6 LUBE OILSYSTEM6.1. GENERAL DESCRIPTION The oil system delivers lubricating oll to the turbine engine and the reduction drive assembly. The system uses a common oil reservoir. Required cooling for the oil supply is provided by an oil cooler assembly which may be remotely located or mounted on the skid base. Oil selected for the oil systems should conform to specifications given in this section. Operating limits and other pertinent data for the oil system are also tabulated in this section. The system includes: + Oilreservoir + Electric motor-driven pre/post lube oil pump + Engine—driven main lube oil pump + Duplex oil filters + Oilcooler + Oilmist separator 6.1.1 Lubricating Oils The selection of a qualified lubricating oil ensures the proper lubrication and long life of the ‘engine and components. Satisfactory oil selection depends on the physical and chemical composition of the oil and on the ambient temperature surrounding the engine prior to Start-up. Several types of lubricating oils, listed in Table 6.1.1, are used for normal ‘operating service in the turbine engine and accessories, the output drive assembly, and the driven equipment. Qualified oils are listed in Solar Specification ES 9224, Table 6.1.1 Types of Lubricating Oils Engine Model Oil Type Grade ‘Application Synthesized Hydrocarbon $150 (C32) All models Petroleum $150 (039), S275 (C46) All models Fire—Resistant Lubricant (Phosphate Ester) 8150 (C32) All models* Synthetic Ester per MIL—L—23695B, Amd. 1 ‘All models* *Used only with specific packages. Before use, contact Solar Turbines Customer Services for applicability. 72/98 64Lube Oil System 47201 CAUTION —a Before changing from one lubricating oil type to another, contact Solar Turbines Customer Services. NOTE The oils described in this section are suitable for preservation of the engine and components for a period of up to 90 days. Contact Solar Turbines Customer Services for special instructions for preservation if storage, shipping, or down-time longer than 90 days is expected. SYNTHESIZED HYDROCARBON OILS ‘Synthesized hydrocarbon oils, the preferred oils for all applications, consist of synthesized hydrocarbons with suitable additives to meet the physical and chemical-requirements in Table 6.1.2. Grade $150 (C32), listed in Table 6.1.2, is suitable for use in all climates. Refer to Table 6.1.3 for operating temperature limits. PETROLEUM OILS Petroleum oils shall consist of refined paraffinic petroleum oil with suitable additives to meet the physical and chemical requirements in Table 6.1.2. Petroleum oils shall not contain additives that are degradable below 284°F (140°C), or are water—separable. Additives shall remain uniformly distributed throughout the oil at all temperatures above the pour point up to 284°F (140°C). ASTM-recommended viscosity grades $150 (C32) and $215 (C46) are specified in Table 6.1.2. Grade $150 (C32) is suitable for use in cold to moderate climates. Refer to Table 6.1.3 for operating temperature limits.47201 Lube Oil System Table 6.1.2 Lubricating Oil Physical and Chemical Requirements ] FIRE— FE SYNTHESIZED PETROLEUM OILS SISTANT UU. HYDROCARBON FOR SERVICE USE BRICANT= asm Grado Sis0 | Gragesis0 Grades21s | Grade S150 sD mu ‘cme earn agen | Seta 2161 | Viscosty at 100°F (68°0) SU {e5% ~ mls) Max 165 (252) 105,052) |2as(608) _|170@86) DHT | Vscosiy at HOF OFC EST {ct = mats) Min 44.0 (6.40) 430609) 46.0604) | 404.09) “Doe Fash Font COC, Win aa aay rae0 (188) [980 (199) ——]40 eat) “DR [Fis Poi, COC, FPO MA | a7O RY raa0 a7) [450125 ED) O37 Four For F POV Wax = (80) FECas) [ECO] 10 aT “D1a0 | Copper Conasion at TF (100°C), 3 hours, Class tb ib ib ab G6 Newratzaton Tota Ac, Max oxo 020 20 0.20 “DR Ras Proventon Procedure S| Pass Pass [Pass Pass D852 | Foam Lis, ilies Wax ‘Sequence t 2510 250 25/0 25/0 Sequence 2 500 500 50/0 5070 Sequence 2510 2310 2570 Ea WaT Oadaton Resistance, Win No.of Hours fo 2.0 Neuaizaton Numer -- 2000 2000 -- a ee a 336-088 —}086=088 7-76 (ee/16-C) DTa0T [Ems Tet == a=a-O | a0=-9 == “D77e8 [Zne, Weighs ax O05 0-005 005: OO 'D_1744 | Water, Weight, Paris Per Million | 200 200 200 200 17847 [Load Carrying Capac, Taf 2705 7006 7000 == “D-ZiSs [fate Ignition