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2014-07-14
Table of Contents
I
PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
Foreword
This manual basically describe main structures, technical specifications, basic operations, repair
and maintenance of the PCS-521B twin engine and twin pump cementing skid. The operator
should read and understand the operation manual before starting this equipment. The following
safety precautions should be paid attention to:
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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Safety Symbols
Meanings of safety symbols are as follows:
SJS Ltd. cannot anticipate every possible circumstance that might involve a potential hazard.
Therefore, all warnings in the manual are all inclusive.
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Operation and Maintenance Manual
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Safety Precautions
Most of accidents that involve equipment operation, repair and maintenance are caused by failure
to observe basic safety rules or precautions. An accident can often be avoided by recognizing
potential hazardous situations before an accident occurs.
When operating the equipment, please adhere to the following safety precautions:
For use in a hazardous area, this equipment should be certified with a certificate to permit to
use in this hazardous area. Before putting into service, all components of the equipment
should be inspected to ensure all of them are installed correctly and are in good status.
If the equipment is used in the hazardous area and its safety protection system is under a
fault status, the equipment is prohibited from starting up.
For the equipment already acquired with a certificate to use in the hazardous area, its safety
protection device must be inspected by an authorized organization. Installation persons must
have the job certificates after training.
For installation, repair and maintenance persons, they must have the job certificates after
training.
The equipment can be operated only after this operation manual is carefully read and
understood.
Before operating and repairing and maintaining the equipment, please carefully read and
understand all warnings, cautions, prohibitions and tags on the equipment.
When the equipment is in service, removal or dismantlement of protection guard or housing
on any component is strictly prohibited.
When the equipment is being operated, do not keep close to or touch the drive shafts, pump
drives or other mechanical moving parts.
The high pressure discharge ports of the equipment are only connected with high pressure
lines. Low pressure lines are prohibited.
Under emergent conditions, such as fire, engine out of control caused by mechanical
problems or inflammable gas entering the engine air inlet, use the emergency shutdown
device to shut the engine. Please test the emergency shutdown system under non-working or
idle status of the equipment. Test under full engine load status will easily damage the engine.
After completion of emergency shutdown test and before restarting of the engine, please
readjust the valve at the air inlet of the emergency shutdown device.
Without written authorization from SJS Limited, any company or person should not have the
right to modify the equipment, otherwisely all results arose from the modification will be
undertook by the responsible party.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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Note: Any welding on the control equipment will possibly damage the computer,
monitor screens, transducers and electric elements of the automatic control system in
an a large scale.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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Abbreviations
Abbreviations used in this manual:
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
Conversion Factors
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
Section 1
Engine Overview
1.1GENERAL DESCRIPTION
CATERPILLAR provides a series of oilfield engines. We have selected the CAT C15 industrial engine
as the main engine of the power system of our cementing equipment. Photos showing the overall
configuration and accessories are provided as follows:
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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SN Item Parameters
1 Engine model C 15SCAC
2 Working condition/power rating D
Diesel, In-line six cylinder, four stroke
3 Engine type
engine
4 Rated power 536 HP
5 Rated speed 2000 RPM
6 Engine oil supply Electronic injection
7 Engine cooling Water
8 Bore 137 mm (5.4 in)
9 Stroke 171 mm (6.7 in)
10 Displacement 15.2 L (928 in3)
Turbocharged -Inlet and exhaust
11 Air inlet
intercooling
12 Firing order 1-5-3-6-2-4
13 Rotation (flywheel end) Counterclockwise
14 Fuel consumption (full power) 107 L/hr
Coolant volume
15 80 L
(engine internal + radiator)
16 Oil consumption 40L
Net dry weight, not including
17 1698 Kg (approximate)
accessories
18 Gross weight, including accessories 1792 Kg (approximate)
Working Parameters
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Operation and Maintenance Manual
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Operation and Maintenance Manual
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The engine mainly consists of fuel system, lubrication system, air inlet system, cooling system,
electronic system and exhaust system.
The fuel system includes the DDEC, the fuel injector, the fuel inlet line (combined with cylinder
head), the fuel pump, the cooling plate for non-automatic engine ECU, the fuel filter and
necessary fuel connecting lines.
The lubrication system includes the lube oil pump, the lube oil cooler, two full-flow lube oil filters,
the bypass valve of the connector of lube oil pump to lube oil filter, and the lube oil pressure
regulator for the vertical oil passage of the cylinder body.
External air is suctioned into the engine thru the air cleaner to the turbine supercharger for
pressurization and then to the Air-to-Air cooler (heat exchanger) for cooling down and then to the
air inlet line and the cylinder for mixing with the fuel atomized by the fuel injector.
To better protect the engine from the damage by dust and pollution generated from other air, the
dry type air cleaner should be repaired when the max. allowed air flow restriction or repair year
limit is reached, whichever happened first.
Sufficient high quality air should be timely supplied to the burning chamber.
The cooling system of the C13 engine adopts a radiating fin type fan for cooling. This system uses
the centrifugal water pump to circulate the cooling fluid inside the engine. Two full-plunger type
thermostats control the flowing direction of the cooling fluid. They are located inside the housing
connected the RH side of the cylinder.
The system includes the starting motor, starting switch, the battery-powered DC generator,
battery and necessary wires.
The hot waste air from the air exhaust manifold to the outlet is used to drive the turbine
supercharger. The burnt waste air is exhausted from the engine freely.
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Operation and Maintenance Manual
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Inspect the engine for no oil, water leaks, coolant leaks, loose bots and trash buildup.
Check the engine crankcase oil level. See Fig.1.1. When the engine is stopped, use the oil
scale ENGINE STOPPED on the oil level gauge to check; when the engine runs at low idle
speed, use the LOW IDLE on the oil level gauge to check. The engine oil level should be kept
between the ADD mark and the FULL mark on the oil level gauge.
2 3 4
Fig. 1.1 Oil level gauge: ENGIN STOPPED check level (1), LOW
IDLE check level (2), ADD mark (3), FULL mark (4).
Notice: The engine oil level check can be done only when the engine is stopped.
Attention: If the engine oil level is found higher than the FULL mark on the oil level gauge, the
crankshaft has been immerged below the oil level. This will cause the engine power derate and air
mixing in the oil, i.e. oil bubbles which affecting the oil lubricating capability and cooling capability
to the piston. In addition, oil injection from the breather on the crankcase and large consumption
of engine oil will be caused.
After the engine is stopped and cooled down, check the coolant level.
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Operation and Maintenance Manual
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Slowly remove the coolant filler cover to release pressure. (Note: Hot coolant can cause
serious scald. Wait until the engine is cooled down and then open the filler cover.)
Maintain the coolant level in the sight glass.
Check the fuel supply. Drain out the remaining water in the oil/water separator. Open the fuel
supply valve of the fuel tank. The fuel tank should maintained full with diesel oil to avoid
condensation of moisture.
Before starting engine, ensure that no man is standing in the hazardous zone of the engine.
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1.4.2 STARTING THE ENGINE BY AIR STARTING (NEGLECT THE STEP 1 AND 2 IF
ELECTRICAL STARTING.)
1: Starter button
2: Oil pot
3: Time-delay valve
Fig.1.2 control air valve 1 and
The engine startup at no load requires the air oil/water seperator2
pressure of 100PSI and startup under load requires a higher air pressure.
Press the starter button 1. the compressed air enters the green pilot line from the inlet port
to push out the the pinion of the motor to mess the flywheel gear ring.
After pushing out the pinion, the compressed air open the passage to enter the blue air line
and then enter the time-delay valve to push down the valve core. The compressed air at the
inlet port enter the motor thru the time-delay valve to drive and turn the vanes and the
pinion to start the engine.
The electrical starting system is designed to use small current to control big current. After the
pinion is pushed out, the motor begins to turn. This is the same principle in the air starting
system.
After releasing the starter button, the pilot air pressure is zero and the pinion retracts back
by spring and the motor stops running.
See Fig. 1.3.Check the oil/water separator level. The oil level should be maintained at half
position. The remaining water should be drained out. If the fuel system is found with the
condensed water, the fuel primary filter element should be immediately replaced to avoid
rough performance of the engine and damage to the electronic injection system.
Check the emergency shutdown device is positioned at the opening position or not.
Check the fuel inlet and return valves are opened or not. If the engine is stopped for long time,
the fuel system should have air exhausted, i.e. manual pumping oil.
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Check the fan belt is normal or not. a) Check the engine drive belt every 3 months. If it is
found worn or damaged, replace the belt. b) To check the tension of the belt, you can apply
an 110N acting force to the belt in the center position between two pulleys. Normally the belt
will have an offset of 5~15mm.
If the engine is placed in a closed compartment, the air blower or windows should be opened.
Next, press the starter button to start the engine. While the engine is started, release the starting
button. The starting motor should not run continuously for over 15 seconds. Each starting time
interval should be less than 10 seconds. Do not engage the starting motor when the engine
flywheel is turning. If the engine fails to start within 30 seconds, release the starter button and
wait for two minutes to allow the starting motor to cool before attempting to start the engine
again.
15 seconds after starting the engine, the lube oil pressure begins to show indication. Do not
increase the engine speed and increase the engine load before the oil pressure is normal. If
within 15 seconds, the lube oil pressure has no indication, stop the engine to check for
reasons.
Usually from 0 to 60C, the warm-up time is about 3 minutes. More time may be necessary
when the temperature is below 0C.
To warm-up the engine, move the throttle and shifter lever individually to run the engine at
low idle for three to five minutes until the jacket water temperature starts to rise.
Check all of the gauges during the warm-up period. The required time for engine prewarming
is as follows:
a. When the atmospheric temperature is above 0, 5 minutes is required.
b. When the atmospheric temperature is below 0, 15 minutes is required.
c. When the atmospheric temperature is below -18, more time is required.
