RECIPROCATING PACKAGER’S STANDARDS

SECTION 5 - COUPLING, DRIVE SYSTEM AND

DRIVER POWER RATING
Driver Power Rating
1. For electric motor-driven units, the motor power rating, inclusive of service factor
if any, shall be a minimum of 110% of the greatest power required for any of the
specified operating conditions. These should include, but not limited to, start-up,
off-design process variations and peak loading conditions. Consideration should
be given to potential excessive horsepower due to external gear and coupling
losses along with process gas vessel, piping and/or orifice losses. Specific elec-
tric motor application requirements are covered under Torsional Analysis below.
2. Internal combustion engine rated power should be sized for the greatest power
required for any of the compressor operating conditions plus accessory power, for
the specific location, without exceeding the engine manufacturer's standard pub-
lished rating criteria for continuous duty service. The engine manufacturer's con-
tinuous duty service is defined as the load and speed which can be applied
without interruption after taking into consideration site conditions of altitude, tem-
perature, and fuel gas composition.

Coupling and Drive System

1. The maximum coupling size for each Ariel compressor frame model has been
predetermined. The crankshaft stub shaft length shown on the outline drawing
matches a standard industry coupling size. A coupling hub that does not com-
pletely cover the compressor stub shaft length should not be used unless the
design is thoroughly checked by torsional and stress analysis.
2. All direct drive units (engine or motor) shall use a torsionally rigid, flexible disc
coupling similar to the Rexnord-Thomas or TB Woods (Formsprag) types unless
thoroughly checked by torsional analysis.
3. It is the packager's responsibility to determine the appropriate interference fit
between the coupling hub and the compressor shaft to transmit torque at all oper-
ating conditions. The torque load is considered a "heavy" or "heavy alternating"
load.
4. Compressors driven by variable speed electric motors should be torsiographed
on-site through their design speed ranges and anticipated cylinder unloading
schedules as soon after start-up as possible to confirm the results of the theoreti-
cal analysis.
5. To ensure parallel and concentric drive train alignment, the connected equipment
is to be positioned so that the total indicator reading (TIR) is as close to zero as

4 012934 9-14-06

Pg 2: added KBZ:U to Table 5-1. Pg 4: added Z:U 3 011012 9-3-04

7 to Dual Chain in Table 5-2. 2 010893 8-1-03 7 016770 6-9-10
1 010676 5-3-02 6 015010 5-8-08
0 ECN8100 2-23-00 5 014616 11-19-07
REV DESCRIPTION REV EC DATE REV EC DATE

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RECIPROCATING PACKAGER’S STANDARDS

possible on the coupling hub Faces and Outside Diameters at normal operating
temperature. But not exceeding 0.005 inches (0.13 mm) on the face and outside
diameter, except for coupling hub outside diameters above 17 in. (43 cm) the
angular face TIR limit is 0° 1’ (0.0167°), reference Figure 5-1 below):
Hub O.D. >17 in. x 0.00029 = angular coupling-hub face TIR, in. max.
(Hub O.D. >43 cm x 0.0029 = angular coupling-hub face TIR, mm max.)
The coupling must be centered between the driver and compressor, and must not
thrust or force the crankshaft against either thrust face.

0.012

0.010
Angular TIR Limit, in., max.

0.008

0.006

0.004

0.002

0.000
0 10 20 30 40 50
Hub Diameter, in.
FIGURE 5-1 ANGULAR COUPLING-HUB FACE ALIGNMENT TIR LIMITS
For cold alignment, the difference in thermal growth height between the compres-
sor and driver must be taken into account. Reference Table 5-1 for the compres-
sor centerline height change, based on 6.5 x 10-6/°F (11.7 x 10-6/°C) and a
differential temperature of 100°F (55.6°C), and the thermal growth prediction for
the driver from the driver manufacturer.

