Lufkin Gearbox

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om
Table of Contents
TABLE OF CONTENTS-------------------------------------------------------i
LIST OF FIGURES AND TABLES --------------------------------------- iii
1 INTRODUCTION ---------------------------------------------------- 1
1.1 SCOPE..............................................................................1
1.2 SAFETY PRECAUTIONS...............................................1
1.3 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
1.3.6 Housing .....................................................................2
Lubrication ................................................................2
1.3.7 Accessories................................................................2
2 SAFETY SUMMARY------------------------------------------------ 4
2.1 GENERAL SAFETY PRECAUTIONS...........................4
2.2 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 RECEIPT OF SHIPMENT...............................................6
3.2 STORAGE........................................................................6
3.2.1 Corrosion Protection During Inoperative Periods .....6
3.3 LIFTING, HANDLING ...................................................7
3.4 FOUNDATION................................................................7
3.5 TRANSPORT BUSHING................................................7
3.6 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
3.7 TOOTH CONTACT CHECK .......................................... 9
4 OPERATION -------------------------------------------------------- 10
4.1 LUBRICATION.............................................................10
4.2 OIL TYPE AND GRADE.............................................. 10
4.3 CUSTOMER CHECK BEFORE START-UP................10
4.4 START-UP PROCEDURE ............................................11
4.5. CUSTOMER CHECK AFTER START-UP ..................11
4.6 ALARM SWITCHES.....................................................11
Installation, Operation, and Maintenance page i

5 PREVENTIVE MAINTENANCE--------------------------------12
5.1 INTRODUCTION..........................................................12
5.2 DAILY MAINTENANCE .............................................13
5.3 MONTHLY MAINTENANCE......................................13
5.4 5.4.1QUARTERLY MAINTENANCE..................................13

Oil Analysis Guidelines...........................................13
5.5 ANNUAL MAINTENANCE.........................................14
5.6 OIL CHANGE INTERVALS.........................................14
6 DISASSEMBLY------------------------------------------------------15
6.1 GENERAL......................................................................15
6.1.1 Lock out/Tag Out Procedure ...................................15
6.1.2 Visual Inspection.....................................................15
6.2 TOOLS REQUIRED ......................................................15
6.3 SPARE PARTS ..............................................................16
6.4 REMOVAL OF GEAR COVER ....................................16
6.5 REMOVAL OF HIGH SPEED PINION........................16
6.6 REMOVAL OF LOW SPEED GEAR ...........................17
6.7 REMOVAL OF TORQUE SHAFT................................17
7 GEAR INSPECTION -----------------------------------------------18

7.1 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
8 BEARING INSPECTION------------------------------------------22
8.1 BEARING TYPE ...........................................................22
8.2 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 PREPARATION.............................................................25
9.2 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
page ii NFVQ2419D

9.3 RESISTANCE TEMPERATURE DETECTORS..........28
10 TROUBLESHOOTING ------------------------------------------- 29

10.1 ABNORMALLY HIGH TEMPERATURE...................29
10.2 LOW OIL PRESSURE...................................................29
10.3 UNUSUAL OR EXCESSIVE NOISE ...........................29

10.4 EXCESSIVE VIBRATION............................................30
10.5 NO SENSOR READINGS.............................................30
11 NAMEPLATE DATA---------------------------------------------- 32
List of Figures
and Tables Figure 1 Lifting provisions ......................................................7
Figure 2. Axial thermal growth.................................................8
Figure 3. Mechanical and thermal movement........................... 8
Figure 4. Generator, gear unit, and turbine aligned ..................9
Figure 5. Tooth contact patterns .............................................20
Figure 6. Pressure dam journal bearing ..................................22
Figure 7. Orientation of pressure dam bearings...................... 26
Table 1. Equipment Description Chart ........................................... 3

Table 2. Standard Danger, Warning And Caution Symbols...........4
Table 3. Preliminary Alarm Settings ............................................11
Table 4. Maintenance Schedule Overview ...................................12
Table 5. Recommended Tightening Torques................................27
Table 6. Troubleshooting Tips......................................................31
Installation, Operation, and Maintenance page iii

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-8443-2006-
AQ-HOU-ANAB.
For further assistance from LUFKIN, please call or fax the following numbers:
LOCATION PHONE FAX
Customer Service (Parts, etc.) (936) 637-5211 (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
1.1 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.
page 2 NFVQ2419D

Table 1. EQUIPMENT DESCRIPTION CHART

Specifications Service Factor Service HP
• AGMA 6011
• API 613 5th Edition AGMA
API 1.67
1.10 70,000 kW
52,200 HP
• GE A-277696
Gearing Bearings Design Clearance

High Speed Pinion double helical HS - hydrodynamic 0.017–0.019 inch
67 teeth journal bearings with 0.43-0.48 mm
pressure dam
Low Speed Gear double helical LS - hydrodynamic 0.015–0.017 inch
torque shaft journal bearings with 0.38-0.43 mm
pressure dam
81 teeth
Reductions single Lubrication Endplay
Parallel shaft reducer Light Turbine oil N/A
speed
Offset vertical Lube system supplied
by others
Heat treatment carburized Speed Housing
Cutting method hobbed Input–3627 RPM Fabricated steel in
three pieces
Tooth finish CBN ground Output–3000 RPM 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 Koenig Turning Drive Safeset Torque Limiter
accelerometers


Safety Summary 2
Table 2. Standard Danger, Warning, and Caution Symbols
DANGER: WARNING: CAUTION:
DANGER notices are used to WARNING notices are used CAUTION notices are used to
indicate an imminently to indicate a potentially indicate a potentially
hazardous situation. Failure hazardous situation. Failure hazardous situation. Failure
to comply will result in to comply could result in to comply may result in
death or serious injury to death or serious injury to minor or moderate injury to
personnel. personnel. personnel and/or damage to
equipment.

2.1 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: Lock out/tag out procedures

Never remove the inspection cover while are fully explained in
the machinery is in operation. Always DISASSEMBLY
lock out/tag out all power sources while
performing maintenance
DANGER:
WARNING: Never work on machinery that is
still in operation or is still moving.
Never block the gear mesh by
inserting material between the CAUTION:
gear elements.
WARNING: Only persons familiar with and proficient at

servicing, installation, maintenance,
Shaft and coupling guards must be operation, and assembly of gearing should
securely in place before operation. be involved in those phases of use.
When manuals
LUFKIN, areincluded
they are suppliedinby
theaappendix
vendor for auxiliary
to this manual.or IMPORTANT:
accessory equipment installed
Read and by
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.
page 4 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
Gears and their connecting equipment may produce noise
CAUTION: levels that are capable of causing hearing loss with long-term,
Use of hearing protection should be unprotected exposure. The use of hearing protection
considered when working near any noisy equipment should be considered whenever working in areas
equipment. containing equipment emitting high noise levels or noise at
frequencies that are bothersome.
2.3 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
Reversingthe
gear above rated speeds.
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.

Installation 3
3.1 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. 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.
2. 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.
3. 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.
4. If extended down time is expected and it is impractical to turn the shafts, a rust
preventive type with
should be sealed oil should
maskingbetape.
brushed or sprayed
A quality on the gear
rust preventive teeth. give
oil should Any12openings
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.
5. For adverse conditions or long term storage, coat all parts with rust inhibitor compatible
with operating oil and seal all openings.
6. 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.
page 6 NFVQ2419D

3.3 LIFTING, HANDLING
FOUR LIFTPOINTS
The gear unit should

WARNING: always be moved by
rolling on bars or
skates, or by lifting it
Improper
damage tolifting
the techniques could
gears and/or cause
harm to with properly rated
personnel. slings through the
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
shafts. Do not bump the shafts. lifting weights.
Never lift or sharply
strike the shaft
extensions.
Always
part of a exercise
gear unit.extreme caution Plan
The Installation whiledrawing
lifting also
any
provides lifting weights. See Figure 1 for lifting
Figure 1
provision locations.
Figure 1
3.4 FOUNDATION
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.
CAUTION:
3.5 TRANSPORT BUSHING
During factory assembly and testing and for shipping security,
Torque shaft transport bushing the low speed gear is held in position by a two-piece blue
(blue ring) must be removed prior torque shaft transport bushing on the extension end of the gear
to start-up.
shaft. This ring must be removed prior to start-up. Store the
bushing for later use in alignment or transport.
3.6 ALIGNMENT
3.6.1 General
Securing proper shaft alignment is one of the most important
phases of setting up a gear unit. Any appreciable misalignment
CAUTION: can cause a multitude of gear problems from excess bearing
and gear tooth wear to vibration problems. Uncorrected
Adequate foundation must be provided misalignment can lead to catastrophic failure. Therefore, it is
for proper alignment. essential that thermal growth and shaft operating position in
the bearings be anticipated during shaft alignment and that
good alignment be maintained.

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. Figure 2
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 Figure 3
maximum dimension can result in a turning
drive that cannot disengage, and catastrophic
failure of the turning drive if the turbine is
started.
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
at thermal starts out cold and
equilibrium. The stationary, and proceeds
detailed procedure to operation
should at rated
be followed speedsin
as shown andthe
loads
GE
document. The following can be used as a check to verify the final positions are acceptable:
1. Position the equipment on the base as instructed with shims as desired to permit future
equipment replacement if desired.
2. 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.
3. Check dimension between clutch input flange and output ring. This dimension should
be 2.150±0.025 cold.
page 8 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.
5. Pull pinion flange toward turbine and verify dimension between clutch input flange and
output ring is less than 2.300.
R E
O N
I
T B
A R
R U
E T
N
E
G
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
critical to satisfactory If optical alignment equipment is available, the hot alignment
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.

