Frick RWB II User manual

RWB II ROTARY SCREW COMPRESSOR UNITS
INSTALLATION S70-200 IOM Page 5
83
13/16 96.8 4 101.6 11/16 27.0 113/16 46.0 11/828.6 .004 .104 55 74.6 3/8- 24 UNF 13 17.6
94
5/16 109.5 57/16 138.1 17/16 36.5 23/16 61.9 17/16 36.5 .004 .104 55 74.6 3/8- 24 UNF 13 17.6
10 45/16 109.5 63/8161.9 111/16 42.9 29/16 65.1 111/16 42.9 .004 .104 130 176.4 1/2- 20 UNF 13 17.6
11 47/8123.8 57/8149.2 2 50.8 27/873.0 17/847.6 .004 .104 130 176.4 1/2- 20 UNF 13 17.6
DBZ-B HUB FACE MAXIMUM TOTAL CLAMP BOLT
COUPLING SPACING +/- INDICATOR READING TORQUE (LUBE) SIZE
SIZE in. mm in. mm in. mm ft-lb Nm
MOTOR MOUNTING
The following procedure is required only when the motor is
mounted at the job site.
1. Thoroughly clean the motor feet and mounting pads of
grease, burrs, and other foreign matter to ensure firm seat-
ing of the motor.
2. Attach the motor to the base using the bolts and motor-
raising blocks, if required. Bolt snugly through the base.
3. Weld the four kick bolts into place so that they are posi-
tioned to allow movement of the motor feet.
4. Now that the motor has been set, check to see that the
shaftsareproperlyspacedforthecouplingbeingused. Refer
to the coupling data tables for the applicable dimension
(pages 5 and 6).
CHECKING MOTOR/COMPRESSOR ROTATION
Make sure coupling hubs are tight-
enedto the shaft beforerotatingthe
motor to prevent them from flying
off and possibly causing serious injury or death.
COMPRESSOR ROTATION IS
CLOCKWISE WHEN FACING
THE END OF THE COMPRES-
SORSHAFT.UnderNOconditions
should the motor rotation be
checked with the coupling center
installed as damage to the com-
pressor may result. Bump the mo-
tor to check for correct compres-
sorrotation.After verification, install gear or disk drivespacer,
as applicable.
COMPRESSOR/MOTOR COUPLINGS
INSTALLATION
RWB II units are arranged for direct motor drive and require
a flexible drive coupling to connect the compressor to the
motor. Before installing, perform the following:
1. Inspect the shaft of the motor and compressor to ensure
that no nicks, grease, or foreign matter is present.
2. Inspect the bores in the coupling hubs to make sure that
they are free of burrs, dirt, and grit.
CH COUPLING DATATABLE
3. Check that the keys fit the hubs and shafts properly.
CH COUPLING – TheT.B.Woods Elastomeric CH Coupling
is used in most applications up to 600 HP. It consists of two
drive hubs and a loose, gear-type Hytrel Drive Spacer. The
split hub is clamped to the shaft by tightening the clamp
screws. Torque is transmitted from the motor through the
elastomeric gear which floats freely between the hubs. In-
stall as follows:
1. Slide one hub onto each shaft as far as possible. It may
be necessary to use a screwdriver as a wedge in the slot to
open the bore before the hubs will slide on the shafts.
2. Hold the elastomeric gear between the hubs and slide
both hubs onto the gear to fully engage the mating teeth.
Center the gear and hub assembly so there is equal en-
gagement on both shafts. Adjust the space between hubs
as specified in the CH Coupling Data Table below.
3.Torque the clamping bolts in both hubs to the torque value
givenin theCH DataTable.DO NOT USE ANY LUBRICANT
ONTHESE BOLTS.
4. Proceed to Coupling Alignment.
DBZ-B COUPLING – TheThomas DBZ-B coupling is used
on applications above 600 HP and with sleeve bearing
motorsthat donothave axial endfloat constraint.TheDBZ-B
coupling consists of two drive hubs and a flexible metal
disc drive spacer that is bolted to both hubs. A flexible steel
disc pack serves as the drive element. This disc pack is
bolted to the coupling hubs and prevents axial end float
between the compressor and motor shafts which may oc-
cur with sleeve bearing motors. On sleeve bearing motors,
the magnetic center must be determined and maintained
by securing the coupling to the motor shaft with the shaft
properly located. Injury may occur if loose clothing,
etc.becomesentangledonthespin-
ning motor shaft.
