(design level a) - johnson controls

MODEL YG(DESIGN LEVEL A)

NOMENCLATURE

The model number denotes the following characteristics of the unit:

YG NB NB G4 - G3408 A

Model Design Level

Cooler Gas Engine Drive Package

Condenser Power Supply – for 60 Hz

Compressor

FORM 2 & FORM 7 SHIPMENT

INSTALLA TION INSTRUCTIONS

MILLENNIUMGAS-ENGINE-DRIVE CHILLERS

Supersedes: 160.60-N1 (895) Form 160.60-N1 (697)

TM

27704A

mMetric Conversions

2 YORK INTERNATIONAL

FIG. 1 – MODEL YG GAS ENGINE DRIVE CHILLER

27704A

GAS ENGINE

DISCHARGELINE

SUCTIONLINE

COOLER

ENGINE CONTROLPANEL

YORK MICROCOMPUTERCONTROL PANEL

COMPRESSOR

AC DISTRIBUTIONPANEL

OIL SUMP

CONDENSER

ENGINECOOLING HEATEXCHANGER

FORM 160.60-N1

YORK INTERNATIONAL 3

DIMENSIONS ............................................................................................................. 4

WEIGHTS ................................................................................................................... 14

INSTALLATION RESPONSIBILITIES ................................................................................ 15

INTRODUCTION ................................................................................................................ 18

GENERAL .................................................................................................................. 18

INSPECTION - DAMAGE - SHORTAGE .................................................................... 18

LONG TERM STORAGE & EQUIPMENT & PANELS ................................................ 18

UNIT DATA PLATES ................................................................................................... 18

RIGGING .................................................................................................................... 18

LOCATION.................................................................................................................. 20

FOUNDATION ............................................................................................................ 20

CLEARANCES ........................................................................................................... 20

FORM 7 SHIPMENT .................................................................................................. 21

LEVELING / MOUNTING ISOLATORS ...................................................................... 21

COMBUSTION AIR REQUIREMENTS ...................................................................... 21

ENGINE ROOM VENTILATION ................................................................................. 22

DRIVELINE ......................................................................................................................... 24

EXHAUST SYSTEM ................................................................................................... 24

CRANKCASE VENTILATION ..................................................................................... 27

STARTING SYSTEMS ................................................................................................ 30

COMPRESSOR CLUTCH .......................................................................................... 30

COOLING SYSTEMS ................................................................................................. 30

PIPING ....................................................................................................................... 31

ALIGNMENT............................................................................................................... 31

SHELL PACKAGE .............................................................................................................. 32

SUCTION AND DISCHARGE PIPING ....................................................................... 33

WATER AND REFRIGERANT RELIEF PIPING ......................................................... 33

COOLER AND CONDENSER WATER PIPING ......................................................... 33

REFRIGERANT RELIEF PIPING ............................................................................... 36

OIL RETURN LINE & REFRIG. SUP. LINE TO COMPR. SPRAY HEAD ................... 37

SOUND ENCLOSURE ........................................................................................................ 38

POWER AND CONTROL WIRING ..................................................................................... 39

POWER WIRING ........................................................................................................ 39

CONTROL WIRING .................................................................................................... 40

PRESSURE / LEAK CHECK ...................................................................................... 41

INSULATION ...................................................................................................................... 43

SERVICE DURING WARRANTY ........................................................................................ 45

REPORTING PROBLEMS.......................................................................................... 45

SERVICE CALL INFORMATION FORM..................................................................... 47

START-UP INFORMATION FORM ............................................................................. 49

CHILLER LOG SHEETS............................................................................................. 51

TABLE OF CONTENTSPAGE


FIG. 2 – STANDARD DIMENSIONS – 3400 SERIES ENGINES

LD00760

FORM 160.60-N1


G3408 ENGINE(STANDARD)

NOTES: 1. All dimensions are approximate. Certified drawings available upon request.2. Overall length of shells is dependent on connection location and pass arrangement. See Product Drawing, Form 160.60-PA1.

COOLER – CONDENSER CODE

DIM. L-L M-M N-N P-P Q-Q

G4, H0 & H1 COMPRESSOR

A 15'–6-1/4" 15'–7-5/8" 16'–3-1/4" 16'–11-3/4" 17'–7-1/4"

B 7'–9-7/8" 7'–10" 7'–9-7/8" 7'–10" 8'–0-1/8"C 6'–11-1/2" 7'–2-3/4" 6'–11-1/2" 7'–2-3/4" 7'–2-3/4"D 6'–5" 6'–6" 7'–2" 7'–8-1/2" 8'–4"

E 15'–3" 15'–1-1/4" 15'–3" 15'–1-1/4" 15'–2"F 5'–9-3/8" 5'–10-5/8" 5'–9-3/8" 5'–10-5/8" 5'–10-5/8"G 0'–9-3/4" 0'–9-3/4" 0'–9-3/4" 0'–9-3/4" 0'–9-3/4"

H 2'–1-1/2" 1'–8-3/4" 2'–1-1/2" 1'–8-3/4" 1'–8-3/4"I 2'–7" 2'–8-1/4" 2'–7" 2'–8-1/4" 2'–8-1/4"J 2'–0-5/8" 2'–10" 2'–0-5/8" 2'–10" 2'–10"

K 2'–6-5/8" 2'–3" 2'–6-5/8" 2'–3" 2'–3"L 3'–4-7/8" 3'–2-1/4" 3'–4-7/8" 3'–2-1/4" 3'–2-1/4"M 3'–0" 3'–0" 3'–0" 2'–4" 2'–4"

N 1'–8-1/2" 1'–9-1/2" 2'–0" 2'–1-1/4" 2'–3"P 1'–6" 1'–5-1/2" 1'–7" 1'–9" 1'–11"Q 2'–8-5/8" 2'–11" 2'–8-5/8" 2'–11" 2'–11"

R 7'–1-3/4" 7'–2-1/4" 7'–1-3/4" 7'–2-1/4" 7'–2-1/4"

G3412 ENGINE(STANDARD)


DIM. N-N P-P Q-Q N-N P-P Q-Q

H1 COMPRESSOR H2 & H3 COMPRESSOR

A 16'–5-5/8" 17'–0-1/8" 17'–7-5/8"B 8'–3-3/4" 8'–3-3/4" 8'–1"

C 7'–1-3/4" 7'–1-3/4" 7'–1-3/4"D 7'–2" 7'–8-1/2" 8'–4"E 16'–5-1/2" 16'–5-1/2" 16'–5-1/2"

F 6'–11-1/4" 6'–11-3/8" 6'–11-3/8"G 0'–10-1/8" 0'–8" 0'–10-1/8"H 2'–1-1/2" 2'–1-1/2" 2'–1-1/2"

I 2'–7" 2'–7" 2'–7"J 2'–0-5/8" 2'–0-5/8" 2'–0-5/8"K 2'–6-5/8" 2'–6-5/8" 2'–6-5/8"

L 3'–4-7/8" 3'–4-7/8" 3'–4-7/8"M 3'–0" 2'–4" 2'–5"N 2'–0" 2'–1-1/4" 2'–3"

P 1'–7" 1'–9" 1'–11"Q 2'–11" 2'–11" 2'–8-5/8"R 7'–1-3/4" 7'–1-3/4" 7'–1-3/4"


FIG. 2A – METRIC DIMENSIONS – 3400 SERIES ENGINES

LD00760

FORM 160.60-N1



G3408 ENGINE(mm)


DIM. L-L M-M N-N P-P Q-Q

G4, H0 & H1 COMPRESSOR

A 4731 4766 4959 5175 5366B 2384 2388 2384 2388 2623C 2121 2203 2121 2203 2203

D 1956 1981 2184 2350 2540E 4648 4604 4648 4604 4623F 1762 1794 1762 1794 1794

G 248 248 248 248 248H 648 527 648 527 527I 787 819 787 819 819

J 768 864 625 864 864K 778 686 778 686 686L 1038 972 1038 972 972

M 914 914 914 711 711N 521 546 610 641 686P 457 445 483 533 584

Q 829 889 829 889 889R 2178 2191 2178 2191 2191

G3412 ENGINE(mm)


DIM. N-N P-P Q-Q N-N P-P Q-Q

H1 COMPRESSOR H2 & H3 COMPRESSOR

A 5020 5185 5375

B 2534 2534 2464C 2178 2178 2178D 2184 2350 2540

E 5017 5017 5017F 2115 2118 2118G 257 203 257

H 648 648 648I 787 787 787J 768 768 768

K 778 778 778L 1038 1038 1038M 914 711 737

N 610 641 686P 483 533 584Q 889 889 829

R 2178 2178 2178


FIG. 3 – STANDARD DIMENSIONS – 3500 SERIES ENGINES

LD00761

FORM 160.60-N1



G3512 ENGINE

(STANDARD)


DIM. Q-Q R-R S-S

J1 & J2 COMPRESSOR

A 19'–8-1/4" 20'–11-1/2" 21'–9-1/2"B 8'–11-3/4" 9'–4" 9'–10-3/4"C 8'–7" 8'–7" 8'–7"

D 8'–2-1/2" 9'–7" 10'–5"E 20'–8-5/8" 20'–8-5/8" 20'–8-5/8"F 10'–3-1/2" 10'–3-1/2" 10'–3-1/2"

H 2'–3-5/8" 2'–3-5/8" 2'–3-5/8"I 3'–0-3/4" 3'–0-3/4" 3'–0-3/4"J 2'–2-1/2" 2'–2-1/2" 2'–2-1/2"

K 2'–6-1/4" 2'–6-1/4" 2'–6-1/4"L 3'–10-3/4" 3'–10-3/4" 3'–10-3/4"M 2'–0" 1'–6" 1'–3"

N 2'–2-1/4" 2'–5-1/2" 2'–8"P 1'–11" 2'–4" 2'–6-1/2"Q 4'–6-1/4" 4'–6-1/4" 4'–6-1/4"

R 7'–3-3/8" 7'–3-3/8" 7'–3-3/8"

G3516 ENGINE

(STANDARD)


DIM. Q-Q R-R S-S R-R S-S

J2 COMPRESSOR J3 & J4 COMPR.

A 21'–0-7/8" 21'–9-1/2"B 9'–8-1/2" 10'–2-7/8"C 8'–7" 8'–7"

D 9'–7" 10'–5"E 23'–2-1/2" 23'–2-1/2"F 11'–7-1/8" 11'–7-1/8"

H 2'–3-5/8" 2'–3-5/8"I 3'–0-3/4" 3'–0-3/4"J 2'–2-1/2" 2'–2-1/2"

K 2'–6-1/4" 2'–6-1/4"L 3'–10-3/4" 3'–10-1/2"M 1'–3" 1'–3"

N 2'–5-1/2" 2'–8"P 2'–4" 2'–6-1/2"Q 4'–6-3/8" 4'–6-1/4"

R 7'–3-3/8" 7'–3-3/8"

G3508 ENGINE

(STANDARD)


DIM. P-P Q-Q R-R

H2 COMPR. H2 COMPR. J1 & J2 COMPR. H2 COMPR. J1 COMPR.

