pto air compressor operators, installation and parts manual

Transcription

PTO AIR COMPRESSOR
OPERATORS, INSTALLATION
AND PARTS MANUAL
(IBI SPLIT-SHAFT)
301367 Revised 6/5/01
1
BOSS Industries, Inc.
PTO Air Compressor (IBI Split-Shaft)
Operators, Installation and Parts Manual
OPERATORS, INSTALLATION, AND PARTS MANUAL
TABLE OF CONTENTS
Operation & Maintenance Section
General Arrangement
Specifications
Safety
. . . . . . . . . . . . . . . . . .
3
. . . . . . . . . . . . . . . . . . . . . .
4
. . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Terminology
. . . . . . . . . . . . . . . . .
Description of Components
. . . . . . . . . . . . . . . .
Inspection, Lubrication, and Maintenance
Troubleshooting
. . . .. . . . .
. . . . . . . . . . . . . . . . . . . .
Compressor Operation
. . . . . . .
. . .
. . . . . . .
10
11
12-17
25
26-30
31-33
Installation Section
Installation Instructions
. . . . . . . . . . . . . . . . . .
34-46
Parts & Illustration Section
Parts and Illustration Section . . . . . . . . . . . . . . . .
47-62
Warranty Section & Recommended Spare Parts List
Warranty Information . . . . . . . . . . . . . . . . . . .
Recommended Spare Parts List . . . . . . . . . . . . . . .
2
63-68
69
GENERAL ARRANGEMENT
Boss Underdeck PTO Compressors are shipped in kit form for field installation. These
kits include:
1. Rotary Screw Compressor, Split-shaft Gear Box, and Mounting
Bracket. Page 59
2. Oil Sump with Mounting Brackets. Page 56
3. Spin-on Coalescer/Air Manifold Assembly. Page 56
4. Compressor Oil Cooler/Fan Assembly or Optional Front Mount Cooler
Without Fan Assembly. Page 60 and 61
5. Load Controller. Page 54
6. Air Inlet Filtration System. Page 52
7. Hoses and Fittings
8. All Necessary Safety and Informational Decals
9. Instrument Panel Assembly/Wiring. Page 50
10. Oil Filter Assembly. Page 6011. PTO and Drivelines (Optional accessories).
12. Parts, Service, and Maintenance.
Boss Industries offers factory installation by qualified technicians, as well as a
nationwide network of authorized distributors for field installations, parts and service.
3
SPECIFICATIONS
MODEL 80200-IBI (SPLIT-SHAFT)
COMPRESSOR
Delivery @ 110 PSIG*
Input Speed
Fluid Capacity (gallons)
125 CFM
975 RPM
4.75 GAL
COMPONENTS
(Overall Dimensions)
22.0” W x 16.5” H x 26.0” L
12.0” DIA x 22.0” L
5.0” DIA x 13.0” H
19.0” W x 12.0” H x 22.0” L
7.5” W x 3.0” H x 14.0” L
4.75” W x 3.0” H x 8.0” L
5.75 DIA x 11.88” L
est 675 LBS.
Compressor/Split-Shaft
Receiver/Sump
Spin-On Coalescer
Cooler/Fan Assembly
Engine Speed Control
Gauge Package
Air Inlet Filter
Weight (dry)
150 CFM
1165 RPM
4.75 GAL
175 CFM
1333 RPM
4.75 GAL
*125 & 150 PSIG options available. Consult factory.
SPECIFICATIONS SUBJECT TO CHANGE WITHOUT PRIOR NOTICE
4
SAFETY
WARNING
ALL UNITS ARE SHIPPED WITH A DETAILED OPERATORS, INSTALLATION AND
PARTS MANUAL. THIS MANUAL CONTAINS VITAL INFORMATION FOR THE SAFE
USE AND EFFICIENT OPERATION OF THIS UNIT. CAREFULLY READ THE
OPERATORS MANUAL BEFORE STARTING THE UNIT. FAILURE TO ADHERE TO
THE INSTRUCTIONS COULD RESULT IN SERIOUS BODILY INJURY OR PROPERTY
DAMAGE.
AIR COMPRESSOR SAFETY PRECAUTIONS
Safety is basically common sense. There are standard safety rules but each
situation has its own peculiarities which cannot always be covered by rules.
Therefore with your experience and common sense, you are in a position to do
something about safety. Lack of attention to safety can result in: accidents,
personal injury, reduction of efficiency and worst of all - loss of life. Watch for safety
hazards. Correct them promptly. Use the following safety precautions as a general
guide to safe operation:
Do not attempt to remove any compressor parts without first relieving the entire
system of pressure.
Do not attempt to service any part while machine is operating.
DANGER
CHECK THE COMPRESSOR SUMP OIL LEVEL ONLY WHEN THE COMPRESSOR IS
NOT OPERATING AND SYSTEM IS COMPLETELY RELIEVED OF PRESSURE. OPEN
SERVICE VALVE TO INSURE RELIEF OF SYSTEM AIR PRESSURE WHEN
PERFORMING MAINTENANCE ON COMPRESSOR AIR/OIL SYSTEM. FAILURE TO
COMPLY WITH THIS WARNING MAY CAUSE DAMAGE TO PROPERTY AND SERIOUS
BODILY HARM.
Do not operate the compressor at pressures or speeds in excess of its rating as
indicated in “Compressor Specifications”.
Periodically check all safety devices for proper operation.
Do not play with compressed air. Pressurized air can cause serious injury to
personnel.
Exercise cleanliness during maintenance and when making repairs. Keep dirt away
from parts by covering parts and exposed openings.
5
SAFETY
Do not install a shut-off valve between the compressor and compressor oil sump.
DANGER
DO NOT USE BOSS INDUSTRIES, INC. COMPRESSORS TO PROVIDE BREATHING
AIR. SUCH USAGE, WHETHER SUPPLIED IMMEDIATELY FROM THE COMPRESSOR
SOURCE, OR SUPPLIED TO BREATHING TANKS FOR SUBSEQUENT USE, CAN
CAUSE SERIOUS BODILY INJURY.
BOSS INDUSTRIES, INC. DISCLAIMS ANY AND ALL LIABILITIES FOR DAMAGE OR
LOSS DUE TO PERSONAL INJURIES, INCLUDING DEATH, AND/OR PROPERTY
DAMAGE INCLUDING CONSEQUENTIAL DAMAGES ARISING OUT OF ANY BOSS
COMPRESSORS USED TO SUPPLY BREATHING AIR.
Do not disconnect or by-pass safety circuit system.
Do not install safety devices other than authorized Boss replacement devices.
Close all openings and replace all covers and guards before operating compressor
unit.
Tools, rags, or loose parts must not be left on the compressor or drive parts.
Do not use flammable solvents for cleaning parts.
Keep combustibles out of and away from the compressor and any associated
enclosures.
The owner, lessor, or operator of the compressor are hereby notified and
forewarned that any failure to observe these safety precautions may result in
damage or injury.
Boss Industries, Inc. expressly disclaims responsibility or liability for any injury and/or
damage caused by failure to observe these specified precautions or by failure to
exercise that ordinary caution and due care required when operating or handling
the compressor, even though not expressly specified above.
6
SAFETY
A compliment of warning decals are supplied with each unit. These decals should
be affixed to the vehicle after it has been painted, trimmed, and undercoated, etc.
and prior to being put into service. The decals should be placed so as to be clearly
visible to the user and service personnel.
(Figures 1thru 8)
Figure 1. To be placed
on visor or dash near
start-up procedure decal.
on body near oil sump
filler cap.
7
SAFETY
on body near air service
valve.`
on body near air service
valve.
8
SAFETY
on frame near compressor
mounting foot.
on fan shroud.
9
SAFETY
Figure 7. To be placed on body near oil sump filler cap.
Figure 8. Serial number/name plate to be placed on drivers side door jam.
10
COMPRESSOR TERMINOLOGY
ATF: Automatic transmission fluid.
AIR/OIL COALESCER: Performs second stage separation of oil from compressed air
feeding air tools. Sometimes referred to as the separator element.
CFM: Refers to the volume of compressed air being produced expressed as cubic
feet of air per minute.
LOAD CONTROLLER: Sometimes referred to as the engine speed control.
OIL SUMP: The first stage of oil separation from compressed air. Also serves as
reservoir area for compressor lubricant and sometimes referred to as the receiver
tank.
PSI: Refers to the operating pressure the system is set up at, expressed as pounds
per square inch.
SAFETY VALVE: A valve located on the oil sump which opens in case of excessive
pressure. Sometimes referred to as the pop-off or pressure relief valve.
SHUTDOWN SWITCH: Works in conjunction with temperature and pressure
switchgauges, sending a signal to stop the compressor power source in cases of
high temperature or pressure.
SPLIT-SHAFT PTO: Transfer case gear box with integrally mounted compressor
transmits engine power and torque from the main driveshaft. The PTO gear box is
mounted to the frame rail sides with special mounting brackets behind the
transmission. With the PTO engaged, the rear driveline is stationary while the front
driveline rotates into the gear box automatically starting operation of the integrally
mounted air compressor. With the PTO disengaged, the front driveshaft transmits
power through the box to the rear driveshaft and rear axle.
11
DESCRIPTION OF COMPONENTS
PRINCIPLES OF OPERATION
In operation, two helically grooved rotors mesh to compress air. Inlet air is trapped
as the male lobes roll down the female grooves, pushing trapped air along,
compressing it until it reaches the discharge port in the end of the stator and
delivers smooth-flowing, pulse-free air to the receiver.
During the compression cycle, oil is injected into the compressor and serves these
purposes:
1. Lubricates the rotating parts and bearings.
2. Serves as a cooling agent for the compressed air.
3. Seals the running clearances.
LUBRICATION SYSTEM
Oil from the compressor oil sump, at compressor discharge pressure, is directed
through the oil filter, cooling system, and to the side of the compressor stator, where
it is injected into the compressor. At the same time oil is directed internally to the
bearings and shaft seal of the compressor. The oil-laden air is then discharged
back into the sump.
OIL SUMP
Compressed, oil-laden air enters the sump from the compressor. As the oil-laden air
enters the sump, most of the oil is separated from the air as it passes through a series
of baffles and de-fusion plates. The oil accumulates at the bottom of the sump for
re-circulation. However, some small droplets of oil remain suspended in the air and
are passed on to the coalescer.
SAFETY VALVE
The pop safety valve is set at 170 PSI and is located at the top of the air/oil sump.
This valve acts as a backup to protect the system from excessive pressure that
might result from a malfunction.
