Transcript
CAFS Model 150-OS Installation Instructions Model 150-OS as used with CM and CS Series Fire Pumps
Table of Contents
Read through the operation instructions carefully before using your Waterous CAF System.
Safety Information .................................................................. 2 Introduction ............................................................................. 3 System Schematic .................................................................. 4 Installation: Pump and Transmission ......................... See Section 3011 Compressor Components: Air Filter............................................................................ 6 Sump (Oil Reservoir) .................................................. 6 - 7 Separator Filter ................................................................ 8 Oil Exchanger Assembly Installation ................................ 9 Wye Strainer and Cooler Lines ........................................ 9 Foam Pump .............................................. See Section 3011 One-Step™ Generators and Controls .... See Section 3060 Troubleshooting Guide: CAFS ...................................................................... 10 - 11 Pump ..................................................................... 12 – 15 One Step™ Panel .................................................. 16 – 17 Component Dimensions: Compressor and Water Pump.................... See DPL83522 Foam Pumps: Model Aquis 2.5 .........................................See DPL83573 Model Advantus 3E ....................................See DPL83574 Model Advantus 6E ....................................See DPL83575 One-Step™ Generators and Controls ...........See DPL83527
NOTE: Instructions subject to change without notice
F-1031, Section 3056 (Issued: 12/15/15) Waterous Company, 125 Hardman Avenue South, South St. Paul, Minnesota 55075 USA (651) 450-5000 www.waterousco.com
Safety Information Read through the safety information and operating instructions before using your Waterous CAF System.
WARNING Compressed air can be dangerous. Read and understand the operating instructions for the Waterous compressed air foam unit and individual components prior to operating.
CAUTION Nozzle reaction force is significantly increased at the time the nozzle valve is opened in compressed air foam operations. Open CAFS nozzles slowly.
CAUTION WARNING Discharge outlets that are capped, hose lines that are valved and charged and the air compressor sump may contain compressed air. Relieve all pressure before attempting to remove any caps, fittings and nozzles or to perform maintenance to prevent serious personal injury.
WARNING Operating the compressed air foam unit with water and compressed air pumped through a discharge without foam concentrate will create a potentially dangerous condition known as “slug flow,” where unmixed pockets of water and air are passed through the nozzle, causing erratic nozzle reaction.
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Do not use the compressed air foam unit as an air source for SCBA or any breathing air supply
CAUTION For compressed air foam operations, use only fire hose that is rated at 200 PSI or higher working pressure.
NOTICE The unit operator should have a thorough understanding of “Boyle’s Law” (The law of compressed gases) prior to operating the compressed air foam unit.
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Introduction This instruction covers the installation of the Waterous One-Step™ CAFSystem, used with the 150-OS as used with CM/CS Series fire pumps, including the CMU/CSU Series. The primary use of the compressor kits is to provide compressed air for Compressed Air Foam Systems (CAFS) in fire-fighting vehicles. Water to cool the compressor is supplied by the vehicle’s pump, from its tank or an exterior source. If the kit is not installed in a fire-fighting vehicle, the compressor requires alternate cooling, such as an airoil cooler.
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New installation tasks include:
Installing the foam proportioner
Installing the rest of the hydraulic system (sump, filters and cooler)
Running water, air and hydraulic tubing for control systems, cooling, and compressed air delivery
Filling and testing the hydraulic system
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System Schematics
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Air Compressor Function NOTE: The instructions are for a typical system. The illustrations in this manual may differ slightly from the parts that were shipped. The units all have a belt-driven compressor.
New installation tasks include:
The compressor/pump kits do not include:
Foam proportioner, foam tank, foam distribution manifold for CAFS
Air, water and hydraulic hoses and hose fittings
Pump/Compressor module mounting brackets
Air inlet piping
Air and water check valves
Air discharge valves
Air manifold
Installing the foam proportioner
Installing the pump/compressor module and connecting it to the driveline
Installing the hydraulic tubing for control systems, cooling, and compressed air delivery
Filling and testing the hydraulic system
Installing Waterous Components Refer to the Basic CAFS and Hydraulic schematics in this manual to see how the Waterous components connect to the vehicle’s foam and water distribution systems. Within the guidelines given here, components can be installed wherever there is room for them to be securely mounted.
CAUTION Do not damage the vehicle chassis during installation. Check with the vehicle manufacturer to make sure the planned welds and bolts are in acceptable areas.
