ELECTROMATIC RELIEF

VALVE
TYPE 1525 VX

Bharat Heavy Electricals Limited

Tiruchirapalli

PUB.NO.7067
 CONTENTS

SAFETY NOTICE
SAFETY PRECAUTIONS
GENERAL DESCRIPTION
STORAGE AND HANDLING
INSTALLATION OF THE ELECTROMATIC RELIEF VALVE
MOUNTING OF CONTROLLER
ELECTRICAL SUPPLY
HYDROSTATIC TESTING
FUNCTION OF THE ELECTRICAL SYSTEM
HOW THE VALVE OPERATES
TO PUT IN OPERATION
PRESSURIZING THE VALVE
ADJUSTING THE SET PRESSURE AND THE BLOWDOWN
MINIMUM BLOWDOWN SETTING
TO DISASSEMBLE VALVE FOR INSPECTION
DISASSEMBLY OF PILOT VALVE (FIGURE.5)
DISASSEMBLY OF MAIN VALVE (SEE FIGURE 5)
MAKING REPAIRS TO SEATS (LAPPING AND GRINDING)
REPAIR
MACHINING MAIN VALVE DISC
MACHINING PILOT DISC
REMACHINING SEAT OF MAIN VALVE

2
 REMACHINING PILOT VALVE SEAT BUSHING
ASSEMBLY OF MAIN VALVE
ASSEMBLY OF PILOT VALVE
OPERATING LEVER ADJUSTMENT REFERENCE FIGURE 5A
ELECTRICAL SYSTEM
MAINTENANCE TOOLS AND SUPPLIES
SERVICE PARTS - SERVICE PARTS INVENTORY PHILOSOPHY
MANUFACTURER’S FIELD SERVICE & REPAIR PROGRAM

3
 Figures

ELECTROMATIC RELIEF VALVE SYSTEM

TOP VIEW OF VALVE
TORQUE SEQUENCE
OUTLET PIPING
TYPE 1525 VX VALVE
OPERATING LEVER ADJUSTMENT
MICRO SWITCH
2539 CONTROLLER
2537 CONTROL STATION
DISC RETAINER REMOVAL TOOL
MAIN VALVE LAP
GRINDING HANDLE
SEAT CONTACT AND LOCATION
MAIN VALVE DISC DIMENSIONS
PILOT VALVE DISC,SET-UP AND MACHINING DIMENSIONS
PILOT VALVE SEAT BUSHING LAP
LAP ASSEMBLY FOR PILOT DISC
SET-UP AND MACHINING DIMENSIONS FOR MAIN VALVE
SET-UP AND MACHINING DIMENSIONS FOR PILOT BUSHING
REMOVAL OF PILOT VALVE STEM FROM DISC
D.C.SOLENOID FOR 1525 VX VALVE
A.C SOLENOID FOR 1525 VX VALVE
WIRING DIAGRAM (TYPICAL)

TROUBLE SHOOTING CHART

AMPERAGE RATING FOR 2 IN.STROKE SOLENOID

MAINTENANCE RECORD

4
 SAFETY NOTICE

Proper service and Repair is important to the Safe, Reliable Operation of All valve
products. The Service Procedures Recommended By BHEL valve Division and described
in this installation and Maintenance manual are effective methods of performing the
required maintenance operations. Some of these service operations require the use of
Tools specifically designed for the purpose. These special Tools Should be used when
and as recommended.
It is important to note that this service manual contains various warnings and cautions which
should be carefully read in order to minimize the risk of personal injury or the possibility that
improper service methods will be followed which may damage the valve or render it unsafe.
It is also important to understand that these warnings and cautions are not exhaustive. BHEL
could not possibly know, Evaluate and advise the customer or utility of All conceivable ways
in which service might be done, or if the possible Hazardous consequences of each way.
Consequently, BHEL has not Undertaken any such broad evaluation accordingly, any one
who uses a service procedure or tool which is not Recommended By BHEL must satisfy
himself thoroughly that neither his safety nor valve safety will be jeopardized by the service
method he selects. Contact BHEL if there is any question on the Method.
The Testing, installation, and removal of valve products may involve the use of fluids at
Extremely high pressure and temperature. Consequently, every precaution should be taken to
prevent injury to personnel during the performance of any test, installation or removal Such
as, But not limited to, ear drum protection, Eye protection, and protective clothing such as
gloves etc.. in and around the testing, installation. or removal area. Due to the various
circumstances and conditions in which these operations may be performed on our products,
or the possible Hazardous consequences of each way. BHEL could not possibly evaluate all
conditions that could injure personnel or equipment, But does offer these safety precautions
as an assistance only.
Before installing valve, Read the paragraph titled “Installation of the Electromatic Relief
Valve”.