A 19'–2-1/4" 19'–9-3/4" 19'–8-1/4" 21'–4-1/4" 21'–0-7/8"

B 9'–4-3/8" 9'–4-3/8" 9'–5-5/8" 8'–8-7/8" 9'–4"C 8'–7" 8'–7" 8'–7" 8'–7" 8'–7"D 7'–8-1/2" 8'–4" 8'–2-1/2" 9'–10-1/2" 9'–7"

E 18'–0-3/4" 18'–0-3/4" 18'–5-1/4" 18'–0-7/8" 18'–10-1/2"F 8'–0-5/8" 8'–0-5/8" 8'–0-5/8" 8'–0-5/8" 8'–0-5/8"H 2'–3-5/8" 2'–3-5/8" 2'–3-5/8" 2'–3-5/8" 2'–3-5/8"

I 3'–0-3/4" 3'–0-3/4" 3'–0-3/4" 3'–0-3/4" 3'–0-3/4"J 2'–2-1/2" 2'–2-1/2" 2'–2-1/2" 2'–2-1/2" 2'–2-1/2"K 2'–6-1/4" 2'–6-1/4" 2'–6-1/4" 2'–6-1/4" 2'–6-1/4"

L 3'–10-3/4" 3'–10-3/4" 3'–10-3/4" 3'–10-3/4" 3'–10-3/4"M 1'–6" 1'–6" 1'–4-5/8" 1'–6" 1'–6"N 2'–1-1/4" 2'–3" 2'–2-1/4" 2'–7-1/4" 2'–5-1/4"

P 1'–9" 1'–11" 1'–11" 2'–4" 2'–4"Q 4'–6-1/4" 4'–6-1/4" 4'–6-1/4" 4'–6-1/4" 4'–6-1/4"R 7'–3-3/8" 7'–3-3/8" 7'–3-3/8" 7'–3-3/8" 7'–3-3/8"


FIG. 3A – METRIC DIMENSIONS – 3500 SERIES ENGINES

LD00761

FORM 160.60-N1



G3512 ENGINE

(mm)


DIM. Q-Q R-R S-S

J1 & J2 COMPRESSOR

A 6001 6388 6642

B 2737 2845 3016C 2616 2616 2616D 2502 2921 3175

E 6315 6315 6315F 3137 3137 3137H 702 702 702

I 933 933 933J 673 673 673K 768 768 768

L 1187 1187 1187M 610 457 381N 667 749 813

P 584 711 775Q 1378 1378 1378R 2219 2219 2219

G3516 ENGINE

(mm)


DIM. Q-Q R-R S-S R-R S-S

J2 COMPRESSOR J3 & J4 COMPR.

A 6423 6642

B 2959 3121C 2616 2616D 2921 3175

E 7074 7074F 3534 3534H 702 702

I 933 933J 673 673K 768 768

L 1187 1181M 381 381N 7493 813

P 711 775Q 1381 1378R 2219 2219

G3508 ENGINE

(mm)


DIM. P-P Q-Q R-R

H2 COMPR. H2 COMPR. J1 & J2 COMPR. H2 COMPR. J1 COMPR.

A 5848 6039 6001 6509 6423B 2854 2854 2888 2664 2845

C 2311 2311 2311 2311 2311D 2350 2540 2502 3010 2921E 5505 5505 5620 5509 5753

F 2454 2454 2454 2454 2454H 702 702 702 702 702I 2819 2819 2819 2819 2819

J 673 673 673 673 673K 768 768 768 768 768L 1187 1187 1187 1187 1187

M 457 457 422 457 457N 641 686 667 794 743P 533 584 584 711 711

Q 1378 1378 1378 1378 1378R 2219 2219 2219 2219 2219


FIG. 4 – DIMENSIONS – 3600 SERIES ENGINES (STANDARD / METRIC)

LD00762

FORM 160.60-N1


G3606 ENGINE

(STANDARD)


DIM. R-R S-S

J3 & J4 COMPRESSOR

A 20'–0-7/8" 20'–10-7/8"

B 12'–11" 12'–11"C 7'–5-7/8" 7'–5-7/8"D 9'–7" 10'–5"

E 28'–3-1/2" 28'–3-1/2"F 15'–7-3/4" 15'–7-3/4"H 2'–6-1/4" 2'–6-1/4"

I 14'–8-1/4" 14'–8-1/4"J 8'–0" 8'–0"K 4'–1-3/4" 4'–1-3/4"

L 6'–6" 6'–6"M 1'–2-7/8" 1'–2-7/8"N 2'–5-1/2" 2'–8"

P 2'–4" 2'–6-1/2"Q 3'–1-5/8" 3'–1-5/8"R 1'–3" 1'–3"

S 2'–3-7/8" 2'–3-7/8"

NOTES:

1. All dimensions are approximate. Certified drawings available upon re-quest.

2. Overall length of shells is dependent on connection location and passarrangement. See Product Drawing, Form 160.60-PA1.

(mm)


DIM. R-R S-S

J3 & J4 COMPRESSOR

A 6118 6372B 3937 3937

C 2283 2283D 2921 3175E 8623 8623

F 4769 4769H 768 768I 4477 4477

J 2438 2438K 1264 1264L 1981 1981

M 378 378N 749 813P 711 775

Q 956 956R 381 381S 708 149


ENGINE WEIGHT (lbs. / kg)

MODEL SHIPPING OPERATING

3408 20,600 / 9,344 21,100 / 9,5703412 22,000 / 9,979 22,600 / 10,250

3508 38,300 / 17,373 39,400 / 17,8713512 42,900 / 19,460 44,300 / 20,094

3516 47,300 / 21,455 48,700 / 22,0903606 108,000 / 48,990 112,000 / 50,803

*Driveline weights include: base, engine, clutch, speed increaser, and compressor.

TABLE 1 – DRIVELINE WEIGHTS*

TABLE 2 – SHELL PACKAGE WEIGHTS

COOLER/CONDENSER WEIGHT (lbs. / kg) WITH COMPACT WATER BOXES *CODE SHIPPING OPERATING

LL 12,705 / 5,763 15,900 / 7,212MM 15,195 / 6,892 19,695 / 8,934NN 17,830 / 8,088 23,330 / 10,582

PP 21,915 / 9,940 27,915 / 12,662QQ 27,175 / 9,605 34,350 / 15,581RR 36,460 / 16,538 47,200 / 21,410SS 45,020 / 20,420 56,000 / 25,400

*MARINE WATER BOX WEIGHTS(To be added to Shell Package weights shown above when Marine Water Boxes are furnished.)

COND. SHIPPING WEIGHT OPERATING WEIGHT

CODE INCREASE – LBS. INCREASE – LBS.1-Pass 2-Pass 1-Pass 2-Pass

L 1,800 798 1,898 893M 2,572 1,167 2,670 1,261

N 1,046 752 1,159 865P 1,382 965 1,576 1,159Q 1,854 1,323 2,060 1,529

R 2,496 1,962 2,707 2,190S 2,408 1,223 3,150 1,966

COMPRESSOR CODE WEIGHT (lbs. / kg)

G4, H0, H1,& H2 3,500 / 1,588J1, J2 4,000 / 1,815J3, J4 5,000 / 2,268

COMPRESSOR WEIGHTS

COOLERSHIPPING WEIGHT OPERATING WEIGHT

CODEINCREASE – LBS. INCREASE – LBS.

1-Pass 2-Pass 3-Pass 1-Pass 2-Pass 3-Pass

L, M 1,602 1,574 1,394 1,832 1,814 1,624

N 2,296 1,122 2,129 2,568 1,394 2,400P 2,838 1,238 2,339 3,206 1,606 2,707Q 3,468 1,575 2,916 3,945 2,052 3,393

R 4,354 1,876 3,555 5,016 2,538 4,217S 6,500 3,856 6,606 8,690 6,046 8,796

COOLERSHIPPING WEIGHT OPERATING WEIGHT

CODEINCREASE – kg INCREASE – kg

1-Pass 2-Pass 3-Pass 1-Pass 2-Pass 3-Pass

L, M 726 713 632 830 822 737N 1,041 509 965 1,165 632 1,088P 1,287 561 1,060 1,454 728 1,227

Q 1,568 715 1,322 1,790 930 1,539R 1,975 850 1,612 2,275 1,151 1,912S 2,948 1,749 2,996 3,942 2,742 3,990

COND. SHIPPING WEIGHT OPERATING WEIGHT

CODE INCREASE – kg INCREASE – kg1-Pass 2-Pass 1-Pass 2-Pass

L 816 362 860 405M 1,166 530 1,211 572

N 475 341 526 392P 626 438 715 528Q 840 600 934 694

R 1,132 890 1,228 993S 1,092 555 1,429 892

FORM 160.60-N1


INSTALLATION RESPONSIBILITIESFollowing are lists of items that must be completed forthe proper installation of a YORK Millennium YG Chiller.These lists are arranged to show who is responsiblefor a particular function:

YORK ServiceCaterpillar ServiceMechanical ContractorElectrical ContractorInsulating Contractor

These lists are not intended to be final word on whateach is expected to do. It is only a guideline as to whathas to be done and you may choose to have some of itdone by others. For this reason, you will see that someof the tasks appear on more than one list. These itemscan be considered to be “optional” and are limited tothe following:

• Wiring the High Pressure cutout. • Installing and wiring the flow switches • Wiring the variable orifice. • Installing the refrigerant piping.

The remaining items would be done best by YORK.

The most important part of a successful installation isthat everyone knows ahead of time what is expectedof them and when it is expected to be completed.

Get the Literature out early so questions can be notedand answered in a timely fashion. This alone eliminatesa lot of confusion later.

IMPORTANT:Overall responsibility for the proper installa-tion of the chiller remains with YORK Service.

YORK SERVICE RESPONSIBILITIES

PAGE NO.

Delivery inspection, shells. 18

Check for shipping damage. 18

Inventory “grocery” shipped loose items. Report allshort shipped items to York, PA immediately.

Acknowledge receipt of Caterpillar literature.

YORK service personnel must have the following docu-ments:

1. “Operation” manual, YORK Form 160.60-O1.

2. MicroComputer Control Center “Service” manual,YORK Form 160.60-M1.

3. Printer manual, YORK Form 160.60-N2.

4. “Renewal Parts”, YORK Form 160.60-RP2.

5. “Wiring Diagram”, Micro Panel/Chiller, 160.60-PW1.

6. “Wiring Diagram”, Field Connections, 160.60-PW2.

7. “Wiring Diagram”, Field Modifications, 160.60-PW3.

8. “Service Bulletin”, 160.60-O1.1 to O1.16.

PAGE NO.

Check for proper installation of isolators ondriveline skid and shells. Check for “level” ofboth components. 21

Make sure all contractors involved in the installationhave a copy of this Installation Instruction. Advise con-tractors to review and to note all questions. Advisecontractors not to proceed until all questions have beenanswered.

Make sure all wiring diagrams have been distributedand understood.

Wire High Pressure Cutout Switch.

Wire Variable Orifice Valve Actuator Motor.

Wire Liquid Level Sensor in the condenser.

Install and wire flow switches.

Install and insulate per this instruction:

• oil return line

• liquid injection line

• hot gas line

Consider installing a sight glass in the oil return lineand the liquid injection line at the compressor.

Suggest to contractor to install valves in thewater box return heads for draining and airremoval. 36

Supervise installation of all piping and wiring.Verify that orifice plate is installed in the leavingside of the condenser if called for on job. 35

Report condition of refrigerant piping to York, PAService when the protective end coverings havebeen removed.

Install all transducer shielded cables from con-trol panel to appropriate sensors and check foroperation. 40


PAGE NO.

Supply Dry Nitrogen and R22, pressure test,leak check, evacuate and charge system. 41

Witness pressure test and charging thewater piping.

