PCS-521B

Twin Engine & Twin Pump

Cementing Skid
Operation & Maintenance Manual

2014-07-14

Part Number: B01-00-217

Rev: A
 PCS-521B Twin Engine & Twin Pump Cementing Skid
Operation and Maintenance Manual

Table of Contents

Section Title Page

Table of Contents I
Foreword 0-0
1 Engine Overview 1-1
2 Transmission Overview 2-1
3 TPH400 Plunger Pump Overview 3-1
4 PCS-521B Twin Engine & Twin Pump Cementing Skid 4-1
Parameters
5 Lubrication Procedure 5-1
6 Operating Procedures 6-1
7 Power System and Plunger Pump 7-1
8 Hydraulic System 8-1
9 Air System 9-1
10 Lubrication System 10-1
11 Fluid Delivery System 11-1
12 Automatic Mixing System 12-1
13 High Pressure Manifold 13-1
14 Electrical System 14-1

Appendix: B01-00-913 Disassembly and Installation

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Foreword
This manual basically describe main structures, technical specifications, basic operations, repair
and maintenance of the PCS-521B twin engine and twin pump cementing skid. The operator
should read and understand the operation manual before starting this equipment. The following
safety precautions should be paid attention to:

1. The skid should be placed or secured to a firm and flat foundation.

2. The operator must be professional who is trained and familiar with operation and repair and
maintenance of the engine, the transmission and the centrifugal pump.
3. During operation, the operator must well wear necessary PPE such as working clothes, safety
helmet and protective goggles, etc.
4. When the equipment is working, do not put your hands or feet into the drive shafts, engine
and other moving locations to avoid personal injuries or damages; do not directly touch hot
surfaces of the engine to avoid scalding.
5. After completion of operation, the low pressure pipeline must be cleaned. In winter, the fluid
in the pipeline must be timely drained out and blowed dry by compressed air.
6. To ensure long-term normal working of the equipment, detailed repair and maintenance
schedules should be prepared and strictly carried out in accordance with the operation, repair
and maintenance manuals of each component.
7. This manual only briefly describes operation and daily maintenance of the engine,
transmission and plunger pump. For details, please refer to the technical documentation
provided together with shipment of equipment.
8. Together with this manual, the following manuals are also provided:

Engine Maintenance Manual (English edition)

Engine Parts Manual (English edition)
Transmission Operation Manual (English edition)
4X3 Centrifugal Pump Operation Manual
5X6 Centrifugal Pump Operation manual
EATON 46 Oil Pump and Motor Maintenance Manual

Information contained in this manual is subject to change without notice.

2010 SJS Ltd. All rights reserved.
Without written permission from SJS Ltd., duplication in any form is prohibited.
Other trademarks and product names mentioned in this manual are referred to the companies and their manufactured
products that own the related trademarks and product names.
Except for its own trademarks and product names, SJS Ltd. does not own any other proprietaries on other trademarks and
product names.

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Safety Symbols
Meanings of safety symbols are as follows:

Note: A note is used when an operating procedure, practice, etc., is

essential to highlight.

Caution: A caution is used when an operating procedure, practice,

etc., if not strictly observed, could result in damage to or destruction
of equipment.

Warning: A warning is used when an operating procedure, practice,

etc., if not correctly followed, could result in personal injury or loss
of life.

SJS Ltd. cannot anticipate every possible circumstance that might involve a potential hazard.
Therefore, all warnings in the manual are all inclusive.

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Safety Precautions
Most of accidents that involve equipment operation, repair and maintenance are caused by failure
to observe basic safety rules or precautions. An accident can often be avoided by recognizing
potential hazardous situations before an accident occurs.

When operating the equipment, please adhere to the following safety precautions:

For use in a hazardous area, this equipment should be certified with a certificate to permit to
use in this hazardous area. Before putting into service, all components of the equipment
should be inspected to ensure all of them are installed correctly and are in good status.
If the equipment is used in the hazardous area and its safety protection system is under a
fault status, the equipment is prohibited from starting up.
For the equipment already acquired with a certificate to use in the hazardous area, its safety
protection device must be inspected by an authorized organization. Installation persons must
have the job certificates after training.
For installation, repair and maintenance persons, they must have the job certificates after
training.
The equipment can be operated only after this operation manual is carefully read and
understood.
Before operating and repairing and maintaining the equipment, please carefully read and
understand all warnings, cautions, prohibitions and tags on the equipment.
When the equipment is in service, removal or dismantlement of protection guard or housing
on any component is strictly prohibited.
When the equipment is being operated, do not keep close to or touch the drive shafts, pump
drives or other mechanical moving parts.
The high pressure discharge ports of the equipment are only connected with high pressure
lines. Low pressure lines are prohibited.
Under emergent conditions, such as fire, engine out of control caused by mechanical
problems or inflammable gas entering the engine air inlet, use the emergency shutdown
device to shut the engine. Please test the emergency shutdown system under non-working or
idle status of the equipment. Test under full engine load status will easily damage the engine.
After completion of emergency shutdown test and before restarting of the engine, please
readjust the valve at the air inlet of the emergency shutdown device.
Without written authorization from SJS Limited, any company or person should not have the
right to modify the equipment, otherwisely all results arose from the modification will be
undertook by the responsible party.

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Precautions for Welding

Caution: Do not perform welding on the equipment, unless the following measures are
taken:

All power switches are turned off;

Any leads of electric elements adjacent to the welding location are disconnected;
The welding gun and the grounding wire are prohibited to form a loop through an electric
element.

Note: Any welding on the control equipment will possibly damage the computer,
monitor screens, transducers and electric elements of the automatic control system in
an a large scale.

In order to avoid damage to electric/electronic elements, CECM, electronic control modules,

transducers and related circuits, please strictly follow the following procedure:

Shudown the engine. Turn the engine key to OFF position.

Turn off the battery switch.
The welding machine grounding wire should directly clamp on the location to be welded.
Keep the clamp much close to the welding point as possible to avoid welding damage to the
electrics. If an electric/electronic element is used as the grounding point for the welding
machine or the electric/electronic element is located between the grounding wire and the
welding electrode, the welding current will possibly cause serious damage to these electric
elements.
The protection wire should not be damaged by welding chippings and splashes.
Welding should be conducted as per requirements.

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Abbreviations
Abbreviations used in this manual:

Abbreviations Unit of Measurement

lb Pound
kg Kilogram
ft Foot
m Meter
in. Inch
min Minute
bbl Barrel
kw Kilowatt
Hp Horsepower
MPa Mega-Pascal

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Conversion Factors

Multiplicand Multiplier To gain

Barrel (USA) 42 Gallon (USA)
Gallon (USA) 0.023809 Barrel (USA)
Gallon (USA) 231 Cubic inch
Cubic inch 0.004329 Gallon (USA)
Cubic Feet/second 448.831 Gallon/minute
Gallon/minute 0.002228 Cubic Feet/second
Feet Water Column 0.4331 Pound/cubic inch
Pound/square inch 2.309 Feet Water Column
Kilowatt 1.341 Horsepower
Horsepower 0.7457 Kilowatt
Gallon 3.785 Liter

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Section 1
Engine Overview
1.1GENERAL DESCRIPTION

Main engine is CAT C15.

CATERPILLAR provides a series of oilfield engines. We have selected the CAT C15 industrial engine
as the main engine of the power system of our cementing equipment. Photos showing the overall
configuration and accessories are provided as follows:

Engine LH Side (not including accessories)

Engine RH Side (not including accessories)

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1.1.1 ENGINE PARAMETERS

SN Item Parameters
1 Engine model C 15SCAC
2 Working condition/power rating D
Diesel, In-line six cylinder, four stroke
3 Engine type
engine
4 Rated power 536 HP
5 Rated speed 2000 RPM
6 Engine oil supply Electronic injection
7 Engine cooling Water
8 Bore 137 mm (5.4 in)
9 Stroke 171 mm (6.7 in)
10 Displacement 15.2 L (928 in3)
Turbocharged -Inlet and exhaust
11 Air inlet
intercooling
12 Firing order 1-5-3-6-2-4
13 Rotation (flywheel end) Counterclockwise
14 Fuel consumption (full power) 107 L/hr
Coolant volume
15 80 L
(engine internal + radiator)
16 Oil consumption 40L
Net dry weight, not including
17 1698 Kg (approximate)
accessories
18 Gross weight, including accessories 1792 Kg (approximate)

Working Parameters

Measurement Conditions Temperature

Range
Speed Idle speed 700rpm
Rated working speed 2000rpm
Oil temperature Normal 71-104
Oil sump Max. 104
Idle speed, min. oil pressure (oil temperature at
10psi
Oil pressure 100)
Engine speed at 1800rpm (oil temperature at 100) 40-59psi
Water
Max. 104
Temperature
High speed loading after engine warm-up and water
temperature above 60
Thermostat opening temperature 87
Thermostat full opening temperature 98

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Oils and Capacities

Measurement Brand of Oil Capacity

Conditions
Above 0 0# 107 L/hr

Below 0 -10# 107 L/hr

Fuel
1. Select fuel according to the weather temperature.
2. Fuel supply temperature should not over 37.
3. Recommend to use a fuel heater in cold weather.
Extended Life Coolant (ELC)
Coolant -9.5-50 1:1 mixing of water and glycol is 70 L
recommended.
1. Total capacity of the cooling system includes: Engine cylinder body, radiator,
coolant hose and piping.
2. For replacement of coolant: refer to the above.
3. Refill steps of coolant: To initially fill until the engine runs at high idle speed for
1 minute to expel air from the cavity of the cylinder. Stop the engine. Then refill
to the level indication.
4. After refill, check the level indicator.
5. Before adding water, allow the engine to cool down completely to avoid damage
to the engine parts.
6. If the engine is stored below 0, the engine cooling system should be treated
with antifreeze or, the cooling water in the cooling system should be drained
completely.
7. For operation in a cold area, check the specific gravity of the cooling water
frequently to ensure the antifreeze content can meet the operating
requirements.
8. If water adding speed is over 20L/min, air plugging will be easily occurred.
9. Do not start the engine without installation of a thermostat. The thermostat is
mainly used to maintain normal temperature of the cooling water.
10. For the Air-to-Air intercooling CAT engines, the glycol content in the cooling
water should not be less than 30% so as to avoid cavitation of the water pump.
11. Pure water is not allowed to use in the cooling system (not containing coolant
aiding agent or antirust agent). At normal operating temperature, pure water
has corrosivity. Besides, the boiling point and solidifying point of pure water
cannot meet the operating requirements.
12. Usually the cooling water consists of 3 parts: water, additive and glycol.
13. Distilled water or deionized water is preferred.
14. Do not use hard water, salt water and sea water in the cooling system.
Oil -40-40 SAE 0W-40 40L (approximate)
1. Total capacity of the lube oil is approximately close to the capacity of the
standard sump.
2. Oil should be changed every 250 hours. The oil filter should be also changed at
the same time.
3. Refill steps of oil: To initially fill until the engine runs at high idle speed for 1
minute to expel air from the cavity of the cylinder. Stop the engine. Then refill to
the level indication.

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1.1.2 POWER CURVE

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The engine mainly consists of fuel system, lubrication system, air inlet system, cooling system,
electronic system and exhaust system.

1.2.1 FUEL SYSTEM

The fuel system includes the DDEC, the fuel injector, the fuel inlet line (combined with cylinder
head), the fuel pump, the cooling plate for non-automatic engine ECU, the fuel filter and
necessary fuel connecting lines.

1.2.2 LUBRICATION SYSTEM

The lubrication system includes the lube oil pump, the lube oil cooler, two full-flow lube oil filters,
the bypass valve of the connector of lube oil pump to lube oil filter, and the lube oil pressure
regulator for the vertical oil passage of the cylinder body.

1.2.3 AIR INLET SYSTEM

External air is suctioned into the engine thru the air cleaner to the turbine supercharger for
pressurization and then to the Air-to-Air cooler (heat exchanger) for cooling down and then to the
air inlet line and the cylinder for mixing with the fuel atomized by the fuel injector.
To better protect the engine from the damage by dust and pollution generated from other air, the
dry type air cleaner should be repaired when the max. allowed air flow restriction or repair year
limit is reached, whichever happened first.
Sufficient high quality air should be timely supplied to the burning chamber.

1.2.4 COOLING SYSTEM

The cooling system of the C13 engine adopts a radiating fin type fan for cooling. This system uses
the centrifugal water pump to circulate the cooling fluid inside the engine. Two full-plunger type
thermostats control the flowing direction of the cooling fluid. They are located inside the housing
connected the RH side of the cylinder.

1.2.5 ELECTRONIC SYSTEM

The system includes the starting motor, starting switch, the battery-powered DC generator,
battery and necessary wires.

1.2.6 AIR EXHAUST SYSTEM

The hot waste air from the air exhaust manifold to the outlet is used to drive the turbine
supercharger. The burnt waste air is exhausted from the engine freely.

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1.3 ECM, SENSOR POSITIONS AND FUNCTIONS

1. Engine coolant temperature sensor 2. Atmospheric pressure sensor

3. Backup engine speed/timing sensor 4. Fuel pressure sensor
5. Engine oil pressure sensor 6. Air inlet manifold pressure sensor
7. Fuel temperature sensor 8. Air inlet manifold temperature sensor
9. Timing calibration probe connector

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1.4 ENGINE OPERATING PROCEDURE

1.4.1 INSPECTION BEFORE STARTING ENGINE

Inspect the engine for no oil, water leaks, coolant leaks, loose bots and trash buildup.

Check the engine crankcase oil level. See Fig.1.1. When the engine is stopped, use the oil
scale ENGINE STOPPED on the oil level gauge to check; when the engine runs at low idle
speed, use the LOW IDLE on the oil level gauge to check. The engine oil level should be kept
between the ADD mark and the FULL mark on the oil level gauge.

2 3 4

Fig. 1.1 Oil level gauge: ENGIN STOPPED check level (1), LOW
IDLE check level (2), ADD mark (3), FULL mark (4).

Notice: The engine oil level check can be done only when the engine is stopped.

Attention: If the engine oil level is found higher than the FULL mark on the oil level gauge, the
crankshaft has been immerged below the oil level. This will cause the engine power derate and air
mixing in the oil, i.e. oil bubbles which affecting the oil lubricating capability and cooling capability
to the piston. In addition, oil injection from the breather on the crankcase and large consumption
of engine oil will be caused.

Check the coolant level of the engine.

After the engine is stopped and cooled down, check the coolant level.

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Slowly remove the coolant filler cover to release pressure. (Note: Hot coolant can cause
serious scald. Wait until the engine is cooled down and then open the filler cover.)
Maintain the coolant level in the sight glass.

Adjustment of the engine belt.

Check the engine drive belt every 3 months. If it is found worn or damaged, replace the belt.
To check the tension of the belt, you can apply an 110N acting force to the belt in the center
position between two pulleys. Normally the belt will have an offset of 5~15mm.

Fill lube oil to the drive bearing of the fan.

Check the fuel supply. Drain out the remaining water in the oil/water separator. Open the fuel
supply valve of the fuel tank. The fuel tank should maintained full with diesel oil to avoid
condensation of moisture.
Before starting engine, ensure that no man is standing in the hazardous zone of the engine.

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1.4.2 STARTING THE ENGINE BY AIR STARTING (NEGLECT THE STEP 1 AND 2 IF
ELECTRICAL STARTING.)

CHECK THE AIR SOURCE PRESSURE. FOR NORMAL

RUNNING, THE AIR MOTOR REQUIRES MIN. AIR
PRESSURE OF 690KPA (100PSI) AND MAX. AIR
PRESSURE OF 1550KPA (225PSI). USUALLY THE
AIR PRESSURE SHOULD BE MAINTAINED AT
758~965KPA (110~140PSI). THE AIR FLOW
RATE IS 114L/MIN.

1: Starter button
2: Oil pot
3: Time-delay valve
Fig.1.2 control air valve 1 and
The engine startup at no load requires the air oil/water seperator2

pressure of 100PSI and startup under load requires a higher air pressure.
Press the starter button 1. the compressed air enters the green pilot line from the inlet port
to push out the the pinion of the motor to mess the flywheel gear ring.
After pushing out the pinion, the compressed air open the passage to enter the blue air line
and then enter the time-delay valve to push down the valve core. The compressed air at the
inlet port enter the motor thru the time-delay valve to drive and turn the vanes and the
pinion to start the engine.
The electrical starting system is designed to use small current to control big current. After the
pinion is pushed out, the motor begins to turn. This is the same principle in the air starting
system.
After releasing the starter button, the pilot air pressure is zero and the pinion retracts back
by spring and the motor stops running.

See Fig. 1.3.Check the oil/water separator level. The oil level should be maintained at half
position. The remaining water should be drained out. If the fuel system is found with the
condensed water, the fuel primary filter element should be immediately replaced to avoid
rough performance of the engine and damage to the electronic injection system.

Check the emergency shutdown device is positioned at the opening position or not.

Check the fuel inlet and return valves are opened or not. If the engine is stopped for long time,
the fuel system should have air exhausted, i.e. manual pumping oil.