SAFETY PRECAUTIONS

Follow all plant safety Regulations but be sure to observe the following:
1. Be sure to lower the working pressure before making any valve adjustment. This
will avoid possible personal injury.
2. Donot stand in front of the discharge side of a pressure Relief valve when testing or
operating.
3. Hearing protection should be used when testing or operating valve.
4. Wear protective clothing, hot water can burn and superheated steam is not visible.
5. Exercise caution when examining a pressure relief valve for visible leakage.
6. When removing the pressure Relief valve during disassembly, stand clear and/or
wear protective clothing to prevent exposure to splatter of any corrosive process
medium which may have been trapped inside. Ensure valve is isolated from system
pressure before valve is removed.

5
GENERAL DESCRIPTION
The Electromatic Relief valve is an electrically actuated pressure relief device. It may be
operated at will by closing a switch or may be set up in conjunction with a pressure sensitive
element to relieve pressure automatically and accurately within very close limits. The appli-
cation of this valve places at the command of the plant operator a means of instantaneously
opening and closing a relief valve on some remote header.
With the pressure element set to open the ELECTROMATIC RELIEF VALVE auto-matically
at a pressure slightly below the lowest set spring loaded safety valve, it will effectively prevent
the safety valves from lifting except on major overpressures.
Figure I illustrates diagrammatically the relationship of the various elements of the
ELECTROMATIC RELIEF VALVE system. The type 2539 controller consists of a pressure
sensitive element composed of a Bourdon Tube which actuates electrical contacts and heavy
duty relay to switch the solenoid load. The type 2537 control station is equipped with a
three position (Manual. Off and Automatic) switch and two indicating lights (red and amber).
The pressure element and the relay working in conjunction with the control station supply
power to the solenoid assembly which operates a pilot valve.
The pressure element operates the relay, which switches the solenoid voltage to the solenoid.
The solenoid opens the pilot valve, which controls the opening of the main valve.
For DC voltage, a cut-out switch is used for the purpose of reducing the current when the
solenoid is in its holding position. Electrical characteristics of the AC solenoid make the
Cutout switch unnecessary.
STORAGE AND HANDLING
1. The valve, either crated or uncrated, should always be kept with the inlet flange
down, i.e., never laid on its side, to prevent damage to internals of main valve and
pilot valve.
2. Electromatic Relief Valves should be stored in the original shipping crates in a dry
environment to protect them from the weather. They should not be removed from
the crates until immediately prior to the installation.
3. Flange protectors and sealing plugs should not be removed until the valve is ready
to be installed on the system. i.e., both inlet and outlet.
4. Electromatic Relief Valves, either crated or uncrated, should never be subjected to
sharp impact. This would be most likely to occur by bumping or dropping during
loading or unloading from a truck or while moving with a power conveyor, such as
fork lift truck. While hoisting to the installation, care should be exercised to prevent
bumping the valve against steel structures and other objects.
5. When Electromatic Relief Valves are uncrated and the flange protectors removed
immediately prior to installation, meticulous care should be exercised to prevent
dirt and other foreign materials from entering the inlet and outlet ports while Bolting
in place.
INSTALLATION OF THE ELECTROMATIC RELIEF VALVE
The ELECTROMATIC RELIEF VALVE is ordinarily installed either on the superheater
header or on a manifold fed by two or more boilers. To facilitate servicing, an isolation valve
should be installed directly below the main valve, as shown in figure 1.
Emphasis should be placed on preventing mechanical strains from the discharge piping being

