Flowserve V-377 User Manual

Edward Valves

Maintenance Manual for

Edward Pressure-Seal Valves

V-377 R4

Flow Control Division

Edward Valves

Key to Illustrations...........................................3

Pressure-Seal Valve Figure Numbers..................3

Introduction ....................................................3

Description of Pressure-Seal Valve Bonnet Types

(Illustration, description and figure numbers)

Type I.........................................................4

Type II ........................................................5

Type III........................................................6

Type IV.......................................................7

Service Problems

Packing Chamber Leak.................................8

Packing Recommendations............................8

Pressure-Seal Gasket Leaks..........................10

Pressure-Seal Leak......................................10

Seat and Disk Joint Leaks............................10

Body Wall Leaks........................................12

Objectionable Vibration, Noise or

Excessive Pressure Drop..............................12

Valve Lubrication........................................12

Repair Procedures

Valve Body Repairs ....................................13

Body Bore Gasket Seal Area Repair.........13

Body Bore Guide Rib Repair ...................13

Seat and Disk Repair ..............................14

Body Wall Repair...................................15

Valve Component Repair ............................15

Disk-Piston Assembly Repair.....................15

Bonnet or Cover Repair ...........................16

Welding Rod Recommendations...................16

Field Repair Equipment...............................17

Disassembly Procedures for Pressure-Seal Valves

Introduction...............................................18

First Determine the Area of Failure...............18

Disassembly Procedures for Impactor Handles and Handwheels

Non-Ball Bearing Impactor

Handles and Handwheels........................20

Ball Bearing Impactor Handwheels...........21

Procedures for Removing Limitorque

Operators from Valve Yokes

Revolving Stem Valves or Non-Revolving

Stem Valves with Torque-Only Units...........22

Non-Revolving Stem Valves with

Torque and Thrust Units...........................23

Procedures for Setting Actuator Torque and Limit Switches

Limitorque Limit Switch and

Torque Switch Setting Procedures .............24

Geared Limit Switch ............................24

Torque Switch .....................................25

Single Torque Switch ...........................25

Double Torque Switch..........................25

Torque Switch Setting...........................26

Disassembly Procedures for Yoke Assemblies

Revolving Stem Valves

with Type I Bonnets.................................27

Revolving Stem Valves

with Type II Bonnets................................28

Non-Revolving Stem Valves

with Type II or III Bonnets.........................28

Valves with Type IV Bonnets.....................28

Procedures for Removing Operator and Yoke Assembly as a Unit

Revolving Stem Valves

with Type I Bonnets.................................29

Revolving Stem Valves

with Type II Bonnets................................29

Non-Revolving Stem Valves

with Type II, III or IV Bonnets....................30

Disassembly Procedures for Bonnet Types

Type I Pressure-Seal Bonnets

– Stop and Stop-Check

(Non-Return) Valves..............................31

– Piston-Lift Check Valves.........................32

Type II Pressure-Seal Bonnets

– Stop and Stop-Check (Non-Return)

Valves with Revolving Stems..................33

– Stop and Stop-Check (Non-Return)

Valves with Non-Revolving Stems...........34

Type III Pressure-Seal Bonnets

– Stop and Stop-Check

(Non-Return) Valves..............................36

– Piston- Lift Check Valves........................37

– Tilting Disk Check Valves ......................38

Type IV Pressure-Seal Bonnets

– Stop and Stop-Check

(Non-Return) Valves..............................39

– Piston-Lift Check Valves.........................41

Assembly of Composite Pressure-

Seal Gaskets.................................................42

Reassembly Procedures for Metal Pressure-Seal Valves

Introduction...................................................43

Type I Pressure-Seal Bonnets

– Stop and Stop-Check

(Non-Return) Valves..............................44

– Piston-Lift Check Valves.........................45

Type II Pressure-Seal Bonnets

– Stop and Stop-Check (Non-Return)

Valves with Revolving Stems..................45

– Stop and Stop-Check (Non-Return)

Valves with Non-Revolving Stems...........45

Type III Pressure-Seal Bonnets

– Stop and Stop-Check

(Non-Return) Valves..............................46

– Piston-Lift Check Valves.........................46

– Tilting Disk Check Valves ......................47

Type IV Pressure-Seal Bonnets

– Stop and Stop-Check

(Non-Return) Valves..............................47

– Piston-Lift Check Valves.........................47

General Information.......................................48

Supplementary Repair Information.......back cover

Ordering Parts...................................back cover

Table of Contents

Flow Control Division

Edward Valves

Table of Contents (continued)

Illus No.Title Page

I Pressure-Seal Bonnet Type I......................4

2 Pressure-Seal Bonnet Type II.....................5

3 Pressure-Seal Bonnet Type III ....................6

4 Pressure-Seal Bonnet Type IV....................7

5 Typical Globe Valve Nomenclature.........11

6 Pressure-Seal Bonnet Seal Angle.............16

7 Portable Lapping Tool for

Large Valves ........................................17

8 Van Norman Portable

Grinding Machine................................17

9 Van Norman Portable

Boring Machine ...................................17

10 Impactor Handwheel

Non-Ball Bearing Types .........................20

11 Impactor Handwheel

Non-Ball Bearing Types .........................20

12 Impactor Handwheel

Non-Ball Bearing Types .........................20

13 Impactor Handwheel

Ball Bearing Type (with Impactogear)......21

14 Torque-only Limitorque Operator on

Revolving Stem Valve (SMA or SMB) ......22

Illus No.Title Page

15 Torque-only Limitorque Operator on

Revolving Stem Valve (SMB-4T or 5T)......22

16 Torque-only Limitorque Operator on

Non-Revolving Stem Valve.....................22

17 Torque and Thrust Limitorque Operator

on Non-Revolving Stem Valve ................23

18 Limitorque Geared Limit Switch Assy.......24

19 Single & Double Torque

Switch Assemblies ................................25

20 Type I Bonnet on Stop-Check Valve.........27

21 Type I Bonnet on Piston-Lift Check Valve..29 22 Type II Bonnet on Revolving

Stem Stop Valve...................................30

23 Type II Bonnet on Non-Revolving

Stem Stop Valve...................................31

24 Type III Bonnet on Stop Valve.................34

25 Type III Bonnet on Piston-Lift

Check Valve ........................................35

26 Type III Bonnet on Tilting

Disk Check Valve..................................38

27 Type IV Bonnet on Stop-Check Valve.......39

28 Type IV Bonnet on Piston-Lift

Check Valve ........................................41

Key to Illustrations

Introduction

This manual has been prepared to serve as a guide for the maintenance of Edward valves of the pressure-seal bonnet joint construction. It is designed to help you obtain the most satisfactory ser vice from these valves. Although rigid metallurgical, radiographic, physical, and visual inspection is the standard procedure for all Edward products, it is inevitable that some valves, after a period of time, may occasionally require repair. When this happens, this manual will assist you so that your valve may be satisfactorily restored to good working condition with a minimum of time and expense.

