CAT Dragline MARION 7400 DIESEL WALKER DRAGLINE ERECTION OPERATION & MAINTENANCE MANUAL

BI116053 © Bucyrus All Rights Reserved

BUCYRUS R

Technical Manual

BI116053 © Bucyrus All Rights Reserved

BUCYRUS R

Technical Manual

BI116053

aANUAL

. For The

ERECTION

OPERATION & MAINTENANCE

Of The

MARION TYPE

7400 DIESEL

WALKER T Y P E D RAG LIN E

MARION POWER SHOVEL COMPANY

MAR I 0 N,

0 H I 0,

U.. S. A.

BI116053

CONTENTS --------

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PAR T I Page 3

ERECTING INSTRUCTIONS PART

II

OPERATING INSTRUCrrONS

Page 10 PART

~qGINE

III

STARTING INSTRUCTIONS PART

Page 22

IV

GENERAL MAINTENANCE INSTRUCTIONS

Page

25

PAR T V INSTRUCTIONS FOR MAKING ELEGrRICAL ADJUSTMENTS

(S-74OO-7 Sheets 1-13) PART

VI

APPENDIX

IN BACK OF MANUAL

List of Tools and Equipment for Erection

Attacbmant No. 1

Approximate Packing List for Export

Attachment No. 2

Recommended Lubricants

Attachment No. 3

Miscellaneous Instructions for Accessories

Attachment No. 4

Lubrication Instructions

Attachment No.

5

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11 ART

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I

ERECTING INSTRUCTIONS

For

MARION TYPE 7400 DIESEL WALKING DRAGLINE

SUBJECTS

(.....

PAGE

1.

Seleotion ot Tools

..

2.

Selection ot Site

4

3.

Plaoing of Derriok

4

4.

Erection of Maohine

6

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(, These it'lstruotion. hllve been px'epl!I.red todd in n'6Clting It. Type 7400 Diesel walking dragline. The 6n~in.erin, draw~ tngs whioh aM ompany the rna.ohine (;1 ve the exact looat ion ot parts, all necessary dimensions, ete. It is very important that extreme oare be taken in as.~bly beoause improper ereotion may cause unneoessary wear and faulty operation 01' the machine. The inetruotions tor the ereotion of the machine are divided into the following p;roupl8

1.

2"

J", 4.

Seleotion of tooh Seleotiotl of site Plaoing of derriok (If' not using mobile orane) Ereotlon of maohlne~

SELEOTION OF TOOLS $

A list of recommended equipment and tools for ereotion of the maohine is inoluded as attachment' 1 in the baok of this manual. Four groups of equipment are included.

1.

2.

3.. oil"

NecesllIary blocking Meohanioal tools Air tools Eleotrioal tooh

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It is reoommended that a small tool room be erect'.d lilt the erection site for the proteotion of the tools. drawings, etc.

SELECTION OF SItE , In the se1eotion of & site for erection the toll_ing tiona should be meta

OGfitU...

1. ,blear point of' operat ion 2.

3.

Adjaoent to railroad aldinS

Level area apprcx~tely 300' x 300' preferably made up of 50114 ..terlal

and with good d~lnage., (It, -1 be advisable to plaoe VG"fel or oinders in the immediate erection arH_)

PLACING OF DERRICK It 1s important that the derriok be placed 50 that the veat.. . est lo~ds Oan be lifted without interterrint with the ereotion of the maohine\) This position of the derr.1ok has been 'indioated in Drawing No. CR4,85 "Looation or Derriok for Er.9otloz:l .a£ :ype 7400". 'On the next. page.

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IN CASE <iROUN.D IS NOT L£VEL, .De:l'/iJ MECN Mi'lV Hl'lvo: To Be: PLnCEI> Ovr FVRTi'lER THAN IND/CI'ITI!:D 70 PRev/bE: BooM LLE,qP,qIVCI!:.

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ClIsl..es 1fz.'DI19 If 7() ~o LoN,.. O,ew aLE: Ilf'tOuND loe,

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BI116053

EHECTION OF riiACHlNE

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The approximate breakdown of units and parts of the maohine as it will be shipped, for export only, is shown in\the "Approximate Packing List for Type 7400 Diesel Walking Dragline" whioh is included as atta.chment 2 in the back of the manual. YVnen, the,maohine is shipped from the fa.otory all pieoes are matchmaX'ked for correot assembly by small stamped numbers and paint. ·iVhen assembling the maohine all bearing surfaoes should be thoroughly cleened and lubrioated with, the oil or grease recommended for that pa.rticular bearing as indioated in "Reool11mcmdod Lubrioants for Merion Excavators and Cranes" whioh is included us ettaohment 3 in the baok of this manuel. This also applies to all external gears, gear oases, and ooup1in~s.

It is reoommended that the following prooedure be used in erectine; the mnohine.

1.

2,

Assomble lower frame or tub.

a.

Build a orib, preferably of railroad ties, approximately 30 n high to allow for riveting and bolting undernea.th tub.

b.

Place center seotion on crib.

c.

Pluce outer sections and pull seotions together. Align and bolt. Tub should be leve18d and oirole rail bearing surface be checked for levelness with transit.

d.

Iteam and rivet tub completely.

e.

Bolt on wearing plates and oleats,

f.

Remove oribbing and lower tub to ground., (If ereotin~ the machine in the winter, it may'be advisable to lower the tub to a ma.t of timber, olear of the .cleats, under the edgo of the tub, to prevent freezing the tub to the ground,)

Install gear segments being sure to follow matoh" markings.

3. Install lower circle rail and bolt to tub using wedge washers under nut.

4.

Install Q,enter. journal.

,.

Assemble roller oirole making oertain that s.mall qiQll1Star of rollel"' is to the inside of oirole •

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( 6•. Install upper circle rails on the roller oircle in such a position that boom end of upper frame will be pointed toward derrick (as Bhown on Drawing No. CR4585)~

7. Burn off lifting lugs and grind smooth.

8~

*ssemble sections of rotating frame. a.

In assembling the upper frame the electrician should installl the conduit, Wiring and electric·al equipment simultaneously with erectors to avoid being blocked out.

b.

Place center section of upper frame. Be sure center journal is well greased and shear blocks welded in place before placing center section over it.

c. Block up front of center section on the gear segments to make easier installation of front girder. d.

Assemble main rotating shaft and rotating gear case on side sections of upper frame (Right and Left).

e.

Place right and left side sections, pull each into center section, align and bolt for riveting. On placing the side sections, pinions on main rotating shafts must be meshed with main rotating rack on the tub which is best accomplished by turning medn gear in gear case.

f.

Place I01Ner superstructure and front and rear girders.

This will not include any of the cross members ror they willinterrere with lowering the machinery from above.

Align all membel"R and bolt for r:5.veting.

g.

Install right and left wing sections and bolt for riveting.

h.

Install rear ballast 'box and bolt for riveting.

i.

Ream where necessary and rivet rotating frame complete.

9. Build secure crib under· rear of machine to support ballast and machiner;r.

10.

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Install ballast as indicated on the blueprint' supplied with the erection prints by our Engineers. Ballast should be distributed in accordance with these instructions so that the mechine will be properly balan.ced when in operation.

BI116053

( DUrt\.ng this operation care should be taken that electrical ecriduit is not damag~d.

11. Place all machinery on upper frame including electrical equipment and necesRary wiring in the order outlined below. fr~e.

a.

Bolt on hoist and drag machinery

b.

Install swIng motors and oil pumps.

o.

Place main propel gear.

d.

Install main propel shaft.

e.

Install hoiRtand drag drum.

f~

Install boom hoist machinery.

go

Install main drive gear case, generator!,

h.

Install air

compres~or

Die~el

engine & Swing

and exciter generator.

12. Install lower cross beams of

o~perstructure.

Bolt and rivet.~ (Be sure crane trolley girders are insta.lled before cross beams are placecl).~

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13. Install fairlead.

14.

Install walking towers and stub shaft~. Align, bolt, and rivet. It is particularly important that match-marks be followed exactly during this installation.

15.

Assemble boom complete.

Install house·front'and rear ..

Place roof trusses· and eave angles.

Plaoe operatort R cfl,'Q.

19.

A~Ramble

upper structure.

2'0.. (

4"

BI116053

( 21.

Install front and rsar gantry brao~ng and all other oonneoting beams. Ream, 'bolt and rivet.

Gantry braces are assombhd·Q.nd riveted before placing and walding on the upper struoture.

Weld stiff legs top and bottom first and then insert the as sembled and ri vetedbraoes_

22.

Irtstal1 and weld house root,

23.

Conneo J.:: boom to rotating ;f'rame, (Boom. maybe' oonneoted us .8 ooril.plete unit or foot seotion may be assembled·first on upper frame ~nd the rest of the boom built from 1'oot seotion.)

24.

Reeve oables. Reeve boom hoist oables first .• Reeving is more easily aocOII'lp;Lished by welding or brazing a 7/8 11 by 300 t (Or longer) oable to one end of the boom hoist oable. After threading this smaller oable by hand as far as it will go, pull boom cable through with the 7/8" oable. After connecting boom hoist oable to the boom hoist. pull up taut (with boom still on ground) and reeve boom safety oables in same manner as boom hoist oables.

25.

Install ail' piping.

26,

Complete house.

27.

Install walking oranks and walking shoes.

28.

Cheok all moving parts for obstructions whioh maycuuse damage.

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29. Raise boom

and remove cribbing at rear 01' maoh-

ine, The maohina is now ready for testing and making angine and eleotrioal settings. This prooedure is desoribedin the operating instruotions.

BI116053

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PART I I

OPERATING INSTRUCTIONS

For MARION TYPE 7400 DIESEL WALKING DRAG LINE

SUBJECTS 1.

(

2.

PAGE

Location and Function of the Controls

11

Digging

15

3. Rotating

16

4.

5.

qycle of Operation

16

Wa.lking

17

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LOCATION AND FUNCTION ........_,OF THE CONTROIS ......... :

( v-]hen the operator is seated as though operating the machine, the Throttle and Auxiliary Control Valves are to his right and at elbow height. From front to rear of the vertioal hand levers; first is the Throttle Control" next is the Engine Clutch Control, then the Propel Jaw Clutch Control" and last is the Propel Brake Control. Below" QJ1d between the Throttle and the Engine Clutch Control, is t/hs Automatic WaJ..ldng Selector Valve with a horizontal lever.

'V>1hile cligging,the Automatic Walking Selector Valve must be set at LOCAL which gives the operator direct control of the Diesel Engine except that the Governor w.:i.ll maintain proper Engine Speed when the Throttle is at MAX. The three posHiions for the Throttle Control Lever (front to rear) are STOP (throttle closed), MIN~ '(idllng), and MAX. (Full throttle). The Engine may be stopped by moving the Throttle Control Lever forward to the STOP position.

When the Throttle Control Lever is in the perpendicular position (MIN) the Engine will idle at its :m.:i..n:i.nnlm speed.. This position may be used" of operation is temporariliv suspended" or if engaging or disengaging the Propel (''lutch@ Full power for digging ~ be had by moving the Throttle Control 'Lever rearlliT81"d to the l1AX" positione In the 11AX<II position the engine speed is controlled by the Engine GoverIlor. For best rasuJ.ts, erl"atic mo-vements of the Throttle Control Lever are to be avoided.

When 'W'alking~ the Automatic "Talking Selector Valve is to be at REt-lOTE. Wf.t.en the Automatic Wa,1ldng Seleotor Valve is set, REMOTE" the speed and power ot the Diesel Engine is regulated" by nlerulS .0£ a C1l.M on the Main Propel Shafts; to suit the walking cycle. Thus ma.ximumpower is applled for the part of the walking step when the machine is lifted" and a. rn:i.n:i.mu.nt of power is applied for the part of the walking step when the madrine is Bet down, which retards and cushions this part of the w~g step. To prepare the machine for wa.lking, move the throttle Control Lever to MIN., disengage the Engine Clutch" and engage the Propel Jaw Clutch. (The Hoist-Drag Controller IIi.1.Ui!t be a.t Neutral while walld.ng). To propel or waJk the machine" sinmltaneousl,Y engage the Engine Clui:.ch and lIlDYEl the Automatic Walking Selector Valve to REMOTE. To stop the machine (when walking) ... simultaneously disengage the Engine Clutch, and move the Automatic Walking Selector VaJ.ve to LOCAL. To prepare the machine for digging", disengage the Propel Clutch" enga.ge the Engine C1utch~ and move the Throttle Control Lever to MAX. ' The Engine Clutch Control llll..'lSt. be at the IN (engaged) position when digging

and when pl"opellingo The Engine Clutch Control mus t be at the OUT (dis en... gaged) positicm. beiore attempting to engage or disengage the Propel Olutch", The Engine Clutch is air engaged" spring disengaged.

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The Propel Olutch Control Wi\Y be moVed to the IN 'engaged.) position only when the engine clutch is disengaged" and the Throttle should be at MIN. for best results. It:may be necessary to ft joggle" the Engine Clutch to attain proper matching of the Propel Clutch Jaws. The rropel Clutch Control must be at our (disengaged) when digging. The Propel Clutch is air engaged, spring disengaged.

BI116053 The Propel Brake is used to hold the Walldng Pontoons up off the ground while digging. The Propel Brake Control is nor~ left in the OFF position. vJhen the Propel Brake Control is positioned as stated above, the Propel Lock Brake will operate autom.atical~ to accomodate the Propel Jaw Clutch. Thus, if the Propel Jaw Clutch is engaged, the Propel Lock Brake will be released, and if the Propel Jaw aLutch is disengaged, the Propel Lock Brake will be set. 'However, when the Propel Brake Control is moved to the ON pOSition the Propel Loek Brake will be set, regardless of whether the Propel Jaw Clutch is disengaged or engaged, and this position should be reversed for emergency use only. The Propel Lock Brake is spring set, air released.

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ELECTRICAL CONTROlS NorE: All Electrical Controls including Lights depend on the Exei tar Generator for current for their operation. POvier to Swing is supplied by the Swing Generator.

AUXILIARY ELECTRICAL CONTROLS Just to the rear, and slight~ above the Auxiliary Air Contro~ is the Auxiliary Electrical Control Panel. This Panel contains a Propel Warning Light, a pair of STAm' - STOP Buttons marked Exciter Emergency, and a Swing Brake Switch with SET and OFF points indicated.

The Exciter Emergency START Button will energize and provide current for the operation of the following:- the Swing Controller, the Hoist Drag Controller, Swing Brake Switch, Propel Warning Light, Engine Control Solenoid, Hoist and Drag Clutch Air Qylinders, and the Warning Bell for Diesel High Temperature orLGw Oil. The STOP Button iY.ill de-energize and make all the above inoperative. Note: .. The Hoist and Drag Clutches will be disengaged and the Swing Bralce wiD. be set when the Auxiliary Air Controls are deenergized.. Most operators de-energize the controls, as a safetJr measure, any time they leave their seat. (Also see Swing Controller).

When the Controls are energized, the Propel Harning Light will glow "RED" when the walking shoes are not raised high enough to permit safe rotation of the machine. When the Propel lrIarning Light is lit, the swing power is weakened and the Swing Brake is SET regardless of the position of the Swing Brake Switell. Enough power remains with the Swing Controller to prevent the machine drifting should the Swing Brake fail.

When energized, the Swing Brake Switch will set or release the Swing Brake when the Swing Brake Switch is turned to SET or OW respectively. When de-energized or when the Propel ~Tarning Light is lit the Swing Brake will be set. The remaining Switches may be used for accessories as the customer desires.

CONTROLS I'DR ELECTRIC ACCESSO;IDES HEATER The Electric Heater for the Operator1s Station, when furnished, is turned ON or OFF by means of a toggle type Circuit Breaker, located just to the rear of the Heater, on the left side of the operator's station, near the floor. An overloa.d will cause the Circuit Breaker to "trip II open. If this happens, the Toggle Handle will Jump to a position midwa;r beween the

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Oland OFF positions. To reset the. Bremr,lt IflO'Ve the Han.dl.e to OW then to OB'. The cause ot the over-load shc:m.ld. be deterroiD.ed, and corrected, before putting 'the Heater back into service.