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Check the fan belt is normal or not. a) Check the engine drive belt every 3 months. If it is
found worn or damaged, replace the belt. b) To check the tension of the belt, you can apply
an 110N acting force to the belt in the center position between two pulleys. Normally the belt
will have an offset of 5~15mm.

If the engine is placed in a closed compartment, the air blower or windows should be opened.

Next, press the starter button to start the engine. While the engine is started, release the starting
button. The starting motor should not run continuously for over 15 seconds. Each starting time
interval should be less than 10 seconds. Do not engage the starting motor when the engine
flywheel is turning. If the engine fails to start within 30 seconds, release the starter button and
wait for two minutes to allow the starting motor to cool before attempting to start the engine
again.

1.4.3 ENGINE WARM-UP

15 seconds after starting the engine, the lube oil pressure begins to show indication. Do not
increase the engine speed and increase the engine load before the oil pressure is normal. If
within 15 seconds, the lube oil pressure has no indication, stop the engine to check for
reasons.

Usually from 0 to 60C, the warm-up time is about 3 minutes. More time may be necessary
when the temperature is below 0C.

To warm-up the engine, move the throttle and shifter lever individually to run the engine at
low idle for three to five minutes until the jacket water temperature starts to rise.

Check all of the gauges during the warm-up period. The required time for engine prewarming
is as follows:
a. When the atmospheric temperature is above 0, 5 minutes is required.
b. When the atmospheric temperature is below 0, 15 minutes is required.
c. When the atmospheric temperature is below -18, more time is required.

Perform another walk-around inspection. Check the engine for fluid leaks and air leaks. Check
the engine crankcase oil level. (Refer to check before starting the engine item2 for detailed
information.

Increase the rpm to the half rated rpm. Check for fluid leaks and air leaks.

1.4.4 ENGINE UNDER LOAD

All of the gauges should be ensured normal when the engine rpm is at the half rated. If the
driven equipment is driven but no load applied, gauge reading for any device should be
ensured normal.

Increase the rpm to the rated rpm. Check the engine for fluid leaks and air leaks. The engine

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may be operated at full rated rpm and at full load when the engine oil temperature reaches
60.

Loading. Run the engine at low gear firstly. Check the gauges and the equipment for proper
operation. When the oil pressure reaches the normal pressure and the temperature begins to
move, the engine can be then run at full load.

1.4.5 ENGINE STOPPING

For normal engine stopping, remove the load firstly, i.e. the clutch is engaged at NEUTRAL.
Reduce the engine speed (rpm) to low idle.

Increase the engine speed (rpm) to no more than one-half of the rated rpm. Perform this
procedure for three to five minutes in order to cool the engine. Reduce the engine speed (rpm)
to low idle.

Press the shutdown button to stop the engine.

Note:
Please immediately stop the engine when the working load is found to cause
heat to the engine and acceleration of wear to the engine parts. Prohibition of
warm shutdown can prolong the service life of the cylinder sleeve.
The emergency shutdown control is only used for emergent situation. It is
prohibited to the emergency shutdown for common parking control.

1.5 ENGINE MAINTENANCE INTERVAL SCHEDULE

Maintenance Items Change Interval

Lube oil (API CG-4 or CH-4) Every 250 hrs or 500 hrs
Engine oil and fuel filters Every 250 hrs
Air cleaner Min. once a year (observe the air cleaner
indicator)
Antifreeze Add SCA every 250 hrs

Use whichever of the following that occurs first in order to determine the maintenance intervals:
fuel consumption, service hours, and calendar time.

Before each consecutive interval is performed, all maintenance from the previous intervals must
be performed.

When required
Battery - Replace
Battery or battery cable - Disconnect
Engine oil cleaner element Clean/Replace
Engine storage procedure - Check
Fuel system Oil pumping

Daily
Cooling system coolant level - Check
Engine air cleaner service indicator - Inspect
Engine air precleaner Check/Clean
Engine oil level - Check
Fuel system primary filter/water separator - Drain
Fuel tank water and sediment - Drain
Walk-around inspection

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Initial 250 service hours (or at first oil change)

Engine valve lash Inspect/Adjust

Every 250 service hours

Cooling system supplemental coolant additive - Test/Add
Engine oil and filter - Change
Starting motor Inspect

Initial 500 hours

Cooling system coolant sample - Obtain

Every 500 service hours (deep sump)

Engine oil and filter - Change

Every year
Cooling system coolant sample Obtain

Every 3000 hours or 3 years

Cooling system coolant (DEAC) - Change
Cooling system coolant extender (ELC) - Add
Cooling system water temperature regulator - Replace
Engine protective devices Check

Every 8000 service hours or 3 years

Driven equipment - Check

Every 12000 service hour or 6 years

Cooling system coolant extender (ELC) - Change

Every 14400L of fuel or 250 service hours or 1 year

Battery electrolyte level - Check
Electronics grounding stud Inspect/Clean/Tighten
Engine crankcase breather - Clean
Engine oil sample - Obtain
Fuel system primary filter - Replace
Fuel system secondary filter - Replace
Hoses and clamps Inspect/Replace
Radiator - Clean

Every 28500L of fuel or 500 service hours or 1 year

Starting motor - Check
Turbine supercharger - Check
Water pump - Check

Every 11400L of fuel or 3000 service hours

Intercooler core Clean/Test

Every 170400L of fuel or 3000 service hours

Crankshaft vibration damper - Inspect
Electronic unit injector Inspect/Adjust
Engine - Clean
Engine mounts - Inspect
Engine speed/timing sensor Check/Clean/Calibrate
Engine valve rotators - Inspect
Fan drive bearing - Lubricate

Every 380000L of fuel or 10000 service hours

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Overhaul considerations

Overhaul
Fan drive bearing - Replace

Attachment I:

Engine Oil Change Interval

C13 Engine Oil Change Interval
Multigrade Oils Normal Job Heavy Load Job Severe Job Condition
Condition Condition Sulfur Altitude is
(2) (Fuel content is over 1830m
consumption 0.3%
more than 0.5% (4)
34L/h) (3)
Cat DEO (Preferred) 500h 500h 500h 250h(7)
API CH-4 500h 500h 500h 250h(7)
(Total alkalinity is no
less than 11)
API CH-4 500h 500h 250h(6) 250h(7)
(Total alkalinity is less
than 11)
API CG-4 250h 250h(6) 250h(6) 250h(7)
API CF-4 250h(6) 250h(7) 250h(7) 250h(7)

1.6 DIAGNOSTICS OF PROBLEMS AND TROUBLE SHOOTING

1.6.1 HAZARDOUS EMISSION PROBLEMS AND POSSIBLE CAUSES

Possible Causes Black or Grey Blue Smoke White Smoke

Smoke
Damaged or dirty air cleaner.
Use of a wrong grade fuel.
High back pressure of the air exhaust
manifold.
Poor firing.
No burning of lube oil in the cylinder
(Actual burning in the air exhaust
manifold or turbine supercharger).
Timing fault of the injector.
Faulty oil control ring.
Over-limited engine mounting angle.
Too much oil in the crankcase.
High ambient temperature.
Thin air (high altitude).
Low cetane of the fuel.
Air existence in the fuel line system.

1.6.2 HARD DRIVE AND POSSIBLE CAUSES

Engine Is Starting Engine Is

Possible Causes Not RPM is Low Turning but
Turning RPM Is Low
Low battery voltage.
Loose connection of the starting motor.

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Disabled starting motor.

Disabled starting motor switch.
Blockage inside.
Non-standard lube oil.
Melted or faulty fuse.
Insufficient supply of fuel.
Air existence in the fuel.
Shortage of fuel.
Loose connector of the fuel.
Broken or leaked fuel line.
Blockage of the fuel filter core/fuel line.
Disabled fuel pump.
Disable injector.
Shortage of fuel devices.
Improper installation/operation of the fuel line
check valve or cut-off valve.
Low compression pressure.
Worn inlet and outlet valves.
Worn piston ring/steel sleeve.
Leaked cylinder head seals
Wrong adjusted inlet and outlet valves.

1.6.3 ABNORMAL ENGINE SYMPTOMS AND POSSIBLE CAUSES, PART 1

Possible Causes Rough operation or Derate Explosion

frequent engine Sound
shutdown
No firing of some cylinders.
Insufficient supply of fuel.
High temperature of the returned
fuel.
Low compression pressure.
High resistance of the air
inlet/high back pressure of the
air exhaust manifold.
Wrong application of the engine.
High temperature of the air inlet.
Operation at high altitude.
Wrong engine timing.
Low coolant temperature.
High oil content in the air inlet
flow.
Disabled injector.
Wrong height positioned injector.

1.6.4 ABNORMAL ENGINE SYMPTOMS AND POSSIBLE CAUSES, PART 2

Possible Causes Over the Below the normal

normal
Blocked cooling system line.
Blocked radiator line.
Slipped fan drive belt.
Disabled fan temperature control.
Blocked radiator or aftercooler.
Low coolant level.

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Damaged water hose.

Disabled thermostat.
Disabled water pump.
Disabled radiator pressure cover.
Air entry to the coolant.
Incomplete close of the thermostat.
Leaked thermostat sealing device.
Disabled fan temperature control.

1.6.5 ABNORMAL OPERATION/CONTROL SYMPTOMS AND POSSIBLE CAUSES

Possible Causes Large Low Oil Pressure

Consumption of
Lube Oil
Loose connection of the oil line.
Broken oil line.
Damaged sealing gasket or seal ring.
Loss of lube oil of the breather line.
Leaked lube oil cooler.
Leaked valve stem seal.
Worn or broken oil control ring.
Scratched sleeve/piston.
Over-limited engine mounting angle.
Too much oil in the crankcase.
Oil existence in the air tank (fault of the air
compressor)
Blocked crankcase breather.
Low lube oil level.
Abnormity of the lube oil viscosity (fuel entry to
the lube oil)
Disabled oil pressure regulating valve.
Worn crankshaft, cam or connecting rod bearing.
Shortage of the rocker plug.
Disabled oil release valve.
Air leaked oil pump (at the suction end).
Worn or damaged oil pump.
Disabled oil pressure gauge.
Blocked oil line or injector orifice.

Note: indicates association and indicates no association or no relation.

Note:
According to the requirements in the engine operation manual, the
coolant is anticorrosive. Otherwisely the engine cooling system and
related parts will be seriously damaged.
Overtime use of the starting motor and fuel system precharging
pump will cause damage to the starting motor, fuel pump and
injector.
If the engine is started under a closed status of air inlet, the
supercharger will be seriously damaged. Please confirm the air inlet
emergency cut-off valve is opened before starting the engine.
If the engine fails to start within 15 seconds, release the starter
switch and wait for 15 seconds to allow the starter to cool before
attempting to start the engine again. If the engine fails to start after

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4 times, overhaul the engine to confirm causes.
When possible, avoid useless idle. The common concept that engine
run at idle will not cause damage to the engine is wrong. Idling will
cause sulfuric acid to decompose the lube oil and erode the bearing,
piston ring, valve stem and engine surface. When the transmission is
shifted to NEUTRAL and the engine runs at idle for long time, the
engine coolant temperature will drop below the normal working
range. In the cold engine, the incomplete burned fuel will cause
dilution of the crankcase lube oil, glue film or gummy precipitation to
the air valve, piston and piston ring to produce rapid sediment as oil
sludge in the engine. When required for long-time idling, the engine
rpm should be maintained at 850 rpm in spring/summer time and at
1200 rpm in fall and winter time.
Under normal working conditions, stop the engine as follows: Reduce
the engine speed to low idle and set all gear shifts to no load. Note:
Stopping of the engine equipped with turbine supercharger without
allowing the engine to cool completely after high speed running will
cause damage to the turbine supercharger for the reason that it is
continuously rotating without lube oil supply to the bearing.
Warning:
When work is performed around an engine that is operating, do not
wear loose clothing or jewelry that can snag on controls or on other
parts of the engine. Also your long hair should be tightened or
covered to avoid seizing by moving parts of the engine.
Wear a hard hat, protective glasses protective devices for ears and
other protective equipment as required when operating the engine or
working around the engine.
Wear protective gloves and working clothes to avoid direct skin
contact to the used engine oil containing contaminant,
Conduct an immediate cleaning of the spilled fluid to avoid injury by
falling down from foot slip.
Do not stand around the engine drive belt and engine rotating parts.
Do not smoke or light near the operating engine.
Diesel engine exhaust and some of its unknown constituents are to
cause cancer, birth defects and other reproductive harm. Start and
operate engine in an area with good ventilation. If operating an
engine in a closed environment, the exhaust should be towards the
outside. It is prohibited to modify or lessen the air exhaust system or
emission control system.

1.7 COMMON SPARE PARTS LIST

Item Qty Part No. Description

1 2 X04-06-554 Filter element (primary filter)
2 2 X04-01-027 Filter element (secondary filter, C15)
3 2 X04-04-276 Engine oil filter, C12,C13,C15
4 2 X04-07-176 Air cleaner filter element, C15
5 1 X04-12-224 Fan belt (1 set including 4 belts)

Record of detailed engine basic information can help maintenance and purchase of accessories:

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Engine Model
Serial Number
Arrangement Number

Tips

For details of engine parts list and operation and maintenance instructions, please refer to the
provided CAT C15Engine Parts Manual and CAT C15 Engine Operation and Maintenance
Manual.

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Section 2
Transmission Overview
2.1 TRANSMISSION PARAMETERS

Performance Parameters

Model ALLISON 4700 OFS

Max. speed 2300 RPM
Max. input power 447KW
Max. torque 2508N.m
Control type Computer control
Gear shift Electronic control, lever or pushbutton
Power output type 1810 flange
Input direction Clockwise (viewed from flywheel to output flange)
Output direction clockwise (viewed from flywheel to output flange)
Dry weight 518kg
Gear ratio 1st - 7.63

2nd - 3.51

3rd - 1.91

4th - 1.43

5th - 1.00

Reverse is prohibited.

Length 44.2" (1122mm)

Working Parameters

Measurement Temperature
Conditions Range
Oil temperature Normal 71-104
Sump Max.104
Oil pressure Idle, neutral 220-299psi
Idle, forward 180-260psi
High speed, neutral 262-298psi
High speed, forward (locked) 157-198psi
Oil brand -32 above MIL-PRF-46167
Oil capacity Normal (approximate) 43L

1
2.2 Introduction to transmission

1) Profile pictures

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2Connection drawing to engine

3
In the figure: 1. Engine flywheel housing 2. Flywheel
3. Flexible disc bolts (12 ea M8 or 6 ea M10) 4. Flexible disc Assy. (1 ea)
5. Flexible disc (3 ea) 6. Spacer (1 ea)
7. Hex. head bolt (2) 8. Flexible disc connecting ring
9. Flexible disc connecting ring bolt (10 ea) 10. Transmission Assy.
11. 10 Gasket (12 ea) 12. Transmission connecting bolt (12 ea)
13. Crankshaft connecting hub 14. Crankshaft bolt

3Introduction to components

The transmission includes electronic control system, torque converter, planetary gears, clutches,
cooler circuit, retarder, etc.

2.3 CARE AND MAINTENANCE

Periodic inspections

Careful attention to the fluid level and connections for the electronic and hydraulic circuits is very
important.

For easier inspection, the transmission should be kept clean. Make regular periodic inspections and
check:

For loose bolts.

For leaking fluid around fittings, lines, and transmission openings.

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The condition of the electrical harnesses.
The engine cooling system for presence of transmission fluid and check the transmission fluid
for presence of coolant, which would indicate a faulty oil cooler.
Check the breather to make sure it is clean and free for dirt or debris.

Report any abnormal condition to service management.

Prevent major problems

Help Allison 4th Generation Controls oversee the operation of the transmission. Minor problems can
be kept from becoming major problems if an Allison Transmission distributer or dealer is noticed
when one of these conditions occurs:

Shifting feels odd.

Transmission leaks fluid.
Unusual transmission-related sounds (changes in sound caused by normal engine thermostatic
fan cycling, while climbing a long grade with a heavy load, have been mistaken for
transmission-related sounds).
CHECK TRANS lights comes on frequently.

2.4 TRANSMISSION FLUID

Recommended automatic transmission fluid and viscosity grade

Hydraulic fluids used in the transmission are important influences on transmission

performance, reliability and durability. TranSyndTM DEXRON III fluids are recommended.
TranSyndTM is a full synthetic transmission fluid developed by Allison Transmission and Castrol
Ltd. This fluid meets Allison specifications for Severe Duty and Extended Drain Intervals.
TranSyndTM is fully qualified to the Allison TES 295 specifications and is available through
Allison distributors and dealerships.
To be sure a fluid is qualified for use in Allison transmissions check for the DEXRON III
license numbers on the container or consult the lubricant manufacturer. Consult your Allison
Transmission dealer or distributor before using other fluid types.

CAUTION: Disregarding minimum fluid temperature limits can result

in transmission malfunction or reduced transmission life.

When choosing the optimum viscosity grade of fluid, duty cycle, preheat capabilities, and/or
geographical location must be taken into consideration. The Transmission Fluid Operating
Temperature Requirements table lists the minimum fluid temperatures at which the
transmission may be safely operated without reheating. Preheat with auxiliary heating
equipment or by running the equipment with the transmission in neutral for a minimum of 20
minutes before attempting range operation.