Supervise all insulating. 43

Check out the control panel key pad functions.*

Check rotation of compressor oil pump.*

Hook up printer to control panel.*

Verify all setpoints in control panel.*

Verify that all engineering data is properly programmedinto control panel.*

Calibrate vane pot*, per Form 160.60-M1.

Using the Micro Panel Service manual, YORK Form160.60-M1, perform the following:

1. Enter variable orifice setpoints.

2. Enter engine control setpoints. Refer to EngineeringData Sheet supplied by YORK factory engineering.

3. Verify engine selection program jumper configura-tion on I/O Expansion Board.

4. Verify Micro Board program jumper configuration.

5. Set Vanes/Speed toggle to “Vanes”.

Using the “Operation” manual, YORK Form 160.60-O1,enter the desired operating setpoints.

Set Engine loading at 100%.

Start unit.

Monitor all readings and sequence of start cycle andoperation of system.

Print out system operating data at design conditionsand send to YORK factory service.

Provide instruction to customer on starting, operation,recording data on log sheet. Explain “In Warranty” pro-cedure for service call. Explain operation of controlpanel, inlet vanes, variable orifice. Explain the link be-tween the YORK panel and the Caterpillar panel.

CATERPILLAR SERVICE RESPONSIBILITIES

Delivery inspection.

Inventory and distribute all Caterpillar literature to Cus-tomer, York District and York, PA. Report all shortshipped items to Caterpillar Lafayette immediately.

Fill engine jacket coolant system and SCAC (AfterCooler) system with water/glycol mixture. If the engine“burps” after it is started, it will be necessary to addglycol/water to “top off” the cooling system.

Set battery rack and batteries. Wire batteries and bat-tery charger.

Perform final alignment check:

• Align compressor to gear box per appropriate Cat-erpillar driveline notebook specifications.

• Align engine to gearbox per appropriate Caterpil-lar driveline notebook specifications.

• Dowel pin compressor, gearbox and engine afterfinal alignment.

Check engine oil level.

Check gearbox oil level.

Install Auxiliary Oil Filter on 3400 series drivelines.

Check oil level in the Geislinger coupling on 3500 se-ries drivelines.

Purge air from gas line. Check incoming gas line pres-sure. Check manifold gas pressure.

Check and adjust air pressure regulator to clutch.

Run engine in maintenance mode.

Check engine speed at idle, rated and gas purge switchfunction.

Bleed air from SCAC (After Cooler) circuit as requiredand verify glycol circulation.

Make all necessary adjustments.

Start engine in “AUTO” through YORK control panel.After system is started, make all necessary adjust-ments to engine as needed. Customer to provide loadto run engine at 100%.

Perform exhaust emissions test at 100% full load andadjust fuel differential and load screws as required forproper O2 concentration.

Give customer instruction on daily maintenance re-quirements, how to reset, purge and restart engine af-*(See Form 160.60-O1)

FORM 160.60-N1


ter an “E” (emergency) stop, adding oil, checking aircleaners, checking coolant level and battery mainte-nance. Also provide instruction on the Caterpillar panel,describe warning lights, warning alarm, (buzzer) and“E” (emergency) stop lights and conditions.

MECHANICAL CONTRACTOR RESPONSIBILITIES

PAGE NO.

Off-load driveline and shells from truck.Install isolators, level both shells anddriveline. 18

Secure driveline isolators to floor 21

If unit was shipped Form 7 (split shells).Assemble shells and interconnecting liquidline piping and variable orifice valve. 21

Clean inside of refrigerant piping. 33

Level driveline and shells. Block bothcomponents to install piping. 21

Complete fabrication of suction and dischargepiping to the compressor from the shells. 33

Install relief piping from relief valves toatmosphere. 36

Install water piping to heat exchanger, condenserwater entering and leaving water lines. 33

Install evaporator entering and leaving waterlines. 33

Install flex connections in all piping. 33

Leak check and pressure test in all contractorpiping. 36

Install orifice plate in leaving water of condenserif required on unit. 35

Install flow switches. 36

Install exhaust piping from engine. Installmuffler. Refer to page 24 and CaterpillarForm LEKQ2458. 24

Install fresh air intake to engine. (Not requiredif adequate ventilation is present.) 21

Install natural gas line supply piping, manual shutoff valves, flex connection and pressure regulator,if building supply will fall outside the range of 1.5to 5 PSIG, to driveline connection flange. Leakcheck and pressure test. (Refer to this Instructionand Caterpillar Form LEKQ2461.) 31

PAGE NO.

Install proper ventilation per this Instructionand Caterpillar Form LEKQ2458. 22

Install air compressor and air line to clutchpressure regulator and driveline. 30

Install valves in return end waterbox for airremoval and draining. 36

ELECTRICAL CONTRACTOR RESPONSIBILITIES

Install all electrical wiring and components per this In-struction.

Install all additional wiring per wiring diagrams pro-vided by YORK, Caterpillar and the customer, per localcode(s).

Install and wire all disconnects for high voltage ser-vice.

Install 480 Volt line to Caterpillar AC panel and con-nect grounding wire to lug provided.

Install wiring to battery charger and 24VDC circuit toCaterpillar control panel/starter motors.

Install wiring to:

• Flow switches.

• Variable orifice actuator motor and level sensor.

• High pressure cut out.

• Condenser water pump.

• Chilled water pump.

• Cooling tower.

• Air compressor.

INSULATION CONTRACTOR RESPONSIBILITIES

Insulate the following per this Instruction. PAGE NO.

• Evaporator, including end sheets 43

• Suction line 43

• Chilled water piping 43

• Evaporator water boxes 43

• Oil return line 43

• Liquid injection line 43

• Exhaust piping from engine to atmosphere 43


GENERAL

This instruction describes the installation of the ModelYG Gas Engine Drive Chiller. The unit consists of, andships as two packages – a shell package and a drive-line package and miscellaneous piping, valves, fittings,etc. The shell package includes an evaporator and con-denser with internal subcooler (also see Form 7 Ship-ment, page 21). The driveline package includes a com-pressor, compressor lubrication systems, natural gasengine, clutch, speed increaser, torsional vibration re-ducing coupling and all control panels. Interconnect-ing piping is partially prefabricated and shipped sepa-rately for field connection.

The initial charge of oil and refrigerant (HFC-134a) issupplied, shipped in containers and cylinders for fieldinstallation by YORK.

Installation and assembly will be under the supervi-sion of YORK factory service. All piping and wiringrequired to join the shell package to the driveline pack-age will be completed in the field. Factory trained fieldservice representatives will supervise the final leaktesting, charging and the initial start-up. The completeinstallation will be checked for procedural and opera-tional compliance by a factory trained service repre-sentative from YORK. YORK will retain factory trainedservice representatives of the engine manufacturer toprovide start-up service and operator instruction forthe gas engine.

CAUTION: The YORK Warranty will be voided if thefollowing restrictions are not adhered to:(Prior to unit final assembly.)

1. No valves or connections should be opened underany circumstances because such action will result inloss of the factory nitrogen charge.

2. Do not dismantle or open the chiller for any reason ex-cept under the supervision of a YORK representative.

3. Do not charge the compressor with oil.

4. Do not charge the unit with refrigerant.

5. Do not attempt to start the system.

6. Do not run hot water (110°F / 43.3°C max.) or steamthrough the cooler or condenser at any time.

INSPECTION – DAMAGE – SHORTAGE

The unit shipment should be checked on arrival to seethat all major pieces, boxes and crates are received.Each unit should be checked on the trailer or rail carwhen received, before unloading, for any visible signsof damage. Any damage or signs of possible damagemust be reported to the transportation company im-mediately for their inspection.

INTRODUCTIONYORK WILL NOT BE RESPONSIBLE FOR ANY DAM-AGE IN SHIPMENT OR AT JOB SITE OR LOSS OFPARTS. (Refer to Shipping Damage Claims, Form 50.15-NM.)

When received at the job site, all containers shouldbe opened and contents checked against the packinglist by the YORK serviceman. Any material shortageshould be reported to YORK immediately. (Refer toShipping Damage Claims, Form 50.15-NM.)

STORAGE (CHILLER & MICRO-PANEL)

Upon delivery, the unit should immediately be movedand stored indoors. If it is necessary to store the unitoutdoors, it must be protected from adverse weatherconditions. When exposed to temperature changes and/or outdoor weather conditions, it is possible for mois-ture to find its way into internal areas where it cancause rust. It is the responsibility of the installing con-tractor to see that the equipment is free of all rust atthe time of installation. (Also, see notes on Fig. 23.) Ifthe equipment is to be stored for a period of 6 monthsor more, refer to Forms 50.20-NM1 and 50.20-NM2(Long Term Storage) for procedures for unit and con-trol panels. See Caterpillar Form SEHS9031-02 for pro-cedure for engines.

UNIT DATA PLATES

A unit data plate is mounted on the condenser of eachunit. This data plate contains the unit model number,unit part number, unit serial number, refrigerant de-sign working pressure, liquid design working pressure,number of water passes, shell test pressure, type ofand amount (in pounds) of refrigerant, type of YORKoil, electrical data and the compressor model & serialnumber and gear code. The cooler and condenser willeach have a National Board Certification data plate.

The YORK control panel will have a data plate with itsmodel, serial and part number; and the Caterpillar en-gine will have a data plate containing the model num-ber, serial number and arrangement number. (All cor-respondence with Caterpillar pertaining to the enginemust contain the Caterpillar engine data plate infor-mation.)

The information on these data plates should be re-corded on the YORK Start-up Form (found in the backof this manual) for distribution and record retention.

RIGGING

Driveline (See Fig. 5.)

Each driveline has (4) lifting holes, (2) on each sideas shown in Fig. 5. Use care when lifting to avoid dam-age to any of the driveline components. Use spreader

FORM 160.60-N1


FIG. 5 – RIGGING DRIVELINE

FIG. 6 – RIGGING SHELL PACKAGE

LD00763

USE SPREADER BARS AS NECESSARYTO AVOID DAMAGE TO EQUIPMENT

LD00906


bars where necessary. Rigging weights are shown inTable 1, page 14.

Shell Package (See Fig. 6.)

The standard shell package is shipped without skids.(When optional skids are used, it may be necessaryto remove the skids so riggers skates can be usedunder the unit end sheets to reduce overall height.)

Each shell package has four (4) lifting holes (two oneach end) in the end sheets which should be used tolift the unit. (See Fig. 6.)

Care should be taken at all times during rigging andhandling to avoid damage to the shell package. Liftonly using holes shown in Fig. 6.

Stacked shell package must not be moved as an assem-bly. Shells must be separated and moved individually.

NOTE: Do not remove rigging from driveline or shellpackage until isolators are installed. (See pg. 21.)

LOCATION

The Gas Engine Driven chiller operating weight shouldbe considered when choosing the unit location. In se-

lecting a site, consider structural support, access forservice, and tube pull area.

The chiller should be installed in an indoor location wheretemperatures range from 50° to 110°F (10°C to 43°C).

FOUNDATION

A level floor, mounting pad or foundation must be pro-vided by others, capable of supporting the operatingweight of the unit. (See Tables 1 and 2.)

CLEARANCES

Driveline: Sides – 3 ft. (915 mm)

Ends – 3 ft. (915 mm)

Top – 3 ft. (915 mm)

Shell Package:

Both Sides – 3 ft. (915 mm)

Top – 3 ft. (915 mm) (above piping)

Tube Removal – 14 ft. (4267 mm) (either end, fromoutside of water box)

FIG. 7 – FORM 7 SHIPMENTLD00764

FORM 160.60-N1


FORM 7 SHIPMENT

When specifically ordered, cooler and condenser areseparated at tube sheets and not skidded. Small re-frigerant lines between shells are flanged and capped,requiring no welding. Tube sheets must be bolted to-gether.