Components must be bolted to brackets welded to the pump compartment frame, or bolted directly to the pump compartment frame.
Allow enough clearance for routine maintenance, including clearance for checking oil, adding oil, adjusting pressure, changing filters, cleaning screens or opening drain valves.
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The sump (oil/air reservoir) can be mounted at the same level as the compressor, or below it. If the sump must be mounted above the compressor (12 inches/30 centimeter maximum), contact Waterous for the correct check valve to prevent compressor flooding.
The oil sight glass must be visible after all the components are installed so oil level can be monitored easily.
The heat exchanger must be installed horizontally, with the drain at the lowest point.
To prevent damage to hydraulic and air lines, or accidentally disconnecting them, run them along the support beams of the pump compartment whenever possible, bundled with cable ties or other fasteners.
Wires, hoses, or tubing that passes through metal, such as a compartment panel, must have a protective bushing or shield around the edge of the hole to protect against abrasion.
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Installing Waterous Components (con’t) Air-Oil Reservoir (Sump) Installation NOTE: Waterous will not be responsible for systems where the sump and sight glass are installed such that the oil level cannot be checked or does not display the correct oil level due to improper installation. The sump works best when it is installed so that the sight glass opening is below the discharge outlet of the air compressor, although mounting the sump at the same level as the compressor is acceptable.
Air Inlet and Filter
In some cases, finding room for the sump can be difficult. It is acceptable to mount the oil sump up to 12 inches/30 centimeters higher than the air compressor; however, this requires the installation of a check valve to prevent oil from flooding the compressor. The check valve may be ordered from Waterous when ordering the system.
The air inlet on the air compressor can be turned in 90 increments because the bolt pattern is symmetrical. This simplifies installation of the air filter. If you turn the inlet, you will need longer hoses. Either acquire colored hoses locally or contact Waterous for the correct lengths and colors. To change the rotation of the air inlet, disconnect the hoses, unbolt the inlet, rotate the inlet, and install the new hoses. Mount the air filter, considering the following factors:
Air intake area must be unobstructed.
Air intake tubing should be as short as straight as possible.
Maintenance clearance must be adequate for removing and replacing the filter.
Safety Pressure Relief Valve
The filter should be in an area that is unlikely to get wet. The air inlet tubing (not included) from the filter to the air inlet is usually made of thin-wall metal tubing and rubber elbows. Plumb it as though it were an engine air inlet. Do not use flexible exhaust tubing or any material that water or dirt can easily penetrate.
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Installing Waterous Components (con’t) Oil Fill and Sight Glass The oil fill and sight glass on the T-sump have 3 possible positions. They may share the same inlet if installed in a wye fitting as shown below, or be installed in separate inlets. Locate these fittings for ease of checking oil level and adding oil to the sump. Use the supplied plugs to close the unused inlets.
Vertical Sump The Safety Pressure Relief valve may be installed in either of the ports. The remaining ports have no options.
If the oil sight glass needs to be extended for visibility, use rigid pipe to ensure that the level displayed is as accurate as possible. The sight glass/oil fill extension must be straight and level.
Sump Drain
Vertical sump fittings
The drain and the output to the hydraulic filter share an outlet port.
Vertical sump, rear view
Vertical sump, bottom view
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Temperature Sender
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Installing Waterous Components (con’t) Oil Temperature Gauge (All Sumps) The temperature sender is shipped loose with some of the other components Install the sump as shown on the drawing below.
Separator/Filter Installation The separator filter can be installed anywhere there is room to securely mount it and run the hydraulic and air lines.
Install it vertically, with the housing up, the filter element down.
Make sure there is room to remove and replace the filter element.
Connect the output to the air manifold, the balance valve and the fixed/manual regulator on the compressor.
Oil Scavenger to Compressor (behind bracket)
To Air Control Circuit
To Air Manifold
Temperature Sender, on Sump From Sump
Separator/filter side view with fittings
Separator/filter and bracket detail
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Installing Waterous Components (con’t) Oil Exchanger Assembly Installation
Wye Strainer for Cooler
The oil returning to the compressor is cooled by passing it through a water-cooled heat exchanger, usually called the cooler.
A wye-strainer is provided to strain water before it enters the cooler’s water inlet. The wye-strainer requires regular inspection, and should be in an easily accessible location for inspection, removal, and cleaning.
CAUTION
Medium Cooler
Install the cooler so that it can be drained to prevent freeze damage.