PCN'er· to operate· the Boom Bout Kotor is supplied through a, . srng1e ifIii'Ow hsable Safev SIdtch.mnnted on the right hand lIo'a8e Wall, to ' . the right 'rea:r of the BeomHmt at abftt shoulder height. :eefore the Boom JIIt'l' be raised or ~nd, tb1a Sw1:Ual1t. Ha:ndJ.e -.at be moTH to 01, and should. be ·..t OW 1Ihemrftir the Bo~ HOist ,is not being operated. AlIo before operat1l1c. the Bo_ Ho:1.llt,the Boom BoiS't Brake (BM 01-,58,) ,mast be released and . .t he 8et when n<Jt rwiDg 01'" :l.ow8r.thg the BoaR. Sinee the Beom ;Hoist is wom. driven. the Boom woul.d mt l.mler, with the Brake releaaed.. without the' application of POwer',. ~ the Boom Hoiat m.igb:t. \1 cnep" due tovi'bration and chang' ng 10-:1 hence the Brake. The direction and speed of the Boom Hoist is contl"elled. by the Vertical. Drum Switch with S Tariat.1.ons of speed in .either d.irection~ . lccated at tbI left &14. of the Boom 1I01st Dl"UILt ·Mo'V'1ng the Controller Handle" ~ the rear of the mach1ne raises the BOOlIlJ toward the front lowen the 10-. Mo"f1ng the Haru:Il8 to 'the center position" from either diraction" rill atop the BOom Hoist. (I£, after installat1on" the \ Boom Hoist does not run 1:0. the di.rection stated above" reTerSiDg the A.m.ature Leads D the Boom· Hoist Motor w::l.ll corr.at tb.e direction otrotation of the Booiil Hoist DrUtI. witil NSpectto the direction the ControllerHa.ndle is moved.. F01' further information on this Motor" see Electriclll. Instructions' 8-7400-1 Sheet 1) •.

BOOK HOIS!

·FUEL OIL PUMP The Fuel Oil Pomp is turned 01 or OW' by meana €If a toggle 'iPGd1rcuit Breaker.. uica:ted on the right h.aad HO'WlIeWall adjaeentto the Fuel 011 Pump. An ove~load will cause the Circuit :Breaker to "trip open•• If this happe., the Toggle Handle 'It.l.ll j1lDl'W IlL p08.itlml Jlid.ny betReD the 01 and. CI.I1'F positions. To reset the Break:e, JD8V'e the h".Je W, OW theli to OJ. The caule of the overload should be de~ and co1"'l"8cted, be.' fore putting the Fuel Oil ~ back in operation...

To f'1ll the Main hel Oil Tanks, insert the Fuel 011 Intake Hose into a tank truck properJ;r apot~.. on the right. hand side of the machine, and operate the Fuel o.u Pump as stated above. In order to fill the Left Hand Tank" the Valves adj acent to ea.ch Main Fuel Oil Ta:nk at floor leTel" l'IlU8t be open.

Power to operate the Diesel Eng:i.:rJe startiDg Air Oompressor is supp:ned through a sta:riiing Rheostat, located on the right haad. ' Bouse Vall. opposite the, main drive gear cue. Providing the Breaker ( - .

Breaker in m Control C:s.binet) is set at ON, the compressor mIIfI'.be started 'by moving the Rheostat Handle from. the oFF to the RUI pes1tion. 'Approxlma:teq .3G '"ecODds should be ,OODSWI8d in moT.LDg the J:Iandle trom OFF to RUR. Hoving the handle back to OFF wlll stop the Compressor. When the oonpressor :1B net being ued, ... Breaker should be at OFF. The 00,,88or will not operate at an htel"Mdiate speed, since a SpI'i.:nc 1I'1ll return the H8D41e to, OFF, if the Baa.dle is released before being moved all the 'IJ'8t,';to the Rt1I p08it1on6 . J. holding Ooil mrmally holds the Handle at RUI. U the Breakar "trips" · open, the Holding Coil will be de-energized.8Dd the Spring will return the HaDdle to OFF, stopping the Conpressor., Nor lfill the Oompressor operate after tM Exciterliillergency STAB! Button has been pressed, since the Rheostat DlESEL STAR!' CCW'RESSOR

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Holding Ooil w.lUbs de-energized and the SPrini w1ll return the handle 'to OFF.·

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DC CONTROL CABINET The DC Control Cabinet is located at the right hand end of the. Hoist Drum Shaft and contains the following:

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EXCITER VOLTME'l'EB. .AND RHEOSTAT are for the purpose of indicating and regu":,, lating the Exciter Generator voltage. Said voltage should. be adjusted by . manipUlatL~g the Rheostat, so that the Vol~~ter will indicate the proper voltage as shovID in Electrical Instructions 5-7400-7 sheet 13, when the Generator is "warmed up" to normal operating te~erature.

DIESEL START COMPRESSOR BREAKER This Breaker is for the purpose of protecting the Circuit and the Electric Ivlotor driving the Compressor. This is a toggle t;ype Circuit Speaker and the Toggle Handle must be at ON before the Compressor can be Operated. An overload will cause the Breaker to "trip" open" stopping the Compressor. If this happened" the cause should be determined and corrected. The Breaker can be reset by moving the Handle to OFF then back to ON. Also see "Diesel Start Compressor" under "Controls for Electric Accessories". As a safety measure" the Breal<:er should be OFF at all times when the Compressor is not operating.

SWING MOlOR BLOOR BREAKER The SvTing Blovrer }lotors. may be turned ON or OFF by means of the BlOi-Ter Dreaker. The Blower Hotors also are protected against overloads by this Breaker.. vJhen this Breaker is OFF or "tripped" the Con,trols will be de-energized" the Blowers will stop and the Swing Hoters will . not run. The cause of the overload Should be investigated and corrected,.

The BloWers Il1.C\Y be started again by resetting the Breaker; move the Toggle Handle to OFF then to ON. SWING GEAR CASE OIL PUMP MOTOR BREAKER The Swing Gear Case Oil Pumps ma.y be turned ON or OFF by means of the Oil Pump Breaker. The Oil Pump Hotors also are protected against overloads by this Breaker. When the Breaker is OFF or "tripped!!, the Controls will be de-energized, the Oil Pumps stop and the Swing Hotors will not run.. The cause of the overload should be investigated and corrected. The Oil Ptu!;>s may be started again by resetting the Breaker; move the 'roggle Handle to OFF, then to ON. RADIATOR FAN MOTOR BREAKER The Radiator Fan may be turned ON or OFF by means of the Radiator Fan Breaker. The Radiator Fan Hot or is also protected against overloads by this Breaker. 'YJhen this Breaker is OFF or "tripped"" the Controls are de-energized" the Fan stops and the machine beoome inoperative. The cause of the overload should be investigated and corrected. The Radiator Fan may be started again by resetting the Breaker; move the Toggle Handle OFF" then to ON. Unless the Radiator Fan can be put back into opera. tion quickl~'" the l1ain Diesel Engine must be stopped to prevent over heating.

LIGHTS All the Lights on the machine are turned ON or OFF at a four pole toggie type Breaker located near the bottom of the Steps to the operatorts Cab on the left hand House Wall about waist high. Each Toggle Handle controls a Light or· Lights grouped as follows: all Inside House Lights J Outside Flood Lights at Sides and Rear of House, Flood Light on Boom" and Flood Lights on Front of House. If the Inside House Lights are ON"the light in the Operator's Cab and the Extansion Light (located near the left hand end of the main nLesel Engine) may be turned OFF or ON by a Pull Chain and a Push Button on the respective Light Sockets. Should an overload occur in any of the four Lighting Circuits, its Breaker will "trip" open. The cause for the overload should be determined and corrected, and the breaker reset in the usual manner.

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BI116053 DIGGING CONTROLS

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The Swing Controller l located to the left front of the operator at.waist level, will rotate the Upper Frame to the right When the Swing Controller Handle is pushed forward" away from the op:e~ator$ and will rotate the Upper frame to the left when the Swing Controller Handle is pulled backJl toward the operator; providing the Swing Generator is running. the Exciter Emergency STARr But ton has been pressed" and the Swing Brake is OFF • Five variations of rotating speed in either direction are proVided, by the amount -the Swing Controller Handl.e is moved either lIT3J7' from the neutral position.

To stop the Upper Frame when erw:inging, simply move the Swing Controller Handle in the opposite direction. (Also see Propel Warning Light.

To the left of the Controller Handle, mounted on top of the Controller Cover is a MUshroom t.ype Button which willt when pressed, de-energize the COntrols with the same results as would occur" if the Emergency Exciter STOP Button had been pressed.

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The Hoist-Drag Controller, located to the right front of the operator at waist level, will set the Hoist Clutch and raise the Drag Bucket when the Controller Handle is pushed forward" aw~ from the Operator, to the first position; and will set the Drag and pull the Drag Bucket toward the machine when the Controller Handle is pulled back. toward the operator, to the fi:rst positio11t. '\Iilien t he Controller Handle is moved to the second position ei·~her forward 01' back, both the Hoist and the Drag Clutches ;;tre set, so that the Drag Bucket is raised and pulled toward the machine at the same· time. 'When the Controller Handle is in the neutral position, both Clutches are released~ and the Drag Buclcet must be held in aqy desired position by .full application of both Check Drakes, or lowered by partial application of both Check Brakes.

The Drag Check Brruce Foot Pedal, located to the left front of the operator$ sets the Drag Check Brake when depressed. The Hoist Check Brake Foot Pedal l located to the right front of the operator l sets the Hoist Check Brake when depressed. The degree of application of these Check Brakes is relative to the amount the Foot Pedals are depressed. Both Foot Pedals have catches, by 1-1hich either or both of the Check Brakes can be held in the set position.

Bo·t,h of these Check Brakes are air set" spring released.

DIGGING

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In order to move the drag bucket through its complete cycle, starting with the bucket on the ground direc~ beneath the point sheave" the operator should" s:Lmultaneous~ release the drag brake and pull back on the hoistdrag controllsr to the first position. This will start the bucket moving in toward the machine. As the bucket progresses it will be necessary to allow the hoist cable to p~ out by releasing the hoist brake. The cable should be p~ed out gradu~ so that the hoist cable does not became too slack. When pulli.ng the bucket through the bank if too much hoist cable is p~ed out, the bucket will have a tendency to dig in deeper into the bank. By keeping the hoist ca.ble taut" the depth of digging can be controlled. As soon as the bucket is filled" the drag brake should be set" then push forward on the drag-hoist controller to raise the bucket. As the bucket hoists" the drag cable should be allowed to payout grad.u.a.ll¥ by partia.lly releasing the drag brake so that the tension will be maintained

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BI116053

on the drag cable at all times to prevent the bucket from dUlrJpil'lg. To dUlllp the bucket, release all tension on the drag cable by fully releasing the drag brake.

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A drag bucket will dump on~ direct~~ beneath or bed-ond the point sheaves.

To dump the bucket direct~ beneath the point sheaves~ tension should be held on the drag cable until the bucket reaches this point and the hoist has carried the bucket to the desired height, then with the bucket motionless or while hoisting if desired" the drag cable tension should be released quickly. Since the center of gravity of the bucket~ when full, lies ahead of the hoist cable~ the bucket 'Will ~ump forward mth teeth down. It can be righted by pulling in on the drag cable.. Ordinarily the bucket is left hanging withihe teeth down until it is lowered by releasing the hoist brake to the point where digging is to be resumed.

The operator may, provided he is not dumping high up near the point sheave, dump the bucket beyond the point of the boom.. This is done by holding the bucket in toward the machine with ths.drag cable before releaSing the drag brake. The bucket will then Swing out in an arc and dump when the bucket ceases to pull out on the drag cable, at its furthest point of travel. The longer the hoist cable between the bucket and the point sheave, the further the bucket may be dumped beyond the point of the boom.

During the hoisting and dragging cycle, care should be taken that.too much tension is not held on the drag cable and thereby pulling the bucket up near the boom as this will cause undue strain on the boom. When paying out on the drag, enough drag cable must be released so that the bucket is carried from the point at Which it was filled in the bank to its hoisted position in a smooth arc.

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ROTATING The swing brake is used on~ to hold the machine from rotation while the machine is not digging. Before attempting to swing the machine, be sure that the rotating lock brake is not set. When swinging the machine, the operator must be certain that the bucket has been raised to clear all obstructions. The swing controller handle should be moved slowly until the cab starts moving then the handle may be moved to the end of its travel. To stop the swing motion the controller handle should be brought to the neutral position and then moved slowlY to app~ power for rotation in the opposite direction. This procedure of applying reverse power on . the swing motor to bring the machine to a stop is known as "plugging".

When the machine comes. to rest, the controller handle should be brought immediately to the neutral position to prevent the machine from starting to rotate in the ppposition direction. Rotating speeds lower than maximum speed can be obtained by moving the controller handle to some intermediate point.

CYCLE OF OPERATION In order to explain the coordination required of the operator~ a qycle of operation will be described. We will assume that the bucket is hanging beneath the point sheaves, the hoist and drag brakes set~ and the machine otherwise ready to operate. Should the operator desire to start digging at - 16 -

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BI116053

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some point other than directly beneath point sheaves, it is necessary· for him to rotate the machine so that the buclcet is in the proper position and to release the hoist brake so that the bucket will come to the ground.

Should the operator wish to start digging at a point a little beyond the point sheaves, he should lower the bucket to a point a short distance above the ground, pull the bucket. in toward the machine with the drag power", then bring the hoist drag controller to neutral without setting the drag brake. The weight of the bucket will pull out the drag cable and oause the bucket to swing· in an arc ,to a point beyond the point sheaves. As soon as the bucket reaches its maximum travel in this arc the hoist brake should be released and at the same time the drag brake shou1d be set to prevent excess cable from be:i...ng payed out. The opera1:.or shou1d be careful that he does not allow too much drag oable to pay out as this may cause it to jump the gl'tooves in the drum or tangle in the machinery and damage the cable. The hoist brake should be then set as soon as the bucket reaches the ground.

The operator may now proceed to drag in through the bank. In order to dig evenly the operator mn$t watch very close~ the action of the bucket and the hoist cable. Should the bucket tend to dig in" the operator must pull up a little on the hoist cable IUld should the hoist cable become taut and the bucket start to raise up" the hoist cable must then be payed out a little. The control on this machine is so designed that it is possible to operate the hoist and drag simultaneously in order that the operator may hoist at the same time he is draggiDg,f by pulling back on the hoist-drag controller to the second position. This procedure is also m,)cessary when the'machine is setting on top ,of a pank with a rather steep incline. \men ai"'agging the bucket up the in§;Line., itv-.'ill be necessary f.or the operator to continually take up a little on the hoist in order to keep the bucket from digging into the bank and stalJ.ing. ~ As soon as the bucket has filled, the operator should cease digging and begin to hoist. Dragging the bucket through the ground after it if;) filled is a waste of power and time. The operator should'start swinging the machine in the direction of the.place where he is to dump as soon as the bucket has cleared the ground and at the same time; continue hoisting and paying out on the drag cable as described previously.

On a dragline, it is ver,y necessary that the operator start swinging and

stop swinging smoothly so that the bucket will not swing like a pendu1um• . This is very important especia~ when ;it is necessary to dump the bucket into cars or trucks. \men dUIl1ping on to a spoll bank, a certain amount of .swing in the bucket can be tolerated. After the bucket is amp'tied. the operator should begin to lower the bucket by releasing the hoist foot brake. at the same time he slvings to return to the digging pOSition provided that no obstructions lie between the dumping position and the digging position.

-

WALKING

Normal.ly the machine is propelled with the drag bucket suspended on the hoist cable, and with enough tension on the drag oable to prevent undue swinging of the drag bucket. care should be exercised so as not to have the drag bucket too near the boom or the drag cable so tight as to put undue strain on the boom. When the drag bucket is in the desired position

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BI116053

release drag and hoist friction clutches and set and lock the drag and hoist check brakes. Due to the balance and walking characteristics" the machine will set down at the end of each step with less impact, if the drag bucket is being carried.. Next, rotate the machine till the boom is pointing opposite the desired direction of traVel" insomuch as the machine actually walks backwards. After the machine is pointed~n the desired direotion" set the rotating brake; disengage the engineblutch,; engage the propel jaw olutohj release the pr.opel brake" i f not already in the released position. (l-J'arn all concerned that propelling is to start).

NO't-1, propelling will start with engagement of the engine clutch" ·and dis ... engagement of the engine clutch will stop the machine walking. To ohange . direction" when walking, stop the machine walking (with the pontoons up),; rotate the upper frame, so that its rear points in the new direction; then start walking in the new direction.

The propel clutch is the jaw4YPe and it is necessary that the two halves of the clutch be lined up before the clutch will engage. The drag drum . shaft should be turned until the clutch halves engage by intermittently engaging and disengaging the Diesel engine clutch. The propel control is so arranged that the speed of the machine is controlled automatically throughout all parts of the walking cycle. As soon as the pontoons start to move down toward the ground" a red wa.rning light mounted on the control box to the right of the operator will light. This light remains lit during all parts of the walking cycle except when the pontoons are in the raised pOSition, normal for digging. ~Then the operator wishes to continue digging, he must be certain that the pontoons are in their raised position as indicated by the signal light lihich is out only in' this positiort$ before disengaging the engine clutch.

The propelling on a walking dragline is accomplished by a series of IIsteps".

Each step represents a complete revolution of the main propel shaft which runs across the machine. On each end of this shaft there is attached the wallclng mechanism. As walking step is accomplished in four stages, each stage representing 90 degrees rotation of the propel shaft; first; lowering the pontoons, second; raising one end of the tub; third$ lowering the tub; fourth; raising the pont,oons. Drawing CR-3634 shows these four positions in sketches IIA", nBn, IICtl and "D" respectively. The edge of the tub will follow an arc shOWli in sketoh "Aft. This cycle Will be repeated until the machine has traveled or stepped as far as necessary.