1. Locate cooler and condenser in their final position.

2. Bolt the tube sheets together as shown in Fig. 7. Notethat the outside surfaces of the tube sheets must beflush. Note also the position of the fill pieces used tocompensate for the difference in tube sheet thick-ness. Depending on cooler/condenser combination,these fill pieces may be the same or different thick-nesses. If they differ in thickness, the thinner fill pieceis used at the top of the unit.

3. Install isolators and check that the shells are level.(See “Leveling/Mounting Isolators”, below.)

4. Complete the refrigerant liquid piping beneath thecooler and condenser. Be sure variable orifice valve,orifice gaskets, and hardware are properly installed.Refer to unit assembly drawing included in drawingpacket.

LEVELING / MOUNTING ISOLATORS

Driveline

4 spring-type isolator assemblies will be furnished witheach driveline. The 4 assemblies are identical and canbe placed at any of the mounting points as shown:

DRIVELINE

While the driveline is still suspended by the rigging, theisolators should be bolted to the unit by inserting thecap screw(s) through the hole(s) in the mounting bracketinto the tapped hole in the top of the isolator levelingbolt(s). Then the unit can be lowered onto the floor.

The leveling bolts should now be rotated one (1) turnat a time, in sequence, until the driveline is about 1-3/4"

off the floor or foundation, and the unit is level. Checkthat the unit is level, both longitudinally and trans-versely. If the leveling bolts are not long enough tolevel unit due to an uneven or sloping floor or founda-tion, steel shims (grouted, if necessary) must be addedbeneath the isolator assemblies as necessary. Isola-tors should then be bolted to the floor.

After the unit is leveled, wedge and shim under eachcorner to solidly support the unit in this position whilepiping connections are being made, pipe hangers ad-justed and connections checked for alignment.

Shell Package

4 spring-type isolator assemblies will be furnished witheach shell package. The 4 assemblies are identical andcan be placed at any of the 4 corners of the shell pack-age.

While the unit is still suspended by the rigging, the iso-lators should be bolted to the unit by inserting the capscrew(s) through the hole(s) in the mounting bracketinto the tapped hole in the top of the isolator levelingbolt(s). Then the unit can be lowered onto the floor.

The leveling bolts should now be rotated one (1) turn ata time, in sequence, until the unit end sheets are about1-3/4" off the floor or foundation, and the unit is level.Check that the unit is level, both longitudinally and trans-versely. If the leveling bolts are not long enough to levelunit due to an uneven or sloping floor or foundation,steel shims (grouted, if necessary) must be added be-neath the isolator assemblies as necessary.

After the unit is leveled, wedge and shim under eachcorner to solidly support the unit in this position whilepiping connections are being made, pipe hangers ad-justed and connections checked for alignment. All re-frigerant and water piping is to be completed per in-structions beginning on page 26. The unit is then filledwith water and checked for leaks. The leveling boltsshould now be finally adjusted until the wedges andshims can be removed. The unit should now be in cor-rect level position, clear of the floor or foundation andwithout any effect from the weight of the piping. Whenthe unit is properly supported, spring isolator installedheight will be 6" to 6-1/4".

COMBUSTION AIR REQUIREMENTS

The following factors apply to combustion air require-ments:

1. Supply an airflow based on engine model accordingto Table 3.

2. Engines must be derated for air temperatures above110°F (43.3°C).

COMPRESSOR

ENGINE

ISOLATORS

ISOLATOR ISOLATOR


3. Locate the intake away from contaminated airsources.

4. Air cleaners must be easily inspected (indicators areavailable) and maintained.

For more information on Combustion Air Requirements,refer to Form 160.60-AD1.

TABLE 3 – COMBUSTION AIR REQUIREMENTS

ENGINE COMBUSTION AIR REQUIRED ATMODEL FULL LOAD (SCFM / l/s)

G3408 635 / 299G3412 905 / 427G3508 1575 / 743

G3512 2355 / 1111G3516 3160 / 1491G3606 4725 / 2229

ENGINE ROOM VENTILATION

The ASHRAE Standard 15 Safety Code for MechanicalRefrigeration requires that all machinery rooms bevented to the outdoors utilizing mechanical ventilationby one or more power-driven fans. This standard, plusNational Fire Protection Association Standard 90A,state, local and other codes should be checked for spe-cific requirements. These requirements should be com-pared to the requirements for engine ventilation to en-sure the equipment is properly ventilated.

A 15 to 20°F (8 to 11°C) temperature rise is a reason-able target for engine rooms. In cold climates, discom-fort may be caused by the flow of cold air. Restrictflow only if engine combustion air is available.

Correct routing of ventilation air is vital. Without it, air-flow will not adequately maintain comfortable engineroom temperatures.

Openings for intake air should be low, and positioned toadmit the coolest, cleanest air possible. Position outletshigh on the opposite wall or roof. If automatic dampersare required to admit cooling and combustion air, thecontrol logic should open the dampers immediately onengine start-up.

Examples of good ventilation systems are shown in Figs.8 and 9. Both systems bring the air in low across theengine and remove the heated air from above theengine(s).

The system shown in Fig. 10 is an example of very poorventilation. This system provides little air flow acrossthe engine and does not circulate air throughout theengine room.

Intake and exhaust ventilators may have movable or fixedlouvers for weather protection. If movable, actuate bypneumatic, electric, or hydraulic motors. Never dependon air pressure developed by a fan to move the vanes.

The primary reason for cooling an engine room is toprotect various components from excessive tempera-tures. Items that require cooling are:

• Electrical components such as magnetos, interfacebox timing control, and control panels.

• Cool air to the air cleaner inlet.

• Avoid engine pre-ignition/detonation.

FIG. 8 – CORRECT VENTILATION FIG. 9 – CORRECT VENTILATION

LD00765 LD00765

FORM 160.60-N1


• Cool air to cool the torsional damper.

• Habitable temperatures for the engine opera-tor or service personnel.

In larger multiple engine sites, the normal 15° or20°F (8° to 11°C) temperature rise guidelines forengine rooms require unobtainable or uncom-fortable air velocities. For larger sites, a ventila-tion system that gives priority to the items listedabove and provides a bottom to top air flow simi-lar to that shown in Figs. 8 and 9 can be de-signed for temperature rise of 30°F (17°C). Formore information on Engine Room Ventilation,refer to Form 160.60-AD1.

FIG. 10 – INCORRECT VENTILATION

FIG. 11 – AIR FLOW EXAMPLES

CORRECT AIR FLOW

LD00766

LD00767

INCORRECT AIR FLOW

LD00768


DRIVELINE

EXHAUST SYSTEM

General

Exhaust systems collect exhaust gases from engine cyl-inders and discharge them as quickly and silently aspossible. A primary aim of the exhaust system is to mini-mize backpressure since exhaust gas restrictions causehorsepower losses and exhaust temperature increases.

Exhaust Backpressure

The exhaust backpressure for Caterpillar gas enginesis limited to 27 in. H2O (6.7 kPa) on turbocharged (TA)engines. The only exception to this is the G3600 SITA,which is limited to 12 in. H2O (2.9 kPa). Excessivebackpressure can cause excessive exhaust tempera-ture and loss of horsepower.

Measure exhaust system backpressure from a straightlength of the exhaust pipe at least 3 to 5 pipe diametersaway from the last size transition and as close to theengine as is possible.

Piping

Physical characteristics of the equipment room deter-mine exhaust system layouts. Arrangements with mini-mum backpressures are favored. Securely support pipeswith rubber dampers or springs installed in the bracingto isolate vibrations.

Piping must be designed with engine service in mind. Inmany cases, an overhead crane will be used to servicethe heavier engine components.

Install piping with 9 in. (229 mm) minimum clearancefrom combustible materials. Lagging exhaust pipes withsuitable, high temperature insulation or installing pre-fabricated insulation sections over the pipe prevents heatradiation. Exhaust piping passing through wooden wallsor roofs require metal thimble guards 12 in. (305 mm)larger than the pipe diameter, see Fig. 12.

Extend exhaust stacks to avoid heat, fumes and odors.Also, the exhaust pipes should not be in close proximityto the air intake system for the engine or the crankcase

FIG. 12 – EXHAUST PIPING – Example

LD00769

FORM 160.60-N1


ventilation system. Engine air cleaners, turbochargers,and aftercoolers clogged with exhaust product cancause premature failures. Pipe outlets cut at 30° to 45°angles will reduce gas turbulence and noise. Rain capsforced open by exhaust pressure will keep water fromentering. Gas engines burning natural gas create onepound of water for each 10 ft3 of natural gas burned. Forthis reason, long runs of exhaust piping require traps todrain moisture. Traps installed at the lowest point of theline near the exhaust outlet prevent rain water fromreaching the engine. Slope exhaust lines from engineto the trap so condensation will drain, see Fig. 12.

Although economically tempting, a common exhaustsystem for multiple installations is not acceptable. Com-bined exhaust systems with boilers or other enginesallow operating engines to force exhaust gases intoengines not operating. Water vapor created during com-bustion will condense in cold engines and quickly causesengine damage. Duct valves separating engine exhausts

is also discouraged. High temperatures warp valveseats, causing leakage.

Exhaust draft fans have been applied successfully incombined exhaust ducts, but most operate only when-ever exhaust is present. To prevent turbochargerwindmilling (without lubrication), the fans should not beoperable when the engine is shut down. The exhaustsystem of non-running engines must be closed andvented.

Flexible Connections

The exhaust pipe must be isolated from the engine withflexible connections. Install the flexible connections closeto the engine exhaust outlet. A flexible exhaust connec-tion has three primary functions:

• To isolate the weight of the exhaust piping from theengine.

FIG. 13 – FLEXIBLE EXHAUST BELLOWS

Installation Limitations of Flexible Metal Hose-Type Exhaust Fittings

A B C Hose Maximum Offset Maximum Compression Maximum Extension

Diameter Between Flanges From Free Length From Free Lengthin. mm in. mm in. mm

4 & 5 in. 1.0 25.4 .25 6.25 .25 6.256 in. 1.5 38.1 .25 6.25 .25 6.25

Installation Limitations of Bellows-Type Flexible Exhaust FittingsA B C

Bellows Maximum Offset Maximum Compression Maximum ExtensionDiameter Between Flanges from Free Length from Free Length

in. mm in. mm in. mm

8 & 12 in. 0.75 19.05 1.50 38.1 1.00 25.414 in. 0.75 19.05 3.00 76.2 1.00 25.418 in. 0.90 22.86 3.00 76.2 1.75 44.45

Spring Rate forBellows-Type Flexible Fittings

Spring RateDiameter

lb/in. kN/m

8 in. 170 29.712 in. 194 33.914 in. 391 68.918 in. 110 19.3

LD00770


• To relieve exhaust components of excessive vibra-tional fatigue stresses.

• Allow relative shifting of exhaust components. Thishas numerous causes. It may result from expansionand contraction due to temperature changes, bycreep processes that take place throughout the lifeof any structure, or torque reactions when the en-gine mounts on spring type isolators.

Pre-stretch the exhaust bellows during installation toallow for thermal growth. Four small straps can be tack-welded between the two end flanges to hold the engineexhaust bellows in a rigid position during exhaust pip-ing installation. This will prevent the bellows from beinginstalled in a flexed condition. Attach a warning tag tothe bellows noting that the weld straps must be removedprior to starting the engine.

