XRV 127 Service Manual - Sept - 2013

XRV 127
COMPRESSOR
SERVICE MANUAL
INDEX TO SECTIONS
Page Number
SECTION 1 FOREWORD 2
SECTION 2 DESCRIPTION 4
2.1 Compressor 5
2.2 Compression Cycle 6
2.3 Gas System 7
2.4 Oil System 7
2.5 Recommended Oils 9
SECTION 3 INSTALLATION 10
3.1 Alignment of Compressor Couplings 11
3.2 Conventional Alignment Method 12
3.3 Double Clock Alignment Method 13
3.4 Piping 15
SECTION 4 FIRST START UP 16

4.1 First Start 17
SECTION 5 NORMAL OPERATION 18

5.1 Normal Start 19
5.2 Normal Stop 19
SECTION 6 PROCEDURES DURING SHUTDOWN 20

6.1 Precautions During Shutdown 21
6.2 Recommended Inhibiting Oils 21
SECTION 7 MAINTENANCE 22
7.1 General Comments 23
SECTION 8 OVERHAUL 24
8.1 Preparation for Dismantling 25
8.2 Dismantling 25
8.3 Checking Clearances During Assembly 45
8.4 Final Assembly 55
SECTION 9 SPECIAL INSTRUCTIONS 75

9.1 Torque Specifications 76
9.2 Procedures for fitting Lockwashers 76
9.3 Special Tool List 77
9.4 Procedure for Refitting Inlet Casing 78
SECTION 10 RECOMMENDED SPARES LISTS 79

10.1 Recommended Spares Lists 80
1
SECTION 1
FOREWORD
2
READ CAREFULLY BEFORE INSTALLING AND STARTING YOUR COMPRESSOR
These instructions have been prepared to ensure that your compressor gives long and satisfactory service.
The entire manual should be read before reverting to any one section for specific information.
One copy should be given to the personnel responsible for installing and operating the compressor.
All requests for information, services or spares should be directed to:
Howden Compressors or Howden Compressors LLC

Compressor Business Unit 1850B N Gravers Road
133 Barfillan Drive Plymouth Meeting
Glasgow, G52 1BE PA 19462
United Kingdom USA
Telephone: +44 (0)141 882 3346 +1 610 313 9800

Fax: +44 (0)141 883 5901 +1 610 313 9215
e-mail: hcl@aftersales@howden.com sales@howdencompressors.com
Web Site: www.howden.com www.howden.com
All enquiries should be accompanied by the Howden Contract Number and the Compressor Serial Number,
taken from the nameplate on the side of the compressor body.
3
SECTION 2
DESCRIPTION
4
2.1 THE XRV COMPRESSOR
The Howden XRV Oil Injected Compressor is a positive displacement, capacity controlled, oil
flooded, rotary machine.
A feature of the XRV compressor range is the facility to alter the volume ratio by altering the size of
the discharge port. This is done by the setting of a screw to obtain the desired ratio in the range
2.6:1 to 5.0:1. Clockwise for Vi = 2.6, anti-clockwise for Vi = 5.0.
Compression is achieved by the meshing of two helical rotors on parallel shafts housed in a casing.
The accurately machined helical rotors are called Male and Female. The Male (driving) rotor has
four lobes which mesh with six flutes in the Female (driven) rotor, both rotors having the same
outside diameter. Each rotor is supported by two cylindrical roller bearings.
Lubrication is achieved whilst in the running condition by use of the differential pressure between the
suction and discharge pressure of the compressor. The bearing spaces are at suction pressure and
oil is forced into the compressor from the oil/gas separator by discharge pressure acting on the oil in
the separator. On startup, it may be necessary to use an auxiliary oil pump to force oil to the
bearings until sufficient differential pressure is developed by the compressor to sustain its own oil
pressure. This will depend on how long is taken to achieve the required differential pressure in the
system.
Rotor end thrust is accommodated by angular contact ball bearings on both male and female rotors
and balance pistons at both ends of the male rotor. One side of each balance piston is subject to
pressure from lubricating oil and the other side at suction pressure. The balance pistons therefore
oppose the normal rotor end thrust, and as a result, the angular contact bearings are lightly loaded
and have a long life.
The male rotor has lobes formed helically along the rotor length and these mesh with corresponding
flutes on the female rotor. The meshing and disengaging of the lobes and flutes within the
compressor casings creates enclosed spaces which expand in volume (the suction phase) till a point
determined by the shape of the suction port where the interlobe space is sealed. As the rotors
continue their rotation and the rotor lobes and flutes remesh, the gas now trapped in the interlobe
spaces is compressed. At a point determined by the discharge port shape the decreasing interlobe
space is opened to discharge and the gas escapes at pressure. (See Section 2.2)
Capacity control is achieved by means of a slide valve in the casing operated by a piston in a
hydraulic cylinder mounted on the compressor. Movement of the slide valve alters the point at which
gas compression begins by allowing the gas from the start of the compression phase to re-circulate
back to suction. This in effect decreases the volume of gas compressed. At the same time, the
slide valve alters the size of the outlet port in order to keep the compression ratio constant. By this
means, capacity can be controlled from 100% down to 10%, with an approximately proportionate
saving in power.
The piston is actuated by lubricating oil fed from the lubricating oil manifold to the outboard side of
the piston acting against spring pressure. As oil is fed to the cylinder, the slide valve will move on
load (towards the inlet end). When the oil feed is stopped, the slide valve will be “locked” in
position. To offload the compressor, the oil trapped in the cylinder is allowed to escape to the
compressor oil drain and the slide valve will move off load (towards the outlet end) under a
combination of spring and gas pressure.
Various methods of hydraulic cylinder control are possible and Howden Compressors Limited are
able to provide assistance in this field if required.
5
2.2 THE COMPRESSION CYCLE (DIAGRAMMATIC ONLY)
1. Gas is drawn in to fill the 2. As the rotors rotate, the interlobe

interlobe space between adjacent space moves past the inlet port so
lobes on top side of rotors at Inlet sealing the interlobe space.
End. Viewed from the top side of rotors at Inlet End.
3. Continued rotation progressively reduces 4. When the interlobe space becomes

the space occupied by the gas causing exposed to the outlet port the gas is
compression. discharged.
Viewed from underside of rotors at Viewed from the underside of rotors at
Discharge End. Discharge End.
6
2.3 DESCRIPTION OF A GAS SYSTEM FOR A TYPICAL REFRIGERATION COMPRESSOR SET
Gas is drawn into the compressor through a non-return valve and strainer fitted directly on the inlet
flange and discharged into an oil tank/separator. The non-return valve is necessary to prevent the
compressor being “motored” in the reverse direction when it is stopped with high gas pressure at the
outlet.
If necessary, a second non-return valve is positioned at the outlet of the tank to prevent the entry of
gas or liquid refrigerant.
Primary separation of the oil mixed with the gas is achieved in the tank, secondary separation takes
place in a wire mesh element separator positioned close to the tank outlet.
In some separator designs, the wire mesh is replaced by a separator cartridge.
The separated oil drains into the oil tank. A further secondary separator vessel may also be fitted
where a very high separation efficiency is required. The oil separated is usually drained into the
compressor through a small bore pipe which can be fitted with a protective filter and an isolating
valve.
2.4 DESCIPTION OF AN OIL SYSTEM FOR A TYPICAL REFRIGERATION COMPRESSOR SET
If necessary, an auxiliary oil pump would be used to supply sufficient lubricating oil to the
compressor during startup (for the reasons detailed in the compressor description, Section 2.1).
Once running, the lubricating oil pressure would be self sustaining and the pump could be shut
down. Discharge pressure will now force lubricating oil through a cooler and micronic filter(s) to the
manifold where it is introduced to the compressor via the appropriate connections.
When liquid refrigerant is used there is no oil cooler.
If the compressor is to be run on a continuous duty duplex micronic filters should be fitted in parallel,
allowing one filter element to be changed while the other is in operation.
Approved lubricating oils for refrigeration compressors are listed under Section 2.5.
7
2.4 A SYSTEM FOR A TYPICAL REFRIGERATION COMPRESSOR SET
8
2.5 APPROVED LUBRICANTS FOR REFRIGERATION COMPRESSORS
AMMONIA AND R22
VISCOSITY SPECIFIC POUR FLOC FLASH