Perform another walk-around inspection. Check the engine for fluid leaks and air leaks. Check
the engine crankcase oil level. (Refer to check before starting the engine item2 for detailed
information.
Increase the rpm to the half rated rpm. Check for fluid leaks and air leaks.
All of the gauges should be ensured normal when the engine rpm is at the half rated. If the
driven equipment is driven but no load applied, gauge reading for any device should be
ensured normal.
Increase the rpm to the rated rpm. Check the engine for fluid leaks and air leaks. The engine
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Operation and Maintenance Manual
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may be operated at full rated rpm and at full load when the engine oil temperature reaches
60.
Loading. Run the engine at low gear firstly. Check the gauges and the equipment for proper
operation. When the oil pressure reaches the normal pressure and the temperature begins to
move, the engine can be then run at full load.
For normal engine stopping, remove the load firstly, i.e. the clutch is engaged at NEUTRAL.
Reduce the engine speed (rpm) to low idle.
Increase the engine speed (rpm) to no more than one-half of the rated rpm. Perform this
procedure for three to five minutes in order to cool the engine. Reduce the engine speed (rpm)
to low idle.
Note:
Please immediately stop the engine when the working load is found to cause
heat to the engine and acceleration of wear to the engine parts. Prohibition of
warm shutdown can prolong the service life of the cylinder sleeve.
The emergency shutdown control is only used for emergent situation. It is
prohibited to the emergency shutdown for common parking control.
Use whichever of the following that occurs first in order to determine the maintenance intervals:
fuel consumption, service hours, and calendar time.
Before each consecutive interval is performed, all maintenance from the previous intervals must
be performed.
When required
Battery - Replace
Battery or battery cable - Disconnect
Engine oil cleaner element Clean/Replace
Engine storage procedure - Check
Fuel system Oil pumping
Daily
Cooling system coolant level - Check
Engine air cleaner service indicator - Inspect
Engine air precleaner Check/Clean
Engine oil level - Check
Fuel system primary filter/water separator - Drain
Fuel tank water and sediment - Drain
Walk-around inspection
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Every year
Cooling system coolant sample Obtain
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Overhaul considerations
Overhaul
Fan drive bearing - Replace
Attachment I:
Engine Oil Change Interval
C13 Engine Oil Change Interval
Multigrade Oils Normal Job Heavy Load Job Severe Job Condition
Condition Condition Sulfur Altitude is
(2) (Fuel content is over 1830m
consumption 0.3%
more than 0.5% (4)
34L/h) (3)
Cat DEO (Preferred) 500h 500h 500h 250h(7)
API CH-4 500h 500h 500h 250h(7)
(Total alkalinity is no
less than 11)
API CH-4 500h 500h 250h(6) 250h(7)
(Total alkalinity is less
than 11)
API CG-4 250h 250h(6) 250h(6) 250h(7)
API CF-4 250h(6) 250h(7) 250h(7) 250h(7)
1.6 DIAGNOSTICS OF PROBLEMS AND TROUBLE SHOOTING
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Note:
According to the requirements in the engine operation manual, the
coolant is anticorrosive. Otherwisely the engine cooling system and
related parts will be seriously damaged.
Overtime use of the starting motor and fuel system precharging
pump will cause damage to the starting motor, fuel pump and
injector.
If the engine is started under a closed status of air inlet, the
supercharger will be seriously damaged. Please confirm the air inlet
emergency cut-off valve is opened before starting the engine.
If the engine fails to start within 15 seconds, release the starter
switch and wait for 15 seconds to allow the starter to cool before
attempting to start the engine again. If the engine fails to start after
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4 times, overhaul the engine to confirm causes.
When possible, avoid useless idle. The common concept that engine
run at idle will not cause damage to the engine is wrong. Idling will
cause sulfuric acid to decompose the lube oil and erode the bearing,
piston ring, valve stem and engine surface. When the transmission is
shifted to NEUTRAL and the engine runs at idle for long time, the
engine coolant temperature will drop below the normal working
range. In the cold engine, the incomplete burned fuel will cause
dilution of the crankcase lube oil, glue film or gummy precipitation to
the air valve, piston and piston ring to produce rapid sediment as oil
sludge in the engine. When required for long-time idling, the engine
rpm should be maintained at 850 rpm in spring/summer time and at
1200 rpm in fall and winter time.
Under normal working conditions, stop the engine as follows: Reduce
the engine speed to low idle and set all gear shifts to no load. Note:
Stopping of the engine equipped with turbine supercharger without
allowing the engine to cool completely after high speed running will
cause damage to the turbine supercharger for the reason that it is
continuously rotating without lube oil supply to the bearing.
Warning:
When work is performed around an engine that is operating, do not
wear loose clothing or jewelry that can snag on controls or on other
parts of the engine. Also your long hair should be tightened or
covered to avoid seizing by moving parts of the engine.
Wear a hard hat, protective glasses protective devices for ears and
other protective equipment as required when operating the engine or
working around the engine.
Wear protective gloves and working clothes to avoid direct skin
contact to the used engine oil containing contaminant,
Conduct an immediate cleaning of the spilled fluid to avoid injury by
falling down from foot slip.
Do not stand around the engine drive belt and engine rotating parts.
Do not smoke or light near the operating engine.
Diesel engine exhaust and some of its unknown constituents are to
cause cancer, birth defects and other reproductive harm. Start and
operate engine in an area with good ventilation. If operating an
engine in a closed environment, the exhaust should be towards the
outside. It is prohibited to modify or lessen the air exhaust system or
emission control system.
Record of detailed engine basic information can help maintenance and purchase of accessories:
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Engine Model
Serial Number
Arrangement Number
Tips
For details of engine parts list and operation and maintenance instructions, please refer to the
provided CAT C15Engine Parts Manual and CAT C15 Engine Operation and Maintenance
Manual.
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Section 2
Transmission Overview
2.1 TRANSMISSION PARAMETERS
Performance Parameters
2nd - 3.51
3rd - 1.91
4th - 1.43
5th - 1.00
Reverse is prohibited.
Working Parameters
Measurement Temperature
Conditions Range
Oil temperature Normal 71-104
Sump Max.104
Oil pressure Idle, neutral 220-299psi
Idle, forward 180-260psi
High speed, neutral 262-298psi
High speed, forward (locked) 157-198psi
Oil brand -32 above MIL-PRF-46167
Oil capacity Normal (approximate) 43L
1
2.2 Introduction to transmission
1) Profile pictures
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PCS-521B Twin Engine and Twin Pump Cementing Skid
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3
In the figure: 1. Engine flywheel housing 2. Flywheel
3. Flexible disc bolts (12 ea M8 or 6 ea M10) 4. Flexible disc Assy. (1 ea)
5. Flexible disc (3 ea) 6. Spacer (1 ea)
7. Hex. head bolt (2) 8. Flexible disc connecting ring
9. Flexible disc connecting ring bolt (10 ea) 10. Transmission Assy.
11. 10 Gasket (12 ea) 12. Transmission connecting bolt (12 ea)
13. Crankshaft connecting hub 14. Crankshaft bolt
3Introduction to components
The transmission includes electronic control system, torque converter, planetary gears, clutches,
cooler circuit, retarder, etc.
Periodic inspections
Careful attention to the fluid level and connections for the electronic and hydraulic circuits is very
important.
For easier inspection, the transmission should be kept clean. Make regular periodic inspections and
check:
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The condition of the electrical harnesses.
The engine cooling system for presence of transmission fluid and check the transmission fluid
for presence of coolant, which would indicate a faulty oil cooler.
Check the breather to make sure it is clean and free for dirt or debris.
Help Allison 4th Generation Controls oversee the operation of the transmission. Minor problems can
be kept from becoming major problems if an Allison Transmission distributer or dealer is noticed
when one of these conditions occurs:
When choosing the optimum viscosity grade of fluid, duty cycle, preheat capabilities, and/or
geographical location must be taken into consideration. The Transmission Fluid Operating
Temperature Requirements table lists the minimum fluid temperatures at which the
transmission may be safely operated without reheating. Preheat with auxiliary heating
equipment or by running the equipment with the transmission in neutral for a minimum of 20
minutes before attempting range operation.
SAEOW20 or TranSyndTM 30 22
5
DEXRON III 25 13
SAE 10W 20 4
SAE 15W40 15 5
SAE 30W 0 32
SAE 40W 10 50
* SAE W designation indicates winter weight based on cold temperature properties.
CAUTION: Containers or fillers that have been used for antifreeze solution or
engine coolant must NEVER be used for transmission fluid. Antifreeze and
coolant solutions contain ethylene glycol which, if put into the transmission,
can cause the clutch plates and some seals to fail.
It is absolutely necessary that transmission fluid be clean. The fluid must be handled in
clean containers to prevent foreign material from entering the transmission.
NOTE: Severe and General Vocations Local conditions, severity of operation, or duty cycle
may require more or less frequent fluid change intervals that differ from the published
recommended fluid change intervals of Allison Transmission. Transmission protection and fluid
change intervals can be optimized by using fluid analysis. Filter must be changed at or before
recommended intervals. Change fluid/filter after recommended mileage, months, or hours
have elapsed, whichever comes first.
SEVERE VOCATION* GENERAL VOCATION**
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6 Months 6 Overhaul 6 Months 12 12 Overhaul 12 Months
Months Months Months
500 500 Hours 1000 Hours
Hours
500 1000 1000
Hours Hours Hours
4 Inch Control Module (3.5 Inch Approximately) Requires Filter Kit P/N 29540494
*** Recommendations in Schedules 2 and 3 are based on the transmission containing 100
percent TranSynd fluid and Allison Transmission Gold Series filters.
Refill Transmission. The amount of refill fluid is less than the amount used for the initial fill.
Fluid remains in the external circuits and transmission cavities after draining the transmission.
After refill, check the fluid level.
NOTE: Quantities list are approximations and do not include external lines
and cooler hose.
The fluid level dipstick is an important device used to measure the fluid volume in the transmission.
