2 High Pressure Compressor PDF

High Pressure Compressor
Separation
Lubrication
Regulation
Page 1
Rev 02 HP Compressor. Rovito 4/6/06
High Pressure Compressor

This presentation applies to all midrange blasthole and all deephole products with an
HR2 or HR2.5 airend that use the UL88 regulation system.
NOTES PAGE 1
High Pressure Compressors
A compressor is considered high pressure if the discharge pressure is 250 psi or greater.
All current high pressure production rigs use Ingersoll-Rand HR2 or HR2.5 airends with
discharge pressures of 350 psi.
HR2 and HR2.5 describe the rotor sizes. An HR2 has two sets of rotors, a 226 mm
diameter first stage and 127.5 mm diameter second stage. The HR2.5 also has 226 mm
first stage rotors but they are longer than the HR2. The second stage rotors are the same
as the HR2.
The size of the rotors and their speed determine the inlet volume of the air end. Currently
there are five different combinations of airends, input speeds and gearsets: HR2 750
CFM, HR2 900, HR2.5 1050, HR2.5 1070 and HR2.5 1250.
There are three systems on a rotary screw compressor, the lubrication system, the
separation system and the regulation system. Each system is critical to the operation of
the airend and the systems are all inter-related. We will examine each one separately.
Page 2
NOTES PAGE 2
Airend Identification
HR2
D
C
HR2.5
B
A
Page 3
Airend Identification
HR2 vs HR2.5.
A
HR2, filters on back of airend

HR2.5, filters on side.
HR2, lube pump driven off 2nd stage rotor.

HR2.5, lube pump driven off 1st stage rotor
HR2, short first stage rotor.

HR2.5, long first stage rotor (same 226 mm diameter as
HR2)
HR2, six inch inlet

HR2.5, eight inch inlet.
NOTES PAGE 3
HR2 Airend Cutaway

C
B
D
A
G
F
B
Page 4
E
HR2 Airend Cutaway
HR2 major components.

A Input drive shaft and drive gear.
B Driven gears.
C Air inlet.
D First stage rotor.
E Second stage rotor.
F
Air discharge.
G Lubrication pump.
NOTES PAGE 4
Lubricating System
Page 5
Lubricating System
Oil is injected into the air end under pressure. The oil serves three purposes:
1. It cools the compressor bearings and rotors.
2. It lubricates the moving parts.
3. It seals the clearances between the male and female rotors, and between the rotors
and the housings and end
plates.
The high pressure created in the air end requires a special oil which is not compatible
with certain types of "O rings. Therefore I-R uses "Viton" type "O" rings in the air end
fittings and filters. The oil is also NOT compatible with other oils and should never be
mixed with any other oil. Use the I-R oil, XHP405 or XHP605 only. Be sure to change
the filters every 500 hours.
NOTES PAGE 5
Air Cleaner
primary
element
safety
element
pre
cleaner
Page 6
Air Cleaner
Incoming air to the airend is filtered though the air cleaner shown.
The bottom half of the air cleaner is a pre-cleaner that separates large dust particles.
They fall into the removable dust cup which should be emptied daily.
Air then passes through the primary element which is shown removed from the air
cleaner in the photo. Then through a second safety element which is shown installed.
Filter maintenance is determined by dirt indicators that measure pressure drop across
the elements. Refer to the Operation and Maintenance manual for details.
NOTES PAGE 6
Inlet (butterfly) Valve
Page 7
Inlet (Butterfly) Valve

Flow and pressure out of airend is controlled by the amount of air that comes into the
airend. Incoming flow is regulated by the butterfly valve shown in the photo.
The butterfly is controlled by the regulation system which is discussed later in this
presentation.
The HR2 uses a six inch butterfly and the HR2.5 uses an eight inch.
NOTES PAGE 7
Interstage Relief Valve(s)

HR2.5
HR2.5
HR2
Page 8
Interstage Relief Valve(s)

Interstage pressure refers to the pressure in the airend gear case between the first and
second stage rotors. This area is protected by a 200 PSI relief valve.
The relief vents the air/oil mixture to atmosphere. The discharge of the relief is
protected by a sheet metal cover to protect bystanders.
The HR2 uses a single relief (bottom photo). The HR2.5, which has more air volume
from the first stage rotor uses 2 cartridges in parallel as shown in the upper photos.
NOTES PAGE 8
HR2 Interstage Area
Page 9
HR2 Interstage Area

The Interstage area is shown in yellow. The interstage relief valve(s) prevent this area
from exceeding 200 PSI.
Note that the input shaft seal holds interstage pressure.
NOTES PAGE 9
Suction Strainer
to Amot
A port
Page 10
Suction Strainer
A 40 mesh, (150 micron) strainer is mounted just before the inlet to the oil pump.
It protects the pump from damage by stopping large debris such as hose pieces and
parts of a failed thermostat.
The metal screen should be removed, cleaned and re-installed every 500 hours.
NOTES PAGE 10
Pump
HR2
HR2.5
Page 11
Pump
The oil pump is a fixed displacement gear type pump. There are several different pump
sizes used depending on the airend and flow.
The pump is driven off the second stage male rotor on the HR2 and off the first stage
female rotor on the HR2.5.
It operates whenever the compressor is turning. It is speed sensitive and pumps its
rated volume only when the compressor is at full RPM.
It acts as a normal pump when the oil is cold but becomes a restriction to hold back oil
flow from the receiver tank when the compressor is operating at normal pressure and
temperature (without a pump the high pressure oil in the receiver tank would flood
compressor rotors).
There is no shaft seal in this pump since it is being lubricated by the same oil its
pumping.
NOTES PAGE 11
Oil filters
Page 12
Oil Filters
Two 10 micron filters are installed at the outlet of the pump and ahead of the airend oil
distribution manifold. They catch fine contaminants to prevent plugging lubrication
orifices and to prevent wear materials from entering the rotors and bearings.
The filter head contains the bypass shown in the lower photo. The poppet begins to
open at 25 psi to insure that oil is supplied to the airend if the filters are plugged with
contamination.
NOTES PAGE 12
Oil Distribution
HR2
HR2.5
Page 13
Oil Distribution
The cooled and filtered lubricating oil is injected back into the airend to lubricate and
cool the bearings and other moving parts. Also to seal the clearances between the male
and females rotors and between the rotors and the rotor bores.
The HR2 in the upper photo has an external distribution manifold and hard tubes.
The HR2.5 has fewer external hard tubes. The manifold and several of the lube
injection ports are machined into the HR2.5 housing which eliminates potential leak
points and potential damage to hard tubes.
The bearing and lube point on both airends have specific sized ports and lube lines to
insure an even distribution of lube oil to all points. The balance of the oil goes to the low
pressure area of the rotors.
NOTES PAGE 13
Lubrication System Relief