SPECIFIC HEAT POINT POINT POINT
CENTISTOKES
GRAVITY
ISO
(15°C)
GRADE 40°C 100°C
MANUFACTURER TYPE KJ/Kg°C °C °C °C
(15°C)
B.P. ENERGOL 68 68 7.3 0.902 1.829 -33 -42 173

LPT 68
CLAVUS 68 68 7.3 0.898 1.838 -27 -24 193

SHELL 68
CLAVUS 68 65 7 0.894 1.838 -36 -50 205

G68
ESSO ZERICE 68 65 7.4 0.894 1.838 -37 -34 224

68
MOBIL ARTIC * 57 6.4 0.925 1.834 -34 -40 190

300
GULF ESKIMO 68 65.5 7.2 0.898 1.834 -33 -50 212

68
CHEVRON REFRIGER 68 68 6.7 0.93 1.85 -30 -40 180

ATION
OIL 68
CPI CPI 009 68 73 8 0.87 2.09 -37 -30 216

-68
Fig.3
NOTES
1. * The viscosity of these oils is between ISO 46 Grade and ISO 68 Grade.
2. 1 KJ/Kg°C = 0.239 Btu/LB°F = 0.239 Kcal/Kg°C.
3. The existence of this list does not exclude the use of other oils, but approval for oils not included
above must be obtained from Howden Compressors Limited before use.
4. An oil should be selected to be compatible with system components and conditions.
9
SECTION 3
INSTALLATION
10
3.1 ALIGNMENT OF COMPRESSOR COUPLINGS
Misalignment causes a vibration which affects other parts of the compressor leading to premature
failure of bearings, seals, etc. Drive couplings fitted to XRV compressors must be aligned using one
of the methods described below.
The coupling alignment tolerance figures can be seen under Section 3.2.
Coupling gap dimensions should be set with the couplings held in a repeatable position, i.e. hard
together or hard apart. This ensures that each coupling half is moved to the same axial position as
each check is made.
The actual coupling gap should be correct when the shafts are in their normal running condition.
When setting the gap, the axial float of each shaft should be determined and the “hard together” or
“hard apart” dimension calculated.
Example: Compressor driven directly by a turbine.
Compressor shaft float 0.000mm (0.000”)

Turbine shaft float 0.250mm (0.010”)
The normal running position of the compressor shaft is thrusting towards the turbine and the turbine
runs thrusting towards the compressor.
Required coupling gap 3.175mm (0.125”)
If the gap is checked with the couplings “hard apart” it should be:
Required coupling gap 3.175mm (0.125”)

Plus Compressor shaft float 0.000mm (0.000”)
Plus Turbine shaft float 0.250mm (0.010”)
= “Hard apart” gap 3.425mm (0.135”)
If the gap is checked with the couplings “hard together”, ie in the normal running condition, it should
be equal to the required coupling gap: 3.175mm (0.125”).
11
3.2 CONVENTIONAL ALIGNMENT METHOD
1. Checking Vertical Alignment
Begin by setting up a dial indicator as in Fig. 4.
Commence alignment by setting the faces of the coupling halves parallel in the vertical plane.
When achieved, the shaft axes will be parallel in the horizontal plane.
Set the dial to zero.
Fig. 4
Rotate both half couplings together from 0° to 180° and record readings of facial alignment.
(TIR) (TIR = Total Indicator Reading).
Add shims to either both front or both back feet to achieve a TIR as close to zero as
possible.
NOTE: Turning both half couplings together (Half couplings must not be bolted together or
have spacer fitted) ensures that readings are recorded at the same point on each
half coupling, thus eliminating the effect of any irregularities on the outside
diameters or faces of the half couplings.
12
3.2 CONVENTIONAL ALIGNMENT METHOD (Continued)
2. Setting the Centre Height
Set up a clock gauge B as in Fig.5.
Fig. 5
Fig. 5
Set the dial to Zero.

Rotate both half couplings together from 0° to 180° and record readings of radial alignment
TIR.
To obtain the correct centre heights will require equal shimming under each foot of the unit
being adjusted. The amount of shimming required will be equal to half the TIR.
3. Setting Lateral Alignment
Lateral alignment is done by moving the machine in the horizontal plane using the same
clock gauge techniques as for steps 1. and 2. and reading at 90° and 270° until facial and
radial readings on the clock gauges are within tolerance.
Check that the coupling gap is within tolerance (see Section 3.1).
3.3 “DOUBLE CLOCK” ALIGNMENT METHOD
Two clock gauges should be set up as per Fig.6 below.
Fig. 6
13
3.3 “DOUBLE CLOCK” ALIGNMENT METHOD (CONTINUED)
1. Checking Lateral Alignment
This check should be done before setting the vertical alignment as any lateral misalignment
will result in an error in the calculation of shim sizes.
Set the clock gauges to zero at the 90° and 270° positions. Then by rotating the coupling
through half a revolution, check the readings at 270° and 90° position.
These readings are the total indicator readings (TIR). The centre of shaft alignment is half
TIR. Adjust the clock gauges so that they indicate half TIR, eg if indicator was at +20,
adjust to show +10.
By using jacking screws the compressor can now be moved laterally until both clock gauges
are at zero.
The compressor is now aligned laterally, both peripheral and axial.
2. Checking Vertical Alignment
The clock gauge which records at the fixed machine should be in the 0° position. The clock
gauge which records at the machine which is to be moved to correct alignment should be at
the 180° position.
Both clocks should be set to indicate zero. Then by rotating the coupling through half a
revolution, check and record the readings at the 180° and 0° positions.
From the measurements recorded, the amount of shimming required under the Drive End
(DE) and Non Drive End (NDE) feet, see Fig. 7, can be calculated as follows:
SHIMS TO BE ADDED AT DRIVE END = A – (A-B) D

2 2C
SHIMS TO BE ADDED AT NON DRIVE END = A - (A-B) E

2 2C
If answer to calculation is positive - add shims.