Transmission Fluid Operating Temperature Requirements

SAE Viscosity Grade or Fluid Minimum Operating

Type Temperature
Celsius Fahrenheit
MILPRF46167 32 25

SAEOW20 or TranSyndTM 30 22
5
 DEXRON III 25 13
SAE 10W 20 4
SAE 15W40 15 5
SAE 30W 0 32
SAE 40W 10 50
* SAE W designation indicates winter weight based on cold temperature properties.

Keeping fluid clean

CAUTION: Containers or fillers that have been used for antifreeze solution or
engine coolant must NEVER be used for transmission fluid. Antifreeze and
coolant solutions contain ethylene glycol which, if put into the transmission,
can cause the clutch plates and some seals to fail.

It is absolutely necessary that transmission fluid be clean. The fluid must be handled in
clean containers to prevent foreign material from entering the transmission.

NOTE: Change fluid/filters at or before recommended mileage, moths, or

hours have elapsed, whichever comes first. In some cases, operating hours
may represent a more reliable measure of oil life; therefore, fluid change
intervals should not be based on mileage alone.

CAUTION: Transmission fluid and filters must be changed whenever there is

evidence of dirt or a high temperature condition. A high temperature
condition is indicated when the transmission fluid is discolored, has a strong
odor, or has exceeded oil analysis limits.

Recommended Fluid/Filter Change For 4700 Transmission

NOTE: Severe and General Vocations Local conditions, severity of operation, or duty cycle
may require more or less frequent fluid change intervals that differ from the published
recommended fluid change intervals of Allison Transmission. Transmission protection and fluid
change intervals can be optimized by using fluid analysis. Filter must be changed at or before
recommended intervals. Change fluid/filter after recommended mileage, months, or hours
have elapsed, whichever comes first.
SEVERE VOCATION* GENERAL VOCATION**

Fluid Filters Fluid Filter Element

Main Internal Lube/Auxiliary Main Internal Lube/Auxiliary

Schedule 1 No-TranSynd / Non-TES 295 Fluid

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6 Months 6 Overhaul 6 Months 12 12 Overhaul 12 Months
Months Months Months
500 500 Hours 1000 Hours
Hours
500 1000 1000
Hours Hours Hours

Schedule 2*** - TranSynd / TES 295 Fluid

4 Inch Control Module (3.5 Inch Approximately) Requires Filter Kit P/N 29540494

36 36 Overhaul 36 Months 48 36 Overhaul 36 Months

Months Months Months Months
3000 Hours 3000 Hours
3000
3000 4000 3000
Hours
Hours Hours Hours

* Rugged Duty Series with retarders or on; off highway.

** Rugged Duty Series Transmission without retarder and on-highway only.

*** Recommendations in Schedules 2 and 3 are based on the transmission containing 100
percent TranSynd fluid and Allison Transmission Gold Series filters.

Refill Transmission. The amount of refill fluid is less than the amount used for the initial fill.
Fluid remains in the external circuits and transmission cavities after draining the transmission.
After refill, check the fluid level.

NOTE: Quantities list are approximations and do not include external lines
and cooler hose.

Transmission Fluid Capacity

Transmission Initial Fill Refill

4700 OFS 43L 40L

2.5 FLUID LEVEL CHECK

1) Recognizing the fluid level dipstick

The fluid level dipstick is an important device used to measure the fluid volume in the transmission.
Of course, Allison has provided other means to measure the fluid volume. Therefore, it is
necessary to understand the fluid level dipstick.

Fig. 6-1 indicates the fluid level scale on the dipstick. This dipstick has the HOT band and the
COLD band. In each band there are upper and lower level limits. Therefore, the fluid filling
procedure of the automatic transmission is quite different from that of the manual transmission.
The auto transmission requires re-measurement under the hot condition after fluid filling and
checking under the cold condition in order to make the fluid volume to meet both requirements of

7
the fluid volume under hot and cold conditions.

2) Evaluation of the initial fill

For initial fill of fluid to the 4700 series transmission itself and external circuits, please
see the following table.

Type c/w retarder, deep sump

Transmission 27 L

Oil line 0.7 L/m

Cooler 2.5 L

Accumulator 0.9 L

Please note that all data in the table are only for reference, for a) the transmission will have a
certain amount of fluid remained inside after test at factory; b) length of each oil line is different.

3) Cold check

WARNING: Fluid level check requires the engine startup. Therefore you
have to complete all of the following procedures:
Put the transmission in N (Neutral).
Be sure the engine is at low idle.

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1. Fix the equipment base..

2. Start the engine for about one minute. First shift to D (Drive) and then to N (Neutral) to
allow the fluid completely fill the hydraulic system.
3. Shift to N (Neutral) and run the engine at idle (500 800 rpm/minute). Remove the
dipstick and wipe it clean.
4. Insert the dipstick into the fill tube, pushing down until it stops. Remove the dipstick and
observe the fluid level. Repeat this step to verify the level.
5. Add or drain fluid as necessary to bring the level within the middle band of the COLD
FULL and the COLD ADD. See Fig. 6-1.

4) Hot check

1. Shift the transmission to D (drive) and keep running after normal operating temperature
is reached:
Sump temperature is 7193 (160200).
The torque converter outlet temperature is 82104 (180220).
If the transmission is not equipped with a temperature gauge, hot check can be
performed after the engine water temperature gauge reading is stable and the
transmission runs under load for minimum of 1 hour.
2. Park the vehicle on a level surface and shift to N (Neutral) to allow the engine to idle (500
800 rpm/minute).
3. With the engine running, remove the dipstick and wipe it clean.
4. Insert the dipstick into the fill tube, pushing down until it stops. Remove the dipstick and
observe the fluid level. Repeat this step to verify the level.
5. Add or drain fluid as necessary to bring the level within the middle band of the HOT
FULL and the HOT ADD. See Fig. 6-1.

CAUTION: Clean container and oiler must be used to prevent foreign

materials from entering the transmission. When to add, the dipstick
should be put in a clean place.

NEVER use the container or oiler that has contained antifreeze or engine
coolant to add. The antifreeze and coolant have ethylene and glycol. If
entered the transmission, clutched plates will be damaged.

9
5) Importance of proper fluid level
It is important that the proper fluid level be maintained at all times because the
transmission fluid cool, lubricates and transmits hydraulic power. If the fluid level is too
low, the converter and clutches do not receive an adequate supply of fluid. If fluid level is
too high, the fluid can aerate. Aerated fluid can cause the transmission to shift erratically
or overheat.

Fluid level check using pushbutton or handle shift selector to obtain the level, the
transmission should be equipped with oil level sensor.

NOTE: Use AllisionDOCTM diagnostic tools to check the fault code of

the oil level sensor.

NOTE: Allison 4th Generation Controls displays fluid level diagnostic

information two characters at a time. Pay attention to the information
displayed order especially for OLand LO. For example:

OL59: It is a fault code; it indicates that the engine speed is too

high so that the correct level cannot be received rather than the
transmission fluid level lower than 5.9 quart.

OL LO 05: I t is the low level fault code, it indicates that the

transmission fluid level is lower than 5 quart, fluid level fault code
indicated low or high level will not be displayed in the form of fraction.

Correct Fluid Level o L is displayed (o L represents Fluid (Oil) Level Check Mode),
followed by o K. The o K display indicates the fluid is within the correct fluid level zone.
The sensor display and the transmission dipstick may not agree exactly because the oil level
sensor compensates for fluid temperature.
Low Fluid Level o L is displayed (o L represents Fluid (Oil) Level Check Mode),
followed by L oL o represents Low Oil Leveland the number of quarts the
transmission fluid is low.
o L L o 0 2 Where 2 indicates that 2 additional quarts of fluid will bring the fluid level
within the middle of the o K zone.
High Fluid Level o L is displayed (o L represents Fluid (Oil) Level Check Mode),
followed by H I (H I represents High Oil Level) and the number of quarts the
transmission is overfilled.
Example: o L H I 0 1
Where 1 indicates 1 quart of fluid above the full transmission level.
Invalid for Display o L is displayed (o L represents Fluid (Oil) Level Check Mode),
followed by and a numerical display. The numerical display is a fault code and indicates
conditions are not proper to receive the fluid level information, or there is a system
malfunction. The fault codes that may be encountered are shown in the Fluid Level Fault
Codes table.

Fluid Level fault Codes (for Allison 4th Generation Controls)

Display Cause of Code

o L0 X Fluid return time too short

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o L5 0 Engine speed (rpm) too low

o L5 9 Engine speed (rpm) too high
o L6 5 Neutral must be selected
o L7 0 Sump fluid temperature too low
o L7 9 Sump fluid temperature too high
o L8 9 Output shaft rotation
o L9 5 Sensor failure *
* Report sensor failure display to a distributor or dealer in your area (check the
telephone directory for an Allison Transmission distributor or dealer).

CAUTION: A low or high fluid level can cause overheating and

irregular shift patterns. Incorrect fluid level can damage the
transmission.

NOTE: To exit the fluid level display mode, press any range button on
the pushbutton shift selector, or press the display mode (diagnostic)
button twice on the lever shift selector.

11
2.6 INTRODUCTION TO ELECTRONIC CONTROL

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The electrical section of the transmission includes:

Solenoid valve and internal sensors
RPM sensors (input RPM sensor, Turbine RPM sensor, Output RPM sensor)
TCM
Shift Selector
Harnesses

2.7 SHIFT SELECTOR

Lever shift selector

The lever shift selector includes the following:

HOLD OVERRIDE button

MODE button
Digital display
DISPLAY MODE/DIAGNOSTIC button

HOLD OVERRIDE Button. The level shift selector has three locked positions to prevent
accidentally selecting R (Reverse), N (Neutral, or D (Drive, including 1st, 2nd, 3rd, 4th, 5th). Select N
(Neutral, or D (Drive) by pressing the HOLD OVERRIDE button and moving the level to the
13
desired position. Once D (Drive) is selected, lower forward range positions may be selected
without pressing the HOLD OVERRIDE button.

DISPLAY MODE/DIAGNOSTIC button. Press once the DISPLAY MODE/DIAGNOSTIC button

once to obtain transmission fluid level information and a second time to obtain diagnostic code
information. After entering the diagnostic display mode, the digital display will show D1 to
indicate the first alarm code. Press the MODE button to check the next diagnostic code, Repeat
this step to check the second, third, fourth and fifth codes. If the mode indicator (light) is
illuminated, the fault diagnostic code displayed is active.

Pushbutton shift selector

The pushbutton shift selector has the following:

R (Reverse) Press this button to select Reverse.(locked)

N (Neutral) Press this button to select Neutral.
D (Drive) Press this button to select Drive. The highest forward range available will appear
in the digital display window. The transmission will start out in the lowest available forward
range and advance automatically to the highest range.
(Up) Arrow Press the Up Arrow when in DRIVE to request the next higher range.
Continuously pressing the Up Arrow will request the highest range available.
(Down) Arrow Press the Down Arrow when in the DRIVE to request the next lower
range. Continuously pressing the Down Arrow will request the lowest range available.
MODE Button and Display Mode/Diagnostic Button This is the same function as
described previously in the Lever Shift Selector paragraph, MODE Button paragraph.

Check Trans Light

In normal operation conditions, each time the engine is started, the CHECK TRANS light will
illuminate, then turn off after a few seconds. This momentary lighting is to show that the status
light circuits are working properly.

At the same time, the digital display will show NN with the first N to indicate the current selected
shift and the second N to indicate the current actual shift.

If the CHECK TRANS light does not illuminate during ignition, or if the light remains on after
ignition, the system should be checked immediately.

After ignition, If the double digit display shows blank for 10 seconds and then show , this
means the shift selector cannot communicate with the TCM or has an internal problem.

Continued illumination of the CHECK TRANS light during operation indicates that the TCM has
signaled a diagnostic code. Illumination of the CHECK TRANS light is accompanied by a flashing
display from the shift selector. The shift selector display will show the actual range attained and
the transmission will not respond to shift selector request.

When the CHECK TRANS light comes on and the ignition switch id turned off, the transmission will
remain in N (Neutral) until the condition causing the CHECK TRANS light is corrected.

Generally, while the CHECK TRANS light is on, up shifts and downshifts will be restricted and
direction changes will not occur. Lever and pushbutton shift selectors do not respond to any
operator shift request while the CHECK TRANS light is illuminated.

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15
2.8 FAULT CODE

WHETHER
FAULT LIGHT
FAUL DESCRIPTION ILLUMINATES OPERATING INSTRUCTIONS
CODE OR NOT

Low TCM input retarder request When J1939 data transmission

signal reading. NO retarder request signal is not
C1312
used,, the retarder may be
High TCM input retarder request When J1939 data transmission
signal reading. NO retarder request signal is not
C1313
used,, the retarder may be
P0122 Low output voltage for throttle NO Use the set throttle data and
position sensor. brake switch to control the
t the
d set throttle data and
P0123 High output voltage for throttle NO Use
position sensor. brake switch to control the
High transmission oil Temperature Use the overheating shifting
NO preset mode. Suppress upshift
P0218
in calibrating range. To activate
oil sump overheating indication
P0602 Without TCM program YES Transmission locked at neutral

P0610 TCM is incompatible with YES

transmission ID
P0613 Abnormal TCM processor NO

P0614 Mismatching Torque control data YES Some shifting operations are
ECM/TCM suppressed.
TCM internal temperature is too high YES DNSno shiftingsolenoid
P0634 valve is closed default
hydraulic state

P063E Throttle position signal cannot be YES Use the set throttle position
detected data
P063F Engine coolant temperature signal NO Use default data
cannot be detected.
P0658 Low HSD1 input voltage#1 high- YES DNSno shiftingsolenoid
end drive valve is closed default
P0659 high HSD1 input voltage#1 high- YES DNSno shiftingsolenoid
end drive valve is closed default
h d l
P0701 Abnormal transmission control NO
system.
P0702 Transmission ID cannot be detected YES
by transmission electronic control
Garbage truck with automatic
neutral cannot shift to drive
P0703 Vehicle brake signal Line fault. NO
from neutral

P0708 Abnormal transmission bar shift YES To neglect the defective shift
selector output. selector output
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P070C Low transmission oil level sensor NO

circuit reading.
P070D High transmission oil level sensor NO
circuit reading.

P0711 Abnormal transmission oil YES To use the set oil sump
temperature sensor circuit. temperature
P0712 Low transmission oil temperature YES To use the set oil sump
sensor circuit reading. temperature
P0713 High transmission oil temperature YES To use the set oil sump
sensor circuit reading. temperature
P0716 Abnormal turbine speed sensor YES DNSno shiftinglocked at
circuit. the current shift
P0717 With no turbine speed sensor circuit YES DNSno shiftinglocked at
signal. the current shift
P0719 Abnormal ABS output signal. NO TCM assuming that ABS is
Abnormal RELS output signal. YES To suppress RELS working
reduce engine loading function
P071A when parking reduce engine loading
function when parking
P071D Abnormal TCM general input signal. YES
P0721 Abnormal output speed sensor circuit YES DNSno shiftinglocked at
the current shift

P0722 With no output speed sensor circuit YES DNSno shiftinglocked at

signal the current shift

P0726 Abnormal input speed sensor circuit. NO Default turbine speed

P0727 With no input speed sensor circuit NO Default turbine speed

signal.
P0729 6th shift speed ratio error. YES DNSno shiftingTCM to
5th shiftif failure to 3rd shift
1st shift speed ratio error. YES DNSno shiftingTCM to
P0731 2nd shiftif failure to 5th shift

2nd shift speed ratio error. YES DNS no shiftingTCM to

P0732 3rd shiftif failure to 5th shift

3rd shift speed ratio error. YES DNS no shiftingTCM to

P0733 4td shiftif failure to 6th shift

4th shift speed ratio error. YES DNS no shiftingTCM to

P0734 5th shiftif faulure to 3rd shift

5th shift speed ratio error. YES DNS no shiftingTCM to

P0735 6th shiftif failure to 3rd shift,
if failure again, to 2nd shift
P0736 Reverse shift speed ratio error YES DNSno shiftinglocked at
t l
P0741 Uncombined lockup clutch YES
P0776 PCS2 is at Off YES DNSno shiftingRPR
return to previous shift
P0777 PCS2 is at On YES DNSno shiftingRPR
return to previous shift

17
P0796 PCS3 is at Off YES DNSno shiftingRPR
return to previous shift

P0797 PCS3 is at On YES DNSno shiftingRPR

return to previous shift
P0842 Disconnect transmission PS1 YES DNSno shiftinglocked at

P0843 Connect transmission PS1 YES DNSno hif

shiftinglocked at
NO hf
P0880 Interrupted TCM input power
P0881 Abnormal TCM input power NO

P0882 Low TCM input power voltage YES DNSno shiftingsolenoid

valve is closeddefault
NO NO h d li t t
P0883 High TCM input power voltage
P0894 Transmission parts slipping YES DNSno shiftinglocked at
YES 1st hift
P0960 Main pressure regulating solenoid
valve open circuit.