The drain valve must be accessible from the side of the truck, so that the cooler can be drained after each use.
The drain hose should be 0.5” I.D. minimum to provide proper drainage. The outlet of the drain hose must be lower than the cooler’s drain outlet and the drain hose should be continuous downward run (no goosenecks) to allow proper drainage. To mount the cooler on the side of a compartment, unbolt the brackets from the ends and re-attach them so the cooler can be installed with the drain at the lowest point.
Waterous is not responsible for damage due to plugged strainers. If the customer’s water system contains excessive debris, or the vehicle relies on drafting for its water supply, it may be necessary to install a larger strainer and/or a clean-out valve on the wye-strainer. Without good water flow through the heat exchanger, the compressor will overheat. Compressor performance will be inadequate, and it may fail completely, Omitting the wye-strainer or removing the screen from the wye does not improve water flow. It will allow debris into the cooler, which can clog the tiny heat exchanger tubes and restrict water flow.
CAUTION Do not install a shutoff valve in the heat exchange water supply. This will result in system overheat and failure, and void the manufacturer’s warranty.
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Troubleshooting Guide CAFS Problem
Probable Cause
Recommended Action
Lack of air pressure from compressor
Lack of air supply to clutch (for air-clutch systems)
Repair air leak or re-establish air supply
Compressor not engaging
No PTO engagement
Confirm OK TO PUMP light is on, if not check wiring for damage or disconnected wire, check PTO.
Air discharge solenoid not working. Repair/ (electric valves) Verify there is replace solenoid. power to the air solenoid and check operation of solenoid. Air solenoid working – leak between solenoid and discharge. Repair leak. Compressor engaging. No air supply to discharges or insufficient air supply.
Air discharge pressure too high
System overheating
High Oil Consumption
Engine stall upon compressor engagement
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Air check valve defective
Replace or correct installation.
Trim valve out of adjustment
Refer to trim valve instructions
Restricted minimum pressure valve
Clean rust or debris from valve
Air plumbed before discharge valve seal
Relocated to discharge side of discharge valve
Incorrect air line size.
Size according to discharge and replace line with correct size.
Red hose circuit (compressed air control) has leaked or is disconnected.
Repair leak or attach hose
Inadequate water flow through cooler
Ensure adequate water flow through pump. Check Wye-Strainer for obstruction, clean and reinstall Drain and flush cooler water tubes.
Adequate water flow through cooler
On-board tank used for cooling for a prolonged period – water too hot to effectively cool the compressor. Locate source of lower temperature water. Check oil level – adjust level to half of the sight glass on level surface
Low compressor oil level
Check the hydraulic lines for kinks, change oil filters
Temperature sending unit and/or gauge circuit malfunction
Check wire connections at sending unit
Overfull compressor oil
Adjust level to half of the sight glass on level surface
Excess of 200 CFM air flow (on 200 CFM systems)
Back down RPM’s and flow CAFS to relieve pressure, then recheck. Replace Air/Oil Separator Filter
Air/Oil Separator Filter from or damaged (could be caused by air flow of higher than 200 CFM)
System being operated at higher than capacity
Engaging compressor while under load
Allow compressor to bleed down before re-engagement
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Troubleshooting Guide CAFS (Continued) Problem
Engine stall upon compressor engagement (con’t)
Compressor locked up
Poor foam (wet or dry) or no foam (assuming air pressure to discharges is OK)
Discharge hose shaking (slug flow)
Probable Cause
Recommended Action
Running system without flowing air causes oil to accumulate in compressor acting like hydraulic pump
Bleed down air, restart compressor, and move air
Underrated engine horsepower
Raise engine RPM
High oil level
Check oil level, adjust level to half of the sight glass with vehicle parked on a level surface
Compressor locked up
Repair/replace compressor
High oil level (compressor is flooded)
Check oil level, adjust level to half of the sight glass with vehicle parked on a level surface
Sump fire
Check system and repair
Low oil level or no oil
Check system and repair
Using wetting agent and not foam concentrate
Use foam concentrate
Foam proportioning control turned too low
Increase amount of concentrate delivered to manufacturer recommended amount
Foam proportioning control OFF or turned too low, foam tank empty.
Make sure proportioner is turned on, foam supply valve is open, foam tank has concentrate, Wye-Strainer is clean, and supply line is connected to injector.