If answer to calculation is negative - remove shims.
14
Fig. 7
3.3 “Double Clock” Alignment Method (Continued)
3. Alignment Tolerance And Allowance For Coupling Gap
The clock gauges should give the same readings, ie if the right hand gauge reads +5 at 270°
then the left hand gauge should read +5 at 90°.
The difference in reading between the two gauges indicates the radial misalignment of the
coupling halves. An allowance of 0.025mm (0.001”) should be made for every 250mm (10”)
of coupling gap, eg if the overall alignment tolerance is 0.10mm (0.004”) TIR and the
coupling gap is 500mm (20”) then the following tolerances apply (metric calculation shown).
Allowable difference between the two gauges:
Coupling Gap X 0.025

250
Ie: 500 X 0.025 = 0.05mm

250
Allowable TIR ± 0.10mm
Clock A Clock B Difference TIR Result

1. +0.05mm +0.10mm 0.05mm 0.10mm Acceptable
2. - 0.10mm - 0.05mm 0.05mm 0.10mm Acceptable
3. +0.04mm - 0.04mm 0.08mm 0.04mm Not Acceptable
4. +0.12mm +0.12mm 0mm 0.12mm Not Acceptable
Example readings 3 not accepted because difference = 0.08mm

Example readings 4 not accepted because TIR = 0.12mm
3.4 PIPING
Before installing the piping, the compressor inlet and outlet ports should be inspected to ensure no
dirt is present.
Note that the pipes and fitting used should not restrict flows. To avoid this, always use piping with a
bore ¼” larger than the thread diameter of the compressor port, eg connection thread is ¾” BSP and
so a 1” OD pipe should be used.
NOTE: All piping should be supported so that no strain is transmitted to the compressor casings.
The piping should be inspected for cleanliness before installation. As each pipe is connected to the
compressor, the coupling alignment should be checked to ensure that no alteration has taken place.
If alignment has altered, the compressor is being strained and the piping supports must be adjusted.
It is not sufficient merely to re-align the drive unit as this will not correct the strain being imposed on
the compressor. Oil injected refrigeration compressors must have a suction strainer permanently
fitted directly on the compressor inlet.
15
SECTION 4
FIRST START UP
16
4.1 FIRST START
Installation of the compressor will have been carried out in accordance with Section 3 of this manual.
The Commissioning Engineer should however ascertain that the correct procedures have been
followed, in particular the coupling alignment must be checked, then proceed as follows:
1. Disconnect the coupling between the drive and the compressor and check that the motor
rotation is correct to drive the compressor in a clockwise direction for the R1 type and anti-
clockwise for the gear driven R3, R4 and R5 type, looking on the compressor input shaft.
2. Fill the oil tank with lubricating oil of the correct grade to the required level as indicated on
the tank level sight glass.
3. Ensure that the pipe from the oil filter to the manifold, the manifold and oil pipes to the
compressor are clean and, if fitted, start the auxiliary pump to circulate the oil.
4. The lubricating oil pressure relief valve, if fitted, should be set to give a differential of 4 bar
(60 psi) above gas suction pressure measured at the oil manifold, at the correct operating
temperature and with clean oil filter elements fitted.
5. Check the operation of any safety trips fitted by running the drive unit disconnected from the
compressor and mechanically operating the trips. Check that the trips are set to act at a
point which will protect the compressor from damage. If an auxiliary oil pump is fitted, the
lubricating oil differential trip can be set at 2 bar (30 psi) by partially closing the oil filter outlet
isolation valve to reduce the differential oil pressure to the point where the trip operates. As
the filters become dirty the differential oil pressure will drop to this figure, which is the
minimum acceptable pressure.
6. Check that the compressor turns freely by hand and reconnect the coupling between the
drive unit and the compressor.
7. Check that the cooling water is turned on to the lubricating oil cooler, if fitted.
8. Check that all gas inlet and outlet isolating valves are open.
9. Start the auxiliary lubricating oil pump motor, if fitted.
NOTE: The compressor should be unloaded prior to start up. If the compressor is started
without first being unloaded a higher starting torque will be required.
10. Start the drive unit and check that all gauges are indicating correctly.
11. Run the compressor for 30 minutes at minimum gas flows and check that all readings are
normal, then operate the capacity control valve to the required position. This position will be
indicated on the dial mounted on the hydraulic cylinder.
12. If possible, check the slide valve control over the full range of capacity.
17
SECTION 5
NORMAL
OPERATION
18
5.1 NORMAL START
1. Check the level of the oil in the tank.
2. Check that all the necessary gas, oil and water valves are open.
3. Ensure the capacity control valve is in the fully unloaded position and the Volume Ratio Vi
screw set. Clockwise for 2.6. Anti-clockwise for 5.0.
4. Start the drive unit and check that all gauges are indicating normal readings.
5. Load compressor – oil to cylinder activates compressor slide valve to go to “on load”
position.
NOTE: A log should be kept of the instrument readings so that deviations from normal running
conditions can be easily seen by the Engineer in charge of the installation.
5.2 NORMAL STOP
1. Stop the drive unit.
2. After the compressor stops, the control system should be operated to move the slide valve
into the off load position unless the control system does this automatically.
3. After the compressor stops rotating, stop the lubricating oil pump motor, if fitted.
4. Close all gas and water isolating valves.
The compressor is now ready for the next start up sequence.
19
SECTION 6
PROCEDURES
DURING SHUTDOWN
20
6.1 PRECAUTIONS DURING SHUTDOWN
The Howden XRV Screw Compressor operates on an oil/gas mixture and short periods of shutdown
will not adversely affect the unit.
If the compressor is shut down for an extended period the lubricating oil pump, if fitted, should be
operated for approximately ten minutes weekly, to distribute oil throughout the set.
Turn the compressor driveshaft a few times every week by hand. This will help to avoid Brinelling of
the anti-friction bearings.
If the shutdown period is three months or more, the above procedure should be continued, and in
addition, the compressor set should be run for one hour every three months.
Alternatively, for greater corrosion protection, the normal lubricating oil can be drained off, replaced
with inhibiting oil, and the oil pump run for one hour initially, then one hour every three months.
NOTE: Before the compressor set is returned to normal operation, the inhibiting oil must be
removed and the system filled with regular oil.
During a shutdown period in cold conditions any water cooled items of plant should be drained, or
the cooling water flow maintained to prevent frost damage.
6.2 INHIBITING OILS APPROVED FOR USE WITH HOWDEN SCREW COMPRESSORS
A list of approved inhibiting oils suitable for use on the Howden Screw Compressor prior to a
prolonged shutdown is shown in Fig. 8.
If you have any doubts about the compatibility of these oils with your gas please contact the
manufacturer or your dealer.
SHELL ENGINE OIL 30