P0962 Main pressure regulating solenoid YES DNSno shiftingsolenoid

valve ground valve is closeddefault
P0963 Main pressure regulating solenoid YES
valve circuit high-end ground.

P0964 PCS2 control open circuit. YES DNSno shiftingsolenoid

valve is closeddefault
P0966 PCS2 control circuit ground. YES DNSno shiftingsolenoid
valve is closeddefault
hydraulic state
P0967 PCS2 control circuit high-end YES DNSno shiftingsolenoid
ground. valve is closeddefault
YES h d li t t
P0968 PCS3 control open circuit. DNSno shiftingsolenoid
valve is closeddefault
P0970 PCS3 control circuit ground. YES DNSno shiftingsolenoid
valve is closeddefaut
YES h d li t t
P0971 PCS3 control circuit high-end DNSno shiftingsolenoid
ground. valve is closeddefault
h d li t t
P0973 SS1 control circuit ground. YES DNSno shiftingsolenoid
valve is closeddefault
h d li shiftingsolenoid
t t
P0974 SS1 control circuit high-end ground. YES DNSno
valve is closeddefault
YES h
Ford 7 speed
li t transmission
t it can
P0975 SS2 control open circuit.
work at 2 shift to 6th shift
nd

P0976 SS2 control circuit ground. YES N R

Transmission can be at 2nd
th
shift to 6 shiftNR
suppressed lockup clutch

18
 PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A

WHETHER
FAULT FAULT LIGHT
OPERATING INSTUCTIONS
CODE DESCRIPTION ILLUMINATES
OR NOT

P0989 Too low retarder pressure sensor NO

voltage signal.
Too high retarder pressure sensor NO
P0990 voltage signal..
P1739 L shift speed ratio error YES DNSno shiftingTCM command to
2nd shiftthe transmission can be at
2nd shift to 6th shiftNR

P1891 Too low throttle position sensor NO To use the set throttle data
PWM input signal.
P1892 Too high throttle position sensor NO To use the set throttle data
PWM input signal.
P2184 Too low engine coolant temperature NO To use the set engine coolant data
sensor circuit signal.
P2185 Too high engine coolant NO To use the set engine coolant data
temperature sensor circuit signal.
Abnormal torque control feedback YES To suppress SEMshift energy control
signal.
P2637
SEM shift energy control
Abnormal torque control feedback YES To suppress LRTPlow shift torque
signal.
P2641 protection
LRT Plow shift torque protection

P2670 Low HSD2 output voltage. YES DNSno shiftingsolenoid valve is

closeddefault hydraulic state
P2671 High HSD2 output voltage. YES DNSno shiftingsolenoid valve is
closeddefault hydraulic state
P2685 Low HSD3 output voltage YES DNSno shiftingsolenoid valve is
closeddefault hydraulic state
P2686 High HSD3 output voltage YES DNSno shiftingsolenoid valve is
closeddefault hydraulic state

P2714 PCS4 is at Off YES DNSno shiftingRPRreturn to

previous shift
P2715 PCS4 is at On YES DNS no shiftingsolenoid valve is
closeddefault hydraulic stateDNA
to suppress lockup clutch
P2718 PCS4 control open circuit. YES DNSno shiftingsolenoid valve is
closeddefault hydraulic state
P2720 PCS4 control circuit ground. YES DNSno shiftingsolenoid valve is
closeddefault hydraulic state
P2721 PCS4 control circuit high-end YES DNSno shiftingsolenoid valve is
ground. closeddefault hydraulic state
19
P2723 PCS1 is at Off YES DNSno shiftingRPRreturn to
previous shift
P2724 PCS1 is at On YES DNSno shiftingRPRreturn to
previous shift
P2727 PCS1 control open circuit. YES DNSno shiftingsolenoid valve is
closeddefault hydraulic state
P2729 PCS1 control circuit ground. YES DNSno shiftingsolenoid valve is
closeddefault hydraulic state
P2730 PCS1 control circuit high-end YES DNSno shiftingsolenoid valve is
ground. closeddefault hydraulic state
P2736 PCS5 control open circuit. YES To suppress retarder
YES Transmission can operate at 2nd shift
PCS5 control circuit ground. to 6th shiftNR to suppress the
P2738 lockup clutch
P2739 PCS5 control circuit high-end YES To suppress retarder
ground.
P2740 High retarder oil temperature. NO

P2742 Too low retarder oil temperature NO To use the set retarder oil temperature
sensor output signal. data.
P2743 Too high retarder oil temperature NO To use the set retarder oil temperature
sensor output signal. data.

P2761 Lockup clutch PCS control open YES To suppress lockup clutch
circuit
P2763 Lockup clutch PCS control circuit YES To suppress lockup clutch
high-end ground.
P2764 Lockup clutch PCS control circuit YES Cab be at 2nd shift to 6th shiftNR
ground. to suppress lockup clutch
P278A Kickdown device input signal normal NO To suppress kickdown
open.
P2793 Abnormal selector direction shift YES
signal circuit.

20
 PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A

FAULT WHERTHER
FAULTLIGHT OPERATING INSTRUCTIONS
CODE DESCRIPTION ILLUMINATES
OR NOT
P2808 PCS6 is at Off YES DNSno shiftingRPRreturn
to previous shift

P2809 PCS6 is at On YES DNSno shiftingRPRreturn

to previous shift
P2812 PCS6 control open circuit YES DNSno shiftingsolenoid valve
is closeddefault hydraulic state
P2814 PCS6 control circuit ground YES DNSno shiftingsolenoid valve
is closeddefault hydraulic state
P2815 PCS6 control circuit high-end YES DNSno shiftingsolenoid valve
ground is closeddefault hydraulic state
No communication with TCM and NO Use default data, to suppress SEM
U0001 high speed controller local area shift energy control
network.(IESCAN)
No communication with TCM and Use default data, to suppress SEM
controller local area network. NO shift energy control
U0010
CAN
U0100 No communication with YES To use the set throttle data.
ECM/PCM J1587
U0103 Abnormal communication with YES To keep the shift selected and
shift selector #1. check shift direction signal circuit.
U0115 Abnormal communication with YES To use the set throttle data.
ECM
U0291 Abnormal communication with YES To keep the shift selected and
shift selector #2. check shift direction signal circuit.
U0304 Incompatible shift selector #1 YES To neglect the shift selector signal
shift selector ID
U0333 Incompatible shift selector #2 YES To neglect the shift selector signal
shift selector ID
U0404 Invalid data received from shift YES To keep the shift selected and
selector #1. check shift direction signal circuit.
U0592 Invalid data received from shift YES To keep the shift selected and
selector #2. check shift direction signal circuit.

2 21
2.9 TRANSMISSION SPARE PARTS

Oil Filter Element:

Part No.: X04-04-306
Qty: 2 ea.

Remote Filter Element: To be replaced every 6 months.

2 22
 PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A

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 PCS-521B Twin Engine and Twin Pump Cementing Skid
Operation and Maintenance Manual
B01-00-217_A

Section 3
TPH400 Triplex Plunger Pump Overview
TPH400 Pump Parameters

Model TPH 400

Power End
Type Single acting
Construction Horizontal
Stroke 8" (203.2 mm)
Max. connecting rod
170,000 lb (79,230360 kg)
load
Max. input power 400 BHP
Fluid End
Plunger Diameter Max. pressure, PSI (MPa) Max. displacement, Gal/Liter
4" (101.6) 14,000 (96.5) 1.30 (4.9)
4 1/2" (114.3) 11,200 (77.2) 1.65 (6.2)
Gear Box
Gear ratio 8.4:1
Max. input speed 2400 RPM
Rated power 600 HP
Input flange Spicer 1800 series drive flange

Working Parameters

Measurement Conditions Measurement Range

Normal 71-104
Oil temperature
Oil sump Max. 104
Idle speed, neutral gear 220-299psi
Idle speed, forward gear 180-260psi
Oil pressure High speed, neutral gear 262-298psi
High speed, forward gear
157-198psi
(locked)
Above 0 15w-40
Oil
Above 0
Oil capacity Normal (approximate) 43L

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 PCS-521B Twin Engine and Twin Pump Cementing Skid
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Output Pump SPM/Worm Speed

Plunger
Per
Dia. 32/275 70/598 128/1099 171/1469 244/2100
Stroke
Inch Gallon/Stroke GPM PSI GPM PSI GPM PSI GPM PSI GPM PSI
() (Liter/Stroke) (LPM) (MPa) (LPM) (MPa) (LPM) (MPa) (LPM) (MPa) (LPM) (MPa)
3 3/8 .93 29.7 20,000 64.7 14,314 7,789 158.7 5,832 227.0 4,078
118.8 (450)
(85.7) (3.52) (112) (137.9) (245) (98.6) (53.7) (601) (40.2) (859) (28.1)

4 1.31 41.8 14,000 90.8 10,190 166.9 5,545 222.9 4,152 318.8 2,903
(101.6) (4.94) (158) (96.5) (344) (70.2) (632) (38.2) (844) (28.6) (1207) (20.0)

4 1/2 1.65 52.9 11,200 115.0 8,051 211.3 4,381 282.2 3,280 403.5 2,284
(114.3) (6.25) (200) (77.2) (435) (55.5) (800) (30.2) (1068) (22.6) (1527) (15.8)

Input Power: BHP (Kw) 346(258) 600(448) 600(448) 600(448) 600(448)

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 PCS-521B Twin Engine and Twin Pump Cementing Skid
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Introduction to Maintenance

Necessary daily maintenance on the TPH400 can enhance the pump service life. Some simple
repair and maintenance can be done by the user at the site or at the base. However, overhaul on
the TPH400 pump must be done at the related SJS department.

Preventive maintenance means maintenance should be performed before the job, in the job and
after the job on some concerned problems. Some maintenance after the job allows the user to
perform a certain repair on the pump such as replacement of parts for the fluid end. This repair
can provide related data for overhaul the pump. Daily maintenance is a continuous process.

Preventive Maintenance Procedure

The related forms of the procedure are attached for the operator to fill up. The main contents of
the maintenance requirements are as follows:

Before the job

1) Loosen and open the oil filling cover to check the power end lube oil is sufficient or not. There
is an oil level gauge with scale. If the oil is not sufficient, refill is required. Attention: same type
of oil should be used. Do not mix with different brands of lube oil.

Check the lube oil type is suitable or not. The power end lube oil pour point must be 12.2 below
the working environmental temperature to ensure its flow performance. At the same time, its
individual characteristics should be considered. Lube oil that partially meeting this requirement
should not be appropriately used under a temperature. For selection of lube oil, please refer to
the Table 7 in the Section 5 of this manual.

From the pointer zones on the filter, you can check the blockage degree of the filter. The yellow
zone indicates cleaning is required. When for cleaning, you should firstly remove the filter from
the lube line. Loosen the clamping spring at the pointer. Slightly remove off the pointer case. Do
not damage the O ring and the pointer. Loosen 4 bolts at the top. Remove the filter body (usually
with oil inside). Pour out the remaining oil. Remove the filter strainer. Use cleanser to fully clean
and air blow dry the strainer. Vice verse, the filter can be installed back according to these steps.

Check the packing lube system. Check the lube oil tank level height, open the separate switch,
adjust the air pressure between 0.27~0.4MPa, loosen the packing adapter to see whether oil is
injected out or not. To gain the packing lube oil flow, you should adjust the flow rate regulator
valve. The flow should be regarded suitable when the lube oil flows between the linear status and
the dripping status.

Check the lube oil temperature of the triplex plunger pumps power end and fluid end. The triplex
plunger pump can not properly work before the lube oil temperature is over 40 . The pump
should first run at low speed with no load and then run at high speed with load while the
temperature is increased. Low temperature will thicken the lube oil to flow and make it difficult to
form oil film or to produce poor lubrication. Service life of the bearing and worm can be decreased
and the equipment can be damaged when the lubrication problem is serious.

In the job

2) Observe the lube oil pressure gauge all the time. According to the design requirements of the
lube oil pump, the oil pressure should not be less than 20PSI when the worm speed is 190rpm. To
guarantee service life of the plunger pump, the recommended min. displacement of the lube oil
at working should be 135L/minute at pressure of 80~100PSI.

Adjustment of working pressure of the discharge flange. Max. pressure should be 20000PSI
(137.9MPa) for 3.375 TPH400 pump; and max. pressure should be 14000PSI (77.2MPa) for 4

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 PCS-521B Twin Engine and Twin Pump Cementing Skid
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TPH400 pumpAnd max. pressure should be 11200PSI (77.2MPa) for 4.5

TPH400 pump. Warning: When this working pressure is excelled, the triplex plunger pump would
be overpressurized. This will cause damage to the equipment and personal injury or death.

Check the packing for oil leakage every 10 minutes. Observe the packing for apparent abnormal
conditions such as smoking, etc. If the packing is found leakage, you should use the packing
spanner (P40-09-009) to tighten the packing. If still leaked, new replacement of packing is
required.

After the job

3) Close the packing lubrication system. Open the suction and discharge valves to drain the
remaining water or other medium in the pump head and blow dry using dry air. If the pump is
used for acidizing, the pump head should be fully cleaned with clean water and blown dry. Check
oil volume of the power end. Check oil volume of the packing lube oil. Refill if necessary. Check
the power end lube oil. If found milky bubbles, that means water is mixed in the lube oil. New
replacement of lube oil is required. Please record every replacement of lube oil for reference of
the next job. Check the blockage indication of the filter. Fill up the Daily Record of Work.

Daily routing maintenance

Every accumulative 10hrs or every 5 times of operations: Check valve parts of the fluid end.
Every accumulative 100hrs or every 3 months: Remove the side cover plate of the worm gear box
to check the worm gear surface conditions. If found distinctive wear or crack, the triplex plunger
pump should be dismantled to replace the gear and worm. If found darkening on the worm gear,
this indicates the worm gear has depressed area by centralized compression stress. We strongly
recommend replacing with new worm gear and worm.

Note: When crack is found on the worm surfaces or 50% pitting found
on the tooth surface, the pump cannot be further used. Continuous
operation of the pump will cause serious damage to the equipment and
personal injury.

Every accumulative 200hrs or every 6 months: Replace the power end lube oil. Open the power
end and the teat exchanger and use diesel to clean them.

Note: If synthetic lube oil such as Mobil SHC-634 is used, the cleaning
time of the power end can be extended to 2 years or 1000hrs.

4) The filter should be cleaned after each change of the power end lube oil or every 6 months,
even though there is no indication in the yellow zone. Better establish maintenance schedules for
cleaning of the filter in the time of spring and fall to avoid abnormity to the device caused by
tremendous changes of the environmental temperature.

Transportation and storage

When delivered from the factory, the plunger pump should not have any oil inside during
transportation. Therefore, the plunger pump must be refilled with lube oil before starting the
operation.
When delivered from the factory, the plunger pump should be painted according to the
customers requirements. If no special requirements, the pump is usually painted with prime
coating.

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 PCS-521B Twin Engine and Twin Pump Cementing Skid
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The plunger pump is usually applied with anti-rust oil on the metal surfaces. For sea freight,

measures should be taken to prevent soaking and corrosion from sea water.

Packaging for new pump is not for long-time storage. The pump should be put into operation as
soon as possible. If not, the fluid end of the pump should be fully cleaned and applied with
anti-rust oil. The discharge flange outlet and the suction inlet should be blocked. The oil in the
power end should be drained out and fully cleaned with anti-rust oil. The power end lube line
should be flushed to prevent blockage from rusting. Remove the breather valve (oil filling port) on
the power end. Tighten plugs onto the oil filling port and lube oil inlet to guarantee full sealing of
the power end. The metal surfaces exposed to air such as the input flanges, etc. should be applied
with strong anti-rust oil. The pump should be stored in a warm and dry environment.

After storage of 2 weeks or more, when the pump is restored to operation, it must be applied lube
oil or the dry rubber seals will more easily get damage on the surfaces.

Common Troubles and Causes

Packing

Problems occurred when replacing with new packing:

Cause 1: The packing size is not correct.

Solution: Check the plunger size and select a correct size of SJS packing.

Cause 2: Each ring is not matched.

Solution: Reinstall them according to installation methods mentioned in the drawing
requirements.

Cause 3: The packing is too long.

Solution: Contact SJS Engineering Dept. to check the packing size in the drawing.

Cause 4: The packing is frozen.

Solution: Remove and reinstall it by heating the pump head.

Cause 5: The plunger has eccentric wear and damaged the packing.
Solution: Remove and replace the packing according to the drawing.

The packing got hot rapidly after starting the operation.

Cause 1: The fluid end is not installed with full packing or the plunger is not aligned with
the packing. Some deformation causes the eccentric wear of the metal ring by
the plunger.
Solution: Remove and replace the packing. Confirm the pump head is fully filled with fluid.
Confirm the valve is working normally. Slowly start the plunger pump and make
it self adjusted to the normal working.

Cause 2: Internal bore size of the packing metal ring is out of tolerance and causes friction
and heat of the plunger.
Solution: Measure sizes of the packing seat ring and the guide ring, and replace the
packing.

Note: The TPH400 plunger pump adopts SPS packings. Do not mix with
other brands of packings.