AIR/OIL COALESCER
The coalescer is self-contained within a spin-on housing and is independent of the
sump. When air is demanded at the service line, it passes through the coalescer
which efficiently provides the final stage of oil separation.
12
OIL RETURN LINE
The oil that is removed by the coalescer accumulates at the bottom of the can
and is returned through an oil return line leading to the compressor. The oil return
line also contains a check valve which is located at the compressor.
MINIMUM PRESSURE ORIFICE
The minimum pressure orifice is located at the outlet of the coalescer head and
serves to maintain a minimum discharge pressure of 60 PSIG in operation, which is
required to assure adequate compressor lubrication pressure.
OIL FILTER
The compressor oil filter is the full-flow replaceable element type and has a safety
by-pass built into it.
COMPRESSOR COOLING SYSTEM
The compressor cooling system consists of an oil cooler, electric fan motor, and fan.
The fan/cooler package is self-contained in an aerodynamically designed housing
allowing for several optional mounting locations.
An automated thermostatic control system maintains a continuos temperature
check of the lubricant. It then sends an electrical signal to the fan/cooler package
forcing ambient air over the cooler fins ensuring a proper operating temperature.
NOTE
IN SOME OPTIONAL CASES THE OIL COOLER MAY BE MOUNTED IN FRONT OF
THE VEHICLE RADIATOR. IN THIS CASE AN OIL THERMAL VALVE MIXES OIL
FROM COMPRESSOR AND OIL COOLER TO MAINTAIN OIL AT 180°F OIL
TEMPERATURE.
13
ELECTRICAL AND SAFETY CIRCUIT SYSTEM
The Boss PTO unit is supplied with a 12 volt DC fan switch, electric fan motor,
temperature switchgauge, hourmeter, pressure switchgauge, and a shutdown
switch. The switchgauges activate a shutdown switch in cases of high discharge
temperature or high sump pressure.
INSTRUMENTATION
The Boss PTO unit is equipped with a discharge air pressure switchgauge, a
discharge air/oil temperature switchgauge, and a 12 volt DC electric hourmeter
with pressure switch. All components are mounted on a compact instrument panel
that can be located where desired.
COMPRESSOR DISCHARGE PRESSURE SWITCHGAUGE
This switchgauge indicates the discharge air/oil pressure. Operate the compressor
within discharge pressure limits as indicated in the specifications section. The
switchgauge ensures high pressure safety shutdown before the safety relief valve
on the sump is discharged, preventing hot pressurized oil spray on the vehicle and/
or compressor components.
HOURMETER
The hourmeter records the total number of operating hours. It serves as a guide
towards following the recommended inspection and maintenance schedule. The
hourmeter will only run when there is pressure in the system.
COMPRESSOR DISCHARGE AIR/OIL TEMPERATURE SWITCHGAUGE
This switchgauge indicates compressor air discharge temperature. The
switchgauge ensures safety shutdown in case of excessive operating temperatures,
preventing compressor damage.
14
AUTOMATIC BLOWDOWN VALVE(S)
There may be two blowdown valves in the compressor system. One blow-down
valve is located at the downstream side of the coalescer head and will
automatically bleed the sump to zero pressure when the compressor is disengaged.
On vehicles without electronic controlled engines, the other blowdown valve
(controller blowdown valve) is located at the load controller ) and vents the air in
the cylinder when the compressor is disengaged to quickly return the truck’s engine
to idle.
On compressor units equipped with an electronic speed control the load controller
blow-down valve is not required.
CONTROL SYSTEM
The prime components of the compressor control system include the compressor
inlet valve and a load controller. The control system is designed to match air supply
to air demand and to prevent excessive discharge pressure when compressor is at
idle. Control of air delivery is accomplished by both the inlet valve regulation and
load controller modulation as directed by the discharge pressure regulator.
DISCHARGE PRESSURE REGULATOR VALVE
This valve, located on the load controller (or the coalescer head depending on
optional equipment), is used to select the desired discharge pressure within the
operating pressure range. Turning the regulator screw clockwise increases the
working pressure, a counterclockwise movement of the screw reduces the working
pressure.
INLET VALVE
The compressor inlet valve is a piston operated disc valve that has a dual function
of regulating the inlet opening to control capacity and serving as a check valve at
shutdown.
15
On compressor packages with a programmable electronic engine speed control
system. The compressor will automatically go to high idle when the split shaft is
engaged. Depending on the programming variables available on your specific
engine the truck may fluctuate between a high-speed setting and a low-speed
setting depending upon air demand. Timers are incorporated into this system to
eliminate the rapid acceleration and deceleration of the engine during use.
Consult the wire diagram incorporated at the end of this manual for information
specific to your vehicle.
CONTROL SYSTEM OPERATION (AIR CYLINDER SYSTEM)
The following discussion explains the operation of the control system from a
condition of “no load” to a condition of “full capacity” at working pressure. For the
working pressure range of your machine, refer to applicable data in
“Specifications”.
The pressure regulator, mounted on the load controller or coalescer head,
operates as follows:
1. As the demand for air decreases, the receiver pressure rises.
When this pressure exceeds the set point of the pressure
regulator, the regulator opens sending a secondary pressure
signal to the inlet valve (bottom port) and to the regulating
cylinder.
a. The regulating cylinder will reduce engine speed.
b. The inlet valve disc moves towards the valve inlet against the
force of the modulating spring inside the valve. This regulates
the opening area of the inlet valve.
2. If the air demand goes to zero, (service valve closed) the inlet
valve will close completely, and the regulating cylinder will bring
the engine to idle.
3. As the demand for air increases, the procedure is reversed.
The heart of the system is the Boss Load Controller (Page 53). This compact load
controller regulates the speed of the engine and the opening of the inlet valve of
the compressor to give 0 - 100% stepless capacity control.
16
The Boss Load Controller includes two pneumatic cylinders - an arming cylinder and
a regulating cylinder. The arming cylinder becomes fully
extended immediately after startup and takes over control of the engine by
tightening the ball chain at the engine throttle. The arming cylinder remains fully
extended while the compressor is operating.
The regulating cylinder reacts to pressure signals from the pressure regulator and
regulates the speed of the engine from idle to full speed in accordance to the air
demand requirements.
17
INSPECTION, LUBRICATION, AND MAINTENANCE
This section contains instructions for performing the inspection, lubrication, and
maintenance procedures required to maintain the compressor in proper operating
condition. The importance of performing the maintenance described herein
cannot be over emphasized.
The periodic maintenance procedures to be performed on the equipment covered
by this manual are listed below. It should be understood that the intervals between
inspections specified are maximum interval. More frequent inspections should be
made if the unit is operating in a dusty environment, in high ambient temperature,
or in other unusual conditions. A planned program of periodic inspection and
maintenance will help avoided pre-mature failure and costly repairs. Daily visual
inspections should become a routine.
The LUBRICATION AND MAINTENANCE CHART lists serviceable items on the
compressor package. The items are listed according to their frequency of
maintenance, followed by those items which need only “As Required”
maintenance.
The maintenance time intervals are expressed in hours. The hourmeter shows the
total number of hours your compressor has run. Use the hourmeter readings for
determining your maintenance schedules. Perform the maintenance at multiple
intervals of the hours shown. For example, when the hourmeter shows “100” on the
dial, all items listed under “EVERY 10 HOURS” should be serviced for the tenth time,
and all items under “EVERY 50 HOURS” should be serviced for the second time, and
so on.
DANGER
COMPRESSOR MUST BE DISENGAGED AND COMPLETELY RELIEVED OF
PRESSURE PRIOR TO CHECKING FLUID LEVELS. OPEN SERVICE VALVE TO
ASSURE RELIEF SYSTEM AIR PRESSURE. FAILURE TO COMPLY WITH THIS
WARNING MAY CAUSE DAMAGE TO PROPERTY AND/OR SERIOUS BODILY HARM.
18
LUBRICANT RECOMMENDATIONS
WARNING
IT IS IMPORTANT THAT THE COMPRESSOR OIL BE OF A RECOMMENDED TYPE
AND THIS OIL AS WELL AS THE AIR FILTER, OIL FILTER AND COALESCER
ELEMENTS BE INSPECTED AND REPLACED AS STATED IN THIS MANUAL.
THE COMBINATION OF A COALESCER ELEMENT LOADED WITH DIRT AND
OXIDIZED OIL PRODUCTS TOGETHER WITH INCREASED AIR VELOCITY AS A
RESULT OF THIS CLOGGED CONDITION MAY PRODUCE A CRITICAL POINT
WHILE THE MACHINE IS IN OPERATION WHERE IGNITION CAN TAKE PLACE AND
COULD CAUSE A FIRE IN THE OIL SUMP.
FAILURE TO COMPLY WITH THIS WARNING MAY CAUSE DAMAGE TO PROPERTY
AND SERIOUS BODILY HARM.
The following general characteristics categorize lubricants which have been found
to be satisfactory for use in Boss PTO helical screw type air compressors. Due to the
impossibility of establishing limits on all physical and chemical properties of
lubricants which can affect their performance in the compressor over a broad
range of environmental influences, the responsibility for recommending and