If the motor is coupled to the compressor using a fixed-end-
play coupling, such as a DBZ-B coupling, and the motor is
not properly centered, additional thrust loads will be trans-
mitted to the compressor bearings that could result in pre-
mature bearing failure. Install as follows:
1. Remove the eight locknuts and long bolts attaching the
center member to the disc pack.
2. Slide the disc pack and coupling hub assemblies on their
respective shafts.
CH COUPLINGHUB MAXTOTAL KEYWAY
COUP- BETWEENSHAFTSPACING SHAFTENGAGEMENT FACE INDICATOR CLAMPBOLT SETSCREW
LING MIN* MAX MIN MAX SPACING READING TORQUE(DRY) TORQUE
SIZE in. mm in. mm in. mm in. mm in. mm in. mm ft-lb Nm SIZE ft-lb Nm
226 313/16 96.8 1/64 .40 .003 .076 14 19.5 5/16 - 24 UNRF
263 45/16 109.5 1/32 .79 .004 .102 22 30.6 3/8- 24 UNRF
301 47/8123.8 1/32 .79 .004 .102 37 51.5 7/16 - 20 UNRF
351 57/8149.2 1/32 .79 .004 .102 55 76.5 1/2- 20 UNRF
401 611/16 169.9 1/32 .79 .004 .102 49 68.2 1/2- 20 UNRF
DBZ-B COUPLING DATATABLE
* Required for shaft seal removal.

RWB II ROTARY SCREW COMPRESSOR UNITS
INSTALLATION
S70-200 IOM
Page 6
BP HUB FACE * DISC PACK CLAMP BOLT
SERIES SPACING BOLT TORQ. TORQ. DRY SIZE
SIZE in. mm ft-lb Nm ft-lb Nm UNF
BP48 4.88 124 40 54 41 56 3/8-24
BP53 5.88 150 60 81 65 88 7/16-20
BP58 6.00 152 120 163 100 136 1/2-20
BP58 6.69 170 120 163 100 136 1/2-20
BP63 7.00 179 120 163 100 136 1/2-20
* Max total indicator reading .003 in. or .076 mm for all sizes.
All rotating power transmission equipment is potentially dangerous. Ensure that the couplings are
properly guarded prior to turning on the power. Coupling guards are provided with the equipment
and must be in place and secured properly while the equipment is in operation.
SERIES 52 COUPLING DATA TABLE
3. Adjust the distance between hub faces as specified in the
DBZ-B DataTable by sliding the hubs.Key and secure hubs
to the shafts by tightening setscrews.
4. Reinstall the eight previously removed bolts and lock-
nuts. Alternately tighten each locknut as you would the lug
nuts on an automobile. NOTE: ALWAYS TURN THE NUT.
NEVERTURNTHE BOLT.
5.Torque the locknuts to the value shown in the DBZ-B Data
Table for the size coupling being installed.
Lubricated and/or plated bolts and
locknuts develop higher bolt ten-
sion with less tightening than those
that are dry and not plated. Torques for lubricated and/or
plated bolts and locknuts will generally fall in the lower
range; while those that are dry or as received from the fac-
tory fall into the upper range. Torque readings should be
observed while locknut is being turned.
6. Proceed to coupling alignment.
SERIES 52 COUPLING – TheThomas Series 52 coupling is
also used on applications above 600 HP. It has two drive
hubs, a center spool, and disc packs which are bolted be-
tween the center spool and each drive hub. A center spool
and two flexible steel disc packs serve as the drive element.
These three parts, situated between the motor and compres-
sor hubs, prevent axial end float between the motor and
compressor shafts. End float tends to occur with sleeve bear-
ing motors. The magnetic center of the sleeve bearing mo-
tors must be determined and maintained by securing the
coupling hub to the motor shaft with the shaft properly lo-
cated.
Injury may occur if loose clothing,
etc.becomesentangledonthespin-
ning motor shaft.
If the motor is coupled to the compressor using a fixed-end-
play coupling such as the Series 52 coupling and the motor
is not properly centered, the additional thrust loads will be
transmittedtothe compressorbearings.This additionalthrust
could result in premature bearing failure. Install as follows:
1. Before proceeding with the alignment process found on
pages 7 and 8 of this manual, disassemble the Series 52
coupling noting the arrangement of bolts, washers, and
nuts as THEY MUST BE REPLACED INTHE SAME OR-
DER. Mark the adjoining bolt holes of each part, the two
hubs, the two disc packs, and the center spool, so they are
put back together in the same position.
2. Mount the coupling hubs on their respective shafts. The
hub is bored for an interference fit on the shaft. Heating of
the coupling hub may be necessary for assembly. DO NOT
SPOT HEAT THE HUB as it may cause distortion. Heat in
water, oil, or use a SOFT open flame and quickly position
on the shaft.