6
 transmitted to the ELECTROMATIC RELIEF VALVE. Such strains are detrimental to good
valve performance. The discharge pipes should have adequate steam capacity and should be
of a size to provide for movement caused by thermal expansions. At no time should the
discharge piping bear against the drip pan or the nipple therein. The riser piping should be
securely anchored to the building structure, never to the valve, to resist the reactive forces of
the discharged steam. The drains should be piped in a manner to prevent unnecessary escape
of steam into the room and to keep foreign material from being blown back into the valve
from other sources.
MOUNTING OF CONTROLLER
Care must be taken in mounting the controller.The controller will not operate properly if
subjected to vibration. It is recommended that the controller be mounted directly to the building
structure. Depending on the installation, it may even be advisable to mount the controller on
some type of shock absorbing material to isolate it from any vibration in the building structure.
Since the sensing line from the pressure vessel may also transmit vibration to the controller,
precautions should be taken to eliminate this possibility. Several loops of high-pressure tubing
is suggested. The pressure sensing connection should be mounted atleast eight pipe diameters
upstream from the Electromatic valve.When controller is subjected to freezing temperatures
heater element should be added to prevent freezing of Bourdon Tube.
ELECTRICAL SUPPLY
The electrical supply system consists of control circuit and solenoid circuit. The solenoid
power supply wiring must be sized such that the voltage drop due to the solenoid inrush
current does not exceed 0.5 volts. The solenoid inrush current is listed per Figure 22.
HYDROSTATIC TESTING
When conducting a hydrostatic test involving the ELECTROMATIC RELIEF VALVE, the
sensing line should be disconnected or isolated to prevent damage to the Bourdon Tube in the
controller. Be sure to reconnect the sensing line after the hydrostatic test is completed.
The hydrostatic test may be conducted with the isolating gate valve closed, unless the
ELECTROMATIC RELIEF VALVE is to be subjected to the hydrostatic test. In such case,
either the Isolating Gate Valve or the by-pass valve should be opened.
FUNCTION OF THE ELECTRICAL SYSTEM
The Type 2539 Controller is actuated by the pressure in any vessel to which it is connected.
The construction of the controller is such that it will make and break electrical contact with a
difference in pressure of 1.5 percent of the set pressure. Within the controller, Figure 6 is the
Dual Control Pressure Switch.
Adjusting screws A and B, determine the operating point of each switch. When the pressure
increases to the set point, the high pressure switch C is actuated and completes the relay
circuit that energizes the valve solenoid. The low pressure switch D provides for relay control
below the actuation value of the high pressure switch, thereby allowing an adjustable blowdown
for the ELECTROMATIC VALVE. The action of the Bourdon Tube type pressure sensing
element makes possible an extremely sensitive regulation.
The type 2537 switchboard mounted control station, which includes lights and a switch, is a
small unit that is mounted on the control panel with electrical connections to the Type 2539
controller. With the control station switch on “Automatic”. the amber light is lighted and
remains on until the valve is opened. see Figure 7.
When the pressure reaches the predetermined point at which the valve is set to open; contact