Foam proportioner ON, setting correct, and tank has foam concentrate, but not providing foam solution
Refer to foam proportioner manufacturer’s instructions for detailed calibration and troubleshooting instructions
Foam concentrate was poured into the on-board water tank
Flush tank and pump with clean water, refill
Foam in the water system Foam manifold drain lines not Isolate to separate drain valve isolated from water drain lines (when proportioner turned off) Cooler line plumbed from Relocate line to discharge side of pump manifold Foam manifold check valve defective
Rebuild/replace check valves
Leaking inside cooler Freeze damage
Isolate cooler and check for leaks, replace if needed, check drain
Defective air check valve
Replace or check
Missing air check valves for discharges
Install check valves
Safety pop off valve opening at low pressure
Sump fire damaged pop off valve
Check system for other damage and replace valve
Safety pop off valve repeatedly opening
Trim valve or inlet completely open
Refer to trim valve instructions
Water in compressor oil/air
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Troubleshooting Guide Pump Problem
Possible Cause
Recommended Action Clean and tighten all Intake connections. Make sure intake hoses and gaskets are in good condition. Use the following procedure to locate air leaks: 1. Connect Intake hose to pump and attach intake cap to end of hose. 2. Close all pump openings. 3. Open priming valve and operate primer until vacuum gauge indicates 22 in. Hg/.735 atmospheres. (If primer fails to draw specified vacuum, it may be defective, or leaks are too large for primer to handle.) 4. Close priming valve and shut off primer. If vacuum drops more than 10 in. Hg/.334 atmospheres in 5 minutes, serious air leaks are indicated. With engine stopped, air leaks are frequently audible. If leaks cannot be heard, apply engine oil to suspected points and watch for break in film or oil being drawn into pump.
Air leaks
Pump fails to prime or loses prime
1. Completely fill water tank (if so equipped). 2. Connect intake hose to hydrant or auxiliary pump. 3. Open one discharge valve and run in water until pump is completely filled and all air is expelled. 4. Close discharge valve, apply pressure to system and watch for leaks or overflowing water tank. A pressure of 100 PSI is sufficient. DO NOT EXCEED RECOMMENDED PRESSURE. 1. 2. 3. 4. 5.
If pump has not been operated for several weeks, packing may be dried out. Close discharge and drain valves and cap intake openings. Operate primer to build up a strong vacuum in pump. Run pump slowly and apply oil to impeller shaft near packing gland. Make sure packing is adjusted properly.
Remove all leaves, dirt and other foreign material from Intake strainer.
Dirt or Intake strainer
No oil in priming tank
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When drafting from shallow water source with mud, sand or gravel bottom, protect intake strainer in one of the following ways: 1. Suspend Intake strainer from a log or other floating object to keep it off the bottom. Anchor float to prevent it from drifting into shallow water. 2. Remove top from a clean barrel. Sink barrel so open end is below water surface. Place intake strainer inside barrel. 3. Make an intake box, using fine mesh screen. Suspend intake strainer inside box. With rotary primer, oil is required to maintain a tight rotor seal. Check priming tank oil supply and replenish, if necessary. This action is only needed if the pump is using Waterous VPO/VPOS primer with the oil option.
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Troubleshooting Guide Pump (Continued) Problem
Possible Cause Defective priming valve
Recommended Action A worn or damaged priming valve may leak and cause pump to lose prime. Consult primer instructions for priming valve repair.
Improper clearance in rotary gear After prolonger service, wear may increase primer clearance reduce efficiency. or vane primer (applicable if a Waterous primer is used) Refer to primer instructions for adjusting primer clearance.
Pump fails to prime or loses prime (con’t)
Engine speed too low
Refer to instructions supplied with primer for correct priming speeds. Speeds much higher than those recommended do not accelerate priming, and may actually damage priming pump.
Bypass line open
If a bypass line is installed between the pump discharge and water tank to prevent pump from overheating with all discharge valves closed, look for a check valve in the line. If valve is stuck open, clean it, replace it, or temporarily block off line until a now valve can be obtained.
Lift too high
Do not attempt lifts exceeding 22 feet (6.7m) except at low altitudes and with equipment in new condition.
End of intake hose not submerged deep enough
Although intake hose might be immersed enough for priming, pumping large volumes of water may produce whirlpools, which will allow air to be drawn into intake hose. Whenever possible, place end of intake hose at least two feet below water source.