3. Adjust the distance between hub faces, as specified in the
Series 52 Coupling Data Table, by sliding the hubs. Key and
secure the hubs to the shafts by tightening the set screws.
4. Reassemble the coupling with the disc packs and the
center spool. Ensure that they are reassembled exactly as
they were disassembled.
WOODS BP SERIES COUPLING – is also used on appli-
cations above 600 HP.It utilizes a center spool and two flex-
iblesteel disc packsasthe driveelement.These threeparts,
situated between the motor and compressor hubs, prevent
axial end float between the motor and compressor shafts.
End float tends to occur with sleeve bearing motors.
Injury may occur if loose clothing,
etc.becomesentangledonthespin-
ning motor shaft.
If the motor is coupled to the compressor using a fixed-end-
play coupling and the motor is not properly centered, the
additional thrust loads will be transmitted to the compressor
bearings. This additional thrust could result in premature
bearing failure. Install the BP Series coupling using the fol-
lowing instructions:
1. Before proceeding with the alignment process in the fol-
lowing section, disassemble the BP Series coupling noting
the arrangement of bolts, washers, and nuts as THEY
MUST BE REPLACED IN THE SAME ORDER. Mark the
adjoining bolt holes of each part, the two hubs, the two disc
packs, and the center spool, so they are put back together
in the same position.
2. Install the motor and compressor coupling hubs on their
respective shafts with the keys. Ensure that the hubs slide,
so that when the shim packs are installed, no axial stresses
are transferred to the shim packs because the coupling hub
is stuck.
BP SERIES COUPLING DATA TABLE
225 5 127.0 1/32 .914 .004 .102 .004 .102 7.5 10.5 1/4-20 UNRF
262 5 127.0 1/32 .914 .004 .102 .004 .102 22 30.6 3/8-24 UNRF
312 5-1/2 139.7 3/64 1.295 .004 .102 .004 .102 37 51.5 7/16-20 UNRF
350 6 152.4 3/64 1.295 .004 .102 .004 .102 55 76.5 1/2-20 UNRF
375 7 177.8 1/16 1.574 .004 .102 .004 .102 55 76.5 1/2-20 UNRF
425 7 177.8 1/16 1.574 .004 .102 .004 .102 96 133.6 5/8-18 UNRF
450 8 203.2 1/16 1.574 .004 .102 .004 .102 96 133.6 5/8-18 UNRF
500 9 228.6 5/64 2.083 .004 .102 .004 .102 250 348.0 7/8-14 UNRF
COUP- HUB FACE MAX TOTAL INDICATOR READING CLAMP BOLT
LING SPACING +/- ANGULAR PARALLEL TORQUE (LUBE) SIZE
SIZE in. mm in. mm in. mm in. mm ft-lb Nm

RWB II ROTARY SCREW COMPRESSOR UNITS
INSTALLATION S70-200 IOM Page 7
Figure 1 - Angular Misalignment
COUPLING ALIGNMENT PROCEDURE
The life of the compressor shaft seal and bearings, as well
as the life of the motor bearings, is dependent upon proper
coupling alignment. Couplings may be aligned at the fac-
tory but realignment MUST ALWAYS be done on the job
site after the unit is securely mounted on its foundation.
Initial alignment must be made prior to start-up and re-
checked after a few hours of operation. Final (HOT) field
alignment can only be made when the unit is at operating
temperature. After final (HOT) alignment has been made
and found to be satisfactory for approximately one week,
the motor may be dowelled to maintain alignment.
NOTE: Frick recommends cold aligning the motor .005"
high.This cold misalignment compensates for thermal
growth when the unit is at operating temperature.
The following procedure is applicable to both the CH and
DBZ-B couplings. Dial indicators are to be used to measure
the angular and parallel shaft misalignment. Coupling align-
ment is attained by alternately measuring angular and par-
allel misalignment and repositioning the motor until the mis-
alignment is within specified tolerances.
ALWAYS LOCK OUT MAIN MOTOR
DISCONNECT BEFORETOUCHING
MOTOR SHAFT. MISALIGNMENT
MUST NOT EXCEED .004" FOR ALL CH, DBZ-B AND
SERIES 52 COUPLINGS EXCEPT DBZ-B 226 WHICH
SHALL NOT EXCEED .003".
ANGULAR ALIGNMENT
1.To check angular alignment, as shown in Figure 1., attach
dial indicator rigidly to the motor hub. Move indicator stem
so it is in contact with the outside face of compressor hub,
as shown in Figure 2.