Temperature, CE eC) Min 725 (965) 520/810 | 590 (610) 1000 (596) 0 SEE | Wear Provera CharacaraTe, Soar Diametor, Mimeters mai 67°F (75°C), 1200 pm, 88.11 | 0.46 Jos0 oso 0.50 (#0Kg).4 nour O2EAD [viscosty nde 0 fa 3 7 DBE [Sediment Vou, Max [O00 [cy 005 0.08 “D765 | Craton Characters, iscosty increase at 210° (09°C) % Max -- -- -- -- oral Test Wothog SOS (OF rosie and Oxidation Stabily) eee S47"F (78°C) 2 odes Folewing are maximum values: a. Knematic viscosty inet 6 | 20 50 Sita AcsNo. increase | 5 +0 &-Copper we change, moleme, | 12 O40 Sta wt change, mglom2” [0.000 0.08 e-Gord wt change, mgfom2 [0.060 0.08 Magnesium wi cho mg/em2_[0:040 d.08 ~ heck wih Solar Turbines Customer Senvices for applicability batore use, ‘Viscosity Grades per ASTM Standard D242. 12/93 63Lube Oil System 47201 Table 6.1.3 Operating Temperature Limits @ oi Operating Oi! Viscosity Ambient Air | Temperature Limits Lubricant Grade _| Temperature Limits | __Into Engine Synthesized Hydrocarbon | S150 (C32)| -68°F to +140°F | 130°F to 180°F (-54°C to +60°C) | (64°C 10 82°C) Petroleum ‘$150 (C32) | 11°F (6°C) above | 130°F to 165°F pour point up to (64°C to 74°C) 110°F (43°C) $215 (C46) | 11°F (6°C) above | 150°F to 180°F pour point up to (65°C to 82°C) 140°F (60°C) Fire—Resistant $150 (32) 10°F to 110°F 130°F to 150°F (°C to 43°C) (64°C to 65°C) ‘Synthetic Ester —40°F to +140°F | 180°F to 180°F (MIL-L-23699) (-40°C to +60°C) | (64°C 10 82°C) FIRE-RESISTANT LUBRICANTS (PHOSPHATE ESTER) @ CAUTION —a Before use, contact Solar Turbines Customer Services. Package hoses, elastomers, and paints must be compatible with fire-resistant lubricants. Fire—resistant lubricants are not compatible with other oils and should not be used after operation of turbomachinery using synthesized hydrocarbon, petroleum, or synthetic ester oils. Fire—resistant lubricants shall consist of phosphate ester with sufficient additives to meet the rust and oxidation requirements in Table 6.1.2. Fire—resistant lubricants must be specified on the part drawing of nonstandard units requiring the use of such oil. ASTM-recommended viscosity grade $150 (C32) is specified in Table 6.1.2. Refer to Table 6.1.3 for operating temperature limits. 4 64 7219347201 Lube Oil System ‘SYNTHETIC ESTER OIL CAUTION — Before use, contact Solar Turbines Customer Services. Package hoses, elastomers, and paints must be compatible with synthetic ester oil. Synthetic ester oil is not compatible with other oils and should not be used after operation of turbomachinery using synthesized hydrocarbon, petroleum, or fire-resistant lubricating oils. Solvent action of synthetic oil on carbon, varnish, and sludge residues may clog internal oil passages, resulting in engine or equipment damage. Oil leaks may develop from the cleaning action around gaskets and seals. ‘Synthetic ester oil should not be used In lubricators. ‘Synthetic ester oil is suitable for use in all climates. Refer to Table 6.1.3 for operating temperature limits. Synthetic ester oil must be specified on the part drawing of nonstandard units requiring the use of such oil and shall meet the requirements of MIL-L-23699B, Amendment 1. When using synthetic ester oil, observe the following: 1. Useonly innew, ornewly—overhauled, engines and equipmentat initial installation and start-up, and in engines and equipment which have been operating with synthetic oil. 2. Drain and flush with type of oil to be used. Static flush or cold crank system to circulate sufficient oil to fill system. Drain flushing oll and fill tank to operating level with new oil, 3. Ifoil makeup system is installed, use metal lines in customer—furnished oil supply system. 6.1.2 Start-Up Limitations CAUTION — Solar equipment is not intended to operate above the maximum operating oil temperature limits into engine. The oil selected must have a pour point at least 11°F (6°C) below the minimum ambient temperature to ensure flow at start-up. Before engine start-up, oil temperature in the entire lubrication system shall be at least 11°F (6°C) above the oil pour point. Suitable heaters and auxiliary pumps may be used to ensure proper oil viscosity in the system prior to start—up. 7288 65Lube Oil System 47201 NOTE ‘The maximum viscosity at start—up is 700 SSU (152 mm?