consistently furnishing a suitable heavy duty lubricant must rest with the individual
supplier. The lubricant supplier’s recommendation must, therefore, be based upon
not only the following general characteristics, but also upon his own knowledge of
the suitability of the recommended lubricant in PTO helical screw type air
compressors operating in the particular environment involved.
CAUTION
MIXING DIFFERENT TYPES OR BRANDS OF LUBRICANTS IS NOT RECOMMENDED
DUE TO THE POSSIBILITY OF A DILUTION OF THE ADDITIVES OR A REACTION
BETWEEN ADDITIVES OF DIFFERENT TYPES.
20
Not all lubricating oils are suitable for rotary screw compressor use. The most
satisfactory oils are the detergent types which contain high levels of corrosion,
oxidation, and foam inhibitors.
Boss factory installations use Dexron II automatic transmission fluid. Other detergent
motor oils, SAE10W, class SF or CD, and SAE 30 meet these requirements.
The viscosity of the oil chosen depends largely on the ambient operating
temperature range. The oil must provide sufficient lubrication for bearings and
rotors at operating temperature, and it must have a pour point low enough to
provide fluidity at low starting temperatures. In general, the viscosity range
presented by these SAE grades is satisfactory for the temperature range shown:
+40 F To + 120 F SAE 30
-10 F To + 75 F SAE 10 W (-20 F Pour Point)
-40 F To + 100 F ATF (-50 F Pour Point)
PRIME LUBRICANT CHARACTERISTICS
1. Flash point 400° F minimum (ASTM D-92 — COC).
2. Pour point must be at least 20° F lower than the lowest expected
ambient temperature.
3. Contain rust and oxidation inhibitors.
4. Contain foam suppressers.
SYNTHETIC DIESTER AND SYNTHESIZED HYDROCARBON LUBRICANTS OIL
Insofar as known, all elastomeric components and all metal used in the compressor
are fully compatible with synthetic diester and synthesized hydrocarbon lubricants.
The viscosity grade chosen for synthetic diester base or SHC lubricants should be
based upon the suggested viscosity ranges listed under prime lubricant
characteristics and the lubricant supplier.
21
NOTE
DUE TO UNKNOWN INFLUENCES OF ENVIRONMENTAL FACTORS SUCH AS THE
INTAKE OF REACTIVE GASES OR VAPORS IN THE AIR WHICH MAY LEAD TO
CHEMICAL CHANGES IN ANY OIL AND PREMATURE FAILURE OF THE LUBRICANT,
THE USEFUL LIKE OF ALL “EXTENDED LIFE” LUBRICANTS MAY BE SHORTER
THAN QUOTED BY THE LUBRICANT SUPPLIER. BECAUSE THE NORMAL “DRAIN
AND REPLACE” PERIOD MAY BE EXCEEDED USING SYNTHETIC LUBRICANTS,
DIFFERING FROM THOSE SPECIFIED IN THIS MANUAL, BOSS ENCOURAGES THE
USER TO CLOSELY MONITOR THE LUBRICANT CONDITION AND TO PARTICIPATE
IN AN OIL ANALYSIS PROGRAM WITH THE SUPPLIER.
NOTE
NO LUBRICANT, HOWEVER GOOD AND/OR EXPENSIVE, CAN REPLACE PROPER
MAINTENANCE AND ATTENTION. SELECT AND USE WISELY.
COMPRESSOR OIL SUMP FILL, LEVEL, AND DRAIN
Before adding or changing compressor oil make sure that the system is disengaged
and the sump is completely relieved of pressure. Oil is added at the fill cap in the
tee on the side of the receiver/sump (Page 55). A drain plug is provided at the
bottom of the sump. The proper oil level, when unit is disengaged and has had
time to settle, is at the midpoint of the oil sight glass. The truck must be level when
checking the oil. DO NOT OVERFILL. The oil sump capacity is given in “Compressor
Specifications”.
DANGER
DO NOT ATTEMPT TO DRAIN CONDENSATE, REMOVE THE OIL LEVEL FILL PLUG
OR BREAK ANY CONNECTION IN THE AIR OR OIL SYSTEM WITHOUT
DISENGAGING THE COMPRESSOR AND MANUALLY RELIEVING PRESSURE FROM
THE SUMP. FAILURE TO COMPLY WITH THIS WARNING MAY CAUSE DAMAGE TO
PROPERTY AND SERIOUS BODILY HARM.
GREASE
Lubricate the compressor drive shaft universal joints every time the truck is
lubricated or every 100 hours of compressor operation, whichever comes first.
22
MAINTENANCE
MAINTENANCE
If some of the maintenance intervals in the schedule outlined in this manual seem
to be rather short, it should be considered that one hour’s operation of a
compressor is equal to about 40 road miles on an engine. Thus, eight hours
operation is equal to 320 road miles, 250 hours is equal to 10,000 road miles, etc.
AIR INTAKE FILTER
The air intake filter is a heavy-duty two-stage dry type high efficiency filter designed
to protect the compressor from dust and foreign objects.
The filter is equipped with an evacuator cup for continuous dust ejection while
operating and when stopped.
Frequency of maintenance of the filter depends on dust conditions at the
operating site. The filter element must be serviced when clogged (maximum
pressure drop for proper operation is 15” H2O).
AIR/OIL COALESCER
The air/oil coalescer employs an element permanently housed within a spin-on
canister. This is a single piece unit that requires replacement when it fails to remove
the oil from the discharge air, or the pressure drop across it exceeds 15 PSI. Dirty oil
increases the pressure drop across the coalescer element.
To replace element proceed as follows:
1. Disengage the compressor and wait for complete blowdown (zero
pressure).
2. Disconnect drain line.
3. Turn element counterclockwise for removal.
4. Install new rubber seal in head and supply a film of fluid directly
to seal.
5. Rotate element clockwise by hand until element contacts seal.
6. Rotate element approximately one more turn clockwise with
band wrench near the top of element.
7. Reconnect drain line.
8. Run system and check for leaks.
23
MAINTENANCE
WARNING
DO NOT SUBSTITUTE AIR/OIL ELEMENT. USE ONLY A GENUINE BOSS
REPLACEMENT ELEMENT. THIS ELEMENT IS RATED AT 200 PSI WORKING
PRESSURE. USE OF ANY OTHER ELEMENT MAY BE HAZARDOUS AND COULD
IMPAIR THE PERFORMANCE AND RELIABILITY OF THE COMPRESSOR, POSSIBLY
VOIDING THE WARRANTY AND/OR RESULTING IN DAMAGE TO PROPERTY AND
SERIOUS BODILY HARM.
OIL RETURN LINE
This line originates at the bottom of the air/oil coalescer and flows through a check
valve located at the air-end. The check valve ensures that back flow to coalescer
element does not occur during shutdown. If excessive oil consumption or carry
over is present, check to make certain this line is not clogged or plugged at the
check valve.
OIL FILTER
The compressor oil filter is a spin-on, throw away type.
To replace filter proceed as follows:
1. Disengage and make sure system pressure is relieved.
2. Remove filter by unscrewing from filter head (turn
counterclockwise by hand) and discard.
3. Install a new filter by applying a little oil to the seal
and then screw the filter on by hand (turning it clockwise until
hand tight, plus one - third turn). Do not use tools to tighten the
filter.
4. Check for leaks in operation.
WARNING
DO NOT SUBSTITUTE OIL FILTER ELEMENT. USE ONLY A GENUINE BOSS
REPLACEMENT ELEMENT. THIS ELEMENT IS RATED AT 200 PSI WORKING
PRESSURE. USE OF ANY OTHER ELEMENT MAY BE HAZARDOUS AND COULD
IMPAIR THE PERFORMANCE AND RELIABILITY OF THE COMPRESSOR, POSSIBLY
VOIDING THE WARRANTY AND/OR RESULTING IN DAMAGE TO PROPERTY AND
SERIOUS BODILY HARM.
24
MAINTENANCE
OIL COOLER
The oil cooler is basically maintenance free. It should be inspected periodically for
excessive accumulation of dirt and dust that will impede its performance. Also see
Service Interval Chart on page 18.
The interior of the oil cooler should be cleaned when the pressure drop across it at
full flow exceeds 25 PSI. The following procedure has been recommended by the
vendor who supplies the cooler:
1. Remove cooler.
2. Circulate a suitable solvent to dissolve and remove varnish and
sludge.
3. Flush generously with oil.
4. After cooler is reinstalled, fill sump reservoir with fresh oil. See Service
Interval Chart on page 18.
COMPRESSOR SHAFT OIL SEAL
The compressor shaft seal is used to retain fluid in compressor and gear lube in gear
housing.
NOTE
SEE LUBRICATION AND MAINTENANCE CHART FOR FLUID LEVEL CHECKS.
PTO
The PTO should be serviced in accordance with the PTO manual.
Split-shaft PTO’s have their own oil reservoir and should be changed as specified in
the Service Interval Chart on page 18.
25
TROUBLESHOOTING
This section contains instructions for troubleshooting the equipment following a
malfunction.
The troubleshooting procedures to be performed on the equipment are listed
below. Each symptom of trouble for a component or system is followed by a list of
probable causes of the trouble and suggested procedures to be followed to
eliminate the cause.
In general, the procedures listed should be performed in the order in which they
are listed, although the order may be varied if the need is indicated by conditions
under which the trouble occurred. In any event, the procedures which can be
performed in the least amount of time and with the least amount of removal or
disassembly of parts, should be performed first.
TRUCK ENGINE WILL NOT START
Most problems in this area will not be connected with the compressor, and should
therefore be checked out with the engine manual.
Transmissions require our safety shutdown switch to shut off the engine in
cases of high temperature or pressure. If this occurs the truck can be restarted by
pushing in the reset button on the shutdown switch. In most cases this switch is dash
mounted. If this is the case, the compressor system should be checked for service/
troubleshooting.
UNPLANNED SHUTDOWN
When the operation of the compressor has been interrupted by an unexplained
shutdown, check the following:
1. Check the fuel level and truck dash gauges and indications for
possible engine/chassis electrical problems.
2. Check the compressor discharge temperature/pressure
shutdown switch; it is normally closed. If it is popped out, it has
opened the circuit and will need to be reset. Push the button in
to reset it. You will then hear the button click if it was tripped by
