Mud Pump Course

Mud Pump
Training Manual
[2]
Table of Contents
Page No.
Foreword………………………………………………………...…………………….. 5
1. Introduction……………………………………………………………………….. 6
1.1 Mud circulation……………………………………………………………….. 6
1.2 Function of mud pump……………………………………………………….. 6
1.3 Pump classification…………………………………………………………… 8
1.4 Mud composition……………………………………………………………... 8
1.5 Mud pumps in EDC fleet…………………………………………………….. 9
1.6 Theory of operation…………………………………………….................... 13
1.7 Major components…………………………………………………............... 14
2. Power End………………………………………………………………………… 16
2.1 Prime mover……………………………………………………..................... 17
2.2 Drive belts…………………………………………………………………….. 17
2.3 Pinion shaft…………………………………….............................................. 18
2.4 Crankshaft……………………………………………………………………. 19
2.5 Connecting rods………………………………………………………………. 22
2.6 Crossheads…………………………………………………………………….. 23
2.7 Intermediate rods…………………………………......................................... 25
2.8 Wiper seals……………………………………................................................ 26
2.9 Roller bearings………………………………………………………………. 28
2.10 Power end assembly and disassembly…………………………………….. 30
3. Fluid End………………………………………………………………………….. 38
3.1 Suction manifold……………………………………………………………… 40
3.2 Suction & discharge modules………………………………………………... 42
[3]
3.3 Pistons & liners……………………………………………………………….. 50
3.4 Pulsation dampener…………………………………………………………... 51
3.5 Discharge line…………………………………………………………………. 54
3.6 Safety relief valve…………………………………………………………….. 54
4. Maintenance………………………………………………………………………. 56
4.1 Lubrication…………………………………………………………………… 56
4.2 Cooling and Flushing System………………………………………………… 62
4.1 Routine maintenance…………………………………………………………. 64
4.2 Important work instructions………………………………………………… 67
4.2.1 Pulsation dampener maintenance………………………………………… 67
4.2.2 Taking pump measurements……………………………………………… 69
4.2.3 Checking and tightening drive belts……………………………………… 76
4.2.4 Checking crosshead alignment…………………………………………… 77
5. Troubleshooting………………………………………………………………….. 79
5.1 General fluid end problems…………………………………………………. 80
5.2 General power end problems………………………………………………… 82
5.3 Knocking………………………………………………………………………. 84
5.4 Misalignment………………………………………………………………….. 85
5.5 Vibration………………………………………………………………………. 87
5.6 Rapid pistons & liners wear…………………………………………………. 87
5.7 Safety relief valve…………………………………………………………….. 88
[4]
Foreword
This training material was prepared as a part of EDC Training Center’s Technical Team training
service to help maintenance personnel to understand the theory of operation of mud pump and
how to perform maintenance tasks, in order to keep mud pumps through EDC fleet safe,
productive and efficient.
Our references in preparing training material were: Standard manufacturers’ manuals and
PMS Work Instructions.
Technical Team
Training Center
[5]
1. Introduction
1.1 Mud circulation
The drilling fluid, mud, travels up the stand pipe and through the rotary hose, and then
downward through the kelly or top drive system, drill pipe and bottom-hole assembly by
the mud pumps. Mud exits the drill string through the bit nozzles and picks up drill
cuttings from the bottom of the hole. Circulating drilling mud flushes bore-hole bottom
and crushes rocks; furthermore, cools and lubricates drill- bits. It then carries the cuttings
up the annulus, past the blowout preventers, and through the mud-return line to the shale
shaker. At the shale shaker, the larger cuttings are screened out and diverted to a "reserve
pit" (actually a waste pit). Desanders, desilters and centrifuges may be used to filter out
smaller particles. The mud flows into a settling tank or pit and finally, it returns through
the sump to the suction pit to repeat the circuit.
1.2 Function of mud pump

Mud pump is the heart of the circulating system, providing power to move the fluid at the
required pressure and volume. Mud pumps are either duplex (two-cylinder, double
acting) or triplex (three-cylinder, single acting). Triplex pumps are by far the type most
commonly used on modern rigs. It is designed to circulate drilling fluid under high
pressure (up to 7,500 psi (52,000 kPa)) down the drill string and back up the annulus.
The mud pump mainly consists of two components, power and fluid ends. The power end
includes the assemblies of frame, pinion shaft, crankshaft, crossheads etc. The fluid end
includes the assemblies of hydraulic cylinder, valves, cylinder liner, piston, suction and
discharge manifolds and so on.
[6]
Figure (1): Mud Circulation
[7]
1.3 Pump classification
Gear
Positive
Duplex
displacement
Reciprocating
Pumps Triplex
Non-positive
Centrifugal
displacement
Mud Pumps are positive displacement, reciprocating, triplex pumps.

This classification of mud pump implies the severe damage that could happen to the
pump if the pump runs with delivery valve closed.
1.4 Mud composition

Mud, working fluid of mud pumps, has an impact on pump parts. This impact would
affect pump performance, down time and overall efficiency.
Theoretically, Mud is composed of:
1. Base
Water or oil is used as a base for mud. Each of them could have an impact on pump
parts. For example, oil base is corrosive to rubbers which would affect gaskets,
valves and piston heads.
2. Additives
These are chemicals which are added to the base fluid to maintain its functions as
drilling fluid. These chemicals have a negative impact on pump parts.
But practically, another constituent is present in mud, which is “cutting”. Even for
efficient mud conditioning systems there must be percentage of cutting may enter the
mud pump. The presence of cutting in mud flowing through mud pump could cause
abrasive wears for pump parts.
Base, chemicals Corrosive Internal parts of

Erosive
and cutting in mud mud pump
Abrasive
[8]
1.5 Mud Pumps in EDC Fleet
National Oilwell Varco Pumps:
Model Rig No. of pumps on rig
3 2
5 3
16 2
25 3
42 2
A1700PT
43 2
1700 hp
44 3
45 2
46 2
47 2
49 2
10 2
18 2
19 2
26 2
12-P-160 48 2
1600 hp 50 2
51 2
52 2
53 2
58 3
[9]
11 2
10-P-130
17 2
1300 hp
40 2
12 1
82 1
83 1
84 1
85 1
86 1
87 1
6K500 88 1
500 hp 89 1
90 1
91 1
92 1
95 1
96 1
97 1
99 1
[10]
Continental EMSCO Pumps:
4 3
FP 1600 8 2
1600 hp 9 2
41 2
FP 1300 61 2
1300 hp 62 2
EWECO Pumps:
33 3
E 2200 35 3
2200 hp 36 3
38 3
E 1600 43 1
1600 hp 45 1
IDECO
T-1600 34 2
1600 hp
72 2
Sichuan Hong Hua
Standby units 2
[11]
Drillmec Pumps:
1 2
54 2
55 2
12 T 1600
56 3
1600 hp
57 2
59 3
63 2
64 2
9 T 1000 65 2
1000 hp 66 2
67 2
6 1
7 TS 600 93 1
600 hp 94 1
98 1
31 1
7T 450M-066A
32 1
[12]
1.6 Theory of operation
1. Crankshaft
2. Pinion shaft
3. Connecting rods
4. Crosshead
5. Intermediate rod
6. Piston assembly
Figure (2): From rotation to linear reciprocating movement
A prime mover rotates pinion shaft (2) via drive belts. Power is transmitted from pinion
shaft to crankshaft (1) by meshing of pinion with main gear on crankshaft. The rotation of
crankshaft causes angular movement of the three connecting rods (3). Each of the three
connecting rods is pinned to a crosshead (4) which moves between top and bottom
guides. As the crankshaft continues running, a reciprocating linear movement is achieved
for crossheads. Intermediate rods (5) connected to the crossheads transmit power to the
piston assembly (6) that runs inside the cylinder liner. The reciprocating linear movement
of pistons inside liners causes pumping of fluid filling liners.
A charging pump is installed to feed suction manifold. Drilling fluid then flows through
the three suction modules. The flow of fluid to the liners is controlled by three suction
[13]
valve mechanisms, where suction valves move up against spring to permit drilling fluid
to fill up the cylinder liners to be pumped by the forward movement of pistons. When
piston pushes fluid in liners it closes suction valve, then it starts flowing into discharge
module building up pressure. When pressure in discharge module becomes higher than
the pressure in discharge manifold, discharge valves open and drilling fluid is pumped in
discharge manifold and then to delivery lines.
When crankshaft turns one complete revolution, uniformly one pumping stroke occurs in
each cylinder, i.e. a pumping stroke every 120° of crank revolution. This will cause
pressure fluctuations in delivery lines. In order to minimize these fluctuations and the
consequent vibrations in standpipe and jumper hoses, a pulsation Nitrogen charged
dampener is used.
1.7 Major components

Mud pump is divided into:
I. Power End
1- Prime mover
2- Drive
3- Pinion shaft
4- Crankshaft
5- Connecting rods
6- Crossheads
7- Intermediate rods
8- Lubrication system
9- Wiper seals
II. Fluid End
1- Suction manifold
2- Suction and discharge modules
3- Suction and discharge valves
4- Pistons and liners
5- Pulsation dampeners
6- Cooling and flushing system
7- Safety relief valve
[14]
Figure (3): Mud Pump - side view
Figure (4): Pump chassis
Pump directions: The laterality of the unit is as reflected here, determined by standing at
the power end, and looking toward the fluid end – reference is made to the left hand, and
the right hand side.
[15]
2. Power End
Definition:
It is the compartment of mud pump concerned with mechanical power transmission. Power end
components are responsible to transform rotation movement of prime mover into linear
movement for intermediate rod.
Figure (5): Power end components
[16]
2.1 Prime Mover
It is the initial source of power that is transformed into hydraulic power in drilling fluid
due to pump operation.
Prime movers
Electric motor Diesel engine
AC motor
(for VFD rigs)
DC motor
(for SCR rigs)
2.2 Drive Belts