7
 is made in the controller and the relay closes. Almost instantly, the solenoid is energized, the
valve opens. and the red light on 2537 control station indicates that the valve is open. When
the solenoid is de-energized, only the amber light is illuminated.
When it is desirable to actuate the valve manually, simply turning the control station switch
to “Manual” and to close the valve by turning the switch to “Off” can do it. When the switch
is on “Automatic”, the valve will operate at the predetermined pressure for which it was set.
HOW THE VALVE OPERATES
Steam under pressure enters the main valve through the inlet Chamber A, Figure 5 and passes
upward around the disc guide-into Chamber B. Steam enters Chamber C through the clearance
space between the main valve disc(344) and its guide (345) . The main valve disc(344) is
held in the closed position by steam pressure in Chamber C is the same as in Chamber B
when escape through Port D is prevented by the closure of the pilot valve disc (355)
The pilot valve disc (355) is held in the closed position by pilot valve spring (376) and by the
steam pressure in Chamber E. It is opened by the operating lever (383) under the action of the
solenoid plunger head (386)
When the pilot valve is opened, steam is released from Chamber D through Port F at a faster
rate than supplied through the clearance space between the main valve disc and the main
valve disc guide. The resultant unbalance of pressures in Chambers B and C Produces a force
which moves the main valve disc from its seat, Permitting steam to escape from Chamber B
to outlet.
TO PUT IN OPERATION
Check pilot valve travel by pulling solenoid plunger down to the full extent of its stroke
figure 5A. After the plunger head (386) contacts the lever, the remaining travel of the plunger
will move the lever downward approximately 1-1/8 inch (28.57 mm). This travel will move
the pilot stem atleast 9/64 which is minimum travel for the pilot stem and disc. Adjust pilot
travel to 9/64 (3.57 mm) if necessary.
Using a VOM or other suitable instrument verify that the microswitch, Figure 5B, contacts
have continuity in both open and closed solenoid positions.
With the shut-off valve located below the valve in the closed position, and with the pressure
on the Bourdon Tube element held below the popping point, turn on the power and set control
switch to “Automatic” position. If the electrical system is on, the amber light will be
illuminated.
Now set the control switch to “Manual” position, to observe whether the solenoid plunger
goes to the bottom of its stroke and opens the valve. The red light should now be illuminated.
Return the control switch to the ‘Automatic’ position; and if the pressure is below the popping
point, the operating lever (383) Figure 5, will return to its original position and the red light
will go off. If the pressure is above the popping point, or has not fallen below the closing
point, the red light will stay on and the lever will be held down. All lights should go off, and
the lever will return to its “up” position if the power supply switch is opened.
PRESSURIZING THE VALVE
Before attempting to open the isolating gate valve, underneath the ELECTROMATIC
VALVE, it is important, for reasons of safety, to be sure that the control switch is set to the
off position.
ADJUSTING THE SET PRESSURE AND THE BLOWDOWN
To adjust the Bourdon Tube for set pressure and blowdown, refer to Figure 6.
8
 The low pressure switch indicating light E can he utilized in adjusting the blowdown. As the
system pressure is increased, the light will come on. indicating actuation of the low pressure
switch D. Since the low pressure switch controls the closing pressure of the valve, the closing
pressure of the valve is known before the valve opens. When the pressure decreases and the
indicating light E goes out; this is the closing point.
Screw A is used to adjust the set pressure. By turning screw A counter clockwise, set pressure
will be increased. By turning it clockwise, set pressure will be decreased.
Screw B is used to adjust the length of blow down.By turning Screw B counter clockwise the
blowdown will be shortened and by turning it clockwise, the blowdown will be increased.
EXAMPLE; With the valve set at a pressure of 600 psi (42 kg/sqcm), the set pressure can be
increased to 620 psi (43.6 kg/sqcm) by turning Screw A counter clockwise. To reduce the
pressure to 580 psi (40.8 kg/sqcm), Screw A must be turned clockwise.
MINIMUM BLOWDOWN SETTING
The Type 2539 Controller, as designed with a pressure sensing element, is capable of being
adjusted to an extremely short differential of blowdown setting. It is not always possible in
actual installation to take full advantage of this short blowdown adjustment if the pressure
connection to the sensing element is connected to the superheater causing an additional pressure
drop, and if this additional pressure drop under any load conditions exceeds the blowdown
setting of the valve, the valve will chatter. Therefore, it is absolutely essential that the pressure
connection from the header be atleast 8-10 pipe diameters upstream from the Electromatic
Valve inlet.
Due to some systems having vibration or pulsations; it may be necessary to increase the blow
down.
Minimum Blowdown
Setting Recommended
Set-Pressure Min.Blow Down
To 900 psi 2.5%
Above 900 psi 2.0%
TO DISASSEMBLE VALVE FOR INSPECTION
Refer to Figure 5, sectional view of main valve and pilot valve. Take steam pressure off the
main valve before loosening any of the parts. To make certain that no steam pressure remains
in the valve, depress the operating lever (383) fully.
The outer end of this lever should move down approximately 2". If resistance to the downward
motion of the lever is felt, in all probability there is steam under pressure holding the pilot
valve disc(355) against its seat. This must be eliminated before proceeding by holding the
operating lever (383)fully depressed until steam no longer flows from the pilot valve outlet
DISASSEMBLY OF PILOT VALVE (FIGURE.5)
1. Remove the bracket cover (381,382).Remove the four bracket stud nuts (501,505)
and lift the complete solenoid bracket assembly from the pilot valve.
2. Pilot stem (356) disc (355) and seat bushing (351) can now be removed by using
two #10-24 UNC screws in the threaded holes provided in the top of the busing to
jack out of position if necessary.

