importance of esp, gas pressure, and voltage for gas-fired units
DESCRIPTION
Importance of ESP, Gas Pressure, and Voltage for Gas-Fired Units. Presented by Bruce Standerwick. Importance of ESP, Gas Pressure, and Voltage for Gas-Fired Units. Part 1: The Importance of ESP on Gas-Fired Units. Two Cases When Actual ESP not Equal to Design ESP. - PowerPoint PPT PresentationTRANSCRIPT
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Importance of ESP, Gas Pressure, and Voltage for
Gas-Fired UnitsPresented by
Bruce Standerwick
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Importance of ESP, Gas Pressure, and Voltage for
Gas-Fired Units
Part 1: The Importance of ESP
on Gas-Fired Units
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Two Cases When Actual ESP not Equal to Design ESP
Case A: Actual ESP > Design ESP Case B: Actual ESP < Design ESP
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44,100 cfm
2.1”
TSP – “
W.C
.
CFM in 1000’s
Design Point
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54,100 cfm
2.1”
TSP – “
W.C
.
CFM in 1000’s
Actual Operation: Case A
2.6”
3,780 cfm
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Case A: Actual ESP > Design ESP Solutions:
1. Adjust sheave if possible 2. Change sheave and possibly belts
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74,100 cfm
2.1”
TSP – “
W.C
.
CFM in 1000’s
Actual Operation: Case A
2.6”
3,780 cfm
3.0 BHP
2.6 BHP
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Case A: Actual ESP >Design ESP Solutions:
1. Adjust sheave if possible 2. Change sheave and possibly belts3. Need (1), (2) and possibly larger motor
size with new motor controls -- Will motor fit?
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Motor Compartment of DFC
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Case A: Actual ESP > Design ESP Solutions:
1. Adjust sheave if possible2. Change sheave and possibly belts 3. Need (1), (2) and possibly larger motor
size with new motor controls -- Will motor fit?
4. Shaft deflection may require larger shaft and bearings
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Fan Assembly Under Construction
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Motor Compartment of DFC
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133,900 cfm
TSP – “
W.C
.
CFM in 1000’s
Operating Point
Design Point
New Operating
Point
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Fan Assembly Under Construction
This dimension is smaller on a fan with a narrow housing
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Case A: Actual ESP > Design ESP Solutions:
1. Need sheave change 2. Need (1) and larger motor and controls3. Need (1), (2) and possibly larger motor
size with new motor controls -- Will motor fit?
4. Shaft deflection may require larger shaft and bearings
5. Different fan because new cfm/TSP point is not in operating range of fan in unit
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164,100 cfm
2.1”
TSP – “
W.C
.
CFM in 1000’s
Actual Operation: Case B
4,550 cfm
1.6”
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Case B: Actual ESP < Design ESP
Solutions:1. Adjust sheave if possible 2. Change sheave and possibly belts
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When Actual ESP is Different From Design ESP Conclusions:
● It’s easier to slow a fan down than to speed it up
● It’s safer to overestimate the ESP than to underestimate it!