/s, or 81). This is equivalent to grade $150 (C32) at 52°F (11°C), 6.1.3 Oil Service Life NOTE Analyze oil samples of new oil, before use. The results of the analysis can then be used as a basis for comparison in determining oil degradation during service life. The service life of oil is limited by a viscosity change, an increase in Total Acid Number, or by the presence of water. Check the oil ona regular basis (once amonth) for contamination and degradation. Degradation varies with each application. Actual limits must be determined by customer experience. The oil must be drained and replaced whenever any of the criteria listed in Table 6.1.4 are met. Table 6.1.4 Oil Replacement Criteria Water Content, Viscosity Change | Total Acid Number, | Parts per Million Lubricant Limits Max Max Synthesized Hydro- carbon +25%, -10% 4.0 2000 Petroleum +25%, —10% 1.0 2000 Fire—Resistant + 15%, — 16% 30 2000 ‘Synthetic Ester + 18%, ~ 18% 20 2000 (MIL—L—23699) ee 1218347201 Lube Oil System 6.2 FUNCTIONAL DESCRIPTION The following describes the lubricating oil system. See Lube Oil Schematic (149953) to determine prescribed limits discussed in the following paragraphs. The lubricating oil system uses an electric motor-driven pre/post lube oil pump for lubrication before and during the start cycle and after shutdown, and an engine—driven main pump for lubrication after adequate engine speed is attained. At initiation of start, the pre/post lube oil pumpis activated by the electrical control system. ‘The pre/post lube pump draws oil from the oil reservoir and delivers it to the lubricating oil systom through the oil filter. From the fiter the oil passes into the oil supply manifold distribution to the engine and the reduction drive assembly. Oil pressure is maintained at anominalvalue by an integral relief valve. Aftera preset imeinterval, normally 30 seconds, engine rotation begins. As engine speed increases, oil pressure from the engine—driven main oil pump increases. When sufficient speed is attained to provide adequate oil pressure, the pre/post lube oil pump is shut down. Oilis delivered by the main oil pump to the oil regulator assembly, where it is maintained at a preset pressure by the main system unloading valve. If the oil temperature is above a preset value, a thermal control valve diverts the oil through the oil cooler. The oil flows through the oil iter to the oil supply manifold. Then from the manifold, lubricating oil is delivered to the the engine, the reduction drive assembly, and to the starter clutch, Some oilis diverted upstream of the main system unloading valve and flows through a filter before being delivered to the fuel actuator for servo action. Used oil drains by gravity through the oil drain manifold into the oil reservoir. At engine shutdown, the pre/post lube oil pump is activated by the electrical control system. The pump operates for a preset time interval after shutdown, normally 30 minutes, to provide postlubrication and cooling to the bearings of the engine and reduction drive assembly. When the programmed time interval has elapsed, the pump is automatically stopped. The postlubrication cycle is complete. Control and regulation of oil flow and pressure are provided by preset relief and check valves. Safety devices are included which operate to shut down the engine if the preset control values are exceeded. These devices include a lube oil header pressure transmitter and a low oil level switch. 123 67Lube it System 47201 6.3 COMPONENT DESCRIPTIONS Component descriptions are arranged in alphanumeric order by reference designator e number. The reference designator number is within parentheses, and follows the component name. Unnumbered components are located at the end of the subsection. For settings and system normal or operating design values not discussed in the following paragraphs, refer to Lube Oil Schematic 149353. Figure 6.3.1 illustrates typical ‘components of the lube oil system. 