Note:

There is no reverse motion for the propelling of this maohine.

To prepare the machine for digging after walking; the engine clutch must be disengaged; the propel clutch must be disengaged; then" the propel brake will set autornatically1even though the lever is in the released position.

Now". engaging the engine clutch will ready the machine for digging.

The machine is equipped with swiveling deVices on each walking pontoon.

The purpose of these swivels is to protect the walking mechanism. When part of the tub or pontoon area is on firm dry level ground, slippage is not noticeable" but conditions tll'ill ar;ise 'When one pontoon may be on solid footing and the other Will sink in or slip back. This would tend to rotate the entire machine around the pontoon 'Which is holding. Such a condition imposes excessive stresses in the walking mechanism. .

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SK£TCH "A"

SKE.TCH"a"

SKETCH

"e ..

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SKETCH "D't

C R. - 3'34

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Illustration of walking pontoon swivel assembly view No. 1 and 2~ CR-4676~ ShOHS the awiveling device installed on the pontoons and its operation is described in the following paragraph.

View No.1

Sh01rlS the pontoon in its normal or starting position, which is parallel with the oenter line of the machine. This position is brought about automatically when the pontoons are raised off the ground, through the action of the pontoon return mechanism which is described in detail in paragraphs following.

The walking pontoon 1. ha~ mounted on its upper side a swivel assembly .& Hhich is attached to the pontoon by pin b allO'iving the pontoon to rotate in either direction. The other end of the swivel assemb~ is prevented from lifting off the pontoon by a keeper casting 4 which is bolted to the pontoon and has a projecting flange or lip which hooks over the swivel ass,embly. The swivel assembly is provided vJi th two journal bearings ~and 6 in which the v1a.lldng arm yoke pasting 1 is mounted. Journal bearing 2is cast integral" with the swivel casting while journal bearing 6 is cast separate, and is bolted to the swivel casting. This type design-is necessary for assembly purposes. The walking arm yoke casting 7 is also made with two journal bearings in which the waIting arm is mounted. These two sets of journal bearings form a universal joint which allows the pontoon to 'Gilt both sidevuse and lengthwise.

Attached to the underside of the swivel casting are two slide blocks which are made of special composition having a 10'1'7 coefficient of friction, so that they -vrill slide readily under pressure. These slide blocks bear on finished slide plates 8 welded to the top of the pontoon, the contact surfaces being greased packed. The lubricant is prevented from escaping bJ' means of a grease, retainer entirely surrounding the slide plates on the pontoon. The slide plate covers 2. protect the slide plates preventing dirt and moisture accumulating on the bearing surfaces.

E:i..-tending forward on the pontoon Swivel pin 3 is a part of the pontoon swivel assembJ.y knoiom as the pontoon return mechanism. This return mechanism consiSts of an adjusting screw !Q." a spring 1!" a plunger 1b a roller 1J.., and a roller track or cam ~.

View No. 1 of CR-4676 shows the walking. pontoon iIi the normal posi tion,ll . which is brought about automatical4v when the pontoon is raised off the ground. This is accomplished by the action of the spring ~ ca;1Sing the roller 13 to seek the low point or center of the cam 14. lihen in the normal position, the center line of the pontoon coincides ldth the center line of the swivel assembJ.y lvhich is always held parallel to the 'upper frame by the waJJdng arm ..

View No.2 of CR-4676 shows the v1a1king pontoon partially pivoted out of the normal position, this m~ be caused by the pontoon being pressed against gound of sufficient uneveness to force the roller tovlard one of the high sides of the ca:ro.1l.!. thus compressing the spring 11. The energy thus stored in the spring will return the pontoon to the normal

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Vie. No.1

WALKING

ITIJ

SWIVEL ·t4ECHANISM

.s=:.

~ONTOON

o

o

0 0

o

0 0

0

0 0

o 0 000 0

o o

00 0

-CR-4676

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position when it is lifted from the ground for the next. step. The direction and amount of sw1,veling depends on the direction and magnitude of ground slope or uneveness, the maximum position being when the roller 12 is stopped by the cam end plate li.

The spring 11 requires an initial compression of 5-1/4 incheff (equal to 24 turns of the adjusting screw 12) fbI' proper functioning of the pontoon return mechanism .. This adjustment must be made.~tJ;w. pontoons off the ground (if the pontoons are mounted on the machine), and the roller 12 centered on the c~m 14. If the pontoons are mounted on the machine, back off' the adjusting screw till the 9pring is just free (or if· the pontoons are being assembled, tighten the adjusting screw till the spring just ceases being free) then tighten the adjusting scre'lll exactly 24 full turns.. A paint spot or a punch mark on the adjusting screw head will aid in counting the full 'turns of' 'the ad~justing sc,-~eW";Jl Never tighten the sprinr.; more than shown above, since t,lle pontoon must bm capable of swiveling 'to the limit of the cam enci plate II without any interference wi thin the return mecha.nisrrL~ When propelling the machine, the operator !11Ust be sure that the ground over which the machine i1'l to travel is fairly level and that the pontoons or tub do not rest on a.ny sharp obstruction5 8 The machine should not be propelled along the side of a steep hill where there is considerable danger of slipping. If possible, ground over which the machine is walking should be such that both pontoons make contact with the ground at approximately the same time. iVhen the machine reaches its digging position, the operator must be certain that the machine does not set. on top of a small knoll, al'! this will cause the machine to rock while digging. It is very destrable that the pontoons when making contact with the ground have bearing their entire length in order to prevent excessive strains.. '~:hen the ground is extremely uneven a. dozer may be required to push large rocks out of the way» and level the ground.

Filling may be done by dumping some of the spoil in the line of travel and levelling with the dozer.

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SPEED CONTROL OF WALKING CYCLE .

On the Main Propel Shaft on the left side of the machine is a Cam, which operates the Automatic Throttle Control when propelling, when the Automatic Walking Selector Valve is at REMOTE. This Cam must be located on the Main Propel Shaft$ so that the Throttle will be full open for all phases of the step except while the machine is "setting 'down", also the Cam Following' Roller on the Air Valve must "track" all around the Cam and not get off on one side or the other. The Roller on the Air Valve must enter the low portion of the Cam immediately after the machine has accomplished the major portion of the horizontal part of ,·t.he ,step, and has started to "set clown"t and leave the lO'1IT portion of the Cam and ride up 'on the high portion just after the total weight of the machine is resting on the. Tub. !I'hus, if a large face of a clock could be c,?nsicered as mounted on the left side of the house with its center coinciding with the center of the Main Propel Shaft, and thinking of the Propel Crank Arm as the " hour hand; then the Cam should close the Throttle when the Propel Crank )1' 'Arm points at" 7: 30tl I and open the Throttle ,¥hen the Propel Crank arm points at "9.~OO" IJ !

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BI116053

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The above gives only the approximate or primary setting. Various operating conditions may require that the Cam be ~hirted slight~ from the position stated above, In seeking ~he correct Cam location it is best to proceed slowly; not changing the Cam setting more than about 1/8" at a time. If the machine l'3ets down too hard, the Cam should be moved clockwise on the l~in Propel Shaft to alose the Throttle a little earlier. If the machine tends ,to stall at the top of the step, the Cam should be moved anti-clockwise on the Main Prop~l Shaft to close the Throttle a little later. Note:- In addition to the above instructions, instructions contained in "Automatic Speed Control Equipment" Im;truction , Manual by Th~ We1':tinghouse Air Brake Company must be carefully followed.

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SPECIAL NOTE;...

A Cam positioned for walking on lever ground may not be correct for ~relking down a slope. If a down slope is great enough, and the Automatic Walking Selector Valve is at REMOTE the Cam may open the Throttle before the portion of a step in whioh the machine is "set down" is completed, causing the machine to "set down" with a jolt.

Rather than change the Cam from time to time (after being properly positioned for flat ground), aR down grade8 are encountered, some operators keep the Automatic Walking Selector Valve at LOCAL and simulate the action of the Cam by manip,uating the Throttle. When manually controlling the speed of the machine through the consecutive phases of the walkjng step the Throttle should be closed just after moet of the horizontal motion has been accomplished and the machine starts to tlset down"o Next, open the throttle just after (not before) the full weight of the machine' is reflting on the Tub. The grotmdman may be able to assi3t,--,tli~ 'Operator in determining the propel time to close or open'the throttle, by means of hand eignals.

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PART III

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ENGINE STARTING INSTRUCTIONS For MARION TYPE 7hoo DIESEL WALKING DRAGLlNE

PAGE

SUBJECTS Cooper-Bessemer Engine JS-B

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and General Motors Engine h-71

23 and

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BI116053

ENGINE STARTING INSTRUCTIONS

COOPER-BESSEMER ENGINE - MODEL JS-B GENERAL MOTORS ENGINE = MODEL 4-71

1.

Fill engine cooling system with coolant." Water used must be "soft" so that no excess amount of scale will ,form in cooling system.. The capacity of the cooling system is approximately 550 gallono

2.

Fill lubricating oil sump tanksJfilters (full flow, mounted on engine at water pump end and bleeder typel mounted on deck) and air cleaner.

This engine has dry sump and oil must not be poured into engine through access plates in side of engine; but should be put into sump tanks by means of opening provided in piping system for filling.

Refer to Cooper-Bessemer Instruction Book for JS-8 Engine - Section pages 2 to 8C1

4,

The capacity of the lubricatlng system is approximately 388 gallons of the proper lubricating oil as is recommended for climatic conditions in which the engine is operating.

3.

Fill fuel tanks with proper grade of fuel oil. Fuel capacity approximately 2260 gallons. Refer to Cooper-Bessemer Instruction Book for 'JS-8 Engine, section 7, page 11. Prime fuel system by using hand priming pump located on side of engine. per Cooper-Bessemer Instruction Book for JS-8 engine, section 7, pages 1 to 11 inclusive.

4. Prepare General J.VIotors engine for starting

as

fo110v1s J

a.

Fill oil pan with proper lubricating oil to proper level, alsofilters and air cleaner.

Refer to General Motors Operators I Manual for 3, 4 and 6 Cylin~er Engines, section V, pages 11 and 13, and section IV, page 1. Capacity of lubricat:Lng oil system is approximately 4-1/4 gallons.

b.

Fill cooling. system with coolant. approximately 7-3/4 gallons.

Co

Fill fuel oil tank (located under wing deck plate· on right hand side of·machine) with proper grade of fuel oil•. Refer to General Motors Operators' Manual for 3;4 and 6 QY1inder Engines, Section V, page 14.

d.

Prime fuel filters and vent secondar,y fuel filter through opening provided ..

Capacity of cooling system is

e •. ,Check batteries for proper gravity reading and make sure cable to starting motor and ground cable are securely fastened. f.

Set throttle control in start posH,ion and start engine.. If temperature requires the use of the air heater, follow instructions printed on instrument panel of engine.

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g.

A period of approximately

up of engine before ~.

5 minutes should

a load is

be allowed for warm

applied to generator.

Fill auxiliary air compressor with proper lubricatin~ oil to proper level and start electric motor '1mich drives auxiliary compressor.

Be sure valves in air line between compressor and air pressure tanks are open. ..

6. Fill main air compressor With proper· lubricating oil to proper level.

7.

Check ovcrspeed safety stop on Jg~B Cooper-Bessemer and reset the stop has been tripped.

8" Start motor dl"iv13n

r~d1ator

it

cooling fan.

9. Make sure main engine clutch between main Diesel engine and the machinery is disengaged.

10. Set engine throttle control (:in operatn~ts cab) in idle pcsition.

11. When a pressure of 250 lbe. has been built up :in the starting air tanks the starting air valve is turned to start positioh and as soon as engine begins to fire, release the air start vaive.

12.

la~

14.

The lubricating oil pressure gauge must be watched at this ,p'o1nt and 'li' no pressure is indicated the engine must be shut down immeME.tely and a check made to determine the cause of lack of pressure. The lubricating oil pre~sure gaug~ should indicate approximately 20 PSI under normal operating conditions.

. The

engine should be run for a short period at idle speed, after starting, and a close check should be kept on lubricating oil pressure, fuel pressure, cooling Water temperat~e ~nd the oil strainer.s ..

When engine ha~ been run a short time, after initial starting, it should be shut down ~md the lub'riea ting oil level cheeked. Also all pipe joints in lubricating oil" fuel oU and cooling water systems shotiId be checked for leak6. ,

.

Consult Cooper-Bessemer Instruction Book and Parts List for JS-B Diesel Engine for further information.

15.

CAUTION: A warning bell in the operator's cab will ring, if the oil pressure is too low, or 'if a too high temperature is encountered in the Cooper-Bessemer engine.

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BI116053

PART

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IV

GENERAL MAINTENANCE INSTRUCTIONS

FDR MARION TYPE 7400 DIESEL WALKING DRAGLINE

PAGE

SUBJECI'S

( '"

1. General Lubrication

26

2. Mechanical Adjustments

27

3. Air Cylinders

29·

~

care of Motors and Generators

36

Installation and Care of Brushes

36

,.

6. Motor and Generator Bearing Lubrication 7.

40

Air Magnet Valves

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GENERAL LUBRICATION

-,,--~~~-</,<~- ~.

lubrication chart specifying t.he lubricants recommended by the various oil companies is included in this folder. Duplicate copies of these charts are included in the repair li.st books sent itIith each mc"whine.

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It :La important to make sure every rotating or movable part is properly lubricated per chart recOl'nmendations. The pinions and gears on hoist,ing, rotating and propelling and on all other gears and pinions which are not enclosed should be thoroughly covered In th the lubricant recommended in chart. The hoisting cable should also be kept coated with a good grade of cable compound" as recommended in lubrication chart. Oil should be kept at the proper level in ali enclosed gear cases.

All roller bearings and ball bearings should be kept 1/3 to 1/2 full of the lubricant recomnended in lub~lcation chart and o~ly enough grease sholl.ld be added to maintain this level. These are oil tight bearings and the grease level lJill usually remain constant over a long period of time" therefore" onJ.¥ very small quantities ever need be added.

These bearings have been knmin to run for periods ranging from 500 to 1000 hours without the addition of more grease, however» 'tfa recommend the addition of t1fo to three tablespoonfuls of grease every- $00 hours. This will usually maintain the desired level in the bearing of 1/3 to 1/2 full at all times.

If these bearings should ever become completely filled" it will result in "\:,he bearing over-heating.. If the bearing should appear to be running excessively warm, it would be advisable to remove the pressure fittings and allow some of the excess grease to escape.

If for aJ.1;y reason shou.ld an anti-friction bearing be removed from its housing$ it should be thoroughly cleaned with light mineral Oil" and repacked with the proper lubricant.. Two to four times per year$ depending on operating conditions" anti-friction beal-inga should be purged.. 'rhat is,, the proper lubricant should be forced throtlgh the bearing till it comes out clean,. Then leave "the housing open till the excess lllbr-lcant has worked out, and the bearing is not OVer 1/2 fliLl, In climates where a lighter grease must be used in winter than sl:umner" the logical time for purging is i-J"ht~n chang:i.ng from light 'tiO heavy "grease for smnme:r oper~d:.ion of' when changing from heavy to ligh'1i greaEl9 for 'Vr.il'l'!:,er opera"bion.

The bearings of all modern mot.ol"SSt baIlor roller:; require on~ infrequent a.ttention.. The design of these bearings provide for a plent.i.fu.1 supp~ of grease being held in dust tight housings. If the proper amount of suitable lubricant is applied before starting:; it should only be necessaI''Y to add a relatively small amount a-t periods of apprm:::iJn.ately 500 hours. " It is, therefore" important that lubrica.tion of all :motors and generators should be ant,rusted on1:T to thoroughly informed attendants" If grease is copiously and i'requently applied, some of the excess lubricant will be carried inside and lodge in the vlindingS, where it catches dirt and thereby hastens the ultimate failure of the insulation a See further comments under heading ~'Hotor and Generat?I' Dearing Lubricationtl •.

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All bronze (or babbitt) sleeve bearings should be greased approximate~ every four hOl1rs~ by using one of the lubricants reconmended in chart.

The im,.Dortant point to remember is that every movable or rotating part requires oil or grease and an oil hole or fitting is provided in each case.