the switchgauges.
3. Check oil cooler for dirt, slush, ice on the fins, or any other
obstructions to cooling the air flow.
4. Make a thorough external check for any cause of shutdown
such as broken hose, broken oil lines, loose or broken wire, etc.
5. Check to determine if the compressor oil is at proper level.
6. Check the electric fan motor and wiring.
26
TROUBLESHOOTING
IMPROPER DISCHARGE PRESSURE
1. If discharge pressure is too low, check the following:
a. Too much air demand.
b. Service valve open.
c. Leaks in service line.
d. Restricted compressor inlet air filter.
e. Faulty control system operation (i.e. regulator).
2. If discharge pressure is too high or safety valve blows, check the
following:
a. Faulty discharge pressure switchgauge.
b. Coalescer plugged up.
c. Faulty safety valve.
d. Faulty regulator.
3. If system shutdowns on high pressure with load controller in idle
position, check for:
a. Inlet valve leaking or partially open.
b. Faulty regulator.
c. Bad shaft-seal.
SUMP PRESSURE DOES NOT BLOWDOWN
If after the compressor is disengaged, pressure does not automatically blowdown,
check for:
1. Automatic blowdown valve may be inoperative at coalescer head.
2. Blockage in air line from side of inlet valve to blowdown valve.
3. Muffler at blowdown clogged.
OIL CONSUMPTION
Abnormal oil consumption or oil in service line, check for the following:
1.
2.
3.
4.
5.
6.
Over filling of oil sump.
Leaking oil line or oil cooler.
Plugged oil return line: check entire line including check valve at air-end.
Defective coalescer element.
Compressor shaft seal leakage.
Discharge pressure below 65 PSI or above 150 PSI.
27
TROUBLESHOOTING
ENGINE LUGGING
If engine does not accelerate or will not maintain full load speed, check the
following:
1. Engine problem (refer to engine manual).
2. Compressor discharge pressure too high.
3. Improper load control operation.
4. Engine idle speed set too low.
5. Operating at above maximum altitude rating of compressor.
COALESCER PLUGGING
If the coalescer element has to be replaced frequently because it is plugging up, it
is an indication that foreign material may be entering the compressor inlet or the
compressor oil is breaking down.
Compressor oil can break down prematurely for a number or reasons:
1. Extreme operating temperature.
2. Negligence in draining condensate from oil sump.
3. Using the improper type of oil.
4. Dirty oil.
The complete inlet system should be checked for leaks.
28
TROUBLESHOOTING
IMPROPER CONTROL OPERATION (ELECTRONIC SPEED CONTROL UNIT)
Consult the wiring diagram and at the end of this manual for assistance with the
electronic speed control program and settings.
IMPROPER CONTROL OPERATION (AIR CYLINDER CONTROL)
1. When service valves are closed and the load controller regulating
cylinder does not move to its idle position, check for:
a. Binding load controller lever or push-pull cable, adjust cable or
bead chain.
b. A block in the air line between coalescer head and pressure
regulator.
c. Faulty discharge pressure regulator.
2. If the load controller regulating cylinder will not move to full speed
when there is an air demand, check for:
a. Faulty or improperly set discharge pressure regulator.
b. Binding load controller lever or push-pull cable, adjust cable or
bead chain.
c. Broken or loose modulating spring on load controller.
3. If full load speed cannot be obtained, check the following:
a. Load controller “ High” speed adjustment set too low, adjust
cable or bead chain.
b. Compressor operating with too high a sump pressure.
c. Load controller modulating spring tension to high.
d. Operating above maximum altitude rating of engine.
4. If after full load speed has been set and difficulty is encountered in
setting the idle speed, check the following:
a. Load controller “ Idle” speed adjustment set incorrectly, adjust
cable or bead chain.
29
TROUBLESHOOTING
b. Load controller modulating spring tension to low.
c. Faulty regulator.
d. Bad control line hoses.
5. If the engine stalls when air demand is low, check for the following:
a. Idle speed may be set too low, adjust cable or bead chain.
HIGH COMPRESSOR DISCHARGE TEMPERATURE
1. Check compressor oil level. Add oil if required (see Section for oil
specifications).
2. Check electric fan and switch.
3. Clean outside of oil cooler.
4. Clean oil system (cooler) internally.
30
COMPRESSOR OPERATION
ENGAGING/DISENGAGING
An operating procedure decal is furnished with every PTO Compressor. This decal
should be attached to the dashboard or visor of the truck where it will be visible to
the driver.
Safety circuits have been incorporated into engagement/disengagement of split
shaft PTO that prevents operation of compressor if parking brakes are not activated
or compressor is under load, all air must be relieved from compressor air system.
On manual transmissions a clutch pedal interlock switch is in series with the above
listed safeties.
The following decal is a sample. Refer to the decal supplied with your unit when
engaging/disengaging.
Sample decal. Refer to the decal supplied with your unit when engaging/
disengaging.
31
While Boss Industries has built into its compressor system a comprehensive array of
controls and indicators to assure you that it is running properly, you will want to
recognize and interpret the readings which will call for service or indicate the
beginning of a malfunction. Before engaging the compressor system, read this
section thoroughly. Familiarize yourself with the controls and indicators, their
purpose, location, and use.
32
OPERATING CONDITIONS
The following conditions should exist for maximum performance of the PTO/
compressor. The truck should be as close to level as possible when operating. The
compressor will operate on a 15 degree sideward and lengthwise tilt without any
adverse problems. Fluid carryover and/or oil starvation may occur if operated
beyond this tilt.
NOTE
IF THE COMPRESSOR IS BEING USED TO POWER SANDBALSTING EQUIPMENT,
USE A CHECK VALVE DIRECTLY AFTER THE SERVICE VALVE TO PREVENT
BACKFLOW INTO THE SUMP. THIS CHECK VALVE SHOULD HAVE A MAXIMUM
PRESSURE DROP RATING OF 2PSIG (13,78kPa)OPERATING AND A CAPACITY
RATING EQUAL TO THE COMPRESSOR.
33
INSTALLATION
SECTION
34
INSTALLATION
This air compressor should be installed only by those who have been trained and
delegated to do so and who have read and understood both the operators
manual and the installation manual. Failure to follow the instructions, procedures,
and safety precautions in these manuals may result in accident and injuries.
Install, use, and operate this air compressor only in full compliance with all pertinent
O.S.H.A. requirements and all pertinent Federal, State, and Local codes or
requirements and with Boss Industries, Inc. instructions.
Do not modify this compressor except with written factory approval.
GENERAL
The overall installation of the Boss PTO Air Compressor lends itself well to staging. By
handling the installation in various stages, the job becomes much easier and
efficient. The following sequence should be adhered to when installing a Boss PTO
Compressor: All trucks should be road tested prior to installing Boss equipment to
determine if trucks have any prior problems.
1. Disconnect main truck drive line and remove hanger bearing.
2. Mount the split-shaft PTO/Compressor unit with BOSS supplied mounting
brackets.
3. Connect all drive lines. While waiting for drive lines to be cut, you may advance
to the other steps of installation.
4. Install the oil cooler/fan assembly.
5. Install the oil sump assembly.
6. Install the oil filter.
7. Install the instrument panel.
8. Install the load controller.
9. Install air cleaner.
10. Prepare and install the hoses.
11. Prepare and install the electric wiring.
12. Initial start-up and test.
NOTE
THE FOLLOWING TEXT AND ILLUSTRATION IS FOR A TYPICAL INSTALLATION.
DUE TO CHASSIS DESIGN AND APPLICATION, ALTERNATE METHODS MAY BE
USED. IF QUESTIONS ARISE, CONSULT BOSS INDUSTRIES, INC.
35
STAGES OF INSTALLATION
1. DISCONNECT MAIN TRUCK DRIVELINE
Disconnect and remove main driveline and hanger bearing
bracket. Proceed to Step 2.
2. MOUNT SPLIT-SHAFT PTO/COMPRESSOR UNIT
Because of the wide variety of chassis arrangements available, these instructions
are general in nature. The mounting brackets are furnished by Boss Industries. If
another mounting arrangement is used, make sure it provides the same type of
support as suggested here. Follow the procedure explained below for proper
installation.
A. Select a mounting location which will make the PTO with integral
compressor unit readily accessible for maintenance and allows the PTO
driveshaft to be parallel in all planes with the transmission output shaft and
rear axle pinion shaft. Truck maintenance (i.e. clutches...) should be
considered also. All universal joints on front and rear drivelines should
have proper operating angles. Be sure to keep at least a minimum
operating angle of 5 degrees. It is a good idea to check drivelines and
angles once the truck is completed and carrying a cargo. For more
definite instruction, consult Boss Industries.
B. Once the PTO is adjusted to provide correct operating angles, slide top Lbrackets against frame on both sides, mark 6 - hole centers (3 per side).
Drill six (6) .68 DIA. holes (3 - holes per frame rail) and bolt brackets to
frame rail with six (6) 5/8”-11 UNC grade 8 bolts. Bolt lengths will vary for
the different frame thickness. Route wiring for the electric shift and switch
plate to a desirable location. Mount the switch and plate on the inside of
the truck cab. Connect the circuit breaker wire to the run side of the
truck’s ignition switch. Clamp or tape all wiring to the frame or to existing
wiring to prevent vibration from chafing or damaging the wiring harness.