Scope

Before starting, it will be helpful to have some understanding of the valve’s physical construction. Consequently, the four basic types of pressure-seal constructions are discussed and illustrated first. All Edward pressure-seal valves employ one of these four basic types, or a minor modification thereof. Non-pressureseal, or bolted bonnet type valves, are not included in this manual.

The next major section of this manual discusses the more common service problems and failures. It identifies the problem and explains the reasons for certain failures. The reason should be understood before work is actually started.

602Y 606 606Y 607 607Y 614Y 616 616Y 617

617Y 692Y 694 694Y 695 695Y 702Y 714Y 792Y

970Y 1570Y 1602Y 1614Y 1692Y 1802Y 1814Y 1892Y 2002Y

2006Y 2007Y 2014Y 2016Y 2017Y 2070Y 2092Y 2094Y 2095Y

2570Y 3902Y 3906 3906Y 3907 3907Y 3914Y 3916 3916Y

3917 3917Y 3948Y 3992Y 3994 3994Y 3995 3995Y 4002Y

4006 4006Y 4007 4007Y 4014Y 4016 4016Y 4017 4017Y

4092Y 4094 4094Y 4095 4095Y 4302Y 4306Y 4307Y 4314Y

4316Y 4317Y 4370Y 4392Y 4394Y 4395Y 4402Y 4406Y 4407Y

4414Y 4416Y 4417Y 4448Y 4470Y 4492Y 4494Y 4495Y 4502Y

4514Y 4570Y 4592Y 7502Y 7506 7506Y 7507 7507Y 7514Y

7516 7516Y 7517 7517Y 7548Y 7592Y 7594 7594Y 7595 7595Y

Pressure-seal Valve Figure Numbers

Flow Control Division

Edward Valves

The procedure to be followed in making the repair is then explained. This includes normal valve maintenance as well as major valve repair. Field repair equipment, available from Edward, is described and illustrated. Valve lubrication and welding rod recommendations are also made. These procedures are adequate for almost any pressure-seal valve repair or maintenance problem that may arise in the field.

Following is the section describing the disassembly procedure for the various valve components; for example, manual of Limitorque operators, valve yokes, and the four basic bonnet types. It is very impor-

tant that the Introduction and the paragraphs titled “First Determine the Area of Failure” be read and understood before any disassembly work is begun. Several procedures are described, depending upon the area of failure. Considerable time can often be saved by first selecting the proper disassembly procedure.

The last major section explains how the various valve constructions are to be reassembled. Information on how to contact Edward for additional advice, if required, and how to order parts is included.

Description of Pressure-Seal Valve Types

Edward pressure-seal valves are built with four basic bonnet arrangements to provide the most suitable designs for the wide range of sizes and pressure classes offered.

Type I is the studded bonnet design as shown. It uses the basic pull-up construction with studs in the bonnet projecting through the retainer for tightening by use of nuts. It is a simplified design employed in moderate pressure applications and certain valve sizes, as shown in the following table.

Description of Pressure-Seal Bonnet Types – Type I

Type I

Illustration No. 1

Pressure-Seal Bonnet

Fig. No. Pressure Rating Type of Valve Size

602Y 600 Flite-Flow Globe Stop-Check (Y-Type) 6-20 606 and 606Y 600 Globe Stop-Check 8-14 607 and 607Y 600 Angle Stop-Check 8-14 614Y 600 Flite-Flow Globe Stop (Y-Type) 6-20 616 and 616Y 600 Globe Stop 8-14 617 and 617Y 600 Angle Stop 8-14 692Y 600 Flite-Flow Check (Y-Type) 16-20 694 and 694Y 600 Horizontal Check 8-14 695 and 695Y 600 Angle Check 8-14 702Y 600-SPL Flite-Flow Globe Stop-Check (Y-Type) 16-20 714Y 600-SPL Flite-Flow Globe Stop (Y-Type) 6-20 792Y 600-SPL Flite-Flow Check (Y-Type) 16-20 1602Y Special Flite-Flow Globe Stop-Check (Y-Type) 16-20 1614Y Special Flite-Flow Check Stop (Y-Type) 16-20 1692Y Special Flite-Flow Check (Y-Type) 16-20 1802Y Special Flite-Flow Globe Stop-Check (Y-Type) 16-20 1814Y Special Flite-Flow Globe Stop (Y-Type) 16-20 1892Y Special Flite-Flow Check (Y-Type) 16-20

