GENERAL SPECIFICATION
1
2
3
4
5
6
7
Engineering
Application
Housings
Bearings
Pinions
Gears
Extreme High Speed Gear Units
Receipt of Shipment
Storage
Lifting, Handling
Foundation
Alignment
Shaft Axial Positioning
Anticipation of shaft operating positions
Tooth Contact check
Turning or Barring Gear
General Information
Oil recommended
Main Oil Pump
SECTION -V
1
2
3
4
Factory check-out
Customer Check Before Starting
Start-up Procedure
Customer Check after Start-up
SECTION -VI
1
2
3
GEAR INSPECTION
SECTION -VII
1
2
3
GENERAL SPECIFICATION
Bearing Type
Bearing Condition Assessment
Replacement of Bearings
Preparation
Reassembly Sequence
SECTION IX
1
2
3
4
5
6
SECTION X
1
2
3
4
MAITENANCE
Introduction
Daily Maintenance
Monthly Maintenance
Quarterly Maintenance
Annual Maintenance
Oil Change Intervals
COMMON GEAR PROBLEMS, THEIR
CAUSES AND REMEDIES
Abnormally High Temperature
Unusual Noise
Low Oil Pressure
Excessive Vibrations
1
2
3
4
SSS Clutch
Main Oil Pump
Electric Motor
Worm Reducer
SECTION-I
GENERAL SPECIFICATIONS
This gear unit is designed & manufactured by Triveni Engineering &
IndustriesLimited,Mysore under Licence Agreement with M/s. Lufkin Industries Inc.,
Texas, U.S.A
1) ENGINEERING :
Each design is evaluated for maximum practical torque capacity based on the latest applicable
standards. In this analysis, tooth geometry is evaluated to give the user an optimum balance
between toot beam strength and maximum durability rating based on the physical dimension
of the gear set.
2) APPLICATION :
These high-speed gear units are used for both speed reducing and speed increasing service.
These high-speed units must be used when the pinion speed is higher than 3600 RPM or
when the pitch line velocity is higher than 25m/sec.
3) HOUSINGS :
Housing are made of grey cast iron or mild steel. It is of two piece construction with parting
line between bottom and top casing meant for supporting the bearing and gear internals.
Housing incorporate the necessary oil piping for bearing and teeth mesh lubrication.
4) BEARINGS :
Bearing are split type, centrifugally cast, white metal with steel backing. Meant for taking
the load (radial/thrust) excerted by journals.
5) PIONIONS :
Made of high alloy, high tensile steel, are made integral with their shafts normally. This is
the smallest gear in the unit and hence the high speed shaft in gearbox. Pinion shaft has
extensions to couple with prime mover.
6) GEARS :
Made of high alloy, high-tensile steel is keyed or shrink fitted to the gear wheel shaft. The
gear and pinion teeth are case hardened & ground. Gear shaft has extensions to couple with
driven equipment.
SECTION-II
SAFETY SUMMARY
Table 2. Standard Danger, Warning, and Caution symbols
DANGER
DANGER notice are used to indicate an imminently hazardous situation. Failure to comply
will result in death or serious injury to personnel.
WARNING
WARNING notices are used to indicate a potentially hazardous situation. Failure to comply
could result in death or serious injury to personnel.
CAUTION
CAUTION notice are used to indicate a potentially hazardous situation. Failure to comply
may result in minor or moderate injury to personnel and/or damage to equipment.
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
Never remove the inspection window cover while the machinery is in operation. Always
lock out/tag out all power sources while performing maintenance.
Lock out/tag out procedures are fully explained in DISASSEMBLY
WARNING
Never block the gear mesh by inserting material between the gear elements
DANGER
shaft and coupling guards must be securely in place before operation.
WARNING
Never work on machinery that is still in operation or is still moving.
CAUTION
Only persons familiar with ad proficient at servicing, installation, maintenance, operatin,
and assembly of gearing should be involved in those phases of use.
When manuals are supplied by a vendor for auxiliary or accessory equipment installed by
TRIVENI, they are included in the appendix with this manual.
IMPORTANT :
Read and observe all safety warnings and messages in vendor manuals
TRIVENI does not assume responsibility for proper guarding of shafting and couplings.
TRIVENI 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 ensure adequate guarding is provided and used in the power train.
2. Safety Equipment
2.1Wear 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 guard (hard hats)
2.2Reduce Danger of Damage to Hearing
CAUTION : Use of hearing protection should be considered when working near any noisy
equipment.
Gears and their connecting equipment may produce noise levels capable of causing hearing
loss with long-term, unprotected exposure. The use of hearing protection equipment should
be considered whenever working in areas containing equipment emitting high noise levels
or noise at frequencies that are bothersome.
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 : Keep away from live circuits.
Do not replace components or make adjustments inside the 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 any person should 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.
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.
5. Possible Misuses of Equipment
Following are some possible misuses of gear units that might be encountered. To prevent
injury/death to personnel and/or damage to equipment, the operator should avoid :
! Overloading the gear (increasing torque above rated.)
! Running the gear above rated speeds.
! Reversing rotation.
! Changing lubricant type or grade.
! Providing inadequate lubrication.
! Operating at temperatures above recommended levels.
! Misalignment of the unit.
! Operation of sump heater with low oil level.
SECTION-III
INSTALLATION
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 TRIVENI 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 rust preventive (Formula 101) 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 TRIVENI should be carefully cleaned.
2. Storage
The gear is tested at TRIVENI with break-in oil that contains a rust preventative, which will
protect that 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
2.1 Corrosion Protection during Inoperative Periods
NOTE : Items 1 through 4 assume normal atmospheric conditions.
1. On new gear units shipped from TRIVENI, 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 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, rust preventive
type oil should be brushed or sprayed on the gear teeth. Any opening should be sealed with
masking tape. Quality rust preventive oil should give 12 months protection against corrosion.
This oil should be compatible with the operating oil, and it should be unnecessary to remove
the rust preventive oil when the unit is started again.
5. For adverse conditions or long terms storage coat ill parts with rust inhibitor compatible
with operating oil and seal all openings.
Alternatively for long time storage fill the gearbox with lubricating oil as recommended in
the O&M Manual / Name plate upto gearbox joint line by adding protective concentrate
called Cortec VpCI 329 as an additive (add Cortec VpCI @ 10% to the lubrication oil). Pinion
shaft to be rotated so that gear wheel completes one full rotation.
6. This solution offers a tenacious film, which clings to metal surface. This also releases vapour
phase inhibitors into the air over oil. These vapours condense and form a protective vapour
barrier. This will protect the surface upto 24 months. However periodic inspection once in
every six months is recommended.If the storage period is more than
24 months old mixture to be drained and fresh oil with additive to be filled and above procedure
to be repeated.
3 Lifting, Handling
The gear unit should always be moved by rolling on bars or skates, or by lifting it with
properly rated slings through two or four lifting lugs or rings on the top of the unit. On
fabricated housings, lifting holes are an integral part of the fabrication.
4 Foudation
Two common foundations are :
a. Concrete foundations are :
b. Common Bedplate
a) Concerete foundation and soleplate combination is semi permanent and allows for the removal
of the gear unit at a later date without disturbing the permanent mounting pad. The elevation
of the concrete foundation should allow for grouting of machinery once accurate alignment
of shaft is complete. A maximum of 1.5 mm of shims may be used between the gear unit and
soleplate to allow for final alignment.
b) The common base plate is rigid structural steel foundation common to both the gear unit ad
either the prime mover or the driven equipment. Final alignment is necessary after the base
plate has been grouted.
5. Alignment
a) Start with securing the driving or driven machine first.
b) Bring the gear unit shaft to the same horizontal plane as connecting shaft by jacking.
c) Now support the gear unit on board flat shims located adjacent to each side of the
foundation bolt holes.
d) Move the unit on shim until the gear unit shaft is in the same vertical plane as connecting
shaft with correct spacing between coupling hub (See axial positioning).
e) Final alignment to be established based on running position of driven and driving shafts.
For maximum allowable shaft run outs while aligning refer Table 3.A
Note : After tightening the bolts, check for distortion by placing a dial indicator on the
gear housing foot near the bolt to be checked. If the housing foot moves when that bolt is
loosened, then distortion is present and the housing needs more shims around that bolt.
f) Before starting, check alignment with gear unit dowelled.
g) Make a hot alignment check by running the unit temperatures to stabilize, shutting
down and taking readings while hot (fig 3.B).
h) Gear unit to be re-dowelled during running.
i) Place coupling guards in position
NOTE : The base flange o all gear units is drilled for dowel pin, which must be reamed at
site.
CAUTION
Failure to use coupling guards may result in serious injury to personnel.
6. Shaft Axial Positioning
a. Normally, the slow speed shaft should be axially positioned as far its mating shaft as possible
before the coupling clearance is obtained.
b. If the prime mover is an electric motor that has a magnetic centre the magnetic centre
should be located and the gear positioned so that there is equal clearance on either side of
the magnetic center.
c. When limited and float couplings are used to axially position the driving shaft, running
position should be determined and the clearance split usually on wither side of that running
position.
Fig.3.B Hot Alignment Check
The worm shaft upper bearing is grease packed and should be regreased periodically. Refer
reducer instruction manual.
MOTOR
The motor bearings are grease packed (refer to the motor manual).
SECTION-IV
LUBRICATION
1. GENERAL INFORMATION
In most gear drives, lubrication serves three basic functions :
a) To separate tooth surface and prevent metal-to-metal contact, thereby reducing friction and
wear
b) To remove heat produced at the gear mesh.
c) To remove hear produced in the bearigs.
2. OIL RECOMMENDED :
The ISo viscosity grade of oil to be used is mentioned in the General Arrangement drawing and
on nameplate of gearbox.
CAUTION
i) Do not change grade of oil without approval by TRIVENI.
ii) Prevent water ad foreign particles from mixing with oil.
OIL CHANGE OVER PERIOD :
First oil change After 15 days of running, casing and filter to be thoroughly flushed.
Periodic oil change Every 2000 hours of operation or every six months whichever occurs
earlier.
Note :
1) In dusty atmosphere and when excessive condensation takes place, change the oil more
frequently than above.
2) Check the oil sample in laboratory to ascertain condition of oil at regular intervals.
3. MAIN OIL PUMP :
This unit is supplied with a shaft driven flange mounted gear/screw type positive displacement
main oil pump, which is connected to the non-driven end of the output shaft through a flexible
coupling. The coupling consists of two high quality steel gears engaged in a superior quality
plastic sleeve having good resistance to high temperatures. It does not need lubrication or any
sort of maintenance.