5/24/2018
Lufkin Ge a rbox - slide pdf.c om
Operation 4
4.1 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
CAUTION: should be used. Consult LUFKIN before using any
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 CUSTOMER CHECK BEFORE START-UP

1. Check all instrumentation and lubrication connections.
2. Check the lubricating system for correct type and quantity of oil.
3. Check for correct shaft alignment. See INSTALLATION.
4. Check that all necessary piping and accessory wiring is complete.
5. Check for foundation bolt tightness. See INSTALLATION.
6. Check tooth contact. See GEAR INSPECTION.
7. Ensure plastic transport bushing is removed from torque and quill shaft.
8. Verify clutch dimension of 2.313 – 2.125. (Goal 2.150 ± 0.025 cold)
page 10 NFVQ2419D

WARNING:
4.4 START-UP PROCEDURE
Activate turning drive and operate at turning drive speed
Coupling guards and inspection covers while ensuring acceptable oil pressure, etc. Start turbine and
must be secured BEFORE start-up. 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.
CAUTION:
Operation of the gear unit with no oil will
result in damage.
4.5. CUSTOMER CHECK AFTER
START-UP
1. Watch the bearings for a sudden high temperature rise which could indicate a bearing
problem.
2. 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.
3. 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).
4. 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 Alarm Settings
Sensor Alarm Shutdown
Accelerometer
Casing Acceleration 6 G’s peak **must be determined individually**
Casing Velocity 0.3 in/sec peak 0.5 in/sec peak
(7.6 mm/sec) (12.7 mm/sec)
Vibration Probes
Shaft Vibration
Shaft Speed, RPM
0<N<5000 2.5 mils (0.063 mm) 4.0 mils (0.102 mm)
Embedded RTD or thermocouple 225° F 240° F
in bearing shell load zone (107° C) (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)

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 MONTHLY
• check oil temperature • check operation of auxiliary
equipment
• check oil pressure • check operation of alarms
• check vibration • check tightness of foundation
bolts
• check noise • check for oil contamination
• check for oil leaks
QUARTERLY ANNUALLY
• analyze oil sample • check bearing clearance

• check endplay
OIL CHANGE • check tooth contact pattern

• 2500 hours of operation OR • check coupling
• every six months • check alignment
page 12 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.
immediately. The only the
Monitor wayresults.
to do this
If a is to takeisfrequent
change samplesaccordingly.
noted, respond and have them evaluated
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

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
equipment are securely locked out. Type and Grade” and note the AGMA lubricant number
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

1. Identify the energy sources used and all control devices.
DANGER: 2. Notify all affected personnel.
3. Turn OFF all operating controls.
When working near rotating elements, be
certain prime mover is turned off and 4. Lock out or tag out all switches and energy controls in
locked out/tagged out. “off” or “safe” positions.
5. Test all operating controls to make sure no power is
getting to equipment.
6. Perform required maintenance.
6.1.2 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

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
During maintenance of the reduction that joins the housing sections.
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
positions andof the gear
prying withunit. Some
a large sharp raps
screwdriver maywith
be aneeded
rawhide hammer
to loosen theatparting
the corner
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
cover. 10. Carefully lift the cover straight up until it clears the
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 REMOVAL OF HIGH SPEED PINION

1. Mark the location of each bearing in the housing so that it can be reassembled correctly.
2. 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 REMOVAL OF LOW SPEED GEAR

1. Remove the middle section of the cover in the same manner as the top cover was
removed.
2. Reinsert blue transport bushing (see INSTALLATION, “Transport Bushing”) so the
torque shaft will stay centered in the quill shaft.
3. 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.
4. 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.
5. 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.

Gear Inspection 7
7.1 TOOTH CONTACT CHECKING
7.1.1 Introduction
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 Why Check Tooth Contact

Gear teeth must have an even load across the entire face
DANGER: width to minimize stress on the teeth. The contact between
When working near rotating elements, gear teeth is line contact; therefore, the alignment between
the rotating elements (pinion and gear) is critical. Tooth
be certain prime mover is turned off and alignment is controlled by the accuracy of the rotating
locked out/tagged out.
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
the only can becheck
contact checked two ways.
method Note: The
that performs insecond method, manner
an acceptable the “hardinblue” method,
vertical is
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.

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.

Bearing Inspection 8
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
CAUTION: grooves are
positioned
Pressure dam bearings must be on the
positioned correctly to prevent unloaded
damage to equipment. side of the
bearing
journal as shown in the section on
REASSEMBLY, Figure 7. Figure 6
8.2 BEARING CONDITION ASSESSMENT

When the unit is disassembled, the bearings and journal
CAUTION: should be carefully inspected for uneven wear or damage.
If required, manually polish journals using belt type
All bearing journal polishing must be
crocus cloth to remove any high spots.
in a circumferential direction to
prevent axial scratches. Bearing surfaces should be thoroughly inspected for:
• correct clearance
• high spots
• flaking of babbitt
• scoring
• wiping
8.2.1 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
adjusting the contact
shims is satisfactory,
under the unitit (see
may INSTALLATION,
be possible to improve gear toothand
“Alignment” contact
GEAR by
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 Bearing High Spots

CAUTION: Location of any high spots in the bearing are indicated by
bright spots which should be lightly scraped and polished with
Do not use sandpaper to polish bearings; fine steel wool or crocus cloth until they blend in with the rest
damage to equipment may result. 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.

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
9.1 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
seal leaks. direction. Do not rub shafts in a length-wise direction as it may cause
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
section (for equally
example:in 1.
a “cross” pattern 2.
top left corner, to bottom
avoid torquing, binding,
right corner, orright
3. top warping the
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. Before installing bearings, note that they are match
marked and are not interchangeable.
CAUTION:
• Install the lower half of the journal bearings (the half
Correct assembly of pressure dam with the slot for the roll pin) in the housing in the
bearings is required to prevent damage
to equipment. 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.

• See Figure 7 to seat pressure dam in correct

CAUTION: direction of rotation.
• Rethread bottom RTD wires from bearing through
Do not bump gear assembly into housing.
housing.
2. 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
CAUTION: bolts on
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
to lower and
be removed section. (Note:
installed These pins need
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.
CAUTION: •Slowly
(93° oven
- 121 °C).heat the coupling to 200°–250°F
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
CAUTION: use.)
• After the coupling is heated, work quickly to slide
Do not place hands below suspended it onto the shaft before it cools appreciably.
housing without blocks for protection. 4. Install the lower half of the high speed bearings as in
“Bottom Section.”
page 26 NFVQ2419D

5. Make sure the pinion is level and carefully line it up in mesh with the gear.
6. Carefully set the pinion into its bearings and in mesh with the gear.
7. 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. Replace bearing tops.
9. 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.
CAUTION: 9.2.4 Top Section

1. Lower the cover over the studs carefully to prevent
Do not bump gear assembly with the
housing as it lowers.
damage to gearing. Leave suspended high enough to
reach RTD holes.
CAUTION: 2. Thread the RTD wires from the top bearings through the
top housing (for safety place wooden blocks between the
Do not force the coupling onto the gear
middle section and the top while threading wires.)
shaft as internal damage to the gear or
3. Torque all cap screws and studs.
the coupling may occur.
4. Lower cover in place.
Table 5. Recommended Tightening Torques

(for Grade 5 Bolts & Studs)
Tightening Torque Tightening Torque

Nominal Size for BOLTS 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
5. 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.
6. Install the coupling cover.
7. Reconnect the turning drive and pressurize the Safeset clutch (see Safeset manual for
details).
8. Mount the shaft seals, end plates, and other auxiliary equipment which may have been
disconnected during disassembly.

9. Reconnect the junction box plate and wiring as

necessary (see the Wiring Diagram.)
CAUTION: 10. Reconnect any instrumentation and lubrication lines
Keep wires off moving parts to prevent
necessary (see the Wiring Diagram, Installation
wear-throu h and sensor failure. Plan, and “Resistance Temperature Detectors”
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
CAUTION: 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
revent loosenin . lockwired to prevent them from vibrating loose and falling into
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.
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
aorifices
particular viscosity.
without A lubricant
building with lessThis
up pressure. thansituation
this normal
canviscosity will pass
be prevented bythrough the
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.

• 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 Tips

Problem Possible Cause Remedy
Abnormally • Housing coated with foreign • Clean outside of housing
High material, preventing heat

dissipation
Temperature
• High ambient temperature • Provide adequate ventilation
• Lack of oil to bearings and/or • Check lubrication system
mesh (indicated by low oil
pressure)
Low Oil • Use of lubricant with lower • Use correct viscosity lubricant
Pressure viscosity than required
• Low lubricant viscosity from • See "Abnormally High
high lubricant temperatures Temperature" below
• Clogged oil filter • Replace filter element
• Pump cavitation • Maintain proper oil level in
reservoir
• Air leak in suction line • Check and tighten all pipe
fittings
• Incorrect relief valve setting • Set relief valve correctly
Excessive • Insufficient foundation rigidity • Reinforce foundation
Vibrations • 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 • Pinpoint noise with mechanic's
stethoscope, replace part
• Coupling misalignment • Realign couplings
Excessive • Worn gearing • Replace worn parts
Noise • Transmission from other • Add sound blanket or
equipment enclosure
No Sensor • No power • Check power supply & repair

Readings or restore
• Faulty gauge or recording • Test gauge or recording
device equipment
• Failed sensor • Replace sensor
• Lead wire braid rubbed • Replace sensor
through; wire contacting metal

Nameplate Data 11
GEARS
MODEL GEAR
NO. NFVQ2419D RATIO 1.209:1
SERIAL RATED RPM

NO. 120054-120066 INPUT 3627
ORDER
NO. 106/203788 RATED
OUTPUT 3000 RPM
ITEM GEAR
NO. RATED 70,000 HP
52,200 KW
ACTUAL API SERVICE

354.6 1.10
K FACTOR FACTOR
SPEC
API 613, 5th
NO. OF
TEETH 81 / 67
GR/PIN
AGMA LUBRICANT NUMBER

USE (136-165 SSU at 100 F)
Light Turbine
USE (28.8-35.2 cST at 40 C)

ISO VG 32
INDUSTRIES, INC.
LUFKIN, TEXAS
page 32 NFVQ2419D






TECHNICAL MANUAL NO. M434
ENGINEERING INC .
410 Eagleview Boulevard

Suite 104
Exton, PA 19341
Telephone: (610) 458-0153

Facsimile: (610) 458-0404
Web Page: www.koenigengr.com
E-Mail: koenig@koenigengr.com
R EV. 4 DATE:APRIL 1, 2008

ISSUE DATE: SEPTEMBER 7, 2005


REVISION SHEET
Revision Revision Date Section Description of Change

1 3/16/2007 1 Updated assembly dwg. 05-0525 to Rev “B”
2 7/03/2007 1 Updated assembly dwg. 05-0525 to Rev “C"
33 8/16/2007
08.16.07 11 General
General formatting updates
Formatting Updates
4 4/1/2008 1 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
death, or means
Danger that failure
substantial to follow
property damage.the safety statement will result in serious personal injury,
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 AL L 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.


--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 AL L 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.