NOTE:When DBZ-B couplings are used on motors with
sleeve bearings, it is necessary to secure the two cou-
pling hubs with a bolt to prevent them from drifting apart
when rotating.
2. Rotate both coupling hubs several revolutions until they
seek their normal axial positions.
Check the dial indicator to be sure that the indicator stem is
slightly loaded so as to allow movement in both directions.
Figure 2 - Dial Indicator Attached (at 12 o'clock)
Figure 3 - Dial Indicator at 6 o'clock
3. Reassemble the coupling with the disc packs and the
center spool. Center the coupling between the shafts and
ensure that the keys are fully engaged in their keyways.
Ensure that they are reassembled exactly as they were
disassembled. Torque disc pack hardware to specification
in BP Series Coupling Data Table.
4. Key and secure the hubs to the shafts by tightening the
clamping bolts. Make sure that the keyways are offset 180°
to maintain balance.
5.Torque the clamping boltsof bothhubs tothe torquevalue
given in the Data Table. DO NOT USE ANY LUBRICANT
ONTHESE BOLTS.
6.IMPORTANT:Only aftertheshaft clampingbolts aretight-
ened to their final torque can the keyway setscrew be tight-
ened! If the keyway setscrew is tightened before the shaft
clamping bolts are tightened, then the hub can be cocked
on the shaft.
7. Proceed to Coupling Alignment.
3. Setthe dialindicatorat zerowhen viewed atthe 12o’clock
position, as shown in Figure 2.
4. Rotate both coupling hubs together 180°(6 o’clock posi-
tion), as shown in Figure 3. At this position the dial indicator
will show TOTAL angular misalignment.
NOTE:The use of a mirror is helpful in reading the indica-
tor dial as coupling hubs are rotated.
5. Loosen motor anchor bolts and move or shim motor to
correct the angular misalignment.
After adjustments have been made for angular misalign-
ment retighten anchor bolts to prevent inaccurate readings.
Repeat Steps 3 through 5 to check corrections. Further ad-
justments and checks shall be made for angular misalign-
ment until the total indicator reading is within the specified
tolerance.

RWB II ROTARY SCREW COMPRESSOR UNITS
INSTALLATION
S70-200 IOM
Page 8
PARALLEL ALIGNMENT
6. To check parallel alignment, as shown in Figure 4, repo-
sition dial indicator so the stem is in contact with the rim of
the compressor hub, as shown in Figure 5.
Check the dial indicator to be sure that the indicator stem is
slightly loaded so as to allow movement in both directions.
7. Check parallel height misalignment by setting dial indica-
tor at zero when viewed at the 12 o'clock position. Rotate
both coupling hubs together 180°(6 o'clock position). At
this position the dial indicator will show TWICE the amount
of parallel height misalignment.
8. Loosen motor anchor bolts and add or remove shims un-
der the four motor feet until parallel height misalignment is
withinspecified tolerance whenanchor bolts areretightened.
CARE MUST BE USEDWHEN COR-
RECTING FOR PARALLEL MIS-
ALIGNMENTTOENSURETHATTHE
AXIALSPACING AND ANGULAR MISALIGNMENTISNOT
SIGNIFICANTLY DISTURBED.
9. After the parallel height misalignment is within tolerance,
repeatSteps 1through5 untilangular misalignmentis within
specified tolerance.
10. Check parallel lateral misalignment by positioning dial
indicator so the stem is in contact with the rim of the com-
pressor hub at 3 o'clock, as shown in Figure 6.
Set indicator at zero and rotate both coupling hubs together
180°(9 o'clock position), as shown in Figure 5.
Adjust parallel lateral misalignment using the motor adjust-
ing screws until reading is within specified tolerance.
11. Recheck angular misalignment and realign if necessary.
12.Tightenmotoranchor bolts androtate both couplinghubs
together, checking the angular and parallel misalignment
through the full 360°travel at 90°increments. If dial read-
ings are in excess of specified tolerance realign as required.
13. When the coupling hubs have been aligned to within
specified tolerance, a recording of the cold alignment must
be made for unit records and usage during hot alignment.
Install the coupling guard before
operating the compressor.
When installing drive spacer,make
sure that hub spacing is within lim-
its shown on the Coupling Data
Table applicable to the coupling being installed and that
the clamping bolt(s) are properly torqued.