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 PCS-521B Twin Engine and Twin Pump Cementing Skid
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The packing got hot rapidly after the pressure is reached.

Cause 1: The packing is not well lubricated.

Solution: Check the packing lube oil tank is sufficient or not. Check outlet of each high
pressure check valve has oil or not. Both big plunger and small plunger require
more lube oil.

Cause 2: Damaged discharge valve or poor seal will cause the packing under high
pressure for long time and make lube oil difficult to fully reach to the plunger
surface. Both of them can happen at operation of the pump.
Solution: Replace the valve.

Cause 3: The packing is too loose to cause the fluid end high pressure fluid to enter the
packing.
Solution: Check the packing is assembled according to the drawing or not. Reinstall it.

Cause 4: The plunger surface is very rough.

Solution: Remove the plunger and check the surface groove. Less than 4 or 5RMS will
cause heat due to no oil film. More than 16RMS will cause too much friction of the
packing to generate heat. If found apparent scratches, the plunger should be
replaced.

Cause 5: Air pocket is produced in the pump head for not fully filled with fluid.
Solution: Confirm the pump runs in the normal pressurized system. Meanwhile, working
medium with high viscosity or pumping fluid at high speed will also cause
temperature increase.

The packing got hot after 1 to 2 hours.

Cause: The pumped fluid enters the packing and frictions with the packing.
Solution: Replace with a high performance packing to increase the booster valve pressure
of the packing lubrication system.

The packings life is too short.

Cause 1: The packing lube rate is not sufficient.

Solution: Remove the damaged packing. Test the packing lube oil for free flow. Rate of 20
drippings per minute or more is recommended.

Cause 2: The packing lubrication system has no oil.

Solution: Check the packing lube oil tank is sufficient or not.

Cause 3: Pump cavitation caused low pressure or insufficient fluid in the suction manifold
when the pumping fluid source is changed.
Solution: Pumping plan should be well arranged. When such change is required, the
change time should be quick.

Cause 4: Scratches on the plunger surface caused by wrong fused metal material or
insufficient thickness of the fused metal material corresponding to the job fluid.
Solution: Contact SJS Engineering Dept. to select an appropriate fused metal material
with right thickness.

Cause 5: The plunger surface has pitting to increase friction and heat.
Solution: Replace the plunger.

Cause 6: The packing lube oil is polluted.

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 PCS-521B Twin Engine and Twin Pump Cementing Skid
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Solution: Replace the packing lube oil.

Plunger

Cause 1: The guide ring gap is too big to cause eccentric wear to the packing by the
plunger and also cause damage to the fused metal material on the plunger
surface.
Solution: Remove the guide ring and reject it immediately. Replace with a new guide ring
with correct size.

Cause 2: The guide ring material is not correct.

Solution: Replace with a new guide ring with proper hardness.

Cause 3: The plunger is not calibrated for size.

Solution: Check the burrs on the connecting rods crossheads and the connecting rods
bolts, and the matched perpendicularity of the plunger itself to its end faces.

Cause 4: The plunger has deformation or conical surface.

Solution: Remove the plunger. Check the circularity and conicity. Roll the plunger on a flat
table. If it is deformed, the plunger will jump up. If it has a conical surface, the
plunger will roll a circle along the cone point.

Cause 5: The plunger deforms by weight and clamps the packing due to the fact that the
plunger pump is stored for a very long time.
Solution: Replace the plunger and packing components.

Valve and valve seat

Cause 1: Chemical corrosion, especially acid.

Solution: Make clear of the composition of the pumped fluid. Different materials of valve
rubbers should be suitable for different oil well operations.

Cause 2: The pumped fluid contains high arene and aniline solvent to cause the valve
rubber to swell.
Solution: Replace with a high performance packing or contact SJS Engineering Dept.

Cause 3: The conical surface of the valve seat is damaged by the facts that the valve seat
is not completely removed for burrs and residues at its installation; the conical
surface is damaged; the sealing is not guaranteed and pressure cannot be
increased.
Solution: Before installation of the valve seat, the benchman should remove all burrs and
clean the surface. Otherwisely damage will occur to the conical surface in a large
scale. If damaged, please contact SJS Engineering Dept. to confirm whether it
can be repaired or not.

Cause 4: The valve movement is in connection with the spring. Improper installation of
the valve and spring will affect the guiding angle of the valve.
Solution: Use the proper valve and valve seat. Properly install the spring according to the
SJS spring requirements.

Cause 5: Improper spring and installation method will cause no reset of the valve.
Solution: Select a proper spring according to the drawing or contact SJS Engineering Dept.
for technical support.

Cause 6: The valve seat is not cleaned or applied with lube oil before installation. The
valve seat jumps out in the operation.
Solution: After cleaning the conical surface of the valve seat, the valve seat must be
installed under a dry condition. Use a 10 pound hammer to hit the valve seat into

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the valve body.

Cause 7: Temperature of the pumped fluid is too high to damage the valve rubber.
Solution: The standard valve rubber is polyurethane with temperature resistance of 180F.
If this temperature is excelled over, please contact SJS Engineering Dept.

Common Troubles and Causes in Other Operations

Symptom Cause
1. Use of lube oil with high viscosity in the extreme cold
working environment.
Abnormal low oil pressure at 2. The filter is blocked.
the suction inlet of the lube oil 3. The suction oil line is broken and leaked.
pump. 4. The oil filling port is blocked completely and air cannot
enter.
5. The pressure gauge reading is wrong.
1. No oil in the oil tank of the triplex plunger pump.
Abnormal low oil pressure at 2. The lube oil pump is worn or damaged.
the outlet of the lube oil 3. The oil inlet line is not connected correctly.
pump. 4. The pressure relief valve is out of operation or damaged.
5. The oil temperature is too high and viscosity is too low.
1. The environmental temperature is too high and the lube
Abnormal high temperature oil viscosity grade is insufficient.
of the lube oil. 2. Running time under high load excels the rating.
3. The cooling system is not working normally.
4. The lube oil is polluted by other fluids.
5. The power end is damaged inside.
6. Existence of other high temperature objects to cause heat
to the triplex plunger pump.
1. The lube oil is polluted by water or other foreign objects.
2. The locking nut is loose.
Lube oil leakage of the power
3. Too much lube oil inside the power frame.
end.
4. The oil pressure inside the power frame is too high.
5. The oil seal is damaged.
1. The O seal ring is damaged.
2. The oil seal is installed wrong.
Lube oil leakage of the fluid
3. The oil seal is not cleaned.
end.
4. The oil seal size is not correct or not tightened.
5. The oil seal life is expired.
1. The packing is not tightened.
2. The packing is not cleaned before installation.
Lube oil leakage of the 3. The packing rings are not properly installed or other
packing. brands of packings are used.
4. The packing lube system is working abnormally.
5. The packing life is expired or damaged.
1. Air inside due to the loose, worn or damaged adapter.
2. Air inside the pressure booster system caused by the
charging pump.
3. Gas and steam mixed in the original liquid.
4. Insufficient flow rate and pressure of the pressure booster
Liquid impact or hammering.
system.
5. The opening spring of the valve is damaged or the valve is
stopped.
6. The valve, valve rubber and valve seat are worn or
damaged.

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7. The shock absorber is not properly air charged and
working in a poor efficiency.
1. The valve assembly is worn or damaged.
2. Insufficient flow rate and pressure of the pressure booster
Low pressure at the discharge
system.
of the triplex plunger
3. The liquid inside the pump is mixed with gas and steam.
pump/unstable running of the
4. The shock absorber is not properly air charged and
triplex plunger pump.
working in a poor efficiency.
5. The same one shock absorber provides service to two
pumps and not in synchronism.

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Attachment 1:

TPH400 Triplex Plunger Pump

Checklist of Daily Running Points
Model: Traceability No.:
Part No.: Ex-factory Date:

Repair Record:

1. For example, the packing is replaced on xxx day xxx month xxx year.
2.
3.
4.

Check before the job:

Check the triplex plunger pumps power end and the packing lube oil is sufficient or not.
Check the packing lube oil outlet has oil or not.
Check the support, the power frame and the pump head have cracks or not/miss parts or not.
Check all places for leakage of lube oil or looseness of parts/components.
Check all gauges are working properly or not.
Check the magnetic filter is clean or not.
Check all lines are connected correctly or not.
Check all bolts for looseness.
After all the above-mentioned items are working normally, wait until the oil temperature is normal
(12 higher than the pour points of all oils) and perform pressure test to the max. working
pressure.

Check in the job:

Check all sealing parts for leakage and check all connections for looseness.
Record oil pressure and oil temperature.
Record the triplex plunger pumps discharge pressure. Do not excel the max. pressure.

Check after completion of the job:

Use clean water to flush the internal parts of the fluid end.
If the environmental temperature is less than 0, the internal parts of the pump head must be blown
dry with dry air.
Check the lube oil level height of the fluid end. The level height should be minimally maintained
above the half. If not sufficient, add oil to the FULL marking.
Add lube oil for the power end to the scale of FULL.
Check the suction and discharge sealing plugs, valve bodies and springs. If replacement is required,
replace the seal rings, valve rubbers and springs.
If the packing is found leaking in the job, replace the packing components.
Fill up the daily record of work.

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Attachment II:

TPH400 Triplex Plunger Pump

Daily Record of Work
Model: Traceability No.:

Work Date: Work Content:

Start Time: Completion Time:

Job Place: Operator Name:

Description of Job Process:

Description of Abnormity: None if normal

Treatment of Abnormity: None if normal

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Section 4
PCS-521B Twin Engine and Twin Pump
Cementing Skid Parameters
Model PCS-521B twin engine and twin pump cementing skid is a new generation of cementing
equipment developed by SJS based on the TPH400 oilfield special-purpose plunger pump, the
high energy recirculating mixing system and the ACM-IV.1 automatic density control patent
technologies. It is designed for cementing, acidizing, pressure test and other fluid pumping jobs.
The TPH400 triplex plunger pump is an oilfield special-purpose single acting plunger pump
suitable for pumping various kinds of oil well treatment fluids except for low temperature fluid.
The high energy recirculating mixing system is driven by a closed hydraulic system powered by
the hydraulic engine. Its characteristics are high mixing energy and uniform slurry density. The
core part is the ACM-IV.1 automatic density control one of computerized automatic control
systems featuring the most advanced in design and most precision in slurry density control in the
world as well as the best mixing technology featuring the most successful in application and most
popular in operation for offshore and onshore oilfields in China. It can automatically mix and
pump cementing slurry according to the set slurry density and displacement.

The design and manufacture of this cementing unit can meet the requirements of possible
less-repair/maintenance in a cold temperature environment. The overall layout of complete unit
ensures operators can conveniently and clearly monitor and control working conditions of all
switches, instruments and each system of complete unit. The high automation feature enable
1~2 operator to complete all operations.

4.1 OVERALL DIMENSIONS AND WEIGHT

Gross weight (dry): 23 T (approx.)

Total length: 7,900mm
Width: 2,700mm
Height: 3,500mm (working height); 3,200mm (transport height)

4.2 INTERFACE SIZES

Clear water suction port: two 4" union adapters

Cement valve suction port: one 5" hose adapter
High pressure discharge port: two 2" FIG.1502, male
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Drainage port: two 4" clamp grooves (displacement tank) ; one 5" steel pipe (mixing tank)

4.3 MAIN CONFIGURATION

Two CAT C15 diesel engines, each 536HP@2000RPM

Two ALLISON 4700 OFS transmissions
Two SERVA TPH400 (4 1/2" and 4") triplex plunger pumps
One closed type hydraulic system
One 23bbl mixing tank
One 20bbl displacement tank
Two SERVA 6x5 centrifugal pumps (recirculation and booster pumps)
Two SERVA 4x3 centrifugal pumps (clear water pump and backup clear water pump)
One automatic slurry density control and mixing system (ACM-IV.1)

4.4 ENVIRONMENTAL PARAMETERS

4.4.1 Temperature

Min. low working temperature: -20

Max. high working temperature: 50

4.4.2 Humidity

Relative humidity: 90%

4.5 WORKING PERFORMANCE

4.5.1 Pressure range

Max. working pressure: 105MPa (15,000psi)

4.5.2 Max. displacement

Max. displacement: 2.7 m/min

4.5.3 Slurry density range

Max. slurry density range: 1.3--2.5 g/ cm (1120.9lb./gal)

4.5.4 Mixing capacity

Mixing capacity range: 0.3--2.3 m/min (2--14.4bpm)

4.5.5 Slurry density accuracy

When the system is close to the stable running status, the densitometers reading, under auto
control mode, is displayed as 0.01--0.02 g/ cm (0.083--0.167lb/gal) on the premise of stable
cement transfer system.

4.6 WORKING CONDITIONS

1. Externally-connected air source.

2. Externally-connected water source.

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Section 5
Lubricating Procedure
The following tables are for recommended oil. Different brands of oil are used for different
working environments. Mobil and Shell are recommended for the equipment used in foreign
countries. On the premise of meeting operational requirements, other brands of oil can also be
selected.

Component Item Brand Volume (L)

Cooling System
Table 1 90Lx2
(Antifreeze)
CAT C15 Engine Oil Table 2 38Lx2
900L
Fuel Table 3
107.5L/Hr
Allison
Transmission 4700 Oil Table 4 43Lx2
OFS
Hydraulic Oil Table 5 230L
Lube Oil
ISO VG32 0.2L
(Air system)
Lube Grease Table 6
TPH400
Power End Table 7 170Lx2
Plunger Pump
Plunger Pump Packing
Packing
5x6 Centrifugal Pump 15W-40 38Lx2
Lubrication
Packing
Note 1. Total volume of engine cooling system is equal to the volume of engine itself plus external systems.
Note 2. Lubrication of plunger pump power end only refers as the tank volume, not including lubrication oil filter volume.

Table 1: Caterpillar recommends 50/50% glycol cooling mixed fluid to achieve the optimum
performance. (The following table can be also used for reference.)

Concentration of Antifreezer (glycol)

Antifreezing Temperature Concentration
-15C5F) 30% antifreezer and 70% water
-23C-9F) 40% antifreezer and 60% water
-37C-35F) 50% antifreezer and 50% water
-51C-60F) 60% antifreezer and 40% water

Table 2: SAE 0W20 is recommended. Please select CI-4 above oil.

Engine Lube Oil Viscosity Protection

Environmental Temperature
Engine Lube Oil Viscosity
Min. CF) Max. CF)
SAE 0W20 -40(-40) 10(50)
SAE 5W30 -30(-22) 30(86)
SAE 5W40 -30(-22) 40(104)
SAE 10W30 -20(-4) 40(104)
SAE 15W40 -15(5) 50(122)

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Table 3:

Diesel Engine Fuel Specification

Specification Fuel Name
U.S. Standard ASTM D975 NO.1-D, NO.2-D & NO.4 Diesel
ASTM D396 Low Sulphur NO.1 & NO.2 Diesel
ASTM D2880 NO.1-GT & NO.2-GT gas Turbine Fuel
Light Diesel #0, #-10, #-20
China (Determined according to temperature
at the working site)

Table 4: Allison Transmission 4700 OFS

Min. Low Working Temperature

MIL-PRF-46167 -32C-25F)
SAE 0W-20 or TranSyndTM -30C-22F)
DEXRON-III -25C-13F)
SAE 10W -20C-4F)
SAE 15W-40 -15C5F)
SAE 30 0C32F)
SAE 40 10C50F)
*SAE W indicates a product for cold temperature.
TranSyndTM is recommended for use.

Table 5: Hydraulic Oil

68# Anti-Friction Hyd. Oil or

Summer
HM-46Anti-Friction Hyd. Oil
Winter (cold region) HV-32 Low Congealable Hyd. Oil
Winter (extreme cold region) HS-32 Low Congealable Hyd. Oil

Table 6: Locations of Application of Lube Grease on the Equipment

Brand Applicable temperature

Propeller Shaft Universal
Joint
Air Operated Butterfly
Valve
Diesel Engine Fan GREATWALL RUNFENG
Bearing Multiple Effect Lube -15C---120C
Plug Valve Grease #3
4x3, 5x6 Centrifugal
Pumps
Variable pump mounting
base

Table 7:

Mobil Shell
Synthetic Gear Lubricating Mobilube SHC Spirax s
Oil 75W-90 75W-90
TPH400
Spring
Power End Seasonal Mobilube hd Spirax hd
and
Lubrication Non-synthetic 80W-90 80W-90
Autumn
Lubricating Oil
Summer Mobilube hd Spirax hd

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85W-140 85W-140

Mobilube hd plus Spirax hd

Winter
75W-90 80W-90
32F Vactra Lube Oil Tonna V Lube Oil
TPH400 above #4 #220
Environmental
Fluid End 32F Vactra Lube Oil Tonna V Lube Oil
Temperature
Lubrication above #2 #68
SAE 15W40

Note: Oil filling steps should be accomplished as per requirements. First add 2/3 and run at low
speed for 2 minutes to allow the pipeline to be fully filled. Refill to the specified scale. After oil
filling, please conduct check according to the following contents.