HR2
HR2.5
Page 14
Lubrication System Relief

A 425 PSI relief valve protects the lubrication system from high pressure surges
during cold starts or if the lubrication lines should become blocked. The relief dumps the
oil to the airend air inlet cavity.
The HR2 relief is externally mounted with external hose connections as shown in the
upper photo.
The HR2.5 has a relief cartridge in a machined cavity in the airend housing. Its behind
the plug at the arrow in the lower photo. The relief dumps into the air inlet cavity through
a machined port.
NOTES PAGE 14
Discharge Check Valve
Page 15
Discharge Check Valve

The discharge check valve prevents pressurized air and oil from the receiver tank from
backing up into the air end.
When the drill is stopped, pressure in the compressor drops to zero but pressure
remains in the receiver tank until it completely blows down. If the check valve was not
there, air pressure would force air and oil back through the compressor housing and out
the inlet valve, thus flooding the air cleaners.
The lower picture shows the valve being held open. It has a single spring on the hinge
to hold the flapper closed. The hinge must be mounted on top to prevent the valve from
staying open when the drill is shut down.
Notice the white nylon ring that forms a tight seal to prevent back flow when the drill is
stopped.
The HR2 and HR2.5 use the same discharge check valve.
NOTES PAGE 15
Receiver Tank
Page 16
Receiver Tank
The receiver tank receives the air and oil mixture from the airend, separates the oil and
stores the compressed air for future use.
NOTES PAGE 16
Horizontal
Receiver Tank
99 % of oil removed
2
element
dry side
0.9 % of oil removed

3
element
wet side
Page 17
0.1 % of oil removed

Horizontal Receiver Tank

Oil Separation:
Step 1. The air / oil mixture enters the receiver tank through the vertical standpipe and splashes
between the the inner walls of the receiver tank and the outer shroud of the receiver element. The
shroud prevents direct flow onto the receiver element media. The oil changing direction and
velocity causes 99% of the oil in the mixture to drop to the bottom of the tank.
Step 2. When the down stream air line is opened to allow air flow down the hole, the air/oil
mixture enters the outer edge of the element and moves through the filter media towards the
center. As the remaining oil travels through the media it is slowed down by friction and gravity
pulls it downward. Most of the remaining oil drops out of the bottom of the filter media and
drains back into the receiver tank through a small hole in the bottom of the receiver element
shroud.
Step 3. Oil that passes through the element media is drained through 2 holes in the end of the
receiver element which align with a port in the receiver tank lid. A hose called the scavenger line
is connected from this port to the low pressure area of the airend. The scavenger line removes the
remaining oil from the air / oil mixture. An orifice in the scavenge line prevent excessive CFM
loss.
NOTES PAGE 17
Receiver Element
1
2
Page 18
Receiver Element
All receiver elements come with one or two staples through the flange gasket. This allows
static electricity thats generated inside the receiver tank to dissipate. The staple must contact the
receiver tank on one side and the receiver tank lid on the other to do this. Do not remove the
staple(s). Without it static will build and arc inside the receiver which has the potential to ignite
the volatile air mist.
Note that TOP is stamped in the flange of the elements used in the horizontal receiver tank.
This indicates the element must be oriented with TOP up so the scavenge holes and the hole in
the shroud of the element are at the bottom to insure proper removal of oil.
The 2 scavenge holes are shown.
NOTES PAGE 18
Vertical Receiver Tank

1
top view (dry side)
bottom view (wet side)

Page 19
Vertical Receiver Tank

The vertical receiver tank is the same concept as the horizontal except the tank is standing
upright. This puts the separator element and the air discharge port at the top of the tank.
The tank is divided by the sheet metal cone shown in blue in the diagram. Primary separation
occurs in the bottom with oil direction and velocity changes. The remaining air/oil mixture
moves into the top of the tank through the opening in the cone.
The separator element removes the remaining oil similar to the horizontal element. Note that
there is no shroud. Oil that passes through the element into the dry side is scavenged by a drop
tube connected to the same low pressure port on the airend used in the horizontal design. There
are no scavenge holes in the element so no special orientation of the element in the tank is
necessary.
NOTES PAGE 19
Condensation Drain
horizontal tank
vertical tank
Page 20
Condensation Drain
The incoming air to the air compressor contains water. Most of it is vaporized and exits
the system with the air down the hole.
The humidity of the incoming air and the operating temperature of the compressor
determine the amount of water that will condense and remain in the system. At
shutdown, the water collects in the bottom of the receiver tank. A drain valve is provided
as shown to remove this water.
Before starting the rig each day, open the drain valve and allow the water to drain until
oil appears. Never open the drain valve unless the rig is off and the receiver tank is fully
evacuated of compressed air.
Failure to remove the excess water reduces oil life and compressor life because water
breaks down the oils film thickness and results in metal to metal contact of bearing
components . This burns and oxidizes the oil and causes varnish to accumulate.
NOTES PAGE 20
Condensation vs. Discharge Temperature

Separator Tank Condensation at 100% Relative
HR2
/350 and full CFM.
humidity. HR2Humidity
900 / 350- at
full900
pressure
50
Water Accumulation (gal/hr)
40
30
20
10
0
-10 0
50
100
150
140 F Discharge Temp