Type I

Flow Control Division

Edward Valves

Description of Pressure-Seal Bonnet Types – Type II

Type II

Illustration No. 2

Pressure-Seal Bonnet

Fig. No. Pressure Rating Type of Valve Size

2002Y 1500-SPL Flite-Flow Globe Stop-Check (Y-Type) 3 – 4 2006Y 1500-SPL Globe Stop-Check 2-1/2 – 4 2007Y 1500-SPL Angle Stop-Check 2-1/2 – 4 2014Y 1500-SPL Flite-Flow Globe Stop (Y-Type) 3 – 4 2016Y 1500-SPL Globe Stop 2-1/2 – 4 2017Y 1500-SPL Angle Stop 2-1/2 – 4 3902Y 2500 Flite-Flow Globe Stop-Check (Y-Type) 3-24 3906 and 3906Y 2500 Globe Stop-Check 2-1/2 – 12 3907 and 3907Y 2500 Angle Stop-Check 2-1/2 – 22 3914Y 2500 Flite-Flow Globe Stop (Y-Type) 3-24 3916 and 3916Y 2500 Globe Stop-Check 2-1/2 – 12 3917 and 3917Y 2500 Angle Stop-Check 2-1/2 – 22 3948Y 2500 Elbow Down Stop-Check 10-16 4002Y 900 Flite-Flow Globe Stop (Y-Type) 3 – 4 4006 and 4006Y 900 Globe Stop-Check 2-1/2 – 4 4007 and 4007Y 900 Angle Stop-Check 2-1/2 – 4 4014Y 900 Flite-Flow Globe Stop (Y-Type) 3 – 4 4016 and 4016Y 900 Globe Stop 2-1/2 – 4 4017 and 4017Y 900 Angle Stop 2-1/2 – 4 4302Y 900-SPL Flite-Flow Globe Stop-Check (Y-Type) 3 – 4 4306Y 900-SPL Globe Stop-Check 2-1/2 – 4 4307Y 900-SPL Angle Stop-Check 2-1/2 – 4 4314Y 900-SPL Flite-Flow Globe Stop (Y-Type) 3 – 4 4316Y 900-SPL Globe Stop 2-1/2 – 4 4317Y 900-SPL Angle Stop 2-1/2 – 4 4402Y 2500-SPL Flite-Flow Globe Stop-Check (Y-Type) 3-24 4406Y 2500-SPL Globe Stop-Check 2-1/2 – 12 4407Y 2500-SPL Angle Stop-Check 2-1/2 – 22 4414Y 2500-SPL Flite-Flow Globe Stop (Y-Type) 3-24 4416Y 2500-SPL Globe Stop 2-1/2 – 12 4417Y 2500-SPL Angle Stop 2-1/2 – 22 4448Y 2500-SPL Elbow Down Stop-Check 10-16 4502Y 4500 Flite-Flow Globe Stop-Check (Y-Type) 8-10 4514Y 4500 Flite-Flow Stop (Y-Type) 8-10 4592Y 4500 Flite-Flow Check (Y-Type) 8-10 7502Y 1500 Flite-Flow Globe Stop-Check (Y-Type) 3 – 4 7506 and 7506Y 1500 Globe Stop-Check 2-1/2 – 4 7507 and 7507Y 1500 Angle Stop-Check 2-1/2 – 4 7514Y 1500 Flite-Flow Globe Stop (Y-Type) 3 – 4 7516 and 7516Y 1500 Globe Stop 2-1/2 – 4 7517 and 7517Y 1500 Angle Stop 2-1/2 – 4

Type II

Type II is the push-up design in which the

bonnet retainer ring is screwed onto the bonnet, and cap screws develop the upward force. This design is employed on both intermediate and high-pressure applications. A three-piece construction is used for the pressure-seal parts.

Flow Control Division

Edward Valves

Type III also uses the three-piece pressureseal construction but combines it with the basic pull-up bonnet. This design is utilized extensively in the larger valves.

Description of Pressure-Seal Bonnet Types – Type III

Type III

Illustration No. 3

Pressure-Seal Bonnet

Fig. No. Pressure Rating Type of Valve Size

602Y 600 Flite-Flow Stop-Check (Y-Type) 24-32 607Y 600 Angle Stop-Check 24-30 614Y 600 Flite-Flow Globe Stop (Y-Type) 24-32 617Y 600 Angle Stop 24-30 692Y 600 Flite-Flow Check (Y-Type) 24-32 695Y 600 Angle Check 24-30 702Y 600-SPL Flite-Flow Globe Stop-Check (Y-Type) 24-32 714Y 600-SPL Flite-Flow Globe Stop (Y-Type) 24-32 792Y 600-SPL Flite-Flow Check (Y-Type) 24-32 970Y 900 Tilting Disk Check 2-1/2 – 24 1570Y 1500 Tilting Disk Check 3-24 1602Y Special Flite-Flow Globe Stop-Check (Y-Type) 24-32 1614Y Special Flite-Flow Globe Stop (Y-Type) 24-32 1692Y Special Flite-Flow Check (Y-Type) 24-32 1802Y Special Flite-Flow Globe Stop-Check (Y-Type) 24-32 1814Y Special Flite-Flow Globe Stop (Y-Type) 24-32 1892Y Special Flite-Flow Check (Y-Type) 24-32 2002Y 1500-SPL Flite-Flow Globe Stop-Check (Y-Type) 6-18 2006Y 1500-SPL Globe Stop-Check 5-14 2007Y 1500-SPL Angle Stop-Check 5-24 2014Y 1500-SPL Flite-Flow Globe 6-18 2016Y 1500-SPL Globe Stop 5-14 2017Y 1500-SPL Angle Stop 5-24 2070Y 1500-SPL Tilting Disk Check 3-24 2092Y 1500-SPL Flite-Flow Check (Y-Type) 3-18 2094Y 1500-SPL Horizontal Check 2-1/2 – 14 2095Y 1500-SPL Angle Check 2-1/2 – 24 2570Y 2500 Tilting Disk Check 3-24 3992Y 2500 Flite-Flow Check (Y-Type) 3-24 3994 and 3994Y 2500 Horizontal Check 2-1/2 – 12 3995 and 3995Y 2500 Angle Check 2-1/2 – 24 4006 and 4006Y 900 Globe Stop-Check 5-14 4007 and 4007Y 900 Angle Stop-Check 5-24 4014Y 900 Flite-Flow Stop (Y-Type) 6-16 4016 and 4016Y 900 Globe Stop 5-14