6.3.1 Pre/Post Lube Oil Motor/Pump Assembly The Pre/Post Lube Oil Motor/Pump Assembly (BP321) is a rotary, gear—type pump, directly mounted to an electric drive motor. It delivers oil from the lube oil reservoir to the engine and reduction gear drive. This pump provides prelubrication during the start sequence and postlubrication at shutdown. An integral relief valve protects the pre/post lube oil pump during the prelubrication and postlubrication cycles. ‘The pump is automatically started when the start/run circuit is energized. The pump ‘operates until the engine lube oil pressure reaches a predetermined setting. Upon engine shutdown, the pump is again automatically started to maintain oil pressure during rundown and to cool the bearings for a predetermined time after the engine has stopped. 6.3.2 Flame Arrestor The Flame Arrestor (FA901) is vertically mounted in the lube oil vent line from the lube oil reservoir. The flame arrestor consists of a cast housing enclosing a multiplate q flame—arresting “bank.” The arrestor does not prevent the ignition of flammable mixtures but does prevent the propagation of a flame by forcing the flammable mixtures through a maze of small areas, or numerous tubular areas, and by dissipating the heat generated by a flame through the numerous plates in the arrestor “bank.” 6.3.3 Oil Vent Separator The Oil Vent Separator (FSA901) is designed to collect both the larger and the very small oil mist droplets that are generated by condensation of oil vaporized by hot bearing surfaces, and drain the oil back to the lube oil reservoir. The oil mist eliminator (model Koch “Flexifiber’) is furnished as a freestanding vessel with the oil reservoir vent ducted to it. The vented airstream enters the bottom of the case and passes through a glass fiber—bed element where the oil particles are captured. The clean air exits from the top of the vessel. The collected oil drains to a liquid seal and back to the lube oil reservoir, ‘The unit will remove approximately 99 percent of all particles in the oil mist that are three microns or smaller in diameter. in addition, operating pressure drop across the unit is designed not to exceed 4 inches of HO. 6.3.4 Duplex Lube Oil Filter Assembly ‘The Duplex Lube Oil Filter Assembly (FS901-1, FS901—2) consists of two filter cases, each containing a replaceable filter element. Only one filter should be in use at one time to reserve a clean filter for changeover when element replacement becomes necessary. 4 68 12/8347201 Lube Oit System ‘The filter receives the entire oil flow from the oil cooler outlet or bypass line through the thermal bypass valve in the lube oil regulator assembly. The oil filter assembly includes ahand—operated Selector Valve (VT801 — 1, —2) to direct oil flow to either filter. Therefore, the engine need not be shut down to replace a single dirty filter element, as the oil flow can be diverted to the clean companion filter. A drain plug is located at the bottom of each filter case. To facilitate filter element replacement, each filter case is furnished with a hand-operated vent valve VH902—1, —2. Check valves VC$902-1, —2 located downstream of the filters prevent backflow to the filters. The lube oil filter crossover shutoff valve VH903 installed between the filter housings is used as a fill valve to allow transfer of oil to the clean element after element replacement. 6.3.5 Fuel Actuator Supply Oil Filter ‘The Fuel Actuator Supply Oil Filter (F903) is located upstream from the main fuel control actuator inlet port and is incorporated into the oil flow line that feeds lube oil to the main fuel actuator. Entrained particles of dirt and/or water are removed from the oil flow before it enters the fuel actuator. The filter is fitted with a 25—micron, replaceable filter element. 6.3.6 Oil Cooler Assembly The Oil Cooler Assembly (HX901 and B598—1) is installed on a separate off—skid frame. The assembly provides air—to—oil cooling of system oil and includes a radiator—type cooler, a cooling air fan, fan motor, manifolds, connecting lines, and the supporting frame. The cooling air fan is driven by a5 hp, 230/460 Vac electric motor operating at 1150 rpm. Cooled oil drains back to the oil reservoir, 6.3.7 Lube Oil Reservoir Level Indicator ‘The Lube Oil Reservoir Level Indicator (LI901) consists of a pivoting float that rotates a right-angled gear, which is set to drive the level indicator pointer. The level in the oil reservoir is indicated in color—coded increments. The indicator is located on top of the oil reservoir. 