CAT Bucyrus MARION 191-M Electric Shovel MAINTENANCE & OPERATION MANUAL BI005994

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© Bucyrus All Rights Reserved

BUCYRUS R

Technical Manual

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MARION

191-M MAINTENANCE & OPERATION MANUAL

MANUAL NO. 2089

MARION Division of INDRESCO Inc. 617 West Center Street • Marion, Ohio 43302 USA

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MANUAL 2089

191-M ELECTRIC SHOVEL

MAINTENANCE AND OPERATION

MARION POWER SHOVEL DIVISION DRESSER INDUSTRIES, INC.

Printed in U.S.A.

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TABLE OF CONTENTS

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . ..

Section 1

Operation (Gold). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Section 2

Lubrication (Green) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

Section 3

Mechanical Adjustments (Orange). . . . . . . . . . . . . . . . . . . . . . . ..

Section 4

Electrical Maintenance (Lt. Blue) . . . . . . . . . . . . . . . . • . . . . . . ..

Section 5

Compressed Air Systems (Yel/ow). . . . . . . . . . . . . . . . . • . . . . . ..

Section 6

Engineering Data (Red). . . . . . • . . . . . . . . • . • . . • • . • . . . . . . . •.

Section 7

Inspection Reports (Tan) . . • . . . . . . . . . . . . . . . . . . • . . . . . . . ..

Section 8

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•••••••••••••••••••••••••••••• -WARNINGDUE TO THE DANGERS INHERENT IN THE OPERATION OF ANY HIGH VOLTAGE ELECTRICAL EQUIPMENT, A SAFE GROUNDING SYSTEM SHOULD INCLUDE GROUND CONDUCTORS IN THE CABLE, A NEUTRAL GROUNDING RESISTOR AND RELATED RELAYS AND SWITCHGEAR.

A GROUND CONTINUITY CHECK

SYSTEM IS ALSO RECOMMENDED •

••••••••••••••••••••••••••••••

In the event you doubt, for any REASON, your ability to safely perform any of the enclosed maintenance and operational procedures as they refer to your machine; please contact your Local Service Representative or Service Department at Marion, Ohio 43302.

READ AND OBSERVE ALL warning signs, they're placed for your health and safety.

This manual has been prepared for the standard production machine. Any deviation due to advanced engineering design, optional equipment or the particular requirements of this machine may not be covered.

Additional information that is required will be furnished as soon as such information is available.

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SECTION 1 INTRODUCTION INDEX

Page Warranty (Overleaf) Introduction

" . . . . .. . . . . . . .. . . . . . . . . . . . .. . . ..

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Safety Tips. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

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Operator Tips

; . . . . . . . . ..

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Maintenance Tips. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

1-4

Suggestions for Inspecting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

1-5

Operation and Maintenance Training. . . . . . . . . . . . . . . . . . . . . . . . . ..

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*STANDARD WARRANTY

~ Marion Power Shovel Division, Dresser Industries, Inc. ("Marion") warrants that its products, when shipped, for a period of six (6) months from the date of delivery, F.e.B. point of shipment, will meet applicable, agreed specifications, if any with respect thereto, and will be free from defects in material and workmanship, provided that the Marion products sold are properly stored, assembled, used and maintained. Products not manufactured by Marion shall be subject only to such warranty as may be made by the manufacturer thereof. All claims under this warranty must be made in writing immediately upon discovery. The foregoing is expressly in lieu of all other warranties whatsoever, express, implied and statutory, including, without limitation, the implied warranties of merchantability and fitness.

Should any failure of the Marion products to conform to this warranty appear within the limited time period set forth above, Marion shall, upon Buyer's submission of a claim as provided above, either 1) repair or replace, F.e.B. point of shipment, any nonconforming part or parts of Marion's products which have been returned to it for examination, transportation prepaid, or otherwise examined by Marion, and which examination discloses the nonconformity to Marion's satisfaction; or 2) refund an equitable portion of the purchase price.

The foregoing is Marion's only obligation and Buyer's exclusive remedy for breach of warranty and, except for gross negligence or willful misconduct, the foregoing is Buyer's exclusive remedy against Marion for all claims arising with respect to Marion products or relating thereto, whether such claims are based on breach of contract, tort (including negligence and strict liability) or other theories. Buyer's failure to submit a claim as provided above shall specifically waive all claims for damages or other relief, including, but not limited to, claims based on latent defects.

In no event (including, but not limited to, avoidance of the above limited warranties and remedies) shall Buyer be entitled to any indirect, special, incidential or consequential damages, whether arising from late performance or a failure to perform, deficiencies or negligence in the design, manufacture, sale delivery or assembly of Marion products or failure of Marion products or from any cause whatsoever and whether based on breach of contract, tort (including negligence and strict liability) or other theories. Any action by Buyer arising with respect to Marion products or relating thereto must be commenced with one (1) year after the cause of action accrues or it shall be barred.

Marion reserves the right to improve or change the design of its products and specifications thereof and Marion shall incur no liability thereby or any obligations to install such improvements on products previously sold. *The above warranty relates to spare/repair parts for the Marion equipment referenced in this document. For specifics on the machine warranty, reference should be made to the purchase contract or Marion Power Shovel Division, Dresser Industries, Inc. may be contacted directly. Please identify machine serial number.'

IMAJII/ON_

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SECTION 1 INTRODUCTION This manual is designed to be informative and helpful during the operation and preventive maintenance of this equipment Great care has been taken to provide you, the owner, with the most comprehensive, up-to-date material available from our engineering, service and training departments. Following the easy to understand step-by-step procedures, the maintenance crew will be able to perform their duties without sacrificing safety or production. When a systematic and thorough maintenance/service procedure (a responsibility of the maintenance superintendent) is instituted for the Equipment, quality maintenance and operation will result THIS MANUAL IS NOT A PARTS BOOK, nor is it to be used to order parts. You have been supplied with a separate, detailed Parts Book. Please carefully read the instructions in the front of it All parts are listed by group numbers with item/part numbers for TH IS SPECIFIC MACHINE. Order parts in exact quantity. Parts ordered by mistake and returned, are subject to a rehandling charge. RIGHT and LEFT HAND PARTS on the upper frame correspond to the operator's hands at the controls; that is, facing forward and looking out the cab front window. Please state the correct machine SER IAL NUMBER (located on a plate in the operator's cab) when corresponding or conversing with us. Our records on each machine are filed by serial number and when given this number, your specific design and original equipment is both accurate and quick.

When required, ADDED INFORMATION not published in this Manual or the Parts Book, may be obtained from your local service representative or send correspondence to: Services Department Marion Power Shovel Division Dresser Industries, Inc. 617 West Center Street P.O. Box 505 Marion, Ohio 43302 or: Telephone 614/383-5211 Telex 24-5307 TWX 810/487-2772 Telecopier 614/383-5211 Ext 2275 Service and labor charges not accepted unless previously authorized, in writing, by Marion Power Shovel Division.

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SAFETY TIPS

Safety, the main factor and CONSTANTLY in mind, prevents accidents and near mishaps.

Cleanliness and safety go hand in hand, thus making the machine easier to operate, inspect and maintain. A safety conscious crew will carefully read this manual and -: Create a systematic maintenance schedule and STICK to it.

Develop good, clean habits and erase the bad ones

quickly.

Observe and acknowledge ALL warning signs. Ignoring one of these signs could not only be dangerous but fatal.

Keep safe operating procedures in mind at ALL times.

Never take a "short cut" that could jeopardize a life or limb.

Know the location of fire extinguishers.

Never board an operating machine.

Keep away from moving parts.

Never wear loose clothing.

Wear required safety equipment.

Keep floors/walkways/ladders clear and free of oil or grease.

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OPERATOR TIPS

The operator, controlling the machine for maximum efficiency and production, can "feel" when something is or is not functioning properly. An efficient operator will: Have required air pressure before starting machine.

Keep safe operating procedures in mind at all times.

Know location of fire extinguishers.

Operate machine on level ground.

Watch air system performance.

Watch clearance in the swing mode.

Never set swing brakes while machine is in swing mode, except in an emergency situation.

Never hold load longer than needed in the dump cycle.

Check limit switches to assure proper "within reason" functioning.

Inform the ma!ntenancecrew on any malfunction or "odd feeling", Never leave the controls until the "Excitation Off" button is pushed and flipping/turning all brake switches to "Set".

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MAINTENANCE TIPS

Just as the operator acquires a "feel" for the machine, the entire crew should try to sense failure before it strikes. Take that extra step to examine anything that appears out of place.

How about a bubble or discolored crack in the paint? It is an early warning for metal stre$s or breakage. Could that slight hiss indicate a growing air leak? After all, it i.s easier tq tighten a packing nut than shut down for packing repairs. An alert crew will: Check operating air pressure.

Wipe away excess lube around bearings and gears.

Maintain correct supply lubricants.

Lube regularly.

Never lubricate parts in motion, that is gears, etc.

Look for and secure any loose bolts or locking devices.

Check all wire ropes for early signs of wear or failure.

Promptly replace all guards, inspection plates, access covers or other safety devices after inspection/repair.

USE EXTREME CAUTION around ANY electrical lines and equipment. This pertains to low as well as high voltage.

Never attempt electrical repairs, unless qualified.

Assure power source is properly grounded.

Check limit switches for proper operation.

Check overloads and thermal breakers.

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SUGGESTIONS FOR INSPECTING

PREVENTIVE MAINTENANCE MEANS PEAK PRODUCTION AND LONGEVITY. Open pit mining equipment undergoes tremendous shock and stress. Marion's design considers these loads. This machine, built with an ample reserve of power and strength, will meet the demands of its task. Marion's engineers cannot foresee the conditions imposed by abuse, neglect and mismanagement. These factors damage any piece of equipment more than years of continuous operation and normal wear. Care, sound judgement and reason govern the economic need in the operation of power equipment.

Downtime, exists, but an ongoing program of inspection and evaluation minimizes it.

Awareness of unusual conditions generally warns personnel before breakdown occurs. Normal wear takes place over a period of time. Constant checking indicates a wear pattern. An alert maintenance crew checks ALL parts for evidence of stressed, broken or loose parts.

Check for minor cracks in all structures. Early detection and repair will prevent major weld repairs. During cold weather, steel becomes brittle. Make good maintenance procedures essential. A bent or stretched plate often shows in condition of the paint. A collection of dust along a line may indicate a crack in the metal. Look closely at areas around openings where angles are cut out. Also check gusset connections and points where thin and heavy metal join. The good crew watches for loose bolts, nuts, cap screws, lock washers and other locking devices. Rod bolts are important too. Signs of scuffed paint, worn or bright spots next to any part indicates movement and becomes second nature to most personnel. Retighten ALL bolts shortly after initial start-up. Grease and oil stains often indicate problems.

Perhaps poor housekeeping, but at least something is wrong.

Replacement and maintenance schedules may conform to planned shutdowns. Lack of proper lube, poor adjustments and abuse cause and speed up wear. These facts show up as the MAIN reasons for breakdown. If any part shows wear or distortion beyond expected normal wear, order replacement and quickly install. The cost of parts is minimal when compared to breakdown cost and loss of man hours and production.

Production machines operating 24 hours, 7 days every week, should be scheduled for maintenance an 8 hour period every 7 days.

Start up the machine and dig enough to warm up machinery, open the inspection cover over gears and pinions. Look at gear teeth as machinery slowly goes thru its motion. Broken teeth are easy to spot, but splayed or unusual wear pattern takes a closer look.

For a quick check, run a piece of soft wire thru the gear mesh at each side of the pinion.

Measure thickness of the two adjacent loops with micrometer. The sum of the two loops

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indicates backlash and gives an indication of misalignment. If excessive backlash is suspected, measure with a dial indicator. There just isn't enough room between gear guard and the pinion to use a feeler gauge.

Slowly rotate the upper frame several times in each direction. Look at condition of roller circle, rail, gear and swing pinion. Sound here may indicate a flat or chipped roller or even suggest burrs or damaged teeth on the swing pinion.

Check condition of sheave grooves and bearings. Test all hold down bolts with impact wrench. Check rope guides and bails for wear. Inspect all rope for broken wire or a loss in diameter. When inspecting the boom point or gantry, check the auto-lube system for loose or damaged fittings. Note injector condition. Properly lube all points; IT'S IMPORTANT. Inspect bucket/dipper for cracks. Teeth may be reversed with minimal effort to equalize wear. ,Remove dipper and rebuild in shop for major repairs.

Check main swing gear hold down bolts and torque to specification if required. Test all hold down bolts on upper frame, especially on swing gear case, motor mounting, machinery pedestal and base bolts. Also, check motor generator, air compressor mount and base bolts.

Tighten rod bolts on bearing housing.

Examine all brakes, also clutches. Look at the condition of brake lining. Remove inspection plate from swing gear case. Look at condition of gears. Use pry bar to detect any side motion of shaft indicating worn bearings.

Inspect air compressor "V" belt tension, replace if needed. Fill the anti-freezer and lubricator. Drain water from the air reservoir daily. Check auto-lube system for loose or broken fittings or injectors. Use a hand grease gun at each injector. Fill ALL grease lines and purge EACH bearing with MPG. Remember to replace ALL plugs, covers and inspection plates.

Check center journal thrust washer and bearing. Secure ALL guards and safety features in place. DISCONNECT POWER SOURCE with machine shut down so electrical crew may adequately clean and inspect electrical cabinets. NOTE; Any discolored electrical parts, it's a sign of overheating. In humid areas, look for fungus and mildew. Dry compressed air at LOW pressure works well for dust removal. Clean corrosion from parts, joints and connections. Retighten, where needed, any loose connections and terminals. Use of proper tools eliminates broken terminals and terminal blocks. Replace missing or damaged tags and labels. Bundle loose wiring. Fasten ALL components and wiring in cabinets. Assure cable armor is tight in the fixture. Look closely where wires and/or cables pass thru openings and grommets. Insulation damage generally occurs here. Replace grommets if needed.

Arcing of motors causes discolored commutators. Look at brushes and brush holder condition. Correct the brush tension where needed. Collector rings also need cleaning and checking.

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This may seem like a lot of running around, checking, looking, inspection, cleaning and then greasing; but this is the machine that makes the payroll possible. Keeping it running is very important Passing equipment condition reports along the line is also important Wear patterns show up at varying degrees in time. Recording and checking these reports at a future date allows comparison and planned shutdowns. Planned repairs, part orders and crews for a scheduled shutdown eliminates idle downtime.

OPERATION AND MAINTENANCE TRAINING is the best way to reduce downtime and keep your machine in good running condition. Marion's maintenance and operation training experts have produced many different tape/slide workbook presentations to be used as your training guidelines. These comprehensive courses will familiarize mechanics, oilers, operators and other interested personnel in the proper maintenance and operation of your Marion machine.

The overall objectives of Marion's training programs are to increase machine availability thru properly trained and knowledgeable personnel. These objectives are attained using field pro~en training concepts where the student sees, hears and participates in the program. The programs are elementary and covers maintenance instructions for a specific mach ine, electrical maintenance and general instructions for routine repairs/adjustment of Marion machines.

Further information about these cost-saving programs can be obtained by calling or writing Marion's Maintenance and Operation Training Section.

CAUTION IS THE BY-WORD

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SECTION 2 OPERATION INDEX Page Primary Controls: Hoist/Swing Joystick 2-2 Hoist or Lowering Motion 2-2 Swing Motion 2-2 Crowd Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 Dipper Trip 2-3 Secondary Controls: Wiper 2-4 Emergency Stop '. . . . . . . . . . 2-4 Horn 2-4 Dig - Propel Transfer Switch 2--4 PCM XFMRS Stop 2-4 Excitation - Start and Stop Pushbuttons 2-5 Control Panel 2-5 Swing Brake 2-5 Crowd Brake 2-5 Hoist Brake 2-5 Cab Light 2-5 Phone 2-5 Alarm Silence 2-6 Alarm Test 2-6 A. Pro Loss 2-6 PCM XFMR Temp 2-6 Swing Mtr. Temp., Crowd Mtr. Temp., Propel Mtr. Temp, Hoist Mtr. Temp 2-6 Mtr. Fld. Loss 2-6 PCM Fault 2-6 Motor Blower 2-6 Loop Ground 2-6 Ladder Down 2-6 Filter Fan 2-6 Steering Control 2-6 Air Panel Stand 2-7 Right Hand Console 2-7 <• • • • •

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Section 2 - Operation (cont)

Page

Mode Propel •.....•••.•..•.....•......•........••• 2-7 Mode Dig .•...•..........•.•....••...•......•.... 2-7 Propel Brake .....•...................•..•.••...•.. 2-7 Controls in Machinery House .•........•...........•.•........ 2-8 Visual Inspection ..................•........•••.•.•......• 2-10 Typical Start-up ...............•......•................... 2-11 Typical Digging Cycle ........•.••........•....•............ 2-12 Typical Partial Shutdown .•...•....•.•.•......•.....•.••.•.• 2-14 Complete Shutdown ...••.•.....•••....•.....•...•.....•... 2-14

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1. Hoist/Swing Joystick 2. Dipper Trip latch

6. Transfer Switch 7. PCM XFMRS Stop

3. Crowd lever

8. Excitation Stop Button

4. Wiper Switch

9. Excitation Start Button

5. Horn Button

10. Warning Alarm

....

OPERATOR'S CONTROLS

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SECTION 2 OPERATION

The operating controls are grouped as Primary or Secondary, depending on their relationship to the digging cycle. The Primary controls are directly involved with the digging operation (Cycle) and the Secondary controls are the necessary lights, buttons, etc. to support the Primary controls.

PRIMARY CONTROLS are the Hoist/Swing joystick located on the right hand console and the Crowd Lever, with Dipper Trip on the left hand console.

NOTE: Right and left corresponds to the operator's hands at the controls as he faces the dipper.

,

, \

Walkway

Right Hand Console

Right Hand Direction Operator's Seat Control Panel

Left Hand Direction

Left Hand Console

House

Front of""""""

Machine~

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HOIST/SWING JOYSTICK (Right Hand) controls the speed of lowering or raising the dipper and/or the acceleration and deceleration of the rotation of the upper frame.

Lower Dipper

•

Raise

t

Swing Left Lower Dipper

Lower

Swing....

Left ~

Swing Right Lower Dipper

'0//

Swing Left Raise Dipper

. s w i ng Right

I "-

,

Swing Right Raise Dipper

Raise Dipper

HOIST OR LOWERING MOTION - Moving the joystick forward or rearward activates the hoist machinery. Forward movement causes the dipper to lower under power and moving the joystick to rear causes the dipper to raise.

It is important to remember that full torque or bail pull is obtained at any joystick position (off neutral) and that the further the movement the greater the speed.

It is possible to stop the dipper motion by moving the joystick to or past the neutral position to the function which is opposite to the dipper motion. For example, if the dipper is lowering and the operator wants to stop it, the joystick may be moved rearward past neutral to the "HOIST" position. This action will reverse the hoist motor to stop or reverse the dipper motion. The term "P LUGG ING" is used to describe this reversing of the motor to provide braking.

SWING MOTION - Moving the joystick to right or left activates the swing machinery. The acceleration and deceleration is controlled by regulating the torque. The further the joystick is moved, the greater the torque. Moving it to the right from neutral will cause the machine to swing to the right. Moving it to the left from neutral causes the machine to

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swing to the left Sideward movement of the lever can be made simultaneously thru the full forward-rearward range of lever movement The machine will "COAST" when the joystick is returned to the neutral position after accelerating to the desired swing speed. This permits swinging the machine at different speeds while hoisting or lowering the dipper at varying speeds.

Swing motion can be "PLUGGED" by moving the joystick in the direction opposite to the direction of motion. This action will stop or reverse the motion.

CROWD LEVER on left hand console, controls the speed of the crowd machinery located on the boom. Moving the lever forward, away from operator, causes the handle to crowd Crowd Crowd Lever

Dipper Trip

t

,

~ _ _ Dipper

~~

Tnp

Retract

Left Hand Console

out or away from machine. Rearward movement will retract handle, that is moving toward machine.

This is a speed controller. The further the lever is moved from the neutral position, the faster the action (crowd or retract).

DIPPER TRIP is the thumb latch attached to the crowd lever that activates the dipper trip mechanism. The latch is operated by moving it toward the crowd lever with the thumb and can be operated thru the full range of movement of the crowd lever.

When the dipper trip is actuated, a motor driven reel, located on the gantry, pulls the trip rope that pulls the latch bar on the dipper door. When the dipper trip is released, the trip mechanism is deactivated and the latch bar is closed by gravity when the dipper is lowered to the ground.

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SECONDARY CONTROLS - are the pushbuttons, levers, switches and lights located on top, side and rear of left hand console and rear of right hand console.

WIPER - On/off switch controls the wiper on the front operator's cab window.

EMERGENCY STOP - Disconnects incoming (at trail cable) power to the machine.

HORN - Pushbutton controls the air horn located on outside of the cab. The horn is used to signal ground personnel.

DIG-PROPEL TRANSFER SWITCH - is a three position pistol grip actuator. This switch selects either the "DIG" or "PROPE L" mode of machine operation. The third position is "BRK SET" (brake set). When the switch is in the "DIG" position, the electrical control circuits for the propel are de-energized and the propel brake is automatically set The center position "B RK SET" is required to set both hoist and propel brakes while an electrical transfer is made from Dig to Propel or Propel to Dig. ALWAYS PAUSE momentarily in the center position when transferring. With the clutch in propel position, the hoist brake is set The propel brake is released and the joystick (right hand) is connected electrically to control the propel motor speed.

PCM XFMRS STOP - This red pushbutton is used to shut down the PCM transformer for emergency reason or any time machine must be shutdown for an extended period.

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EXCITATION-START AND STOP PUSHBUTTONS. These buttons energize (Start) or de-energize (Stop) the operating control circuits (primary controls). This enables the operator to temporarily disconnect the controls without shutting down the machine. The "Start" button is illuminated green when the button is depressed and remains lit until the "Stop" button is actuated. The "STOP" button should be depressed before the operator leaves his seat for any reason.

CONTROL PANEL - Located on the slopping part of the left hand console, contains four switches, three pushbuttons, twelve red warning lights and the steering lever.

Air Pres.PCM XFMRSwg. Mtr. Loss Temp.

Temp.

II Hoist I

I Cab I

Phone

o

~ ~ Mtr.

Ladder Down

Flds.

SWING BRAKE - Two position switch, SET or REL (release) the swing brake on each rotating gear case motor.

CROWD BRAKE - Two position switch, SET or REL (release) the crowd brake on the crowd motor located on the boom.

HOIST BRAKE - Two position switch, SET or REL (release) the hoist brake located on the hoist motor.

NOTE: The brakes are holding brakes ONLY and are not intended to stop or retard the rotating of the motor armature and/or machine motion, except in emergency.

CAB LIGHT - This toggle switch turns ON or OFF the lights in the operator's cab.

PHONE - When this pushbutton is depressed, a signal bell will ring in the electrical compartment at rear of machine.

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ALARM SI LENCE - Pushbutton will de-actuate the alarm when a red warning light comes on. The lamp will remain on until condition causing alarm has been corrected.

ALARM TEST - When depressing this button all red warning lights should be on, if not replace lamp that is out.

When any of the following red lights come on, the alarm will sound to alert the operator and the light will indicate where the malfunction is located.

The presence of a visual and audible alarm that does not stop motion is sufficient cause to SAFELY shut down the machine and investigate the reason for the alarm.

A. PRo LOSS (Air Pressure Loss) - This light indicates air pressure is below the minimum reading in the PCM (Power Control Module) cabinets.

PCM XFMR TEMP. (Power Control Module Transformer) indicates that the operating temperature of the transformer is above normal.

SWG. (Swing) MTR TEMP., CRD (Crowd) MTR TEMP., PROP (Propel) MTR TEMP., HST (Hoist) MTR TEMP. - These four lights will indicate if a motor is running over normal operating temperature.

MINE SIGNAL - Indicates that a person on the ground has pulled one ofthe ropes hanging from rear of machine to signal operator.

LOW PRESSURE - Indicates that the compressed air system is operating below 95 PSIG. MTR FLD. LOSS (Motor Field Loss) - This lamp will come on to indicate current loss in the field of a D.C. motor. The motion at which the loss has occurred will shutdown and that brake will set.

PCM FAULT - Indicates a trip of one or more of the power converter modules.

MOTOR BLOWER - A warning that indicates one (or more) of the motor blowers has malfunctioned. The blower at fault will have to be determined.

LOOP GROUND - Indicates a ground condition exists in hoist or swing or crowd or propel armatu re ci rcu its.

LADDER DOWN - Indicates the access ladder is in the down position and the Preliminary Controls are de-activated.

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FILTER FAN - Indicates a malfunction at one (or more) of the filter fan(s) located on the house roof.

STEERING CONTROL - This three position lever switch is used to steer the machine left, straight line travel or right. See STEER THE MACH INE. AIR PANEL STAND located next to the left hand console contains two pressure gauges and a pressure regu lator.

The left gauge indicates the air system pressure. The operator must constantly be aware of the reading of this gauge. If the air pressure falls below 95 PSIG or exceeds 115 PSIG the machine must be shutdown and the malfunction investigated.

Air

System

Crowd Clutch

The right gauge indicates the pressure being supplied to the crowd air clutch. The pressure is controlled by the regulator. Adjust to suit digging conditions. Use approximately 45 PSIG as initial setting and DO NOT exceed 100 PSIG. RIGHT HAND CONSOLE - The four lights on rear of this console indicates the following: Propel Mode - green light will come on when all the transfer has been made to the "Propel" mode and it is safe to operate the propel machinery. See Dig-Propel Transfer Switch.

Dig Mode - green light indicates all transfer has been made to the "Dig" mode and it is safe to operate the Primary Controls. See Dig-Propel Transfer Switch.

Propel Brake - red light will come on when the brake is set by the brake switch or the transfer switch. DO NOT operate propel machinery when this light is on.

Propel Brake - green light indicates the brake is in released position.

NOTES:;

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CONTROLS IN MACHINERY HOUSE - Located on the front end of the A.C. auxiliary cabinet, are used by the operator for the start-up and/or shutdown of the machine. The panel operation is detailed in "Typical Start-up" and "Complete Shutdown" and contains the following:

8

w--------;;]

:I l ,A\ "

i '

,r---------,

I I I

, ,,/

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A.

HOUR METER - Indicates machine operating time with excitation on.

B.

D.C. VOLT METER - Provides a visual confirmation that power is available for the dipper trip motor, relay coils and other controls.

C.

A.C. VOLT METER - A visual reference of the voltage at the transformer secondary to indicate trail cable voltage level.

D.

A.C. AMMETE R - Measure line ampers required by the exciter.

E.

PCM XFMRS - "Start" and "Stop" pushbutton controls the power converter transformers. The green indicator is lit when the transformers are energized.

F.

AI R COMPo - This two position switch controls the operation of the air compressor.

The positions are "Off' and" Auto" (automatic).

G.

PH. SEQ. - Red light illuminates when the phase sequence is reversed in the trail cable.

Electrical circuits will prevent start-up when this condition exists.

H.

MTR. BLOWE R - "Start" and "Stop" push buttons operate the cooling fans on the D.C. motors. The start button will illuminate green when the circuit is energized.

I.

FF1 - Filter Fan.

J.

FF2 - Filter Fan.

K.

F F3 - Filter Fan. These "Start" and "Stop" push buttons control the filter fans on top of the house roof. The start button(s) will illuminate green to show that the circuit is energized.

L.

PCM XFMRS RESET - This pushbutton will reset the hoist and/or swing transformers.

M.

HOIST - Red indicating light to indicate that the hoist transformer is in an OVERLOAD CONDITION.

N.

SWING - Red light will indicate when the swing transformer is in an OVERLOAD CONDITION.

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VISUAL INSPECTION of the machine should be performed by the operator at the beginning of each shift. A potential problem may be prevented if discovered early. The following check list should help with the inspection.

GENE RAL CHECK LIST for all areas of the machine: Is power source properly grounded Are guards, cover plates and safety devices secured in place All wiring harness secured in proper manner Are electrical terminals tight All loose pieces stored in proper place or removed from machine Check ALL hardware for tightness, missing bolts, nuts, pins, etc.

Proper lube supply to all bearing and lube points All lube (grease) spills wiped up The machine thoroughly CLEAN LOWER FRAME CHECK LIST - Note the following items: Trail cable and cable reel condition Air and lube lines connections Oil level in gear cases No obstructions in roller path or rotating gear Crawler belt(s) adjustment and condition Crawlers and lower frame for cracks and/or broken welds FRONT END EQU IPMENT - Check the following items: Dipper for worn, broken or missing teeth, loose or missing pins, weld cracks Dipper handle for weld cracks, broken or missing rack teeth Yoke block wear bar clearance Boom for cracks Condition of boom support and hoist ropes Lubrication and air lines connections MACHINERY HOUSE - Check the following: Automatic Lube systems has adequate lube supply Hoist and swing gear case lube levels Air compressor lube level and drive belts All gearing for cracks, wear, proper lube Air and lube lines connections

NOTE: If any problems are fou nd after going thru the above check lists, notify maintenance at ONCE, so correction can be made.

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TYPICAL START-UP - From a completely shutdown machine. Use the controls on the starting panel at rear of machine.

First, make sure the phase sequence light is not on; then start the three filter fans, one at a time. The sound of the fan will tell you if it is operating. Push the stop button if unusual sounds are heard.

Next, start the motor blowers by depressing the start pushbutton. The sound of the fans will tell if they are operating. Stop fans immediately if unusual sounds are heard.

Now, turn the air compressor switch to the "auto" position, then push the PCM XFMRS reset button if the red hoist and/or swing light below this button is on.

Finally, start the PCM XFMRS by fully depressing and releasing the start pushbutton. Make sure the green indicator light is on.

If all systems are operating normally, leave the machinery house and proceed to the operator's cab.

Upon entering the cab observe the air pressure gauge to see if it is reading between 90 and 115 PSIG: If it does not, check reason before proceeding. See Section 6 of this manual for details of air system.

Now, see if any of the warning lights on the left hand control panel is on. If a light is on investigate the reason.

Check the swing, crowd and hoist brake switches to be sure they are in the "Set" position.

Also, the "Dig-Propel" transfer switch should be in the "Brk Set" (center) position.

Next, check the position of the crowd control and the hoist/swing joystick to be sure they are in neutral (center) position.

Now, adjust the operator's seat and foot rest to fit you. Depress the excitation start pushbutton. This energize the motion controllers.

Move the transfer switch to "Dig" position and the swing crowd and hoist brake switches to "REL" position. The machine is now in the DIG mode as indicated by the green light on rear of the right hand console.

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TYPICAL DIGGING CYCLE - Start the cycle with the dipper at the toe of the bank. Push the right hand lever forward to lower dipper to this position. Move the left hand lever to crowd or retract as required. Moving levers in the opposite direction stops or retards dipper motion.

NOTE: To counteract rotation drift, (machine rotates on it's own, because of uneven ground), move the right hand controller sideways a small amount in opposite direction of drift

To move dipper into bank, pull back on the right hand lever (hoist), push the left hand lever forward (crowd), only enough to keep the dipper filling. DO NOT crowd the dipper into the bank until the hoist stalls. The pass should be even to allow dipper to completely fill.

With a full load pull the left hand lever back to retract dipper from bank and continue to hoist until the dipper has reached dump height

NOTE: While operating, the operator should observe components in his vision and be alert of the following: Loose pins on the dipper Lack of lubrication on dipper handle Excessive clearance of yoke block wear pads Fraying of hoist and dipper trip ropes Condition of boom support ropes Note any uncommon feel or noise in the machine and notify maintenance of any problems while they are still minor.

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When the dipper clears the highwall or bank move the joystick (right hand) in the desired direction of swing to the dump point. This can be achieved with the lever in the hoist or lower position.

A

CAUTION: When swinging, make sure the dipper has been raised to clear all obstructions and rear of machine has clearance.

SLOWLY start the swing to avoid excessive side thrust on the boom and handle. Approaching the dump point, move the joystick sideways in the opposite direction to retard or stop swing. When the swing stops at the dump point, return lever to neutral position.

To trip the dipper door, press the thumb latch on the crowd )left hand) lever. Hold the latch down only long enough to extract the latch bar from the latch plate.

To return the dipper to the digging face, move the joystick sideways and forward at the same time, which will lower the dipper to the toe of the bank and swing the machine. Be sure to stop the swing motion before the dipper enters the bank.

PROPEL THE MACHINE - When propelling the dipper should be under boom point, with the handle in a horizontal position to improve machine stability. The operator should survey the ground over which the machine is to be propelled. Avoid projecting rocks or soft spots and make sure the trail cable is in a safe position.

To better observe direction of travel swing the machine until center line of upper frame is parallel to or in line with the lower frame and the operator's cab is facing direction of travel.

Set the SWING, HOIST and CROWD brakes. Move the transfer switch from "DIG" to "BRK SET", then to "PROPEL". This action will release the propel brake.

In the propel mode, the hoist joystick controls the propel motor. Move the lever forward to propel forward (toward the idler roller) or move lever rearward to propel to the rear (toward drive sprocket). Front or rear direction is determined by the lower frame movement, regardless of the rotating frame position. If the operator's cab is over the propel motor, the lever must be worked in reverse (push for reverse, pull for forward).