Refer installation, operating and maintenance instructions for further details of the pump.
4. A skid mounted lubrication system is sometimes provided along with the gear unit. The
details will be available in the Vendors manual enclosed. Care should be taken while inter
connecting the lube system with the gearbox. A minimum slope of 1 in 10 shall be provide
In the drain line and the top of oil console shall be at least 300 mm below the base of the
gearbox to allow gravity drain of oil from the gearbox.
Care should be taken to see that the lubrication system should be kept as close to the
gearbox as possible to avoid line pressure losses.
It is advisable to provide a temperature and a pressure gauge on the inlet line as nearest to
the gearbox as possible when such long pressure lines are necessary.
Table : 4.A Oil Properties Chart
SECTION-V
The minimum start up temperature for the oil in the gear unit is 210C. It is best to start the
unit with an oil temperature as close to operating conditions as possible. Gears starting
up with oil temperature below 210C may require additional care to ensure oil is flowing to the
mesh and bearing. It may be advisable at low temperature to slowly start-up or run oil through
an auxiliary pumping system (if available) to pre-warm it.
Start unit at reduced speed if possible. Monitor bearing and oil temperature as well as oil
pressure. Gradually increase speed while monitoring until operating speed is reached. Gradually
load the unit if possible.
4. CUSTOMER CHECK AFTER START-UP :
a) Run gear unit at light load and reduced speed if possible while checking for proper lubrication.
After the unit has been running approximately 15 seconds, the oil pressure should not be less
than 1 kg/cm2. If there is a noticeable drop in oil pressure after several hours of operation,
clean the oil filter. Occasionally, lint will clog the filter after start-up.
b) Watch the bearings for a sudden high temperature rise that could indicate a bearing problem.
In general, the bearing temperature rise should be no more than 200C 250C above the
inlet oil temperature OR a maximum by Resistance Temperature Detector.
c) Run the gearbox and load it gradually in steps of 25%, 50%, 75% and 100% of its rated
capacity. Monitor for unusual noise, vibration, oil temperature and bearing temperature, for
every 4 hours.
(After temperature stabilization, the oil temperature downstream from the oil cooler should
generally be not hotter than 800C.)
d) After the unit has run for several hours under load, shut it down, check coupling alignment,
tighten the loosened bolts if any, and recheck the tooth contact.
SECTION-VI
GEAR INSPECTION
1.
1.1 Introduction
The purpose of this section is to describe the importance of checking gear tooth contact, how the
actual check is made, and how. To interpret the tooth contact check on power transmission gearing
with involute helical teeth and parallel shafts.
1.2 Importance of Tooth Contact Checking
Gear teeth must have and even load across the entire face width to minimize stresses
distribution resulting on them and hence the contact between gear teeth is a line contact
between gear teeth is a line contact; the alignment between the rotating elements (pinion
and gear) is critical. Tooth alignment is controlled by the accuracy of the rotating elements,
the housing, and the bearings assembly.
1.3 When to check Tooth Contact
DANGER
When working near rotating elements, be certain that the prime mover is turned off
and locked out/ragged out.
Tooth contact should be checked on all new installations, even after dismantling gear unit,
and after any major housing-to-foundation change. Whenever bearings are changed, this
check needs to be carried out. It may also be checked as part of routine annual related to
alignment is suspected. Contact must be checked on the job foundation so that the unit
operates properly.
1.4 How to Check Tooth Contact
Tooth contact can be checked in two ways.
Soft blue : Apply soft machinists bluing or transfer bluing to the teeth of one gear and roll
that gear manually to obtain the mesh with its mating gear. (The terms blue or bluing
are used for convenience; the dye is available in other colors.) Transfer of blue from one
tooth to its mating tooth is read as contact.
Hard blue : Paint the gear teeth with hard or layout blue and run the gear unit, while
observing the pattern of wear-off in the bluing.
Contact checking is usually accomplished through the inspection cover port. Occasionally,
soft blue checking is done with housing cover removed, such as during the reassembly
process.
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
photographs or carbon impressions to determine whether or not the observed condition is
progressive.
3.1 Types of Gear Wear leading to Failure
Listed below are several common types of gear wear failure, extracted from Appearance of
Gear Teeth Terminology of Wear and Failure,
ANSI/AGMA 1010-E965 (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.
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, spoiling 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 in the 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)
SECTION-VII
BEARING INSPECTION
1. Bearing Type
TRIVENIs standard journal bearings are split, steel-backed, Babbitt-lined bearings, shown
Figure 7.A
CAUTION
Pressure dam bearings must be positioned correctly to prevent damage to equipment.
The pressure dam bearing (Fig 7.B) is designed for a particular direction of rotation; therefore,
care should be taken at assembly to assure correct position. The pressure dam grooves are
positioned on the unloaded side of the bearing journal as shown in Figure 7.E To locate the
gear train axially and to take any nominal thrust created by external loads, flat faced thrust
bearings (Fig 7.C) are located on the low speed shaft.
2. Bearing Condition Assessment
When the unit is disassembled, the bearings and journal should be carefully inspected for
uneven wear or damage. If required, polish journals manually using belt type crocus cloth to
remove any high spots.
Figure 7 Bearing Type
Flaking of babbitt in loading area of the bearing is caused by vibration or shock loading of
the bearing material, causing the Babbitt to undergo fatigue and break loose from the steel
shell. Flakes cause scoring as they pass over the bearing ad contaminate the lubricating oil.
In the advance stages of flaking, load carrying area of the bearing is destroyed and bearing
must be replaced. However, if flaking is caught in the early stages, 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
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.
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
!
!
!
!
!
If wiping is localized in a small spot, the bearing may be repaired spot, the bearing may be
repaired by scraping and polishing the spot until it blends in with the rest of the bearing;
otherwise, the bearing must be replaced. Before replacing a wiped bearing, determine and
correct the cause of wipe.
3 Replacement of Bearings
Refer to the cross-sectional drawing and contact TRIVENI if it is determined that bearings
need to be replaced. If new 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 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 by barring the shaft axially.
5. Check the position of the locating (anti-rotation) pins and compare with the original
bearings and ensure the same. Locate the instrumentation holes from housings and provide
the same in the new bearings as per the old bearings.
SECTION-VIII
REASSEMBLY
1. Preparation
NOTE : Any work done on equipment during the warranty period without the written approval
of an authorized TRIVENI representative could void the warranty.
CAUTION
During maintenance of the gearbox, cleanliness of parts during installation is of utmost
importance to ensure successful gear operation.
For the discussion the follows, it is assumed that the entire unit is in condition to be reassembled.
NOTE : Tighten connectors uniformly: when tightening fasteners on an assembled portion
with three or more holes, always partially tighten connectors equally in a
Cross pattern to avoid torquing, binding, or warping of the section (for example : 1. top left
corner, 2. bottom right corner, 3. top right corner, 4. bottom left corner. Repeat to tighten
completely.)
2. Reassembly Sequence
NOTE: Although instructions include the usage of sealer between housing selections, this
should actually be done on the final assembly, only after checking tooth contact and confirming
that the unit is aligned properly.
CAUTION
Correct assembly of pressure dam bearings is required to prevent damage
to equipment.
3. Reassembly
NOTE: this procedure assumes that the gear housing is not moved from its support from its
foundation / support and that the original shaft alignment is correct
a. clean all the interior surfaces of the housing, the housing cover, and all components that
will be installed. 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 length-wise direction as its leads
to seal leaks.
b. Check the bearing shells, the Parting line, and the housing bores for any burrs or nicks;
remove tem in any; brush with a fine file.
c. Put a coat of light oil on all parts to help assembly and to prevent rust during reassembly.
d.
i. Fit the low speed shaft non-drive end bottom half bearing in the casing. Ensure that
feeler of 0.04mm does not enter in between bearing and casing.
ii. Fit output oil baffle bottom half on the casing.
iii.Position low speed shaft inside the casing.
iv.
Position low speed shaft drive end bottom bearing on the low speed shaft drive end
journal and slide into the casing.
CAUTION
If new bearings of the pressure dam type are used care should be taken to see that
they are assembled for correct rotation.
NOTE :Do ot attempt to install shafts wit lower halves of thrust bearing in the housing.
Doing so may damage white metal lined thrust faces. Lift the low speed gear with
thrustbearing in faces, and place the assembly in its correct location in the gear
housing. Now remove the wire and the top halves of the thrust bearings. Place the
pinion in mesh with the gear, and set it in its bearings.
e. Bearings should be checked for correct bearing contact using Prussian blue as described
in section VII, see 2.2 This may be done by rolling out one shell at a time for inspection of
blue transfer.
f. After bearing contact is found satisfactory, the gear tooth contact may be corrected by
scraping and polishing one of the bearings loaded in the lower half. This procedure will
spread the contact along the face width. FIG 7.E, gives the direction of loading of rotations
and gear unit types. For example, if you wish to spread the gear tooth contact in condition
(A), you should scrape one of the bearings under the gear since these bearings are loaded
in the lower half. Scrape that bearing which, when lowered will spread the contact across
the face of the gear. Scraping for contact should be limited to .025 mm of white metal
thickness. Before assembling the cover on the gear unit and after scraping bearings
should be liberally lubricated with clean lube oil to provide for initial startup lubrication.
g. When a new flat face thrust bearing is assembled into the unit following care should be
taken.
- Ensure thrust face contact with blue if required scrape the white metal to get a min. of
70-80% contact.
- Check axial float of the Gear with top casing assembled and dowels in position (without
tightening the hold down nuts). This is to be done by first pushing the gear against one
thrust bearings, setting the dial at an appropriate place and then pushing the gear against
the other bearing. The difference will give the axial float, which should be within the
limits, given in
section XII. (Note : Use Tommy bar to move the Gear, inserted through Inspection
cover on top casing)
- Check axial float after tightening the casing nuts.
- If existing clearance is less than required, machine back face of one of the thrust bearing
to get axial float and record the same.
h. The following procedure shall be adapted for positioning of low speed shaft in case there
are no thrust bearings in the gearbox. In order to facilitate the operation described below,
the driving and driven machines will not be coupled to the reducer.
i) Move the low speed shaft until it butt against the output end journal bearings. To do so,
turn the low speed shaft slowly in the normal direction of rotation (if possible by hand,
causing the shafts to slide in the journal bearings) so that the contacting tooth flanks are
the same as in industrial service, while pushing the low speed shaft against the journal
bearing.
ii) Measure the distance between the low speed shaft end and a machined surface on the
gear case (mounting face of low Speed open end cover, for example)
iii)Move the low speed shaft 12 0.1 mm the other way, compared with that described in
point no.1) applying the same procedure (point No. i & ii)
iv) When coupling the speed reducer to the driving and driven machines, it is IMPERATIVE
to adhere to the Low speed shaft position as defined in point no. iii.
i) Coat, split line with small bead of sealer. Circle all studs to assure sealing of oil.