Of course, Allison has provided other means to measure the fluid volume. Therefore, it is
necessary to understand the fluid level dipstick.
Fig. 6-1 indicates the fluid level scale on the dipstick. This dipstick has the HOT band and the
COLD band. In each band there are upper and lower level limits. Therefore, the fluid filling
procedure of the automatic transmission is quite different from that of the manual transmission.
The auto transmission requires re-measurement under the hot condition after fluid filling and
checking under the cold condition in order to make the fluid volume to meet both requirements of
7
the fluid volume under hot and cold conditions.
For initial fill of fluid to the 4700 series transmission itself and external circuits, please
see the following table.
Transmission 27 L
Cooler 2.5 L
Accumulator 0.9 L
Please note that all data in the table are only for reference, for a) the transmission will have a
certain amount of fluid remained inside after test at factory; b) length of each oil line is different.
3) Cold check
WARNING: Fluid level check requires the engine startup. Therefore you
have to complete all of the following procedures:
Put the transmission in N (Neutral).
Be sure the engine is at low idle.
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4) Hot check
1. Shift the transmission to D (drive) and keep running after normal operating temperature
is reached:
Sump temperature is 7193 (160200).
The torque converter outlet temperature is 82104 (180220).
If the transmission is not equipped with a temperature gauge, hot check can be
performed after the engine water temperature gauge reading is stable and the
transmission runs under load for minimum of 1 hour.
2. Park the vehicle on a level surface and shift to N (Neutral) to allow the engine to idle (500
800 rpm/minute).
3. With the engine running, remove the dipstick and wipe it clean.
4. Insert the dipstick into the fill tube, pushing down until it stops. Remove the dipstick and
observe the fluid level. Repeat this step to verify the level.
5. Add or drain fluid as necessary to bring the level within the middle band of the HOT
FULL and the HOT ADD. See Fig. 6-1.
NEVER use the container or oiler that has contained antifreeze or engine
coolant to add. The antifreeze and coolant have ethylene and glycol. If
entered the transmission, clutched plates will be damaged.
9
5) Importance of proper fluid level
It is important that the proper fluid level be maintained at all times because the
transmission fluid cool, lubricates and transmits hydraulic power. If the fluid level is too
low, the converter and clutches do not receive an adequate supply of fluid. If fluid level is
too high, the fluid can aerate. Aerated fluid can cause the transmission to shift erratically
or overheat.
Fluid level check using pushbutton or handle shift selector to obtain the level, the
transmission should be equipped with oil level sensor.
Correct Fluid Level o L is displayed (o L represents Fluid (Oil) Level Check Mode),
followed by o K. The o K display indicates the fluid is within the correct fluid level zone.
The sensor display and the transmission dipstick may not agree exactly because the oil level
sensor compensates for fluid temperature.
Low Fluid Level o L is displayed (o L represents Fluid (Oil) Level Check Mode),
followed by L oL o represents Low Oil Leveland the number of quarts the
transmission fluid is low.
o L L o 0 2 Where 2 indicates that 2 additional quarts of fluid will bring the fluid level
within the middle of the o K zone.
High Fluid Level o L is displayed (o L represents Fluid (Oil) Level Check Mode),
followed by H I (H I represents High Oil Level) and the number of quarts the
transmission is overfilled.
Example: o L H I 0 1
Where 1 indicates 1 quart of fluid above the full transmission level.
Invalid for Display o L is displayed (o L represents Fluid (Oil) Level Check Mode),
followed by and a numerical display. The numerical display is a fault code and indicates
conditions are not proper to receive the fluid level information, or there is a system
malfunction. The fault codes that may be encountered are shown in the Fluid Level Fault
Codes table.
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NOTE: To exit the fluid level display mode, press any range button on
the pushbutton shift selector, or press the display mode (diagnostic)
button twice on the lever shift selector.
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2.6 INTRODUCTION TO ELECTRONIC CONTROL
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HOLD OVERRIDE Button. The level shift selector has three locked positions to prevent
accidentally selecting R (Reverse), N (Neutral, or D (Drive, including 1st, 2nd, 3rd, 4th, 5th). Select N
(Neutral, or D (Drive) by pressing the HOLD OVERRIDE button and moving the level to the
13
desired position. Once D (Drive) is selected, lower forward range positions may be selected
without pressing the HOLD OVERRIDE button.
In normal operation conditions, each time the engine is started, the CHECK TRANS light will
illuminate, then turn off after a few seconds. This momentary lighting is to show that the status
light circuits are working properly.
At the same time, the digital display will show NN with the first N to indicate the current selected
shift and the second N to indicate the current actual shift.
If the CHECK TRANS light does not illuminate during ignition, or if the light remains on after
ignition, the system should be checked immediately.
After ignition, If the double digit display shows blank for 10 seconds and then show , this
means the shift selector cannot communicate with the TCM or has an internal problem.
Continued illumination of the CHECK TRANS light during operation indicates that the TCM has
signaled a diagnostic code. Illumination of the CHECK TRANS light is accompanied by a flashing
display from the shift selector. The shift selector display will show the actual range attained and
the transmission will not respond to shift selector request.
When the CHECK TRANS light comes on and the ignition switch id turned off, the transmission will
remain in N (Neutral) until the condition causing the CHECK TRANS light is corrected.
Generally, while the CHECK TRANS light is on, up shifts and downshifts will be restricted and
direction changes will not occur. Lever and pushbutton shift selectors do not respond to any
operator shift request while the CHECK TRANS light is illuminated.
14
PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
15
2.8 FAULT CODE
WHETHER
FAULT LIGHT
FAUL DESCRIPTION ILLUMINATES OPERATING INSTRUCTIONS
CODE OR NOT
P0614 Mismatching Torque control data YES Some shifting operations are
ECM/TCM suppressed.
TCM internal temperature is too high YES DNSno shiftingsolenoid
P0634 valve is closed default
hydraulic state
P063E Throttle position signal cannot be YES Use the set throttle position
detected data
P063F Engine coolant temperature signal NO Use default data
cannot be detected.
P0658 Low HSD1 input voltage#1 high- YES DNSno shiftingsolenoid
end drive valve is closed default
P0659 high HSD1 input voltage#1 high- YES DNSno shiftingsolenoid
end drive valve is closed default
h d l
P0701 Abnormal transmission control NO
system.
P0702 Transmission ID cannot be detected YES
by transmission electronic control
Garbage truck with automatic
neutral cannot shift to drive
P0703 Vehicle brake signal Line fault. NO
from neutral
P0708 Abnormal transmission bar shift YES To neglect the defective shift
selector output. selector output
16
PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
P0711 Abnormal transmission oil YES To use the set oil sump
temperature sensor circuit. temperature
P0712 Low transmission oil temperature YES To use the set oil sump
sensor circuit reading. temperature
P0713 High transmission oil temperature YES To use the set oil sump
sensor circuit reading. temperature
P0716 Abnormal turbine speed sensor YES DNSno shiftinglocked at
circuit. the current shift
P0717 With no turbine speed sensor circuit YES DNSno shiftinglocked at
signal. the current shift
P0719 Abnormal ABS output signal. NO TCM assuming that ABS is
Abnormal RELS output signal. YES To suppress RELS working
reduce engine loading function
P071A when parking reduce engine loading
function when parking
P071D Abnormal TCM general input signal. YES
P0721 Abnormal output speed sensor circuit YES DNSno shiftinglocked at
the current shift
17
P0796 PCS3 is at Off YES DNSno shiftingRPR
return to previous shift
18
PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
WHETHER
FAULT FAULT LIGHT
OPERATING INSTUCTIONS
CODE DESCRIPTION ILLUMINATES
OR NOT
P1891 Too low throttle position sensor NO To use the set throttle data
PWM input signal.
P1892 Too high throttle position sensor NO To use the set throttle data
PWM input signal.
P2184 Too low engine coolant temperature NO To use the set engine coolant data
sensor circuit signal.
P2185 Too high engine coolant NO To use the set engine coolant data
temperature sensor circuit signal.
Abnormal torque control feedback YES To suppress SEMshift energy control
signal.
P2637
SEM shift energy control
Abnormal torque control feedback YES To suppress LRTPlow shift torque
signal.
P2641 protection
LRT Plow shift torque protection
P2742 Too low retarder oil temperature NO To use the set retarder oil temperature
sensor output signal. data.
P2743 Too high retarder oil temperature NO To use the set retarder oil temperature
sensor output signal. data.
P2761 Lockup clutch PCS control open YES To suppress lockup clutch
circuit
P2763 Lockup clutch PCS control circuit YES To suppress lockup clutch
high-end ground.
P2764 Lockup clutch PCS control circuit YES Cab be at 2nd shift to 6th shiftNR
ground. to suppress lockup clutch
P278A Kickdown device input signal normal NO To suppress kickdown
open.
P2793 Abnormal selector direction shift YES
signal circuit.
20
PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
FAULT WHERTHER
FAULTLIGHT OPERATING INSTRUCTIONS
CODE DESCRIPTION ILLUMINATES
OR NOT
P2808 PCS6 is at Off YES DNSno shiftingRPRreturn
to previous shift
2 21
2.9 TRANSMISSION SPARE PARTS
2 22
PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
Section 3
TPH400 Triplex Plunger Pump Overview
TPH400 Pump Parameters
Working Parameters
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
4 1.31 41.8 14,000 90.8 10,190 166.9 5,545 222.9 4,152 318.8 2,903
(101.6) (4.94) (158) (96.5) (344) (70.2) (632) (38.2) (844) (28.6) (1207) (20.0)
4 1/2 1.65 52.9 11,200 115.0 8,051 211.3 4,381 282.2 3,280 403.5 2,284
(114.3) (6.25) (200) (77.2) (435) (55.5) (800) (30.2) (1068) (22.6) (1527) (15.8)
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
Introduction to Maintenance
Necessary daily maintenance on the TPH400 can enhance the pump service life. Some simple
repair and maintenance can be done by the user at the site or at the base. However, overhaul on
the TPH400 pump must be done at the related SJS department.