--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: 01
Qty. (2) Pawl
Qty. (2) Pawl Spring
Qty. (2) Pawl Pin
Qty. (2) Pawl Stop Pin
Qty. (4) Socket Set Screw
WD6482KIT Worm Gear Parts Kit, consisting of: 01

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
AC050525 18.5 kW Motor Replacement Kit: 01

Contact KEI
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 koenig@koenigengr.com email


--Page 13--
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--
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

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 Coating prevents corrosion on metal parts in storage, overseas

 Good corrosion protection in shipments and other high-humidity, long-term exposure
thin film
• Colorless USES
• Non-oily Dow Corning ® Metal Protective Coating is typically used to protect high-value-
added metal parts during production, storage and shipment – especially
COMPOSITION components exposed to high humidity, salty conditions or corrosive
• Corrosion-protective coating industrial environments.
Typical uses for Dow Corning Metal Protective Coating include:

• Manufacturing – machined surfaces, stampings, raw stock, work-in-
progress 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 Dow Corning Metal Protective
is a transparent, dry, wax-like coating Coating is ready to use as supplied.
that protects metal parts from corro- However, for uniform solids
sion. The coating has good inherent distribution and coating thickness,
lubricating properties and usually the bulk material should be gently
does not require removal prior to mixed before and during use.
any subsequent machining, assem- Dipping will provide a uniform
bly or start-up of equipment. If coating; however, spraying is often
necessary, Dow Corning Metal Pro- the preferred method of
tective Coating may be removed by application. For best results, three
most common solvents such as light applications are better than
mineral spirits or Dow Corning ® OS one heavier application. For smaller
Fluids. jobs and touch-up work, Dow Corning
Metal Protective Coating may be
Parts protected with Dow Corning applied from an aerosol container.
Metal Protective Coating may be Brushing may also be used. For best
examined through the transparent protection, scratching of the coating
coating. Additionally, the parts will after application should be avoided.
remain relatively clean since the dry
coating will not readily pick up dirt, Surface Preparation
dust and grit under normal Surfaces to be protected with
handling and storage. Dow Corning Metal Protective
Coating must be clean and dry.

TYPICAL PROPERTIES Although the coating will not

These values are not intended for use in preparing specifications. permit moisture to penetrate, it
does not displace moisture already
Test Unit Result on the metal surface.
As Supplied
Appearance1 Opaque, yellow liquid
Density 1 lb/gal 6.8
Film Thickness
Boiling Point 1 °F (°C) 240 (115) A film thickness suitable for most
Flash Point 1 °F (°C) 82 (28) requirements (0.40 mil) can be
Surface Coverage, film thickness of obtained by dipping at normal room
0.0001 inch sq ft/gal 2100 temperature. For a thicker film and
0.0002 inch sq ft/gal 1100 increased metal protection,
0.0003 inch sq ft/gal 700 additional dip coatings may be
Drying Time, repeated after allowing the first coat
bulk, thin film, one dip minutes 10 to 30 to dry. Similar buildup of the
aerosol spray, thin film, one pass minutes 10 to 20
protective film may be achieved by
Solvent,
bulk Mineral spirits
repeated spray or brush
aerosol spray Mineral spirits plus applications, with intervals for
nonchlorofluorohydro- drying between coats. A thick film,
carbon propellant however, may cause the wax to pull
away from corners and metal edges,
As Applied leaving metal exposed for corrosion.
Appearance Transparent,
non-oily wax If a thinner film is desired, the
liquid material may be diluted by
Softening Point °F (°C) 150 (65)
Service Temperature Range, estimated °F (°C) -40 to 150 (-40 to 65)
using a suitable chlorinated solvent
Single Dip Film Thickness such as Chlorothene ®1, which also
at 68°F (19.9°C) mils 0.4 reduces drying time, or by using
Corrosion Resistance, mild steel mineral spirits.
5 percent salt spray, dipped from bulk hours 200+
5 percent salt spray, aerosol spray hours 72+ Removal of Film
humidity room cycles 50 In most cases, Dow Corning Metal
Lubrication 2 Pass, no stick-slip
Protective Coating does not have to
Coefficient of Friction 0.12
1
be removed from coated parts before
Properties for bulk form. Aerosol contains bulk plus nonchlorofluorohydrocarbon propellant.
2
they are machined, assembled or
Faville-LeValley Corp., LFW-4 Press Fit Machine.
Specification Writers: Please obtain a copy of the Dow Corning Sales Specification for this started up. However, if removal is
product and use it as a basis for your specifications. It may be obtained from any Dow Corning desired, degreasing with common
Sales Office, or from Dow Corning Customer Service in Midland, MI. Call (517) 496-6000. solvents such as mineral spirits or
Dow Corning OS Fluids will normally
remove the coating as will steam
cleaning or alkali cleaners.
1Registered trademark of The Dow Chemical

Company.

Note: Caustic cleaners should not STORAGE AND SHELF LIFE WARRANTY INFORMATION
be used to remove Dow Corning Metal When properly stored under – PLEASE READ CAREFULLY
Protective Coating from aluminum normal warehouse conditions, The information contained herein
surfaces. Dow Corning Metal Protective is offered in good faith and is
Coating has a shelf life of 60 months believed to be accurate. However,
Caution from date of manufacture. To obtain because conditions and methods of
Dow Corning Metal Protective uniform mixture, slight stirring after use of our products are beyond our
Coating contains mineral spirits. It storage is recommended before use. control, this information should not
should be used in a well-ventilated be used in substitution for customer’s
area, and the precautions normally PACKAGING tests to ensure that Dow Corning’s
followed when working with this Dow Corning Metal Protective products are safe, effective, and fully
solvent should be implemented. Coating is supplied in 30-lb (13.6- satisfactory for the intended end use.
Solvents used to dilute this material, kg) pails and 375-lb (170-kg)
as well as metal cleaning or alkali drums, net weight. Dow Corning Dow Corning’s sole warranty is
cleaners, should only be used with Metal Protective Coating aerosol is that the product will meet the
adequate ventilation. Follow hand- supplied in 10-oz (284-g) Dow Corning sales specifications in
ling precautions on container labels. containers, net weight. effect at the time of shipment. Your
exclusive remedy for breach of such
USE LIMITATIONS SAFE HANDLING warranty is limited to refund of pur-
Painted surfaces should be well INFORMATION chase price or replacement of any
cured before Dow Corning Metal product shown to be other than as
Protective Coating is applied. If the PRODUCT
REQUIREDSAFETY
FOR SAFEINFORMATION
USE IS NOT warranted. Dow Corning specifically
intent is to remove Dow Corning disclaims any other express or
INCLUDED. BEFORE HANDLING,
Metal Protective Coating from the implied warranty of fitness for a
READ PRODUCT AND MATERIAL
painted surface at a later date, only particular purpose or merchantabil-
SAFETY DATA SHEETS AND CON-
one light application should be ity. Unless Dow Corning provides
TAINER LABELS FOR SAFE USE,
made. you with a specific, duly signed
PHYSICAL AND HEALTH HAZARD
endorsement of fitness for use,
INFORMATION. THE MATERIAL
This product is neither tested nor Dow Corning disclaims liability for
SAFETY DATA SHEET IS AVAILABLE
represented as suitable for medical any incidental or consequential
FROM YOUR DOW CORNING REP-
or pharmaceutical uses. damages. Suggestions of use shall
RESENTATIVE, OR DISTRIBUTOR,
not be taken as inducements to
OR BY WRITING TO DOW CORNING
SHIPPING LIMITATIONS infringe any patent.
CUSTOMER SERVICES, OR BY
Liquid – DOT classification: CALLING (517) 496-6000.
flammable liquid.
Aerosol – DOT classification:

flammable gas.

DAUBERT
NOX RUST VCI-1O OIL
NOX RUST VCI-lO Oil is a volatile corrosion [1] Since drive clutch and steering clutch assemblies
inhibitive lubricating oil for use in the preservation of are subject to corrosion within their compartments dur-
ing shipment and storage, this problem was overcome by
ferrous metal parts in enclosed ‘systems.
fogging three ounces of VCI-i0 to the hydraulic test oil.
After testing, an additional three ounces are added.
Having combined the protective properties of a
preservative oil with those of volatile corrosion
[2] Corrosion of hydraulic cylinders can cause leak-
inhibitors, VCI-l0 Oil makes possible long term
age. Protection of cylinders and circulating systems is
protection against rust within what are termed “closed” provided by adding 2% VCI-lO to the hydraulic test oil.
systems or voids. After testing, an additional three ounces are added.
PHYSICAL CHARACTERISTICS [3] To forestall rust which will foul a diesel
(Typical Values, Not Specifications) injection system, one ounce of VCI—l0 per each 7—1/2
Viscosity @ lOO°F. SUS: 210 gallons (1 cubic foot) capacity is fogged into the fuel tanks.
Pour Point: -10°F If tank contains oil or gasoline, one ounce of VCI-l0 is
Flash Point: 300°F added for each gallon present.
Specific Gravity: 0.931
Film Thickness @ 77°F: 0.2 mils [4] To protect crankshaft, bearings, rocker arms
Coverage: 800 sq ft per gal and all surfaces normally lubricated by crankcase oil,
Volatile: 5% 1% VCI-1O, by volume, is added to the crankcase oil.
Accelerated Corrosion Test, Humidity JAN—H-792,
100% RH § 1209F: 300 Hours [5] To protect upper cylinder walls and valves in
Vapor Phase Protection, diesel or gasoline engines, eight ounces of VCI10 are
MIL-P-46002A Procedure: Pass introduced through the air filterand sucked into the
cylinders by turning over the motor with ignition off.
NOX RUST VCI-l0 Oil is intended for use in the pres-
ervation of enclosed systems where the volatile compo- [6] For transmissions, 2% VCI-10 is added to the
nents will provide protection above the oil level. It pro- lubricant.
vides an effective contact preservative oil film. Typical
examples of “closed” systems in which VCI-l0 Oil is The unusual properties of VCI-10 OIL can be used to
used to protect metal from damaging rust include: fuel advantage for winter layaway of farm and road
tanks, storage tanks, cylinders, transmissions, metal building equipment and for summer storage of school
containers, gear housings, clutch compartments, crank buses, snow plows, etc. It may also be fogged into
cases, hydraulic and coolant circu1ating systems. shipping cases to protect unpainted auto and truck body
sections during shipments.
Conventional lubricating or preservative oils slushed
or fogged into such systemswill drain away from the NOX RUST VCI-10 OIL can be used full strength in
systems with ferrous metals only. Where non-ferrous
vertical metal surfaces in about six months, exposing
the metal to moisture, condensation and corrosion. While metals are present, VCI-10 must be diluted to 2% or
NOX RUST VCI-l0 OIL also drains away, the vapor- less, depending on the metals present.
izing rust inhibitors evolving from the product spread
throughout the void or system and neutralize the corro-
sion-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

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


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 PAGE
Installation 3
Lubrication 3
Operation 5
Long Term Storage 6
Maintenance: 7
Disassembly 7
Reassembly 8
Tooth Contact Instructions 10
Lip Seal Inspection/Discussion