STEER THE MACHINE - Return the joystick lever to neutral position. The propel motor and machine motion must be stopped before a steering clutch can be positioned.

Move the lever on left hand console marked "STEERING", to the "RIGHT" or "LEFT" as desired. If steering clutch does not promptly disengage, move the joystick control lever forward and back slightly to relieve tooth pressure on the jaw clutch.

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To steer right, the right hand steering clutch disengages and the right hand crawler belt is locked. Move joystick forward and the left hand crawler belt will drive. The machine will rotate about the center of the right hand crawler. Steer left in a similar but opposite manner.

NOTE: All turns should be gradual to prevent dirt build-up in the crawler belt. Avoid abrupt turns whenever possible.

TYPICAL PARTIAL SHUTDOWN for shift change or lunch break. At end of each shift, the operator should swing the machine one full revolution to change the position of the rollers in the roller circle for even wear.

Only the Primary Controls will be deactivated for this type of shutdown. Lower dipper to the ground and return both controllers to the upright or neutral position.

Move the swing, crowd and hoist brake switches, on left hand console, to the "SET" position.

Next, move the "Dig-Propel" transfer switch to the center or "BRK SET" position. Fully depress, then release the "Excitation Stop" button to disconnect electrical power from the controls.

COMPLETE SHUTDOWN shutting down the machine:

Some important points to think about before completely

Position the machine where it cannot be damaged by slides or falling rocks.

Park machine in a spot that is not prone to flooding.

Park machine on a surface where the crawler belt will not freeze to the ground.

After the machine has been placed in a safe position, follow the procedure described under "Typical Partial Shutdown" then leave the operator's cab and go to the Starting Panel at rear of machine.

Fully depress the "Stop" buttons for the PCM XFMRS, Motor Blower and Filter Fans.

Turn Air Compressor switch to "Off" position.

A

~

WARNING:

Keep in mind incoming electrical power is on to the transfonners, electric cabinets and collectors.

The machine is now shut down to a point where inspection, maintenance, etc., can be performed on rotating machinery.

A

~

WARNING: If work is to be done on electrical equipment, further isolation is required and safety tags must be fitted as necessary.

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SECTION 3 LUBR ICATlON INDEX Page Lubrication Fittings

3-1

Anti-Friction Bearings

3-1

Open Gears

3-1

Enclosed Gear Cases

3-1

Extreme Temperature Operation

3-1

Wire Rope Pendant Lubrication

3-2

Check List

3-2

Clean and Proper Lubricant

3-3

Lubrication Specifications: Greases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 Oils

3-4

GL - Gear Lubricants (Oil Type)

3-5

Description of Oil and Grease Classification

3-6

Special Products

3-9

Auto-Lube Control Panels

3-10

Open Gear System

3-10

Upper Frame Auto-Lube

3-10

Lower Frame Auto-Lube

3-10

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Page

Section 3 - Lubrication cont

Air Pressure ..................•.......................... 3-10 Auto-Lube Alarm

3-10

Lubrication of Crawler (One of Two)

3-11

Lubrication of Lower Frame

3-11

Lubrication of Upper Frame ..................•............. 3-12 Lubrication of Gantry ...........................•........• 3-13 Lubrication of Boom and Front End

;

3-13

Standard Lubrication Installation ...................•......... 3-16 Adjusting and Mounting of Lincoln Injector

3-17

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SECTION 3

LUBR ICATION

Application of CORRECT lubricant in the CORRECT amount thru a CORRECT program is required for the successful operation of any machine. Proper lubrication reduces maintenance and increases component Iife. Absence of proper lubrication wears moving parts quickly and failure results.

LUBRICATION FITTINGS on plain and anti-friction bearings not served by the automatic lubrication system are hydraulic type push on fittings, 1/8" or 1/4" as per MPSD standard.

When contamination creates a problem, as in slow speed bearings using labyrinth seals, new grease may be added until clean grease seeps out of the seal. When a bearing runs excessively warm due to overfilling, remove the pressure fitting and allow excess lube to escape.

Allow bearing to operate and pu rge excess lube for 10-15 minutes, then replace fitting.

ANTI-FRICTION BEARINGS grease lubed, requires the full quantity of lube as specified in the Lubrication Specifications. Ball and roller bearings require only a relatively small amount of lube and relube intervals are generally long with good seals. Accurate predetermination of when to add new grease is impossible. Grease in a bearing generally deteriorates gradually, not suddenly. Thus only a small amount need be added. A small amount of lube applied every 500 operating hours, unless otherwise specified, maintains adequate lubricating properties.

OPEN GEARS and pinions require a constant coat of a good grade of lubricant.

ENCLOSED GEAR CASES must maintain the recommended lubricant level. Check the dipstick or plug at regular intervals. When a seasonal change of lube occurs, pump used oil into a drum for final disposal. Drain all remaining oil from case thru drain plug opening. Flush gear case with fuel oil or light lube oil after draining. Refill with proper lube.

EXTREME TEMPERATURE OPERATION of this machine below -20 degrees F. (-29 degrees C,) or above 110 degrees F. (44 degrees C,) requires special lubrication recommendations. Contact your local supplier or Marion Power Shovel Division at Marion, Ohio 43302.

Give full particulars concerning specific conditions of your operation.

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NOTE: Unusually dusty or dirty atmosphere, high humidity and extreme temperatures alter the effective life of a lubricant Therefore, it shall be the responsibility of the owner/operator to determine the most effective lubricant interval according to existing environmental conditions for all components, bearings (plain and anti-friction), gears, gear cases, etc.

WIRE ROPE PENDANT LUBRICATION dislodges with the movement of strand against strand. This permits moisture to enter and causes deterioration of the rope. The area where greatest deflection occurs is at or adjacent to the socket connection. Experience shows this is the most likely point of boom support rope failure. To avoid this condition and increase useful life expectancy of the support rope apply wire rope lube to the socket area.

CHECK LIST for initial lubrication start up and any inspection following: Clean up spilled petroleum products immediately.

Remove promptly any petroleum product that gets on your skin.

Don't use gasoline, naphtha, turpentine, or similar solvents to remove oil or grease from your skin.

Don't use dirty wipe cloths.

Avoid breathing oil mist or solvent vapors.

Don t wear oil-soaked garments.

Remove grease accumulation around bearing and gears.

All grease piping connected and filled.

Proper lube supply to all bearing and lube points.

Proper oil level in all gear cases.

Open and semi-enclosed gear teeth coated with lube.

Automatic lubrication system with adequate lube supply.

3-2

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USE ONLY CLEAN AND PROPER LUBRICANT - KEEP IT CLEAN

Selection of proper lubricant remains of the utmost importance. Improperly lubricated bearings, gears, couplings, and other precision parts quickly fail. For this reason, lubricants selected in accord with the ASTM Standards are recommended. These standards were compiled in cooperation with major petroleum suppliers to insure the consumer of exact supply to specific requirements regardless of source.

We recomr!end you avail your petroleum supplier of the following information to assist him in selecting the proper product for each application on this machine.

Final acceptance of all lubricants supplied to this standard will be based upon satisfactory performance in its intended application and does not relieve the supplier of performance responsibility of brand name products.

Don't Gamble

;

.

"I

;-'

3-3

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LUBR ICATION SPECI FICATIONS SPECIFICATION - GREASES CODE OR SYMBOL NO.

ASTM or TEST

MPG

Penetration Worked 60X Summer, NLGI Winter, NLGI

0-217

2 1

Penetration Worked 5000X, Max. Change

0-217

10%

Dropping Point, Min. of.

0-566

350

Base Oil Viscosity @ 210°F., Min.

0-446

75 SUS

Oxidation Stability Max. psi Drop - 100 hrs.

0-942

10

Water Resistance Max. Loss @ 100°F.

0-1264

Texture

Visual

EP Timken, Min. OK

RGL

OGL TYPEB

semifluid

TYPE H

1 0

325

140 SUS

200 SUF

200 SUF

20%

10%

10%

Buttery

Adhesive

Tacky

351bs.

351bs.

351bs.

ASTM or TEST

MO

OILS PO

SPECIFICATION - OILS CODE OR SYMBOL NO. Pour Point of. Max.

• Summer Winter

0-97

5 0

15 15

Flash Point of. Min.

- Summer Winter

0-92

450 420

410 410

Viscosity @ 100°F. SUS

0-446

3-4

150 Min.

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CODE OR SYMBOL NO.

ASTM or TEST

MO

OILS PO

0-446

60-68 51-55

43 43

Viscosity Index, Min.

0-567

90

101

Rust Test - 48 hrs., Syn. Sea Water

0-665

None

Viscosity @ 210o F. SUS

- Summer Winter

SAE Viscosity No.

- Summer Winter

30 20W

Analine Point Min.

0-611

10 10 215

GL-GEAR LUBRICANTS (OIL TYPE) CODE OR SYMBOL NO.

ASTM or TEST

GL-90

GL-140

GL-200

GL·250

Pour Point of. Max.

0-97

0

10

20

30

Flash Point of. Min.

0-92

410

410

410

410·

Viscosity @ 100o F. SUS (Min,)

0-446

1100

2000

3500

4500

Viscosity @ 210 o F. SUS

0-446

80-120

120-180

180-210

210-260

Viscosity Index (Min.)

0-567

80

80

80

80

Equiv. AGMA Lubricant No.

6 EP

7-8 EP

8 EP

8a

SAE Viscosity No.

90

140

140/250

250

65

65

65

65

2

2

2

2

.

EP Timken, Min. OK Copper Corrosion Max.

0-130

Oil Temperature of.

Min. Max. 0 105 10 125 20 140 30 150

Gear Lubricant GL-90 GL-140 GL-200 GL-250

3-5

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DESCRIPTION OF OIL AND GREASE CLASSiFICATION

CODE

NAME

DESCRIPTION

MPG

Multipurpose Grease

A well manufactured E.P. grease having good resistance to both heat and water, possessing good mechanical stability and oxidation resistance. It must be suitable for use in Farval, Lincoln and.

Trabon automatic dispensing systems. It shall be free of corrosive and deleterious foreign matter of any kind.

Special products not meeting the requirements of the Engineering Standard may be required for operation at sub-zero ambient temMPSD should be consulted regarding peratures. products intended for service at low ambient tem peratu res.

USES - Anti-friction bearings both packed and gun lubricated, chassis and plain bearings and central lubricating systems.

RGL

Regular Gear Lubricant

Semi-fluid greases having just enough body to retain them in a semi-enclosed case. It must have good adhesive, load carrying and non-channeling properties.

USES - Semi-enclosed gear cases.

OGL

Open Gear Lubricants

Either of two types of product may be specified.

They are intended for use on open gearing where retention is a problem. 80th must be adhesive in nature and resist dripping from or flinging off the exposed gearing either idle or in motion. They must be water and corrosion resistant and have E.P. properties.

1.

Type 8 must be suitable for application without heat or diluent and should be suitable for use in automatic dispensing systems if required.

3-6

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CODE

NAME

OGL

Open Gear Lubricants

DESCR IPTION 2.

Type H is usually an asphaltic type product requiring heat or a diluent for application.

Diluents used in solvent cut-back products must have a fast evaporation rate and be nonflammable. They must not show separation in storage or service and should be suitable for use in automatic dispensing systems at low ambient temperatures.

USES - Open gears.

EO

Engine Crankcase

Diesel engine crankcase oils may be one of two (2) viscosity grades, SAE 2D-20W or 30.

1.

Oil suitable for use in Cummins Engines of at least MIL-L-2104A, Sup. 1 level.

2.

A qualified series 3 oil for use in Caterpillar Engines.

MO

Motor Oil

A rust and oxidation inhibited non-detergent motor oil suitable for use in DeVilbiss and/or Ingersoll Rand piston type reciprocal air compressor crankcase lubrication.

HL

Hand Lubrication

Use oil (MO) above or a general machine oil (S-SAE 30, W-SAE 20W).

GL

Enclosed Gear Case

Use the same weight oil throughout the year if possible. Use as viscous a product as possible for maximum gear life.

Loading shovels and smaller machines of crawler type: 1.

Use GL-140 in lower frame propel gear cases and other gear cases outside machinery house.

2.

For gear cases inside machinery house in older machines where oil is pumped, use GL·90 in winter and GL·140 in summer.

3-7

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CODE GL

DESCRIPTION

NAME . Enclosed Gear Case

3.

Inside machinery house, where oil is not pumped, use G L-200 except where freezing temperatures rarely or never occur, use GL-250.

For large shovels and walking draglines: 1.

For crawlers, use GL-140.

2.

For gear cases inside machinery house: a.

Use GL-200where there are no pumps or where V-belt drive pumps are used.

b.

Use GL-250 instead of GL-200 where temperatures rarely go below freezing.

c.

Use GL-140 with older type pumps.

On new machines, oil should be drained after first 60 days of operation and replaced with new oil'.

Thereafter, change oil once a year, or when determined necessary by oil supplier. Oil should be checked for contamination every 30 days.

PO

Pneumatic Oil

Petroleum oil especially compounded for use in air line oilers or built in lubricators having the correct viscosity, low pour point, emulsifying ability, film strength and free of deposit forming tendencies.

It should not cause swelling or deterioration of rubber or leather seals and gaskets.

EMG

Electric Motor Grease

Electric motor bearing grease meeting the requirements of G. E. Specification D6A2C5 or Westinghouse equivalent.

In addition to the aforementioned products the following lubricants may also be required.

No specification or standard for these products have as yet been prepared.

3-8

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SPECIAL PRODUCTS: WRL - Wire Rope Lubricant. May be of either solvent cut-back asphaltic water resistant type or penetrating oil type containing corrosion and rust preventatives, anti-wear and other suitable polar additives. The former are preferred for wire rope operating in extremely wet environments while the latter are preferred for normal shovel and dragline operations where contamination of the wire with highly abrasive dust particles is the primary problem.

PLEASE STORE LUBRICATION DRUMS ON SIDE WITH OPENING UP. FI LTER ALL OIL BEFORE ADDING TO SYSTEM.

3-9

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AUTO·LUBE CONTROL PANELS and pumps are located on the left side of the machine along the outside wall. The system divides into three parts; open gears, upper frame and lower frame. The settings for all three are the same: Air Pressure regulators set at 70 psi Alarm timers (inside electrical panels) set for 60 seconds Pressure switches set at 2500 psi

OPEN GEAR SYSTEM supplies 23 points, on dipper handle, roller circle rail, rotating pinion and hoist gear drip. Bushing and thrust washer O. D. and I. D. in roller circle is lubed with sub zero grade MPG at assembly. The system cycle time is set at 15 minutes.

UPPER FRAME AUTO·LUBE supplies 36 grease points on upper or rotating frame and boom. Cycle timer setting is 15 minutes.

LOWER FRAME AUTO·LUBE supplies 49 points on the crawlers. The grease flows to lower frame thru a roto seal in the center journal. This system uses a dual cycle timer with setting once every 10 minutes during digging; and every 2-1/2 minutes during propel (inside pins on timer).

AIR PRESSURE from compressor actuates these systems thru a lubricator and filter near the control panels.

AUTO·LUBE ALARM sounds when: Any main line breaks to an injector Failure occurs in the air system The supply line is blocked Lube supply is blocked or exhausted A pump fails The control system breaks down

3-10

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NAME OF PART

TYPE

NO. OF POINTS

LOCATION

LUB. SYM.

METHOD & FREQUENCY

LUBRICATION OF CRAWLER (One of Two) Front Roller

Bushing

3

End of Shaft

MPG

Load Roller

Bushing

8

End of Shaft

MPG

5th Inter. Propel Shaft

Bushing

2

Top of Bearing Boss

MPG

Sprocket Shaft

Bushing

10

I n Bearing Boss

MPG

Fill Thru Top of Case, 7 gal.

GL

Sprocket Shaft Gear Case

Auto, 2-1/2 Min. (Propel), 10 Min. (Dig)

Check at Plug Weekly

LUBRICATION OF LOWER FRAME Main Propel Shaft, L.H. Support

Bushing

R. H. Steering Clutch Shifter

Plain

1

In Collar Trunnion

MPG

L.H. Steering Clutch Shifter

Plain

1

In Collar Trunnion

MPG

Propel Gear Case

Fill Thru Top of Case, 130 gal.

GL

Check at Dipstick, Weekly

Motor Coupler

Inside of Hub

MPG

Check, 30 Days

Sliding Clutch

Apply to Part

MPG or MO

Keep Coated

In Motor End Casting

EMG

Hand, 500 Hrs.

Propel Motor Bearings

AntiFriction

1

2

In Bottom of Bearing Boss

3-11

MPG Auto, 2-1/2 Min. (Propel), 10 Min. (Dig)

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NAME OF PART

NO. OF POINTS

TYPE

LUB. SYM.

METHOD & FREQUENCY

In Bearing Boss 4 Places

MPG

Auto, 15 Min., Digging

Nylatron

MPG

Lube at Assembly Only

LOCATION

LUBRICATION OF UPPER FRAME Center Journal

Bushing

Roller Circle

Nylatron

5

Roller Circle Rail

Drip

2

Apply to Rail

OGL

Auto, 15 Min.

Swing Pinion

Drip

4

Apply to Pinion

OGL

Auto, 15 Min.

Hoist Gear Teeth

Drip

4

Apply to Gear Teeth

OGL

Auto, 15 Min.

Int. Hoist Shaft

AntiFriction

2

In Bearing Boss

MPG

Auto, 15 Min.

Int. Hoist Gear Teeth

Drip

5

Apply to Gear Teeth

OGL

Auto, 15 Min.

Rotating Gear Case

AntiFriction

2

Fill Thru Breather Pipe, Cap. 101 gal.

GL

Check Weekly Seasonal Change

2

Fill Thru Plug in MPG Side of Hub, Cap. 71bs.

Check f!I/ery 30 Days

2

In Bearing Boss

MPG

Auto, 15 Min.

Check Dip Stick Daily

MO

Change, 500 Hrs.

Hoist Motor Coupler

Hoist Drum Shaft

AntiFriction

Air Compressor Crank Case Boom Foot Pin

Plain

4

In End of Pin

MPG

Auto, 15Min., Digging

Rotating Motor Bearing

AntiFriction

4

In Motor End Casting

EMG

Manual, 500 Hrs.

3-12

•

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NAME OF PART

TYPE

NO. OF POINTS

LOCATION

LUB. SYM.

METHOD & FREQUENCY

LUBRICATION OF UPPER FRAME (cont.)

Hoist Motor Pinion

'-AntiFriction

2

In Bearing Boss

MPG

Auto, 15 Min., Digging

LUBRICATION OF GANTRY Boom Support Anchor

Plain

4

In End of Clevis Pin

MPG

Auto, 15 Min, Digging

Support Bar

Plain

2

In End of Pin

MPG

Auto, 15 Min. Digging

Dipper Trip

Gear

1

Top of Casing

MPG

Auto, 15 Min. Digging

Dipper Trip

AntiFriction

2

Top of Base

MPG

Manual, 500 Hrs.

LUBRICATION OF BOOM & FRONT END Boom Support Anchor

Plain

4

In End of Clevis Pin

MPG

Auto, 15 Min., Digging

Boom Point Sheave

AntiFriction

2

In End of Shaft

MPG

Auto, 15 Min., Digging

Shipper Shaft Yoke Block

Plain

4

In Top of Yoke Block

MPG

Auto, 15 Min., Digging

Shipper Shaft Bearing

Bushing

2

In Top of Bearing Boss

MPG

Auto, 15 Min., Digging

Int Crowd Gear

1

Drip

OGL

Auto, 15 Min., Digging

Crowd Gear

1

Drip

OGL

Auto, 15 Min., Digging

3-13

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NAME OF PART

TYPE

NO. OF POINTS

LOCATION

LUB. SYM.

METHOD & FREQUENCY

LUBRICATION OF BOOM & FRONT END (cont.)

Int. Crowd Shaft Bearing

AntiFriction

2

Motor Pinion and I nt. Gear

In Top of Bearing

MPG

Manual, 500 Hrs.

Apply to Gear

OGL

Auto, 15 Min.

Dipper Handle

4

Drip

OGL

Auto, 15 Min.

Rack and Pinion

2

Drip

OGL

Auto, 15 Min.

Dipper Door Hinge

Bushing

2

In End of Hinge Pin

MPG

Manual, 4-8 Hrs.

Crowd Motor Bearing

AntiFriction

2

In Motor End Casting

EMG

Manual, 500 Hrs.

3

InC-Wear Bar

MPG

Manual, 8 Hrs.

Dipper Door Latch Bar

3-14

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01

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S

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en

2

o

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r-

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SWing Pinion

L.H. Crawlers

Swing Pinion

Crowd Gear

Rack and Pinion

Rail

T

Lower Frame

Boom· Foot Pin

Steering Clutch

I : To R.H. Crawler

Upper Frame

Bearing Support

Hoist Gear

Open Gears

Boom Foot Pin

Hoist

Hoist

Dipper Trip Gear

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STANDARD LUBRICATION INSTALLATION

TYPICAL HOSE MOUNTING

Every 3 Feet or as Rcquired

For more than one Hose, clip one, secure others to

it with Ty-Rap

ASSEMBLY OF HOSE FITTINGS

\

Hose Hose

Socket - - - I Socket

-----\I Grease

_

Step One - Cut hose end square with fine tooth saw or cut-off wheel.

Swivel End

Step Two - Liberally grease nipple threads and inside of hose.

- DO NOT cut back outer cover of hose.

- Secure socket. Screw hose counterclockwise onto socket until hose bottoms.

Back off 1/4 turn.

Step Three - Screw nipple clockwise into Tighten until snug socket and hose. against socket.

3-16

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ADJUSTING AND MOUNTING OF LINCOLN INJECTOR

'"

Adjusting .. Nut--

/_.

Locknut ............

o a

bd§

A new injector should be preset for maximum discharge.

Maximum adjustment is set by loosening locknut and turning adjusting screw until daylight (space) appears between indicator pin and adjusting screw. Turn adjusting screw back down until it touches the indicator pin, then lock in place with the locknut To reduce discharge, start at maximum setting.

With locknut loosened, turn adjusting nut clockwise until desired discharge is reached. Set locknut. DO NOT adjust more than six full turns (from maximum) of the adjusting screw. Check discharge for 3 to 4 lube cycles for operation of injector.

1/8

MINIMUM HOSE BEND RADIUS

Hose

MPSD NO.

Min. Radius (R)

Hose R5-5

3-3/8"

Hose R2-8

7"

Hose R2-12

9-1/2"

Hose R2-16

11 "

3-17

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SECTION 4 MECHAN ICAl ADJUSTMENTS INDEX

Page Machinery Deck Plan Drawing Propel System

4-1

Crawler Tread Belts

4-1

Crawler Tread Belt Tension

4-2

Adjustment of Crawler Tread Belt

4-4

To Replace Belt

4-6

Replacement of load Rollers

4-7

Removal of load Roller

4-8

Replacement of Front Idler Roller and/or Shaft

4-11

Removal of Drive Sprocket and/or Shaft

4-11

Propel Machinery

4-14

Roller Circle and Main Swing Gear

4-29

Roller Replacement

4-31

Center Journal

4-31

Center Journal Nut

4-32

Roto Seal Assembly

4-34

Removal of Center Journal

4-34

To Install a New Journal

4-34

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Section 4 - Mechanical Adjustments (cant)

Page

Swing Machinery

4-36

Disassemble the Swing Machinery

4-47

Disassemble the Gear Case

4-37

Reassemble Rotating Gear Case .,

4-39

Swing, Propel, Crowd and Hoist Brakes: Operation

4-43

Mounting

4-43

Maintenance (Brake Adjustment)

4-44

Friction Disc

4-45

Replacement of Friction Discs: Swing and Crowd (Single Disc) Brakes

4-46

Hoist and Propel (Dual Disc) Brakes

4-46

Replacement of Springs

4-47

Replacement of Diaphragm

4-48

System Static Adjustment Procedure

4-49

Hoist Machinery

4-51

Hoist Drum

4-51

Removal of Hoist Drum Bearings

4-53

Inspection of Drum

4-53

Installation of Hoist Drum Bearings

4-53

Installation of Drum Gear and Drum

4-54

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Section 4 - Mechanical Adjustments (cont.)

Page

Bolting Procedure for Hoist Gear

4-54

Intermediate Hoist Shaft

4-57

Reassemble Intermediate Shaft

4-57

Hoist Motor Extension Shaft

4-58

Removal of Motor Extension Shaft

4-58

Installation of Motor Extension Shaft

4-59

Hoist Brake ,

4-60

Auxiliary Winches

4-60

Hoist Ropes

4-60

Hoist Rope Reeving Procedure

4-61

Installation of New Ropes

,

4-61

Crowd Machinery

4-62

Disassembly of Crowd Machinery

4-64

Remove Crowd Motor .. ,

"

4-66

Remove Intermediate Crowd Shaft

4-66

Remove Shipper Shaft

4-66

Reassembly of Crowd Machinery

4-67

Assemble Shipper Shaft

,

4-67

Assemble Intermediate Crowd Shaft

4-68

Handle Adjustments

4-70

Crowd Air Clutch

4-70

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Section 4 - Mechanical Adjustments (cont.)

Page

Air Tube Replacement

4-70

Friction Disc Replacement

4-71

Boom Support Ropes

4-71

Boom Point Sheaves

4-71

Removal of Point Sheaves

4-71

Disassembly of Sheave Assembly

4-72

Assembly of Sheave

4-72

Replacement of Sheave Assembly in Boom Point

4-73

Dipper Door Latch Bar

4-74

Dipper Door Snubber

4-74

Adjustment of Snubber

4-75

Dipper Trip Mechanism

4-76

Dipper Trip Motor

4-76

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Operator's Cab

Hoist Drum

...------F1jl - ......"

I

I I I

I

F:\===!¢_~

A.C. Aux. Cabinet

Access Ladder

Dig/Propel Cabinet

A.C. Hiqh Volt Aux. Cabinet Aux. Transf.

DECK PLAN

HighVolt Contactor Cabinet

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SECTION 4 MECHANICAL ADJUSTMENTS

PROPEL SYSTEM is mounted on the rear panel of the lower frame. The crawler side frames are bolted and welded to the lower frame. All welds should be inspected frequently and cracks repaired immediately to avoid major structural failures.

The two CRAWLER TREAD BELTS are identical. The shoes are interchangeable from left to right. Each complete belt has 52 shoes; the shoes shou Id be installed with the male lugs of the bottom strand toward the front of the machine. The shoes are connected at each joint by two hardened steel pins which are locked in place by bolts thru the shoe web. Each lock bolt has a lockwasher under the bolt head and another lockwasher under the nut CAUTION: Do not propel machine if any lock bolts are missing because shoes may separate and be damaged.

The belt may be separated at any joint by removing the lock bolts and pins. Remove the outer pin by welding an eyebolt to the pin and pulling out the pin. Drive out the inner pin with a spike maul and sledge. If the pins are bent, burn them out.

Swing Roller Circle

Lower Frame Adjusting Blocks

"

Ld~~:'~1

Lower Frame

Tread Pins

Propel Machinery

Manganese Steel Slide Bars Crawler Side Frame

-

----_.~-_.--

Lube Injector System Crawler Drive Sprocket

Load Rollers

LOWER FRAME AND CRAWLER ASSEMBLIES

4-1

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\.-------~---..'\

\~--------'\

Lock Bolt

..

TO FRONT OF MACHINE

CRAWLER BELT DETAILSVIEW LOOKING DOWN AT BOTTOM STRAND NOTE: Crawler belt tension must be maintained to prevent excessive slack.

CRAWLER BELT TENSION directly affects the service life of the propel system components. When propelling in the forward direction, a loose belt tends to climb out of the

...

FRONT OF MACHINE

....-_.IE o

FORWARD

o

o

FORWARD PROPEL

4-2

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drive sprocket segments and the shoes are forced to ride around a larger diameter. Wedging occurs which stretches the shoe lugs and bends the connecting pins.

When propelling in the reverse direction, a loose belt will tend to buckle between the rearmost roller and the drive sprocket.

CAUTION:

Prolonged propel in reverse, with a loose belt, is very hard on drive com-

ponents.

The top of the belt is in tension and the shoes are being fed into the ground contact area instead of being pulled out, as in the forward propel mode. All belt slack must be initially taken up between the drive sprocket and the load roller.

•

FRONT OF MACHINE TENSION ' "

;:;z.:~~

REVERSE .......~

o

o

o

REVERSE PROPEL

This slack storage area is quickly filled and then shoes buckle between the drive sprocket and the load roller; thus, the machine is forced to climb over buckled shoes. If belt slack is too great, the belt separates from the sprocket causing an out-of-pitch condition which can lead to severe wedging and binding. The resulting pounding action damages the belt and sprocket. High shock loads can also damage the propel gears, bearings and motor.

If belt is too tight, it will cause unnecessary wear and loss of power.

4-3

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ADJUSTMENT OF CRAWLER TREAD BELT -

The crawler belt is properly tensioned when the top strand has a three inch sag between the slide bars.

3" SAG

/STRAIGHT EDGE

I

I

ct SLIDE BAR

ct SLIDE BAR

• • • •

CRAWLER BELT TENSION MEASUREMENT

The crawler belt is adjusted by moving the front idler roller shaft assembly. The shaft is moved forward (away from drive sprocket) to tighten the belt. The shaft is moved rearward (toward drive sprocket) to loosen the belt.

The front idler roller shaft is mounted in two bearing blocks fitted into rectangular openings in each side of the crawler side frame. An adjusting pin, attached to each bearing block, is used to change the position of the bearing block to adjust crawler belt tension as follows: 1.

Place hydraulic jack behind adjusting pin on both sides of crawler side frame.

2.

Remove cover plate over bearing block and remove shims from front of block. Apply slight hydraulic pressure to release shims from rear of block. With all shims removed and hydraulic pressure released, roller should move freely. Clean adjusting parts of all grease and dirt.

4-4

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1-_----

----

-

~--:::::::::-----

ADJUSTING PIN

HYDRAULIC JACK (TWO REQUIRED)

o

NOTE: Move both bearing blocks at same time and equal distance to keep roller shaft at 90 0 to side frame.

VIEW LOOKING DOWN

ADJUSTMENT OF CRAWLER BELT TENSION

4-5

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3.

Weight of belt should move roller to rear to loosen belt when jack retracts. If bearing blocks do not move when jack retracts, CAUTIOUSLY propel machine back and forth until blocks release.

4.

To tighten belt, operate jacks to move roller forward. When moving bearing blocks, ALWAYS MOVE BOTH BLOCKS AT SAME TIME AND EQUAL DISTANCE. ROLLER SHAFT MUST BE KEPT AT NINETY DEGREE ANGLE TO CRAWLER SIDE FRAME.

5.

Adjust belt to three inches of sag between slide bars. When properly adjusted, insert shims behind bearing blocks to completely fill space. BE SURE TO USE SAME QUANTITY AND THICKNESS OF SHIMS AT BOTH ENDS OF ROLLER SHAFT. Remove jacks and install remaining shims to fill space in front of bearing blocks.

6.

Coat all parts with light oil or grease and reinstall cover plates.

TO REPLACE BELT, retract front roller to loosen. Separate belt at the first joint above ground under the front roller. Remove lock bolts and drive out the connecting pins. Pro-

~

!SEPARATE BELT HERE

pelling to the rear of the crawler belt will allow the belt to layout. Connect new belt with

..........

~=;2~ ~: ~ I

•

00000000

.

• •

~

\\~

the last shoe of the old. Continue to propel machine to the rear of new belt. Disconnect old belt from new and remove from work area. Attach a wire rope to the rear end of the

belt, then to a truck or dozer. Pull up on belt to engage the shoe lugs with the drive

4-6

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•

0

sprocket. Propel machine forward and winch belt over top of crawler side frame and slide bars. Pull belt ends together and connect with pins. Re-adjust belt tension as previously described in this section.

REPLACEMENT OF LOAD ROLLERS Eight load rollers are on the bottom of each crawler side frame. These rollers distribute the weight of the machine evenly on the crawler belt. Each roller turns independently on a

LOAD ROLLER (TYPICAL)

. / SPRING

«'.,u"w"."

~~PIN

~

LOAD ROLLER ASSEMBLY

4-7 .

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bronze bushing and an individual shaft between the longitudinal sides of the crawler frame.

At each side, a bronze thrust washer is spring-loaded three places to force the washer against the side member and prevent entrance of dirt.

TO REMOVE A LOAD ROLLER; first dig a pit in front of crawler side frame deep enough .. ' ..... f

o

0

0

0

0

0

APPROX

to lower roller from the side frame. Retract idler roller and separate belt at or near pit edge. Propel machine forward and at same time, pull the loose belt end to far side of hole keeping in line with idler roller. Propel machine until roller for replacement is directly over pit and idler roller is on end of belt supporting side frame.

%<=··.~""·'G::'~_}_· .·_; .·..... ..

___ m....;.;:;l; •.

NOTE: Roller weight - 946 pounds.

4-8

_

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Remove lube guard and disconnect autolube piping to roller. Remove roller shaft retaining bolt. Support roller on jacks or cribbing or use handling fixture similar to sketch. Carefully lower roller. If fixture is not used, clamp thrust washers to roller to prevent loss of dowel pins and springs. See figure titled "removal of load roller".