TABLE 5-1 COMPRESSOR THERMAL HEIGHT GROWTH PREDICTIONS

THERMAL HEIGHT GROWTH
FRAME MODEL
INCHES (mm)
JGM:N:P:Q 0.006 (0.15)
JG:A:I 0.007 (0.18)
JGR:W:J 0.008 (0.20)
JGH:E:K:T 0.011 (0.28)
JGC:D 0.014 (0.36)
JGZ:U, KBZ:U 0.016 (0.41)
JGB:V 0.020 (0.51)
KBB:V 0.018 (0.46)

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RECIPROCATING PACKAGER’S STANDARDS

6. Do not use couplings that grow and shrink axially.

7. Refer to the coupling manufacturer’s instruction manual for specific coupling
installation and operation requirements.

Torsional Analysis
It is the responsibility of the packager to provide a system to the end user that has been prop-
erly engineered, and is free of any possible torsional concerns.
A torsional analysis is required and shall be conducted by or on behalf of the Packager for all
unproven drive components, such as:
1. Electric motors with rotor shafts smaller than the compressor crankshaft drive
stub diameter.
2. Steam or gas turbines.
3. Gearboxes.
4. Engines or motors not previously coupled to a specific compressor frame.
5. High torque reversals.
6. Variable speed electric motor drives.
Ariel will not perform torsional analyses. It is the packager's responsibility to have this work
done if necessary. Ariel will provide the necessary information at no additional charge. Ariel
Application Engineering can provide a listing of firms that we are familiar with, but there is no
restriction to only these companies.
A field torsiograph should be performed at start up of the equipment to confirm the analysis.

A torsional analysis should consist of the following:

1. A comprehensive report, including an executive summary, introduction and pur-
pose, limitations of analysis, reference documents, results of computations, dis-
cussion, conclusions, and appendices (tables, figures, and other data), should be
delivered.
2. A complete dynamic model of the electric motor shaft, coupling, and compressor
should be formulated in terms of lumped inertia and massless springs. Normal
engineering practice and judgement should be used to determine the flexibility of
the motor shaft from the information provided by the manufacturer. This data
should be part of an appendix to the report.
Significant natural frequencies of torsional vibration should be computed, along
with their modal deflected shapes. A speed-frequency interference diagram
should be drawn.
3. The governing torque-effort curves should be identified from the expected com-
pression services. The harmonic content of each curve should be specified in
terms of Fourier Coefficients. Curves should be rank-ordered for excitation poten-
tial. High volume clearance devices and single acting cylinder operation must be
considered when analyzing torsional responses. Single acting cylinders can pres-
ent the worst case scenario due to a more dynamic torque effort curve.
4. Written judgement should be made as to the acceptability of natural frequency
placements relative to their potentials for excitation.

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RECIPROCATING PACKAGER’S STANDARDS

5. If required, a forced, damped dynamic model should be assembled. This model

should include estimates of damping at various locations in the motor and com-
pressor.
6. The appropriate excitations of all governing torque curves should be applied to
the model.
7. From the above activities, dynamic deflections, torques, and shear stresses
should be determined for the entire dynamic model.
8. A fatigue analysis of Ariel's compressor crankshaft should be performed with an
industry-recognized method utilizing a modified Goodman Diagram.
9. A fatigue analysis of the major portion of the electric motor shaft should be per-
formed with an industry-recognized method utilizing a modified Goodman Dia-
gram.
10. Auxiliary equipment should be checked for sensitivity to the anticipate torsional
activity.