It transmits power from prime mover to the pinion shaft. It is either V-belts or chain belt.
Chain belt has higher efficiency in power transmission. However, v-belts are preferred
due to the following:
a. Less noise
b. Easier in maintenance and replacement
c. Do not require extra lubrication system
d. V-belts often show signs of damage before they fail. While chain belts might fail
suddenly
Figure (6): Chain drive Figure (7): V-Belts
[17]
2.3 Pinion Shaft
It transmits power from belt drive to crankshaft by meshing of integrated pinion with
main gear on crankshaft.
The pinion shaft is extended on both sides of the power frame to permit driving forces to
be applied to either the right hand side, left hand side or both sides.
It is mounted on two roller bearings whose type is different from a manufacturer to
another. [View table in section 2.10]
Figure (8): Internal parts of mud pump
Figure (9): Pinion shaft assembly
[18]
2.4 Crankshaft
When it is turned by main gear, it transmits power from pinion shaft to connecting rods.
Crankshaft is mounted to the power main frame on main bearings whose type is different
from a manufacturer to another. [Table (bearings)].
It is responsible to convert rotation motion to angular motion in the connecting rods. The
crankshaft has "crank throws", which are offset to the main bearings axis, to do the
conversion between two motions.
Figure (10): Photo of the crankshaft
[19]
Figure (11): Crankshaft – isometric view
[20]
Figure (12): Section through the crankshaft
Remark:
If the gear is to be turned to use the unworn side of the teeth, it is necessary to turn the
gear and crankshaft together as a unit. The gear and pinion are not centered in the pump
which means that the pinion shaft must also be turned.
[21]
2.5 Connecting Rods
They transmit power from crankshaft to crossheads.
There are three connecting rods, one for each cylinder. Connecting rods are mounted to
crank shaft by connecting rod bearings, also known as eccentric bearings. Connecting rod
bearings are of straight (cylindrical) roller type.
Connecting rods move in an angular movement as a transition phase between rotation
movement and linear movement.
Figure (13): Connecting rods
[22]
2.6 Crossheads
The crossheads are heavily constructed, accurately machined and fitted into replaceable
upper and lower crosshead guides. Shim adjustment of the guides will permit the
maintenance of proper running clearance and compensate for wear. Correct crankshaft
rotation is important to the service life of the crosshead assembly. The force transferred
from the crankshaft to the crosshead should ·be above the horizontal center line of the
crosshead which allows the crosshead to rest in the lower guide, and it is not being lifted
to the upper guide during pumping, and then falling to the lower guide at the reversal
point.
Figure (14): Crosshead – isometric view
Crossheads movement is guided between upper and lower guides converting angular
movement of connecting rods into linear reciprocating movement.
[23]
Alignment is critical to the proper function of the diaphragm, true axial movement of the
piston, and concentricity of the piston in the liner.
Figure (15): Crosshead - parts
Crossheads are pinned to the connecting rods. Upon movement transmission from
connecting rod to crosshead, there is a limited angular movement in the cross head pin.
Thus, a needle type crosshead pin bearing is used.
[24]
2.7 Intermediate Rods
An intermediate rod (pony rod) is connected to each crosshead. Power is transmitted from
crossheads to intermediate rods to move them in a linear reciprocating movement.
Proper installation for intermediate rods is essential for the alignment of crossheads all
the way to the piston head.
Figure (16): Intermediate rod (intermediate rod)
[25]
2.8 Wiper Seals
They wipe intermediate rods during their reciprocating linear movement. They protect
power end by preventing lubricating oil from getting out and flushing water from getting
in.
There are two groups of lip seals. One group is to wipe lubricating oil off intermediate
rods. The other group is installed so that the lip wipes flushing water.
There is a drain hole in the assembly that should be positioned in the bottom during
installation.
Should leakage occur, replace the wiper rings immediately and if necessary, replace the
intermediate rod.
Should some failure occur at the fluid end of the pump which causes the pumped fluid to
“blast” the diaphragm area or flood the cradle section of the pump, immediately remove
the pump from service and change the oil on the crankcase, including the sludge
reservoir.
[26]
Figure (17): Wiper seals assembly
In order to keep them in good condition, wiper seals have to be greased on daily basis.
Note: Over-greasing could damage the seals.
[27]
2.9 Roller Bearings
Although the basic construction of the various sizes of slush pumps varies somewhat,
they all have one very important detail in common-- roller bearings. A roller bearing is a
precisely built machine within itself; therefore, careful handling is required in order to
obtain the long service life and high load carrying characteristics associated with anti-
friction bearings.
Bearing Location
Mud Pump Main
Manufacturer Pinion shaft Connecting rods Crosshead pin
(crankshaft)
2EA 3EA 3EA
2EA
Tapered, double Spherical, double Straight roller Needle, double

National-Oilwell
row row self-aligning (cylindrical) row
Spherical, double Straight roller Straight roller Needle, double

EMSCO
row self-aligning (cylindrical) (cylindrical) row
Tapered, double Straight roller Needle, double

EWECO Straight roller
row (cylindrical) row
Tapered, double Tapered, double Straight roller Needle, double

Drillmec
row row (cylindrical) row
Spherical, double Straight roller Straight roller Needle, double

Hong Hua
row self-aligning (cylindrical) (cylindrical) row
None of the bearings require special adjustments. All inner and outer races are assembled
by means of very accurate fits. This accuracy is necessary; therefore, if the bearings are
to be used again, the inner and outer races and the roller assemblies of each bearing must
be kept together, and re-installed exactly as they came off.
It is always necessary to completely replace any roller bearing that fails even though only
one part of the bearings shows damage. Since the running clearances of these bearings
are extremely small, excessive clearances, worn or grooved raceways, and any pitting or
flaking of the parts is indicative of failure and the entire bearing should be changed as
soon as possible.
All roller bearings are assembled to their shafts by means of shrink fits. Damaged or
worn bearings and raceways can be removed by driving them off the shaft with a bar and
hammer. They can be cut off the shaft with a burning torch, but care must be taken not to
bump into the shaft. Bearings should always be heated in an oil bath, the temperature of
which should not exceed300°F (148°C). Be certain that both the oil and the container are
[28]
very clean. If the oil container is in direct contact with the fire, place a rack into the
container so that the bearings will not rest on the bottom. Do not leave the bearings in the
oil bath longer than three minutes.
Do not heat the bearings with a torch unless it is the only possible means available. When
it is necessary to use a torch, it should be used only by an experienced welder or
mechanic. Hold the torch at least 6 inches away from the bearing and keep the torch
moving at all times. Heat the bearing only until it is hot to the touch. DO NOT
OVERHEAT THEBEARING; overheating draws the temper of the metal and makes the
bearing soft.
Once the heated bearing is in place on the shaft, hold it in place until it cools. NEVER
USE WATEROR ANY OTHER LIQUID TO COOL A HOT BEARING. Rapid cooling
will cause the surfaces of the races and rollers to 'check' or crack and the bearing will fail
immediately. Never strike a roller bearing with a steel hammer. If the bearing must be
driven into position, use wood or a soft hammer and strike lightly.
Always lubricate the shaft or housing before installing the bearing. Clean white lead,
thinned with light oil, is the best lubricant for this purpose.
Do not remove a new bearing from the box or wrapping until it is to be installed. Protect
it from dirt and other foreign matter at all times. If a bearing must be cleaned, use clean
Kerosene or other solvent.
A good recommendation is to keep records of clearance on a 6 month basis and
monitor the changes in clearances. If there is a large jump in clearances from one
inspection to the other, it can indicate that replacement is needed.
[29]
2.10 Power end assembly and disassembly
2.10.1 Disassembly
Refer to Figures (18 & 19)
Intermediate rods (intermediate rods)