THRUST WASHER

DOWEL PINS AND SPRINGS (THREE PLACES EACH SIDE)

REMOVAL OF LOAD ROLLER

To install a new roller, position the roller, with assembled thrust washers, springs and dowel pins, into handling fixture. As an alternate method, clamp thrust washers to roller. Use

4-9

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jacks to raise roller into position, aligned with shaft bore. After thrust washers have been started between side frame bosses, remove c1amp(s) holding thrust washers.

Insert roller shaft, small end first, from outside of frame. Install shaft retaining bolt and assemble lube piping and guard. Fill roller bushing with grease. Reconnect crawler belt and adjust belt tension. See tension adjustment procedure in this manual section.

SHAFT RETAINING

~,~~BOLT ___ _______ _ _ _ _ _ _ _ _ J-' -_ -----------

0, "

SHAFT~~~~~~~"-~

TYPICAL THREE PLACES EACH SIDE OF ROLLER

LOAD ROLLER INSTALLATION DETAILS

4-10

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REPLACEMENT OF FRONT IDLER ROLLER AND/OR SHAFT Remove cover plates from side frames. Remove lube lines and bearing block covers. Clean adjusting parts and saturate them with penetrating oil.

Place hydraulic jack behind adjusting pin on both sides of crawler side frame. Apply slight hydraulic pressure to release shims from rear of block. With all shims removed and hydraulic pressure released, roller should move freely to release belt tension.

Release belt tension and disconnect belt at first joint above ground at front of roller. Propel machine forward until end shoe on bottom crawler belt strand is positioned just to rear of roller. Pull back top belt strand to expose roller.

Support or suspend roller and drive out shaft far enough to release roller or remove shaft completely for replacement.

CAUTION: Be sure roller is blocked from rolling forward when shaft is out.

Attach choker sling and lift roller out of side frame. Roller weight is 2,131 pounds.

To install roller, use reverse of removal procedure. Adjust belt tension, keeping shaft at 90 0 angle to side frame. See Tension Adjustment Procedure in this manual section.

REMOVAL OF DRIVE SPROCKET AND/OR SHAFT Release belt tension, separate crawler tread belt at drive sprocket, and propel machine forward until top strand is clear of sprocket and pinion shaft bearing caps. See figured titled " Replacement of Drive Sprocket or Propel Pinion Shaft."

Drain gear case and remove case cover. Block up or suspend sprocket shaft propel gear and drive sprocket to take weight off shaft.

Remove shaft bearing cover plates. Install eyebolt in outer end of shaft and pull shaft out far enough to remove drive sprocket or remove shaft completely for replacement. Shaft weight is 2,550 pounds. Weight of drive sprocket is 4,600 pounds.

To install drive sprocket, use reverse of removal procedure. When assembling sprocket, propel gear and shaft, be sure splines are aligned. Check condition of oil seal and replace if worn. Take care not to damage seal when replacing shaft. Be sure gear case is clear of foreign objects. Seal gear case and fill with six gallons of gear lube. Reconnect tread belt and adjust belt tension. See Tension Adjustment Procedure in this manual section.

--

4-11

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PULL BELT BACK TO EXPOSE ROLLER

WOOD BLOCK

VIEW LOOKING DOWN

REPLACEMENT OF FRONT IDLER ROLLER

4-12

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NOTE: Spray with Molycote M3402 on Shaft in Seal Area.

CLUTCH RING

BEARING COVER PLATE

GEAR CASE COVER REMOVED_

I II

/DRIVE SPROCKET

r.=;.;::=;:::;~~*==~~,\-J~'L'\--:\I -,---}-.,.--

)

;

~ SPROCKET SHAFT

CRAWLER SIDE FRAME/

BEARING COVER PLAT]

REPLACEMENT OF DRIVE SPROCKET OR PROPEL PINION SHAFT

4-13

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To remove propel pinion shaft, release crawler belt tension and separate belt at drive sprocket just above ground. Propel machine forward until pinion shaft bearing caps are uncovered. Slide steering clutch ring onto driver member of clutch.

Remove rod bolts from bearing caps. lift off cover. Lift aut pinion shaft.

Remove remaining bolts from gear case cover and

When assembling gear case, be sure case halves are properly sealed. Be sure case is clear of foreign objects. Full case with six gallons of gear lube. Reconnect tread belt and adjust belt tension. See Tension Adjustment Procedure in the manual section.

The PROPEL MACHINERY is driven by a 475 volt direct current motor rated at 500 horsepower. The motor mounts on the main propel shaft bearing support assembly on the rear of the lower frame.

The propel motor is connected by a gear coupling to the motor extension pinion shaft which drives the first intermediate gear set.

Anti-Friction Bearings Throughout

Steering Mechanism

Lower Frame -

Oil·Tight Gear Case Motor Extension Shaft and Pinion

Machined Teeth Throughout Crawler Drive Sprocket

PROPEL MACHINERY

4-14

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01

--t

\ CRAWLER DRIVE SPROCKET

PROPEL SYSTEM SCHEMATIC

__

I

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MAIN PROPEL SHAFT

MOTOR PINION SHAFT

. PROPEL GEAR

\

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PROPEL GEAR

- , CRAWLER DRIVE SPROCKET

~---+-t:--

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PROPEL PINION SHAFT ---~Il

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en

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Main Propel Gear

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The first intermediate gear set consists ofa large spur gear splined to a quill shaft with an integral pinion. The quill shaft turns around the main propel shaft to drive the second intermediate gear set.

The second intermediate gear set consists of a large spur gear splined to a stub shaft with an integral pinion. The pinion drives the main propel Shaft gear.

The main propel shaft consists of the main propel gear and two shaft sections connected by a flanged coupling. There is a steering clutch on both ends of the main shaft. These clutches are engaged with the propel pinion shaft to propel and/or steer the machine.

The propel pinion shaft drives the propel gear which is splined to the crawler drive sprocket shaft.

To remove the propel gear case from the lower frame, first swing the machine to the side to get maximum working space above gear case. Block machine. Disconnect power cable and remove cable reel from machine.

Pull the clevis pin from the right side steering clutch shifter fork and move the clutch ring completely off the main propel shaft clutch. Remove right hand steering shifter lever and link. Detach steering lever bracket, spring and spring retainers from the top of the gear case at the machine centerline.

Drain gear case of 120 gallons of gear lube. Separate the main propel shaft coupling at the left side of the gear case. Separate the coupling between the motor drive shaft and pinion shaft.

Crib up the gear case. The cribbing must extend far enough to allow sliding the gear case clear of the rotating frame. When clear of the frame, the gear case can be moved with a crane or other suitable lifting device. The weights of the gear case and installed main components are approximately as follows: Gear Case Structure

65001bs.

Motor Pinion Shaft

3001bs.

First Intermediate Shaft Assembly......... 21601bs.

Second Intermediate Shaft Assembly..... 35081bs.

Main Propel Shaft

67471bs.

Total Weight

4-17

192151bs.

C . r . '.'

,

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MOVE SHIFTER FORK TO DISCONNECT MAIN PROPEL SHAFT

LOWER FRAME SEPARATE MAIN PROPEL SHAFT DISCONNECT FROM MOTOR DRIVE SHAFT

REMOVAL OF PROPEL GEAR CASE

Open the gear case by removing the top cover. Remove the bolts that attach the gear case to the lower frame and move the case to the disassembly area. When disasse"mbling the gear case, layout the parts for each shaft assembly in the order that they fit together.

Remove the motor extension pinion shaft by removing the bearing retainer and pulling the shaft out of the left side of the case.

Block up or suspend the second intermediate gear. Remove the gear retainer. Remove the bearing retainer from the right hand end of the second intermediate shaft and pull the shaft out of the right side of the gear case. Lift the second intermediate gear out of the case.

Gear weight is 1,624 pounds.

Pull the coupling off the left end of the main propel shaft. Pull the clutch from the right end of the main propel shaft. Remove bearing retainer from the right end of the shaft.

Block up or suspend the main propel shaft gear to take weight off the shaft. Pull the shaft out of the right side of the case.

Lift the main propel shaft gear out of the case. Gear weight is 2,843 pounds.

4-18

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t .... co

GEAR RETAINER

PROPEL GEAR CASE (Sheet 1 of 2)

MOTOR EXTENSION PINION SHAFT

2ND INTERMEDIATE PROPEL SHAFT

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I\)

t

o

BEARING RETAINER

...

PROPEL GEAR CASE (Sheet 2 of 2)

~

GEAR SPACER

217

,~~_~'M~BE::~~GRLB~TAINER

.

'. ~,\---RETAINER

.

~ CLUTCH 418

"':' . ~. LBS\ ~

FIRST INTERMEDIATE GEAR 1,200 LBS.

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Block up or suspend the first intermediate gear. Remove bearing carrier from right end of first intermediate pinion shaft. Remove bearing retainer from left end of first intermediate pinion shaft. Pull pinion shaft to right and lift first intermediate gear from case. Gear weight is 1,200 pounds. Remove first intermediate pinion shaft.

After all gears and shafts are removed, clean the gear case thoroughly. Clean and check all gears, shafts, bearings, seals and spacers for damage or excessive wear. Replace any defective parts.

~ .....-.-...

-

I

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SEA L RETA IN Et1-R

SPLIT OIL SEAL (INSTALL AFTER MAIN / PROPEL SHAFT IS INSTALLED)

WIRE

AII

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LOCK-_-il~llll:l~~"'7":'T7:TT77777-::TT777-::~~1 I

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1ST INTERMEDIATE PINION SHAFT '1ST INTERMEDIATE GEAR

NOTES:

1.

2.

3.

Provide adequate supply of high grade mineral oil to bearings at all times.

Cones may be heated in oil or by other approved method to 250 0 F. to ease assembly.

Bearing set-up: Take up on cup carrier until bearings bind slightly in rotating. Measure shim gap and install thin metal shims to give .001-.003 end play.

FIRST INTERMEDIATE GEAR SET

4-21

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To reassemble gear case, start with the first intermediate gear set. Put the gear spacer ring on the long end of the shaft. Put the bearing on the stub end of the shaft. Lower the intermediate gear into the case with the counterbored side toward the center of the case.

Insert the shaft through the g8ar and install the left end bearing and bearing retainer ring.

Install the right end bearing carrier and wire lock the capscrews. Install the left end bearing cup and bearing retainer. Tighten the capscrews equally until bearing binds slightly when turned. Measure shim gap between retainer and bearing boss at three places, 120 degrees apart. Average these measurements and install thin metal shims to give .001 to .003 end play.

Install the left side bearing, for the main propel shaft, in the first intermediate shaft bearing carrier previously mounted in the center wall of the case. Lower the main propel shaft gear into position in the case.

Mount the right side bearing on the main propel shaft. With the gear spacers in place on both sides of the main shaft gear, insert the propel shaft through the gear, long end first, from the right side of the gear case. Install the right side bearing retainer (cup carrier).

Take up on retainer screws until bearings bind slightly when rotated. Measure shim gap and install thin metal shims to give free rotation with no appreciable end play.

Install the oil seal and seal retainer on the main propel shaft at the right end bearing. Install clutch on right end of shaft.

Install split oil seal for the main propel shaft left end. Glue ends of seal together and start seal into place, joint first, with the lip turned in. When the seal is bottomed in the counterbore, bolt the seal retainer ring in place. Install the coupling half.

NOTE: Oil seal installation is shown in figure titled "First Intermediate Gear Set." Install the second intermediate gear set next. Mount the bearings on the pinion shaft.

Lower the second intermediate shaft gear into position in the case. Insert the pinion shaft through the right side of the case. Line up the splines and carefully insert the shaft into the suspended gear. When the left side bearing is bottomed in the bearing boss, install the gear retainer plate. Install the right side bearing carrier. Take up on cup carrier until bearings bind slightly when rotated. Measure shim gap and install thin metal shims to give free rotation with no appreciable end play.

Install bearings on motor extension pinion shaft and install shaft in gear case. Spray shaft in seal area with Molycote M3402 and install seal and bearing retainer. Take up on cup carrier until bearings bind slightly when rotated. Measure shim gap and install thin metal shims to give .003 to .005 end play. Install coupling half.

4-22

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COUPLING,

1.

2.

3.

SPACER (TYP. BOTH SIDES)

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MAIN PROPEL SHAFT

Provide adequate supply of high grade mineral oil to bearings at all times.

Cones may be heated in oil or by other approved method to 2500 F. to ease assembly.

Bearing set-up: Take up on cup carrier until bearings bind slightly in rotating. Measure shim gap and install thin metal shims to give free rotation with no appreciable end play.

NOTES:

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1ST INTERMEDIATE SHAFT BEA~ING CARRIER ~

THIS PART OF MAIN SHAFT INSTALLED IN BEARING SUPPORT ON BACK OF LOWER FRAME

,,-_

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CLUTCH\

MAIN PROPEL SHAFT GEAR

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Move the case into position and bolt it to the lower frame. Bolt the main propel shaft coupling together. Check the alignment of the motor coupling halves. Move the motor to correct any misalignment. Bolt the coupling and fill with grease. See Section 7 for detailed instructions on this type coupling.

NOTE: Torque 1-1/2 inch bolts to 1,750 foot pounds; torque 1 inch bolts to 580 foot pounds.

Assemble and seal the gear case cover.

&lz//;J .

I

-------

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SHIMS /

PINION SHAFT

r\

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2ND INTERMEDIATE GEAR"-.....

I

I

~4 NOTES:

1.

2.

3.

Provide adequate supply of high grade mineral oil to bearings at all times.

Cones may be heated in oil or by other approved method to 250 0 F. to ease assembly.

Bearing set·up: Take up on cup carrier until bearings bind slightly in rotating. Measure shim gap and install thin metal shims to give free rotation with no appreciable end play.

SECOND INTERMEDIATE GEAR SET

4-24

011

I\,)

t

1.

2.

3.

4.

~ ---

_

I c

<

,

Z<:::az:::>:Z

J:,

I

~----

,"

1

"

1---:11 ...

!

I «{.J

SHI) Ii

•

BEARING RETAINER/I~~-----

JIII/I}}}i

~KE~

PROPEL MOTOR EXTENSION PINION SHAFT

Spray shaft with Molycote M3402 in seal area.

Provide adequate supply of high grade mineral oil to bearings at all times.

Cones may be heated in oil or by other approved method to 2500 to ease assembly.

Bearing set-up: Take up on cup carrier until bearings bind slightly in rotating. Measure shim gap and install thin metal shims to give .003 to .005 end play.

NOTES:

/

IN~R~IO~N~ou~u~~)~:_~r--

SEE SECTION 7 FOR DETAILED

----,

SSEMBLE SHORT SIDE OF COUPLING BORE AS SHOWN I i

1 I

BI005994

BI005994

Fill the gear case with 120 gallons of gear lube. Install all lube lines and charge the bearings with grease.

Assemble the right side steering clutch.

Propel steering clutches are located at both ends of the main propel shaft The clutches are normally engaged by spring-loaded links which attach to a shifter fork for each clutch. Each shifter fork is actuated by an air cylinder to disengage the clutch. The opposite clutch is kept engaged by its' spring-loaded link, preventing both clutches from disengaging at the same time. Therefore, a free-wheeling condition is prevented.

Each steering clutch consists of two splined clutches, a splined shifter ring, and a shifter collar. The shifter fork operates to slide the shifter ring over the clutches to disengage the clutch. The shifter ring also engages a lock plate to lock the propel drive pinion shaft when the clutch is disengaged.

The steering clutches are adjusted to the following procedure to provide the desired propelling nodes, straight line or right and left steering:

A.

Check position of clutches and lock plates by confirming dimensionsal location shown in sketch.

LEFT HAND SIDE

r l

15.00 ....-------77.00---------o--1 Actuating Cylinder <&. Machine

31.00

I

--+-

T-+ .~l==tF===LJNOTE:

li.

g:~=_~. :..~.~=~-~~~::~.:h _.. - .... ,-_ .. -

15.50

Max. Dimensions Will Produce Min. Gap Min. Dimensions Will Produce Max. Gap

:A--_-

Lock Plate

----+---I Drive Clutch on Main Propel Shaft

2.39 1.-_+-_8.50 2.36 Typ. 11.77 61.80 11.74 - - - f o - - + - - - 61 .48 Ref.---....-j .07 Gap_oI"-_--------123.60 ~.~.~ .01 122.96 \..

147.84 _~.~.~ 147.16

I

4-26

BI005994

B.

Check the propel steel mechanism in a straight ahead travel or digging position.

The steering clutch engages both the pinion shaft and the main propel shaft.

Both cylinders are de-energized and fully retracted. The 4.00 adjustment, (if necessary) is accomplished by adjusting the effective length of the cylinder bolts.

LEFT HAND SIDE

t. Machine

Eye Bolt

Link

t. . .

I

~~r----~?

Spring

Shifter Fork

---

~~-f--------r-

I

Lock-_-..Jr""1 Plate

t'I----- Drive Clutch on Main Propel Shaft

m~M=-

~

I 4.00 See Note

Locate "C" Bore toward C Machine

Steering Clutch

NOTE: Clutch Collar Installed With Counterbored End Toward Center of Machine.

4.00 Setup Dimension May Vary Due to Part and Assembly Tolerance.

C.

Check position of steering clutch for steering mode. Energize the left hand cylinder. The left hand steering clutch will slide to the left, fully engaging the lock plate located on the crawler side frame.

4-27

BI005994

BI005994

Check for full engagement If it does not fully engage lock plate, adjust adjusting bolt (see Step B) until fu lIy engaged. Repeat for right hand clutch.

D.

Check for proper performance to allow operation of only one steering clutch at a time. Place the steering clutches in a straight ahead travel position. Energize the left hand clutch in a steering mode.

Rotate the main propel shaft until the drive clutch on propel shaft is NOT aligned to the drive clutch on the propel pinion shaft This prevents the steering clutch from engaging both drive clutches.

RIGHT HAND SIDE

t. Machine

Actuating Cylinder

Eye Bolt

Spring '---Shifter Fork

---- +

-------.....\r '---J"--.L.I

I

Lock Plate

Drive Clutch on Main Propel Shaft

I

Locate "C" Bore toward C Machine

Drive Clutch on Propel Pinion Shaft Steering Clutch

De-energize the right hand cylinder. This moves the right hand clutch to the left and disengages it from the lock plate and allows it to stop against the face of the drive clutch on the propel shaft Now, energize the left hand cylinder. The left hand steering clutch moves to the left until the left hand link comes in contact with the right hand link. The clutch must maintain engagement of 1.00 inch minimum.

4-28

,

... '

~

BI005994

If the clutch does not have minimum engagement, adjust the position as described in Step B. Repeat this procedure to also check the right hand clutch for minimum clutch engagement.

If adjustment was required to meet the criteria of Step Cor D, return to and repeat Step B thru D as a confirmation that the steering Iinkage is correctly adjusted for all conditions.

If it is not possible to adjust the steering Iinkage to meet the criteria of each individual step, something in the linkage is not correct. Dismantle the steering linkage mechanism. Dimensionally check the links, steering clutch, main clutches, anchor eyebolts and the cylinder's bracket location. Reassemble steering linkageanq repeat adjustment procedure.

ROLLER CIRCLE AND MAIN SWING GEAR - The lower frame rail forms a full circle bolted and welded to the main rotating gear. The weight of the rotating frame and front end equipment is supported by the roller circle. There are 45 tapered rollers, with a flange on the inside edge. Each roller is mounted on a bushing. There is a thrust washer on the outer side of the roller. Top rail is in four segments with gap at each side of upper frame to permit roller replacement.

When starting a new machine, swing about 10 times in each direction with UNLOADED dipper, then repeat with LOADED dipper. For the first several operating days, swing machine one full revolution every four hours. After that, swing machine one full revolution at start of each sh ift.

Main swing gear mounting screws may loosen during machine operation unless proper torque of 2,285 foot-pounds is maintained. Due to inaccessibility of screws with standard torque wrench, use following tools: 1.

Adjustable click type torque wrench, range 100-600 ft.-Ibs.

2.

Torque multiplier

3.

Torque drive off-set adapter

TORQUE DR IVE OFF·SET ADAPTER

4-29

BI005994

WARNING: High voltage in this area.

Turn OF F electrical power to the machine before entering this area.

TOP RAI L MOUNTED ON UPPER

'RAM' " " M " VI' O'R "GM'NW

~ COLLECTOR RING GUARD

L__

L /~~_~

--

II

THRUST WASHER8

ROLLER

INNER ROLLER CIRCLE CAGE

OUTER ROLLER CIRCLE CAGE

.&~t~~~~~~~~§t~-OUTE R SPLICE BAR

II u

INNER SPLICE BAR

MAIN RI NG GEAR

0TORQUE TO 4990 FT.LBS.

LOWER FRAME ASSEMBLY

NOTES: 0)AT ASSEMBLY LUBRICATE O.D.and I.D.OF BUSHING AND THRUST WASHER WITH SUB·ZERO GRADE MPG

o

USE SPECIAL TOOL KIT HTR·70

VIEW A-A ROLLER CIRCLE DETAILS

4-30

BI005994

BI005994

A ~

CAUTION: Before removing collector ring guard or performing maintenance on roller circle, power to the machine must be turned off.

ROLLER REPLACEMENT - Replace flat or splayed rollers immediately. Swing machine until worn roller is located at side of rotating frame (no top rail). Remove rotating gear grease guard. Remove other mounting bolt. If necessary, loosen adjacent roller bolts. Lift out roller, spacers, bushing and thrust washer. Four rollers may be replaced at same time.

Diameter of new roller must not exceed diameter of adjacent rollers. Measure adjacent rollers with micrometer to determine whether new roller needs to be turned down to match.

Install new roller, bushings and spacers. At assembly, lubricate 0.0. and 1.0. of bushing and thrust washer with sub-zero grade multi-purpose grease.

CENTER JOURNAL connects the rotating frame and the lower frame at the center of rotation. The center journal keeps the two frames in alignment and transfers the crowd reaction when digging and the side thrust when propelling.

LOWER FRAME

NOTE:

CENTER JOURNAL

WEIGHT -APPROX. 6000 LBS

CENTER JOURNAL INSTALLATION

4-31

BI005994

CENTER JOURNAL NUT secures the journal in the upper frame. Two shear blocks in the lower frame keep the journal from turning. The journal nut must be adjusted periodically to compensate for wear of the thrust washer, the rollers and the roller paths (rails). It is recommended that the wear be checked fNery three months as follows: WARNING: This procedure requires swinging the machine to check for any binding condition. The operator and maintenance personnel should establish a means of communication prior to b~ginning the procedure.

1.

Have the operator take a deep cut in the work face while the maintenance man is positioned at the rear of the machine to observe whether any clearance exists between the upper roller path (rail) and the rollers. Repeat this procedure sfNeral times.

CAUTION: Operator should not hold the dipper in a stalled condition when applying this load.

2.

If clearance is 3/8 inch or greater, tighten the center journal nut to reduce clearance to 1/4 inch. Rotate the machine at least one full rfNolution to make sure that there is no binding. Lock the nut tight with the lock plate.

. ~l TOP RAIL

'-----""'\------~rNM.

4-32

BI005994

Adjusting Nut

Machinery Deck Lock Plate

\.~H-+--

Center Pin

Upper Frame

Journal Bearing

Access Door

CENTER JOURNAL

BI005994

BI005994

The ROTO SEAL ASSEMBLY in the center journal transmits air, grease and electrical power between the upper and lower frame assemblies. The inner pipe of the co-axial pipe assembly conducts compressed air to operate the steering clutches and propel brake. The outer pipe conducts grease for the lower frame lubrication system. Four armored cables are carried by the roto seal assembly, connecting to the DC collector rings mounted on the lower end of the co-axial pipe (roto seal).

REMOVAL OF THE CENTER JOURNAL is accomplished by propelling the machine over a pit deep enough to allow the journal to clear the bottom plate of the lower frame. Journal is 78-1/2 inches long and weighs approximately 6,000 pounds.

WARNING: Disconnect all electrical power prior to entering lower frame.

1.

Disconnect air, grease and electrical lines and remove roto seal retainer plate from top of the co-axial pipe assembly (roto seal).

2.

Remove access door from bottom of lower frame after disconnecting all electrical power to machine.

3.

Disconnect electrical cables to DC brush holders and remove brush holder support brackets with attached brush holders.

4.

Disconnect air and grease lines from bottom of roto-seal assembly. seal assembly with attached electrical cables and DC collector rings.

5.

Position cribbing and hydraulic jacks to support center journal.

6.

Remove nut and lock plate from top of journal.

7.

Lower journal into pit.

Remove roto

To INSTALL A NEW JOURNAL, reverse the disassembly procedure. Adjust nut as described in this section. Reinstall center journal access door in lower frame.

4-34

BI005994

AIR CONNECTION GREASE CONNECTION TOP OF UPPER FRAME DECK

ROTO SEAL RETAINER

CENTER JOURNAL

BRUSH HOLDER SUPPORT BRACKET (FOUR)

DC

BRUSH HOLDER

BOTTOM DECK OF LOWER FRAME

DC COLLECTOR RING (TWO)

LOWER FRAME ACCESS DOOR

&wARNING: DiSCONNECT ELECTRICAL POWER PRIOR TO ENTERING LOWER FRAME

ROTOSEAL ASSEMBLY

4-35

(E IGHT)

BI005994

SWING MACHINERY is powered by two vertical mill type electrical motors. Each motor

mounts on an identical oil tight gear case.

Motor

rrn

Cover

-

-

Center Section .........

t----l.4-.-1 nter. Shaft

Bearing

Main -~_-.l-...I __ Rotating Shaft

Oil Drain Valve I~z----Bearing

I~"'-

l~

!~

- 1 - _ - Pinion

l~

4-36

BI005994

In each unit, the motor pinion meshes with a large helical gear mounted on the intermediate shaft by involute splines. The bottom of the intermediate shaft has an integral pinion. This pinion meshes with a large gear which is splined to the main rotating shaft This shaft extends thru the rotating frame. At the bottom is a pinion that meshes with the main rotating gear on the lower frame.

DISASSEMBLE THE SWING MACHINERY by rotating the machine until the machinery to be disassembled is directly over the front of the lower frame. Drain the 100 gallons of GL from the case at the globe valve under the upper frame. Then drain the main rotating shaft housing by removing the pipe plug on the side of the housing.

Remove the pinion guard. Support the pinion on jacks and cribbing so that the retainer can be removed. Remove the bolts and retainer. Lower the pinion onto the cribbing.

'-

Remove the house roof panels over the swing case. Disconnect the electrical wiring from the motor and the air line from the brake. Next, remove the motor hold down bolts and lift motor out of the machine with a choke cable.

-e r--

I I I

From within the opening of where the motor was removed, attach an eyebolt to the main rotating shaft and support it with a crane. Remove the lower bearing retainer, oil seals and D-ring. Lower the shaft out of the assembly, the roller bearings will come out with it.

I I

:::r .--

I

I I

I

,

I I I

I

I

I

//.

Bolts

I

Retamer

J.m,

'on

Remove the oil drain pipe and the gear case hold down bolts. Lift the gear case out in the same manner in which the motor was removed.

DISASSEMBLE THE GEAR CASE by removing the gear case cover hold down bolts. Mark the location of the five shoulder bolts as they are removed; then lift off the cover.

Remove the screws and lock plate from the top of the intermediate shaft; then lift the gear off the shaft splines. Next, remove the bearing retainers and shims from top bearings of the intermediate shaft and main rotating shaft.

Remove the bolts from the case center section; then, lift center section from gear case.

Next, lift out the main gear and intermediate shaft The bearings can then be removed.

Clean and flush out the case with light oil. Inspect all case components for signs of wear, cracks, chips, etc. Replace parts if necessary.

4-37

BI005994

Gear Case Cover

Inspection Cover

Intermediate Gear Center Section

r-------Bearing - - - - .

Pinion Shaft

Inspection Cover Hold Down Bolt

------1'1 ~~~~__ Retainer Inspection Cover

4-38

Hold Down Bolt

BI005994

REASSEMBLE ROTATING GEAR CASE - Assemble the bearing shield on bottom of intermeidateshaft and then bearings on each end of shaft. Lower shaft into case. Install bottom retainer and gasket There must be 1/32 inch clearance between the bearing shield and bottom of case to allow oil to enter bearing housing.

Install the bearings on the main rotating gear and lower the assembly into the case section.

Be sure the lower bearing is seated and the gear and intermediate shaft mesh properly.

Place gasket on top of case and align the center section on case. Temporarily secure it with the hold down bolts. Place the top bearing retainer on the intermediate shaft WITHOUT SHIMS. Turn the cap screws progressively until the bearings bind slightly when shaft is rotated. Back off screws until the shaft turns free. There should be no end play in shaft.

Measure the space between the retainer and top of the housing at three places, 120 degrees apart Average the measurements and add shims to this dimension, plus .002 to .004. One of the nine shims furnished is laminated in increments of .003 inch. Separate the laminations with a sharp knife until the proper dimension is obtained. Place shims under retainer and tighten cap screws and lock with wire.

Repeat this procedure for the upper bearing retainer of the main rotating gear.

Slide the intermediate gear down onto the splines of the intermediate shaft Install the lock plate; then, tighten and secure the cap screws with lock wire. Remove the center section temporary bolts and assemble the case cover; then bolt the sections together. Torque bolts to 645 foot-pou nds.

Before installing the gear case on the machinery deck, check the condition of the O-ring that is on bottom of case, around outside of main shaft opening. After placing case on deck secure with the hold down bolts. Torque bolts to 1820 foot-pounds.

Carefully raise the main rotating shaft with its lower bearings into place, thru the opening in the gear case cover, until the bearings are seated properly.

A check to see if bearings are seated is to measure the width of the bearing cups and the depth of the bearing bore. After the shaft is installed, measure between the bearing cup and bottom of bearing bore. This dimension should be the difference between the bearing cup width and the bearing bore depth.

Assemble the two oil seals and the O-ring in the bearing retainer and install.

Torque the cap screws to 50 foot-pounds. DO NOT attempt to close the gap between the retainer and the bearing housing.

4-39

BI005994

Replace the C-ring on the swing pinion, then jack pinion into place on shaft. Replace retainer and secure with the cap screws and wire lock. Now, replace the pinion guard.

........fiJ.--t- l-_~ Torque to 50

Foot-Pounds

Swing Pinion

Install the motor, with pinion, on the gear case. properly with the intermediate gear.

Be sure that the motor pinion meshes

Connect the air lines to the brake and have the electrical wiring connected to the motor.

Replace the drain pipe that extends thru the upper frame. Make sure the valve is closed before filling the gear case. Add 100 gallons of GL lube. Check the oil level at the dipstick on side of case.

4-40

DISC

REWORKED SCREW

MOUNTING FLANGE FRICTION DISC

SPRING

SPRING RETAINER SPRING HOUSING

DISC BRAKE

FRICTION DISC

OUTER CLAMP RING

DIARHRAGM

END PLATE

BI005994

BI005994

Weight of Motor and Blower is 2755 Lbs. Weight of Brake is 470 Lbs.

Nut and Lockwasher Supplied with Motor Shield

BRAKE INSTALLATION

4-42

BI005994

SWING, PROPEL, CROWD AND HOIST BRAKES are spring applied and air released, thus providing required stopping if either loss of air supply and/or loss of electrical power occurs.

The swing, crowd and hoist brakes are a single disc, the propel brake is a dual disc design.

OPERATION - When air is exhausted, the spring force IIClamps" the disc between the friction discs or the mounting flange and pressure plate. To disengage the brake, air enters thru the end plate into the diaphragm cavity. As air pressure increases, the end plate moves away from the stationary spring housing. The pressure plate is bolted to the end plate and travels in the same direction with it compressing the springs and releasing the brake.

A

DANG ER: Prior to installation or maintenance on brake, make sure that machine will remain in a safe position. Failure to do so could result in serious personal injury or machine damage.

A

WARNING: Protective means must be used to prevent oil or grease from coming into contact with the disc(s) or the friction discs. Oil or grease will significantly reduce the torque capacity of the brake and decrease its ability to hold the machinery in a safe position.

DO NOT RISK INJURY!

MOUNTING - Brakes are mounted with 3/4-10NC-2 bolts (150 foot-pound) for swing and crowd and 1-8NC-2 (200 foot-pound) for hoist and propel. The brakes must be concentric and at right angles to the motor shaft.

After the swing, crowd and/or hoist brakes (single disc units) have been installed the disc must be centered: 1. Remove the outer sh ield.

2. Bypass any interlocks or use manual overrides on air valves so that static actuation may be made.

3. Remove the top hex jam nut. Release the brake.

4. Hold bottom nut and turn the adjusting screw to obtain equal running clearance between disc and each friction disc.

5. With clearance established, install top hex jam nut and tighten.

6.

Remove bypasses and interlocks which may have been used and reinstall the shield and guard.

4-43

BI005994

Equal Space

- .. - .,,

----, ---r ----....

7

I I

",

\

t-

.1.

\ I I

I

I

I I "'"t.

L_

MAINTENANCE BRAKE ADJUSTMENT· The single disc brakes (swing and hoist crowd) DO NOT have a provision for adjustment. The dual disc brakes (propel) DO provide for adjustment should the running clearance become excessive.