High point in intake line
If possible, avoid placing any part of intake hose higher than pump inlet. If high point cannot be prevented, close discharge valve as soon as pressure drops, and prime again. This procedure will usually eliminate air pockets in intake line, but it may have to be repeated several times.
Primer not operated long enough
Refer to instructions supplied with primer for required priming time. The maximum time for priming should not exceed 45 seconds for lifts up to 10 feet (3.0m). Engine requires maintenance. Check engine in accordance with manufacturer’s instructions supplied with truck.
Insufficient engine power
Insufficient capacity A. Engine and pump speed low at full throttle
Discharge relief valve set improperly Transfer valve set improperly (Does not apply to single stage pumps) (Applies only to CM, CMU pump models)
Truck transmission in too high a gear
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Engine operated at high altitudes and/or high air temperatures. Engine power decreases with an increase in altitude or air temperature, except for turbo charged engines. Adjusting carburetor or changing carburetor jets (or injector nozzles) may improve engine performance. Consult with engine manufacturer. If relief valve is set to relieve below desired operating pressure, water will bypass and reduce capacity. Adjust relief valve in accordance with instructions supplied with valve. Place transfer valve in VOLUME (parallel) position when pumping more than two thirds rated capacity. When shifting transfer valve, make sure it travels all the way into new position. Failure of transfer valve to move completely into new position will seriously impair pump efficiency. Consult vehicle instructions for correct pump gear. Pump usually works best with transmission in direct drive. If truck is equipped with an automatic transmission, be sure transmission is in pumping gear.
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Troubleshooting Guide Pump (Continued) Problem
Possible Cause Transfer valve set improperly (Does not apply to single stage pumps.) (Applies only to CM and CMU models)
Insufficient capacity A. Engine and pump speed low at full throttle
Insufficient capacity B. Engine and pump speed low at full throttle
Recommended Action Place transfer valve in VOLUME (parallel) position when pumping more than two thirds rated capacity. When shifting transfer valve, make sure it travels all the way into new position. Failure of transfer valve to move completely into new position will seriously impair pump efficiency.
Pump impeller(s) or wear rings badly worn
Install undersize wear rings if impeller to wear ring clearance is within limits indicated in MAINTENANCE INSTRUCTIONS. If not, install new impeller(s) and wear rings.
Intake strainer, intake screens or impeller vanes fouled with debris
Remove intake strainer and hose, and clear away all debris. Pressure backwash (preferably in parallel or “volume” position) will usually clear impeller vanes when pump is stopped.
Intake hose defective
On old intake hoses, the inner liner sometimes becomes so rough it causes enough friction loss to prevent pump from drawing capacity. Sometimes, the liner will separate from the outer wall and collapse when drafting. It is usually impossible to detect liner collapse, even with a light. Try drafting with a new intake hose; if pump then delivers capacity, it may be assumed that previous hose was defective.
Intake hose too small
When pumping at higher than normal lifts, or at high altitudes, use a larger or additional intake hoses.
Truck transmission in too low a gear
Consult vehicle instructions for correct pumping gear. Pump usually works best with transmission in direct drive. (Check both engine and pump speed, if possible, to be sure transmission is in “direct”.) In general, the above causes and remedies for low pump capacity will also apply to low pump pressure.
Pump speed too low
Insufficient pressure
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Check pump speed with a tachometer. If pump speed is too low, refer to engine manufacturer’s instructions for method of adjusting engine speed governor.
Pump capacity limits pump pressure
Do not attempt to pump greater volume of water at the desired pressure than the pump is designed to handle. Exceeding pump capacity may cause a reduction in pressure. Exceeding maximum recommended pump speed will produce cavitations, and will seriously impair pump efficiency.
Flap valve stuck open (Applies only to CM and CMU models)
When pump is in PRESSURE (series), discharge will bypass to first stage intake. Operate pump at 75m PSI/52 bar, and rapidly switch transfer valve back and forth between positions. If this fails, try to reach valve with a stick or wire and work it free.
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Troubleshooting Guide Pump (Continued) Problem
Possible Cause
Recommended Action
Sticky pilot valve Relief Valve Malfunction A. Pressure not relieved when discharge Plugged tube lines. valves are closed
Disassemble and clean. Replace noticeably worn parts.
Relief Valve Malfunction B. Pressure will not return to original seeing after discharge valve are reopened
Sticky pilot valve
Disassemble and clean. Replace noticeably worn parts.
Sticky main valve
Disassemble and clean. Replace noticeably worn parts.