Type III

Flow Control Division

Edward Valves

Description of Pressure-Seal Bonnet Types – Type III and Type IV

Fig. No. Pressure Rating Type of Valve Size

4017 and 4017Y 900 Angle Stop 5-24 4092Y 900 Flite-Flow Check (Y-Type) 3-16 4094 and 4094Y 900 Horizontal Check 2-1/2 – 14 4095 and 4095Y 900 Angle Check 2-1/2 – 24 4302Y 900-SPL Flite-Flow Globe Stop-Check (Y-Type) 5-16 4306Y 900-SPL Globe Stop-Check 5-14 4307Y 900-SPL Angle Stop-Check 5-24 4316Y 900-SPL Globe Stop 5-14 4317Y 900-SPL Angle Stop 5-24 4392Y 900-SPL Flite-Flow Check (Y-Type) 3-16 4370Y 900-SPL Tilting Disk Check 2-1/2 – 20 4394Y 900-SPL Horizontal Check 2-1/2 – 14 4395Y 900-SPL Angle Check 2-1/2 – 24 4470Y 2500-SPL Tilting Disk Check 3-24 4492Y 2500-SPL Flite-Flow Check (Y-Type) 3-24 4494Y 2500-SPL Horizontal Check 2-1/2 – 12 4495Y 2500-SPL Angle Check 2-1/2 – 24 4570Y 4500 Tilting Disk Check 6-10 7502Y 1500 Flite-Flow Globe Stop-Check (Y-Type) 6-18 7506 and 7506Y 1500 Globe Stop-Check 5-14 7507 and 7507Y 1500 Angle Stop-Check 5-24 7514Y 1500 Flite-Flow Globe Stop (Y-Type) 6-18 7516 and 7516Y 1500 Globe Stop 5-14 7517 and 7517Y 1500 Angle Stop 5-24 7548Y Special Elbow Down Stop-Check 10-18 7592Y 1500 Flite-Flow Check (Y-Type) 3-18 7594 and 7594Y 1500 Horizontal Check 2-1/2 – 14 7595 and 7595Y 1500 Angle Check 2-1/2 – 24 7598Y Special Elbow Down Check 10-18

Fig. No. Pressure Rating Type of Valve Size

4502Y 4500 Flite-Flow Globe Stop-Check (Y-Type) 4-6 4514Y 4500 Flite-Flow Globe Stop (Y-Type) 4-6 4592Y 4500 Flite-Flow Check (Y-Type) 4-6

Type IV design used in the 4500 lb. valve is unique in that the gasket retainer segments are located below the bonnet. The pressure-seal force is derived by pulling the bonnet retainer down.

Type IV

Illustration No. 4

Pressure-Seal Bonnet

Type III (continued)

Type IV

Flow Control Division

Edward Valves

Packing Chamber Leak

Where moisture appears or actual dripping occurs at the packing chamber around the stem, gland or gland flange, which cannot be eliminated by retorqueing the gland bolt, the following points should be considered.

1. The packing may have become hard. Replace the packing.

2. Gland travel has been fully taken up. Repack with new packing.

3. The wrong packing is being used. See packing recommendations shown on this page.

4. A stem should be replaced when it has become deeply scratched, burred,or otherwise mutilated from careless handling, or where the stem has worn, tapered or has been bent.

5. The gaps in the rings of split packing have not been staggered around the stem. They should be inserted in this manner.

6. The packing gland may be binding against the packing chamber or stem and does not compress the packing properly. Make certain the gland fits the packing chamber and is tightened down equally on each side.

Packing Recommendations

Edward valves are packed with all-purpose packing sets.This is a combination of packing using braided rings at the top and bottom of the packing chamber and flexible graphite packing in the center section. Packing glands should be tightened down enough to prevent leakage but not enough to develop excessive operating torque. When the gland has advanced approximately half way into the packing chamber, it is recommended that additional packing rings be added. To obtain best results, the stem should be thoroughly cleaned. Replacement packing should be the same as that originally furnished.

We recommend that replacement packing be purchased from Edward Valves to assure packing with the proper density and corrosion inhibitors are always used.

Important:

Long service life from modern graphitic packing requires that adequate preloads be applied when repacking.

1. All parts should be clean and not scored or pitted, especially the stem.

2. The valve internal parts and bonnet should be assembled prior to installing the packing.

3. Position split packing rings with the ends of adjacent rings rotated 90°.

4. Install in the following sequence:

Bottom Ring – Braided Ring Center Rings – Die formed

expanded graphite

Top Ring – Braided Ring

5. Clean and lubricate the gland eyebolts.

6. Carefully seat each individual packing ring before adding the next ring.

7. Apply the recommended torque to the gland nuts evenly without cocking the gland. See Table A for recommended torques.

8. Tighten the nuts to the initial values shown, then loosen and retighten to the final torque.

9. Stroke the valve, then recheck the gland nut torques.

NOTE: The torque values given are for

sealing full-rated pressure. For line pressures less than the full CWP rating of the valve, the final torques may be reduced by the ratio of P

actual

/CWP down to a mini-

mum of P

actual

= 1500 psig. This will reduce packing drag and extend packing life.

Service Problems

Flow Control Division

Edward Valves

Service Problems (continued)

Initial Final

Figure Numbers Size Torque Torque

2.5 27 8 3278

604, 605, 606, 607 4 41 12 616, 617, 618, 619 5 55 16 704, 705, 706, 707 6 60 17 716, 717, 718, 719 8 89 26

10 143 41 12 209 60 14 233 67

64814 85516

10 62 18

602, 614, 702, 714 12 84 24

14 84 24 16 353 102 20 571 165

Table A

Gland Bolt Torques, ft.-lbs.

Class 600 Valves

Initial Final

Figure Numbers Size Torque Torque

65825 86930

4002, 4014, 4302, 4314 10 115 50

12 185 80 14 185 80 16 206 89

35524

47934 4006, 4007, 4016, 4017 5 84 36 4306, 4307, 4316, 4317 6 89 39

8 143 62

10 199 86 12 252 109

4006, 4016, 4306, 4316 14 266 115

14 252 109

4007, 4017, 4307, 4317 16 331 143

20 633 274

Table A (continued)

Gland Bolt Torques, ft.-lbs.

Class 900 Valves

Initial Final

Figure Numbers Size Torque Torque

7506, 7507, 7516, 7517 2.5 29 21 2006, 2007, 2016, 2017 3 55 40

47857 58461

7502, 7506, 7507, 7514 6 90 65 7516, 7517, 2002, 2006, 8 200 145 2007, 2014, 2016, 2017 10 159 114

12 353 255 7502, 7514 14 353 255 7506, 7507, 7516, 7517 14 378 273

2006, 2007, 2016, 2017 7502, 7507, 7514, 7517 16 672 484

2002, 2007, 2014, 2017 18 672 484

Table A (continued)

Gland Bolt Torques, ft.-lbs.