1288 69DUPLEX LUBE lL FILTERS MAIN LUBE, iL PUMP LUBE Olt. REGULATOR 863.872033B Figure 6.3.1 Typical Lube Oil System Components47201 Lube Oil System 6.3.8 Main Lube Oil Pressure Control Valve The Main Lube Oil Pressure Control Valve (PCV901) is a_pilot—operated, Normally—closed, sleeve— and plunger—type pressure setting valve that maintains the lubricating oil system at a nominal pressure. The valve plunger is kept in the normally—closed position by a spring and includes a centrally drilled passage which contains a calibrated metering orifice. Pressure regulation is accomplished by means of an integral, externally adjustable, spring-loaded relief valve. !n operation, pilot pressure supplied by engine inlet oil pressure from the outlet side of the oil filters acts on the plunger to open the valve. This action is opposed by the plunger spring load and pilot pressure oil that is continuously bled through the plunger orifice and maintained at a downstream pressure level determined by the setting of the spring-loaded relief vaive. When the pilot pressure on the upstream side from the plunger orifice is equal to the downstream pressure plus the valve spring load, the system is in balance and the valve is closed. If engine inlet oil pressure, and therefore the upstream pilot pressure, increases and becomes high enough to overcome downstream pilot Pressure plus spring load, the unloading valve opens to return excess oil to the lube oil reservoir at a low pressure drop. As the engine—driven lube oil pump delivery increases with engine speed, the unloading valve plunger moves accordingly. This action maintains engine inlet oil pressure equal to downstream pilot pressure plus the valve spring load. 6.3.9 Lube Oil Filter Differential Pressure Gage The Differential Pressure Gage (PD1902), installed on the engine gage panel, is scaled from 0 to 50 psid. It indicates the pressure differential across the lube oil filter. If pressure exceeds setpoints of the differential pressure switch S397—1, an alarm will be actuated, indicating filter element should be replaced. Hand—operated Instrument Isolation Valves (vi902—1, Vi902—2) are installed in the inlet and outlet lines to the gage. 6.3.10 Engine Lube Oil Filter Pressure Gage The Engine Lube Oil Filter Pressure Gage (P1901 — 1) is installed on the engine gage panel and connected to a sensing line from the lube oil filter inlet. The gage is scaled from 0 to 100 psi, Itindicates system oil pressure to the filter when either the pre/post lube oil pump or the main lube oil pump is operating. The gage is isolated by Instrument Valve (vigo1 2). 6.3.11 Main Lube Oil Pump The Main Lube Oil Pump (P901) is a single—element, engine driven pump. itis mounted ‘on an accessory drive pad on the reduction drive unit forward end cap and supplies oil for the lubricating oil system. The pump is designed to deliver 70 gpm (265 L/min) at 100 psi (690 kPa) and 1915 rpm. 6.3.12 Engine Drain Temperature RTD Engine Drain Temperature RTD (RT327—2) senses temperature of oil in the engine bearing drain line through a Thermowell (TW903-1). 1288 611Lube Oil System 47201 6.3.13 Lube Oil Header RTD ‘The Lube Oil Header RTD (RT380) is a 100-ohm, platinum temperature sensor mounted in a Thermowell (TW902) in the oil supply line downstream of the filters. The RTD senses oil temperature in the lube oil header. A proportional signal, corresponding to that temperature, is delivered to the control system. At 155°F (68°C), the control system will energize a high lube oil temperature alarm circuit and an alarm will sound. No engine shutdown will result. At 165°F (74 °C), the control system will energize a high oil ‘temperature malfunction circuit. A malfunction indication and an engine shutdown will be initiated. 