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Air Con 02 Over
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LECTURE
SUB-OBJECTIVE
At the end of the Lesson the Trainees will be able to:
Replace compressor internal components
1.0 INTRODUCTION
The compressor is the heart of the refrigeration system. It receives refrigerant vapor at low
pressure and low temperature from the evaporator, and delivers it at high pressure and high
temperature to the condenser. Almost all kinds of system malfunctions, if not corrected in time,
will eventually cause compressor failure. A defective hermetic compressor cannot be serviced
and has to be replaced. Semi hermetic and open-type compressors are serviceable and their
defective parts can be replaced.The service will be limited to frequently failing parts.
Semi-hermetic compressors are also called bolted or serviceable hermetic. They have from
two to eight cylinders and range in size from five to one hundred tons. The function of the
compressor is to compress refrigerant. The following components and actions provide
compression:
1. An electric-powered motor turns a crankshaft.
2. The crankshaft moves pistons up and down in cylinders.
3. The pistons compress refrigerant in the cylinder head.
4. The cylinder head directs the compressed vapor into the discharge manifold and to the
condenser. This module explains how to replace these basic components.
2.0 REPLACE COMPRESSOR
There are many reasons for compressor failures. Most of these reasons cause compressor
burnout. The main reason for compressor replacement is a burnout motor (shorted or
grounded motor). Overheating causes a motor burnout. Overheating causes the refrigerant to
break down, and the oil becomes acidic. Acidic oil separates the insulation from the motor
windings, causing a short circuit or ground. Acids and overheating also introduce
contaminants into the system. You must clean the refrigeration system to remove all acids and
contaminants before replacing the compressor. Otherwise, a repeat burnout will occur.
Many compressors fail because of these causes:
Slugging
Flooding
Flooded starts
Loss of lubrication
Contamination
Overheating
2.1 SLUGGING
ADVANCED COURSE
COMPRESSOR OVERHAULING
Slugging is defined as a short term returns of liquid refrigerant, oil, or both .to the compressor
cylinders instead of a superheated gas. If slugging occurs, it will occur at start-up or during a
rapid change in system operating conditions. It is indicated by a periodic "knocking" noise at
the compressor. This is due to the compressor trying to compress a liquid. Slugging could
result in damaged pistons, valves, and blown cylinder head or gasket. (See FIG. 2.1.)
Slugging is caused by: a. Liquid refrigerant in the evaporator during the off cycle b. TXV
hunting c. Oil trapping
a. Liquid in the Evaporator Refrigerant can condense in any cold part of the system during the
off cycle. This could be the evaporator coil or water cooler. On the next start-up, this liquid
could return to the compressor as a slug. To minimize this condition, a "pump-down" control
system can be used. (See FIG.2.2). In this system, a solenoid valve is installed in the liquid
line. It stops the refrigerant flow to the evaporator when the thermostat is satisfied. The
compressor pumps down the system. A low-pressure switch stops the compressor. The
compressor restarts when the thermostat energizes the solenoid. Only vapor returns to the
compressor at start-up.
b .TXV hunting an oversized expansion valve can hunt badly under a light load. (See FIG.
2.3.) It causes a slug of liquid to return to the compressor. In general, it is better to undersize
rather than Over size the expansion valve.
2.2 FLOODING
is the continuous return of liquid refrigerant or liquid droplets to the compressor. It is normally
associated with improper refrigerant flow control. Flooding causes oil dilution. If flooding is
severe, it can damage the pistons, rings, and valves due to liquid pumping. Also, liquid
refrigerant washes the oil off the bearing surfaces.
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COMPRESSOR OVERHUALING
FIG. 2.3 TXV HUNTING FIG. 2.2 PUMP-DOWN CONTROL PREVENTS SLUGGING
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COMPRESSOR OVERHAULING
FIG. 2.4 SUCTION PRESSURE AND LINE DESIGN AFFECT OIL RETURN
An oversized metering device or too low a superheat setting would allow more refrigerant to
flow to the low side of the system. The refrigerant may flow back to the compressor in a
saturated state with liquid droplets. This would gradually wash the oil off the lubricated
surfaces.
2.3 FLOODED STARTS
Flooded starts are a- result of the oil in the- crankcase absorbing refrigerant. Oil will absorb
refrigerant under most circumstances. The amount absorbed depends on the temperature of
the oil and the pressure in the crankcase. The lower the temperature and the higher the
pressure, the more refrigerant absorbed. This condition usually occurs during shutdown. On
start-up, the lubrication received by the bearing will at best be minimum. In addition to that, as
the crankcase pressure drops, the refrigerant will flash from a liquid to a gas causing foaming.