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Importance of ESP, Gas Pressure, and Voltage for
Gas-Fired Units
Part 2: The Importance of Gas
Pressure for Gas-Fired Units
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Typical Gas-Fired Pipe Train in Piping Compartment
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Typical Direct Gas-Fired Pipe Train
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Main Gas Pressure Regulator
Main Gas Valve
Auxiliary Gas Valve
Maxitrol Modulating Gas Valve
Test Port
Test Port
Test Port
Pilot Gas Shutoff Valve
Pilot Gas PressureRegulator
Pilot Gas Valve
Orificed Needle Valve
Pilot
Gas manifold; start of factory furnished and piped components
Main Gas Shutoff Valve
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Direct Gas-Fired Burner in Burner Compartment
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Direct Gas-Fired Burner at Full Fire
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Typical Direct Gas-Fired Heater RatingPlate
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Max. Gas Inlet Pressure
Min. Gas Inlet Pressure
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Two Cases Where Actual Gas Pressure not Equal to Design Gas Pressure
Case A: Actual Gas Pressure > Design Gas pressure
Case B: Actual Gas Pressure < Design Gas pressure
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Case A: Actual Gas Pressure > Design Gas Pressure
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Main Gas Pressure Regulator
Main Gas Valve
Auxiliary Gas Valve
Maxitrol Modulating Gas Valve
Test Port
Test Port
Test Port
Pilot Gas Shutoff Valve
Pilot Gas PressureRegulator
Pilot Gas Valve
Orificed Needle Valve
Pilot
¾” I.P.S. gas manifold; 5 psig actual gas pressure instead of 10-14” w.c. per design
Main Gas Shutoff Valve
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Solution for Case A:Actual Gas Pressure > Design Gas Pressure
Install a High Gas Pressure Regulator
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Case B: Actual Gas Pressure < Design Gas Pressure
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Main Gas Pressure Regulator
Main Gas Valve
Auxiliary Gas Valve
Maxitrol Modulating Gas Valve
Test Port
Test Port
Test Port
Pilot Gas Shutoff Valve
Pilot Gas PressureRegulator
Pilot Gas Valve
Orificed Needle Valve
Pilot
2” I.P.S. manifold; 10” w.c. gas pressure instead of 1-2 psig per design
Main Gas Shutoff Valve
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Case B: Actual Gas Pressure < Design Gas Pressure
Solutions:1. Add section to burner2. Modify sheet metal in burner
section
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When Actual Gas Pressure is Different From Design Gas Pressure
Conclusions:● It’s much easier in the field to add a
high gas pressure regulator than to rebuild a gas train/burner
● It’s safer to underestimate the gas pressure than to overestimate it!
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Importance of ESP, Gas Pressure, and Voltage for
Gas-Fired Units
Part 3: The Importance of Voltage
on Gas-Fired Units
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Motor Compartment of DFC
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Components That Could be Affected by a Voltage Change Disconnect Switch and/or Distribution Block Fuses and Fuse Blocks Circuit Breaker Transformers Starter and Overload Contactors Motor(s) Wiring and conduit to motor(s) Wiring diagram
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Relationship Between Volts and Amps
HP is proportional to volts times amps If : HP1 = HP2 then:
(volts x amps)1 = (volts x amps)2 or (volts1/volts2) = (amps2/amps1) Amps are inversely proportional to
volts at constant horsepower.
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Two Cases Where Actual Voltage not Equal to Design Voltage
Case A: Actual Voltage > Design Voltage
Case B: Actual Voltage < Design Voltage
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Case A: Actual Voltage > Design Voltage
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Disconnect Switch and/or Distribution Blocks
No change
Fuses and Fuse Blocks Fuses probably change; fuse blocks also if different fuse type required
Circuit Breaker Probably need to change so it will trip when necessary.
Transformers Must change unless original transformer is tri-voltage (208/230/460).
Starters No change
Overload Contactors Probably need to change so it will trip when necessary.
Motor(s) Must change unless original motor is tri-voltage (208/230/460).
Wiring and Conduit No change
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Case B: Actual Voltage < Design Voltage
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Disconnect Switch and/or Distribution Blocks
Non-fused disconnect may change; fused disconnect will change
Fuses and Fuse Blocks Fuses probably change; fuse blocks also if different fuse type required
Circuit Breaker Doesn’t change because it’s downstream of transformer
Transformers Must change unless original transformer is tri-voltage (208/230/460)
Starters Must change
Overload Contactors Must change
Motor(s) Must change unless original transformer is tri-voltage (208/230/460).
Wiring and Conduit May change depending on original amp rating
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When Actual Voltage is Different From Design Voltage
Conclusions:● Fewer components are likely to need
changing if the voltage goes up (amps go down) rather than if the voltage going down (amps go up)
● It’s safer to underestimate the voltage than to overestimate it!
Wiring diagram, specification sheet and rating plate must be replaced if the voltage changes 38
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Importance of ESP, Gas Pressure, and Voltage for
Gas-Fired Units
The EndThank You!