If an oil hole or grease fitting is not easily visible a close inspection '!trill reveal its location. Do not fail to grease machine as direc·ted each day it is in operation. For location of fittings~ see repair ~arts list. ~1EWANICAL .ADJUS~S

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The HOIST FRImION CLUTaI and the DRAG FRICTION CLUTCH, being similar (except for size) Hill be disc1+ssed together. These Friction Clu.tches are air set and spring released. Hhen air is acbni tted into the Air Cylinder the Bellcrank (Hhich is connected by means of a Lever and Linlc to the Piston Rod) is rotated, tightening the Friction Band (wbich is anchored to the Driving Gear) around the Clutch Housing~ caUSing the Drum (~-J'hich is bolted to the Clutch Housing) to be driven by the Driving Gear. ',ilion the o.ir is exhaus·ted from the Air Cylinder (through the Quick Release Valve), the Spring, v1hich was compressed when the Friction Band was set, will return the Lever, Linlc" Piston Rod, and' Bellcrank to the released position~ lo03ening the Friction Band, so that the Drum is free" and n.o longer driven by the Driving Gear. The Band Clearance Adjusting Bolts and Band Guide Rollers insure equal clearance all around between the Friction Housing and the Friction Sand, by not allowing the clearance to accumulate at the live end, but by distributing the clearance equally around the Friction Housing. The Quick Release Valve insures prompt release of the Friction Band" because the air, in exhausting from the Air Cylinder, travels a very short distance to the Quick Release Valve" instead of having to pass through the Air Pipe to escape at the }lagnet Valve e Adjusting the Friction Clutches is accomplished by means of an adjusting Screw, located between the Live End of the Friction Band and the Bellcrank.

These .Friction Bands should be adjusted, so that they vdll not require all the Air Cylinder travel to set them" and still 'V-rill not slip during the most severe service. At the same time" the Adjusting Scre'tV' IllUst be' set, so that in the released position the Friction Bru1d V1ill be free and not drag on the Clutch Housing. The spring should be adjusted by means of the Adjusting Nut" so that the I~riction Band will be promptly and fully loosened from the Clutch HOUSing" when the air is exhausted from the Air Cylinder. The Spring should not be adjusted tighter than necessary to accomplish its purpose, insomuch as the povler required to compress the Spring will reduce the power available to set the Friction Band. The Band Clearance Adjusting Bolts are to be set, so that the eccentric mounted Band Guide Rollers will permit the Friction Band to clear the Friction 3:o:lsing by not more than liB inch all around. .

CI-582" Page 32 CI-589, Page 33 CI-590 and CI-591, Pages 34

Swing Brakes see Boom Hoist Brake see Hoist and Drag Check Brake see

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BI116053

DRUM FRICTION CLUTCH

(' __ -- __ 1 - - - - -__ .........

Driving Gear--...,

Lever

Pi'ston Rod

r

FnctionBcind

F' ' nc t'Ion H : ouslng

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BI116053

(

The PROPEL BRAKE is used to hold the WaJ..1d.ng Pontoons up off the" ground i'lhile rotating, and is spring set" air released. The Spring, 1<Thich is inside the Air HaJll C,ylinder, must be tightened. sufficiently" by means of the Spring Adj usting Nut, so that the Propel Bralce "l-ril.l set "I-Then the air is exhausted from the Air Ram Cylinder, provided that the Band AdjustingScrei-l is properly ad,j usted. The Band Adjusting Screvl is to be adjusted so that 1-1henthe Propel Brake is set, the Air Ram Cylinder Bell Crank vlill be 3/8 from the Dell Crank Stop. The Band Lifter Springs . should be tight enough to lift the Brake Band from the Propel Brake Housing when the Propel Brake is released" but not so tight that th~ Brake Band carmot seat properly" on the Propel Brake Housing when the Propel Brake is set.

PROPEL JAW CLUTCH SHIFTER

(

The PROPEL JAW CLUTaI (on the left end of the Drag DruIll Shaft) is engaged by forcing air into the Air Rrun ~Tlinder, and is disengaged" when the air is released from the Air Ra.ri). C;)Tlinder, by a Spring which was "con:pressed ,vhen the Propel Jaw Clutch vms engaged. The Shifter Yoke stop Screw must be set to stop the Shifter loke after 3 inches to travel from the engaged to the disengaged position of the sliding half of the Propel Jai-1 Clutch. This will allow 1/2 inch clearance between the two halves of the Propel Jaw Clutch in the disengaged position. The spring nrost be adjusted" by m.eans of the Jl.djusting Nut to produce enough tension to prorrlptly disei.1gage, and hold in disengagement, "the Propel Javl Clutch "tv-hen the air is released from the Air Ram Cylinder. The spring should not be adjusted tighter than necessary to accomplish its purpose" insomch as -the power required to compress the- Spring will reduce the pOi'Jer available to engage the Clutch Jaws.. Considerable care should be exercised "t~hen setting the Poppet Valve Adjusting Screw, since onl.y 3/16 inch travel is required to open the Poppet Valve, and over-travel may dmnage the valve. This Pop:;:Jet Va,.lve Adjusting Screvil" should be set" so that t~e Poppet Valve will be full open when the Propel Jaw Clutch is fully engaged. This Poppet Valve will release the Propel Brake l'>I"hen the Propel Jaw Clutch is engaged" and will set the Propel Brake when the Propel Jaw' Clutch is disengaged" if the Propel Brake Control is at OW.

.

"

AIR CYLINDERS In case an Air Cylinder acts too fast or slow in either direction its sneed of operation can be altered by inserting a drilled Plug or drilled Ping Ni"pple in the Intake or EY...haust Pipe as required. These are furnished "vlith machines for normal operating conditions" but extrern.e operating conditions mew necessitate changing the diameter of the drilled holes ..

(

If an Air C~rlinder fails to operate properJ¥" check to make S1.U'S, that the Air Compressor is maintaining a normal operating pressure of ninty pounds per square inch" and that there are no leaks in the Air Lines. fJ.no-ther l)ossible cause for an Air Cylinder to operat.e poorly is" if the Piston Cup or Packing is dry or I'Torn$ A leather Cup which is dry a.nd hard may be softened with Neat's Foot Oil. The onJ.;y remeby for "a worn Piston Cup is replacement. Loose Pa.cking can be tightened by removing Shims under the Packing Retainer.

- 29 -

BI116053

-PROPEL BRAKE

'---·...n.".'

Lifter Springs --...,;,

Air Ram OylinderBell Orank

Spring Adj. Nut

Band Adjusting Screw - - - - " Band Live End Bell

.

(

",

BI116053

(

'PROPEL

CL,UTCH

SHIFTER'

