Lufkin Gearbox

Table of Contents TABLE OF CONTENTS-------------------------------------------------------i LIST OF FIGURES AND TABLES --------------------------------------- iii

1

INTRODUCTION ---------------------------------------------------- 1 1.1 1.2 1.3

2

SCOPE.............................................................................. 1 SAFETY PRECAUTIONS............................................... 1 EQUIPMENT DESCRIPTION ........................................ 1 1.3.1 Factory Testing.......................................................... 1 1.3.2 Gearing ...................................................................... 2 1.3.3 Bearings..................................................................... 2 1.3.4 Instrumentation.......................................................... 2 1.3.5 Housing ..................................................................... 2 1.3.6 Lubrication ................................................................ 2 1.3.7 Accessories................................................................ 2

SAFETY SUMMARY------------------------------------------------ 4 2.1 2.2

GENERAL SAFETY PRECAUTIONS........................... 4 SAFETY EQUIPMENT................................................... 5 2.2.1 Wear Proper Safety Equipment................................. 5 2.2.2 Reduce Danger of Damage to Hearing...................... 5 2.3 REDUCE RISK OF ACCIDENTAL SHOCK ................. 5 2.4 RESUSCITATION........................................................... 5 2.5 POSSIBLE MISUSES OF EQUIPMENT........................ 5

3

INSTALLATION ----------------------------------------------------- 6 3.1 3.2 3.3 3.4 3.5 3.6

3.7

4

RECEIPT OF SHIPMENT............................................... 6 STORAGE........................................................................ 6 3.2.1 Corrosion Protection During Inoperative Periods ..... 6 LIFTING, HANDLING ................................................... 7 FOUNDATION................................................................ 7 TRANSPORT BUSHING ................................................ 7 ALIGNMENT .................................................................. 7 3.6.1 General ...................................................................... 7 3.6.2 Anticipation of Shaft Operating Positions................. 8 3.6.3 Alignment Sequence.................................................. 8 3.6.4 Alignment Checking.................................................. 9 TOOTH CONTACT CHECK .......................................... 9

OPERATION -------------------------------------------------------- 10 4.1 4.2 4.3 4.4 4.5. 4.6

LUBRICATION ............................................................. 10 OIL TYPE AND GRADE .............................................. 10 CUSTOMER CHECK BEFORE START-UP................ 10 START-UP PROCEDURE ............................................ 11 CUSTOMER CHECK AFTER START-UP .................. 11 ALARM SWITCHES..................................................... 11

Installation, Operation, and Maintenance

page i

5

PREVENTIVE MAINTENANCE--------------------------------12 5.1 5.2 5.3 5.4

INTRODUCTION ..........................................................12 DAILY MAINTENANCE .............................................13 MONTHLY MAINTENANCE ......................................13 QUARTERLY MAINTENANCE..................................13 5.4.1 Oil Analysis Guidelines...........................................13 5.5 ANNUAL MAINTENANCE .........................................14 5.6 OIL CHANGE INTERVALS.........................................14

6

DISASSEMBLY------------------------------------------------------15 6.1 6.2 6.3 6.4 6.5 6.6 6.7

7

GENERAL......................................................................15 6.1.1 Lock out/Tag Out Procedure ...................................15 6.1.2 Visual Inspection .....................................................15 TOOLS REQUIRED ......................................................15 SPARE PARTS ..............................................................16 REMOVAL OF GEAR COVER ....................................16 REMOVAL OF HIGH SPEED PINION........................16 REMOVAL OF LOW SPEED GEAR ...........................17 REMOVAL OF TORQUE SHAFT................................17

GEAR INSPECTION -----------------------------------------------18 7.1

8

TOOTH CONTACT CHECKING .................................18 7.1.1 Introduction .............................................................18 7.1.2 Why Check Tooth Contact ......................................18 7.1.3 When to Check Tooth Contact ................................18 7.1.4 How to Check Tooth Contact ..................................18 7.1.5 Soft Blue Method ....................................................18 7.1.6 Hard Blue Method ...................................................19 7.2 INTERPRETATION OF TOOTH CONTACT..............19 7.3 GEAR CONDITION ASSESSMENT............................20 7.3.1 Types of Gear Wear or Failure ................................20 7.3.2 Definition of Gear Failure .......................................21

BEARING INSPECTION------------------------------------------22 8.1 8.2

BEARING TYPE ...........................................................22 BEARING CONDITION ASSESSMENT.....................22 8.2.1 Bearing Clearance ...................................................22 8.2.2 Bearing Contact and Correction ..............................23 8.2.3 Bearing High Spots..................................................23 8.2.4 Flaking of Babbitt....................................................23 8.2.5 Scoring.....................................................................23 8.2.6 Wiping .....................................................................24 8.3 REPLACEMENT BEARINGS ......................................24

9

REASSEMBLY ------------------------------------------------------25 9.1 9.2

page ii

PREPARATION.............................................................25 REASSEMBLY SEQUENCE ........................................25 9.2.1 Gear Assembly ........................................................25 9.2.2 Bottom Section ........................................................25 9.2.3 Middle Section.........................................................26 9.2.4 Top Section..............................................................27

NFVQ2419D

9.3

10

TROUBLESHOOTING ------------------------------------------- 29 10.1 10.2 10.3 10.4 10.5

11

RESISTANCE TEMPERATURE DETECTORS .......... 28

ABNORMALLY HIGH TEMPERATURE ................... 29 LOW OIL PRESSURE................................................... 29 UNUSUAL OR EXCESSIVE NOISE ........................... 29 EXCESSIVE VIBRATION............................................ 30 NO SENSOR READINGS............................................. 30

NAMEPLATE DATA ---------------------------------------------- 32

List of Figures and Tables Figure 1 Figure 2. Figure 3. Figure 4. Figure 5. Figure 6. Figure 7. Table 1. Table 2. Table 3. Table 4. Table 5. Table 6.

Lifting provisions ...................................................... 7 Axial thermal growth................................................. 8 Mechanical and thermal movement........................... 8 Generator, gear unit, and turbine aligned .................. 9 Tooth contact patterns ............................................. 20 Pressure dam journal bearing .................................. 22 Orientation of pressure dam bearings...................... 26

Equipment Description Chart ........................................... 3 Standard Danger, Warning And Caution Symbols........... 4 Preliminary Alarm Settings ............................................ 11 Maintenance Schedule Overview ................................... 12 Recommended Tightening Torques................................ 27 Troubleshooting Tips...................................................... 31


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page iv

NFVQ2419D

Introduction

1

QUALITY AND PERFORMANCE ARE PRIMARY CONCERNS AT LUFKIN. The employees of LUFKIN Industries have made every effort to provide the customer with high quality, long lasting equipment which will give trouble-free service for many years provided it is operated within its designed capacity and is properly lubricated and maintained. Reflecting its commitment to Quality, LUFKIN’s Quality Management system has been certified to ISO-9001 Det Norske Veritas Quality System Certificate, No. CERT-8443-2006AQ-HOU-ANAB. For further assistance from LUFKIN, please call or fax the following numbers:

1.1

LOCATION Customer Service (Parts, etc.)

PHONE (936) 637-5211

FAX (936) 637-5883

Service Department

(936) 637-5307

(936) 637-5104

Repair Division

(936) 637-5413

(936) 637-5104

Engineering

(936) 637-5266

(936) 637-5774

SCOPE

The objective of this manual is to give general information on installation, lubrication, operation, maintenance, disassembly and reassembly of LUFKIN Industries NFVQ2419D vertical gear units. In addition, there is supplementary information on unit storage, coupling alignment, oil characteristics, bearing wear, and gear wear. Table 1 provides an overview of equipment features.

1.2

SAFETY PRECAUTIONS

Every effort has been made to place hazard warnings and explanatory or cautionary notes in appropriate parts of this text. It is strongly recommended that this manual be reviewed thoroughly before attempting to install, operate, service, or repair this equipment.

1.3

EQUIPMENT DESCRIPTION

LUFKIN model NFVQ2419D is a single reduction parallel shaft speed reducer. For a cross section view of the gearing see the Parts List; and for the general shaft arrangement, shaft ends, and hold down locations see the Installation Plan. The Mass Elastic drawing provides component weights and Wr2 values. A Wiring Diagram is provided for reference.

1.3.1

Factory Testing

Factory testing of LUFKIN gear units includes a detailed test of the gear at rated speeds with no load. This unit is built per AGMA 6011-H98 and API 613 5th Edition.

1.3.2

Gearing

This unit has vertically offset double helical gearing at a ratio of 1.209:1, with the pinion above the gear/torque shaft assembly. The pinion assembly has an integral coupling hub to Installation, Operation, and Maintenance

page 1

couple to a turbine. The gear assembly has an integral coupling hub to couple to a generator. Gears and pinions are made from carburizing grade alloy steel forgings. LUFKIN gears are computer designed and rated according to the latest American Petroleum Institute (API) and American Gear Manufacturers Association (AGMA) standards. Conservative service factors, based on API and AGMA recommendations and on LUFKIN's experience, are applied to the ratings to ensure long gear life.

1.3.3

Bearings

Both the high speed and low speed bearings are hydrodynamic journal bearings with pressure dams. Thrust bearings are not provided. The low speed gear shaft has ½ inch endplay; however, axial position of the pinion is limited by the clutch located between the pinion and the turning drive.

1.3.4

Instrumentation

Installed instrumentation includes: • four embedded RTD’s, Minco duplex, platinum element, one in each radial bearing • two accelerometers–Bentley Nevada • vibration probe provisions • all necessary interconnecting lead wires

1.3.5

Housing

The housing is a three piece fabricated steel structure, with the split lines on the horizontal centerlines of the rotating elements. Inspection covers are provided for inspection and examination of all gear components, with a vent connection provided in the center section to maintain atmospheric pressure inside the gear housing. The outside housing is painted with an epoxy topcoat. The inside is not coated.

1.3.6

Lubrication

The unit uses AGMA standard Light Turbine Oil, 150 SSU at 100˚ F (ISO# VG-32, 32 cSt at 40˚ C). Pressurized lubrication is carried by inmesh and outmesh spray pipes with spray nozzles at a maximum flow of 275 gpm at 30 psi with a maximum inlet temperature of 140˚F (1250 L/min. at 207 KPa with an inlet temperature of 60˚C.) The lubrication system is provided by the customer after delivery.

1.3.7

Accessories

This unit is supplied with a Safeset clutch located between the quill and torque shaft that limits the amount of overload that can be transmitted by the gearbox. This unit is also provided with a Koenig Turning Drive. The clutch between the turning drive and the high speed pinion is designed to dis-engage when the speed of the pinion exceeds that of the turning drive output shaft. See the Koenig section of the manual as well as pages 8 & 9 of this manual for specific requirements. NOTE: The Koenig turning drive needs to be filled with a special lubricant to the level recommended in the Koenig section of this manual prior to activation.

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NFVQ2419D

Table 1. EQUIPMENT DESCRIPTION CHART • • •

Specifications AGMA 6011 API 613 5th Edition GE A-277696

Service Factor AGMA API

Gearing High Speed Pinion

double helical 67 teeth

Low Speed Gear

double helical torque shaft 81 teeth

Reductions

1.67 1.10

70,000 HP 52,200 kW

Bearings

Design Clearance

HS - hydrodynamic journal bearings with pressure dam LS - hydrodynamic journal bearings with pressure dam

single

0.017–0.019 inch 0.43-0.48 mm 0.015–0.017 inch 0.38-0.43 mm

Lubrication

Parallel shaft speed

reducer

Light Turbine oil

Offset

vertical

Lube system supplied by others

Heat treatment

carburized

Cutting method

hobbed

Input–3627 RPM

CBN ground

Output–3000 RPM

Tooth finish

Service HP

Endplay N/A

Speed

Housing Fabricated steel in three pieces with inspection covers

Weight Unit–33,000 lbs (14,970 kg)

Heaviest Maintenance Lift (LS Assy)–7474 lbs.(3390 kg) Instrumentation

Minco embedded RTDs Bently-Nevada accelerometers


Koenig Turning Drive Safeset Torque Limiter

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Safety Summary Table 2.

Standard Danger, Warning, and Caution Symbols DANGER:

DANGER notices are used to indicate an imminently hazardous situation. Failure to comply will result in death or serious injury to personnel.

2.1

2

WARNING: WARNING notices are used to indicate a potentially hazardous situation. Failure to comply could result in death or serious injury to personnel.

CAUTION: CAUTION notices are used to indicate a potentially hazardous situation. Failure to comply may result in minor or moderate injury to personnel and/or damage to equipment.

GENERAL SAFETY PRECAUTIONS

The following are general precautions that are not related to any specific procedures and therefore do not appear elsewhere in this publication. These are recommended precautions that personnel must understand and apply during many phases of operation and maintenance.

DANGER: Never remove the inspection cover while the machinery is in operation. Always lock out/tag out all power sources while performing maintenance

Lock out/tag out procedures are fully explained in DISASSEMBLY DANGER:

WARNING: Never block the gear mesh by inserting material between the gear elements.

WARNING: Shaft and coupling guards must be securely in place before operation.

Never work on machinery that is still in operation or is still moving.

CAUTION: Only persons familiar with and proficient at servicing, installation, maintenance, operation, and assembly of gearing should be involved in those phases of use.

When manuals are supplied by a vendor for auxiliary or accessory equipment installed by LUFKIN, they are included in the appendix to this manual. IMPORTANT: Read and observe all safety warnings and messages in vendor manuals. LUFKIN does not assume responsibility for proper guarding of shafting and couplings. LUFKIN may in some cases supply the guards; however, because of the position of the gear in the power train, the guards must also be attached to other equipment. The user must insure adequate guarding is provided and used in the power train.

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NFVQ2419D

2.2

SAFETY EQUIPMENT

2.2.1

Wear Proper Safety Equipment

Personnel working with or near heavy equipment should wear safety equipment appropriate to the area in which they work: • Safety glasses with side shields • Appropriate hard soled shoes • Appropriate head gear (hard hats)

2.2.2

Reduce Danger Of Damage To Hearing

CAUTION: Use of hearing protection should be considered when working near any noisy equipment.

2.3

Gears and their connecting equipment may produce noise levels that are capable of causing hearing loss with long-term, unprotected exposure. The use of hearing protection equipment should be considered whenever working in areas containing equipment emitting high noise levels or noise at frequencies that are bothersome.

REDUCE RISK OF ACCIDENTAL SHOCK

Personnel working with or near high voltage should remove watches, rings, or any jewelry that could make physical contact with circuits. DANGER: Do not replace components or make adjustments inside the Keep away from live circuits. equipment with the high voltage supply energized. Under certain conditions, dangerous potentials caused by charges retained by the capacitors may exist when power is off. To avoid casualties, always disconnect the power and discharge the circuit before touching it. Under no circumstance should any person reach into an enclosure to service or adjust equipment when not in the company of someone who is capable of rendering aid in the event of an accident.

2.4

RESUSCITATION

Personnel working with or near high voltage should be familiar with modern methods of resuscitation. Such information may be obtained from the Bureau of Medicine and Surgery or the Red Cross.

2.5

POSSIBLE MISUSES OF EQUIPMENT

Following are some possible misuses of gear units that might be encountered. To prevent injury/death of personnel and/or damage to equipment, the operator should avoid: • Overloading the gear (increasing torque above nameplate conditions.) • Running the gear above rated speeds. • Reversing rotation. • Changing lubricant type or grade. • Providing inadequate lubrication. • Operating at temperatures above recommended levels. • Operating with vibration above recommended levels. • Misalignment of the unit. • Operating turning drive without lube system operating. • Operating without lube lines to turning drive installed.


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Installation 3.1

3

RECEIPT OF SHIPMENT

Equipment should be checked against shipping papers on receipt. The gear unit should also undergo a visual inspection to ensure that no damage has occurred during shipment. If you suspect that the unit may be damaged, contact LUFKIN for assistance. Check: • Gear casing and shafts for signs of damage. • Any gauges provided for cracks in the glass. • Piping for dents, crimps, cracks or other damage. A black coating of Equipment-Kote™ by Esgard, Inc., has been applied to all non-painted surfaces. Before installation, carefully remove the coating, using a safe solvent and a soft rag. Take care not to damage any oil seals or shafting while cleaning. All piping furnished by anyone other than LUFKIN should be carefully cleaned. The Installation Plan drawing for the gear will show all customer piping connections as well as any electrical connections.

3.2

STORAGE

The gear is tested at LUFKIN with a break-in oil that contains a rust preventative (Interfilm Type 1™ by Esgard, Inc.) which will protect the internal parts for at least six months after shipment. Do not store the gear unit outdoors unless covered. If the inoperative period is greater than six months, see "Corrosion Protection During Inoperative Periods."

3.2.1

Corrosion Protection During Inoperative Periods NOTE: Items 1 through 4 assume normal atmospheric conditions.

1.

2. 3.

4.

5. 6.

On new gear units shipped from LUFKIN, the rust inhibitor adhering to exposed surfaces should prevent corrosion of interior parts for at least six months with covered storage. When the unit has been operated for a period of time with a recommended lubricating oil, the oil will protect interior parts for inoperative periods up to 30 days. If additional down time is needed, the customer should hand spray oil on the gear mesh and manually rotate the gear unit shafts every 30 days to redistribute the oil and gain protection for 30 days. If extended down time is expected and it is impractical to turn the shafts, a rust preventive type oil should be brushed or sprayed on the gear teeth. Any openings should be sealed with masking tape. A quality rust preventive oil should give 12 months protection against corrosion. This oil should be compatible with the operating oil, and it should be unnecessary to remove the rust preventive oil when the reducer is started again. For adverse conditions or long term storage, coat all parts with rust inhibitor compatible with operating oil and seal all openings. A second method of long term storage is to disassemble the unit and coat each part with Cosmoline™ or equivalent. Before the unit can be placed in service, special cleaning with solvents will be necessary to remove all preservative from unit and parts.

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NFVQ2419D

3.3

LIFTING, HANDLING

FOUR LIFTPOINTS

The gear unit should always be moved by WARNING: rolling on bars or skates, or by lifting it Improper lifting techniques could cause with properly rated damage to the gears and/or harm to slings through the personnel. lifting lugs on the top of the unit. See the Installation Plan or CAUTION: Table 1, “Equipment Description Chart” for Do not lift unit by either input or output lifting weights. shafts. Do not bump the shafts. Never lift or sharply strike the shaft extensions. Always exercise extreme caution while lifting any part of a gear unit. The Installation Plan drawing also provides lifting weights. See Figure 1 for lifting provision locations.

3.4

FOUNDATION

Figure 1

Figure 1

The unit must be seated on a substantial foundation. The unit is mounted in a base plate enclosure with tapped holes already in place so that bolts can be used to clamp down the feet of the gear unit (with the proper shims in place) at all positions. Shim space allows room for proper positioning of the gear unit for slow speed and high speed coupling alignment. In making up the shim pack use as few shims as possible so that the pack will not be "soft". The housing must not be twisted or in a bind as this will adversely affect tooth contact and will cause bearing edge loading.

3.5

CAUTION: Torque shaft transport bushing (blue ring) must be removed prior to start-up.

During factory assembly and testing and for shipping security, the low speed gear is held in position by a two-piece blue torque shaft transport bushing on the extension end of the gear shaft. This ring must be removed prior to start-up. Store the bushing for later use in alignment or transport.

3.6 3.6.1

TRANSPORT BUSHING

ALIGNMENT

General

CAUTION: Adequate foundation must be provided for proper alignment.

Securing proper shaft alignment is one of the most important phases of setting up a gear unit. Any appreciable misalignment can cause a multitude of gear problems from excess bearing and gear tooth wear to vibration problems. Uncorrected misalignment can lead to catastrophic failure. Therefore, it is essential that thermal growth and shaft operating position in the bearings be anticipated during shaft alignment and that good alignment be maintained.


page 7

3.6.2

Anticipation of Shaft Operating Positions

The axial and radial running position of each shaft must be determined and set correctly. The running positions depend on operating load and temperature and will differ from the positions under no load and at ambient temperature because of thermal expansion of the gear housing and the direction of the bearing loading. A temperature rise of 30–70 degrees Fahrenheit (15–40 degrees Celsius) is within normal range. For expected movement and thermal growth values see Figures 2, 3, and 4 and see the Installation Plan drawing. Couplings should allow the shafts to float axially. The driven and driving machines also have thermal movement which must be either added or subtracted from the gear movement, depending upon the direction of the movements. The gear can be initially centered in the housing by measuring the extensions as indicated on the Installation Plan drawing. The pinion with the turning drive attached has a requirement to maintain a dimension between the turning drive clutch input flange and output ring of 2.313 to 2.125 inches. This dimensional envelope must be maintained at all times from stationary cold position to operating at thermal and rotational maximums. Operation with this dimension below minimum can damage the turning drive while operation above the maximum dimension can result in a turning drive that cannot disengage, and catastrophic failure of the turning drive if the turbine is started.

Figure 2

Figure 3

3.6.3 Alignment Sequence The alignment of these equipment trains is covered in detail in the GE Alignment Procedure. In general terms it consists of a cold set up that makes allowance for the vertical and horizontal offsets to compensate for the thermal and mechanical movements seen when the machinery starts out cold and stationary, and proceeds to operation at rated speeds and loads at thermal equilibrium. The detailed procedure should be followed as shown in the GE document. The following can be used as a check to verify the final positions are acceptable: 1. 2. 3.

Position the equipment on the base as instructed with shims as desired to permit future equipment replacement if desired. Connect the low speed torque shaft to the generator. Apply torque to the pinion until the pinion is pulled in operating mesh with the gear. Check dimension between clutch input flange and output ring. This dimension should be 2.150±0.025 cold.

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NFVQ2419D

4. Move the gearbox or the generator axially until the dimensional requirement is met. NOTE: High speed shaft coupling “stretch” should be established from the pinion position established in (3) above.

TURBINE

Pull pinion flange toward turbine and verify dimension between clutch input flange and output ring is less than 2.300.

GENERATOR

5.

Figure 4

3.6.4

Alignment Checking

A hot alignment check should be made by running the gear train until temperatures stabilize, shutting it down and taking CAUTION: indicator readings while the package is hot (see GEAR INSPECTION, “Hard Blue Method.”) Proper radial and axial alignment is If optical alignment equipment is available, the hot alignment critical to satisfactory unit operation. check should be made with the package bolted together and running, using the optical alignment flats on the gear unit in conjunction with any optical alignment flats provided on the driving and driven equipment. After complete hot alignment is obtained, the gear unit should be redoweled to the foundation or base while the unit is running and temperatures are stabilized. After coupling alignment is established, place coupling guards in position and secure.

3.7

TOOTH CONTACT CHECK

After completing the start-up procedure outlined in OPERATION, run the unit for two hours under a light load, shut it down and remove the inspection cover to observe the areas on the pinion where the blue has worn off. If the contact is not satisfactory, the problem is possibly due to CAUTION: gear housing distortion caused by drawing the housing down to a base that is not square with the housing. Be sure the gear Proper tooth contact must be obtained housing rests evenly on any shims before tightening the before the unit is put into operation. foundation bolts.


page 9

Operation 4.1

4

LUBRICATION

At the time of shipment, LUFKIN coats interior gear parts with a rust preventative oil. This oil should be compatible with the operating oil, and it should not be necessary to flush the unit prior to putting in lubricating oil. In the gear drive, lubrication serves three basic functions: 1. To separate tooth surfaces and prevent metal-to-metal contact, thereby reducing friction and wear. 2. To remove heat losses at the gear mesh. 3. To remove heat produced in the bearings. It is very important to the successful and satisfactory operation of a gear unit that careful attention be given to proper lubrication, and that the lubricant be kept clean. Every precaution should be taken to prevent water and foreign particles from entering the gear case. If the oil does become contaminated by water or foreign particles, it should be analyzed and changed, if necessary, or cleaned and reconditioned.

4.2

OIL TYPE AND GRADE

The lubricating oil must be high grade, high quality, well refined petroleum oil. Straight mineral type lubricant should be used. Consult LUFKIN before using any CAUTION: synthetic lubricants. Do not change grades of oil without It is essential that the oil be clean and non-corrosive to approval by LUFKIN. gears and bearings. It must be neutral in reaction, possess good defoaming properties, and also have good resistance to oxidation. LUFKIN specifies light turbine oil on the Parts List and Installation Plan drawings, as well as on the unit nameplate. Also see INTRODUCTION, “Lubrication”. It is useful to take a baseline analysis of the oil being put into the unit for later comparison.