This can cause restriction in the oil passages. It can also cause enough oil and liquid mixture
to enter the cylinder, causing a hydraulic slug as previously described under slugging.
Damage from a flooded start may be immediate broken. Valves or blown gaskets. The failure
may come on gradually if:
There is a partial loss of lubrication for-some period of time after start-up.
A major portion of the oil is pumped out of the crankcase during a flooded start. In these
cases, compressor failure is due to the lack of lubrication.
Flooded starts can be reduced by using crankcase heaters. The heater should be energized
for 24 hours before starting a unit that has been off for a long time.
2.4 LOSS OF LUBRICATION
Lack of lubrication can result from just the absence of oil in 'the crankcase.
During normal operation, some oil will leave the crankcase of a reciprocating compressor. The
successful operation of the system requires that this oil returns at the same rate at which it
leaves the compressor.
Causes of oil leaving at an excessive rate are those usually associated with oil foaming.
These are:
Flooding
overcharge of oil
Use of non-approved oil
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LESSONE 2 PAGE 4
ADVANCED COURSE
COMPRESSOR OVERHUALING
2.6 OVERHEATING
The reasons for overheating are mechanical (refrigeration) and electrical.
2.6.1 Mechanical (Refrigeration) Causes of Overheating
The first cause of overheating is the improper setting of controls.
These controls could be a TXV, AXV, evaporator pressure regulator, hot gas bypass, or
pressure control switches. High superheat is not only caused by improper control settings. It
could be caused by a piping problem or the suction line not having proper insulation. Hermetic
compressors are cooled by suction gas. The ability of the suction gas to cool the windings
depends on the gas flow and the temperature of the gas entering the compressor. High
compression ratios are also cause for overheating. Compression ratio is the ratio of the
discharge absolute pressure to the suction absolute pressure. High compression ratio is due
to low suction pressure, high head pressure, or a combination of both. High head is the more
likely cause of high compression ratios. Look for the following causes:
LOW SUCTION
PRESSURE
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COMPRESSOR OVERHAULING
HIGH HEAD
PRESSURE
1. Low Load
2. EvaporatorProblems
3. Operating Below
Design Conditions
1. Dirty Condenser
2. Too High Ambient
3. Condenser Fan
4. NonCondensables
High discharge temperature affects valves, pistons, and cylinder walls. Some contaminants
are formed within the system because of excessive heat. This causes a reaction between the
oil and the refrigerant. In some cases heat will break down the oil. This forms sludg and coats
internal surfaces with carbon. Copper plating is a result of a combination of contaminants, the
type of oil used, and high temperature. The gradual buildup of copper plating on bearing
surfaces reduces the clearances and results in increased friction. This, in turn, causes higher
temperatures and decreases the life of the compressor.
2.6.2 Electrical Causes of Overheating
In a three-phase compressor, motor failure can happen because of voltage and current
unbalance. Voltage Unbalance: The maximum allowable voltage unbalance for winding to
winding is 2%. If the voltage unbalance is more than 2%, the temperature rise, in percent,
generated at the windings would be equal to double the square of the voltage unbalance. (See
FIG. 2.5.)
For example, a voltage unbalance of 2% would cause an 80 increase in winding temperature;
a 3% voltage unbalance would cause an 18% increase; and at only 5% voltage unbalance, the
winding temperature would soar to 500 over normal. Current Unbalance: Voltage unbalance
causes a current unbalance, but a current unbalance does not mean that a voltage unbalance
necessarily exists. Take a three-phase situation where there is a loose terminal connection on
one leg or where there is a buildup of carbon on one set of contacts. This increases the
resistance (and reduces the current) on that leg. The result is current increase in the other leg.
Higher current causes more heat to be generated in the windings. Percent of current
unbalance allowed is 100. Single-phasing is a condition where one leg of a three-phase
system is not energized.
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COMPRESSOR OVERHUALING
This reacts much the same as the condition just described, but the end results of motor failure
may be more rapid. Another cause of overheating is from too high or too low an incoming
voltage condition. This is where the voltage is outside of the maximum-minimum limits set by
the manufacturer of the equipment. For a compressor with a single rating of 230 volts, the
operating limits are within 10% of 230 volts (207 to 253V). on a dual-rated voltage unit, such
as a 208/230 volt system, the operating parameters are within 10% below the 208 and 100
above the 230 nameplate voltage (187 to 253V). In a single-phase motor, faulty or improper
start gear causes overheating. It could be the start or run capacitors or any of the
contactor-relay devices used in conjunction with the start gear. Another cause of overheating
is rapid cycling. The start-stop cycling on controls and safety devices can result in shorted
motor windings. Each time the motor starts, the current draws locked rotor amps. It takes a few
minutes of running to get rid of the heat caused by locked rotor current. Frequent cycling
causes a buildup of heat because the heat from the previous start has not been removed.