Disengaged

Propel Jaw Clutch

Shifter, Collar

r-:-----JLShifter Yoke Screw .. _-'---- Poppet Valve

~~~ Stop Screw -....:.....--I----I~tr"'Y Air Ram

Piston Rod ---C:::::J:7--r I_"""--Rtr-_-I

r

Cylinder

L. Adjusting' Nut

Spring

(

BI116053

SWING BRAKE-TYPES 5323, 5561, 74008 7800 (ALSO TYPE SPRING

5E·1 t

5560 WITH 'VERTICAL SWING MOTORS)

c

AIR RELEASED, ELECTRIC CONTROL USING MAGNET VALVE .To RELEASE ~RAkEJ OPERATOR TURNaSWITOH

SKETCH SHOWS BRAKE IN SET POSITION

TO "OFP", OPENING MA.QNET .VAL.VE: A!,..LOWING AIR

I,

TO ENTER' CYL.! NOER COMPREsS I NG

SPR I NQ

,

ANO FORCING PlSTON ROD ;5

TO MOYE OUT..

ROD

BUSHED

IS

PISTON

AND

18

CONNECTED TO TWO LEVER BARS

4

ON THE OUTalOr,

AND TO OI.,~VI§

~,

WHIOH

IS SUQ"iD, ON THE INsrDE, BY A BOLT • . OLEVtS

5

IS OONNEO~ED TO

6 BY ROD 7 HAVH. AND L.H.

CLEVIS ING R.

" THREADS.

OLEVI~

I~

6

OONNe:QTEO, ON ~EAR Slot OF BRAKE, TO ONe: END OF . BRAKE SHOE 8WHIOH IS BUSHEQ, OTHEREN~~' BRAKE SHOE 8 IS' BUSKED ~o

ANn PIN CONNECTED BASE STRUOTURE.

BRAKE

I

. '

SHOE 8· ON THEF'AR ~ I fl~ LEVER BARS

4

~T ~NE EN~,

IS BUSHED AND BOLTED TO BUSHED ANO PINOONNEQTED TO eASE AT OTHER END.

II HAVINQ RIVETED LINING 9.

S' PUSHES AWAY FROM BRAKE WHfi;EL TO "SET", SPRiNG 2 ~N OYLI~OER

WHEN PISTON 'ROO;' MOVES OUT, BRAKE SH,OE PUL.LS AWAY FROM BRAKE WHEEL ,AND BRAKE SHOE ON FAR SltiE •.

WHEN OPERATOR TURNS SWITOH

RETURNS BRAKE .SHOE~ TO SET POSlTION AS AIR 1$ .RELEASEO FROM OYLINDER. ADJUSTMENTS:

TURN HEX ON RooT TO MAINTAIN DISTANCE BETWEEN OLEVISES5

AND

6 TO SECURE PROPER OONTAOT WITH BRAKE

ARE

STOP~

NOTE: MAOHINE

FdR

.RAk~

WHEEL~

AOJUSTING BOLTS 10

SHOES.

BRAKE IS NORMALLY OFF EXCEPT WHEN PROPELLING; AS SWINGING OF W~EN

~HE

OPERATING IS STOPPED BY PLUGGING THE MOTORS.

NOTE: DESORIPTION AND OPERATION THE SAME FOR ALL TYPES I

PARTS MAY

VAR~

IN DETAIL.

MARION

CI-582

MARION. OHIO

ReVised II -15- 51

. POWER SHOVEL COMPANY

(

,~

...

BI116053

a, 7800

TYPE - 7400

BRAKE

BOOM HOIST

BAND TYPE -SPRING SET, MANUALLY' RELEASED SKETCH SHOWS BRAKE IN SE T POSITION

,(

2

4

( CI-5B9

To

'3

AND

LIVE

RELEASE HAS

EN,D

SPR I NG

3 •

BAR

5

OF

POWER WHICH

ADJUSTMENTS:

.7400

IS

PADDLE

STOP

MOVE

WELDED

BAR

ON

1

LEVER THE

WHIQH

END.

STO'p

WELDED TO ,BAND,'PASSES BOLT

HAS',rOLDEO

EXb~p~,.H~N

TYPE: -

BRAKE,

4

BAND

S. BAND

CONTACTS ENOUGH

OAM

5

9

FOR

DEAD

EN~

AND OOMPRESsED

THUS

IS

APPLIED

THEN

HOLDS

PUSHING TO

LEVER

.oF

IS

5

BAND

,2, TO

IS

WELDED

AWAY

FROM

BRAKE

I, cA~4

WI'L'l,

MollE

BRAKE OPEN.

<3,

WHEEL UNTI L

2 I.S 6.'

HELD

NUTS

ON

BOLT

7

TO COMPRESS

SP~ING

NUTS

ON

BOLT

9

FOR

LININ'G.

RUN'TR'RU PADDLE

AND OPNTAINS

TO

LEVER

PIN BAND

BAND

I

OAM

4

AND COMPRESS I NG FLAT SPOT' ON

A

eOL T

SUPPORT

7

FOR

OOMPRESSION

AND, P'ASSES

IS M,OVED,

COMPRESSION .sPRING S'WILL, RETURN

IS

TYpE

TO PIN

~ELDED

'10. ,As

BRAKE

SAME

is

THRU ,S'UPPORT

LINING'

BAND

KEYED

BAfl'

THRlI ,SUPPORT MOVES' AND SPRI NG

8;

CAM CONTACTS

BA~D

TO

SEf

IF

STOP

~OSITION

OPEN.

BAND,

WEAR

OPERATION

OF

AND

8

AN6

FOR

DESORIPTION'AS

WEAR OF

7800

LINING.

BUT'PARTS

WILL

V,AR'Y'IN

CI-589

( MARION POWER SHOVEL COMPANY MARION, OHIO

4-1,- 46

DETAIL.

BI116053

TYPE-7400 SPRlN.G RELEASE-FOQT . . ._ SKETOH SHOWS tN·.,.. ....,...

'HOIST CHECK BAND .... AIR SET-

sa.,

(

: REG'Ut:ATf.NG· I TIS

'~\lt..LOvt:ED

I S

AI R

"Ht,~lr

ANCHOIilEIl

TO MAO·HINEI'!Y

1

TO

ARM

LEVER

ANCHORE!) FR ... ME.

9,

TO MAOH.' BAND

AWAY

SUPPORT

.3.

11 1». •

IS

NEln

2

AT

IS "TT"CI1£'O

'~'.

1'0,

flE("'E~S·ED

BARS.

ROD·8

BANI) AS

THUS PULL'S

TO

TO

LEY~

TO

LtVEA

END

IS PROVIDED WITH

LEVEll

f'1JQ>~

M"M

LEVER

O~

4

#

9

ARM

OF

B ....ND

IS

~,~ I:.EV'~

_u _"

I~a>

4;

_.

(."

ft\:s:"

.

SS

'BLe~

J4

'BU'LTEO Qli,

l4,

tmt.¥

'iI1;r-IIJif

~

H).. LEVEP'l 11"1'1'111" gl IS flU!' !V~1/o'ffiii T'Q 'MA·9lilWu~n WHiCH

1"'\lL,1. OUT,

~~(!ijiI~'l7ta'

TENIlI, P\l.E

't., *"JrJJ.M

'1'0

a.,.u

L'IP"TEl'I

S1"lt1t$ J~ .~ ~"._ .f'i'll1.&l!~ "'" .

11.1 ~Hl't "$ .. ,l\{(/~ i'~ ~I:>,£,~tvii

COMPREsst,N<.':

milCH. Fll.LCIU.US IS

EXHAUSi'tn

2~

10,

AND

~fJ

91>1 m"IHN'G

W1'i'H

f'fi!"IUIJ-'Or1-\jO:o.i~' ,f,~~

'Hf1I:il

Ttf£:

I\Ut

~n. ..~".' AliI';D ~~~ . ; -ov'.~2:~~ i.1t\J~~'<M.

"

.FRo01;l '~E I;J;Qij$Uf(lll ...

~

'ts. otoI

AND

8

lil'_RU\1S S!"I'U$h

L}~$'14 'fie~" ~_•

"lim wt;;AA 0f' t.IIiUH* aioQQItS.

FOR

o.;''''i\Il!''

Polin,. ' .

~RRA-$GS:"U;;RT S'AM£,,& FOR HOIGT ~ftEQjr SAKe f:~1i*

LtvE 'EI':O

lJSED

t.a~1" 'l\~ OLl;:,l/'16®!)

.I 1'1'.

WHRfIl AIR

ttr,

OPERATION

~

LIFTERS

, DRA,I!; f;1'f!1:CK tlAtUlooAl1l SE;T",SPlillf4e f\.EL.Iii:M~F'"t SIt(lC»! lkaO'&5MQ In

OONNECTED TO

'f,

e:ass·

AND

~ 1,

BAND

THU,s 1'11;$1'1>1'1 I NG ROD

L I V'E £"'0 QI" SAlII&

2,.

4:~

Yml~W ~ IA,OI:,E~a;S; Ehll~

FRI'CT'ION

SPRING

M<HIHI.G

4t&a~$,

THE BRAKE.

L;EVER ARM

9, . .no

DEAD

t3,EACH'~AVlblG

$ 1HlP}

'\I!IfrM' '

tflmlli ~M.tlSli!>

S . . ~~,;~:''l<N~E.C're;,Dli'i:i,.M.i~·~. • 4"

,:8)

sUP:\"·O.flTS ll.O'j}

I

4,,'

AfIIM

:t'oH.ECOMPfjESSION S'P-RING5,·tl'l·

PULL

SETTING

AD,J,USl"Pi1iE'I'lI'l11~4 ~'t:s ~ 51'4 •

'fo(!. 'CVLt'Nm::R'

Two BEAR.INGS

"aM.

POINT

l2~

P"'RTS

MOVES bUT,

$

C.'''V,s,I,NG

tNS

'''!mI,'t.tlP

G,;\;,N1l

BEAR I'NGiS

FRAME

.IN TI'IO

SPi-ICE

ROll

'BY'.I'tC''flfllnQF f"{}O,;r~~llM,; WllIO.);1 ..,e>bt~'l.l> .\tM

BY A SHAFT TH'AT . ALSO F'AS'SES ,THRI! L I Itt: 'EN[)c OF

.TO P'l:tS'H I.E·IIER A'RM IS

,S

WHtOH PflE\leflJTS TttE SPRINGS

OFBAN:D

. ION SPRU,[,G

5

t

lSI> UI BONNI!".CT'E:D

WH I eH

AT .POINT

FI"I'OM THE.HOVSING,

15

WHEN

BANIl

As 'tIfE I; HI

FI'IAME

IS 'BETWEEN

TOGETHER WITH

END

F"LO'W'.

SPRi:l,I>IG·AfHtANGEME·NT

TI"IUNN'I,ON

POINT

ENTER GYL.l tmER

CONNECTED. TO Ol.EV I S

COMPRESSION

BAND

T(l

OF

BAtln,

... DJUSTMENT

"t-IQ I;C.Jt)S'TING $OLT WiTH AS l.HHNG

l\£wf\lIitl.dl\t t~ OIftf>Q'tt,,9

R.H. ,t,tfIJ l.m. 'J:'o1iIlRE!'~, ~ 4"U',[!: ~

BLOCKS '#e"R.

(

BI116053

CONTROL FOR TYPE 7400 HOIST AND DRAG 'BRAKES

THE TYPl74oo'WALKING DRAGLINE IS

EQUI~PED

WITH AIR

OPERATED BRAKE BANDS ON THE HOIST ORUM AND ON THE DRAG qRUM.

EAOHOF' THESE BANDS HAS

A SE~ARATE AND

INDEI"ENDENT

CONTROL SYSTEM, CONSI~TING OF ~ FOOT PEDAL' AT THE OPERATOR'S

STATtON, OIRECTLY OONNEOTED TO AN

~IR

OONTRqL VALVE, WHIOH IN·

TURN GOVERNS THE AOTION 0' THE OOM,"RESSED AIR POWER OYLINDER

By MAIN-

THAT SETS THE BRAKE.

TAINING THE CONTROL SYSTEM IN PROPER

ADJUSTMENT~

THE OPERAT-

ION 0' THE FOOT PEDAL GIVES THE OPERATOR T~E ~FEEL" OF THE PRESSURE BEING OELIVERE8 TO THE '"OWER OYL'I NDER. A'S THE FOOT

('

TRAVEL AND FORCE ARE DIREOTLY PRO~ORTIONAL SU~E

TO THE AIR PRES-

DELI VEREb BY THE VALVE.

THE OPERATION OF THE FOOT ,"~DAL RESEMBLEj ORDINARY DIRECT

MEOHANIOAL OONTROL BUT THE RESULTS ARE OBTAINED WITH A GREATLY REDUDED PHYSIOAL'EFFORT. DRAWING SHOWS THE GENERAL AR~~NG~MENT OF THE TWO FOOT ,"EDALS TOGETHER WITH THE I R RESI"EOTI VE OONTRDI. VALVES A.NO OO,.NEO" ONS. IS PART Dr AIR VALVE

3

,

AT THE OPERATOR'S STATION

THE OURVED LEVER ARyl

WI'''

OH

IS ,"ROVIOED WITH A SERIES 'OF HOIoES SO TH,AT, THE OONNE-OTING ROD'" FROM

THE FOOT I"EDAL OAN BE ATTAOHEO AT VARIOUS 1"0lNT8, 'ALTHOUGH THE HOLE AT THE END or THE LEVER I S GENERA LL Y USED.

THE VEl''' 0 AL LEVER

5

CONNEOTING RO,D

6,

ATT AOHED TO THE· rOOT ,"EDAL" ROCK SHArT

WHiOH ARE SLOTTED TO PERMIT MOVING THE PIN

7

AS, TWO ARMS

UP OR DOWN TO VA~Y THE LENGTH OF TRAVEL OF THE

'" IN RELATION TO THE TRAVEL OF THE rOOT I"EDAL, THEREBY OHANGING THE RELATIVE

SPEED WITH WHIOH THE AIR CONTROL VALVE OPERATES.' FURTHER VARIATIONS IN THE OPERATION OF THE AIR OONTROL VALVE OAN BE OBTAINED BY SHIFTING THE ATTAOHMENT OF THE OONNEOTING ROD HOIoE TO ANOTHER IN TtIE VALVE LEVER ARM LEVER ARM

I!.

THE OONNEOT! NB ROD

'" 'ROM ONE

8ETWEEN THE F'OOT "EDAI.

,6 ANIl THE VALVE LEVE'R ARM II I S ADJUSTABLE A,T EAOH END, 110 THAT ,THE

VARIED AS DESIRED.

L~NBTH

THE MAXIMUM SPEED AND' SEVERITY OF THE BRAKE IS OBT~INED WHEN PIN

TOP OF' THE SIoOTS ~ND PIN

8

IS IN THE 100WER HOLE IN THE VALVE'LEVEi ARM.

SOF'TEST OP'ERATION OF' THE SRAKE' IS ,OBTAINED WHEN ,.11'l IS IN THE TO'" HOIoE OF THE

c,

4

V~LVE

l.EVER

'7

'OAN .E

7

IS AT THE

THE SLOWEST SPEED AND

I.S AT THE BOTTOM OF THE SLOTs AND "IN,

IJ

~~M.

IT IS A~WAYS DESIRABLE TO KEEP THE BRAKES ADJUSTED IN SUOH A WAY THAT THE SOFTEST OPERATIQN I"OSSIBLE IS OBTAINED OONSISTENT WITH PROPER aONTROL AND SAF'E O'£RATION.

MARION

POWER SHOVEL COMPANY MAR 1 ON. OHiO

CI- 591 4-1- 46

BI116053 BOOM HOIST CABLE and BOCM SAFETY CABLE are reeved according to Reeving Diagrams on pages 37 and 38, by follo't-Ting the sequence of the numbered sheaves.

The HOIST CABI.;E is fastened to the Drag Bucket Hoist Bridle, is reeved over the Boom Point Sheave, then dO'Wll to the Hoist Drum" going over the Hoist Drum and is anchored on the left hand side. The Hoist Drum is ahead of the Propel Shaft and turns clockwise to raise the Drag Bucket, when observed from the left side.

The DRAG CABLE is fastened to the Drag Bucket Drag Bridle, the Fairlea.d, under the Hoist. Drum, over the Propel Shaft, Drag Drum and is anchored on the left hand sids$ The Drag the Propel Shaft and turns anti-clockwise to pull the Drag machine, when observed from the left side.

(

is reeved through going under the Drum is back of Bucket toward the

CAP.E OF MOTORS AND GEltlIERA'I'ORS

_~rn

The most essential point in the care of electrical equipment is absolute cleanliness$ Too much stress cannot be laid upon the necessity of keeping the motors and generators clean and free from oil or grease. .

There are a few troubles' COIm1.on to both motors and generators which the operator should be able to recognize and remedy. If there is arcing (sparking) between the brushes and commutator while the shovel is operating under normal load and speed, the brushes should be inspected$ making sure that they are not sticking in their holders, or guides" t,hat, "their contact surfaces are clean and that, the brushes are making contact with cOll'mutator over their full surfacese This may be easily determined by looking at the surface of the brush. \filial'e the brush hru:; been rubbing, the surface is snlOoth and polished and any portion which is not in contact ~iith the commutator will have a darx$ rough appearance. '

(

One or more brush holders may have become loose on their supporting studs" thus throwing the brushes out of line. This causes the brushes to ride on the heel or toe and throws them out of the nornuil cOIo.umtating plane, mich will cause violent sparking even under light. load conditions.

The brush holder yoke set screw may have become loosened, permitting the brush holder yoke to rotate and to shif·t; the load of all brushes. If the yoke is found loose, it should be moved back to original position. If the sparking has been present for any length of M:m.e, the cOl1lnutator will be burnt and blackened. To smooth it up, use very fine sandpaper" size 2/0 or 3/0, :folding the paper around a wood block and holding it against the commutator with the motor or generator rID1ning light.

After dressing the commutator, the unit should be brought to rest and all copper and carbon dust blo~m off vdth dry compressed air before applying load. After sanding the commutator the brushes should be run for a short time without load or under a light load. This will allow the brushes to get a fairly good seat or contact before applying full. loads.

INSTA.I.UTION AND CARE OF BRUSHES The brushes" under normal conditions" require but little attention and. free~ in their holders and the commutator kept clean and smooth. The spring

\-ri11 give long life if they are kept clean" made to work

- 36 -

(

'-_.-

BI116053

800m point

Sheaves At

8rid\e Sheaves on 6000\

End--~

BOOM SAFETY GABLE

,_--"7""'.......:~'

oead

Dead End

BI116053

sneaves .At Boom point

.

Bridle Sheaves

pead End--;;;::#l-

BOOM HOiST GABL.E

...

Boom HOtst

orul'Pi- - - - '

BI116053

(

pressure should be 1-3/4 lbs .. per square incl1 so that the brush has a light, firm pressure. An inspection should be made of all the brushes regularly and Hhen the ,b;rush has worn dovffi t.o the point v~here it is no longer possible to get a,g()9d contact, it should be replaced by a new one.

Brushes should be installed as follows:, First, the brush should properJ.y fit the holder or, guide so that it will wor~up and down freely III the holder ..

Second, the brush should be ground in with 2/0 or 3/0 sandpaper until the contact surface conforms to the contour of the commutator. This can be done as; follolvs: After placing the brush in the holder, release the spring and insert a piece of 2/0 or 3/0 sandpaper (rough side to brush) between brush and cOlllIIDltator. The sandpaper should be a little wider than the brush. tii th max:imum spring pressure exerted on the brush, hold the sandpaper close to the commutator and draw it in the direction of rotation.

Then lift the brush, push the paper back and repeat the operation until the brush has been shaped to an ,even contact with the cOIlll1'ru.tator. ' Be sure to raise the brushes before moving the sandpaper back for the next stroke.

In removing ,the sandpaper from the commutator do not raise the sandpaper as so doingvni.ll l,lSual:ijr ruin the fit on the outer brushe Brushes should not be installed and allowed to fit. themselves by wear, as this method will usually cause sparking or scoring before the brush wears in.

Third, after the brushes are sanded in, the a.r.mature, commutator and brush asseiTIbly should be thoroughly cleaned with dry compressed air of all the carbon and copper cuttings to prevent the possible grounding or short circuiting of these partse After grinding in the brushes:l they should be run in under light loads for a short whilee This allows the surface to seat" or wear" itself in better before heavy loads are put on. When the commutator has been used some time" it should present a chocolate brown color. It is preferable to install a complete set of brushes at a time rather than replace them singly.

Be sure to blow off the commutator and commutator risers thoroughly with

dr.1

compressed air before starting up. Failure to do this has resulted in costly shut downs to damaged arlnatureso MOTOR AND GENERATOR BEARING LUBRICATION

In greasing the baIlor roller bearings, be careful that a proper grade of . lubricant is used. Under no circumstances should these bearing hOUSings, when fitted with pressure nippl,es" be subjected to daily high pressure lubrication. The bearings are not designed to hold excessive amounts of grease and as a consequence, the excess lubricant will overheat the bearing and run oU.t, .on' the shaft where it will be thrown on the motor and generator windings, which Will ,sooner or later cause a failure of these windings.

Ball and roLler bearings when grease lubricated should be filled o~ 1/3 or 1/2 full. If filled completelJ' the bearing will overheat. Use a good grade of mediUIl1 ball bearing grease ..

BI116053

.Aa:R MAGNET VALVES i

(

-

The most common trouble experienced with air magnet valves is the gathering, of dirt or scale on -the valve seat, causing a leaky valve.

If the valve i$ partially opened b.Y means -of the lever on top and,the air allowed to blow through, the valve can uSUA1~ be cleaned without being taken apar~. Do not put oil into the air lines as sufficient oil gets bY the'pistons and' piston rings of the air compressor to lubricate valves and other part~.

After the machine has been" in servico for some time, the brass valve stem may become Qattereq. This results in a gap which can be correoted by drawing out the valve stem sufficiently to close the gap. The nut at the bottom should be removed periodically and the dirtblcnm. o u t . " " The ~gnet valve is very rugged and needs little or no attention in the course (,)f ordinary operaticm.. The leads to the coil should be kept tight and the coil should be kept free from oil and water..

If a poor grade of air compressor oil is used, a ~ sediment Will form in the magnet valve and ram oylinder parts which Will eventually cause sticking of these parts in addition to the injury to the air compressor,..

AIR TANKS Condensed moisture should be "blown out" of the bottom (outside) Air Tank, b.r opening the Valve in the bottom of the Tank. at the end of each ~rk shift~ In cold weather, this should be done at least twice as often, in the middle of the shift as well as at the end. If the machine is shut down at some tillle other than the usual "blowout" periods, the Air Tanks should "be blown out" regardless"

c,

BI116053

(

PAR T

V

INSTRUCTIONS FOR MAKING ELECTRICAL ADJUsr:uENTS FOR MARION TYPE ·7400 DIESEL WAWNGDRAGLINE

--Introduction

PAGE

·SUB·JECTS

1

12"

Test Procedure

.3

.3,. Recommended Electrical Settings 4~

(... '

Wiring

~iagram

143G163 - Sheet No. 6

S. Propel Shaft Limit Switch Adjustment CD-736 6,! . Typical Generator Curves CD-737

13

14 ;1$ . .16

7. Electrical Diagrams as follows.

J-667D K-764958 K-,747632 K...589066 SAC K-6l01635AF L-551902l M"9348.352

(

17

18

..19 20

21

22

2~

BI116053

5-7400-7 INSTRUCTIONS FOR