4.3 1. 2. 3. 4. 5. 6. 7. 8.

CUSTOMER CHECK BEFORE START-UP Check all instrumentation and lubrication connections. Check the lubricating system for correct type and quantity of oil. Check for correct shaft alignment. See INSTALLATION. Check that all necessary piping and accessory wiring is complete. Check for foundation bolt tightness. See INSTALLATION. Check tooth contact. See GEAR INSPECTION. Ensure plastic transport bushing is removed from torque and quill shaft. Verify clutch dimension of 2.313 – 2.125. (Goal 2.150 ± 0.025 cold)

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NFVQ2419D

4.4

WARNING: Coupling guards and inspection covers must be secured BEFORE start-up.

CAUTION: Operation of the gear unit with no oil will result in damage.

1. 2.

3.

4.

START-UP PROCEDURE

Activate turning drive and operate at turning drive speed while ensuring acceptable oil pressure, etc. Start turbine and operate at idle speed until temperature is stabilized. Ensure turning drive has disengaged. Bring up to operating speed and check for acceptable temperature and vibration.

4.5.

CUSTOMER CHECK AFTER START-UP

Watch the bearings for a sudden high temperature rise which could indicate a bearing problem. Run gear under full load and speed and check for unusual noise and vibration. Expected maximum shaft vibration level for the NFVQ2419D is 2.0 mils (0.05 mm) peak-to-peak displacement. The expected maximum housing velocity is 0.2 in/sec peak (5 mm/sec). The preliminary settings for warning indicators offered below in “Alarm Switches” exceed the expected operating levels. Also check oil temperature and bearing temperature. See “Alarm Switches” below for starting alarm settings. After temperature stabilization, the oil temperature into the gear unit should generally not be hotter than 140°F (60°C). After unit has run for two hours under load, start turning drive and shut unit down. Operate turning drive until unit has cooled acceptably. Shut turning drive down. Check coupling alignment, check and tighten any bolts that may be loose, and check tooth contact.

4.6

ALARM SWITCHES

The following settings are preliminary, and field conditions will dictate final alarm and shutdown values. Actual values may be higher or lower than the following starting values: Table 3. Preliminary Sensor

Alarm Settings

Alarm

Shutdown

6 G’s peak 0.3 in/sec peak (7.6 mm/sec)

**must be determined individually** 0.5 in/sec peak (12.7 mm/sec)

2.5 mils (0.063 mm)

4.0 mils (0.102 mm)

225° F (107° C)

240° F (116° C)

Oil inlet

150°F (66°C)

160°F (71°C)

Unit sump or drain line

175°F (79°C)

190°F (88°C)

Accelerometer Casing Acceleration Casing Velocity Vibration Probes Shaft Vibration Shaft Speed, RPM 0

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Preventive Maintenance

5

LUFKIN recommends following the detailed maintenance schedule on the next few pages for most operating conditions.

5.1

INTRODUCTION

The Scheduled Maintenance instructions in this manual are intended to provide a guide for minimum operations required to insure years of trouble-free operation. Table 4 gives an overview of scheduled maintenance. If major repairs should be needed on this gear unit, it is best to return it to the factory. If time is not available for factory repairs, LUFKIN has capable field servicemen available who can go to the job site. If the customer desires to repair the equipment, the parts list furnished with the gear unit and the information in this manual should be studied carefully. Good preventive maintenance habits will prolong the life of the gear unit and will help in detecting trouble spots before they cause serious damage and long down time.

Table 4. Maintenance Schedule Overview •

DAILY check oil temperature

•

check oil pressure

•

check vibration

•

check noise

•

check for oil leaks

•

QUARTERLY analyze oil sample

MONTHLY • check operation of auxiliary equipment • check operation of alarms • check tightness of foundation bolts • check for oil contamination

ANNUALLY • check bearing clearance • check endplay

OIL CHANGE

page 12

• check tooth contact pattern

•

2500 hours of operation OR

• check coupling

•

every six months

• check alignment

NFVQ2419D

5.2

DAILY MAINTENANCE

• Check the oil temperature and pressure against previously established norms. • Check for unusual vibration and noise. • Check for oil leaks.

5.3

MONTHLY MAINTENANCE

• Check operation of auxiliary equipment and/or instrumentation and alarms. • Check tightness of foundation bolts. • Check oil for possible contamination. A sample should be obtained from the floor of the gear case.

5.4

QUARTERLY MAINTENANCE

• The greatest advantage to oil analysis is that it can detect many failures before they are catastrophic. The only way to do this is to take frequent samples and have them evaluated immediately. Monitor the results. If a change is noted, respond accordingly. Take an oil sample and submit for laboratory analysis. Compare the results to the initial baseline analysis done when oil was first put into the unit. It is recommended that the oil be changed in the following cases:

5.4.1

Oil Analysis Guidelines

•

The total acid number increases by 2. For example: new oil might have a total acid number of 0.4. When this number increases to 2.4 or above, the oil should be changed. This acid number increase is associated with oxidation of the oil which results in oil breakdown.

•

The total solid content is more than 2%. This would indicate excessive dirt and/or wear particles.

•

A rapid change in viscosity is noted. Gear oil is "sheared" as it lubricates the meshing gear teeth. This shearing eventually causes the oil to thin out and lose its film thickness. A rapid decrease could mean oxidation. A decrease of 10% is excessive.

•

The water content is more than 0.1%. Water in oil causes the oil to lose its film strength and also will cause corrosion to gear elements and bearings.

•

The silicon content is above 50 parts per million. This signifies the oil is dirty.

•

The iron content is above 200 parts per million. This indicates contamination from gear wear particles.

•

A rapid increase is noted in any of the wear elements. As a guide, if rapid increases of any of the following materials are detected, the probable origins of that material are listed. • • • • •

Alloy Steel–Gear teeth, bearings Mild Steel–Oil pump, slinger, or baffle rubbing gear case Cast Iron–Oil pump Aluminum–Oil seal, seal guards or carriers Babbitt –Journal bearings


page 13

5.5 • • • • •

ANNUAL MAINTENANCE

Check bearing clearance and endplay. Check tooth contact pattern. Visually inspect couplings and check alignment. Inspect tags and labels showing replacement part numbers. Replace if necessary. Inspect warning signs and labels. Replace if necessary.

5.6

OIL CHANGE INTERVALS

Under normal operating conditions, the lubricating oil should be changed every 2500 hours of operation or every six months, whichever comes first. The gear elements should be carefully visually inspected through the inspection cover opening before adding new CAUTION: or reconditioned oil. If a filter is used, it should be cleaned at each oil change. After changing the oil filter element, When working near rotating elements, be refill the reservoir with new oil. (See OPERATION, “Oil certain that the driving and driven Type and Grade” and note the AGMA lubricant number equipment are securely locked out. on the nameplate.) Be sure that the correct oil level has been reached before starting again. Complete oil changes for units with large capacity oil systems are sometimes impractical. In this case, draining the oil system, cleaning the reservoir and/or gear sump, and then recharging the system with the original oil that has been cleaned and reconditioned may be sufficient. If this approach is taken, LUFKIN strongly recommends routine oil analysis so that any breakdown of the oil being reused can be detected before affecting gear operation.

page 14

NFVQ2419D

Disassembly

6

During disassembly, refer to the Installation Plan and Parts List furnished for the gear unit.

6.1

GENERAL NOTE: Any work done on equipment during the warranty period without the written approval of an authorized LUFKIN representative could void the warranty.

6.1.1

Lock Out/Tag Out Procedure

DANGER: When working near rotating elements, be certain prime mover is turned off and locked out/tagged out.

1. 2. 3. 4. 5. 6.

6.1.2

Identify the energy sources used and all control devices. Notify all affected personnel. Turn OFF all operating controls. Lock out or tag out all switches and energy controls in “off” or “safe” positions. Test all operating controls to make sure no power is getting to equipment. Perform required maintenance.

Visual Inspection

The following sequence is for complete disassembly. Visual inspection of the gearing through the inspection cover may provide the information necessary to determine the cause of a problem without complete disassembly.

6.2

TOOLS REQUIRED

For disassembly and reassembly, several commonly available tools may be required. No special tools or fixtures are required for the housing and gears, and no tools for assembly/disassembly are provided by LUFKIN. Following is a list of some tools that will be helpful. • Crane or hoist, along with soft slings or chains • 1/2" & 3/8” eyebolts • Dial indicator • Pry bar • Crocus cloth or fine steel wool • Wrenches, screwdrivers, torque-wrench • 3/8” and 7/8” Allen wrenches • Prussian blue or similar dye for tooth contact check • LocTite™ No. 49-31 Plastic Gasket • 0.03 – 0.05 ∅ wire Installation, Operation, and Maintenance

page 15

6.3

SPARE PARTS

Parts such as gaskets should be replaced when disassembly is performed. Contact LUFKIN Customer Service or a sales office for a list of recommended spare parts for the gear unit. Refer to the Parts List for a complete list of unit part numbers and descriptions

6.4

REMOVAL OF GEAR COVER

Throughout the disassembly sequence, observe carefully what may have occurred inside the unit and record the position and condition of any failed parts. Note any parts, bolts, nuts, or holes that are numbered or match marked; they must be reassembled as matched for correct assembly. 1. Disconnect the high speed coupling to the turbine and the low speed coupling to the generator. CAUTION: 2. Disconnect any piping, tubing, conduit, or wiring that joins the housing sections. During maintenance of the reduction gear, cleanliness of parts during 3. Remove any bearing RTD service heads, vibration installation is of utmost importance to probe conduit and cables, or other auxiliary assure successful gear operation. instruments that could be damaged by removal of the cover. 4. Remove the starter drive. 5. Remove the cap screws in the upper half of the seals, coupling guard adapters, and end caps, cutting lockwiring where necessary. Also loosen the cap screws of these elements in the middle and bottom sections. 6. Remove end caps, seals, and gaskets. 7. Remove all cap screws and nuts on the parting line. Leave studs in place to serve as guides for cover removal. 8. Break the parting line seal by using jacking screws in the jacking screw holes located on each end of the gear unit. Some sharp raps with a rawhide hammer at the corner positions and prying with a large screwdriver may be needed to loosen the parting line joint. 9. Attach a crane or hoist to the lifting lugs in the cover and carefully lift the cover about 1/4 inch (6 mm). CAUTION: Check that bearings remain seated and no conduit or wiring that crosses the parting line is still connected. Do not bump pinion with the raised 10. Carefully lift the cover straight up until it clears the cover. gearing. The cover will need enough clearance (4 inches (100 mm) or more) above the gear and studs for the cover to be removed. 11. Place the cover on wood blocks so that the machined split line will not be damaged. Take care that internal lubrication lines are not damaged.

6.5 1. 2.

REMOVAL OF HIGH SPEED PINION

Mark the location of each bearing in the housing so that it can be reassembled correctly. Attach the bearings to the pinion prior to removal of pinion as follows: a. Note (and mark if the factory marking has worn off) the exact orientation of the bearings and which faces are “out” so that they can be replaced correctly. b. Insert 0.03 to 0.05 ∅ wire around oil feed groove of each bearing and twist ends together. (This will keep bearing halves together during removal from gearbox.)

page 16

NFVQ2419D

Ensure that wire is twisted together tightly so that bearings will not shift when pinion is removed. c. Separate the bearings after pinion removal only if necessary to perform bearing inspection. See BEARING INSPECTION for details on assessing bearing condition. 3. Remove the high speed pinion (with its bearings if attached) using a soft sling on each side of the mesh. Place the pinion on a soft material such as wood or rubber or a padded V rack, taking care not to damage the gear teeth or bearings. If bearing inspection is to be performed, remove the wire and bearings prior to positioning pinion.

6.6 1. 2. 3.

4.

5.

REMOVAL OF LOW SPEED GEAR

Remove the middle section of the cover in the same manner as the top cover was removed. Reinsert blue transport bushing (see INSTALLATION, “Transport Bushing”) so the torque shaft will stay centered in the quill shaft. Attach the bearings to the gear prior to removal of gear as follows: a. Note (and mark if the factory marking has worn off) the exact orientation of the bearings and which faces are “out” so that they can be replaced correctly. c. Insert 0.03 to 0.05 ∅ wire around oil feed groove of each bearing and twist ends together. (This will keep bearing halves together during removal from gearbox.) Ensure that wire is twisted together tightly so that bearings will not shift when pinion is removed. c. Separate the bearings after pinion removal only if necessary to perform bearing inspection. See BEARING INSPECTION for details on assessing bearing condition. Remove the gear with attached bearings and coupling by attaching soft slings on either side of the mesh and lifting carefully. Set the gear assembly on a soft material such as wood or rubber or a padded V rack, taking care not to damage the gear teeth or bearings. If bearing inspection is to be performed, remove the wire and bearings prior to positioning gear. See GEAR INSPECTION for an analysis of gear problems.

6.7

REMOVAL OF TORQUE SHAFT

Generally the torque shaft may be left inside the quill shaft. However, if it must be removed, use the following procedure. 1. Torque shaft must be disconnected before removing from quill shaft. 2. Remove retainer plate from Safeset Clutch and stop nuts from the studs in the quill shaft. 3. Depressurize Safeset clutch (see Safeset manual for details). Use a plate or bar with studs or screws to press torque shaft out of clutch. Support clutch during this process and remove the clutch from quill flange. Set clutch aside. 4. Place a sling on a crane or hoist around the extension end of the torque shaft and lift carefully to support the torque shaft without lifting the gear. 5. Keeping the shaft level, carefully slide it out of the quill shaft about half way. 6. Move the sling support toward the center of the shaft and slide it 3/4 of the way out. 7. Supporting the shaft in two places at no more than 1/3 of the way from either end, slide it all the way out of the quill shaft. 8. Carefully place on a on a soft material such as wood or rubber or a padded V rack.


page 17

Gear Inspection 7.1

TOOTH CONTACT CHECKING

7.1.1

Introduction

7

The purpose of this guide is to describe why you should check gear tooth contact, how the actual check is made, and how to interpret the tooth contact check on power transmission gearing with involute double helical teeth and parallel input and output shafts.

7.1.2 DANGER: When working near rotating elements, be certain prime mover is turned off and locked out/tagged out.

Why Check Tooth Contact

Gear teeth must have an even load across the entire face width to minimize stress on the teeth. The contact between gear teeth is line contact; therefore, the alignment between the rotating elements (pinion and gear) is critical. Tooth alignment is controlled by the accuracy of the rotating elements, the housing, and the bearing assembly.

7.1.3

When to Check Tooth Contact

Tooth contact should be checked on all new installations, after any disassembly of the gear unit, and after any major housing-to-foundation change. It may also be checked as part of routine annual maintenance or when a problem related to alignment is suspected. Contact must be checked on the job foundation to be sure the unit will operate properly.

7.1.4

How to Check Tooth Contact

The contact can be checked two ways. Note: The second method, the “hard blue” method, is the only contact check method that performs in an acceptable manner in vertical offset gearboxes. The references to soft blue contact checks are retained in this publication only for reference and possible use if dealing with other horizontal offset gearboxes. • Soft blue: Apply soft machinist's bluing or transfer bluing to the teeth of one gear and roll that gear by hand through mesh with its mating gear. (The terms “blue” or “bluing” are used for convenience; the dye is available in other colors.) The transfer of the blue from one gear to the other gear is read as the contact. • Hard blue: Paint the gear teeth with hard or layout blue, run the gear unit, and observe the pattern of 'wear-off' of the bluing. Contact checking may usually be accomplished through the inspection cover port. Occasionally, soft blue checking is done with the housing cover removed, such as during the reassembly process.

7.1.5

Soft Blue Method

The soft blue method is usually done first. Since the unit is not running, this check does not give true contact. It does give a good indication of what contact will be. If it indicates inadequate contact, you may choose not to start the unit until contact is corrected. If the unit has been disassembled, then a soft blue check before the housing cover is installed may save a tear-down to correct contact. This is especially important if a new set of rotating elements or bearings is installed. page 18

NFVQ2419D

Soft blue is usually applied to three or four teeth on the pinion in two places 180° apart. Clean the teeth thoroughly with solvent, and brush on the blue in a very thin and even layer. With the gear set centered, hold a drag on the gear and roll the pinion through mesh with the gear. Rotation direction is not important, but the contact must be checked on the loaded flank, not the unloaded tooth flank. Observe the blue that transferred from the pinion to the gear. This is the contact pattern. Cellophane tape can be used to remove this blue pattern from the gear and save it for maintenance records: after the check, firmly place a piece of tape on the gear tooth flank, remove the tape, place it on a clean sheet of white paper, and label it with: • the date • name and number of the part the tape was lifted from • the wing and apex • which helix (left or right, noting whether wing or apex is leading) The contact should be checked at three places around the gear (approximately 120˚ apart;) however, the blue must be reapplied and smoothed on the pinion after each meshing.

7.1.6

Hard Blue Method

Thoroughly clean the area where hard blue is to be applied. The teeth must be absolutely free of oil, or the blue will not adhere properly and large flakes will chip off, making the contact check inaccurate. Apply the blue to an area three or four teeth wide at four places on the gear and at two on the pinion. Run the unit (usually at full speed.) Running conditions may vary from no load to full load. The best way is to run the unit at very light load (up to 20%) for two hours or so, and then shut it down and check the contact. With higher loads the unit should run a shorter time before checking contact. The trick is to run the unit just long enough to wear the blue off the areas of higher contact stress. High loads can mask poor contact and give a false reading.

7.2

INTERPRETATION OF TOOTH CONTACT

The following is information to be used only for guidance in deciding if tooth contact is adequate. Contact LUFKIN on how to correct poor contact. Assuming properly manufactured parts, minor corrections can be made to the tooth contact by shimming the gear housing. Exactly what contact should be acceptable has to be based on LUFKIN's recommendations and experience. Remember that tip or root relief modifications are designed to improve load distribution when a unit is operating under load, but they can make the contact appear quite bad under no load, as in a soft blue check. Generally, with a soft blue check you are looking for some blue to transfer, usually in a line that covers at least 80% of the face width. Do not be alarmed by a lack of blue covering the flank of the tooth; flank contact should normally not extend entirely to the tip of the tooth. See Figure 5 for examples of tooth contact patterns. Keep in mind that a soft blue contact will not produce such dark impressions–look for the same pattern in a “sketchy” impression. The hard blue check can be done from no load to full load, and the results will vary with the load condition. If the unit is run at no load the test will usually appear similar to a soft blue check. More blue will wear off the pinion than the gear due to the higher number of cycles the pinion sees. As the load increases, blue will wear off more of the tooth flank. Look for evidence of even load across as much of the gear tooth, both flank and face width, as possible.


page 19

Figure 5

7.3

GEAR CONDITION ASSESSMENT

During the initial operating period of a set of gears, minor tooth imperfections will be smoothed out, and the working surfaces will polish out under normal operating conditions; however, the life of a gear set may be seriously shortened by the following problems: • poor coupling alignment • dirty lube oil • insufficient lubrication • poor tooth contact • overloading the teeth. In assessing gear wear, observe carefully and document the condition of the tooth surface and the operating conditions. It is recommended that before a questionable gear set is considered inoperative, periodic examinations be made with photographs or carbon impressions to determine whether or not the observed condition is progressive.

7.3.1

Types of Gear Wear or Failure

Listed below are several common types of gear wear or failure, extracted from Appearance of Gear Teeth–Terminology of Wear and Failure, ANSI/AGMA 1010-E95 (revision of ANSI/AGMA 110.04), Dec. 1995 with the permission of the publisher, The American Gear Manufacturers Association, 1550 King Street, Suite 201, Alexandria, Virginia 22314. Additional information with photographs and illustrations may be found in this bulletin. page 20

NFVQ2419D

Abrasion – Type of wear: Removal or displacement of material due to the presence of hard particles suspended in the lubricant or embedded in the flanks of the mating teeth (includes scoring). Bending fatigue– Progressive failure through crack initiation, propagation, and fracture. Contact fatigue– Cracks and the detachment of material fragments from the gear tooth surface caused by contact stress (includes pitting, spalling and subcase fatigue.) Corrosion– Type of wear: Chemical or electrochemical reaction between the surface of a gear and its environment. Cracks– Splits caused by bending fatigue, mechanical stress, thermal stress, material flaws, or improper processing. Erosion– Type of wear: Loss of material from surface because of relative motion of a high velocity fluid. Fracture– A fatigue failure caused by tooth overloading resulting in gear tooth or portion of tooth breaking off (includes tooth shear.) Plastic deformation– Deformation caused by stress exceeding the yield strength of the material (including indentation, cold flow, hot flow, rolling, tooth hammer, rippling, ridging, burring, root fillet yielding, or tip-to-root interference.) Scuffing– Severe adhesion that causes transfer of metal from one tooth surface to another due to welding and tearing. Wear– Change to a gear tooth surface involving the removal or displacement of material, caused by mechanical, chemical, or electrical action (includes adhesion, abrasion, polishing, corrosion, fretting corrosion, scaling, cavitation, erosion, electrical discharge, and rippling.)

7.3.2

Definition of Gear Failure

It should be understood that the above mentioned types of wear do not necessarily constitute complete failure, for failure is a matter of degree or rate of progression.


page 21

Bearing Inspection 8.1

BEARING TYPE

LUFKIN's standard journal bearings for NFVQ2419D gear units are split, steel-backed, babbitt-lined, pressure dam journal bearings, shown in Figure 6. The pressure dam bearing is designed for a particular direction of rotation; therefore, care should be taken at assembly to assure correct rotation. The grooves are CAUTION: positioned on the Pressure dam bearings must be unloaded positioned correctly to prevent damage to equipment. side of the bearing journal as shown in the section on REASSEMBLY, Figure 7.

8.2

Figure 6

BEARING CONDITION ASSESSMENT

CAUTION: All bearing journal polishing must be in a circumferential direction to prevent axial scratches.

When the unit is disassembled, the bearings and journal should be carefully inspected for uneven wear or damage. If required, manually polish journals using belt type crocus cloth to remove any high spots. Bearing surfaces should be thoroughly inspected for: • • • • •

8.2.1

8

correct clearance high spots flaking of babbitt scoring wiping

Bearing Clearance

The journal bearings used in LUFKIN gears must have clearance between the journal and the bearing. The amount of clearance necessary depends on the oil viscosity, the journal speed and the bearing loading. Each of these parameters is considered in calculating clearance that will provide hydrodynamic lubrication, as well as sufficient oil flow for cooling. Design clearance on the high speed pinion is 0.017–0.019 inch (0.43 mm–0.48 mm) and on the low speed gear is 0.015–0.017 inch (0.38 mm – 0.43 mm). Measurement of bearing clearances may be accomplished while the gear is stopped by lifting the shaft and measuring the distance traveled with a dial indicator or by using feeler gauges, carefully sliding a feeler gauge between the top of the bearing bore and the shaft.

page 22

NFVQ2419D

Some wear should be expected, especially on a gear that is stopped and started frequently. The bearing may be considered operational as long as the measured clearance does not exceed the design clearance by more than 0.002" (0.050 mm). NOTE: If shaft vibration is excessive, this clearance increase may not be acceptable–contact LUFKIN.

8.2.2

Bearing Contact and Correction

High speed and low speed bearings should be checked as they are seated for correct bearing contact using Prussian blue dye. This may be done by rolling out one shell at a time for inspection of transfer of blue dye between shaft and journal. To check the bearing contact, install the loaded half of the bearing in the housing with the journal clean and dry. (For the pinion bearing, the loaded half is the “top” half–put it in the upper bore of the middle section of the housing just for the contact check.) Check the outside diameter of the bearing with a 0.0015" (0.035 mm) feeler gauge to be sure the lower half is seated in the housing. In the axial direction, apply a very light line of Prussian blue to the journal and rotate 360˚. The journal should show blue transfer for a minimum of 80% of the bearing length. After bearing contact is satisfactory, it may be possible to improve gear tooth contact by adjusting the shims under the unit (see INSTALLATION, “Alignment” and GEAR INSPECTION, “What Good Tooth Contact Is”.) Sometimes gear tooth contact may be corrected by scraping and polishing one of the bearings loaded section to spread the contact along the face width. If this is necessary, contact LUFKIN. After correcting bearing and tooth contact and before putting the cover on the gear unit, the bearings should be liberally lubricated with clean oil to provide for initial start-up lubrication.