Proceed to Step 3.
IMPORTANT
IF THE U-JOINTS ARE OUT OF PHASE, COMPRESSOR DAMAGE OR PREMATURE
U-JOINT FAILURE WILL OCCUR.
36
3. INSTALLING DRIVELINES
Install the propeller-shafts. Be sure that the drive shaft used is a slip joint design.
Frame deflection, temperature deviations, and similar factors may cause a
propeller-shaft without a slip joint to produce severe axial loads on bearings,
damaging the PTO, transmission, and/or rear axle. Once proper length is
established, the shafts must be cut and welded. This operation should be
performed by a shop that is knowledgeable of drivelines (consult the driveshaft
manufacturer for proper welding specifications). Before any weld is made, the
shafts must be assembled so that all U-joints are in parallel plain and in phase.
Make sure the parallel plains are maintained when the shafts are installed in the
truck.
If the chassis is equipped with drum parking brake mounted directly behind the
transmission, the installer is responsible for the installation of a parking brake onto
the rear of the split-shaft. The parking brake installed must meet or exceed the
capabilities of the original equipment transmission parking brake (a parking brake
option is available from BOSS). The existing parking should not be removed, but
should have the cable disconnected near the brake drum. The existing cable
should be extended to the brake linkage on the rear of the split-shaft. This allows
you to reuse the existing brake lever inside the cab.
IMPORTANT
MAKE SURE THE DIRVE SHAFT FLANGES ARE ALWAYS PARALLEL AND THE
YOKES ARE PROPERLY ALIGNED.
Proceed to Step 4
4a. INSTALL THE OIL COOLER/FAN ASSEMBLY.
The 12 Volt DC motor-driven fan and oil cooler package is suitable for mounting in
many positions in several locations on the vehicle. The fan is a pull-type, pulling air
through the cooler and past the motor. The motor is designed to run in one
direction (note direction arrow decal on motor). Be sure to connect the wires for
proper rotation. The black and white fan motor wire lead is hot. The plain black
wire motor lead is ground.
NOTE
IN SOME CASES A FRONT MOUNT COMPRESSOR OIL COOLER OPTION WILL BE
USED IN PLACE OF THE STANDARD OIL COOLER/FAN ASSEMBLY. IN THIS CASE,
REFER TO THE FRONT MOUNT COOLER ASSEMBLY SECTION ON PAGE 62.
37
The best location for the oil cooler package is cantilevered over the top of the truck
cab, with the cooling air blowing vertically upwards. The oil cooler will remain
clean, and the fan will always work with cool air. A minimum of four inches of
clearance between the oil cooler and the top of the cab is required for proper air
flow.
Another common location for the oil cooler/fan assembly is under the truck
between the frame rails, behind the rear axle, installed so the cooler package will
blow the air from the front of the truck toward the rear.
The truck engine muffler may require relocation to keep the exhaust and the heat
from entering the oil cooler. It must be recognized that under-the-truck mounting
of the oil cooler subjects it to road dirt, mud, slush, and ice. Deflectors, shields, or
pans can be installed to protect the oil cooler. The shields must not increase the
fans discharge air temperature by more than 5° F.
Recirculation of hot air must also be prevented when shielding. When locating the
fan on top of cab or under truck, the motor/fan assembly must be on top.
Mounting in the body wall is common in the walk-in van type body. It is
recommended to use louvers on the outside wall to help prevent rain and/or snow
from entering the body. Sufficient opening in the truck body (i.e. rear doors open..)
must be provided for the cooling air. Air flow can be changed in this application to
pushing instead of pulling if requested. The fan motor has several drain holes.
When mounting the package in a wall or behind the frame rail, fan motor leads
should point down. Boss Industries can supply cooler package mounting hardware
when requested (i.e. wall louvers, etc.).
4b. OPTIONAL FRONT MOUNT COOLER
Optional front mount cooler should be installed next to radiator or intercooler. This
may mean that you have to space the AC condensor out to get clearance. There
must be sufficient clearance between cores so they can never touch or rub against
each other. Cooler must be rigidly mounted to the same support that all other
coolers or radiators are mounted to.
38
5. INSTALL THE OIL SUMP
The PTO oil sump is designed for horizontal mounting only. The vessel is 12 inches in
diameter and 22 inches long and comes equipped with mounting bands and
brackets for bolting to the truck frame or other bracketry. Sump mounting bands
are to be located on the mounting brackets. It is important to be sure that the
sump tank is level and that the sight glass is level on the center line of tank from end
to end. Not centering the sight glass can cause possible over and/or under filling of
the tank. Also, the air outlet leading to the coalescer should be centered on top.
6. INSTALL COALESCER ASSEMBLY
The head for the spin-on coalescer canister should be located in an area that
allows for easy access to the canister. The head must be mounted so that the
canister is vertical when in place.
NOTE
THE COALESCER HEAD IS DESIGNED FOR AIR FLOW IN ONE DIRECTION ONLY.
PRPOER DIRECTION IS INSIDE OUT FLOW THROUGH THE HEAD AND ELEMENT.
Once the head is in place, spin on the coalescer as per the instructions on the
canister itself. The fitting on the bottom of the canister is for the oil return line. Care
should be taken when connecting this line so damage or over torqueing does not
take place. Hold the nut on the bottom of the can stationary with a wrench while
tightening the fitting and hose to the coalescer.
A minimum pressure orifice is built into a hex plug located in the outlet port of the
coalescer head and will automatically maintain the pressure needed for the unit to
function properly.
The automatic blowdown valve with a muffler is located on the down stream side
(outlet side) of the coalescer head. The blowdown valve should remain intact as it
was shipped. The service valve should be removed and placed where it will be
used (i.e. at the hose reel inlet). A 3/4” or 1” line (supplied by installer) should then
be used to connect the coalescer head to the service valve.
A hose fitting, located in the upstream side of the coalescer head, will feed the
pressure switch gauge. The air pressure regulator is located on the outlet of the
coalescer head when installing a Generator/Welder.
39
7. INSTALL THE OIL FILTER
The oil filter assembly includes a filter head and oil filter canister. When mounting,
the oil filter assembly must be in a vertical position and should be located in an
area that makes it serviceable.
8. INSTALL THE INSTRUMENT PANEL
The compact instrument panel comes fully assembled and can be located where
desired. Keep in mind that hoses and electric wires have to be connected to it.
The most common location for mounting has been on, in, or under the dash, on the
cab floor on the driver or passenger side protected by the seat support, or on the
service body near the service valve.
Gauge panel can be mounted on the outside of truck if protected from direct
elements and road debris.
9A. INSTALL ELECTRONIC ENGINE SPEED CONTROL.
Refer to the schematic at the end of this manual for your specific electronic speed
control wiring installation.
9B INSTALL THE LOAD CONTROLLER (NON ELECTRONIC ENGINES ONLY)
The load controller (Page 53) was designed to work with any engine, gas or diesel,
and to be easily installed. Connect the ball chain to the throttle lever at a point
about 1 1/2” to 2” form the carburetor shaft center. This may require the
fabrication of a suitable flat bracket for attachment to the throttle lever. Attach the
flexible cable end to the engine (not the frame or other fixed member) using a
suitable fabricated bracket. The cable ends that are threaded should be
positioned in the engine speed control bracket slot at the mid point. The other end
of the cable at the throttle end bracket should also be
positioned at the mid point of the threads. The location of this attachment point
must meet this condition: After a 3/8” pull of the ball chain end, the direction of
pull must be 90 degrees to a line through the throttle lever shaft center.
The ball chain must be slack at engine idle or when the compressor is not
engaged, adjust at the chain connector. Make certain the ball chain does not
bind, hang up, or otherwise cause interference with the normal movement of the
throttle lever while the compressor is not engaged.
Mount the load controller to any convenient point on the truck frame, inner fender,
or fire wall, but not on the engine. (Engine speed adjustments for high
40
and low end can be made at the threaded end of the cable mounted in the
engine speed control bracket. Final fine tuning of engine hi and low speeds can
be done at the full speed stop screw and the idle speed stop screw located on the
engine speed control bracket.)
10. INSTALL THE AIR CLEANER
The air cleaner kit consists of a heavy-duty 2-stage dry-type air cleaner, suitable for
horizontal mounting, rubber connections, clamps, and a section of flexible tubing
(Page 51). Locate the air cleaner at a point where it can draw in cool, clean air. A
preferred location is above the cab. Be sure to check that all connections are
securely fitted and clamped. Failure to do so could result in dirty air by-passing the
filter and entering into the compressor system.
11. PREPARE AND INSTALL HOSES
The hose kit consists of a generous amount of bulk hose in various sizes and fittings.
The fittings were selected for their ease of assembly in the field, without special
tools. A simple four-step procedure is used to make up the hoses:
Step 1. Put hose in vise just tight enough to prevent it from turning.
Cut hose square with fine-tooth hacksaw or cut-off wheel.
Clean hose with compressed air.
Step 2. Screw socket counterclockwise onto hose until it bottoms.
Back off 1/2 turn.
Step 3. Oil nipple threads and screw clockwise into socket and hose,
leaving 1/32 to 1/16” clearance between nipple box and
socket.
Step 4. Clean assembly by blowing with compressed air.
Install hoses, be sure to route all hoses so that they do not bind or kink.
Avoid hose contact to exhaust piping, muffler, engine manifold, or any other hot
surfaces. Secure hoses with tie-downs or clamps. Inspect hose for possible areas
where chaffing may occur. It may be necessary to use a protective sleeve on the
hose (s) in these areas or to re-route hose. Check that all fittings are tight and
secure.
41
12. PREPARE AND INSTALL THE ELECTRIC WIRING
The wire kit consists of a generous amount of bulk wire in various gauges, colors,
sizes, and wire ends.
(See Wiring Diagram on Page 49 for wiring of electrical shifter and its switch and
indicator light).
Cut wire lengths to be as short as possible. Avoid wire contact to exhaust piping,
muffler, engine manifold, or any other hot surfaces. Secure wiring with tie-downs or
clamps. Inspect wire for possible areas where chaffing may occur. It may be
necessary to use a protective sleeve on the wire (s) in these areas or to re-route
wire. Check that all connections are tight and secure.
Items that require the 12 Volt DC from the run side of the truck ignition switch:
Item 1. Fan motor on cooling package wired in series with circuit
breaker and thermal sensing temperature controller (all
models except front mount coolers).
Item 2. Hourmeter at gauge panel wired in series with pressure switch
located behind pressure switchgauge (i.e. parking brake, clutch
switch and blowdown air pressure switch).
Item 3. Safety circuit shutdown switch; to be wired in series with the
item that power is to be interrupted in order to shut off the
compressor package.
NOTE
AUTOMATIC OR MANUAL TRANSMISSIONS*
THE SAFETY SHUTDOWN SWITCH SHOULD BE WIRED IN SERIES WITH FUEL
SOLENOID ON DIESEL ENGINES AND THE IGNITION COIL ON GAS ENGINE
DRIVES.
*ALLISON AUTOMATIC TRANSMISSIONS REQUIRE THE HIGH RANGE HOLD OR
LOCK-UP INSTALLATION TO ENSURE THAT THE TRANSMISSION REMAINS IN THE
1:1 GEAR RATION DURING COMPRESSOR OPERATION. WITHOUT THIS
TRANSMISSION MODIFICATION, THE TRANSMISSION WILL SHIFT IN AND OUT OF
FOURTH GEAR DURING COMPRESSOR OPERATION.
42
13. PRESTART-UP INSPECTION CHECKS
This inspection should be done prior to removing truck from bay. Final testing of the
system, including checking for leaks, is to be done outside.
NOTE
ALL TRUCKS SHOULD BE ROAD TESTED PRIOR TO STARTING INSTALLATION TO
ISOLATE ANY PREVIOUS TRUCK PROBLEMS.
I. Check order to verify that all items originally ordered have been installed and/or
are ready to ship with the truck. This would include any special filters, oils, hoses,
etc.
II. Vacuum inside of truck and all areas (including frame and under hood) that
have metal or plastic shavings. Wipe all finger prints off of truck, gauge panel,
body, etc.
III. Apply decals to proper location. Make sure that area is cleaned prior to
applying decals. All decals should have a professional appearance upon
application. Additional decals that need to be applied by the body company,
should be placed inside the Boss manual and left in the cab of the truck.
IV. Check all assemblies, clamps, fittings, drivelines, angles, nuts, and bolts to ensure
they are properly secured and/or installed. This includes hoses and wiring;
ensure that they are properly tied and secured to the vehicle. This is a very
critical area of the inspection. The vehicle should not be moved until this
inspection has been completed.
V. Record all serial numbers for this installation.
A. Truck V.I.N.
B. PTO/Split-shaft information
C. Air-end number
D. Boss serial number
E. Receiver tank number
F. Generator or any other added equipment from Boss
G. Note any special applications relating to specific installations.
43
VI. Check all fluid levels. (Position the truck on a level surface so that proper
amount of fluids can be added.)
A. Fuel- enough for 3 hours of operation.
B. Compressor
1. Fill the compressor oil sump (see lubricant section of the operator
and parts section for type of lubricant to use).
2. Capacity is approximately 3.25 gallons.
the
3. Additional oil may need to be added after test.
a) Top off oil level to half the sight glass when finished with
test.
C. Split-shaft box. Fill gear case to 3/4” square head pipe plug near lower
edge of gear case marked OIL LEVEL. DO NOT OVER FILL. Add oil at level
plug or at breather on the top side. Drain case by removing the magnetic
drain plug from bottom of the gear case. Use any high-grade, SAE No. 90
gear lubricant. Lighter grades (No. 80) are satisfactory if ambient
temperatures are not over 75 degrees F and should be used in extremely
cold weather. Oil capacity is about 3 quarts. (For additional information
refer to Waterous PTO Manual Section).
NOTE
ADD FLUID IF NECESSARY. DO NOT OVER FILL.
D. Lube for driveline.
E. Truck engine oil.
F. Brake fluid.
G. Anti-freeze/coolant.
H. Any other applicable fluids.
44
CAUTION
DO NOT RUN THE COMPRESSOR IN REVERSE. OPERATING THE COMPRESSOR IN
REVERSE WILL RESULT IN EXTENSIVE COMPRESSOR UNIT DAMAGE.
The vehicle should be ready for removal from bay at this point. Road test all
vehicles after compressor testing.
14. INITIAL START-UP AND TEST
A. Start truck engine and allow for warm-up.
B. Read the operation section in the operator and parts manual carefully
before proceeding onto the initial start-up.
C. Safety circuit testing can be done before engaging the PTO and
compressor. This system requires the shutdown switch to be wired in series
with the fuel solenoid on diesel engine vehicles or wired in series with the
ignition coil on gas engine vehicles. Using a 1/16” Allen wrench, set the
temperature switchgauge shutdown set point at 220° F. This is done on
the face of the gauge. The pressure switchgauge will need to be set at
160 PSI and is adjusted at the face of the gauge using a 1/16” Allen
wrench also. Start the truck (do not engage the compressor) and take a
screw driver and touch the 1/16” Allen head screw on the face of the
temperature switchgauge and simultaneously touch the outside ring on
the face of the gauge, and this should shut down the engine. Push in the
button on the shutdown switch to reset. Repeat the test with the pressure
switchgauge. If engine does not shutdown, check compressor wiring
diagram on page 49.
D. Engage compressor by following appropriate start-up instructions.
45
E. Setting engine speeds. (AIR CYLINDER LOAD CONTROLLER ONLY)
To
set the load controller, close the service valve and adjust the compressor
idle (speed should be approximately 900/1000 RPM). (For vehicles with
Generator/Welder option refer to the Generator/Welder manual). Screw
in the idle speed set screw to just touch the load controller arm, thus
maintaining a constant low end. Do not set speed below 900 RPM. Now
adjust the pressure regulator to obtain a sump pressure of 110 PSI. Loosen
the locknut on the regulator adjustment screw and turn the adjustment
screw clockwise to increase pressure (counter-clockwise to reduce
pressure). Re-tighten the locknut. Do not set pressure above 110 PSI or
below 70 PSI. Once regulator setting is done, recheck the idle speed and
make cable adjustments if necessary.
To set the maximum compressor RPM, open the service valve until the
sump pressure reads approximately 90 PSI. The maximum compressor
RPM is adjusted at the cable end on the engine speed control bracket
(see specification section for proper RPM for specific CFM). Recheck
the sump pressure after setting the maximum RPM. Cycle the
compressor from full load to idle by opening and closing the valve
slowly several times. Check that the idle and full speed repeat. Unit
should be run for 2 hours (1 hour at maximum compressor RPM and 1
hour at compressor idle).
With the unit running at full load, check the operating temperature and
operation of the electrical fan (note: the electrical fan is
thermostatically controlled and will turn on only when the oil
temperature has reached approximately 195 degrees). This is also a
good time to inspect the system for any leaks.
After the test, disengage the compressor PTO as outlined on the startup/shutdown decal. The engine should immediately return to truck
engine idle (500-600 RPM, see truck manual) with little tendency to over
speed. If truck idle is not obtained, the chain may be to tight. Loosen
by one ball at the chain connector and repeat the setting procedure
for the maximum compressor RPM and compressor idle RPM.
With the engine stopped and all engine compartment components in
place, move the engine throttle to full travel several times to make
certain there is no interference with the load controller cable and
normal truck acceleration operation.
Recheck the compressor oil level after the test is completed. Once the
compressor unit oil level has had a chance to level off, top off oil level
to half of the sight glass if required.
46
PART NUMBER
&
ILLUSTRATION SECTION
47
48
49
ELECTRICAL SYSTEM
CODE
E1
E2
E3
E4
E5
E6
E7
E8
E9
E10
E11
E12
E13
E14
E15
E16
E17
E18
E19
E20
E21
E22
PART NUMBER
300074
300075
300076-016
300077
300079
300080
300082
300083
300084
949012-250
949512-250
949302-014
949302-010
949516-250
300227
300474
300909-025
902415-005
925801-130
949415-014
960204-012
949306-014
DESCRIPTION
GAUGE, HOUR METER
SWITCHGAUGE, PRESSURE
SWITCHGAUGE TEMP W/T WELL, 16 FT. CAP.
SWITCH, PRESSURE 15#
SWITCH, SHUTDOWN 117
WIRE, 12 GA RED