-20
-30
-40
-50
-60
Ambient Temperature
Page 21
Source Ingersoll-Rand Mocksville

Condensation vs. Discharge Temperature

This chart shows how ambient temperature and compressor discharge temperature
affect the amount of water that can accumulate in the air system. The chart is at 100%
relative humidity.
The Y axis shows water accumulation in gallons per hour. A positive number means
water is accumulating in the tank. A negative number means water is evaporating from
the tank.
Example 1. At 100 degrees F ambient temperature and 220 degrees compressor
discharge temperature, the air system is accumulating about 8 gallons per hour. At 100
F ambient and 180 F discharge the system accumulates around 18 GMP of water.
Example 2. At 50 F ambient and 220 F discharge the system is drying out at the rate
of about 15 gallons per hour. At 50 F ambient and 180 F discharge the system is drying
out at the rate of about 4 gallons per hour.
Ambient temperature affects the rate of water accumulation because the hotter the
ambient air, the more water it can hold, which means more waters enters the inlet of the
air compressor.
NOTES PAGE 21
Minimum Pressure Valve
Horizontal tank
Vertical tank
Page 22
Minimum Pressure Valve

The minimum pressure valve is located between the receiver tank outlet and the air
piping to the rotary head. Its purpose is to maintain pressure in the receiver tank to force
oil back into the air compressor for lubrication. It is not part of the regulation system to
control air volume down the hole.
At start up the valve is closed allowing receiver pressure to quickly build to 140 psi (all
rigs with vertical tank and all rigs with HR2.5 airends with the horizontal tank) or 120 psi
(HR2 rigs with a horizontal tank).
The valve is also closed and holding tank pressure when the rig is running but the air
compressor is turned off (butterfly closed).
When flowing air down the hole, the valve will modulate between partially open to fully
open, depending on the air flow consumed down the hole.
NOTES PAGE 22
Minimum Pressure Valve Cutaway
main spring
piston
check valve
spring
check valve
assembly
Page 23
Minimum Pressure Valve Cutaway

The main spring provides force to keep the valve closed or partially closed until
pressure on the inlet side acting against the check valve disc (green) forces the disc and
piston to modulate open. It begins to open at 140 psi.
As pressure drops in the receiver tank the valve modulates closed.
If outlet pressure were to exceed inlet pressure, the higher pressure acting on the back
side of the disc plus the check valve spring pressure would force the check valve
assembly closed to prevent backflow. This check valve function is inherent to the valve
but not necessary in most Atlas Copco air piping designs. The aluminum disc against the
cast iron seat area do not provide a leak free seal, nor will they prevent backflow of
water.
NOTES PAGE 23
Compressor Oil Cooler
RD20 Tier 1
Page 24
T3W Tier 3
Compressor Oil Cooler

All Tier 2 and Tier 3 drills use a side by side AKG cooler package similar to the right
photo. The Compressor Oil Cooler (COC) portion is shown in the dotted lines.
High pressure rigs with more than 725 horse power still use the side by side Modine
cooler assembly shown in the left photo.
Flow through the cooler is always bottom to top. Flow differs with airend size because
of differing gearsets, pumps, and the pump drive position on an HR2 vs. HR2.5. Flows
range from 71 GPM on an 825/350 to 87 GPM on a 1250/350.
Temperature drop through the core with the Amot thermostat fully extended (all flow
through the core) also differs with airend size. An 825/350 is typically around 52 F and a
1250/350 around 58 F.
Pressure drop with the Amot fully extended and the system at operating temperature
also vary but are typically 44 to 56 PSI on a new core.
NOTES PAGE 24
Amot Thermostat Valve
Page 25
Amot Thermostat Valve

The Amot thermostat or mixing valve contains a thermostat that allows cold oil to flow
from the receiver tank directly to the airend pump. When the oil is cold (below 145 F)
the thermostat is fully retracted and allows oil to flow from port b to port a. Flow
through the cooler is bypassed.
At 145 F the thermostat slowly extends. In this condition some oil flows from b to a
and some flows from c to a. The b to a flow decreases and the c to a flow
increases as the temperature approaches 160 F.
Above 160 F the thermostat is fully extended and it contacts its seat. This blocks the
flow from b to a and forces all oil from the receiver tank through the cooler.
Typical compressor discharge temperatures at steady state are:
HR2: 185 - 205 F
HR2.5: 215 - 225 F
NOTES PAGE 25
Amot Thermostat Valve Function

Oil < 145 F
Oil 145 F to 160 F
Oil > 160 F
Ports: a - out to pump, b - in from receiver tank, c - in from cooler outlet

Page 26
Amot Thermostat Valve Function

Oil temperature less than 145 F. The thermostat is fully retracted allowing all the cold
oil from the receiver tank (b) to pass through the center of the thermostat and out to the
pump. The flow from the cooler outlet (c) is blocked.
Oil temperature 145 F to 160 F. The thermostat is partially extended allowing partial
flow from the receiver tank to the pump (b to a). The remaining oil flows through the
cooler, then through the opening in the thermostat which mixes with the receiver flow.
Oil temperature greater than 160 F. The thermostat is fully extended against its seat
blocking the flow from the receiver tank. All flow from the receiver must then pass
through the cooler then from (c) to (a) through the Amot valve.
NOTES PAGE 26
Amot Thermostat
Oil < 145 F

Page 27
Oil > 160 F

Amot Thermostat
Comparison of the Amot thermostat fully retracted and fully extended.
NOTES PAGE 27
Cooler Bypass Valve
Page 28
Cooler Bypass Valve

If the cooler core becomes plugged or partially plugged it could be damaged from over
pressure. A 75 PSI bypass valve is installed to protect the core.
When the pressure drop across the core exceeds 75 PSI, the valve opens to allow oil
to bypass the core and flow to the c port of the Amot valve.
The bypass valve works as a check valve in the reverse direction.
NOTES PAGE 28
Cooler Bypass Valve Cutaway
OUT
IN
Page 29
Cooler Bypass Valve Cutaway