3.0 DESCRIBE SYSTEM CLEANING AFTER A BURNOUT
Overheating causes the refrigerant to break down and, if moisture is present, forms
hydrochloric and hydrofluoric acids. Oil in this condition is said to be "acidic." The acid causes
insulation on motor windings to deteriorate and increases the motor temperature. Eventually,
the motor windings are short circuited and/or are grounded and burnout. There are two types
of burnout, mild and severe In a mild burnout the motor stops before the contaminants,
produced by the burnout, leave the compressor as shown in FIG. 2.6 In a severe burnout the
contaminants are pumped through the system before the motor stops, as shown in FIG. 2.7. In
this type of burnout, a large part of the winding is burned. If a system has a motor compressor
burnout, refrigerant should be removed (it can be reused) and the controls cleaned. Flush the
system with dry nitrogen using the setup shown in FIG. 2.8. If the system is not cleaned
properly, it will burn out again. Do not touch the oil from a burned-out motor compressor, as it
will cause a severe acid burn! A burned-out motor compressor has a very unpleasant odor. if
severe, the oil will be black and acidic with a very pungent odor. If mild, the oil will be clear, but
there will be a pungent odor and a mild acidic condition.
After replacing a motor compressor, install a suction line filterdrier and a liquid line
filter-drier.
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COMPRESSOR OVERHAULING
Note: For severe burnouts, both filter-driers should be the acid-core type. Triple evacuate and
recharge the system. Operate the unit, then remove an oil sample. Test the oil for acidity. If
acidic, change the oil and operate the unit again.
Operating the system and checking oil acidity is the most thorough method of cleanup. It
allows the refrigerant and oil to circulate and pick up contaminants, if any are still in the
system.
4.0 PARTS OF A SEMI-HERMETIC COMPRESSOR
4.1 Piston and Connecting Rod Assembly
FIG. 2.9 identifies the internal parts of a semi-hermetic-reciprocating compressor FIG. 2.10
shows details of a piston and connecting rod assembly. The assembly consists of the: Piston,
Piston rings, Connecting rod ,Piston pin
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COMPRESSOR OVERHUALING
4.1.1 Piston
The piston compresses vapor refrigerant, drawn from the low side, in a smaller area and
delivers it through the discharge valves, at a high pressure, to the high side. Pistons for small
size compressors are usually made of diecast aluminum, while the medium and large size are
usually,made of cast iron. FIG. 2.10 shows
Two types of piston rings are used. The upper rings are known as compression rings and the
lower ring is known as the oil ring. The function of the compression rings is to seal the
compression chamber and prevent downward gas leaks. The function of the oil ring is to limit
the flow of oil into the compression chamber Small size pistons are not equipped with piston
rings, only oil groves are cut in them. FIG. 2.11 shows these groves cut in a small piston.
Piston rings are usually made of cast iron.
ADVANCED COURSE
COMPRESSOR OVERHUALING
There are a number of different valve plate and gasket arrangements used, even on the same
compressor. When replacing valve plates and gaskets, make sure to pick the correct
replacement. The valve plate supports valves and directs gas in and out of the cylinders.
FIG.s 2.13 shows the flow of gas through the valve plate. valve plates are usually made of
cast iron or hardened steel.
4.2.2 Valves
Compressor valves are usually carbon alloy steel. Heat treating gives the valves the
properties of spring steel. This allows grinding them to a perfectly flat surface. The intake
valve is kept in place by one of two ways. One way is by using small pins. The other way is by
the clamping action between the compressor head and valve plate. The exhaust valve can be
clamped the same way. Of the two valves, the intake valve gives the least amount of trouble.
This is because it is constantly lubricated by oil circulating with the cool refrigerant vapor.
Also, it operates at a relatively low temperature. The exhaust valve must be fitted with special
care. It operates at high temperatures. It must be leak proof against a relatively high-pressure
difference. The valves open about .010 inches. If the movement is more, a valve noise
develops. If the movement is too little, not enough vapors can move past the valve.