7400 DEISEL

WITH WARD-LEONARD SWIN G Februar,y 10,

I.

1949

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Introduction A.

Generals The Marion Typt~ 7400 Diesel Dragline is a medium size walking dragline arranged to take power from the main Diesel engine for the hoist, drag and waJ.king motions. The swing, however, is electrlcal4r powered using direct current Ward-Leonard control with two vertical mill type motors.

The swing generator is belt connected to the main Diesel engine. Power for the swing generator f"leld and for the auxiliaries is provided by an exciter generator driven by a separate auxiliar.y Diesel engine.

n.c.

Be

Operation.

Afterths electrical adjU(,tmanta have been made as general sequence of operation is as follows!

e~lained

later, the

The small or auxiliary Diesel engine driving the exciter should be started first. (See Engine Instructions.) The radiator fan motor should be started by clo~ing the breaker in the control cabinet.

The separate motor driven air compressor can then be started by closinc the air compressor breaker in the cOntrol eabinet and operating the starting rheostat mounted'on the right hand wall of the house. The main Diesel engine is started using the air pressure built up 'b,r this compressor. (See Engine Instructions). The ,separate motor driven compressor must be stopped after the engine starts. (In case the operator forgets to stop this compressor motor, it will automatically stop when the J..E contactor is closed.) The blower and lubricating . oU pump motors should next be started by cl08ing1;.he blower and· oil . pump breakers in the control cabinet.

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The oontrollers can then be energized by pressing the start button on the operator's control panel.

2.

Controller Operation:

a. Swing Operation: (1) When the centrollar is moved to the first point forward" the machine will 81ow4r Swing to the right. This first point energizes the· ttSFn contactor' ~~era.ting coil and the "SR" contaetor hol~& ~o The It .F" no~open contacts . energize the fting generator separate axci ted fieldo . A contact on "SR" energises contactor SGFstrengthening the awing generator self field. (See Part D, step 16-a~

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BI116053

5-7400-7

Februa~

Sheet #2

(

10, 1949

(2) As the swing controller is moved forward point by point"

more resistance is shorted out in the separate field resistor by contacts SlA, S2A and S3A, increasing the generator output, thereby speeding up the swing motor. Contr.oller point 2 operates contactor SlA shorting out resistance section SVl-5V2, and point 3 operates contactor S2A shorting out resistance section SV2-SV3. When the controller is moved to point 4, contact or S3A operates shorting out resistance section SV3-Sv4.

A- contact on either S2A or S3! is used to operate an engine control solenoid to increase the engine torque for more power while swinging and hoisting. (See ·Part D, step l6-b.)

To reverse the direction of swing, reverse the Swing controller.

The procedure is then the same as described' in paragraph #2 wi th the following excepiion. The IISR"Jiierating coil and the "SF" holding ~ are energized. °The s g genera~separate field is then energized in the opposite direction and the. machine will then rotate to the . left. ! contact on "Sa" will energize contactor "SOF" strengthening t):1e swing generator self field. (See Part D, step l6-a). b. Hoist and Drag Operations: (1) The hoist and drag drums are driven by the main engine through clutches. These clutches are operated by air nama.. The air is controlled bY an electrically operated solenoid or magnet valve.

When the solenoid is energized, the valve opens allowing air to operate the ram and engage the clutch.

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(2) The hoist-drag magnet valve switch has two positions forwarq , and two back. In the two forward positions, the hoist ram only 'is energized. In the first position back the drag ram is ' energized, while in the second position back, both rams are energized.

0.

Propel

Ope~ationsl

The propelling operations. are controlled by small hand operated air valves mounted on.a stand at the right of the operator. !heae valves are listed from front to back, .

No. 1 - Main Engine Throttle Control No. 2 ~ Main Engine Fawick Clutch Control No. 3 - Sliding Propel clutch Control No. 4 - Propel Brake Control Before propelling, ,the hoist and ~ag clutches should be disengaged and the hoist and drag brakes set. These brakes are controlled by foot.pedals in front·ot the operator. The engine throttle control . should be left on the maximum speed pos~tionJ as the engine speed is controlled by a cwaon,the propel Shaft.

BI116053

8-7400-7

February 10, 1949 Sheet #3

The

s~quenoe

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of operation for propelling is as foflows:

. (1) Close valv~ No. 2 which will disengage the main engine FaWick clutch. .

(2) Open valve NQ" .3 which will appl,y air to engage the p;rQpelling machinery. It may be necessary to jog the main e~'gine clutCh with valve No.1 so the propel clutch en~:ag~a.

0) Open valve No. 4 wl,ich will release the propel brake. At the same time open valve No. 2 which will engage the main engine clutch.

(4) After the propel clutch is engaged, the propel brake released and the main engine clutch engaged the machine will start walking.

In order to obtain smoother walking the main engine throttle is Goritroiled by a speed regulating device which is operated Qy a cam on the propel shaft. The operation of this device, which is manu~ factured by the Westinghouse Air Brake Company and called ItA-I';'E Acutator lt , is explained in a separate instruction booklet furnished by the Westinghouse Air Brake Comparl¥.

IX.

Test Procedare

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Aio General Before starting up a new machine after it is completely assembled ~ wired and the wiring checked against the wir'!ng diagrain., as far as possible, there are oertain electrical tests. ~dadjus·tments that must be made. These test.s and adjustments consist of the following.

1 - Adjusting exciter voltages.

2 - Checking operation of auxiliary motors and devices • .3 - Setting.motor field voltages.

4 - Checking relay and controller oPflration.

5-

Checking magnet valve operation.

6 - Making generator adjustments for: a. Stall Current b. No-load Voltage

7 - Checking direction "of rotation of 8 - Adjusting engine walking control.

main

motors.

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BI116053

8-7400-7

February 10,1949 Sheet #4

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B.Before outlining the test procedure a few words explaining the special Ward-Leonard generators used for powering Ward-Leonard controlled motions on shovels or draglines will be helpful@ These generators have three main fields called the series field (denoted 51-82), the self excited shunt field (denoted Fl-F2) and the separately excited shunt field (denoted F3-F4). The series field is excited by the armature current and is connected differential to the self and separate shunt fields.. The series field serves to limit the maximu,m current flowing from the generator e The self excited shunt field is excited from the generator armature voltage.. The separately excited shunt field is excited by the constant voltage from the exciter or auxiliary generatoro The separate field is reversed and strengthened or weakened by operating the controller, thus determining the direction and strength of generator outputo In making the generator adjustments the resistors in series with the self and separate excited fields are varied to obtain desired values of maximum armature voltage and current.

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The maximum current will be delivered by the generator when the motor it powers is stalled, or kept from turning, which amounts to a direct short circuit across the generatore When the maximum or stall current is flowing the series field is of maximum strength and since the armature voltage is zero the self excited field strength is very small. The separately excited field can then be varied to adjust for desired stall current. The maximum voltage is produced by the generator when the motor it powers is running at full speed under no-load. The generator must deliver some power under these conditions to supply the friction losses in the motor but the power required is small. The a.rmature voltage at no-load is only slightly different from that obtained when the armature circuit is opened so the no-load voltage can readily be obtained by opening the armature circuit. When this is done, the series field strength is zero and the separate field is as set at stall, so the self excited field can be varied to adjust for desired no-load voltage.

These adjustments of stall current and no-load voltage are the only ones required for the generator. The Ward-Leonard excavator generator has a drooping voltage characterist,ic shaped somewhat' 'as shown by Curve A of CD-737. On Curve A, the no-load voltage is shown at point C and the stall current is shown at point D. The graph of power output in kilowatts is shown by Curve ,B It (This power curve is the product of volta times amperes.)

The peak power, point E 1s determined by the design of the generator and cannot be changed greatly by any simple adjustment without changing the noload volts or the stall currant.

A properly designed generator will produce the peak power required when adjusted for the correct, no-load voltage and stall current.

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The generator used for the swing motors on this machine has one self excited shunt field and one separately excited shunt field but has two armature circuits and series fields. Each of armature circuits is connected to a motor, as shown on the wiring diagru.. When making the stall tests, both armature circuits _st be shorted and when making no-load test both cIrcUits must be open. This type ot generator is called the split circuit generator _:::oJ

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BI116053

s-74 00-7

c. Nomenclature of Wiring Diagram;

February 10, 1949 Sheet II,

LIt - Exciter Line Contactor. Operated by start and stop push-buttons.

When stop button is pushed, excitation is removed from the swing generator separate excited field, the swing brake is set, and the hoist and drag clutches are disengaged.

SF SR - awi Reversin Contactors.Operated by the swing controller.

Energizes sw ng generator separate~ excited field.

SlA, S2A, 53! - Swing Accelerating Contactora. Operated by the swing controller. Strengthens swing generator separate excited fields.

SGF - Swing Generator Self Field Contactor. Operated by SR or SF contactors and propel clutch limit switch. (May be energized by jumper across X to ~6.

See Part D, Step 16-A.) Strengthens generator self excited shunt field.

Pro?!l Limit Switch. Operated by cam on the propel shaft.. One pole deenergizes accelerating contactors S2A and S3A, de-energizes self field contactor SGF, and sets the swing brake. The other pole energizes a light indicating that· the shoes are down •.

Another cam on the propel shaft operates; a valve to control engine speed while propelling. See Westinghouse Air Brake Compa~ instructions.

Engine Warni~ Bell. Energized by switches on the main Diesel engine.

Switches closed when engine lubricating oil pressure is low and when cooling water temperature is too high.

D. Test Outline The procedure to be followed in making the tests and adjustments listed above is outline in the following paragraphs.

1. Equipment required to make electrical adjustments consist of the following: 1 - 62,-0-62, scale D.C. Voltmeter for checking generator voltages.

1 - 0-150 sc.a:1m D. C. Voltmeter for checking exciter and motor field voltages.

2 - 100-0-100 scale sixty milli-voltmeters for checking armature current of generator and the self' and separate field currents of the generator.

1 - 10 Amp. shunt for above milli-voltmeter for generator self field.

1 - 1, Amp. shunt for above milli-voltmeter for generator separate field.

2 - Sets of voltmeter leads.

2 - Sets of milli-voltmeter leads.

The above is a ver.y complete list of meters needed, however, if' all meters are not available it. is possible to make the ·testswith one suitable voltmeter, one 60 millivolt-meter and the tft'O shunts. .

NCYl'Et

No shunt will.be required for the main armature circuit of the generator as a shunt for each circuit is furnished mounted on the

BI116053

S-7400-7

<.

2.

February 10, 1949 Sheet #6 a. With both engines stopped» open the swing motor armature circuits at the motors. Also open the swing blQwer motor circuits and the swing oil pump motor c,ircuits by disconnecting the power supply leads to eaoh motor at the motors. Be sure these opened leads are insulated from each other Connect the swing motor fields as sl10wn on the wiring diagram.

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b. While the engines are stopped insert the two shunts, listed above, in the swing generator self field circuit and the separate field, circuit respectively. The shunt ~n the self field circuit should be conneoted between lead SF2 and the generator terminal SF2.

(Allow this circuit to remain opens) The shunt in the generator separate field circu~t should be connected between lead SF) and ~he generator terminal SF3. c. Before starting the engines connect a milli-voltmeter across the shunt in the generator armature circuit and a second milli.voltmster across the shunt in the generator separate field circuit. Also connect the D.C. voltmeter across the exciter armature circuit.

This may be done by connecting the voltmeter leads across' the fuse ,terminals Ll and L2 on the contactor panels. d.

Open all of the switches on the contactor panel and the boom-hoist and fuel pump motor switches. Adjust all settings of resistors so that the full resistance is in each circuit when generator and exciter are s~arted for the first time. This includes resistors "SPI-SEB", "SVo-sv05" (for generator fields) "sm-sM6" (for motor fields) and the exciter rheostat. Fasten the arm of the propel shaft limit switch so that the normally open contact is closed, or in the "shoes up" position.

Have the operator start~he auxiliary.diesel engine (see separate instructions) and run the exciter at full operating speed.

Check the exciter voltage and adjust it to the value shown ont he data sheet for "radiator fan circuit breaker open". Resistance EX3-EX4 should be decreased to raise the voltage and increased to lower the voltage. The exciter voltage is kept, low to avoid high currents when starting the radiator fan motor. When the fan breaker is closed to ~tart the motor, resistance section EX3-EX4'is shorted out and the exciter voltage will gradually rise to its normal value. (See part 4 for instructions on connecting the fan motor before starting.)

With the radiator fan motor running read the exciter voltage and adjust the voltage to the value specified by increasing the resistance of the exciter field rheostat to lower the voltage or decreasing the resistance to raise the voltage.

4. a. The auxiliary motors, including the radiator fan motor, gear case

c.

oil pump motors, swing blower motors, fuel oil pump motor, ~ie8el­ start air compressor motor and boom-hoist motor must be checked for proper field connections and direction of rotation. These motors are compound wound, direot-current motors. The directio:r,l of rotation is indicated tor the pump motors •. Care must be taken not to run the pumps backward as the pump maY' 'be damaged. The blowers should rotate so as to .force a strong blast of air into tbe motor.

BI116053

5..;7400-7 February 10, 1949 Sheet 117 The .fuel pump motor is controlled by a switch mounted on the wall beside it. The swing lubrioating 011 pump motors, blower motors, air compressor motor and radiator fan motor are energized by circuit breakers on the control panel. The boom-hoist motor has a safety switch mounted near it and is started by a drum controller.

The air compressor motor is started by a starting rpeostat.

Themethodo.f checking proper connection is the same for all of those compound motors. When checking direction of rotation the motor should be energized only momentarily. This can be done by quickly closing and opening the switch.

To make certain that the auxiliary mu~ors are all connected properly, they should first be connected as a series motor (disconnect shunt Fl-F2) and energized very momentarily.

CAU'rIONt

It is verrimportant tha~ power be applied for only an instari£ s nee the motOr will run away or flash over if power is applied for too long a period with the shunt rield disconnected.

If the motor runs backwardjireverse the armature leads test again. Make note of the proper connections.

Al~A2

and

Th.~onnect

the motor as a shunt motor (disconnect series field 81-52) and momentarily energize. If the motor runs backward, reverse the shunt field leads F1-F2...

Note the proper connections.

c