Preventive maintenance means maintenance should be performed before the job, in the job and
after the job on some concerned problems. Some maintenance after the job allows the user to
perform a certain repair on the pump such as replacement of parts for the fluid end. This repair
can provide related data for overhaul the pump. Daily maintenance is a continuous process.
The related forms of the procedure are attached for the operator to fill up. The main contents of
the maintenance requirements are as follows:
1) Loosen and open the oil filling cover to check the power end lube oil is sufficient or not. There
is an oil level gauge with scale. If the oil is not sufficient, refill is required. Attention: same type
of oil should be used. Do not mix with different brands of lube oil.
Check the lube oil type is suitable or not. The power end lube oil pour point must be 12.2 below
the working environmental temperature to ensure its flow performance. At the same time, its
individual characteristics should be considered. Lube oil that partially meeting this requirement
should not be appropriately used under a temperature. For selection of lube oil, please refer to
the Table 7 in the Section 5 of this manual.
From the pointer zones on the filter, you can check the blockage degree of the filter. The yellow
zone indicates cleaning is required. When for cleaning, you should firstly remove the filter from
the lube line. Loosen the clamping spring at the pointer. Slightly remove off the pointer case. Do
not damage the O ring and the pointer. Loosen 4 bolts at the top. Remove the filter body (usually
with oil inside). Pour out the remaining oil. Remove the filter strainer. Use cleanser to fully clean
and air blow dry the strainer. Vice verse, the filter can be installed back according to these steps.
Check the packing lube system. Check the lube oil tank level height, open the separate switch,
adjust the air pressure between 0.27~0.4MPa, loosen the packing adapter to see whether oil is
injected out or not. To gain the packing lube oil flow, you should adjust the flow rate regulator
valve. The flow should be regarded suitable when the lube oil flows between the linear status and
the dripping status.
Check the lube oil temperature of the triplex plunger pumps power end and fluid end. The triplex
plunger pump can not properly work before the lube oil temperature is over 40 . The pump
should first run at low speed with no load and then run at high speed with load while the
temperature is increased. Low temperature will thicken the lube oil to flow and make it difficult to
form oil film or to produce poor lubrication. Service life of the bearing and worm can be decreased
and the equipment can be damaged when the lubrication problem is serious.
In the job
2) Observe the lube oil pressure gauge all the time. According to the design requirements of the
lube oil pump, the oil pressure should not be less than 20PSI when the worm speed is 190rpm. To
guarantee service life of the plunger pump, the recommended min. displacement of the lube oil
at working should be 135L/minute at pressure of 80~100PSI.
Adjustment of working pressure of the discharge flange. Max. pressure should be 20000PSI
(137.9MPa) for 3.375 TPH400 pump; and max. pressure should be 14000PSI (77.2MPa) for 4
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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TPH400 pump. Warning: When this working pressure is excelled, the triplex plunger pump would
be overpressurized. This will cause damage to the equipment and personal injury or death.
Check the packing for oil leakage every 10 minutes. Observe the packing for apparent abnormal
conditions such as smoking, etc. If the packing is found leakage, you should use the packing
spanner (P40-09-009) to tighten the packing. If still leaked, new replacement of packing is
required.
3) Close the packing lubrication system. Open the suction and discharge valves to drain the
remaining water or other medium in the pump head and blow dry using dry air. If the pump is
used for acidizing, the pump head should be fully cleaned with clean water and blown dry. Check
oil volume of the power end. Check oil volume of the packing lube oil. Refill if necessary. Check
the power end lube oil. If found milky bubbles, that means water is mixed in the lube oil. New
replacement of lube oil is required. Please record every replacement of lube oil for reference of
the next job. Check the blockage indication of the filter. Fill up the Daily Record of Work.
Every accumulative 10hrs or every 5 times of operations: Check valve parts of the fluid end.
Every accumulative 100hrs or every 3 months: Remove the side cover plate of the worm gear box
to check the worm gear surface conditions. If found distinctive wear or crack, the triplex plunger
pump should be dismantled to replace the gear and worm. If found darkening on the worm gear,
this indicates the worm gear has depressed area by centralized compression stress. We strongly
recommend replacing with new worm gear and worm.
Note: When crack is found on the worm surfaces or 50% pitting found
on the tooth surface, the pump cannot be further used. Continuous
operation of the pump will cause serious damage to the equipment and
personal injury.
Every accumulative 200hrs or every 6 months: Replace the power end lube oil. Open the power
end and the teat exchanger and use diesel to clean them.
Note: If synthetic lube oil such as Mobil SHC-634 is used, the cleaning
time of the power end can be extended to 2 years or 1000hrs.
4) The filter should be cleaned after each change of the power end lube oil or every 6 months,
even though there is no indication in the yellow zone. Better establish maintenance schedules for
cleaning of the filter in the time of spring and fall to avoid abnormity to the device caused by
tremendous changes of the environmental temperature.
When delivered from the factory, the plunger pump should not have any oil inside during
transportation. Therefore, the plunger pump must be refilled with lube oil before starting the
operation.
When delivered from the factory, the plunger pump should be painted according to the
customers requirements. If no special requirements, the pump is usually painted with prime
coating.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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The plunger pump is usually applied with anti-rust oil on the metal surfaces. For sea freight,
measures should be taken to prevent soaking and corrosion from sea water.
Packaging for new pump is not for long-time storage. The pump should be put into operation as
soon as possible. If not, the fluid end of the pump should be fully cleaned and applied with
anti-rust oil. The discharge flange outlet and the suction inlet should be blocked. The oil in the
power end should be drained out and fully cleaned with anti-rust oil. The power end lube line
should be flushed to prevent blockage from rusting. Remove the breather valve (oil filling port) on
the power end. Tighten plugs onto the oil filling port and lube oil inlet to guarantee full sealing of
the power end. The metal surfaces exposed to air such as the input flanges, etc. should be applied
with strong anti-rust oil. The pump should be stored in a warm and dry environment.
After storage of 2 weeks or more, when the pump is restored to operation, it must be applied lube
oil or the dry rubber seals will more easily get damage on the surfaces.
Packing
Cause 5: The plunger has eccentric wear and damaged the packing.
Solution: Remove and replace the packing according to the drawing.
Cause 1: The fluid end is not installed with full packing or the plunger is not aligned with
the packing. Some deformation causes the eccentric wear of the metal ring by
the plunger.
Solution: Remove and replace the packing. Confirm the pump head is fully filled with fluid.
Confirm the valve is working normally. Slowly start the plunger pump and make
it self adjusted to the normal working.
Cause 2: Internal bore size of the packing metal ring is out of tolerance and causes friction
and heat of the plunger.
Solution: Measure sizes of the packing seat ring and the guide ring, and replace the
packing.
Note: The TPH400 plunger pump adopts SPS packings. Do not mix with
other brands of packings.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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The packing got hot rapidly after the pressure is reached.
Cause 2: Damaged discharge valve or poor seal will cause the packing under high
pressure for long time and make lube oil difficult to fully reach to the plunger
surface. Both of them can happen at operation of the pump.
Solution: Replace the valve.
Cause 3: The packing is too loose to cause the fluid end high pressure fluid to enter the
packing.
Solution: Check the packing is assembled according to the drawing or not. Reinstall it.
Cause 5: Air pocket is produced in the pump head for not fully filled with fluid.
Solution: Confirm the pump runs in the normal pressurized system. Meanwhile, working
medium with high viscosity or pumping fluid at high speed will also cause
temperature increase.
Cause: The pumped fluid enters the packing and frictions with the packing.
Solution: Replace with a high performance packing to increase the booster valve pressure
of the packing lubrication system.
Cause 3: Pump cavitation caused low pressure or insufficient fluid in the suction manifold
when the pumping fluid source is changed.
Solution: Pumping plan should be well arranged. When such change is required, the
change time should be quick.
Cause 4: Scratches on the plunger surface caused by wrong fused metal material or
insufficient thickness of the fused metal material corresponding to the job fluid.
Solution: Contact SJS Engineering Dept. to select an appropriate fused metal material
with right thickness.
Cause 5: The plunger surface has pitting to increase friction and heat.
Solution: Replace the plunger.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
Solution: Replace the packing lube oil.
Plunger
Cause 1: The guide ring gap is too big to cause eccentric wear to the packing by the
plunger and also cause damage to the fused metal material on the plunger
surface.
Solution: Remove the guide ring and reject it immediately. Replace with a new guide ring
with correct size.
Cause 5: The plunger deforms by weight and clamps the packing due to the fact that the
plunger pump is stored for a very long time.
Solution: Replace the plunger and packing components.
Cause 2: The pumped fluid contains high arene and aniline solvent to cause the valve
rubber to swell.
Solution: Replace with a high performance packing or contact SJS Engineering Dept.
Cause 3: The conical surface of the valve seat is damaged by the facts that the valve seat
is not completely removed for burrs and residues at its installation; the conical
surface is damaged; the sealing is not guaranteed and pressure cannot be
increased.
Solution: Before installation of the valve seat, the benchman should remove all burrs and
clean the surface. Otherwisely damage will occur to the conical surface in a large
scale. If damaged, please contact SJS Engineering Dept. to confirm whether it
can be repaired or not.
Cause 4: The valve movement is in connection with the spring. Improper installation of
the valve and spring will affect the guiding angle of the valve.
Solution: Use the proper valve and valve seat. Properly install the spring according to the
SJS spring requirements.
Cause 5: Improper spring and installation method will cause no reset of the valve.
Solution: Select a proper spring according to the drawing or contact SJS Engineering Dept.
for technical support.
Cause 6: The valve seat is not cleaned or applied with lube oil before installation. The
valve seat jumps out in the operation.