FIG. 2.12
VALVE PLATE AND GASKET
FIG. 2.13
GAS FLOW THROUGH VALVE PLATE
FIG. 2.14 shows two types of compressor valves in common use. These are: (1) Reed or
disc valves (2) Ring valves
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COMPRESSOR OVERHAULING
FIG. 2.15 shows another type of valve plate. A is the inlet port with an extension to prevent oil
from entering the intake. B is the exhaust port with a wire lock between the two exhaust
screws. C is the oil return to the crankcase. The valve disks or reeds are perfectly flat. A defect
of only .0001 inch will cause the valve to leak.
5.0 Crankshaft
The crankshaft changes the rotary motion of the motor to a reciprocating motion in the
compressor. Two types of crankshafts are in use:
crank-type crankshaft
eccentric-type crankshaft
Crankshafts are usually made of forged steel.
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LESSONE 2 PAGE 12
ADVANCED COURSE
COMPRESSOR OVERHUALING
FIG. 2.16 shows a crank throw-type crankshaft. As the crankshaft revolves, the piston
reciprocates (moves up and down). The piston pin oscillates (swings back and forth) as it
reciprocates with the piston. The lower end of the connecting rod rotates with the
crankshaft.Some compressors use the eccentric-type crankshaft. The eccentric type shown in
FIG. 2.17 uses a straight shaft, with the eccentrics clamped onto the shaft. Sometimes the
eccentrics are part of the shaft.
The crankshaft's main bearings support the crank. They also carry any end load. The
crankshaft and connecting rod fit with great accuracy.
Lubrication is vital to the operation of reciprocating compressors. FIG. 2.18 shows two ways a
reciprocating compressor can be lubricated. FIG. A shows the splash lubrication system and
FIG. B shows the pressure lubrication system. A B
6.1 Splash System
In the splash system, the crankcase is filled with the correct oil up to the middle of the
crankshaft. The crank, equipped with dips, splashes the oil around the inside of the
compressor to the points that need lubricrion. The splash system is suitable for small size
compressors.
ADVANCED COURSE
COMPRESSOR OVERHUALING
ADVANCED COURSE
COMPRESSOR OVERHAULING
9.0 VIBRATION
Compressor vibration is caused by loose or broken anchor bolts and springs. An over
tightened anchor bolt can transmit normal compressor vibration to the unit.
10.0 FAILURE TO PUMP
Failure to pump or poor pumping capacity is indicated by a high suction pressure and a
low discharge pressure. The discharge line temperature is much lower than normal.
Poor pumping capacity can be caused by a blown gasket or a broken or badly damaged
valve.
11.0 OVERHEATING
Hermetic compressor overheating can be caused by:
A. High compression ratio B. Overload C. High discharge pressure
D. Loss of lubrication E. Low refrigerant charge F. Low voltage
To protect against damage caused by overheating, hermetic compressors are equipped
with internal thermal protectors embedded in the motor windings. These protectors switch
off the compressor when the windings temperature exceeds a certain limit. Some
compressors are also equipped with a discharge gas thermostat. It shuts off the
compressor when the discharge gas temperature exceeds a certain limit.
12.0 REPLACE COMPRESSOR OIL PUMP.
PROCEDURE
1. Loosen and remove the cap screws holding the cover in place as shown in FIG. 2.22
2. Loosen and remove the Allen head set screws. They hold the oil pump drive segment to
the crankshaft as shown in FIG. 2.21
FIG. 2.20
FIG. 2.21
ADVANCED COURSE
COMPRESSOR OVERHUALING
3. Remove the bolts which hold the bearing head to the crankcase. Tap lightly on the
bearing head to break the gasket seal. Remove the bearing head as shown in FIG. 2.22
4. Using a putty knife, clean the gasket material from the seating surface of the crankcase
as shown in FIG. 2.23 Remove any gasket material that may fall into the oil sump.
5. Moisten the new gasket surface with oil. Do not soak the gasket with oil. Make surethe
new gasket is the correct one. Reinstall the new gasket and bearing head as shown in
FIG. 2.24
FIG. 2.22
FIG. 2.24
FIG. 2.23
FIG. 2.25
6. Replace the bearing head bolts and torque to manufacturer's specifications as shown in
FIG. 2.25 (On Carrier 06D compressors, torque to 25-30 foot pounds).
7. Install the replacement oil pump drive segment as shown in FIG. 2.26
8. Replace the guide vane and spring. The guide vane is put in before the spring as
shown in FIG. 2.27
ADVANCED COURSE
COMPRESSOR OVERHAULING
EMBED PBrush
FIG. 2.26
FIG. 2.27
9. Moisten the coverplate gasket and install the gasket and coverplate as shown in FIG.
2.28 Torque bolts to specifications
.