Lubrication Check Table

Lubrication
Working Lube
SN Component Qty Frequency Location
Contents Type
No.
1 Engine Lube Oil Level 2 Each time 1 Check ATF
2 Engine Fuel Level 2 Each time 1 Check ATF
Transmission Lube Oil
3 2 Each time 1 Check ATF
Level
4 Propeller Shaft Grease 2 Each time 6 Add Grease
Plunger Pump Power End
5 2 Each time 1 Check ATF
Lube Oil
Closed Hyd. Oil Tank Oil
6 1 Each time 1 Check ATF
Level
7 Injector Grease Point 1 Each time 3 Add Grease
8 Cement Valve Grease Point 1 Each time 1 Add Grease
Oil/Water Separator Liquid
9 1 Each time 1 Check ATF
Level
Plunger Pump Packing
10 2 Each time 1 Check ATF
Lube Oil level
11 1 Plug Valve Grease Points 2 Each time 1 Add Grease
12 2 Plug Valve Grease Points 5 Each time 1 Add Grease
4x3 Centrifugal Pump
13 2 Each time 1 Check Grease
Grease Point
5x6 Centrifugal Pump
14 2 Each time 2 Check Grease
Bearing Lube Points
5x6 Centrifugal Pump Oil
15 2 Each time 2 Check ATF
Seal Lube Points
Variable pump mounting
16 4 Each time 4 Add Grease
base grease

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Lube Oil
Level
Marker

Lube Oil
Filling Port

Each time check lube oil of the LH & RH engines.

Note: The filling ports of the LH engine and RH engine should be symmetrically configured.

RH Lube
Oil Marker
& Filling
Port

LH Lube
Oil Marker
& Filling
Port

Each time check lube oil of the LH & RH transmissions.

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Plunger Pump
Packing Lube Oil
Level Marker and
Filling Port

Each time check lube oil in the lubrication oil tank.

Fuel level
and filling
port

Fuel level
marker

Oil pump bearing

grease point

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Hyd. oil filling port

Hyd. oil marker

Grease
fitting

Grease
fitting

Each time add grease to propeller shafts.

Grease Fitting

Each time add grease to the high pressure manifold.

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Grease Fitting

Each time add grease to the centrifugal pump.

Grease Fitting Grease Fitting Grease Fitting

Each time add grease to the injector and the cement valve.

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Lube Oil Filling Port &

Level Gauge

Water Drainage Valve

Each time add lube oil and drain water.

Please change filters as per the following table.

Change Working
SN Component Qty Part No.
Time Contents
3
1 Engine Oil Filter Element 2 Change X04-06-554
months
3
2 Engine Fuel Coarse Filter Element 2 Change X04-04-280
months
3
3 Engine Fuel Fine Filter Element 2 Change X04-01-027
months
3
4 Transmission Oil Filter Element 2 Change X04-04-306
months
3
5 Hydraulic Oil Return Filter Element 1 Change X04-11-388
months
3
6 Hydraulic Oil Suction Filter Element 1 Change X04-00-030
months

3
7 Hydraulic Pump Filter Element 4 Change X04-00-587
months
3
8 Engine Air Cleaner Element 2 Change X04-07-176
months
3
9 Plunger Pump Lube Oil Filter Element 6 Change X04-09-155
months

3.
X04-01-027

1. 2.
X04-04-276 X04-06-554
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6.
X04-00-030

4. 5.
X04-04-306 X04-11-388

7. 8. 9.
X04-00-587 X04-07-176 X04-09-155

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Section 6
Operating Procedures
Equipment operations include normal operations and cleaning operations.

6.1 NORMAL OPERATIONS

The operator should be aware of the task for using the equipment this time (pressure test/pump
prepad fluid/pumping slurry volume and pre-calculated engine speed/transmission shift).

1. Check oil level.

2. Connect lines (including clear water, dry bulk cement and air).

2.1 Connect the clear water supply manifold.

Clear Water Supply Port

2.2 Connect the dry bulk cement suction port.

Dry Cement Suction Port

2.3 Connect the external air source and open the air inlet valve on the air reservoir tank.

Air Inlet Valve

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2.4 Check the air source pressure for 0.6MPa---0.8MPa.

Air Pressure
Gauge

2.5 Open the power switch on the battery box.

Battery Power
Switch

2.6 Check battery voltage for 24VDC.

Voltmeter

3. Open the main power, computer and lighting switches.

Main Power Switch

Computer Power

4. Open the packing lube oil valve. Adjust pressure to 30psi.

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5. Check engine throttles at idle position and transmissions at neutral position.

Shifter
Neutral
Position

Throttle Idle Throttle Idle

Position Position

6. Start the engine and idle run for more than 5 minutes.

7. Perform pressure test for the high pressure lines and start pumping the prepad fluid.
(Skip over these steps if no such tasks.)

8. Preparations for the auto mixing

8.1 Increase the engine speed to 1800 ~ 2100rpm (providing hydraulic power for the
recirculating pump and the water pump).

Turn the switch

counterclockwise
to increase engine
speed.

Observe
engine
speed.

8.2 Open the valve1# or 2#, 13#. Start the clear water pump. Half open the control valve. Fill the
mixing tub to 1/2. Close the clear water valve (the clear water pump can still run).

8.3 Open the valves 6#. Start the recirculating pump. Half open the control valve.

8.4 When the mixing tub level is flooded over the agitator, half open the control valve.

8.5 Turn the handles of control valves for cement valve and water valve. Check them for flexibility
in turning.

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8.6 Return the engine back to IDLE.

Press the
throttle down
to return the
engine back to
IDLE.

9. Maintain the engine at idle and enter the auto control screen.

9.1 Turn on the computer power.

Turn on the
computer
power switch.

9.2 While the computer begins to perform self diagnosis, the cement valve should work
automatically. After completion of self diagnosis, the valve is stopped at the 0 position. Manually
adjust the control valve to position the valve to the 2 position.

9.3 Enter the Information Screen.

After 1 minute, the

Information Screen

Use or to move the

cursor to Chinese and
press to enter the
main screen.

9.4 Ex-factory value for cement absolute density is 3.15. Customer can modify it according to
actual situation.

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In the Cement Absolute

Density, input the value.

Press the Main Screen

to accept the setting and
back to the Main Screen.

9.5 Input your job density and job number.

Press the Set Density key. Use the right side numerical keys popped out from the window to
input your job density and press the Enter for confirmation.

Press the Job No. key. Press the right side numerical keys popped out from the window to input
your job number and press the Enter for confirmation.

Press the Set Density

to enter the code: 123

Press the Job No. to

enter the code: 123

9.6 Accept all settings. Switch the cement valve to manual control.

Press Manual/Auto to
switch to Manual.

9.7 Cement mixing job preparations are ready.

10. Start the manual cement mixing.

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Press Start.

10.1 Press the Start key to begin the job.

10.2 Increase the engine speed to 1800 ~ 2100rpm (providing hydraulic power for the
recirculating pump and the water pump).

10.3 Open the control valve of the agitator in the mixing tub to its maximum.

10.4 Slowly open the main butterfly valve for the cement valve to begin cement mixing.

10.5 From the Run Screen in the computer, observe the changes of density and the changes of
level in the mixing tub. When the displayed actual density value is 0.06g/cm less than the set
density value, (start the clear water pump) open the main butterfly valve in the water line to start
water supply. Operate the clear water manual valve to keep water flow rate to 300L, and at the
same time, operate the manual control valve for the dry cement valve to slowly open the dry
cement valve. Control the slurry density close to its set value.

10.6 At this time, the level in the mixing tub reaches to 2/3 height. Shift the transmission to its
3rd gear to start the plunger pump and the booster centrifugal pump as well. (Note: This gear is
pre-calculated.)

10.7 To maintain stable level in the mixing tub, observe the Cement Supply Capability. Adjust
the water manual valve and cement proportional valve to ensure slurry density reaches to the set
value and maintains stable.

10.8 In the continuous mixing and pumping processes, the level height in the mixing tub should
be kept at 2/3 level of the mixing tub.

11. Begin the auto mixing when the slurry density is close to the set valve.

Switch the cement valve to auto control.

Press Manual/Auto
to switch to Auto.

In case of unstable dry cement supply or clear water supply in the auto mixing process, the switch
should be changed to Manual status. In the mixing process, Set Density value can be modified
as per requirements.

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Press the Set Density

to enter the code: 123

12Stop the auto mixing job.

12.1 When pumping is completed as per the pre-calculated job volume, prepare end of job.

12.2 Press Stop key to end the job.

Press Stop.

13. Turn to the manual control and clean the equipment.

Press Manual/Auto to
switch to Manual.

After completion of cleaning the equipment, the density display value less
than0.01g/cm is regarded as cleaning is OK.

14. Engine shutdown.

14.1Return the engine back to Idle.

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Press down the

throttle to return the
engine back to Idle.

14.2 Shift the transmission to Neutral.

Push the shifter

handle to change
the transmission
to Neutral
position.

14.3 Shutdown the engine.

Turn the engine

key switch to
Stop position.

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15. Turn off the power switch.

Turn off Displacement

Tank Power Switch,
lighting lamp switch,
Computer Power Switch
and Master Power Switch

Turn off the battery

power switch.

16. Job task is completed.

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Section 7
Power System and Plunger Pump Overview
The equipment power is basically provided by two CAT C15 Series engines. These two engines
drive two TPH400 triplex plunger pumps thru two ALLISON 4700FS transmissions.

Here, we only provide brief technical description on the engines, transmissions and plunger
pumps. For detailed operations, repair and maintenance of them, please refer to the
documentations provided together with the shipment of the equipment.

7.1 DIESEL ENGINE

Model: CAT C15 diesel engine

Rated Power: 403kW (536HP)
Rated Speed: 2000 RPM
Starting Method: Air startup
Cooling Method: Sea water cooling
Shutdown: Air cylinder
Others: Muffler flexible connection pipe, spark arrestor stainless steel silencer, transmission
cooler, fuel filter, air cleaner, etc.

7.2 TRANSMISSION

Allison 4700OFS automatic transmission, c/w oil filling port, dipstick, torque converter and 1810
series output flange.

Gear ratios:
1st Gear: 7.63
2nd Gear: 3.51
3rd Gear: 1.91
4th Gear: 1.43
5th Gear: 1.00

Efficiency of torque converter under locking condition: 0.96

Oil sump c/w dipstick and oil filling pipe
Filter (Screw-on type for easy installation and dismantlement)
Oil cooler

7.3 PROPELLER SHAFT

Heavy-duty shafts are installed between the transmission and the triplex plunger pump, including
heavy-duty universal joints and 1810 series flanges.
Installation angles of the heavy-duty drive shafts meet the maximum installation angles
recommended by the OEMs.
Metal housings are provided for convenience of adding grease.

7.4 HIGH PRESSURE PLUNGER PUMP

.
TPH400 triplex plunger pump is an ideal equipment for high pressure operations in oilfields. Each
pump is equipped with an integral gear reducer. The triplex plunger pump is designed for pumping
cement, sand-carried fluid, sulphur-contained crude oil, acid, slurry and other oil well working
fluids.

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Technical specifications:

TPH400 Pump

Model TPH 400

Power end
Type Single acting
Construction Horizontal
Stroke length 8" (203.2 mm)
Max. connecting rod load 170,000 lb (79,230360 kg)
Max. input power 400 BHP
Fluid end
Max. pressure Max. displacement
Plunger diameter
PSI (MPa) Gal/Liter
4" (101.6) 15,000 (103.4) 1.30 (4.9)
4 1/2" (114.3) 11,200 (77.2) 1.65 (6.2)
Gear Box
Gear ratio 8.4:1
Max. input speed 2400 RPM
Rated power 600 HP
Input flange Spicer 1800 series drive flange
Note: The above-mentioned data is calculated at volumetric coefficient of 0.97 and mechanical efficiency of 90%.

For introduction, operations and adjustment procedures of the plunger pump power end and
packing lubrication system, please refer to the Operation Manual of TPH400, PN# A08012200C.

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Section 8
Hydraulic System
8.1 WORKING PRINCIPLE

Fig. 8-1 illustrates the working principle of the hydraulic system.

Table 8-1 is a main parts list of the hydraulic system.

The hydraulic system consists of hyd. oil tank, 4 variable plunger pumps, 4 gear oil pumps, 4
constant displacement motors, vane motors, oil cooler, cylinders, control valves and other hyd.
accessories.

The hydraulic system consists of two independent systems, closed and open. The closed hydraulic
system is designed to drive 4 centrifugal pumps. The open hydraulic system is designed to drive
the agitator in the mixing tub, the agitator in the displacement tank, the injector cylinder and dry
cement cylinder.

8.2 OPERATIONS

In the closed hydraulic system, the speeds of the drive motors (Part 13, Part 14) of 4 centrifugal
pumps can be continuously adjusted from zero to maximum by using the combination valve
installed in the control box. The combination valve (Part 6) is an overflow valve set to adjust and
limit the maximum speeds of four centrifugal pumps. This valve is set before shipment. The max.
speed of the clear water centrifugal pump is set as 2900RPM. The speed of circulating centrifugal
pump is 2100RPM. The speed of the charging centrifugal pump is set as 1900RPM. The continuous
working pressure of the closed hydraulic system can reach up to 21MPa (3000psi), and max. oil
pressure up to reach up to 35MPa (5000psi). The working pressure is indicated by the pressure
gauge on the control console.

In the open hydraulic system, the speeds of the motors (Part 4, Part 20) of the agitators of the
mixing tank and the displacement tank are controlled between 0~300RPM by the choke valve c
(Part 8) /w overflow valve on the control console. The set values for the overflow valves in the
agitating systems of the metering tank and mixing tub are set separately as 21MPa and 11.5MPa.

Actions of the dry cement oil cylinder and the clear water cylinder are manually controlled by the
manual direction-changing valve (Part 9) c/w overflow valve or automatically controlled by the
computer system via the solenoid valve (Part 10). The overflow pressure of the manual valve is
set as 5MPa. The working oil pressure is displayed by the pressure gauge on the instrument
console.

When the oil return filter is dirty, the flow rate will drop or fluctuate. The filter indicator should be
observed at ordinary times and changed every three months according to experience or working.

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SN Qty Description
Hydraulic System Assembly
0001 1.0000 Hyd. Oil Tank Assy.
0002 3.0000 Variable Displacement Oil Pump Installation Assy.
0003 1.0000 Variable Displacement Oil Pump Installation Assy.
0004 2.0000 Agitating Oil Pump Assy.
0005 1.0000 Control Oil Pump Assy.
0006 1.0000 Pressure Releasing Valve Installation Assy.
0007 1.0000 Filter Assy.
0008 3.0000 Motor Speed Regulating Valve and Adapter Assy.
0009 1.0000 Two-Combination Manual Valve Adaptor Asst.
Proportional Electro-Hydraulic Valve Adaptor Assy.
0010 1.0000
(Two-Combination)
0011 1.0000 Hydraulic Oil Cooling Fan Installation Assy.
0012 1.0000 Adaptor Body Assy.
0013 2.0000 5x6 Centrifugal Pump Motor Assy.
0014 2.0000 4x3 Centrifugal Pump Motor Assy.
0015 1.0000 Cement Valve Cylinder Assy.
0016 1.0000 Water Valve Cylinder Assy.
0017 3.0000 Agitator Motor Adaptor Assy.
0018 1.0000 Averaging Agitator Motor Adaptor Assy.
0019 1.0000 Averaging Agitator Motor Adaptor Assy.
0020 1.0000 Agitator Oil Pump Assy.

Table 8-1 Main Parts List of the Hydraulic System

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8.3 TROUBLESHOOTING

When the hydraulic system is found not working normally, the operator should conduct an
inspection according to the following Table 8-2.

Trouble Symptom Remedies

The system cannot No oil or low oil level. Add oil and check for leakage.
work. Wrong oil added in the system. Change oil.
Filter is blocked. Change the filter element.
Oil line is not free. Check the line for extrusion, twist or
clog.
Pump cannot work. Check the pump drive for damage.
The system cannot Air in the system. Check the pump suction port for
work smoothly. leakage.
Low oil temperature. Warm up the system for a while.
Oil level is too low. Add oil.
The system works Engine speed is too low. Keep the engine speed above 1800RPM.
slowly. Oil is too cold. Warm up the system for a while.
Oil line is not free. Check the line for extrusion, twist or
clog.
Overheating Hydraulic oil bypassed through Check the system and relief valve
hydraulic oil relief valve pressure.
Low oil level Add oil.
Foaming Wrong oil Chang oil.
Low oil level, dirty oil or air Check leakage at the oil suction port.
leakage
Noise when working Low oil level, wrong oil or Change oil or add oil.
foaming
Filter screen blocked at the oil Clean the screen.
inlet

Table 8-2 Common Problems and Troubleshooting of the Hydraulic System

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Section 9
Air System
9.1 WORKING PRINCIPLE

Fig. 9-1 Schematic Diagram of the Air System

Item Qty PN Description

9 1 X04-01-786 Air dryer (24V), interface M22 X 1.5
13 1 X04-01-789 Recycle air cylinder
16 1 X04-04-917 Pressure Relief Valve
19 1 X04-01-487 Pressure Sequence Valve, 3-1/4"NPT F
28 1 X04-02-237 Air Reservoir Tank, 70L
29 1 B16-04-110 Dust Blower Gun Assy., c/w 4M hose
32 1 X04-00-647 Oil/Water Separator and Oil Fogger Component, 1/2"NPTF
60 1 X04-05-301 Electrically-Controlled Air Horn
61 26 V06-30-747 Two-Position and 4-Way Air Valve

Table 9-1 Main Parts List of the Air System

The air system consists of air reservoir tank, pressure relief valve, oil/water separator, and all
control valves. The air system pressure is 0.60.8MPa to provide power for engine startup &
shutdown, operations of butterfly valves and lubrication of centrifugal pumps and plunger pump
packings.