ESSO RUST-BAN 335 OR 337
MOBIL ARMA 524
CALTEX CALTEX PRESERVATION OIL 10W
Fig.8
21
SECTION 7
MAINTENANCE
22
7.1 GENERAL COMMENTS
The compressor is designed to give long periods of trouble free operation with the minimum of
maintenance.
A yearly inspection is recommended for all Howden compressor installations. Some installations
may require an annual statutory insurance survey.
The purpose of the yearly inspection survey is to check if there is any significant wear of the journal
and thrust bearings, balance pistons and seals, and if any wear is found, for these components to be
renewed.
It is not anticipated that a major overhaul will be required for approximately three years of operation.
After this time, the thrust and journal bearings must be renewed. The bearings may still be perfectly
serviceable, but all bearings have a finite lifespan and replacement at this point may forestall an
expensive compressor breakdown at a later date.
When the compressor is being inspected or overhauled it must be dismantled in a clean area.
All fasteners should be torqued to the value specified in Section 9.1 using appropriate torque
wrenches.
All lockwashers and ‘O’ rings must be renewed on re-assembly. Section 9.2 describes lockwasher
assembly procedure.
Special tools to ease dismantling and re-assembly can be provided, as listed in Section 9.3. Details
of these can be obtained from the Compressor Business Unit, Howden Compressors. Section 10
details all Part Numbers of normally replaceable components.
23
SECTION 8
OVERHAUL
24
8.1 PREPARATION FOR DISMANTLING
Before dismantling the compressor, precautions should be taken in the interests of safety:
1. Isolate the drive unit.
2. Depressurise and purge the system.
3. Disconnect the drive unit coupling from the compressor.
4. Place a receptacle under the outlet end of the compressor to catch any oil which may drip
from the hydraulic cylinder when the cylinder cover is removed or when the casings are
separated.
5. Ensure all lifting equipment, ie eye bolts, slings and shackles are safe and serviceable.
8.2 DISMANTLING
Note that the compressor slide valve is spring loaded and so, to avoid injury, the operator should
ensure that all spring tension is released prior to dismantling. This can be done by ensuring that the
slide valve is fully off load (the piston should be at its limit towards outlet) and the volume ratio
adjustment is at its minimum. (The Vi adjustment screw should be turned to its limit in the clockwise
direction).
Disconnect/remove any electrical equipment fitted if it is going to obstruct further dismantling.
1. Place a receptacle under the inlet end casing, remove the hex headed plug from the bottom
of the inlet end casing and allow the oil to drain. (Fig.10)
Fig.10
25
8.2 DISMANTLING (Continued)
Removing the Vi Indicator Assembly
1. Slacken and remove the 2 cap screws holding the indicator support plate in position and
slide this plate off. (Fig.12)
2. The sleeve retaining ring can then be removed by slackening the two socket set screws
and pulling from the slide stop stem. (Fig.13)
3. Both the indicator and screw sleeve are then free to be removed. Remove the indicator
post by extracting the socket cap screw.
Fig.12
Fig.13
26
Removing the Input Shaft Seal
4. Remove the input shaft coupling key from the input (drive) shaft. Extract the 4 cap screws
(Fig.14) and withdraw the seal housing (Fig.15). Collect the seal housing ‘O’ ring seal, the
stationary seat will remain in the seal housing.
5. Slacken the 3 grub screws holding the shaft seal to the shaft (Fig.16).
6. Carefully remove the shaft seal from the input shaft (Fig.17). Remove the stationary drive
shaft seat and ‘O’ ring from the seal housing.
Fig.14 Fig.15
Fig. 16 Fig. 17
27
Gearbox Cover
7. Slacken off the gearbox cover socket cap screws. (Fig.18)
8. Insert M10 guide rod. (Fig.19)
9. Pull away the gearbox cover supporting both the drive shaft and gear wheel. (Fig.20)
10. Collect the ‘O’ ring seal. (Fig. 21)
Fig. 18 Fig. 19
Fig. 20 Fig. 21
28
Removal of Pinion and Pinion Key
11. Remove the pinion cap screw and washer from the end of the male rotor (Fig. 22).
12. Remove the pinion from the male rotor using extraction tool XR12008J (Fig. 23).
13. Remove the pinion key (Fig. 24).
Fig. 22 Fig. 23
Fig. 24
29
Capacity Control Limit Switch Assembly Removal
14. Unscrew the two cap screws (Fig.25) securing the limit switch cover and remove the cover
(Fig.26). This will give access to the microswitches and potentiometers.
15. Remove the four socket cap screws securing the cylinder end cover (Fig.27) and withdraw
the actuator spindle/limit switch assembly (Fig.28).
NOTE: The indicator spindle has to clear a dowel pin which moves along the spiral groove in the
spindle, therefore this assembly must be kept in axial position when withdrawing until the
spindle clears the dowel pin.
IMPORTANT – it is essential that the spiral groove engaging the dowel pin is marked for correct re-
assembly to avoid damage to the potentiometer.
Fig. 25 Fig. 26
Fig. 27 Fig. 28
30
Actuator Piston Removal
16. With the actuator piston in the fully unloaded position, bend back the tab on the lockwasher
(Fig.29).
17. Slacken and remove the locknut (Fig.30) and the lockwashers (Fig.31).
18. The actuator piston can then be removed with the aid of extraction tools (Fig.32).
Fig. 29 Fig. 30
Fig. 31 Fig. 32
31
Rotor End Cover Plate Removal
19. Remove the 6 socket set adjusting screws (Fig.33).
20. Slacken and remove the 6 socket cap screws that hold the rotor end cover plate in position
(Fig.34 & 35).
21. Remove the rotor end cover plate to give access to both male and female rotors (Fig.36).
Fig. 33 Fig. 34
Fig. 35 Fig. 36
32
Rotor Thrust Cover Removal
22. Identify and remove both male and female rotor thrust covers using suitable M6 screwed rod
as extraction tool (Fig.37).
23. Both the male and female disc springs will now be exposed (Fig.38).
24. Identify and collect the disc springs (Fig.39).
Female Spacer Removal
25. Remove the female spacer (Fig.40).
Fig. 37 Fig. 38
Fig. 39 Fig. 40
33
Balance Piston Removal
There are 2 methods of locking rotors when you wish to either tighten or loosen rotor
locknuts:
1. Insert a nylon wedge between rotors (through inlet end port).

2. Use special spanner XR12012J fitted onto male rotor input shaft (Fig.43).
26. With the rotors locked release the lockwasher (Fig.41) and remove the locknut from the male
rotor using tool XR12005J (Fig.42).
27. Remove the balance piston using a suitable M6 screwed rod as an extraction tool and
discard ‘O’ ring seals (Fig.44).
Fig. 41 Fig. 42
Fig. 43 Fig. 44
34
28. Remove balance piston sleeve, complete with labyrinth insert using the jacking plate
XR12008J (Fig.45 & 46).
Fig. 45 Fig. 46
35
29. Unlock both male and female lockwashers (Fig.47).
A special locknut spanner XR12006J has been manufactured for these locknuts shown in
Fig. 48.
30. Remove the male locknut (Fig.49) while remembering to employ a suitable method to stop
rotors rotating (Fig.50).
Fig. 47 Fig. 48
Fig. 49 Fig. 50
36
31. Remove the female locknut (Fig.51) and remove both male and female lockwashers.
The rotors are now ready to be removed from the inlet end of the compressor following the
removal of the gearbox assembly.
Removal of the Gearbox
32. Remove the two internal socket cap screws. (Fig.53)
Fig. 51 Fig. 52
Fig. 53
37
33. Slacken and remove only twelve of the external socket cap screws from the inlet end leaving
one adjacent to each of the 2 dowel pins. (Fig.54)
34. Using extraction tool XR12010J (Fig.55) the dowel pins should be pulled clear of main
casing but still remain in the gearbox.
35. Screw two M12 x 200 long guide rods into the selected holes and run two hexagonal nuts
down. (Fig.56)
Fig. 54 Fig. 55
Fig. 56
38
36. Support the weight of the gearbox at the lifting point and extract the remaining socket cap
screws.
37. By evenly slackening the hexagonal nuts along the guide rods, draw the gearbox from the
rotor casing until slide valve spring pressure has been relaxed. (Fig.57)
NOTE: As the inner race of the angular contact thrust bearing is also removed, the support offered
by the guide rod is essential.
38. The gearbox will come away complete with slide valve stop, nut-slide stop stem, slide stop
stem, retaining cap screw and washer. (Fig.58) Remove slide valve spring.
Fig. 57 Fig. 58
39
Rotors
39. The rotors are now free to be removed. (Fig.59) Jacking plate XR12007J is mounted on the
rotor end cover plate position (Fig.60) and pressure applied to the female rotor using a
jacking screw. (Fig.61) The rotor will rotate as it is axially displaced. (Fig.62)
Fig. 59 Fig. 60
Fig. 61 Fig. 62
40
Continue to apply pressure via this jacking screw until rotors are fully clear of
the thrust bearings. The rotor can then be withdrawn by hand. (Fig.63)
40. Repeat with the male rotor. (Fig.64)
Slide Valve Removal
41. Pull the slide valve out through the rotor casing. (Fig.65)
Fig. 63 Fig. 64
Fig. 65
41
Discharge End Angular Contact Bearings, Cylindrical Roller Bearings and Floating Bush
42. The angular contact bearings, (Fig.67 & 68) outer track and bearing race of the cylindrical
roller bearing (Fig.69) and floating bush (Fig.70) can then be readily removed from both
male and female side of the discharge casing.
Fig. 67 Fig. 68
Fig. 69 Fig. 70
42
Removal of Gearwheel
43. Support the gearbox cover horizontally with the input shaft downwards. Remove the cap
screw and bearing washer. (Fig.71)
44. Apply a load to the shaft to push the cylindrical roller bearing inner race, the input shaft
spacer and the gearwheel from the input shaft. (Fig.72)
Fig. 71 Fig. 72
43
45. The gearwheel key can then be removed.
46. The angular contact bearing can be removed by applying a load to the input shaft. (Fig.73)
Removal of Bearings from Inlet End Casing
47. Withdraw the 3 cylindrical bearings after removing the retaining socket cap screw and
washer.
Fig. 73
44
8.3 CHECKING CLEARANCES DURING ASSEMBLY
Input Shaft, Gearbox Cover and Gearwheel Assembly
1. Apply protective tape to the shaft seal area.
2. Heat both angular contact bearings on a suitable induction heater to a temperature of 80C –
90 C and apply anti-seize compound to the input shaft. (Fig.74)
3. With the circlip in position, locate bearings. By referring to the assembly drawing, ensure that
they are positioned back to back. (Fig.75)
4. Using bearing pre-load jig XR12009J to confirm that the bearings are fully located next to the
input shaft circlip.
Fig. 74 Fig. 75
45
8.3 CHECKING CLEARANCES DURING ASSEMBLY (Continued)
5. The shaft and thrust bearing assembly should then be assembled into the gearbox cover
(Fig.76) along with the seal housing. (Fig.77)
NOTE: At this stage, it is not necessary to fit the ‘O’ ring seals or shaft seal.
Gearwheel
6. Support the gearbox cover horizontally with the input shaft downwards and assemble the
gearwheel key onto the shaft.
7. Heat the gearwheel to a temperature of 80C - 90C and apply anti-seize compound to the
shaft. (Fig.78) Push the gearwheel home onto the shaft. (Fig.79)
Fig. 76 Fig. 77
Fig. 78 Fig. 79
46
Input Shaft Spacer, Cylindrical Roller Bearing

