Heavy Duty Balanced Opposed Compressors - Ariel Corporation

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FOR MODELS: JGZ AND JGU SECTION 4 LUBRICATION • Not compatible with mineral or PAO oils, some plastics and paints • Requires complete system flush when changing to or from mineral or PAO oils • Compatible with Viton and HNBR • Poor inherent oxidation stability and corrosion protection - requires additives • Not recommended for air compressors. • Very high viscosity index, greater than 200 Lubricant Formulations Many different oils are made from the same type of base stock by changing the additives. Most oils can be formulated with either a mineral oil base or a synthetic base. The types of additives can significantly alter the lubricant's physical characteristics and suitability for it's intended service. Additives can account for up to 30% of the volume of the oil. Compounded Cylinder Oils Compounded oils are formulated for use in steam cylinders and/or compressor cylinders. These lubricants enhance oil film strength to counter the effects of water, wet gases, solvents, etc., present in the gas. Additives can be animal or vegetable fats, or synthetic based. Animal and vegetable based additives have a very low oxidation resistance and do not perform well at high temperatures. However, most compounded oils today use some type of synthetic chemical instead of the natural additives. Compounded oil should not be used in the compressor frame. Historically, the additives have not been compatible with lead based bearing materials. R&O Oil Rust and oxidation inhibited (R&O) oil is a very simple oil comprised of base stock, corrosion inhibitors, anti-wear and antioxidant additives. The viscosity of the base stock determines the viscosity of the finished product. This oil is a very good selection for use in the compressor frame and for most force feed systems. Engine Oil Engine oil is formulated for use in internal combustion engines. Its purpose is to counteract the negative effects of combustion and help keep the products of combustion (heat, soot, water, CO 2 ) away from the moving parts of the engine. It is designed to attract water and soot and help keep it in suspension until it can be removed by the filter. These qualities are not required in the compressor frame and in fact may prove detrimental to the lubrication of the cylinders and packing. Engine oil additives may include: • Detergents for removing deposits around the moving parts • Dispersants for preventing deposits from forming and soot from agglomerating • Corrosion inhibitors to prevent rust and corrosion • Antioxidants to neutralize radicals that cause oxidation of the oil 7/09 PAGE 4 - 5
FOR MODELS: JGZ AND JGU SECTION 4 LUBRICATION • Anti-wear additives to help prevent metal to metal contact • Viscosity improvers to improve the viscosity characteristics (primarily for multi-viscosity oil) • Pour point depressants to reduce the temperature at which the oil solidifies • Anti-foam agents to help break up foam from air entrainment Ash is not an additive. It is the heavy metal residue left over when the oil burns. Some of the additives, such as the detergents, dispersants and anti-wear additives contain heavy metals such as calcium (Ca), barium (Ba), magnesium (Mg), phosphorous (P), Zinc (Zn) or sodium (Na). When the oil is burnt on hot parts of the engine, these heavy metals are left behind and build a barrier that helps prevent wear such as valve seat recession. Engine oil will work satisfactorily in the compressor frame and in many force feed systems in gathering or transmission applications since viscosity is the most important aspect of compressor lubrication. Although engine oil is generally not the best choice for compressor lubrication, operational aspects such as previous experience, inventory control, or simplicity of maintenance practices may outweigh the benefits of using a different type of oil. Emulsion One common problem with engine oil is the formation of emulsions in the compressor and/or downstream equipment. The detergents in the oil allow the oil and water to mix. If the gas contains enough water, it will mix with the detergents in the oil and emulsify. Usually the emulsions will accumulate in the downstream equipment such as the scrubbers, but can also be found in the cylinders and coolers. To eliminate an emulsion problem, the emulsions must be completely removed and all equipment thoroughly cleaned. Re-start the compressor using a R&O oil or some other appropriate non-detergent based oil. Used Engine Oil If used engine oil is supplied for lubrication of the cylinders and packings, it must meet the listed requirements for cylinder and packing lubrication. The oil must be appropriately filtered (ß5=10 and ß12=75 and have an ISO 4406 cleanliness code of 17:16:14 ). Oil viscosity must be monitored and tested to be sure of adequate quality. Gear Oil Gear oils are formulated for use in gear boxes or other components where components make frequent contact (boundary lubrication). The primary difference between these and other oils is the extreme pressure (EP) additives. The EP additives are usually sulfur or phosphorous based chemicals that bond with the iron and creates a material that has a low melting point. When the components contact each other, the new material easily breaks away to reduce wear. The reaction of forming the new material takes place at very high local temperatures. These high temperatures are non existent in the compressor and therefore, the compressor does not need gear oil. However, it is commonly used in instances where a high viscosity oil is required such as ISO 460 or ISO 680. If gear oil is used in the frame, it will be necessary to be sure the additives are not corrosive to PAGE 4 - 6 7/09
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Heavy Duty Balanced Opposed Compressors - Ariel Corporation

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