8.2.3 CAUTION: Do not use sandpaper to polish bearings; damage to equipment may result.

Bearing High Spots

Location of any high spots in the bearing are indicated by bright spots which should be lightly scraped and polished with fine steel wool or crocus cloth until they blend in with the rest of the bearing.

8.2.4

Flaking of Babbitt

Flaking of babbitt in the load area of the bearing is caused by vibration or shock loading of the bearing material, causing the babbitt to fatigue and break loose from the steel shell. The flakes cause scoring as they pass through the bearing and contaminate the lubricating oil. In the advanced stages of flaking, the load carrying area of the bearing is destroyed and the bearing must be replaced. However, if flaking is caught in the early stages, the bearing may be repaired by scraping and polishing. The cause of vibration or hammering should be corrected before the unit is put back in service.

8.2.5

Scoring

Scoring, scratching, or marring of the bearing babbitt and/or the journal riding in the bearing is caused by dirt or metal particles in the oil which passes through the bearing. A little scoring is not serious, and the bearing may be polished with fine steel wool to remove any rough edges caused by scoring. Any foreign particles embedded in the babbitt which could score the journal should be carefully picked out, and that area should then be polished smooth. Scoring becomes serious when it significantly reduces the bearing area. In this case, the bearing should be replaced and the gear unit drained and flushed out with a solvent.


page 23

8.2.6

Wiping

The melting and wiping away of a spot or area of the babbitt is caused by bearing temperatures rising above the pour point of the babbitt. Abnormal bearing temperatures may be caused by: • insufficient bearing clearances • insufficient oil pressure • excessively high oil temperature in the bearing • a high spot in the bearing • extreme bearing loading caused by poor bearing contact • gear mesh failure If wiping is localized in a small spot, the bearing may be repaired by scraping and polishing the spot until it blends in with the remainder of the bearing; otherwise, the bearing must be replaced. Before replacing a wiped bearing, determine and correct the cause of the wipe.

8.3

REPLACEMENT BEARINGS

Refer to the Parts List drawing and contact LUFKIN if it is determined that bearings need to be replaced. If new bearings are used, the following precautions should be taken: 1. Remove all nicks and burrs from the housing and bearing shell. 2. Be sure that journals are free of nicks and high spots. These can be removed using a fine hone and polishing with crocus cloth. 3. Obtain the proper bearing contact as described under "Bearing Contact and Correction". 4. After bearings are fitted and lower halves are installed in housing, check the radial clearance using feeler gauge or plastic gauge material. Check endplay in both horizontal directions by barring the shaft axially.

page 24

NFVQ2419D

Reassembly 9.1

9

PREPARATION

NOTE: Any work done on equipment during the warranty period without the written approval of an authorized LUFKIN representative could void the warranty. NOTE: This procedure assumes that the gear housing is not moved from its foundation/ support and that the original shaft alignment was correct.

1.

Clean all the interior surfaces of the housing, the housing cover, and all components that will be reused. Parting line surfaces must be clean and smooth; use a spray-on paint and gasket remover fluid and/or carefully scrape the surfaces if necessary. Corroded spots can be cleaned by using a fine emery cloth, rubbing shafts in a rotary or circumferential direction. Do not rub shafts in a length-wise direction as it may cause seal leaks.

2.

Check the bearing shells, the parting line, and the housing bores for any burrs or nicks; remove with a fine file.

3.

Put a coat of light oil on all parts to help assembly and to prevent rust during reassembly. For the discussion that follows, it is assumed that the entire unit must be reassembled. If the torque shaft, bearings, or turning gear are already assembled, omit those portions of the reassembly instructions. NOTE: Tighten connectors uniformly: when tightening bolts, studs, or screws on an assembled portion with three or more holes, always partially tighten connectors equally in a “cross” pattern to avoid torquing, binding, or warping the section (for example: 1. top left corner, 2. bottom right corner, 3. top right corner, 4. bottom left corner. Repeat to fully tighten.)

9.2

REASSEMBLY SEQUENCE

9.2.1

Gear Assembly

Carefully insert the torque shaft into the quill shaft, reversing the steps used in disassembly (see DISASSEMBLY, “Torque Shaft.”) Clean the gear teeth thoroughly and apply a coat of hard blue to several sections extending across the entire face and including several teeth. It is not necessary to pressurize the Safeset clutch at this time.

9.2.2

Bottom Section 1.

CAUTION: Correct assembly of pressure dam bearings is required to prevent damage to equipment.

Before installing bearings, note that they are match marked and are not interchangeable. • Install the lower half of the journal bearings (the half with the slot for the roll pin) in the housing in the position for which they were marked at disassembly, keeping parting lines on bearing and housing even. • Check with a 0.0015" (0.035 mm) feeler gauge to see that lower halves are seated.


page 25

CAUTION: Do not bump housing.

gear

assembly

into

2.

• See Figure 7 to seat pressure dam in correct direction of rotation. • Rethread bottom RTD wires from bearing through housing. Lift the low speed gear and carefully place the assembly in its correct location in the gear housing and bearings. Check that RTD wires are not

pinched. 3. Set the top of the bearings in place and secure bolts that hold bearing halves together. 4. Rotate the bearings into position so that the roll pin slides into the matching slot on the bottom half (refer to Figure 7 for angle of rotation.) 5. Check bearing contact as described in BEARING INSPECTION. 6. Install shoulder bolts on CAUTION: blind end Do not block oil passages with sealer. of low speed gear (for splined coupling.) 7. Coat the split line with a small bead of sealer, such as LocTite™ No. 49-31 Plastic Gasket. Circle all studs to assure sealing of oil; avoid feeder groove areas. Figure 7 8. Clean and install the cylindrical dowels into the housing lower section. (Note: These pins need to be removed and installed horizontally)

9.2.3

Middle Section

1.

Lower the middle section of the housing over the bottom section, lining up the studs and holes. 2. Seat the middle section of the housing onto the bottom section, install cylindrical dowels and draw the cover down uniformly by tightening studs to the torques shown (see Table 5.) 3. If it was removed, reinstall the coupling and torque shaft. • Slowly oven heat the coupling to 200°–250°F CAUTION: (93° - 121 °C). Do not bump gear assembly with the • Lubricate and seat the blue transport bushing as a housing as it lowers. line-up guide (this was removed at installation and it was recommended that it be stored for later use.) CAUTION: • After the coupling is heated, work quickly to slide it onto the shaft before it cools appreciably. Do not place hands below suspended housing without blocks for protection. 4. Install the lower half of the high speed bearings as in “Bottom Section.” page 26

NFVQ2419D

5. 6. 7.

Make sure the pinion is level and carefully line it up in mesh with the gear. Carefully set the pinion into its bearings and in mesh with the gear. Check bearing contact as in BEARING INSPECTION, “Bearing Contact and Correction.”

Note: Because the TOP half of the bearing is the loaded half, first do steps 4-8 with the top half of the bearing flipped end for end and then positioned in the housing. When contact is satisfactory, disassemble and reassemble with the bottom half in place.

8. 9.

Replace bearing tops. Coat the split line with a small bead of sealer, such as LocTite™ No. 49-31 Plastic Gasket. Circle all studs to assure sealing of oil; avoid feeder groove areas. 10. Clean and install the cylindrical dowel pins.

9.2.4

CAUTION: Do not bump gear assembly with the housing as it lowers.

1.

2.

CAUTION: Do not force the coupling onto the gear shaft as internal damage to the gear or the coupling may occur.

Table 5.

3. 4.

Top Section

Lower the cover over the studs carefully to prevent damage to gearing. Leave suspended high enough to reach RTD holes. Thread the RTD wires from the top bearings through the top housing (for safety place wooden blocks between the middle section and the top while threading wires.) Torque all cap screws and studs. Lower cover in place.

Recommended Tightening Torques (for Grade 5 Bolts & Studs)

Nominal Size

5.

6. 7. 8.

Tightening Torque for BOLTS

Tightening Torque for STUDS

inches

mm

Ft. Lbs.

N·m

Ft. Lbs.

N·m

1/2

12.7

75

102

87

117

5/8

15.9

150

203

173

234

3/4

19.0

266

360

307

416

1

25.4

644

873

742

1006

1-1/4

28.8

1120

1519

1484

2012

1-1/2

38.1

1949

2643

2582

3501

1 -3/4

44.5

2286

3100

4073

5522

Measure to ensure low speed shaft has specified axial movement. (Use a pry bar to move gear from side to side if necessary). Also check that the high speed pinion can float axially. Install the coupling cover. Reconnect the turning drive and pressurize the Safeset clutch (see Safeset manual for details). Mount the shaft seals, end plates, and other auxiliary equipment which may have been disconnected during disassembly.


page 27

9.

Reconnect the junction box plate and wiring as necessary (see the Wiring Diagram.) CAUTION: 10. Reconnect any instrumentation and lubrication lines necessary (see the Wiring Diagram, Installation Keep wires off moving parts to prevent Plan, and “Resistance Temperature Detectors” wear-through and sensor failure. below.) 11. Couple unit to generator and turbine (see INSTALLATION.) 12. Install inspection covers with gaskets and sealer. 13. Align the unit per ALIGNMENT section. Verify turning drive spacing is within the required 2.125 to 2.313 dimension. Also verify lube lines to turning drive are installed. 14. Spin the unit slowly with no load, if possible, to verify correct reassembly. Be sure the unit rotates freely and quietly. 15. Follow the START-UP procedures. 16. After approximately two hours loaded operation, stop the unit and perform a hard blue contact check.

9.3

RESISTANCE TEMPERATURE DETECTORS

If visual evidence indicates that any resistance temperature detector (RTD) braid covered wires are rubbing against moving parts, add extra retaining clips where necessary to keep wires Any screws located inside the off moving parts. The screws that attach the clips should be gear unit must be lockwired to lockwired to prevent them from vibrating loose and falling into prevent loosening. machinery. 1. Thoroughly clean all parts prior to installation. 2. Firmly insert RTD sensor end into the bore (for spring-loaded RTDs allow 1/4 inch free play–do not press hard enough against the spring to fully compress it.) 3. Run lead wires through the sealing fitting grommet with metal washers on each side. 4. Compress grommet to seal around lead wires by tightening fitting – do not permit lead wires to twist. 5. After unit covers are replaced, attach service entrance head with conduit connections.

CAUTION:

page 28

NFVQ2419D

Troubleshooting

10

This section provides troubleshooting tips for high speed gears. For detailed information, refer to the text following. Table 6 at the end of this section provides an overview. If the problem cannot be remedied through use of this information, contact LUFKIN.

10.1

ABNORMALLY HIGH TEMPERATURE

• Oil level too high. If the oil level in a gear box is so high that the gear runs in the oil, then the resulting churning action will heat the oil. Check the sight gauge while the unit is running. A full gauge may indicate inadequate drainage. • Coated housing. If the gear housing should get coated with a foreign material that will not permit natural heat removal by convection, high temperature may result. To prevent this, the unit should be cleaned periodically. • Hot weather. Obviously, a high ambient temperature will cause abnormally high oil temperature. To prevent this, provide adequate ventilation around the gear. • Low oil pressure. If the oil flow to the bearings and gear mesh is below normal (indicated by below normal oil pressure,) the heat created by friction at the mesh and bearings will cause abnormally high temperatures. To correct this situation, check the lubrication system for proper operation (see OPERATION, “Lubrication.”)

10.2

LOW OIL PRESSURE

• Use of a lubricant which has a viscosity less than that for which the lube system was designed. There are several orifices in the lube system which are sized for lubricants with a particular viscosity. A lubricant with less than this normal viscosity will pass through the orifices without building up pressure. This situation can be prevented by using the lubricant designated on the name plate of the gear unit. Abnormally low viscosity may also result from high lubricant temperatures. (See above, “Abnormally High Temperatures.”) • Clogged oil filter. Replacing the filter will allow more oil to flow through it, thus bringing the oil pressure back to normal. • Pump cavitation. Should the oil level in the reservoir get so low that the pump suction line sucks both air and oil, then the oil pressure will drop. This problem may be cured by maintaining proper oil level in the reservoir. • Air leak in the suction line to the pump. This situation is similar to pump cavitation in that air gets in the oil and results in low oil pressure. To remedy this problem, check and tighten all pipe fittings in the suction line. • Incorrect relief valve setting. Adjusting the relief valve setting properly will avoid venting the pump discharge line back to the sump.

10.3 UNUSUAL OR EXCESSIVE NOISE • Worn parts. One common cause of unusual noise is worn parts. If a part wears enough to cause slack in the system, the slack may be heard as a rattle or noise of some sort. A mechanic's stethoscope may be used to pinpoint the worn part which should be replaced. Installation, Operation, and Maintenance

page 29

• Misalignment. A coupling that is out of alignment may also cause noisy operation. The misaligned coupling causes misalignment in the gear train which then produces noise or vibrations. The coupling should be immediately realigned before damaging wear occurs. • Transmitted sound. Occasionally other machinery or equipment may be transmitting excessive noise. Enclose one or the other or use a sound blanket.

10.4

EXCESSIVE VIBRATION

• Soft foundation. A foundation that is not sufficiently rigid may cause vibration problems. To correct this, reinforce the foundation. • Critical speeds. At certain speeds a rotating shaft will become dynamically unstable and the resulting vibrations and deflections that occur may cause damage to the gear unit. The speeds at which the shaft becomes unstable are called critical speeds. They are a function of the shaft geometry and the type and spacing of the supporting bearings. Contact LUFKIN if such dynamic instability is suspected. See OPERATION, “Customer Check After Start-up” for vibration limits.

10.5

NO SENSOR READINGS

Various sensing devices for temperature and vibration are installed to provide warnings that can prevent catastrophic failure. If no readings are being received, before disassembling the unit check for the following: • No power. Check that the power supply to the devices is on. • Failed equipment. Check that the monitoring or recording equipment is functioning. • Worn wires. If the sensor has failed, partial disassembly may be effected to replace the sensor. Visual inspection of lead wire overbraids are necessary to ensure that moving parts are not rubbing through the lead wires and causing shorting out. Replace any worn wires or wire-and-sensor assemblies. See REASSEMBLY, “Resistance Temperature Detectors.”

page 30

NFVQ2419D

Table 6. Troubleshooting Problem

Possible Cause

Tips Remedy

Abnormally High Temperature

• Housing coated with foreign material, preventing heat dissipation

• Clean outside of housing

• Provide adequate ventilation • Check lubrication system

Low Oil Pressure

• High ambient temperature • Lack of oil to bearings and/or mesh (indicated by low oil pressure) • Use of lubricant with lower viscosity than required • Low lubricant viscosity from high lubricant temperatures • Clogged oil filter • Pump cavitation

• See "Abnormally High Temperature" below • Replace filter element • Maintain proper oil level in reservoir • Check and tighten all pipe fittings • Set relief valve correctly

• Air leak in suction line • Incorrect relief valve setting

• Use correct viscosity lubricant

Excessive Vibrations

• Insufficient foundation rigidity • Reinforce foundation • Dynamic instability (critical • Design to attenuate critical speed) speeds in operating range • Unbalanced parts • Determine which parts require balancing and which have been balanced • Loose foundation bolting • Tighten bolting

Unusual Noise

• Worn parts • Coupling misalignment

Excessive Noise No Sensor Readings

• Worn gearing • Transmission from other equipment • No power • Faulty gauge or recording device • Failed sensor • Lead wire braid rubbed through; wire contacting metal


• Pinpoint noise with mechanic's stethoscope, replace part • Realign couplings • Replace worn parts • Add sound blanket or enclosure • Check power supply & repair or restore • Test gauge or recording equipment • Replace sensor • Replace sensor

page 31

Nameplate Data

11

GEARS MODEL NO.

NFVQ2419D

GEAR RATIO

1.209:1

SERIAL NO.

120054-120066

RATED INPUT

3627

RPM

ORDER NO.

106/203788

RATED OUTPUT

3000

RPM

ITEM NO.

ACTUAL K FACTOR

GEAR RATED

API SERVICE FACTOR

354.6

SPEC

70,000 52,200 1.10

API 613, 5th

NO. OF TEETH GR/PIN

81 / 67

AGMA LUBRICANT NUMBER USE

Light Turbine

(136-165 SSU at 100 °F)

USE

ISO VG 32

(28.8-35.2 cST at 40 °C)

INDUSTRIES, INC. LUFKIN, TEXAS

page 32

NFVQ2419D

HP KW


page 33

TECHNICAL MANUAL NO. M434

ENGINEERING INC . 410 Eagleview Boulevard Suite 104 Exton, PA 19341 Telephone: Facsimile: Web Page: E-Mail:

(610) 458-0153 (610) 458-0404 www.koenigengr.com [email protected]

REV. 4 DATE: APRIL 1, 2008 ISSUE DATE: SEPTEMBER 7, 2005

REVISION SHEET Revision

Revision Date

Section

1 2 33 4

3/16/2007 7/03/2007 8/16/2007 08.16.07 4/1/2008

1 1 11 1

Description of Change Updated assembly dwg. 05-0525 to Rev “B” Updated assembly dwg. 05-0525 to Rev “C" General updates Generalformatting Formatting Updates Updated assembly dwg. 05-0525 to Rev “D”

U:\Technical Manuals Draft/M471/Revision Sheet471.doc

ENGINEERING INC

INDEX SAFETY STATEMENTS SECTION I

TURNING GEAR DRIVE PACKAGE DESCRIPTION ASSEMBLY DRAWING NO. 05-0525 INSTALLATION AND ASSEMBLY INSTRUCTIONS FOR KEI MODEL KE80-44T-18.5 RECOMMENDED SPARE PARTS LONG TERM STORAGE INSTRUCTIONS

SECTION II

TURNING GEAR REDUCER INSTRUCTIONAL BOOKLET DRAWING WD6482, OUTLINE DRAWING WD6483, ASSEMBLY PARTS LIST GENERAL SAFETY INSTRUCTIONS

SECTION III

TURNING GEAR MOTOR INSTRUCTIONAL BOOKLET WIRING DIAGRAM PERFORMANCE DATA SHEETS OUTLINE DRAWING

SECTION IV

CLUTCH INSTRUCTION BOOKLET IB.666 ISSUE 2 FOR SIZE 44T CLUTCH PER DWG. SM17557

F:/doc/tg/tg/in050525

ENGINEERING INC

Safety The Meaning of Safety Statements You will find various types of safety information on the following pages and on the labels attached to the equipment. This section explains the meaning.

The Safety Alert Symbol means ATTENTION! BECOME ALERT! YOUR SAFETY IS INVOLVED!

Danger Danger means that failure to follow the safety statement will result in serious personal injury, death, or substantial property damage.

Warning Warning means that failure to follow the safety statement could result in serious personal injury, death, or substantial property damage.

Caution Caution means that failure to follow the safety statement may result in minor or moderate personal injury or property damage.

Notice Notice means that failure to follow these instructions could cause damage to the equipment or cause it to operate improperly.

F:/doc/quality/danger symbol page F:/doc/tg/tg/safety statements

ENGINEERING INC

Safety The following safety statements relate to the installation, operation and troubleshooting of Koenig Engineering, Inc. Turning Gear Drive Packages

Notice Make sure you read and understand the installation procedures in this manual before you attempt to install, operate, maintain or troubleshoot the equipment.

Warning The instruction manual should be used for proper installation, operation and maintenance of the equipment. Improperly installing and maintaining these products can result in serious personal injury or property damage. Before attempting installation or maintenance, read and understand this entire manual.

Danger High Voltage There can be line voltage potential at the motor load terminals even with the starter in the off state. This is due to the possible leakage across SCR's. Always disconnect input power before servicing any electrical component.

F:/doc/quality/danger symbol page F:/doc/tg/tg/safety statements

Koenig Engineering Inc Instruction Manual M434 Model KE80-44T-18.5 per 05-0525 SECTION I

--Page 1--

TURNING GEAR DRIVE PACKAGE The TURNING GEAR DRIVE PACKAGE, illustrated on the enclosed assembly drawing, consists of an electric motor driving through a worm gear reducer connected to an overrunning clutch encased in an oil tight housing. The mounting interface, supplied by others, conforms to the bolt circle and spigot diameter of the TURNING GEAR DRIVE PACKAGE housing. Connection of the TURNING GEAR DRIVE PACKAGE is made to the high speed shaft of the load gear through a spigot mount on the shaft end. The high speed shaft end is connected to an SSS (synchro-self-shifting) overrunning clutch for automatic engagement/disengagement. This clutch is a positive tooth type overrunning clutch which is self-engaging in the turning mode and overruns whenever the connected shaft exceeds the TURNING GEAR DRIVE PACKAGE speed. The input flanged hub to the overrunning clutch is mounted on the output shaft of the worm gear reducer. The input shaft of the worm gear reducer is to be connected to an electric motor by means of a resilient coupling. In the event of power failure or during maintenance procedures, a means for manual turning is provided through a 1-1/8" hex drive located in fan cover on primary worm gear shaft.

CAUTION BEFORE ATTEMPTING MANUAL OPERATION, MAIN A.C. MOTOR BREAKER MUST BE DISCONNECTED AND TAGGED IN ORDER TO PREVENT ACCIDENTAL INJURY. Lubrication for the clutch is continuously supplied from the main plant lube oil system through a 1/2" NPT female pipe connection on the worm gear reducer output shaft cover. Oil is drained from the clutch housing into the load gear housing for return of the oil to the plant lube oil tank. Oil for the worm gear reducer is self-contained, refer to instructional booklet for proper lubricant.

F:\DOCUMENT\Turning Gears\TG\050525_M434.doc

--Page 4--

TURNING GEAR DRIVE ASSEMBLY AND REMOVAL INSTRUCTIONS SHIPPING The TURNING GEAR DRIVE PACKAGE, as depicted per Drawing 05-0525, is shipped partially assembled. The Input Clutch Hub (Item 1) that connects to the Clutch Input Flange has been mounted to the Worm Gear Reducer (Item 5) Output Shaft. The clutch housing (Item 2) is mounted to the worm gear reducer (Item 5) housing and sealed with Dow Corning #732 silicone sealant. The housing (Item 2) should not be removed from the reducer housing as the silicone seal will be broken and the surfaces must then be thoroughly cleaned and gasket sealer replaced. Items shipped loose for field assembly as follows: - Clutch (Item 4) - Clutch Input Component Hardware (Items 11 & 12, quantity (8) eight each) - Clutch Output Component Hardware (Item 13, quantity (8) eight) - Clutch Housing Hardware, (Items 9 & 10, quantity eight (8) each) INSTALLATION AND ASSEMBLY OF TURNING GEAR LESS MOTOR 1. Check that bore and face of the mounting surface of the gear housing is concentric and perpendicular to the gear shaft within 0.004" total indicator reading (TIR). 2. Check that distance between the high speed gear shaft mounting face and outside mounting surface of the gear housing is 0.375" nominal.

WARNING UNDER ALL OPERATING CONDITIONS, THIS DIMENSION MUST REMAIN WITHIN THE LIMITS OF 0.469" MAXIMUM AND 0.281" MINIMUM. 3. Assemble the clutch output component (Item 4) to the pinion shaft with eight (8) socket head capscrews (Item 13). Torque to 108 lb-ft and install lockwire. See Figure 1. 4. Remove the clutch housing upper half. See Figure 2.


--Page 5--


--Page 6--

5. Mount the TURNING GEAR DRIVE PACKAGE, with the clutch housing upper half removed, to the gear housing mounting suface. Secure with four (4) ¾” hex head cap screws and lockwashers, and place a temporary support under the worm gear reducer to prevent downward deflection of the clutch housing lower half. See Figure 3. 6. Perform face and rim alignment checks between the clutch input hub (Item 1) and clutch output component (Item 4). Readings on the face and rim should not exceed .004” TIR. 7. Remove the TURNING GEAR DRIVE PACKAGE from the gear mating surface and assemble the clutch input component (Item 4) to the clutch input hub (Item 1) with eight (8) socket head shoulder screws and locknuts (Items 11 & 12). Torque locknuts to 32 lb-ft. See Figure 4. 8. Clean all horizontal and vertical joints and apply Dow Corning #732 silicone sealant. Then reassemble the clutch housing upper half to the lower half using the supplied fasteners. See Figure 5. 9. Remove clutch housing inspection cover (Item 3). See Figure 6. 10. Apply Dow Corning #732 silicone sealant to the mating face of the clutch housing (Item 2). Pass the assembled speed reducer, input hub and clutch input component axially into the clutch output component mounted to the pinion shaft.