To determine if the running clearance is excessive, release air (engage brake), remove shield and measure the distance as shown in sketch.

4-44

BI005994

If dimension is LESS than 4.562 inches (11.587 cm) adjustment is done as given below. If dimension is greater, reinstall shield, as adjustment is not necessary at this time.

1.

Remove locknuts in alternating sequence, as shown in sketch, in increments of 1/4 of the exposed stud thread length. If a stud comes loose from the mounting flange, clean stud threads thoroughly. Apply Loctite 277, or equivalent Stud must be threaded back into the mounting flange hole until it bottoms.

2. With locknuts removed, the end plate, spring housing and pressure plate can be removed as an assembly.

3.

Remove the wear spacers from the studs.

4.

Reassemble the end plate, spring housing and pressure plate as an assembly on the studs with the wear spacers now located on the outside of the spring housing.

5.

Locknut

Lubricate stud threads with 30 weight oil or "Never Seez". Assemble locknuts on studs and torque to 200 foot-pound (271 Nm) using the same sequence as they were removed.

A 6.

Spacer

CAUTION: After adjustment, a minimum of 0.040 inch (0.1016 cm) running clearance must exist between each friction disc and each disc.

Reinstall shield.

FR ICTION DISC - To determine if friction discs need to be replaced, release air (engage brake), remove shield, and check if the wear indicating step on the friction discs is still visible. Also, check if oil or grease has contaminated the surfaces. If the step is visible and the surfaces are NOT oil or grease contaminated, replace the shield as no replacement is necessary. If t.he step is not visible, or if surfaces are oil or grease contaminated, the friction disc must be replaced.

4-45

BI005994

REPLACEMENT OF FRICTION DISCS A.

HOIST, SWING AND CROWD (SINGLE DISC) BRAKES 1. Remove locknuts in alternating sequence (as shown in sketch) in crements of 1/4 of the exposed stud thread length. If a stud comes loose from the mounting flange, clean stud thread thoroughly. Apply Loctite 277 or equivalent Stud must be threaded back in until it bottoms in mounting flange.

o o 0)

2. With locknuts removed, the end plate, spring housing and pressure plate can be removed as an assembly.

o o

o

3.

Remove disc from gear. Inspect disc for wear. If either surface of the disc is worn more than 1/32 inch (0.7938 mm), replace the disc. Removal of the disc from the gear will expose the friction disc mou nted on the mou nting flange.

4.

Remove the old friction discs and replace with new friction discs and NEW flat head screws. Torque the screws to 20 foot-pound (27 Nm).

5.

Reinstall the disc.

6.

Reassemble the assembly of the end plate, spring housing and pressure plate.

7.

Lubricate stud threads with 30 weight oil or "Never Seez".

8. Assemble the locknut in alternating sequence as they are removed. Torque locknut to 200 foot-pound (271 Nm).

9.

B.

Reinstall shield.

PROPEL (DUAL DISC) BRAKES

1. Remove locknuts in alternating sequence, (as shown in sketch) in increments of 1/4 of the exposed stud thread length. If a stud comes loose from the mounting flange, clean stud threads thoroughly. Apply Loctite 277 or equivalent Stud must be threaded in until it bottoms in mounting flange.

2. With locknuts removed, the end plate, spring housing and pressure plate can be removed as an assembly.

4-46

BI005994

3. Remove springs, clamp tubes, discs and reaction plate. With these parts removed, all friction discs are accessible.

4. Inspect the disc for wear. If either surface of the disc is worn more than 1/32 inch (0.7938 mm), replace the disc.

5. Remove the old friction discs and replace them with new discs and NEW screws, torque the screws to 2- foot-pound (27 Nm).

6. Reassemble springs on every other stud, clamp tubes, discs and reaction plate.

Improper spring assembly will result in cocking of the reaction plate and uneven brake release.

7. Reassemble the wear spacers and the end plate, spring housing and pressure plate as an assembly. Take care to install the wear spacers behind the spring housing.

8. Lubricate stud threads with 30 weight oil or "Never Seez". Assemble the locknuts using the same sequence as they were removed. Torque locknuts to 200 footpound (271 Nm).

9. Reinstall the shield.

REPLACEMENT OF SPRINGS is done by the following steps:

A

DANGER: Prior to removal of the brake, make sure that the machinery will remain in a safe position.

1. Remove the brake from the machine, place it on a clean working surface with the end plate facing up and remove the shield.

2. Remove locknuts in alternating sequence. (as shown in sketch) in increments of 1/4 of exposed stud thread length. If a stud comes loose, clean threads thoroughly, then apply Loctite 277 or equ iva lent. Thread stud back in until it bottoms in mounting flange.

3. Remove the end plate, spring housing and the pressure plate as an assembly.

CD

o

o

CD

CD

o

4. Remove hex head screw and lockwasher from end plate in alternating (see sketch) sequence two turns at a time. The end plate diaphragm, outer clamp ring and interclamp ring can be removed as an assembly.

4-47

BI005994

°

0

0)

®00-~ 12

o 0) o@CV @0

0

0 0

60

SINGLE DISC

DUAL DISC

5.

Remove spring housing exposing the springs and spring retainer plate. Only one spring exists on single disc brake.

6.

Remove spring retainer plates exposing the springs.

7.

Replace the springs.

8.

Install spring retainer plates. No spring retainer plates should cross over the ribs in the spring housing.

Clean the rubbing surface between the spring housing and pressure plate and coat with molybdenum disulfide grease (MPG). This helps prevent wear between these parts.

9.

Install the spring housing, make sure the pockets line up with the pockets on the pressure plate.

10.

Reassemble end plate, diaphragm, outer clamp ring and inter-clamp ring as an assembly. Assemble hex head screws, with lockwashers in end plate, using the same sequence as they were removed. Torque screws to 50 foot-pound (68 Nm).

11.

Reassemble the end plate, spring housing and the pressure plate as an assembly.

12.

Lubricate stud threads with 30 weight oil or "Never Seez". Assemble locknuts using the same sequence as they were removed. Torque locknuts to 200 footpound (271 Nm).

13.

Reinstall shield and then reinstall brake on machine.

STATIC ADJUSTMENT PROCEDURE.

See MOUNTING and

REPLACEMENT OF DIAPHRAGM - To install a new diaphragm, follow the steps on next page:

4-48

BI005994

A

DANGER: Prior to removal of the brake, make sure the machinery will remain in a safe position.

1. Remove the brake from the machine, place it ona clean working surface with the end plate facing up. Next remove the shield.

2.

Remove hex head screw from end plate in alternating sequence, two turns at a time (see sketch), The end plate, diaphragm, outer and inner clamp ring can be removed as an assembly.

o

° oo

o

o 3.

0°0

o

0

o0 0

SINGLE DISC

DUAL DISC

Place the end plate with the diaphragm up. Remove the hex head screws to remove the outer clamp ring.

4. Remove the hex head screws holding the inner clamp ring, then remove ring.

5.

Inspect and replace diaphragm as required.

6.

Reinstall outer clamp ring and torque hex head screws to 20 foot-pound (27 Nm).

7.

Reinstall inner clamp ring and torque hex head screws to 10 foot-pound (14 Nm).

8. Carefully place newly assembled end plate, diaphragm, outer and inner clamp ring on the brake. Assemble end plate hex screws using the same sequence as they were removed. Torque screws to 50 foot-pound (68 Nm).

9.

Reinstall shield, then reinstall brake on machine.

ADJUSTMENT PROCEDURE.

See MOUNT and STATIC

SYSTEM STATIC ADJUSTMENT PROCEDURE - Before the machine is placed in operation, a static actuation check of the brake is recommended as follows:

A

DANGER: Prior to adjustment, make sure that the machinery will remain in a safe position.

4-49

BI005994

1. Bypass any interlocks or use manual overrides on actuation valve.

2.

Check for proper air pressure in air receiver tank.

3.

Check for "all clear" in and around machinery.

4.

Energize actuation valve.

5.

Check for air leaks - correct as required.

6.

De-energize actuation valve.

7.

Repeat steps 4 and 6 several times.

8.

Reset any interlocks which may have been bypassed in step 1.

NOTES:

4-50

BI005994

HOIST MACHINERY is mounted on the rotating frame center section. It includes the hoist

drum and gear, the intermediate gear shaft and pinion, motor extension shaft and pinion and hoist motor with disc brake.

Hoist Gear

Rope Blocks

Intermediate Gear & Shaft

Disc Hoist Brake

HOIST DRUM is a cast drum with integral bearing journal and machined rope grooves. Two double row spherical roller bearings support the drum.

The procedures assume that the hoist machinery will be disassembled and reassembled in sections. If total disassembly is needed, a combination of the procedures will produce the necessary information.

Remove hoist drum by lowering the dipper to the ground and spooling the extra rope from the drum. Remove the hoist ropes from the hoist drum attachments. If the ropes don't have to be replaced, secure the ends of the rope in the machinery house. See "Hoist Rope Reeving" for rope replacement

4-51

BI005994

Hoist Gear

Remove the appropriate roof hatches from above the hoist machinery. Next, remove and plug both ends of all lubrication lines attached to the hoist gear cover. Now, remove the hoist drum gear cover bolts and liftoff the cover.

Remove the rod bolts and bearing caps from both ends of the drum shaft. Attach a choker sling to the drum and lift the drum from the frame and out of the machine.

Support the drum on cribbing and the gear with a suitable hoist. Remove the sixteen bolts and nuts mounting the gear to the hoist drum.

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REMOVE HOIST DRUM BEARINGS by first removing the bearing retainer from the bearing housing. Then remove the housing from the drum shaft.

Remove the retainer from the shaft and the bearing assembly and spacer. Cut or pull the bearing off the shaft; the entire bearing will have to be replaced if it's damaged.

INSPECTION OF DRUM - Check drum carefully for cracks, excessive wear of lagging and damaged rope anchors. If drum is damaged, consult with Marion Power Shovel Division, Dresser Industries, Inc., (Service Department) for corrective action required.

INSTALL HOIST DRUM BEARINGS1.

Prior to installation of bearings, make sure that drum shaft journals and housings are clean.

2.

Install inner spacer and inner retainer on shaft.

3.

Bearing may be heated in oil or by induction heating to ease assembly. To heat bearing in tank of oil, use oil with high flash point. The oil temperature should not be allowed to exceed 250 degrees F. A temperature of 200 degrees F. is usually sufficient. Bearing should be heated at th is temperature, generally for 20 or 30 minutes, until it is expanded sufficiently to slide onto shaft very easily. While bearing is still hot, position it squarely against inner spacer. When cool, pack bearing with multi-purpose grease.

Oil bath is shown in sketch below. Bearing should not be in direct contact with heat source. Usual arrangement is to have screen several inches off bottom of tank. Small support blocks separate bearing from screen. It is important to keep bearing away from any localized heat source that may raise its temperature excessively, resulting in race hardness reduction.

OIL BEARING ~-li:.""'s;:..:: BEARING SUPPORT BLOCK

BEARING HELD FROM BOTTOM

BY SCREEN

~=rr~~~S==~~F:LAME BURNER r

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Flame-type burners are commonly used. An automatic device for temperature control is desirable. If safety regulations prevent use of an open heated oil bath, a mixture of 15% soluble-oil in water may be used. This mixture may be heated to a maximum temperature of 200 degrees F., without being flammable. Bath should be checked from time to time to insure its proper composition as water evaporates. Bath leaves a temporary film of oil on bearing sufficient for temporary rust prevention but normal lubrication should be applied to bearing as soon as possible after installation. Be sure that all soluble oil in water solution has been drained away from bearing.

Induction heating is rapid, and care must be taken to prevent bearing temperature from exceeding 200 degrees F. Trial runs with unit and bearing are usually necessary to obtain proper timing. Thermal crayons which melt at predetermined temperatures can be used to check bearing temperature.

4.

Install retainer on end of shaft journal. Wire lock cap screws.

5.

To facilitate installing bearing in housing and to minimize fretting corrosion during operation, coat housing with light grade machine oil. Make sure bearing outer ring is square with housing bore before inserting bearing. Attach hoist to eyebolt in housing and install housing onto bearing.

6.

Complete bearing installation by installing gasket and outer retainer with eight screws thru outer retainer, bearing housing and inner retainer.

INSTALLATION OF DRUM GEAR AND DRUM - Position the gear against the drum and loosely install bolts and nuts to secure the gear. Tighten nuts finger tight with the bolt heads tight against the flange with the lock washers loose. Attach choker slings to the drum and place it in position on the base frame. Tighten gear bolts in accordance with the following procedure:

BOLTING PROCEDURE FOR HOIST GEAR: Keep drum shaft free to turn with ropes slack and brake released.

Loosen all other bolts, one or two turns.

Tighten all nuts by hand.

NOTE: Torque all nuts to 1950 foot-pounds.

Use air wrench; tighten the two topmost, center bolts ON LY.

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Rotate drum 180 degrees; tighten two topmost, center nuts.

Rotate drum 90 degrees; tighten two topmost, center nuts.

Rotate gear 180 degrees; tighten two topmost, center nuts.

Rotate gear 45 degrees; tighten two topmost, center nuts.

Rotate gear 180 degrees; tighten two topmost, center nuts.

Rotate gear 90 degrees; tighten two topmost, center nuts.

Rotate gear 180 degrees; tighten two topmost nuts.

Tighten ALL remaining nuts.

RETIGHTEN ALL nuts, advancing one nut each time.

Rotate drum so each nut to be tightened is at top of drum in turn.

Operate machine 30 minutes under load and RETIGHTEN. NOTE: Due to dead weight, it is possible that ALL bolts seem tight (nuts do not turn anymore) and still a gap exists at bottom of gear as gear rotates. The changing position under load causes the bolts to loosen with additional bending stress. RETIGHTENING IS IMPORTANT!

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Bearing

' - _ - - Hoist Pinion

Retainer ~o+-+5t--- Bearing N~-~==~

1 1 - - - - Guard

INTERMEDIATE HOIST SHAFT

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INTERMEDIATE HOIST SHAFT is the second main horizontal shaft assembly on the hoist machinery. The assembly consists of a shaft supported by two double row tapered roller bearings, a large herringbone gear and the hoist drum shaft drive pinion.

Remove intermediate hoist shaft, lower the dipper to the ground. Remove the roof hatches from above the hoist machinery and the covers over the gears.

Remove the rod bolts from each end of the shaft. Attach a suitable lifting device to the shaft and lift it from the bearing supports and out thru the roof.

Support the shaft on cribbing and attach a lifting device to the herringbone gear now, remove the bearing retainers, bearing housing, bearing and spacer from the right hand end of the shaft Next, remove the gear from the shaft Remove the guard and retainer from the left end of the shaft Slide the spacer from the splines. Remove the retainer bolts; then, slide the retainer and bearing housing from the shaft Remove the bearings, inside retainer and spacer. Slide pinion from the shaft splines.

Inspect the shaft, gear and pinion for cracks, signs of wear, etc. Replace any components that are questionable.

REASSEMBLE INTERMEDIATE SHAFT - First, lightly lube the shaft and slide the pinion on until it seats on the splines.

Slide the inner bearing retainer onto the shaft against the pinion. Place the other inner bearing retainer over the retainer that is against the pinion. Heat the bearings (see INSTALL HOIST DRUM BEARING) and install on the shaft Install the bearing housing and retainer with the eight bolts.

After the bearing has cooled, install the oil seal in the outer retainer with the lip in the direction of the bearing.

Spray the groove (seal area) of the spacer with Molycote M3402, then slide the spacer onto the splines. Secure the retainer plate with capscrews and wirelock.

Support the intermediate gear and slide it onto the shaft Make sure that the spline relief is toward center of shaft Install the two inside bearing retainers, then heat the bearing and place on the shaft Secure bearing with the retainer plate and capscrew wirelock capscrews in pairs. Install the bearing housing, end retainer and secure with the eight bolts.

Attach a lifting device to the shaft and lift it into the machine, placing it into position on the hoist machinery. Be sure all gears and pinions mesh properly. Replace all covers and lube lines.

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HOIST MOTOR EXTENSION SHAFT contains an integral double helical pinion supported between roller bearings. The bearings allow sufficient end play for the pinion to align with the intermediate shaft This shaft is connected to the hoist motor by a flexible coupling.

Coupling Hoist Motor

Oil Seal

Bearing Housing

Retainer

Oil Seal Lip Out

Bearing

Retainer

REMOVE MOTOR EXTENSION SHAFT by first separating the hoist motor coupling. The coupling is dynamically balanced so all parts, including bolts, should be marked before disassembly so that they can be reassembled the same way.

Block under bottom half coupling, then remove the six bolts holding the halves. Place lifting eyes in holes provided in top half and lift it clear off coupling. Now, The bottom half can be removed.

Use a heavy screwdriver or blunt rod that will fit into the grid member loop. Pry up the grid member using the adjacent tooth as a fulcrum. Start with the end loop and progress around the grid loop from side to side, pry the member only a little each time around.

Unbolt the hoist motor from its base and move it away so the extension shaft can be removed.

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Remove the coupling from the shaft It attaches with a straight keyway. Now, remove the bearing retainers from each side of the shaft Support the shaft and pu II the bearing and bearing housing from both ends of the shaft The shaft pinion can now be disengaged from the intermediate gear and removed from the base. Discard all gaskets and seals.

Once the shaft is out, inspect the shaft and bearings for wear and damage.

INSTALL MOTOR EXTENSION SHAFT in the base and mesh pinion with the gear. Place the spacer on each end of the shaft next to the pinion.

Before assembling seals in bearing housing, coat seal bore with Permatex Aviation Form-AGasket No.3. Install the seal with lip toward center line of pinion.

Place housing in base. Be sure not to damage the seal as they are going around the spacer.

Install the bearing on the shaft and in the housing. Install the right hand bearing retainer.

On the left hand retainer, coat the seal bore Permatex, then install the seal with the lip toward the center line of the pinion.

Return the hoist motor to the base and bolt it down.

Torque bolts after checking coupling alignment Use a piece of one-quarter inch key stock, insert to the same depth at 90 degrees apart as shown in sketch. Measure clearance between key stock and hub with feelers. The difference in minimum and maximum measurements must not exceed .015 inch.

Offset alignment is checked by resting a straight edge on both hubs (as shown in sketch) and also at 90 degree intervals. Check with feelers. The clearance must not exceed .015 inch.

Torque motor hold down bolts to 3440 footpounds; then recheck alignment both ways.

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Fill the space between the hubs with MPG grease.

Avoid any air pockets. Also pack MPG in the grid grooves. Install the grid segments so that all cut ends extend in the same direction. Spread grid slightly to pass over the coupling teeth and seat with a soft mallet.

Pack the space between and around the grid with as much MPG as possible and wipe off excess flush with top of grid. Position seals on hubs to line up with grooves in cover. Move lower half into position and block in place. Position gaskets on flange split and assemble the upper and lower half. Torque fastens to 650 inch-pounds.

HOIST BRAKE, attached to the commutator end of the hoist motor, is not intended to stop or retard hoist motion. It is a holding brake. Motion is slowed to a stop by plugging the motor (see Operation Section). The brake is spring set and air released. See Hoist, Propel, Crowd and Swing Brake for detail information.

AUXILIARY WINCHES, located behind the hoist drum on the deck, is used to reeve the hoist ropes on the hoist drum. The winch is an electrically powered gear motor unit. The drum contains 300 feet of 3/8 inch wire rope.

HOIST ROPES - two required, are 1.88 inches in diameter and 242.31 feet long in matched pairs. They are MPSD WR-37, 6 x 41 I.W. R.C., lang lay, I.P.S. (preformed) with pressed on button on both ends.

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HOIST ROPE REEVING PROCEDURE - these ropes must be reeved properly and securely fastened to the hoist drum. The results of a poor job of reeving can range from a damaged rope to a safety hazard.

Point Sheave

A Over Inside L.H. Sheave B Over Outside L.H. Sheave C Over Outside R.H. Sheave

U

D Over Inside R.H. Sheave

D

C

Equalizer

U

Block

End D

Lower dipper to ground and run ropes off drum. Remove the retainer bolts holding the rope button in the hoist drum block. Next, remove the four (two each side) retainer plates from the equalizer block at dipper.

Attach the front winch line to becket loop B and the rear winch line to becket loop D. Remove front rope from equalizer block and pull away from machine with a truck or dozer.

Remove the other rope using the same procedure.

INSTALL NEW ROPES - Run the front winch line over the inside groove on the left hand point sheave and attach it to a rope end (a). Run the rear winch line over the outside groove of the right hand point sheave and attach it to the other end (C) of the same rope.

Pull rope end A (front winch) to the second from left drum lagging. Wrap hoist rope around drum and insert button in rear block. Install retainer bolt

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Pull rope end C (rear winch) to the first, from right, drum lagging. Wrap rope around drum and insert button on front block. Install bolt in block. Loop hoist rope over rear of equalizer block and reattach the retainer plates on each side.

Now, run the front winch line over the outside groove of the left hand point sheave and attach it to rope end B. Pull rope to the first lagging (left side) of drum. Wrap hoist rope around drum and insert button in the front block. Install bolt in block.

Run the rear winch line over the inside groove of the right hand point sheave; then attach it to rope end D. Pull hoist rope to first lagging (from right) wrap around drum and insert button in front block. Insert bolt Loop hoist rope over front of equalizer block and install retainer plates on each side.

Before operating hoist machinery, check to assure that all retainers, bolts and pins are in place. Clean the ropes with a wire brush or compress air. Lubricate them with a lightweight oil. DO NOT use gear lube.

CROWD MACHINERY is located at approximately the center of the boom. Its function is to mechanically move the dipper during the dig cycle.

Yoke Block

D.C. Motor

Intermediate Gear Shaft & Pinion

4-62

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~

Shims

_/"> ,~

""..,,'"

... ,... \ "",,"-......

Split Collar

VVearPad -

~

~

Retainer

Cover

Air Clutch

0';

,~~

~..,

~'lj

/ ...~ e:,'<:'

/~

.....-!!'

Spur Gear

Retainer

:§4.

'1J~ ..<>

Spacer Bearing

Yoke Block

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Power to drive the crowd machinery is produced from a D.C. motor mounted on the boom.

The motor pinion meshes with the spur gear on the intermediate crowd shaft The spur gear turns freely on the shaft and is engaged (with the shaft) thru an air clutch mounted on the left end of the shaft. (See Crowd Air Clutch for clutch detail.) At the right end of the shaft is the drive pinion that meshes with the shipper shaft spur gear.

The spur gear is splined to the shipper shaft A pinion gear on each end of the shipper shaft meshes with a rack on the underside of the dipper handle members.

As the pinions rotate they cause the dipper handle to crowd out or retract A yoke over each handle member pivots on the shipper shaft and guides the members.

DISASSEMBLY OF CROWD MACHINERY - First remove the dipper and handle from the machine. Crowd out the handle to within two feet of the greenhorns and set the dipper on the ground. Remove the dipper trip rope from the trip mechanism. Block up dipper to keep it from tipping.

Remove Plate

Rack

Attach Equalizer to Handle-_-...,-,

./

--- ..-----

-_._-~

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Remove the equalizer block from the dipper and attach block to the handle, about halfway on handle, with slings or chokers.

Next, block the yoke blocks in place with a chain or choker. Burn off the quarter inch plate from the end of each handle. This will allow access to the greenhorn bolts that will be removed next While supporting the handle with the hoist machinery, propel machine away from the handle. Lower the handle to the ground after it has cleared the yoke blocks.

Next, lower the boom to the ground by attaching a suitable lifting chain to the boom thru the point sheaves. Use a crane to raise boom to provide slack in the boom support ropes.

Detach the support ropes from the point and lower the m to the ground, using the crane whip line or another crane. Never drop the heavy ropes over side of boom. Now lower the boom to cribbing on the ground.

Next, turn off the air supply at the compressor, disconnect the air lines from the crowd clutch and crowd brake. Also, disconnect all lube lines leading the crowd machinery. Plug or cap all air, lube lines, and openings to prevent entry of dirt Have an electrician disconnect the motor and blower leads. Also remove the crowd limit switch from the intermediate shaft

Spur Gear

Limit Switch

Retainer

INTERMEDIATE SHAFT

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REMOVE CROWD MOTOR - First remove the intermediate gear cover, attach a crane with a suitable lifting device to the motor and remove the hardware, including keys and shear bar securing the motor to the boom.

Work the motor from its mounting, being careful not to damage the motor pinion. Lower motor to blocking on the ground.

REMOVE INTERMEDIATE CROWD SHAFT - First, block or suspend the clutch driving ring with a crane; then remove the 12 nuts and bolts securing the ring to the spur gear. Slide the ring off and catch the friction plates, as they will fall free. Next, remove the nut and washer holding the clutch drive member. Support member and slide it off the splined shaft Lay all parts in an area free of dirt, oil or grease.

Support the spur gear and slide it from the shaft. Support the shaft and remove the gear sleeve, bearing retainer and roller bearing from this end. At the other end, remove the capscrews, retainer plate, retainer, roller bearing and pinion spacer. Support the drive pinion; then suspend the spur gear end of the shaft with a crane and slide it from the bearing blocks and drive pinion. Be careful not to damage the splines during the shaft removal.

REMOVE SHIPPER SHAFT - The yoke on each end of the shaft is the first to disassemble.

Remove the lock plates, wear bars (shims if any), from the top inner part of each yoke.

)

,: 0 ·"·.:h '0.. . .., 0 ~~, , .._.-

D:g;;~~ I·~_- Shims

II I

I

) ,,,

.I'I",,-~------

" Sheave Block for Dipper Trip---iJ

Collar

-- --...... ..

..... --...- ....

SHIPPER SHAFT ASSEMBLY

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Next, remove the split collar, shear pins and thrust washers from each end of the shaft. Support the yoke, take out the bolts holding the halves together and remove the outer half of the yoke.

Slide the pinion almost off end of shaft. Check for clarity of punch marks on king tooth of splines and king space of pinion before pulling pinion off shaft. Support the inner half of the yoke and remove it Be careful not to damage the shaft splines.

Support the shipper shaft spur gear and attach a crane line to the left end of the shipper shaft Carefully slide the shipper shaft, (right to left), from the gear and boom flange bushing.

INSPECT ALL PARTS for cracks, unusual wear and damage. Particular attention should be given to bearing gears that support bushing (in boom) thrust washers and the yoke wear bars.

REASSEMBLY OF CROWD MACHINERY is basically reversing the disassembly procedure, if needed, install new shaft bushing in the boom bores and in the yoke bores.

ASSEMBLE SHIPPER SHAFT - Lubricate the shaft and start it into the left side of the boom. The spur gear spline should be toward the right side of the boom.

Assembly identical for both ends of shaft

SHIPPER SHAFT AND PINION ALIGNMENT

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Position the spur gear so that it is in alignment with the splines on the shaft Guide the shaft carefully thru the gear and the bushing on the boom. Now, install the inner half of the yoke and support it. Check to see that the collar is secured to the yoke with the four dowels.

Splines at each end of the shaft have a king tooth identified by three punch marks.

IMPORTANT: When assembling pinions on shaft, align shaft punch marks with the three punch marks in king space (between teeth of pinion).

After the pinions are in place, install the outer half of the yoke with the collar attached.

Bolt the yoke halves together.

See sketch and Section 7 for bolt tightening information. Install the thrust washer, shear pins and split collar on each end of shaft

ASSEMBLE INTERMEDIATE CROWD SHAFT - Lubricate the shaft and start it into the left side of the boom. Support the pinion and carefully slide the shaft thru it until the pinion is seated on the splines. Next, install the pinion spacer on the shaft

Oil Seal

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Now, hand pack the right hand bearing with multi-purpose grease (MPG). Install the bearing, retainer and retainer plate. A threaded rod is one of four fasteners holding the plate to which the limit switch is attached.

Spray coat the seal area of the shaft with Molycote M3402. Install the inside bearing retainer and the oil seal with the lip toward the outside of the boom. Hand pack the bearing with MPG and install on the shaft.

Install the outside bearing retainer WITHOUT the shims. Tighten the retainer until the bearing binds slightly when rotated. Measure the distance between the bearing support and the retainer at three locations, 120 degrees apart. Average the measurements to determine the amount of shims needed behind retainer. Remove retainer, install shims and replace retainer.

Install the bushing on end of shaft; then slide the spur gear onto the shaft until it seats. The centerline of the gear face should be 27-1/4 inches from the centerline of the pinion.

Next, slide the clutch driven member onto the shaft splines. Install and tighten the special nut and washer until it seats against the shoulder of the shaft.

Support the clutch driving ring; then install the firction plates one set at a time. At the same time, slide the driving ring in place over each set of plates until all sets are installed.

Align the driving ring with the spur gear bolt pattern. Install and tighten the 12 bolts holding these members together.

Support crowd motor and work it onto its mounting. Be careful that the motor pinion meshes properly with the spur gear. Shim under motor so that gear and pinion backlash is .008 to .012 across tooth face~ Torque motor hold down bolts to 1960 foot-pounds. If the motor shear bars and keys were removed, replace bars with 1/2 inch fillet and keys on the bars with 1/8 inch fillet. Next, install the cover over the gear and motor pinion.

Reconnect all air and lines. Have an electrician connect all motor and blower leads and the crowd limit switch at right end of the intermediate shaft.

Satisfied yourself that all components, Iines and wires are secured.

Attach a crane line to the boom point and lift into position for attaching the boom support ropes. After ropes are secured,lower the boom to the working position.

Position the yoke blocks at an angle so that the dipper handle can be installed. Pick up rear of handle with hoist machinery and align with the yokes; then propel machine forward until handle is about two feet past yokes. Bolt the greenhorns to the handle and torque bolts to 2285 foot-pounds. Weld the 1/4 inch plate at each handle.

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Remove the sling or choker from the handle and attach the equalizer block to the dipper.

Reconnect the dipper trip rope.

HANDLE ADJUSTMENTS - Install the wear bars in top of each yoke and check the clearance. The dipper must travel thru the yoke the entire handle length without binding with minimum clearance.

To measure clearance, the handle should be in the horizontal position with dipper slightly extended. Also, the weight of the handle must be resting squarely on the shipper shaft pinion.

Pry up the ends of the wear bars until they stop moving. Measure the gap between the bar and the handle. If the gap is greater than 1/8 inch, add shims above bar to obtain 1/8 clearance. Always add the same number of shims at each end of the yoke block. If more than 1/4 inch of shims are required, replace the wear bars. Torque wear bar retainer bolts to 265 foot-pounds.

Before putting machine back into operation, check to see that all bolts, hardware, retainers, etc., are properly fastened and all lube points have been covered.

CROWD AIR CLUTCH - Is a friction drive designed to protect crowd machinery, dipper and dipper handle. When properly adjusted, clutch will transmit full stall torque but will slip when shock or overload is imposed.

Air Tube Holding Plate

Clutch requires no adjustment to compensate for wear. Air pressure, which determines slip point, can be adjusted by operator to suit digging conditions.

Pressu re is controlled by a regu lator valve at operator's station. Use approximately 45 psi as an initial setting.

AIR TUBE REPLACEMENT - Release air pressure, then disconnect air hose from roto seal and air tube. Remove six socket head screws and air tube holding plate. Remove air tube.

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FRICTION DISC REPLACEMENT - Remove air tube as described on preceding page, then remove clutch hub shims. Slide pressure plates from clutch hub.

A

CAUTION: Use care to avoid loss of springs when removing pressure plates, center plates and discs.

Use a wire with a hook to carefully work discs and center plates from clutch hub.

BOOM SUPPORT ROPES are of bridge strand construction with open end sockets at each end. Four ropes are required; each 2·1/8 in diameter and 41 feet long. One end of the rope is pinned to the boom point and the other end to a equalizer on the gantry. The ropes support the weight of the front end components.

REPLACE SUPPORT ROPES by first, running a cable or sling thru the boom point sheaves and lift the boom with a crane until there is plenty of slack in the support ropes.

Attach a crane line to one end of a support rope. Remove the hardware and pin holding the rope. Lower that end to the ground. Repeat this process with the other end of the same rope.

Lift up one end of the new rope and pin in place. Check painted stripe to assure rope is not twisted. Repeat procedure for other ropes.

When the ropes have been replaced, carefully lower the boom until the boom weight is supported by the ropes.

BOOM POINT SHEAVES - Are two identical sheaves, each turns independently on two tapered roller anti·friction bearings fitted on a machined sleeve. This sheave is supported between the boom side member by a shaft. The sleeve is threaded (each end) and a collar nut secures the sheaves and bearing assembly.

REMOVE POINT SHEAVES - Lower the dipper to the ground and overrun the hoist drum so the hoist ropes are slack enough to allow lifting them from the sheave groove. Remove and plug all lube lines to sheave assembly.

Attach a sling to each hoist rope and use a crane to rest the ropes on the boom point between the sheaves.

Next, run wire ropes or sling thru the sheaves and support the sheaves with the crane.

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~+---+-

-1 --I~-­ I

--------

------------

Split Nut -----::t!~-...,...___i~~-----

------------------BOOM POINT SHEAVES Remove the T-head pin from each end of the point shaft. Next, remove the point shaft.

Lift sheaves out of boom at right angle to centerline of boom. Lower sheaves, following hoist ropes, until sheaves are almost to the handle.

Remove the pin holding the equalizer block to the dipper; lift ropes and block over sleeve.