6.3.14 Lube Oil Reservoir Assembly ‘The Lube Oil Reservoir Assembly (R901) is locatedin the center of the package base below the gearbox and provides the oil reservoir for the oil systems. To accommodate lube oil expansion during operation and promote efficient venting, the reservoir has a larger volume than required to hold the operating quantity of oll. The reservoir assembly is welded steel with internal baffling, a drain valve, fill cap, Lube Gil Level Gage (LI901), and avvent to atmosphere. 6.3.15 High Reservoir Alarm Pressure Switch The High Reservoir Alarm Pressure Switch (S324~1) senses pressure in the lube oil reservoir. The switch actuates at preset increasing pressure. The switch actuates to ‘energize the warning circuit if oil reservoir vent pressure exceeds preset setpoints. 6.3.16 Lube Oil Level Switch The Lube Oil Level Switch (S388—1,—2,—3) consists of a float, magnet, and sealed magnetic switch. If the oil level in the lube oll reservoir exceeds 130 gal (492 L), the switch element actuates to energize a high oil level alarm warning. When the oil level in the oil reservoir drops below 70 gal (265 L), the switch float actuates the magnetic switch to energize a low oil level alarm circuit. Ifthe oil level drops to 50 gal (189 L), the switch will energize a low oil level malfunction circuit. A malfunction indication and an engine shutdown will be initiated. 6.3.17 Engine Lube Oil Filter Differential Pressure Switch ‘The Engine Lube Oil Filter Differential Pressure Switch (S397 — 1) is connected between the oil ine from the oil supply manifold and the sensing line to the oil pressure gage. The switch actuates at preset increasing and decreasing pressure. The switch actuates to energize the warning circuit if oil filter pressure exceeds setpoints. are 1219347201 Lube Oil System 6.3.18 Thermostatic Valve The Thermostatic Valve (TCV901-1) is a combination temperature— and pressure—sensing valve that protects the oil cooler circuit against excessive oil pressure. During staring in cold weather with an oil temperature below 100°F (38°C), temperature-sensing will keep the valve fully open to bypass most of the oil from the cooler. As the oil temperature increases beyond 100°F (38°C), the valve begins to close. The valve is fully closed when operating oil temperature of 140°F (60°C) is reached. At this temperature, the entire flow of oll passes through the cooler. If the differential pressure across the bypass valve should exceed 50 psi (345 kPa) during normal operation with oil ‘temperature above 140°F (80°C), pressure-sensing will cause the valve to open sufficiently to maintain the differential pressure at approximately 50 psi (345 kPa). 6.3.19 Engine Lube Oil Temperature Gage The Engine Lube Oil Temperature Gage (T1901) is installed on the engine gage panel and is connected to the line between the oil regulator assembly and the oil supply manifold. The gage is scaled from 20°F to 240°F and indicates the temperature of the oil leaving the regulator assembly. The sensing element is protected by Thermowell (TW801—1), which is part of the gage assembly. 6.3.20 Lube Oil Pressure Transmitter The Lube Oil Pressure Transmitter (TPS80) consists of a polysilicon sensor with microprocessor—based circuitry. It provides a 4 to 20 mA analog signal proportional to lube oil supply pressure to the control system. The transmitter has three setpoints that allow the control to determine if there is enough lube oil pressure to permit starting of the engine, initiate a low lube oil pressure alarm, or cause a low lube oil pressure engine shutdown. 6.3.21 Thermowells AThermowellis a “sleeve”, located directly in the lube oil low, which supports a Resistance ‘Temperature Detector (RTD) or other sensing device. The temperature of the surrounding flow heats the outside of the thermowell. The RTD, (or other sensing device mounted inside the thermowell) is then exposed to the heat from the inside of the thermowell. The following thermowells are incorporated in the lube oil system: Ref. Desig. Description ‘TW901-1 Part of Tig0t Tw902 Houses RT380 Tws03~1 Engine Bearing Drain Tw905—1 Lube Oil Cooler Inlet Tws0s~2 Lube Oil Cooler Discharge 6.3.22 Main Lube Oil Check Valve The Main Lube Oil Check Valve (VCS901) is installed downstream of the Ultimate Lube Oil Relief Valve (VR901). The check valve cracking pressure is 4 psid (28 kPad) when the Main Lube Oil Pump (P901) is operating. The valve closes to prevent backflow into pump P901 when it is not operating. 