WIRE, 16 GA WHITE
WIRE, 16 GA BLUE
WIRE, 16 GA YELLOW
DISCON, FULL INSUL. 1/4” X 12-10
DISCON, YELLOW 1/4 X 12-10
RING, #10 X 14-18
RING, YELLOW #10 X 10-12
DISCON, BLUE 1/4” X 16-14
GAUGE, PANEL
CONNECTOR, FAN MOTOR
BREAKER, CIRCUIT 25 AMPS
TEE, PIPE 1/8
NUT, HEX #10-32 UNF
TERMINAL, BUTT 14-18
ELBOW, 1/4 X 1/8 37° FL
RING, BLUE 3/8” X 14-18
51
UNIT
EA
EA
EA
EA
EA
FT
FT
FT
FT
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
QTY.
1.00
1.00
1.00
2.00
1.00
15.00
5.00
20.00
20.00
2.00
1.00
6.00
8.00
1.00
1.00
1.00
1.00
1.00
2.00
1.00
1.00
2.00
INLET SYSTEM
CODE
I1
I2
I3
I4
I5
I6
I7
PART NUMBER
300031
300032
300033
300034
300071
300109
300917
DESCRIPTION
CAP, AIR FILTER 6.5
BAND, AIR FILTER MTG. 6.5
CLAMP, AIR INLET 3
SLEEVE, INLET HOSE
ELBOW, 3” RUBBER 90°
HOSE, INLET 3” GT X FT
ASSY, AIR FILTER 6.5
UNIT
EA
EA
EA
EA
EA
FT
EA
QTY.
1.00
2.00
6.00
2.00
2.00
8.3
1.00
*REPLACEMENT ELEMENT PART NUMBER 300092
53
LOAD CONTROL SYSTEM
CODE
L1
L2
L3
L4
L5
L6
L7
L8
L9
L10
L11
L12
L13
L14
L15
L16
L17
L18
L19
L20
L21
L22
L23
L24
L25
PART NUMBER
300054
*300055
300057
*300058
300059
300060
300061
300062
300063
300064
300126
300715
922202-000
924304-145
925204-226
929104-175
938606-071
960204-012
960204-025
961604-012
961704-012
961704-025
964804-025
964904-030
929104-075
DESCRIPTION
PLATE, BASE LOAD CONTROLLER
CYLINDER, LARGE LOAD CONTROLLER
VALVE, REGULATOR 1/4
CYLINDER, SMALL LOAD CONTROLLER
SPRING, LOAD CONTROLLER
LEVER, LOAD CONTROLLER
CABLE, LOAD CONTROLLER
CLEVIS ASSY, LARGE CYLINDER
CLEVIS ASSY, SMALL CYLINDER
CHAIN, BEAD
HOSE ASSY, 1/4 X 8.5 N.O.
VALVE, BLOWDOWN N.O. 1/8 NPT
NIPPLE, PIPE 1/8 X CLOSE
NUT, HEX NYLOC GR5 1/4-20
NUT, HEX GR5 1/4-20
BOLT, HEX GR5 1/4-20 X 1 3/4
WASHER, FLAT 3/8”
ELBOW, 1/8 X 1/4 37° FL
ELBOW, 1/4 X 1/4 37° FL
NIPPLE, HEX RED 1/4 X 1/8
TEE, M BR 1/4 X 1/8 37° FL
TEE, M BR 1/4 X 1/4 37° FL
TEE, M BR 1/4F X 1/4M
BOLT, HANGER 1/4-20 X 3.0
BOLT, HEX GR5 1/4-20 X 3/4” LG
UNIT
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
QTY.
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
2.00
1.00
1.00
2.00
2.00
2.00
1.00
2.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
*IF CLEVIS ASSEMBLY IS NEEDED SEPARATELY:
L2 CLEVIS IS P/N 300062
L4 CLEVIS IS P/N 300063
55
100003
DISCHARGE SYSTEM
56
DISCHARGE SYSTEM
100003
PART NUMBER
300225
300331
300093
300605
907604-030
922212-000
300022-075
922120-110
902205-025
300023-175
301827
922224-000
902415-060
300089
300090-020
300107
902203-023
300108
960112-075
901515-060
960124-150
902915-020
300068
300021
960204-012
980704-025
300057
929105-250
929806-100
937806-094
938206-071
926006-337
929806-150
977704-0404
300234
938205-071
925305-283
QTY
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
2 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
1 EACH
2 EACH
1 EACH
1 EACH
3 EACH
1 EACH
2 EACH
4 EACH
8 EACH
12 EACH
8 EACH
4 EACH
1 EACH
2 EACH
2 EACH
2 EACH
DESCRIPTION
SUMP, 12" DISCH. W/PLATE BAFF
HEAD, COALESCER
COALESCER, SPIN-ON ELEMENT
ORIFICE, MIN PRESS 1 1/4 X 1
BUSHING, REDUCING 1 X 3/4
NIPPLE, .PIPE 3/4 X CLOSE SCH8
VALVE, SERVICE - 3/4" VENTED
NIPPLE, PIPE 1 1/4 X 11
TEE, PIPE RED 1 1/4 X 1/2 X 1
VALVE, RELIEF - 1/2 NPT (175#)
VALVE, BLOWDOWN 1/4 N.C. 55502
NIPPLE, PIPE 1 1/2 X CLOSE SCH
TEE, PIPE 1 1/2"
ADAPTER, 1 1/4 SAE X 1 1/2"NPT
CAP, OIL FILL 1-1/4 SAE W/HOLE
SIGHTGLASS, OIL LEVEL 1 1/2
TEE, PIPE RED 3/4 X 1/2 X 3/4
PLUG, MAGNETIC 1/2" NPT
CONNECTOR, 3/4 JIC X 3/4 MNPT
ELBOW, PIPE 1 1/2
CONNECTOR,1 1/2JIC X 1 1/2MNPT
PLUG, .PIPE 1/2 RECESSED ZINC
BRACKET, RECEIVER TANK
MUFFLER, EXHAUST 1/4
ELBOW, 1/4 JIC X 1/8 MNPT 90°
ELBOW, 1/4 TB SW X 1/4 MNPT 90°
VALVE, REGULATOR 1/4
BOLT, HEX GR5 5/16-18 X 2 1/2
BOLT, HEX GR8 3/8-16 X 1
WASHER LOC 3/8 GRADE 8
WASHER, FLAT 3/8 - GR8
NUT, HEX GR8 3/8-16
BOLT, HEX GR8 3/8-16 X 1 1/2
TEE, 1/4MNPT X 1/4MNPT X 1/4MN
BAND, SUMP MTG 12
WASHER, FLAT 5/16
NUT, WHIZ LOCK 5/16-18
57
ITEM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
COMPRESSOR MOUNTING SYSTEM
CODE
M1
M2
M3
M4
M5
M6
M7
M8
M9
M10
M11
M12
M13
M14
M15
M16
M17
M18
M19
M20
M21
M22
M23
M24
M25
M26
M27
M28
M29
M30
M31
M32
M33
M34
M35
M36
M37
M38
M39
M40
M41
PART NUMBER
301331
301085-125
929312-040
937512-036
970708-075
907506-000
961704-025
902106-020
301035
301036
929810-250
928210-112
928010-156
926010-559
929808-150
938200-112
938008-125
300629
926102-238
929310-030
937510-024
300072
970802-012
300721
302715-060
300159-051
922120-030
907606-050
960124-150
960204-025
60057-002
301176
301318
929310-030
301097
301010
926102-236
928206-150
937806-094
938206-071
300159-053
DESCRIPTION
COMPRESSOR, R.S. DD B101 NON G
FLANGE, DISCHARGE 1 1/4
BOLT, SOCKET HD 12MM X 40MM
WASHER, HI-COLLAR LOC 12MM
CONNECTOR, 1/2 BSPP X 3/4 JIC
PLUG, 14MM BSPP
TEE, 1/4 X 1/4 X 1/4
BUSHING, 1 1/2 X 1/2
BRACKET, IBI S.S.
BRACKET, IBI S.S. TOP
BOLT, HEX GR8 5/8-11 X 2 1/2
WASHER, FLAT 5/8 PLATED
WASHER, LOC 5/8 PLATED
NUT, HEX GR8 5/8-11
BOLT, HEX GR8 1/2-13 X 1 1/2
WASHER, FLAT 1/2
WASHER, LOC 1/2
VALVE, INLET 90°
O-RING
BOLT, SOCKET HD 10MM X 30
WASHER, HI-COLLAR 10
SENSOR, FAN
ADAPTER, 1/8 F TO BRITISH PIPE
VALVE, CHECK & OIL RETURN ELBOW
TEE, SIDEOUTLET 1 1/2
PTO, INTEGRAL S.S. TMB 6:1 WO/B
NIPPLE, PIPE 1 1/4 X 3
BUSHING, RED 1 1/2 X 1 1/4
CONNECTOR, 1 1/2 X 1 1/2 37° FL
ELBOW, 1/4 X 1/4 37° FL
BRAKE, PARKING (OPTIONAL)
SHIFTER, ELECTRIC
SWITCH, PTO ENGAGEMENT LIGHT
BOLT, 10MM X 30MM SOCKET HEAD
ADAPTER
VALVE, INLET CONTROL A.C. 1550
O-RING, INLET VALVE A.C. 1550
BOLT, GR8 3/8 X 1 1/2
WASHER, LOCK 3/8
WASHER, FLAT 3/8
PTO INTEGRAL S.S. TMB W/AUX
UNIT
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
QTY.
1.00
1.00
4.00
4.00
1.00
1.00
1.00
2.00
2.00
2.00
11.00
10.00
10.00
10.00
8.00
8.00
8.00
1.00
1.00
4.00
4.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
3.00
1.00
1.00
4.00
4.00
4.00
1.00
*SEE 60057-007 BILL OF MATERIAL SHOWN ON PAGE 63 FOR PARKING BRAKE PARTS.
59
OIL COOLING SYSTEM
100001
300009
300012
300013
300014
300149
925305-283
929705-100
960212-075
961505-140
300394
300006
300005
300599
300625
938204-071
929104-075
938004-062
960112-075
300573
80010
300474
301755
1
1
1
1
2
17
33
3
16
1
1
1
1
1
2
2
2
1
1
1
1
1
EACH ASSY, FAN BLADE 18 3-BL
EACH MOTOR, FAN 12VDC
EACH GUARD, FINGER 18
EACH COOLER, OIL 18.6
EACH BRACKET, OIL COOLER VENTURI 18
EACH NUT, WHIZ LOCK 5/16-18
EACH BOLT, WHIZLOCK GR5 5/16-18 X 1
EACH ELBOW, 3/4 JIC X 3/4 MNPT 90°
EACH NUT, TINNERMAN - 5/16-18
EACH RING, OIL COOLER (REVISION 0)
EACH VENTURI, OIL COOLER
EACH ELEMENT, OIL FILTER 8060
EACH HEAD, OIL FILTER
EACH BRACKET, COALESCER/OIL
EACH WASHER, FLAT 1/4
EACH BOLT, .HEX GR5 1/4-20 X 3/4
EACH WASHER, .LOC 1/4
EACH CONNECTOR, .3/4 JIC X 3/4 MNPT
EACH CLIP, FAN ASSY
EACH KIT, FAN SENSOR/RELAY HARNESS
EACH CONNECTOR, FAN MOTOR
EACH RELAY, POWER WEATHERPRF(NOT SHOWN)
60
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
FRONT MOUNT OIL COOLER SYSTEM
60023K
925305-283
929705-100
960212-075
300005
300599
300625
938204-071
929104-075
938004-062
960112-075
301662
960412-075
961712-075
300345
301867
902915-030
300756-010
300757-010
300758-010
14
14
3
1
1
1
2
2
2
1
1
1
1
1
2
1
1
1
15
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
EACH
FOOT
NUT, WHIZ LOCK 5/16-18
BOLT, WHIZLOCK GR5 5/16-18 X 1
ELBOW, 3/4 JIC X 3/4 MNPT 90°
ELEMENT, OIL FILTER
HEAD, OIL FILTER
BRACKET, COALESCER/OIL
WASHER, FLAT 1/4
BOLT, .HEX GR5 1/4-20 X 3/4
WASHER, .LOC 1/4
CONNECTOR, .3/4 JIC X 3/4 MNPT
VALVE, THRML 3/4 3-PORT
NIPPLE, .HEX 3/4 MPT X 3/4 MPT
TEE, M BR 3/4 X 3/4 X3/4 37ø FL
COOLER, OIL FRONT MOUNT
BRACKET, FR MTG
PLUG, PIPE 3/4 RECESSED ZINC
FITTING, CRIMP 5/8 X 3/4
FTTNG,.RESBL 5/8" ID X 3/4" JIC
HOSE, REUSABLE/CRIMP 5/8
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
1
61
BILL OF MATERIAL FOR P/N 60057-002
PART NUMBER
301138
301194
301195
301196
301197
301198
301199
301200
301201
927102-100
927115-075
300500-048
971808-312
301054
300170
*301272
DESCRIPTION
BELLCRANK, MOUNTING BRACKET
TIE ROD, WAT. BR. LINKAGE 9” TG ONLY
YOKE, WAT. BR. LINKAGE 9” TML/TG
BELLCRANK, WAT. BR. LINKAGE 9” TML/TG
END ADJUSTABLE WAT. BR. LINKAGE 9” TML/TG
CAMSHAFT, WAT. BR. LINKAGE 9” TML/TG
PIN, CLEVIS WAT. BR. LINKAGE 9” TML/TG
PIN, CLEVIS 5/16 X 1 WAT. BR. LINKAGE 9”
PIN, CLEVIS 1/2 X 1 27/64 WAT. LINKAGE
PIN, COTTER 1/8 X 1
PIN, COTTER 3/32 X 3/4
CABLE, BRAKE 5/16-24
CLEVIS, 5/16-24 X 1/2 HOLE X 1/2 GAP
DRUM, WAT. PB 9 X 3
STUD, WAT. PB
ASSEMBLY, BRAKE PADS & BACKING
*REPLACEMENT SHOES P/N 301053
62
UNIT
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
EA
QTY.
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
2.00
1.00
1.00
1.00
4.00
1.00
WARRANTY
CLAIMS
&
RECOMMENDED
SPARE PARTS
LIST
63
WARRANTY
Boss Industries, Inc.. (BOSS) warrants that this Rotary Screw Compressor unit conforms to
applicable drawings and specifications approved in writing by BOSS. The unit assembly will be free
from defects in material and workmanship for a period of two (2) years from the date of initial
operation or thirty (30) months from the date of shipment, whichever period first expires. All other
components and parts of BOSS manufacture, will be free from defects in material and workmanship
for a period of one (1) year from the date of initial operation or eighteen (18) months from the date of
shipment, whichever period first expires. If within such period BOSS receives from the Buyer
written notice of and alleged defect in or nonconformance of the unit, all other components and parts
of BOSS manufacture and if in the judgment of BOSS these items do not conform or are found to be
defective in material of workmanship, BOSS will at its option either, (a) furnish a Service
Representative to correct defective workmanship, or )b) upon return of the item F.O.B. BOSS
original shipping point, repair or replace the item or issue credit for the replacement item ordered by