The sheaves can now clear handle and be lowered to the ground.

DISASSEMBLY OF SHEAVE ASSEMBLY - Remove the split nut from end of shaft. Remove the spacer, oil seal, bearings and middle spacer from the sheave.

Check the bearing cones and cups for pitting, scoring and wear. Damaged bearing should always be replaced, also the spacer between the bearings.

ASSEMBLY OF SHEAVE - Thoroughly clean the sheave hub bore. Press the cups in each side of the sheave. Make sure they seat properly against the shoulder in the bore.

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Position sheave in a vertical position and resting on cribbing. Pack the rollers and cones with MPG. Place cones in cup; then apply a 150 pound load to the cone. Rotate cone to seat rollers. Turn sheave over and assemble the other cone likewise.

150 lb. Weight

Measure the gap between the cone faces at three points, 120 degrees apart with an inside micrometer. Average these measurements.

Now, measure the bearing spacer thickness with a micrometer. The spacer should be .006 to .010 thicker than the gap average measurement. Grind the spacer if necessary.

Remove a bearing cone from the sheave. grease retainer on outside of each bearing.

Install the spacer and replace cone. Place the

Insert the sheave bore on the sleeve. Be careful not to damage the bearings. Slide the sheave onto the sleeve until it will not advance any further.

Place the split nut on the sleeve, with the pinch bolts loose. Tighten the nut with a spanner wrench until the bearings are firmly seated. Tighten the pinch bolts.

REPLACE SHEAVE ASSEMBLY IN BOOM POINT sheaves and lift them above handle, under boom point.

Run a wire rope or sling thru the

NOTE: The ribs on end of sleeve must be toward the left side of the boom.

Lift the equalizer block over sleeve between the sheaves. Reconnect the block to the handle with the sheave stop toward rear of machine.

Raise assembly to the boom point. Position the ribs on the sleeve in the slot on the left side of boom. Insert the boom point shaft and the T-head pin at each end of shaft.

Use the crane to lift each hoist rope into position on the sheaves. See Hoist Rope Reeving for correct rope position.

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DIPPER DOOR LATCH BAR - The latch bar should engage the latch plate (on dipper) by 1 to 1-1/2 inches. More engagement than this will delay opening.

Retaining Bar

Trip Lever _ - - ; - Bumper Block Retaining Bolt

ADJUST ENGAGEMENT - Raise right end of trip lever off the bumper block.

Remove the retaining bolt and the bumper block. Remove or insert shims under the bumper block.

Replace the bumper block and retaining bolt. Lower trip lever and check engagement.

Shims Latch Bar

INSERT REPLACEMENT - Position the dipper in such a way that the door hangs free and high enough off the ground to allow the latch bar to be removed from bottom of door.

Dipper Door

Bar----..lu

U-~:t1",

Jack up the latch enough to take its weight off the trip lever. Remove the retainer bar covering the trip lever pin.

See sketch above.

Latch Bar

Remove the trip lever pin and the trip lever. Lower latch bar from bottom of door. The latch bar weight is 422 pounds.

Remove the bars in front of the insert keeper bars. Jack and block under insert. The insert weight is 105 pounds. Remove the keeper plates, then lower the insert from bottom of door.

Reassembly in reverse order. door.

Make sure the bevel on the latch bar is towards the dipper

DIPPER DOOR SNUBBER is a brake housing mounted on each dipper door pin attaching the door to the dipper. The snubbers slow the speed of the door when opened. The snubber also eliminates bounce and slamming of the door when closing which might prevent latch bar from engaging.

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ADJUST SNUBBER by tightening the adjusting nut on each snubber until the door does not close. Back off each nut 1/4 turn at a time until the door will close and latch consistently when the dipper is lowered into the digging position. Tighten jam nut.

Both snubbers must be adjusted the same. after prolonged operation, adjust them.

If one band becomes warmer than the other

L L - . L t - - - - - Adjusting Nuts

Snubber Band

Dipper Handle

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DIPPER TRIP MECHANISM consists of the door latch, dipper trip motor and trip rope and chain.

The chain is attached to the latch bar lever at one end and to the short arm on the lever assembly on the handle.

The trip rope is secured to a link on the long arm of the handle lever assembly, from the arm the rope is reeved thru a sheave block mounted on the bottom of the left hand yoke block and then to the reel on the trip motor.

DIPPER TRIP MOTOR is mounted on the gantry and is constantly energized by a low voltage current. This current is just strong enough to apply slight torque to the reel and not strong enough to trip the latch. The rope unreels when the dipper crowds out and the motor torque rewinds the rope as the dipper retracts.

When the operator activates the dipper trip (thumb latch on crowd lever in the cab) additional voltage is supplied to pull the latch bar from the latch plate allowing the dipper to dump.

No mechanical adjustments are required. The only electrical adjustment, if control circuit components are replaced, is the controlled low voltage applied to the trip motor, that adjustment should be made by an electrician.

4-76

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DIPPER TRIP MECHANISM consists of the door latch, dipper trip motor and trip rope and chain.

The chain is attached to the latch bar lever at one end and to the short arm on the lever assembly on the handle.

The trip rope is secured to a link on the long arm of the handle lever assembly, from the arm the rope is reeved thru a sheave block mounted on the bottom of the left hand yoke block and then to the reel on the trip motor.

DIPPER TRIP MOTOR is mounted on the gantry and is constantly energized by a low voltage current. This current is just strong enough to apply slight torque to the reel and not strong enough to trip the latch. The rope unreels when the dipper crowds out and the motor torque rewinds the rope as the dipper retracts.

When the operator activates the dipper trip (thumb latch on crowd lever in the cab) additional voltage is supplied to pull the latch bar from the latch plate allowing the dipper to dump.

No mechanical adjustments are required. The only electrical adjustment, if control circuit components are replaced, is the controlled low voltage applied to the trip motor, that adjustment should be made by an electrician.

4-77

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Refer to GENERAL ELECTRIC Instruction Manual for Detailed Electrical Information

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SECTION 6 COMPRESSED AIR SYSTEM AND COMPONENTS INDEX Page

6-1

Air Compressor

Inspect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 Air Compressor Periodic Maintenance: Daily Weekly Each 30 Days Every 1000 Hours or Twice Yearly Cleaning Air Filter Element Replacing Oil-Air Separator Element ., Replacing Oil Filter Element Installing Oil Seal Testing High Air Temperature Switch Restart the Compressor

~

6-1 6-2 6-2 6-2 6-2 6-2 6-2 6-3 6-3 6-3

Air Filters

6-3

Lubricators

6-3

Pressure Regulators

6-4

Roto Seal

6-4

Air Valves

6-4

Regulator Valves

6-4

Air Filtration System

6-5

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10

8 R.H. Steering Cylinder Crowd Brake

/ 3

1 2 3 4 5 6 7 8 9

Compressor/Tank Pressure Switch Globe Valve Filter Auto - Drain Valve Dryer Filter Tank Lubricator

L.H. Swing Brake

10 11 12 13 14 15 16 17

Pressure Gauge Pressure Regulator Wiper Switch Wiper Solenoid Valve Solenoid Valve Horn Regulator Valve

Propel Brake

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SECTION 6 COMPRESSED AIR SYSTEM AND COMPONENTS

The Marion air control is quite simple in operation. Reasonable care and maintenance ensures a long and trouble free life. Compressed air is used to operate the propel, swing, crowd and hoist brakes, steering clutches, crowd clutch and the auto lube system.

Air pressure provides a vital link in the safe operation of this machine. The operator MUST CONSTANTLY check the pressure gauge reading. If at any time this pressure drops below 90 psi, SHUT DOWN and investigate the cause.

NEVER OPERATE THIS MACHINE WITHOUT FULL TANK PRESSURE.

AIR COMPRESSOR is located on the right front corner of the deck. The compressor mounts on an 80 gallon horizontal tank with a 10 hp, 3 phase electric motor. Pressure gauge, pressure switch adjusted to 100-125 psi and a manual are supplied. We suggest reading the manual and keeping as handy reference.

INSPECT the belt drive often and always maintain proper belt tension. Proper tension is when 3 to 4-1/4 pounds of force, applied at mid-point on the span, can deflect the belts 13/64 of an inch. Adjust by loosening the motor hold down bolts and the locknut on the adjusting screws. Tension belts by using the adjusting screws.

A

CAUTION: Before attempting any of the following, put the selector switch on the control panel in the "OFF" position. Sump pressure is automatically relieved when compressor is stopped. Allow 5 minutes for complete depressurization.

AIR COMPRESSOR PERIODIC MAINTENANCE DAILY:

1. Drain condensation from each receiver.

2.

Read the separator differential indicator. When indicator shows all red, the separator element should be changed.

3. Observe the oil return line sight glass to determine if oil is flowing. A light air-oil is normal.

6-1

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WEEKLY: 1. Thru the bull's-eye sight glass in oil fill elbow check sump oil level, add oil as required. Check only when unit is warm - DO NOT mix different types and brands of oil.

2. Test air temperature switch. Should shut down unit at discharge air temperature of 200 degrees F. 3. Check pressure switch adjustment by observing receiver pressure gauge. Adjust if necessary.

EACH 30 DAYS: 1. Clean accumulated dust from oil cooler fins.

2. Clean and service air cleaner. If element is damaged, replace.

EVERY 1000 HOURS OR TWICE YEARLY: 1. Change oil in sump.

2. Change oil filter element.

3. Check oil-air separator element and change if damaged or extremely dirty.

4. Remove and inspect drive bearing lube line strainer element. Clean by blowing out with a reverse flow of air. If damaged or badly contaminated, replace with newelement.

5. Remove and inspect oil return Iine strainer element. Clean by blowing out with a reverse flow of air. If damaged or badly contaminated, replace with new element.

CLEANING AIR FILTER ELEMENT: Wash filter element in warm water solution of household detergent. DO NOT oil or clean with gasoline, kerosene or any other volatile liquid.

REPLACING OIL~AIR SEPARATOR ELEMENT: 1. Disconnect vent line, oil return line and discharge line from sump.

2. Remove head from sump.

3. Lift off gaskets and lift out oil-air separator element.

4. Install new oil-air separator element and new gaskets.

5. Replace sump head and tighten.

6. Reconnect vent line, oil line and discharge line.

REPLACING OIL FILTER ELEMENT: 1. Drain oil from sump at liT" fitting below oil filter.

2. Remove filter base.

3. Replace filter element with gasket end up.

4. Replace filter base.

5. Refill oil sump.

6-2

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INSTALLING 01 L SEAL: When installing new oil seal on rotor shaft, make sure garter spring is toward the compressor. To protect oil seal, oil shaft and place a piece of shim stock or similar material over the keyway when sliding seal onto shaft.

TESTING HIGH AIR TEMPERATURE SWITCH: Loosen locknut under adjusting knob (turn counterclockwise) and set to a temperature of approximately 125 degrees F., start compressor and see if it shuts the machine down.

After shutdown by the switch, reset manually to proper 200 degrees F. setting and tighten locknut under adjusting knob.

RESTART THE COMPRESSOR BY: 1. Move selector switch to "OFF".

2. Push reset button on top of temperature switch.

3. Move selector switch to constant speed position.

AIR FILTERS placed in line so flow direction matches the arrow on body. They hang so moisture drains down into bowl. Solids and liquids are trapped here. Element removal is easy, when needed for cleaning in mild soap and water. Unscrew threaded bowl and element cartridge. Take apart cartridge by unscrewing lower baffle. Remove element to service. Put back together and replace. Make certain ALL gaskets are properly placed. Compressed air drys element quickly, if blown on inside. DO NOT use acetone, benzene, carbon tetrachloride, ethylene dichloride, gasoline, toulene or the like. They damage plastic bowls AND storing them is not safe.

LUBRICATORS, placed in line so flow matches arrow on body, deliver lube proportionate to air supply. Removing fill plug vents bowl pressure allowing a refill without air supply shutdown. Fill to visible bowl rim. Replace plug, seat firmly. This opens pressurizing valve. Extra torque is unneeded. An adjusting screw on top alters the flow; clockwise leans and counter-clockwise richens. Counting drops per minute in site dome helps adjust. (25 drops per minute equals 1 ounce per hour). Clean bowl in mild soap and water. DO NOT use any of the solvents mentioned in Air Filter above.

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PRESSURE REGULATORS consist of a spring loaded diaphragm that moves a cone shaped seat which opens and closes, allowing air to pass thru the valve. A spring under this seat keeps it against the diaphragm. A T-handle on top screws in and out to adjust diaphragm spring tension. Right (clockwise) increases and left (counter-clockwise) decreases the tension; and the air pressure. When used in connection with clutches, the setting is at tank pressure low end to soften action and protect the clutch or parts. NEVER USE MORE pressure than needed to handle a fully loaded bucket. When used elsewhere, a pressure gauge reading shows needed operating setting.

ROTO SEAL carries air pressure from the line to rotating shafts in clutch operations.

Lubed at the factory, it needs little or no maintenance. If this unit leaks or fails; replace it. Always use a short piece of flex hose when installing this seal to prevent binding.

Air In

Air

Out

AI R VALVES are electrically controlled, pilot operated, non-compensating and normally closed. When valve fails to shut off or admit proper air volume, dismantle, clean out dirt and scale that caused it to leak. Replace worn or damaged parts. All parts for normal maintenance and repairs are available in a repair kit (see Parts Book).

Adjustment

REGULATOR VALVES are mounted downstream from the air valves with free flow to brake(s). Turn adjusting screw counterclockwise (left) to restrict air flow.

Air

Out

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AIR FILTRATION SYSTEM mounted on the machinery house roof introduces clean air into the house. The volume of air is greater than the capacity of the house, thus creating a positive pressure condition in the house.

This slight pressurizing reverses any possibility in flow thru rope openings and doors on the house.

All air drawn into the house is filtered, thus protecting and cooling the electrical equipment. Dirty air passes into the wide end of wedge shaped cells. About 90% of the air changes direction quickly and passes thru the narrow side passages. The dirt particles due to their greater mass, tend to continue straight into the bleed air duct where the air stream ejects it from the machine.

The filter system is essentially self-cleaning and requires only a periodic check. The inlet screens should be checked frequently and debris removed. Visually check the cell blades for dirt deposits. A light coat of dust is normal. Thick accumulations of dirt due to environmental conditions must be removed. Remove the cells and scrub in soapy water.

NOTES:

6-5

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SECTION 7 ENGINEERING DATA INDEX

Page Straight Bronze Sleeve Bushings

~

7-1

Flange Bushing .•...•........•.......... ~ .•...•............ 7-1 Bushing Life ..•.•......................................... 7-1 Bushing Replacement .........•........•........•.••........ 7-1 Running Clearance for Bronze Bushings

7-2

Installation of Oil and Grease Seals ..........................•. 7-4 Split Seals ..........................•..................... 7-4 Two Seals Installed ....................•.................... 7-5 Gear Case Seal

7-5

Installation of Vee Type Grease Seals

7-6

Surface Preparation ..............•..••...............•..... 7-6 Adhesive Application ......................•................ 7-7 Cured Splines Disassembled ....................•............. 7-1 Involute Spline Assemblies Permanent Fit with Adhesive

7-7

Installing Anti-Friction Bearings on Shaft

7-7

Instructions for Installation and Removal of Shrink Fit Components: Installation .•........................•....•...•.••.. 7-8 Removal , 7-10 Cap Screw (Bolt) Grade

7-11

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Section 7 - Engineering Data (cont.)

Page

Tightening Method: Turn-of"Nut Method ....•.•.•...••.......••.•.•...... 7-11 Torque Method ........••.••..•..........•....•..•. 7-11 Turn·of·Nut Method .••.•••..••••••..•........••.•......•.• 7-11 Torque Method •...•.......•...••.......•.••...••......•. 7-12 Recommended Wiring Method •......••.••.......•........... 7-13 Gear Inspection Procedures: Method of Checking Rim Face Runout of Gear ••••......•• 7-15 Checking Radial Runout of Gear •..•••.......•••....... 7-15 Allowable Radial Runout ........•.••••.••.••......•.• 7-15 Required Backlash ••.....•.•...••..••.••.....•...... 7-16 Setting of Pinion for Backlash and Tooth Contact •......... 7-16 Place Pinion Assembly in Position .......•.....•....•••• 7-17 Checking Tooth Contact and Backlash .••........•..•.••. 7-17 Alternate Method of Checking Tooth Contact and Backlash .. 7-18 Final Check for Uniform Contact Pattern .........•••.... 7-18 Typical Contact Patterns ••...•..•.........•..• : .....• 7-19 Inspection ...•......••.......•••...•....•........•• 7-19 Gear Maintenance Procedures: Operation of Gears ....••...•.•....••......•.•..•••.. 7-20 Inspection of Gear Splits ..•.•..............•......... 7-20 Handling ..•.................•..............•.•.... 7-20 Pinion Replacement ....•...•........•.........•..... 7-20 Care of Wire Rope: Guide to Long Life Thru Proper Handling and Care .......•. 7-21 Selection of Rope ........••.••.•..•....•..........•. 7-21 Properly Seizing ...••.............•....•............ 7-25 Handling and Installation of Strand Boom Pendants ......•. 7-27 Common Precautions •.•.•••.........••.....•.•..•..• 7-27 Coils .........•..••..................••....•..•"••• 7-28 Reel ..•••••••.••..........••••.•....•.•..••....•. 7-28 Right Way to Recoil .•..........•.•...••••..•••.••..• 7-30 Wrong Way to Uncoil Wire Rope .•...•••...•..........• 7-30 Kinks ...•.••..•..•.....•...•••.......•.•.....•..• 7-30

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Section 7 - Engineering Data (cont)

Page

Welding Information: Recommendations for Casting Repairs 7-31 Proper Preparation for Welding 7-32 Preheat 7-33 Increasing Preheat 7-33 Maintaining Preheat 7-33 Postheat 7-33 Order of Welding ..••............................... 7-33 Peening 7-33 Reinforcing Requires Extreme Caution 7-34 Postheat Treatment 7-34 Additional Information 7-34 Material Information: Rail Steel Austenitic Manganese Steel Cast Iron

7-34 7-35 7-35

Friction Housings

7-35

Welding Instructions

7-35

Electrodes

7-36

Preheats and Postheats

7-36

Welding Specifications

7-37

Welding Repair of Handle Racking

7-38

O·Ring Guide: Squeeze Recovery Metal to Metal O·Ring Problems Poor Installation Preparation Installation Backup Rings Basic Things to Remember Modes of Failure and Decimal Equivalents

7-39 7-39 7-39 7-40 7-40 7-43 7-'44 7-44 7-46 7-47

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Section 7 - Engineering Data (cont)

Page

Falk Couplings (Type F) .•.•.........•....••.•....••..••... 7-48 Lubrication of Coupling During Assembly: Properly Filled .••........................••.•...... 7-51 Improperly Filled ...••••..•.......•.•.•...•.......•. 7-51 Falk Coupling: G Type Installation .•......•.......•.••......•.....• 7-52 GV Type Coupling Installation .•............•.•.......• 7-54 Keyless Couplings: Assembly of Keyless Couplings ........••••••.......•.• 7-55 Removal of Keyless Couplings ...•....•............•..• 7-55 Pressure Equipment 7-56 Finishing and Recommended Fits ....•....•............ 7-57 Checking Coupling Alignment ........•...............• 7-57 Solidly Coupled Sets Procedure ......•.......•..•••.... 7-57 Recommended Torque Values ...•........•........•... 7-58 Coupling Alignment (Representative Readings) 7-59

REMEMBER

PAYS

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SECTION 7 ENGINEERING DATA

The Marion machine design and construction follows rigid specifications in accordance to acceptable industry standards. This section provides information for proper machine maintenance. NOTE: Consider the information in this section general in nature. It includes established procedures recommended by Marion Engineers which mayor may not wholly apply to your machine, but remains applicable by reference.

STRAIGHT BRONZE SLEEVE BUSHINGS assemble in bearing boss with a light press fit;

Each FLANGE BUSHING secures thru flange with a minimum of four dowels to restrict bushing rotation. Dowel material is softer than bushing.

BUSHING LI FE is figured on the table so that when running clearance exceeds three times the figures shown, REPLACE the bushing.

BUSHING REPLACEMENT first requires dismantling machinery and shaft assemblies. An air chisel, cautiously used, slits bushing for easy removal. Be careful not to CUT or SCORE the bearing boss. CLEAN the boss completely.

1 0 - - - - Threaded Bolt Remove ALL burrs. Check that outer leading edge of bushing for insertion is de-burred and a chamfer exists. This is important.

Steel Plate

The de-burred clean bushing installs easily in a clean bore if bushing is cooled (using dry ice and alcohol) to point where it drops freely Into place.

An alternate method installs the bushing using a long threaded rod, steel plates and a hollow center jack. Assemble items as shown in sketch.

Lightly coat bushing 0.0. and boss 1.0. with high quality anti-scoring, extreme pressure, pressing oil. Then PULL the bushing in place.

7-1

I.:t---

Bushing

lU::.o"'-- Pressing Oil '//r""-

Boss

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RUNNING CLEARANCE FOR BRONZE BUSHINGS All Dimensions in Inches

0.0.

Running Clearance

5

5.000 4.998

.011 .020

.005 .010

5·1/4

5.250 5.248

.011 .020

1.500 1.499

.008 .013

5-1/2

5.500 5.498

.012 .020

1·314

1.750 1.749

.008 .013

5-3/4

5.750 5.748

.012 .021

2

2.000 1.999

.007 .012

6

6.000 5.998

.012 .021

2-1/4

2.250 2.248

.006 .013

6-1/4

6.250 6.248

.012 .021

2-112

2.500 2.498

.006 .013

6·1/2

6.500 6.498

.012 .021

2-3/4

2.750 2.748

.008 .015

6-3/4

6.750 6.748

.013 .022

3

3.000 2.998

.008 .015

7

7.000 6.998

.013 .022

3·1/4

3.250 3.248

.008 .015

7-1/4

7.250 7.248

.013 .022

3·1/2

3.500 3.498

.008 .015

7·1/2

7.500 7.498

.014 .022

3-3/4

3.750 3.748

.011 .019

7·3/4

7.750 7.748

.016 .024

4

4.000 3.998

.011 .019

8

8.000 7.998

.015 .024

4·1/4

4.250 4.248

.010 .019

8·1/4

8.250 8.248

.015 .024

4-1/2

4.500 4.498

.010 .019

8-1/2

8.500 8.498

.016 .025

4·3/4

4.750 4.748

.014 .022

8-3/4

8.750 8.748

.016 .025

Shaft

0.0.

Running Clearance

1

1.000 .999

.006 .010

1·1/4

1.250 1.249

1·1/2

Nom. Oiam.

Shaft Nom. Oiam.

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All Dimensions in Inches

0.0.

Running Clear· ance

Nom. Oiam.

0.0.

Running Clear· ance

9

9.000 8.997

.016 .026

13

13.000 12.997

.020 .033

9·1/4

9.250 9.247

.016 .026

13·1/4

13.250 13.247

.020 .033

9·1/2

9.500 9.497

.016 .027

13·1/2

13.500 13.497

.020 .033

9·3/4

9.750 9.747

.016 .027

13·3/4

13.750 13.747

.021 .034

10

10.000 9.997

.016 .027

14

14.000 13.997

.022 .035

10-1/4

10.250 10.247

.016 .027

14·1/4

14.250 14.247

.022 .035

10·1/2

10.500 10.497

.016 .027

14·1/2

14.500 14.497

.022 .035

10·3/4

10.750 10.747

.016 .027

14·3/4

14.750 14.747

.023 .036

11

11.000 10.997

.017 .028

15

15.000 14.997

.024 .036

11-1/4

11.250 11.247

.017 .028

15-1/4

15.250 15.247

.024 .036

11-1/2

11.500 11.497

.017 .028

15·1/2

15.500 15.497

.024 .036

11-3/4

11.750 11.747

.017 .028

15·3/4

15.750 15.747

.024 .036

12

12.000 11.997

.017 .028

16

16.000 15.997

.026 .039

12·1/4

12.250 12.247

.017 .028

16·1/4

16.250 16.246

.026 .040

12·1/2

12.500 12.497

.017 .028

16·1/2

16.500 16.496

.026 .040

12-3/4

12.750 12.747

.019 .030

16·3/4

. 16.750 16.746

.026 .040

Shaft Nom. Oiam.

Shaft

7-3

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The proper INSTALLATION OF OIL AND GREASE SEALS insures the continued operation of this machine.

Wherever assembly design permits; solid molded, soft type seals are used. Each molded seal fits with a slight interference on the outside diameter creating an oil tight fit between seal and bore. This fit holds the seal and prevents it from turning in the bore. The split seals supplied for replacement avoid the major machine disassembly required to install solid seals.

WARNING: DO NOT CUT A SOLID SEAL TO MAKE A SPLIT SEAL. Split seals, especially made with interference fit at butt, install with compression at the joint.

Consider split seals as temporary, until replaced with a solid seal at next major overhaul.

Store seals in a dark, cool, dry area. DO NOT OPEN shipping container before use. KEEP seal as clean as possible.

SPLIT SEALS install in a similar mariner to solid seals.

1. Remove the garter spring and separate at the hook and eye.

2. Open the seal for shaft installation as shown in sketch.

Right Way

Wrong Way

3. Move 'the butt ends along the axis of the seal. .

DO NOT P(JLL ENDS APART. THIS BENDS OR BREAKS THE BACK OF THE SEAL. WARNING: AT FIRST A SPLIT SEAL MAY APPEAR TOO LONG. DO NOT TRIM OR CUT THE ENDS OF THE SEAL.

4. Lube ALL seal surfaces, particularly the 0.0. and the lip. Apply lube to shaft and bore also. .j

7-4

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~

-- --

- -

------- - ------

_. - - - -

~-------

~-

------ -. __.__._.-_ ..... _ ..• __ ._.- -

-----~--~-------

5. Place seal on the shaft with lip turned toward the pressure and install garter spring in the slot with the hook and eye, 90 degrees from split. Butt seal ends together. If desired, apply to the split a small amount of Loctite #404 or Eastman #91 o adhesive; but be very careful to keep adhesive AWAY from shaft, bore and seal edge. START seal into bore with the split at top of shaft. Tap seal into bore with hammer and wood block.

Alternate from side to side until seal firmly seats in the bore. (Might be an idea to read the solid seal installation).

INSTALL OIL AND GREASE SEALS with the following procedure: 1. Carefully inspect seal for cuts, nicks or breaks. Rub a finger over lip and edges to feel roughness or pits that might cause a leak. A damaged seal is not worth installing. A properly sized seal is.

2. Check shaft for scratches, burrs or roughness that may cut or score the lip of seal. Look closely at area over which seal installs. Keyway and splines need a thimble or protective tape to safeguard seal.

3. Inspect bore for roughness or burrs that might cut or scrape seal when pressed into place.

The bore and shaft need 1/16" chamfer. If not, carefully break the corner of seal.

4. Determine proper position of lip. (Ask the question: Is seal used to retain fluid or grease IN or rather to keep other material OUT). Position seal with lip turned to INSI DE when retaining oil or grease. Place seal with lip to OUTSI DE when other material OUT of bearing or case.

5.

Lube the seal with light coat of oil or grease on ALL surfaces, particularly the lip and 0.0. Lube shaft and bore also.

6. CAUTIOUSLY install seal on shaft. Be sure garter spring is IN SLOT and lip is TURN· ED correctly. Move seal from the shaft end to bore with a spiral motion.

7. Align seal in bore and tap LIGHTLY with hammer on wood block. Change from side to side around the seal until firmly seated in bore. No retainer plate is needed.

TWO SEALS INSTALLED back to back retain grease or oil and keep out other material at the same time. Where this practice exists, fill the space between the two with MPG. GEAR CASE SEAL used for ALL oil tight gear cases requires a coat on one surface of the (lear case cover with aviation Form-a-Gasket #3 (Permatex Co.). Apply 1/100" thick. If using a paper gasket at cover, ALWAYS replace with a NEW manila paper gasket .010" thick.

Apply aviation Form-a-Gasket #3 to BOTH sides of the gasket. Tighten the gear case cover bolts until the seal material extrudes from the joint.

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Before INSTALLATION OF VEE TYPE GREASE SEALS, measure bore depth with micrometer. Measure stacked height of packing. This indicates the rings and filler firmly bottomed in bore.

1. Remove ALL roughness and burrs. Clean shaft and bore. Lightly coat shaft and bore with oil.

2.

Insert filler into bore.

3.

Insert BOTTOM adaptor ring, CONVEX FI RST. Place split a quarter turn (90 degrees) from filler ring joint. NOTE: If split flex rings appear too long, DO NOT CUT or TRIM ends. COMPR ESS ring against itself to insert into bore.

4.

Insert Vee ring with OPEN side toward the oil, one at a time, with split a quarter turn (90 degrees) from the insert before it. Bottom each ring with mallet and wood block shaped to fit the contour of ring.

5. Insert TOP adaptor ring LAST. 6.

Assemble split retainer ring and cap screws. Draw up just enough to maintain slight pressure on seal. Too much pressure causes rings to burn. Too little pressure allows oil to leak past the seal.

7.

Determine the number of shims needed and insert under retainer ring. If oil seeps past seal, remove ONLY enough shims to stop the leak.

SURFACE PREPARATION requires removing ALL foreign matter, grease, oil and dirt, from the mating parts. A wiping cloth soaked with chlorinated solvent or vaporphase degreaser will do the trick.

Acceptable solvents are: MPS Standard Solvent

Chlorothene

Loctite Safety Solvent

Trichlorothene

Loctite Primer Grade T #47

Perchlorothene

ADHESIVE REMOVAL, when uncured, thru use of solvent soaked wiping cloth. If cured, this resin strips off with Oakite #156 solution or abrasive removal.

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ADHESIVE APPLICATION means a thin coating of resin to ALL surfaces of BOTH mating parts. A paint brush here helps give an even coat. You may increase the cure speed by using liquid Loctite Primer Grade T. Spray this on the surface AFTER cleaning and BEFO~E applying resin. Increasing the temperature of the part (NOT over 250 degrees F. or 121 degrees C.) reduces the curing time also.

CURED SPLINES DISASSEMBLE by breaking the bond with puller, press or hydraulic jack and then removing. Temperatures at least 400 degrees F. (204 degrees C.) (NOT over 650 degrees F. or 343 degrees C.) weaken the bond also. Apply pressure and remove while hot.

INVOLUTE SPLINE ASSEMBLIES PERMANENT FIT WITH ADHESIVE as indicated by Class #2 design. The approved adhesive is Loctite CVV 82 (key fit). Standard parts joined with involute splines assemble with a liquid adhesive that hardens when confined in the absence of air.

INSTALLING ANTI·FRICTION BEARINGS ON SHAFT requiring an interference fit, as· semble BEST by shrinking the inner race onto the shaft. This means creating a difference in temperature between shaft and the inner race. Heating the bearing is easier than cooling the shaft. Heat the COMPLETE bearing assembly; inner race (cone), roller cage, and outer race (cup) in an oil bath.

DO NOT APPLY HEAT 01 RECTLY TO THE BEARING. Use any clean, light oil with a flash point above 300 degrees F. (149 degrees C.). Trans· former or quench oil works well. Use clean container and PLENTY of clean oil. Filter any reused oil. Select a container twice the size of the bearing diameter and width. Place a nonmetal block or rack in the container to support the bearing up and away from the container bottom.

DO NOT ALLOW METAL TO METAL CONTACT WITH HEAT SURFACE. Place bearing in the oil at the same time you apply the heat to oil. STI R. STI R. Heat the oil to 200 degrees F. (93 degrees C.). Check temperature with bulb thermometer. Leave bearing in oil at this temperature for at least 15 minutes. More time is required for larger bearings. Heat the entire bearing thru, but DO NOT HEAT ABOVE 250 degrees F. (121 degrees C.). Install bearing on de-burred, clean shaft. DO NOT DRIVE. Use a single thrust, if at all possible.

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Instructions for installation and removal of shrink fit components with tapered bores: INSTALLATION

1. Thoroughly clean the seating surface on the shaft and the tapered bore of the component using a recommended standard safety solvent such as the "Stoddard" type solvents, and wipe dry with a cloth.

2. Remove any scoring or high spots on either part and check with "Bluing" by spotting the cold component on the shaft by hand to obtain at least 75% fit.

In case you do not have 75% fit the component should be scraped until desired fit is indicated by repeating bluing and cold fitting.

3. Break all sharp edges of the key with a fine file so there will be approximately .015 inch radius at each edge. Fit the key to the shaft, taking care to avoid upsetting the metal of the shaft next to the key. The key should be tight in the shaft but not so tight that it must be hammered in place.

4. The cold component must be tried on the shaft to make certain it does not bind on the key.

5. Mount the component cold on the shaft and snap it into position by hand.

6. Measure the cold position using a micrometer depth gauge as indicated in the detail.

Record the measurement. Mark where the depth gauge was resting so measurements can be made from the same position after the component has been mounted.

7. Remove the component from the shaft and thoroughly clean all bluing marks from the bore and shaft. Remove or protect seals or other items that may be damaged by heat 8. With the component removed, heat in a suitable oven or other means for dry heat Control the temperature as directed using values indicated in the table.