Intermediate rod stuffing box
Remove the bolts mounting the intermediate rod stuffing box (1) to the diaphragm plate
(3). Slide the stuffing box off the intermediate rod (2).
In some other pumps, it is necessary to remove intermediate rod prior to removing
stuffing box assembly.
Crosshead diaphragm plate
Remove plate only if stub rod flange OD is larger than the Plate ID
Unbolt and remove the diaphragm plate and the gasket (4). This opening is large enough
to permit the crosshead (5) to be taken through the opening and removed out through the
liner chamber.
Intermediate rod
Remove the intermediate rod bolts and remove the intermediate rod.
In some other pumps the intermediate rods are threaded directly to crossheads.
Crossheads
Crosshead pins (Wrist pins)
The wrist pin retainer plates (6) are faced to the outside on the right and left crossheads.
Remove the outer wrist pin retainer bolts that thread into the crosshead. Leave the bolts in
place that thread into the wrist pin (7). Utilize the drilled and tapped holes in the retainer
plates to “jack” the wrist pin from the crosshead. Remove one of the outer crossheads for
access to the center wrist pin and retainer.
Crossheads
The crossheads can be removed through the diaphragm plate opening and the liner
chamber; after removing the wiper seals, diaphragm plates, and stub rods. Place a
wooden board on the crosshead guide (8) under the connecting rod once the crosshead
has been removed to prevent scoring the guide.
Crosshead guides
The crosshead guides are bolted to the main frame. Remove the crosshead and remove
the four bolts and clamp bars holding the crosshead guide. Shims, if present, should be
left in place if the guide is to be reinstalled. If a new guide or crosshead is installed, a
new shim package and realignment is necessary.
[30]
Figure (18): Crosshead and intermediate rod
Figure (19): Crosshead pin bearing
[31]
Main bearings
Refer to Figure (20)
The main bearing (1) can be removed without removing the crankshaft from the floating
carrier only. Use the following procedure.
This same procedure is used to remove the main bearing from the crankshaft that has
been removed from the frame.
Disconnect the lube lines. Remove the two main bearing cap nuts and the cap. Support
the crankshaft assembly to remove the downward load on the main bearings. Loosen the
main bearing retainer bolts 2 or 3 turns. Grooves are provided under the inner bearing
race with connections on the end of the crankshaft, to permit oil pressurization, for ease
of bearing removal. When the bearing is loose on the shaft remove the retainer, shims and
bearing from the crankshaft.
Crankshaft – gear – connecting rod
Crankshaft assembly
The gear-crankshaft-connection rod assembly can be removed with careful handling.
Remove the wrist pins and slide the crossheads away from the crankshaft assembly.
Support the connecting rods with come-a-longs. Disconnect the lube lines. Remove the
main bearing caps (2). Lift the crankshaft assembly (3). See the pump general assembly
for clearance dimensions and approximate weight.
Connecting rod and bearings
Do not remove the connecting rod (4) or connecting rod bearings (5) unless they are to be
replaced or it is required for further disassembly. If necessary, the connecting rods can be
taken off by removing the outer bearing retainers (6), removing the roller retainer ring
and separating the bearing. This separates the bearing in the connecting rod and leaves
part on the crankshaft. Remove the inner retainers (7) and use a hammer and brass rod to
tap the bearing parts from crankshaft and connecting rod.
Wrist pin bearing
The outer race and roller assembly of the wrist pin bearing (View Figures 18 & 19) may
be pulled or pushed from the connecting rod using an adapter plate slightly smaller than
the O.D. of the bearing. Do not drive the bearing from the rod with a hammer as this may
damage the bearing. The inner race of the wrist pin bearing is shrunk on the wrist pin. If
the race is to be replaced it may be heated quickly with a torch and slipped off the wrist
pin.
Crankshaft and gear
Gear removal and/or turning
It is necessary to remove a connecting rod by separating the bearing to remove the main
gear. The main gear (8) should not be removed unless it is being replaced. The main gear
is bolted to the crankshaft. The gear may have a slight shrink fit to the crankshaft. If the
gear is turned to use the unworn side of the teeth, do not remove the main gear from the
[32]
crankshaft. It is necessary to turn the gear and crankshaft together as a unit. The main
gear is not centered in the pump therefore the pinion shaft and pinion shaft bearing
carriers must also be turned when the main gear and crankshaft are turned.
Figure (20): Crankshaft – connecting rods – main gear assembly
[33]
Pinion and bearings
Pinion shaft
The pinion shaft bearings (1) are carrier mounted. This permits the pinion and bearings to
be moved out of the frame to the left or right. Remove the oil lines and bearing carrier
bolts. Jackscrew holes are provided to push the carrier from the pump frame. Support the
shaft (2) and remove the bearing carriers (3). Slide the shaft out of the pump frame. The
pinion bearing inner race and the oil seal race (4) remain on the shaft while the bearing
outer race and rollers remain in the carrier; therefore the carrier should remain on its
original end of the shaft.
Figure (21): Pinion shaft assembly
Removal of pinion with crankshaft and gear in place

It is not necessary to remove the crankshaft and gear in order to remove the pinion shaft.
Removal of the bearing carriers and bearings permits the pinion shaft to be disengaged
from the gear and removed from the pump.
Removal of pinion bearing without removing pinion shaft
A pinion bearing can be replaced without pulling the pinion shaft by removing the oil
lube lines and bearing carriers. Support the shaft to prevent it from moving. Use the
jackscrew holes in the bearing carriers to jack the bearing carrier out of the frame. The
inner bearing race and seal race can be removed with a puller.
Pinion bearings
The inner bearing race and seal race can be removed from the shaft with a puller. The
outer race and rollers can be pulled from the bearing carrier.
[34]
2.10.2 Assembly
Pinion shaft and bearings
It is possible to install the pinion assembly with or without the crankshaft and gear in
place. Install the pinion bearing inner races and seal races on the pinion shaft by heating
to 300°F. Use an electric oven or oil bath to heat the parts. Never apply direct flame to
a bearing. Install the pinion bearing rollers and outer race into the bearing carrier. This is
a slip fit. Install the bearing retainers and bolts Safety washer the retainer bolts. Place the
pinion shaft into the pump frame before installing the bearing carrier assemblies. Slide
the bearing carrier assembly and gasket over the pinion shaft and into the pump frame.
Use caution as the bearing carrier assembly meets the inner race on the pinion shaft.
Make sure the oil line holes in the carrier are oriented to allow the oil lines to be re-
installed. Press the pinion bearing oil seal into the carrier. Use care to prevent damage to
the lip of the pinion shaft oil seal. Install the seal retainer with the gasket and tighten in
place. Cover the keyway in the shaft to protect the seal during installation.
Crankshaft and gear
Gear mounting
The gear pilot diameter may be a light shrink fit on the crankshaft. The gear is held in
place with bolts and locknuts. Position the crankshaft vertically with the single eccentric
side up. Support it underneath the gear-mounting flange. If necessary uniformly heat the
gear until it slides over the pilot on the crank. Use new bolts. Install and tighten to the
proper torque value. Normal installation positions the gear and pinion to the right of
center, viewed while standing at the power end looking toward the fluid end. Make sure
the gear is installed so that the gear teeth will be mesh correctly with the pinion.
Connecting rod and bearings
General
The connecting rod bearings are a shrink fit on the crankshaft. Heat the bearings in an
electric oven or oil bath to 300°F. Do not overheat. Each bearing consists of 3 parts,
outer race and rollers, inner race and retainer ring. Keep the parts of each bearing
together as sets. Always place the bearing on the shaft so that the roller assembly may be
removed by removing the retainer ring. Always place the bearing races against a stop.
The stop may be a shoulder or a set of bolt-on retainers.
Connecting rods
Warm the connecting rod to 200°F. If heating with a torch, do not apply flame directly to
the rod. Keep torch moving to apply uniform heat. Slide the connecting rod bearing down
[35]
into the rod. Hold the bearing tight against the shoulder until the rod cools. Install the
segmented retainers to lock the bearing in place. Tighten the retainer bolts.
Center or inner connecting rod bearings
The bearing must install against a stop on the crankshaft. Warm the bearing to 200°F.
Slide the bearing on the crankshaft with the loose ring leading. The bearings are identical
in size requiring the center bearing to be slipped over the end-bearing journal. Hold the
bearing against the stop until it is cool. Install segmented retainers to lock the bearing in
place. Tighten the retainer bolts to proper torque.
Outer connecting rod bearings
All center connecting rods and bearings must be completely installed before the outer
bearing is placed on the crankshaft. Bolt-on retainers are used to form the stop for the
outer bearing. Slide the bearing on the crankshaft with the loose ring of the outer race
leading. Hold the bearing against the stop until it is cool. Install the segmented retainers
to lock the bearing in place and tighten the retainer bolts.
Wrist pin bearing outer race and roller assembly
Warm the connecting rod to 200°F. If heating with a torch, do not apply directly to the
rod. Keep torch moving to apply uniform heat. Slide the wrist pin bearing into the rod.
Insure that the ends of the bearing are flush with the sides of the connecting rod. Hold
until cool. There are no bearing retainers.
Note:
Both the connecting rod bearing and wrist pin bearing may be installed at the same time,
if necessary or desirable.
Main bearings
Installation
These bearings are double row, spherical roller bearings with a tapered bore. Match the
tapers and install bearing until straight and snug. Use the bearing retainer and bolts to
draw the inner bearing race up onto the taper until the internal clearance between the
outer race and the rollers is .005” to .008”. Use a feeler gauge to check this clearance.
Measure the shim gap between the retainer and the end of the crankshaft. Remove the
retainer and reinstall with this amount of shims. Tighten the retainer bolts to the proper
torque value. Recheck the internal bearing clearance.
Crankshaft assembly installation