12188 6.13Lube Oil System 47201 6.3.23 Lube Oil Filter Check Valve The Lube Oil Filter Check Valve (VCS902~1, VCS902—2) is installed downstream fromthe Duplex Lube Oil Filter Assembly (FS901-1, FS901-2). The check valve prevents backflow to the oil filter from the main lube system when the individual filter is notin service. 6.3.24 Pre/Post Lube Pump Check Valve ‘The Pre/Post Lube Pump Check Valve (VCS904) isinstalled downstream from the pre/post lube oil pump. The check valve prevents backflow to the pump from the main lube system when the pre/post lube pump is not operating. 6.3.25 Lube Oil Filter Vent Hand Valve The Lube Oil Filter Vent Hand Valve (VH902-1, VH902—2) is a normally~closed hand valve installed on top of the filter. When opened, pressure in the filter is relieved to allow oil to drain from the filter. 6.3.26 Lube Oil Filter Crossover Shutoff Valve The Lube Oil Filter Crossover Shutoff Valve (VH903) is installed between the oil filter housings. Itis used to fill a drained filter housing after filter changeover. 6.3.27 _ Instrument Valves ‘The Instrument Valves (Vinnn—n) are installed upstream from the pressure gages and transmitters, The hand valves can be adjusted to damp pressure surges to avoid gage fluctuations due to pressure pulses and to isolate the instruments for maintenance or calibration. 6.3.28 Lube Oil Distributor Module ‘The Lube Oil Distributor Module (VMF921) is a metal block with drilled internal passages. The housing oil passages connect to welded oil lines in the oll reservoir assembly. The regulator assembly includes a pressure regulating unloading valve, an ultimate relief valve, and a thermal bypass valve. 6.3.29 Ultimate Lube Oil Relief Valve The Ultimate Lube Oil Relief Valve (VR901) protects the lube oil system components against excessive oil pressure. It actuates at the nominal pressure of 145 psi (1000 kPa) to return excess ail to the lube oil reservoir. 6.3.30 Lube Oil Filter Transfer Valves The Lube Oil Filter Transfer Valves (VT901—1, —2) are mechanically linked to prevent both {filters from being closed at the same time. The direct oil flow through either filter assembly independently. Only one filter needs to be in operation at a time. ei 1218347201 Lube Oil System 64 MAINTENANCE WARNING = Engine must be shut down prior to any maintenance or service of lube oil system components except for oil filter replacement (duplex filters only). Allrepair, replacement, cleaning, and inspection should be performed in accordance with highest standards of shop practice. Refer to SAFETY REQUIREMENTS at the front of this manual and to individual WARNINGS, CAUTIONS, and NOTES in the text. Maintenance information for the engine —driven lube oil pumps and miscellaneous components may be found in Supplementary Data, Volume Ill of this manual set.. 6.4.1 Duplex Lube Oil Filter Assembly Duplex Lube Oil Filter Assembly (FS901—1, —2) maintenance is normally limited to checking oil lines, fiter cases, cover, and connections for leaks and changing filter elements. Since the duplex filter system is designed to operate using one filter at a time, filter service may be performed during engine operation or during shutdown. This arrangement will also permit a standby unit to be started while filter element replacement is in progress. The filter elements in the oil filter assemblies should be changed whenever operating conditions dictate. Filter elements can be changed without shutting down the engine by isolating the filter to be serviced and placing the other filter in operation. The following is a recommended procedure for servicing the filter, 1. Verify that standby companion fiter is ready to be placed into operation. Isolate selected filter by moving oil filter selector valve to direct oil flow through clean companion filter. 