Use Loctite 510
CAUTION
Do not block oil passages with the sealer.
Lower cover over studs with care as not to damage gearing. Check thermocouples or
thermometer for hole line up at this point. It may be necessary to remove cover and turn
a bearing slightly. Install dowels and draw cover down uniformly.
j)
If a tilting pad thrust bearing is used, It should be mounted at this time (see Fig 7.D).
Assemble the bearing in the housing and position the assembly over the shaft extension,
piloting the thrust housing into the gear housing. Set the thrust collar key and draw the
lock nut and washer up tight against the thrust collar. The correct thrust bearing and
play may be found in Section XII of this manual. This endplay may be obtained by shimming
the end plate of the thrust housing or machining the same as required.
k)
Attach the oil pump to the gear housing by stabbing the pump tang or coupling into its
mating half.
I) Mount the shaft seals, end plates, and any other auxiliary equipments, which are removed
during disassembly. Note tat bearing thermometers should be positioned so that the tip
rests on the bearing material. The bearing shell needs to be turned slightly so that the
thermometer holes in the housing over and bearing, line up permitting the thermometer to
return to its original position.
CAUTION
Do not attempt to install shafts with lower halves of the thrust bearing in housing or
babbitted thrust faces may be damaged.
CAUTION
Do not bump gear assembly into housing.
CAUTION
When installing the lead wire seal fittings, be sure to pull the slack from the leads to
prevent them from rubbing against the thrust collar.
WARNING
Do not place hands below suspended housing without blocks for protection.
Tabkle 8.A: ENSURE THAT ALL SCREWS AND NUTS ARE TORQUED AS SHOWN IN THE
TABLE
SECTION-IX
MAINTENANCE
4. QUARTERLY MAINTENANCE
4.1 Oil Analysis
Take oil sample and submit for laboratory analysis. Compare the results t the initial
baseline analysis done when oil was first stored into the unit. It is recommended to change
the oil in the following cases :
The greatest advantage of oil sample analysis is that it can detect many failures before they
are catastrophic. The only way to do this is to take frequent samples and get them evaluated
immediately. Monitor the results. If a change is noted, respond accordingly.
4.2 Guidelines
" The total acid number increasing 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.
" A rapid change in viscosity. Gear oil is shared 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.
" Water content is more than 0.1%. Water in oil causes it lose its film strength and also
results in corrosion of gear elements and bearings.
" Silicon content is above 50 parts per million. This signifies that the oil is filthy.
" The iron million. This is indicates the contamination of oil from gear wear particles.
" Rapid increase in wearing of the elements. As a guide, if rapid increases of any of the
following materials are detected, the probable origins of that materials are listed
" Alloy Steet 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. 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.
6. OIL CHANGE INTERVALS
Under normal operating conditions, the lubricating oil should be changed for every 2000
hours of operation or every six months, whichever comes first. The unit should be drained
by removing the drain plugs
DANGER
When working near rotating elements, be certain that the driving and driven equipment
are securely locked out.
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, TRIVENI Strongly recommends routine oil analysis so
that any breakdown of the oil being reused can be detected before affecting gear operation.
SECTION-X
orifices in the lube system, which sized for lubricants with a particular viscosity. A lubricant
with less than normal viscosity will pass through the orifice without building up pressure.
This situation can be prevented by using the lubricant designated on the nameplate of the
gear unit. Abnormal low viscosity may also result from high lubricant temperatures.
b. A clogged oil filter will also cause low oil pressure. Cleaning the filter will allow more oil to
flow through, thus bringing oil pressure back to normal.
c. Another cause of low oil pressure is pump cavitation. Oil level in the sump gets so low that
the pump suction line sucks both air and oil, and then the oil pressure will drop. This
problem may be cured by maintaining proper oil level in the sump (wet sump units).
d. Yet another cause of low oil pressure is air leak in the suction line of the pump. This
situation is similar to pump cavitation where in air gets in the oil and results in low oil
pressure. As remedy to this problem, check and tighten all pipe fittings in the suction.
e. Worn bearing may also cause low oil pressure. In effect, the bearings/orifices, which, if
enlarged by wear, will allow more oil to pass through than the designed level, thus creating
low oil pressure. If low oil pressure caused by worn bearing is suspected, check bearing
clearances and replace worn bearings.
f. An incorrect relief value setting may also cause low oil pressure by venting the pump discharge
line back to the sump even before proper pressure is built up. The relief valve may be reset
by adjusting the spring adjusting screw under the cap.
4. Excessive Vibrations :
a. Loose foundation bolts may cause the gear unit to vibrate. This may be prevented by
checking the rigidness of the bolts periodically.
b. Any unbalanced rotating part may also cause excessive vibrations, in this case, the amplitude
and frequency of vibration is directly proportional to the rotational speed of the unbalanced
part. While checking for unbalanced part, make certain that full length half-keys are used
in all exposed keyways, and that the correct type of coupling is used (check with coupling
manufacturer).
c. Foundation that is not sufficiently rigid may also cause vibration problems. To correct this,
reinforce the foundation.
d. 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 the critical speeds. They are a function of the
shaft geometry and the type and spacing of the supporting bearings.
TRIVENI Engineers analyse high speed shafting to assure that the operating speed of the
gear unit is at least 20% away from the lateral critical speed of the shaft. From the above
discussion, it is obvious that if vibrations due to lateral critical speeds are to be avoided,
then care must be taken to avoid running they are designed. Also TRIVENI should be consulted
if the coupling type is changed, as the coupling weight is inversely proportional to the
critical speed of the shaft.
e. Torsional vibrations may be caused by operating the gear unit with a driver to driven machine
that is not torsional vibrations do not dampen out, but build to damaging proportions.
A mass elastic drawing is made for each high-speed unit TRIVENI manufactures. This drawing
is given to the customer, and he is responsible for analyzing the complete system for torsional
problems.
f. Mis-alignment between driving and driven shaft end.
SECTION-XI
TROUBLESHOOTING
Table 11 provides troubleshooting tips for high-speed gears. For more detalled information,
refer to the text following. If the problem cannot be remedied through use of this information,
contact TRIVENI.
Table 11. Troubleshooting Tips
Problem
Possible Cause
Remedy
Abnormally
High
Temperature
*Insufficient
foundation
rigidity
*Dynamic instability (critical
speed)
*Unbalanced parts
*Loose foundation bolting
*Reinforce foundation
*Design to attenuate critical
speeds in operating range
*Determine the parts requiring
balancing and parts already
balanced
*Tighten bolting
*Worn parts
*Coupling misalignment
Excessive
Vibrations
Unusual Noise
Ex cessiv e N oise
Excessive
F oam ing
N o S ensor
R ea ding s
*W orn gearing
*Transmission
equipment
*Air in oil
from
other
*No power
*Faulty gauge or recording
device
*Failed sensor
*Lead
wire
braid
rubbed
through;
wire
contacting
metal
Air leak in the suction line to the pump. This situation is similar to pump cavitation
wherein air gets in the oil and results in low oil pressure. As a remedy to this problem, check
and tighten all pipe fittings in the suction line.
Incorrect relief valve setting. Adjusting the relief valve properly will avoid venting of the
pump discharge line back to the sump.
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
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.
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 dynamicall 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 TRIVENI
if such dyamic instability is suspected. See OPERATION, Customer Check after Start-up
for vibration limits.
CAUTION
Measure the antifoaming agent carefully. Too much anti-foam agent will stabilizethe
foam, destroy the load capacity of the oil, and require a complete oil change.
5. Foaming
Some foam in a gear unit is generally acceptable and inevitable. If the foam exceeds 2 or 3
inches in the sump, TRIVENI recommends adding an anti-foaming agent at approximately
0.075 ml per gallon of oil. If excessive foaming persists, contact TRIVENI.
6. No Sensor Readings.
Various sensing devices for temperature and vibration are installed to provide warnings
that can prevent catastrophic failure. If no readings are received, before disassembling the
unit, check for the following :
SECTION-XII
SPARE PARTS
List of Recommended spares
1.
2.
3.
4.
5.
6.
SSS CLUTCH
CONTENTS AND INDEX
PREFACE
Section 1 General description
1.1 The function of the clutch
1.2 Lubrication
1.3 Main clutch components - diagrammatic view
Section 2 Installation of the clutch
2.1 Clutch identification
2.2 Direction of rotation
2.3 Pre-installation actions
2.4 Clutch installation - method 1
2.5 Clutch installation - method 2
Section 3 Maintenance of the clutch
3.1 Clutch maintenance requirements
Section 4 Fault finding
4.1 General
4.2 Clutch fails to engage from rest or at low speed
4.3 Clutch fails to disengage
Section 5 Parts lists
5.1 Clutch parts list
Section 6 Spare Parts
6.1 Ordering spare parts
6.2 Recommended spares
Section 7 Drawings
Clutch assembly drawing
Section 8 Principles of operation
Applicable principles
Basic SSS clutch principle
Dashpot - double acting
SECTION 1
GENERAL DESCRIPTION
1.1
1.1.1
1.1.2
1.1.3
1.1.4
1.1.5
The turning gear motor can be independently started while the main drive is
still operating so that when the main drive is shut down and the driven
machinery decelerates, the clutch will automatically engage to maintain the
driven machinery at turning gear speed.
1.2
Lubrication
1.2.1
Lubricating oil is supplied to the clutch input shaft from the main plant
lubrication system through the input hub to the input shaft.
1.2.2
1.3
1.3.1
SECTION 2
INSTALLATION OF THE CLUTCH
2.1
Clutch identification
2.1.1
Each clutch is marked with an individual four figure serial number preceded
by the letter R. The number (illustrated below), is marked on the outside of
the clutch and, where possible, each individual sub-assembly.
2.2
Direction of rotation
2.2.1
The outside diameter of the input flange is marked with an arrow (illustrated
below) indicating the direction of rotation.
2.3
Pre-installation actions
2.3.1
2.3.2
Ensure that the clutch assembly drawing is available and used throughout
the assembly operation.
2.3.3
2.3.4
Ensure that the main plant driving and driven shafts have been inspected and
meet technical specification and tolerance. Particular attention should be
paid to alignment details given in the illustration in 2.3.4 and the distance
between flange faces shown on the assembly drawing.