Crankshaft assembly
Place pieces of wood on the lower crosshead guides to protect the guides from being
damaged by the connecting rods during crankshaft assembly installation. For crankshaft
assembly installation use the same lifting procedure as used for the crankshaft assembly
removal.
[36]
Crosshead guides
Crosshead guides
The crosshead guides are bolted into the main frame with clamp bars and bolts. Install the
guides in the frame without shims, and tighten securely. Check the clearance over an
installed crosshead using a feeler gage between the top of the crosshead and the top guide
at front and rear of each guide. The measurements should be uniform. Operating
clearance should be no less than .014” and a maximum of .030”.
Final clearance check
Always check the crosshead clearance after the Wrist pin retainer is tightened. Use a long
feeler gauge and check the clearance in several places.
Crosshead
Pack the wrist pin bearing rollers with grease to insure the rollers stay against the outer
bearing race during wrist pin installation.
Place the end of the connecting rod inside the crosshead and align the bearing with the
crosshead hole. Insert the small end of the wrist pin and push the wrist pin through the
crosshead and wrist pin bearing. Do not force or drive the wrist pin. The pin is a close fit
in the bearing; however, it must not bind in the bearing.
Wrist pin retainer plate
Align the lubrication holes in the retainer plate and the wrist pin. Bolt the retainer plate to
the installed wrist pin and torque the bolts. Rotate the wrist pin-retainer plate assembly to
align the holes in the retainer plate and the crosshead. Tighten the retainer plate to
crosshead bolts to 125-ft-lbs.
Intermediate rods
Intermediate rod installation
Unbolt and remove the diaphragm plate from the crosshead compartment. These plates
are line bored with the pump frame and must not be interchanged. The diaphragm plates
are marked 1, 2, 3. Bolt the intermediate rod to the crosshead and torque the grade 8 bolts
to their proper value. Make sure all the mating surfaces are free of nicks and/or burrs.
Slide the diaphragm plate and gasket over the intermediate rod and bolt the diaphragm
plate to the pump frame.
[37]
3. Fluid End
It is the compartment through which mud flows from suction manifold to discharge manifold by
means of reciprocating movement of pistons inside cylinder liners. Therefore, it is the
compartment of mud pump directly subjected to drilling fluid.
Figure (22): Fluid end
[38]
Suction stroke Pumping stroke
5 4 7 6 1 3
(1) Suction module (2) Suction manifold (3) Suction valve (4) Piston liner
(5) Piston (6) Discharge module (7) Discharge pressure
Figure (23): Fluid end – top & side views
During suction, drilling fluid flows from precharge pump to suction module (1) through suction
manifold (2). Fluid forces suction valve (3) to open to fill up piston liner (4). When piston (5)
starts pumping, the pumped fluid first closes suction valve when pressure inside modules is
higher than the charging pressure. As the piston continues its pumping movement, pressure is
built up inside discharge module (6). When pressure below discharge valve (7) exceeds pressure
above the valve, the valve is forced to open so that fluid is delivered in discharge manifold. Then
piston starts to move back for another round, discharge valve closes and the cycle is repeated.
[39]
3.1 Suction manifold
Triplex slush pumps, equipped with a properly installed suction dampener, will operate
satisfactorily with a "natural" suction in many drilling situations. However, there are
circumstances that will require a "charged" suction. The piping design for a "dual"
arrangement permitting both "natural" as well as "charged" suction operation must be
such that the suction dampener remains in the line in either case.
The suction of mud pump must have a positive head (pressure) for satisfactory
performance. The optimum suction manifold pressure is 20-30 psi for maximum
volumetric efficiency and expendable parts life. This head pressure is best supplied by a 5
x 6 centrifugal pump with 40 HP – 1150 rpm electric motor. This type of drive requires a
device to automatically start and stop the centrifugal pump motor simultaneously with the
triplex pump. On DC electric powered rigs a signal can usually be supplied from the DC
control panel to energize a magnetic starter. While the mud pump’s working with air
clutch,air line will provide a set of contacts for energizing the magnetic starter when
clutch is engaged. The charging pump can also be belt driven from the triplex pinion
shaft charging type of drive is not as efficient at slow speeds with viscous fluids.
Natural suction operation: Under some conditions, mud pumps may be operated
without a charging pump, provided the fluid level in mud pits is higher than the top of the
liners, fluid being pumped is low viscosity and suction line must be short, straight and of
at least the same diameter as suction manifold inlet.
Common suction manifold: Two or more pumps may have their suction connections
made to a common manifold, providing the manifold has a cross-sectional area greater
than the sum of the individual pump inlet areas.
Examples:
The combined inlet area of 2EA10-P-130 National Oilwell pumps with 8
inches diameter inlets is 2 x 50.26 or 100.52 square inches. Therefore, a
standard 12 inch pipe with an area of 113.1 square inches would be the
smallest pipe having an area greater than 100.52 square inches.
2EA 12-P-I60 or 14-P-220 pumps with 10 inch diameter inlets have a
combined inlet area of 2 x 78.54 or 157.08 square inches. A standard
16inch pipe having an area of 182.6 square inches would be the smallest
pipe with area greater than157.08 square inches.
Suction line dampener: flanged suction pulsation dampener is installed directly against
flanged inlet of the pump suction manifold. Charge the dampener to approximately 15 psi
before initial start-up to provide a cushion for the diaphragm when the charging pump is
started.
Note: When necessary to use the "welded in" suction line dampeners they must be
mounted as close to the suction manifold flange as possible. To insure satisfactory
[40]
performances always place the suction line dampener next to the pump inlet and before
any valves or turns are placed in the line.
The dampener charge level will be different for “charged” suction operation and for
“natural” suction operation.
The suction lines should be piped with valve arrangements so the charging pump can be
by-passed, so operation can be continued in event of charging pump failure or for
maintenance. Operation without a charging pump can be improved by replacing the
suction valve springs with a weaker spring.
Suction desurgers are a very effective aid for complete filling of the liners and dampening
pulsations in the suction line which results in a smoother flow in the discharge line.
A screen must be installed in suction line before pump inlet. In order to avoid problems
in the flow, the screen must be cleaned periodically.
Brief remarks:
1. The diameter of the suction line must be at least as large as that of the pump
suction fitting.
2. Never use a manifold with a smaller area as this will decrease the pump efficiency.
3. Use as short a suction line as possible.
4. Install the suction line as straight as possible. If it must be curved, follow a wide
radius route.
5. Check that there are no blockages or air leaks in the suction line.
6. To avoid mud cavitation, a suction desurger is installed.
7. Before operating the pump, open all suction line valves to their full opening.
[41]
3.2 Suction and discharge modules
The module is the compartment through which drilling fluid flows from suction to
discharge lines via internal passages within. It contains: liners’ wear plates and valves
assembly.
Figure (24): Photo of pump module
[42]
Figure (25): Pump module – separate suction and discharge module type
In some pumps there are separate suction and discharge modules. View Figure (25).
[43]
Figure (26): Pump module – one-piece module type
In other pumps there is only one module per cylinder, which contains both suction and
discharge valves. View Figure (26).
Suction and discharge valves

Valves control the flow of drilling fluid through modules. Suction valves passes fluid to
fill up cylinders, while discharge valves passes pumped fluid from liners to discharge
manifold.
Each valve opens against valve spring. Opening of the valve is governed by forces
exerted by fluid on both sides of the valve. View Figure (27).
[44]
Figure (27): Suction and discharge valves operation
When pressure inside module is less than charging pump pressure during ‘suction’ the
force below suction valve is higher than force due to valve spring, thus the valve opens to
fill up the module and the cylinder liner until the piston returns in ‘pumping’. When
pressure rises inside module to equalize charging pressure, the spring returns suction
valve back on its seat. Pressure continues to build up inside modules until it overcomes
pressure in discharge lines so that the discharge valve opens to deliver drilling fluid in
discharge manifold. By the end of pumping, piston start to retreat so that force below
discharge valve is smaller than that in discharge lines, thus the discharge valve spring
closes the valve.
[45]
Valve mechanism consists of:
- Body
- Insert
- Spring
- Seat
- Guide bushing
- Cover
Both suction and discharge valve mechanisms are interchangeable.
Figure (28): Valve assembly
[46]
Figure (29): Valve assembly – section
[47]
Wear plate:
It is installed inside discharge module to protect module body from drilling fluid.
Figure (30): Wear plate location
[48]
Figure (31): Wear plate in one-piece modules
[49]
3.3 Pistons and Liners
Pumping of drilling fluid occurs due to the reciprocating movement of the piston inside
the cylinder liner.
Piston rods are connected to intermediate rods, so that the linear movement of
intermediate rods is transmitted to pistons.
When the piston retreats it permits drilling fluid to fill the cylinder by means of charging
pump. Piston movement is reversed in pumping stroke to deliver fluid to discharge
manifold.
A pumping stroke occurs every 120° of the crank; i.e. for each complete revolution for
crank there are three pumping strokes.
Figure (32): Piston and liner assembly
[50]
3.4 Pulsation Dampener
As for triplex pumps three pumping strokes occur in every complete revolution of the
crankshaft, there will be fluctuation in pump delivery in the time period between
pumping strokes, (view Figure 35). This fluctuation, if not treated, will cause vibration,
and thus, failure in delivery lines.
The pulsation dampener (desurger), which is located at the pump outlet (Figure 33),
operates most efficiently when the nitrogen charge is optimal. The charge depends on two
factors: nitrogen leaks and variations in the unit’s ambient temperature. If all connections
are tight, the gas charge will last for years.
Unless clearly stated by manufacturer, precharge pressure value must be maintained at
1/3 of pump working pressure with maximum value of 1000 psi.
Figure (33): Pulsation dampener location in fluid end
[51]
Figure (34): Pulsation dampener – internal parts
Dampener’s precharge pressure reading is checked after pump is stopped by 5 minutes at

least so that the reading of dampener’s gauge is correct and settled.
If the precharge pressure is too low, the dampener will be full of liquid at normal line
pressure. The working volume gas available for the damping effect will be reduced, thus
reducing the effectiveness of the dampener itself. Additionally, excessive flexing of the
diaphragm may cause premature rubber failure at the neck or at the equator of the
diaphragm.
If the precharge pressure is too high, the diaphragm insert will rest on the bottom
dampener and push the liquid out. In this case there will be no damping effect until the
line pressure exceeds the charge pressure. Over the long term, the line pressure will
equalize to the precharge pressure, reducing the service life of the diaphragm.
[52]
Figure (35): Pump output vs Crankshaft angle
[53]
3.5 Discharge line
Discharge cross: It simplifies the discharge piping. This forged cross provides a
mounting for the discharge pulsation dampener on top of the cross and two end outlets
for the mud lines. The cross also incorporates a side connector for mounting a pressure
gage and easy access for strainer clean out. The complete assembly may be mounted
directly to either side of the pump and is provided with an integral support mounted
between the cross and the pump frame.
Cross strainer: The optional National-Oilwell discharge strainer cross incorporates a
strainer pipe which should be checked and cleaned at least once a month.
3.6 Safety Relief Valve