2. Verify that customer oil drainage system is adequate, or place suitable containers under filter drain outlet to receive drained oil. Close hand—operated crossover valve located in line between two filter cases, Remove drain plug in drain line for filter being serviced (or open customer—furnished drain valve). Slowly open filter vent valve to expedite draining. Valve is located on top of filter cover. NOTE Make absolutely certain that filter being serviced has been properly isolated from the lube system to prevent oil spills and possible equipment shutdown. Arrange for containers of sufficient size to receive oil drained from the fiter case and additional oil flow that could be caused by internal leakage from the fiter transfer valve. 12798 6.15Lube Oil System 47201 5. @ ene 8 12, 13, 14, 15. 6.4.2 When oil flow through drain indicates that filter case is almost empty, loosen filter cover band clamp. NOTE Do not remove filter cover until it is certain that filter case is almost drained. Premature removal may result in excessive oil spills. Remove filter clamp, cover and O-ring gasket. Discard O-ring. Remove and discard filter element. Clean filter cover and filter case. Install new filter element. .. Install new O-ring gasket on filter case and replace filter cover. Secure cover on filter case using cover band clamp. . Install drain plug in filter drain line (or close customer—furnished drain valve). CAUTION —a Crossover valve must be opened very slowly to prevent damage to filter elements. With vent valve open, gradually open hand—operated crossover valve (refer to. Step 3) between filters very slowly (with engine running, or pre/post lube oil pump operating) to allow transfer of oil into clean filter, and to purge all air from filter case. When oillevel reaches vent valve and oil begins to flow from valve port, filter is filled. After observing oil flow to verify that all air is expelled from filter case, first close vent valve and then crossover valve. NOTE Do not transfer serviced oil filter to operating lube system until all air has escaped from filter case and valves are closed, Move oil filter transfer valve handle to normal (desired) position. Dispose of drained oil. Ifnecessary, add new oil to bring level in reservoirto normal. Do not exceed FULL level. Air-to-Oil Cooler REMOVAL - The Air-to-Oil Cooler (HX901) should be removed only if repair or replacement is required. o16 12/9847201 Lube Oil System Disconnect appropriate electrical wires to fan motor. Disconnect and cap oil lines from radiator. Drain radiator of residual oil. Attach hoist and sling, which has capacity rating of at least 500 Ib (227 kg), to oil cooler and take up unt! no slack is in sling. Remove attaching bolts, nuts, and washers. 5. Carefully lit oll cooler out of its mounting location. INSPECTION AND CLEANING 1. Visually inspect cooler for damage, loose mounting bolts, rust or corrosion, and dirty or clogged heat transfer core. Inspect all oil line connections for tightness and evidence of leakage. Dirt and dust should be removed from heat transfer surface by brushing fins and tubes and by blowing loose dirt off with air hose. If surface is greasy, fan motor should be removed and fins and tubes brushed or sprayed with nonflammable degreasing fluid followed with hot water rinse. Dry thoroughly with compressed air after rinse to prevent corrosion. Dirt and grease should be removed from fan motor housing. Rusty or corroded surfaces should be sanded clean and repainted. INSTALLATION Using suitable hoist and sling, which has capacity rating of at least 500 Ib (227 kg), Position oil cooler in place. Install retaining bolts, nuts, and washers. Tighten bolts to specified torque. Connect oil ines to cooler and electric wires to fan motor. Ensure that all fittings are secure. Initiate prelube cycle. Check oil ines and fittings for leaks. 12188 617Lube Git System 47201 6.4.3 Main Lube Oil Pressure Control Valve The following procedures describe the removal, inspection, and installation of Main Lube @ Oil Pressure Control Valve (PCV01). REMOVAL 1. Remove screws securing valve to regulator assembly. 2. Remove valve and discard O-rings. INSPECTION 1. Visually inspect valve for damage and evidence of leakage. 2. if damage or evidence of leakage is present, valve should be replaced. INSTALLATION 1. Install new O-rings in mounting face of valve. 2. Align valve in regulator. 8. Secure valve to regulator assembly with retaining screws using 65 in—Ib (7.3 Nem) of torque. e 618 72193