Replacement of Mechanical Seal Assembly 11
11
General Safety Instructions 13
Delroyd Worm Gear Assistance 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 awill

preparation month. Always
allow storagestore reducers
under indoors
the above in a clean
conditions drytolocation
for up if possible.
six months. LongerStandard shop
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 Amoco Cylinder Oil # 680
Ashland Oil Inc. Light Cylinder No product
Atlantic Richfield Co. No product MODOC 175
British Petroleum Corp. ENERGOL DCC 460 ENERGOL DCC 680
Chevron Oil Co. Chevron Cyl. Oil W ISO 460 Chevron Cyl. Oil W ISO 680
Citgo Petroleum Corp. Citgo Cyl. Oil 400-5 Citgo Cyl. Oil 680-7
Continental Oil Co. INCA Oil 460 INCA Oil 680
Exxon Company, U.S.A. Cylesstic TK 460 Cylesstic TK 680
Imperial Oil Ltd. (Canada) Cylesso TK 460 Cylesso TK 680
Keystone No product Keygear K600
Mobil Oil Corp. 600W Cylinder Oil 600W Super Cyl. Oil
Mobil Oil (Canada) 600W Cylinder Oil 600W Super Cyl. Oil
Phillips Petroleum Co. Hector 460S Hector 630S

Shell Oil Company Valvata Oil J 460 Valvata Oil J680
Shell Oil (Canada) Valvata Oil J 460 Valvata Oil J680
Texaco Inc. Vanguard Cylinder Oil 460 Texaco Honor Cyl. Oil 680
Union Oil Co. of California Union Steaval B110 Union St.A 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 AGMA COMP.

15° - 60°F #7 COMP.
50° - 125°F #8 COMP.
LOW AMBIENT LUBRICANTS
If ambient
AGMA temperatures
lubricants belowand
will solidify 15°F
theare expected,
motion of theagears
winter lubricant
will channelmust be selected,
the solidified oilsince
until the
no above
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.
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. Examine for water or discolored (creamy appearing) lubricant. If present, drain until
uncontaminated oil flows out.
4. 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


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
dimension shims.onUsing
indicated a depthOutline
the reducer micrometer, verify
drawing. the “Working
Adjust the shimsLength At Assembly”
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. suchThe customer should

as overloads during request
starting,Delroyd Worm
momentary Gear
peak assistance
or stalling in selecting
loads, a reducer
high inertia if or
starting conditions
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.




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, funzio-

namento 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 Conformity
NOTE As well as conforming to the standards relating to
These instructions must be followed to ensure safe mechanical and electrical characteristics, motors de-
and proper installation, operation and maintenance
signed for explosive atmospheres must also conform to
of the motor. They should be brought to the
the following European standards:
attention of anyone who installs, operates or
maintains the motor or associated equipment.
Ignoring these instructions may invalidate all EN 50014; General standard concerning explosion
applicable warranties. EN 50018; proof material. EEx d protection
Std. concerning
EN 50019; Std. concerning EEx e protection
WARNING EN 50021; Std. concerning EEx nA protection
Motors for hazardous areas are specially designed IEC 60079-15; Std. concerning Ex nA protection
to comply with official regulations concerning the BS 5000:16; Std. concerning Ex N protection
risk of explosion. The realiability of these motors EN 50281-1-1 Std. concerning Dust Ignition
may be impaired if they are used improperly, badly Protection
connected, or altered in any way no matter how
minor. ABB LV motors (valid only for group II) can be installed
in areas corresponding to following marking:
Standards relating to the connection and use of
electrical apparatus in hazardous areas must be Zone Category or Marking
taken into consideration,
standards for installation especially the where
in the country national
the 1 Category 2 or EEx d, EEx de, EEx e
2 Categor y 3 or Ex nA, Ex N, EEx nA
motors are being used. Only trained personnel
21 Categor y 2 or DIP, IP 65
familiar with these standards should handle this
22 Category 3 or DIP, IP 55 (non conductive dust)
type of apparatus.
Atmosphere;
Declaration of Conformity G – explosive atmosphere caused by gases
D – explosive atmosphere caused by dust
All ABB motors comply with:
- The Low Voltage Directive 73/23/EEC amended by
Prior checking
Directive 93/68/EEC
- EMC Directive 89/336/EEC, amended by
92/31/EEC, and 93/68/EEC. Users should check all information quoted in the stan-
- Declaration of Incorporation with respect to the dard technical information in conjuction with data con-
Machinery Directive 89/392/EEC, amended by cerning standards on explosion-proofing, such as:
91/368/EEC, 93/44/EEC and 93/68/EEC.
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)
Explosive atmos- IIA Propane
Validity pheres other than IIB Ethylene
mines IIC Hydrogen/Acetylene
These instructions are valid for the following ABB
electrical motor types, when used in explosive atmo- b) Marking temperature
spheres.
Temperature class T1 T2 T3 T4 T5 T6 T125°C
Non-sparking Ex nA, Ex N, EEx nA Max. temperature °C 450 300 200 135 100 85 125
series M2A*/M3A*, sizes 90 to 280 Max. temperature rise 155 155 155 90 55 40 80
series M2B*/M3G*, sizes 71 to 400 of surface K
Increased safety EEx e
series M2A*/M3A*, sizes 90 to 250 It should be noted that the motors are certified and
series M2B*/M3H*, sizes 80 to 400 classified according to their group. This is determined by
Flameproof enclosure EEx d, EEx de
reference to the ambient gas or dust atmosphere and by
series M2J*/M3J*, M2K*/M3K*, sizes 80 to 400
Dust Ignition Protection (DIP) Motors the marking temperature, calculated as a function of the
series M2A*/M3A*, sizes 90 to 280 ambient temperature of 40°C.
series M2B*/M3G*, sizes 71 to 355
If the motor is to be installed in higher ambient tempera-
(Additional information may be required by ABB to tures than 40°C, please consult ABB for new rating data
decided on the suitability for some machine types used and test reports at the required ambient temperature.
in special applications or with special design modifica-
tions.) The ambient temperature must not be less than -20°C. If
lower temperatures are expected, please consult ABB.
Low Voltage Motors / Manual for Ex-motors 01-2003 3


2. Installation If the reference resistance value is not attained, the

winding is too damp and must be oven dried. Oven
Putting into service (starting) temperature should be 90°C for 12-16 hours followed by
105°C for 6-8 hours.
Reception check
Immediately upon receipt check the motor for external Drain hole plugs, if fitted, must be removed and closing
damage and if found, inform the forwarding agent valves, if fitted, must be opened during heating. After
without delay. heating, make sure the plugs are refitted.
Check all rating plate data, especially voltage, winding Windings drenched in seawater normally need to be
connection (star or delta), category, type of protection rewound.
and temperature marking. The type of bearing is speci-
fied on the rating plate of all motors except the smallest Direct-on-line or star/delta starting
frame sizes. The terminal box on standard single speed motors
normally contains six winding terminals and at least one
Remove transport locking if employed. Turn shaft by earth terminal.
hand to check free rotation.
For two-speed and special motors, the supply connec-
Do not exceed permissible loading values of bearings tion must follow the instructions inside the ter minal box.
stated in the product catalogues.
Earthing
tions must
before thebemachine
carried is
outconnected
accordingtotothe
local regula-
supply
Motors equipped with roller bearings:
Running the motor with no radial force applied to the voltage.
shaft may damage the roller bearing.
The voltage and connection are stamped on the rating
Motors equipped with angular contact bearing: plate.
Running the motor with no axial force applied in the right
direction to the shaft may damage the angular contact Direct-on-line starting (DOL):
bearing. Y or D winding connections may be used.
E.g. 690 VY, 400 VD indicates Y-connection for 690 V
The type of bearing is specified on the rating plate. and D-connection for 400 V.
Star/Delta starting (Y/D):

Motors
When equipped
starting with regreasing
the motor for the first nipples:
time, or after the The supply voltage must be equal to the rated voltage
motor has been stored for a long time, the specified of the motor when using a D-connection.
grease must be injected until grease is forced out from Remove all connection links from the terminal block.
the grease outlet.
For details see section “Manual lubrication” on page 10. For increased safety, only direct-on-line starting of
motors is normally allowed. If star-delta starting is
Insulation resistance check required, please consult ABB.
Measure insulation resistance before commissioning
and when winding dampness is suspected. Other starting methods and severe starting condi-
tions:
WARNING In case other starting methods are used, such as a soft
Disconnect and lock out before working on the starter, or if starting conditions are particularly difficult,
motor or the driven equipment. Ensure no explo- please consult ABB first.
sive atmosphere is present while executing insula-
tion resistance check procedures. Terminals and direction of rotation
The shaft rotates clockwise when viewing the shaft face
Resistance, measured at 25°C, shall exceed the refer- at the motor drive end, and the line phase sequence
ence value, i.e. - L1, L2, L3 - is connected to the terminals as shown in
figure 1.
10 M ohm (measured with 500 V dc Megger)
To alter the direction of rotation, interchange any two
WARNING connections on the line cables.
The windings should be discharged immediately
after measurement to avoid risk of electric shock.
If the motor has a uni-directional fan, ensure that it
Insulation resistance reference value is halved for each rotates

the in the same direction as the arrow marked on
motor.
20°C rise in ambient temperature.