2.4
2.4.1
Axially shorten the clutch by carefully sliding the output clutch ring (3) towards
the input shaft (1). This ensures that the assembly clears the location spigots
on the driving and the driven shafts.
2.4.2
Position the clutch between the driving and driven shafts and fit the input
shaft flange (1) onto the spigot of the turning gear shaft flange. Align the
bolt holes and bolt the two flanges together.
2.4.3
Axially extend the clutch by carefully sliding the output clutch ring (3) away
from the input shaft (1). Fit the output clutch ring flange onto the spigot of
the driven machine shaft flange. Align the bolt holes and bolt the two flanges
together.
2.4.4
Ensure that filtered lubrication oil is supplied to the clutch via the drilled oil
way in the input shaft and refer to the assembly drawing to check the specified
flow rate and pressure.
2.4.5
Check that the input and output halves of the clutches are running true on
their respective driving and driven shafts (see 2.4.7).
2.4.6
2.4.7
2.5
2.5.1
Remove the output clutch ring (3) from the clutch assembly.
2.5.2
Fit the output clutch ring flange (3) onto the spigot of the driven machine
input shaft flange. Align the bolt holes and bolt together.
2.5.3
Fit the clutch input shaft flange (1) and the remaining clutch assembly onto
the spigot of the turning gear shaft flange. Align the bolt holes and bolt
together.
Fit the turning gear drive and clutch assembly into its operating
position, carefully feeding the clutch mechanism into the, already fitted,
output clutch ring.
2.5.5
2.5.6
Ensure that filtered lubrication oil is supplied to the clutch via the drilled oil
way in the input shaft and refer to the assembly drawing to check the specified
flow rate and pressure.
2.5.7
Check that the input and output halves of the clutch are running true on
their respective driving and driven shafts (see 2.4,7).
2.5.8
SECTION 3
MAINTENANCE OF THE CLUTCH
3.1
3.1.1
The SSS Clutch requires no routine maintenance and is designed to last the
lifetime of the main plant.
3.1.2
During overhaul of the main plant, it is recommended that the SSS clutch
should be removed for inspection. SSS Gears should be contacted in this
regard.
SECTION 4
FAULT FINDING
4.1
General
4.1.1
The only faults likely to occur are those caused by operational defects notably a lack of lubricating oil during operation and/or misalignment.
4.1.2
A lack of lubricating oil will result in overheating and damage to the clutch
teeth and the pawl and ratchet mechanism.
4.1.3
4.2
4.2.1.
If the turning gear motor will not rotate the driven machine from standstill or if,
when at low speed, the turning gear motor is able to rotate slightly faster
than the driven machinery, and then there is damage to the pawl and ratchet
mechanism.
4.2.2.
Action: Stop the drive immediately to prevent further damage and contact
SSS Gears.
4.3
4.3.1
If the speed of the turning gear motor will not reduce below the speed of the
driven machine when the turning gear motor is turned off, this indicates
that the clutch mechanism is damaged and held in the engaged position.
4.3.2
Action: Stop both the driven machine and the turning gear motor immediately
to prevent further damage and contact SSS Gears.
SECTION 5
PARTS LIST
Item Description
Qty.
Input Shaft
Stop cap
Not used
Pawl
Pawl Spring
Pawl Pin
10
Not used
11
12
13
SECTION 6
SPARE PARTS
Five items of information are required when ordering spare parts from the
manufacturers.
a.
b.
c.
The description
d.
e.
6.1.2
The clutch serial number (preceded by the letter R) is marked on the outside
of the clutch. The remaining information required is found in Section 5 of
this manual and on the assembly drawing.
6.1.3
6.2
Recommended spares
6.2.1
Item
6
7
Description
Pawl
Qty.
2
Pawl spring
Pawl pin
12
13
SECTION 7
ASSEMBLY DRAWING
SECTION 8
PRINCIPLES OF OPERATION
Applicable principles
The SSS clutch incorporates a number of features. As an aid to understanding these features,
the applicable SSS principles of operation are contained in the pages of this section.
These principles are:
Basic SSS clutch principle
Dashpot - double acting
The diagrams used to describe these SSS principles are generic and not descriptive of any
individual SSS Clutch. A diagrammatic view of the clutch is contained in Section 1 and
assembly drawings can be found at the back of this manual.
Basic SSS clutch principle (SSS Principle No.1a)
The initials SSS denote the Synchro-Self-Shifting action of the clutch, whereby the clutch
driving and driven teeth are phased and then automatically shifted axially into engagement
when rotating at precisely the same speed. The clutch disengages as soon as the input speed
slows down relative to the output speed.
The basic operating principle of the SSS clutch can be compared to the action of a nut
screwed on to a bolt. If the bolt rotates with the nut free, the nut will rotate with the bolt. If
the nut is prevented from rotating while the bolt continues to turn, the nut will move in a
straight line along the bolt.
In an SSS clutch the input shaft has helical splines which correspond to the thread of the
bolt. Mounted on the helical splines is a sliding component which simulates the nut. The
sliding component has external clutch teeth at one end, and external ratchet teeth at the
other (see Figure 1).
When the input shaft rotates, the sliding component rotates with it until a ratchet
tooth contacts the tip of a pawl on the output clutch ring to prevent rotation of the
sliding component relative to the output clutch ring, and align the driving and driven
clutch teeth (see Figure 1 and Figure 4).
As the input shaft continues to rotate, the sliding component will move axially along
the helical splines of the input shaft moving the clutch driving and driven teeth smoothly
into engagement.
During this movement, the only load taken by the pawl is that required to shift the
lightweight sliding component along the helical splines.
As the sliding component moves along the input shaft, the pawl passes out of contact
with the ratchet tooth, allowing the driving teeth to come into flank contact with the
driven teeth and continues the engaging travel (see Figure 2).
Driving torque from the input shaft will only be transmitted when the sliding component
completes its travel by contacting an end stop on the input shaft, with the clutch teeth
fully engaged and the pawls unloaded (see Figure 3).
When a nut is screwed against the head of a bolt, no external thrust is produced.
Similarly when the sliding component of an SSS clutch reaches its end stop and the
clutch is transmitting driving torque, no external thrust loads are produced by the
helical splines.
If the speed of the input shaft is reduced relative to the output shaft, the torque on the
helical splines will reverse. This causes the sliding component to return to the disengaged
position and the clutch will overrun. At high overrunning speeds, pawl ratcheting is
prevented by a combination of centrifugal and hydrodynamic effects acting on the
pawls.
The basic SSS clutch can operate continuously engaged or overrunning at maximum
speed without wear occurring.
Lubrication
These pumps are completely self- lubricating and therefore, as the bearings are lubricated
by the oil being pumped, it is essential that it is kept free from water content and impurities.
Priming
It is recommended that suitable priming facilities, i.e. U shape bends should be installed in
the pipe work on the suction side, to prevent the pumps starting up, dry. It is essential that
priming facilities be provided if the suction lift is more than 8 ft.
Directions of Rotation
The David Brown Gear pump is designed to operate in either direction of rotation, and Fig.
6 shows the direction of rotation of the driving shaft in relation to the flow of oil.
These pumps are primarily designed for a direct drive through flexible couplings and, before
using belt, chain or gear drives, full particulars of the drive should be referred to us for our
recommendations before proceeding.
Warning!
The customer shall be responsible for the proper use of articies supplied by the company,
particularly the rotating shafts between their driving and driven members, and their guarding
for safety, and the company shall not be responsible for any injury or damage sustained as
a result of the improper use of the articies supplied.
Attention is hereby drawn to the danger of using naked lights in openings in gearboxes and
gear units supplied by the company, and the company shall not be liable for any claim for
injury or damage rising from any action in contravention of this warning.
David Brown Gear Pumps are highly specialized products and, in order to ensure maximum
performance and unfailing service, it is essential that great care is exercised during installation
and that periodic alignment checks are made.
Units are of simple design, embodying a minimum number of moving parts and, when
correctly installed, will give completely trouble free-service.
Foundations
Whatever type of foundations is used it is preferable, although not essential, that the pump
and prime mover be mounted on a common bedplate. Given rigid foundation, such as a
concrete bed, deep or well supported, or a heavy steel structure sufficiently rigid so as not be
appreciably affected by fluctuating loads, the bedplate may be lowered on to suitable packings,
lined up and bolted down without risk of subsequent strains in the pump casing, or
misalignment of the rotors or shafts. On the other hand, unless suitable precautions are
taken, these effects will be produced by flexible foundations, such light steel or timber
structures, or an unstable one which may change its configuration, due either to ground
settlement or external forces are encountered in the hulls of ships.
To avoid strains in the casing which may be due to movement of the foundations, a very stiff
structure may be interposed between bedplate and foundation. Alternatively the bedplate
may, if sufficiently rigid, be carried on flexible supports which permit the necessary movement
without imposing undue loads at the points of support.
When lowering the bedplate on to a rigid foundation, flat steel packings only should be
used, on either side of and close to each foundation bolt. Should there be no foundation
bolts in the plane of the coupling face; care should be taken to avoid springing the bedplate.
Where pumps and motors are delivered completely assembled and lined up on their bedplates,
it is most important that the alignment should still be checked after bolting down, in case
distortion of the bedplate has occurred.
Errors of angularity.
Errors of eccentricity
A combination of 1 and 2
Errors of Angularity
This type of error is illustrated in Fig.1 and should be corrected before attempting eccentricity.
The procedure is as shown in Fig.3 where a thickness gauge is used in conjunction with
feelers. As the coupling faces may not be perfectly true, it is advisable to put chalk marks on
both coupling halves, at points A and B on the diagram, and then revolve both halves
together until marks successively take up position 1, 2, 3 and 4 by taking feeler readings at
each point it is a simple matter to determine the amount of correction necessary. In carrying
out this operation it is important to see that both shafts are pushed back against their axial
locations before taking readings.
Errors of Eccentricity
This type of error occurs where the axes of the shafts do not intersect (shown in Fig 2).
Where the discrepancy is in the vertical plane, it can be corrected by alteration to the height
of either the pump or the adjacent unit, by means of shims or by adjustment of the foundation
facings.
If the error is in the horizontal plane it is usually easy to eliminate as it simply means
moving one of the components transversely until the correct setting is obtained.
Providing both halves of a coupling are of identical diameter, the concentricity can be checked
by the scale of a straight edge as shown in fig.4 As when carrying out tests for angularity, a
chalk mark should be made on both halves and the complete couplings revolved, readings
being taken at points 1,2,3 and 4
Where there is a slight variation in the diameter of the two halves, the straight edge should
be used in conjunction with a feeler equal to half the difference in diameter.