9
 3. Pilot Valve Disc
The Pilot stem can be removed from the disc holding the square boss of the disc between vise
jaws and gripping the smaller diameter of the stem with a pair of pliers, lightly tapping the
pliers with a small hammer until the stem is withdrawn (fig 17).
DISASSEMBLY OF MAIN VALVE (See Figure 5)
1. Remove nuts and bolts from outlet flange.The discharge flange can now be removed
from valve outlet flange.
2. Remove all of the inlet flange bolts and nuts and remove valve from boiler flange.
3. Protect the outlet flange gasket face from damage with a piece of soft gasket material.
Invert the valve body with the inlet flange upward.
4. Apply penetrating oil to the top of the DISC retainer (328) to lubricate threads of
retainer before removal. Allow penetrating oil to soak for approximately 30 minutes.
5. Refer to Figure 8 and align the pins on the tool with the holes in the retainer. Attach
the tool to the retainer with the socket head capscrew. Remove the retainer with the
socket head capscrew. Remove the retainer by turning the tool counterclockwise.
Remove the flexitalic gasket and spring.
6. The main valve disc (344) can be lifted out with the aid of a threaded grinding
handle Fig. 10 screwed into the center of the disc.
7. After lifting out the disc, remove guide (345) using penetrating oil if necessary. The
guide has no threads and can be lifted out. Clean guide and mating surfaces in valve
body, then install guide into body making sure the guide is free to rotate.
8. Clean cage threads thoroughly, then using a small mirror, inspect threads for any
damage. Note:slight damage is acceptable. Any gross damage to threads shall be
reason enough to halt repairs. In this case, valve should be returned to factory for
more extensive repairs.
MAKING REPAIRS TO SEATS (LAPPING AND GRINDING)
If the seating surfaces are not badly damaged,they can be conveniently and readily restored by
lapping. A 45 degree lap with suitable handle is illustrated in Figure 9 for the main valve seat.
Fine-grained cast iron is excellent material from which to make the laps. The working surface
(A) should be accurately and smoothly machined at an angle of 45 degree and truly concentric
with the guiding surface (B).
The word “lapping” is used to designate the truing of seats by means of a lap. When the valve
disc is used instead of the lap, trade usage distinguishes the process as “grinding”.
Manipulate the lap with a reciprocating motion through a small angle, being careful not to
bear sideways on the handle, for by so doing the seat may become out-of round. Replenish the
lapping compound frequently and “spot-in” occasionally to determine the progress.
“Spotting-in” consists of wiping off all the compound, barely moistening the surface of the
lap with machine oil, and rubbing the surfaces as in lapping. A slight polishing takes place
revealing the location of the actual metal-to-metal contact. If the contact is too high or too
low, it can be shifted by applying, sparingly, the lapping compound on the side requiring
further removal of metal.
If the seats are already bright before “spotting-in” they should first be given a matte or dull
finish by lapping briefly with a compound having a grain of about 320.

10
After dulling the finish, wipe off all traces of the compound and “spot-in” as previously
described.
If the seats become stringy (grooved), use a redressed lap and apply a compound having a
grain of about 1000. Lap a few strokes, and if the lap does not vibrate or bounce, wipe the lap
dry, but leave the compound on the bushing and try again, repeating if necessary until bouncing
takes place. Bouncing has the effect of knocking
down the ridges of the stringiness and at the same time producing a cross wise lapping
movement.
Progress may be hastened by adding, after bouncing has begun, a very small quantity of
compound containing a grain of about 500.
Having completed the lapping of the bushing seat, proceed to grind in the disc.
Install grinding handle, Fig.10 into disc by turning clockwise until grinding handle is tightly
made up in disc then proceed as follows:
First, clean seat and disc with a clean cloth and then “spot-in” the disc to the seat with light
reciprocating motions for one second. Remove disc and check seat for contact which will be
a thin unbroken pencil line completely around the seat midway in the seat width.
Grind in disc to seat. Using finer abrasives as the work progresses causes the seat to become
smoother and broader. Grinding-in should be stopped when seat is produced as illustrated in
Fig. 11.
The seating contact can be driven in or out by carefully placing the compound very sparingly
on the side where removal of metal is desired, just as in the use of the lap.
The shaded section of Figure 11 represents the desired seat contact shown rotated into the
plane of the paper for illustrating purposes. Intimate metal-metal contact should occur over
approximately one-third of the width of the seat shown as A. From this intimate contact, the
seat should blend evenly up and down. Seat contact can be readily brought out to a brilliant
polish by using a small quantity of C-5 colloidal compound after first wiping the surfaces
entirely clean.
Avoid over-grinding as it may cause the seating contact to get out of control, i.e., to shift from
one position to another against corrective efforts. lapping compounds for this purpose are
classified as follows:

LAPPING AND GRINDING MATERIALS

Part No. Grade Description

199-2 Coarse 220 grain,grease
199-3 Medium 320 grain, grease
199-4 Fine 500 grain,grease mixture,1/4 lb.can
199-6 Polishing Collodial compound,C-5 33 oz.can
199-12 Very Fine 1000 grain,grease mixture,2 oz.can
VA-437 Molykote 1 oz.can
Lubricant
Compound 199-2 is recommended for rapidly moving deep grooves, pits, dents, and the like.

11
 Compounds 199-3 and 199-4 are used for general smoothing of the seats. While 199-12 is a
soft grit, slow cutting material having the quality of producing smooth seats with good blend
and without stringiness.
While 199-6 colloidal compound is not regarded as a lapping or grinding-in material, it is
useful in bringing out the exact location of the metal-to metal contact as previously explained.
It has excellent anti-galling qualities permitting intimate metal contact while polishing with-
out danger of damaging the seats.
While the finer points of lapping and grinding-in may be considered as a mechanical art, it is
not beyond the ability of a good mechanic with some experience and practice to produce good
results. No effort has been made here to establish an exact procedure to cover each and every
case because different persons get different results according to their own technique. The
procedure of reconditioning the seats of the pilot valve is much the same as for the main
valve. See Figures 13, 14 and 14.A for lapping and machining dimensions and then proceed
to follow the same rules as for the main valve.
REPAIR
MACHINING MAIN VALVE DISC
Chuck the disc into a lathe, using copper (or other suitable material) to protect the finish and
true up accurately (see note) at Z and Y with a dial indicator. machine the disc to the dimensions
shown in Figure 12 removing only the required amount of metal to effect repair. Finish
requirements for machined surfaces shall be 32 RMS or better except that seating surface to
be 16 RMS or better. If “A” dimensions is reduced to 0.41mm (0.016 inch) discard the disc.
NOTE: Diameters Z and Y to be concentric within 0.050 mm(.002 inch) TIR Surface X to be
perpendicular with center line with in 0.050mm(0.002inch) TIR
MACHINING PILOT DISC
Chuck the disc into a lathe, using copper or other soft metal, Figure 13 to protect the disc
finish, and true up accurately (see note) at C, and D with a dial indicator. Having trued the
work, take light cuts across seat until all damaged areas are removed. The seat angle shown in
Figure 13, the 17.45mm dimension, must be restored. Remove only the required amount of
metal to effect repair. Finish requirements for machined Surfaces shall be 32 RMS or better
except that seating surfaces to be 16 RMS or better.
NOTE: Diameters C, and D must be concentric within 0.025mm (0.001inch) TIR
REMACHINING SEAT OF MAIN VALVE
Set up the body in a boring mill (or other suitable device) similar to or as shown in Figure 15
and indicate surfaces C and D. The work may not run out more than indicated in the Note.
It is also recommended that the bore of the seat bushing (Figure 15) be checked for run out as
a reference only for later machining operations. (Valve seat material is stellite 6B).
Having trued up the work, take light cuts across the seat (B) until all damaged areas are
removed and turn to the smoothest possible finish. Finish requirements for machined surfaces
shall be 32 RMS or better except seating surface to be 16 RMS or better. The seat angle is 45
degree. Next cut back the face (F) until the depth (G) or width (H), whichever is more convenient
to measure, is in accordance with Table 1. Remove only the required amount of metal of
effect repair.
NOTE: When indicated at diameter C and D run out shall not exceed .002 in (.050 mm) TIR.