Handling Aluminium* Cast iron Flameproof

Frame Weight Weight Weight
size kg kg kg
Storage
71 8 13 -
The motor should always be stored indoors, in dry, 80 12 20 24
vibration free and dust free conditions. 90 17 30 37
100 25 40 48
Unprotected machined surfaces (shaft-ends and 112 36 50 52
132 63 90 99
flanges) should be treated against corrosion. 160 110 175 180
180 160 250 250
It is recommended that shafts are rotated periodically by 200 220 310 350
hand to prevent grease migration. 225 295 400 450
250 370 550 550
280 405 800 800
Anti condensation heaters, if fitted, should be used. 315 - 1300 1300
355 - 2500 2500
Transportation 400 - 3500 3500
Motors fitted with cylindrical-roller and/or angular con- * If the motor is equipped with brake and/or separate fan ask ABB for
tact bearings must be fitted with locking devices during the weight.
transport.
Installation
Lifting
Lift the motor using the lifting lugs only, unless the lifting All rating plate values relating to certification must be
instruction state a different method can be used. carefully checked, to ensure that the motor protection,
atmosphere and zone are compatible.
Motors with the same frame may have a different center
of gravity because of different output, mounting arrange- Standards EN 1127-1 (Explosion prevention and protec-
ments and auxiliary equipment. tion) and EN 50281-1-2 (Electrical apparatus for use in
the presence of combustible dust) must be respected.
Damaged lifting eyes must not be used. Check that Special attention should be paid to dust ignition tem-
eyebolts or integrated lifting lugs are undamaged before perature and dust layer thickness in relation to the
lifting. motor’s temperature marking.
Lifting eyebolts must be tightened before lifting. If When fitted in a vertical position with the shaft pointing
needed the position of the eyebolt can be adjusted using
suitable washers as spacers. downwards, the
against falling motorand
objects must have a protective cover
fluid.
Ensure that proper lifting equipment is used and that the Ensure that the motor protection corresponds to the
sizes of the hooks are suitable for the lifting lugs. 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. The earth terminal on the frame has to be connected to
PE (protective earth) with a cable as shown in Table 3 of
Machine weights EN 50014.
The total machine weight can vary within the same
frame size (center height) depending on different output, The cable connection between the network and motor
mounting arrangement and added features. terminals must fulfil the requirements stated in the
country standards for installation or in the standard EN
The following table shows estimated maximum weights 60204-1 according to the rated current indicated on the
for machines in their basic versions as a function of rating plate.
frame material.
Motors are intended for fixed installation only. In other
The actual weight of all ABB’s motors, except the cases ensure only certified cable glands for increased
smallest frame sizes is shown on the rating plate. safety and flameproof motors are used. For non-spark-
ing 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
clampedshould
close be mechanically
to terminal box toprotected and
fulfil requirements
of EN 50014 and local installation standards (e.g.
NFC 15100).


Cooling Flameproof motors

Check that the motor has sufficient airflow. Ensure that Drain plugs, if requested, are located at the lower part of
no nearby equipment, surfaces, or direct sunshine the end shields in order to allow condensation to escape
radiate additional heat to the motor. For EEx d / EEx de from the motor.
motors especially of the surface temperature classes T5
and T6 with flange mounting (B5, B35, V1...), make sure Periodically turn the knurled head of the drain plug in
that the construction allows sufficient air flow on the order to prevent jamming. This operation must be done
outer surface of the flange. For more information about when the motor is at a standstill and has been made
higher ambient temperatures and cooling, see ABB’s safe to work on.
publication “The Motor Guide” or contact your local
Sales Office. The regularity of checks depends on the humidity of the
ambient air, and on the local weather conditions. This
Foundation can initially be determined experimentally and must then
The purchaser bears full responsibility for preparation of be strictly adhered to.
the foundation.
Dust Ignition Protection Motors
Metal foundations should be painted to avoid corrosion. 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 Motor protection against overload and stalling
dimensioned to avoid vibration caused by resonance. For increased safety motors (EEx e) the maximum
tripping time of protective devices must not be longer
Foundation studs than the time t E stamped on the motor rating plate.
Bolt the foundation studs to the feet of the motor and
place a 1-to-2 mm shim between the stud and the feet. A line sensitive device should be used to protect the Ex-
motor and DIP motors against overload and motor
Align the motor using appropriate means. stalling. Such devices should have good reliability and a
Check the alignment, drill locating holes and grout the tripping time accurate to ±20%.
locating pins into position with concrete.
Bearings
Alignment Special care should be taken with the bearings.
Correct alignment is essential to avoid bearing failures, These must be removed using pullers and fitted by
vibrations and possible fractured shaft extensions. heating or using of special tools for the purpose. A
separate instruction leaflet, available from ABB Sales
Slide rails and belt drives Offices, gives details on how to replace bearings.
• Fasten the motor to the slide rails as shown in
figure 2. Special recommendations apply when changing the
• Place the slide rails horizontally on the same level. bearings on DIP motors (as the seals should be
• Check that the motor shaft is parallel with the drive changed at the same time)
shaft.
• Belts must be tensioned according to the supplier’s Fitting coupling halves and pulleys
instructions. Coupling halves and pulleys must be fitted using suit-
able equipment and tools that do not damage the
WARNING
Excessive belt tension will damage bearings and bearings and seals.
can cause shaft breakage.
Never fit remove
place or a coupling half or
it using pulleypressed
a lever by hammering
against itthe
into
Do not exceed the maximum belt forces (i.e. radial
bearing loading) stated in the relevant product cata- body of the motor.
logues.
Mounting accuracy of coupling half: check that the
Motors with drain plugs for condensation 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 andenvironments,
very dusty in the open position in holes
all drain cast iron motors.
should be In
closed.


Connection The type and dimensions of the cable gland must

conform to the type and section of the cable. The degree
In addition to the main winding and earthing terminals, of protection and diameter are specified in the docu-
the terminal box can also contain connections for ments relating to the cable gland.
thermistors, stationary heating elements, or PT 100
resistance elements. When closing the terminal box cover ensure that no dust
has settled on the surface gaps. Clean and grease the
WARNING surface to ensure easy dismantling in the future.
Voltage
terminalmay
box be
for connected at standstill
heating elements inside
or direct the
winding EEx de-motors/M2KA/M3KP
heating. In an EEx de motor, the terminal box connection is
defined by very precise norms.
Connection diagrams for auxiliary elements and
connection parts can be found inside the terminal box The letter ‘e’ or ‘box EEx e’ is written on one par t of the
cover. box.
Approved connectors must be used to connect the The cable gland must be of an approved design. The
auxiliary elements. Thermistor relays, like other type and dimensions of the cable gland must conform to
switches and relays, must be placed outside the explo- the type and section of the cable. The degree of protec-
sion hazard zone. tion and diameter are specified in the documents relat-
ing to the cable gland.
Non-sparking & increased safety motors
Standard motors have the terminal box fitted on the top Please ensure that assembly of the terminal connection
and cable entry possibilities on both sides. A full de- is carried out precisely in the order that is set out in the
scription is contained in the product catalogues. assembly plan, which is found inside the terminal box.
Unused cable entries must be closed with appropriate The creepage distance and clearance must be conform
(certified for EEx e) plugs and with same IP protection to EN 50019.
as stamped on the rating plate.
The seals of the terminal box must be placed correctly
Flameproof motors in the slots provided, to ensure complete air tightness. A
There are two different types of protection for the leak could lead to penetration of dust or water, creating
terminal box: a risk of flashover to live elements.
- EEx d for M2JA/M3JP-motors Dust Ignition Proof motors

- EEx de for M2KA/M3KP-motors
Standard motors have the terminal box fitted on the top
with cable entry possible from both sides. A full descrip-
Unused cable entries must be closed with certified
tion is contained in the product catalogues.
plugs and the same IP protection as stamped on the
rating plate.
Unused cable entries must be closed with appropriate
plugs according to EN 50014. The IP degree of protec-
EEx d-motors/M2JA/M3JP
tion must be the same as for the terminal box.
In an EEx d motor, the connection to the terminal box is
standard, but care must be taken by using the following
Cable glands must have at least the same IP protection
criteria when selecting the cable gland.
as the motor.
The cable gland must be of an approved design and
When closing the terminal box cover ensure that no dust
have at least the same protection as the motor. It should
has settled on the surface gaps and check that the seal
be remembered that some cable glands are approved
is in good shape – if not it has to be replaced with one
for a maximum amount of free space in the terminal
with the same material properties.
box. The amount of free space for the range is listed
below for reference. WARNING
Do not open the motor nor the terminal box while
Motor type Terminal box Motor type Terminal box the motor is still warm and energised, when explo-
M2JA free space M3JP free space sive atmosphere is present.
80 - 132 1.45 - 1.7 dm3 80 -132 1.45 - 1.7 dm3
160 - 180 3 dm3 160 - 180 5.2 dm3
200 - 250 8.5 dm3 200 - 250 10.5 dm3
3 3
280 - 315 15 dm 3 280 - 315 24 dm3
355 - 400 79 dm 355 - 400 79 dm


Balancing The motor cable must be symmetric and shielded. The

motor must be grounded and connected according to
The motor’s rotor is dynamically balanced. the manual “Grounding and cabling of the drive system”.
The shield must be connected to both motor frame and
As standard, balancing has been carried out using half the inverter PE-terminal, cable glands providing 360°
key, and the shaft is marked with a RED tape, with the bonding (also called EMC glands).
text “Balanced with half key”.
Bearing voltages and currents (sparks) must be avoided
To avoid vibration, the coupling-half or pulley must be in all Ex-motors. To prevent sparking and high frequency
balanced with a half key after the keyway has been bearing current flows as a minimum a dU/dt filter must
machined. be used at the converter output when the nominal
voltage of the motor is higher than 600 V. More informa-
When balancing with full key, the shaft is marked with a tion about the filters at the instruction “Selection rules for
YELLOW tape, with the text “Balanced with full key”. VSD applications/Insulation” (3GZF500930-2).
In case of balancing without key, the shaft is marked Ex-motors in IEC frame size 280-400 shall be equipped
with a BLUE tape, with the text “Balanced without key”. with insulation bearings in N-end (non-drive end). The
insulation method is indicated on the motor rating plate,
Special instructions for motors with a e.g. “INSULATED BEARING IN N-END”.
frequency converter
Connection
In frequency converter applications, motor frame exter-
ABB motors with protection types EEx d, EEx de, EEx e
nal earthing must be used for equalising the potential
(on request) and Ex nA/Ex N or EEx nA are certified for
between the motor frame and the driven machine,
use with variable speed drives.
unless the two machines are mounted on the same
metallic base. See manual “Grounding and cabling of the
The use of a motor with a frequency converter must be
drive system” (3AFY61201998).
studied in advance. Check that the motor fulfils the
specifications. The maximum loadability (T = f(N)) of the
When the motor and the gearbox are mounted on a
motor, rotational speed area, frequency and the type or
common steel fundament, no potential equalisation is
characteristics of the converter are shown by an addi-
required.
tional rating plate or by a test report delivered with the
motor.
Winding and bearing insulation of a motor in variable Potential equalisation

speed drive use and the filters of the drive must be
chosen according to the instruction “Selection rules for V1 Plate/strip Cables/wires
VSD applications/Insulation” (3GZF500930-2) and U1 W1

PE
“Instructions for selection of Ex-motors for VSD” 3~M
> 150 mm
(3GZF500930-4). 0.75 mm
70 mm 2
min 50mm
Flameproof motors EEx d(e) operating with a frequency Driven machinery
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 To comply with EMC-requirements, use only cables and
converter must be capable of processing this informa- connectors approved for this purpose. (See instruction
tion. for frequency converters).
Bearing currents with frequency converter NOTE!

drives The oscillating frequencies of common mode currents
The operation of a frequency converter induces addi- are very high, from 10 kHz to 1 MHz depending on the
tional high frequency shaft voltages, which can cause actual drive set-up. Therefore, special attention should
be paid to the hf-impedance of the potential equalising
sparking and high frequency current flow through the
lead. A flat wound copper conductor or flat copper bar is
motor bearings. strongly recommended. The conductor length should be
as short as possible.