A cutaway view of the bypass valve is shown in the right diagram. Pressure drops
(inlet to outlet) greater than 75 PSI will open the valve and allow the oil to bypass the
cooler core.
The bypass flow is shown with the red arrows in the left picture. If the compressor
discharge temperature is high or the rig is shutting down because of high discharge
temperature, feel the black hose. If its hot the bypass valve is open. Normally this hose
is much cooler than the blue FC300 hoses in the COC circuit.
NOTES PAGE 29
UL88 Regulation
Page 30
UL88 Regulation
The regulation system controls the flow of air down the hole by regulating the amount
of air that enters the airend. Pressure out of the airend is determined by the restriction
down the hole and the amount flow out of the airend. Maximum operating pressure for
all high pressure systems is 350 PSI.
A UL88 modulating valve controls the position of a butterfly valve in the inlet of the
airend. This presentation discusses the UL88 and its control system.
NOTES PAGE 30
UL88 REGULATION SCHEMATIC
Page 31
UL88 Regulation Schematic

The complete regulation system is shown in this diagram. The system is designed
around the the UL88 regulator valve that controls the position of the valve on the
compressor intake, commonly called the butterfly valve.
NOTES PAGE 31
UL88 and Butterfly Valve Location
Page 32
UL88 and Butterfly Valve Location

The UL88 and butterfly valve are shown in the photos.
The UL88 shown is used on all high pressure rigs. There are two butterfly valves, a 6
diameter for the HR2 and an 8 diameter for the HR2.5.
NOTES PAGE 32
UL88 Regulator
power chamber
pressure chamber
control spring
metering chamber
diaphragms
control arm
Page 33
UL88 Regulator
The UL88 regulator consists of three chambers; the power chamber, the metering
chamber, and the pressure chamber. Diaphragms separate the chambers.
Air is supplied and removed from the 3 chambers by various operations. This
determines the position of the control arm. The control arm is connected to the butterfly
valve in the airend inlet.
The control spring pushes the control arm back as shown in photo when no air is
supplied to any of the chambers. This is the fully open butterfly position.
Air pressure is supplied to the power chamber by various operations. This pressure
acts on the diaphragm and control arm to close or partially close the butterfly.
NOTES PAGE 33
UL88 regulator cutaway

power chamber
metering chamber
pressure chamber
control spring
control arm
diaphragms
Page 34
UL88 Regulator Cutaway

A cutaway view of the UL88 showing the three chambers.
NOTES PAGE 34
Pressure Reducing Valve
Page 35
Pressure Reducing Valve

When the rig is first started the butterfly is fully open and the airend begins to fill the
receiver tank even though the compressor switch is turned off. Pressure builds in the
receiver tank but it is blocked from controlling the UL88 by the 100 PSI pressure reducing
valve shown at the arrow.
The UL88 and a previous pressure regulator were designed to operate at 250 PSI
maximum so the 100 PSI pressure reducing valve was installed in line from the receiver
tank to reduce the regulation pressure from 350 PSI to 250 PSI. Therefore the tank
builds to 100 PSI, the pressure reducing valve begins to open and UL88 control begins.
NOTES PAGE 35
Pressure Reducing Valve Cutaway
IN
punch
threads
here
IN
relief
adjustment
lock
nut
Page 36
Pressure Reducing Valve Cutaway

A cutaway view of the pressure reducing valve is shown in top diagram. A
disassembled valve is shown in the picture.
Flow from the receiver tank enters from the right side. When the valve setting is
reached, the green poppet moves off its seal and allows flow through the valve.
The valve is adjusted by removing the hose from the outlet, backing off the brown lock
nut, and turning the blue adjustment. Tightening the adjustment raises the pressure.
Tighten the lock nut against the adjustment once the valve is set.
It is highly recommended to deform the threads with a punch as shown to prevent the
lock nut from backing off. This valve is almost guaranteed to lose its setting if this is not
done.
NOTES PAGE 36
On / Off Valve
OUT
PLUGGED
IN
Page 37
ON/OFF Valve
The photograph on the left shows the compressor controls on a typical high pressure rig
console.
The On/Off valve circled is a ball valve with the inlet at the bottom and outlet at one
side. The third port is not used and is plugged.
The valve is shown in the ON position in the schematic, which blocks the flow
downstream. The OFF position allows flow through the valve.
NOTES PAGE 37
On / Off Valve - Compressor Off
Page 38
ON/OFF Valve - Compressor Off

After starting the rig, pressure builds in the receiver tank. Once it reaches 100 PSI the
pressure reducing valve begins to open. Tank pressure continues to build.
If the compressor ON/OFF valve is turned OFF air flows through the valve. This allows
flow through the quick exhaust valve (discussed later) and into the power chamber of the
UL88 as shown by the arrows. A properly set UL88 will close the butterfly valve with
about 50 PSI of pressure in the power chamber. Tank pressure with the compressor
OFF is then 50 PSI plus the 100 PSI pressure reducing valve setting = 150 PSI.
NOTES PAGE 38
50 PSI Relief Valve
Page 39
50 PSI Relief Valve

The flow from the ON/OFF valve also branches off to the 50 PSI relief valve as shown
by the red arrows. This relief valve protects the diaphragms in the UL88 by dumping
pressure surges over 50 PSI back into the airend inlet.
A second function of the relief is to allow a very small amount of flow to constantly
bleed off from the power chamber through a 3/8 orifice. This allows the power chamber
to vent when the compressor is turned ON. Without the orifice, pressure would be
trapped between the closed ON/OFF valve and the UL88 power chamber and the
butterfly would not open.
NOTES PAGE 39
50 PSI Relief Valve Location
OUT
IN
Page 40
50 PSI Relief Valve Location

The photo shows the 50 PSI relief piped directly into the power chamber of the UL88.
The cutaway view shows the blue poppet in the relief valve with a 3/8 orifice. If this
orifice becomes plugged the butterfly may not open when the ON/OFF switch is turned
ON.
NOTES PAGE 40
Anti-Rumble Valve
Page 41
Anti Rumble Valve