NOTICE THE CLUTCH GEAR TEETH MUST BE IN LINE SO AS TO ACHIEVE MESH WHEN ASSEMBLING. IF NECESSARY, ROTATE THE TURNING GEAR IN REVERSE MANUALLY TO ALIGN THE GEAR TEETH. NEVER ROTATE THE TURNING GEAR FORWARD OR DAMAGE TO THE CLUTCH TEETH MAY RESULT.

NOTICE TAKE CARE NOT TO REST THE CLUTCH INPUT COMPONENT ON THE CLUTCH OUTPUT RING AS DAMAGE TO INTERNAL CLUTCH COMPONENTS COULD OCCUR.

NOTICE IF REMOVING THE TURNING GEAR ASSEMBLY, MANUALLY ENGAGE THE CLUTCH FIRST. THIS AUTOMATICALLY PUTS THE GEAR TEETH INTO MESH AND PERMITS SAFE REMOVAL OF THE UNIT. F:\DOCUMENT\Turning Gears\TG\050525_M434.doc

--Page 7--

Insert and tighten the 3/4" hex head cap screws/lock washers (Items 9 & 11) securing the TURNING GEAR DRIVE PACKAGE to the mounting interface. See Figure 6. 11. Place a temporary support under the worm gear reducer (Item 5) to prevent downward deflection when the clutch housing (Item 2) top half is not present. 12. Final alignment checks can be made through the inspection cover (Item 3), or by removing the top half of the entire clutch housing (Item 2). If removing the top half of the housing, use the jacking provisions at the horizontal joint. 13. Perform final face and rim alignment checks between the clutch input flange and clutch output component. Readings on the face and rim should not exceed 0.004" TIR. 14. As a final check, verify the dimension between the clutch input flange and clutch output ring at 2.219" nominal (see drawing 05-0525 for location).

WARNING UNDER ALL OPERATING CONDITIONS, THIS DIMENSION MUST REMAIN WITHIN THE LIMITS OF 2.313" MAXIMUM AND 2.125" MINIMUM. 15. Reassemble inspection cover (Item 3) to clutch housing using Dow Corning #732 silicone sealant on all mating surfaces. See Figure 7. 16. If the top half of the clutch housing was removed, clean all horizontal and vertical joints and apply Dow Corning #732 silicone sealant prior to reassembling. 17. Connect the oil inlet line from the main lube oil system to the ½" NPT connection on the worm gear reducer output shaft cover. 18. Fill the worm gear reducer (Item 5) with Mobil SHC 634 lubricant.


--Page 8--


--Page 9--


--Page 10--

LUBRICATION 1. CLUTCH: The clutch requires a continuous flow of oil, 1.0 gpm at 15-18 psi, at all times. Oil is supplied to the clutch from the main oil system through a ½" NPT port on the worm gear reducer output shaft cover. 2. REDUCER: Oil for the reducer is self contained and the recommended lubricant is Mobil SHC 634. Recommended alternate lubricants are listed in the reducer portion of this booklet. 3. MOTOR: The motor bearings are shipped grease-packed. Regreasing procedures are listed in the motor portion of this booklet. INITIAL START-UP PROCEDURE 1. Once the TURNING GEAR DRIVE PACKAGE is installed and prepared for operation, it should be initially operated manually to ensure that breakaway of the turbine train is possible without exceeding the torque capability of the Turning Gear. 2. Insert a torque wrench onto the 1-1/8” hex drive on the non-drive end of the worm gear input shaft. Rotate in the CW direction. Once the SSS clutch is engaged, continue to apply torque through the Turning Gear until turbine shaft breakaway is achieved.

WARNING BEFORE ATTEMPTING MANUAL OPERATION, TURNING GEAR MOTOR BREAKER MUST BE DISCONNECTED AND TAGGED TO PREVENT ACCIDENTAL INJURY

CAUTION DO NOT EXCEED 450 FT-LB OF TORQUE ON THE MANUAL TURNING ADAPTER OR DAMAGE TO THE TURNING GEAR COMPONENTS COULD RESULT. 3. Once breakaway is achieved, rotate the manual turning in the CCW direction for approximately 1 turn to fully disengage the clutch. 4. The TURNING GEAR DRIVE PACKAGE is now ready for normal operation. F:\DOCUMENT\Turning Gears\TG\050525_M434.doc

--Page 11--

FIELD REMOVAL PROCEDURE 1. Disconnect wiring to the electric motor (Item 6). Place a temporary support under the Turning Gear to prevent downward deflection when the top half of the housing is removed. 2. Remove screws and lock washers (Items 7, 8, 9 & 10) from top half of clutch housing (Item 2) and remove it from the turning gear using the jacking provisions at the horizontal joint. 3. Remove the output clutch fasteners (Item 13) and compress clutch output component onto the input component. 4. Disconnect the lube oil supply line, located at the rear of the worm gear reducer (Item 5). 5. Choke a sling around the bottom of the electric motor (Item 6). Attach a lifting device to the eyebolts on the worm gear reducer (Item 5) and sling on motor. 6. Remove fasteners (Items 9 & 10) holding the lower half of clutch housing (Item 2) to the load gear and remove the worm gear reducer and electric motor assembly. 7. This completes the removal of the TURNING GEAR DRIVE PACKAGE.

FIELD REINSTALLATION PROCEDURE 1. To reinstall the TURNING GEAR DRIVE PACKAGE, perform the field removal procedure in reverse. 2. If reinstalling the 1/2" socket head shoulder screws and locknuts for the clutch input component (Item 11 & 12), torque them to 32 lb-ft. 3. When reinstalling the clutch housing (Item 2) to the worm gear reducer (Item 5) and gear housing, be sure to clean all mating faces and replace the silicone sealant.


--Page 12--

Recommended Spare Parts KEI Drawing No. 05-0525

Item No.

Description

Qty.

SM17557MNKT SSS Clutch Repair Kit, consisting of: Qty. (2) Pawl Qty. (2) Pawl Spring Qty. (2) Pawl Pin Qty. (2) Pawl Stop Pin Qty. (4) Socket Set Screw

01

WD6482KIT

01

AC050525

Worm Gear Parts Kit, consisting of: Shim Sets Oil Seals Keys Bearings Worm Gear Motor Coupling Assembly: Rotex 55STGS, Cross-clamped, 98 Durometer Insert 1-7/8” bore & 48 mm bore Mechanical Seal Assembly 18.5 kW Motor Replacement Kit: Contact KEI

01

For all spare parts inquiries and orders refer to Turning Gear serial no. TG#### and contact: Koenig Engineering, Inc. 410 Eagleview Blvd, Suite 104, Exton, PA 19341 (610) 458-0153 phone, (610)458-0404 fax www.koenigengr.com webpage, or [email protected] email


--Page 13--

LONG TERM STORAGE INSTRUCTIONS Model KE80-44T-18.5 Turning Gear Package KEI Drawing No. 05-0525

The unit as it left the factory was prepared for in-transit protection against the elements and is not intended as protection for long-term storage. In the event the unit cannot be installed and placed into service, the unit should be removed from the container in which it was shipped, but retaining the wood skid on which it came to prevent damage. The unit is to be stored in a secure, cool, dry, vibration free and clean environment limiting its exposure to the elements. Tag unit to show date placed in storage or decommissioned and current status relating to storage procedure per the following outline. INITIALLY AND THEN AT APPROPRIATE INTERVALS, INSPECT THE UNIT FOR THE FOLLOWING: 1. Paint deterioration, renew as required. 2. Exposed machined surfaces for coating deterioration and/or rust blush. Renew coating as required with Dow Corning Metal Protective Coating or equivalent. (See Dow Corning Protective Coating Specification Sheet in this section.) 3. The Worm Gear Reducer requires approximately 4.7 gallons of oil in the housing for normal operation. For long term storage, remove breather and completely fill the Turning Gear with the recommended lubricant immersing the gear completely in oil and maintaining this level. Replace breather with a solid plug and place breather in a bag and tag with CAUTION NOTE: "Must Be Drained To Proper Level And Breather Installed Before Operation". Keep in mind, however, that the oil will expand with rising ambient temperatures. Tie wire bag and tag to unit. For additional information refer to Nuttall Gear LLC, Delroyd Worm Gear Division Long Term Storage Instructions found in this section.


--Page 14--

LONG TERM STORAGE INSTRUCTIONS IF AFTER INSTALLATION AND COMMISSIONING THE UNIT IS TO BE DECOMMISSIONED OR OUT OF SERVICE FOR EXTENDED PERIODS, THE FOLLOWING PROCEDURE SHOULD BE FOLLOWED: 1. Maintain the proper level of lubricant in the Worm Gear Reducer using the sight gage to periodically check the level. 2. Once a month, energize the power plant lube oil system and, while circulating oil, operate the Turning Gear Unit for a few minutes and every six months operate the unit for two (2) hours. This can be done with the unit main coupling connected or disconnected from the main power plant. The power plant operating procedures must be observed when operating the Turning Gear.

FOR ADDITIONAL INFORMATION REFER TO THE FOLLOWING: WORM GEAR REDUCER Nuttall Gear LLC, Delroyd Worm Gear Division engineering department provides instructions for long term storage of the Worm Gear Reducer following in this section. Refer to Section 2 of Instruction Manual for specified lubrication, feed and drain connections. AC TURNING GEAR MOTOR (ABB MOTORS) Please refer to Section 3 of Instruction Manual. Manufacturers recommendations for storage, withdrawal from service, and maintenance should be inserted by the motor purchaser. CAUTION PRIOR TO ANY SHAFT ROTATION OF THIS ASSEMBLY, THE MAIN TURBINE PLANT LUBE OIL SYSTEM SHOULD BE ENERGIZED TO PROVIDE OIL THROUGH THE BEARING HEADER TO LUBRICATE THE SSS CLUTCH CAVITIES.


ENGINEERING INC DELROYD SPEED REDUCERS LONG TERM STORAGE INSTRUCTIONS Problems can start to develop through improper standby and storage of new worm gear reducers awaiting installation or operation. Ambient conditions during long, idle periods will determine necessary measures. To avoid rust and deterioration of seals: 1. Replace breathers with pipe plugs, wiring the breathers to the unit to prevent loss. 2. Fill the reducer with recommended lubricant to the proper level and operate once a month for a few minutes, or completely fill the unit, or use desiccants or vapor phase inhibitors. 3. Cover the reducer with a tarpaulin or plastic cover, leaving openings underneath for ventilation. A heavy, skidded platform with an internally lined wooden box may also be required when storage is in highly humid or seaside areas. 4. Periodically drain any accumulated water from the bottom of the oil reservoir and replace desiccants or vapor phase inhibitors. Occasionally an idle reducer undergoes severe vibration from adjacent operating machinery. Even if the bearings are subjected to only partial load, vibrations can exclude residual oil or grease from under bearings rollers or balls and result in false brinelling. Immediate failure of the bearing is not a result, but once the bearing is put in operation these pit marks act as stress risers. The fatigue life of the bearing can be reduced to a fraction of the calculated design life. False brinelling can usually be prevented by filling the reducer with oil to cover the bearings completely. This maintains a supply of oil at the contact points of the balls or rollers even under conditions of vibration.

Product Information

Specialty Coatings Dow Corning ® Metal Protective Coating FEATURES • Good corrosion protection in thin film • Colorless • Non-oily

COMPOSITION • Corrosion-protective coating

Coating prevents corrosion on metal parts in storage, overseas shipments and other high-humidity, long-term exposure USES Dow Corning ® Metal Protective Coating is typically used to protect high-valueadded metal parts during production, storage and shipment – especially components exposed to high humidity, salty conditions or corrosive industrial environments. Typical uses for Dow Corning Metal Protective Coating include: • Manufacturing – machined surfaces, stampings, raw stock, work-inprogress parts and finished products • Aircraft – corrosion protection • Machine shop and tool room – dies, fixtures, jigs, tools, molds, guides and ways, and raw ground stock • Maintenance – machine tools, pneumatic tools, spare parts, storage and product equipment temporarily out of service • Finished products – machined and painted surface protection during domestic and foreign shipments

DESCRIPTION

HOW TO USE

Dow Corning Metal Protective Coating is a transparent, dry, wax-like coating that protects metal parts from corrosion. The coating has good inherent lubricating properties and usually does not require removal prior to any subsequent machining, assembly or start-up of equipment. If necessary, Dow Corning Metal Protective Coating may be removed by most common solvents such as mineral spirits or Dow Corning ® OS Fluids.

Dow Corning Metal Protective Coating is ready to use as supplied. However, for uniform solids distribution and coating thickness, the bulk material should be gently mixed before and during use. Dipping will provide a uniform coating; however, spraying is often the preferred method of application. For best results, three light applications are better than one heavier application. For smaller jobs and touch-up work, Dow Corning Metal Protective Coating may be applied from an aerosol container. Brushing may also be used. For best protection, scratching of the coating after application should be avoided.

Parts protected with Dow Corning Metal Protective Coating may be examined through the transparent coating. Additionally, the parts will remain relatively clean since the dry coating will not readily pick up dirt, dust and grit under normal handling and storage.

Surface Preparation Surfaces to be protected with Dow Corning Metal Protective Coating must be clean and dry.

TYPICAL PROPERTIES These values are not intended for use in preparing specifications. Test As Supplied Appearance1 Density1 Boiling Point1 Flash Point1 Surface Coverage, film thickness of 0.0001 inch 0.0002 inch 0.0003 inch Drying Time, bulk, thin film, one dip aerosol spray, thin film, one pass Solvent, bulk aerosol spray

Unit

Result

lb/gal °F (°C) °F (°C)

Opaque, yellow liquid 6.8 240 (115) 82 (28)

sq ft/gal sq ft/gal sq ft/gal

2100 1100 700

minutes minutes

10 to 30 10 to 20 Mineral spirits Mineral spirits plus nonchlorofluorohydrocarbon propellant

As Applied Appearance Softening Point Service Temperature Range, estimated Single Dip Film Thickness at 68°F (19.9°C) Corrosion Resistance, mild steel 5 percent salt spray, dipped from bulk 5 percent salt spray, aerosol spray humidity room Lubrication2 Coefficient of Friction 1 2

°F (°C) °F (°C)

Transparent, non-oily wax 150 (65) -40 to 150 (-40 to 65)

mils

0.4

hours hours cycles

200+ 72+ 50 Pass, no stick-slip 0.12

Properties for bulk form. Aerosol contains bulk plus nonchlorofluorohydrocarbon propellant. Faville-LeValley Corp., LFW-4 Press Fit Machine.

Specification Writers: Please obtain a copy of the Dow Corning Sales Specification for this product and use it as a basis for your specifications. It may be obtained from any Dow Corning Sales Office, or from Dow Corning Customer Service in Midland, MI. Call (517) 496-6000.

Although the coating will not permit moisture to penetrate, it does not displace moisture already on the metal surface.

Film Thickness A film thickness suitable for most requirements (0.40 mil) can be obtained by dipping at normal room temperature. For a thicker film and increased metal protection, additional dip coatings may be repeated after allowing the first coat to dry. Similar buildup of the protective film may be achieved by repeated spray or brush applications, with intervals for drying between coats. A thick film, however, may cause the wax to pull away from corners and metal edges, leaving metal exposed for corrosion. If a thinner film is desired, the liquid material may be diluted by using a suitable chlorinated solvent such as Chlorothene ®1, which also reduces drying time, or by using mineral spirits.

Removal of Film In most cases, Dow Corning Metal Protective Coating does not have to be removed from coated parts before they are machined, assembled or started up. However, if removal is desired, degreasing with common solvents such as mineral spirits or Dow Corning OS Fluids will normally remove the coating as will steam cleaning or alkali cleaners.

1

Registered trademark of The Dow Chemical Company.

Note: Caustic cleaners should not be used to remove Dow Corning Metal Protective Coating from aluminum surfaces.

Caution Dow Corning Metal Protective Coating contains mineral spirits. It should be used in a well-ventilated area, and the precautions normally followed when working with this solvent should be implemented. Solvents used to dilute this material, as well as metal cleaning or alkali cleaners, should only be used with adequate ventilation. Follow handling precautions on container labels.

USE LIMITATIONS Painted surfaces should be well cured before Dow Corning Metal Protective Coating is applied. If the intent is to remove Dow Corning Metal Protective Coating from the painted surface at a later date, only one light application should be made. This product is neither tested nor represented as suitable for medical or pharmaceutical uses.

SHIPPING LIMITATIONS Liquid – DOT classification: flammable liquid. Aerosol – DOT classification: flammable gas.

STORAGE AND SHELF LIFE When properly stored under normal warehouse conditions, Dow Corning Metal Protective Coating has a shelf life of 60 months from date of manufacture. To obtain uniform mixture, slight stirring after storage is recommended before use.

PACKAGING Dow Corning Metal Protective Coating is supplied in 30-lb (13.6kg) pails and 375-lb (170-kg) drums, net weight. Dow Corning Metal Protective Coating aerosol is supplied in 10-oz (284-g) containers, net weight.

SAFE HANDLING INFORMATION PRODUCT SAFETY INFORMATION REQUIRED FOR SAFE USE IS NOT INCLUDED. BEFORE HANDLING, READ PRODUCT AND MATERIAL SAFETY DATA SHEETS AND CONTAINER LABELS FOR SAFE USE, PHYSICAL AND HEALTH HAZARD INFORMATION. THE MATERIAL SAFETY DATA SHEET IS AVAILABLE FROM YOUR DOW CORNING REPRESENTATIVE, OR DISTRIBUTOR, OR BY WRITING TO DOW CORNING CUSTOMER SERVICES, OR BY CALLING (517) 496-6000.

WARRANTY INFORMATION – PLEASE READ CAREFULLY The information contained herein is offered in good faith and is believed to be accurate. However, because conditions and methods of use of our products are beyond our control, this information should not be used in substitution for customer’s tests to ensure that Dow Corning’s products are safe, effective, and fully satisfactory for the intended end use. Dow Corning’s sole warranty is that the product will meet the Dow Corning sales specifications in effect at the time of shipment. Your exclusive remedy for breach of such warranty is limited to refund of purchase price or replacement of any product shown to be other than as warranted. Dow Corning specifically disclaims any other express or implied warranty of fitness for a particular purpose or merchantability. Unless Dow Corning provides you with a specific, duly signed endorsement of fitness for use, Dow Corning disclaims liability for any incidental or consequential damages. Suggestions of use shall not be taken as inducements to infringe any patent.

DAUBERT NOX RUST VCI-1O OIL NOX RUST VCI-lO Oil is a volatile corrosion inhibitive lubricating oil for use in the preservation of ferrous metal parts in enclosed ‘systems. Having combined the protective properties of a preservative oil with those of volatile corrosion inhibitors, VCI-l0 Oil makes possible long term protection against rust within what are termed “closed” systems or voids. PHYSICAL CHARACTERISTICS (Typical Values, Not Specifications) Viscosity @ lOO°F. SUS: 210 Pour Point: -10°F Flash Point: 300°F Specific Gravity: 0.931 Film Thickness @ 77°F: 0.2 mils Coverage: 800 sq ft per gal Volatile: 5% Accelerated Corrosion Test, Humidity JAN—H-792, 100% RH § 1209F: 300 Hours Vapor Phase Protection, MIL-P-46002A Procedure: Pass NOX RUST VCI-l0 Oil is intended for use in the preservation of enclosed systems where the volatile components will provide protection above the oil level. It provides an effective contact preservative oil film. Typical examples of “closed” systems in which VCI-l0 Oil is used to protect metal from damaging rust include: fuel tanks, storage tanks, cylinders, transmissions, metal containers, gear housings, clutch compartments, crank cases, hydraulic and coolant circu1ating systems. Conventional lubricating or preservative oils slushed or fogged into such systemswill drain away from the vertical metal surfaces in about six months, exposing the metal to moisture, condensation and corrosion. While NOX RUST VCI-l0 OIL also drains away, the vaporizing rust inhibitors evolving from the product spread throughout the void or system and neutralize the corrosion-causing tendency of the moisture present in the air. VCI-1O OIL, being highly fortified with contact inhibitors, also protects the metal below the oil level. HOW NOX RUST VCI—10 OIL IS USED

[1] Since drive clutch and steering clutch assemblies are subject to corrosion within their compartments during shipment and storage, this problem was overcome by fogging three ounces of VCI-i0 to the hydraulic test oil. After testing, an additional three ounces are added. [2] Corrosion of hydraulic cylinders can cause leakage. Protection of cylinders and circulating systems is provided by adding 2% VCI-lO to the hydraulic test oil. After testing, an additional three ounces are added. [3] To forestall rust which will foul a diesel injection system, one ounce of VCI—l0 per each 7—1/2 gallons (1 cubic foot) capacity is fogged into the fuel tanks. If tank contains oil or gasoline, one ounce of VCI-l0 is added for each gallon present. [4] To protect crankshaft, bearings, rocker arms and all surfaces normally lubricated by crankcase oil, 1% VCI-1O, by volume, is added to the crankcase oil. [5] To protect upper cylinder walls and valves in diesel or gasoline engines, eight ounces of VCI10 are introduced through the air filterand sucked into the cylinders by turning over the motor with ignition off. [6] For transmissions, 2% VCI-10 is added to the lubricant. The unusual properties of VCI-10 OIL can be used to advantage for winter layaway of farm and road building equipment and for summer storage of school buses, snow plows, etc. It may also be fogged into shipping cases to protect unpainted auto and truck body sections during shipments. NOX RUST VCI-10 OIL can be used full strength in systems with ferrous metals only. Where non-ferrous metals are present, VCI-10 must be diluted to 2% or less, depending on the metals present.

CAUTION: The data, statements and recommendations set fourth in this product information sheet are based on testing, research and other development work which has been carefully conducted by us, and we believe such data, statements and recommendations will serve as reliable guidelines. However, this product is subject to numerable uses under varying conditions over which we have no control, and accordingly, we do NOT warrant that this product is suitable for any particular use. Users are afvised to thest the product in advance to make certain it is suitable for their particular production conditions and particular use or uses. WARRANTY: Daubert Chemical Company, Inc. (“Daubert”) warrants all products manufactured by it to free from defects in material and workmanship. DAUBERT MAKES NO OTHER WARRANTIES WHETHER EXPRESS OR IMPLIED WITH RESPECT TO SUCH PRODUCTS AND ALL OTHER WARRANTIES EXPRESS OR IMPLIED INCLUDING BUT NOT LIMITED TO THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE AND IMPLIED WARRANTIY ARISING FROM A COURSE OF DEALING OR USAGE OF TRADE ARE DISCLAIMED BY DAUBERT. All claims hereunder must be made in writing within30 days after receipt of the products at buyer’s plant and prior to further processing the products of combining them with other materials or products. Daubert’s liability, whether under this warranty of in contract, tort, negligence or otherwise, is limited to the return of the net purchase price paid for any products proven defective or at Daubert’s option to repair or replacement of said products upon their return, transportation prepaid to Daubert. Remedy hereby provided shall be the exclusive and sole remedy of the buyer. Under no circumstances shall Daubert be liable for consequential or incidental damages. No Daubert representative or other person is authorized to change this warranty in any way to assume for Daubert any other liability in connection with the sale or use of its products. Refer to material safety data sheet for health and safety information. Daubert Chemical Company Inc.

4700 S. Central Ave. Chicago, IL 60638

(708) 496-7350

Koenig Engineering Inc Instruction Manual M434 Model KE80-44T-18.5 per 05-0525 SECTION II

INSTALLATION, LUBRICATION, OPERATION & MAINTENANCE OF DELROYD WORM GEAR SPEED REDUCERS

Delroyd Worm Gear 2221 Niagara Falls Blvd. P.O. Box 1032 Niagara Falls N.Y.