3. Operating 4. Maintenance
Use WARNING
Standards relating to connection and use of
WARNING electrical apparatus in hazardous areas must be
Disconnect and lock out before working on the taken into consideration. Only fully trained
motor or the driven equipment. Ensure no explo- personnel competent with these standards must
sive atmosphere is present while the work is in handle this type of apparatus.
progress. Depending on the nature of the work in question,

The motors are designed for the following environ- disconnect and lock out before working on motor or
mental conditions: driven equipment. Ensure no explosive gas or dust
is present while work is in progress.
Normal ambient temperature limits are -20°C to +40°C.
Maximum altitude 1000 m above sea level.
General inspection
1. Inspect the motor at regular intervals. The fre-
If these limits are exceeded, all motor data and con-
quency of checks depends on the humidity level of
struction data must be checked to equalise the surface the ambient air, and on the local weather condi-
temperature with the temperature class according to the tions. This can initially be determined experimen-
ignition temperature of any gases or dust. Please tally and must then be strictly adhered to.
contact ABB for further information. 2. Keep the motor clean and ensure free ventilation
airflow. If the motor is used in a dusty environment,
Particular attention must be paid to corrosive atmos- the ventilation system must be regularly checked
pheres when using flameproof motors; ensure that the and cleaned. For DIP motors respect the environ-
paint protection is suitable for the ambient conditions as ment specifications stated in standard
corrosion can damage the explosion-proof enclosure. EN 50281-1-2.
3. Check the condition of shaft seals (e.g. V-ring or
radial seal) and replace if necessary.
Safety considerations
For DIP motors the shaft seals should be changed
The motor is intended for installation and use by quali- at least once a year depending of environment
fied personnel, familiar with health and safety require- conditions as mentioned above (1).
ments and national legislation. 4. Check the condition of connections and mounting
and assembly bolts.
Safety equipment necessary for the prevention of 5. Check the bearing condition by listening for any
accidents at the installation and operating site must be unusual noise, vibration measurement, bearing
provided in accordance with local regulations. temperature, inspection of spent grease or SPM
bearing monitoring.
WARNING
Small motors with supply current directly switched When signs of wear are noticed, dismantle the motor,
by thermally sensitive switches can start automati- check the parts and replace if necessary. When bear-
cally. ings 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
Points to observe quality and characteristics as the original ones when
1. Do not step on the motor. changing bearings.
2. The temperature of the outer casing of the motor
may be hot to the touch during normal operation. For flameproof motors, periodically turn the knurled
3. Some special motor applications require special head of the drain plug, if equipped, in order to prevent
instructions (e.g. using frequency converter sup- jamming. This operation must be done when the motor
plies).
is at standstill. The frequency of checks depends on the
4. Lifting lugs must only be used for lifting the motor
itself. They must not be used to lift the motor when humidity level of the ambient air, and on the local
it is attached to other equipment. weather conditions. This can initially be determined
experimentally and must then be strictly adhered to.


Lubrication The grease outlet plug must be removed permanently

with automatic lubrication.
WARNING
Beware of all rotating parts. ABB policy is to have reliability as a vital issue in
bearing lubrication intervals. That is why we follow the
L1-principle.
WARNING
Grease can cause skin irritation and eye inflamma-
tion. Follow all safety precautions specified by the Manual lubrication
manufacturer. Regreasing while motor is running
- Remove grease outlet plug or open closing valve if
Bearing types are specified in the respective product fitted.
catalogues and on the rating plate of all our motors - Be sure that the lubrication channel is open
except smaller frame sizes. - Inject the specified amount of grease into the bearing.
- Let the motor run 1-2 hours to ensure that all excess
Motors with permanently greased bearings grease is forced out of the bearing. Close the grease
Bearings are usually permanently greased bearings of outlet plug if fitted.
either 1Z or 2Z types.
Regreasing while motor is at a standstill
As a guide, adequate lubrication for sizes up to 180 can Regrease motors while running. If this is not possible,
be achieved for the following duration, according to L1 lubrication can be carried out while the machine is at a
standstill.
(i.e. thattime)
interval 99 %atofambient
the motors are sure to
temperature of make
25°C. the
For duties - In this case, use only half the quantity of grease, then
with ambient temperatures higher than 25°C, see the run the motor for a few minutes at full speed.
- When the motor has stopped, press the rest of the
respective product catalogue.
specified amount of grease into the bearing.
- After 1-2 running hours close the grease outlet plug or
Frame size Poles Duty hours closing valve if fitted.
90-112 2-8 40 000
132 2 31 000 Automatic lubrication
132 4-8 40 000 The grease outlet plug must be removed permanently
160 2 23 000 with automatic lubrication or open closing valve if fitted.
160 4-8 40 000
180 2 19 000 Some motors may be equipped with a collector for old
180 4-8 40 000 grease. Follow the special instructions given for the
equipment.
Depending on application and load conditions, see
applicable product catalogue. We recommend only the use of electromechanical
systems. Contact your local ABB Sales Office.
Hours of operation for vertical motors are half of the
above values. The amount of grease per each lubrication interval
stated in the table should be doubled if an automatic
Motors with regreasing nipples regreasing system is used.
Lubrication information plate and general lubrica- When 2-pole motors are automatically regreased, the
tion advice 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.


Lubrication intervals and amounts Lubricants

Frame Amount 3600 3000 1800 1500 1000 500-900
size of grease r/min r/min r/min r/min r/min r/min WARNING
g/bearing Do not mix different types of grease.
Ball bearings Incompatible lubricants may cause bearing
Lubrication intervals in duty hours damage.
112 10 10000 13000 18000 21000 25000 28000
132 15 9000 11000 17000 19000 23000 26500 When regreasing, use only special ball bearing grease
160 25 7000 9500 14000 17000 21000 24000
180 30 6000 8000 13500 16000 20000 23000 with the following properties:
200 40 4000 6000 11000 13000 17000 21000
225 50 3000 5000 10000 12500 16500 20000 - good quality grease with lithium complex soap and
250 60 2500 4000 9000 11500 15000 18000 with mineral- or PAO-oil
280 70 20001) 35001) 8000 10500 14000 17000 - base oil viscosity 70-160 cST at 40°C
315 90 1) 1)
6500 8500 12500 16000 - consistency NLGI grade 1.5 - 3 *)
1) 1)
355 120 4200 6000 10000 13000 - temperature range -30°C - +140°C, continuously.
1) 1)
400 120 4200 6000 10000 13000
1) 1)
400 M3BP 130 2800 4600 8400 12000
*) For vertical mounted motors or in hot conditions a
Roller bearings stiffer end of scale is recommended.
Lubrication intervals in duty hours
160 25 3500 4500 7000 8500 10500 12000
Grease with the correct properties is available from all
180 30 3000 4000 7000 8000 10000 11500
200 40 2000 3000 5500 6500 8500 10500 the major lubricant manufacturers.
225 50 1500 2500 5000 6000 8000 10000
250 60 1300 2200 4500 5700 7500 9000 Admixtures are recommended, but a written guarantee
280 70 10001) 20001) 4000 5300 7000 8500 must be obtained from the lubricant manufacturer
1) 1)
315 90 3300 4300 6000 8000
1) 1)
especially concerning EP admixtures, that admixtures
355 120 2000 3000 5000 6500
400 120 1) 1)
2000 3000 5000 6500 do not damage bearings or the properties of lubricants
400 M3BP 130 1) 1)
1400 2300 4200 6000 at the operating temperature range.
1)
Values for IEC sizes 280 to 400 in cer tain motor types (3600 and 3000
r/min), please see the next page. WARNING
Lubricants containing EP admixtures are not
recommended in high bearing temperatures in
Factors influencing the lubrication intervals
frame sizes 280 to 400.
Lubrication intervals for vertical machines are half of the
above values.
If the ambient temperature is below -25°C or above
The lubrication intervals are based on bearing operating +55°C, or bearing temperature is above 110°C, consult
the ABB Sales Office regarding suitable grease.
temperature 80°C (ambient temperature +25°). Note! An
increase in the ambient temperature raises the tempera-
The following high performance grease can be used
ture of the bearings correspondingly. The values should
be halved for 15°C increase in bearing temperature and • Esso Unirex N2, N3 or S2 (lithium complex base)
may be doubled for 15°C decrease in bearing tempera- • Mobil Mobilith SHC 100 (lithium complex base)
ture. • Shell Albida EMS 2 (lithium complex base)
• SKF LGHQ 3 (lithium complex base)
WARNING • Klüber Klüberplex BEM 41-132 (special lithium
The maximum operating temperature of the grease base)
and bearings must not be exceeded. • FAG A rcanol TEMP90 (calsium polyurea base)
• FAG Arcanol TEMP110 (lithium complex base)
Lubrication intervals for other grease fulfilling the

required properties, contact your local ABB Sales
Office.