Incorrect installation
Check all lines to be sure installation instructions have been followed.
Sticky pilot valve
Disassemble and clean. Replace noticeably worn parts.
Water surges (relief valve)
Pressure fluctuation can result from a combination of intake and discharge conditions involving the pump, relief valve and engine. When the elasticity of the intake and discharge system and the response rate (reaction time) of the engine, pilot valve and relief valve are such that the system never stabilizes, fluctuation results. With the proper combination of circumstances, fluctuation can occur regardless of the make or type of equipment involved. Changing one or more of these factors these factors enough to disrupt this timing should eliminate fluctuation.
Plugged filter or line
Clean lines and filter.
Relief Valve Malfunction C. Fluctuating pressure
Relief Valve Malfunction D. Slow response
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Disconnect lines and inspect.
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Troubleshooting Guide One Step™ Panel Problem
Probable Cause
Recommended Action Oil level in the air compressor is low = Check for oil leaks and repair as needed. Use ISO 68 viscosity hydraulic oil, filing to the middle of the sight glass.
Compressor oil high temperature
Air compressor oil temperature is outside its alarm. The default is to check only the high alarm value at 235F
Plugged water strainer at oil cooler = Remove strainer and clean screen. Inadequate water supply = Verify that water is being circulated within the pump (TANK TO PUMP valve completely open with the TANK FILL valve 1/4 open). Overheated water supply = Supply the pump with fresh cool water and open a discharge valve or TANK FILL valve, allowing the heated water to be dumped to atmosphere.
Manifold Pressure Alarm
The manifold pressure is outside its alarm limits when CAFS is active.
The pressure in the manifold is below 75 psi (5 bar). Increase pump pressure to 125 psi (8.5 bar).
Valve Communication Fault
No communication from a J1939 device for 500 ms. The J1939 devices are discharge valves, the manifold valve, the monitor 3-way valve, and the engine throttle.
Check for disconnected PLC harness to valves or throttle.
Valve Position Fault
A valve is not at its commanded position. Discharge valves, the manifold valve, and the monitor 3-way valve are covered by this alarm.
Valve actuator is operating out of operating variance and needs to be replaced.
Throttle Position Fault
The engine throttle is not at its commanded position.
Throttle actuator is operating out of its operating variance and needs to be replaced.
Pressure fault on discharge #1. Pressure transducer on discharge #1 is not reading.
Transducer is either unplugged or faulty.
Re-connect or replace transducer
Foam Concentrate Low
The foam proportioner has a low concentrate condition and foam proportioner will shut off.
Foam concentrate tank needs to be filled. Also check for faulty level switch if tank is full.
Foam Concentrate Empty
The foam proportioner has a no concentrate condition. Foam proportioner will not turn on.
Foam concentrate tank needs to be filled. Also check for faulty level switch if tank is full.
Foam System Communication Fault
The PLC cannot communicate with the foam proportioner. No communication with foam proportioner due to disconnected cable, faulty TxD/RxD or foam proportioner driver has no power.
Power foam proportioner, reconnect cable or replace TxD/RxD.
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Troubleshooting Guide One Step™ Panel (continued) Problem
Probable Cause
Recommended Action
Foam system high capacity limit
The foam proportioner has a high flow condition. Operator flowing more water through foam manifold than can be treated by foam proportioner at the selected percentage.
Foam system low capacity limit
The foam proportioner has a low flow condition. Seen only during paddlewheel calibraIncrease calibration flow to above 50 GPM. tion. Water flow to calibrate is less than 50 GPM.
Pressure fault on discharge #2. Pressure transducer on discharge #2 is not reading.
Transducer is either unplugged or faulty.
Re-connect or replace transducer.
Manifold valve maintenance required
The number of manifold valve activations has exceeded its lifetime. The lifetime is currently set to 250000.
Replace manifold valve actuator or increase lifetime actuation cycles.
Throttle actuator maintenance required
The number of throttle activations has exceeded its lifeReplace throttle actuator or increase lifetime actuation cycles. time. The lifetime is currently set to 500000.
Pressure fault on discharge #3. Pressure transducer on discharge #3 is not reading.
Transducer is either unplugged or faulty.
Re-connect or replace transducer.
Air Pressure Alarm
The air pressure is outside its alarm limits when the fixed air solenoid is active. Will alarm if air pressure is above 150 PSI.
Check fixed air circuit and fixed pressure regulator function.
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Reduce flow or injection percentage.
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