TABLE OF CONTENTS TOPIC Installation Lubrication Operation Long Term Storage Maintenance: Disassembly Reassembly Tooth Contact Instructions Lip Seal Inspection/Discussion Replacement of Mechanical Seal Assembly General Safety Instructions Delroyd Worm Gear Assistance

PAGE 3 3 5 6 7 7 8 10 11 11 13 16

INSTALLATION Proper installation is essential for efficient, economical operation and long life. The unit is built for proper operation in the mounting position ordered. Tilted or different mounting positions may require factory installed lubrication provisions. Avoid heavy hammer blows when mounting couplings as this may damage the bearings or spring the shafts. When tight fits are used, the coupling half should be heated in oil to expand the bore. When speed reducers are used as standby equipment, operate them about once a month. Always store reducers indoors in a clean dry location if possible. Standard shop preparation will allow storage under the above conditions for up to six months. Longer storage periods, or outdoor storage requires special preparation at the factory. LUBRICATION This turning gear reducer is shipped from the Delroyd Worm Gear factory without oil. Before operating the reducer, fill to the oil level specified on the reducer outline dimension drawing included with these instructions. Be sure to allow time for the oil to fill all parts of the reducer housing and to reach a stable level. For extreme temperature changes Delroyd Worm Gear recommends MOBIL SHC 634 synthetic oil for use in this reducer. This oil allows use at ambient temperatures of -30 to 140°F (34 to 54° C) and is an ISO 460 grade PAO base synthetic oil. The improved thermal and oxidation stability of this oil means that oil change intervals can be extended to every 8500 hours or more if an oil analysis determines that contamination or oxidation has not occurred. Alternative petroleum base lubricants listed below may be used. BRAND NAME CROSS REFERENCE OF AGMA #7 AND #8 LUBRICANTS* MANUFACTURER COMPOUNDED STEAM CYLINDER OIL AGMA #7C AGMA #8C Amoco Chemical Corp.

Amoco Cylinder Oil # 460

Ashland Oil Inc. Atlantic Richfield Co. British Petroleum Corp. Chevron Oil Co. Citgo Petroleum Corp. Continental Oil Co. Exxon Company, U.S.A. Imperial Oil Ltd. (Canada) Keystone Mobil Oil Corp. Mobil Oil (Canada) Phillips Petroleum Co. Shell Oil Company Shell Oil (Canada) Texaco Inc.

Light Cylinder No product ENERGOL DCC 460 Chevron Cyl. Oil W ISO 460 Citgo Cyl. Oil 400-5 INCA Oil 460 Cylesstic TK 460 Cylesso TK 460 No product 600W Cylinder Oil 600W Cylinder Oil Hector 460S Valvata Oil J 460 Valvata Oil J 460 Vanguard Cylinder Oil 460

Union Oil Co. of California

Union Steaval B110 Union St.A

Amoco Cylinder Oil # 680 No product MODOC 175 ENERGOL DCC 680 Chevron Cyl. Oil W ISO 680 Citgo Cyl. Oil 680-7 INCA Oil 680 Cylesstic TK 680 Cylesso TK 680 Keygear K600 600W Super Cyl. Oil 600W Super Cyl. Oil Hector 630S Valvata Oil J680 Valvata Oil J680 Texaco Honor Cyl. Oil 680 Union Steaval B165

* Includes brands already tested for effectiveness and approved by Delroyd Worm Gear. Contact factory for information on an approvals of brands not listed here.

AMBIENT TEMPERATURE 15° - 60°F 50° - 125°F

AGMA COMP. #7 COMP. #8 COMP.

LOW AMBIENT LUBRICANTS If ambient temperatures below 15°F are expected, a winter lubricant must be selected, since the above AGMA lubricants will solidify and the motion of the gears will channel the solidified oil until no lubricant is present at the gear mesh. The lubricant should be changed back to the heavier oils when the minimum ambient temperature goes above 15°F. FOR AMBIENT TEMPERATURE OF AGMA LUBRICANT 0°F 6 EP -10°F 5 EP -20°F 4 EP -30°F 3 EP Due to the nature of worm gear sliding and rolling action, the above lubricants must be used for worm gearing. Suppliers of industrial lubricants, not service stations, should be contacted to supply suitable lubricants to meet the above AGMA specifications. BASIC TYPE OF OIL MEETING AGMA SPECIFICATIONS LISTED AGMA 8 Comp. - compounded cylinder oil with acidless tallow additives. Approximately 150 SSU viscosity @ 210°F. AGMA 7 Comp. - compounded cylinder oil with acidless tallow additives. Approximately 135 SSU viscosity @ 210°F. AGMA 6 EP - mild EP oil containing lead napthanate additives. Approx. 120 SSU viscosity @ 210°F. AGMA 5 EP - mild EP oil containing lead napthanate additives. Approx. 100 SSU viscosity @ 210°F. AGMA 4 EP - mild EP oil containing lead napthanate additives. Approx. 75 SSU viscosity @ 210°F. AGMA 3 EP - mild EP oil containing lead napthanate additives. Approx. 53 SSU viscosity @ 210°F. The following lubricants should never be used for this type reducer: 1. Ordinary motor oils, no matter what viscosity. 2. Automotive rear-end oils. 3. Greases of any kind. 4. EP oils. Some suppliers may suggest oils with “inactive” sulfur-phosphorous additives instead of the cylinder oils specified here. We do not recommend their use, except in cold weather operation as described above.

Between oil changes: Check oil level periodically when unit is stopped and add oil if necessary. Check that the breather is not clogged. Units in intermittent service, indoors or outdoors, should be checked for water contaminated lubricant on a monthly schedule as follows: 1.

With reducer off, first let the gear box cool to ambient temperature.

2.

Loosen bottom drain plug and drain some lubricant into a small container.

3. 4.

Examine for water or discolored (creamy appearing) lubricant. If present, drain until uncontaminated oil flows out. Refill with recommended lubricant, as required.

If the unit will be idle for any extended time, particularly out-of-doors, rusting of the bearings, gears, and other internal parts must be prevented. We suggest filling the complete reducer with oil which contains a soluble vapor-phase corrosion inhibitor, (such as SHELL VSI circulation oil). Replace the breather with proper size pipe plug, attach breather to unit for future reinstallation. When the unit is returned to service, drain oil and refill with recommended lubricant to proper level. Install breather. Grease Lubricated Bearings: If the unit is equipped with grease lubricated upper bearing then the grease lubricant will need to be maintained. Bearings are packed with NLGI Grade 2 lithium based grease at the factory before shipping. When servicing greased bearings make sure that the fittings are clean and unplugged. Using a manual grease gun, pump 10 to 15 strokes into the grease fitting once per year for normal service. If the reducer is run continuously 24 hrs/day for 6 months or more then we recommend greasing the bearings once every 6 months. We do not recommend using a pneumatic or automatic powered grease gun since high pressure could damage the shaft seal and/or grease retainer. OPERATION Make certain that the reducer is filled with oil before starting, see lubrication instructions. Although the unit has been tested under no-load at the factory, it takes additional hours of running to attain the highest efficiency. If necessary, full load can be applied immediately, but it is better for the ultimate life of the gear to operate the unit initially at one-half load for 20-30 hours and three-quarters load for 20-30 hours, if possible. During the first few minutes of operation, the reducer efficiency will be low due to churning of heavy cold oil. On this initial run, oil temperatures will stabilize at a higher level, efficiency will be lower, and gear noise will be greater than after the gear run-in. Successful operation of worm gearing depends on the ability of the bronze gear to conform to the hardened steel worm. Some initial wear and/or pitting is therefore necessary on the gear tooth to allow the contact to spread across the full face of the gear. Once through the run-in period, the oil temperature rise, noise level, wear and pitting will stabilize and your Delroyd Worm Gear reducer will be operating at peak efficiency. At this point, the oil temperature

in the gear box if operated continuously should stabilize at a maximum of 100°F above the surrounding air temperature when transmitting catalog thermal rating. For example, if the air temperature is 70°F, the oil temperature below the oil level may be 150-160°F, so the unit could be very hot to the touch but still be operating normally. Therefore, to minimize maintenance problems, it is important during operation to: 1.

Keep surrounding air temperature as low as possible.

2.

Shield reducer from external sources of heat such as furnaces or other machinery.

3.

Prevent direct exposure to sunlight unless unit is painted with reflective paints.

4.

Allow movement of artificial or natural air drafts.

5.

If the unit is supplied with a fan, keep fan operating and fan inlet unobstructed.

6.

Keep outside surfaces of the gear box housing free of dust and dirt if possible.

Keeping operating oil temperatures as low as possible will also aid in preventing excessive seal replacements. Lip type oil seals are used on both shafts. The high speed shaft seal has a dust excluding second lip. During initial operation, these seals may heat the shaft considerably and tend to leak slightly until the sealing lip is run-in and properly seated on the shaft. Even after run-in, some seepage of oil through the seal is necessary for proper lubrication of the lip. If the unit is subjected to chemicals or abrasives not compatible with the seal, it is important to provide guards where possible to prevent accumulations at the seal area. To prevent oil leakage, the breather should be checked periodically to be sure it is not clogged and producing internal pressure build-up. LONG TERM STORAGE Problems can start to develop through improper standby and storage of new worm gear reducers awaiting installation or operation. Ambient conditions during long, idle periods will determine necessary measures. To avoid rust and deterioration of seals: 1.

Replace breathers with pipe plugs, wiring the breathers to the unit to prevent loss.

2.

Fill the reducer with recommended lubricant to the proper level and operate once a month for a few minutes, or completely fill the unit, or use desiccants or vapor phase inhibitors.

3.

Cover the reducer with a tarpaulin or plastic cover, leaving openings underneath for ventilation. A heavy, skidded platform with an internally lined wooden box may also be required when storage is in high humidity or seaside areas.

4.

Periodically drain any accumulated water from the bottom of the oil reservoir and replace any desiccants or vapor phase inhibitors.

Occasionally an idle reducer undergoes severe vibration from adjacent operating machinery. Even if the bearings are subjected to only partial load, vibrations can exclude residual oil or grease from under bearing rollers or balls and result in false Brinelling. Immediate failure of the bearing is not a result, but once the bearing is put in operation these pit marks act as stress risers. The fatigue life of the bearing can be reduced to a fraction of the calculated design life. False brinelling can usually be prevented by filling the reducer with oil to cover the bearings completely. This maintains a supply of oil at the contact points of the balls or rollers even under conditions of vibration. MAINTENANCE If the reducer is to be over-hauled, refer to the outline dimension drawing, parts list, and parts drawing included with these instructions. The model, serial #, and ratio should be obtained from the reducer nameplate and the necessary spare parts ordered from the factory. NOTE:

When assembling and disassembling the reducer be sure to refer to the corresponding drawings included with this instruction manual. Numbers in parenthesis reference the part on the assembly drawing. Due to the special nature of the reducer, the assembly drawing may differ slightly from the actual reducer.

Disassembly: (Refer to assembly drawing ) Remove the entire reducer assembly from the driven machine. Drain all oil from the reducer. Remove motor, and couplings from input worm shaft. There are access holes in the motor adapter to allow access to the coupling setscrews. Remove coupling or clutch from output shaft. Note: Be sure to clean, save and record placement of all shims during disassembly to help with the reassemble process. Place the reducer at the work site in an upside down position from it’s normal mounting position. Worm under gear. After match marking, remove bolts and two gear shaft covers and large top cover. Refer to parts drawings included with these instructions. Lift out the bronze wormgear assembly with its shaft and two bearings. If necessary remove backstop clutch assembly as shown on partial assembly drawing. Next , remove the adjacent thrust bearing retainer. By tapping on the end of the worm shaft inside the motor adapter, push the worm shaft along its axis until its bearings are loose enough so that it can be removed from the housing. The worm bearings can then be pressed off the worm from the housing. The worm bearings can then be pressed off the worm shaft. Similarly, the low speed shaft bearings can be pressed off the shaft. The bronze worm gear is a heavy press fit on the shaft and a hydraulic press should be used as follows: 5-10 ton - size 35-50 reducers 10-20 ton - size 60-70 reducers 20-50 ton - size 80-120 reducers

A torch should be used to heat the bronze starting at the outside diameter and ending at the gear hub, to expand the gear slightly while pressing the shaft in the hydraulic press. The low speed shaft and worm shaft bearings can be heated in 280°F maximum oil and assembled or pressed on in a press. If heated, the bearings should be allowed to cool and then checked to be sure they are tight against the bearing shoulder or bearing spacers. Reassembly:

(Refer to assembly drawing)

The reassembly procedure used affects the life expectancy of all rotating parts as well as the quietness of operation. The important procedures are the establishment of the correct axial bearing end play on the worm shafts and gear shaft, with proper contact between worms and gears. Be sure to thoroughly clean all mating surfaces before reinstallation. The following steps should be followed: 1. Install all new bearings/inner races onto the shafts with the proper shims/grease retainers/spacers with the same configuration as when disassembled. Be sure bearings are fully seated against corresponding shoulders. Bearings can be heated in 280° oil bath or bearing heater and pressed on. WARNING: Make sure the thrust bearing is installed with the proper cone and cup arrangement. The cone and cup marked with an etched “A” should be paired together as well as the cone and cup without an etched “A”. Failure to do so will result in improper end play. 2.

Coat worm threads with soft Prussian Blue and install into housing from side opposite the coupling extension. Be sure to gently guide the bearings into their bores. Make sure the bearings are fully seated against their shoulders.

3.

Install bulge cover (6) with gasket onto housing. Do not use silicone sealant on this gasket and cover.

4.

Drop gear shaft assembly (gear shaft, gear, spacers, and bearings into upper housing half.

5.

Install covers onto upper half of housing using the same shims from disassembly and only three bolts at this time.

6.

The end play of the output shaft should now be checked and set. To do this place dial indicator on the housing at a location where the tip of the indicator can contact the end of the output shaft. Push on the end of the output shaft while rotating back and forth slightly to seat the bearings in that direction. Now set the indicator reading to zero. Without disturbing the indicator pull and rotate slightly back and forth the shaft. The maximum indicator reading is the end play. Add or delete shims from either side until the end play is .001" to .002".

7.

Rotate the bronze gear until the contact pattern can be seen. Referring to the page in these instructions titled “Tooth Contact Instructions” adjust until the proper contact is obtained. The contact is adjusted by adding or removing shims from under the covers. The total amount of combined shims on both sides must remain the same in order to maintain the proper end play. Therefore adding .005" shims on one side would require deleting .005" shims on the opposite side.

This would shift the contact pattern to the side the shims were deleted from. Shim sizes are as follows: Yellow shims are .020" thick Blue shims (one side) are .005" thick Aluminum shims (both sides) are .0075" thick If using new gearing follow the “Tooth Contact Instructions” by setting up for “leaving side contact” relative to the direction of rotation. If however the existing gearing is being used the contact should be set to show a full sweep across the face with a “entering side” gap for oil flow. 8.

Remove covers being sure to save shims and record their position.

9.

Place silicone sealant on mating surface of upper housing half and install lower half onto upper half. Install bolts and flip unit over to its normal mounted position.

10.

Reinstall covers placing silicone sealant onto mating surfaces as well as around each bolt circle and around the inside diameter of the shims.

11.

Insert primary worm shaft bearings (42) completely into bores. Install bulge cover onto housing with .032" thick shims (26) as a starting point.

12.

The end play of the primary worm shaft must now be checked. To do this place a dial indicator onto the housing in a convenient location so that the tip of the indicator contacts the input end of the worm shaft. Slightly push and rotate the worm shaft back and forth from the input end, being careful not to touch the dial indicator. Now set the indicator display to zero. Slightly pull and rotate the worm shaft back and forth being careful not to touch the indicator. The maximum indicator reading is the end play. Adding shims will increase the end play and deleting shims will decrease the end play by the amount added or deleted. Adjust end play until indicator reads .003" to .007".

13.

The next step is to install the shaft seals. Before doing so the shaft surfaces where the seals will rub should be carefully inspected for damage. If the shaft is even lightly scratched where the seal lip rubs, a “Speedi-Sleeve” should be purchased and installed. Obtain the size “Speedi-Sleeve” suitable for use with the seal numbers given in the parts list. If the shaft is only slightly grooved, a new seal can be recessed in its cover by 1/16" to 1/8" so that the seal lip will rub on an undamaged part of the shaft. Before putting the seal on the shaft, apply friction or “Scotch” tape over the full length of the keyway. The lip should be coated with a small amount of grease before assembly on the shaft. The metal outside diameter of the seal is a press fit in its cover but, before it is started in its bore, RTV silicone sealant should be applied around the circumference to prevent leakage. Using a suitable size pipe or tubing against the seal, the seal may be pressed or driven into position. Be careful to keep seal square with shaft and avoid striking seal directly since surface could be bent or damaged.

14.

Install low speed shaft seal into cover bore being careful not to rub against key slot..

15.

Install worm shaft seal being careful not to rub against key slot.

16.

Install, with pipe sealant, all pipe plugs.

17.

Rotate the worm shaft by hand to be sure there is backlash (no binding) between worms and gears.

18.

Install backstop assembly per partial assembly drawing and outline drawing. Be careful to orient backstop clutch to allow rotation as shown on outline drawing.

19.

Install motor adapter and coupling. Set coupling to dimension as shown on outline drawing.

20.

Fill reducer with proper lubricant to level shown on outline drawing before running.

TOOTH CONTACT INSTRUCTIONS Worm gears are produced to allow for deflection and provide an entry gap on the “entering side” of the gear tooth. In order to obtain this condition the tooth contact should be set up so that there is “leaving side” contact on the driving face of the gear tooth as shown in Figure 1.

Figure 1 The contact should be checked after the worm and gear have been installed with Prussian Blue coating on the worm threads. Turn worm shaft by hand and observe contact pattern on gear teeth. Interchanging secondary gear shaft shims from one end to the other will shift position of contact and move gear to right or left of worm (entering or leaving side) as required. Shims should not be added or deleted after axial end play is established, but may be shifted from one side to the other. Primary gear contact is adjusted by adding or deleting shims located at primary gear hub on secondary worm shaft and at other end of secondary worm shaft. With the contact on the “leaving side” of the gear tooth, as the worm deflects under load, contact moves toward the center of gear but still maintains some gap for lubricant to enter on the “entering side”. When assembling a worm gear which operates in both directions of rotation, it is necessary to consider both driving faces of gear teeth and aim at contact as shown in Figure 2. Note that both faces of gear teeth have a “leaving side” contact relative to the corresponding direction of rotation.

Figure 2 Lip Seal Inspection/Discussion The careful inspection of lip seals on your worm gear reducer can help to identify problems within the unit. Following are some examples of problems that can be identified by careful inspection of lip seals. 1. Changes in pressure will effect the way the lip seal seats onto the shaft. a. Externally applied pressure will lift the lip off of the shaft slightly, allowing inward leakage of oil from one side to the other. If the oil is clean, no damage will occur. A drop in pressure will allow the garter spring and lip to return to normal position. Lip seals typically do not resist external pressure. b. Internal pressure (from inside the reducer) will push the lip down tighter onto the shaft. Higher internal pressure will typically result in the entire seal sliding outward. In extreme cases, the seal can slide completely out of the bore in the cover that it was pressed into. 2. If improperly installed, the seal can get caught while attempting to slide it over a shoulder or chamfer on the shaft. If the lip is turned under, this is a sign that the seal was installed improperly and not a result of high pressure. The seal will leak under these conditions and must be replaced. Visible inspection of the outboard side of a good seal should show the outer lip very close to or touching the shaft uniformly and evenly all the way around. A turned under lip will usually bulge out, lifting the outer lip locally part of the way around the shaft. Replacement of Mechanical Seal Assembly For all units refer to the generic Mechanical Seal Assembly Drawing included in this manual. The following procedure should be used as a guide to replace the mechanical seal assembly on the closed end of the output shaft of your worm gear reducer: 1. Drain the oil from the reducer to a level below the output shaft bearings. 2. Remove any plumbing attached to the seal plate. 3. Remove the fasteners, lock washers, and seal plate from the reducer. The mechanical seal is pressed into the seal plate and comes off with the seal plate when it is removed. Inspect the area of the reducer around the now exposed end of the output shaft to insure that no pieces of the mechanical seal have remained on the shaft, or fallen into the reducer. If so, remove them.

4. Remove the shims between the seal plate and the bearing retainer. If the shims are not damaged during disassembly they may be re-used. If the shims are damaged, remove any remnants from the bearing retainer and make a note of the stack-up. Shims are color coded for size. The shim that is blue on one side is 0.005” thick and the shim that is silver on both sides is 0.007” thick. 5. Clean the mating surfaces of the new seal plate and bearing retainer. Replace the shim pack with reused or new shims. Using a depth micrometer, verify the “Working Length At Assembly” dimension indicated on the reducer Outline drawing. Adjust the shims to achieve the proper dimension with a tolerance of ± 0.003”. Apply a small bead of RTV sealant to the seal plate at the inside corner just inside the bolt circle. Slide the replacement seal plate assembly with seal straight inwards over the studs and against the shims. Tighten the nuts evenly all around. Once the seal is in place, look through the oil supply port and verify that the seal is seated evenly against its locating shoulder. This can be done by looking all the way around the end of the output shaft and making sure the seal is even all the way around. Replace the plumbing and refill the reducer with oil to the proper level.

GENERAL SAFETY INSTRUCTIONS Read before installing, operating, or maintaining Delroyd Worm Gear reducers. WARNING: INSTALL, OPERATE AND MAINTAIN Delroyd Worm Gear EQUIPMENT ONLY IN ACCORDANCE WITH THE FOLLOWING INSTRUCTIONS, AND Delroyd Worm Gear CATALOGS AND INSTRUCTION BOOKS. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN SEVERE BODILY INJURY AND PROPERTY DAMAGE. CONTACT Delroyd Worm Gear TO GET CATALOGS AND INSTRUCTION BOOKS. All catalog information, warning tags, these instructions, all special or general instruction manuals, parts lists, maintenance instructions, and drawings must be kept with the reducer. Selection Responsibility 1.

Delroyd Worm Gear customers are responsible for selecting the proper reducers.

2.

Delroyd Worm Gear customers must select reducers that can be used in accordance with Delroyd Worm Gear criteria concerning transmitted horsepower, speed, applied external loads, applied axial thrust loads and applicable service factors. Use of Delroyd Worm Gear reducers must conform to all such criteria.

3.

Customers requesting recommendations from Delroyd Worm Gear concerning reducer selection must provide accurate and complete information concerning all operation variables that may be encountered in the proposed reducer application. Such variables include but are not limited to loads, speeds, shock, ambient temperature and published Delroyd Worm Gear service factors.

Reducer compatibility with the drive system 1.

When selecting a reducer, the customer must analyze the motor, reducer, driven machine, and all connecting parts for compatibility, critical speeds, torsional or other vibrations and other applicable forces during all modes of operation.

2.

The customer should request Delroyd Worm Gear assistance in selecting a reducer if conditions such as overloads during starting, momentary peak or stalling loads, high inertia starting or stopping systems, reversing direction of rotation, over running operation, corrosive or dusty atmospheres or ambient temperatures under 20°F or over 100°F might be encountered.

3.

When selecting a motor for a Delroyd Worm Gear reducer, NEMA (National Electrical Manufacturers Association) Standards Publication MG2 d(Safety standards for construction & guide for selection, installation and use of fractional and integral horsepower motors and generators) must be obtained and studied. Electrical and other motor hazards should be considered. In all instances the motor manufacturer’s instructions should be followed carefully. Such instructions must be obtained from the motor manufacturer directly or through Delroyd Worm Gear.

Upon receipt of shipment 1.

Examine the equipment for damage and corrosion. Report any discrepancy to the shipper, and to Delroyd Worm Gear for replacement or repair.

2.

Examine the reducer nameplate and motor nameplate (if a motor is supplied) to be sure the proper equipment had been received.

3.

Do not remove these nameplates. They are provided to identify the model number, size and serial number so that Delroyd Worm Gear can supply the proper spare or replacement parts to you or any subsequent owner. The information on the nameplates also enables the user to check manufacturer’s publications for instructions concerning proper application, installation, operation, and maintenance of reducers and motors.

4.

Study and retain all warning tags, instruction, parts lists and parts drawings received with the shipment or sent separately.

Installation 1.

Follow Delroyd Worm Gear installation instructions and the instructions of the motor manufacturer.

2.