Lubrication intervals and amounts, cast iron frame, Spare parts

2-pole, IEC frame sizes 280 and 400 Spare parts must be original parts supplied and
Frame Amount 3600 3000 checked by ABB.
size of grease r/min r/min
g/bearing Requirements in Standard IEC 60079-19 should be
Ball bearings respected.
280 M2*, M3*P 35 2000 3500 When ordering spare parts, the full type designation and
315
355 M2*,
M2* M3*P 45
60 2000
2000 3500
2000 product code, as stated on the rating plate, must be
specified.
355 M3*P 35 2000 2000
400 M2*, 60 2000 2000
400 M3*P 40 2000 2000 If the motor is stamped with a serial manufacturing
Roller bearings number, this should also be given.
280 M2*, M3*P 35 1000 1700 Dismantling, re-assembly and rewinding
315 M2*, M3*P 45 1000 1700
355 M2*, 60 1000 1000 Follow the instructions given in standard IEC 60079-19
355 M3*P 35 1000 1000
400 M2* 60 1000 1000
regarding dismantling, re-assembly and rewinding.
400 M3*P 40 1000 1000 Any operation must be undertaken by the manufacturer,
i.e. ABB, or by an accredited company.
NOTE! It must be remembered that no manufacturing alter-

Always use high speed grease for high speed machines
and some other models, e.g. 355 and 400 2-pole ma- ations are permitted on the parts that make up the
chines, where the speed factor is higher than 400 000 explosion-proof enclosure and the parts that ensure
(calculated as Dm x n where Dm = average bearing dust-tight protection. Also ensure that the ventilation is
diameter, mm; n = rotational speed, r/min). never, under no circumstances, obstructed.
The following grease can be used: Rewinding should always be carried out by qualified
EEx approved repair shops.
• FAG L69 (polyurea base)
• Klüber Klüber quiet BH 72-102 (polyurea base) When re-assembling end shield or terminal box to the
• SKF LGHP2 (polyurea base) frame, check that the spigots are clean of paint and dir t
with only a thin layer of grease. In the case of DIP
If other lubricants are used, check with the manufacturer motors, when re-assembling the endshields on the
that the qualities correspond to those of the above
frame special sealing grease or sealing compound
mentioned lubricants, or if the compatibility of the
should be reapplied to the spigots. This should be the
lubricant is uncertain, contact your local ABB Sales
same as originally applied to the motor for enclosure
Office.
protection.
Frequency converter drives
Bearings
Higher speed operation, e.g. in frequency converter
Special care should be taken with the bearings.
applications, or lower speed with heavy load will require
These must be removed using pullers and fitted by
shorter lubrication intervals. Consult your local ABB
heating or using special tools for the purpose.
Sales Office in such cases.
Bearing replacement is described in detail in a separate
Typically a doubling of speed will require a reduction of
lubrication intervals to approx. 40 % of values tabulated instruction leaflet available from ABB Sales Office.
above.
Any indication placed on the motor, such as labels, must
be followed.
WARNING
The designed maximum speed of the motor must
NOTE!
not be exceeded. Any repair by the end user, unless expressly
approved by the manufacturer, releases the manu-
Suitability of bearings for high-speed operations must be facturer from his responsibility to conformity.
checked.


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 rel-

evant 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:
3 G B A 3 1 2 2 1 0 - A D A
Pos 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Motor type Frame sizes Pos. 14

M2JA/M2KA 80-250 B
280-400 A
M3JP/M3KP 80-400 G
M2BA, EEx e 160-250 A
M3HP, EEx e 280-400

160-400 E
G
M2BA, Cat 2D, Cat 3D 71- 132 A or C
160-250 E
280-400 A
M3GP, Cat 2D, Cat 3D 160-400 G
Address of the manufacturer or authorised representative corre-
sponding 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 90-180 B
MBT, EEx e 200-250 B
M2AA/M3AAD, Cat 2D, Cat 3D 90-180 B
MBT, Cat 2D, Cat 3D 200-250 B
Address
spondingoftothe manufacturer
letters mentionedorabove
authorised representative corre-
on Pos.14:
ABB Automation Products S.A., Division Motores
P.O.Box 81, E-08200 Sabadell, Spain
M2AA/M3AA, EEx e 112-250 A or C
M2AA/M3AA, Cat 3D 112-280 A or C
Address of the manufacturer or authorised representative corre-
sponding to letters mentioned above on Pos.14:
ABB Automation Technology Products AB, Motors&Machines, LV
Motors
S-721 70 Västerås, Sweden


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 Replace fuses with proper type and rating.
Overload trips Check and reset overload in starter.
Improper power supply Check to see that power supplied agrees with
motor rating plate and load factor.
Improper line connections Check connections with diagram supplied with
motor.
Open circuit in winding or control Indicated by humming sound when switch is
switch closed. Check for loose wiring connections. Also,
ensure that all control contacts are closing.
Mechanical failure Check to see if motor and drive turn freely. Check
bearings and lubrication.
Short circuited stator Indicated by blown fuses. Motor must be rewound.
Poor stator coil connection Remove end bells, locate with test lamp.
Rotor defective Look for broken bars or end rings.
Motor may be overloaded Reduce load.
Motor stalls One phase may be open Check lines for open phase.
Wrong application Change type or size. Consult manufacturer.
Overload Reduce load.
Low voltage Ensure the rating plate voltage is maintained.
Check connection.
Open circuit Fuses blown, check overload relay, stator and
push buttons.
Motor runs and then Power failure Check for loose connections to line, to fuses and
dies down to control.
Motor does not come Not applied properly Consult supplier for proper type.
up to speed Voltage too low at motor terminals Use higher voltage or transformer terminals or
because of line drop reduce load. Check connections. Check
conductors for proper size.
Starting load too high Check load motor is supposes to carry at start.
Broken rotor bars or loose rotor Look for cracks near the rings. A new rotor may
be required, as repairs are usually temporary.
Open primary circuit Locate fault with testing device and repair.
Motor takes too long to Excessive load Reduce load.
accelerate and/or draws Low voltage during start Check for high resistance. Adequate wire size.
high amp Defective squirrel cage rotor Replace with new rotor.
Applied voltage too low Get power company to increase power tap.
Wrong rotation Wrong sequence of phases Reverse connections at motor or at switchboard.


TROUBLE CAUSE WHAT TO DO

Motor overheats while Overload Reduce load.
running underloaded Frame or bracket vents may be Open vent holes and check for a continuous
clogged with dirt and prevent proper stream of air from the motor.
ventilation of motor
Motor may have one phase open Check to make sure that all leads are well
connected.
Grounded coil Locate and repair.

Unbalanced terminal voltage Check for faulty leads, connections and
transformers.
Motor vibrates Motor misaligned Realign.
Weak support Strengthen base.
Coupling out of balance Balance coupling.
Driven equipment unbalanced Rebalance driven equipment.
Defective bearings Replace bearings.
Bearings not in line Line up properly.
Balancing weights shifted Rebalance motor.
Contradiction between balancing of Rebalance coupling or motor
rotor and coupling (half key - full key)
Polyphase motor running single Check for open circuit.
phase
Excessive end play Adjust bearing or add shim.
Scraping noise Fan rubbing air shield Remove interference.
Fan striking insulation Clear fan.
Loose on bedplate Tighten holding bolts.
Noisy operation Airgap not uniform Check and correct bracket fits or bearing.
Rotor unbalance Rebalance.
Hot bearings ball Bent or sprung shaft Straighten or replace shaft.
Excessive belt pull Decrease belt tension.
Pulleys
shouldertoo far away from shaft Move pulley closer to motor bearing.
Pulley diameter too small Use larger pulleys.
Misalignment Correct by realignment of drive.
Insufficient grease Maintain proper quality of grease in bearing.
Deterioration of grease or lubricant Remove old grease, wash bearings thoroughly in
contaminated kerosene and replace with new grease.
Excess lubricant Reduce quantity of grease, bearing should not be
more than 1/2 filled.
Overloaded bearing Check alignment, side and end thrust.
Broken ball or rough races Replace bearing, first clean housing thoroughly.


Figure 1. Connection diagram

Bild 1. Anschlußdiagram
Figure 1. Couplage, raccordement
Figura 1. Conexión
Figura 1. Collegamento
Figur 1. Anslutningsdiagram
Kuva 1. Kytkentäkaavio
Figure 2. Belt drive

Bild 2. Riemenantrieb
Figure 2. Entraínement à courroie
Figura 2. Carriles tensores y correas
Figura 2. Slitte tendicinghia e pulegge
Figur 2. Remdrift
Kuva 2. Hihnakäyttö


Figure 3. Mounting of half-coupling or pulley

Bild 3. Anbau von Kupplungshälften und Riemeinscheiben
Figure 3. Montage du demi-accouplement ou de la poulle
Figura 3. Montaje de mitades de acoplamiento y poleas
Figura 3. Montaggio di semigiunti e pulegge
Figur 3. Montering av kopplingshalvor och drivskivor
Kuva 3. Kytkinpuolikkaan ja hihnapyörän asennus



ABB Technical Data Sheet
Electrical Machines
LV Motors Project Location
Department/Author Customer name Customer ref. Item name

Koenig Engineering 11503SY 1.003
Our ref. Rev/Changed by Date of issue Saving ident Pages
U1202016 A 7/8/2005 U1202016 1(3)
No. Definition Data Unit Remarks
1 Product TEFC, 3-phase, squirrel cage induction motor
2 Product code 3GKP 182 420-BDG
3 Type/Frame M3KP 180 MLB 4 EEx de IIB T4
4 Mounting IM3011, V1(flange)
5 Rated output PN 18.5 kW
6 Service factor 1
7 Type of duty S1(IEC) 100%
8 Rated voltage UN 400 VD ± 5 % (IEC 60034-1)
9 Rated frequency f N 50 Hz ± 2 % (IEC 60034-1)
10 Rated speed nN 1476 r/min
11 Rated current IN 36
12 No-load current 16.5 A
13 Starting current Is/IN 8.3
14 Nominal torque TN 120 Nm
15 Locked rotor torque TS/TN 3.1
16 Maximum torque Tmax/TN 3.6
17 Minimum torque Tmin/TN 2.6
18 Speed at minimum torque 300 r/min
Load characteristics (IEC 60034-2) Load % Current A Efficiency % Power factor
19 100 36 92.7 0.8
20 75 29 92.6 0.75
21 50 22.8 91.1 0.64
22 Start 298 0.52
23 Maximum starting time from hot 15 s
24 Maximum starting time from cold 27 s
25 Insulation class / Temperature class F/B
26 Ambient temperature 50 °C
27 Altitude 1000 m.a.s.l.
28 Enclosure IP55
29 Cooling system IC411 self ventilated
30 Bearing DE/NDE 6310/C3 - 6309/C3
31 Type of Grease
32 Sound pressure level (LP dB(A) 1m) 62 dB(A) at load
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

ata su ect to toerances n accor ance w t
Guaranteed values on request

ABB Load Curves

Electrical Machines
Department/Autho Customer nam Customer ref. Item name

Our ref. Rev/Changed by Date of issue Saving ident Pages

U1202016 A 7/8/2005 U1202016 2(3)
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 kW
Type of duty S1(IEC) 100%
Voltage (V) 400 Current IN (A) 36 Power factor at PN 0.8

Frequency (Hz) 50 Speed (r/min) 1476 Efficiency (%) at PN 93
1.3
1.2
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 1.4
P2/Pn
Current Efficiency Cosinus

All data subject to tolerances in accordance with IEC

ABB Starting Curves

Electrical Machines
Department/Autho Customer nam Customer ref. Item nam

Our ref. Rev/Changed b Date of issue Saving iden Pages

U1202016 A 7/8/2005 U1202016 3(3)
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 kW Rated current IN 36 A
Type of duty S1(IEC) 100%
Jmotor (kgm2) 0.19 Voltage (V) 100% 400 Voltage (V) 400V(100%)