Class 1500 Valves

Initial Final

Figure Numbers Size Torque Torque

3906, 3507, 3916, 3917 2.5 29 29 4406, 4407, 4416, 4417 3 51 51

460 60 590 90

3902, 3906, 3907, 3914, 6 143 143 3916, 3917, 4402, 4406, 8 267 267 4407, 4414, 4416, 4417 10 286 286

12 473 473 3902, 3907, 3914, 3917 14 479 479 4402, 4407, 4414, 4417 16 479 479

19 269 269

20 269 269

Table A (continued)

Gland Bolt Torques, ft.-lbs.

Class 2500 Valves

Flow Control Division

Edward Valves

Pressure-Seal Gasket Leak

Edward valves have been produced with two types of pressure-seal gasket: Earlier valves had metal gaskets, while later designs have composite expanded graphite gaskets. The valves with composite gaskets can be identified by a “B” prefix on the figure number. Assembly and disassembly of the two gasket types are essentially the same except the composite gasket designs may have belleville spring washers under

the nuts (or capscrews) of the pull-up bolting, and the tightening torque requirements for the pull-up bolting are different.

To guard against leakage, the bolts should be kept tightened at all times.

A torque wrench should be used for tightening the bonnet or cover retainer stud nuts or capscrews, which are used to preload the pressure-seal gasket.

All nuts/capscrews should be tightened in an alternating star pattern to ensure even tightening.

The bolting should be tightened to the torque values shown in Table B while the valve is under full line pressure.

Pressure-Seal Leak

Should the leak fail to stop after tightening, it must be concluded that there is an imperfect pressure-seal, and the valve will have to be opened for examination. (Note: Regardless of the cause of failure, opened pressure-seal bonnets should always be reassembled with a new gasket. These are available from stock via Air Express from Raleigh, North Carolina.) Such a leak may result from any of the following causes:

1. Incomplete Seal Between Bonnet and Gasket. An incomplete seal around the gasket seating surface of the bonnet (or cover on check valves) may be caused by corrosion, dirt, chips, or other foreign matter on the mating surfaces of the sealing angle.

2. Incomplete Seal Between Body I.D.

and Gasket. An incomplete seal in the area of the gasket and body I.D. contact may be caused by surface

imperfections in the body wall in the form of pin holes, extended cracks, or indentations where the metal has failed sometime after valve installation and use. Such imperfections may be surface indications of deeper flaws in the body casting that may cause a bypass around the pressure-seal.

Seat and Disk Joint Leak

A leak existing between the seat and disk of a closed valve might be indicated by one of the following: a definite pressure loss in the high-pressure side of the valve; continued flow through an inspection drain on the low-pressure side; or, in hot water or steam lines, a downstream pipe that remains hot beyond the usual length of time and conductivity range.

Such a leak may be the result of a distorted seat caused by uneven welding and stressrelieving temperatures that were present in the body when mounting the valve in the pipe line. It may also develop because of the operator’s failure to close the valve tightly. An increased velocity is imparted to a flow forced through a very small opening. This increased velocity subsequently gives rise to the “cutting” of both disk and seat, particularly by particles of line scale or rust in suspension or normal solids in solution; or, in spite of the fact that the stellited hard-facing material on the seat and disk is corrosion and erosion resistant, grooves, pit marks, or other surface irregularities may be formed on the seat and disk joint surfaces when the disk is closed against a foreign body on the seat. This sometimes occurs during the initial start-up of a piping system.

Service Problems (continued)

Table B

Bonnet/Cover Bolt/Nut Pull-Up

Torques

(With Valve Under Pressure)

REQUIRED TORQUE, FT-LBS

BOLT SIZE METAL COMPOSITE

GASKET GASKET

3/8 18 5

7/16 30 5

1/2 45 7

9/16 68 10

5/8 90 15 3/4 150 25 7/8 240 35

1 370 55 1-1/8 533 80 1-1/4 750 110 1-3/8 1020 150 1-1/2 1200 170 1-5/8 1650 230 1-3/4 2250 320 1-7/8 3000 420

2 3300 460

Flow Control Division

Edward Valves

Leakage of steam through a valve that is badly steam-cut has a whistling or sonorous sound. If the valve is only slightly steam-cut, however, leakage is identified by subdued gurgling or weak popping sounds. These sounds can be heard through a stethoscope or by placing one end of a stick against the valve body while holding the other end between the teeth, with hands over the ears.

To check for a properly closed valve, on valves with nonrising type handwheels (non-revolving stem), an indicator is attached to the lower side of the yoke bushing that coincides with a pointer attached to the yoke, when the valve is tightly closed. This can be viewed through one of the yoke windows and it represents the same relative position between the yoke and yoke bushing, as when the valve was hydrostatically seat-tested and found to be tight at the factory. The hydrostatic pressure is stamped on the indicator. It is only natural that the indicator will travel past this mark after repeated closings. Some operators hesitate to force the valve crossarm under the handwheel further than this button, but no harm will be done even if the indicator travels more than an inch past the mark when holding a desired pressure. If a tight seal is not made after repeated impact blows, it must be concluded that the pressure is bypassing either at the seat joint or body diaphragm between the inlet and the outlet passage. Inspection of the interior of the valve now is advisable.