Oil Seals
If the oil seals are dismantled or changed, the gap between them must be filled with grease
to prevent scoring on the shaft.
If replacement seals are being fitted, care must be taken to ensure that the lip of each seal
is not damaged and that the relative positions of the seals are as shown in Fig.7
End Covers
Matching lines are provided to facilitate correct positioning of the end covers relative to the
case, and care should be taken, on re-assembly, to ensure that they coincide.
Sealing Rings
Two types can be fitted:
1. Metal pressure filled rings, should necessary to dismantle the end
covers after the pump has been in operation for some time, it is unlikely that the
metallic type of seal will be effective, and new rings should be fitted.
2. Rubber O rings. Providing the rubber has not been damaged in any way and the
permanent set has not taken place, these can be used again.
WORM Reduction Gear Units are high precision products Incorporating the latest
technology In the Gear design with consistent quality control ensuring high efficiency and
proven durablity. With careful Installation, Gear Boxes deliver reliable trouble free and
maintenance - free service, requiring only the occasional oil level checks.WORM
reducers are supplied in completely assembled condition without oil. The shaft ends are
coated with anti-corrosive agents which are to be removed only by suitable solvents. In
no case, shafts should be scraped or filed.
HANDLING
WORM reducers should be lifted only by making use of the eye bolts or Integrally cast
lugs. These are designed only for the weight of the gear units and no accessories should be
lifted along with the gear units. In no case shaft ends should be used for handling the units.
HAND CHANGING OF GEAR BOXES
For units having external hand changing facility, (i.e. sizes 3 to 8 in FU/FO/FV versions
where worm shaft extensions are identical on either side) the fan and cowl need to be
changed to the other side of worm for hand changing. Gear box casing need not be opened.
For adaptable units and other FU & FO units In sizes 9 to 17, the wheel shaft complete with
worm wheel, bearings, etc. should be reversed as a whole, so that left and right are
interchanged.
For FV units the gear box is to be disassembled and assembled again for the required
handling. If the wheel shaft is to be made upside down or vice versa, it should be noted that
the position of wheel relative to the casing should not be changed to retain the drywell
position and therefore shaft has to be pressed out from the wheel. Then the position of shaft
in relation to wheel must be reversed.
After effecting the hand change it is necessary to check the contact marking and axial
float. The contact marking can be checked by painting the worm with red lead or Prussian blue paste and rotating the worm by hand while applying a small braking pressure
to the wheel by hand. The correct marking should be slightly heavier on the leaving side
of the teeth, relative to the direction of rotation of worm, to provide entry gap for the
lubricant. This will avoid pressure concentration on the entry side and the operation of
the gear box will be smooth. Adjustments to have the correct contact pattern are illustrated in Fig.l. The axial float on the worm line bearing Is 0.02 to 0.05 mm and that of
wheel line bearing is 0.01 to 0.02 mm.
INSTALLATION :
WORM reducers are preferably to be mounted on a common bed plate along with the
prime mover. Rigid foundation should be provided to minimize the effect of fluctuating heavy
loads. Errors of alignments in shafts and gears will arise if the bolts are not carefully tightened.
Check the alignment after bolting down, even when a gear unit and motor have been
assembled and lined up on a bed plate.
After installation and lining up have taken place, the two opposite feet should be drilled,
reamed and dowel pins fitted.
COUPLING
Flexible couplings are recommended, on driving and driven shafts as they permit limited
errors of alignment. The tolerance to be provided in the coupling bore is H7.
ERRORS OF ALIGNMENT
(i)
(ii)
For couplings of unequal outside diameter, a straight edge is used in conjunction with
a feeler gauge equal to half the difference in diameters.
Adjusting the individual error within limits will automatically bring the combination error
within limits.
LUBRICATION
WORM reducers are supplied without oil and must be filled with the recommended
grade of lubricant to the correct level indicated by oil level plug or dip stick high marking.
The approximate quantities of oil are tabulated on page 4 for various types of gear
units.
WORM reducers have a built-in lubrication system ensuring positive and automatic
supply of oil to the gears and bearings at all running speeds in both directions of
rotation. All units are provided with breather, oil level indicator and drain plugs.
Over filling results in over heating and laekage. For adaptable units, where plugs are
provided to take care of all mounting positions, oil level should be maintained using
plug L, depending on the mounting position, as shown in Fig.6.
INITIAL RUNNING
All gear units are subjected to a short test run before despatch. It is recommended to
load the gear unit gradually to its full load in about 20 to 40 hours. Reasonable
precautions should, however, be taken to avoid overloads in the early stages of running.
It takes many hours of running under full load for the gear to attain its highest efficiency.
Temperature rise on the initial run will be higher than that eventually attained after the
gear is fully run-in.
OIL CHANGES
In order to get a long and trouble free service, it is essential to change the oil at
regular intervals. After about 250 hours of operation of the new gear unit, the oil
needs to be changed after stopping the gear unit while it is still warm. During oil
change the gear is to be cleaned thoroughly and flushed with flushing oil. It is essential
to do this in an absolutely clean manner to ensure that no foreign matter enters the
interior of the gear unit. Regular oil changes have to be done after about 3000 hours of
running or 12 months whichever is earlier for units operating at oil temperatures
ranging from 60 to 85 decree C. For units operating at temperatures above 85 degree
C, oil changes are required after about 1000 hours of operation, as the disintegration
of oil is more predominant at higher temperatures.
STORAGE
When the Gear units are stored or left idle for a long time, particularly on the shop
floor or in corrosive or saline atmosphere at site, adequate protections are to be provided
as given below.
1.
If the gear unit is to be stored indefinitely it should be filled completely with a
preservative oil viz Servo preserve 30 of Indian Oil or Bharat TCPF 60 or 62 of Bharat
Petroleum or Rustop 287 of Indian Oil or Runin 30 of Veedol or Gulfsil Preserve oil of
Gulf ensuring that all the internal components are submerged. When the gear unit is
eventually returned to service the stored oil must be drained out completely and the
recommended grade of oil must be filled in to the correct level.
When the gear unit is already filled with a normal charge of oil, it should be operated
at full speed at least once in a month for a period of not less than 10 minutes to ensure
that all the internal parts are liberally coated with a film of oil.
The appropriate oil quantities for various versions of the units are given in the following
tables. However these are only indicative and the actual filling should be up to H
level of dipstick marking or to the correct level given In the oil level indicator / oil level
plug.
Recommended Grade of Oil to be used
One of the reputed makes of ISO - VG - 320 Oil is to be used.
For very low speeds, 460 Grade of oil is allowed in place of 320 Grade of oil. For speeds
close to 1 rpm even 680 Grade of oil is allowed. Check oil level every week and top up
with recommended grade of oil, If necessary, to maintain the correct level.
Painting should not be done on the breather, ensure that the breathers are kept clean
and operating properly, to avoid oil leakage due to pressure build up.
On units with grease lubricated bearings, grease nipples are provided. A few shots of
Servogem 2 or 3 of IOC or Lithon 2 or 3 of HP from a grease gun are necessary once
in a week.
EQUIVALENT GRADES
ROTARY PUMPS
FOR
ROTARY TYPE TWIN GEAR
Pump Type :RDNX with Mech. Seal
UNIT
TYPE
CLIENT
PROJECT :
P.O.NO
SR.NO:
W.O.NO
1.
INTRODUCTION :
The rotary pump is one of the most versatile & widely used type pump. Where mechanical displacement
of the fluid from inlet to outlet is produced by trapping a slug of fluid between one or more moving
element such as gears, Cam, screw, vanes, lobes or other similar device within a stationary casing,
The rotary motion of the centrifugal pump is combined with the positive characteristics of the
reciprocating pump.
Gears pump is a self-priming positive displacement pump in which two or more gears mesh to provide
the pumping action. It is the characteristic that one of the gear be capable of driving the others. The
mechanical contacts between the gear and the outer radial tip and sides of the gears form a part of
the moving fluid seal between the inlet & outlet posts.
Gears pumps are of two types external & internal. The pumping element is a set of spur, helical of
herringbone gears, which rotates in a closed housing. External gear pump are arranged in such a
way that the center of rotation of each element is external to the major diameter of the external tooth.
Here the gear tooth gap closed by casing forms a bucket, which bodily carries the liquid from suction
port to the discharge port on its pitch circle diameter.
Unlike in centrifugal pump, positive displacement pump does not develop pressure on its own but it
overcomes the resistance in the pipeline while discharging a rated capacity. Due to some working
clearance between the rotating element and the casing some amount of liquid always tends to leak
away from the discharge side to suction side termed as slip which depends on the working clearance
and workmanship, liquid viscosity and the differential pressure, when the slip is more than the specified
or when there is a substantial drop due to slip we say that the positive displacement pump is not
developing sufficient pressure.
No pump can suck the liquid on its own but the liquid is placed in the pumping chamber with the
assistance of atmospheric pressure due to creation of vacuum in the pump suction chamber by
displacement of the air of the pumping liquid. Because of the closed tolerance between the rotating &
stationary parts and due to the viscous nature of pumping liquid, film formation is possible helping in
creating vacuum in the suction chamber when the pump is started thus gear pump have a self priming
capability like piston pumps.
ROTODEL rotary gear pumps are the most updated version in gear pumps, where advantage of
both gear and screw pumps are combined most judiciously, The compact size, efficient and reliable
performance & widest range makes a wise decision to install a ROTODEL pump.
The identification of the pump suction pressure requirement is significant in any pump application.
Specifying a higher suction lift than actually exists, results in selection of pump at a lower speed than
necessary. Not only this does mean a larger, more expensive pump but also a costlier driver. Should
the suction lift requirement be higher than specified, the outcome could be a noisy installation due to
pump cavitations.
1.
2.
4.
5.
There is a common misconception that pumps pull fluid into the inlet opening unassisted by any
outside force. Actually, fluid flows into the pump due to a difference in pressure between pump inlet
and the fluid source. A primary step in pump Positive Suction Head (NPSH), This is the absolute
pressure above fluid vapor pressure at pump inlet and is determined as follows :
Atmospheric pressure (at jobsite altitude)
Plus Static head (minimum level of fluid below pump inlet)
or
Minus inlet line friction losses including entrance loss from reservoir to pipe, pressure drops through
valves, fitting, strainers etc.
Minus fluid vapor pressure (usually at max. pumping temp)
Equals system Net inlet Pressure. System Net inlet pressure available must always equal or exceed
pump Net inlet pressure required. Suction condition. is the most frequently overlooked parameter in
pump selection. Time spent determining it accurately can optimize pump selection and result in a quit
installation.