Jload (kgm2) Tstart/TN 3.1 Tstart/TN 3.1
Speed (r/min) 1476 Starting time (s) Run-up time (s)
T N (Nm) 120 Speed (r/min) Speed (r/min)
T load (Nm) Is/In 8.3 Is/In 8.3
Nbr. of consecutive starts Tmax/Tn 3.6 Tmax/Tn 3.6
5 10
4.5 9
4 8
3.5 7
3 6
n
T
/ 2.5 I
n
/
s
5 s
I
T
2 4
1.5 3
1 2
0.5 1
0 0
0 250 500 750 1000 1250 1500 1750
Speed (r/min)
TMotorUn 400V TMotorU2 400V(100%)

IMotorUn 400V IMotorU2 400V(100%)

All data subject to tolerances in accordance with IEC

Additional information:
Motor Type: Document No:
Dimension Print 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:

Replaced by:
Date: 14.03.2001 Approved by: L.Järf
Customer Reference:
ABB Oy


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
PAGE
Section 1. INTRODUCTION 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


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 10

(Counter Clockwise Rotation)

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 11

......................SM.17557
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


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
driven helical
teeth into sliding
smooth mechanism
and positive to bring driving and
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 machin-
ery 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 compo-

nent(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 machin-

ery 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 heli-
cal 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 SERIAL No. R. * * * *
4.1.2. 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 deliber-
ately 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 instruc-
tions provided by the turning gear manufacturer.
4.2.2. The variation in overall clutch length between 186.5 mm Maxi-

mum to 182.0 mm Minimum must not be exceeded under any oper-
ating 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 hous-

ing 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
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 cor-
rect angular positions.
5.1. Match Markingg of Components

Where the angular position of one component relative to an-
other 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 X X X
with an 'X' and an
arrow to form an in-
terlocking row of
three 'X's' thus....
5.1.3. Pawls: To ensure correct assembly particularly of replace-

ments, 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 de-
scribed 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 en-
gage, should be examined for signs of chipping. Renew parts
as necessary. The pawl springs (7) should be replaced when-
ever 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
There dismantling
are procedures
however, several described
points in Section
which should 5.2.
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 satisfacto-
rily 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 4

3/8" UNF x 1" Long
12. Socket Set Screw - Locwel 2

3/8" UNF x 3/8" Long
13. Socket Set Screw - Locwel 2

5/16" UNF x 3/8" Long
- 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 ob-
tained 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
Quantity
Item No. Description Per Clutch
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


TORQUE LIMITING SAFETY COUPLING
Installation and Maintenance

Instructions
Customer: LUFKIN
Coupling Type: SR- CB 350
Coupling #: 11520925, 11520927
Drawing #: 29435
Customer P/O#: 106/216151
Sales Order#: S017168
Voith Turbo Voith Turbo Voith Turb o Safeset AB

25 Winship Road 2-106 Rayette Road Ronningevagen 8
York, PA 17406 Concord, Ontario L4K 2G3 S-824 34 Hudiksvall/Sweden
Tel. 717-767-3200 Tel. 905-738-1829 Tel. 49-73 21-37-0
Fax. 717-767-3210 Fax. 905-738-9462 Fax. 49-73 21-37 71 06

Voith Turbo Safeset AB 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
11519119-11519122.doc rev. 2005-09-12 df

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.
11519119-11519122.doc rev. 2005-09-12 df

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.
11519119-11519122.doc rev. 2005-09-12 df

Safety regulations
• Protection glasses must be worn during pressure-

setting 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.
11519119-11519122.doc rev. 2005-09-12 df

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).
11519119-11519122.doc rev. 2005-09-12 df


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.
11519119-11519122.doc rev. 2005-09-12 df


6. Rotate the SAFESET so that the lubrication ports are in an 45° downward angle.
®
45° 45°
Lubrication port 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.
11519119-11519122.doc rev. 2005-09-12 df

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.
11519119-11519122.doc rev. 2005-09-12 df

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: Safeset SR-CB 350 Year: 2007
Part No.: 29435 Serial No.:
II 3G c g T3
File No.: Voit h TR06028
11519119-11519122.doc rev. 2005-09-12 df

Voith Turbo Safeset AB 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
60
)
a )
I
P 8 S
M
(
P
³
k 50 0
1
c x
(
u
r e
r
D u
/ s
s
e 6 e
r 40 r
u P
s
s
e
r
P
30
4
20
10
0 0
0 50 100 150 200 250 300 350 400 450 500
Torque / Drehmoment (kNm)
Framtagen av:HW Datum: 2004-08-18

11520925.doc Utgåva: B Fastställt av: SW
Datum: 2004-08-18


SAFESET
SR-CB 350 P010699B 11520927

29435 102159 2007-11-30 MJ

T= kNm
P= MPa
0 500 1000 1500 2000 2500 3000 3500 4000
90
12
80
70 10
60
)
a )
I
P 8 S
M
(
P
³
k 50 0
1
c x
(
u
r e
r
D u
/ s
s
e 6 e
r 40 r
u P
s
s
e
r
P
30
4
20
10
0 0
0 50 100 150 200 250 300 350 400 450 500

11520927.doc Utgåva: B Fastställt av: SW
Datum: 2004-08-18


Instructions
Customer: LUFKIN
Coupling #: 11520926,
11520929 - 11520933
Drawing #: 29435
Voith Turbo Voith Turbo Voith Turb o Safeset AB

Tel. 717-767-3200 Tel. 905-738-1829 Tel. 49-73 21-37-0
Fax. 717-767-3210 Fax. 905-738-9462 Fax. 49-73 21-37 71 06

CONTENTS
11519119-11519122.doc rev. 2005-09-12 df



pages.

11519119-11519122.doc rev. 2005-09-12 df

Transport locking

CAUTION!

11519119-11519122.doc rev. 2005-09-12 df

Safety regulations

pressure.

11519119-11519122.doc rev. 2005-09-12 df

drawing 27496.
20.
Important!
11519119-11519122.doc rev. 2005-09-12 df


change!!!
Oil drain:
sheartubes.
lubrication plug.
Refill / check:
10°
Lubrication port
®
SAFESET
Lubrication port
11519119-11519122.doc rev. 2005-09-12 df


®
45° 45°
11519119-11519122.doc rev. 2005-09-12 df



connection.
11519119-11519122.doc rev. 2005-09-12 df

ATEX information
II 3G c g T3

Rönningevägen 8
824 34 Hudiksvall
Sweden
II 3G c g T3
11519119-11519122.doc rev. 2005-09-12 df

Voith Turbo Safeset A B 9

SAFESET
SR-CB 350 P010699B 11520926, 11520929-33

29435 102159 2008-01-24 JW

T= kNm
P= MPa
0 500 1000 1500 2000 2500 3000 3500 4000
90
12
80
70
10
60
)
a )
I
P 8 S
M
(
P
³
k 50 0
1
c x
(
u
r e
r
D u
/ s
s
e 6 e
r 40 r
u P
s
s
e
r
P 30
4
20
10
0 0
0 50 100 150 200 250 300 350 400 450 500

11520931.doc Utgåva: B Fastställt av: SW Datum: 2004-08-18


Instructions
Customer: LUFKIN
Coupling #: 11521894 - 11521897
Drawing #: 29435
Voith Turbo Voith Turbo Voith Turbo Safeset AB

Tel. 717-767-3200 Tel. 905-738-1829 Tel. 49-73 21-37-0
Fax. 717-767-3210 Fax. 905-738-9462 Fax. 49-73 21-37 71 06

CONTENTS
11519119-11519122.doc rev. 2005-09-12 df



pages.

11519119-11519122.doc rev. 2005-09-12 df

Transport locking

CAUTION!

11519119-11519122.doc rev. 2005-09-12 df

Safety regulations

pressure.

11519119-11519122.doc rev. 2005-09-12 df

drawing 27496.
20.
Important!
11519119-11519122.doc rev. 2005-09-12 df


change!!!
Oil drain:
sheartubes.
lubrication plug.
Refill / check:
10°
Lubrication port
®
SAFESET
Lubrication port
11519119-11519122.doc rev. 2005-09-12 df


®
45° 45°
11519119-11519122.doc rev. 2005-09-12 df



connection.
11519119-11519122.doc rev. 2005-09-12 df

ATEX information
II 3G c g T3

Rönningevägen 8
824 34 Hudiksvall
Sweden
II 3G c g T3
11519119-11519122.doc rev. 2005-09-12 df


SAFESET
SR-CB 350 P010699B 11521894-11521897

29435 102159 2008-02-01 JW

T= kNm
P= MPa
0 500 1000 1500 2000 2500 3000 3500 4000
90
12
80
70 10
60
)
a )
I
P 8 S
M
(
P
³
k 50 0
1
c x
(
u
r e
r
D u
/ s
s
e 6 e
r 40 r
u P
s
s
e
r
P
30
4
20
10
0 0
0 50 100 150 200 250 300 350 400 450 500

11521894-11521897.doc Utgåva: B Fastställt av: SW
Datum: 2004-08-18

Lufkin Gearbox

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Installation, Operation, and Maintenance page i

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5.4 5.4.1QUARTERLY MAINTENANCE..................................13

7 GEAR INSPECTION -----------------------------------------------18

page ii NFVQ2419D

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

10 TROUBLESHOOTING ------------------------------------------- 29

10.3 UNUSUAL OR EXCESSIVE NOISE ...........................29

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

Table 1. Equipment Description Chart ........................................... 3

Installation, Operation, and Maintenance page iii

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om

page iv NFVQ2419D

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om

Service Department (936) 637-5307 (936) 637-5104

1.3.1 Factory Testing

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om

provided by the customer after delivery.

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om

Table 1. EQUIPMENT DESCRIPTION CHART

Gearing Bearings Design Clearance

Installation, Operation, and Maintenance page 3

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om

DANGER: WARNING: CAUTION:

2.1 GENERAL SAFETY PRECAUTIONS

DANGER: Lock out/tag out procedures

WARNING: Only persons familiar with and proficient at

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om

2.2 SAFETY EQUIPMENT

2.3 REDUCE RISK OF ACCIDENTAL SHOCK

2.5 POSSIBLE MISUSES OF EQUIPMENT

Installation, Operation, and Maintenance page 5

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3.2.1 Corrosion Protection During Inoperative Periods

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om

The gear unit should

Installation, Operation, and Maintenance page 7

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5/24/2018 Lufkin Ge a rbox - slide pdf.c om

3.6.2 Anticipation of Shaft

The pinion with the turning drive attached has a

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3.6.4 Alignment Checking

3.7 TOOTH CONTACT CHECK

Installation, Operation, and Maintenance page 9

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4.2 OIL TYPE AND GRADE

4.3 CUSTOMER CHECK BEFORE START-UP

page 10 NFVQ2419D