Permanently connect both series and shunt fields using the connections giving the oorrect rotation in both cases" (The series and shunt fields on these motors are all connected accunrulatively.) . This procedure should. 'be follow®d for all of the aux111a.ry motors. b •. Check the operation o~ the heater in the operatorts cab. This heat'er is energized through a l!Ift'itohmounted on the wall nearth. heater. c.

Check to see tha~ aU. of the floodlights and. house lights aptra1i'e from the proper switohes as shown on t he wiring diagram.

5. Connect a suitable Voltmeter aceoss one swing motor shunt field. at the

motor and. run the exciter engine at .full speed. Ad.just the lPt'inc 1IQtor field resistance SMl.sM6 to get the value ot f~eld voltage listed on '&be data sheet. (TO inorease the field voltage decrease the amount o~' resietanaebetween SMl-SH6. To decrease the motor tieldvoltale, 'inorease the amount ofrelistanoe between SMl-BM6.) Check the voltage across the other swing motor shunt field. Bo~h motor field voltages . DlUSt be the Same.

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BI116053

s-7Lo()...7 February 10, 1949 Sheet #8

( 6. Close the blower and oil pump breakers

and press the excitor "Start" button which closes the "LE" ccmtactor. Check to see that contactor SGF'and contactor LE are closed, and that contactors SF, SR, SLA, S2! and S3A are open. (Contactor SGF will not close unless jumper 1-s6 has been added. See paragraph 16a) Operate the stop buttons on both the control panel and the swing master switch and see that I.E opens.

Press the start button and open the swing controller to the first point in one direction /iind see that contactor SF closes. Contactor SR should close when the controller is opened in the opposite direction.

Open the controller and see that SLA operate~ on the second point,' SU on the third point' and S3A on the fourth point. W:lth the swing 'controller on t he last point wide o~n,\l operate the propel shaft limit switch and see that contactors SGF, S2A and S3A open and that the signal light is energized.

7.

i.e

After checking contactor operation the operation of the drag-hoist controller should be checked. Push the start button and connect the DoC. voltmeter across the hoist clutch magnet valve. This magnet valve should be de-energized when the controller is on neutral and on the first point back, and energiled on the second point back and both points forward. Connect the voltmeter across the drag clutch magnet valve and see that the solenoid is energized when the switch is on either point back and de-energized on neutral and both point forward.

b.

Check the operation of the swing brake magnet valve by connecting the D.Ce voltmeter across it and operating the swing brake selector switch on the operator's control panel. The solenoid should be energized when the switch is turned to "Off", and de-energized when the switch is turned to "Set"., This brake can also be checked by observing that the air ram releases the brake when the swing brake switch is turned to IIOff" position and sets when turned to !lSet" position if the service air pressure is up.

c.

Check the operation of the engine control solenoid by connecting the D.C. voltmeter across it" The solenoid should be energized when the swing controller is Qpened to the third point in either direction., (Fourth point~:if jumper Sl2A-B12B is removed.. See Step i6-b.) . .

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8. The propel· clutch .llmit switch should then be adjusted. This switch is used· to indicate that the shoes are on the ground and also to w.aken the swing power when the shoes are down ~o that there is les9 danger of swinging and breaking the F~l arms. This weakening of the swing power is accomplished by opening the circuits to contactors S2A, S3A and SGF.

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The propel clutch, limit switch should be in it.snormal position when the shoes ,are down, with t~ contacts lAS Shoml on t he wiring diagram.

When'tihe shoes are in their highest position the roller of the swit.ch should be in the center of the operating cam with the, normal17 open cODt~ct closed. Care must be taken in locating ana mou~ing the limit switch to see that the arm will not be broken off when the caB is moved through 360° in each direction. The setting can be checked by loosening the bam that holds the cam to the shaft and rotating the band on the shaft in both directions. (Sse C~736) 4»

BI116053

3-7400-7 Februar,y

Sheet #9

191 1949

The cam used to control the engine speed while propelling will be set after all other tests are complete. (See Step_ 14.)

9.

a. Short the

swing generator armature Circuits for stall current settings by connecting together in pairs the leads to both swing motors at the motors. (Remove these leads from the motor terminals. Connect a milll-voltmeter across the shunt in the swing generator armature ,~ircuit. (There is a ,shunt for each motor circuit).

be

The Diesel-start.:l.:n.g ail' comp:t'essor motor should be started by closing the circuit breaker in the control cabinet and then operating the starting rheostat. The air pressure, control should be set for the pressure given on the data. sheet. Ordinarily no adjustment will be required as the pressure control will be set at the factory to give the correct pres/:Iure.

The operator can then start the main Diesel engine using the pressure built up by the motor ~iven air 'compressor. See engine instructions for starting. When the main Diesel engine is I'1lIll1ing the separate air compressor should be stopped bY' returning the starting handle to the off position and opening the circuit breaker • .A. normall,y closed contact on theLE contactoris connected in series with the holding coil on the compressor motor starting swi t,ch. When the tE contactor is closed by operating the start button, the separate air compressor motor will stop if it has not been stopped before. This connection is made i;o insure that the separate compressor will not be running when not required.

The' service air compressor is belt driven from the main Diesel engine. This compressor furnishes the a.Jr required for the operation of the various brake and clu'l;ch rUE during 110mal operation.

The service compressor pressure should be set to the value given on the data sheet. Ordinarily no adjustment will be required as the pressure control will be set at thE! factozoy to give the pr,ssure· desired.

Have the operator run the main Diesel engine at full operating speed so that the ning generator will run at the no-load speed given on the data sheet. Press the tlStart" push-button again .clOSing the "IE" contactor.Move the swUg ·controller handle ~ slowly forward to the full-cm position. Check the ll'lilli-voltmeter in. the generator armature circuit to see that the current inoreases at !!2h ~ to the fUll-on Jt0sition. (Thectirrent should incre?EI in approXIiii&teq equal steps).. Now move controller in the OPPfl),Sl.te direction and foUow the same procedure. The current readingf' should be approximate4'" the same for both directions.

d. With the controller points checked, adjust the separate field permanent resistance "SVO-SVOS" to give ata:u current reading, controller .tul.l-on, as specified on the attached data sheet.

(Ta inorease the stall current, decrease the amount of resistance "SVO-svoS- in the c1rouitJ and to decrease the stall current, increase the aJI'lQunt of resistance "SVO-svOS-).

NOTE:

In maldng the stall. current settingfl and adjustments, hold the controller in the fuU-on position on4'" long enough to

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BI116053

5-7400-7 February 10, 1949 Sheet #10

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a.After the swing stall current is adjusted, take a reading or the separate field current with the controller in the full-on position. Check reading with attached data sheet. Now check readings of stall current and separate field current with controller reversed to the full-on position in the opposite direction.

Readings should be practically the same.

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10.

Idletha main engine» and disconnect. 'Che swing armature leads at bQth motors wh~ch opens the generator armature circuits. Make certain the leads cannot be accidentally connected together. Remove the D.C. voltmeter from the exciter e.rmaturecircuit if only one voltmeter is used. '

II. a. Connect the ·D.C. voltmeter across the swing generator.brushes •.

(Leave the generator armature circuit open for the no-load voltage test. ) Bring main engine and ewing generator up to full operating speed. Move the swing controller haridle forward to the fullon position and take a reading of the no-load volts. Reverse tohe controller to the full-on position in the opposite direction .nd . t,ake reading of the no-load. volts These readings should be the same arid should check approximate~ with the values given on the attached data·sheet. All readings tor the swing no-load volts referred to in this paragraph are. for separate .field only. Check . agairmtthe attacheld data sheet. fJ

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NOTEi

The n~load volt readings for separate field oilly are taken as read with no adjustments made to change valuel5 .•

be ,Move 'the swing controller handle fo~ard to the tull-on position.

Check the polarity of the generator self field, "SFl-8F2", by , making a wiping connection between generator terminal SF2 and the shunt . lead conneCting, through the shumi, to lead SF2. Check the

voltage reading at the moment of contact. If the voltage increases at time, of contact the field· polarity is correct. If the voltage decreases at the time of contact the field polarity is incorrect and the field terminal c~nnections F1-F2 must be reversed.

CAUTION:- Make certain the self field is connected across one generator circuit onl7J c.

see wiring diagram.

Move controller to D8'\1tral position. Idle the main engine and reverse the self tield if.necessar,y. With the self field polarity correct, connect the shunt lead to terminal clo.ing the self field circuit. Connect the milli-volt:meter (removed from gener... ator armature circuit) acrosl the shunt:. co~nected between lead 812 and generator t.en:dDal SF.2. Bring engine and generator up to full speed. .

sn

d_~Now

with both fields connected JIlOV8 swing controller handle forward to tu tull-:-on posit.ion. Adjust the tap sE6 .elf field resistance SPl-S.E8 to obtain a reading of the swing __load volta (both fields on) u per attached data sheet. (To increase no-load volt. clecrease aount of resistance SPl-S16 in the self' field circu1t J to deore~ nO-load volts, increase thfJnount of ru18tance SPl...s16 in the c1rcu1t 0.) Also tak. a reading of' the., selt field current whan the ~ reCt Do-load 'IOlte (botoh :rields OIl) bu. bee_ .obt.aiaecl. !'bye ooJ&roll· .. h&ndle to tbefUll-on pos1tion in the ~1te direction aDd check +_"..

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BI116053

5-7400-7

February 10, 1949 Sheet #11 12.

Idle the main Diesel engine and reconne'ct the· armature leads to both swing motors. (The motor shunt fields must also be connected.) Bring both engines up to full speed, push the start button and pull the swing controller one point back~ Both motors should turn so as to swing the machine to the lett. If the machine will not rotate", the motors are trying· to turn opposite each other and one must be reversed by idling the exciter engine and reversing one of. the motor shunt fields. If both motors run backward~ idle the engine and reverse the shunt fields Fl-F2 of both motors.

13. After these steps are completed, remove all meters but leave the shunts connected as they will be used in making the f:hml settings. All connections should be ·temporarilytaped orinsulate<;l in some other way.

14.

After the. prelimlnary elect,lI'j,cal sett.ings are completed, the speed controlling cam on -t; he propd Shl':!I.)~t., mu~t be adjust,od a.ccording to the instru.ctions of' the Westinghouse Air Company.

15..

Af'tier the walking adjuBtments &U"E!' saM.l!lflRu:rl;,oryfi! ope~ate the machine for three or four hours in good digging i11 orlder to get'.all of the elactricl!ltl ~qulpment up to \,r..$ operating t.emparat.ure •

. 160

The machiM should beobsarved while it 1s~'operated to see what improvem(f.mts in operation can m.;~d~~.. There are t,wo other adjuStments thai. ~;an be made~

a.

.b.

If' the machine Ct')mes to :l;"sst vdth a 86'70re· jerk when the swing corn.l"oller is b.;t"ought to neutral <? j'\lmper should be added between X and 860ft thl'~ t.erminal boro:~dp ~~l.'le1"'I?;::l.ming SGP' at iO.ll times. This will oause tria machine to drift. \Fiith t.he controller on neu:t.ral but the drift can be stopped 'by "pl\l.ggingU the swil1lgfJ . "Pluggingll is simply reve:rfJing the controller t,obring the cab to rest •

(

Int.erlocD Oil ltccI';}lerators S2A or 5.311. ,'jU'(;} USE.td '1:.0 operate the engine contrel sQl~n,u1d to increase the .sng:Lna torque wh@1Il m.ore pOl'ler is requl.1("ed for hl:l,:btilJg ~l:nd aWl~"ng:tng attha BamIB t_~ A jumper ehQl.\ld be added b0tWQ~m 131211 taM 812.5 (1\~1 t,hapal1ill!l ·l;.fr'll:rmi:mal board so· that 'lihe control 801o1101.d wUl (lp't!ll"(:'lt"i3! on the th!:i~d po:tnt of t.he ewing '. oontroller. 'If, it. i.e found th,1r.t. the ,901enoid opal"at@i'li ·tioo frequentl.y the jumper 8hould b.~ remov"d $0 the solenoid "ill operate IDn thel fourth li'o1n:t th~ swing contr(')ller. The 801eDoid should Opel:'~1.ttll .only rillCll 13\!dng:tng a.nd hoisting at full mpeed.

After the ellllu::tric&l ~qtlipll1errl:. 1s wal"TAad up the final. sett:'-nga can be made; as all fir~l i~%.l~"M.rllg~'· 11XUSt be JlI. de with 't.he el.'II~ctl~ical equipmerKt. at o:perat"$ lng t_PfJl.t"fIll.'~\l:li>ta., :ro Dlakefinal settirAgs for '.ltall eurr61M.s 31 no-lo:l\,d voli;,,~ andmotcr f:i.eldvoltB proceed· as explained in 'i~hlt previous pal"agr~phs4>The ellllgin.sptieO.s, stall- current, no-load volts Mnd motor field volt.s are t.ile importaat basic {!i.dju:.1tmerrt,s and MUst. conform. to the values gi vl\m on the data sheet WhlSill eq:aaipunli il.'!l hot. The other readings may vary somewhat from

the

wltu~!lI g1ytll'l"

(

BI116053

8-7400-7

(

February 10, 1949 Sheet #12

18. After all final settings have been made, shut d09'ln the machine and remove the shunts from the self field and separate field circuits.

Reconnect all leads and other connections that were opened to make . the settings. Check to. see that all electrical connections are .tight; 0 Tape a~l connections not properly insulated. The machine should now be ready for regular operation.

(

( l, •.. "

BI116053

S-7400-?

February 10, 1949 Sheet #13

(

RECOMMENDED ELECTRICAL SE"rTINGS FOR BEST MACHINE OPERATION

Type 1400- Diesel with Ward-Leonard Swing Wiring Diagram:

143G163, Sheet No.6 (General Electric Company Equipment)

Reference Diagrams:

CD-736 and CD-737.

Exciter Generator Speed (No-Load) Swing Generator Speed (No-Load) Exciter Voltage (Maximum) Exciter Voltage (Radiator Fan Breaker Open)

1500 RPM* 850RPl1* 125 Volts 30 Volts

Swing Generator Settingst Stall A.peres - (Per Circuit) No-Load Volts (Both Fields Connected) (Each Circuit,) No-Load Volts (Separate Field Only) (Each Circuit) Self Field Amperes at No-Load Volts Separate Field Amperes Swing Motor Field Volts

550 Amperes

(,

510 Volts 385·Volts 6.0 Amperes 14.0 Amperes 105 Volts

Air Compressor Pressures: Diesel'Start Compressor Service Compressor

250 PSI

115 PSI

*Nal'E s Engine No-Load speeds may vary slightly from values indicatedjl; but this variation shcN!d not exceed plus or minus 1 or 1.5%.

( ""

•

I

I

SHAFT~---II--

PROPEL·

LIMIT . SWI.TCH

____-==_ LIMIT SWITC·H ADJUSTMENT

~J\\ .!>"

P

I", t."J

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P~cB P f""r;,

THE. MARION. POWER SHOVEL CO .

PROPEL SHAFT

_-==_D_E C K:?\. --.--':::::t===:t=L-- ==-:=:::::t:~=-====

BI116053

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BI116053

GEJ-687D SupmeRII GB/-667C

(

TYPEBC, FORM B

CONNECTIONS FOR COMPOUND MOTORS VIEWING COMMUT'ATOR END

(Compound Wound) Fractional Horsepower Motor Five Lead.

INSTRUCTIONS EXAMINATION: Examine the motor to Bee that It hal Dot;

Lln~

Line

Fig. 1. Motor normally ship· ped connected for COW rotation with 81 and A2 connected together with Ideal connector. Connect L2 to one side of line and both A 1. and Fl to other side.

Fig. 2. To reverse rotation

as shown by Fig. 1 unscrew ideal connectol" and break connection. For CW rotation connect 81 and Al with ideal. COllnootor. Connect 1.2 to one Bide of )jne and hoth A2 and Fl to other Bide.

:t,

Li.n.o. E:2

'--====..1 ~Re~~lat Fig. 3. Connections for motor with five leads to starting rheostat (CRI008) and line~ 'ro reverse rotation, connect Sl and Al togeth"" and A:2. to atmature terminal on ..tllrting rheostat.

Fill'. 4. connections for armature control (reduce speed). To·reverBe rotation interchanll'e Al and A2.

been damaged In shipment. .

