Reciprocating compressor crosshead working surface?
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Question: How to divide the load-bearing surface of a crosshead? Is it classified based on the crankshaft crank pin?
Analysis is based on the rotation direction and operating status. There are primary load-bearing surfaces and secondary load-bearing surfaces. It should be mainly used for coaxiality measurement and the positioning of gap distribution.
I’m not sure if you’re referring to the direction of the forces acting on the crosshead pin, in front of it and behind it. It is still the upward and downward forces on the crosshead slide. If it is the former, the reverse angle needs to be analyzed. If it is the latter, what needs to be analyzed is the link force.
There are ones with different head sizes; I just replaced one.
On both the top and bottom of the working face. The primary and secondary load-bearing surfaces are related to steering
What I want to ask is about the forces acting on the upper and lower parts of the crosshead? Also, what is a reverse angle?
Check the steering. If it’s clockwise, then the upper left side is primary, while the lower right side is secondary
Look at the direction of movement: if the large end of the connecting rod moves upward, it means the force is applied on the upper part; if it moves downward, the force is applied on the lower part. Brother, you posted a video a few years ago about a high-speed pump that made noise for about ten seconds – has it been determined what was the cause of that problem?
Boss, how exactly do you determine whether the reverse angle is sufficient or not? Why is it sufficient to use a tail rod with insufficient reverse angle? I have two compressors here; the dimensions of the stroke, piston rod, connecting rod, etc., are all the same, but the operating pressures differ. One of them has a tail rod while the other doesn’t. Is the purpose of the reverse angle to make the piston follow? Is the tail rod added for weight distribution? Is my idea correct? When the rotational speed remains constant, the spindle speeds up as it moves from horizontal to vertical, and slows down as it moves from vertical to horizontal. When the pressure difference and mass are insufficient, the piston reaches its maximum speed at which point its own velocity exceeds that of the spindle, resulting in the oil failing to keep up. The tail rod is added to provide counterweight, ensuring that the piston remains in a passive stressed state at all times.