FIG. 2.28 REPLACE COMPRESSOR VALVES AND VALVE PLATE.
PROCEDURE
ADVANCED COURSE
COMPRESSOR OVERHUALING
WARNING
IN SOME TYPES OF COMPRESSORS. CYLINDER HEADS ARE SPRING LOADED.
CYLINDER HEAD BOLTS SHOULD NOT BE REMOVED COMPLETELY UNTIL THE
SPRING TENSION IS RELEASED.
1. To remove the cylinder head, loosen and remove the cylinder head bolts. Insert a stud
into one of the bolt holes. This is done to prevent the head from falling off the compressor
as shown in FIG. 2.29
2. Insert a putty knife to break the gasket seal holding the cylinder head. If the head must
be tapped, as shown in FIG. 2.29, extreme care should be taken to prevent breaking the
dowel pins that position the suction valves and valve plate.
FIG. 2.29
3. Once the cylinder head is off, the valve plate is removed as follows: Remove one of the
valve stop cap screws. Swivel the valve stop to allow access to the hole from which the
cap screw was removed. Re-insert the cap screw and tighten to break the seal. Tightening
the valve stop cap screw lifts the valve plate from the compressor as shown in FIG. 2.30
4. All gasket material must be removed from the cylinder head, valve plate, if it is reused,
and the cylinder deck. Use a putty knife as shown in FIG. 2.31 Care should be taken not
to let any of the gasket material fall into the crankcase. Use clean rags or paper, towels
stuffed into the ports.
ADVANCED COURSE
COMPRESSOR OVERHAULING
FIG. 2.30
FIG. 2.31
5. Install replacement parts in this order: suction valve, valve plate gasket, valve plate,
and cylinder head gasket(FIG. 2.32). Care must be taken when selecting valve plate
replacement, as valve plates are different, even on the same compressor.
6. Before the cylinder head and gasket are installed, check the movement of the suction
valves with a pencil eraser as shown in FIG. 2.33 Valves should depress to the valve
stops without restriction.
7. Torque cylinder head bolts to specifications using the order shown in FIG. 2.34
FIG. 2.32
FIG. 2.33
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FIG. 2.34
ADVANCED COURSE
COMPRESSOR OVERHAULING
ADVANCED COURSE
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1 - Stator (Compressor
motor)
2 - Rotor (Compressor
motor)
3 - Motor Key
4 - Rotor Plate Washer
29 - Terminal Box
30-Terminal Box Mounting
Screw 4
31 - Suction Valve
32 - Valve Plate Assembly
(Includes discharge valves)
33 - Cylinder Head Gasket
34 - Cap Screw. Valve Stop
35 - Valve Stop Support
36 - Discharge Valve Stop
37 - discharge Valve
38- Cylinder Head (Capacity
control side bank
39 - Cylinder Head (Center
bank)
40 - Cylinder Head Bolt (8
per head)
41 - Capacity Control Valve
(Pressure type shown
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COMPRESSOR OVERHAULING
Most of the compressor's work takes place in the cylinder head assembly. Because of this
the heads, valve plates, gaskets, and valves are subject to higher heat and pressure than
the rest of the compressor. The high heat and pressure can warp or crack cylinder heads,
valve plates, and the cylinder deck. Stresses caused by slugging can also crack heads
and valve plates or damage valves and gaskets. High heat and pressure also cause
carbon and sludge buildup on the discharge valves, guides, and cylinder heads. This
causes leaking valves.
ADVANCED COURSE
COMPRESSOR OVERHUALING
(3)
piston pin and piston pin locks,
(4)
connecting rod and cap with the rod bolts and nuts, and
(5) connecting rod bearing.
The piston assembly translates the rotary motion of the crankshaft into the reciprocal (up
and-down) movement of the piston in the cylinder. The piston compresses the refrigerant
vapor, which has been directed into the compression chamber by the cylinder head and
valve plate assembly.
Pistons are subject to damage from slugging, and to scoring, burning, and scuffing from oil
contamination and inadequate lubrication. Other common problems are cracked or
collapsed piston skirts, broken lands, and worn ring grooves. These problems are
illustrated in FIG.s 2.39 through 2.40 Rings are usually replaced during maintenance.
However, if low hour rings are to be used again, they should be checked for scoring and
scuffing, and for clogging of the oil control ring slots.
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COMPRESSOR OVERHAULING
The piston pin and connecting rod small end are subject to wear from improper clearance
and inadequate lubrication. The worn wrist pin hole in the connecting rod in FIG. 2.42 is
the result of a failed discharge valve and inadequate lubrication. Connecting rods must be
checked for cracking, twisting, and bending, as shown in FIG.s 2.43 and 2.44 Connecting
rod large end bearings are subject to excessive and uneven wear.