HANDWHEEL– IMPACTOR TYPE

BEARINGS–USED ON NONREVOLVING STEM VALVES ONLY; TAPERED AND SPHERICAL ROLLER BEARINGS ALSO USED

LOCATION OF “INDICATOR” ON YOKE BUSHING TO INDICATE WHEN VALVE IS TIGHTLY SEATED

LOCATION OF “POINTER” ON YOKE TO INDICATE WHEN VALVE IS TIGHTLY SEATED

ONE-PIECE PACKING GLAND (OR 2-PIECE GLAND FLANGE AND GLAND ASSEMBLY)

YOKE LOCK RING (2 PIECES)

BONNET BACKSEAT

COVER RETAINER STUDS OR CAP SCREWS

COVER RETAINER USED ON CHECK VALVES

PRESSURE-SEAL COVER, USED ON CHECK VALVES

YOKE BUSHING USED ON VALVES WITH NON-REVOLVING STEMS (CALLED STEM BUSHING ON LIMITORQUE OPERATED VALVES)

TYPICAL YOKE–USED ON VALVES WITH NON-REVOLVING STEMS (YOKES USED ON OTHER VALVE TYPES DIFFER)

BONNET RETAINER

SPACER RING PRESSURE-SEAL GASKET

PACKING CHAMBER

STEM THREADS

STEM GUIDE COLLAR ON NON-REVOLVING STEMS

STEM

STEM BACKSEAT DISK NUT

STEM COLLAR DISK

LOCK WELD

BODY GUIDE RIBS (ONLY ONE SHOWN)

SEAT WITH STELLITE HARD FACING

FOR STOP CHECK VALVES DISK PISTON ASSEMBLY

PISTON

FOR CHECK VALVES

DISK

BODY

FOR STOP VALVES

DISK STEM ASSEMBLY

TYPICAL PRESSURE-SEAL BONNET AS USED ON STOP & STOP-CHECK VALVES

GASKET RETAINER SEGMENTS (SEVERAL PIECES)

}

Illustration No. 5

Typical Globe Valve Nomenclature

Service Problems (continued)

Flow Control Division

Edward Valves

Body Wall Leak

This is a visual leak through the body wall, welding end or end flanges and may be the result of a shrink cavity or other void in the casting. If small at first, such a leak may go unnoticed for a time, particularly if the valve is heavily insulated and the pipe line at that point is sufficiently warm to keep the insulation dry enough to escape notice.

Objectionable Vibration, Noise or Excessive Pressure Drop

Excessive vibration noise or humming coming from within a stop-check, non-return or check valve indicates the possibility that the disk-piston assembly is wedged inside the body. Such sticking may be caused by uneven body guide rib wear on the downstream side induced by oversizing the valve, or by corrosion, by flakes of line scale, or by particles of weld spatter that may have entered the valve during construction of the piping, and which later washed up into the piston bearing area of the body I.D.

On stop-check and non-return valves, the stem position is indicated by the stem guide collar on non-revolving stems, or by the position of the handwheel on revolving stems; the stem should normally be fully open against the bonnet backseat in order that the disk-piston can lift the full amount. When the disk is not touching the bottom of the stem or the bottom stop lugs on the bonnet (due to a wedged disk-piston or insufficient flow, for example), then the disk assembly is free to move laterally within the body. This motion in most cases causes a slight vibration which can be felt through the body, yoke and handwheel.

Screwing the stem down slowly to contact the disk first increases the intensity of vibration to the hand and to the ear, but further downward, movement of the stem builds sufficient contact pressure and eliminates the vibration. This also tends to dislodge any foreign particles that may have been the initial cause for disk-piston wedging.

The position of the lift indicator on the yoke, where vibration ceased, should be noted and any increase in pressure drop indicated on available gauges recorded. It may be that when the stem is screwed back to the full open position, the disk will again remain in a floating position, which could indicate oversizing of the valve for the flow conditions. It is always recommended that check valve size selection be governed by flow conditions rather than by adjacent piping. Oversizing induces vibration or noise and causes excessive, uneven guide rib wear, giving rise to greater diskpiston assembly clearance on one side of the body.

By means of other valves in the line, it may be possible to vary the rate of flow through a noisy check valve sharply enough (in a short period of time) to dislodge the piston from its wedged position.

Valve Lubrication

In order to obtain full service life, valves require periodic lubrication of the bearings and stem threads, as does any rotating machinery.

On valves where the stem bushing and bearings are in the motor operator, the bearings are lubricated by the operator lube supply, which should be maintained at the recommend level.

Valves that have bearings in the top of the yoke have lube fittings on the valve yoke for convenient relubrication.

Stem threads also require periodic replenishment of the lubricant. Exposed threads should be wiped clean of old grease and accumulated dirt and fresh lubricant applied. This can be most effectively done with the valve in the closed position.

For valves that see frequent operation, the lubricant should be replenished on bearings and stem threads every three months. If extreme service conditions dictate, the plant operating engineer should establish a more frequent relube schedule.

For valves that are operated infrequently, relubrication at least once a year is recommended. The recommended lubrication for both bearings and stem threads is Rykon EP #2, manufactured by The American Oil Company. This is an extreme-pressure, extreme-temperature lubricant of high quality.

Valves equipped with automatic stem lubricators should be maintained in accordance with the above instructions for the bearings and as required to maintain the lube level in the stem lubricator reservoir.

Service Problems (continued)

Flow Control Division

Edward Valves

VALVE BODY REPAIRS Body Bore Gasket Seal Area Repair

with Metal Gasket Only

Pressure-seal valves made prior to 1952 were made with a 47° bonnet seal angle and the body bore seal was in the parent metal of the body castings. In 1952 the design was changed to a 25° seal angle and the body castings were inlayed with 18-8 stainless at the seal area. When a leak developed on the older valves, the gasket as well as the body bore were wire drawn.

If the depth of defects are .010” or less, the seal area can be honed using a portable Sunnen Hone. This device is adjustable for different bore sizes and can be operated by one man using a portable electric drill of 1/2“ to 3/4“ capacity. When the defects are greater than .010”, welding will be required to cut down the repair time.

First make visual inspection all around this area, noting, if possible, where flaws may occur. Next wash the area with a suitable solvent, drying with clean rags and, if necessary, polishing with a fine grade of emery cloth to remove any undesirable scale or foreign matter that may have been deposited on the area suspected of having flaws. Use a dye penetrant test if cracks are suspected.

Where it is necessary to repair the body inlay by welding, note the following:

1. Prior to any cutting or welding operations being performed on the valve, it is necessary that adequate seat joint protection be provided and some

means of insurance against getting chips, weld spatter or other foreign matter into the pipe line if the valve is permanently mounted. A round piece of sheet metal placed over the seat and taped in place will furnish adequate protection.