Buyer, (Defective material must be returned within thirty (30) days of return shipping instructions
from BOSS. Failure to do so within specified time will result in forfeiture of claim), or (c) refund
the full purchase price for the item without interest. Factory installed units will also include warranty
on installation for a period of one (1) year. This warranty does not cover damage caused by accident,
misuse or negligence. If the compressor unit is disassembled the warranty is void. BOSS’s sole
responsibility and Buyer’s exclusive remedy hereunder is limited to such repair, replacement, or
repayment of the purchase price. Parts not of BOSS manufacture are warranted only to the extent
that they are warranted by the original manufacture. BOSS shall have no responsibility for any cost
or expense incurred by Buyer from inability of BOSS to repair under said warranty when such
inability is beyond the control of BOSS or caused solely by Buyer.
There are no other warranties, express, statutory or implied, including those of
merchantability and of fitness of purpose; nor any affirmation of fact or
representation
which extends beyond the description of the face hereof.
This warranty shall be void and BOSS shall have no responsibility to repair, replace, or repay the
purchase price of defective or damaged parts or components resulting directly or indirectly from the
use of repair or replacement parts not of BOSS manufacture or approved by BOSS or from Buyer’s
failure to store, install, maintain, and operate the compressor according to the recommendations
contained in the Operating and Parts Manual and good engineering practice. The total responsibility
of BOSS for claims, losses, liabilities or damages, whether in contract or tort, arising out of or related
to its products shall not exceed the purchase price. In no event shall BOSS be liable for any special,
indirect, incidental or consequential damages of any charter, including, but not limited to, loss of use
of productive facilities or equipment, loss of profits, property damage, expenses incurred in reliance
on the performance of BOSS, or lost production, whether suffered by Buyer or any third party.
BOSS INDUSTRIES, INC.
720 BOYD BLVD.
LaPORTE, IN 46350
(219)324-7776 PHONE
64
SUMMARY OF MAIN WARRANTY PROVISIONS
As claims, policies and procedure are governed by the terms of the BOSS Industries, Inc. (BOSS)
warranty, it is necessary to outline some of the more important provisions.
The BOSS warranty applies only to new and unused products which, after shipment from the factory,
have not been altered, changed, repaired or mistreated in any manner whatsoever. Normal
maintenance items such as lubricants and filters are not warrantable items.
Parts not of BOSS manufacture are warranted only to the extent they are warranted by the original
manufacturer.
Damage resulting from abuse, neglect, misapplication or overloading of a machine, accessory or part
is not covered under warranty.
Deterioration or wear occasioned by chemical and/or abrasive action or excessive heat shall not
constitute defects.
Parts replacement and/or correction of defective workmanship will normally be handled by BOSS
Industries, Inc. or their authorized distributor.
Failure to file a detailed warranty claim/service report for each occurrence of material defect of
defective workmanship will cause warranty claim to be rejected.
Defective material must be returned within 30 days of receipt of shipping instructions. Failure to do
so within specified time will result in forfeiture of claim.
The distributor is responsible for the initial investigation and write up of the warranty claim.
Distributor shall be allowed no more than 30 days from date of repair to file a warranty claim/service
report.
Warranty for failure of BOSS replacement parts covers the net cost of the party only, not labor and
mileage.
The BOSS warranty does not cover diagnostic calls and travel. That is time spent traveling to the
machine to analyze the problem and returning with the proper tools and parts to correct the problem.
Boss will deduct from allowable credits for excess freight caused by sender failing to follow return
shipping instructions.
Distributors or end-users automatically deducting the value of a warranty claim from outstanding
balances due and payable to BOSS prior to receiving written notification of BOSS approval of the
warranty claim may be subject to forfeiture of the entire claim.
65
WARRANTY INTRODUCTION
The warranty policy and procedures outlined here within are detailed to provide the claimant with the
information necessary when filing a warranty claim, and enabling BOSS the ability to serve it’s
customers best.
WARRANTY CLAIMS - GENERAL
An approved claim depends on the following provision:
1. A warranty claim/service report # must be issued by BOSS. (See filing procedures).
2. Failed part must be returned within 30 days, freight prepaid, with receipt of warranty claim/
service report.
3. Part is definitely defective.
4. Workmanship is definitely defective.
5. Machine is within warranty period.
6. Machine has been operating within design conditions.
Claims made by distributors must be verified by distributor prior to contracting BOSS.
WARRANTY CLAIMS - FILING PROCEDURES
1. Initiate through purchase order for warranty part or request for credit.
2. Warranty Claims/Service Report will accompany replacement part. When returning failed part to
the factory for warranty credit, fill out all information requested on Warranty Claims/Service
Report when it is returned to you with replacement part.
3. BOSS will confirm disposition of failed part within 30 days, and or request additional
information.
4. Claim acceptance or denial will result in release of a credit or confirmation letter of denial.
5. BOSS will consider each claim on it’s own merit and reserves the right to accept or reject claim
request. In case of air-ends, these will be returned to the manufacturer for their analysis/input.
6. Send Warranty Claim/Service Report request to:
BOSS INDUSTRIES, INC.
720 BOYD BLVD.
LaPORTE, IN 46350
ATTN: WARRANTY CLAIM ENCLOSED
66
WARRANTY CLAIMS - PREPARATION OF PART RETURN
Parts returned to the factory must be properly packaged to prevent damage during shipment. Damage
to a part as a result of improper handling or packing could be cause for claims disallowance of credit.
When addressing the package for shipment, the following information must be on the outside of or
tagged clearly to package.
1. Return Goods Authorization.
2. Distributor or end-users return address.
3. Correct factory address.
4. Warranty Claim/Service Report #.
5. Number of packages pertaining to each claim.
NOTE: Our warranty requires that all defective parts be returned to BOSS freight prepaid.
Items sent without RGA number will not be accepted.
DAMAGE IN TRANSIT
Do not return damaged merchandise to BOSS, please follow claim procedure.
1. Loss in transit:
The merchandise in our kit or provided in our factory installations has been thoroughly inspected or
carefully installed and tested before leaving our plant. However, regardless of the care taken at the
factory, there is a possibility that damage may occur in shipment. For this reason, it is recommended
that the unit be carefully inspected for evidence of possible damage or malfunction during the first
few hours of operation. Responsibility for the safe delivery of the kit or factory installed unit was
assumed by the carrier at the time of shipment. Therefore, claims for loss or damage to the contents
of the kit or factory installed unit should be made upon the carrier.
2. Concealed loss or damage:
Concealed loss or damage means loss or damage which does not become apparent until the kit is
unpacked or the factory installed unit is run by the end-user. The contents of the kit or factory
installed unit may be damaged due to rough handling while in route to its destination, even though
the kit or factory installed unit shows no external damage. When the damage is discovered upon
unpacking, make a written request for inspection by the carrier agent within fifteen days of delivery
date. Then file a claim with the carrier since such damage is the carrier’s responsibility.
67
SCREW COMPRESSOR AIR-END EXCHANGE PROGRAM
Factory manufactured air-ends are available on an exchange basis. For current prices and
availability, contact BOSS Industries, Inc. or an authorized BOSS distributor. Prices are F.O.B.
shipping point. Prices do not include labor for removal or installation. A repairable trade-in air-end
must be returned freight prepaid within 30 days after shipment of the manufactured air-end. A five
hundred dollar ($500.00 core charge) trade-in allowance will be credited to your account upon return
of the defective trade-in. If no air-end is returned, or the air-end has been disassembled, you will be
invoiced for the difference between exchange price and price without exchange air-end. Exchanged
air-ends are warranted for 12 months.
68
RECOMMENDED SPARE PARTS LIST
PART NUMBER DESCRIPTION
QUANTITY
300005
OIL FILTER ELEMENT
1.00
300012
12V-DC FAN MOTOR
1.00
300072
FAN SENSOR
1.00
300086
SHAFT SEAL REPAIR KIT
1.00
300092
AIR FILTER ELEMENT
1.00
300093
SPIN-ON ELEMENT
1.00
300186
INLET VALVE REPAIR KIT
1.00
300187
REGULATOR REPAIR KIT
1.00
69
NOTES
70

pto air compressor operators, installation and parts manual

Transcription

Similar documents

Cains Compressed Air and Hot Water Cogeneration Project

GWD1000W GWD1000BLS Water Dispenser

the groll compressor the groll compressor

How to set the Van Air RC 40 Compressor

Centac Rotor and Cooler Services

GWD5440BLS GWD5440W Water Dispenser

Brochure - Hummer H1

PM2100 Blue Wolf Air Purifier

Features and Benefits - industrial energy solutions

eAdvantage Aug 12