Provide proper OSHA conforming safety guards for couplings, exposed rotating shafts, belts and chains on your Delroyd Worm Gear reducer.

3.

Lifting eyebolts or other lifting devices supplied with the reducer are designed for raising the reducer only. They should not be used to lift the reducer plus other components, and should be removed after installing the reducer.

4.

All Delroyd Worm Gear reducers are shipped without oil. Add oil to proper oil level before starting. Allow sufficient time for the oil to fill all parts of the reservoir and recheck the level.

Before first starting the reducer 1.

Disconnect the reducer from its driving motor and check motor rotation. Reverse motor rotation if necessary and reconnect the reducer.

2.

Rotate the motor and reducer by hand to be sure all components turn freely.

3.

Replace all safety guards.

4.

Review reducer operating instructions, lubrication schedules, and maintenance schedules.

5.

Review motor manufacturer’s operating instructions.

Fan precautions Most Delroyd Worm Gear reducers are equipped with a fan for cooling the reducer. This fan is guarded, but must have inlet and outlet air openings to provide the necessary air movement. To avoid severe bodily injury or property damage: 1.

Do not remove the fan guard or insert fingers or other objects into the air openings when the reducer is operating.

2.

Shut down and lock out the motor driving the reducer before the fan or fan guard is removed or in any way adjusted.

Inspections As with all mechanical equipment, a program of regular inspection is important to prolong equipment life and to safeguard people and property. 1.

Periodic inspection of the reducer must be made every 2,000 hours of operation or every six months, whichever comes first.

2.

The above inspection must also be conducted after each time the reducer has been subjected to any overload, or stall condition or loss of lubricant.

3.

Reducer parts that are damaged or worn, or the presence of contaminants (such as water, dirt, bronze or steel particles) in drainage oil could indicate impending failure. An increase in noise, a drastic increase in backlash, an increase in motor HP required, or other erratic behavior of the reducer could indicate impending failure.

4.

If any of the above conditions are observed, the reducer should be immediately taken out of service until the cause of the condition is determined and corrections made.

Maintenance of Delroyd Worm Gear reducers 1.

Care should be exercised when draining oil during lubricant replacement. Oil temperatures of 180°F to 200°F can normally be expected and severe burns could result if oil contacts personnel or their clothing.

2.

Before beginning removal or disassembly of any part of your Delroyd Worm Gear reducer for maintenance or inspection, lock out the driving motor control panel to prevent inadvertent starting and disconnect the driven load.

3.

Repairs can be done by Delroyd Worm Gear using factory stocked or manufactured parts if the reducer can be returned to our plant in Niagara Falls, NY. If repairs are done elsewhere, all instruction book adjustments must be followed and Delroyd Worm Gear manufactured parts must be used.

4.

The motor manufacturer’s instructions should be followed carefully in performing motor maintenance.

Koenig Engineering Inc Instruction Manual M434 Model KE80-44T-18.5 per 05-0525 SECTION III

DriveIT Low Voltage Motors for Hazardous Areas Manual for M3000 Range

Installation, operation and maintenance manual GB 2 .......................................................................

Montage-, Betriebs- und Wartungsanleitung DE 16 .......................................................................

Manual d’installation, d’exploitation et de maintenance

FR 31

.......................................................................

Manual de instalación, utilización y mantenimiento ES 46 .......................................................................

Manuale d’installazione, funzionamento e manutenzione IT 60 .......................................................................

Installations-, drifts- och underhållsmanual SE 74 .......................................................................

Asennus-, käyttö- ja kunnossapito-opas .......................................................................

FI

88

Installation, operation and maintenance manual

List of Contents 1. General

3

2. Installation

4

3. Operating

9

4. Maintenance

9

5. Environmental Requirements

13

6. Motor trouble shooting chart

14

2

Low Voltage Motors / Manual for Ex-motors 01-2003

1. General NOTE These instructions must be followed to ensure safe and proper installation, operation and maintenance of the motor. They should be brought to the attention of anyone who installs, operates or maintains the motor or associated equipment. Ignoring these instructions may invalidate all applicable warranties. WARNING Motors for hazardous areas are specially designed to comply with official regulations concerning the risk of explosion. The realiability of these motors may be impaired if they are used improperly, badly connected, or altered in any way no matter how minor. Standards relating to the connection and use of electrical apparatus in hazardous areas must be taken into consideration, especially the national standards for installation in the country where the motors are being used. Only trained personnel familiar with these standards should handle this type of apparatus.

Declaration of Conformity All ABB motors comply with: The Low Voltage Directive 73/23/EEC amended by Directive 93/68/EEC EMC Directive 89/336/EEC, amended by 92/31/EEC, and 93/68/EEC. Declaration of Incorporation with respect to the Machinery Directive 89/392/EEC, amended by 91/368/EEC, 93/44/EEC and 93/68/EEC.

Conformity As well as conforming to the standards relating to mechanical and electrical characteristics, motors designed for explosive atmospheres must also conform to the following European standards: EN 50014;

General standard concerning explosion proof material. EN 50018; Std. concerning EEx d protection EN 50019; Std. concerning EEx e protection EN 50021; Std. concerning EEx nA protection IEC 60079-15; Std. concerning Ex nA protection BS 5000:16; Std. concerning Ex N protection EN 50281-1-1 Std. concerning Dust Ignition Protection ABB LV motors (valid only for group II) can be installed in areas corresponding to following marking: Zone 1 2 21 22

Category or Marking Category 2 or EEx d, EEx de, EEx e Category 3 or Ex nA, Ex N, EEx nA Category 2 or DIP, IP 65 Category 3 or DIP, IP 55 (non conductive dust)

Atmosphere; G – explosive atmosphere caused by gases D – explosive atmosphere caused by dust

Prior checking Users should check all information quoted in the standard technical information in conjuction with data concerning standards on explosion-proofing, such as:

a) Gas group ABB motors with a CE-mark on the rating plate comply with the ATEX Directive 94/9/EC.

Industry

Gas group

Gas type (examples)

Validity

Explosive atmospheres other than mines

IIA IIB IIC

Propane Ethylene Hydrogen/Acetylene

These instructions are valid for the following ABB electrical motor types, when used in explosive atmospheres.

b) Marking temperature

Non-sparking Ex nA, Ex N, EEx nA series M2A*/M3A*, sizes 90 to 280 series M2B*/M3G*, sizes 71 to 400 Increased safety EEx e series M2A*/M3A*, sizes 90 to 250 series M2B*/M3H*, sizes 80 to 400 Flameproof enclosure EEx d, EEx de series M2J*/M3J*, M2K*/M3K*, sizes 80 to 400 Dust Ignition Protection (DIP) Motors series M2A*/M3A*, sizes 90 to 280 series M2B*/M3G*, sizes 71 to 355 (Additional information may be required by ABB to decided on the suitability for some machine types used in special applications or with special design modifications.)


Temperature class

T1

Max. temperature °C

450 300 200 135 100 85

T2

T3

T4

T5

125

Max. temperature rise of surface K

155 155 155 90

80

55

T6 T125°C 40

It should be noted that the motors are certified and classified according to their group. This is determined by reference to the ambient gas or dust atmosphere and by the marking temperature, calculated as a function of the ambient temperature of 40°C. If the motor is to be installed in higher ambient temperatures than 40°C, please consult ABB for new rating data and test reports at the required ambient temperature. The ambient temperature must not be less than -20°C. If lower temperatures are expected, please consult ABB. 3

2. Installation Putting into service (starting) Reception check

If the reference resistance value is not attained, the winding is too damp and must be oven dried. Oven temperature should be 90°C for 12-16 hours followed by 105°C for 6-8 hours.

Immediately upon receipt check the motor for external damage and if found, inform the forwarding agent without delay.

Drain hole plugs, if fitted, must be removed and closing valves, if fitted, must be opened during heating. After heating, make sure the plugs are refitted.

Check all rating plate data, especially voltage, winding connection (star or delta), category, type of protection and temperature marking. The type of bearing is specified on the rating plate of all motors except the smallest frame sizes.

Windings drenched in seawater normally need to be rewound.

Remove transport locking if employed. Turn shaft by hand to check free rotation. Do not exceed permissible loading values of bearings stated in the product catalogues. Motors equipped with roller bearings: Running the motor with no radial force applied to the shaft may damage the roller bearing. Motors equipped with angular contact bearing: Running the motor with no axial force applied in the right direction to the shaft may damage the angular contact bearing. The type of bearing is specified on the rating plate. Motors equipped with regreasing nipples: When starting the motor for the first time, or after the motor has been stored for a long time, the specified grease must be injected until grease is forced out from the grease outlet. For details see section “Manual lubrication” on page 10.

Insulation resistance check Measure insulation resistance before commissioning and when winding dampness is suspected. WARNING Disconnect and lock out before working on the motor or the driven equipment. Ensure no explosive atmosphere is present while executing insulation resistance check procedures. Resistance, measured at 25°C, shall exceed the reference value, i.e. 10 M ohm (measured with 500 V dc Megger) WARNING The windings should be discharged immediately after measurement to avoid risk of electric shock. Insulation resistance reference value is halved for each 20°C rise in ambient temperature.

4

Direct-on-line or star/delta starting The terminal box on standard single speed motors normally contains six winding terminals and at least one earth terminal. For two-speed and special motors, the supply connection must follow the instructions inside the terminal box. Earthing must be carried out according to local regulations before the machine is connected to the supply voltage. The voltage and connection are stamped on the rating plate. Direct-on-line starting (DOL): Y or D winding connections may be used. E.g. 690 VY, 400 VD indicates Y-connection for 690 V and D-connection for 400 V. Star/Delta starting (Y/D): The supply voltage must be equal to the rated voltage of the motor when using a D-connection. Remove all connection links from the terminal block. For increased safety, only direct-on-line starting of motors is normally allowed. If star-delta starting is required, please consult ABB. Other starting methods and severe starting conditions: In case other starting methods are used, such as a soft starter, or if starting conditions are particularly difficult, please consult ABB first.

Terminals and direction of rotation The shaft rotates clockwise when viewing the shaft face at the motor drive end, and the line phase sequence - L1, L2, L3 - is connected to the terminals as shown in figure 1. To alter the direction of rotation, interchange any two connections on the line cables. If the motor has a uni-directional fan, ensure that it rotates in the same direction as the arrow marked on the motor.


Handling Storage The motor should always be stored indoors, in dry, vibration free and dust free conditions. Unprotected machined surfaces (shaft-ends and flanges) should be treated against corrosion. It is recommended that shafts are rotated periodically by hand to prevent grease migration. Anti condensation heaters, if fitted, should be used.

Transportation Motors fitted with cylindrical-roller and/or angular contact bearings must be fitted with locking devices during transport.

Frame size

Aluminium* Weight kg

Cast iron Weight kg

Flameproof Weight kg

71 80 90 100 112 132 160 180 200 225 250 280 315 355 400

8 12 17 25 36 63 110 160 220 295 370 405 -

13 20 30 40 50 90 175 250 310 400 550 800 1300 2500 3500

24 37 48 52 99 180 250 350 450 550 800 1300 2500 3500

* If the motor is equipped with brake and/or separate fan ask ABB for the weight.

Installation Lifting Lift the motor using the lifting lugs only, unless the lifting instruction state a different method can be used. Motors with the same frame may have a different center of gravity because of different output, mounting arrangements and auxiliary equipment.

All rating plate values relating to certification must be carefully checked, to ensure that the motor protection, atmosphere and zone are compatible.

Damaged lifting eyes must not be used. Check that eyebolts or integrated lifting lugs are undamaged before lifting.

Standards EN 1127-1 (Explosion prevention and protection) and EN 50281-1-2 (Electrical apparatus for use in the presence of combustible dust) must be respected. Special attention should be paid to dust ignition temperature and dust layer thickness in relation to the motor’s temperature marking.

Lifting eyebolts must be tightened before lifting. If needed the position of the eyebolt can be adjusted using suitable washers as spacers.

When fitted in a vertical position with the shaft pointing downwards, the motor must have a protective cover against falling objects and fluid.

Ensure that proper lifting equipment is used and that the sizes of the hooks are suitable for the lifting lugs.

Ensure that the motor protection corresponds to the environment and weather conditions; e.g. make sure that water cannot enter the terminal box.

Care must be taken not to damage auxiliary equipment and cables attached to the motor.

Machine weights The total machine weight can vary within the same frame size (center height) depending on different output, mounting arrangement and added features. The following table shows estimated maximum weights for machines in their basic versions as a function of frame material. The actual weight of all ABB’s motors, except the smallest frame sizes is shown on the rating plate.

The earth terminal on the frame has to be connected to PE (protective earth) with a cable as shown in Table 3 of EN 50014. The cable connection between the network and motor terminals must fulfil the requirements stated in the country standards for installation or in the standard EN 60204-1 according to the rated current indicated on the rating plate. Motors are intended for fixed installation only. In other cases ensure only certified cable glands for increased safety and flameproof motors are used. For non-sparking motors, cable glands should comply with EN 50014. The IP-class of the cable gland should be at least same as the motor protection. NOTE! Cables should be mechanically protected and clamped close to terminal box to fulfil requirements of EN 50014 and local installation standards (e.g. NFC 15100).


5

Cooling Check that the motor has sufficient airflow. Ensure that no nearby equipment, surfaces, or direct sunshine radiate additional heat to the motor. For EEx d / EEx de motors especially of the surface temperature classes T5 and T6 with flange mounting (B5, B35, V1...), make sure that the construction allows sufficient air flow on the outer surface of the flange. For more information about higher ambient temperatures and cooling, see ABB’s publication “The Motor Guide” or contact your local Sales Office.

Foundation The purchaser bears full responsibility for preparation of the foundation.

Flameproof motors Drain plugs, if requested, are located at the lower part of the end shields in order to allow condensation to escape from the motor. Periodically turn the knurled head of the drain plug in order to prevent jamming. This operation must be done when the motor is at a standstill and has been made safe to work on. The regularity of checks depends on the humidity of the ambient air, and on the local weather conditions. This can initially be determined experimentally and must then be strictly adhered to.

Metal foundations should be painted to avoid corrosion.

Dust Ignition Protection Motors The drain holes must be closed on all dust ignition protection motors.

Foundations must be even, and sufficiently rigid to withstand possible short circuit forces. They must be dimensioned to avoid vibration caused by resonance.

Motor protection against overload and stalling

Foundation studs Bolt the foundation studs to the feet of the motor and place a 1-to-2 mm shim between the stud and the feet. Align the motor using appropriate means. Check the alignment, drill locating holes and grout the locating pins into position with concrete.

For increased safety motors (EEx e) the maximum tripping time of protective devices must not be longer than the time tE stamped on the motor rating plate. A line sensitive device should be used to protect the Exmotor and DIP motors against overload and motor stalling. Such devices should have good reliability and a tripping time accurate to ±20%.

Bearings Alignment Correct alignment is essential to avoid bearing failures, vibrations and possible fractured shaft extensions.

Slide rails and belt drives

Special care should be taken with the bearings. These must be removed using pullers and fitted by heating or using of special tools for the purpose. A separate instruction leaflet, available from ABB Sales Offices, gives details on how to replace bearings.

• Fasten the motor to the slide rails as shown in figure 2.

• Place the slide rails horizontally on the same level. • Check that the motor shaft is parallel with the drive shaft.

• Belts must be tensioned according to the supplier’s instructions. WARNING Excessive belt tension will damage bearings and can cause shaft breakage. Do not exceed the maximum belt forces (i.e. radial bearing loading) stated in the relevant product catalogues.

Motors with drain plugs for condensation

Special recommendations apply when changing the bearings on DIP motors (as the seals should be changed at the same time)

Fitting coupling halves and pulleys Coupling halves and pulleys must be fitted using suitable equipment and tools that do not damage the bearings and seals. Never fit a coupling half or pulley by hammering it into place or remove it using a lever pressed against the body of the motor. Mounting accuracy of coupling half: check that the clearance b is less than 0.05 mm and that the difference a1 to a2 is also less than 0.05 mm. See figure 3.

Non-sparking & Increased safety motors Check that open drain holes face downwards when the mounting orientation differs from standard horizontal mounting. Motors with sealable plastic drain plugs are delivered with these in the closed position in aluminium motors and in the open position in cast iron motors. In very dusty environments, all drain holes should be closed.

6


Connection In addition to the main winding and earthing terminals, the terminal box can also contain connections for thermistors, stationary heating elements, or PT 100 resistance elements. WARNING Voltage may be connected at standstill inside the terminal box for heating elements or direct winding heating. Connection diagrams for auxiliary elements and connection parts can be found inside the terminal box cover. Approved connectors must be used to connect the auxiliary elements. Thermistor relays, like other switches and relays, must be placed outside the explosion hazard zone.

Non-sparking & increased safety motors

The type and dimensions of the cable gland must conform to the type and section of the cable. The degree of protection and diameter are specified in the documents relating to the cable gland. When closing the terminal box cover ensure that no dust has settled on the surface gaps. Clean and grease the surface to ensure easy dismantling in the future.

EEx de-motors/M2KA/M3KP In an EEx de motor, the terminal box connection is defined by very precise norms. The letter ‘e’ or ‘box EEx e’ is written on one part of the box. The cable gland must be of an approved design. The type and dimensions of the cable gland must conform to the type and section of the cable. The degree of protection and diameter are specified in the documents relating to the cable gland.

Standard motors have the terminal box fitted on the top and cable entry possibilities on both sides. A full description is contained in the product catalogues.

Please ensure that assembly of the terminal connection is carried out precisely in the order that is set out in the assembly plan, which is found inside the terminal box.

Unused cable entries must be closed with appropriate (certified for EEx e) plugs and with same IP protection as stamped on the rating plate.

The creepage distance and clearance must be conform to EN 50019.

Flameproof motors There are two different types of protection for the terminal box: - EEx d for M2JA/M3JP-motors - EEx de for M2KA/M3KP-motors

The seals of the terminal box must be placed correctly in the slots provided, to ensure complete air tightness. A leak could lead to penetration of dust or water, creating a risk of flashover to live elements.

Dust Ignition Proof motors

Unused cable entries must be closed with certified plugs and the same IP protection as stamped on the rating plate.

EEx d-motors/M2JA/M3JP In an EEx d motor, the connection to the terminal box is standard, but care must be taken by using the following criteria when selecting the cable gland. The cable gland must be of an approved design and have at least the same protection as the motor. It should be remembered that some cable glands are approved for a maximum amount of free space in the terminal box. The amount of free space for the range is listed below for reference. Motor type M2JA

Terminal box free space

Motor type M3JP

Terminal box free space

80 - 132 160 - 180 200 - 250 280 - 315 355 - 400

1.45 - 1.7 dm3 3 dm3 8.5 dm3 15 dm3 79 dm3

80 -132 160 - 180 200 - 250 280 - 315 355 - 400

1.45 - 1.7 dm3 5.2 dm3 10.5 dm3 24 dm3 79 dm3


Standard motors have the terminal box fitted on the top with cable entry possible from both sides. A full description is contained in the product catalogues. Unused cable entries must be closed with appropriate plugs according to EN 50014. The IP degree of protection must be the same as for the terminal box. Cable glands must have at least the same IP protection as the motor. When closing the terminal box cover ensure that no dust has settled on the surface gaps and check that the seal is in good shape – if not it has to be replaced with one with the same material properties. WARNING Do not open the motor nor the terminal box while the motor is still warm and energised, when explosive atmosphere is present.

7

Balancing The motor’s rotor is dynamically balanced. As standard, balancing has been carried out using half key, and the shaft is marked with a RED tape, with the text “Balanced with half key”. To avoid vibration, the coupling-half or pulley must be balanced with a half key after the keyway has been machined. When balancing with full key, the shaft is marked with a YELLOW tape, with the text “Balanced with full key”. In case of balancing without key, the shaft is marked with a BLUE tape, with the text “Balanced without key”.

Special instructions for motors with a frequency converter ABB motors with protection types EEx d, EEx de, EEx e (on request) and Ex nA/Ex N or EEx nA are certified for use with variable speed drives. The use of a motor with a frequency converter must be studied in advance. Check that the motor fulfils the specifications. The maximum loadability (T = f(N)) of the motor, rotational speed area, frequency and the type or characteristics of the converter are shown by an additional rating plate or by a test report delivered with the motor. Winding and bearing insulation of a motor in variable speed drive use and the filters of the drive must be chosen according to the instruction “Selection rules for VSD applications/Insulation” (3GZF500930-2) and “Instructions for selection of Ex-motors for VSD” (3GZF500930-4).

The motor cable must be symmetric and shielded. The motor must be grounded and connected according to the manual “Grounding and cabling of the drive system”. The shield must be connected to both motor frame and the inverter PE-terminal, cable glands providing 360° bonding (also called EMC glands). Bearing voltages and currents (sparks) must be avoided in all Ex-motors. To prevent sparking and high frequency bearing current flows as a minimum a dU/dt filter must be used at the converter output when the nominal voltage of the motor is higher than 600 V. More information about the filters at the instruction “Selection rules for VSD applications/Insulation” (3GZF500930-2). Ex-motors in IEC frame size 280-400 shall be equipped with insulation bearings in N-end (non-drive end). The insulation method is indicated on the motor rating plate, e.g. “INSULATED BEARING IN N-END”.

Connection In frequency converter applications, motor frame external earthing must be used for equalising the potential between the motor frame and the driven machine, unless the two machines are mounted on the same metallic base. See manual “Grounding and cabling of the drive system” (3AFY61201998). When the motor and the gearbox are mounted on a common steel fundament, no potential equalisation is required.

Potential equalisation

U1 PE

Plate/strip

V1 3~M

> 150 mm

0.75 mm 70 mm

Flameproof motors EEx d(e) operating with a frequency converter must be fitted with passive thermal protection (thermistors, PT100). For non-sparking motors Ex nA/Ex N or EEx nA such protection is recommended. The converter must be capable of processing this information.

Bearing currents with frequency converter drives The operation of a frequency converter induces additional high frequency shaft voltages, which can cause sparking and high frequency current flow through the motor bearings.

8

Cables/wires

W1

Driven machinery

min 50 mm

2

To comply with EMC-requirements, use only cables and connectors approved for this purpose. (See instruction for frequency converters). NOTE! The oscillating frequencies of common mode currents are very high, from 10 kHz to 1 MHz depending on the actual drive set-up. Therefore, special attention should be paid to the hf-impedance of the potential equalising lead. A flat wound copper conductor or flat copper bar is strongly recommended. The conductor length should be as short as possible.


3. Operating

4. Maintenance WARNING Standards relating to connection and use of electrical apparatus in hazardous areas must be taken into consideration. Only fully trained personnel competent with these standards must handle this type of apparatus.

Use WARNING Disconnect and lock out before working on the motor or the driven equipment. Ensure no explosive atmosphere is present while the work is in progress. The motors are designed for the following environmental conditions: Normal ambient temperature limits are -20°C to +40°C. Maximum altitude 1000 m above sea level. If these limits are exceeded, all motor data and construction data must be checked to equalise the surface temperature with the temperature class according to the ignition temperature of any gases or dust. Please contact ABB for further information. Particular attention must be paid to corrosive atmospheres when using flameproof motors; ensure that the paint protection is suitable for the ambient conditions as corrosion can damage the explosion-proof enclosure.

Depending on the nature of the work in question, disconnect and lock out before working on motor or driven equipment. Ensure no explosive gas or dust is present while work is in progress.

General inspection 1.

2.

3.

Safety considerations The motor is intended for installation and use by qualified personnel, familiar with health and safety requirements and national legislation. Safety equipment necessary for the prevention of accidents at the installation and operating site must be provided in accordance with local regulations. WARNING Small motors with supply current directly switched by thermally sensitive switches can start automatically.

Points to observe 1. 2. 3. 4.

Do not step on the motor. The temperature of the outer casing of the motor may be hot to the touch during normal operation. Some special motor applications require special instructions (e.g. using frequency converter supplies). Lifting lugs must only be used for lifting the motor itself. They must not be used to lift the motor when it is attached to other equipment.


4. 5.