A. Do not use oil or water to heat component.

B. Component temperature must never exceed 350 degrees F. (177 degrees C.).

C. The temperature differentials indicated in the table represents calculated values to obtain the listed hub advance. The values represent the number of degrees (Fahrenheit or Celcius) difference required between the shaft and the component at the time of assembly. For example, if the shaft is 77 degrees F. (25 degrees C.) and the temperature difference in the table is 155 degrees F. (86 degrees C.) heat the component to 232 degrees F. (111 degrees C.) for mounting.

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D. To check the temperature of the component, use a Fahrenheit or Celsius thermometer by placing putty over the bulb and holding it against the hub. Heat component a few degrees above the desired temperature before removing it from the oven.

9. After the component has been removed from the oven, wait a few minutes until the bore has cooled to the temperature required, remove the thermometer and quickly mount as described.

10. After making sure the bore is clean, quickly locate the component in the same angular position on the shaft as when cold. When nearly engaged with the taper fit, but not actually in contact, snap it forcibly into place with a quick push. It is important that the hot component be instantly snapped into position before it has cooled appreciably.

Otherwise, it will immediately freeze to the shaft and cannot be adjusted further.

11. Check the hot shrunk-on position of the component on the shaft using the micrometer depth gauge as before.

A. The actual advance is the difference between the depth gauge reading at the hot and cold positions. To control the stresses in the component the advance must be within the limits specified in the table.

If the advance is not within the limits given, the component should be pulled and remounted.

12. After the component has been properly shrunk on the shaft, assemble the lock washer and nut or other means of locking.

13. When shoulder nuts are used, make certain the shoulder does not bottom before the main body of the nut tightens on the locking plate. In case the shoulder on the nut bottoms before tightening on the locking plate, the nut should be removed and the shoulder ground or machined off so clearance is available.

14. After it is certain that the nut is securely tight, turn up the locking plate on at least two faces of the nut.

A. It should be kept in mind that the component fit on the shaft and the fit on the key are the important points in doing a good job of holding the component on the shaft. The locking plate simply serves to hold the nut on the shaft. With the cor· rect fit between the tapered bore and shaft there is no load on the nut and locking plate.

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REMOVAL

1.

When removing the component from a motor armature, always use a suitable puller to avoid causing damage to either the component, motor frame, bearings or armature shaft. . Do not heat the component before pulling and do not use wedges between the component and the bearing cap. In order to prevent damage to anti-friction bearings, avoid the use of sledge hammer on the puller.

SHRINK FIT MOUNTING DATA Micrometer depth gauge being used to measure component advance. Note that lineup marks used to locate gauge, component and shaft are in identical positions for "Hot" or "Cold" measurement.

Micrometer

ADVANCE AND TEMPERATURE CHART Motor Frame Size W GE

Motor Shaft Dia.

Hub Advance (Inches)

802 803 804 806 808 810 812 814 816 818 720 722 724

1.75 2.00 2.00 2.50 3.00 3.25 3.62 4.25 4.62 5.00 5.88 6.25 7.00 8.50

.019 to .029 .023 to .033 .023 to .033 .028 to .038 .028 to .038 .033 to .043 .033 to .043 .038 to .048 .038 to .048 .043 to .053 .043 to .053 .047 to .057 .047 to .057 .052 to .062

-

802 803 804 806 808 810 812 814 816 818 820 822 824 828

7-10

Temperature Difference Deg. (F) Deg. (C)

230 230 230 215 190 190 170 165 155 155 135 135 120 110

128 128 128 119 106 106 94 92 86 86 75 75 67 61

BI005994

CAP SCREW (BOLT) GRADE is identified by the marks on the head as shown below:

GRADE 5

GRADE 8

Use the SAME GRADE washer and nut as bolt.

TIGHTENING METHOD - For selecting the proper method TORQUE VS. TURN-OF-NUT consider the following criteria: TURN-OF-NUT METHOD Small quantities involved Inconsistent thread conditions and fits Usually exceeds 2,000 foot pounds (2712 Nm) Torque measures equipment impractical for assembly TORQUE METHOD Large quantities involved Consistentthread conditions and fits Usually less than 2,000 foot pounds (2712 Nm) Torque measuring equipment available at assembly

TURN-OF·NUT METHOD: Install bolts and tighten to SNUG FIT. This means tight with a hand tool or if using impact wrench, when the drive stops and racheting starts.

Use crayon, chalk or paint to mark nut at side and clamped surface to indicate the SNUG FIT position. Mark impact drive socket when used.

Hold bolt head with wrench and using a heavy duty impact, hand wrench and heavy hammer (or sensible alternate method); advance nut one-half-turn.

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Tighten nuts progressively from fixed edge to free edge. This achieves tension and prevents loosening under most severe conditions.

TORQUE METHOD: The recommended torque values listed in the following TABLE apply to non-plated fasteners as received from manufacturer with no special lubricants applied.

Also, the values are based on "Unified Course" threads.

TORQUE VALUES

Fastener

Grade 5

Hex Socket Head

Grade 8

Dia. (in.)

Ft.-Lb.

Nm

Ft.-Lb.

Nm

Ft.-Lb.

Nm

5/16 - .31 3/8- .38 7/16- .44 1/2 - .50 5/8- .62 3/4 - .75 1 -1.00 1-1/4 - 1.25 1-1/2 - 1.50 1-3/4 - 1.75 2 -2.00 2-1/4 - 2.25 2-1/2 - 2.50 2-3/4 - 2.75 3 -3.00

17 30 48 75 150 265 645 1,200 1,950 2,285 3,440 5,030 6,875 9,320 12,315

23 41 65 102 203 359 875 1,519 2,644 3,098 4,664 6,820 9,322 12,637 16,698

24 43 70 105 210 375 905 1,820 3,160 4,990 7,500 10,970 15,000 17,800 23,510

33 58 95 142 285 509 1,227 2,468 4,285 6,766 10,170 14,875 20,339 24,136 31,878

38 50 80 125 240 425 1,015 2,050 3,565 5,600 8,450 12,350 16,875 22,900 30,225

52 68 109 170 325 576 1,376 2,780 4,834 7,593 11,458 16,746 22,881 31,051 40,983

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RECOMMENDED WIRING METHOD used for designs where maximum locking assurance is required and periodic visual inspection is not possible.

Establish left and right hand fastener as viewed from center of bolt circle, insert the left end of the 14 gauge soft annealed wire thru left hand fastener from inside to outside of bolt circle. Insert right end of wire thru right hand fastener from outside to inside of bolt circle,~ then twist ends together.

REMEMBER

PAYS 7-13

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\

",.-

. ..WITH LOOSE CLOTH ING

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GEAR INSPECTION PROCEDURES

METHOD OF CHECKING RIM FACE RUNOUT OF GEAR. If gear can be rotated without end float, place dial indicator squarely against the rim face stamped (000), at station stamped (1) and set to zero.

Revolve gear slowly. Record reading at each station. After one complete revolution, indicator should read within (plus or minus) .002". If not, recheck. Allowable rim face runout is shown in table 1. Total rim face runout is the algebraic difference between maximum plus and maximum minus readings.

EXAMPLE: Readings for a 16 foot diameter gear are listed in a chart below.

Total rim runout is .020" is obtained between station 3 with a maximum plus reading of .005" and station 9 with a maximum minus reading of .015". This is within allowable .022" shown in table 1.

TABLE 1; Allowoble Rim Foce Runoul

(,nches'

Station No.

.006 .007 008 .009 .010 .012

Indicator Reading

.014

.018

on

026 032 .038

.0....

CHECKING RADIAL RUNOUT OF GEAR: Mount a dial indicator so it can be set against one of four machined surfaces. See sketch. Place indicator square with the machined surfaces at one of the stations stamped on the gear rim face. Revolve gear slowly and record readings at each station under the corresponding station number. After one complete revolution.' indicator should read within (plus or minus) .002" of initial reading at starting station.

ALLOWABLE RADIAL RUNOUT is shown in table 2. The total radial runout is the algebraic difference between maximum plus and maximum minus readings. If radial runout ex-

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--. ceeds allowable figure shown in table 2, correct by recentering the gear. Use jackscrews or hydraulic jacks. If error cannot be corrected, check mounting flange for concentricity.

When gear is centered, install remaining flange bolts.

EXAMPLE: Readings for a 16 foot diameter gear are listed in a chart below. Total radial runout of .020" is obtained between station 3 with a maximum plus reading of .005" and station 9 with a maximum minus reading of .015". This is within allowable .026" shown in table 2.

Station No. Indicator Reading

0"

seol ring

on counter bore

on goP

REQUI RED BACKLASH for gear application of this type varies with diametral pitch.

Table 3 lists these backlash requirements. PLEASE NOTE: ALL backlash values are given in NORMAL PLANE. Therefore, backlash checked with a dial indicator requires this indicator be set PERPENDICULAR to the helix of the teeth.

Establish ALL backlash values with LOAD on the gear. Apply cable load to drum by raising an empty bucket/dipper.

TABLE 3 DIAMETRICAL PITCH GEARS Minimum Maximum D.P.

1

1~

lY2 1~

2 2Y2 3 4 5 6 8

.026 .023 .020 .019 .017 .013 .011 .009 .007 .005 .004

C.P.

.038 .035 .032 .029 .027 .023 .021 .019 .017 .015 .014

8 7 6 5Y2 5 4Y2 4 3Y2 3 2Y2 2

CIRCULAR PITCH GEARS Minimum Maximum

.100 .090 .080 .075 .070 .0'60 .045 .03()' .026 .023 .020

.120 .110 .100 .090 .080 .070 .060 .045 .038 .035 .032

All Dimensions in Inches SETTING OF PINION FOR BACKLASH AND TOOTH CONTACT: Roll the gear bringing a favorable checking station to the mesh position. This is one with either maximum plus or maximum minus rim face reading.

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--- -_ ... _---- ------------------------_..

_----- ----------------------------

PLACE PINION ASSEMBLY IN POSITION: Bring pinion shaft into approximate parallel with the gear axis by leveling and preliminary shimming of bearing pedestals. NEXT, place pinion into mesh with the gear for setting of contact and backlash. If gearing is single helical, REMOVE bearing caps. MAKE SURE the thrust ring is in correct pedestal. CHECK the free bearing in center of its axial float. When u-sing locknuts to secure bearing, CHECK for tightness and MAKE SU RE the washer lock tab is secure.

oc:::J

LEFT

RIGHT

CL

CR

MpOturing

Conl~~1

S,de

BL

BR

MfI'01U rtn g

Mf-osurin9

Bodlosh S,de

80cklosh Side

'\

CHECKING TOOTH CONTACT AND BACKLASH: Set the con· tact and backlash at the SAME time. Select recommended backlash requirements from table 3 and proceed as follows.

With pinion torqued firmly to gear CHECK the contact and backlash side of teeth at the mesh point.

DRAW a feeler gauge between teeth as shown in bottom sketch.

ADJUST pedestal until obtaining a near zero feeler gauge reading at CL and CR, and a near equal backlash (within recommended range) at BL and BR. TAKE measurements at four points on the gear, 90 degrees apart.

......

,,~

TORQUE PINION TO GEAR: Fix gear to prevent rotation and torque pinion to gear in actual direction it operates. (See sketch) If a herringbone gear, MAKE SURE pinion apex centers on gear apex. DO TH IS by leveling pinion back and forth endwise, checking it FREE to float within the bearings. Antifriction bearings float free and center in their pedestals when pinion centers against apex of gear.

Establish ALL backlash values with LOAD on gearing. Apply cable load to the drum by raising an empty bucket.

.,..~Ilo+-"'./

Nt> CI.oronc. ::on Conlo~t Sid., CL and CR

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The EXAMPLE (right) shows the contact and backlash measurements of a gear set of 1 diametral pitch.

From table 3, the recommended backlash is .030 minimum and .060 maximum.

Position of Gear Relative to Mesh

Contact Left Right CL CR

Backlash Left Right BR BL

Start Position

.000

.002

.048

.047

90 0 from Start Position

.000

.001

.047

.045

180 0 from Start Position

.002

.000

.042

.045

270 0 from Start Position

.003

.000

.037

.040

ALTERNATE METHOD OF CHECKING TOOTH CONTACT AND BACKLASH: When impossible. to use a feeler gauge due to space limitations, obtain proper contact pattern by the trace method. Satisfactory patterns are shown in sketch below.

After a correct pattern is established, CHECK the backlash with an indicator as shown in sketch. DETE RMI NE proper backlash from table 3. USE CAR E in adjusting pedestals to establish correct backlash. Use indicators at EACH pedestal for EQUAL in - out movement so not to affect a change in contact setting. After proper backlash is obtained, RECHECK contact.

FINAL CHECK FOR UNIFORM CONTACT PATIERN: After establishing pinion alignment (with pedestals firmly secured); make a final check for tooth contact to assure accurate gear alignment. Apply a very thin coat of Prussian blue pigment, lamp black, or red lead to five or six teeth, previously cleaned (see top sketch, pg. 19), COVE R ENTI RE profiles ofthe ./

7-18

BI005994

--- - '-_.---- .._-.,_ .., - - - - - - -----------.--- ---- ----- -- ._- - .--.----',-_ .. _-

._--

teeth across the face. Roll pinions back and forth thru the mesh several times to trace contact pattern on gear teeth. If. motor power unavailable, use a torque arm and BUMP teeth on BOTH sides as pinion is rolled back and forth. This contact pattern may be scattered, but shows across at least 80 percent of the gear face. (See following sketch).

Single Helical

Double Helical

TYPICAL CONTACT PATTERNS: After a satisfactory pattern is established for the initial position of the gear, make the SAME contact check at three more points on gear, spaced 90 degrees apart. A minor adjustment to pinion may be necessary to produce the best average contact on the gear,

INSPECTION: Dowel ALL bearing pedestals and RECHECK ALL bolts to secure gear setting. INSPECT gear teeth and REMOVE ALL metal upsets and burrs that occurred in handling or assembly. CLEAN gear teeth and enclosures thoroughly BEFORE enclosing g"ears.

Double Helical

Single Helical

Double Helical

7-19

AVO I D MISALIGNMENT IN PLANE OF CENTERS: If gears are misaligned in plane of centers, pattern develops as shown in sketches at left. MOVE pedestals to correct this condition and obtain FULL contact across ENTI RE face width of gear.

AVOID MISALIGNMENT AT RIGHT ANGLE TO PLANE OF CENTERS: If gears are misaligned at right angles to plane of centers, pattern develops as shown in sketches at left. To correct, MOVE pedestals until obtaining a FULL contact across ENTI RE face width of gear.

BI005994

GEAR MAINTENANCE PROCEDURES

OPERATION OF GEARS: After full load is applied, it is important to RECHECK tooth contact periodically during the first few hours of the running-in period. This determines the effect of any settling of foundations, initial bearing wear and assures proper lubrication. If minor adjustments are needed, follow procedures outlined on these pages for checking tooth contact during installation for final inspection and readjustments.

If conditions are satisfactory after the first operating week, make general inspections and observations every week to assure an adequate film of lube on pinion and gear teeth. Since some lube squeezes or wipes off contact areas, CHECK working areas of the teeth for adequate lube, not just general appearance of pinion and gear.

INSPECTION OF GEAR SPLITS: Check split ring gears after ONE month of operation.

Make certain the two halves HOLD TIGHTLY TOGETHER AT THE SPLITS.

HANDLING: If it becomes necessary to dismantle the drive for any reason, USE GREAT CARE in handling the pinion and gear. Prevent damage to teeth. Protect teeth by placing wooden planks between chain and cable and ends of gear teeth when lifting with a crane.

When placing the gear or pinion on the floor, use wooden planks or blocks to avoid tooth damage.

PINION REPLACEMENT: Installing a NEW pinion to mesh with a USED gear is difficult.

Aligning pinion to suit the wear or contact pattern on the working face of the gear teeth is the problem. Therefore, the alignment of a NEW pinion is usually a CUT and TRY procedure.

The important steps in the installation and alignment of a replacement are: CAREFULLY inspect ALL teeth on the gear for possible burrs, ridges or high spots. File or grind these below the normal tooth curvatures to eliminate high load concentration. This only causes tooth surface distress or noisy operation.

ALIGN the pinion to the gear following the procedures outlined in these pages to obtain the BEST possible contact pattern on the loaded side of the gear teeth.

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CARE OF WIRE ROPE

GUIDE TO LONG LIFE THRU PROPER HANDLING AND CARE Wire rope manufacture uses the finest material available, the engineering precision of an electronic timepiece and adheres to exact standards. Yet, it lays more vulnerable to abuse and neglect than any other piece on t~is earth mover. By comparison to other industrial applications, this wire rope remains relatively short lived and hence considered an expendable item. Replacement of hoist and support ropes represents a sizeable investment; so every effort must be applied to extend the useful life of ropes.

SELECTION OF ROPE for each application starts with these factors: Manufacturer's Quality Anti-distortion Resistance to Abrasion Inner Strength ami-flexibility Non-crushing The maximum load carrying capacity is the primary factor when determining the diameter and material of wire rope, plus the safety ratio of strength over the working load of the rope. A safety ratio of five times the working load or greater proves best The selection seems a balance of safety, quality and economy.

Rope functioning in static service, such as boom supports and bridge strands, require little flexibility. Hoist ropes need flexibility to perform repeatedly while bending, yet remain unbroken from fatigue and internal friction. The smaller and more numerous the wires, the more flexible the rope.

Resistance to abrasion factor ranks high when considering hoist rope. Large outer wires on rope resist more abrasion than small outer wires. Lang lay construction offers greater wear resistance than regular lay rope construction.

In regular lay construction, the wires of each strand twist in a direction opposite of the strands to form the rope. The strand wires appear parallel to the rope center. In lang lay construction, the wires twist in the same direction as the strands and the wires appear across

7-21

BI005994

"\,

the strand or perpendicular to the rope center. Lang lay provides a greater area of wire to resist abrasion. The internal friction of lang lay rope is less also.

Wire rope with independent wire rope core (IWRC) offers substantially greater support to rope interior and resists crushing or distortion when rope pulls over a sheave or drum.

The proper fit of the sheave and spiral drum groove supports the rope and prevents creating an elliptical shape as rope bends around sheave or drum.

The final wire rope selection for any particular application on excavators requires the balance of several characteristics that satisfies the greatest number of needs.

The vulnerability to abuse and mishandling may cause a new rope permanent damage during installation. Improper removal from reel or coil often causes kinks. Pulling on rope until loop radius reduces to point where rope wire bends beyond the metal elastic limit creates these kinks. Pulling rope over a small sized sheave causes a kink also. Even when kink appears straightened, the strand damage and weakness remains.

Abrasion or nicks caused by pulling a rope over sharp objects weakens the rope. Wire rope needs protection from possible damage when a winch or lifting device attaches to strands forming a dogleg bend in the rope.

A coil of rope correctly unwound is rolled, (like a hoop), along a smooth surface and away from the rope end.

When removing rope from reel, place a heavy shaft or pipe thru reel center and raise until reel turns freely. Allow this free turning as rope end is carried straight away from the reel. Use a wedge block or plank against the flange to act as a brake. Whenever possible, transfer rope directly from reel to drum. (See sketch). In case of overwind, transfer rope from top of reel to top of drum.

Likewise, for underwind; transfer rope from bottom of reel to bottom of drum. Avoid any methods where a reverse bend in rope might occur.

WRONG

A good operator and maintenance crew develops the habit of watching ropes during work cycle to determine any damage in RIGHT rope appearance caused by accident, broken wires, etc. Inspection determines, by careful measurement and comparison with a new rope, any loss in rope diameter. This loss at isolated spots indicates core failure. Where core failure occurs, the rope collapses and lay length (one full strand wrap) increases.

Diameter loss over a large area indicates normal outer wire wear. Wires wear more rapidly

7-22

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-- - - - - - - - - - - - - - - - - - - - - - - - - - -

on a new rope due to minimum surface contact of each wire. As these wires wear, they present a flattened surface and the rate of normal wear decreases.

Determine the cause of outer wire breaks by examining the break.

Tension breaks show a cup and cone effect at the break. This is caused by overload, shock load, jerking a load or catching a falling load.

Careless operational load handling.

Fatigue break showing a square end break with granular metal appearance.

Repeated bending over sheave causes fatigue or the sway and vibration at dead end anchor and static sheave.

A shear break indicated by a smooth, twisted break generally comes from external damage (nicks or kinks) in the rope.

Several outer wire breaks at isolated areas along rope length cause little concern. Concentrated breaks at a single location indicate severe rope damage. Retire this rope.

External corrosion indicated by rust, scales or pitting on rope surface remains out in the open. Internal corrosion may appear as pitting in strand valley or rust and scale working out from under strands. Outside wire or strands appear slack or seem to stand out from inner portion with severe corrosion. Under a load this rope shows a loss in diameter.

Internal wear or core fatigue indications emulate those of severe corrosion. Wire or strands appear slack and noticeable loss in diameter occurs under load. Internal wear often results from faulty equipment (tight sheave groove, etc.) in a local area.

Rope retirement from service requires a decision based upon a combination of factors.

Inspection determines the abrasive wear effect on outer wires. Percentage of rope area intact indicates rope strength percentage remaining.

The number of broken wires contained within one lay (one full strand wrap) evaluates remaining rope strength to some degree.

No reliable means of determining corrosive effect and internal wear exists. Good operating conditions and effective lubrication keeps these factors to a minimum.

Study the entire rope to determine the section suffering the most severe deterioration. One or more of the following indicates this deteriorating: Drastic loss in rope diameter and lay lengthening.

Outer wire abrasion.

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BI005994

Broken wires.

Corroded wi res.

Marks indicating mechanical abuse, distortion or crushing.

Inspect rope sheaves often. Check sheaves and drums for proper alignment. Use no reeving that requires reverse bends unless provided with sufficient space between the bends for ade· quate rope recovery.

Do not allow wear at rope sheave groove. An old rope wears a groove to a reduced radius.

This groove crushes or deforms a newly installed rope.

Avoid sheave groove or drum lagging from assuming rope lay shape. Alternate right and left hand lays. if needed. Keep sheaves and drum free of rough spots, nicks and burrs. Never use cracked or chipped sheave.

Maximum rope life and the best service evolves from extreme care in handling and installa· tion. This is important. Working a new rope at reduced loads gives the rope lay time to ac· quire a permanent set. Slow acceleration and deceleration of load and eliminating sudden actions are good habits to develop. Never overstress a rope by jerking or catching a heavy, falling load.

Lubrication remains the most important item in rope care. All rope is lubed when manufactured. Generally thin and filmy, this lube eases the manufacture rather than preserve the rope. This film drys rapidly or dissipates thru surrounding conditions.

Lubricate every rope at installation and keep coated thru continued service. Lubricant serves to reduce internal friction wear and the outer wire wear against sheave or drum. Lube protects rope from weather and corrosive air, too.

Marion recommends a light, penetrating type lubricant (WR L) containing anti·rust and cor· rosion agents and anti-wear additives. This lube saturates rope interior thus reducing inter· nal friction while providing a protective outer coating.

The rope lubricant selected may be an asphaltic type containing volatile solvent or diluent which allows strand and core penetration. This lube type works well for operations in high· ly abrasive material or water submersion.

One method of rope lubrication utilizes an automatic system that provides a drip fixture above sheaves on boom point, gantry, and fairlead. This system is generally timer controlled with manual override for severe conditions.

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Another method requires hand pouring of lube onto rope after brush or air jet cleaning. In either method, the rope must remain coated at all times.

Inaccessible boom supports and bridge strands need lubricant applied at and around boom hoist sheaves, as well as, the dead end anchor area. Spray can lube helps here.

Proper Methods of Seizing

A

PROPERL V SEIZING wire rope ends prevent the strands from slipping. Any strand movement causes uneven load distribution in the strands and reduces rope life. (See Sketch.)

R

Sketch of Method No.1 for applying seizings. At A the turns of the seizing wire are spread apart to illustrate method of applying them. Completed seizing is shown at B.

Seize rope BEFORE cutting. Tighten wrap, (a soft, annealed wire), about strand size wire; around rope. Pull wrap tight. Twist wire end secure.

Use 1/4 inch wrap length on all rope up to 1/4 inch. On all other rope, Sketch of Method No.2 for applying seizings. At A the turns are spread apart to show method of applying them. Complet· measure wrap length at least one rope ed seizing is shown at B. diameter in length. Place the first wrap about 1 to 1·1/2 inches from the intended cut. Then place a second wrap or seizing about 4 to 6 inches from the first.

APPLYING WIRE ROPE CLIPS Use a portable cable cutter whenever possible.

Often a flame cutting torch is used and generally fuses the strand and wires together. Do not use a melting tip here.

The Right Way to Clip Wire Rope

Space wire rope clips about 6 rope diameters apart. Tighten clip on rope BEFORE placing rope in tension. Then retighten after rope is in use. Any rope diameter loss caused by pulling on rope, loosens clips. Retighten clips.

The Wrong Way to Clip Wire Rope

Only one correct method of attaching U·bolt clips on wire rope exists. The clip base must bear on the live end of rope. The U of the bolt bears on the rope dead end (see sketch). Otherwise, the U-bolt kinks or cuts the anchor live end and causes failure.

Wire rope adjacent to the dragline bucket is subject to the greatest abrasive wear. This is true of the shovel dipper ropes too. When this rope section shows excessive wear, remove the rope socket, seize the worn area and cut off.

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BI005994

Examine this worn rope to reveal any irregular or internal rope fractures. This exam determines subsequent cuts.

The correct spacing and number of clips is shown in the table: Rope Diameter (in inches)

Rope Diameter (in mm)

5/8 3/4

15.

19.

25.

31.

38.

50.

63.

76.

1 1-114

1·1/2 2 2·1/2 3

Clips

3 4 4

5 6

8 8 9

Space (in inches) 4

4·1/2 6 7-1/2 9 12 15 18

Space (inmm)

101 114 152 190 228 304 381 457

Inspect these ropes often. Replace any that show signs of deterioration. Due to the elasticity factor involved, use only those ropes recommended by Marion Parts Department. Never use larger or smaller diameter rope. When proper rope is unavailable, contact Marion Engi· neering Department.

Information for these instructions and cautions obtained from MPSD CI-897.

IMPROPER HANDLING of WI RE ROPE ...

. ..COULD BE HAZARDOUS

.j

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BI005994

HANDLING AND INSTALLATION OF STRAND BOOM PENDANTS - Bridge or structural strand may be seen as layers of wires around a center wire. This forms a symmetrical section. Additional layers increase the strand diameter. The packaging and handling of the strands, especially during installation, requires great care in preventing damage or possible disturbance of these outer wires.

Strand pendants normally are shipped in one of three manners; coils, reels or laid out straight on flat cars. A number of common precautions, to all three, need to be followed; even though each packaging unit requires special handling.

Coiled or reeled strands have the socket at one end tagged, STARTI NG END. This means to start uncoiling or unreeling with TH IS socket.

On ALL strands with end fittings attached, each fitting is tagged to identify FRONT END or REAR END. (See sketch showing these tags).

Bridge or Structural Strand

COMMON PRECAUTIONS: AnACH lifting slings to socket ends when unpacking strand pendants in field. Use either a nylon or wire rope sling if necessary to lift on body of strand assembly. When using a wire rope sling, cover the strand with protection such as belting, rubber tire, etc. This act prevents damage to the zinc coating or the nicking of strand outer wires.

When lifting the strand body is the only way, use great care to allow the radius of the strand curvature at lift point to be large and thereby minimize any wire displacement.

Please do not pull strand over sharp edges. Any short bend during handling might result in permanent damage to arrangement and surface of the wire.s in the strand. Particular care must be used to insure that nothing done in handling causes nicks in strand outer wires.

Wood planks or timbers are recommended for use to prevent strands from contacting the ground when these strands are laid out before installation or for storage.

Correct high or displaced wires noticed during handling, particularly in large diameter strands, BEFORE installing strand assembly. This condition indicates that during unreeling and handling, one or more outer wires suffered from squeezing or were forced out of normal position by the other wires in the strand. It does not mean defective manufacture. These displaced wires may be restored to proper position while the strand is stretched out by using a hardwood block and a hammer or rubber mallet. Please do not use anything that might nick the wires or damage the coating or outer strand wires.

Tap the wires back into position. Often this means moving other outer wires to replace the high wire into original position.

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BI005994

Intermittent bands applied to large diameter strands during manufacture minimize outer wire displacement while handling. These bands should remain on the strand until after installation.

After accurate measurement at the factory, a longitudinal stripe is placed on the strand.

During installation, it is extremely important that this longitudinal stripe is kept in a straight line and NOT permitted to spiral around the strand.

If rotating the strand to align socket pin hole is absolutely necessary; then its BEST to rotate in a direction opposite to the strand lay. For example, right lay strand (outer wires spiral to the right) may be turned in a counter-clockwise direction. Left lay (outer wires spiral to left) may be turned in a clockwise direction. It is IMPORTANT that the strand be turned so as to tighten, rather than loosen the lay of the outer wires. Exception: only if adjustment is very small.

Following installation, and periodically thereafter, lube the strands at socket base for a minimum distance of three feet.

COl LS, small enough for uncoiling by hand, require that one man hold the socket tagged, FRONT END. The second man rolls the strand coil along a level and obstacle-free surface away from the first man. This permits the strand to uncoil naturally without spiraling or twisting.

Please DO NOT attempt to uncoil the strand in the manner often used to uncoil a garden hose. (DO NOT lay coil on ground and carry one end away from it). This is wrong. This method easily results in completely ruining the strand. Besides its not great for hoses either.

When using a swift turntable for larger diameter strands shipped in coils, as recommended, use also a drag-type brake to prevent any rapid rotating speed from exceeding the pulling speed. This prevents kinking and looping. The pulling device attaches to the socket tagged, FRONT END. Needless to say, observe all the Common Precautions also. Remember the longitudinal stripe and keep it aligned.

REELS need a shaft thru the center hole and enough height to clear ground and revolve properly.

Use a simple timber brake against reel flange(s) to provide uniform unwinding and prevent slack from developing in strand on reel.

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BI005994

Position socket tagged, FRONT END (remove first) AS CLOSE to bottom of reel as practi· cal and pull this free end away from reel. Pulling hitch or sling is recommended to attach to socket. Where sling must attach on strand; use great care to avoid kink or dogleg in the strand at socket base. DO NOT nick or damage wires here. Keep the longitudinal stripe aligned also.

o

DIRECTION OF FORC?'E~~ FOR BRAKING

Usually an area of the reel is BLOCKED OUT, thru necessity, for positioning and securing the socket during shipment. Use normal care when removing sockets from this BLOCKED OUT area.

During unwinding from reel, pull the strand in a straight line and please DO NOT pull over sharp edges or object(s) on ground.

After strand is unwound from reel, remove socket tagged, REAR END. If more than one strand is packed on the reel, remove lengths in order in which they are tagged, using the procedure as outlined.

Please use Common Precautions here also.

THINK

SAFETY 7-29

BI005994

The RIGHT WAY TO RECOIL, after wire rope has been used, is in the direction of its lay.

A Good Rule Here requires looking down at the rope on the floor, then coil right-lay rope clockwise and coil left·lay rope counter-elockwise. It is not difficult to determine when wire rope is being coiled in the WRONG direction; it soon becomes lively and hard to handle.

The WRONG WAY TO UNCOIL WIRE ROPE is when coil is placed on floor and uncoiled by pulling it straight off. Spirals and kinks occur. Torsions put into rope at every loop pulled off cause tope twists and makes hard to handle. Also wire rope cannot be uncoiled like hemp rope. Pulling one end thru the middle only results in severe kinking.

Once wire rope is improperly uncoiled, it is a waste of time to try to run out the kinks by twisting with one end loose on the floor. Once kinked, the rope is ruined in the area of the kink.

KINKS are places where the rope has been bent to a permanent set. Great stress has been placed on the care to take and avoid these kinks in wire rope. Loops of small diameter where rope is pulled, bending a rope around a sheave where radius is wrong and sharp objects are the general causes. No amount of restraightening will restore the wire where the kink has occurred. Normal service of this kinked wire cannot be expected, it has been permanently damaged thru lack of caution.

Information for these instructions and cautions obtained from MPSD CI-S97.

Wrong Way

Wrong Way

Right Way'

Right Way

.I

7-30

BI005994

WELDING INFORMATIONThe following information has been prepared to provide basic welding instructions for field repair of Marion welded assemblies and related parts.

MARION IDENTIFICATION The kind of steel used in a weldment, casting or forging determines the type of welding rod PART NO. -------and procedure to be used. Large castings have ORDER NO. _ material symbol cast on piece. Large weldMATERIAL _ ment components; such as rotating frames, WELD DEPT. _ lower frames, front ends, etc. have material SPECIAL CODE NO. _ stamped on a Weldment Plate. The material ASSY.DEPT. __ symbol appears on an Identification Plate opposite "Material". After identifying material used in structure to be repaired, use Weld Specifications (on Page 7-37) for rod and preheat required.

RECOMMENDATIONS FOR CASTING REPAIRS1. Determine material specification, see material specification on casting or inspection plate.

2. Locally preheat the repair area to temperature prescribed by material specification.

Regular preheating equipment is preferable on large castings. MAINTAIN preheat during repair. POSTHEAT when so prescribed. (See General Instructions on postheating).'