As any other hydraulic systems, a safety relief valve has to be installed to protect the
pump from over pressure. It has to be installed just at the outlet of the pump and before
the outlet valve. A "manual reset" type of pressure relief valve is recommended.
It is recommended to install relief valve in the line ahead of any shut-off valve so that
accidental start up against a closed valve will not damage the pump. The discharge side
opposite the discharge cross may be used for connecting the pressure relief line and the
by-pass line.
Set relief valve 10% above maximum pressure rating of liner being used. The Relief
Valve Outlet Line should be short, straight, securely anchored and provide escape for the
fluid back to the Mud Tank.
Properly maintain high-pressure relief valves and reset pressure according to the cylinder
liner installed to ensure that the working pressure is not exceeded. This type is set and
reset manually.
Notes:
 Do not put any type of shut off valve between the relief valve and the manifold.
 Do not pipe the relief valve by-pass line into the pump suction system piping. High-
pressure surges could cause damage to components, resulting in personal injury.
[54]
Figure (36): Safety relief valve
[55]
4. Maintenance
4.1 Lubrication
The lubrication of any working machinery is the most important single factor affecting its
ultimate life, and is, therefore, of utmost importance to the care of your mud pump in
order to obtain the maximum service life. One basic principle in the selection of
lubricants is to choose the least viscous that will retain a film coverage and withstand the
loading of the moving parts. Carrying out regular maintenances and inspections will
ensure the flow of proper and clean lubrication oils to all pump parts that require
lubrication.
There are two types of power end lubrication systems: controlled splash system and
pressure lubrication system. Some manufacturers utilize controlled splash systems only
and some others utilize combination between the two systems.
4.1.1 Controlled Splash System:

The main gear picks up oil from the sump in the power end frame and carries it up to the
pinion where the meshing gear and pinion teeth are lubricated. The meshing of the teeth
forces the oil out onto the top of the crosshead chamber castings and into troughs welded
along the inside of the pump frame. The oil that collects on top of the crosshead chamber
castings flows down through a series of holes and lubricates both the top and bottom of
the crossheads, the crosshead pin bearings and the crosshead extension rods. The troughs
are placed so as to direct the oil into the main bearings. The pinion shaft bearings are
lubricated by the direct splash from the meshing of the gears. Eccentric bearings receive
their lubrication by dipping into the oil sump as the gear rotates. In this way, the entire
power end is automatically lubricated regardless of the speed of the pump.
[56]
Figure (37): Controlled splash lubrication – oil path
[57]
4.1.2 Pressure lubrication system:
A lube oil pump or more are used in this system. Oil pump(s) could be installed outside
of mud- pump and driven by v-belt or installed inside of mud- pump and driven by big
gear rim.
The filtered oil is sucked in, through the suction filter, by the pump, and then it is
distributed to the pinion shaft nozzle, main bearing oil-pipe and crosshead chamber
where it is further distributed to the crossheads, their bearings and intermediate rods.
A pressure gauge is used to show oil pressure in the block oil-distributor, which is
obviously changing with the speed of the pump. Sometimes two gauges are used, one
before filter and the other after filter to obtain the differential pressure across oil filter.
A pressure relief valve is installed in lubrication circuit to prevent the pump and its drive
from possible damage caused by excessive pressure.
Remark: When a gear oil pump is driven mechanically (except driven by an electric
motor), the types of pressure system adopted, in fact, govern the minimum SPM, at which
the pump being operated. Thus, in order to obtain proper lubrication for power end, make
sure the pump is not operated at RPM less than that recommended by the manufacturer.
Figure (38): Pressure lubrication – oil path
[58]
Whatever the system utilized, controlled splash or pressure lubrication, a settling sump is
provided under the crosshead chambers. These sumps, also known as ‘Clean-out
Chambers’ collect water, dirt and the results of natural wear. Drains are provided on both
sumps. Open these drains once or twice a day to remove the accumulated water, etc.
Drain and flush them each time the oil is changed.
Unless the oil becomes contaminated, necessitating more frequent changes, it should be
changed every six months. Condensation of the moisture in the air within the power end
will cause water to accumulate in the oil. Sand and dirt can also accumulate in the oil.
These conditions will necessitate more frequent changes.
[59]
4.1.3 Chain lubrication system
An efficient lubrication system is vital for the operation of a chain drive. Chain
lubrication system must be capable of supplying the chain with sufficient quantity of
lubricant in order to minimize friction in chain links. This function is achieved through a
simple pumping system which consists of:
1. Drive electric motor
2. Pump
3. Piping
4. Spray nozzles
5. Oil pressure gauge
Where the electric motor starts when mud pump is on “ON” position driving chain oiler
pump to draw oil from chain case sump. The oil is pumped through piping to two sets of
spray nozzles, one set for each chain belt.
A check on the cleanliness of nozzles has to be held on monthly basis.
Figure (39): Chain lubrication system

(1) Oil breather – (2) Inspection cover – (3) Spray nozzles pipe – (4) Chain case – (5) Oil
sump – (6) Suction hose.
[60]
4.1.4 Lubricant contamination control
What is contamination?
It is any substance which is foreign to the fluid and damaging to its performance.
Types of particulate contamination forms:
Gross – Dirt you can see (40 microns and larger):
Weld splatter – paint chips – machining chips – dust on TV screen – rag fibers
Fine – Dirt you can not see (smaller than 40 microns):
Wear material – silica – coal dust – dirt – fungi / yeast
Sources of contamination:
- Manufacturing and assembly
- Fluids
- Machine operation
- Maintenance and service
- Repair
Effect of contamination:
Hydraulic system experts attribute 75% to 85% of all component failures to particle
contamination in the fluid and not a weakness in the systems components.
Note: Initial contamination can occur in new or rebuilt equipment and in new oil.
Impact of contamination on equipment:
- Erratic rotation
- Scuffing of moving parts
- Machine downtime
- Slower performance
- Unreliable operation
This results in lower productivity with higher operation costs.
What is the Contamination control?
It is a process whereby we minimize the ingression of foreign materials into lubrication fluid.
[61]
4.2 Cooling and Flushing System
The reciprocating movement of pistons inside cylinder liners causes friction between
piston heads and cylinders generating much heat. At the same time there are some traces
of mud gather inside liners. Thus, the function of cooling and flushing system is to cool
pistons/liners and to flush liners. A lubricant may be added to coolant to help lubricating
piston heads to decrease friction.
A coolant is pumped into cooling lines to end up in spray nozzles, one nozzle for each
cylinder liner. After coolant flushes and cools liners it drains to piston cradle and then to
water tank beneath the pump.
There are two types of cooling systems:
1. Non-recirculating cooling system
Coolant is sprayed inside liners to flush, lubricate and cool them without
circulating again in the system. This single pass system eliminates coolant
overheating problems, and coolant contamination with drilling mud and debris
which can cause piston/liner wear.
2. Circulating cooling system
Reciprocating piston-liner coolant systems using mixtures of water and soluble oil
or water plus detergent are used when it is not practical to use the single pass
system. However, if water is used as the base fluid it is very important that some
type of corrosion combating agent be added to protect the working parts from
corrosion. Soluble oil or motor oil are often used for this purpose depending on
the corrosiveness of the water and/or drilling mud. If ‘plain’ water is used without
a mixture of oil to combat corrosion, the operator must exercise greater than
normal care and maintenance to prevent corrosion damage to the parts in and
adjacent to the liner piston chamber.
If "plain" water is used without a mixture of oil to combat corrosion, the operator must
exercise greater than normal care and maintenance to prevent corrosion damage to the
parts in and adjacent to the liner piston chamber.
If liner spray manifold system is used make sure the spray nozzles are properly
positioned for the size liner being used.
The liner piston spray system must be arranged to start before or at the same time as the
slush pump to prevent damage to the piston and liner.
Note: Effective cooling of the piston and liner can only be accomplished when the
temperature of the coolant fluid is below that of the drilling mud. In some
circumstances it may be necessary to provide external means for transferring the
heat from the coolant fluid.
[62]
In order to obtain optimum performance for cooling and flushing system, it is important
to maintain:
1. Coolant flow rate to be sufficient
2. Coolant temperature to be low enough to overcome heat due to friction
3. Coolant cleanliness level capable to clean liners
The failure in maintaining any of the above coolant conditions will result in rapid pistons
and liner wear.
Figure (40): Liner cooling and flushing system
Figure (41): Liner cooling and flushing system
[63]
4.3 Routine maintenance
Routine maintenance which is based on fixed intervals is considered as a proactive
action to help preventing sudden breakdowns, down time and reactive maintenance
plans.
Paying much attention to routine maintenance helps preventing most of failures that may
happen to mud pump parts. Should a failure occurs, carrying out routine maintenance on
time minimizes their impact.
Proactive maintenance implies the concepts of both preventive and predictive
maintenance.
4.3.1 Daily maintenance