2.2
The brake horsepower required to drive a rotary pump is the sum of the theoretical liquid horsepower
and the internal power losses. The theoretical liquid horsepower is the actual work done in moving
the fluid from its inlet pressure to the outlet at discharge pressure. This work is done on all the fluid of
theoretical capacity not just delivered capacity, as slip does not exist until a pressure difference occurs.
Rotary pump power ratings are expressed in terms of horsepower (550 ft-lb/sec) and theoretical
liquid horsepower is calculated.
tLhp = Qt P / 1714
Note that theoretical liquid horsepower is independent of viscosity and is concerned only with the
physical dimension of the pumping elements, the positive speed and differential pressure.
The internal power losses are made up of two types : mechanical and viscous, The mechanical
losses include all power necessary to over come the mechanical friction dragof all the moving parts
within the pump,including bearings, gears, mechanical seals etc. The viscous losses include all the
power lost from the shearing action of the fluid itself. It is probable that the mechanical loss is the
major component when operation at low viscosities and high speeds, while the viscous loss is the
larger at high viscosity and slow speed conditions.
Volumetric efficiency, Ev = Qc / Qt
Overall Pump Efficiency, Eop = OHP / BHP
Where OHP (oil horse power) - Pc p / 1714
Mechanical Efficiency, E = Eop / Ev
Where
Qc = delivered capacity, GPM
Qt = theoretical capacity, GPM
P = differential Pressure PSI
Looking at the curves, one can see that theoretical capacity is directly proportional to speed and is
constant regardless of differential pressure, The difference between theoretical capacity and delivered
capacity is the slip of the pump for a given viscosity. Depending on design, slip can be affected by
speed, pressure and viscosity.
Since HP = GPM x P / constant, both horsepower curves increase as speed (capacity) or differential
pressure increases.
2.3
EFFECT OF VISCOSITY :
Viscosity is that property of any fluid (liquid of gas) which tends to resist a shearing force. It is important
to fluid flow because nearly all fluid motion is accompanied by shearing force.
The two basic viscosity parameters are the Dynamic (of Absolute) Viscosity, u, havingthe dimension
force x time / length2 and the kinematics Viscosity, V, having the dimension force x time / length2.
The parameters are related through the mass density of the fluid, Y, such that V = wp = g/y, where y
is the specific weight and g is the acceleration of gravity, The dynamic viscosity of any fluid is a
function of temperature and pressure.
The dynamic viscosity of most liquids increases with increase of pressure but, fortunately the changes
may be neglected for the ranges of pressure usually encountered in engineering problems.
However, it is important to note the effect of viscosity on horse power. the difference between actual
horsepower and theoretical horsepower for given viscosity is the mechanical loss and slip. Mechanical
loss is primarily the loss increases with increasing speed and viscosity and may or may not be
dependent on differential pressure.
2.4VISCOSITY CONVERSION FACTORS AND FORMULAS
alignment at e users and should ne verified prior to the commissioning of the pumps as follow.
(1) Use hairline gauge & filter gauge on two levels staggered by 90 degree each at the circumference of
the coupling. In case A vertical, lateral of angular displacement is detected under the two coupling
halves, the driving are in alignment (to be leveled by plain parallel supports. if necessary) the gap
between coupling halves must be to same size around the coupling circumference. The distance
from the hairline gauge placed over both the coupling halves, to the respective shaft must be same
over the entire circumferences.
(2) Alternatively, the radial and axial alignment of the coupling can be checked with dial gauge, This
measuring method is applied in case of coupling with spacers (dismantling type coupling)
NOTE : The maximum admissible axial and radial deviation, measured on the coupling front side or
at the coupling circumference may be 0.1 mm. if possible, however, less than or equal 0.05 mm.
After aligning it is possible to rotate the pump with driving motor by hand without any pressure points.
For perfect alignment it is also equally important to use a properly machined base plate. The coupled
pump should be installed fixed with the help of minimum one foot depth and should be fixed with the
help of minimum four numbers of foundation bolts.
While fixing up the pipe care should be taken that there is no direct stress and stain on the pump
flanges particularly in case of pumps with threaded port. Care should be taken to ensure that the
threaded pipe do not struck with the rotor gears.
Installation of suction line is the most important as perfect working of the pump entirely depends on
the perfect suction line. Ensure that the NPSH available at the pump inlet is more than that required
by the pump as specified by the manufacturer,
To increase the NPSH availability always use one size higher suction line with use of an
eccentricenlarger as shown below. It is also advisable to put a U bend between the pump inlet and
the enlarger to avoid the priming failure. More number of bends valves, throttles should be avoided.
If suction strainer is provided ensure that it has adequate filtering area to avoid rapid clogging. There
should not be any air leakage whatsoever in the suction line.
5. MAINTENANCE
5.1
PERIDOCAL :
(1) Alignment of the pump and motor must be checked as described earlier. At the same time ensure that
coupling key-way does not wear out (keep one should not feel angular movement of the coupling.
Repeat same for other halves), if found, replace coupling. Tighten grub screws used to hold coupling
halves over the shaft.
(2) Suction line must be checked for no air leakage. Also clean suction strainer and on line filter, if used.
(3) Tighten all flange bolts and end cover bolts properly to ensure zero leakage.
(4) In case of pump with independently lubricated bearings (type RDNX) the bearing covers (02, 03) &
pumping chamber is separated by viton V seals hence antifriction bearings are all the time impressed
in oil bath formed in back bearing cover & front bearing cover is essential to maintain oil level in the
chamber through out the operating life of the pump.
(5) Check the oil level through oil level indicator, if found low fill up the same by unscrewing bolt given at
the top periphery of the bearing cover (02, 03) if any discriminative properties are found in the oil,
drain out the same by unscrewing drain bolt given on faces of the front cover (02) & back cover (03).
(6) Put the pump into motion keeping make-up bolts open & observes if the oil is used away fastly or it
comes out along with the liquid to be handled then it gives indication to replace the viton V seal. If
the same is available in spare then replace it in the next routine maintenance (spare viton V seal will
be available from us on request. For that provide us the pump model number engraved on the name
plate)
(7) Periodically check the operation of Relief Valve by closing the gate valve on the delivery side. The
relief valve by closing the gate valve on the delivery side. The relief valve must fully operate and by
pass the liquid at set pressure specified in the test results.
5.2
YEARLY
For preventive maintenance purposes completely disassemble the pump once a year with the view of
checking the conditions of working surfaces of parts and to measure the clearances between the
gear faces and inserts.
1. Remove pump from base plate and check axial and redial play of the shaft with hand. One should not
feel axial or radial play, if axial play is observed replace wear plates and if radial play is observed
replace the bearings.
2. Check all elastomer parts (O ring, mechanical seal / oil seal for their elasticity and shape.)
Disassemble pump (only expert person should do) and check shafts (06, 08) wear plates (05), gears
(07, 09) casing (01) for wear and tear, if found, replace that particular component. (Spares will be
available from us on request.)
6. REPLACEMENT OF PARTS :
6.1
A. Remove the front cover (02), back cover (03) by unscrewing Hex bolt and removing the dowel pin.
B. The front side of the pump body is now open Try to pullout the rotor / stator by hand. If is not possible
to Pullout with hand remove the back cover (03). Now slowly hammer the shaft end viewed in the
back side.
C. Replace the old rotor / stator assembly with new one. Also check the conditions of wear plates. If wear
plates are not found in good conditions replace it with new one.
D. After replacing the rotor / stator assembly in the body, first fix the back cover. Check whether the rotor
shaft is free for movement of jammed, try to make it free by slightest radial movement.
E. Now fix the front cover & Gland cover or seal cover.
6.2
BEARINGS :
A. For removing bearing first remove the front cover and back covers as described in.
B. The bearing should be easily mounted by push fit and hammering should be avoided which may
result in premature failure of the same.
6.3
RELIEF VALVE :
A. For changing any relief valve component, the R. V. cover is not required to be removed from the
pump body.
B. The R. V. components can be disassembled as shown in the exploded view of R. V. assembly. any
part if found defective should be replaced with the new one.
7 SPARE PARTS :
7.1
1.
2.
3
4
5
6
7.
REMEDIAL ACTION
MICHELL BEARING
Operations, and Maintenance
Instructions.
Omega OT Series
Thrust Rings
Michell Bearings
Michell Bearings is a trading division of Vinters Engineering PLC.
A member of the Rolls Royce Group.
Issue 00
Table of Contents
1.INTRODUCTION
6
6
7
2.SAFETY
3.
3.1
General
4.
10
5.
11
5.1 General
5.2 Assembly of the Thrust ring
5.2.1 Fitting the Thrust Pad set.
5.2.2 Fitting Ring Stop, and Liners if applicable
5.3 Assembling the Thrust rings into the Bearing Casing
5.3.1 Miscellaneous
5.3.2 Instrumentation
11
11
11
12
12
13
13
OPERATING
14
6.
6.1
6.2
6.3
6.4
7.
General
Tools and Equipment
Maintenance Schedule
Oil Change
General
Procedure for draining oil
Procedure for refilling the bearing -self contained bearings
Procedure for refilling the bearing - bearings with circulating oil
14
14
15
15
16
16
16
17
17
17
17
18
18
8.
General
Preparation
Strip down the bearing until the thrust rings are visible.
Disconnect and remove any thermometry and instrumentation.
Removing thrust rings
Removing the Liners, and Shim Pack. Where Applicable
Removing the Thrust Pad Set
General
Checking the Thrust Pad.
19
19
19
19
20
20
20
20
21
21
22
23
Before Installation 23
Corrosion Protection for Standstill Periods up to 6 Months 23
Corrosion Protection for Standstill Periods between 6 Months to 1 Year 23
Corrosion Protection for Standstill Periods longer than 1 year23
8
7
6
5
4
3
2
1
REF
16
2
2
2
16
2
1
1
QTY
STEEL
STEEL
STEEL
STEEL
STEEL WM
STEEL
STEEL
MATERIAL
1. Introduction
1.1 About the Product
The Omega Series Thrust Rings supplied are part of a standard range of components
manufactured by Michell Bearings. The thrust rings are intended to be fitted within a casing
supplied by a customer. Depending on the demands specified, the thrust rings will be designed to
absorb:
a)
b)
c)
A constant load in one direction and a temporary load in the opposite direction.
Within the Omega Series a range of sizes are catered for. All Omega thrust rings require
continuous lubrication from a pumped oil supply. In some cases, the thrust rings will have
machined oil channels and in other cases restriction jet holes.
The system of restriction holes is known as Low Loss lubrication and will give lower power losses
than conventional fully immersed rings.
