Refer to the "OEM Service Manual" for additional information.
Refer to the "OEM Service Manual" for additional information.
The power end lubrication system provides lubrication for the quintuplex pump crankshaft and the quintuplex pump crossheads. The power end lubrication system is driven by a hydraulic pump that is mounted on the auxiliary drive for the transmission. The power end lubrication system is active when the deck engine is operating. A
Overpressure relief valves are at the thermostatic valve outlet to the cooler inlet (set to 160 psi) and at the supply pressure connection on the rear face of the stimulation pump.
The fluid end lubrication system provides lubrication for the packing for the quintuplex pump. The lubrication system is an air over the top of oil type. The system is driven by air pressure. The lubrication reservoir is an ASME coded carbon steel pressure vessel that is registered with the National Board. The lubrication reservoir has a
The lubrication system includes the following components:
- Solenoid valve
- Pressure regulator
- Flow divider valve
- Flow control valve
- Check valves
- Relief valve
- Liquid filled pressure gauge
- Steel catch tank
The steel catch tank has a drain valve on the bottom of the tank. The lube system is off when the driveline brake is on. The oil drain is located under the quintuplex pump pistons. Oil drains into a steel catch tank that is located between the rear tires on the curb side of the trailer. The steel catch tank should be drained regularly. For information on the proper lubricant to use, see this Operation and Maintenance Manual, "Plate Locations and Film Locations".
The SPF743 Trailer Mounted Pumper is equipped with an internal suction damper (ISD) to reduce pulsation in the fluid end and the discharge lines. The stabilizer is installed at the forward end of the suction piping. The stabilizer must be charged and maintained. The internal suction damper is charged to
The ISD is supplied air from the compressed air tank on the trailer underneath the engine. An ISD air control group is on the roadside transmission cradle bracket. The instrumentation includes a supply pressure regulator, supply pressure gauge, ball valve for opening/closing flow to the ISD, and ISD charge pressure gauge. The ISD is trickle charged through an in-line damper.
The power take-off (PTO) and hydraulic pump that provides the power for this system is not located on the trailer in the standard configuration. The PTO and hydraulic pump are located on the supplier provided tractor. The trailer side hydraulic system connects to the tractor side hydraulic system via quick disconnect couplings located at the front of the trailer.
The hydraulic starter system consists of a hydraulic starting motor that is driven by a hydraulic pump. The hydraulic pump is driven by the power take-off for the transmission. A solenoid valve is used to direct oil to the hydraulic starting motor when the engine start switch is engaged. A manual override knob is included in the solenoid valve to provide a means to override the starter hydraulic controls.
The cooling systems on the SPF743 Trailer Mounted Pumper consist of the following cooling circuits:
- The transmission oil is cooled by a jacket water heat exchanger that is mounted on the right side of the engine. The box style cooling package is equipped with two horizontal fans. The fans draw cooling air flow across the heat exchangers mounted to all 4 vertical walls of the radiator. The fan speed is variable controlled by the engine health monitoring system, intended to regulate the CAC out air temperature between 40 - 50 C, and the engine coolant temperature between 92 - 99 C. Hydraulic flow to the fixed displacement fan motors is provided by a variable displacement fan pump. The variable displacement fan pump is mounted to the front of the engine and coupled via direct drive to the engine crankshaft. The fan pump displacement is adjusted via an engine control current PWM signal. The PWM signal is sent to a current-driven solenoid control valve. The closed-loop control includes a feedback signal from the rear cooling fan motor to the engine controller. The fan hydraulic oil circuit incorporates a thermostatic control valve set to 135F, located in the motor return lines immediately downstream of the dual filters.
- The quintuplex pump power end lubrication circuit is cooled by an air to oil heat exchanger that is mounted inside the cube style radiator.
- The fuel for the deck engine is cooled by a heat exchanger that is mounted inside the cube style radiator.
- Use of an air to oil heat exchanger that is mounted inside the cube style radiator cools the hydraulic fan drive circuit.
Air-to-Air Aftercooler (ATAAC) - The inlet air is cooled after the inlet air passes through the turbocharger. The inlet air for each bank of turbochargers is passed through separate charge air coolers (heat exchangers) in parallel that use ambient air for cooling. The inlet air that has been cooled then combines and advances to the engine air inlet manifold.
Electrical Controls and Gauge Panel
The pumper is equipped with both 12 and 24 volt main power supply circuits. An engine-mounted 80 amp alternator maintains battery charge during operation. A power equalizer is used to balance the 12 and 24 V loads across the batteries. A receptacle is provided on the battery box to allow jumping of the batteries from a nearby pumper in the event of low battery voltage.
The gauge panel is located next to the main junction box. The gauge panel provides gauge readings of temperature and system pressure.
The main junction box is the junction point for the following components: deck engine, deck transmission, and sensors. The main junction box also houses the electrical controls for the pumping unit, used to control the following functions: deck engine start/stop and speed, deck transmission gear selection, and emergency shutdown.