(1) During the reciprocating movement of the pistons at all levels, check the horizontal radial runout and vertical radial runout of the piston rod to check the comprehensive maintenance effect of the movement mechanism. Measure the amount of runout in the vertical direction: the dial is mounted on the top of the piston rod at 12 o'clock and is close to the pressurized packing. The needle of the disc must be perpendicular to the shaft. Measure the amount of runout in the horizontal direction: place the turntable at the 3 o'clock or 9 o'clock position of the piston rod, close to the pressure-bearing packing, depending on the "tightness".
(2) The connection between the precision piston rod and the crosshead must be properly tensioned, and the crosshead must be flat and evenly installed on the sliding path. Between the slide rail and the slide rail, the gap between the two ends at the 6 o'clock position should not be inserted into the 0.04 mm gap, and the gap between the four corners of the sliding path should be even.
(3) Rotate the compressor until the end of the piston reaches the end of the fuselage.
(4) Press the "pinch" on the dial of the lower dial, turn the pointer on the dial to the surface of the dial, and align the pointer with the zero mark on the surface of the disc.
(5) Rotate the compressor 180° to move the piston from the end of the fuselage to the end of the cylinder. During this 180° displacement, the obtained reading (whether positive or negative) is the total runout and is recorded.
In order to verify the accuracy of the reading, the compressor is then rotated 180° (one revolution in the same direction) to return to the initial position of the crankshaft. The pointer on the disc should still be zero, otherwise the gauge should be moved and the measurement procedure should be repeated.
The dial indicator reading is positive, indicating that the piston rod is relatively higher than the piston at the head end position; otherwise, it is zero. A negative reading indicates that the piston rod at the end of the crosshead is relatively lower than the piston.
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