The flow from the ON/OFF valve also pilots the Anti-Rumble valve to the open position
when the compressor is OFF, as shown with the red arrows.
When the butterfly valve is closed no air is available to the spinning rotors so a vacuum
builds under the butterfly valve. Once the vacuum is high enough the gas load inside the
airend is reversed at a certain point of rotor rotation which causes the low pressure
female (driven) rotor to rotate backwards. It rotates backwards through the backlash
between the male and female rotors until the trailing edge of the female rotor slams into
the leading edge of the male rotor. Then the load reverses and the leading edge of the
female rotor slams into the trailing edge of the male rotor. This happens four times a
revolution because there are four lobes on the male rotor. This results in a loud rumble
and heavy vibration from the airend. Left unchecked the vibration can damage the pin
and spring in the discharge check valve, can cause cracking in the discharge air pipe,
can damage oil hard tubes on the airend, and eventually will cause the compressor
mounts to crack.
To prevent this the anti-rumble valve is piloted open with power chamber pressure.
Pressure high enough to close the butterfly valve is also high enough to open the antirumble valve because the anti-rumble valve has an 8:1 pilot ratio. This allows enough
flow from the receiver tank to enter under the butterfly and lower the vacuum pressure
which prevents the female rotor from rotating backwards.
The flow through the anti-rumble valve is shown by the green arrows.
NOTES PAGE 41
Anti-Rumble Valve Location
OUT
IN
Page 42
Anti Rumble Valve Location

The anti-rumble valve is mounted on the side of the power pack base on most rigs as
shown in the photo.
An arrow is cast into the valve body to show direction of flow. Its important that the
hose from the receiver tank goes to the inlet. If the valve is plumbed backwards the
receiver tank flows through the valve at all times, even without a pilot signal. This will
result in lost CFM when drilling because receiver pressure is returning to the compressor
inlet. This condition will also raise the interstage pressure, the same symptom you see if
the anti-rumble valve is stuck open all the time.
Tip. The pilot line to the anti-rumble valve is a dead line and the anti-rumble valve is
always mounted lower than the UL88. Therefore water tends to collect in the hose and
fitting. Drill a 1/32 hole in the elbow (at the blue arrow) to allow water to escape. Some
rigs have the hole from the factory, others do not.
NOTES PAGE 42
Anti-Rumble Valve Cutaway
Page 43
Anti-Rumble Valve Cutaway

Incoming flow enters under the light blue piston pushing it against its seat which blocks
the flow. As noted in the previous slide, if the valve is plumbed backwards the incoming
flow pushes the piston and its light spring open and the valve flows all the time.
When pilot pressure enters the top of the valve the green pilot piston opens the blue
piston through the connecting rod. The green piston has 8 times more area than the blue
so if the incoming pressure is 350 PSI the pilot pressure required to open the valve is
about 44 PSI.
The hole in the pilot piston shown at the red arrow allows pilot pressure to energize the
pistons seal. If this hole becomes blocked with debris pressure can leak by the pilot
piston seal and the valve will take more than 44 PSI pilot pressure to open.
NOTES PAGE 43
Volume Control Needle Valve
Page 44
Volume Control Needle Valve

When an operator wishes to use a down hole hammer or rotary bit that requires much
less air volume than the compressor rating, the regulation system will "hunt or rapidly
open and close the butterfly valve attempting to maintain a steady pressure. To prevent
hunting, a volume control is used which is a needle valve plumbed in parallel with the
ON/OFF valve.
When the needle valve is fully open it performs the same function as the ON/OFF
valve when OFF, which is to send pressure to the UL88 power chamber and close the
butterfly valve. When the needle valve is fully closed, no pressure is sent to the power
chamber and the butterfly is fully open. Positions in between then hold the butterfly in
different positions. Tightening the needle valve clockwise opens the butterfly further and
increases the flow from the airend.
To use the volume control, turn the compressor switch to the "ON" position, then
unscrew the volume knob several turns, counter-clockwise, until the "hunting" action of
the engine slows to an even RPM. When approaching this area, unscrew the handle
slowly, using only partial turns to allow the inlet valve to balance the incoming flow with
the actual usage. When the engine remains at a steady RPM, dont move the knob
further. If two different sized DHDs are used interchangeably then the volume control
should be monitored as to how many turns it takes to get to the lower volume required so
it can be set quickly the next time the smaller DHD is used.
NOTES PAGE 44
Volume Control Location & Cutaway
OUT
IN
Page 45
Volume Control Valve Location and Cutaway

The location of the volume control valve is shown on typical high pressure rig console.
The cutaway shows a simple needle valve that can be adjusted to regulate the orifice
size.
NOTES PAGE 45
Pressure Regulation
Page 46
Pressure Regulation
Pressure regulation is accomplished by balancing the pressure in the metering
chamber and pressure chamber of the UL88 when the ON/OFF switch is ON. The
metering chamber receives full pressure from the pressure reducing valve as shown by
the black arrows. The pressure chamber receives the same or a reduced pressure,
depending on the setting of the pressure regulator, as shown by the blue arrows.
When the pressure from the regulator side is lower, the diaphragm between the two
chambers moves towards the pressure chamber which pulls the yellow metering pin off
its seat allowing flow into the power chamber to begin closing the butterfly. The higher
the pressure differential between the two chambers the further the pin is off its seat,
which causes the butterfly to close further.
Each full turn of the regulator causes the discharge pressure to change about 60 PSI.
NOTES PAGE 46
Pressure Regulation Location
Page 47
Pressure Regulation Location

Location of the pressure regulator on the console.
NOTES PAGE 47
Pressure Regulator Cutaway
PILOT
ORIFICE
CAP VENT
DIAPHRAGM
CONE &
ORIFICE
IN
OUT
INLET VALVE
Page 48
Pressure Regulator Cutaway