2. Chip out the defective area in the body, being careful to remove the affected portion to its end, inside the casting, and to thoroughly clean it away.

3. With a small hand grinder, grind the chipped area smooth.

4. Preheat an area large enough around the imperfection so that during the entire welding operation heat will be retained at approximately 400°F.

5. Use a stainless steel inlay selected from either 18-8 stainless steel rod, Harstain 18-8, Stainlend “K” 18-8, Stainweld 18-8 or equivalent.

6. Lay the weld in thin, even layers, peening each layer before proceeding with the next, and being careful to maintain a temperature above 400°F in the area being repaired. Peening the bead actually stretches it and counteracts its tendency to contract and shrink as it cools. The last layer of weld must overlap onto the sound metal to ensure a weld without an undercut at the edges. The overlapping should be done along this edge by using a welding rod of 1/8” maximum diameter. The last layer should bring the height of the welded

area up to 1/16” above the original surface, as checked with a straight edge along the body bore.

For this type of weld repair, it is recommended that the last layer be pounded while still hot with the flat face of the hammer. Thermal stress relieving is not recommended.

With a hand grinder, rough grind the welded surface to within about .010” of the finished surface. A simple template cut from thin sheet metal and having the same arc as the body bore diameter, and a straight edge laid along the body bore can be used as a guide. A final cut then can be made, using a fixture similar to the one shown in Illustration No. 9. Final finishing can be done with the adjustable Sunnen hone described on page 17.

After removing all dirt, chips, slag, spatter, and grinding dust from the body, the bore should be polished with fine emery cloth and then thoroughly cleaned before reassembly of the valve.

It is best that a new pressure-seal gasket be used upon reassembly.

Body Bore Guide Rib Repair

Where more than one guide rib is involved, each rib should be preheated and welded before proceeding to the next.

1. Follow steps 1 through 3 of the section titled “Body Bore Gasket Seal

Area Repair” on this page.

Repair Procedures

Flow Control Division

Edward Valves

2. Heat the body area adjacent to the guide rib to approximately 200°F. This can be done locally with an oxyacetylene torch.

3. Select the proper welding rod to suit the body material (1/8” maximum size rod is recommended here). See page 16 for weld rod recommendations. Using the same welding procedure as described for step 6 in the previous section, build up the guide rib at least 1/16” above the original finished surface. The welding should be started at the bottom so as to create a small shelf, and then proceeded up the guide rib.

If stainless steel inlay is desired on the guide ribs, use AWS 5.4, E309L stainless electrodes.

4. Finishing after welding is also similar to that described in the previous section and in addition, the edges of the guide ribs should be rounded off smooth. Check the progress of the grinding by using a straight edge and feeler gauges. As the bonnet bore and guide rib approach alignment a light can be placed on one side of the straight edge and the high spots in the guide rib observed on the other. Where a check valve or stop-check (non-return) body is being repaired, the progress of the finishing cuts can also be measured by slipping some long pieces of shim stock between the I.D. of the body guide ribs and the O.D. of the disk-piston assembly, which has been placed centrally in position on the seat joint.

A shim should pass around the disk at all three guide ribs with equal clearance. The original design clearance is .020 to .030 inches on the diameter. The disk-piston assembly should also be moved up and down to make sure that it is free.

It is recommended that where guide rib repairs have been made, the seat and disk joint be checked for distortion and relapped, if necessary.

Seat and Disk Repair

The following description does not apply to tilting-disk check valves. For repair information on these valves, contact your local Edward Sales representative.

A valve seat joint will require repairing in any instance where the seating surface permits a leak because it has been altered from the original state in which it was shipped from the factory; where corrosion has set in to cause pit marks on the seating surfaces of either the body or disk; where the seat has become distorted because of an abnormal heating condition; or, where a groove has been formed on the seat or disk by closing the valve against a foreign body. Verification of such a faulty condition may be obtained by a seat blueing test or by careful visual examination.

The stellited seats in these pressure-seal valves are not easily scored, but where reconditioning is necessary, the following points should be observed:

Where an indentation or pit marks on the valve seat joint are deep (.010 or greater), a cast iron lap with suitable lapping compound will speed up repair. The included angle of the valve seat is 90° and the cast iron lap should be closely guided in the body bore during the lapping.

Lap first with the cast iron lap and finish with the valve disk, which has been reground or relapped, if necessary. For initial lapping, use Clover compound “A.” Norton 320 mixed with olive oil or sperm oil to a molasses consistency is also recommended for finish lapping. For rough lapping, Carborundum H20 coarse is recommended.

In the lapping operation, lap against the seat with a small quantity of the lapping compound placed between the mating surfaces. It is important that not too much pressure be applied on the lap or disk against the seat. With the lapping compound in place between the mating surface, the lap or disk should be reciprocally rotated as far as arm movements will permit while standing in one position; the strokes should be light, and the lap or disk should be lifted frequently and turned to a new position circularly around the valve body so that lapping will be rotated over a new area. To make cer tain the pressure strokes are light, it is necessary on large valves to suspend the disk and stem assembly from a coil spring in such a manner as to allow the disk to bear, but lightly, against the seat. See Figure A on page 17; for another type see Illustration No. 7.

Repair Procedures (continued)

Flow Control Division

Edward Valves

For smaller size valves, a driving handle can be easily made of 3/8” diameter wire bent as per Fig. B on page 17. These small assemblies, being much lighter, do not require a supporting spring. Stellited seating faces are hard and lapping time is variable, depending on the extent of flaws on the surface and the position of the valve in the line. If a seat requires machining prior to lapping, a fixture similar to that shown in Illustrations 8 and 9 on page 17, can be used.

The disk of stop valves will also require refinishing. When the only defects that can be found on the disk-stem assembly occur on the seating surface, it becomes very convenient to push the stem into a lathe spindle and chuck on the disk nut diameter without taking the assembly apart. (However, if the stem is too large to fit through the lathe spindle, it will have to be taken apart as described in the following paragraph). Hold the disk using a four jaw chuck so that the large O.D. and seating surface run true. Grind the seating surface using a tool post grinder. Just go deep enough to clean the surface. Polish the seating surface with fine emery cloth.