Inner Race and Retaining Washer/Cap Screw
8. Heat both the input shaft spacer and cylindrical roller bearing inner race to a temperature of
80C - 90C, apply anti-seize compound to the shaft. (Fig.80)
9. Push both the spacer (Fig.81) then the cylindrical roller bearing inner race home. (Fig.82)
10. Ensure that all the components on the shaft between the circlip and the roller bearing inner
race are hard up to each other. The end of the shaft should be slightly under the cylindrical
roller bearing inner race. Assemble the bearing washer and cap screw with Loctite 242 onto
the end of the shaft and torque to 20Nm. (Fig.83)
Fig. 80 Fig. 81
Fig. 82 Fig. 83
Check the bearing pre-load by applying a hand side load to the shaft. If excessive play exists then
the bearing has not been successfully pre-loaded and this should be corrected by the following
method. (0.15 radial max. 0.1 axial max.)
Remove M8 cap screw and washer from gear end and replace washer with a thicker washer
approximately 2 x times thickness. Fit a longer cap screw and tighten to 20Nm.
With the shaft in the vertical position and drive end on a “Safe” flat surface, apply a sharp blow to the
perimeter of the thick washer via a tube. Re-torque the capscrew to 20Nm.
Repeat this hammer-torque sequence until cap screw does not require further tightening.
If the axial and radial play is acceptable rebuild the drive shaft housing using original washer and cap
screw tightened to 20Nm.
47
Slide Valve
11. Ensure that the actuator spindle guide dowel is in position. (Fig.84)
12. We recommend that when fitting the slide valve (Fig.85/86) into the main casing that it is
pushed fully through to the outlet port (Fig.87) as a test to ensure that there is no sticking.
Fig. 84 Fig. 85
Fig. 86 Fig. 87
48
Female Rotor Bearing Spacer and Dummy Bearing
13. Grease and insert the dummy bearing XR12002J into the discharge casing to simulate both
angular contact and cylindrical bearings (Fig.88) .
Leave the dummy bearing in position.
14. Position the female bearing spacer onto its shaft. Lubricate the rotor and carefully refit into
the main casing (Fig.89).
It is usually easiest to fit the female rotor first.
NOTE: The male and female bearing spacers are used to set the rotor outlet end clearance.
Fig. 88 Fig. 89
Fig. 90
49
Male Rotor Bearing Spacer with Dummy Bearing
15. Position male bearing spacer on male shaft (Fig.91 & 92).
16. Grease and position the male dummy bearing in the discharge casing (Fig.93). Leave
dummy bearing in position.
17. Rotate the male rotor to locate with female rotor and push through casing (Fig.94).
Ensure the rotors mesh with their serial number meeting together.
Please note that some rotors do not have serial numbers imprinted on the lobes.
Fig. 91 Fig. 92
Fig. 93 Fig. 94
50
Assembly – Gearbox to Main Casing
18. Gearbox to be fitted with Male and Female Cylindrical Roller Bearing Outer Race and Slide
Valve Stop Assembly.
Support the weight of the gearbox at the lifting point (Fig.95) and carefully
locate gearbox onto main casing. (Fig.96)
NOTE: At this stage, there is no need to install the actuator spring.
19. Secure the gearbox using a number of the M12 socket cap screws and push home the
gearbox dowel pins to ensure correct alignment of casings.
Fig. 95 Fig. 96
51
To Find Total Rotor Clearance (0.725 max – 0.325 min)
20. Set a dial indicator to zero on the inlet end of each rotor in turn. (Fig.97) Move the rotor
axially its full length, the reading on the indicator gives the total clearance between rotor end
face and casing.
21. Repeat with the other rotor.
Fig. 97 Fig. 98
52
Rotor End Face to Casing Outlet End Clearance (0.090 max – 0.065 min)
22. Replace the male rotor locknut (Fig.99) and torque to 200Nm (Fig.100).
23. Repeat with female rotor locknut.
NOTE: The torque applied should be the same as on the final assembly to ensure correct clearance
readings.
24. Set the dial indicator to zero on the inlet end of the male rotor (Fig.101).
Move the rotor axially (Fig.102).
The axial movement noted on the indicator gives the male rotor end face to casing outlet
end clearance.
25. Repeat with the female rotor.
Fig. 99 Fig. 100
Fig. 101 Fig. 102
53
Dummy Bearing Removal
26. The dummy bearings are removed (Fig.103) with the bearing spacer (Fig.104) stuck to the
grease.
27. Any modifications can now be made to the recorded clearances by grinding these spacers.
When clearances are correct final assembly can now begin.
Remove gearbox and rotors following dismantling procedures.
Fig. 103 Fig. 104
54
8.4 FINAL ASSEMBLY
Cylindrical Roller Bearing Inner Race onto Male Rotor
1. Heat the inner race of the male rotor cylindrical roller bearing on an induction heater to a
temperature of 80C - 90C and coat the rotor shaft with anti-seize compound (Fig.105).
2. Push the race onto the shaft (Fig.106).