Power end
• Check lubrication oil:
- Level crank case, chain oiler
- Condition (contamination)
- Temperature
- Pressure Value, differential
Note: Check crank case oil level while pump stopped.
• Drain water accumulated in clean-out chamber and consider the quantity of
water drained
• Wiper seals  Grease, check for leaks
• Heat exchanger  Temperature in & out
Fluid end
• Charging pump  Grease, pressure (20-50 psi)
• Pulsation dampeners precharge
• Flushing and cooling system:
- Coolant pressure 20 – 40 psi
- Coolant condition (contamination)
- Coolant temperature
- Spray lines and nozzles are delivering sufficient amount of coolant
• Liners and pistons  check for leaks
• Extension rod clamps  check for tightness
4.3.2 Weekly
• Daily maintenance
Power end
• Chain oiler:
[64]
- Check gauges and alarms
• Oil leaks in oil seals and filtration system
• Greasing  Countershaft, universal joint
Fluid end
• Check all valve mechanisms
• Check piston heads seals and the tightness of piston head nuts
• Check liners condition
• Flushing and cooling system:
- Flush cradle drain lines
- Clean cradles and cooling tank
• Discharge manifold check for tight flange bolts
4.3.3 Monthly
• Weekly maintenance
Power end
• Inspect and clean oil breather
• Inspect and clean oil strainer
• Check for wear in intermediate rods (intermediate rods)
Fluid end
• Check torques for:
- Modules
- Liner clamp
- Piston rod clamps
• Clean both suction and discharge strainers
• Test and inspect safety relief valve
• Grease hoist
4.3.4 3 Monthly
• Monthly maintenance
Power end
• Draw an oil sample
• Clean magnetic plug in oil galleries
• Check torque for foundation bolts
Fluid end
• Check torque for suction manifold
[65]
4.3.5 6 Monthly
• 3 months maintenance
Power end
• Lubrication oil:
- Draw an oil sample
- Clean inside pump  crankcase, crosshead areas, oil galleries,
clean out chambers
- Change oil
- Replace filter
Note: When filling the crankcase remove the inspection plate from the
crankcase cover and introduce at least 20% of the lubricant into the crankcase
cover oil trough, and scraper troughs adjacent to the main gear.
• Check gear teeth for wear
• Inside pump (when pump covers are removed), check for:
- All bolts torqued
- Missing lock wires
- Check for any abnormalities
• Carry out MPI for crossheads at the area around intermediate rods.
• Replace wiper seals
• Check drive belts
• Take measurements for:
- Bearings clearance
- Crosshead guides clearance
- Gears backlash
- Pistons run out
Fluid end
• Visually inspect wear plates
4.3.6 Annual
• 6 months maintenance
Power end
• Check for looseness in major parts of the pump
• Evaluate lubrication lines condition and replace the necessary
• Carry out MPI for pump body
[66]
4.4 Important Work Instructions
4.4.1 Pulsation dampener maintenance
It is likely that a leak – which may well be hard to detect – will cause a significant
pressure variation. If the charge pressure drops below the required level, inspect the
points listed below with soapy water before disconnecting the connections.
1. Charge valve and pressure gauge threaded fittings;
2. Remove the charge valve cap and check that the valve is fully closed;
3. Check the tightness of the connection between the cover and the body and around
the stud bolts which mount the cover to the body.
If no leaks are evident at the above points, the diaphragm may be perforated. If the leak is
significant, replace the diaphragm at once. If the leak is negligible, it may be corrected by
adding nitrogen to the charge and checking again after a period of time.
In case of strong ambient temperature variation, for example between winter and
summer, it may be necessary to substitute the gas charge appropriately.
Precharge Pulsation Dampener
Follow the following steps in case pressure reading is found less than desired value
(Refer to Figure 42):
Notes:
USE DRY NITROGEN ONLY
Make sure an outlet valve is opened to make room for diaphragm to expand and
the pressure reading of nitrogen is the actual reading.
1. Install charging kit (1).
2. Open Charging valve (2) to check initial precharge pressure in pressure
gauge (3).
3. Gradually open nitrogen source valve (4) until desired pressure is reached
in the dampener.
4. Close both valves.
5. Release pressure in charging hose.
6. Open charging valve again to recheck precharge.
7. Close charging valve and release pressure in charging kit.
8. Use some soap to check for leaks from valve or gauge threads.
[67]
Figure (42): Precharging pulsation dampener
[68]
4.4.2 Taking pump measurements
It is required to remove main cover to take measurements for main, pinion, eccentric
bearings and gears back lash.
It is required to remove side covers to take measurements for crosshead pin bearing,
crosshead guides and pistons run out.
Each time you are up to taking measurements, review manufacturer’s manual and
PMS work instructions for the typical acceptable ranges.
I. Bearings
The concept in measuring bearings is to measure the clearance around rollers. It
depends upon bearing location to choose the suitable method of measurement.
Main (crankshaft) and pinion bearings:
A feeler gauge is used to measure clearance between rollers. View Figure 43 for
exact point of measurement.
Figure (43): Measuring main and pinion bearings
[69]
Connecting rod (eccentric) bearings:
For measuring eccentric bearings it is required to lift connecting rods against a
dial indicator whose deflection is recorded as the bearing clearance.
A hydraulic jack is used to lift connecting rods.
As shown in Figure (44), the hyd. jack is placed beneath connecting rod at bearing
location. Make sure the jack is settled evenly on the oil sump surface, and that it is
aligned with the bearing vertical centerline. A Dial indicator is placed just against
the jack at the same centerline.
Figure (44): Measuring connecting (eccentric) bearings
When the jack extends to touch the connecting rod, pump carefully until the
gauge on the pump reads about 300 psi.
Tips:
- Try to place dial indicator’s base on the crankshaft, so that if the
connecting rod is lifted slightly higher than required and the crankshaft is
lifted also, it does not make difference in indicator’s reading.
[70]
- Upon placing dial indicator make the indicator’s needle slightly pressed,
so that any lift in connecting rod causes an immediate deflection in dial’s
pointer.
- Do not over lift the connecting rods or else it might cause damage to either
the connecting rod or the oil sump.
- When an eccentric bearing is lifted properly, you will observe a ‘jump’ in
the dial’s pointer. This jump is the reading you need.
- To ensure that the reading is correct and actual, release the hyd. jack so
that the pointer would return to the zero position, and then lift again to get
the reading. If the pointer is moving between two fixed points then it is the
actual reading.
- When the hyd. jack touches connecting rod, make sure that it is not its
maximum extension. Some wooden plates might be used beneath hyd.
jack.
Crosshead pin bearings:

Measurement requires a dial indicator and a pry bar. As shown in Figure (45),
position the crosshead so that a pry bar could be inserted.
Using the pry bar, push crosshead towards fluid end. Deflection in dial reading is
the bearing clearance.
Figure (45): Measuring corsshead pin bearing
[71]
II. Crosshead guides
That is to measure the clearance between crossheads and lower & upper guides.
The clearance between crossheads and lower guides should be ‘zero’. If there is
any clearance below, it indicates a misalignment in crossheads. This could be
caused by a bent intermediate rod, extension rod or piston rod.
The clearance above crossheads should lie between 0.015” and 0.025”. Exceeding
this value is an indication of severe wear in bottom guide, or a misalignment in
crossheads with intermediate rod and piston. If the clearance value was below the
acceptable range it will cause problems in lubricating the crossheads, which in
turn will cause overheating and scoring for guides or crossheads.
Clearance is measured by inserting a long feeler gauge above and below
crossheads. Measurements are taken in two positions for each crosshead – at the
beginning and at the end of the stroke; in each position the clearance to be
measured in front and rear of the crosshead.
Figure (46): Measuring crosshead guides clearance
[72]
III. Gears backlash
This measurement is an indication for the meshing between main and pinion gear.
This is performed by inserting tin wire between gears’ teeth and rotating the shaft
by turning the pump. The wire will come out of gears’ teeth like that in Figure
(47). By using a Vernier Caliper, measure any two successive ‘bitten segments’
and it is your reading.
Figure (47): Measuring gears backlash
Example:
Segment 1: 18 thou, segment2: 20 thou; so the gears backlash would be: 38 thou
(18+20).
Tip: the sum of every two successive segments will be almost the same along the
wire.
[73]
IV. Pistons run-out
It is to measure vertical and horizontal run-out in each piston, which is one of the
indications of alignment of crossheads to pistons.
It is measured by placing a dial indicator once on the top of the intermediate rod
(for vertical alignment) and once on the side of the intermediate rod (for
horizontal alignment) and rotating the pump. Record the deflection dial’s pointer.
The maximum for vertical reading is 0.010”, while for horizontal alignment it
must not exceed 0.003”.
Figure (48): Measuring pistons run-out
Figure (49): Pistons run-out: dial positions
[74]
If the vertical “run-out” is excessive, shimming is required. If the horizontal “run-out” is
excessive, check to be certain that connecting rod is not contacting the crosshead. If
contact is being made, check the crosshead pin bearing installation in the connecting rod.
In some instances it may be necessary to use a heavy brass bar to “bump” the connecting
rod away from the contact point.
[75]
4.4.3 Drive belts check and tighten
Chain drive belt:
A rule of thumb: after removing backlash from drive sprockets, the maximum sag in
chain drive is 2% of the distance between the centers of the drives.
Figure (50): Tensioning chain belt drive