The installation limitations of the Caterpillar supplied flex-ible exhaust bellows are shown on Fig. 13.

Section long pipe runs with expansion joints. Each sec-tion is fixed at one end and allowed to expand at theother. Supports are located to allow expansion awayfrom engine, avoid strains or distortions to connectedequipment, and to allow equipment removal withoutadditional support. A restraint member is often used tokeep the ends of a long pipe run fixed in place, forcing

all thermal growth towards the expansion joints. SeeFig. 14.

Flexible pipe connections, when insulated, must expandand contract freely within the insulation. This generallyrequires a soft material or insulated sleeve to encasethe connection.

Piping connected to chillers requires isolation. Thesepipes could otherwise transmit vibrations long distances.Isolator pipe hangers, if used, should have springs toattenuate low frequencies, and rubber or cork to mini-mize high frequency transmissions. To prevent build-upof resonant pipe vibrations, support long piping runs atunequal distances. See Fig. 15.

FIG. 14 – DRY EXHAUST SYSTEM

FIG. 15 – PIPE SUPPORT SPACING

LD00771

LD00772

FORM 160.60-N1


Exhaust Connections

All gas engines use a fixed, round exhaust outlet. Theoutlet diameter is given in Table 4.

TABLE 4 – EXHAUST OUTLET DIAMETER

Cleanliness

Install an identifiable blanking plate to prevent debrisfrom falling into the turbocharger during installation. TheCaterpillar shipping cover can be used for this purpose.Install it directly on top of the turbine housing. Attach awarning tag to the plate indicating it must be removedprior to starting the engine.

Silencer Selection and Installation

The following are some general guidelines to aid inproper selection of the silencer.

Use silencer supplier data, correct for outlet tempera-ture and velocity. Determine silencer size and type thatsatisfies noise reduction criteria with 2 to 3 in. H2O,(.5 to .75 kPa) maximum pressure drop.

After calculating pressure loss, it may be necessary tocheck a second silencer, or a different pipe size, beforean optimum combination is achieved.

INSTALLATION: Provide a minimum of 5 diameters ofstraight piping upstream from the silencer inlet, and 2.5diameters downstream from the silencer outlet to mini-mize turbulence and backpressure.

When practical, orient the silencer vertically and useside inlets to eliminate extra inlet and discharge elbows.If not practical, insure the radius of all elbows is twotimes the pipe diameter.

A heat resistant material is required if lagging is usedon the silencer to reduce radiated heat.

Exhaust thimbles separate the exhaust pipe from wallsor ceiling to provide mechanical and thermal isolation.Single sleeve thimbles must have diameters at least 12in. (305 mm) larger than the exhaust pipe. Doublethimbles (inner and outer sleeve) should have outsidediameters at least 6 in. (152 mm) larger than the ex-haust pipe.

CRANKCASE VENTILATION

General

Normal combustion pressures of an internal combus-tion engine cause a certain amount of blow-by past pis-ton rings into the crankcase. To prevent pressure build-up within the crankcase, vent tubes are provided to al-low gas to escape.

Do not vent crankcase fumes into the engine room.Fumes will clog air filters and increase air inlet temper-ature, possibly causing engine damage. Problems inelectrical equipment can be caused by exposure to thefumes. The fumes can also be a health hazard if dis-charged in a poorly ventilated room.

Discharge crankcase fumes to the atmosphere throughventing systems. A separate vent line for each engineis required on engines with a passive ventilation sys-tem. This is to prevent fumes and moisture produced bya running engine from entering an idle engine. Thiscauses corrosion and buildup of harmful deposits.

Crankcase vent pipes must be large enough to mini-mize back pressure. Normal blow-by on a new enginewill be approximately .5 ft3/hr bhp (.02 m3/hr bkW). Ad-equately size the pipes to accommodate a worn en-gine, 1 ft3/hr bhp (.04 m3/hr bkW). Size the vent pipewith a maximum of 0.5 in. H2O (13 mm H2O) pressuredrop at full load.

Loops or low spots in a crankcase vent pipe must beavoided to prevent condensation from building up in thepipe and restricting the normal fumes discharge. Wherehorizontal runs are required, install the pipe with agradual, 1/2 in/ft (41.7 mm/m), slope from the engine,see Fig. 16. The weight of the vent pipes will requireseparate off-engine supports as part of the installation

ENGINE IN. (mm)

G3400 8 (203.0)

G3500 8 (203.2)G3600 12.24 (311)

FIG. 16 – CRANKCASE VENTILATION

LD00773


FIG. 17 – CRANKCASE VENTILATION

design. Any horizontal or vertical run of pipe that can-not be disassembled for cleaning should have clean-out ports installed.

Crankcase fumes must not discharge into the air venti-lation ducts or exhaust pipes. They will become coatedwith oily deposits creating a fire hazard.

Vent the crankcase pipe directly into the atmosphereand direct it to keep rain or spray from entering the en-gine. Give consideration to equipment located near thedischarge area as well as to the building itself. If nothandled properly, very small amount of oil carry-overcan accumulate and become unsightly and even harm-ful to auxiliary equipment.

A drip collector installed near the engine will minimizethe amount of oil discharge through the vent pipe. It is

necessary to provide some type of trap that will preventcrankcase gases from venting into the engine room, seeFig. 17. If a trap like in Fig. 17 is used, the designermust be sure the drip collector can be removed or drain-ed for disposal. Another alternative is to install a valveon the end of the drip pipe and periodically drain it.

Under no circumstances should crankcase pressuresvary more than 1.0 in. H2O (25.4 mm H2O) from ambi-ent barometric pressure. Restrictions higher than thelimit on passive systems will worsen any oil leaks. Apowered system should draw no more than a 1.0 in.H2O (25.4 mm H2O) vacuum, or dirt and dust could bedrawn into the engine past the main seals. Measure-ment should be made at the engine dipstick locationwith the engine at operating temperature, speed andload.

LD00774

FORM 160.60-N1


Fig. 18 illustrates a powered fumes disposal system fora multiple engine installation. There are two main advan-tages to a powered system: the fumes will become di-luted with air for better dispersal into the atmosphere,and it can improve oil life by removing the nitric oxidesfrom the crankcase before they can cause nitration ofthe oil.

Since a vacuum will be drawn with a powered system,the addition of a small air filter somewhere on the en-gine crankcase is required. This will filter the air enter-ing the crankcase and prevent dirt from being introducedinto the oil. A valve connected in the line to each enginecontrols the flow of crankcase fumes out of the engine.

Sometimes it is difficult to precisely size the blower fora powered system. If the only blower available is toolarge, it may draw too much vacuum on the crankcaseventilation valves and make adjustments difficult. Toovercome this problem, a balance valve can be con-nected on the vacuum side of the blower to allow air tobe drawn in the system and reduce the vacuum pres-sure on the adjusting valves.

On G3600 Engines, a relief valve is required to limitcrankcase pressure to .14 kPa (.5 in H2O) to avoid ashutdown if the crankcase ventilation fan is not engaged.

FIG. 18 – POWERED CRANKCASE VENTILATION (MULTIPLE ENGINES)

LD00775

ELECTRIC FAN (Drip Tray With DrainMay Be Required To Catch CondensationFluids If Fan Is Not Oil-Tight)


STARTING SYSTEMS

The engine starting system can be furnished as eitherelectric or air start. An electric starting system includes24 volt DC starting motor(s), starting relay, batterycharger (if supplied), and automatic reset circuit breakerto protect against butt engagement. Batteries are leadacid type mounted on a corrosion resistant rack nearthe starting motor. The battery charger is shipped sepa-rately for field mounting. All electric starting system com-ponents including wiring and cable will be furnished andinstalled by the engine manufacturer. (See Fig. 19.)

FIG. 19 – ELECTRIC START

An air start system includes air starting motor(s),silencer, start valve, and pressure regulator. Batter-ies are also supplied for 24 volt DC back-up.

Compressed air from a 110 to 250 psi (758 to 1723kPa) source is regulated to 110 psi (759 kPa) and pipedto the air motor. Allowances must be made for pres-sure drops in the air lines from the air source to theregulator. Pressure air may originate from air receiversand plant air.

A check valve between plant air and receiver assuresthat failure of plant air will not deplete the backup sup-ply.

Air motor supply pipes (field supplied) should be short,direct, and at least equal in size to the motor intakeopening. Black iron pipe is preferable and should besupported to avoid stresses on the compressor. Flex-ible connections between motor and piping are re-quired.

COMPRESSOR CLUTCH

A source of compressed air is required for the com-pressor clutch. A packaged air compressor with the fol-lowing characteristics is suitable:

Min. Compressor Rating – 1 HPMin. Storage Tank Volume – 30 Gal.Min. Capacity – 5 SCFM

COOLING SYSTEMS

Cooling System – All waterside heat rejection fromthe driveline will be accomplished through a manifoldedassembly of heat exchangers such that only a singlepoint tower water supply and return connection is re-quired. (See Figs. 2, 3 or 4 for piping connection loca-tion.) The engine jacket water cooling system is a closedcircuit design with provision for filling, expansion anddeaeration. The cooling pump will be driven by the en-gine. The engine jacket coolant loop will in turn be cooledwith a cleanable plate type heat exchanger operatingwith cooling tower water. The maximum design coolingtower water supply temperature is 85°F. See Table 5 forwater flow rates. Aftercooler will be plate and frametype heat exchanger. Oil cooler is shell and tube type.

Cooling system water must be clean and free of for-eign material. A strainer (3/32" mesh max.) should beFIG. 20 – AIR MOTOR

ENGINE CUT IN CUT OUTSIZE PRESSURE PRESSURE

3408, 3412, 3508 105 PSI 120 PSI3512, 3516 130 PSI 150 PSI

LD00776(R)

LD00777

FORM 160.60-N1


installed in the water inlet line to the cooler(s). As apreventive measure against scale and corrosion andto prolong the life of coolers, a chemical analysis ofthe water should be made, preferably before the sys-tem is installed. A reliable water treatment companycan be consulted to determine whether treatment isnecessary, and if so, to furnish the proper treatmentfor the particular water condition.

Coolant pumps, required for heat exchangers or sepa-rate circuit aftercooling will be engine driven. Coolanttemperature will be internally regulated to by-pass ex-ternal cooling systems until operating temperature isachieved. Also see section on PIPING (Fig. 23) orrefer to Form 160.60-AD1.

PIPING

Cooling

After the driveline is leveled (and wedged in place) thepiping connections may be made up. The piping is tobe arranged, adequately supported, and braced inde-pendently of the unit to avoid strain on the unit. Hang-ers must allow for alignment of pipe. Isolators (by oth-ers) in the piping and hangers are highly desirable, andmay be required by specifications, in order to effec-tively utilize the vibration isolation characteristics ofthe vibration isolation mounts of the unit. Flexible con-nections must be used to allow for driveline move-ment and reduce vibration transmission.

Check for piping alignment – Upon completion ofpiping, a connection in each line as close to the unitas possible should be opened, by removing the flangebolts or coupling and checked for piping alignment. Ifany of the bolts are bound in their holes, or if theconnection springs out of alignment, the misalignmentmust be corrected by properly supporting the pipingor by applying heat to anneal the pipe.

NOTE: If the piping is annealed to relieve stress,the inside of the pipe must be cleaned ofscale before it is finally bolted in place.