In order to measure pad temperature, Resistance Temperature Devices (RTDs) can be fitted to a
number of pads specified by the customer.
This symbol signifies a warning. These are instructions that, if ignored, could result in
death or injury. Danger!
This symbol signifies an important point which, If ignored, could result in minor
injury or failure to carry out a process correctly.
This symbol signifies additional instructions. This is usually a check. Missing out this
stage could lead to an error going unnoticed.
In addition, brackets after a reference to a part description, e.g. thrust pads set (3),
retaining ring (2) refer to an item number on a general sub-assembly drawing at the front
of this manual. These are used as a reference for the engineer.
Unless otherwise stated all warranty claims shall be dealt with in accordance with Michell
Bearings.
These warranty obligations will automatically become void if the product is:
1.
2.
Supplied with spare parts (or repaired), not approved by Michell Bearings.
3.
4.
2.
Safety
When installing, operating or maintaining the bearing, danger may arise to the user, the product
and plant and/or other assets. Therefore all users responsible for the operation of the machine
must understand this manual fully and make sure that all the safety procedures are strictly
adhered to.
Under no circumstances should the engineer work alone when operating the
machine.
At least one of the engineers should be trained in basic first aid techniques and wear
identification that he/she is a first-aider.
No maintenance, assembly, adjustment or any other work should be carried out on the
bearing whilst the shaft is rotating or capable of movement. To avoid accidents, the
entire machine should be isolated, with control gear locked off and Not to be used
signs applied to the control panels.
3.
3.1 General
This section outlines essential information, which must be referred to when handling the thrust
rings.
The thrust rings are supplied fully assembled (see arrangement drawing for mass of complete
bearing).
Omega OT Series thrust rings are not usually fitted with lifting holes. A complete ring may be
lifted using straps or slings.
Make sure thrust rings are stored in the intended mounting position, in a dry room only. Please
check all product equipment to ensure that it is complete before installation. Any damage due to
transit must be reported to Michell immediately.
Before using any lifting equipment, ensure that it is certified to carry a load greater
than that of the bearing or component.
Take care not to damage bearing components and the running surfaces of the shaft collar by
contact with the lifting equipment.
If in doubt, always use mechanical devices where possible. Remember to bend the knees and
not the back when lifting manually.
All Omega OT Series thrust rings are supplied complete. All thrust rings are, for ease of
assembly, capable of being split in two halves. If the rings supplied are to be split the RTDs
and their cabling should be removed prior to this.
Dismantle the bearing referring to Section 8, ignoring any references to the shaft or machine.
When dismantled, please check all product equipment to ensure that it is complete before
installation. Any damage due to transit must be reported to Michell Bearings immediately.
All parts are coated in a rust preventative. This must be removed and all parts thoroughly
cleaned before installation begins. To remove the rust preventative, white spirit or a strong spirit
based cleaner should be used. Note! Do not use paraffin (Kerosene).
It is recommended that the bearing casing and all other internal parts are cleaned to prevent
dirt getting between the collar and the thrust rings.
If the thrust rings are being fitted into a bearing that has previously been used, ensure that
the lubricating pipes have been cleaned to remove any deposits. If there is any dirt in the
lubricating system it will damage the new parts fitted.
There may be fumes given off during the cleaning process. Clean parts in a well-ventilated
area. Always follow cleaner manufacturers instructions.
Use a lint free cloth when cleaning the bearing. Particles from other cloths could
otherwise get into the lubricating oil and cause overheating, and in extreme cases, failure
of the bearing.
Once all parts are inspected and cleaned the bearing is ready for installation.
Use a liquid screw locking compound (e.g. Loctite 222) on all fasteners.
Remove all impurities and foreign objects (e.g. bolts, washers, etc.) from inside the
bearing. Ensure bearing is covered when left unattended.
This assembly procedure has been generalised to cover most eventualities. As such it may
contain more information than is directly applicable to the bearing being worked on. Read all text
and simply ignore any reference to irrelevant items.
Coat all bearing surfaces in clean oil. Refer to bearing general arrangement drawing for information
on the correct grade of lubricant.
Place thrust pad set (3) into retaining ring halves (1), (2).
Ensure that the correct handed pads are fitted. The direction of rotation stamped on
the pad must agree with that shown on the arrangement drawing.
Secure thrust pad (3) in place with pad stop (4) with hole located in back of thrust pads (3).
Ensure that stop (4) is fully locked in place with Loctite 222 or similar adhesive.
Place shim pack (6), and liners (7), on retaining ring halves (1), (2), and sercuer in place with
hex, socket counter sunk screw (8).
Ensure that screws (8) are fully locked in place with Loctite 222 or similar adhesive.
Fit ring stop (5).
Ensure that stop (5) is fully locked in place with Loctite 222 or similar adhesive.
Coat the thrust pads surfaces with clean oil of the correct grade.
Some OT Series bearings are supplied with machine liners; these should be fitted at the same
time as each thrust ring assembly.
Care should be taken when handling the components to avoid the risk of trapping hands when
assembling.
Horizontal Bearings: Fit the top half of the thrust ring(s), either onto the top of the lower ring,
or into the top half casing. Secure the ring with stops.
Horizontal bearings: Rotate the thrust ring around until the stop (5) engages in the casing, if half
the ring is secured into the top half of the casing, ensure that the bottom half is flush with the
casing joint and complete assembly.
Vertical Bearings: Fit upper thrust ring and secure in place with stop (5).
5.3.1
Miscellaneous
Instrumentation
Ensure that temperature probe assembly is not damaged and is working correctly before
fitting it.
For temperature probe fitted bearings; run the bearing and establish a steady state operating
temperature then set temperature alarm to 5C above the steady state operating temperature.
Shut down temperature alarm is to be set at 10C above steady state operating temperature.
Note! Prior to running the bearing EC regulation state: - The entire machine has received a
Declaration of Conformity, or has been declared exempt from the Supply of Machinery
(Safety Regulations) Act 1992 and the Machinery Directive. Where applicable
6. Operating
6.1 Preparation and Inspection before Operation
Where necessary fit the temperature probes for measuring the thrust pads, and/or the sump
temperature in the relevant connection holes.
Ensure that RTD assembly is not damaged and is working correctly before fitting.
Fill Bearing with oil or start oil system as described in Section 7.4.
Check:
1. That the oil quantity at bearing oil inlet is as specified by Michell Bearings, where applicable.
2. That the temperature monitoring equipment works.
The bearing is now ready for operation. It must not be used until the below items have been dealt
with:
1. The entire installation has received a Declaration of Conformity, or has been declared exempt
from the Supply of Machinery (Safety Regulations) Act 1992 and the Machinery Directive.
2. Lubricating oil has been passed though the bearing.
3. Local safety regulations have been met.
6.2 Trial Run
For temperature probe fitted bearings, run the bearing and establish a steady state operating
Supervise the bearing during the trial run period (approx. 5-10 operating hours).
1. Oil flow rate and oil inlet pressure in circulating oil system (where applicable)
2. Bearing temperature
3. Occurrence of inadmissible vibrations.
4. Unusual noises or odours
If any or all of the above cause concern, or if the monitoring equipment triggers an alarm, stop the
machine immediately and carry out an inspection of the bearing to find the cause.
If the bearing has been correctly assembled using the procedure already given, there is only a
marginal risk of the bearing failing which would normally be due to inadmissible operating
conditions. Examples of these conditions are; overspeed, low lubrication levels and excess
load. To avoid these situations, follow the following recommendations:
Do not operate the bearing below the transition speed values indicated in the bearing calculation.
Stop the shaft immediately if: Bearing temperature exceeds normal operating temperature
by 10C.
Regularly inspect all seals and pipework. Any large leakage of lubricant or coolant will indicate
that a seal or joint is failing. Maintenance must then be carried out as soon as possible.
The bearing surface and any pipework may be hot during operation. 6.4 Preparation for
Operation after Standstill
Clean the external parts of the bearing. Dust and dirt impede the radiation of heat.
Check with the maintenance schedule in Section 7.3 to see if an oil change is necessary. If
required, carry out the oil change as indicated in Section 7.4.
Start operating the oil supply system, where applicable, and check that it is working correctly.
The supplied oil quantity at the bearing inlet must equal the value indicated in the Michell
Calculations.
Before carrying out any maintenance or inspection work, switch off machinery. Lock off the controls
and secure and the isolate shaft.
Ensure control gear, barring gear and any other equipment capable of moving the shaft is
locked out and labelled Not to be use d, or similar.
Feeler gauges.
Emery paper, plain scraper
Lifting equipment
Detergents
Clean cloth
For a bearing that is operating constantly, routine maintenance should take place annually.
If the user only operates the bearing periodically, maintenance periods may be able to take
place less frequently. This is however, at the users discretion. An annual inspection is
recommended as a minimum service requirement.
Maintenance work
Oil Change (see Section 7.4)
Schedule
Bearing in reversing operation: every 3 Months Bearing in continuous operation: every 6
Months During preventative maintenance work for machine or immediately if:
Bearing Inspection
Schedule
Bearing temperature exceeds 10C over the indicated value (see calculations)
Oil flow rate and oil inlet pressure readings drop below admissible values,
These are estimates only, and frequency may alter depending on site environment. Michell
can advise the user accordingly.
Oil changes will be at differing periods depending on the frequency of bearing operation and the
conditions in which the bearing is operating. Approximate oil change times are indicated in
Section 7.3.
Please observe the instructions for the use of the lubricating oil. The manufacturer can
provide information on waste oil disposal.
Risk of Pollution:
7.4.2 Procedure for draining oil
Run the bearing to warm up the oil. This will ease the flow of oil from the bearing, and also remove
any impurities and residues.
Do not disconnect the oil inlet and outlet pipework until the bearing has been drained of oil.
Let off and collect the lubricating oil in the oil supply system where applicable.
Loosen and remove the drain plug and washer, and fully drain the bearing of oil.
Pour the correct grade of lubricating oil into the filling hole in the casing top. Use the
approximate quantity required as shown on the bearing arrangement drawing as a guide.
Let the oil settle into the bearing. Check the oil level is approximately at the centre of the oil level
gauge, and top up if necessary. Where applicable.
7.4.4 Procedure for refilling the bearing - bearings with circulating oil
Clean the oil container and fill up the oil supply system with the correct grade of lubricating oil.
Start the oil supply system in order to fill up the bearing with oil.
Not enough lubricant leads to temperature rises and therefore damage to the bearing. Too
much lubricant leads to leaks.
When pouring, take care not to spill lubricating oil onto the machine or surrounding area.