The air source for engine startup should meet the requirements of pressure of 0.7MPa and min.
flow rate of 14.3L/s.

The compressed air from the externally-connected air source first enters the air reservoir tank.
The function of the air reservoir tank is to resolve the contradiction between supply and demand
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aroused from extensive use of air in a short time and separate water and oil from the gas by
natural cooling at the same time. On its outlet, a safety valve with set pressure of 0.8MPa is
installed. The oil/water separator and oil fogger component on the side of the control box
separates the foreign objects, oil and water from the compressed air, atomizes the lube oil and
injects into the air flow, follows the compressed air to enter the locations requiring lubrication
leads to achieve the lubrication purposes. The compressed air, after treatment, is led to each
control valve to operate the related actuators.

9.2 OPERATIONS

Fig. 9-2 Oil/Water Separator and Oil Fogger Set

Fig. 9-2 Air Reservoir Tank

1. Disconnect the pressure relief switch in front of the oil/water separator.

2. Check reset of all control valves on the control console.
3. Connected the main air source and open the main air source ball valve.
4. Open the pressure relief switch.
5. Operate the butterfly valve controller on the metering tank to control ON & OFF operations of
the air-operated butterfly valves.

9.3 Repair and maintenance

1. The air tank should be conducted water drainage periodically. Water drainage should be done
thru ball valve for start and finish of each job. Also should be done for long-time suspension.

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Otherwisely, moisture will accompany the air flow to enter and rust each pneumatic element and
rust to the air tank as well. This will cause potential safety hazard.

2. The oil/water separator and atomized lubricator component should be frequently conducted
water drainage and oil adding. Also frequently inspect the oil for deterioration so as to guarantee
normal performance of pneumatic elements.

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Section 10
Lubrication System
10.1 BRIEF INTRODUCTION

This section only introduces lubrication of plunger pumps and centrifugal pumps. For lubrication
of other components, please refer to the related technical documents. Lubrication system of this
skid basically consists of lubrication of plunger pump power end, lubrication of plunger pump fluid
end and lubrication of centrifugal pump packings.

Lubrication of plunger pump power end mainly consists of oil pump, overflow valve, suction end
screen, filter, pressure gauge, temperature gauge, etc. For details of the power end lubrication,
please refer to the Operation Manual of TPH400 Plunger Pump.

The plunger pump fluid end and the centrifugal pump packing adopt an air-over-hydraulic type
lubrication system to provide continuous cooling & lubricating oil to the plunger pump packing
system and two centrifugal pump packings. Mainly consists of: Lube oil tank, pressure reducing
valve, switch, needle valve, check valve, ball valve and pipeline. Fig. 10-1 - Schematic Diagram
of the Power End Lubrication System. Table 10-1 Main Parts List. Fig. 10-2 Structural Photo.

Fig. 10-1 Schematic Diagram of the Fluid End Lubrication System

Part No. Item Qty Description

B01-05-150 Lubrication System
X04-00-652 0002 8 Check Valve, 1/4"NPTF
X04-04-586 0004 2 Pressure Gauge, 0-60PSI
X05-02-327 0006 2 1/4"NPT Full Bore Stainless Steel Ball Valve
X04-00-635 0007 8 Needle Valve, 2X1/4"NPTF
0008 2 Welding Tank Installation Assy. (38L)
X04-01-667 0016 2 3/8"NPT Full Bore Stainless Steel Ball Valve
X04-00-651 0017 2 Needle Valve, 2-3/8"NPTF
B13-05-271 0021 2 Main Oil Pipe Group Welding
X04-00-634 0024 2 Separation Ball Valve, 1/4"
X04-00-633 0025 2 Pressure Adjustment Valve, 1/4"NPTF
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Table 10-1 Main Parts List

5
2
6
3

Fig. 10-2 Packing Lube Oil Tank

Fig. 10-3 Centrifugal Pump Lube Line

Fig.10-4 Plunger Pump Lube Line

1. Packing Lube Oil Tank: Pressure vessel with capacity of 38L. Oil is #13 Double Curve EP Oil or
SAE 15W40 Oil.
2. Pressure Regulating Valve: PN# is X04-00-633. Used to drop the air source system pressure
to the pressure required by the packing lubrication, usually 0.3-0.4MPa (10-60 PSI).

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3. Pressure Release Switch: PN# X04-00-634. 1/4 pressure release ball valve.
4. Pressure gauge: PN# is X04-01-888. Used to indicate the pressure in the lube oil tank.
Indication range is 0-60 psi.
5. Ball Valve: Switch of the plunger pump packing lube pipeline. Used to open or close lube oil
in the pipeline.
6. Regulating Valve of Plunger Packing Lube Oil Volume: Two to regulate oil volume of plunger
pump packing lube oil. Another two to regulate oil volume of centrifugal pump packing lube
oil.
7. Cover and Dipstick: To indicate lube level in the tank. Caution: When add oil, the tank should
be pressure released.
8. Drain Valve (on the bottom of oil tank): Used to drain the foreign objects deposited in the
tank.
9. Check Valve: PN# is X04-00-652. Used to prevent the slurry from entering the lube pipeline
after leaking from the packing sealing.

10.2 Packing Lube System Operations

The air pressure required by the lubrication system is 0.3-0.4MPa. Therefore, before starting the
plunger pumps and centrifugal pumps, the air source switch (Part 3) must be firstly open.
Regulate and confirm the air pressure from the regulating valve (Part 2) to the air reservoir tank
(Part 1). When for initial use, the lube oil volume should be regulated. Steps are: Remove the oil
pipe to the plunger pump and centrifugal packings. Separately open the ball valve switch (Part 5)
and regulating needle valve (Part 6) on each pipeline. Observe lube oil flow rate for stable and
steady flow. Well connect the oil pipe line. For later works, you only need to open and close the
ball valve without repetition of the above-mentioned steps. After completion of job, you should
timely close ball valves on each line to avoid waste of lube oil. Before each cementing job, you
should check the lube oil volume. The lube oil volume should no less than 1/2 of the dipstick
marking.

Caution: When opening the packing lube oil tank to add oil, please first close the
pressure release ball valve on the air line to release pressure from the packing lube oil
tank. When the pressure gauge reading is 0, slowly open the lube oil tank. When
under pressure, the lube oil tank should not be opened.

10.3 Pump Power End Lube System

The pump power end lubrication system needs no operations. It will automatically cool down
through fan and radiator when temperature is up to a certain degree.

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Part No. Item Qty Description

B16-05-015 Lubrication System
X26-02-830 0001 5 Elbow
X26-02-852 0002 6 Straight Adaptor
X26-02-862 0003 2 Tee
X26-02-840 0004 2 Straight Adaptor
X26-22-313 0005 2 Elbow
X04-00-567 0006 2 Thermostat, 1 1/2"NPT
B01-13-502 0007 4 U Bolt, M12
X26-22-028 0008 2 Elbow
X04-00-730 0009 2 Check Valve, 1 1/2"NPT
X26-02-458 0010 2 Elbow, c/w Internal & External Threads
B13-05-261 0011 2 Nipple
X26-02-279 0012 2 Elbow
X26-02-836 0013 1 Straight Adaptor
X26-22-805 0014 2 90 Degree Elbow
X26-22-344 0015 1 45 Degree Elbow

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Section 11
Fluid Delivery System
11.1 DISPLACEMENTTANK

The displacement tank is a stainless steel structure with effective volume of 20bbls, consisting of
two compartments, each capacity is 10bbls. Within the tank, scale is provided. Min. metering unit
is 0.1 m3. Outside the tank, metering counters are provided with each group of 20 ea. The
discharge end of the displacement tank is connected with 6 butterfly valve and 6 pipeline to
guarantee the fluid flowing speed to the booster pump and plunger pump satisfy the system
requirements. The backflow and release pipeline is used to discharge the pressure fluid of the
triplex plunger pump into the displacement tank. The displacement tanks release pipe includes 3
overflow pipe and 4 release pipeline. These two pipelines are connected at the bottom to guide
to LH and RH sides of the metering tank for release of fluid from the above-mentioned two
compartments. The manifold is designed with clamps for easy removal and installation.

11.2 LOW PRESSURE PIPELINE

Fig.11-1 Flow Chart of the Low Pressure Manifold

The low pressure manifold system has the following features:

Rated working pressure of suction manifold is 1.2MPa (175psi).

The water centrifugal pump can suction fluid from externally or from the metering tank and
pump to the high energy mixer so as to provide required high pressure water for mixing.
The recirculating centrifugal pump can suction slurry from the mixing tank and pump most
part of slurry to the high energy mixer for secondary or more recirculation and at the same
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time another part of slurry enters the densitometer for real time inspection of the density.
The booster centrifugal pump can suction fluid from externally or from bottom of the
metering tank and pump to the suction end of the triplex plunger pump so as to guarantee
the triplex plunger pumps normal suction and increase of volumetric efficiency.
Thru opening or closing of the switch butterfly valve between the recirculating pump and the
booster pump, mutual switchover of two centrifugal pumps can be achieved under given
conditions.
The butterfly valves commonly used in the manifold adopt air control switches. Actuators are
centralized on the metering tank and mixing tank for easy operations. Stainless steel plate of
simplified flow chart c/w relative numbers is attached to the cover of the control cabinet.

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Section 12
Automatic Mixing System
12.1 MIXING SYSTEM

The mixing system is a high energy recirculating type. It mainly consists of high energy mixer,
cement valve, diffuser tub, mixing tank, agitator impeller, recirculating pump, booster pump and
water pump. The required high energy for mixing comes from water centrifugal pump and
recirculating centrifugal pump. Dry bulk cement goes to the cement valve with a rate controlled
by hand or controlled by computer. Water current injected by the high energy mixer at high
speed not only form a negative pressure to suction the dry cement, but also moisture the dry
bulk cement to the maximum extent. The recirculating pump is used to secondary or more
circulation for the slurry between the mixing tube and the injector. The diffuser tub is used to
remove gas in the initial mixed slurry and dust from the mixing tank. The 20bbl mixing tank
allows a certain holding time to fully and uniformly mix the slurry. The deep tank design can
ensure better pumping head to maximally reduce vortex and cavitation effects. The
hydraulically-driven agitator impellers can effectively increase high mixing energy to make the
slurry density more uniform.

Fig.12-1 Mixing Device

Fig.12-2 Adjusting Valve

1) Mixing tank: Effective volume is 8bbl, the place for mixing of slurry.
2) Agitator: Help to further mixing of the old and new slurry. Increase mixing energy.
3) High energy mixer (Injector for short): the device for initial mixing of slurry. The high
pressure clean water produced by the clean water centrifugal pump forms injected water
current in the injector. The negative pressure energy produced thereof suction and fully mix
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the dry bulk cement in the cement line. The slurry returned from the recirculating centrifugal
pump refills the mixer to complete secondary or more circulation. Adjustment of the clean
water rate for the mixer is controlled by the manual valve through the clean water cylinder.
4) Adjusting cylinder for clear water: Actuator for adjustment of the clear water rate. Manual
valve controlled.
5) Metering valve for dry bulk cement.
6) Main control valve for the recirculating pipeline: This valve is used to cut off the recirculating
slurry loop to the injector. This valve is a normally-open valve. When the booster pump cannot
work normally, close this valve. The recirculating pump is regarded as the booster pump. This
valve can be also used to clean the equipment or clean the slurry on the densitometer.
7) Diffuser tub: To remove the air in the dry bulk cement and maximally reduce the air content
in the slurry and remove the dust in the mixing tank under normal operating conditions.
8) Manual valve for adjustment of clear water: To adjust the clear water rate to the injector. Also
the controller for the clear water adjusting cylinder. Normally, max. clear water rate is 1.9
m3/min (500gal/min).
Note: Under normal conditions, adjustment of this valve cannot completely cut off the clean
water.
9) Manual valve for dry bulk cement: To adjust opening of the dry bulk cement and control dry
bulk cement volume under manual mode.
10) Speed regulating valve for mixing agitator: To regulate speed of the mixing agitator, normally
in the range of 0-300RPM.
11) Speed regulating valve for agitator in displacement tank: To regulate speed of the agitator in
the range of 0-300RPM.
12) Main control valve for clear water (not shown in the photo): 3 butterfly valve, normally-open
valve, PN# B10-07-010, used to completely cut off the clear water.

Fig.12-3 Dry Bulk Cement Valve Component

1) Metering valve for dry bulk cement (cement valve for short): The device to adjust delivery
volume of dry bulk cement. This valve can reliably meter the delivery volume of dry bulk
cement even when the delivery volume is relatively low. Dry bulk cement can avoid caking to
block the delivery line. The cement valve is of approximate linearity. When the delivery
pressure is at 0.17-0.21Mpa (25-30psi), the valve is positioned at 2-5 to guarantee the
system can work normally under general conditions. Usually, air pressure is related to the
cement line size, delivery distance and type of cement. If the dry bulk cement delivery system
pressure drops such as the air compressor for the dry bulk cement cannot meet the system
requirements, the cement valve should be further opened. When the cement valve is opened
to 80%, that means the dry bulk cement tank is almost empty or the delivery line is blocked
or the air compressor pressure is insufficient. At this time, slurry rate should be decreased.
The cement valve should not be wet or flushed with clean water during the mixing process.
2) Double acting cylinder: PN# X00-00-483, the actuator for adjustment of opening of the
cement valve. Either manually controlled by the manual valve or automatically controlled by
the computer system thru solenoid valve.
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3) Delivery hose size for dry bulk cement: 5

4) Main control valve for dry bulk cement: PN# F32-29-887, 5 butterfly valve. Acts as switch of
the dry bulk cement delivery line. When to start job, slowly open this valve to reduce pressure
impact at the initial. Wait for stable flow of the dry bulk cement. Open this valve completely to
use the proportional cement valve to control the delivery volume of the dry bulk cement.
5) Breather valve: PN# X02-00-158. When the vacuum degree in the cement valve is relatively
high, this valve will be automatically opened to intake air to prevent water dripping in the
mixer from entering the cement valve to cause condensation.
6) Dial: To indicate current opening of the cement valve. The range is 0-10.
7) Encoder: Transducer to measure opening position of the cement valve. To transmit collected
signals to the computer control system.
8) Needle valve: 1/4"needle valve, to control operation flexibility of the cement valve cylinder. If
action of the cement valve cylinder is too sensitive, this valve can be suitably closed to reduce
the hydraulic oil rate to this valve.

12.2 CLEAR WATER CENTRIFUGAL PUMP

z
Model: SERVA 4x3
Suction manifold size: 101.6mm (4in.)
Discharge manifold size: 76.2 (3in.)
Displacement at 110psi: 1.65 m3/min (10.4bpm)
Max. pressure: 1.17MPa (170PSI)
For details of technical parameters, operation, repair and maintenance of the 4x3 clean water
centrifugal pump, please refer to the Manual provided at shipment of equipment.

12.3 RECIRCULATING CENTRIFUGAL PUMP

Model: SERVA RA56

Suction manifold size: 152mm (6in.)
Discharge manifold size: 127mm (5in.)
Max. displacement at 64psi: 3.7 m3/min (23bpm)
Max. pressure: 0.49MPa70PSI

12.4 BOOSTER CENTRIFUGAL PUMP

Model: SERVA RA56

Suction inlet: 152mm (6in.)
Discharge outlet: 127mm (5in.)
Displacement at 64psi: 3.7 m3/min (23bpm)
Max. pressure: 0.49MPa (70psi)

Fig.12.4 Recirculating Centrifugal Pump Fig.12.5 Booster Centrifugal Pump

For details of technical parameters, operation, repair and maintenance of the 5x6 centrifugal
pump, please refer to the Operation Manual --A08010410C provided at shipment of equipment.
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1) Drain valve: Used to drain residual fluid in the pump after completion of job. If still have fluid,
it will possibly damage the pump. Especially in winter the residual fluid will be frozen to
damage the pump housing. Therefore at this period, this valve should be kept open.
2) RA56 recirculating pump: An oilfiled special-purpose centrifugal pump with features of simple
construction, light weight, and economic and practical use.
3) Packing lubrication line and check valve: Before operations, the lube oil switch must be opened
before operations and close after completion of operations to avoid pollution and waste caused
by leakage of the packing.
4) Bearing lubrication: At both ends of the bearing cartridge, grease fittings are installed. The
bearing should be regularly greased according to the job time and job temperature. Usually,
every three months, the bearing catridge should be filled with grease by using a grease gun.

