer. If adequate, replace transducer.
Oil Cooler Fouled Clean fins.
Low Fan Speed Re-tension fan belt or replace if necessary.
SYMPTOM/MESSAGE PROBABLY CAUSE REMEDY
SECTION 9 DE-18 USER MANUAL
101
HI T4 SD Temperature Transducer Failure Check connections from transducer. If adequate, replace transducer.
Intercooler Core Fouled Clean fins.
Compressor Air Inlet TemperatureAbove 115°F (46°C)
Maintain air inlet temperature below 115°F(46°C).
High Interstage Pressure (Loaded) Insufficient coolant flow to jackets. Defective HP stage.
High Interstage Pressure (Unloaded) Clogged blowdown silencer- clean andreplace.
Slowdown Valve Failed 10 Open DuringUnload
Refer to BLOWDOWN VALVE MAINTENANCE on page 88
Low Fan Speed Re-tension fan bell or replace if damaged.
HI T5 SD Temperature Transducer Failure Check connections from transducer. If adequate, replace transducer.
Aftercooler Core Fouled Clean fins.
InleT Throttling Valve Not Fully OpenDuring Loaded Operation
See inlet valve adjustment, or low oil pressure, defective 4-way solenoid valve, or defective hydraulic cylinder.
Slowdown Valve Failed 10 Open orOpened Sluggishly
Refer to BLOWDOWN VALVE MAINTENANCE on page 88.
Low Fan Speed Re-tension fan belt or replace if damaged.
AIR FLTR DP SD Dirty Air Intake Filter and Bad Switch Clean pre-filter. Replace both filter elements. If necessary, check switch.
COMPRESSOR DOES NOT BUILD FULL DISCHARGE PRESSURE
Air Demand Exceeds Supply Check air service lines for open valves orleaks.
Inlet Air Filler Clogged Check for maintenance message on controller display. Change element.
Inlet Air Valve Not Fully Open Check actuation and butterfly disc position.
Low oil pressure defective control solenoidvalve.
Transducer P2 Malfunction Check connections from transducer. II adequate, replace transducer.
Blowdown Valve Leaking or Sluggish Refer to BLOWDOWN VALVE MAINTENANCE on page 88.
Defective LP Stage Consult Sullair Service Department.
SYMPTOM/MESSAGE PROBABLY CAUSE REMEDY
DE-18 USER MANUAL SECTION 9
102
NOTE ON TRANSDUCERS: Whenever a sensor issuspected of fault, the recommended cause of actionis to measure the signal (pressure, temperature, etc.)with an alternate calibrated instrument and comparereadings. If readings conflict, the electrical and/ortubing connections should be inspected, and if nofaults are evident, then replace the sensor and re-evaluate against the calibrated instrument.
9.2 CALIBRATION
The controller has software calibration of thepressure and temperature probes. Calibration isrequired when a transmitter, transducer or a probe
has been changed. This calibration affects the offsetbut not the slope of the pressure and temperaturecalculations. Because of this, the most accuratemethod is to heat or pressurize the transducer to itsoperating value. If this is too difficult, roomtemperature/open atmosphere calibration isadequate. Calibration may only be done whilemachine is stopped and unarmed.
To enter calibration mode, follow the directions inSection 5: Controller on page 53 to access the "S"code number system. To make adjustments,
Press the DOWN key or the UP key to scroll throughthe variable.
ENGINE OVERHEATING Loose or Broken Fan Belt Tighten or change belt. Refer to the EngineOperator's Manual for details.
Dirty Radiator Core Clean thoroughly. Refer to the EngineOperator's Manual for details.
Dirty Charge Air Core Clean thoroughly. Refer to the EngineOperator's Manual for details.
Low Oil Level Refill. Refer to the Engine Operator's Manual for details.
Faulty Water Pump Change pump. Refer to the Engine Operator's Manual for details.
Faulty Low Coolant Sensor Check for leaks in coolant system.
Plugged Radiator Replace engine thermostat. Refer to theEngine Operator's Manual for details.
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