12
 TABLE

Bore Diameter Seat Depth of Seat Width (A)

(std. Full Bore) Figure 15 0f Figure 15

3.860 inch 0.255 + 0.000 0.364 + 0.000

inch –0.004 inch -0.004

98.044 mm 6.470 + 0.000 9.245 –0.000

mm –0.102 mm –0.102

REMACHINING PILOT VALVE SEAT BUSHING

The procedure for machining the stellited pilot valve seat bushing is much the same as the
machining of the pilot disc. See Figure 16 for machining dimensions.
ASSEMBLY OF MAIN VALVE
When the seats are touched up and other maintenance completed, the main valve should be
reassembled as follows
a) Place guide in base, making sure it is properly seated and free to rotate.
b) Install ring compressor on disc and tighten screw to compress rings. Place disc in
guide and lower until ring compressor makes up on guide. Using a piece of brass
stock, gently drive disc out of ring compressor into guide. Remove ring compressor.
c) Place disc spring into disc.
d) Place disc retainer in position and screw retainer clockwise until it is firmly made up
in base.
ASSEMBLY OF PILOT VALVE
Place stem and disc into pilot valve bushing. Then install pilot spring and spring cover over
stem, depress spring cover and install.
Lower pilot valve disc assembly into pilot base,being careful to seat bushing properly on
flexitallic gasket in pilot base.
Replace the complete solenoid, bracket assembly over the pilot valve studs.
Pull the stud nuts down evenly until tightly made up.
OPERATING LEVER ADJUSTMENT REFERENCE FIGURE 5A
1. The operating lever should be adjusted so that the total travel of the pilot valve
spindle is equal to the clearance plus 1/8" (3.2 mm) nominal. The clearance is
approximately 1/64" (0.4 mm) therefore,the total travel is 9/64" (3.6 mm). When the
proper travel is obtained, the solenoid will be at the maximum downward stroke
When later energized. This can be verified at this time by moving the solenoid plunger
downward by hand to the maximum travel and measuring the movement of the pilot
valve spindle. If not correct, loosen locknut (512) and turn adjusting screw (518) as
required to obtain the required travel. When satisfactory, tighten the locknut. With
the solenoid plunger retracted, check the clearance between the lever (383) and the
plunger head (386) as shown in Figure 5A.Correct if discrepant.
2. With the solenoid in the up position, use a VOM or other suitable instrument and
verify that the common and normal closed contacts have continuity. It will be
necessary to use the connections on the terminal block for the VOM measurements.
See wiring diagram Figure 20.

13
 3. Move the solenoid plunger downward by hand. Using a VOM or other suitable
instrument, verify that the common and other normal open contacts on the icroswitch,
Figure 5B have continuity. If not, adjust properly with the shims. Bending of the
microswitch lever is not recommended (shimming is preferable).
4. If the design features a DC solenoid, Figure 18, verify that the cut out switch on the
solenoid is open when the solenoid is fully extended (sealed) as would occur during
actuation. If it does not, check for cause and correct as required. Failure of the cut
out switch to operate in the above manner could cause damaged to the solenoid
when it is later energized.
ELECTRICAL SYSTEM
The wiring diagram in Figure 20 can referred to when checking for proper wiring of the
controller, control station, and solenoid.
If trouble in the controller, control station or the solenoid is encountered, refer to the Trouble
Shooting Chart (Figure 21).
When using the Trouble Shooting Chart and reference is made to numbers and letters such as
T7 and T8, it refers to terminals 7 and 8 in the particular piece of equipment, i.e., control
station, controller or solenoid assembly.
Each block in the chart identifies the particular piece of equipment and the terminals to check
when system is malfunctioning.
By checking each item as shown on the chart, the trouble should be uncovered.
A Solenoid Amperage Rating Chart is shown in Figure 22 indicating the proper inrush and
holding current. The recommended fuses for each voltage are also shown.
Caution
When energizing the solenoid, be certain that all equipment is ready for power and take all
necessary precautions to prevent injury to personnel or equipment.
Momentarily apply power to the solenoid and monitor the holding current with a clip on a
meter or other suitable instrument. Confirm proper holding current per Figure 22. If discrepant,
either replace defective coil or coils, or check for a buckling condition as outlined above.
Caution
Extended energizing of the solenoid may damage it.
MAINTENANCE TOOLS AND SUPPLIES
Recommended maintenance tools
a) For Main Valve
Tool Name
1. Seat Lap
2. Grinding Handle, Disc
3. Disc retainer Removal tool
b) For Pilot Valve
Tool Name
1. Seat Lap
2. Disc Lap