ADVANCED COURSE
COMPRESSOR OVERHUALING
ADVANCED COURSE
COMPRESSOR OVERHAULING
The oil pump assembly and lubrication system components are subject to many problems.
Among these are oil contamination, flooding, slugging, oil migration, oil passage plugging,
foaming, wax formation, copper plating, and carbon deposits. Other compressor problems
caused by inadequate lubrication include piston scuffing and burning, cylinder wall
scoring, bearing failure, and compressor overheating.
14.4 MOTOR ASSEMBLY
The motor assembly is composed of the stator, rotor, and terminal plate, as shown in
FIG. 2.47
The compressor motor converts electric power into the rotary or circular motion of the
rotor. The spinning rotor turns the crankshaft assembly.
The motor assembly is subject to overheating, burned windings, nicks, and burrs on the
rotor that can hang up on the stator, peeling lamination, electrical shorts, and faulty wiring.
ADVANCED COURSE
COMPRESSOR OVERHUALING
The crankshaft, together with the connecting rods, changes the rotary motion of the
electric motor into the reciprocating motion of the pistons. The crankshaft is subject to
cracking, warping, scoring, plugging of its drilled oil holes, copper plating, and uneven
journal and main bearing wear. An example of a badly scored connecting rod journal
caused by oil hole plugging is shown in FIG. 2.49
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COMPRESSOR OVERHAULING
15.1 VALVES
Suction and discharge valves are measured with an outside micrometer, as shown in FIG.
2.50 To measure the diameter of a suction valve, place the valve between the end of the
spindle and the anvil, as shown in FIG.2.50 Turn the thimble gently tomove the end of the
spindle toward the valve. The valve should be touched lightly on one side by the anvil and
on the other side by the end of the spindle. Never turn the spindle tight against anything.
This will ruin the micrometer. Turn the thimble until the
spindle almost touches the valve. Then use the ratchet stop.
To read the micrometer add the numbered lines and intermediate lines exposed by the
thimble. To this sum add :he value of the thimble line that is even with (or slightly below)
the reading line. Their total is the micrometer reading. Use the micrometer reading shown
in FIG. 2.51 as an example:
Numbered lines (on hub)
2 x 0.100 = 0.200 inch
Intermediate lines (between numbers) 2 x 0.025 = 0.050 inch
Thimble lines (around thimble)
17 x 0.001 = 0.017 inch
Micrometer reading
= 0.267 inch
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The cylinder heads, valve plates, and cylinder decks are subject to warping from high
temperature and pressure. They must be checked for straightness, as shown in FIG. 2.52
To check this lay a precision steel ruler across the face of each component. See if a blade
from the thickness gauge fits between the ruler and the face of the cylinder head, valve
plate, and cylinder deck.
15.3 PISTONS
Pistons are subject to scoring, scuffing, and cracked and collapsed skirts. They must be
measured for wear and ovality. These measurements are made with an outside
micrometer, as shown in FIG. 2.53
Measurements at right angles are made above the ring grooves and below, on the piston
skirt. The measurements are recorded, then compared with cylinder bore measurements
to calculate piston clearance and wear.
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15.4 CYLINDERS
Like the pistons, cylinders are subject to scoring, scuffing, pitting, and ridging. See FIG.
2.54 The cylinder is measured with an inside micrometer for wear, ovality, and taper, as
shown in FIG. 2.55 Measurements should be taken at several places in the cylinder,
usually at right angles and parallel to the crankshaft. To measure a cylinder bore with an
inside micrometer, first turn the thimble clockwise until the micrometer is shorter than the
diameter of the cylinder bore. With one hand, hold the head end of the micrometer
squarely against the cylinder wall. With the other hand, turn the thimble to lengthen the
micrometer. As you do this, feel for the maximum diameter by moving the rod end slightly
from left to right and up and down. When no left to right movement of the rod end is
possible, and a light drag is felt as you move the rod end up and down, take the reading.