Apply a load of 20kg to ensure inner track is fully seated (Fig.107).
Do not remove until parts are cool.
Fig. 105 Fig. 106
Fig. 107
55
8.4 FINAL ASSEMBLY (Continued)
Male Floating Bush
3. Ensure both ‘O’ ring and locating pin are installed correctly and insert into male side of the
discharge casing. (Fig.108)
Male Cylindrical Roller Bearing Outer Race into Discharge Casing
4. Insert the male cylindrical roller bearing outer track and bearings (Fig.109).
5. Push the male dummy bearing in to ensure that both the bearing and floating bush are fully
in the correct position (Fig.110).
Leave in position until male rotor is assembled into position.
Fig. 108 Fig. 109
Fig. 110
56
Female Floating Bush
6. Fit the female cylindrical roller bearing inner track to rotor following the procedure for fitting
the male cylindrical roller bearing track (8.4 line 1-2).
7. Lubricate and fit the ‘O’ ring seal and anti-rotation location pin into the female floating bush
(Fig.111) align the pin with the hole in the discharge casing (Fig.112).
8. Insert the female cylindrical roller bearing outer race and bearings (Fig.113).
9. Insert the female dummy bearing to ensure correct positioning of the floating bush (Fig.114).
Leave this dummy bearing in place until female rotor is assembled into position.
Fig. 111 Fig. 112
Fig. 113 Fig. 114
57
Female Rotor
10. With the female bearing spacer in position lubricate the female rotor and carefully refit into
the main casing (Fig.115).
With the aid of the dummy bearing, ensure that the floating bush remains in position
(Fig.116).
Male Rotor
11. With the male bearing spacer in position lubricate and rotate the male rotor to locate with
female rotor (Fig.117) ensuring the rotors mesh with their serial numbers meeting together.
Utilise the dummy bearing to ensure that the male floating bush remains in position.
Fig. 115 Fig. 116
Fig. 117
58
Stainless Steel Actuator Spring
12. During final assembly the spring is assembled with the actuator stop assembly (Fig.118).
Gearbox ‘O’ Ring
13. Lubricate and fit the gearbox ‘O’ ring seal (Fig.119).
Fig. 118 Fig. 119
59
Gearbox
14. Support the weight of the gearbox at the lifting point.
Use the M12 x 200 guide rods during assembly of gearbox to main casing to ensure proper
location onto (and as a safeguard against damaging the) bearing races.
15. Locate the gearbox to the casing entering spring into stop (Fig.120).
Use hexagonal nuts on the guide rods and tighten evenly until gearbox and casing come
together ensure dowels are aligned and push home (Fig.121).
Use Loctite 242 on the two inner M12 socket cap screws.
16. Fit the two internal M12 socket cap screws and torque to 95Nm (Fig.122).
17. Fit the outer cap screws where possible then remove the guide rods (Fig.123). Torque
these socket cap screws to 95Nm.
Fig. 120 Fig. 121
Fig. 122 Fig. 123
60
Male Angular Contact Bearing
18. Heat and push both the male and female side angular contact bearings into discharge
casing (Fig.124 & 125). Refer to the assembly drawing to ensure correct alignment.
Fig. 124 Fig. 125
61
Angular Contact Bearing Assembly (Locknut/Lockwasher)Male and Female
The rotors will now require to be locked by either method described previously in order to tighten the
locknuts. The method employed shown in Fig.128 is to fit a special spanner onto male rotor shaft.
19. Locate the lockwasher and locknut onto the male rotor (Fig.126).
Torque locknut to 200Nm (Fig.127). Refer to Section 9.2 for correct procedure.
20. Repeat with female rotor locknut (Fig.128).
21. Bend tab on both male and female lockwashers to lock using tool XR12001J (Fig.129) .
Fig. 126 Fig. 127
Fig. 128 Fig. 129
62
Balance Piston Sleeve (including Male Labyrinth Insert)
22. Lubricate the male bore with oil and insert the balance piston sleeve. (Fig.130 & 131) Take
care not to damage the ‘O’ ring seal especially on the oil feed hole where it may snag.
(Fig.132)
Fig. 130 Fig. 131
Fig. 132
63
Balance Piston, Locknut and Lockwasher
23. The balance piston can now be inserted into the bore. (Fig.133)
24. With the lockwashers in place (Fig.134) refit the locknut and tighten to the required torque of
130Nm. (Fig.135)
Bend tab to lock. (Fig.136)
Fig. 133 Fig. 134
Fig. 135 Fig. 136
64
Male Disc Spring
25. Place the male disc spring in position ensuring that it is well oiled. Refer to drawing for the
correct orientation (Fig.137).
Male Rotor Thrust Cover
26. Lubricate and position the male rotor thrust cover (Fig.138).
Female Spacer
27. Lubricate the female end bore and insert female spacer (Fig.139) into position (Fig.140).
Fig. 137 Fig. 138
Fig. 139 Fig. 140
65
Female Disc Spring
28. Lubricate and insert female disc spring. (Fig.141)
Female Rotor Thrust Cover
29. Lubricate and position the female rotor thrust cover into position. (Fig.142)
Rotor End Cover Plate
30. Assemble rotor end cover plate to discharge casing (Fig.143) and evenly torque socket cap
screws and washers to 30Nm each. (Fig.144)
Fig. 141 Fig. 142
Fig. 143 Fig. 144
66
31. Set a dial indicator onto the end of each rotor in turn at gearbox end.
32. Apply Loctite 242 to each of the 6 adjusting socket set screws and screw into the cover
(Fig.145).
At this stage check that the rotors are free to turn.
33. Tighten each of the adjusting screws evenly until a resistance is felt. Torque to 20Nm
(Fig.146) and then slacken them by 2 full turns, the rotors will now move axially onto the end
face of the casing. Gradually turn each set of three to approximately 1Nm. This
compresses the disc spring by 1.2mm. This will also pre-load the angular contact bearings
approximately 300N. The rotors will have been displaced axially by at least 0.007mm as a
result of this pre-load. Check the rotors for freedom of movement.
Fig. 145 Fig. 146
67
Actuator Piston
34. Lubricate both the actuator piston cylinder and the actuator piston. Lubricate and fit a new
actuator piston lip seal. Ensure that this seal is fitted the correct way round by referring to
the assembly drawing. Lubricate and fit a new ‘O’ ring seal onto the slide valve. Fit piston
seal to piston and press firmly on the outer edge of the entire seal circumference until the
seal is heard to “click” into position. Failure to do so will result in premature failure of the
piston seal and incorrect compressor operation.
35. Refit the actuator piston seal assembly onto the slide valve using the extraction rods taking
care not to damage the lip seal (Fig. 147). Apply Loctite 243 to the locknut and slide valve
insert thread. Use special tool to centralise piston in cylinder bore, fit support bracket and
secure with capscrews. Insert locknut socket through support bracket and torque locknut to
80 Nm. Align slot in nut with M5 tapped hole in piston. Apply Loctite 243 to the anti-rotation
grub screw and tighten into piston. Torque to 10Nm.
Fig. 147
68
Limit Switch Assembly
36. Making sure that the actuator spindle dowel is in position locate and assemble the indicator
assembly to the discharge casing (Fig.148).
Take care to engage the dowel into the correct spiral groove which should have been
marked during dismantling.
37. Fit the four socket cap screws into the cylinder end cover and torque to 30Nm.
Fig. 148
69
Pinion Assembly
38. Heat the pinion to a temperature of 80C - 90C (Fig.150).
39. Re-assemble the pinion key onto the male rotor shaft, apply anti-seize compound and locate
the pinion onto the shaft (Fig.151).
40. Apply Loctite 242 and tighten the cap screw and bearing washer to the required torque of
20Nm (Fig.152).
Fig. 150 Fig. 151
Fig. 152
70
Gearbox Cover
41. Lubricate and position the gearbox cover ‘O’ ring seal. Using the guide rod to ensure correct
alignment with the input shaft cylindrical roller bearing assemble the gearbox cover to the
gearbox. (Fig.153)
Fig. 153
71
Shaft Seal and Cover
42. The shaft seal can now be fitted by first removing the seal housing that was fixed in position
during the gearbox input shaft to cover assembly.
Remove the protective tape from the input shaft.
Carefully oil the shaft and the carbon face of the input shaft seal and slide over the input
shaft until it is hard against the circlip. (Fig.154)
43. Apply Loctite 242 to each of the three cup point grub screws. Lightly tighten up the screws
evenly against the shaft while holding the seal against the circlip. Finally torque up the
screws to 3.5Nm. (Fig.155)
44. Lubricate the seal seat and ‘O’ ring seal and fit into the recess in the seal housing (if it was
removed).
Fig. 154 Fig. 155
72
45. Lubricate and position ‘O’ ring around the angular contact bearing in the triangular groove.
Lubricate and fit the small ‘O’ ring round the oil feed supply hole.
46. Finally replace the seal housing (Fig.156) and insert the 4 socket cap screws and washers,
tighten evenly to compress both shaft seal and ‘O’ ring seal to 55Nm.
Fig. 156
73
Vi Indicator Assembly
47. Check that the slide valve Vi stop is in the 2.6 position by turning the slide stop stem fully
clockwise.
Screw the indicator pointer onto the screwed sleeve and check for freedom of movement.
Position the sleeve retaining ring onto the screwed sleeve, ensure that the holes line up and
push onto the slide stop stem.
Position the indicator between the indicator pointer, align and secure to the gearbox using
the single socket cap screw.
Align the indicator pointer on the screwed sleeve with the Vi = 2.6 marking and tighten the
two screws to secure the screws sleeve to the stem.
Use the square drive to check the operation of the stop over its full travel for smoothness.
Fit the indicator support plate with two cap screws and washers.
74
SECTION 9
SPECIAL
INSTRUCTIONS
75
9.1 TORQUE SPECIFICATIONS
COMPRESSOR TYPE XRV 127
FASTENER TOOL APPLICATION TORQUE Nm