V-Belts:
Apply weight (10-15 kgs) to the v-belts at the middle of the distance between pulleys.
Adjust the tension in belts to approximately 1% of the distance between pulleys
centers, Figure (51).
Belt tension is adjusted be adjusting electric motor closer or away from the mud
pump.
Figure (51): Checking v-belts tension
[76]
4.4.4 Checking crosshead alignment
In order to let the piston move correctly in the liner, the crosshead must travel
horizontally along the centerline of the frame hole. To check and align the crosshead
as follows:
1. Remove the diaphragm stuffing box from the splashguard disk but don’t
remove the disk,(View Figure 52).
2. Position the crosshead at the extreme front of its stroke. Carefully measure the
distance from the extension rod to the splashguard disk hole at the top and
bottom. There are several ways to check this. A telescopic gauge and outside
micrometer is generally used to measure the exact clearances. Use a piece of
wood or metal and a feeler gauge or inside calipers if telescopic gauge and
micrometer are not available. There have been cases where clearance
measurements have been taken using long nose pliers and C-clamps.
Remember: it is acceptable to improvise when checking this clearance.
3. Compare these two measurements to determine the position of the extension
rod relative to the centerline of the bore.
4. Rotate pump to extreme rear of stroke and take measurements again at the
same place as instep 2; compare these measurements with those taken at the
front of the stroke to determine if the crosshead is running horizontally.
5. If radial clearance difference of the extension rod under the splashguard disk
hole exceeds0.015” (0.381mm), shims should be inserted under the lower
guide to make the extension rod move just towards the aligned center. In the
meantime, enough clearance between the upper and lower guides should be
ensured; in general, the lower guide is loaded heavily and a bigger force is
exerted at the back part since the angle of link, thus the lower guide is fast
worn; therefore, it is permissible to shim the guides a bit skewed to take up the
wear.
During shimming, the clearance between the upper guide and crosshead upper
surface must not be less than 0.020” (0.5mm). Larger clearances are
acceptable since the characteristics of triplex pump operation and the
crosshead pressure is always exerted on the lower guide when clockwise
rotating.
Shims are added on top of the upper guide to reduce the clearance between the
top of the crosshead and the upper guide to 0.015” to 0.025”. A feeler gauge is
used to measure this clearance.
Note: When the pump must be driven anti-clockwise the crosshead pressure is
exerted on the upper guide, therefore, the guide clearance must be controlled
between 0.01″～0.016″（0.25～0.40mm）.
[77]
6. Cut shims being long enough to make them completely pass through the
guide; and cut tabs on the shim side and exceeding over the frame supports
(refer to installation of crosshead guide).
Figure (52): Checking crosshead alignment
Tip: On a pump that has been operating for some time, it will often be found that the
extension rod is closer to the bottom of the diaphragm opening than it is to the top of the
opening. This is normal because the crosshead, as it travels back and forth in the
crosshead guides, will cause wear on the bottom of the crosshead or on the lower guide.
As this happens, the crosshead gets lower, and the intermediate rod becomes lower in the
diaphragm opening.
[78]
5. Troubleshooting
Safety precautions:
Never reach into the pump while it is operating. Never ruin the pump with the delivery valve
closed.
Stop pump operation before making any repairs.
Before inspecting, servicing or repairing the motor pump, disconnect the pump from the power
supply. Completely depressurize the fluid-end before doing any service or repair work.
Completely bleed all pressure from fluid end before attempting maintenance or repair.
Notes:
It is not possible to troubleshoot the causes of problems which occur during pumping itselfand
during any pumping operation.
To identify the problem, it is important to analyze the symptoms.
The troubleshooting table gives some of the most common problems, their causes and solutions.
Some of the more common problems, their causes, and possible remedies are listed in these
troubleshooting charts.
[79]
5.1 General Fluid-End problems
Problem Cause Solution
Valve or valve seat worn or cut
Replace valve/valve seat
by fluid
Valve locked open Remove foreign bodies
Mesh filter blocked(suction Clean/replace delivery mesh
Insufficient delivery strainer) filter
Low pressure Fluid leakage from piston Replace piston / jacket
Incorrect pressure gauge Recalibrate / replace pressure
reading gauge
Improper precharging Check charging pump
Air entered the pump Repair suction manifold / line
Motor is heavily-loaded Discharge filter clogged Remove filter screen, and clean.
Increase fluid head / increase
Low fluid head
boost
Booster (precharge) pump worn Check booster pump
Remove obstructions from
Flow obstructed
Low suction pressure suction line
Incorrect pipe arrangement Correct layout
Contact pump manufacturer
Incorrect pressure gauge
Recalibrate / replace pressure
reading
gauge
Air in the suction line Repair suction line
Adjust / replace stuffing box on

Air in the booster pump
shaft or gasket
Lack of pressure in the suction
Check / charge
Fluid hammering desurger
Pass mud through degasser with
suction compressor
Air / cavitation in the pumped Allow pipes to fill completely
fluid Reduce pump speed
Adjust desurger suction
pressure
Low delivery pressure See “low delivery pressure
Delivery dampener Repair / charge / replace
Delivery line not secured Install supports or locks
Delivery line vibration Low delivery pressure See “low delivery pressure”
Low suction pressure See “low suction pressure”
Fluid hammering See “fluid hammering”
[80]
Fluid discharges are non- One piston or one valve Replace damaged piston: open
uniform and pulsations are severely worn or damaged. valve pot cover and check
subjected to sudden change, valves.
gauge pressures vary greatly, Check suction manifold’s and
a wheezy sound can be heard Air entered into cylinder. valve pot cover’s tightness
in suction manifold.
Valve cap / front panel loose Tighten down cap / front panel
Significant leakage Replace gasket Replace gasket
Gasket surface / seat damaged Replace valve cap / front panel
Repair fluid end
Loose valve pot cover and Tighten valve pot cover and
Leak at indicator hole of valve cylinder head. cylinder head.
pot cover or cylinder head
and liner sealing places. (if Seal rings damaged. Replace damaged seal rings.
equipped)
Abrasive particles in the fluid Check desilter
Large particles in the fluid Check desander

Short valve life Valve spring broken – replace
Excessive valve wear Valve guide worn – replace
Valve seal compromised
Valve or valve seat worn –
replace
Low fluid supply to the pump See “low suction pressure”
Defective pulsation dampener Repair / replace
Abrasive particles in the fluid Pump filtered fluid and clean
end the piston thoroughly
Excessive piston / liner wear Dry friction Repair liner cooling system
Excessive liner wear Use high chrome steel jacket
Excessive piston wear Tighten down the rod clamps
Liner difficult to install in Paint on the two pilot diameters
Remove paint with emery cloth
liner bushing of the liner
Liner bushing “egg-shaped” Replace liner bushing
Note: Burr on piloting diameters
Remove burr
Always coat the liner piloting inside liner bushing
diameters with drill collar Wear plate and liner end must
Trash on wear plate
compound before installation. be clean and dry
[81]
5.2 General Power-End problems
Problem Cause Solution
Piston rod extension worn /

Replace the piston rod extension
damaged
Clean the gaskets and piston rod
Leakage from the piston rod Piston rod extension scored
when installing
extension gasket seat Worn seal rings Replace
Scrapers not tight Check assembly orientation
Pressure in the power – end
Clean / replace air bleed valve
casing
Discharge connection blocked. Remove dirt in connection.
Discharge dampener cannot be
Dampener’s diaphragm damaged. Replace damaged diaphragm.
charged or leaks down soon
Needle valve was not tightly Repair or replace the damaged
after charging
sealed. needle stop valve.
Worn seals Replace
Damaged seals Replace
External edge of gasket Clean and polish the interior of
incorrectly seated the lubrication oil seal seat
Leakage from the lubrication
Clean and polish the ring on
system oil gaskets
Foreign body in the seal which the seal rests
Replace the ring
Clean / replace the air bleed
Pressure in the power end casing
valve
Slack piston rod / slack extension Check and tighten down
Worn bearings Replace
Noise in the power end
Play in crosshead pin Check and tighten
Worn crosshead Repair / replace
Low oil level Check and top up
Lubrication failure in the
power –end /crosshead Oil temperature too high See “high oil temperature
Dirty oil Change oil and filter
Low oil level Check / add oil
High oil temperature See high oil temperature
Relief valve sticking Adjust / replace relief valve
Repair leaks – repair / replace oil
Leaks in piping system
pump
Low oil pressure Contaminated oil Change oil and filter
Check and evaluate pump
Worn oil pump
performance
Erroneous gauge reading Calibrate / replace gauge
Oil filter blocked Change oil and filter
[82]
Reduced oil line cross section Clean out
Oil line bent / crimped Check
Incorrect pressure gauge reading Replace pressure gauge
Dirty oil Change oil and filter

Incorrectly set / blocked safety
Adjust / replace safety valve
valve
Oil filter blocked Change oil and filter
High oil pressure
Reduced oil line cross section Clean out
Oil line bent / crimped Check
Incorrect pressure gauge reading Replace pressure gauge
Incorrect oil type Check oil type
High oil temperature Oil line crimped Check lines
Safety valve (where fitted) Check setting not too low
Heat exchanger (where fitted) Check water pump operation
Lube oil is too dirty Replace old with new oil
Oil pipe or holes clogged Clean oil pipe and holes
Bearings overheating Dismount bearings and find
Roller bearings are worn out or
out reasons, replace damaged
damaged.
bearings.
[83]
5.3 Knocking
5.3.1 Fluid end causes
• Improper pre-charge or operation of discharge or suction pulsation dampeners:
Keep discharge dampener pre-charged with nitrogen to 1/3 working pressure
maximum 1000 psi.
• Loose valve seats, washed out valves or seats, valves cocked in seats: Check for
loose seats by pulling up sharply on bottom of seat with a jerk hammer. Examine
valves for uneven wear, fluid cuts, and loose valve inserts.
• Loose piston hubs: Check piston nut for proper tightness.
• Charging pumps output too low: Charge pressure in the suction manifold should
be between 50 and 70 psi with the mud pump operating.
• Charging pump packing loose or worn out permitting air to be drawn into suction:
While running the charge and mud pumps, hose water over the packing area. If
knocking stops adjust or replace packing.
• Restriction in suction line or plugged suction line strainer (if one is used).
• Air or gas in mud: Examine mud pits for excessive bubbles. Check that mud
return lines terminate below mud level. Check degassing equipment.
• Loose or worn piston rod clamps. The two clamp faces must never meet metal-to-
metal. There should be no relative movement between rod and clamp.
• Discharge cross strainer plugged with trash preventing proper discharge
dampening.
• Swollen valve stem guide inserts causing valves to stick.
Note:
Most pump knocking problems are fluid end related. All checks upon the fluid end of
the pump should be performed before investigating the power end.
5.3.2 Power end causes