Fuel Piping

Piping must be supplied to the fuel inlet on the drive-line. Fuel inlet connection is a 150 lb., 2" ANSI flange.(See Figs. 2, 3 or 4.) Gas supply pressure to the drive-line mounted regulator must be maintained as shownin Table 6. The gas supply pressure must be main-tained within + 0.25 psi above the nominal setpointthroughout the engine operating range. Piping shouldbe made with flexible connections. This will isolatethe fuel line from the vibration and movement of theengine. The flexible connection must be compatiblewith the operational gas, pressures and temperatures.

COUPLING

The coupling and engine alignment to the gear boxshould be checked before starting the unit.

TABLE 6 – GAS SUPPLY PRESSURE TO DRIVELINE

Required Gas ENGINE MODEL

Pressure (PSIG) G3408 G3412 G3508 G3512 G3516 G3606

MIN. 1.5 1.5 1.5 1.5 1.5 43

MAX. 5 5 5 5 5 47

TABLE 5 – DRIVELINE COOLING SYSTEM DATA

ENGINE MODEL G3408 G3412 G3508 G3512 G3516 G3606

Tower Water Flow (GPM) 165.0 215.0 395 430.0 400.0 415.0

Max. Temp. IN (°F) 85.0 85.0 85 85.0 85.0 85.0

Temp Out (°F) 103.8 101.4 95 98.4 103.8 104.2


SHELL PACKAGE

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FORM 160.60-N1


SUCTION AND DISCHARGE PIPING

To allow for slight variation in final positioning of shellsor driveline, suction and discharge piping is to be fieldfabricated. The factory will supply partially pre-fabri-cated straight lengths of pipe (to be cut to proper lengthin the field), elbows with flanges, back-up rings, andgaskets. (See Fig. 22.)

General

All piping is to be run in a neat, workmanlike mannerand must meet all local and national codes. All weld-ing must conform to the requirements of ANSI/ASMEB31.5. Piping must be properly supported so that itsweight is not transmitted to the shell or driveline pack-age. Wedge or shim beneath the shell and drivelinepackages to support the unit while piping is fabrica-ted. Use extreme care during welding so that slag,scale, etc. do not enter the shells or compressor.

1. Refer to the “Field Drawing Kit” supplied with eachunit for specific piping dimensions and details.

2. Remove the protective covers from the shell andcompressor flanges.

NOTE: Shells and compressor are shipped with aholding charge of dry nitrogen.

3. Bolt (loosely) the elbows with flanges, or shortstraight length of pipe with flange to the shell andcompressor flanges.

4. Measure and cut to length, straight sections of pipe.

5. Support piping as necessary and weld all jointsper YORK drawing 099-02818. Welding can be doneby either of the following methods:

A. Using back-up rings (Back-up rings are sup-plied by factory.)

B. TIG root pass & stick. Drawing 099-02818 showsproper rod size and amount.

6. After final welding, remove piping from shells andcompressor and clean internally of all foreign ma-terial. Check openings on shells and compressorto see that no foreign material has entered theseopenings during fabrication.

SUCTION AND DISCHARGE LINE PIPE SIZE

COMPRESSOR SUCTION LINE DISCHARGE LINEMODEL NO. SCHEDULE 40 SCHEDULE 80

G4 12" 6"H0, H1 12" 6"H2, H3 12" 8"J1, J2 14" 8"J3, J4 16" 10"

7. Insert proper gaskets and re-install piping.

8. Insert proper hardware and tighten to required torque.See Fig. 22.

WATER AND REFRIGERANT RELIEF PIPING

After the unit is leveled (and wedged in place) the pip-ing connections may be made up; chilled water, con-denser water, driveline heat exchanger, and refriger-ant relief. The piping should be arranged with offsetsfor flexibility, and adequately supported and bracedindependently of the unit to avoid strain on the unitand vibration transmission. Flexible connections shouldbe used to reduce vibration transmission. Hangersmust allow for alignment of pipe. Isolators (by others)in the piping and hangers are highly desirable, andmay be required by specifications, in order to effec-tively utilize the vibration isolation characteristics ofthe vibration isolation mounts of the unit.

Check for piping alignment – Upon completion ofpiping, a connection in each line as close to the unitas possible should be opened, by removing the flangebolts or coupling and checked for piping alignment. Ifany of the bolts are bound in their holes, or if the con-nection springs out of alignment, the misalignmentmust be corrected by properly supporting the pipingor by applying heat to anneal the pipe.

NOTE: If the piping is annealed to relieve stress, theinside of the pipe must be cleaned of scale be-fore it is finally bolted in place.

COOLER AND CONDENSER WATER PIPING

The cooler and condenser liquid heads have nozzleswhich are fitted with 150 lb. ANSI raised face flanges.

The nozzles and water pass arrangements are fur-nished in accordance with the job requirements. Stan-dard units are designed for 150 psig DWP on the wa-ter side. If job requirements are for greater than 150psig DWP, check the unit data plate before applyingpressure to cooler or condenser to determine if theunit has provisions for the required DWP.

Chilled Water

Foreign objects which could lodge in, or block flowthrough, the cooler and condenser tubes must be keptout of the water circuit. All water piping must be cleanedor flushed before being connected to the shells, pumps,or other equipment.

Permanent strainers (3/32" mesh max. by others) arerequired in both the cooler and condenser water cir-cuits to protect the chiller as well as the pumps, towerspray nozzles, chilled water coils and controls, etc.The strainers should be installed in the entering waterlines, up-stream of the chiller.


NOTES:1. Piping connections to the water, liquid, steam or oil nozzles

must be properly braced and supported to prevent any unnec-essary strain on the nozzles. Use suitable type pipe hangers (byothers). Use expansion joints, flexible connectors or loops asrequired to minimize noise or vibration transmission to building.Companion flanges, gaskets, bolts and nuts at water, liquid, steamor oil nozzles are not by YORK.

2. Vent and drain piping not by YORK.3. Verify building dimensions pertaining to equipment location. In-

spect all equipment before erecting.4. Remove testing and shipping materials. Care must be taken to

prevent dirt and moisture from getting into refrigerant system.5. When assembling gasket joints in field for refrigerant connec-

tions, use graphite and oil on flange faces. The entire refriger-ant circuit must be free of dirt, scale and moisture and be pres-sure and vacuum tested as specified on page 33 before charg-ing system with refrigerant.

6. All shells are inspected and stamped in accordance with ASMEPressure Vessel Code Section VIII Division 1. Constructed andtested in accordance with ASHRAE Std. 15 Safety Code.

7. All finish painting, touching up or special painting is to be donein the field unless otherwise noted. Paint will no longer be sup-plied with the Sales Order. Each field office will be responsiblefor ordering their own paint for the job. It is recommended youorder a 5 gallon bucket, YORK p/n 013-02510-000 . This is awater based lacquer and must be stored in temperatures abovefreezing. For best results it is recommended the paint be sprayedon. As usual, all surfaces must be free of all foreign material. Ifpainting of insulation is required, please follow the manufacturer’sinstructions and guidelines.

8. All insulating of shells and pipe lines to be done in the field. Forthermal insulation recommendations, see Fig. 29.

9. For miscellaneous material for field assembly, see YORK bill ofmaterials included in the Field Piping Kit.

10. When erecting shells in the field, axis of shells to be plumb andlevel at both ends.

11. All shells and interconnecting piping are shipped loose for fieldassembly. Remove test closures, as applicable, before piping.

12. “X” denotes field welded joints (use back-up welding rings at allfield butt welded joints). Field welded joints indicated “IXI” or“IX” denotes end of pipe section must be cut to length andscarfed for welding. All welding per YORK dwg. 099-02818C.

13. CAUTION: Shells are shipped with 4 to 8 psig holding charge(nitrogen).

FIG. 22 – TYPICAL PIPING INFORMATION

14. The relief connections should be vented outside building bymeans of a properly sized line in accordance with ASHRAEStd. 15 and other applicable codes for personnel safety.

15. On non-fabricated major piping, it is very important for the fielderecting contractor to commercially blast clean all inside sur-faces.

16. Partially prefabricated piping is furnished as follows:a. Form 2 Shipment – Suction and discharge piping is sand-

blasted inside and sealed for shipping to prevent rusting. Theoutside of the piping is painted and may have to be touched-up after field assembly.

b. Form 7 Shipment – Suction and discharge piping is sand-blasted inside and sealed for shipment to prevent rusting.The outside of the piping is painted and may have to betouched-up after field assembly. The variable orifice assem-bly is removed and shipped loose. The liquid line is also sand-blasted and sealed for shipment to prevent rusting.

All necessary back-up rings are included in the piping kit forfield assembly.Please report any abnormalities in the piping to YORK Head-quarters Service Department.

17. All refrigerant piping shall conform to the requirements of ANSI/ASME B31.5. Refrigerant piping for materials, design, fabrica-tion, assembly, erection, test and inspection.

18. Design, construction, installation, operation and inspection ofthe system shall conform to ANSI/ASHRAE Std. 15, safety codefor mechanical refrigeration.

19. All applicable state, county, city and local laws, rules and regu-lations pertaining to construction, installation, and inspectionshall also be conformed to.

20. Refrigerant side gasketed joints shall be tightened evenly ingradual torque increments diametrically by quadrants until thedesired torque of (see Table) is reached, to assure proper ap-plied gasket loading. Tightening shall never be accomplishedprogressively.

21. After completion of all welding and unit assembly, but beforeinstallation of insulation, perform strength, leak check andvacuum hold tests as described on page 33. Contractor to pro-vide nitrogen to bring system pressure to 180 psig.

SCREW DIA. TORQUE (Ft./lb. / kgm.)

5/8" 60 / 8.33/4" 110 / 15.27/8" 190 / 26.31" 270 / 37.3

DETAIL “A-1”

DETAIL “B-1”

DETAIL “A-2”

DETAIL “B-2”

DETAIL “A-3”

DETAIL “B-3”

B-1B-2 B-3 A-2

A-1

A-3

27704A

LD00778

FORM 160.60-N1


Water piping circuits should be arranged so the pumpsdischarge through the chiller, and should be controlledas necessary to maintain essentially constant chilledand condenser water flows through the unit at all loads.

If pumps discharge through the chiller, the strainermay be located upstream from pumps to protect bothpump and chiller. (Piping between strainer, pump andchiller must be very carefully cleaned before startup.)If pumps are remotely installed from chiller, strainersshould be located directly upstream of the chiller.

Condenser Water Circuit

For proper operation of the unit, condenser refrigerantpressure must be maintained above cooler pressure.If operating conditions will fulfill the requirement, noattempt should be made to control condenser watertemperature by means of automatic valves, cycling ofthe cooling tower fan or other means, since chillersare designed to function satisfactorily and efficientlywhen condenser water is allowed to seek its own tem-perature level at reduced loads and off-peak seasonsof the year. On chiller installations where coolingtower return water temperature is controlled, con-troller tuning must be adjusted such that at leasttwo and one half minutes elapse for each one de-gree change in return water temperature suppliedto the chiller condenser. At start-up, the entering con-denser water temperature may be as much as 25°Fcolder than the standard return chilled water tempera-ture. Refer to Fig. 23 for typical water piping schematic.

Install a cleanable strainer (3/32" mesh max.) in the

NOZZLE SIZES RANGE FROM 8" THRU 18" PIPE ANDUTILIZE ANSI 150 # SLIP-ON RAISED FACE FLANGES.

NOZZLE SIZE GASKET O.D.