Make deposits in the manner shown in th is sketch.

3. Metal Removal: a. Using air carbon-arc equipment produces the most economical and satisfactory means of preparing the repair area. REMOVE carbon deposits left by this method by chipping and grinding BEFORE starting weld repair. This is important. b. Oxy-acetylene torch may be used to wash out metal for weld repairs. AV 01 D deep burn gouges and cuts to prevent trapping slag and any poor fusion. REMOVE slag and foreign matter as mentioned in (a.) before. c.

REMOVE cracks with overall dimensions of eight inches or Jess by working from one end to middle; then from opposite end to middle of crack. (See sketch). Metal removed forms a V pattern. Cracks completely removed give satisfactory repair.

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BI005994

t

f_W_~' is shown in sketch.

Use a small diameter rod in crack base. Larger diameter rod or semi-automatic application may be used if FULL access to previous weld deposit can be obtained. Weld bead sequence AVOID applying wide beads or using a weaving technique.

d. Repair cracks with overall dimension of eight to twelve inches in length with the V out method, starting at one end and continuing to the middle. Repair this opened area as in (c.) men.tioned before; except that each succeeding layer applies in .a cascade manner. In other words, each succeeding layer of deposited weld is shorter at starting point. This permits proper tie-in of weld beads when the remaining portion of crack is opened up and repaired. NOTE: TAPER ends of ALL areas V-ed out.

This allows proper fusion and access to the parent metal. e.

For cracks with dimensions OVER twelve inches.

Where possible, V out middle one-third of repair area to base of crack. Complete the repair of this area with each successive layer applied in a cascade manner on both ends.

After center portion is repaired, V out either of remaining ends. Taper end of V out for proper fusion and access. Complete weld of this area.

Complete weld on final one-third of repair area.

, Plate or Casting Crack

f.

t

t

Center Bead Crack

Fusion Line Crack

After arc out, magnaflux the joint to determine if ALL the crack has been removed.

Give particular attention to bevel walls, since cracks have different patterns and it is possible the arc out may appear free of cracks; when actually it is not.

,\46~ PROPER PREPARATION FOR WELDING is half the job. V out defective material, so repair weld will be as thick as original metal. REMOVE slag, rust, grease, paint, water, etc., from repair area. ALIGN parts

7-32

W----'+ 1__ Crack completely removed gives satisfactory repair

BI005994

correctly and brace, clamp, or tack weld to maintain alignment. Use the specified welding preheats for ALL arcing or burning.

PREHEAT area adjacent to weld area to specified temperatures. (See Welding Specifications).

INCREASE preheat temperature 50 degrees F. or 27 degrees C. for material (at weld) 1-1/2 to 2-1/2 inches th ick and up to 100 degrees F. or 55 degrees C. for material OVER 2-112 inches thick ..

f_'_t f Y + Crack not completely removed reappears in repair weld

Whenever possible make center pass last as sh own

MAINTAIN preheat until weld is completed. This is important. Templi-Stiks (from Tempil Corp., N.Y., N.Y.) are helpful for temperature determination.

POSTHEAT area adjacent to weld 100 degrees F. or 55 degrees C., higher than preheat specified. (See Welding Specifications). MAINTAIN postheat for one hour PLUS 1/2 hour for each inch of thickness. CONTROL cooling rate so temperature is about 50 degrees F. or 27 degrees C. per hour until temperature reaches 150 degrees C. (65.5 degrees C.) This is important.

THE ORDER OF WELDING reduces warpage and provides a favorable locked up or residual stress pattern. The use of block welding (short, full size welds) helps reduce warpage. In many cases, V-ing out small areas and rewelding each of these areas; continuing until com· pleting repair eliminates warpage. A favorable locked up or residual stress condition is obtained by making FULL DEPTH welds at the area farthest"from the neutral axis first; then m~king welds closest to this neutral axis last.

To eliminate fusion cracks that persist when welding castings; first deposit a thin layer of weld metal on surfaces for weld, then complete the weld. In box section members this means; first, weld the two diagonal corners; second, the remaining corners; third, the top and bottom; and last, the sides. (See sketch). This procedure creates residual compression at the ex treme fibers where it is most beneficial.

Preferred sequence for blocking in butt joint in box section

PEENING often reduces locked up stresses and maintains original dimensions and alignment, as well as, help prevent weld metal cracking in rigid sections. Use a blunt nosed tool. DO NOT peen the first (root or base) pass or cover passes. Avoid EXCESSIVE peening in other passes.

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BI005994

On beam flange where center rib ex ists

REINFORCING REQUIRES EXTREME CAUTION in weld repairs. Faulty reinforcing has caused many repeat failures. The weld alone, if PROPERLY made, is sufficient to make the part as strong as it was originally.

However, in cases where reinforcing seems needed, apply the following. Patch plates of NOT greater than three fourths the thickness of the part being reinforced to EXTEND beyond the critical areas. TAPER and ROUND the ends of these plates. EXTEN D the weld completely , around the ends and SMOOTH OUT gradually to the original structure. TAK E every care to eliminate stress concentration, such as: square ends; sharp break ofts; exposed and rough, flame-cut edges; etc. (See sketches).

AI ternate fish tail on box section

.....,

I

Reinforcing Plate Taper End recommended

\L-

l-

POSTHEAT TREATMENT: When employing this or in cold weather, SLOWLY COOL the welding area at a rate of 50 degrees F. or 27 degrees C. per hour to the normal temperature of 150 degrees F. (65.5 degrees C.) This is important. This usually means additional general heating AFTER completing the weld. Smooth up ALL rough edges and welds. Clean and repaint the repair areas.

Reinforcing Plate Square End. not recommended

ADDITIONAL INFORMATION or material on welding for a particular repair job may be obtained by sending ALL details to the Service Department of Marion Power Shovel Division, at Marion, Ohio 43302.

NOTE: Use E·6010 or E·6012 for nonstructural parts ONLY. For example; sheet metal, guard rails, catwalks, house coverings and stiffners.

MATERIAL INFORMATION RAI L STEEL - MPSD Symbol FB To repair steel rail areas with spalled surfaces; first grind away ALL cracked edges. Preheat.

Build up (pad) area, using E·9018M electrodes, to within 1/4 inch of finished surface approximately. Complete build up, using E-11018M electrodes, then grind weld to desired contour.

For crack repair, other than in rail wear surfaces; preheat, then use E-9018M or E·309 electrodes.

Page 7-34

BI005994

NOTE: The preceding Material Information is not an accepted practice for new rails, and MPSD will not be responsible. New raiis should be ordered (from MPSD) as repair may be short lived.

AUSTENITIC MANGANESE STEEL - MPSD Symbol CH and FCHN

NEVER exceed 500 degrees F. (260 degrees C.) (1/2 inch back from joint) when welding OR flame cutting this steel; otherwise an embrittled (heat affected) zone results. Manganese, normally non-magnetic, may be slightly magnetic when work hardened. Because of this, remove the work hardened area by grinding BEFORE welding.

CAST IRON

FRICTION HOUSINGS

Welding for permanent repair is NOT recommended. Brazing or bronze welding gives temporary repair. Use general preheat. SLOWLY preheat entire part to a minimum of 400 degrees F. (204 degrees C.) MAINTAIN heat during welding. SLOWLY COOL after welding.

When application does not permit brazing, use electric arc process, using ENiFe-CI electrodes (such as "Ni-Rod 55"). General preheat applies here.

WELDING INSTRUCTIONS

WELDING ELECTRODE TYPES, shown in Welding Specifications, are classified according to the American Welding Society standards. Use any reliable brand electrode conforming with A.W.S. We recommend LOW HYDROGEN ELECTRODES (AWS EXX-18) for all repair work. Please keep these electrodes dry. Use according to manufacturer's recommendations for the best results. ~Bake electrodes, when possible, in oven for one hour at 700 degrees F. (371 degrees C.). Then place in holding oven at 250 degrees F. (121 degrees C.) until used. If wire chemistry is compatible to specified stick electrodes; use C02 semi-automatic, flux-core wire for flat position joints.

The following data shall serve as a guide for the proper selection and application of electrodes and preheat temperatures for welding all MARION ferrous materials. Standard electrodes specified hereafter supersede listings in drawing bills of material. These specifications in no way countermand specific instructions or procedures for specific weldments or mate-

7-35

BI005994

rials developed by the Welding Engineer or indicated with the weld symbol on drawings.

Descriptions and Brinells shown are approximate for welding purposes only; refer to "Marion Symbol Specifications" for latest complete published data.

Welds joining materials of different mechanical properties shall utilize electrodes specified for the lower strength material determined by lower minimum brinell hardness indicated.

Preheat temperatures shall be governed by material requiring higher temperature.

When major field repairs are anticipated, contact MARION Service Representative for specific instructions prior to initiation of work.

ELECTRODES: Alternate electrodes may be used where high restraint requires greater duc:tility in the weld metal, or where recommended preheats cannot be maintained. (Latter condition not recommended - USE WITH CAUTION. Low hydrogen electrodes shall be placed in 250 degree F. (121 degree C.) holding ovens immediately upon the opening of sealed containers.

Electrodes exposed to atmosphere exceeding 4 hours shall be rebaked at 700 degrees F. (371 degrees C.) for one hour minimum then placed in holding ovens at 250 degrees F. (121 degrees C.). .

Electrode Reference to Semi-Automatic Materials: E70XX, E70018 E70T-1 or Equivalent Chemistry E8018-CI McKay 85-CI or Equivalent Chemistry E9018M E90T (McKay 95) or Equivalent Chemistry E11018M McKay 105 or Equivalent Chemistry

PREHEATS AND POSTHEATS: When practical, preheat the entire part, when not practical heating is required 18" from weld joint in all directions.

Preheat temperatures indicated are minimum; maximum preheat and interpass temperatures should not exceed those listed for over 2" by more than 100 degrees F. (37.7 degrees C.).

Avoid excessive local temperatures which could cause distortion,embrittlement, or other detrimental effects.

Weldments containing conditions of high restraint may require the use of higher preheats or the use of lower strength electrodes as specified by MARION Welding Engineer.

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BI005994

Chemical Description

MPSD Symbol CB CC2A,Q CFE,S CH+· CK,Q,QS CL4B CL5 CN CO

Preheat Degrees F. Electrode Standard Alternate .75 & Under .88·1.50 1.62·2.50 2.50 & Over 70 300 450 70 475 425 150 250 275

100 325 475 100 500 450 200 275 300

150 350 500 150 550 475 250 300 325

70 70 70

70 70 70

70 70 100

70 70 375 70 150 200 125 125 150

100 100 450 150 225 250 175 175 200

150 150 500 225 300 300 225 225 250

+4130 300 E9018 +4130 E8018C1 300 +4130 475 E11018 +4130 475 E11018 +4130 E11018 350 Consult Welding Engineering Consult Welding Engineering Consult Welding Engineering Consult Welding Engineering

325 325 500 500 400

350 350 525 525 450

400 400 550 550 500

E7018 +4130 +4130 E309 4130 +4130 E8018C1 E8018C1 +4130

1025 MN·MO 4330 AUST·MN 8630 4320 4815 NI·V 4322

E9018 E9018 E9018 E9018 E7018 E7018 E9018

70 250 400 70 450 400 100 200 250

,

"0" Materials Contact Welding Engineering for Procedure 70 E70XX 70 E7018 70 E7018 Consult Welding Engineering 70 E309 70 E9018 E8018C1 300 E11018 E9018 70 E7018 70 E8018C1 E7018 150 E11018 E9018 70 E11018 E9018 70 E11018 E9018 100 E11018 E9018

F F1 F2 FB FCHN+· FHL FHU FK FK2 FR4 FT1 FT2 FT3

1020 1020 A36 1055-80 AUST MN

KA, 1.2 KB, 1,2 KC,1 KL, 1 KM, 1,2,3 KO, 1,2 KO, 3, 4 KP, 1,2 KP, 3, 4

8630 8625 4340 43L4O 4140 4150 4150 4150 4150

P1, P2

A53

E70XX

70

70

70

70

S SE, 1,2,3 SE, 4, 5,6 SH, 1,2,3 SL,1 SP SS ST SX1,2

1018 1045 1045 1095 1035 A 31 1-64 GRO 144) A108-73 (11 17) 1045 4140

70 E70XX 300 E8018C1 E7018 E8018C1 E7018 300 Consult Welding Engineering I 100 E7018 I Consult Welding Engineering 70 E7018 300 E8018C1 E7018 +E4130 E11018 350

70 325 325

70 350 350

70 375 375

TS-1 TS-2 TS-4

A519·72 (1015) A333-76 (1026) A519-72

70 E7018 70 E7018 Consult Welding Engineering

+

A543-65 A572 GR 42-50 A572-72 GR 50 ABRA RESIS. A514-69 A514-69

.

I

175

I

225

I

250

100 325 400

150 350 450

200 375 500

70 70

70 70

70 70

4130 to be used when a hardness is required either as welded or flame hardened. Alternate electrode should be used when hardness is not required.

•• Do not allow preheat or interpass temperature to go over 400 degrees F.

7-37

BI005994

WELDING REPAIR OF HANDLE RACKING FAILURE IN TOOTH SECTION - PREHEAT the adjacent area around the repair section to specific temperature. MAINTAIN preheat during arcing and welding repair.

v out defective area_ until this defect is entirely removed.

REMOVE ALL slag, rust, grease and paint.

If defect extends across the rack, V out longitudinal welds of racking to the member for a minimum of 12 inches in each direction from defect; BOTH SIDES. (See sketch.) This allows this 24 inch length of racking to expand and contract during the welding operation.

If the repair crack in the tooth section bottoms into the handle member and there is no crack in the handle member; TAKE CARE that the root (base) bead DOES NOT penetrate into the handle member in the transverse joint. To accomplish this use LOW amperage and bridge across by placing a -thin strip of copper in the root (base) of the joint or perhaps a • thin, steel bar. Electrode selection-for compatability to material specifications, see the Welding Specifications.

Deposit the weld passes the FULL length of the joint, reversing direction at each pass.

LONGITUDINAL WELD

7-38

BI005994

a-RING GUIDE

The dilemma of how to identify an a-ring generally derives from the question; "Is it a gasket, seal or packing?" Hence the confusion. One solution is to rely on the part number. Much like a Social Security number, it identifies even though the name may be confusing. If the part number (Social Security number) is correct, the name doesn't complicate the issue.

Chasing down a part number takes a bit longer, but in the end; it is well worth it.

v ..... -.-- Fluid

An O·ring's function is to confine and prevent passage of liquids and gasses under pressure from the part or joint. Perhaps simply stated; an a-ring closes off a passage to prevent loss or escape of fluid or gas.

One basic principle of a-rings is compression under load to fill the machined surfaces in mating metal to block off fluid flow. Truly effective a-rings fill surface irregularities and maintain this ability. This is done in the following manners:

Too Much SQueeze

SQUEEZE is the ability of distortion while still blocking a passage. This does not mean CRUSH. Effective and usable squeeze is considered as from 12 to 35 percent. Insufficient squeeze causes leaks, almost always at low temperatures. Too much squeeze outright destroys the a-ring or causes it to cold flow to a premature set.

Recovery (or r e s l l l e n c e l i

RECOVERY (or resilience) describes an O-ring acting as a surging spring over long periods.

Failure to recover after deformation is called compression set.

Too Uttle SQueeze

-=

_o"BI:E.~ Compression Set Metal to Metal Contact

METAL to METAL contact is vital in creating correct squeeze while preventing destruction.

A well designed seal transmits torquing loads thru the metal NOT the O-ring.

• 7-39

BI005994

HI Oia. When Direction of Pressure is Inward. HI Max. = O-rIng Mean 1.0. Plus 1% up to 0.060 Max. HI Min. = O·ring Mean 1.0.

-i I- FEnd(Equal to L since ~ = Zero for Face Seals)

1'r:.

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:

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:c:=._ ~1Ii r-~."

C ~.Ie G.land

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MI"' A M,,-'L

L - COla.

A Ola.

.

A·I Oia. (A·} Max

=

Mo".'oj

~

0 Ola. B Min + 2 L Max)

H O Oia. when Direction of Pressure is Outward.

H O Max • ., O·ring Mean 0.0. HO Min. = O·rlng Mean 0.0. Minus 1% up to 0.060 Max.

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r-

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Static seal use is generally simple. Three common types are shown at left.

When pressure exceeds 1500 psi, the backup ring is used. In static face seals, backup rings may not be needed.

MOST O-RING PROBLEMS return to th ree factors: 1. Size: Using incorrect size causes ineffective or totally destroyed function.

~~;..l:'

-~ .,f!!

2. Compatibility: O-ring material must be compatible with the chemical, thermal and mechanical surroundings.

Section W·W

•

3. Installation: Improper handling during assembly causes a great deal of grief.

O::==-_ _--r0.rlng TendS

Size cannot be picked out by color code.

Exact replacements are found ON LY by L.;:;;;-===~~~;:i~~==--1 Clearance -;;::; and Wear. part number.

DO NOT ATTEMPT matching size by feeling and comparing the new with the old. One other detail here: Do not open package until a-ring is needed for installation. This prevents mixing, rolling on floor, dropping in sewer; among other disasters.

-

to Enter

.

c

POOR INSTALLATION may begin with the removal of the old seal.

1

Some points on removal:

2

Removal involves parts with close tolerance sur-" face finishes.

3

4

In critical surface areas; scratches, abrasions, dents, and other surface mars cause faulty seals.

This results in component failure.

7-40

5

BI005994

PROPERLY STORE O-RINGS

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c •

7-41

BI005994

·-. -----.-- ..

_- --------------------- --

- ..

-------------_._._-~._-_._--_._------

_.. _--,--_..

~

DO NOT USE pointed, sharp-edged or hardened steel tools (screwdrivers, church keys or knives) for removal or installation of backup rings or seals. Soft-metal tools of brass or aluminum, plastic, wood or ph~nolic rod when formed into desired shape save the critical surfaces.

Tool surfaces need to be well rounded, polished and no burrs on working end. This obviously prevents scratches.

Removal from cylinders and pistons means every effort is needed to avoid contact with machined surfaces. ...... ...

O-ring

O-ring

O-ring Extractor

' i , , ' ! T O O I (PuSh Type)

I~,~,

.

Back-up Rings,

.......

~..

/.'~~~

' ..J~~ IU~"

~ /.~~\

Typical " Removal Utilizing' , Push Type Extracting ' .......

Tool & Hook Removal "\..

O·rlng Removal Tool (HOok)

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r-;("» W!!}/'/I~ ," ' ..........

o-rin~',,"

~----...,...=~==

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Cylinder

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~ Extr;~tor T~II Type)

Cylinder

Mouth , (r( ;'f:::. _O-ring Removal Tool (Hook)

O-ring Extractor O-ring Removal Tool (PuSh Type) Tool (Hook)

~~~."==: "~"

O-ring Extractor

oorlngS¥~~~:::::,-~:~~g

~,".~"~I 0.:'" ~ To", (HoR" :

0<'" .. c==;===",'==' .....,-------=-- Tool (Hook)

O-ring Removal

Extractor

Typical Single O-ring Internal Extraction Utilizing Wedge Type Extracting Tool & Hook Removal Tool

Typical Cual Ooring Internal Ex· traction & Simultaneous Removal

O-ring Extractor Tool (Wedge)

O-ring Removal Tool (Hook)

(

Q

~:"""

,

"'----

O -ring Removal Tool (Hook)

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O·rlng Extracting Tool (Wedge) Typical Single O·rlng Removal Utilizing Wedge Type Extracting Tool and Hook Type Removal Tool

Typical External O-ring Removal Utilizing O-ring Removal Spoon CAUTION: Co Not Permit Unnecessary Contact of Tools With Bearing and Cylinder Wall Surfaces. Avoid Cropping Tools Into Cylinders

NOTE: After O-ring Is Cislodged from Groove, Hold Spoon Tool Stationary Simultaneously Rotate and Withdraw Piston from Ring

7-42

BI005994

O·rings in service undergo slight swelling and softening which may be non-visible, when worn. Increased damage can occur on re-installation, so use ONLY NEW RINGS. Inspection of old, damaged rings can identify failure from extrusion, wear, torsion set, excessive permanent set or rolling in the groove.

Frosty Appearance Excessive Temperature

Extrusion

a

Permanent Set

Excessive extrusion may indicate the use of the wrong ring or backup rings were not installed. Irregular wear may indicate a rough spot or eccentricity in the cyl· inder. The ring may also fail from defect that careful pre-installation inspection may have seen. Some a-rings, lacking proper resilience, might have been subjected to overtemperatures. Since rings are not designed for high temperatures, they should be reo placed, regardless of appearance, once known rings have been subjected to unusual heat. Overheated rings are hardened, crack with flexing, take a set and lack resilience. Once old ring has been inspected, cut it in two pieces and THROW AWAY.

Before installing, check surfaces and rings. Metal surfaces must be free of dust, dirt and gunk. Stod· Abrasion dard solvent (kerosene base with rust inhibitor) cleans parts and leaves a good surface for lube to adhere to. However, these cleaning fluids can cause some rings to swell. So check that cleaning fluid does not harm the a-ring if left on surface.

Excessive Roiling In The Groove

Once the prope"r a-ring is selected and part number is rechecked; examine the ring closely for defects, dirt or lint.

Throw out faulty rings after cutting so they do not get mixed with good.ones. Discard new rings that are too tight once installed, do not return these to storage.

Once installed; an a-ring seats snugly, but freely in its groove.

PREPARATION requires checking the surface for scratches from fingernails, tools or fitting threads. DO NOT pinch ring between boss and fitting. Watch for sharp edges on groove shoulder or fitting. Thread burrs may be removed by running a nut onto the thread.

Before installing, lube ring and surface sparingly with a light coat of grease. Lubing helps eliminate a distorting stretch (causing a leak) and aids ring in seating naturally in groove without wrinkles or twists. Remember, the lube must be compatible with a-ring material and system fluid.

7-43

BI005994

In hydraulic systems, flow wash bearing surfaces with hydraulic fluid and wipe parts, if needed ON LY with a dust free cloth.

In an oxygen system, DO NOT PERMIT 01 L AND GREASE around the a-ring. The mixture of oxygen; oil and grease causes an explosion.

INSTALLATION on a piston does require a bit of stretching, but try to keep it uniform. Once installed, remove any and ALL twists. When pushing piston into cylinder, push straight in; DO NOT TURN while pushing.

Turning causes bunching and eventually a leak. Most installations are the removal procedure in reverse.

Tape Protects O-ring Ourlng Installation

Some installations require the a-ring to slip over sharp edges, such as screw threads. Cover these edges with thin plastic tape or aluminum foil, lube ring and work into place. Perhaps making a thimble of plastic to place over threads first is even easier.

Other installations, such as placing a ring in a positioning type universal fitting, are ~ ~-~ more involved. In this case, a backup ·Jam ~ut = P-~ : ring is lightly coated with lube and then '-~....;> ~ Back-up Ring -. .worked into the counterbore of the jamb --.... ~ ~ Torque -..-..

Jam Nut. nut. The a-ring is stretched and rolled O-ring Boss Against Boss over fitting threads and into smooth threadless surface designed for the backup and a-rings. Next, jamb nut is pushed firmly against lower threaded section of fitting. Fitting installs in boss until ring contacts boss and /2 turns to increases torque. Jamb nut is held stationary in this position while applying fitting. Then turn fitting into boss NOT MO RE than ON E added turn to position it. Final step is to hold fitting and torque jamb nut properly.

~~~~ ~

'r

1-'

A similiar procedure is used for non-positioning fittings, but the jamb nut and backup ring may be omitted.

BACKUP RINGS provide a firm surface for a-rings to press against to avoid extrusion, under high pressures, into clearance between sealed surfaces. Any surface movement with a-ring, so extruded, results in high wear rate which finally leads to ring failure.

Backup rings are needed on each side of an a-ring when pressure is in alternate directions. Using a single ring, install on the downstream side of the a-ring.

7-44

BI005994

"Typical" Application

O

~Wl:1 .~

~

DOuble Back-up Ring

~gle ~ ~nik_UP Without Back-up Ring

Scarfed Edge (2 Place5)

Ring

I

I

I

/' View 1 (Enlarged)

With Back-up Ring

Teflon backup rings, used on hydraulic systems, have a low friction coefficient and are resistant to most chemicals. They are imprevious to oils and solvents and little effected by acids or inorganic salts.

When installing a Teflon backup ring, spiral direction is clockwise with the scarfed ends facing.

For proper and improper techniques, see sketch. In appl ications where a leather backup ring is needed; the smooth, grained side is placed next to the ring.

Slipper rings are provided to prevent grabbing or seizing of smooth surfaces under high pressure. In cross section, these may be l or Ushaped and plain bands or Teflon. See sketch.

A different technique is needed when installing slipper rings as the Teflon material does not deform easily_ Often it is necessary to double back the Teflon portion of the high pressure a-ring assembly. See sketch. Once positioned, this ring must be ironed or worked into shape in the a-ring groove.

Here a smooth, nylon tool is needed to prevent scratching and marring the metal and slipper rings.

Bulk storage of a-rings requires a clean volume, such as; plastic bags, sealed in lABELED glass or plastic jars or even the original shipping packs. MAINTAIN this cleanliness between storage and the seal gland.

""'''T''"~ Back-up RlngT-View A

-

O-ring

............ PI5ton Head

BaCk-up Ring5 Correctly In5talled on OpP05lte Sides of O-ring with Back-up Ring Scarfed End5 Staggered Spiral Back-up