The regulators main purpose is to set and limit the maximum system pressure. If a
higher pressure has previously been set and the operator would like to lower that setting
it is necessary to shut off the ON/OFF switch, vent the high pressure air from the system,
back off the control panel regulator, then turn ON the ON/OFF switch and adjust the
regulator up as desired. To increase the discharge pressure down the hole, the
regulator pressure must be increased. This is done by screwing the "T" handle clockwise.
Each full turn increases the discharge pressure by about 60 PSI.
As the "T handle is screwed in, the cone in the diaphragm forces the inlet valve
assembly down and opens the valve. Inlet pressure then flows through the valve and into
the pressure chamber of the UL88. At the same time outlet pressure is ported to the base
of the diaphragm through the pilot orifice. As air pressure in the system increases,
pressure on the bottom of the diaphragm increases until it overcomes the spring on top
of the diaphragm. This allows the inlet valve assembly to close until a steady state is
reached. When the correct discharge pressure is obtained, the handle is set by
tightening the lock nut on the handle.
As air pressure varies down the hole, the metering chamber pressure varies with it.
When receiver pressure builds up enough to overcome the spring and regulator pressure
in the UL88 pressure chamber, the metering pin comes off the seat and air flows into the
power chamber, closing the butterfly valve.
Decreasing the regulator to minimum pressure with high pressure in the receiver tank
does no damage to the pressure regulator because its self relieving. However, the UL88
metering chamber diaphragm can be damaged because fully relieving the regulator will
leave high pressure in the UL88 metering chamber and low pressure in the UL88
pressure chamber. The uneven pressure will rupture the diaphragm prematurely.
Therefore the proper procedure is to turn off the compressor on-off switch, blow the
receiver pressure down to minimum using the throttle valve, THEN unscrew the "T"
handle to minimum.
NOTES PAGE 48
UL88 REGULATION
SCHEMATIC
Automatic
Blow-down
Valve
Page 49
Automatic Blow-down Valve

When the drill is shut down there is still air pressure trapped in the receiver tank. This
air is automatically exhausted to eliminate the hazard to operators and bystanders that
assume a shutdown rig means zero tank pressure. Also air pressure in the receiver tank
increases the starting load on the engine. Although the rig begins to build tank pressure
as soon as the starter cranks, its best to start with no pressure in the tank to minimize
this load.
An automatic blow-down valve is connected to the dry side of the receiver tank to
relieve the pressure in the tank at shutdown. A pilot line located between the discharge of
the compressor and the discharge check valve, shown by the red arrows, closes the
valve. As long as the engine is running the airend is turning and this pilot pressure will
prevent the valve from opening. The only exception is rigs with an IN/OUT
disengagement box or clutch option that uncouples the airend from the engine at the
operators discretion.
When the airend stops, no pilot pressure is available to keep the blow-down valve
closed. Receiver pressure (blue arrows) pilots the automatic blow-down valve open and
allows the tank to blow to atmosphere.
A 3/8 orifice on the outlet of the blowdown valve holds back pressure to open the
quick exhaust valve. It also it prevents the tank from evacuating too quickly to help
minimize oil foaming.
A muffler is attached to help silence the escaping air.
NOTES PAGE 49
Automatic Blow-Down Valve Cutaway
MUFFLER
3/8 ORIFICE
FITTING
IN FROM
RECEIVER TANK
MANIFOLD
PILOT FROM
COMPRESSOR
DISCHARGE
VENT
OUT
Page 50
Automatic Blow-Down Valve Cutaway

The upper photo shows the automatic blow-down valve as mounted on an RD20.
Receiver pressure enters from the right, compressor discharge pressure (pilot) from the
left and the valve relieves pressure out the bottom.
There are no springs to shift the valve, its shifted only by the pressure applied to each
end. The ratio of the piston assembly (yellow) is is 4.2 : 1 so although compressor
discharge pressure and receiver pressure are nearly the same, the valve will shift to
block the exhaust port when the compressor is rotating.
When the compressor stops making air, receiver pressure pushes the piston assembly
away and discharges through the outlet.
Note the small vent hole in the bottom of the cutaway view. This vents the piston
cavity to prevent an air lock. If plugged it is much more difficult for the piston to move in
either direction.
NOTES PAGE 50
UL88 REGULATION
SCHEMATIC
Quick
Exhaust Valve
Page 51
Quick Exhaust Valve

Another function of the blow-down air evacuating the receiver tank is to pilot the quick
exhaust open as shown by the green arrows. This allows the UL88 power chamber to
quickly vent and open the butterfly valve. It also allows the anti-rumble valve pilot to
quickly dump to atmosphere. This is shown by the purple arrows in the schematic.
Without the quick exhaust, the anti-rumble can stay open too long and allow receiver
pressure to fill the airend under the butterfly which has not yet opened. This pressure
can hold the butterfly closed even though the UL88 power chamber has released.
Eventually the pressure will blow down low enough and the butterfly will open but the
trapped pressure in the airend can burp oil backwards into the air cleaners. This same
symptom can occur if the anti-rumble valve sticks open. Further, this condition is worse
when shutting down at high pressure because the higher pressure receiver air, which is
back filling the airend through the anti-rumble valve can close the blowdown valve and
stop the receiver from venting. Eventually the system leaks down and the butterfly pops
open and soaks the air cleaner. Therefore it is important to shut the compressor off,
evacuate the tank to minimum pressure (150 PSI) by slowly opening the throttle valve to
allow the air to dump down the drill string, then shut down the engine.
NOTES PAGE 51
Quick Exhaust Valve Cutaway
Page 52
Quick Exhaust Valve Cutaway

The upper cutaway shows the normal running condition with no pilot because the
automatic blowdown is blocked. Air from the ON/OFF valve or the volume control valve
passes through the quick exhaust valve.
During blowdown the quick exhaust shifts and the UL88 power chamber and antirumble valve pilot vent quickly to atmosphere.
NOTES PAGE 52
UL88 REGULATION
Manual
Blow-DownSCHEMATIC
Valve
Page 53
Manual Blow-Down Valve