Ariel Auxiliary-End Torsional Vibration Amplitude Limits

NOTE: THE FOLLOWING LIMITS APPLY TO ANY INDIVIDUAL HARMONIC. IF MORE
THAN ONE SIGNIFICANT INDIVIDUAL HARMONIC EXISTS AT A SINGLE
SPEED WITH AMPLITUDE LEVELS NEAR THE LIMIT, AN OVERALL LEVEL
SHOULD BE EXAMINED AND DISCUSSED WITH ARIEL TECHNICAL SER-
VICES.
“X” IS THE OPERATING SPEED OF THE COMPRESSOR IN RPM.
TABLE 5-2: AUXILIARY END TORSIONAL VIBRATION AMPLITUDE LIMITS FOR ARIEL
FRAMES
AUXILIARY
ACCEPTABLE COMPRESSOR AUXILIARY
END DRIVE COMPRESSOR FRAMES INCLUDED
END VIBRATION LIMITS (DEGREES 0-PEAK)
DESIGN
• All single throw frames. • 1 degree for first harmonic (1X).
• All 2 and 4-throw frames in classes • 1 degree for engine induced ½ orders from ½
JG:A:M:P:N:Q:W:R:J:H:E:K:T:C:D. to 1½X.
Single Chain • JGA/6 AND JGJ/6. • ½ degree for second harmonic (2X).
• Older 6-throw JGC:D frames shipped • ¼ degree for harmonics > 2X.
before Sept. 16, 2002 (approximate
frame serial number: F18137). • ¼ degree for engine induced ½ orders > 2X.
• All 2-throw frames in classes JGZ:U.
• 2 degrees for first harmonic (1X).
• All 4-throw frames in classes
JGZ:U:B:V:, KBB:V:Z:U. • 2 degrees for engine induced ½ orders from ½
to 1½X.
Dual Chain • 6-throw JGE:K:T:Z:U:B:V, KBB:V:Z:U
• 1 degree for second harmonic (2X).
• Newer 6-throw JGC:D frames shipped
after Sept. 16, 2002 (approximate • ½ degree for harmonics > 2X.
frame serial number: F18137) & con- • ½ degree for engine induced ½ orders > 2X.
versions.

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RECIPROCATING PACKAGER’S STANDARDS

Force Feed
Sprocket

Force Feed
Chain
Force Feed
Sprocket Eccentric Force Feed
Adjustment Eccentric

Lube Oil
Eccentric

Crankshaft Crankshaft
Sprocket Sprocket

Lube Oil
Chain
Lube Oil Plastic
Pump Dust Plug Lube Oil
Sprocket Sprocket
Chain

SINGLE CHAIN DRIVE SYSTEM DUAL CHAIN DRIVE SYSTEM

FIGURE 5-2 ARIEL AUXILIARY END DRIVE DESIGNS

Allowable crankshaft-torque limits are available from Ariel by request.

Electric Motors
1. The packager should make the motor manufacturers aware that the torque of a
reciprocating gas compressor varies considerably in one revolution. An Ariel com-
pressor is not a constant-load (uniform torque) device, even if it is driven at a con-
stant speed. In severe service, the peak torque value can be ±200% of the mean,
repeating as often as three times per revolution. Torque peaks and torque rever-
sals can cause fatigue failure of the motor shaft, especially if there is a keyway.
Electric motor shaft strength should be suitable in strength for all operating condi-
tions of intended service. Ariel's larger compressors require robust motors with
large diameter, keyless shafts for long life and successful performance.
2. Electric motor manufacturers must account for dynamic (alternating) torques gen-
erated by the driven equipment as well as the mean torque when designing the
motor rotating assembly.
3. The motor stub shaft must be long enough to be fully inserted in the appropriate
coupling hub, ensuring complete contact, but only as long as necessary to
accomplish complete contact.
4. The motor shaft diameter should be equal to or greater than the compressor drive
stub diameter. If the compressor drive stub is keyless, an equivalent diameter
keyed motor shaft diameter may not be sufficient.
5. Two bearing motor-coupling-compressor drive trains should be analyzed mathe-
matically to ensure there would be no dangerous vibratory stresses and that cur-
rent pulsation will not exceed motor or switch gear limits. It is not adequate to
simply specify a frame size that is known to have been satisfactory before. Rotor
inertia and rotor shaft strength and stiffness must be proven equal to a previous
satisfactory installation before a torsional analysis can be omitted.

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