Note: Under general conditions, the recirculating centrifugal pump and the booster centrifugal
pump are used as special pumps. When one of these two pumps has a problem, the other one can
be used as substitution or one pump can be used to complete tasks of two pumps.

12.5 SJS-ACM SYSTEM

This section only briefly introduces the ACM-IV.1 automatic density control mixing system. For
details, please refer to the Operation Manual of ACM-IV.1.

The ACM-IV.1 automatic density control mixing system is the most advanced computerized
automatic density control system. The system can perform real-time adjustment according to the
changes slurry set density, dry bulk cement supply capability, water supply conditions and slurry
displacement to ensure the slurrys stable density.

Max. mixing capacity: 2.3 m3/min (2--14.4bpm)

Slurry density: 1.3-2.5g /cm3(10.8-21PPG)
Slurry density tolerance: 0.02g/cm3(0.17PPG)
Densitometer: 3 Micro Motion Non Radioactive Densitometer

12.5.1 Working principle of the automatic mixing system

Fig.12-6 Schematic and Flow Chart of the ACM-IV.1 System

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Fig.11-5 is the schematic and flow chart of the automatic mixing system. The dry bulk cement
enters the high energy mixer thru the cement tank with volume controlled by eccentric type
cement valve. Clear water enters the mixer thru the injector pump with volume metered by the
metering gauge. The clear water cylinder is either manually or automatically controlled.

12.5.2 Automatic density control

The control system responds to three possible changes during the job: water rate, density, and
cement bulk delivery. The water flow meter measures the water rate and provides feedback to the
controller. Then the controller uses this data to set control gain values and the cement metering
valve nominal operating position. The result is that for whatever reasons the water rate changes,
the cement metering valve will be repositioned appropriately without waiting for the density
change. The controller takes density readings every second and PID algorithm uses the data
along with water rate to adjust the opening of the cement metering valve. PID coefficients vary
with throughput rate and tub volume. Usually operators like to change the set density so that they
can thicken the slurry at the tail end of the mixing. In this case, the controller calculates the new
valve position based on the current calibration, the new density and water rate. The new valve
position is not based primarily on an error signal but a known go-to position. Once it reaches
that position and still there is some error, then the PID control takes over. This error is normally
minimal. Position corrections of the cement metering valve can also be required due to irregular
and/or declining bulk cement delivery from the bulk supply. The ACM continually calculates the
actual calibration value of the valve, which is the amount of cement being delivered by the valve
at its current position. With the updated calibration and the known amount of cement required for
preset density (calculated by the ACM microprocessor) and slurry rate, the cement valve again is
driven to a go-to position.

12.5.3 Automatic tub level control

The tub level system was designed to make the operators job easier. The operator presets the
desired tub level system before starting the job (normally, once the level has been set, it should
not need to be changed). The job should be started with the tub level system in manual operation.
Once the job has started and the tub level has reached close to the set point (desired level), then
the operator turns on the automatic tub level with the separate switch. The automatic tub level
can be switch back and forth between manual and automatic during the job. Normally it should be
left auto. When all the cement has been mixed, the tub level should be turned man so that the
remaining slurry in the tub can be pumped away without the system trying to add more water to
maintain the tub level.

12.5.4 Control function simulation

The controller can be placed in a simulation mode, which is useful for operator training and
system functional verification. This mode allows the operator to control the complete system as
if he were doing a cement job but without cement. This quality training is available for each
cementer without added expense. It will help insure that operators are qualified and confident in
operating the system for an actual job. In the training mode, the operator would circulate water
through the mixer without mixing cement. The operator can adjust the cement metering valve
manually or have the ACM system control it automatically. The controller reads the valve position
and calculates an assumed bulk flow based on a microprocessor stored curve.

The controller calculates the theoretical real-time density that would have been mixed in the tub
if cement had been used. This simulation takes into account the mix water flow (job throughput
rate), tub volume, water density, and dry bulk cement absolute density. The systems functional
verification works the same as when the controller is in the training mode. All lines, cables, flow
meter, hydraulic system, feedback system and controller are tested during the simulation.

The microprocessor is capable of recording a group of job data every 1 second and storing for
300hrs. All these data can be downloaded thru the computer network interface.
On the tank, corresponding numbers as provided.
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Section 13
High Pressure Manifold
The high pressure manifold mainly consists of 2" plug valves, 2"1" plug valves, 2" safety valves,
pressure transducers, high pressure straight pipes, high pressure swivel joints and high pressure
tees. All threads are 1502 integral union connections.

High pressure fluid from the plunger pump is connected the wellsite manifold through H type
manifold. An overpressure protection device is provided to avoid danger from high pressure. High
pressure fluid is released by manually-controlled 2" 1" plug valve through the pressure release
pipeline.

Discharge manifold adopts integral union connection.

Discharge manifold is configured with five 2" Fig.1502 integral union type plug valves.
Discharge manifold is configured with backflow pressure release pipeline which is connected
to the metering tank at its discharge port. This pressure release pipeline is controlled by two
2" 1" 1502 plug valves.
The pressure of the manifolds is measured by the pressure sensor and pressure gauge with
range of 0-105MPa.
Rated pressure of all manifolds and valves is 15000PSI (105 MPa).

Fig. 13-1 High Pressure Manifold

1. Electronic Pressure Transducer: PN# is X00-06-200. Used to measure the fluid pressure of
the plunger pump discharge end. The measured electronical signal is transmitted to the
computer system.
2. Mechanical Pressure Gauge: PN# is X04-04-927. Used to measure the fluid pressure of the

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plunger pump discharge end and transmit the pressure to the M/D gauge on the console.
3. Relief Valve: PN# is X05-91-628. Pressure set as working pressure of 2 plunger pumps and
calibration
Release valve: 2" 1" plug valve, PN# is X05-91-602, release the plunger pump pressure to
the measuring tank.

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Section 14
Electric System
14.1 POWER SUPPLY CIRCUIT

The whole electric system working pressure is 24V DC.

Power supply to the electric system is from the external AC power. You can use the power switch
to select your required power supply.

Switch Power Box

Due to heat generated in the use of the power switch, you can feel hot on the power packaged
enclosure. This is normal and does not affect the use. After completion of using the equipment,
we recommend that you should cut off the circuit breaker in the distribution box and pull off the
power plug when the external AC power starts to supply power to avoid damage to the switch
power for no load status of no output for long time.

NOTE:1) Disconnect the DC power supply after using the equipment, that is to switch off the
battery switch on the side of battery to avoid low voltage power-lack for the battery for no load
status for long time. 2) Periodically start the engine to recharge the battery.

14.2 AUTOMATIC DENSITY CONTROL CIRCUIT

Automatic density control circuit apparatus includes: water flowmeter, cement valve position
sensor, water valve position sensor, densitometer, cement valve solenoid valve, water valve
solenoid valve control, liquid indicator, high/low liquid level warning device, pressure sensor.

I water metering

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Water flow is measured by the flowmeter and the water flow signal is then transmitted to
computer.
The flowmeter is a turbine flowmeter, the water flows through the flowmeter to drive the turbine
to rotate. Turbine blades rotate to cut the sensor magnetic field to produce a electric pulse
signal. The computer can obtain the current water flow value through collecting this pulse
signal.

II Cement /water valve position measuring

The current cement valve open is turned into electrical signal through valve position sensor to
be transmitted to the computer, and then the ideal valve open is calculated by the computer
through real-time computing.

III. Cement /water valve solenoid valve

The solenoid valve is a electronic control hydraulic valve and receives the control signal from the
computer to control the hydraulic pressure direction of the two-way cylinder which drives the
cement valve to rotate to achieve the computer to control the cement valve open. The
proportional electromagnetic has the function of fine adjustment and accuracy control for valve
position.

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IV. Densitometer

Density transmitter Density sensor

F300 densitometer is comprised of two parts: density sensor and density transmitter (also
known as secondary instrument)
The densitometer is mounted on the mixing secondary recirculating pipeline, the real-time
density signal detected by the densitometer is transmitted to the density transmitter, and then
the density transmitter displays the current density and turns the signal from the density sensor
to the signal which can be recognized by computer and transmits this signal to computer.

V. Liquid indicator

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The liquid indicator is a guided wave rod radar liquid indicator, the radar guided wave rod dips
into the tank, after sensing the level, transmits the 4-20mA analog signal to the computer and
then to be displayed.
Radar liquid indicator transmits the signal through a metal rod. It is not easy to be interfered by
foaming; it is with stable performance, accuracy measurement, and strong anti-interference
capacity.
The metal rod on the radar liquid indicator must be cleaned after job. When there is thicker
cement cladding on the metal rod after several jobs, you can scrap the cement with abrasive
paper and related tools.
VI. High/low liquid level warning device

Float drain liquid level switch alarm light

Two liquid level switches are mounted in the measuring tank, when the level in the tank is
higher/lower than the set level, the liquid switches will output signal, two alarm lights are
installed on the LH and RH sides of the tank, when a red flashing appears on the light, it
indicates a lower level in the tank. When an orange flashing appears on the light, it indicates a
higher level in the tank.

VII. Pressure sensor

An electron pressure sensor is mounted on the plunger pump discharge high pressure manifolds
with a range of 105Mpa. This pressure sensor can be calibrated through computer.

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14.3 control cabinet
The control cabinet is of stainless steel materials. The operation panel is made up of the upper
panel and the lower panel, distributions on the upper panel are: electric instrument and 10inch
auto mixing display operating screen, distributions on the lower panel are: pressure display
instrument and air-operated valve and electric switch elements.

The upper panel:

1 2 3

5 6 7 8 9 10 11 12 13

SN Part No. Description Function

1 X04-08-597 Pressure Gauge To indicate transmission lube oil pressure.
2 X04-06-316 Composite Gauge To indicate engine operating parameters.
3 X04-03-711 Temperature To indicate transmission lube oil temperature.
Gauge
4 V06-43-568 Switch Main power switch
5 X04-08-184 Pressure Gauge To indicate air pressure of the air-operated system.
6 X04-08-190 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the agitator of the mixing tank.
7 X04-08-190 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the agitator of the measuring tank.
8 X04-01-844 Temperature To indicate oil temperature in the hyd. oil tank.
Gauge
9 X04-08-191 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the water centrifugal pump.

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10 X04-08-191 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the recirculating centrifugal pump.
11 X04-08-191 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the booster centrifugal pump.
12 X04-08-191 Pressure Gauge To indicate working pressure of the hydraulic circuit of
the backup water centrifugal pump.
13 X04-00-548 Combination Valve To control speed of clear water, recirculating and
booster centrifugal pumps.

The lower panel:

1 2 3

6 7 8 9 10 11 12

SN Part No. Description Function

1 Lens:X04-00-602 Alarm To indicate fault alarm of the engine.
Bulb:X04-02-099 Indicator(red)
Holer:X04-00-600
2 Lens:X04-00-601 Alarm To indicate locking status of the transmission.
Bulb:X04-02-099 Indicator(green)
Holder:X04-00-600
3 X04-00-606 Air valve To control the butterfly valve switch.
4 X04-06-137 Gear Shifter To indicate gear shifting of the transmission.
5 X04-08-279 Pressure Gauge To indicate lube oil pressure of the triplex
plunger pump.
6 X04-08-313 Temperature To indicate lube oil temperature of triplex
gauge plunger pump.
7 X04-00-561 Air Valve To control the air horn.
8 X04-08-190 Pressure Gauge To indicate working pressure of the hydraulic
circuit of the agitator in the averaging tank.

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9 X04-08-189 Pressure Gauge To indicate working pressure of the hydraulic
circuit of the cooling fan.
10 X00-01-755 Switch To control shutdown of inlet valve of the
engine.
11 X04-01-239 Key Switch To control startup and shutdown of the engine.
X04-01-240
12 X04-09-672 Throttle To control speed of the engine.

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14.4 Electric wring diagram

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14.5 GUIDELINE FOR TROUBLESHOOTING

14.5.1 SYMPTOM: INACCURATE DISPLAY OF DENSITY

Flow Chart of Diagnosis

Inaccurate display of density

Check the Density Calibration screen to see

whether each parameter is correct or not.

No

Yes Input correct data.

Check the density current value.

(Pls keep the air in the densitometer
transducer.)

About 4 mA More than 4.2 mA

Pls check the indicator status below the transducer: Pls check the densitometer
Normal: The indicator flashes 1 time per minute. transducer for any cement
Alarm: The indicator flashes 4 times per minute. cake.

If in the alarm status Yes

Cut off the power: Pls check connection of

the communication line between the sensor Remove the
and the transducer is OK or not. blocking object.

Try again with power ON

If the display value is still inaccurate, pls contact us.

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14.5.2 SYMPTOM: VERY UNSTABLE READING OF THE DENSITY DISPLAY VALUE

Flow Chart of Diagnosis

Very unstable reading of the density display value

Check the mixing tub Poor mixing effect causes Poor supply capability
for large amount of the water-over-cement of dry bulk cement.
bubbles to cause air status in the sensor.
pocket in the sensor.

Remove bubbles. Check and resolve the Improve the supply

causes affecting the capability.
decrease of mixing
capability.

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14.5.3 TROUBLESHOOTING OF VALVE POSITIONS AND CEMENT METERING VALVE

1. Symptom: after startup, the dry bulk cement metering valve is turned to one side
and then stopped. At the same time, manual mode and auto mode are out of
operation.

Flow Chart of Diagnosis

After startup, the dry bulk cement metering valve is turned to one side
and then stopped. At the same time, manual mode and auto mode are
out of operation.

Check the Valve Position Calibration screen. Press the Calibration

key to enter the Valve Position Calibration screen. Then check the
Manual mode for operation.

Yes

Check the voltage value in the upper left corner is increased or

not with increase of opening of the valve position.

Yes

Change over the oil lines of the double acting cylinder

of the cement valve.
No

Re-calibrate

Note: To avoid such problem to happen, we recommend the user should make a marking
before remove the oil lines and periodically change hydraulic oil. In the cold season, you
should conduct simulates running of the cement valve to avoid the hydraulic oil becomes
thickened. Such thickened oil plus slight blocking of the solenoid valve will cause the job
failure.

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14.5.4. Symptom: After startup, the manual mode and the auto mode are out of
operation.

Flow Chart of Diagnosis

After startup, the manual mode and the auto mode are out of operation.

Check the needle valve on the double

acting cylinder whether it is opened or not.

Yes No

Check the oil pressure is Open the needle valve to the

normal or not. appropriate position.

Yes No

Clean the manual Adjust the oil pressure to the

direction-changing valve, the normal value thru the
oil line and the solenoid valve. overflow valve. OK or not.

OK No

Recalibrate the dry bulk

cement metering valve.

Check the overflow valve is OK or not.

OK No

Check the related pumps Change the overflow valve.

are normal or not.

OK No

Check the hydraulic oil and filter Change the oil pump.
element are dirty or not.

Yes

Change the hydraulic oil and filter element.

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14.5.5. Symptom: Whatever degree the dry bulk cement metering valve is opened, the
displayed value is always 0% or 100%.

Flow Chart of Diagnosis

Whatever degree the dry bulk cement metering valve is opened, the
displayed value is always 0% or 100%.

Check the connection of the encoder is OK or

not.

OK No

Check the encoder is loose or not. Well connect it.

Yes

No Well fix the encoder.

Check the voltage is normal or

not.
Note: V (1, 3) = 5 VDC

Yes No

Check the encoder is normal or not.

Note: Resistors 1~3 is10k.
2
1 (5VDC) 3 (GND)

No
Pls contact us.

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14.5.6 TROUBLESHOOTING OF CLEAR WATER SIGNALS

Symptom: No display of the clear water.

Flow Chart of Diagnosis

No display of the clear water.

Check the factor in the Clear Water

Calibration screen is correct or not.

Yes No

Check the connection of the related cable Input the correct factor.
and the plug is OK or not.

Yes

Check the metering gauge for foreign object.

No

Pls contact us.

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14.5.7. Symptom: Indication of the clear water rate, but no real rate passes through the
metering gauge.

Flow Chart of Diagnosis

Indication of the clear water rate, but no real rate passes

through the metering gauge.

Check the procedure is run under the

simulation mode or not.

No Yes

Check the gap between the Cancel the simulation and return
electro-magnetic sensor and the flow back to the normal status.
meter is too small.

Yes No
Adjust the distance to the Pls contact us.
appropriate position.

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14.5.8 TROUBLESHOOTING OF THE RADAR TUB LEVEL SIGNALS

Check the sensor is normal to supply

power or not.
No

Re-connect the line.

Yes

Check the LCD screen of the sensor

has the display or not. No

The sensor is damaged.

Yes Contact the manufacturer.

Check the connection of the sensor No

to the computer is OK or not.

Re-connect the line.

Yes

Check the tub level calibration value

is input or not. No

Correctly input the

calibration value.
Pls contact the manufacturer.

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14.5.9. Symptom: Incorrect display value.

Check the wave guide rod has water or

other deposited object.
Yes

No
Clean the detector head.

Check the tank has water fog or

bubble.

No

Check the calibration value in the

calibration screen is correct or not. Yes

Reduce water fog and

No bubble as possible

Pls contact the manufacturer.

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