A manual blow-down valve on the receiver tank manifold is shown in the photo. This
ball valve can be manually opened if the automatic blow-down malfunctions so the tank
can be evacuated and the problem can be corrected safely. Venting the pressurized
tank to atmosphere with the manual blow-down valve is not normal operating procedure.
If it must be used, wear protective clothing and a face shield for protection from hot high
pressure compressor air and oil, and open the valve slowly.
The manual blow-down valve should also be opened when servicing the receiver tank
or compressor control piping. Although the automatic blow-down system vents the tank
and all gauges indicate zero pressure, it is good practice to open the manual blow-down
valve before breaking into fittings or removing the receiver tank cover.
The threads on the outlet of the manual blow-down valve have been cut off at an angle
to prevent attaching tools or other air operated devices because this valve holds 350 PSI
working pressure. Most hand tools and other air operated devices require no more than
100 PSI working pressure and can be unsafe at higher pressures.
NOTES PAGE 53
UL88 REGULATION
SCHEMATIC
Service
Air Regulator
Page 54
Service Air Regulator

A self relieving service air regulator similar to the pressure regulator that controls the
UL88 is attached to the receiver manifold to accommodate air powered tools and
equipment.
The regulator reduces the tank pressure to a lower pressure by adjusting the T-handle.
Discharge pressure is read on the black faced pressure gauge. A quick disconnect
coupling is supplied.
Caution. Most air tools are rated for no more that 100 PSI operating pressure. Do not
exceed the operating pressure specified by the tool manufacturer. Exceeding tool ratings
can cause the tool to fail and could cause serious injury. Never connect an air tool
directly to the receiver tank piping. High pressure air is for drilling purposes only.
NOTES PAGE 54
UL88 REGULATION
Pressure
Gauges SCHEMATIC
Page 55
Pressure Gauges
There are three gauges supplied for monitoring drilling air pressure.
The receiver pressure gauge on the console indicates dry side receiver tank pressure.
It does not indicate down-the hole pressure if operating less than 150 PSI. An additional
gauge would be required beyond the minimum pressure gauge for that purpose. A
second dry side receiver tank gauge is supplied on the receiver tank manifold.
An interstage gauge is also supplied on the console. Interstage pressure on an HR2 or
HR2.5 typically runs 95-105 PSI. This gauge is constantly monitored during drilling
because low or erratic interstage pressure could mean loss of circulation down the hole.
Sustained low interstage pressure also can indicate an airend problem because the low
pressure rotors arent making enough air. Sustained high interstage pressure can
indicate a problem in the high pressure rotors if air is leaking back from the high pressure
rotors into the interstage cavity.
See slides 8 and 9 for other discussion on interstage pressure.
NOTES PAGE 55
UL88 REGULATION
SCHEMATIC
Safety
Valve
Page 56
Safety Valve
All high pressure drills are equipped with a 400 PSI safety valve. This setting is 50 PSI
higher than the maximum working pressure.
The ONLY function of a safety valve is to prevent damage to the receiver tank in case
of other failures. It should never be used as a high pressure relief valve, for two reasons.
One, the pressure setting is above the allowable working pressure of the compressor,
and two, the safety valve loses a small amount of spring tension every time it is opened.
Therefore, the pop-off pressure will be reduced each time it is opened and will shortly
open below the normal operating pressure and will have to be replaced.
NOTES PAGE 56
Safety Valve Cutaway
Page 57
Safety Valve Cutaway

The diagram shows a cutaway view of the safety valve although there are no user
serviceable parts in this valve. The valve is factory set to relieve at 400 PSI. Then the
bonnet, main body, and warning set screw are safety wired and sealed (item 19). A
safety valve without the wire and seal should be replaced.
Safety valves will not be warranted by the factory if the wire and seal are not present.
NOTES PAGE 57
UL88Start
REGULATION
Cold
Lever SCHEMATIC
Page 58
Cold Start Lever

The manual cable control shown in the photos is used to manually shut the butterfly
valve to prevent the airend from building air during engine start up. Its connected directly
to the lever on the butterfly shaft, opposite the UL88 connection. Holding the butterfly
closed during start up lowers the load on the engine which allows it to crank faster and
start easier in cold weather.
Pushing the lever down pulls the butterfly closed. It must be held down because the
heavy control spring on the UL88 is pulling the butterfly valve open. Only hold the lever
down until the engine starts. The airend cannot make air with the butterfly closed and
the receiver tank is empty so cold lubricating oil is not being circulated and the antirumble valve cannot open.
Never hold the lever down more than 30 seconds after the engine starts. Never modify
the lever with locking devices to hold the lever in the down position.
NOTES PAGE 58
UL88 Regulator Repair Tips - 1

Metering pin spring, snap-ring and
the metering pin (left to right)
Spring chamber spring

Stainless steel metering pin seat and washer
Metering pin holder, washer and nut
5/8 Spacer
Page 59

The correct UL88 repair kit part number 36037471 is shown in the left photo. Some
come with an aluminum and a stainless steel seat. Always use the stainless steel seat.
Before disassembling the UL88, install a 5/8 spacer between the control arm and the
UL88 power chamber body. This will ease disassembly and prevent distortion of the
power chamber diaphragm during re-assembly. A 7/16-16 capscrew head works well as
shown. Dont confuse the correct spacer location with the T stop lower on the control
arm. The 5/8 spacer should not be placed there.
NOTES PAGE 59
Grooves go towards the diaphragm
Page 60
There are 2 diaphragms in the repair kit. The edges of the diaphragms should have
strands of cotton braiding. If not, dont use them. The thicker diaphragm with the hole in
center (shown) goes between the pressure chamber and metering chamber. Install the
needle holder through the diaphragm as shown. Then install the washer with grooves
towards the diaphragm. Install and torque the retaining nut.
NOTES PAGE 60