Solution: After cleaning the conical surface of the valve seat, the valve seat must be
installed under a dry condition. Use a 10 pound hammer to hit the valve seat into
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
the valve body.
Cause 7: Temperature of the pumped fluid is too high to damage the valve rubber.
Solution: The standard valve rubber is polyurethane with temperature resistance of 180F.
If this temperature is excelled over, please contact SJS Engineering Dept.
Symptom Cause
1. Use of lube oil with high viscosity in the extreme cold
working environment.
Abnormal low oil pressure at 2. The filter is blocked.
the suction inlet of the lube oil 3. The suction oil line is broken and leaked.
pump. 4. The oil filling port is blocked completely and air cannot
enter.
5. The pressure gauge reading is wrong.
1. No oil in the oil tank of the triplex plunger pump.
Abnormal low oil pressure at 2. The lube oil pump is worn or damaged.
the outlet of the lube oil 3. The oil inlet line is not connected correctly.
pump. 4. The pressure relief valve is out of operation or damaged.
5. The oil temperature is too high and viscosity is too low.
1. The environmental temperature is too high and the lube
Abnormal high temperature oil viscosity grade is insufficient.
of the lube oil. 2. Running time under high load excels the rating.
3. The cooling system is not working normally.
4. The lube oil is polluted by other fluids.
5. The power end is damaged inside.
6. Existence of other high temperature objects to cause heat
to the triplex plunger pump.
1. The lube oil is polluted by water or other foreign objects.
2. The locking nut is loose.
Lube oil leakage of the power
3. Too much lube oil inside the power frame.
end.
4. The oil pressure inside the power frame is too high.
5. The oil seal is damaged.
1. The O seal ring is damaged.
2. The oil seal is installed wrong.
Lube oil leakage of the fluid
3. The oil seal is not cleaned.
end.
4. The oil seal size is not correct or not tightened.
5. The oil seal life is expired.
1. The packing is not tightened.
2. The packing is not cleaned before installation.
Lube oil leakage of the 3. The packing rings are not properly installed or other
packing. brands of packings are used.
4. The packing lube system is working abnormally.
5. The packing life is expired or damaged.
1. Air inside due to the loose, worn or damaged adapter.
2. Air inside the pressure booster system caused by the
charging pump.
3. Gas and steam mixed in the original liquid.
4. Insufficient flow rate and pressure of the pressure booster
Liquid impact or hammering.
system.
5. The opening spring of the valve is damaged or the valve is
stopped.
6. The valve, valve rubber and valve seat are worn or
damaged.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
7. The shock absorber is not properly air charged and
working in a poor efficiency.
1. The valve assembly is worn or damaged.
2. Insufficient flow rate and pressure of the pressure booster
Low pressure at the discharge
system.
of the triplex plunger
3. The liquid inside the pump is mixed with gas and steam.
pump/unstable running of the
4. The shock absorber is not properly air charged and
triplex plunger pump.
working in a poor efficiency.
5. The same one shock absorber provides service to two
pumps and not in synchronism.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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Attachment 1:
Repair Record:
1. For example, the packing is replaced on xxx day xxx month xxx year.
2.
3.
4.
Check the triplex plunger pumps power end and the packing lube oil is sufficient or not.
Check the packing lube oil outlet has oil or not.
Check the support, the power frame and the pump head have cracks or not/miss parts or not.
Check all places for leakage of lube oil or looseness of parts/components.
Check all gauges are working properly or not.
Check the magnetic filter is clean or not.
Check all lines are connected correctly or not.
Check all bolts for looseness.
After all the above-mentioned items are working normally, wait until the oil temperature is normal
(12 higher than the pour points of all oils) and perform pressure test to the max. working
pressure.
Check all sealing parts for leakage and check all connections for looseness.
Record oil pressure and oil temperature.
Record the triplex plunger pumps discharge pressure. Do not excel the max. pressure.
Use clean water to flush the internal parts of the fluid end.
If the environmental temperature is less than 0, the internal parts of the pump head must be blown
dry with dry air.
Check the lube oil level height of the fluid end. The level height should be minimally maintained
above the half. If not sufficient, add oil to the FULL marking.
Add lube oil for the power end to the scale of FULL.
Check the suction and discharge sealing plugs, valve bodies and springs. If replacement is required,
replace the seal rings, valve rubbers and springs.
If the packing is found leaking in the job, replace the packing components.
Fill up the daily record of work.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
Attachment II:
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A
Section 4
PCS-521B Twin Engine and Twin Pump
Cementing Skid Parameters
Model PCS-521B twin engine and twin pump cementing skid is a new generation of cementing
equipment developed by SJS based on the TPH400 oilfield special-purpose plunger pump, the
high energy recirculating mixing system and the ACM-IV.1 automatic density control patent
technologies. It is designed for cementing, acidizing, pressure test and other fluid pumping jobs.
The TPH400 triplex plunger pump is an oilfield special-purpose single acting plunger pump
suitable for pumping various kinds of oil well treatment fluids except for low temperature fluid.
The high energy recirculating mixing system is driven by a closed hydraulic system powered by
the hydraulic engine. Its characteristics are high mixing energy and uniform slurry density. The
core part is the ACM-IV.1 automatic density control one of computerized automatic control
systems featuring the most advanced in design and most precision in slurry density control in the
world as well as the best mixing technology featuring the most successful in application and most
popular in operation for offshore and onshore oilfields in China. It can automatically mix and
pump cementing slurry according to the set slurry density and displacement.
The design and manufacture of this cementing unit can meet the requirements of possible
less-repair/maintenance in a cold temperature environment. The overall layout of complete unit
ensures operators can conveniently and clearly monitor and control working conditions of all
switches, instruments and each system of complete unit. The high automation feature enable
1~2 operator to complete all operations.
Drainage port: two 4" clamp grooves (displacement tank) ; one 5" steel pipe (mixing tank)
4.4.1 Temperature
4.4.2 Humidity
When the system is close to the stable running status, the densitometers reading, under auto
control mode, is displayed as 0.01--0.02 g/ cm (0.083--0.167lb/gal) on the premise of stable
cement transfer system.
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Section 5
Lubricating Procedure
The following tables are for recommended oil. Different brands of oil are used for different
working environments. Mobil and Shell are recommended for the equipment used in foreign
countries. On the premise of meeting operational requirements, other brands of oil can also be
selected.
Table 1: Caterpillar recommends 50/50% glycol cooling mixed fluid to achieve the optimum
performance. (The following table can be also used for reference.)
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Table 3:
Table 7:
Mobil Shell
Synthetic Gear Lubricating Mobilube SHC Spirax s
Oil 75W-90 75W-90
TPH400
Spring
Power End Seasonal Mobilube hd Spirax hd
and
Lubrication Non-synthetic 80W-90 80W-90
Autumn
Lubricating Oil
Summer Mobilube hd Spirax hd
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85W-140 85W-140
Note: Oil filling steps should be accomplished as per requirements. First add 2/3 and run at low
speed for 2 minutes to allow the pipeline to be fully filled. Refill to the specified scale. After oil
filling, please conduct check according to the following contents.
Lubrication
Working Lube
SN Component Qty Frequency Location
Contents Type
No.
1 Engine Lube Oil Level 2 Each time 1 Check ATF
2 Engine Fuel Level 2 Each time 1 Check ATF
Transmission Lube Oil
3 2 Each time 1 Check ATF
Level
4 Propeller Shaft Grease 2 Each time 6 Add Grease
Plunger Pump Power End
5 2 Each time 1 Check ATF
Lube Oil
Closed Hyd. Oil Tank Oil
6 1 Each time 1 Check ATF
Level
7 Injector Grease Point 1 Each time 3 Add Grease
8 Cement Valve Grease Point 1 Each time 1 Add Grease
Oil/Water Separator Liquid
9 1 Each time 1 Check ATF
Level
Plunger Pump Packing
10 2 Each time 1 Check ATF
Lube Oil level
11 1 Plug Valve Grease Points 2 Each time 1 Add Grease
12 2 Plug Valve Grease Points 5 Each time 1 Add Grease
4x3 Centrifugal Pump
13 2 Each time 1 Check Grease
Grease Point
5x6 Centrifugal Pump
14 2 Each time 2 Check Grease
Bearing Lube Points
5x6 Centrifugal Pump Oil
15 2 Each time 2 Check ATF
Seal Lube Points
Variable pump mounting
16 4 Each time 4 Add Grease
base grease
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Lube Oil
Level
Marker
Lube Oil
Filling Port
Note: The filling ports of the LH engine and RH engine should be symmetrically configured.
RH Lube
Oil Marker
& Filling
Port
LH Lube
Oil Marker
& Filling
Port
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Plunger Pump
Packing Lube Oil
Level Marker and
Filling Port
Fuel level
and filling
port
Fuel level
marker
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Grease
fitting
Grease
fitting
Grease Fitting
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Grease Fitting
Each time add grease to the injector and the cement valve.
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Change Working
SN Component Qty Part No.
Time Contents
3
1 Engine Oil Filter Element 2 Change X04-06-554
months
3
2 Engine Fuel Coarse Filter Element 2 Change X04-04-280
months
3
3 Engine Fuel Fine Filter Element 2 Change X04-01-027
months
3
4 Transmission Oil Filter Element 2 Change X04-04-306
months
3
5 Hydraulic Oil Return Filter Element 1 Change X04-11-388
months
3
6 Hydraulic Oil Suction Filter Element 1 Change X04-00-030
months
3
7 Hydraulic Pump Filter Element 4 Change X04-00-587
months
3
8 Engine Air Cleaner Element 2 Change X04-07-176
months
3
9 Plunger Pump Lube Oil Filter Element 6 Change X04-09-155
months
3.
X04-01-027
1. 2.
X04-04-276 X04-06-554
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6.
X04-00-030
4. 5.
X04-04-306 X04-11-388
7. 8. 9.