• Loose crosshead (wrist) pin: Remove outer screws in retainer plate and bump pin
lightly. If pin moves easily in crosshead, re-torque and re-shim.
• Upset on crosshead liner.
• Excessive clearance (over .018”) in crosshead or connecting rod bearing.
• Excessive clearance between crosshead and liner.
• Main bearing not shouldered against its cage. This could permit crankshaft
assembly to float sideways allowing gear to strike oil wipers.
• Deformation on a gear or pinion tooth: Examine face of teeth and file down any
upsets.
• Loose main bearing support bolt. See page for tightening procedure.
[84]
5.4 Misalignment
Ideally the pitons on a mud pump should be centered in the liners and move back and
forth without deviating from side to side or top to bottom. Any deviating is often caused
by misalignment. It should be understood that the crosshead, intermediate rod and piston
rods are supposed to form a straight line. The crosshead guides, diaphragms, stuffing box
and liner also have to be in line. If so, all the parts work smoothly. If even one item is not
in line, you have misalignment, and something is going to bind, causing rapid wear and
failure.
Running a misaligned pump will cause failure of the pistons, the piston rods, diaphragms,
and in duplex pumps, the stuffing box bushing, piston rod packing and even stuffing
boxes. If you do not detect misalignment you can waste a lot of time continually
replacing worn pump parts. Long periods of misaligned operation can cause failure of the
crosshead guides and eventually the crossheads.
5.4.1 Causes of misalignment (Why?):

Generally it is wear. You can prevent rapid wear by insuring lubrication of the moving
parts. That is, making sure there is clean lubricant and that it gets the parts that need it.
Other causes of misalignment can be improperly installed extension rod clamp, or a
intermediate rod that is not properly mated to the face of the crosshead.
If the fluid end or fluid segments have been removed from the pump and have not been
carefully reinstalled, this can also cause misalignment.
And normal wear of the lower crosshead guide will eventually result in misalignment.
5.4.2 Symptoms of misalignment (When to tell?):

Rod wipers or seals leak and have to be frequently replaced.
Intermediate rods are scored and have long grooves in them, or if they wear more on one
side than the other. This would also be true of the piston rods in duplex pumps.
Pistons are failing frequently and inspection of these indicated they are being forced to
one side the liner during operations.
Liners wear irregularly or if they have long grooves in them caused by thee steel piston
body making contact with the bore surface.
Pistons rods or extension rods break.
If the pump is running in reverse rotation it will always have some degree of
misalignment, because in this direction of rotation the crossheads are forced by the
[85]
connecting rod against the upper guides at the beginning of the power stroke, and they
fall to the lower guides at the end of each stroke. Naturally, reverse rotation of a pump
should be avoided. Proper rotation means the top of crankshaft should be moving toward
the fluid end.
Notes:
Most frequent cause of rod breakage is improper tightening of the piston rod to the
extension rod, or of the extension rod to the intermediate rod.
Misalignment is not the only thing that can cause the trouble and failures mentioned, but
when these conditions occur, misalignment is one thing you should look for.
5.4.3 Checks for misalignment (How to check?):

a. Check intermediate rod mate to the crosshead
b. Check intermediate rod clearance in the diaphragm support opening
c. Check extension rod clamp and mating surfaces.
The first procedure is to isolate the pump from all power sources. Close off the suction
and discharge lines, de-energize lubricating pump, flushing pumps, control and charging
pumps, and be certain the unit cannot be started remotely, such as from the driller’s
console.
With the crosshead door removed, use a feeler gauge to see if the flange on the
intermediate rod is in full contact with the face of the crosshead. There should not be any
gap between the flange and the crosshead. If there is a gap, remove the clamp between
the intermediate rod and piston extension.
Remove the locking wire from the cap screws holding the intermediate rod to the
crosshead, and tighten the cap screws. Check manufacturer’s manual for torqueing
values.
If tightening the cap screws does not close the gap, remove the diaphragm (wiper seals)
housing. Then remove the intermediate rod and check for metal burrs or foreign material
on the mating surfaces of the rod and crosshead. Use a file or emery cloth to get these
areas smooth.
When the intermediate rod is properly positioned, the cap screws fully torqued and
locking wire installed, check to see if the rod is in the center of the diaphragm opening
(view section 4.2.4 Checking crosshead alignment).
[86]
5.5 Vibration
• Unbalanced drive sprockets or sheaves.
• Slack drive chains or belts.
• Inadequate pump support.
• Drive chains composed of both new and old sections.
• Motors not synchronized on a dual shunt wound, D.C. Motor Drive: To check –
isolate one motor by disconnecting one drive chain or belt and operating pump
with one motor.
5.6 Rapid piston and liner wear

• Insufficient coolant sprayed into liner causing overheating: Check spray manifold
nozzles or holes in drilled rods for plugging.
• Coolant too hot (over 100°F): Use a larger coolant sump or heat exchanger or
switch to a non-recirculating clean water system.
• Coolant contaminated with trash and mud.
• Mud has high concentration of sand or solids: Generally results in streaked liner
bores. Check de-sanders and clean mud tanks.
• Oil base muds can deteriorate piston cups and valve disc if aniline point of oil is
less than 150°F. Check with suppliers and use special pistons and valve discs.
• Corrosive mud attacks liners. The mud pH should be above 8.5. Use premium
liners with corrosive muds.
• Hydrogen sulfide attacks piston cups.
• Misalignment of cylinder/liner with crosshead.
[87]
5.7 Safety relief valve problems
Problem (1): The valve can't be fully reset even using a cheater:
Check the Reset Crank. Is the handle pinned tight? Is the Reset Crank bent?
Does the Stem Bushing slide easily on the piston?
Check the Lower (Outer) Piston Seal, is the metal ring bent?
Problem (2): The valve does not hold pressure:

Check that the linkage is fully reset.
Inspect the Piston and the Body for wear.
Check the Seals for tears or jagged edges.
Problem (3): The valve calibration has changed:

Follow calibration procedure in the manual.
Replace the Load Springs if they are shorter than 7 inches.
Inspect the Links and Link Pins, replace if damaged or worn.
[88]

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Mud Pump

1.1 Mud circulation……………………………………………………………….. 6

1.2 Function of mud pump……………………………………………………….. 6

1.3 Pump classification…………………………………………………………… 8

1.4 Mud composition……………………………………………………………... 8

1.5 Mud pumps in EDC fleet…………………………………………………….. 9

1.6 Theory of operation…………………………………………….................... 13

1.7 Major components…………………………………………………............... 14

2.1 Prime mover……………………………………………………..................... 17

2.2 Drive belts…………………………………………………………………….. 17

2.3 Pinion shaft…………………………………….............................................. 18

2.5 Connecting rods………………………………………………………………. 22

2.7 Intermediate rods…………………………………......................................... 25

2.8 Wiper seals……………………………………................................................ 26

2.9 Roller bearings………………………………………………………………. 28

2.10 Power end assembly and disassembly…………………………………….. 30

3.1 Suction manifold……………………………………………………………… 40

3.2 Suction & discharge modules………………………………………………... 42

3.4 Pulsation dampener…………………………………………………………... 51

3.5 Discharge line…………………………………………………………………. 54

3.6 Safety relief valve…………………………………………………………….. 54

4.2 Cooling and Flushing System………………………………………………… 62

4.1 Routine maintenance…………………………………………………………. 64

4.2 Important work instructions………………………………………………… 67

4.2.1 Pulsation dampener maintenance………………………………………… 67

4.2.2 Taking pump measurements……………………………………………… 69

4.2.3 Checking and tightening drive belts……………………………………… 76

4.2.4 Checking crosshead alignment…………………………………………… 77

5.1 General fluid end problems…………………………………………………. 80

5.2 General power end problems………………………………………………… 82

5.6 Rapid pistons & liners wear…………………………………………………. 87

5.7 Safety relief valve…………………………………………………………….. 88

1.2 Function of mud pump

Mud Pumps are positive displacement, reciprocating, triplex pumps.

1.4 Mud composition

Base, chemicals Corrosive Internal parts of

Model Rig No. of pumps on rig

Model Rig No. of pumps on rig

Model Rig No. of pumps on rig

Model Rig No. of pumps on rig

Figure (2): From rotation to linear reciprocating movement

1.7 Major components

Figure (4): Pump chassis

Figure (5): Power end components

Electric motor Diesel engine

2.2 Drive Belts

Figure (6): Chain drive Figure (7): V-Belts

Figure (8): Internal parts of mud pump

Figure (9): Pinion shaft assembly

Figure (10): Photo of the crankshaft

Figure (13): Connecting rods

Figure (14): Crosshead – isometric view

Figure (15): Crosshead - parts

Figure (16): Intermediate rod (intermediate rod)

Tapered, double Spherical, double Straight roller Needle, double

Spherical, double Straight roller Straight roller Needle, double

Tapered, double Straight roller Needle, double

Tapered, double Tapered, double Straight roller Needle, double

Spherical, double Straight roller Straight roller Needle, double

Intermediate rods (intermediate rods)