8" 11"10" 13-3/8"12" 16-1/8"14" 17-3/4"16" 20-1/4"18" 21-5/8"

FIG. 24 – CONDENSER OUTLET

entering water side of the condenser. If tower water isbeing supplied from an existing tower to the condenser,it is recommended that a strainer (1/16", 1.5 mm) beinstalled ahead of the Alfa Laval plate frame heat ex-changer to protect it from foreign material. (See Fig.23.) If condenser water pressure drop will fall below17 ft. H2O, an orifice plate will be furnished for instal-lation in the condenser outlet to provide adequate dif-ferential for the driveline heat exchanger. (See Fig. 24.)

FIG. 23 – SCHEMATIC OF A TYPICAL PIPING ARRANGEMENT FOR GAS-ENGINE-DRIVE CHILLER

LD00779

LD00780(R)

1/16"STRAINER


Stop Valves

Stop valves may be provided (by others) in the coolerand condenser water piping, and auxiliary heat ex-changer adjacent to the unit to facilitate maintenance.Thermometer wells and pressure taps should be pro-vided (by others) in the piping as close to the unit aspossible to facilitate operating checks.

Flow Switches (Field Installed)

A flow switch or pressure differential control by YORKor others must be installed in the chilled water line(s)adjacent to the unit for connection to the control cen-ter. If a flow switch is used, it must be directly in se-ries with the chiller and sensing only water flowthrough the chiller. It should be located in cooler outletside. The differential switch must sense pressure dropacross the unit.

Drain and Vent Valves

Drain and vent valves (by others) should be installedin the connections provided in the cooler and con-denser liquid heads. These connections may be pipedto drain if desired.

Checking Piping Circuits and Venting Air

After the water piping is completed, but before anywater box insulation is applied, tighten and torque (tomaintain between 30 and 60 ft. lbs.) the nuts on theliquid head flanges. Gasket shrinkage and handling

during transit cause nuts to loosen. If water pressureis applied before this is done, the gaskets may bedamaged and have to be replaced. Fill the chilled andcondenser water circuits, operate the pumps manu-ally and carefully check the cooler and condenser wa-ter heads and piping for leaks. Repair leaks as neces-sary.

Before initial operation of the unit, both water circuitsshould be thoroughly vented of all air at the high points.Also, purge air through valves on top of the water boxes.

REFRIGERANT RELIEF PIPING

Each unit is equipped with dual pressure relief valveslocated on the cooler for the purpose of quickly reliev-ing excess pressure of the refrigerant charge to the at-mosphere as a safety precaution in case of an emer-gency, such as fire.

Refrigerant relief vent piping (by others), from the re-lief valves to the outside of the building, is required bycode in most areas and should be installed on all chill-ers. The vent line should be sized in accordance withthe ANSI/ASHRE-15, or local code, but should neverbe smaller than “Relief Valve Size” shown in Fig.25. The vent line must include a dirt trap in the verti-cal leg to intercept and permit clean out and to trapany vent stack condensation. The piping MUST be ar-ranged to avoid strain on the relief valves, using aflexible connection, if necessary. Operation is with onevalve open and one valve closed.

FIG. 25 – REFRIGERANT VENT PIPING

DUAL RELIEF VALVES

COOLER/COND. NPTISHELL CODE

LL thru QQ (2) 1-1/2"

RR thru SS (2) 2"

LD00781

FORM 160.60-N1


OIL RETURN LINE AND REFRIGERANT SUPPLYLINE TO COMPRESSOR SPRAY HEADER

The oil return line is to be field installed between theeductor on the cooler and the oil return fitting on thecompressor. (See Fig. 26.) The refrigerant supply lineto the compressor spray header is to be field installedbetween the refrigerant liquid line and the spray headerfitting on the compressor.

Tubing and fittings are to be field supplied. Route tub-ing in a workmanlike manner and support as neces-sary. Vent tubing of air before starting unit.

It would be a good idea to add a sight glass in the oilreturn line and liquid injection line at the compressorconnection. This is not mandatory, but could save timelater.

FIG. 26 – FIELD CONNECTION POINT; OIL RETURN LINE & REFRIGERANT SUPPLY LINE TOCOMPRESSOR SPRAY HEADER

LD00782

INSULATE THESELINES


SOUND ENCLOSURE

If the installation is to include a sound enclosure aroundthe driveline, the following points should be consid-ered:

1. The room must be well lighted (by others).

2. The panels must be removable and open outwards.

3. Be sure control panels are visible through the pan-els and/or door.

4. Be sure there is adequate fresh air supply for theengine. (See Table 3 and “Engine Room Ventilation”,Figs 8, 9, 10 and 11.) Also there must be adequateair removal so the room temperature does not ex-ceed 110°F (43.3°C). For best results, the intake airinto the room should be filtered.

5. Maintain ample space to perform daily checks suchas checking and adding oil, checking and addingglycol and checking and changing the air cleaners.

FORM 160.60-N1


POWER AND CONTROL WIRING

POWER WIRING

480-460 Volt, 3-Phase, 60 Hertz power must be sup-plied to the Power Distribution Panel, located on theend of the driveline base. (See Fig. 27.)

The 115 Volt to YORK panel is made when 480 Volt issupplied to Caterpillar panel.

Control power supply (115V - 50/60 Hz) 15 amperecapacity for control center, is supplied by a controlpower transformer, factory mounted and wired.

115-1-60 current must be supplied to the battery charg-er, via a field installed circuit connected to terminal119 and 2 in the Power Distribution Panel.

FIG. 27 – AC POWER DISTRIBUTION PANEL

INSIDE

TABLE 8 – POWER PANEL REQUIREMENTS

ENGINE CIRCUIT FUSE CABLEMODEL AMPACITY SIZE SIZE*

3400, 3500, 3600 14.8A 31A 10 AWG

3400, 3500 w/Heater 23.9A 31A 10 AWG

3600 w/Heater 41.9A 50A 8 AWG

*Cable size is the minimum AWG recommended.

27811A

OUTSIDE

27810A


CONTROL WIRING

Most control wiring is completed at the factory. However,all wiring between the driveline and shells must be com-pleted in the field. Shielded cables for all shell-side

FIG. 28 – CONTROL AND POWER WIRING

* Connect to terminals 6, 15, 1 & 32 in YORK control panel.

LD00783(R2)

DETAIL “B”(Typ. Sensor Cap) DETAIL “C”

(Typ. Transducer Cap)

LEGEND

1 Leaving Chilled Water4 Leaving Condenser Water5 Entering Condenser Water9 Entering Chilled Water11 Evaporator Pressure TransducerCP Condenser Pressure Transducer

HPCO High Pressure Cut-out*

sensors are bundled for shipment behind the micropanel. The high pressure cutout switch circuit must becompleted in the field. Refer to Fig. 28 for location ofconnection points.

FORM 160.60-N1


PRESSURE/LEAK CHECK

The following procedure is to be performed in the fieldbefore insulating the unit.

Contractor to provide supply of N2 sufficient to pressur-

ize system to 180 psig. Several pressurizations may berequired. Leak test will be made with electronic leakdetector and R22/N

2 gas mixture composition of 5%/

95% R22/N2 respectively. “S” shells will require 64 lbm

R22 and 390 lbm N2 minimum to do one leak check,

approximately (4) N2 cylinders with 125 lbm charge.

1. Remove relief valve from shells, if factory installed,and plug shell connection.

2. Install bar manifold gauge, or other appropriate gaugeto read from 30" mercury vacuum to at least 200 psig,on shells.

3. Open low side charging valve (see Fig. 26) and evacu-ate system to 29 inch mercury vacuum.

4. Gas off system with R22 until pressure rises to 14inch mercury vacuum.

5. Connect N2 supply and gradually raise system pres-

sure to 180 psig. Check for leaks with electronic leakdetector. Steady leakage rates in excess of 1 oz. peryear are not acceptable.

6. If an excessive steady leak is found, the pressureshould be reduced, the leak repaired, and the testrepeated.

7. After successful leak check, reduce system pressureto 1 atmosphere and install the relief valve on its shellconnection.

8. Evacuate the system to 2 mm mercury absolute(2000 micron). Stop the vacuum pump and checkpressure rise rate over at least a one hour period.Pressure must not rise greater than 150 micron/hour.

9. Locate and repair vacuum leaks if required.

TABLE 7 – SYSTEM PRESSURES (STANDARD)

*GAUGE ABSOLUTEBOILING

INCHES OF TEMPERATURESMERCURY (HG) MILLIMETERS OF

BELOW ONE PSIA OF MERCURY MICRONS WATERSTANDARD (HG) °F

ATMOSPHERE

0 14.696 760. 760,000 21210.24" 9.629 500. 500,000 19222.05" 3.865 200. 200,000 15125.98" 1.935 100. 100,000 12427.95" .968 50. 50,000 10128.94" .481 25. 25,000 7829.53" .192 10. 10,000 5229.67" .122 6.3 6,300 4029.72" .099 5. 5,000 3529.842" .039 2. 2,000 1529.882" .019 1.0 1,000 +129.901" .010 .5 500 –1129.917" .002 .1 100 –3829.919" .001 .05 50 –5029.9206" .0002 .01 10 –7029.921" 0 0 0

*One standard atmosphere = 14.696 Psia

= 760 mm Hg. absolute pressure at 32°F

= 29.921 inches Hg. absolute at 32°F

NOTES: Psia = Lbs. per sq. in. gauge pressure= Pressure above atmosphere

Psia = Lbs. per sq. in. absolute pressure= Sum of gauge plus atmospheric pressure


TABLE 7A – SYSTEM PRESSURES (METRIC)

GAUGE ABSOLUTEBOILING

TEMPERATURESKILOPASCALS MILLIBARS OFBELOW ONE KILOPASCALS OF MERCURY MICRONS WATERSTANDARD (HG) °C

ATMOSPHERE

0 101.3 1013.1 760,000 100.034.7 66.4 666.5 500,000 88.974.7 26.6 266.6 200,000 66.1

88.0 13.3 133.3 100,000 51.194.6 6.7 66.7 50,000 38.398.0 3.3 33.3 25,000 25.6

100.0 1.3 13.3 10,000 11.1100.5 .84 8.4 6,300 4.4100.6 .68 6.7 5,000 1.7

101.1 .27 2.7 2,000 –9.4101.2 .13 1.3 1,000 –17.2101.3 .069 .67 500 –23.9

101.3 .014 .13 100 –38.9101.3 .007 .07 50 –45.6101.3 .0014 .013 10 –56.7

101.3 0 0 0

FORM 160.60-N1


NOTE:Do not insulate until the unit has been leak testedunder the supervision of the YORK representa-tive.

No appreciable operating economy can be achieved

by thermally insulating the chiller. However, the chillercold surfaces should be insulated with a vapor barrierinsulation to prevent condensation. The insulation de-scribed in Fig. 29, Note 2 will normally prevent con-densation in environments with dry bulb temperaturesof 50°F to 90°F and relative humidities up to 75%.

NOTES:

1. Insulate everything shown in heavy outline:a. Suction Lineb. Cooler Water Boxesc. Cooler Shelld. Liquid Injection Linee. Oil Return Line

2. Insulation is not furnished by YORK. Insulation sheet shallbe flexible, closed cell composition of expanded polyvinylchloride (PVC). Suitable for thermal insulation and con-densation control. 3/4" thick minimum. K at 75°F = 0.25max. Btu-In./ Sq. Ft./ Hr./°F.

3. The equipment arrangement shown is typical. Refer toYORK unit and system piping drawings for further detailson actual configuration and sizes.