X04-00-587 X04-07-176 X04-09-155
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Section 6
Operating Procedures
Equipment operations include normal operations and cleaning operations.
The operator should be aware of the task for using the equipment this time (pressure test/pump
prepad fluid/pumping slurry volume and pre-calculated engine speed/transmission shift).
2. Connect lines (including clear water, dry bulk cement and air).
2.3 Connect the external air source and open the air inlet valve on the air reservoir tank.
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Air Pressure
Gauge
Battery Power
Switch
Voltmeter
Computer Power
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Shifter
Neutral
Position
6. Start the engine and idle run for more than 5 minutes.
7. Perform pressure test for the high pressure lines and start pumping the prepad fluid.
(Skip over these steps if no such tasks.)
8.1 Increase the engine speed to 1800 ~ 2100rpm (providing hydraulic power for the
recirculating pump and the water pump).
Observe
engine
speed.
8.2 Open the valve1# or 2#, 13#. Start the clear water pump. Half open the control valve. Fill the
mixing tub to 1/2. Close the clear water valve (the clear water pump can still run).
8.3 Open the valves 6#. Start the recirculating pump. Half open the control valve.
8.4 When the mixing tub level is flooded over the agitator, half open the control valve.
8.5 Turn the handles of control valves for cement valve and water valve. Check them for flexibility
in turning.
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Press the
throttle down
to return the
engine back to
IDLE.
9. Maintain the engine at idle and enter the auto control screen.
Turn on the
computer
power switch.
9.2 While the computer begins to perform self diagnosis, the cement valve should work
automatically. After completion of self diagnosis, the valve is stopped at the 0 position. Manually
adjust the control valve to position the valve to the 2 position.
9.4 Ex-factory value for cement absolute density is 3.15. Customer can modify it according to
actual situation.
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Press the Set Density key. Use the right side numerical keys popped out from the window to
input your job density and press the Enter for confirmation.
Press the Job No. key. Press the right side numerical keys popped out from the window to input
your job number and press the Enter for confirmation.
9.6 Accept all settings. Switch the cement valve to manual control.
Press Manual/Auto to
switch to Manual.
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Press Start.
10.2 Increase the engine speed to 1800 ~ 2100rpm (providing hydraulic power for the
recirculating pump and the water pump).
10.3 Open the control valve of the agitator in the mixing tub to its maximum.
10.4 Slowly open the main butterfly valve for the cement valve to begin cement mixing.
10.5 From the Run Screen in the computer, observe the changes of density and the changes of
level in the mixing tub. When the displayed actual density value is 0.06g/cm less than the set
density value, (start the clear water pump) open the main butterfly valve in the water line to start
water supply. Operate the clear water manual valve to keep water flow rate to 300L, and at the
same time, operate the manual control valve for the dry cement valve to slowly open the dry
cement valve. Control the slurry density close to its set value.
10.6 At this time, the level in the mixing tub reaches to 2/3 height. Shift the transmission to its
3rd gear to start the plunger pump and the booster centrifugal pump as well. (Note: This gear is
pre-calculated.)
10.7 To maintain stable level in the mixing tub, observe the Cement Supply Capability. Adjust
the water manual valve and cement proportional valve to ensure slurry density reaches to the set
value and maintains stable.
10.8 In the continuous mixing and pumping processes, the level height in the mixing tub should
be kept at 2/3 level of the mixing tub.
11. Begin the auto mixing when the slurry density is close to the set valve.
Press Manual/Auto
to switch to Auto.
In case of unstable dry cement supply or clear water supply in the auto mixing process, the switch
should be changed to Manual status. In the mixing process, Set Density value can be modified
as per requirements.
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12.1 When pumping is completed as per the pre-calculated job volume, prepare end of job.
Press Stop.
Press Manual/Auto to
switch to Manual.
After completion of cleaning the equipment, the density display value less
than0.01g/cm is regarded as cleaning is OK.
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Section 7
Power System and Plunger Pump Overview
The equipment power is basically provided by two CAT C15 Series engines. These two engines
drive two TPH400 triplex plunger pumps thru two ALLISON 4700FS transmissions.
Here, we only provide brief technical description on the engines, transmissions and plunger
pumps. For detailed operations, repair and maintenance of them, please refer to the
documentations provided together with the shipment of the equipment.
7.2 TRANSMISSION
Allison 4700OFS automatic transmission, c/w oil filling port, dipstick, torque converter and 1810
series output flange.
Gear ratios:
1st Gear: 7.63
2nd Gear: 3.51
3rd Gear: 1.91
4th Gear: 1.43
5th Gear: 1.00
Heavy-duty shafts are installed between the transmission and the triplex plunger pump, including
heavy-duty universal joints and 1810 series flanges.
Installation angles of the heavy-duty drive shafts meet the maximum installation angles
recommended by the OEMs.
Metal housings are provided for convenience of adding grease.
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Technical specifications:
TPH400 Pump
For introduction, operations and adjustment procedures of the plunger pump power end and
packing lubrication system, please refer to the Operation Manual of TPH400, PN# A08012200C.
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Section 8
Hydraulic System
8.1 WORKING PRINCIPLE
The hydraulic system consists of hyd. oil tank, 4 variable plunger pumps, 4 gear oil pumps, 4
constant displacement motors, vane motors, oil cooler, cylinders, control valves and other hyd.
accessories.
The hydraulic system consists of two independent systems, closed and open. The closed hydraulic
system is designed to drive 4 centrifugal pumps. The open hydraulic system is designed to drive
the agitator in the mixing tub, the agitator in the displacement tank, the injector cylinder and dry
cement cylinder.
8.2 OPERATIONS
In the closed hydraulic system, the speeds of the drive motors (Part 13, Part 14) of 4 centrifugal
pumps can be continuously adjusted from zero to maximum by using the combination valve
installed in the control box. The combination valve (Part 6) is an overflow valve set to adjust and
limit the maximum speeds of four centrifugal pumps. This valve is set before shipment. The max.
speed of the clear water centrifugal pump is set as 2900RPM. The speed of circulating centrifugal
pump is 2100RPM. The speed of the charging centrifugal pump is set as 1900RPM. The continuous
working pressure of the closed hydraulic system can reach up to 21MPa (3000psi), and max. oil
pressure up to reach up to 35MPa (5000psi). The working pressure is indicated by the pressure
gauge on the control console.
In the open hydraulic system, the speeds of the motors (Part 4, Part 20) of the agitators of the
mixing tank and the displacement tank are controlled between 0~300RPM by the choke valve c
(Part 8) /w overflow valve on the control console. The set values for the overflow valves in the
agitating systems of the metering tank and mixing tub are set separately as 21MPa and 11.5MPa.
Actions of the dry cement oil cylinder and the clear water cylinder are manually controlled by the
manual direction-changing valve (Part 9) c/w overflow valve or automatically controlled by the
computer system via the solenoid valve (Part 10). The overflow pressure of the manual valve is
set as 5MPa. The working oil pressure is displayed by the pressure gauge on the instrument
console.
When the oil return filter is dirty, the flow rate will drop or fluctuate. The filter indicator should be
observed at ordinary times and changed every three months according to experience or working.
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Fig. 8-1 Working Principle of the Hydraulic System
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SN Qty Description
Hydraulic System Assembly
0001 1.0000 Hyd. Oil Tank Assy.
0002 3.0000 Variable Displacement Oil Pump Installation Assy.
0003 1.0000 Variable Displacement Oil Pump Installation Assy.
0004 2.0000 Agitating Oil Pump Assy.
0005 1.0000 Control Oil Pump Assy.
0006 1.0000 Pressure Releasing Valve Installation Assy.
0007 1.0000 Filter Assy.
0008 3.0000 Motor Speed Regulating Valve and Adapter Assy.
0009 1.0000 Two-Combination Manual Valve Adaptor Asst.
Proportional Electro-Hydraulic Valve Adaptor Assy.
0010 1.0000
(Two-Combination)
0011 1.0000 Hydraulic Oil Cooling Fan Installation Assy.
0012 1.0000 Adaptor Body Assy.
0013 2.0000 5x6 Centrifugal Pump Motor Assy.
0014 2.0000 4x3 Centrifugal Pump Motor Assy.
0015 1.0000 Cement Valve Cylinder Assy.
0016 1.0000 Water Valve Cylinder Assy.
0017 3.0000 Agitator Motor Adaptor Assy.
0018 1.0000 Averaging Agitator Motor Adaptor Assy.
0019 1.0000 Averaging Agitator Motor Adaptor Assy.
0020 1.0000 Agitator Oil Pump Assy.
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8.3 TROUBLESHOOTING
When the hydraulic system is found not working normally, the operator should conduct an
inspection according to the following Table 8-2.
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Section 9
Air System
9.1 WORKING PRINCIPLE
The air system consists of air reservoir tank, pressure relief valve, oil/water separator, and all
control valves. The air system pressure is 0.60.8MPa to provide power for engine startup &
shutdown, operations of butterfly valves and lubrication of centrifugal pumps and plunger pump
packings.
The air source for engine startup should meet the requirements of pressure of 0.7MPa and min.
flow rate of 14.3L/s.
The compressed air from the externally-connected air source first enters the air reservoir tank.
The function of the air reservoir tank is to resolve the contradiction between supply and demand
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aroused from extensive use of air in a short time and separate water and oil from the gas by
natural cooling at the same time. On its outlet, a safety valve with set pressure of 0.8MPa is
installed. The oil/water separator and oil fogger component on the side of the control box
separates the foreign objects, oil and water from the compressed air, atomizes the lube oil and
injects into the air flow, follows the compressed air to enter the locations requiring lubrication
leads to achieve the lubrication purposes. The compressed air, after treatment, is led to each
control valve to operate the related actuators.
9.2 OPERATIONS
1. The air tank should be conducted water drainage periodically. Water drainage should be done
thru ball valve for start and finish of each job. Also should be done for long-time suspension.