Locknut 25mm Special XR12006J OE Balance Piston 130 Nm
Locknut 30mm Special XR12006J Actuator Piston 80 Nm
Locknut 40mm Special XR12005J OE Thrust Bearing 206 Nm
M8 Capscrew 6mm Hex Drive Gearwheel and Pinion 20 Nm
Retaining Screws
M10 Capscrew 8mm Hex Drive Seal Housing Cover Screws 55 Nm
M10 Capscrew 8mm Hex Drive Gearbox Cover Screws 55 Nm
M10 Capscrew 8mm Hex Drive Actuator Cylinder End Cover 30 Nm
Plate
M10 Capscrew 8mm Hex Drive Rotor End Cover Plate 30 Nm
M12 Ca[screw 10mm Hex Drive Gearbox Screws 95 Nm
Fig.157
9.2 PROCEDURES FOR FITTING LOCKWASHERS
This instruction applies to all lockwashers used on Howden compressors for the purpose of locking
shaft locknuts in place, eg thrust bearing locknuts, piston rod locknuts, etc. A typical example is
shown below. (Fig.158)
Fig. 158
Assembly Method:
When using this type of lockwasher, the locknut should be assembled to the shaft without the
lockwasher and torqued to the prescribed value. The locknut must then be removed, the lockwasher
dipped in oil and fitted to the shaft, and the locknut replaced and again torqued to the prescribed
value.
This assembly process limits the amount of relative movement between the locknut and lockwasher
and avoids the possibility of the inner tang being damaged during assembly.
76
9.3 SPECIAL TOOL LIST
COMPRESSOR TYPE XRV 127
Description of Special Tool Part Number Quantity
Lockwasher Tab Bending Tool XR12001J 1
Dummy Bearing Assembly XR12002J 2
Locknut Spanner M40 XR12005J 1
Rotor Jacking Tool XR12007J 1
Rotor Anti Rotation Tool XR12012J 1
Gearwheel Jacking Plate R3, R4, R5 XR12008J 1
Bearing Preload JIG R3, R4, R5 XR12009J 1
Dowel Pin Extractor XR12010J 1
XRV127/163 30MM Locknut socket XR12021J 1
XRV127 Actuator Piston Centralising Tool XR12022J 1
XRV127 Locknut Socket Support XR12023J 1
Dummy Thrust Bearing (MK4) XR12003J 1
77
9.4 PROCEDURE FOR TORQUING CASING TAP SCREWS
1. Ensure that the inlet and outlet casing flanges are free from dirt and metal burrs.
2. Install the ‘O’ rings without using grease or jointing compounds.
3. When replacing the cap screws, ensure they are free of dirt and grit, and always fit washers.
4. Tighten the cap screws in two stages, following the sequence shown in Fig.159 below in
both stages.
GEARBOX COVER GEARBOX

Initial Torque 25 Nm 45 Nm
Final Torque 55 Nm 95 Nm
5. On completion, give the cap screws a final check for tightness, working round the flange in a
clockwise direction.
Fig. 159
78
SECTION 10
RECOMMENDED
SPARES LISTS
79
10.1 RECOMMENDED SPARES
Spares are available for all XRV Compressors in the form of the following Kits:
Shaft Seal Kit

Shaft seal and cover ‘O’ Ring.
Annual Inspection Kit

All ‘O’ Rings and seals required for Annual Inspection.
Overhaul Kit
All ‘O’ Rings, seals and bearings required for complete strip and rebuild of compressor.
When undertaking a compressor overhaul, all of the above Kits are required.
NOTE: Suction and Discharge joints are not part of Inspection Kit. These are available at extra cost
as required.
80
RECOMMENDED SPARES LIST
HOWDEN COMPRESSOR MODELS
Mk2, 2A & 2B XRV 127/165 R1
Replacement Shaft Seal Kit – KXDS127

PART NUMBER DESCRIPTION QUANTITY
XR12096-3 Input Shaft Seal 1
G44059 O’Ring – Inlet Cover 1
Annual Inspection Kit – KX127-2

G44059 O’Ring – Inlet Cover 1
XR12059-3 Actuator Piston Seal 1
XR12106-3 O’Ring – Actuator Cyl. Cover 2
XR16102-3 O’Ring - Piston/Slide Valve 1
XR16515-3 Locknut M30 (S/Lock) 1
XR16522-2 Indicator Pin 1
M0905010 Grub Screw 1
Overhaul Kit – KXD127-2

G33001 Bonded Seal 3/8” BSP 2
G33002 Bonded Seal ½” BSP 1
G33003 Bonded Seal ¾” BSP 1
G33008 Bonded Seal ¼” BSP 3
G51001 Deep Groove Ball Bearing 1
G57057 Microswitch 2
G60004 Retaining Ring 1
M1701008 Washer – 8mm Dia. 1
Q4273 Lockwasher S 1
Q5163 Lockwasher 40mm 2
XR12014-2 Labyrinth Insert 1
XR12032-2 Floating Bush 2
XR12033-2 Bearing Spacer 2
XR12060-3 Disc Spring 2
XR12457-3 Cylindrical Roller Bearing 3
XR12101-3 Angular Contact Bearing 4
XR16295-3 Potentiometer (1k OHM) 1
XR12101 - OK O’ Ring Kit 1 Kit containing:
G44005 – O’Ring – Indicator Spindle 1
G44059 - O’Ring – G’ Box Cover 1
G44076 - O’Ring – G’ Box/Main 1
XR12106-3 - O’Ring – Covers 6
XR12107-3 - O’Ring – Gas Seal 2
XR16102-3 – O’Ring – Piston/Slide Valve 1
XR12109-3 - O’Ring – Man. Vi Spindle 2
XR12112-3 - O’Ring - Main/Outlet 1
81
RECOMMENDED SPARES LIST
HOWDEN COMPRESSOR MODELS
Mk2, 2A & 2B XRV 127/165 R3-5
Replacement Shaft Seal Kit – KXGS127