14
 Recommended Lapping Compound
Description Sz. Can Pt.No.
1. Grinding 1/4 lb. 199-2
Compound
220 grit
2. Grinding 1/4 lb. 199-3
Compound
320 grit
3. Grinding 1/4 lb. 199-4
Compound
500 grit
4. Grinding 2 oz. 199-12
Compound
1000 grit
5. Colloidal 3 oz. 199-6
Compound C5
SERVICE PARTS - SERVICE PARTS INVENTORY PHILOSOPHY
The basic objective in formulating a service parts inventory philosophy is to provide prompt
valve service capability, thus preventing maintenance outage time extensions. To accomplish
this, it is necessary to have immediate availability of the proper inventory of service parts for
optimum valve quantities. This can be achieved at a minimum of cost by defining the inventory
on a frequency of need basis.
To assist towards this objective, BHEL Field Service recommends that the following guidelines
be utilized to establish meaningful inventory levels :
1. Identify the total number of safety valves in service by size, type number, temperature
class and serial number.
2. Identify the frequency of replacementtendency of specific parts.
Class I - Parts Most Frequently Replaced.
Class II - Parts Less Frequently Replaced, but Critical in the event of an
Emergency Requirement
Class III - Parts Seldom Replaced
Class IV - Hardware (e.g., nuts, bolts, pins, cap components, etc
Class V - Parts practically Never Requiring Replacement
3. “Need probality coverage” is defined as the probable percent (%) of total,
uninterrupted operational time which can be expected by stocking predetermined
valve component classifications.
Determine “need probability coverage” which is compatible with a specific company’s
operational objectives and service parts inventory investment philosophy. The Relate “need
probability coverage” to parts classifications which will satisfy that need. Guidelines are as
listed on the following page.

15
 Parts Need Probability
Classification Coverage

Class I 70%
Class I & 11 85%
Class 1, 11 & 111 95%
Class 1, 11, 111 & IV 99%

4. Consult recommended spare parts list by valve type to determine quantity of parts
for valves to be covered by the inventory plan.
5. Select parts and specify quantities.
Identification and ordering Essentials
When ordering service parts, please furnish the following information to insure receiving the
correct replacement parts:
Identify Valve by:
1 . size
2. Type
3. Temperature Class
4. Serial Number
Example 6" 1525VX Z0222
5. When ordering electrical com- ponents,specify supply voltage.
Specify parts required by:
1 . Part Name
2. Part Number (if known)
3. Quantity
Refer to Figure 5 for part name. All other required information will be found stamped on the
nameplate attached to the body of the valve.
In addition, the serial number is stamped on the top edge of the outlet flange.

MANUFACTURER’S FIELD SERVICE & REPAIR PROGRAM

Factory Setting Vs Field Setting
Every ERV is set and adjusted on steam before shipment from the factory. Blowdown adjust-
ments are made as carefully and accurately as possible on the factory test boiler. However, it
must be recognized that actual field operating conditions may vary considerably from factory
test conditions.
Conditions beyond the manufacturer’s control that effect ERV operation are:
a) Quantity of steam being discharged through the valve, i.e., the actual installation
capacity exceeding that of the test boiler, thus permitting the valve to flow its full
rated capacity.
16
b) Quality of steam being discharged.
c) Discharge piping stresses and back pressure.
d) Ambient temperature.
e) Shipping or storage damage.
f) Improper bolting of flanges.
g) Damage due to foreign material in the steam.
Final ERV adjustments made on the actual installation are the best means of insuring that the
valves perform in compliance with the INDIAN BOILER REGULATIONS and/or other ap-
plicable code requirements.

17
18
19
20
21
22
23
24
25
26
27
28
29
30
 Fig. 23 Maintanence Record
A complete maintanence record should be kept oneach valve designated by serial number.All
data relative to resting and maintanence should be recorded.The following form is suggested.

Date Date Reason for Repair Testing Operating Remarks

Installed Removed Removal Work Results Prior Hours
Discrepancies Required To and After
Found, Etc. Maintenance

31