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Otherwisely, moisture will accompany the air flow to enter and rust each pneumatic element and
rust to the air tank as well. This will cause potential safety hazard.
2. The oil/water separator and atomized lubricator component should be frequently conducted
water drainage and oil adding. Also frequently inspect the oil for deterioration so as to guarantee
normal performance of pneumatic elements.
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Section 10
Lubrication System
10.1 BRIEF INTRODUCTION
This section only introduces lubrication of plunger pumps and centrifugal pumps. For lubrication
of other components, please refer to the related technical documents. Lubrication system of this
skid basically consists of lubrication of plunger pump power end, lubrication of plunger pump fluid
end and lubrication of centrifugal pump packings.
Lubrication of plunger pump power end mainly consists of oil pump, overflow valve, suction end
screen, filter, pressure gauge, temperature gauge, etc. For details of the power end lubrication,
please refer to the Operation Manual of TPH400 Plunger Pump.
The plunger pump fluid end and the centrifugal pump packing adopt an air-over-hydraulic type
lubrication system to provide continuous cooling & lubricating oil to the plunger pump packing
system and two centrifugal pump packings. Mainly consists of: Lube oil tank, pressure reducing
valve, switch, needle valve, check valve, ball valve and pipeline. Fig. 10-1 - Schematic Diagram
of the Power End Lubrication System. Table 10-1 Main Parts List. Fig. 10-2 Structural Photo.
5
2
6
3
1. Packing Lube Oil Tank: Pressure vessel with capacity of 38L. Oil is #13 Double Curve EP Oil or
SAE 15W40 Oil.
2. Pressure Regulating Valve: PN# is X04-00-633. Used to drop the air source system pressure
to the pressure required by the packing lubrication, usually 0.3-0.4MPa (10-60 PSI).
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3. Pressure Release Switch: PN# X04-00-634. 1/4 pressure release ball valve.
4. Pressure gauge: PN# is X04-01-888. Used to indicate the pressure in the lube oil tank.
Indication range is 0-60 psi.
5. Ball Valve: Switch of the plunger pump packing lube pipeline. Used to open or close lube oil
in the pipeline.
6. Regulating Valve of Plunger Packing Lube Oil Volume: Two to regulate oil volume of plunger
pump packing lube oil. Another two to regulate oil volume of centrifugal pump packing lube
oil.
7. Cover and Dipstick: To indicate lube level in the tank. Caution: When add oil, the tank should
be pressure released.
8. Drain Valve (on the bottom of oil tank): Used to drain the foreign objects deposited in the
tank.
9. Check Valve: PN# is X04-00-652. Used to prevent the slurry from entering the lube pipeline
after leaking from the packing sealing.
The air pressure required by the lubrication system is 0.3-0.4MPa. Therefore, before starting the
plunger pumps and centrifugal pumps, the air source switch (Part 3) must be firstly open.
Regulate and confirm the air pressure from the regulating valve (Part 2) to the air reservoir tank
(Part 1). When for initial use, the lube oil volume should be regulated. Steps are: Remove the oil
pipe to the plunger pump and centrifugal packings. Separately open the ball valve switch (Part 5)
and regulating needle valve (Part 6) on each pipeline. Observe lube oil flow rate for stable and
steady flow. Well connect the oil pipe line. For later works, you only need to open and close the
ball valve without repetition of the above-mentioned steps. After completion of job, you should
timely close ball valves on each line to avoid waste of lube oil. Before each cementing job, you
should check the lube oil volume. The lube oil volume should no less than 1/2 of the dipstick
marking.
Caution: When opening the packing lube oil tank to add oil, please first close the
pressure release ball valve on the air line to release pressure from the packing lube oil
tank. When the pressure gauge reading is 0, slowly open the lube oil tank. When
under pressure, the lube oil tank should not be opened.
The pump power end lubrication system needs no operations. It will automatically cool down
through fan and radiator when temperature is up to a certain degree.
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Section 11
Fluid Delivery System
11.1 DISPLACEMENTTANK
The displacement tank is a stainless steel structure with effective volume of 20bbls, consisting of
two compartments, each capacity is 10bbls. Within the tank, scale is provided. Min. metering unit
is 0.1 m3. Outside the tank, metering counters are provided with each group of 20 ea. The
discharge end of the displacement tank is connected with 6 butterfly valve and 6 pipeline to
guarantee the fluid flowing speed to the booster pump and plunger pump satisfy the system
requirements. The backflow and release pipeline is used to discharge the pressure fluid of the
triplex plunger pump into the displacement tank. The displacement tanks release pipe includes 3
overflow pipe and 4 release pipeline. These two pipelines are connected at the bottom to guide
to LH and RH sides of the metering tank for release of fluid from the above-mentioned two
compartments. The manifold is designed with clamps for easy removal and installation.
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Section 12
Automatic Mixing System
12.1 MIXING SYSTEM
The mixing system is a high energy recirculating type. It mainly consists of high energy mixer,
cement valve, diffuser tub, mixing tank, agitator impeller, recirculating pump, booster pump and
water pump. The required high energy for mixing comes from water centrifugal pump and
recirculating centrifugal pump. Dry bulk cement goes to the cement valve with a rate controlled
by hand or controlled by computer. Water current injected by the high energy mixer at high
speed not only form a negative pressure to suction the dry cement, but also moisture the dry
bulk cement to the maximum extent. The recirculating pump is used to secondary or more
circulation for the slurry between the mixing tube and the injector. The diffuser tub is used to
remove gas in the initial mixed slurry and dust from the mixing tank. The 20bbl mixing tank
allows a certain holding time to fully and uniformly mix the slurry. The deep tank design can
ensure better pumping head to maximally reduce vortex and cavitation effects. The
hydraulically-driven agitator impellers can effectively increase high mixing energy to make the
slurry density more uniform.
1) Mixing tank: Effective volume is 8bbl, the place for mixing of slurry.
2) Agitator: Help to further mixing of the old and new slurry. Increase mixing energy.
3) High energy mixer (Injector for short): the device for initial mixing of slurry. The high
pressure clean water produced by the clean water centrifugal pump forms injected water
current in the injector. The negative pressure energy produced thereof suction and fully mix
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the dry bulk cement in the cement line. The slurry returned from the recirculating centrifugal
pump refills the mixer to complete secondary or more circulation. Adjustment of the clean
water rate for the mixer is controlled by the manual valve through the clean water cylinder.
4) Adjusting cylinder for clear water: Actuator for adjustment of the clear water rate. Manual
valve controlled.
5) Metering valve for dry bulk cement.
6) Main control valve for the recirculating pipeline: This valve is used to cut off the recirculating
slurry loop to the injector. This valve is a normally-open valve. When the booster pump cannot
work normally, close this valve. The recirculating pump is regarded as the booster pump. This
valve can be also used to clean the equipment or clean the slurry on the densitometer.
7) Diffuser tub: To remove the air in the dry bulk cement and maximally reduce the air content
in the slurry and remove the dust in the mixing tank under normal operating conditions.
8) Manual valve for adjustment of clear water: To adjust the clear water rate to the injector. Also
the controller for the clear water adjusting cylinder. Normally, max. clear water rate is 1.9
m3/min (500gal/min).
Note: Under normal conditions, adjustment of this valve cannot completely cut off the clean
water.
9) Manual valve for dry bulk cement: To adjust opening of the dry bulk cement and control dry
bulk cement volume under manual mode.
10) Speed regulating valve for mixing agitator: To regulate speed of the mixing agitator, normally
in the range of 0-300RPM.
11) Speed regulating valve for agitator in displacement tank: To regulate speed of the agitator in
the range of 0-300RPM.
12) Main control valve for clear water (not shown in the photo): 3 butterfly valve, normally-open
valve, PN# B10-07-010, used to completely cut off the clear water.
1) Metering valve for dry bulk cement (cement valve for short): The device to adjust delivery
volume of dry bulk cement. This valve can reliably meter the delivery volume of dry bulk
cement even when the delivery volume is relatively low. Dry bulk cement can avoid caking to
block the delivery line. The cement valve is of approximate linearity. When the delivery
pressure is at 0.17-0.21Mpa (25-30psi), the valve is positioned at 2-5 to guarantee the
system can work normally under general conditions. Usually, air pressure is related to the
cement line size, delivery distance and type of cement. If the dry bulk cement delivery system
pressure drops such as the air compressor for the dry bulk cement cannot meet the system
requirements, the cement valve should be further opened. When the cement valve is opened
to 80%, that means the dry bulk cement tank is almost empty or the delivery line is blocked
or the air compressor pressure is insufficient. At this time, slurry rate should be decreased.
The cement valve should not be wet or flushed with clean water during the mixing process.
2) Double acting cylinder: PN# X00-00-483, the actuator for adjustment of opening of the
cement valve. Either manually controlled by the manual valve or automatically controlled by
the computer system thru solenoid valve.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
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For details of technical parameters, operation, repair and maintenance of the 5x6 centrifugal
pump, please refer to the Operation Manual --A08010410C provided at shipment of equipment.
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1) Drain valve: Used to drain residual fluid in the pump after completion of job. If still have fluid,
it will possibly damage the pump. Especially in winter the residual fluid will be frozen to
damage the pump housing. Therefore at this period, this valve should be kept open.
2) RA56 recirculating pump: An oilfiled special-purpose centrifugal pump with features of simple
construction, light weight, and economic and practical use.
3) Packing lubrication line and check valve: Before operations, the lube oil switch must be opened
before operations and close after completion of operations to avoid pollution and waste caused
by leakage of the packing.
4) Bearing lubrication: At both ends of the bearing cartridge, grease fittings are installed. The
bearing should be regularly greased according to the job time and job temperature. Usually,
every three months, the bearing catridge should be filled with grease by using a grease gun.
Note: Under general conditions, the recirculating centrifugal pump and the booster centrifugal
pump are used as special pumps. When one of these two pumps has a problem, the other one can
be used as substitution or one pump can be used to complete tasks of two pumps.