The Procedure given in this section is a full stripdown of a generic Omega OT series
bearing. As such it may contain more information than is necessary in some cases. Simply
ignore the sections not relevant to the bearing being worked on. Any technical queries can
be referred to the Engineering Team at Michell Bearings.
Michell recommends that the below safety advice is followed when carrying out maintenance
on any bearings. It may be necessary to change the dismantling procedure to suit the design
of the bearing casing.
8.2 Preparation
Check through the safety procedures at the start of Section 2. Understand and follow the
instructions very carefully.
Switch off machinery. Lock off controls. Secure and isolate shaft, drain and disconnect cooling
system, where applicable. Refer to manufacturer instructions.
Ensure control gear, barring gear and any other equipment capable of moving the shaft is
locked out and labelled Not to be use d.
Switch off and drain the lubricating oil and oil system (where necessary) as described in
Section 7.4.
Make sure the workspace is clean. Contamination and damage to the bearing affect operating
performance and could lead to premature failure.
Horizontal Bearings: Where applicable, remove the top half of the thrust ring(s).
Vertical Bearings: Jackshaft up until its clear of the lower thrust pads.
Ensure the jacking equipment is safely positioned and certified to carry a load
greater than the mass of the shaft.
Once the shaft is raised, secure it into position using other equipment. Do not rely on
jacking equipment alone.
8.2.2 Disconnect and remove any thermometry and instrumentation.
Horizontal Bearings: If the bottom half of the thrust rings are not visible, follow the below procedure;
Tap one end of the ring until the opposite end is visible.
Remove liner retaining screws (8), liners (7), and shim pack (6) from the back of the retaining
ring halves (1), (2).
Remove thrust pad stops (4) from retaining rings (1), (2).
The thrust pads (3) can now be removed from the retaining ring (1), (2).
There may be fumes given off during the cleaning process. Clean parts in a wellventilated area. Always follow cleaner manufacturers instructions.
Use a lint free cloth when cleaning the bearing. Thread from such cloths could get
into the lubricating oil and cause overheating, and in extreme cases, failure of the
bearing.
1.
2.
Retaining ring.
3.
4.
Shim pack.
5.
The remaining part of this section gives basic inspection guidelines for some major
bearing components. However, if any wear or damage is evident on any of the bearing
components, consult Michell Bearings immediately as it may adversely affect bearing
performance.
The following sections assume the bearing has been dismantled according to Section 8.
Examine the Thrust Pads. The appearance of the running surface should be that shown in
Figure 11 below.
Inspect the collar surface for any signs of damage. If it is necessary to change the pads, the
collar should also be replaced or repaired, otherwise the replacement pads will only have a
short life. There may be some scoring and wear on the pads. Provided wear is no greater than
0.125mm the pads are still serviceable. If there is any sign of the bearing surface coming away
from the backing material, the pads must be replaced.
Make sure thrust rings are stored in the intended mounting position, in a dry room only.
Put a bag of desiccant (silica gel) inside to absorb humidity and prevent the formation of
condensation in the bearing.
12.
Appendices
Great Britain Tel: (0191) 273 0291 Fax: (0191) 272 2787
Michell Bearings reserve the right to amend these instructions. Michell Bearings 2004.
OIL
FILTERS
OIL COOLER
eng
ger
Instruction Manual
Plate Heat Exchangers
M3 M6 M10 TS6
T2 T5
fre
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Table of contents
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Table of contents
Description ....................................................................................... 1
Main components ..................................................................... 1
Function .................................................................................... 2
Semi-welded PHE...................................................................... 2
Installation ........................................................................................ 3
Requirements ........................................................................... 3
Lifting ........................................................................................ 4
Raising ...................................................................................... 4
Operation .......................................................................................... 5
Start-up ..................................................................................... 5
Unit in operation ........................................................................ 6
Shut-down ................................................................................. 6
Maintenance ..................................................................................... 7
Cleaning-In-Place (CIP) ............................................................ 7
Manual cleaning ........................................................................ 8
Pressure test after maintenance.............................................. 13
Regasketing ............................................................................ 14
Except for this Instruction Manual, the following documents are also
included in this shipment:
Plate Heat Exchanger (PHE) drawing
Plate hanging list
Parts list with exploded view drawing.
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Notes
Notes
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Description
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Description
Main components
Frame plate
Carrying bar
Carries the channel plates
and the pressure plate.
Bolt
protection
Support
column
Tightening bolts
Press the channel
plates together.
Connections
Holes through the frame plate,
permitting the media to enter into
the heat exchanger.
Threaded studs around the
holes secure the pipes to the apparatus. Metallic or rubber-type
linings may be used to protect
the holes against corrosion.
Guiding bar
Pressure plate
Channel plates
Pipe connections
Protective sheets
In the USA mandatory, in
other countries optional.
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Description
Function
The plate heat exchanger consists of a pack of
corrugated metal plates with portholes for the passage of the two fluids between which heat transfer
will take place.
T2, T5
Semi-welded PHE
For certain plate sizes there are semi-welded
plates (Cassettes) available. The function of the
semi-welded PHE is the same as that of the conventional PHE. Chapters Installation and Operation of this manual are applicable to full extent.
Chapter Maintenance is fully applicable when it
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comes to the parts Cleaning-in-Place and Pressure test after maintenance and partially applicable for the remaining part. To cover the specific
requirements of the semi-welded PHE a separate
additional manual has been made.
Installation
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Installation
Requirements
Pipes
Caution!
Make sure the pipe connections are
locked when working on the piping.
Turning of the connections will damage the gaskets on the end plate and
cause leakage.
Elbow
To make it easier to
disconnect the plate
heat exchanger, an
elbow should be
flanged to the connection in the pressure plate, directed
upwards or sideways, and with another flange located
just outside the contour of the heat exchanger.
Drip tray
Space
600 mm minimum free space
is needed for lifting plates in
and out.
Depending on the
type of fluid in the
PHE and the type of
installation, a drip
tray (drainage box)
may be nesessary
to avoid damages
on personnel and
equipment.
Shut-off valves
To be able to open the
heat exchanger, shut-off
valves should be provided
in all connections.
Note!
Before connecting any piping, make sure
all foreign objects have been flushed out of
the system.
When connecting the pipe system make
sure the pipes do not subject the plate heat
exchanger to stress or strain.
To avoid water hammer, do not use fastclosing valves.
Foundation
Install on a flat foundation
giving enough support to
the frame.
Safety valves should be installed according to
current pressure vessel regulations.
If PHE surface temperature is expected to be hot
or cold, the PHE should be isolated.
It is recommended that protective sheets are
used to cover the PHE.
For each model, design pressures and temperatures are marked on the identification plate.
These must not be exceeded.
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Installation
Lifting
Warning!
Never lift by the connections or the studs
around them.
Raising
Place two timber beams on the floor.
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Operation
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Operation
Start-up
Note!
If several pumps are included in the system,
make sure you know which one should be
activated first.
3
4
Note!
Open
Open slowly
Closed
Close
Open
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Plate Heat Exchanger
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Operation
Unit in operation
Shut-down
Note!
Note!
Slowly close the valve controlling the flowrate of the pump you are about to stop.
Close
2
3
4
If the heat exchanger is shut down for several days or longer, it should be drained.
Draining should also be done if the process is shut down and the ambient temperature is below freezing temperature of the
media. Depending on the media processed, it is also recommended to rinse and
dry the heat exchanger plates and connections.
Clean and
greased
No leakage
Always consult your local Alfa Laval Representative for advice on
new plate pack dimensions if you intend to
change number of plates
selection of gasket material if operating temperatures and pressures are permanently
changed, or if another medium is to be processed in the PHE.
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Maintenance
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Maintenance
Cleaning-In-Place (CIP)
The Cleaning-In-Place (CIP) equipment permits
cleaning of the plate heat exchanger without opening
it.
CIP performs
CIP equipment
Maximum number of plates
CIP model
M3
M6
M6-M
CIP 20
90
89
62
40
27
56
CIP 40
178
124
81
53
110
Cleaning liquids
Cleaning liquid
Description
AlfaCaus
AlfaPhos
AlfaPass
AlfaNeutra
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Maintenance
Manual cleaning
Warning!
Opening
Warning!
If the heat exchanger is
hot, wait until it has cooled
down to about 40 C
(104 F).
Inspect
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Maintenance
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Mark
See also point 5 under part Closing.
Bolt No.
To dimension
1234
1,05A
12 or 34
Opening
Remove
the plates
Warning!
Be careful so that the plate and pressure
plate are always in parallel. Skewing of the
pressure plate during opening must not exceed 10 mm (2 turns per bolt) across the
with and 25 mm (5 turns per bolt) vertically.
The plate pack may still contain a small residual amount of liquid after draining. Depending on the type of product and type of
installation special arrangments, e.g.
drainage box, may be necessary to avoid
damages on personnel and equipment.
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Maintenance
Caution!
Note!
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Maintenance
Sediment
Cleaning agent
Calcium carbonate
Corrosion products
Nitric acid
Calcium sulphate
Metal oxides
Sulfamic acid
Silicates
Silt
Citric acid
Alumina
Phosphoric acid
Cleaning agent
Bacteria
Sodium hydroxide
Nematodes
Sodium carbonate
Protozoa
Cleaning agent
Paraffinic naphta-based solvent (e.g. kerosine).
Note!
Gaskets in EPDM rubber qualities swell in these media. Contact
time should be limited to 30 minutes.
Caution!
The following solutions should not be
used:
Ketones (e.g. Acetone, Methyletylketone, Methylisobutylketone
Esters (e.g. Ethylacetate, Butylacetate)
Halogenated hydrocarbons (e.g.
Chloro-thene, Carbon tetrachloride,
Freons)
Aromatics (e.g. Benzene, Toluene).
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Maintenance
Closing
1
2
Press the plate assembly together. Tightening is done in two steps, see figures below. Be careful so that the frame plate and
the pressure plate are always in parallel.
Step
Bolt No.
To dimension
12
or
1234
34
1,10A
A
Tighten the two diagonal pair of bolts alternately until the plate package measures
1,10A.
Note!
If the gasket is wrongly positioned, it will
show by the fact that it rises out of the gasket groove or that it is positioned outside
the groove.
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Insert the plates with the herring bone pattern positioned in alternate directions and
with the gaskets turned towards the frame
plate.
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Note!
The actual measurement must never be less
than the A-dimension.
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Maintenance
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Maintenance
Regasketing
1
2
3
4
Glued gaskets
Separate gluing instructions will be delivered together with the glue.
Note!
Make sure the two gasket prongs are in
correct position.
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Proceed with the next plate to be regasketed until all plates in need of regasketing
are done with.
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