Cylinder ovality can also be measured with a dial indicator, as shown in FIG. 2.56. The
piston diameter is subtracted from the cylinder bore inside measurement to determine
piston-cylinder clearance
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15.5 RINGS
It is important that rings of the correct size be used with the compressor's pistons. Ring
gap is measured with a thickness gauge at the lowest point of ring travel inside the
cylinder, as shown in FIG. 2.57 Push the ring down into the cylinder with the top of an
inverted piston. To measure ring side clearance, place the edge of the ring in its groove
and measure the space between the top of the ring and the bottom with a thickness
gauge.SeeFIG.2.58
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The clearance between the piston pin and the connecting rod small end bore is measured
with an outside micrometer and a telescoping gauge or vernier caliper. The connecting rod
small end bore should be checked for ovality and wear. Measure the piston wrist pin hole
diameter with a telescoping gauge and outside micrometer or vernier caliper. These
measurements are shown in FIG. 2.59 Clearances are established by subtracting the wrist
pin outside diameter from the inside diameters of the connecting rod small end bore and
the piston wrist pin hole
FIG. 2.59 MEASURING PISTON PIN AND CONNECTING ROD PISTON PIN AND CONNECTING ROD
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The big end connecting rod bore should be measured for ovality with an inside micrometer
at three different positions, 60 degrees apart, as shown in FIG. 2.61 Ovality can also be
measured with the Federal Mogul gauge shown in FIG. 2.62
FIG. 2.61
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COMPRESSOR OVERHAULING
FIG. 2.62
The clearance between the connecting rod big end bore and its journal is measured with
Plastigage. A strip of Plastigage is placed across the width of the bearing on the
connecting rod cap, about 1/4 inch from the bottom on either side. See FIG. 2.63 Put the
cap in place and tighten the cap nuts to the specified torque. Remove the cap and
measure the width of the flattened Plastigage strip. Use the measurement chart on the
Plastigage package, as shown in FIG. 2.64 The smaller the clearance, the flatter (or
wider) the Plastigage will be.
15.7 CRANKSHAFT MAIN BEARINGS AND JOURNALS
Crankshaft journals and main bearings must be measured for clearance, taper, and ovality.
Clearance is measured with an outside micrometer and telescoping gauge. The amount of
clearance is established by subtracting the outside diameter of the journal from the inside
diameter of the main bearing. Check for journal ovality and taper with an outside
micrometer, as shown in FIG.2.60
ADVANCED COURSE
COMPRESSOR OVERHUALING
Multimeter
Plastigage
Semi-hermetic, multi-cylinder compressor
Standard set AC hand tools
Surface plate or table
Torque wrench.
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COMPRESSOR OVERHUALING
11. To remove the valve plate, remove one of the valve stop cap screws. Swivel the
valve stop to allow access to the hole from which the cap screw was removed.
Reinsert the cap screw and tighten to break the seal. Tightening the valve stop
cap screw lifts the valve plate from the compressor (FIG.2.69) .
12. Remove suction valves and backers from the dowel pins.
13. Repeat the procedure on the other cylinder heads and valve plate assemblies.
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COMPRESSOR OVERHAULING
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COMPRESSOR OVERHUALING
9. Remove the two snap rings that hold the wrist pin in the piston.
10. Push the wrist pin out of the piston and connecting rod. Place all the parts on the
workbench together.
3. Loosen and remove the allen head cap screws which hold the oil pump drive
segment to the crankshaft.
4. Remove the oil pump drive segment.
5. Remove the oil Pump strainer, pressure regulator, and lubrication system tubing.
18.4 REMOVE ROTOR
1. Remove motor end bell.
ADVANCED COURSE
COMPRESSOR OVERHAULING
2. Bend rotor lock washer tab backward and remove rotor lock bolt (FIG. 2.74 ).
3. If the crankshaft turns, preventing the bolt's removal, place a rubber plug on top of one
of the pistons. Replace the valve plate and cylinder head. Use two bolts to hold the
head in place. Proceed to remove the lock bolt, lock washer, and plate (FIG. 2.75 ).
ADVANCED COURSE
COMPRESSOR OVERHUALING
6. Loosen the screws holding the motor leads to the terminal plate.
7. Remove the terminal plate.
8. Slid the stator out. If necessary, heat the crankcase motor housing with an
air-acetylene torch to between 20 and 30 degrees Fahrenheit above the stator's
temperature. This will expand the housing enough to allow you to remove the
stator.
19.0 EXERCISE B: CLEAN AND INSPECT COMPRESSOR HOUSING
1. After disassembly remove the old gaskets and oil passage plugs before cleaning.
Remove the gaskets with a putty knife. Be careful not to scratch or score the
mating surfaces of the cylinder heads, pump end bearing housing, or the motor end
bell.
2. Clean the inside and outside of the compressor housing. Use an approved solvent
and stiff-bristled brush to remove all carbon, oil, dirt, and sludge.