This section only briefly introduces the ACM-IV.1 automatic density control mixing system. For
details, please refer to the Operation Manual of ACM-IV.1.
The ACM-IV.1 automatic density control mixing system is the most advanced computerized
automatic density control system. The system can perform real-time adjustment according to the
changes slurry set density, dry bulk cement supply capability, water supply conditions and slurry
displacement to ensure the slurrys stable density.
The control system responds to three possible changes during the job: water rate, density, and
cement bulk delivery. The water flow meter measures the water rate and provides feedback to the
controller. Then the controller uses this data to set control gain values and the cement metering
valve nominal operating position. The result is that for whatever reasons the water rate changes,
the cement metering valve will be repositioned appropriately without waiting for the density
change. The controller takes density readings every second and PID algorithm uses the data
along with water rate to adjust the opening of the cement metering valve. PID coefficients vary
with throughput rate and tub volume. Usually operators like to change the set density so that they
can thicken the slurry at the tail end of the mixing. In this case, the controller calculates the new
valve position based on the current calibration, the new density and water rate. The new valve
position is not based primarily on an error signal but a known go-to position. Once it reaches
that position and still there is some error, then the PID control takes over. This error is normally
minimal. Position corrections of the cement metering valve can also be required due to irregular
and/or declining bulk cement delivery from the bulk supply. The ACM continually calculates the
actual calibration value of the valve, which is the amount of cement being delivered by the valve
at its current position. With the updated calibration and the known amount of cement required for
preset density (calculated by the ACM microprocessor) and slurry rate, the cement valve again is
driven to a go-to position.
The tub level system was designed to make the operators job easier. The operator presets the
desired tub level system before starting the job (normally, once the level has been set, it should
not need to be changed). The job should be started with the tub level system in manual operation.
Once the job has started and the tub level has reached close to the set point (desired level), then
the operator turns on the automatic tub level with the separate switch. The automatic tub level
can be switch back and forth between manual and automatic during the job. Normally it should be
left auto. When all the cement has been mixed, the tub level should be turned man so that the
remaining slurry in the tub can be pumped away without the system trying to add more water to
maintain the tub level.
The controller can be placed in a simulation mode, which is useful for operator training and
system functional verification. This mode allows the operator to control the complete system as
if he were doing a cement job but without cement. This quality training is available for each
cementer without added expense. It will help insure that operators are qualified and confident in
operating the system for an actual job. In the training mode, the operator would circulate water
through the mixer without mixing cement. The operator can adjust the cement metering valve
manually or have the ACM system control it automatically. The controller reads the valve position
and calculates an assumed bulk flow based on a microprocessor stored curve.
The controller calculates the theoretical real-time density that would have been mixed in the tub
if cement had been used. This simulation takes into account the mix water flow (job throughput
rate), tub volume, water density, and dry bulk cement absolute density. The systems functional
verification works the same as when the controller is in the training mode. All lines, cables, flow
meter, hydraulic system, feedback system and controller are tested during the simulation.
The microprocessor is capable of recording a group of job data every 1 second and storing for
300hrs. All these data can be downloaded thru the computer network interface.
On the tank, corresponding numbers as provided.
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PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
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Section 13
High Pressure Manifold
The high pressure manifold mainly consists of 2" plug valves, 2"1" plug valves, 2" safety valves,
pressure transducers, high pressure straight pipes, high pressure swivel joints and high pressure
tees. All threads are 1502 integral union connections.
High pressure fluid from the plunger pump is connected the wellsite manifold through H type
manifold. An overpressure protection device is provided to avoid danger from high pressure. High
pressure fluid is released by manually-controlled 2" 1" plug valve through the pressure release
pipeline.
1. Electronic Pressure Transducer: PN# is X00-06-200. Used to measure the fluid pressure of
the plunger pump discharge end. The measured electronical signal is transmitted to the
computer system.
2. Mechanical Pressure Gauge: PN# is X04-04-927. Used to measure the fluid pressure of the
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plunger pump discharge end and transmit the pressure to the M/D gauge on the console.
3. Relief Valve: PN# is X05-91-628. Pressure set as working pressure of 2 plunger pumps and
calibration
Release valve: 2" 1" plug valve, PN# is X05-91-602, release the plunger pump pressure to
the measuring tank.
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Section 14
Electric System
14.1 POWER SUPPLY CIRCUIT
Power supply to the electric system is from the external AC power. You can use the power switch
to select your required power supply.
Due to heat generated in the use of the power switch, you can feel hot on the power packaged
enclosure. This is normal and does not affect the use. After completion of using the equipment,
we recommend that you should cut off the circuit breaker in the distribution box and pull off the
power plug when the external AC power starts to supply power to avoid damage to the switch
power for no load status of no output for long time.
NOTE:1) Disconnect the DC power supply after using the equipment, that is to switch off the
battery switch on the side of battery to avoid low voltage power-lack for the battery for no load
status for long time. 2) Periodically start the engine to recharge the battery.
Automatic density control circuit apparatus includes: water flowmeter, cement valve position
sensor, water valve position sensor, densitometer, cement valve solenoid valve, water valve
solenoid valve control, liquid indicator, high/low liquid level warning device, pressure sensor.
I water metering
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PCS-521B Twin Engine and Twin Pump Cementing Skid
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Water flow is measured by the flowmeter and the water flow signal is then transmitted to
computer.
The flowmeter is a turbine flowmeter, the water flows through the flowmeter to drive the turbine
to rotate. Turbine blades rotate to cut the sensor magnetic field to produce a electric pulse
signal. The computer can obtain the current water flow value through collecting this pulse
signal.
The current cement valve open is turned into electrical signal through valve position sensor to
be transmitted to the computer, and then the ideal valve open is calculated by the computer
through real-time computing.
The solenoid valve is a electronic control hydraulic valve and receives the control signal from the
computer to control the hydraulic pressure direction of the two-way cylinder which drives the
cement valve to rotate to achieve the computer to control the cement valve open. The
proportional electromagnetic has the function of fine adjustment and accuracy control for valve
position.
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IV. Densitometer
V. Liquid indicator
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The liquid indicator is a guided wave rod radar liquid indicator, the radar guided wave rod dips
into the tank, after sensing the level, transmits the 4-20mA analog signal to the computer and
then to be displayed.
Radar liquid indicator transmits the signal through a metal rod. It is not easy to be interfered by
foaming; it is with stable performance, accuracy measurement, and strong anti-interference
capacity.
The metal rod on the radar liquid indicator must be cleaned after job. When there is thicker
cement cladding on the metal rod after several jobs, you can scrap the cement with abrasive
paper and related tools.
VI. High/low liquid level warning device
An electron pressure sensor is mounted on the plunger pump discharge high pressure manifolds
with a range of 105Mpa. This pressure sensor can be calibrated through computer.
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14.3 control cabinet
The control cabinet is of stainless steel materials. The operation panel is made up of the upper
panel and the lower panel, distributions on the upper panel are: electric instrument and 10inch
auto mixing display operating screen, distributions on the lower panel are: pressure display
instrument and air-operated valve and electric switch elements.
1 2 3
5 6 7 8 9 10 11 12 13
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10 X04-08-191 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the recirculating centrifugal pump.
11 X04-08-191 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the booster centrifugal pump.
12 X04-08-191 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the backup water centrifugal pump.
13 X04-00-548 Combination Valve To control speed of clear water, recirculating and
booster centrifugal pumps.
1 2 3
6 7 8 9 10 11 12
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9 X04-08-189 Pressure Gauge To indicate working pressure of the hydraulic
circuit of the cooling fan.
10 X00-01-755 Switch To control shutdown of inlet valve of the
engine.
11 X04-01-239 Key Switch To control startup and shutdown of the engine.
X04-01-240
12 X04-09-672 Throttle To control speed of the engine.
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14.4 Electric wring diagram
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14.5 GUIDELINE FOR TROUBLESHOOTING
No
Pls check the indicator status below the transducer: Pls check the densitometer
Normal: The indicator flashes 1 time per minute. transducer for any cement
Alarm: The indicator flashes 4 times per minute. cake.
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Check the mixing tub Poor mixing effect causes Poor supply capability
for large amount of the water-over-cement of dry bulk cement.
bubbles to cause air status in the sensor.
pocket in the sensor.
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1. Symptom: after startup, the dry bulk cement metering valve is turned to one side
and then stopped. At the same time, manual mode and auto mode are out of
operation.
After startup, the dry bulk cement metering valve is turned to one side
and then stopped. At the same time, manual mode and auto mode are
out of operation.
Yes
Yes
Re-calibrate
Note: To avoid such problem to happen, we recommend the user should make a marking
before remove the oil lines and periodically change hydraulic oil. In the cold season, you
should conduct simulates running of the cement valve to avoid the hydraulic oil becomes
thickened. Such thickened oil plus slight blocking of the solenoid valve will cause the job
failure.
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14.5.4. Symptom: After startup, the manual mode and the auto mode are out of
operation.
After startup, the manual mode and the auto mode are out of operation.
Yes No
Yes No
OK No
OK No
OK No
Check the hydraulic oil and filter Change the oil pump.
element are dirty or not.
Yes
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14.5.5. Symptom: Whatever degree the dry bulk cement metering valve is opened, the
displayed value is always 0% or 100%.
Whatever degree the dry bulk cement metering valve is opened, the
displayed value is always 0% or 100%.
OK No
Yes
Yes No
No
Pls contact us.
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Yes No
Check the connection of the related cable Input the correct factor.
and the plug is OK or not.
Yes
No
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14.5.7. Symptom: Indication of the clear water rate, but no real rate passes through the
metering gauge.
No Yes
Check the gap between the Cancel the simulation and return
electro-magnetic sensor and the flow back to the normal status.
meter is too small.
Yes No
Adjust the distance to the Pls contact us.
appropriate position.
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No
Clean the detector head.
No
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