XR12124-3 Input Shaft Seal (Short Seat) 1
XR12105-3 O’Ring – Shaft Seal Hsg. 1
XR12110-3 O’Ring – Shaft Seal Hsg. 1
Annual Inspection Kit – KX127-2

G44059 O’Ring – G’Box Cover 1
XR12059-3 Actuator Piston Seal 1
XR12106-3 O’Ring – Act. Cyl Cover 2
XR16102-3 O’Ring – Piston/Slide Valve 1
XR16515-3 Locknut M30 (S/Lock) (up to Mk2) 1
XR16522-2 Indicator Pin 1
M0905010 Grub Screw 1
Overhaul Kit – KXG127-2

G33001 Bonded Seal 3/8” BSP 2
G33002 Bonded Seal ½” BSP 1
G33003 Bonded Seal ¾” BSP 1
G33008 Bonded Seal ¼” BSP 3
G51001 Deep Groove Ball Bearing 1
G57057 Microswitch 2
G60156 Circlip 1
Q4273 Lockwasher 1
Q5163 Lockwasher 40mm 2
XR12014-2 Labyrinth Insert 1
XR12032-2 Floating Bush 2
XR12033-2 Bearing Spacer 2
XR12060-3 Disc Spring 2
XR12101-3 Angular Contact Bearing 4
XR12116-3 Angular Contact Thrust Bearing 2
XR16295-3 Potentiometer (1k OHM) 1
XR12102 - OK O’ Ring Kit 1 Kit containing:
G44005 - O’Ring – Indicator Spindle 1
G44059 - O’Ring – G’Box Cover 1
G44076 - O’Ring – G’Box/Main 1
XR12105-3 - O’Ring – Shaft Seal Hsg. 1
XR12106-3 - O’Ring – Covers 6
XR12107-3 - O’Ring – Gas Seal 2
XR16102-3 - O’Ring – Piston/Slide Valve 1
XR12109-3 - O’Ring – Man.Vi Spindle 2
XR12110-3 - O’Ring – Shaft Seal Hsg. 1
82
XR12112-3 - O’Ring – Main/Outlet 1
Our Compressor Business Unit can offer you a comprehensive range of facilities to ensure the
continued reliable operation of your Howden compressor.
We can supply:
1. A comprehensive range of direct replacement compressors, supplied with a warranty.
2. Approved parts and technical information to allow urgent repairs to be carried out on site.
3. A field engineer to service or supervise the installation and commissioning of compressors.
4. Quotations for price and delivery of spare parts.
5. A comprehensive service contract or survey incorporating full vibration analysis tailored

specifically to meet customer requirements and time schedules.
For further information and details of the above, please contact our Compressor Business Unit
directly.
Howden Compressors or Howden Compressors LLC

Compressor Business Unit 1850B N Gravers Road
133 Barfillan Drive Plymouth Meeting
Glasgow G52 1BE PA 19462
Scotland, UK USA
Telephone: +44 (0) 141 882 3346 +1 610 313 9800

Fax: +44 (0) 141 882 8648 +1 610 313 9215
E-mail: hcl@aftersales@howden.com sales@howdencompressors.com
Website: www.howden.com www.howden.com
83
84
Printed in the UK – Issue HCL/September 2013
© Howden Compressors Limited
85

XRV 127 Service Manual - Sept - 2013

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

XRV 127 Service Manual - Sept - 2013

Uploaded by

Copyright:

Available Formats

XRV 127

SECTION 4 FIRST START UP 16

SECTION 5 NORMAL OPERATION 18

SECTION 6 PROCEDURES DURING SHUTDOWN 20

SECTION 9 SPECIAL INSTRUCTIONS 75

SECTION 10 RECOMMENDED SPARES LISTS 79

All requests for information, services or spares should be directed to:

Howden Compressors or Howden Compressors LLC

Telephone: +44 (0)141 882 3346 +1 610 313 9800

1. Gas is drawn in to fill the 2. As the rotors rotate, the interlobe

3. Continued rotation progressively reduces 4. When the interlobe space becomes

In some separator designs, the wire mesh is replaced by a separator cartridge.

2.4 DESCIPTION OF AN OIL SYSTEM FOR A TYPICAL REFRIGERATION COMPRESSOR SET

When liquid refrigerant is used there is no oil cooler.

AMMONIA AND R22

VISCOSITY SPECIFIC POUR FLOC FLASH

B.P. ENERGOL 68 68 7.3 0.902 1.829 -33 -42 173

CLAVUS 68 68 7.3 0.898 1.838 -27 -24 193

CLAVUS 68 65 7 0.894 1.838 -36 -50 205

ESSO ZERICE 68 65 7.4 0.894 1.838 -37 -34 224

MOBIL ARTIC * 57 6.4 0.925 1.834 -34 -40 190

GULF ESKIMO 68 65.5 7.2 0.898 1.834 -33 -50 212

CHEVRON REFRIGER 68 68 6.7 0.93 1.85 -30 -40 180

CPI CPI 009 68 73 8 0.87 2.09 -37 -30 216

Example: Compressor driven directly by a turbine.

Compressor shaft float 0.000mm (0.000”)

Required coupling gap 3.175mm (0.125”)

Required coupling gap 3.175mm (0.125”)

1. Checking Vertical Alignment

Begin by setting up a dial indicator as in Fig. 4.

Set the dial to zero.

2. Setting the Centre Height

Set up a clock gauge B as in Fig.5.

Set the dial to Zero.

3. Setting Lateral Alignment

3.3 “DOUBLE CLOCK” ALIGNMENT METHOD

Two clock gauges should be set up as per Fig.6 below.

1. Checking Lateral Alignment

The compressor is now aligned laterally, both peripheral and axial.

2. Checking Vertical Alignment

SHIMS TO BE ADDED AT DRIVE END = A – (A-B) D

SHIMS TO BE ADDED AT NON DRIVE END = A - (A-B) E

If answer to calculation is positive - add shims.

3. Alignment Tolerance And Allowance For Coupling Gap

Allowable difference between the two gauges:

Coupling Gap X 0.025

Ie: 500 X 0.025 = 0.05mm

Clock A Clock B Difference TIR Result

Example readings 3 not accepted because difference = 0.08mm

9. Start the auxiliary lubricating oil pump motor, if fitted.

1. Check the level of the oil in the tank.

5.2 NORMAL STOP

1. Stop the drive unit.

4. Close all gas and water isolating valves.

The compressor is now ready for the next start up sequence.

SHELL ENGINE OIL 30

1. Isolate the drive unit.

2. Depressurise and purge the system.

3. Disconnect the drive unit coupling from the compressor.

Disconnect/remove any electrical equipment fitted if it is going to obstruct further dismantling.

Removing the Vi Indicator Assembly

Removing the Input Shaft Seal

7. Slacken off the gearbox cover socket cap screws. (Fig.18)