3. Blow out the inside of the housing with compressed air.
4. Clean the oil passages with solvent and a rod tipped with a small-diameter brush.
Flush the passages with clean solvent. Blow them out with compressed air.
5. Pay particular attention to the cylinder walls. Check for scoring, scuffing, or
discoloration.
20.0 EXERCISE C: CLEAN AND INSPECT COMPRESSOR COMPONENTS
general Instructions: To determine the condition of the compressor's components, they
must be cleaned to remove all traces of carbon, varnish, and other accumulations.
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COMPRESSOR OVERHAULING
Clean parts with a solvent recommended by the manufacturer. Do not use solvents or
cleaners that attack aluminum or the metals used in the bearings.
Put the cleaned components on a clean workbench and cover them with clean work
cloths. Do not mix parts from one valve or cylinder group with another. While
cleaning the parts, inspect them visually for scuffing, scoring or other unusual wear.
20.1 CLEAN AND INSPECT STATOR
1. Check the stator for damage to windings and wires.
2. Use a megohmmeter to check for grounds.
3. Use a multimeter to check winding resistance.
20.2 CLEAN AND INSPECT THE ROTOR
1. Clean the rotor thoroughly with solvent.
2. Check the rotor for loose laminations and signs of rubbing, scuffing,
or overheating.
3. Check for knicks, burrs, or other rough spots that might hang up on the stator.
20.3 CLEAN AND INSPECT THE CRANKSHAFT
1. Put the crankshaft on a V-block stand. Clean the crankshaft.
3. Check oil passages for clogging. Remove the oil plugs and clean the oil passages
thoroughly. Blow them out with compressed air.
4. Inspect the main and connecting rod journals for damage, copper plating, scoring,
or burrs.
5. Use a dye-penetrant to check for cracks.
20.4 CLEAN AND INSPECT THE CONNECTING RODS
1. Clean the connecting rods, connecting rod caps, and bolts, leaving the bearings in
place.
2. Check bearings for wear, pitting, scoring, corrosion, or signs of fatigue.
3. Check each connecting rod for twisting, bending, or other damage.
4. Use a dye-penetrant to check for cracks.
20.5 CLEAN AND INSPECT PISTONS
1. Soak the piston in solvent to loosen carbon deposits. Clean the entire piston,
including inside the skirt.
2. Clean the piston ring grooves. A stiff brush or an old piston ring can be used to
scrape out the carbon in the grooves.
3. Check the piston grooves and lands for cracks, nicks, and burrs.
4. Clean the oil return holes in the oil control wiper ring groove.
5. Check the piston skirt for scoring, grooves, cracks, discoloration, and abnormal
wear.
6. Check the wrist pin hole for elongation and other signs of wear.
AIR CONDITIONING & REFRIGERATIO
LESSONE 2 PAGE 44
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COMPRESSOR OVERHUALING
FACTORY
TOL. (in.)
Max
Min
1.8760
-
1.8725
MAXIMUM
ALLOWABLE
WEAR' (in.)
0.001*
PUMP END
Main Bearing Diameter
Journal Diameter
CONNECTING ROD
Bearing Diameter
(After Assembly)
Crank pin Diameter
THRUST WASHER
(Thickness)
CYLINDERS
Bore
Piston Diameter
Wrist Pin Diameter
Con. Rod Wrist Pin ID
Piston Ring End Gap
Piston Ring Side
Clearance
1.6260
-
1.6233
1,7515
-
1.7483
2.6885
0.8755
0.007
0.003
0.0315
VALVE
THICKNESS
Suction
Discharge
END CLEARANCE
0.001*
0.002*
0.155
2.6817
0.8748
0.002
0.001
0.002
0.002
0.001
0.001
0.015
0.002
0.0305
0.002
0.002
0.0255
0.0225
0.031
0.0245
0.0215
-
0.010
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COMPRESSOR OVERHUALING
THREADS
PER IN.
TORQUE
RANGE
(Ib-ft)
1/16
1/4
1/4
27 (pipe)
18 (pipe)
20
1/4
28
8-1 2
20-25
8-10
8-12
3-5
14-18
14-18
14-18
1 2-15
15-24
5/16
18 (pipe)
3/8
16
3/8
7/16
18 (pipe)
14
1/2
13
5/8
11
5/8
3/4
No. 6
No. 10
18
16
32
32
USAGE
1 5-24
30-40
30-40
30-40
25-30
2-4
30-40
55-65
55-65
90-100
90-120
90-120
90-1 20
90-120
60-75
105
1-2
4-6
4-6
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COMPRESSOR OVERHUALING
ADVANCED COURSE
COMPRESSOR OVERHUALING