Inspect the motor at regular intervals. The frequency of checks depends on the humidity level of the ambient air, and on the local weather conditions. This can initially be determined experimentally and must then be strictly adhered to. Keep the motor clean and ensure free ventilation airflow. If the motor is used in a dusty environment, the ventilation system must be regularly checked and cleaned. For DIP motors respect the environment specifications stated in standard EN 50281-1-2. Check the condition of shaft seals (e.g. V-ring or radial seal) and replace if necessary. For DIP motors the shaft seals should be changed at least once a year depending of environment conditions as mentioned above (1). Check the condition of connections and mounting and assembly bolts. Check the bearing condition by listening for any unusual noise, vibration measurement, bearing temperature, inspection of spent grease or SPM bearing monitoring.

When signs of wear are noticed, dismantle the motor, check the parts and replace if necessary. When bearings are changed on DIP motors, replacement bearings must be of the same type as those originally fitted. The shaft seals have to be replaced with seals of same quality and characteristics as the original ones when changing bearings. For flameproof motors, periodically turn the knurled head of the drain plug, if equipped, in order to prevent jamming. This operation must be done when the motor is at standstill. The frequency of checks depends on the humidity level of the ambient air, and on the local weather conditions. This can initially be determined experimentally and must then be strictly adhered to.

9

Lubrication

The grease outlet plug must be removed permanently with automatic lubrication.

WARNING Beware of all rotating parts. WARNING Grease can cause skin irritation and eye inflammation. Follow all safety precautions specified by the manufacturer. Bearing types are specified in the respective product catalogues and on the rating plate of all our motors except smaller frame sizes. Motors with permanently greased bearings Bearings are usually permanently greased bearings of either 1Z or 2Z types. As a guide, adequate lubrication for sizes up to 180 can be achieved for the following duration, according to L1 (i.e. that 99 % of the motors are sure to make the interval time) at ambient temperature of 25°C. For duties with ambient temperatures higher than 25°C, see the respective product catalogue. Frame size 90-112 132 132 160 160 180 180

Poles 2-8 2 4-8 2 4-8 2 4-8

Duty hours 40 000 31 000 40 000 23 000 40 000 19 000 40 000

Depending on application and load conditions, see applicable product catalogue. Hours of operation for vertical motors are half of the above values.

Motors with regreasing nipples Lubrication information plate and general lubrication advice

ABB policy is to have reliability as a vital issue in bearing lubrication intervals. That is why we follow the L1-principle. Manual lubrication Regreasing while motor is running - Remove grease outlet plug or open closing valve if fitted. - Be sure that the lubrication channel is open - Inject the specified amount of grease into the bearing. - Let the motor run 1-2 hours to ensure that all excess grease is forced out of the bearing. Close the grease outlet plug if fitted. Regreasing while motor is at a standstill Regrease motors while running. If this is not possible, lubrication can be carried out while the machine is at a standstill. - In this case, use only half the quantity of grease, then run the motor for a few minutes at full speed. - When the motor has stopped, press the rest of the specified amount of grease into the bearing. - After 1-2 running hours close the grease outlet plug or closing valve if fitted. Automatic lubrication The grease outlet plug must be removed permanently with automatic lubrication or open closing valve if fitted. Some motors may be equipped with a collector for old grease. Follow the special instructions given for the equipment. We recommend only the use of electromechanical systems. Contact your local ABB Sales Office. The amount of grease per each lubrication interval stated in the table should be doubled if an automatic regreasing system is used. When 2-pole motors are automatically regreased, the note about lubricant recommendations for 2-pole motors in the chapter on Lubricants should be followed.

If the machine is fitted with a lubrication information plate, follow the given values. On the lubrication information plate, greasing intervals regarding mounting, ambient temperature and rotational speed can be defined.

10


Lubrication intervals and amounts Frame size

Amount 3600 3000 of grease r/min r/min g/bearing

1800 r/min

1500 r/min

Lubricants 1000 r/min

500-900 r/min

112 132 160 180 200 225 250 280 315 355 400 400

Ball bearings Lubrication intervals in duty hours 10 10000 13000 18000 21000 15 9000 11000 17000 19000 25 7000 9500 14000 17000 30 6000 8000 13500 16000 40 4000 6000 11000 13000 50 3000 5000 10000 12500 60 2500 4000 9000 11500 70 20001) 35001) 8000 10500 1) 1) 6500 8500 90 1) 1) 120 4200 6000 1) 1) 120 4200 6000 1) 1) M3BP 130 2800 4600

25000 23000 21000 20000 17000 16500 15000 14000 12500 10000 10000 8400

28000 26500 24000 23000 21000 20000 18000 17000 16000 13000 13000 12000

160 180 200 225 250 280 315 355 400 400

Roller bearings Lubrication intervals in duty hours 25 3500 4500 7000 8500 30 3000 4000 7000 8000 40 2000 3000 5500 6500 50 1500 2500 5000 6000 60 1300 2200 4500 5700 70 10001) 20001) 4000 5300 1) 1) 90 3300 4300 1) 1) 2000 3000 120 1) 1) 120 2000 3000 1) 1) M3BP 130 1400 2300

10500 10000 8500 8000 7500 7000 6000 5000 5000 4200

12000 11500 10500 10000 9000 8500 8000 6500 6500 6000

WARNING Do not mix different types of grease. Incompatible lubricants may cause bearing damage. When regreasing, use only special ball bearing grease with the following properties: - good quality grease with lithium complex soap and with mineral- or PAO-oil - base oil viscosity 70-160 cST at 40°C - consistency NLGI grade 1.5 - 3 *) - temperature range -30°C - +140°C, continuously. *) For vertical mounted motors or in hot conditions a stiffer end of scale is recommended. Grease with the correct properties is available from all the major lubricant manufacturers. Admixtures are recommended, but a written guarantee must be obtained from the lubricant manufacturer especially concerning EP admixtures, that admixtures do not damage bearings or the properties of lubricants at the operating temperature range.

1)

Values for IEC sizes 280 to 400 in certain motor types (3600 and 3000 r/min), please see the next page.

Factors influencing the lubrication intervals Lubrication intervals for vertical machines are half of the above values. The lubrication intervals are based on bearing operating temperature 80°C (ambient temperature +25°). Note! An increase in the ambient temperature raises the temperature of the bearings correspondingly. The values should be halved for 15°C increase in bearing temperature and may be doubled for 15°C decrease in bearing temperature. WARNING The maximum operating temperature of the grease and bearings must not be exceeded.

WARNING Lubricants containing EP admixtures are not recommended in high bearing temperatures in frame sizes 280 to 400. If the ambient temperature is below -25°C or above +55°C, or bearing temperature is above 110°C, consult the ABB Sales Office regarding suitable grease. The following high performance grease can be used

• • • • •

Esso Mobil Shell SKF Klüber

• FAG • FAG

Unirex N2, N3 or S2 (lithium complex base) Mobilith SHC 100 (lithium complex base) Albida EMS 2 (lithium complex base) LGHQ 3 (lithium complex base) Klüberplex BEM 41-132 (special lithium base) Arcanol TEMP90 (calsium polyurea base) Arcanol TEMP110 (lithium complex base)

Lubrication intervals for other grease fulfilling the required properties, contact your local ABB Sales Office.


11

Lubrication intervals and amounts, cast iron frame, 2-pole, IEC frame sizes 280 and 400 Frame size

Amount of grease g/bearing

3600

3000

r/min

r/min

Spare parts Spare parts must be original parts supplied and checked by ABB. Requirements in Standard IEC 60079-19 should be respected.

Ball bearings Lubrication intervals in duty hours 280 315 355 355 400 400

M2*, M3*P 35 2000 M2*, M3*P 45 2000 M2* 60 2000 M3*P 35 2000 M2*, 60 2000 M3*P 40 2000 Roller bearings Lubrication intervals in duty hours

3500 3500 2000 2000 2000 2000

When ordering spare parts, the full type designation and product code, as stated on the rating plate, must be specified.

280 315 355 355 400 400

M2*, M3*P M2*, M3*P M2*, M3*P M2* M3*P

1700 1700 1000 1000 1000 1000

Dismantling, re-assembly and rewinding

35 45 60 35 60 40

1000 1000 1000 1000 1000 1000

NOTE! Always use high speed grease for high speed machines and some other models, e.g. 355 and 400 2-pole machines, where the speed factor is higher than 400 000 (calculated as Dm x n where Dm = average bearing diameter, mm; n = rotational speed, r/min). The following grease can be used:

• FAG • Klüber • SKF

L69 (polyurea base) Klüber quiet BH 72-102 (polyurea base) LGHP2 (polyurea base)

If other lubricants are used, check with the manufacturer that the qualities correspond to those of the above mentioned lubricants, or if the compatibility of the lubricant is uncertain, contact your local ABB Sales Office. Frequency converter drives Higher speed operation, e.g. in frequency converter applications, or lower speed with heavy load will require shorter lubrication intervals. Consult your local ABB Sales Office in such cases. Typically a doubling of speed will require a reduction of lubrication intervals to approx. 40 % of values tabulated above. WARNING The designed maximum speed of the motor must not be exceeded. Suitability of bearings for high-speed operations must be checked.

12

If the motor is stamped with a serial manufacturing number, this should also be given.

Follow the instructions given in standard IEC 60079-19 regarding dismantling, re-assembly and rewinding. Any operation must be undertaken by the manufacturer, i.e. ABB, or by an accredited company. It must be remembered that no manufacturing alterations are permitted on the parts that make up the explosion-proof enclosure and the parts that ensure dust-tight protection. Also ensure that the ventilation is never, under no circumstances, obstructed. Rewinding should always be carried out by qualified EEx approved repair shops. When re-assembling end shield or terminal box to the frame, check that the spigots are clean of paint and dirt with only a thin layer of grease. In the case of DIP motors, when re-assembling the endshields on the frame special sealing grease or sealing compound should be reapplied to the spigots. This should be the same as originally applied to the motor for enclosure protection.

Bearings Special care should be taken with the bearings. These must be removed using pullers and fitted by heating or using special tools for the purpose. Bearing replacement is described in detail in a separate instruction leaflet available from ABB Sales Office. Any indication placed on the motor, such as labels, must be followed. NOTE! Any repair by the end user, unless expressly approved by the manufacturer, releases the manufacturer from his responsibility to conformity.


5. Environmental requirements Noise levels Most of ABB’s motors have a sound pressure level not exceeding 82 dB(A) (± 3 dB) at 50 Hz AC. Values for specific machines can be found in the relevant product catalogues. For sound pressure levels for 60 Hz sinusoidal supply and with non-sinusoidal supplies, contact ABB Sales Office.

Additional information: For motors with the CE symbol on the rating plate and in respect of appendix 10 of Directive 94/9/CE, the address of the manufacturer, if this does not appear on the rating plate, is indicated by the product code stamped on the rating plate as explained below:

Product code:

Pos

3 1

G 2

B 3

A 4

3 5

1 6

2 7

2 8

1 9

0 - A D A 10 11 12 13 14

Motor type

Frame sizes

Pos. 14

M2JA/M2KA

80-250 280-400 80-400

B A G

160-250 280-400 160-400

A E G

71- 132 160-250 280-400 160-400

A or C E A G

M3JP/M3KP M2BA, EEx e M3HP, EEx e M2BA, Cat 2D, Cat 3D

M3GP, Cat 2D, Cat 3D

Address of the manufacturer or authorised representative corresponding to letters mentioned above on Pos.14: ABB Oy, Electrical Machines, LV Motors P.O. Box 633, FIN – 65101 Vaasa, Finland M2AA/M3AAL, EEx e MBT, EEx e

90-180 200-250

B B

M2AA/M3AAD, Cat 2D, Cat 3D 90-180 MBT, Cat 2D, Cat 3D 200-250

B B

Address of the manufacturer or authorised representative corresponding to letters mentioned above on Pos.14: ABB Automation Products S.A., Division Motores P.O.Box 81, E-08200 Sabadell, Spain M2AA/M3AA, EEx e M2AA/M3AA, Cat 3D

112-250 112-280

A or C A or C

Address of the manufacturer or authorised representative corresponding to letters mentioned above on Pos.14: ABB Automation Technology Products AB, Motors&Machines, LV Motors S-721 70 Västerås, Sweden


13

These instructions do not cover all details or variations in equipment nor provide for every possible condition to be met in connection with installation, operation or maintenance. Should additional information be required, please contact the nearest ABB Sales Office. Motor trouble shooting chart Your motor service and any trouble shooting must be handled by qualified persons with have proper tools and equipment.

TROUBLE

CAUSE

WHAT TO DO

Motor fails to start

Blown fuses Overload trips Improper power supply

Replace fuses with proper type and rating. Check and reset overload in starter. Check to see that power supplied agrees with motor rating plate and load factor. Check connections with diagram supplied with motor. Indicated by humming sound when switch is closed. Check for loose wiring connections. Also, ensure that all control contacts are closing. Check to see if motor and drive turn freely. Check bearings and lubrication. Indicated by blown fuses. Motor must be rewound. Remove end bells, locate with test lamp. Look for broken bars or end rings. Reduce load. Check lines for open phase. Change type or size. Consult manufacturer. Reduce load. Ensure the rating plate voltage is maintained. Check connection. Fuses blown, check overload relay, stator and push buttons. Check for loose connections to line, to fuses and to control. Consult supplier for proper type. Use higher voltage or transformer terminals or reduce load. Check connections. Check conductors for proper size. Check load motor is supposes to carry at start. Look for cracks near the rings. A new rotor may be required, as repairs are usually temporary. Locate fault with testing device and repair. Reduce load. Check for high resistance. Adequate wire size. Replace with new rotor. Get power company to increase power tap. Reverse connections at motor or at switchboard.

Improper line connections Open circuit in winding or control switch Mechanical failure

Motor stalls

Short circuited stator Poor stator coil connection Rotor defective Motor may be overloaded One phase may be open Wrong application Overload Low voltage Open circuit

Motor runs and then dies down Motor does not come up to speed

Power failure Not applied properly Voltage too low at motor terminals because of line drop Starting load too high Broken rotor bars or loose rotor

Open primary circuit Motor takes too long to Excessive load accelerate and/or draws Low voltage during start high amp Defective squirrel cage rotor Applied voltage too low Wrong rotation Wrong sequence of phases

14


TROUBLE

CAUSE

WHAT TO DO

Motor overheats while running underloaded

Overload Frame or bracket vents may be clogged with dirt and prevent proper ventilation of motor Motor may have one phase open

Reduce load. Open vent holes and check for a continuous stream of air from the motor.

Grounded coil Unbalanced terminal voltage Motor vibrates

Scraping noise

Noisy operation Hot bearings ball

Motor misaligned Weak support Coupling out of balance Driven equipment unbalanced Defective bearings Bearings not in line Balancing weights shifted Contradiction between balancing of rotor and coupling (half key - full key) Polyphase motor running single phase Excessive end play Fan rubbing air shield Fan striking insulation Loose on bedplate Airgap not uniform Rotor unbalance Bent or sprung shaft Excessive belt pull Pulleys too far away from shaft shoulder Pulley diameter too small Misalignment Insufficient grease Deterioration of grease or lubricant contaminated Excess lubricant Overloaded bearing Broken ball or rough races


Check to make sure that all leads are well connected. Locate and repair. Check for faulty leads, connections and transformers. Realign. Strengthen base. Balance coupling. Rebalance driven equipment. Replace bearings. Line up properly. Rebalance motor. Rebalance coupling or motor Check for open circuit. Adjust bearing or add shim. Remove interference. Clear fan. Tighten holding bolts. Check and correct bracket fits or bearing. Rebalance. Straighten or replace shaft. Decrease belt tension. Move pulley closer to motor bearing. Use larger pulleys. Correct by realignment of drive. Maintain proper quality of grease in bearing. Remove old grease, wash bearings thoroughly in kerosene and replace with new grease. Reduce quantity of grease, bearing should not be more than 1/2 filled. Check alignment, side and end thrust. Replace bearing, first clean housing thoroughly.

15

102

Figure 1. Bild 1. Figure 1. Figura 1. Figura 1. Figur 1. Kuva 1.

Connection diagram Anschlußdiagram Couplage, raccordement Conexión Collegamento Anslutningsdiagram Kytkentäkaavio


Belt drive Riemenantrieb Entraínement à courroie Carriles tensores y correas Slitte tendicinghia e pulegge Remdrift Hihnakäyttö



Mounting of half-coupling or pulley Anbau von Kupplungshälften und Riemeinscheiben Montage du demi-accouplement ou de la poulle Montaje de mitades de acoplamiento y poleas Montaggio di semigiunti e pulegge Montering av kopplingshalvor och drivskivor Kytkinpuolikkaan ja hihnapyörän asennus


103

ABB Electrical Machines LV Motors

Technical Data Sheet Project

Location

Department/Author

Customer name Koenig Engineering

Customer ref. 11503SY

Item name 1.003

Our ref. U1202016

Rev/Changed by A

Saving ident U1202016

Pages 1(3)

No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Definition Product Product code Type/Frame Mounting Rated output PN Service factor Type of duty Rated voltage UN Rated frequency fN Rated speed nN Rated current IN No-load current Starting current Is/IN Nominal torque TN Locked rotor torque TS/TN Maximum torque Tmax/TN Minimum torque Tmin/TN Speed at minimum torque Load characteristics (IEC 60034-2)

Date of issue 7/8/2005

Data Unit Remarks TEFC, 3-phase, squirrel cage induction motor 3GKP 182 420-BDG M3KP 180 MLB 4 EEx de IIB T4 IM3011, V1(flange) 18.5 kW 1 S1(IEC) 100% 400 VD ± 5 % (IEC 60034-1) 50 Hz ± 2 % (IEC 60034-1) 1476 r/min 36 A 16.5 A 8.3 120 Nm 3.1 3.6 2.6 300 r/min Load % Current A Efficiency % Power factor 100 36 92.7 0.8 75 29 92.6 0.75 50 22.8 91.1 0.64 Start 298 0.52 15 s 27 s F/B 50 °C 1000 m.a.s.l. IP55 IC411 self ventilated 6310/C3 - 6309/C3

19 20 21 22 23 Maximum starting time from hot 24 Maximum starting time from cold 25 Insulation class / Temperature class 26 Ambient temperature 27 Altitude 28 Enclosure 29 Cooling system 30 Bearing DE/NDE 31 Type of Grease 32 Sound pressure level (LP dB(A) 1m) 62 dB(A) 33 Moment of inertia J = ¼ GD2 0.191 kg-m2 34 Balancing 35 Vibration class 36 Position of terminal box Top 37 Terminal box entries; no, dimens. 38 Number of power terminals 39 Direction of rotation CW or CCW 40 Weight of rotor 51 kg 41 Total weight of motor 214 kg 42 Dimension drawing no. 43 44 45 Ex-motors 46 Type of protection EEx de IIB T4 47 EC Type Examination No LCIE 00 ATEX 6028 48 Option Variant Codes / Definition 50 50 +148 Routine Test Report 51 +451 Heating Element, 200-240V. 52 +005 Protective roof, vertical motor, shaft down 53 +002 Restamping voltage, frequency and output: Amb. 50 deg. C, 18.5KW 54 55 Remarks:

Data based on situation 5/24/2004 All data subject to tolerances in accordance with IEC Guaranteed values on request

at load

ABB Electrical Machines Project LV Motors

Load Curves Location

Department/Author

Customer name

Customer ref.

Item name

Our ref.

Koenig Engineering Rev/Changed by Date of issue

11503SY Saving ident

Pages

A

U1202016

2(3)

U1202016

7/8/2005

Product

TEFC, 3-phase, squirrel cage induction motor

Type/Frame

M3KP 180 MLB 4 EEx de IIB T4

Product code

3GKP 182 420-BDG

Rated output PN

18.5

Type of duty

S1(IEC) 100%

Voltage (V) Frequency (Hz)

400 50

1.003

kW

Current IN (A) Speed (r/min)

36 1476

Power factor at PN 0.8 Efficiency (%) at PN 93

1.3 1.2 1.1 1 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

1.1

1.2

1.3

P2/Pn

Current

Efficiency

Data based on situation 5/24/2004 All data subject to tolerances in accordance with IEC

Cosinus

1.4

ABB Electrical Machines LV Motors Project

Starting Curves Location

Department/Author

Customer name

Customer ref.

Item name

Our ref.

Koenig Engineering Rev/Changed b Date of issue

11503SY Saving ident

Pages

A

U1202016

3(3)

U1202016

7/8/2005

1.003

Type of product

TEFC, 3-phase, squirrel cage induction motor

Type/Frame

M3KP 180 MLB 4 EEx de IIB T4

Product code

3GKP 182 420-BDG

Frequency (Hz)

50

Rated output PN

18.5

Rated current IN

36

Type of duty

S1(IEC) 100%

Jmotor (kgm2)

0.19

kW

Jload (kgm2)

A

Voltage (V) 100%

400

Voltage (V)

400V(100%)

Tstart/TN

3.1

Tstart/TN

3.1

Speed (r/min)

1476

Starting time (s)

Run-up time (s)

TN (Nm)

120

Speed (r/min)

Speed (r/min)

Tload (Nm)

Is/In

8.3

Is/In

8.3

Nbr. of consecutive starts

Tmax/Tn

3.6

Tmax/Tn

3.6

10

4.5

9

4

8

3.5

7

3

6

2.5

5

2

4

1.5

3

1

2

0.5

1

0 0

250

500

750

1000

1250

1500

0 1750

Speed (r/min)

TMotorUn 400V

TMotorU2 400V(100%)

IMotorUn 400V

IMotorU2 400V(100%)

Data based on situation 5/24/2004 All data subject to tolerances in accordance with IEC

Is/In

Ts/Tn

5

Additional information:

Dimension Print

Motor Type:

Document No:

M3GP/HP/KP 180ML_2-12 V1

3GZF500118-13 A 13 KP 180 A

Description:

STANDARD SQUIRREL CAGE MOTOR

Unit:

Electrical Machines, LV Motors

Issued by:

K.Edsvik

Replaces:

Date:

14.03.2001

Approved by:

L.Järf

Replaced by:

ABB Oy

Customer Reference:

Koenig Engineering Inc Instruction Manual M434 Model KE80-44T-18.5 per 05-0525 SECTION IV

SSS clutches SIZE 44T SSS CLUTCH FOR TURNING GEAR DRIVE

INSTRUCTION MANUAL. IB.666 (Issue 2)

C O N T E N T S

Section 1.

INTRODUCTION

PAGE 1

Section 2.

CONSTRUCTION

2

Section 3.

OPERATION

2

Section 4.

INSTALLATION

4

Section 5.

MAINTENANCE

7

Section 6.

PARTS LIST

10

Section 7.

RECOMMENDED SPARES

11

Section 8.

DRAWING AND DIAGRAMS

SSS Gears Limited. Synchro House, Park Road, Sunbury-on-Thames, Middlesex. TW16 5BL. England. Telephone: (01932) 780644 Facsimile: (01932) 780018

SIZE 44T SSS CLUTCH FOR TURNING GEAR DRIVE

I N D E X

Sheet No. 1 Page

Section 1.

INTRODUCTION

1

Section 2.

CONSTRUCTION

2

Section 3.

OPERATION

2

3.1.

Engagement of Clutch from Rest

2

3.2.

Disengagement of Clutch at Speed

3

3.3.

Re-engagement of Clutch at Speed

3

Section 4.

INSTALLATION

4

4.1.

Identification

4

4.2.

Alignment

4

4.3.

Installation

5

4.3.1. As a Complete Unit

5

4.3.2. Axial Assembly

5

4.4.

Lubrication

5

Section 5.

MAINTENANCE

7

5.1.

Match Marking of Components

7

5.2.

Examination

8

5.3.

Assembly

9

Section 6.

PARTS LIST

10

6.1.

Size 44T SSS Clutch.....SM.17557 (Counter Clockwise Rotation)

10

I N D E X

Sheet No. 2 Page

Section 7.

RECOMMENDED SPARES

11

7.1.

Ordering of Spares

11

7.2.

Spares for Size 44T SSS Clutch ......................SM.17557

11

Section 8.

DRAWING AND DIAGRAMS

8.1.

Size 44T SSS Clutch................. SM.17557

8.2.

Pictorial Drawing..................... TI.100

8.3.