Figure 4 - Parallel Misalignment
Figure 5 - Dial Indicator Attached (at 9 o'clock)
Figure 6 - Dial Indicator at 3 o'clock

RWB II ROTARY SCREW COMPRESSOR UNITS
INSTALLATION S70-200 IOM Page 9
HOT ALIGNMENT OF COMPRESSOR/MOTOR
Hot alignments can only be made after the unit has oper-
ated for several hours and all components are at operating
temperatures.
Shut down the unit and quickly affix dial indicator to cou-
pling motor hub, then take readings of both the face and rim
of the compressor hub. If these readings are within toler-
ance, record reading, attach coupling guard and restart
unit.However, if the reading is not within limits, compare the
hot reading with the cold alignment and adjust for this dif-
ference; i.e. if the rim at 0°and 180°readings indicates that
the motor rises .005" between its hot and cold state, .005" of
shims should be removed from under the motor.
After the initial hot alignment adjustment is made, restart
unit and bring to operating temperature. Shut down and
recheck hot alignment. Repeat procedure unit hot align-
ment is within specified tolerance.
INSTALL COUPLING GUARD BE-
FORE OPERATING COMPRESSOR.
OIL PUMP COUPLING
Compressor units with direct motor/pump coupled pumps
need no pump/motor coupling alignment since this is main-
tained by the close-coupled arrangement.
HOLDING CHARGE AND STORAGE
Each RWB II compressor unit is pressure and leak tested at
theFrickfactory andthen thoroughly evacuatedandcharged
with dry nitrogen to ensure the integrity of the unit during
shipping and short term storage prior to installation.
NOTE: Care must be taken when entering the unit to
ensure that the nitrogen charge is safely released.
Holdingchargeshippinggaugeson
separator and external oil cooler
are rated for 30 PSIG and are for
checkingthe shipping charge only.Theymustberemoved
before pressure testing the system and before charging
the system with refrigerant. Failure to remove these
gauges may result in catastrophic failure of the gauge
and uncontrolled release of refrigerant resulting in seri-
ous injury or death.
All units must be kept in a clean, dry location to prevent
corrosiondamage. Reasonableconsiderationmust begiven
to proper care for the solid-state components of the micro-
processor.
Unit which will be stored for more than two months must
have the nitrogen charge checked periodically.
COMPRESSOR UNIT OIL
DO NOT MIX OILS of different
brands, manufacturers, or types.
Mixing of oils may cause excessive
oil foaming, nuisance oil level cutouts, oil pressure loss,
gas or oil leakage and catastrophic compressor failure.
Use of oils other than Frick Oil in
Frick compressors must be ap-
proved in writing by Frick engineer-
ing or warranty claim may be denied.
Use of filter elements other than
Frick must be approved in writing
by Frick engineering or warranty
claim may be denied.
The oil charge shipped with the unit is the best suited lubri-
cant for the conditions specified at the time of purchase. If
there is any doubt due to the refrigerant, operating pres-
sures, or temperatures, refer to Frick Pub. E160-802 SPC
for guidance.
OIL CHARGE
The normal charging level is mid-
way in the top sight glass located
midway along the oil separator
shell.Normaloperating levelis mid-
way between the top sight glass
and bottom sight glass. The table
gives the approximate oil charge
quantity.
* Includes total in oil separator and
piping. Additional oil supplied for
oil cooler.
Add oil by attaching the end of a
suitable-pressure-type hose to the
oil charging valve, located on the
top of the oil separator at the compressor end. Using a
pressure-type pump and the recommended Frick oil, open
the charging valve and pump oil into the separator. NOTE:
Fill slowly because oil will fill up in the separator faster
than it shows in the sight glass.
Oil distillers and similar equipment which act to trap oil
must be filled prior to unit operation to normal design outlet
levels. The same pump used to charge the unit may be
used for filling these auxiliary oil reservoirs.
NOTE:The sight glass located in the coalescing end of
the separator near the discharge connection should re-
main empty.
OIL HEATER(S)
Standard units are equipped with two or three 500 watt oil
heaters, providing sufficient heat to maintain the oil tem-
peraturefor most indoorapplicationsduring shutdowncycles
to permit safe start-up. Should additional heating capacity
be required because of low ambient temperature, contact
Frick.The heaters are energized only when the unit is not in
operation.
DO NOT ENERGIZETHE HEATERS
when there is no oil in the unit, the
heaters will burn out. The oil heat-
ers will be energized whenever 120 volt control power is
applied to the unit and the compressor is not running,
unless the 16 amp circuit breaker in the micro enclosure
is turned off.
60 35
76 35
100 65
134 65
177 110
222 110
270 140
316 140
399 140
480 170
BASIC*
CHARGE
(gal.)
RWB II
MODEL
NO.