t

Incorrectly Wound Spiral Ring

~

~~~~!~p

Back-Up Spiral Rlng5

Spiral Back-up Ring

t

E=--==>=':3 Correctly Wound Spiral Ring

Spiral Back-up Rings Correctly In5talled on Opposite Side5 of O-ring Ring with Scarfed EndS 0 of Back-Up Rings Staggered.

1yplcal U-Shaped Ring of Teflon for Low Breakout & Running Friction

1tJ1l Lf!1J_ Ii]~-r

TLfjl

L·Shaped seal on Left, Plain on Right

·~~~.1~ ~ 4'

A'~'~

U-ShaP.ed Slipper Ring Folded BaCk on Itself for Insertion

Ring Is Straightened in Insert Groove with Cone-pointed Nylon Tool Installation of U·ShaP8d seal

7-45

t

BI005994

Keep in mind: Dust is one of the meanest abrasives, mostly since it is hard to see.

Ozone, oxygen and moisture; over a long period of time act on a-rings also. Most manufacturers now add chemicals to slow or eliminate the effects; but correct storage is still needed.

Excessive heat is a problem, so storing a-rings on the top shelf near the tin roof is not good.

Besides that, sunlight and flourescent light tends to age rings earlier. Use Polyethylene or brown glass jars to keep light out.

Contact between rings lying together in bulk or on hooks or pegs damages seal surfaces.

When stored in the open, they collect dust and dirt. Also, bulk shipments often cannot be numbered. Keep rings away from steam pipes, heater conduits and areas where contact with water, oils, grease, solvents and other damaging fluids seems likely. Add replacement a-rings to the bottom or back of a bin as older parts move to the top or front to assure issue before a brand new one.

Individually packaged rings seem to have unlimited shelf life. Some maintenance shops use peg boards for individual packages of shop stock used daily. These are arranged by size on each board, but with ON LYON E compound type per board.

BASIC THINGS TO REMEMBER: O-rings are almost always dimensioned in terms of cross-section diameter and inside diameter either in decimals or fractions.

Select the proper a-ring ON LY by part number.

Example:

Keep all parts clean.

Sta7lda1°d Size Cross Sections Nominal Actual 1/16 3/~2

1/8 3/16

1/4

0.070 ±O.003 0.103 ±0.003 0.139 ±0.004 0.210 ±0.005 0.275 ± 0.006

Use compatible fluids and rings.

w-n-

~i " i:

,0.·

OO5 -l'

"""11. !""'I-r

+V-i...

0031/....

$ECTlO~ ~·w

Standard inside diameters for these various cross sections range anywhere from 1/32 to 26 inches.

All in all, there are slightly more than 300 standard O-ring sizes.

7-46

Use either individual containers or provide LABELED, clean, low light, storage.

DO NOT USE hardened steel tools when removing or installing rings.

Be sure new rings are not mixed or contaminated when put into labeled storage.

DO NOT INSTALL a dry a-ring on a dry shaft.

BI005994

BI005994

DECIMAL EQUIVALENTS

MODES OF FAILURE FAILURE Progressive cutting by corner of piston groove.

GENERAL CONDITION

Pulsating pressure on O·Rlng.

I

EXAMPLE

I

pJkcut

1/32 -

.01$6 .0312 .0461 -

1/16 -

.0625

3/32 -

1/. -

Progressive cutting as In static packing plus abrasive wear.

Pulsating pressure on O-Rings.

Knlbblng extrusion.

Rupture of material, large pieces torn off.

Fatigue from shock loadS, high temper· ature, local seizure. pulsating pressure, etc.

P

~cut .

-

Abrasion

~/32 -

3/16 -

1/4

-

9132 -

SfI6 -

11/32 -

Rotation of part or all of circumference of packing In groove. (Som. times called "spiral failure"

Axial grooves worn In working surface.

Complete ex plana· tlon not found.

Occurrence not predictable.

Possibly sudden Increase In friction on working face.

Imperfectlons In cylinder surface.

Particles of dirt. metal, or rubber.

311

pJlO[L Found to occur chiefly when packing was moving In same direction as pressure.

6" Segment of Plan View

AXial grooves as abOVe. Packing totally extrudes thru clearance space.

Rapid passage of 011 across working face.

Large radial clearance. Soft packing_

-

13/32 -

7116 -

IS/n 112

17/32 9116 19/32 -

51S -

11/1' 23/32 3/4 -

p::::Dr

2~132 -

13/16 -

91~

111'4

13/..

.2117 .2344 .2.K1O .2656 .2112 .2969 .312' .3211 .3437 .3594 .3nO .3906 .4062 .42" .4375 .4531 .4617 .4144 .~156 .5312 .5469 .5625 .5111 .5937 .60?4 -

IS/'4 17/64 1"64 21/64 23/64

2S1 '4 27/64 29/~

31/'4 33164 35/64 37164 3"64

.H50 .6406 .6562 .6719 .6175 .7e31 -

41/64 43164

45/'4

.7117

.n.. -

47164

.7500 .7656 .7112 .7969 -

49/64

.112~

.1211 27/32 - .8437 .1594 7/1 .175 .1906 29/32 - .9061 .9219 1$116 .931$ .9531 31/32 - .9611 .9843 1--1.0

7-47

~/..

7/..

-.~

21/32 -

See above sketch

3/..

.117' .2031 -

7/32 -

pJlli

.0711 .0937 .1094 .1250 .1406 .1S62 .1719 -

1/64

•

51/ '4 ~3/64 5~164

51/64 5"64 61/64 63/64

BI005994

FALK

COUPLINGS TYPE F

1. Mount cover with seal ring and hub on shaft. Press or shrink hubs on respective shafts so hub face is flush with shaft end. Tighten set screws on BOTH hubs on sizes 3 thru 11.

2. Check gap and angular alignment. Set coupling for normal gap. Align shafts by placing spacer block equaling gap between hub faces, and at • right angles to it. Check using feelers.

Maintain normal coupling gap where possible. To insure best performance, DO NOT EXCEED minimum and maximum gaps. Consult company if limited axial float is needed. Provide for shaft end play in coupling gap when using sleeve bearing units. Once mounted, position free unit so coupling gap is between minimum and maximum limits with BOTH shafts in extended or retracted position. With gap set and shafts aligned, tighten unit foundation bolts and RECHECK alignment.

3. Check parallel alignment so a straight edge rests squarely on BOTH hubs at right angles. Fasten foundation bolts and RECHECK alignment and gap.

7-48

BI005994

4. Once aligned, carefully insert gasket between hubs and hang it on either hub. DO NOT DAMAGE gasket. Force as much lube as possible into gap and gridmember grooves.

5.

Insert gridmember. Coupling sizes 3 thru 11 use a sin91e layer grid, painted aluminum. Size 12 thru 190 use a two layer grid with the inner layer painted aluminum and stamped IN while the outer layer is painted bronze and stamped OUT. Installation - Gridmember rungs, truly radial, , need spreading slightly to pass over coupling tooth at its 0.0. To do this with minimum spreading, F-:-~-=1Ht'i::Jlllc:1 start grid at either end and tap rungs only part way into grooves. Once all rungs are partially into respective grooves, tap grid all the way in. When installing a two layer grid, center the outer layer sections over free ends of inner layer.

Removal - A round rod or screwdriver of a size to easily fit into open loop ends of grid is all that's needed. Begin at open end of grid section and insert rod into loop ends. Use next tooth as a pry point and pry grid out radially, in EVEN and gradual stages. Proceed alternately from side to side, lifting grid about halfway out until end of grid is reached.

By repeating same steps again, grid clears teeth.

6 /

6. Pack spaces between and around grid with as much lube as possible. Scrape or wipe excess lube off flush with grid. Lightly oil hubs to ease sliding covers onto hubs.

7-49

BI005994

..- - ._._-_._---_._--_._-------_.----_._-----

7

7. Position covers so that lube fittings are 180 degrees apart. Align covers to prevent wobble.

Tighten cover bolts. Check seals for proper seat.

Insert thin, smooth screwdriver under seal for venting when lubing with permanent fittings.

Lube until grease flows thru coupling and out other hole. Then RE·INSTALL BOTH LUBE PLUGS. Clearance for Removal of Gridmember

..,

GRIDMEMBER

DATA

DO NOT APPLY LOAD UNLESS COMPLETE G.RIDMEMBER IS INSTALLED AND ALL SECTIONS IN THEIR PROPER LAYER

Coup.

IIn.1

Half Cover

SIze S 4 5

• ••

/ - Huh

/

7

to 11 lZ IS 14

11 11

Gasket _

Neoprene Seal

COUPlinVj "ll p rc1

!~as:,

"'.11

I Rating

1- ~fll :GOO

Ii 4

1'1,.

'1 9 .1 ,"

I'.

~'ln:"}

SF EiF 7F'

8F 9F

i,OllO ~lil1n

17 11

1

17',0

llF

l,q"l

l2F 13F

iF;)L!

~;:)n

14F

:~Jl'!l

lSF lEiF 17F l8F I90F

,H)

J R

I

I

I 1 I I

1 I I I

2 J75 2 687 J 125 J 625

H II 2~. i !., I ~i I 3H

36 40 '0 40

1 I I

1

2 2 2 2

4 250 5 000 5 500 6 125

III I ~,i I 31.~

40 U

52 48

2 2 2 2

6 750

\-1 1 !'1. 1 J~ V. 1 '" • 3~ ,~ • Ii 1 4\1

1 2 2 2

",. Ii • 4\1 !1 I 4"1 1',,' ~i • 4~

'8 56 64 72 72

2 2 2 2 2

2 2 2 3 4

1/1,1~.12

'i6 I !. I i ~/" I ~'i I 2 )1I'~iI2~~ ~u I

~ 1 Y,

~. \.

1 4~ 16'10

~16

"'."

~ I'

1', I' j."

I,

]V. ]V,

6'/.

6H

9\·.

~

]'/.

10h 11% 13 ,'1 ' \4;'1 16'4

r,

I': 2

·1', J' •

...

11

'I

II'.

;1 ..

13' ,

130

I

I

1 '1

IJ

4!'c 4V. 4V. 4V. 7Va

4'0/1,

]".'1.

Q

ZYz 2Yz 2Yz

3% 3Ya 3:s Hi

43 ' 6" 61,s

]'1;'16

h

IVa IVa

2'0/1, 311s 3'lA, 4Yz

]'. ]1' .I

9',

"':.

3ll.

3% 3V.

2V. 3 3\·.

3!'i

4%

~,

'I:

IV. 2 2 2Yz

V. V. V.

;I~/I"

140

% V.

2V.

4!'I

1'0/1, 2Va

,.

;'1

IuD

0/.

I~,

4~'1

IV. 2Va 2\'.

2Va

h

"

2\4 3 3 3%

3l '

8\ •

]0

!Va IYz IYz IV,

3l , 41.,

(I' ./

4~

~I'

H

1"

3~

1% 2\4 2\4 2\4

F

3'.

lo

V,

IVa IVa IVa

0

5 51. '

.0'

."' I ' "

.

MO

C

. ,. . .... . '

J

St 4~'.

151, I~J.

]ul., ]1~'1,

10 101,.

10 1:, 10': 11':'

I 71' ,: I IS'.

18',

..

5 51' 51'1 ]!·i

2V,

3V. 3V.

2'!~

41h 5'/, 5l;.

6%

SH

8\-'.

90/1, la'lA, 12

9~'

t Dimension B Based on NORMAL GAP.

'·~Jt1f"

, 7 500 8 750 9 500

6 875 8 125 8 750

9 750 11250 12.750 14 250 15 750

9 000 10 500 12 000 13 500 14 750

Approx. Lubn· wt With cant Coupling No Bore Re· Quired Siz. Min. Nor· Max. Ib mal Ib liI, 4 V. 3F ~ ltI& 'A, 6 \01, ~F y" Va \01, 0/1, 8 Va SF Va liI, 'A, 10 V. 6F Va lA, liI, 14 7F Va Y. liI, 28 Va \4 8F \4 liI, 33 Va \4 9F \4 liI, lA, % 49 10F % liI, lA, Y. 60 llF YI ]5 liI, lA, % 12F V. lA, 97 ltI. % 13F V. liI, 145 \4 lYz l~F Yz

GAP

A

"'1"-16

IP1 ::~~~ I .'m .. 10'.1

',)Oe

Bore

16

I~

.~r;;y,

lOF

20 21 28 32

.0481 'i, 1 11" ';t. I ~'11 I 2

DIMENSIONS - INCHES

11'10,

130r~

I

~ '\" Ii I . ,\;111

No. layers

I

rpm

Sll.

No. RunlS

~~ I

110

I '.'Jl I

Grodmember DimenSions Inches

Oulsld. DI.mel" Inch" Inner layer No. Sel' Sln1,' lly.r g~~'~e~~:~ Gridmember Pllnl.d Plinled menls Grl m.mb.r Plinl" Bronn Aluminum Per llyer Aluminum , ~!II",ped

~~

V. V. V.

V,

I'la

1\4 IY,

2Y/

3V.

4%

It" ltI. ltI, lA,

'it Y&

Yz Yz Yz

ltI&

Y&

Yz Yz

\4 \4

175 215 285 365 650

IYz 2 2% 3\4 7

ISF 16F 17F 18F 190F

• Clearance M required for installation and removal of gridmember. Dimensions for reference only.

Sizes 3F thru 11 F are furnished for CLEARANCE FIT with set screws over keyway or at 90°, depending on bore size.

Sizes 12F thru 190F are furnished for INTERFERENCE FIT without set screws unless otherwise specified.

7-50

BI005994

Stamped uOUT'!..-, Stamped uiN"

__~t

'tE DOUBLE LAYER OR 4· SINGLE. LAYER'"

2

3

§

9 ~1

~ 3. Hubs are symmetrical but may have different bores or keyways.

Seal Rings are identical.

2. Cover Halws are furnished with permanent lube fittings or, in some sizes, 1/8" or 3/8" NPT holes to receive your lube fittings.

Cover halves are interchangeable and other· wise identical.

LUBRICATION

OF

4. Gridmember for smaller sizes is in one piece.

In larger sizes the gridmember is in several sections and layers.

5. Gasket fits between the covers and prevents grease leakage.

COUPLING

DURING

ASSEMBLY

PROPERLY FILLED - Air pockets have been reduced to a minimum by careful packing and the gap be· tween the hubs has been well filled.

The lubricant in the gap acts as a reservoir. Centrifugal force causes it to flow from the gap into the voids and completely lubricate the coupling.

a.O w"well

fllled,leeth & 9F1 amembe, tnorouqtUy lubrtuted

IMPROPERLY FILLED - Note the large number of air pockets and the absence of lubricant in the gap and at the inside diameter of the cover.

Centrifugal force throws the grease outward leaving the rubbing surfaces unprotected, thus causing excessive wear.

C.o was not filled t.eth & 9"dmember ooorly fubrfc•• ed

BI005994

FALK COUPLING TYPEGANDGV G TYPE INSTALLATION HORIZONTAL Type. Gl0 and 20

VERTICAL Type. GV10 and 20

gy20

r1~ t\ Q ~\J/ j "

3

r:1-21

~22 0--23

3

2

1. S.al Ring 2. Flanged Sinn 3. G Fl•• Hub

20. GV Fle. Hutt ISpMlfy e-

4. Gask.t S. lube Plug 6. 80lt, Nut, lockwa.hw

and

IC.,.."

21. Centw Plate 22. Thrust Button 23. Thru.t Plate

Po," I, 2. ~, 5 and 6 shown at ,he I.ft

(Specif, 1_ and K.,w.,'

campi.'.

'h. balanc. of the coupli"1!.

1. Clean all parts. Heat hubs in an oil bath or oven to a maximum of 275 degrees F. (135 degrees C.). DO NOT rest gear teeth on container bottom or apply a flame directly to gear teeth.

Pack sleeve teeth with grease and lightly coat seals with grease BEFORE assembly. DO NOT use cup grease. DO NOT DAMAGE SEALS. Use a dial indicator to align dynamically balance couplings and assembly parts with mating match marks aligned. Mount indicator on one hub and take readings for OFFSET check on O. D. of other hub. The difference between minimum and maximum readings DIVIDED by two should not exceed the values in Table. For ANGULAR check, take readings on either face of other hub. The difference between the minimum and maximum readings should not exceed the values in Table.

2. MOUNT FLANGED SLEEVES, SEAL AND HUBS Place flanged sleeves WITH seal rings on shafts before mounting hubs. CAUTION: DO NOT DAMAGE SEALS. Mount hubs on respective shafts, as shown so each hub face is flush with its !d1aft end. Position equipment in approximate alignment with approximate gap specified 2 in Table.

, 7-52

MOUNT FLANGED SLEEVES, SEALS AND HUBS

BI005994

BI005994

3.

3

4.

GAP AND ANGULAR ALIGNMENT-Use a spacer bar equal in thickness to gap specified in Table.

Insert bar, as shown, to same depth at 90 degree intervals and measure clearance between bar and hub face with feelers. The difference in minimum and maximum measurements should NOT exceed the ANGULAR limit specified in Table.

GAP AND ANGULAR ALIGNMENT

OFFSET ALIGNMENT -Align so that a straight edge rest squarely on both hubs as shown and also at 90 degree intervals.

Check with feelers. Clearance should NOT exceed OFFSET limit specified in Table.

Tighten ALL foundation bolts and repeat steps 3 and 4. Realign coupling if necessary. Grease hub teeth.

4

5.

OFFSET ALIGNMENT

INSERT GASKET AND JOIN FLANGED SLEEVES-Insert gasket, DO NOT DAMAGE GASKET, between flanges. Position flanged covers with lube holes at 90 degrees and draw flanged cover into position.

Use bolts, nuts and lockwashers furnished with coupling. IMPORTANT: Tighten flange bolts and nuts to torque specified in Table.

5

INSERT GASKET AND JOIN FLANGED SLEEVES

6.

LUBRICATION-Fill with grease until excess appears at an open hole; then insert plub. Continue procedure until all plugs have been inserted. IN ADDITION, vent TOP flanged sleeve by inserting a 0.010 inch thick SMOOTH feeler gauge between seal and hub. Fill until excess appears at feeler. Repeat at CAUTION: INSERT ALL 90 degree intervals. plugs after lubricating.

6

7-53

LUBRICATE

BI005994

GV TYPE COUPLING INSTALLATION

A.

NOTE: Long",

MOUNT FLANGED SLEEVES, SEALS AND HUBS-Refer to step 1. Place flanged sleeves WITH seal rings on shafts BEFORE mounting hubs. DO NOT DAMAGE SEALS. Mount hubs on respective shafts, as shown, so counterbore face is flush with shaft end.

lhonk loword gap end.

A B.

B

C;

INSTALL THRUST PLATE IN LOWER HUB

MOUNT 'LANGEl) SLEEVES, SEALS AND HUIS

INSTALL THRUST PLATE IN LOWER HUBTap thrust plate into counterbore until fully seated and stake in place. Position equipment. Refer to Steps 3 and 4. IMPORTANT: With coupling aligned, pack lower flanged sleeve with grease and correctly position sleeve and gasket DO NOT DAMAGE GASKET. 'n,.rt center plate with .... rust bYlton DOWN.

INSERT CENTER PLATE WITH THRUST BUTTON DOWN-Insert center plate with THRUST BUTTON DOWN. Center plate in counterbore of lower flanged sleeve. IMPORTANT: Pack upper hub teeth with grease and then complete assembly per Steps 5 and 6.

Pump grease into 80TH lop and

bottom sl••ves.

C INSERT CENTER PLATE WITH THRUST IUnON DOWN

MAINTENANCE-Lubricate couplings at least once every six months. Lubricate more frequently when exposed to excessive moisture, extreme temperatures, rapid reversing or shock loads or excessive misalignment.

Table

>

COUPLING SIZE

INSTALLATION DATA 10

15

20

25

30

V, V, ~I ~I 'I, I G Gap (Hub s.ponatianl ')I, ')I. -inch.. '?t.

I tIV .005 .010 .012 .005 .010 Oporotl.,. Alignmont 100000t Max Limits - inch... .005 .010 .015 .005 .010 I Anllulor Max Coupli.,. SpoocI 10"'0 with 10301* 700/* 550/* 460/* 3801* 1‫סס‬oo 8000 6500 5500 4800 NLGI =1 Groc!." - rpm* Max loro with Sq. Koy - incho.

Pia 3'1, 3'1, 2'1.

2.".

3f, YI. 'I. G 'I, >fa I Groo.. - pound. \.; I· lit 1>fa 'I, IN 95 170 170 420 G .. GV1 0 I FlongoBolt Torquo-lbo-in.

420 85 145 G .. GV20 I Flongo lelt Torque-lbo-in.

720 720 360

"'. "'.

.

35

40

45

50

55

60

'I,

'I,

~I

~I

~I

'til

>fa

~

1 .012 .020 2501 3600 5'1.

2>fa

1 .012 .020 230/ 3300 6>fa 3'1.

1 .012 .030 2101 3000 7 4'/,

l'A

1~

.012 .030 190/ 2850 7'1, 7 1/.

.012 .030 160/ 2500 8'1.

14

11~

·.Ifti·

1430

2160

,\<\. .012 .015 330/ 4300 4';' 1

.012 .020 290/ 3850 5'/, PI,

2~

J".

845 1290

US 1290

' III

845 1290

~

1490 1430

. ''4

1490 1430

70

'"

* Ahgn couphng. wlth,n the operahng ohgtlment hmlts sp«lf'ed obove. EXCHdtng these limits r.duce. coupling I,f. and the maximum lpeed stotH.

• Coupling speed range with NlOI =0 greo,e is from zero rpm to the maximum shown in Tobie 1 for NlOI .1 greo,e, ••cept for the following; Size 10,

7000, Sizo IS, 6000; Size 20, 5000; Sizo 25, ~750 Qnd Sizo 30. ~500.

7-54

.

BI005994

BI005994

KEYLESS COUPLINGS

ASSEMBLY OF KEYLESS COUPLINGS requires heating coupling uniformly in an oil bath or controlled oven (DO NOT unevenly heat with any torch type) to a temperature of 392 degrees F. or 200 degrees C., and shrinking onto a cylindrical shaft extension with no key or keyway. The amount of interference fit sufficiently gives adequate driving torque with adequate safety factor, using no key.

When reinstalling a removed coupling half, locate it in the original axial and angular position.

Generally, axial position is when the hub end is flush with the shaft end. Space the pressure hole in the shaft as far as possible from the pUll-off holes. Check the face of a solid coupling and insure it is perpendicular to the shaft. Check the periphery of the coupling and insure it is concentric with the shaft. If necessary, true up these surfaces. Perform these checking and truing operations with shaft accurately aligned in a lathe.

REMOVAL OF KEYLESS COUPLING uses hydraulic pressure applied to the circumference of groove C in shaft extension S. (See sketch on following page for cutaway of section for removal). When this pressure exceeds initial radial stress, due to interference fit, coupling hub H expands a small amount and allows oil to seep into the fit in both directions from groove C. Although the distance from groove C to coupling face A is less than distance to face B, the end effect at corner maintains hydraulic pressure until entire bore length expands and oil appears at face B. Upon reaching this condition (3 or 4 minutes after applying pressure) the coupling floats on a high pressure oil film and may be removed with a hand puller and wrench. When coupling face B uncovers groove C, oil pressure is instantly lost. The coupling now pulls harder to shaft end. However, this area is small enough that finishing with same wrench and puller adding a little more force does the job.

Protect the shaft center from damage with a small brass or copper shim under puller driving point.

WARNING: DO NOT USE ORDINARY PIPE FITTINGS. PRESSURES INVOLVED ARE WELL ABOVE RUPTURING STRENGTH OF ORDINARY PIPE AND FITTINGS.

Use threaded holes near shaft for pulling coupling. Distortion of coupling is possible when pulling near the outer rim.

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If coupling removal is difficult using this procedure (bores or shaft surfaces abused) the following tips may help.

If oil does not appear on both hub ends due to insufficient pressure (excessive shaft end leaks), use heavier oil or grease. Slight, cautious peening around leak helps.

If pressure builds up, but no oil appears at hub end opposite shaft end; heating hub helps.

Apply torch carefully and evenly to hub as far back from shaft end as possible. This heat relieves the back area of fit and allows oil to appear at both hub ends.

PRESSURE EQUIPMENT, such as a Blackhawk pump, connects to groove C by high pressure flex hose L, high pressure elbow K and high pressure nipple J. This nipple J is long enough for hub to pull clE~ar of shaft extension and not interfere with elbow or hose. The nipple J also supports coupling when it drops free. The nipple screws into a pipe tap in the shaft end which connects to groove C thru two drilled holes G.

A K

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FINISHING AND RECOMMENDED FITS - Unless otherwise called for, replacement coupling's have a finished bore and 1/64 inch of material on face, rabbet diameter and 0.0. to be removed after assembly on shaft.

Keyed couplings usually have an interference fit of .0005" to • 001" per inch of diameter.

Keyless couplings need an interference fit of .001" per inch of diameter.

Measure the rabbet diameter and finish machined surfaces to match mating half coupling using fit from line to line to .001 inch interference. (See sketch.)

3/16" 1/32"

~

Finished dimensions given, but 1/64" allowed to finish these surfaces after assembly on shaft.

A Dia.

1/64" R

1132" x 45 0 Cham

\

/

B Dia.

T

T

Bore Dia.

Bore Dia.

Female

Male

CHECKING COUPLING ALIGNMENT requires secure bolting of M·G set base to deck in operating position. Follow the step by step procedure and accurately record ALL readings.

This is important. When checking more than one M·G coupling, always start at coupling nearest the~two-bearing unit, (usually the motor.)

THE SOLIDLY COUPLED SETS PROCEDURE IS: 1. Loosen ALL coupling bolts to point they do not hold halves together.

2. Start at coupling at two-bearing unit (usually the motor) or near middle of a long set.

Two diametrically opposed bolts need careful adjustment to be loose and YET NOT

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ALLOW coupling rabbet to disengage. Spread coupling about .005 inch to .015 inch using two jacking screws or with a fiber mallet, rap the flange.

3. Measure gap between coupling faces at four points (90 degrees around coup'ling rim) with feeler gauge to nearest .001 inch. Maximum variation may not exceed .002 inch between any two readings.

4.

Rotate coupling 90, 180,270,360 degrees and take similar readings. Maximum variation may not exceed .002 inch.

5. Correct horizontal misalignment by loosening foot bolts, removing dowel pins and bumping frame into position. Correct vertical misalignment by shimming under feet. Check and maintain ALL internal clearances (air gaps, bearing covers, fans, baffle clearances) equally around circumference. Abuse in shipping and handling often causes misalignment, even distort dowel pins to point of needing redoweled.

6. Repeat steps 2, 3, 4, 5 for each coupling while working away from two bearing unit.

7. Recheck couplings of long sets after completing previously mentioned checks, due to possibility that shimming on previous units effects units already checked. After aligning set within specified limits, carefully tighten ALL coupling bolts.

RECOMMENDED torque values for tightening coupling bolts:

3/4 inch bolts - 500 ft/lbs. and for 1 inch bolts - 770 ft/lbs.

The table on next page indicates typical readings of properly aligned coupling AND an ex· ample of each of three possible cases of misalignment.

REMEMBER

PAYS

•

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C 0 U P LIN GAL I G N MEN T (R E PRE SEN TAT I V ERE A 0 I N ~ S) (A L L REA 0 I N G SIN MIL S 0 R THO USA NOT H S 0 FAN INC H)

Coupling Position

Coupling Position

Feeler Position

0 Right

0 Top

0 Left

0 Bottom

Feeler Position

0 Right

0 Top

0 Left

0 Bottom

Right

12

14

13

14

Right

12-

14 -

14-

16-

Top

12

13

14

14

Top

15

17

17

19

Left

13

14

13

15

Left

18-

21-

20

23-

Bottom

13

13

14

15

Bottom

15

18

17

20

Coupling in line. Gradually changing readings indicate coupl ing is opening slightly with rotation.

Coupling out of line sideways. Note that right and left readings-show constant dif· ference of 6 to 7 thousandths; top and bot· tom readings all right.

Coupling Position

Coupling Position

Feeler Position

0 Right

0 Top

0 Left

0 Bottom

Feeler Position

0 Right

0 Top

0 Left

0 Bottom

Right

14

14

16

17

Right

14

11-

16

20-

Top

10-

lO-

ll-

12-

Top

18-

15

11-

16

Left

15

14

17

17

Left

14

19-

15

12-

Bottom

19-

19·

22-

22-

Bottom

10·

16

20·

15

Coupling out of line vertically. Note that top and bottom readings- show constant differ· ence of 9 to 10 thousandths; left and right readings all right.

Bad coupling face indicated. Note how tight and loose spots· travel with rotation of cou· piing. Necessary to remove both rotors and true·up coupling faces.

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SECTION 8

MACHINE INSPECTION REPORTS

INSTRUCTION SHEET

Use inspection forms in the back of this section.

The inspection form can be basically completed by-listing malfunctions. These problems must be explained in the" Remarks' area and signed by the inspector.

Then, to conclude the problem, the Authorized Foreman or other responsible person must explain the "Correction" of each problem in the area above his signature.

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DAILY ELECTRICAL INSPECTION

1.

Check following bearings: a.

Hoist motor bearings b. Swing motor bearings c.

Fan blower bearings

2.

Are all contactors ~perating properly?

3.

Are all lights operating properly?

4.

Are all motors commutating properly?

5.

Is the air conditioner operating properly?

6.

Is the air filtering system operating O. K.?

7.

Are all warning systems operating properly?

8.

Visually examine operator controls: a. Are the main controllers working O. K.? b. Are the auxiliary controls working O.K.?

9.

Is all electrical equipment clean and dry?

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DAILY MECHANICAL INSPECTION

OPERATOR'S CAB

1. Are all electrical controls functional?

2 Do the hand levers operate properly?

3. Do the windshield wipers work?

4. Do the windows open properly?

5. Do the heaters work?

6. Does the air conditioner work?

7. Do the overhead Iights work?

8. Is the seat satisfactory?

9. Do any of the controllers need overhaul?

10. Are gauges working properly?

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DAILY MECHANICAL INSPECTION

AI R COMPRESSOR 1. Is the compressor operating properly?

2.

Is the compressor and motor bolted down properly?

3.

Is the sump oil level correct?

4. Are the high and low operating pressures correct with instruction book?

5. Are the air filters clean?

6. Are the guards in position and secure?

7. Are there any air leaks?

8. Are all air lines secure and undamaged?

9. Are both reservoir tanks drained of water?

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DAILY MECHANICAL INSPECTION

DIPPER 1.

Visually examine dipper proper: a.

Any cracks in the back? b. Any cracks in the front? c. Any cracks in the reinforcing? d.

Any cracks in the welds? e.

Any cracks in the liner plates?

2

Visually examine the dipper lip: a.

Any cracks in the lip proper? b.

Any cracks in the weld? c.

Are the dipper teeth secure? d.

Are the teeth in good condition?

3.

Is the dipper latch plate O.K.?

4.

Is the latch mechanism O.K.?

5.

Is the dipper trip in good condition?

6.

Is lubrication adequate?

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DAILY MECHANICAL INSPECTION

LUBRICATION SYSTEMS

1.

Are all grease tanks filled with correct grease?

2

Are all grease pumps operating properly?

3.

Are all injectors pumping grease correctly?

4.

Are all grease lines intact and undamaged?

5.

Do all system.s cycle properly?

6.

Any broken lines or bent lines?

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WEEKLY ELECTRICAL INSPECTION

1.

Check all brushes: a.

Hoist motor brushes b. Swing motor brushes c. Crowd motor brushes

2.

Are all motor connections good?

3.

Are all D.C. contacts in good condition?

4.

Have aU motors and generators been cleaned?

5.

Are all cabinets clean?

6.

Are all warning systems working?

7.

Are all limit switches working?

8.

Are all cable runs in good condition?

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WEEKLY MECHANICAL INSPECTION

CRAWLER 1.

Check all bolts for tightness.

Any stress marks evident on any plates: a. Paint cracks or ripples b. Actual distortion on plates

2.

Any cracks in any casting?

3.

Are there any cracks in welds? a.

Main joints vertical or horizontal b.

Reinforcing plate weld cracks

4.

Visually inspect all sprocket assemblies: a. Any cracks in castings? b. Any excess wear on sprockets? c. Are bearings in good condition? d. Any problem with shafting?

Is the lubrication adequate? e.

5.

Visually inspect all idler roller assemblies: a. Any cracks in castings? b. Any excess wear on rollers? c. Are bearings in good condition? d. Any problems with shafting?

Is the lubrication adequate? e. f. Any problem with seals?

7.

Are the guards all in place?

Are all the bolts secure?

8.

Visually inspect the crawler belts: a. Any broken or cracked shoes? b.

Excess wear on any shoes?

Is the crawler belt tightness correct? c. d. Are the bolts tight in crawler pins?

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WEEKLY MECHANICAL INSPECTION

LOWER FRAME

1.

Any stress marks evident on vertical plates: a. Paint cracks or ripples? b. Acutal distortion on plates?

2.

Any stress marks evident on horizontal plates: a. Paint cracks or ripples? b. Actual distortion on plates?

3.

Are there any cracked welds? a.

Main joints vertical welds? b. Main joints horizontal welds? c.

Reinforcing plate welds?

4.

Visually inspect the air and lube piping: a. Any broken or bent pipes or hoses? b. Any loose fittings or connections? c. Any loose clamps? d. Any leakage evident?

5.

Visually inspect the rails on the frame: a. Are all hold down bolts tight? b. Are shear blocks making good contact? c. Any broken welds evident? d. Any evidence of rails moving? e. Any evidence of rails failing?

6.

Visually inspect the roller circle: a.

Is roller circle centered on rails? b. Are roller pins getting lubrication? c. Any evidence of rollers failing? d. Any excess wear on rollers? e.

Is there a film of oil on roller and rail?

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(Weekly Mechanical Inspection - Lower Frame cent.)

7.

Visually inspect main swing gear: a. Are the hold down bolts tight? b. Are there any welds broken?

Is the wear pattern good? c. d.

Is there good lubrication? e. Any excess wear on gear teeth? f.

Any broken gear teeth?

8.

Visually inspect center journal: Is there any evidence of cracks? a. b. Any weld cracks? c.

Is there excess clearance? . d. Is the lubrication adequate?

9.

ViSually inspect walkways, platforms, and ladders: a. Any damaged or broken components? b. Any broken welds?

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WEEKLY MECHANICAL INSPECTION

ROTATING FRAME 1.

Any stress marks evident on vertical plates: a. Paint cracks or ripples? b. Actual distortion on plates?

2.

Any stress marks evident on horizontal plates: a. Paint cracks or ripples? b. Actual distortion on plates?

3.

Are there any cracked welds? a. Main joints vertical welds? b. Main joints horizontal welds? c. Reinforcing plate welds?

4.

Main rotating lower bosses: a. Are welds solid? b. Is lubrication adequate? c. Is bearing temperature normal? d. Are seals for bearings O.K.?

5.

Visually examine center journal: a. Is there evidence of overheating? b. Is lubrication adequate? c. Is there any vibration? d. Is there excess clearance under nut? e. Is there excess side movement?

6.

Visually examine lubrication lines: a. Any evidence of damaged lines? b. Any leakage evident? c. Any loose clamps?

7.

Visually examine air system: a. Any damaged lines? b. Any evidence of leaks? c. Any loose clamps? d. Check sump oil level. e. Test temperature switch.

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(Weekly Mechanical Inspection - Rotating Frame cont.)

8. Visually inspect electrical cables and conduit lines: a.

Covered with grease? b.

Exposed to overheating? c.

Any loose clamps? d. Any loose connections?

9. Visually examine foot lugs: a. Castings for cracks or damage? b. Welds or cracks?

10. Visually examine gantry lugs: a.

Castings for cracks or damage? b. Welds for cracks?

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WEEKLY MECHANICAL INSPECTION

HOUSE

1.

Are all panels in place and undamaged?

2

Are roof arches in good condition?

3.

Are all windows intact?

4.

Any leaks in the house?

5.

Are all house bolts in place and "tight?

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WEEKLY MECHANICAL INSPECTION

SWING MACHINERY 1.

Check all bolts for tightness: a. Gear case bolts? b. Gear case lid bolts? c. Motor hold down bolts? d. Guard bolts? .

2.

Remove inspection covers and check: a. Pinion to gear wear pattern good? b. Oi I level correct? c. Leaks in cases?

3.

Do gear cases vibrate in operation?

4.

Visually examine swing motor brakes: a. Do motor brakes operate properly? b. Are brake linings worn?

5.

Do main swing pinions mesh properly with gear on lower frame?

6.

Are all guards in position?

-

NOTE: If problems exist on individual assemblies, be sure to specify which in ·remarks section.

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WEEKLY MECHANICAL INSPECTION

HOIST MACHINERY 1.

Check the following bolts for tightness: a.

Module hold down bolts b.

Motor hold down bolts c. Gear case bolts d.

Lagging bolts e.

Brake assembly bolts f.

Flexible coupling bolts g.

Guard bolts

2.

Visually examine wear pattern of gears and pinions: a.

Is pattern satisfactory on motor pinions to intermediate gears? b.

Is pattern satisfactory on intermediate pinions to drive gears?

3.

Check the float (end play) of pinions: a.

Is motor pinion float proper? b.

Is intermediate pinion float O. K.?

4.

Visually examine all gear cases: a.

Is oil level correct? b.

Is correct lubricant in cases? c. Are the bearings overheating? d. Are the se~iment traps clean? e.

Is there any leakage?

5.

Are all guards in place?

6.

Are the laggings in good condition?

7.

Are the flexible couplings O.K.?

8.

Examine hoist ropes: a. Are rope anchor sockets in good condition? b. Are rope clamps secure? c.

Is rust apparent? d. Any broken or frayed wires? e.

Is lubrication adequate?

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WEEKLY MECHANICAL INSPECTION

PROPEL MACHINERY

1.

Condition of air and lube lines?

2

Gear case oil level satisfactory?

3.

Coupling bolts tight?

4.

Condition of steering levers and clutches?

5.

Good lubrication?

6.

Brake adjustment requ ired?

7.

Conditions of brake lining?

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WEEKLY MECHANICAL INSPECTION

FRONT END COMPONENTS 1.

Boom: a. Signs of structural or weld cracks? b.

Loose or missing bolts? c. Good lubrication? d Walkways free of grease, oil, tools, etc.? e.

Foot pins in good condition? f.

Condition of lube and air piping? g. Condition of dipper trip mechanism and rope?

2.

Point Sheaves: a.

Rope grooves satisfactory? b. Cracked sheaves? c. Worn bearings? d. Good lubrication?

3.

Boom Su pport Ropes: a. Condition of socket connections? b.

Broken strands? c. Corrosion? d.

Good lubrication? e.

Marked reduction in rope diameter? f.

Excessive abrasion on outside wires?

4.

Crowd Machinery: a. Signs of structural or weld cracks? b. Good lubrication? c. Condition of lube piping? d.

Excessive clearance of yoke block wear pads? e.

Brake clearance and travel in limits? f. Worn handle drive pinions?

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(Weekly Mechanical Inspection - Front End Components cont.)

5.

Handle Assembly: a. Signs of structural or weld cracks? b. Excessively worn racking? . c.

Good rack lubrication? d.

Bail sheaves worn? e.

Cracked bail sheaves? f.

Loose bail sheave pins? g. Good lubrication of bail sheaves? h. Signs of stress, paint wrinkles, etc.?

6.

Dipper Assembly: a.

Cracks in dipper? b.

Excessive latch wear? c. Snubber pre-load satisfactory? d. Dipper teeth need replacing? e. Worn bushings and/or pins? f. Good lubrication?

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WEEKLY MECHANICAL INSPECT10N

GANTRY STRUCTURE

1.

Signs of structural or weld cracks?

2

Condition of connecting pins?

3.

Paint wrinkles indicating stress?

4.

Condition of bushings?

5.

Good lubrication?

6.

Ladders and walkway free of grease and oil?

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MONTHLY ELECTRICAL INSPECTION

1.

Are all ground connections O.K.?

2

Is the insulation proper on all motors?

3.

Are all A.C. contactors in good condition?

4.

Visually examine all slip rings: a. Are they all operating properly? b. Are they all securely fixed in place? c. Do any of them show excess wear? d. Are all brushes serviceable?

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MONTHLY MECHANICAL INSPECTION

GENERAL 1.

Check following bolts for tightness: a.

Bearing cap bolts on hoist drum? b.

End flange bolts on hoist drum? c.

Main swing gear on lower frame?

2.

Are the rope laggins worn excessively?

3.

Clean dust from oil cooler fins.

4.

Has the compressor oil filter been changed?

5.

Is the compressor V-belt tension correct?

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INSPECTION FORMS

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INSPECTION FORM

REMARKS:

INSPECTED By: /~

_

_

DATE:

_

-.

\,.

CORRECTION:

AUTHORIZED By:

_

_

DATE:

_

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