If, when checking the disk-stem assembly, it is found that the assembly is tight or does not swivel freely, it will be necessary to disassemble. Occasionally it is possible to cut the lock welds with a hack saw and unscrew the disk from the disk nut. However, it will usually be found expedient to chuck the disk O.D. in a lathe and cut the lock welds, including the weld that penetrates the first thread. After this weld metal

has been cleaned away, the disk nut will readily unscrew. Repair any damaged surfaces on the stem, disk nut, stem collars or disk. Then proceed to repair the disk seating surface as described above. When finishing the disk in this manner, it will not be necessary to lap it to the seat.

Body Wall Repair

There are five basic steps in repairing a casting defect:

1. Cut out to sound metal. Attempting to weld over the defect will only leave a notch that may reintroduce the defect. Cutting may be done by chipping, grinding or flame gouging. The amount of metal removed should be held to a minimum to avoid distortion during subsequent welding.

2. Preheat, using the minimum temperature specified by the material specification and/or the design code. Use at least 400F on WC9 or C5 material, 300F on WC6. Although cast carbon steels such as WCB or WCC do not require preheat, it may be advantageous to remove any moisture or other contaminants from the area to be welded. This may also identify any leak paths. There are also disadvantages to preheat, especially localized preheat, that must be considered when working in areas of the casting with finish machined dimensions. Distortion may result in more damaging problems than those concerns created by the original defect. Lower preheats and the control of interpass temperature are two methods used to minimize distortion.

3. Welding should be done by qualified welders, using qualified procedures and weld material of a chemistry matching the casting (see Table on page 16 for welding rod recommendations). The final weld should be blended into the contour of the casting.

4. Stress relieving is generally recommended. Decisions to not stress-relieve should factor in piping code rules. The temperatures must be based on material specification and piping code recommendations. Again, since temperatures are much higher than those experienced in welding, there are also disadvantages that must be considered. Distortion may result in more damaging problems. Lower temperature post-weld heat treatment is sometimes an option for carbon steels.

5. The final weld should receive any needed nondestructive testing. This should include a visual examination and liquid penetrant or magnetic particle examination. Some major weld repairs could even mandate radiography to ensure a sound weld.

VALVE COMPONENT REPAIR Disk-Piston Assembly Repair

It is possible that the bearing surfaces on the O.D. of the disk-piston assembly and I.D. of the body can become scored deeply enough to cause a binding or wedging of the piston assembly in a full, or partially, open or closed position. Such scores and resulting burrs may be caused by particles of weld spatter, flakes of hard

Repair Procedures (continued)

Flow Control Division

Edward Valves

Repair Procedures (continued)

line scale or other foreign matter that has inadvertently gotten into the line. Upon disassembly, any body and disk-piston assembly burrs must be removed with emery cloth, and the bearing surfaces otherwise made smooth and clean again. Where the burrs on the piston are very large, it may be more convenient to chuck the assembly in an engine lathe and file them off.

Bonnet or Cover Repair

In late 1951 and early 1952 important changes were made in the pressure-seal gasket design. These changes have greatly reduced the likelihood of gasket seal leakage. In any case of gasket or bonnet leakage necessitating repair or replacement, it is strongly recommended that the valve be converted to the new style by replacing the bonnet, or cover, and the pressure-seal gasket.

Where foreign matter of any sort is responsible for a gasket seal leak on the outer angular sealing surface of the bonnet, it is very likely that it has caused an impression in this same sealing surface that must be removed completely before reassembling. This can be done by taking a shaving or

skin cut on the sealing surface. In so doing, it is mandatory that the work be chucked concentric and square to all existing diameters and surfaces and that the angle be remachined at 25°, plus 1/2°, minus 0° as shown in Illustration No. 6. For old style valves the angle should be

47°, plus 1/2°, minus 0°. When finished, this surface must be smooth and free from any marks or surface blemishes, and the circumferential point where the largest O.D. meets the angular seal surface must be lightly honed to remove any sharp edges or fins.

Welding Rod Recommendations

PRESSURE SEAL GASKET

25° +1/2°

–0°

Illustration No. 6

Pressure-Seal Bonnet Seal Angle

Material to be Welded

Weld Rod

Recommendations

ASME IX

Material ASTM Grade AWS Classification

P-Numbers

P-1 Carbon Steel 1. ASTM A216, Grade WCB AWS 5.1

2. ASTM A105 E7018

P-4 1-1/4% Chromium, 1. ASTM A217, Grade WC6 AWS 5.5

1/2% Molybdenum 2. ASTM A182, Grade F11 E8018-B2

Low Alloy Steel

P-5 2-1/4 Chromium, 1. ASTM A217, Grade WC9 AWS 5.5

1% Molybdenum 2. ASTM A182, Grade F22 E9018-B3

Low-Alloy Steel

P-8 18% Chromium, 1. ASTM A351, Grade CF8M AWS 5.4

8% Nickel 2. ASTM A182, Grade F316 E316

Stainless Steel

P-8 18% Chromium, 1. ASTM A351, Grade CF8C AWS 5.4

8% Nickel 2. ASTM A182, Grade F347 E347

Stainless Steel

Welding Edward Valves In-Line

When welding a valve in-line, the installer should apply the specific technical rules imposed by the jurisdictional authority of the area where the valve is installed. In the absence of such rules, following are suggested practices for welding Edward Valves in-line:

1. Welding should be done using procedures and personnel qualified in accordance with ASME Section IX. Rules for preheat and postheat are stated in Chapter V of ASME B31.1 (Power Piping).

2. The valve should be welded in-line, one end at a time, in a closed position (approximately a half-turn after the seat in the body comes in contact with the disk). This is suggested to preclude warpage between seating surfaces caused by temperature-induced stresses during welding or subsequent heat treat. It also protects the seat from weld spatter that might coat the lapped seat and disk. When post-weld heat treat is required, each weld end should be heat-treated one at a time, to minimize impact of heat on valve internals. Do not heat treat an Edward Valve with a piping attached as a unit in a furnace, as warpage of parts may occur. After welding, open the valve and flush the line to clean out all foreign matter.

+ 35 hidden pages