Metering pin
Sharp
edge up
Sharp edge
Page 61
Rounded edge

The snap ring that holds the metering pin into its holder has a sharp edge and a
rounded edge. To keep the snap ring in place its important to install it with the sharp
edge out.
A drop of Loctite #680 on the snap ring is also recommended. Take extra care to keep
Loctite away from the metering pin.
NOTES PAGE 61
Page 62

Samples of a broken metering pin and torn diaphragm caused by the nut on the
metering pin holder being left loose. The diaphragm is blown because air can leak under
the washer and into the hole through the diaphragm. The air passes through the inner
layers of the diaphragm and causes it to burst.
NOTES PAGE 62
SPRING
RETAINERS
SPRING CHAMBER
ADJUSTMENT SCREW
Page 63

Care should be taken to insure the spring chamber springs are seated in their retainers
on both ends when assembling the UL88. See the two upper photos.
Before installing the nose of the UL88 to the main body, back off the spring chamber
adjusting screw just enough so the metering pin and the spring chamber springs are all
seated and the assembly can be easily held together as shown in the lower photo.
NOTES PAGE 63

Spring chamber adjustment (see previous slide)
Control arm
Butterfly closed stop

screws.
Butterfly open stop screw
UL88 to butterfly valve linkage

with adjustable ball cranks
Page 64

Check that the butterfly valve opens and closes freely. Close the butterfly and adjust
the ball cranks on the linkage to fit the control arm on the UL88 with the 5/8 spacer in
place. Then adjust the UL88 control arm stop screw against the arm. Then adjust the
butterfly valve lever stop screw against the lever. Last adjust the butterfly valve stop (if
so equipped). See the next slide for a photo of this stop.
Remove the 5/8 spacer from behind the control arm. The control arm should rest
against the UL88 power chamber housing (where the spacer was previously located).
Adjust the butterfly-open stop screw against the control arm.
Back off the t-handle compressor regulator on the console. Tight the volume control all
the clockwise. Turn the compressor ON/OFF valve OFF. Start the rig. The receiver
should build to 150-170 PSI. If the 100 PSI pressure reducing valve was set correctly the
butterfly should close at 150 PSI. Turn the compressor ON, the pressure should not
increase. Tighten the UL88 spring chamber adjustment just until the butterfly opens,
then tighten the jam nut and install the cap nut.
Turning the T-handle regulator should now regulate the pressure. Turn the regulator
fully clockwise. If 350 PSI cannot be reached tighten the spring chamber adjustment
until it can. Do not exceed 350 PSI.
NOTES PAGE 64
Page 65

The 8 butterfly valve used on the HR2.5 airend is equipped with an additional stop to
prevent the butterfly from sticking closed. Set up the UL88 and linkages as specified in
the previous slide. Adjust the stop on the butterfly when the two other butterfly-closed
stops are set.
NOTES PAGE 65
High Pressure compressor Regulation

Rev 00 - 7/12/05. Rovito. Original PowerPoint release created from Paul Schmidts HTML file converted to presentation
format.
Rev 01 - 3/27/06. Rovito. Added photos and cutaway diagrams throughout. Replaced regulation schematic with new
showing UL88 cutaway and proper schematic symbols. Created lubrication schematic. Added additional notes, corrections,
and clarification throughout. Added UL88 tips from TSB.
Rev 02 - 4/6/06. Rovito. Corrected direction of the interstage relief symbol on the lubrication drawing - multiple pages.
Added sample of blown UL88 diaphragm and broken metering pin - page 62. Removed red pilot arrows to the auto
blowdown valve page 51. Added airend conditions to clarify the condensation chart on page 21
Page 66

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High Pressure Compressor

Rev 02 HP Compressor. Rovito 4/6/06

High Pressure Compressor

High Pressure Compressors

Rev 02 HP Compressor. Rovito 4/6/06

Rev 02 HP Compressor. Rovito 4/6/06

HR2, filters on back of airend

HR2, lube pump driven off 2nd stage rotor.

HR2, short first stage rotor.

HR2, six inch inlet

HR2 Airend Cutaway

HR2 Airend Cutaway

HR2 major components.

Rev 02 HP Compressor. Rovito 4/6/06

Rev 02 HP Compressor. Rovito 4/6/06

Inlet (butterfly) Valve

Rev 02 HP Compressor. Rovito 4/6/06

Inlet (Butterfly) Valve

Interstage Relief Valve(s)

Rev 02 HP Compressor. Rovito 4/6/06

Interstage Relief Valve(s)

HR2 Interstage Area

Rev 02 HP Compressor. Rovito 4/6/06

HR2 Interstage Area

Rev 02 HP Compressor. Rovito 4/6/06

Rev 02 HP Compressor. Rovito 4/6/06

Rev 02 HP Compressor. Rovito 4/6/06

Rev 02 HP Compressor. Rovito 4/6/06

Lubrication System Relief

Rev 02 HP Compressor. Rovito 4/6/06

Lubrication System Relief

Discharge Check Valve

Rev 02 HP Compressor. Rovito 4/6/06

Discharge Check Valve

Rev 02 HP Compressor. Rovito 4/6/06

0.9 % of oil removed

0.1 % of oil removed

Horizontal Receiver Tank

Rev 02 HP Compressor. Rovito 4/6/06

Vertical Receiver Tank

top view (dry side)

bottom view (wet side)

Rev 02 HP Compressor. Rovito 4/6/06

Vertical Receiver Tank

Rev 02 HP Compressor. Rovito 4/6/06

Condensation vs. Discharge Temperature

140 F Discharge Temp

Source Ingersoll-Rand Mocksville

Condensation vs. Discharge Temperature

Minimum Pressure Valve

Rev 02 HP Compressor. Rovito 4/6/06

Minimum Pressure Valve

Minimum Pressure Valve Cutaway

Rev 02 HP Compressor. Rovito 4/6/06

Minimum Pressure Valve Cutaway

Compressor Oil Cooler

Compressor Oil Cooler

Amot Thermostat Valve

Rev 02 HP Compressor. Rovito 4/6/06

Amot Thermostat Valve

Amot Thermostat Valve Function

Oil 145 F to 160 F

Oil > 160 F