4. Insulation at flanged joints must be designed to permit re-moval for access to nuts and bolts. Insulation on suctionconnection lifting lugs must be designed to permit removalfor access to lifting eye.

5. Additional anti-sweat insulation may be needed for miscel-laneous small lines.

6. Testing to prove system leak tight to be done prior to instal-lation of insulation.

FIG. 29 – UNIT INSULATION

LD00785

INSULATION

} Also, see Fig. 26

QUANTITY REQUIRED

COOLER COOLER WITH COOLER WITHCODE COMPACT BOXES MARINE BOXES

L 265 Sq. Ft. / 24.6 Sq. M 275 Sq. Ft. / 25.5 Sq. MM 280 Sq. Ft. / 26.0 Sq. M 290 Sq. Ft. / 26.9 Sq. MN 310 Sq. Ft. / 28.8 Sq. M 325 Sq. Ft. / 30.2 Sq. MP 345 Sq. Ft. / 32.0 Sq. M 365 Sq. Ft. / 33.9 Sq. MQ 390 Sq. Ft. / 36.2 Sq. M 410 Sq. Ft. / 38.1 Sq. MR 440 Sq. Ft. / 40.8 Sq. M 470 Sq. Ft. / 43.6 Sq. MS 480 Sq. Ft. / 44.6 Sq.M 560 Sq. Ft. / 52.0 Sq. M


FIG. 29 (Cont’d.) – UNIT INSULATION

LD00786

FORM 160.60-N1


SERVICE DURING WARRANTY

REPORTING PROBLEMS

To report a problem with a YORK YG chiller (in war-ranty), follow these steps:

1. CALL YOUR LOCAL YORK SERVICE OFFICE.

2. YORK will dispatch a certified YORK technicianto the jobsite at which time he will diagnose theproblem. If it is a YORK problem, the technicianwill make the necessary repairs, restart thechiller, fill out the service form and distribute thenecessary copies to the appropriate offices.

3. If the problem is with the Caterpillar engine/con-trols** the YORK service technician will notify hisoffice and the YORK service office will notify thelocal Caterpillar service dealer at which time theCaterpillar dealer will dispatch a certified Caterpil-lar technician to the jobsite, diagnose and repair

the problem, notify the local YORK service officethat the chiller has been repaired and to have aYORK technician dispatched to the jobsite to re-start the chiller. The Caterpillar technician will fillout the service form and distribute copies to theappropriate offices.

NOTE:

** If the YORK technician determines the problem iswith Caterpillar engine/controls, he should not at-tempt to restart the equipment or try to reset theCaterpillar control panel by pushing the “Diagnos-tic Reset” button to clear the alarm(s); by doing sowill erase the engine fault codes. When the Cater-pillar technician arrives on the job, he can connecthis “DDT” (Digital Diagnostic Tool) to the engine toread the fault codes that caused the engine to shutdown. The fault codes are essential for the Cater-pillar organization to diagnose an engine problem.


NOTE: Pages 47 thru 54are perforated for easyremoval and copying.

FORM 160.60-N1


SERVICE CALL INFORMATION

Please see instructions at bottom. If you need additional space, please use a blank sheet of paper.

DATE ___________

JOB NAME __________________________________

ADDRESS __________________________________

__________________________________

JOB CONTACT & PHONE NO._______________________________

UNIT MODEL NO.* _____________________________ SERIAL NO. _______________________

COMPRESSOR MODEL NO. _____________________ SERIAL NO. _______________________

ENGINE MODEL NO. ___________________________ SERIAL NO. _______________________

* This information is on the data plate on the condenser shell.

PERSON(S) PERFORMING STARTUP ______________________________ YORK / Caterpillar

______________________________ YORK / Caterpillar



Reason for Service? ________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

What problem(s) did you find? ________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

List all corrective action taken: _______________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________


NOTE to the YORK Service Technician:

Please “dump” the control panel of the history printout and take a currentreading at design conditions after the unit has been put back on line. Fax thisinformation along with a copy of this form to the York, PA Service Depart-ment at 717-771-6844, ATTN: Don Bull / Steve Baer, and also send the sameinformation to the Caterpillar Lafayette Plant Fax. No. 317-448-5985, ATTN:Dennis Chaney / Gary Keffeler.

NOTE to the Caterpillar Technician:

If the strip chart from the control panel is not available, take a reading of theconditions and record them on the daily log sheet and send that informationto the Fax numbers listed above. Also include any previous copies of the logsheets that are available.

FORM 160.60-N1


START-UP INFORMATION

Please see instructions at bottom. If you need additional space, please use a blank sheet of paper.

DATE ___________

JOB NAME __________________________________

ADDRESS __________________________________

__________________________________

JOB CONTACT & PHONE NO._______________________________

UNIT MODEL NO.* _____________________________ SERIAL NO. _______________________

COMPRESSOR MODEL NO. _____________________ SERIAL NO. _______________________

ENGINE MODEL NO. ___________________________ SERIAL NO. _______________________

* This information is on the data plate on the condenser shell.

PERSON(S) PERFORMING START-UP _______________________________ YORK / Caterpillar

_______________________________ YORK / Caterpiller

_______________________________ YORK / Caterpiller

_______________________________ YORK / Caterpillar

Have you encountered any problems at start-up? If so, what were they?

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

How were these problems corrected? __________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________


NOTE to the YORK Service Technician:

Please “dump” the control panel of the history printout and take a currentreading at design conditions after the unit has been put back on line. Faxthis information along with a copy of this form to the York, PA ServiceDepartment at 717-771-6844, ATTN: Don Bull / Steve Baer, and also sendthe same information to the Caterpillar Lafayette Plant Fax. No. 317-448-5985, ATTN: Dennis Chaney / Gary Keffeler.

NOTE to the Caterpillar Technician:

If the strip chart from the control panel is not available, take a reading ofthe conditions and record them on the daily log sheet and send that infor-mation to the Fax numbers listed above. Also include any previous copiesof the log sheets that are available.

FORM 160.60-N1


LOG SHEET FOR 3400 SERIES ENGINE

JOB NAME: _____________________________________________________________________________

MODEL NO.: _____________________________________________________________________________

SERIAL NO.: _____________________________________________________________________________

YORK CONTRACT NO.: ____________________________________________________________________

DateTimeOperating HoursStartsChilled Water (°F / °C) In

OutLeaving Water (°F / °C) In

OutChiller DataSaturated Suction Temp (°F / °C)Saturated Discharge Temp (°F / °C)Compressor DataSuction Pressure (PSIG / kPa)Discharge Pressure (PSIG / kPa)Suction Temperature (°F / °C)Discharge Temperature (°F / °C)Oil Pressure (PSID / kPa)Oil Temperature (°F / °C)Proximity Sensor (POS)Proximity Sensor (REF)High Speed Drain Temperature (°F / °C)% VanesRefrigerant Level %Level Setpoint %Engine DataJacket Water Temperature (°F / °C)AC Water Temperature (°F / °C) <90°F / °CRPMOil Pressure (PSID / kPa)Oil Temperature (°F / °C)Engine Loaded %Battery ChargeVolts (DC)AmpsGear BoxGauge Off Cooler (°F / °C)Gauge Off Pump (PSIG / kPa)Air Comp. Supply Pressure (PSIG / kPa)Clutch Pressure Gauge (PSIG / kPa)Technician’s NameRemarks


CATERPILLAR ENGINE GAUGE RANGES

3400GAUGE

MINIMUM MAXIMUM

Jacket Water Temperature (°F / °C) 185 / 85 210 / 199

After Cooler Water Temperature (°F / °C) maintain inlet

89.6 / 32 manifold above 85 / 29.4

RPM 1350 1850Oil Pressure (PSI / kPa) 40 / 276 87 / 600Oil Temperature (°F / °C) 170 / 76.7 210 / 98.9% Engine Load 25 100Selector Switch Cylinder Port Temperature (°F / °C) 10% below Average 670Selector Switch Cylinder Bank Temperature (°F / °C) 10% below Average 640Battery Charge Volts 22 26Battery Charge Amps 10 10Gear Box Off Bearings Temperature (°F / °C) 65 / 18.3 150Gear Box Off Pump (PSIG / kPa) 10 / 68.9 20Air Compressor Supply Pressure (PSIG / kPa) 100 / 690 150Clutch Pressure Gauge (PSIG / kPa) 100 / 690 110

FORM 160.60-N1


LOG SHEET FOR 3500 SERIES ENGINE

JOB NAME: _____________________________________________________________________________

MODEL NO.: _____________________________________________________________________________

SERIAL NO.: _____________________________________________________________________________

YORK CONTRACT NO.: ____________________________________________________________________

DateTimeOperating HoursStartsChilled Water (°F / °C) In

OutLeaving Water (°F / °C) In

OutChiller DataSaturated Suction Temp (°F / °C)Saturated Discharge Temp (°F / °C)Compressor DataSuction Pressure (PSIG / kPa)Discharge Pressure (PSIG / kPa)Suction Temperature (°F / °C)Discharge Temperature (°F / °C)Oil Pressure (PSID / kPa)Oil Temperature (°F / °C)Proximity Sensor (POS)Proximity Sensor (REF)High Speed Drain Temperature (°F / °C)% VanesRefrigerant Level %Level Setpoint %Engine DataJacket Water Temperature (°F / °C)AC Water Temperature (°F / °C) <90°F / °CRPMOil Pressure (PSID / kPa)Oil Temperature (°F / °C)Engine Loaded %Selector Switch (Cylinder Temp) (°F / °C)123456789

TABLE CONTINUED ON NEXT PAGE


Selector Switch (Cont’d)101112131415161718Battery ChargeVolts (DC)AmpsGear BoxGauge Off Cooler (°F / °C)Gauge Off Pump (PSIG / kPa)Air Comp. Supply Pressure (PSIG / kPa)Clutch Pressure Gauge (PSIG / kPa)Technician’s NameRemarks

CATERPILLAR ENGINE GAUGE RANGES

3500GAUGE

MINIMUM MAXIMUM

Jacket Water Temperature (°F / °C) 210 / 99 261 / 127.3After Cooler Water Temperature (°F / °C) 90 / 32.2 158 / 70RPM 950 1550Oil Pressure (PSI / kPa) 40 / 276 87 / 600Oil Temperature (°F / °C) 205 / 96.1 225 / 107.2% Engine Load 25 100Selector Switch Cylinder Port Temperature (°F / °C) 1050 / 565 1170 / 632Selector Switch Cylinder Bank Temperature (°F / °C) 1050 / 565 1170 / 632Battery Charge Volts 22 26Battery Charge Amps 10 10Gear Box Off Bearings Temperature (°F / °C) 65 / 18.3 150 / 65.6Gear Box Off Pump (PSIG / kPa) 10 / 68.9 20 / 137.9Air Compressor Supply Pressure (PSIG / kPa) 100 / 689 150 / 1034Clutch Pressure Gauge (PSIG / kPa) 100 / 689 110 / 758

FORM 160.60-N1


SERVICE RECORD

SERVICE PERFORMED DATE BY

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

______________________________________________ ___________ _________

Proud Sponsorof the 1998U.S. Olympic Team

36USC380

P.O. Box 1592, York, Pennsylvania USA 17405-1592 Subject to change without notice. Printed in USACopyright © by York International Corporation 1997 ALL RIGHTS RESERVED

Form 160.60-N1 (697)Supersedes: 160.60-N1 (895)

(design level a) - johnson controls

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