Diagram 1. Alignment Check............ Page 6

SIZE 44T SSS CLUTCH FOR TURNING GEAR DRIVE

Section 1. INTRODUCTION The SSS (synchro-self-shifting) clutch is a fully auto matic, free-wheel device which transmits power through gear tooth elements. Clutch engagement is initiated at the instant the speed of the input shaft tends to overtake that of the output, by a pawl-actuated helical sliding mechanism to bring driving and driven teeth into smooth and positive mesh. The clutch disengages automatically as the torque reverses when the speed of the clutch output increases relative to the input. There is no possibility of the teeth clashing while being engaged, or of the drive being taken up before the teeth are engaged over their full face width. The SSS clutch is installed between the turning gear motor and the driven machinery and provides a simple mechanical means of automatically engaging the turning gear drive. If the complete machinery is stationary, the clutch will engage immediately the turning gear motor is started and will disengage automatically when the speed of the driven machinery exceeds that of the turning gear. The clutch also permits the turning gear to be started while the automatically engage to take over the drive when the speed of the driven machinery reduces to that of the turning gear. The SSS Clutch is lubricated by a central oil feed into the clutch. Please note that central oil feed lubrication is suitable for clutch input speeds of up to 220 rpm. For input speeds above 220 rpm, SSS must be consulted.

- 1 -

Section 2. CONSTRUCTION The design of the Size 44T SSS turning gear clutch is shown on Drawing No. SM.17557. It comprises three main assemblies..... AN INPUT ASSEMBLY comprising a helically splined input shaft (1) with external helical splines which locate the sliding assembly (2). The input shaft is bolted to the geared drive from the turning gear motor. A SLIDING ASSEMBLY comprising a helical sliding component(2) which has external clutch teeth and external ratchet teeth. AN OUTPUT ASSEMBLY comprising an output clutch ring (3) having internal clutch teeth which engage with external clutch teeth of the helical sliding component (2) to transmit the drive from the turning gear motor to the driven machinery. The output clutch ring (3) car ries two pawls (6) and is bolted to the drive coupling of the driven machinery.

Section 3. OPERATION The SSS clutch is designed for a maximum input speed from the turning gear drive of 220 rpm which must not be exceeded. For input speeds above 220 rpm, SSS must be consulted. To meet the operational requirements of the turning gear drive, the SSS clutch will..... Automatically engage at rest as the turning gear motor commences to rotate the stationary machinery. Automatically disengage at speed when the driven machinery is started and accelerates above turning gear speed. Automatically re-engage at speed at the instant the speed of the decelerating driven machinery equals that of the turning gear drive. The turning gear motor may be started during the driven machinery shut-down sequence in readiness for clutch re-engagement. Briefly, the sequence of SSS clutch movements which precisely achieve the above operating conditions, are as follows..... 3.1.

Engagement of Clutch from Rest With the shaft system stationary, initial rotation of the turning gear motor turns the clutch input assembly. As this

- 2 -

occurs, the pawls (6) contact the ratchet teeth on the helical sliding component (2) thus precisely aligning the clutch teeth. As the input shaft continues to rotate, the sliding assembly moves axially on helical splines and the clutch teeth pass smoothly into mesh. Torque is then transmitted to the driven machinery. During the latter part of the engaging action the pawls are unloaded; therefore the only load on the pawls is that required to shift the helical sliding component (2). The final part of the engaging travel is cushioned by the action of an oil-fed dashpot formed by the annular space between the helical sliding component (2) and the input shaft (1). 3.2.

Disengagement of Clutch at Speed As the driven machinery is started and its rotational speed overtakes that of the turning gear drive, torque reversal on the helical splines moves the helical sliding component (2) axially to the disengaged position. As the main machinery accelerates, centrifugal force acts on the pawls (6), causing them to retract, thus preventing ratcheting occurring while the clutch is overrunning. The turning gear motor can be shut-down at any time.

3.3.

Re-engagement of Clutch at Speed Automatic clutch re-engagement occurs after the turning gear motor has been re-started and when the speed of decelerating driven machinery equals that of the turning gear motor. When the speed of the input drive to the SSS Clutch equals that of the rotating output, the pawls (6) contact the ratchet teeth on the helical sliding component (2) and the clutch engages as described in Section 3.1. With the clutch re-engaged, the turning gear motor continues to rotate the machinery at turning gear speed.

- 3 -

Section 4. INSTALLATION 4.1.

Identification The specific SSS Clutch for which this Manual is issued is shown on the Front Cover.

4.1.1.

Each clutch is marked with its own individual ‘four-figure’ serial number, which is preceded by the letter ‘R’. This serial number is marked on the outside diameter of the clutch input and output components as shown below.....

CLUTCH 4.1.2.

SERIAL No. R. * * * *

The SSS clutch input flange/component outside diameter is marked with an arrow indicating direction of rotation and the word INPUT as below..... DIRECTION OF

INPUT ROTATION

4.2.

Alignment

4.2.1

The SSS Clutch is capable of engaging with a misalignment between its input and output parts of 0.4 mm Maximum. It may be necessary for the diving and driven shafts to be deliberately misaligned when stationary, to ensure this limitation is not exceeded when the shafts are rotating. For details of the initial alignment, reference should be made to instructions provided by the turning gear manufacturer.

4.2.2.

The variation in overall clutch length between 186.5 mm Maximum to 182.0 mm Minimum must not be exceeded under any operating conditions; therefore allowances must be made for axial thermal growth of the shaft system, thrust bearing clearances etc. For the initial cold setting of the clutch length, reference should be made to instructions provided by the turning gear manufacturer.

- 4 -

4.3.

Installation Either of the following installation procedures can be used, but in each case, the alignment tolerances given in Section 4.2.1. must be achieved.

NOTE

For transit, the output clutch ring has been reversed, placed on the helical splines of the input shaft and bolted, with RED packing pieces under the switch ring face, to the input shaft flange face with two bolts which are also painted RED. Before installation, remove the output clutch ring from the input shaft.

4.3.1.

Installation as a Complete Unit In this case, the clutch is installed between the driving and driven flanges as a completely built-up unit as shown on Drawing No. SM.17557. It should be noted that the clutch can be compressed to clear the locating diameters as it is inserted into the flange gap. Also align numbered holes between interface flanges before bolting flanges together.

4.3.2.

Axial Assembly This method is used when the construction of the clutch housing does not allow installation as a complete unit. The procedure is as follows..... 1. Having removed the output clutch ring (3) from the input shaft (1), align numbered holes in the flange of the output clutch ring (3) with the flange of driven machine, and bolt flanges together. 2. If necessary at this stage, bolt the remainder of the SSS Clutch to the turning gear output flange, aligning numbered interface holes. 3. Insert the input shaft/sliding component sub-assembly into the bore of the output clutch ring, taking extreme care as the clutch teeth pass under the pawls and enter mesh with teeth in the output clutch ring. If necessary, the main machine may be rotated in a forward direction or the turning gear in a reverse direction, to align the teeth.

4.4.

Lubrication It is most important that the SSS Clutch receives an adequate supply of filtered lubricating oil all the time the clutch output components are rotating.

- 5 -

Oil from the machinery lubricating system should be supplied to the clutch at the minimum flow rate of 1 US gallon/minute as stated on Drawing No. SM.17557, passing into the clutch through a central oilway in the input shaft (1) as shown on the drawing. Diagram 1.

Rotate dial indicator stylus See section 4.2.1 of this manual

A

See section 4.2.2 and drawing No. SM.17557

- 6 -

Section 5. MAINTENANCE The SSS clutch requires very little maintenance and need only be fully inspected during each major overhaul of the main machinery. The correct angular position of certain components is most important and the following Section 5.1. on Match Marking should be carefully studied before any maintenance procedure is carried out. Where necessary, mating parts should marked before separation to ensure they are replaced in their correct angular positions. 5.1.

Match Markingg of Components Where the angular position of one component relative to another is critical, this relationship is marked, with the letter ‘X’. The following match marks are used throughout the clutch.....

5.1.1

Bolted connections: These are marked with an 'X', or with numbers for input and output flange connections where a jig has been supplied to machine the holes on the interface flanges.

5.1.2

Splined connections: Two external splines and one internal spline are marked with an 'X' and an arrow to form an interlocking row of three 'X's' thus....

5.1.3.

AAAAAA AAAAAA X X X

Pawls: To ensure correct assembly particularly of replacements, pawls and adjacent surfaces are marked with arrows as shown..... Pawl carrier

Pawl

Note: These arrows do not necessarily show the direction of rotation of the clutch

- 7 -

5.2.

Examination The clutch may be removed from the turning gear drive by following in reverse order, the installation procedure described in Section 4.3. Dismantle the clutch as follows.....

5.2.1

Referring to the pictorial view of the SSS Clutch on Drawing No. TI.100, carefully withdraw the clutch input assembly, and with it the helical sliding component (2) from the output assembly taking care not to damage pawls (6) and ratchet teeth as they pass through mesh.

5.2.2.

Remove four socket cap screws (11) and stop cap (4). Withdraw the helical sliding component (2) from the shaft, noting match marks between splines for correct re-assembly.

5.2.3

Before removing the pawls (6) from the output clutch ring (3), the load exerted by the pawl springs (7) should be checked. The spring are correctly set if a radial load, of 115 grammes (4.0 ozs) applied at each pawl tip, will just fully depress the pawls.

5.2.4

Remove two socket set screws (12) and separate the pawl pivot pins (8), pawls (6) and pawl springs (7) from the output clutch ring (3).

5.2.5

Examine the pivot pins and bore of the pawls for signs of excessive wear and/or fretting. The pawl tips and the ratchet teeth on the helical sliding component with which they engage, should be examined for signs of chipping. Renew parts as necessary. The pawl springs (7) should be replaced whenever the pawls are replaced, or independently if wear or distortion dictates.

5.2.6

Examine all ratchet teeth, clutch teeth and helical splines, sliding surfaces and end faces for signs of excessive wear or chipping.

- 8 -

5.3.

Assembly Clutch assembly must be carried out in a clean place and all components must be thoroughly cleaned before assembly. Use only clean ‘lint-free’ rags to wipe the parts - cotton waste is entirely unsuitable. All mating faces should be examined to ensure that there are no burrs. During assembly, all components should be lightly oiled toprevent rusting and all sliding components checked for freedom of movement. In general, assembly is a straight forward reversal of the various dismantling procedures described in Section 5.2. There are however, several points which should be observed.

5.3.1.

When assembling the clutch, carefully observe that match marked components have been correctly assembled. Also check that the pawls are facing in the correct direction (see Part Section ‘A-A’ of Drawing No. SM.17557 and Sec tion 5.1. of this Manual) and that the pawls move freely in their grooves.

5.3.2.

The majority of screws used for the clutch, incorporate a nylon patch in the thread to lock the screw. It is recommended that the screws are replaced if removed more than three times. If new screws with this feature are not available, ‘Loctite Screwlock’ can be used as a substitute but great care should be exercised to ensure Loctite does not enter the clutch elsewhere.

5.3.3.

Re-install the clutch assembly as described in Section 4.3. and check that the correct oil supply is provided and that the clutch engages and disengages satisfactorily by manual operation of the turning gear. If the clutch is not installed immediately after re-assembly, it should be covered to prevent entry of dust or grit.

- 9 -

Section 6. PARTS LIST 6.1.

Size 44T SSS Clutch..................................SM.17557 (Counter Clockwise Rotation) Quantity Item No. Description Per Clutch 1.

Input Shaft

1

2.

Helical Sliding Component

1

3.

Output Clutch Ring

1

4.

Stop Cap

1

5.

NOT USED

-

6.

Pawl

2

7.

Pawl Spring

2

8.

Pawl Pin

2

9.

Pawl Stop Pin

2

10.

NOT USED

-

11.

Socket Cap Screw - Locwel 3/8" UNF x 1" Long

4

12.

Socket Set Screw - Locwel 3/8" UNF x 3/8" Long

2

13.

Socket Set Screw - Locwel 5/16" UNF x 3/8" Long

2

- 10 -

Section 7. RECOMMENDED SPARES 7.1.

Ordering of Spares When ordering spare parts, if possible, please quote the following information.....

7.1.1.

Name and item number of the part required. This may be obtained by referring to the Drawing No. SM.17557 and the Parts List on page 10 of this Manual.

7.1.2.

The serial number of the clutch concerned. This four-figure number, preceded by the letter ‘R’, is normally marked on the periphery of the SSS clutch.

7.1.3.

Include information for each spare part ordered; for example..... Quantity 2, Pawl, Item 6 of SSS Turning Gear Clutch Drawing No. SM.17557. Clutch Serial Number R .... (Quote Serial Number of your Clutch).

7.2.

Spares for Size 44T SSS Clutch.......................SM.17557

Item No.

Quantity Per Clutch

Description

6.

Pawl

2

7.

Pawl Spring

2

8.

Pawl Pin

2

9.

Pawl Stop Pin

2

- 11 -

SAFESET COUPLING SERIAL NUMBER CROSS REFERENCE LUFKIN S/N 120054, SAFESET # 11520925 LUFKIN S/N 120055, SAFESET # 11520927 LUFKIN S/N 120056, SAFESET # 11520931 LUFKIN S/N 120057, SAFESET # 11520932 LUFKIN S/N 120058, SAFESET # 11521894 LUFKIN S/N 120059, SAFESET # 11521896 LUFKIN S/N 120060, SAFESET # 11521895

TORQUE LIMITING SAFETY COUPLING

Installation and Maintenance Instructions Customer: Coupling Type: Coupling #: Drawing #: Customer P/O#: Sales Order#:

LUFKIN SR- CB 350 11520925, 11520927 29435 106/216151 S017168

Voith Turbo

Voith Turbo

Voith Turbo Safeset AB

25 Winship Road York, PA 17406 Tel. 717-767-3200 Fax. 717-767-3210

2-106 Rayette Road Concord, Ontario L4K 2G3 Tel. 905-738-1829 Fax. 905-738-9462

Ronningevagen 8 S-824 34 Hudiksvall/Sweden Tel. 49-73 21-37-0 Fax. 49-73 21-37 71 06


Page 2

CONTENTS • Important information

Page 3

• Transport locking

Page 4

• Safety regulations

Page 5

• Assembly instruction

Page 6

• Lubricating instruction

Page 7

• Pressure setting instruction

Page 9

• ATEX information

Page 10

• Calibration diagram

Page 11

• Assembly drawing

Page 12

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Page 3

IMPORTANT INFORMATION The Safeset torque-limiting coupling has a hydraulic torque setting system. By adjusting the hydraulic pressure the release torque can be set to the required level. When the pre-set torque is exceeded, the Safeset coupling slips and the top of the shear tube is sheared off by the shear ring, releasing the oil pressure in the coupling. This happens within a few milliseconds. After release the coupling will run freely on the shaft.

How to handle the coupling after release is described in the following pages. The Safeset coupling is intended for transmission and limiting of torque. Due to its design it has a limited ability to take up other types of loads, as bending torque and radial loads. This must be take into account when installing the Safeset coupling. At installation it must also be observed that the Safeset coupling has no possibility to take up alignment faults. In case such faults exist the Safeset coupling must be installed in combination with another coupling, which can take up these faults. The combination must not lead to reaction forces such as loads or bending torque on the Safeset coupling. If the drive line where the SAFESET coupling is installed is not continuously supervised a monitoring system discovering the release of the SAFESET coupling must be installed. This system will prevent that the SAFESET coupling rotates freely during a longer period of time.

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Page 4

Transport locking •

This SAFESET-coupling is pressurised at the delivery to prevent the coupling from rotating during the transport. A warning label is located close to the sheartube.

CAUTION! Coupling is pressurised to 20-35 MPa for transport only! • Lowering the pressure: Connect the pump to the filling connection on the SAFESET-coupling. Open the unloading valve on the pump. Loosen the sheartube ½ turn until the oil is evacuated into the pump. Tighten the sheartube when the pressure has dropped to 0 MPa. Disconnect the pump.

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Page 5

Safety regulations

• Protection glasses must be worn during pressuresetting and handling of a SAFESET coupling which is under pressure. • Do not pressurise the SAFESET coupling before installation. • At pressure setting and pressure release the shear tube or the valve must be tightened before removing the pump. • When the SAFESET coupling releases, parts from the shear tube and oil are thrown out of the coupling at very high pressure. Smaller couplings are delivered with a protection band. If the coupling lacks protection band, a plate cover must be installed around the coupling. Min. plate thickness 1.5 mm.

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Page 6

Assembly instruction SAFESET SR-CB 350 1. The coupling is delivered oiled and as a unit ready to be mounted as to enclosed drawing 27496. 2. Heat up the coupling to 80°C in an oven. 3. Push the coupling onto the shaft. Assemble the plate, item 19, with the screws, item 20. 4. After mounting of Safeset check that the coupling easily can be rotated. (Note! Unscrew the shear tube to avoid damage when testing). 5. To limit the heat generation in the coupling after a release, a release indicator should be installed and used to stop the power supply to the coupling after a release. Important! To avoid personal injury, a protection device must be installed to prevent shear tube parts and oil to be thrown out with very high pressure when the SAFESET® releases.

Disassembly of the coupling from the shaft. 1. Unscrew the screws, item 20 from the plate, item 19, and remove the plate. 2. Assemble a hydraulic pump (max. pressure 100 MPa) into the centre thread of the shaft (thread G1/4"). 3. Mount a pulling device in the screw holes (M16 (6x60°)) on the housing, item 15. Pull with the device and at the same time inject oil into the shaft connection (injecting oil makes it easier to disassemble the sleeve).

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Page 7

Lubricating instruction Important!! Use Mobil SHC 624 oil as lubrication oil, otherwise the transmittable torque will change!!!

Oil drain: 1. Depressurise the SAFESET® , see pressure lowering instruction, and remove all sheartubes.

2. Rotate the SAFESET® so that one lubrication port is in a downward position. Make sure to dispose the oil in an environmentally safe way.

3. Unscrew the downward lubrication plug first, and then unscrew the horizontal lubrication plug.

4. Allow all oil to evacuate from the coupling. Refill / check:

1. Depressurise the SAFESET® and remove all sheartubes (if not already done). 2. Rotate the SAFESET® so that one port is in an upward position, 10° from vertical. 3. Unscrew the lubrication plugs (if not already done). 10°

Lubrication port SAFESET®

Lubrication port

4. Fill Mobil SHC 624 oil slowly into the upward port with the lubrication injector until a clear flow of oil emerges from the other port. Note: if the oil that emerges is contaminated, a complete change of oil is recommended.

5. Allow the SAFESET® to sit in this position for 15 minutes to allow the oil to distribute inside the coupling.

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Voith Turbo Safeset AB Page 8 ® 6. Rotate the SAFESET so that the lubrication ports are in an 45° downward angle.

45°

Lubrication port

45°

Lubrication port

7. Allow the SAFESET® to sit in this position for 15 minutes allowing the oil to drain from the coupling until oil stops coming out from the lubrication ports.

8. Reinstall the lubrication plugs and the shear tubes. 9. Pressurise the coupling; See pressure setting instruction.

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Page 9

Pressure setting of a SAFESET coupling (After installation or release) A calibration diagram is enclosed every coupling. The coupling has a number right next to the filling connection which corresponds to the calibration diagram. In this diagram the necessary pressure for required torque limit can be read. 1. Remove the damaged shear tubes. 2. Fasten new shear tubes until they reach the bottom. The end of the shear tube is then formed to fit the valve seat at the bottom of the hole. Then tighten the shear tubes with care (tightening torque 30-35 Nm). This makes the coupling absolutely leak proof. 3. Unscrew the shear tube next to the filling connection 1/2 turn. 4. Remove the protection plug, item 2. Screw the quick connection into the G1/4" thread. 5. Connect the hose and pump oil into the coupling until the manometer on the pump shows the correct pressure (see calibration diagram on page 10). 6. Tighten the shear tube at the filling connection carefully (30-35 Nm). 7. Lower the pressure in the pump and remove it. 8. Remove the quick connection and reset the protection plug into the connection hole.

Pressure lowering instruction 1. Remove the protection plug from the filling connection and tighten the quick connection. 2. Connect the pump to the quick connection. Check if there is enough room in the pump to evacuate the oil from the SAFESET®. 3. Open the unloading valve on the pump (see pump instruction). 4. Loosen the sheartube ½ turn to release pressure. 5. Tighten the sheartube when the pressure has dropped to 0 MPa. 6. Disconnect the pump and remove the quick connection. 7. Reinstall the protection plug.

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Page 10

ATEX information This SAFESET® coupling is classified for use in potentially explosive atmospheres according to the EU Directive 94/9/EC of March 1994 (ATEX). The classification is:

II 3G c g T3 This means in summary: - Equipment group II, category 3G, intended for use where explosive atmospheres caused by mixtures of air and gases are unlike to occur or, if they do occur, are likely to do so only infrequently and for a short period only. - Ignition protection c, constructional safety and g, inherent safety. - Temperature class T3, maximum surface temperature 200 ºC

The coupling is marked with: Voith Turbo Safeset AB Rönningevägen 8 824 34 Hudiksvall Sweden Type: Part No.:

Safeset SR-CB 350 Serial No.:

29435

II 3G c g T3 File No.:

Voith TR06028

11519119-11519122.doc

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Year:

2007


9

SAFESET® Calibration diagram / Kalibrierdiagramm

Coupling type / Kupplung type

Order / Bestell Nr.

Coupling No / Kupplung Nr.

SR-CB 350

P010699B

11520925

Safeset Dwg. No. / Sach Nr

Voith Safeset Ref. No..

Date, Sign

29435

102159

2007-11-30 MJ

Project name / Projekname

Setting / Einstellung T= kNm P= MPa Torque (x10³ lb-in) 0

500

1000

1500

2000

2500

3000

3500

4000

90

12 80

70

10

8 50

6

40

Pressure (x10³ PSI)

Pressure / Druck (MPa)

60

30 4

20 2 10

0

0 0

50

100

150

200

250

300

350

400

450

500

Torque / Drehmoment (kNm)

11520925.doc

Utgåva: B

Framtagen av:HW Fastställt av: SW

Datum: 2004-08-18 Datum: 2004-08-18


9



Order / Bestell Nr.


SR-CB 350

P010699B

11520927



Date, Sign

29435

102159

2007-11-30 MJ



500

1000

1500

2000

2500

3000

3500

4000

90

12 80

70

10

8 50

6

40



60

30 4

20 2 10

0

0 0

50

100

150

200

250

300

350

400

450

500


11520927.doc

Utgåva: B


Datum: 2004-08-18 Datum: 2004-08-18



LUFKIN SR- CB 350 11520926, 11520929 - 11520933 29435 106/216151 S017168

Voith Turbo

Voith Turbo






Page 2


Page 3


Page 4


Page 5


Page 6


Page 7


Page 9


Page 10


Page 11


Page 12

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Page 3



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Page 4




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Safety regulations


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Page 6



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Page 7








Lubrication port



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45°

Lubrication port

45°

Lubrication port



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Page 9



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Page 10





29435


Voith TR06028

11519119-11519122.doc

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Year:

2007


9



Order / Bestell Nr.


SR-CB 350

P010699B

11520926, 11520929-33



Date, Sign

29435

102159

2008-01-24 JW



500

1000

1500

2000

2500

3000

3500

4000

90

12 80

70

10

8 50

6

40



60

30 4

20 2 10

0

0 0

50

100

150

200

250

300

350

400

450

500


11520931.doc

Utgåva: B


Datum: 2004-08-18 Datum: 2004-08-18



LUFKIN SR- CB 350 11521894 - 11521897 29435 106/216151 S017168

Voith Turbo

Voith Turbo






Page 2


Page 3


Page 4


Page 5


Page 6


Page 7


Page 9


Page 10


Page 11


Page 12

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Page 3



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Page 4




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Safety regulations


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Page 6



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Page 7








Lubrication port



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45°

Lubrication port

45°

Lubrication port



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Page 9



11519119-11519122.doc

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Page 10





29435


Voith TR06028

11519119-11519122.doc

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Year:

2007


9



Order / Bestell Nr.


SR-CB 350

P010699B

11521894-11521897



Date, Sign

29435

102159

2008-02-01 JW



500

1000

1500

2000

2500

3000

3500

4000

90

12 80

70

10

8 50

6

40



60

30 4

20 2 10

0

0 0

50

100

150

200

250

300

350

400

450

500


11521894-11521897.doc

Utgåva: B


Datum: 2004-08-18 Datum: 2004-08-18

Lufkin Gearbox

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