Motors with wool-packed bearlnga aN properly oiled at the factory and for normal service should not need reoiling during the first year. For continuoul operation (24 hours a day) or other special conditions, consult the General Electric Company. Reoil for normal servIce with 80 to 70 drops of a good light or medium mineraI lubricating all at the end of theftrst year, and each 1,000 hours of service thereafter. Amount of all to be added depends on the size and speed of the z\lotor, temperature. and other conditions of service. Over-oiling Is as undesl.1Ib1e as under-oiling. . .

Motors having ball bearings are packed with gr.. 8eaufftclent for about two year. of normal service. At the aud of that time the bearing. should be eleaned thoroughly' of the old grease and repacked about one-third full with O-B' ball-bearing grease.

CONNECTIONS: ·Connect the motor to a direct current circuit of approximately the same voltage as atamped au . the nameplate. See the reverse .Ide of this tall' for connection diagrams.

ROTATION: The motor may be connected to run In tho opposite rotation by Interchanging leada Al and A2 ..

Ihown on the reverse side of thla tac.

BRUSHES: To change bruahes remove InBulated screw cap and pull out a •• embly of brush and 8pring. It la recommended that only brushes obtained from the Geueral Electric Oompany be used In thla motor.

MAINTENANCE: It the motor i. belted to the load. ua. a light ftexible belt stretched just tight enough to preveut alipplng. Keep the motor clean and dry. To ·lnlp8ct tile commutator remove cover on the top of the COlllmutator end ahield. If the commutator become. dirty, wipe It with a clean cloth but do not use all. To amooth a rough commutator, u8e· fine eandpaper (not emery cloth). Blow the dU8t out of the windings occBlionally.

LUBRICATION:

GENERAL ELECTRIC BUILT-IN THERMO-TECTOR: If

Fig. 5. Rheostat connections for field control (raI8& speed).

T.o reverse rotation interchange Al and A2.

APPARATUS DEPARTMENT

GENERAL

fill ELECTRIC

the' motor I. equipped with this device, It II protected from overheating. If the motor stopa for other than normal rea80ns, It may be due to the operation of thll thermal protector.

Motors equipped with a device of the manual reset t,.pe can be restarted by pushing the red button on the' end shield after the motor cooh. Motora equipped ·wlth the automatic type device .tart automatically after coollnc.

If motor fa\18 to operate after cooling, check sauro. of power.

(

(OVER)

SCRENEC'!'lIIIY, II. Y. ,,'R\~NTto 1/.5,1'v

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BI116053

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NOTE: .... FOR CCW ROTATION (AI &: Fe POSITIVE) CONNECT. .

Fz. TO At'

FOR CW ROTATION (A.2-&: Fe POS1TIVE) CONNECT FZ. TO AI

BI116053

Rl

(

RZ

..

APPROX. RESISTANCE PER DIVISION ~~

Rl-R2

::

R2:.R)

I:

R3-R4

.,

~ .465

= Total =

R4~5

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1~500

(

LIST OF MA.TERIAL

1 Frame P2234890 010 lCR9032 Resistor Cat. 4333140 013 1" ..

It ..

GUl 1"

It

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1" • " ..

1. w "" 4 Connectors V2236419

1 Box total for connection

Gll

09 ' 07

b,y' custoaer per

Sketch on this Drawing.

CLASS.

1.5-39-69-115 Volts

NEIM

#153

OVTUNE.GEM 1013 69

;

r-~~------~------------------~~--------------------------~~--~ t --+------i CONSTRUCTION DIAGRAJt CR)190-81C Type' Edgewise Wound Resistor tor use ' wi th a 15HP-115 Volt MOtor and as, : 1--+------1 Point Drum Swi t e h . ' ,

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BI116053

K-5890~6SAC (

F'l. TD NtiCjATIVE -M....,..-Et(V4L/Z£K

+---Fi Tt1 PD,SIT/f/e -t--- S, NEC$4rIVe .....- - A, PDS'I'Tllle COtlNT£/( 'CLOCKWISE

f('DrATIDrf

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CLOCKWISE ~OTATION

COMMVTATOA!'

END

rO~ "RUSh" HOUleR "}C'TTINc:-' P/AG"RAM SEE K 6' 704 200

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BI116053

STQ/lt:!"ru iJirec-t Cvr,.,6nl HIJ;~r:C"I'J/leclitJ" ,/)/Qgrqms Compount::lClI?d' 51't::1blf!zee:l M%rs .

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-------~----------~----~~--------------."-----------~

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., F"'" c:c. W. Rolt!l;;~n ctI"necf I..i". Lt/Ilt1s III Fz,Sz llI"I4 FI,AI . /,"0' C. w. No reiTill" ctinnet:'I'Lintl lellds t. Fz IS. tll'Jt? Ft'l A! ' . ,

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BI116053

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BI116053

IM-93 4'8352 (

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LISTO'IaTEnIAL 2 - CR9(3)l29.1Y3lE 9/10 UNITS 1 - CR9033Ah6YSU9/l0 URITS

1 - CR903JA436Y4901 9/10 UlITS 2 - CR903JB3.6I 1 -

CR903.3BS.2B

1 - CR9033B8.)S 1 _ CR9(3)CO,,93E 1 1 1 2

-

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SIlo

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r;n.o UlITS CR90))Cl.l71 S/lOnITS CR90))Cl.2la1 S/).O VNITS· Cft9(3)Cl.S7B S/1o mTS FRAMES L-8202S98G2 CLAlIPS v~476440

CCIfHICTIOK STRAPS

FAC'tOmf JO'I1h

. x-8017243

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COIlNECTIOHS 01'lOOl fRAN S'i'AlmARD ...

BI116053

'1I11D AMeLE ,""tono"

(

'.

RESISTANCE & CURRENT IATING PER DIVISION """"""'"

W7"Uli

USE -.

DIVISION EX3 -

!XCI 'J'ERFI!LD

SWING GENSELF FIELD PERMANEIfT SECTION

EX4

Pl -112 .P2

P3

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P4 -PS P5 -16 E6 -17 17 -1t8

!OOIOMr SECTION

SWUll OD surn:m PElWAnrrr SICTION

va.

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2.56 1.28 1.28

2.88

14.10

1.80

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14.10

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(PER BOX)

1.S6

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L-8202S97 122

CONSTRUCflON DIAGRAM

CR9687-10 RESISTOR FoR TYPE 1400 MARIOH DIESEL ELECTRI C DRAGLINE

. . . 1. . . .'

40.0 40.0 3$.6 26.0 23.0

BI116053

PART

(

APPENDIX

".

1.

Reoomnended List of Tools and Equipment for Ereotion of Type 7400 Diesel iivalking Dragline

Attachment No. 1

2.

Approxtmate Paoking List for Type 740q Diesel Walking Dragline

AttaQhment No. 2

3.

Recommended Lubricants for Mari on Exoavators and Cranes

Attaohment No .. 3

4,

Hiseeilaneous Instructions for Ao~essories Attaohment No. 4

5.

('

' .....

VI

a.

Servioe Instructions for "C ll Pumps

b.

Service Instructions for Fadel 'ruthill Pumps.

o.

Operating Instruotions for lngersollRand, Type '30 CanpressoTs

d.

Alignment of Engine - Generator Coupling

lILII

Lubrioation Instruotions for 'I'ype.7400 Diesel Walking Dragline

Attaohment No. ,

BI116053

A T T ·A C H MEN T

N O. 1 RECOMMENDED· 11 5T OF TOOlS & EQUIHAENT FOR ERECTION OF ~URION

TYPE 7400 DIESEL WALKING DRAG LINE

SUBJEOT

PAGE

J(;

Necessary Blocking

2"

1Ier:.hanical

~recting

1

Tools

3. Electrical Erecting Tools

,\-

1

BI116053 -1...

ERECTING INSTRUCTIONS FOR TYPE 7400 KNOCKED DOWN ,FOR EXPORT

'

NECESSARY BLOOKIRl standard railroad ties 2 X 10 or 12" plank 12 to 14 feet long 1002 X ,4 - 16 to 20 feet long 200

48

ERECTINGEQUIP.MENT , MECHANICAL 1 '. 25 ton guy derrick - ;1.l5 foot mast 100 foot boom 1 110 cubic foot air compress.}r 1 Electric weld~_ng machine 2 2$, or ,30 ton low lift jacks' 2, 15 ton track jacks 1 5 ton ohain hoist 1 14" Stilson-wrenoh 2 24 11 Stilson 1J'll.'enchea 1 48" Stilson 'm-ench ' 1 12" Mtinkey 'Wr0nch ' B $/8" ,construction wrenches 12 .3/4tt, ~onstruci..ion wrenches 12 7/8" construction '!'ll"enches 4, 1" oonatruction wren.che s ' 6 single end wrenches ' ) jI.4~s'ooket l'Irenches 1+ 7/8' 'socket wrenches

it"

f;D

1" socket. wrenches

4 1-1/8'" socket wrenches'

4

ll"soeket wrenches ' lift' 'socket wrenches C olamps ' ' , Set stock and Dies for threading ,pipe, up to and including 3/4" Set, stoCk and Dies for thl"eadil'1l pipe l' up to and including 22 0 to .3/4 Positlvep1ate olamps

2 2 1 1

2 6 lb. al.edge h8.mm.era 1 8 lb. sledge hammer ' 1 12 lb. sledee hammer' 2 2 lb; 'band hlllimSra 2 f.1M ,tiles 1 h.&1t', round. tils 6 ].2" Kill files' ,3 lOUS.'

J 0014, ,N,1sels '

6 P1noh,bars 2 !J../21f " ohain 10'0" long hook each and 23/4"' e~ l$IOIf 1001 ~ook each end ' 2 l"bab1e Ilinesoons:1.~1ng of 1" X 38 1 O"~ cables 1 Unk." 2, hooks, 32 cable clips 811<.\ 10 cable th~le8 each 1 ~ 'torch includ.1ng lauges 100 fee~ of hOSl, 3 tips am,3. cutt1D1 tips , 2 Adoptors,tor acetylene lias tallk 6 Hose oonnectGrow1th olamps for acetylene,11f ho••

BI116053

-2-

(

2 2 .2 2

1 1 1

6

6 6

24

24 18

6 6 12

6

24 12 1

1 1 1 1

~/4 Rope double gate block (for snatch block)

)/4 Rope double blocks 3/4 X 1,0'0" Rope

(for snatch block)

3/4 X 7$ fOil Rope for t.ag line Portable pipe vice 2 t -0" Steel carp,enter square Cross c\J,t saw 7/16 11 Barrel drift pins 9/16" Barrel drift pins . $/8" Barrel drift pins 2~/12ft Barrel drift pins 3/4" Barrel drift pins' 7/8" Barrel drift pins I" Barrel drift pins 1-1/8 11 Barrel drift pins 1-1/4" Barrel drj.ft pins 1-1/2" Barrel drift pins 13/16 19 Darrel drift pins 1$)16 11 Barre,l drU't pins J!4" UaS" Std. 'faper Tap 7/8" u.s. Std~ Taper Tap 1" U.,S .. Std 'Paper Tap 1-1/4 Std Taper Tap 1-1/2 ft U.S. std Taper rrap

u.s.

(

AIR TOOtS 1 Corner air machine with 1/4 Morse Chuck 1 No.3 air machine with #3 Mqrse Chuck No.. 4 air machine. with 113 Morse.. Chuek Small one man air drill 1 Air Surface grinder 2 "tones for above surfa~ grinder 2 6 1f Air buckers 412ft Air buck~bs

1 1

2 2.

2 1 1

#80 Air haIllmers Chipping

h~~ers

#90 Air hammers #60 Air hammer #46 Portable air ~rlnding maohtn6 6 Carborundum Wheels &It D1a~ (.to 'lit ·aaove. aaebine} 1 Oil burning rivet forg~ 2 2 lb. hand hamme~s 1 old man to- back up 1-1/4" drill.,

6 Flat chisels for air h gouges for ail'" gun 1 chi sel bar .3' plI long

8 5/8"

(

gw.

baqki.ng aut punches (without hana;Les~

6 J!J.r backlngout punches- (without handles U. 1/8" bacldntt out Ptu)Qhes, (wi thou'\; ,handles

BI116053

6 hM<J.:Ws to'&' Dao1dl\g outpW'1ches 2 ddEIJ out fJ Wit 1'1 mndlliJ IS 2 Gold outs with h&ndl~$ 2 heating t@ng~ 2 t ...6" long ! pi@t up tongs l'~6ij long l~ rivet ~~telipa 1 ~xt~n~ion 2e~o~ long with No.3 Morle Chuok (tor air maohine) !:> 5/6 button ooad 1"1 Vf:'It sets .

(

r

6

3/4 "tHxtton h~md r:i:'fot sets

6 1/6

btrtton hal!!.d :r:i vet set.

hf~iI!\d rivt1lt sets :2 ,/8'1 button head 1)!'1 v~t sets 2 3/4" buttcm. haad rivet sets :2 7/8" button head rivet sets 2 ll~ bU'\:;'~O%1 hemd rivet sets

6 1 button

1

(·~o fit short 'bVl..'l k®f")

(to f1ttllho:rt 'bucker) (to fit .hort bucker) (to fit short buoker)

taper I:,ivet' sat

.

1 1/8': wi.vet sat to £1 t large air bucker (to be 10" under Moulder) 2 3/4 Ii rh1S h :1:'1 vot Sf)l'ts ...

1 i!!leevIW ://100 for ttllper shankciriU 1~f? to #3 :2 i;;1If).,?er shank alJ.EH'YVelil :fIrj to #4 6 3/4 .jiltiJk sets 6 7/8 JQ"k sets 6 length 3/4 air hose 50 feet long 6 length 1/2 air hose 50 feet lon, 1. lightening hose 0 lamping tool 6 3/4 never slip hose olamps 6 1/2 never slip hose o1runps 6 9/32 drill straight shank .

6 13/32 d1"j.ll #3 M'lf'Sa taper shank 6 11/}t2 drlll all<3 Morse taper 'shank 2 21/)2 drill #3 Morse taper shank 2 2$/32 drl.ll #3 Morse taper sillnlc 4 29132 drill if3 Morse taper shaflk 2 1... 1/.32 drill #3 Morso. taper shan'~ 2 1~91.32 drill 1f.3 Morse taper shank 1 17/32 bridge reamer #3 Morse taper shlulk '2 21/)2 bridge reamer 1JtJ MOl" se taper' shank 4 25/32 bridge reamer #3 Morse taper shank ~ 2913~ bridge reamer #3 Morse taper shank ' '.3 l-l!H bridge rewner #3 Morse taper shank .3 l'-l/~' bridge reamer #3 Morse taper shank

(

2 l~l/J~ bridge rewna~ ~~ Morse taper shank 2 1$5/32 bridge reamer #3 Morse taper shank 1 2 1

1-1/4 #400 ohuokini reamer 1-1/4 rose reamer 'ff) MOJlse taper' shcmk 1-1/2 d<OWQl pin. raemf3T

(

BI116053

(

drill ' *3 Morse taper shank, _ l' rose reamer 4f3 Morse taper' shank' , 15/16" bridge reamer j~3 Mor se taper shank 8 13/16" bridge reamer ~3 Morse taper shank 4$0 5/8 x 2-1/2 bolts 7, 3/4 x'2 bolts 75 3/4 x 2",1/2 bolts 1 1 4

15

3(.4"

3/4 x .3 bolts

75 3/4 x 3-1/2 bolts

7,SO

3,

3/4 x 4-1/2 bolts 3/4 x 5-1/2 bolts 3/4 x 6 bolts

600 7/8 x 3-1/2 bolt s 400 7/8 x 4 bolt s

x 3-1/2 bo~ts 1" x 12 bolts .5/8" out washers 3/4 11 cut washers' i('8 t1 out washers 1 cut washers 1_1/4 11 out washer.s 1.. 1/2" 'globe valves 1/4 x 4 nipples

50 1"

12

450

4,0 1,00 100 ,0 2

30

30 3/8 x 4 nipples

(

1/2 x 3 nipples 1/2 x 4 nipples 6 1/2 x 6 nipplea ' 12 3/8" close nipples 2 1 •• 1/2"0108(3 nipples

20 40

20 3/4 x 4 nipples 1 1-1/2" union elbow 2 1-1/2" union

6 1/4" elbows 2

1",1/2" elbows 6 1/2" elbows

2 1-1/2 1t x 6ft nipples $0 1/2 to 3/8 bllching -4 -2 to 1.. 1/2 reduoing bush 4 1-~/2 oo~ling .

401/2 to 3/4 reduoing ooupling 40 1/2" oo,upling 1, 3/4" ooupling 1 1-l/2.x 1.. 1/2 x 1/2" tee 24 ' '1/2 to 3/8reduc1ng ooupling 100 teet 1-1/2" pipe 1 manifold 4" pipe 4' ..Otl lOl'lg 2 4" pip6 oap

19 1/2" globe valve I :i/!J 1t J?ipa plug 2

1!4 u 'globa valves

24

j/.8,.-.tol/4 roducing "t'slve

l.i

i'e~.4l:2'e.nneu.led wire

12 • 3/4. ~o 1/2, roduo ing bushing

BI116053

ELECTRICAL 'r06LS

1 ,.4" screw drivers .

18" screw drivers 1 8 f" pliers (side cutting) 1 6" long nosed pliers 1 10" gas pliers1 .12t! mill file 1 ,12" double cut file 1 12 half round rile 1 8" round file 1 6 t1 crescent single end wrenoh 1 '10" cres¢ent single end 'Wrench 1 .1/4 to 3/4 pipe bender 1 ,r;/16 I 3/6 11 open end wrench 1 7/16 J. 1/2 open end wrench 1 '1/2 X 5iB open end wrenoh 1 3/4 X 7/8 open end wrench ,1 . 7/8 X 1 open end wrench 2 18" pipe wrenches 1 ,cold ohisel 1 center punch ' 1 1;;..1/2 lb. hand hammer 13/16 straight shank drill 1 1/4" straight ahankdri11 13/8" ,straight eh ank driJ..l 1 1/2 tt straight ehanic dri'll 1 3/8" square shank wood bit 1 'standard braQe 1 lOll hack saw frame 12 hack saw blades 10" 1 ,,/12 soldering iron 1 set 3/16 '1 steel letters 1 set, 3!l6 tt steel .fi Bures 2 ' 2" paintbrushes 1 1 qUflXt blow torch 1 dOorbell with 2 new dry cells ,(or a meggar) 1 12. pipe vise 1 foot fish tape 100 ,teel; 1/2 rope

(

(

1,

2 1/2'UQuble,blooks set pipe dies 1/2 to

1

~~ with handle

,

(

BI116053

...6- .

MISCELLANEOUS mCTRlCALSUPPLlES

(

(

2 V-bolts 3/8 x 3 tor 1-1/2" oonduit 4 U-bolts 1/4 x 2 for 1" oonduit 4 U-bolts 1/4 x. 2-1/2 for 3/4"oondu1t 6 U-bolts 1/4 x 2 for 3/4" oonduit 12 U-bol ts 1/4 x 1-1/2 tor 1/2" conduit 2 ooupling, oombinati on 1/2" 1 ooupling, oonduit 3" 1 ooupling, oonduit 2 n 2 o'onneotor tbox 1/2" 1 bushing, oonduit 31t 1 bushing, oonduit 2-1/2" 2 bushing, oondui t 2" 1 . bushing, oond\1it '1_1/2 It' 1 bushing, oonduit 1" 4 bushing , oond ui t 3/4 tt ~ bushihg~ 0 ondui t 1/2tt :;, 1 'bushing, reducing 211 - 1-1/2 11 1 bushing, reduoing 2" .. 1" 1 bushing .. reducing 1" - 3/4" .

1 bushing. reduoing 1t! - 1/2tt'~,: {v 1 ,3 bush ing, reduoing 3/4!1 - 1/2 ' 40 . terminals, solderless 11'10-12 wire, 1/=10etud 20 terminals, so1derless #10-12 wire, 1/4 stud 8 terminals, so1der1e,ss 1.#10-12 wire, 3/8 .stud 3 terminals, solderless ;~ wire, 1/4 stud 10 terminals, copper #8, #~O& #12 wire, 35 amp 10 terminals, ooppor #2 Wire, 125 runp 2termina.ls,oopper 2SO,OOO OM wire. 250 amp 2 terminals, oopper 400,000 OM wire, 400 amp 1 strap, pipe for 1 oonduit 12 strap, pipe for 3/4 oonduit 16 strap, pipe for 1/2 oonduit 3 0 lamp, (londuit for 1/2 oondui t 2 tape; varnished oambrie, 3/4" roll 10 tape, friotion, 3/4" roll 2 paste, soldering, 2 oz. oan 2 lb. solder, half and half '3 lb. solder, wire 1 ball, twine, #36 sein.

4 sheets, sandpaper ~O 1 qt. laquer, Glyptal, olear 10 lJorew, maohine brass W/nut 1/4-36 x 1/2 10 sorew, maohine brus W/nut #6-32 x 3/4 .

3S' sorew, maohine brass W,htut #10-32 x 1 IS St)rew, machine brass. W/nut #14-24 x 1 l bolt, maohine "iV/nut 1/4 x 1 1 bolt, maohine W/nut 1/.4 x 2-1/2 1 bolt I maohine W/nut 3/8 x l · 1 bolt, maohine W/~ut 3/8 x 1.. 1/4 2 'bolt, maohine Wl.nut 1/2 x 1-1" 1. 'bolt, maohine W/nut 1/2 :It 1-3/4 25 bolta stove W/nut 1/4 :x 3/4 1 .crew, oap 1/4,:It 3/4

1 80r", oap f/.Ax 1 . 2 lorew. oap j/!J :It 1 . 1 .orn, cap 1/2 s 1 )0 lcckwaaher 1/4

3 loakwe.aher

:;"/8

'. .

BI116053

(

'A '1' T A C H MEN '1' N

Q·.a

APPROXIMATE PACKING LIST

.FOR MARION TYPE 7400 DIESEL WALKING DRAGLINE

(

"o!' •.

BI116053

MARION POWER S H 0 VEL COMPANY APPROXIMATE PACKING LIST

(

TYPE 7400 DIESEL WALKING DRAGLINE 200' -0" BOOM AND 8 YD" DRAG BUCKET MARCH 1, 194a

NO" 71J"OOD...1

1?Xf . K'.

NO"

D!~mnONS

IN INCHES

i~~jjxi08xj72 2 Pc. 33~38x360

3 4 5 6 7 8 9 10 11 J..2 13

Pc. Bdl, Bd1 Box Crt Crt Ol't Crt Box Box Box 14 Box

.3 3:,13 8x360

llx132x356 llx36x180 24x60xl32 3.3x54x62 3Jx54x62 33~4x62

3.3xt;4x62 3Ox30x78 .30x30x78 30"A30xlO2 lax39xlll 15 PC1Jl L.l.of,88x600 16 Pet) 68487x612 17 Pe o 68487x612 18 Pc .. 62~94x612 19 Pc_ 62:Jt94x612 20 Pc. 22433x22'5 21 Pc. 22:>t33x225 22 Pc. h2448x225 23 Bdl llx132x);')6

2b ~?5

Bdl

11Jc36Jc180

Box

24x6Ox.132 2S,,76x76

26 Pc ..

27 Po,.

28 29 .30 31 32 3)

28~76x76 ,O~90x200 )O~9O:x200 :L6¥16~t160

Pc. Po. Pc. Po . . 16:¥:16:d60 Po. 27~66x108 Po .. 'n,66xlOa .31~ Box 24x24x36 3rt", PM. 1.t4:1r,7 2x.u3 8 - 1,i'1l

;6 Pc. 4~72xl,+)8 37 Box 2Lx40xllu )8 Box 2Lx4ox1l4

'9

}~,O

B{~~

Sox

41 Crt 42 Po. 4) Pc. ~

?'8~30~72

18x)~a4 :~J.x60x60

1$~10Sx2$~ 16n32~80

Po,. 16~32~;Bo Po. 16lJ;6Ox600 46 Pc. 1~0 47 Po. If:72X220 ll8 Pc. 1. jJ,gt2'2~

.,

WEIGHT

GROSS CONTENTS '. ·Cehter Sect. o£~ub lliODO 45500' R.H. S~ct. of ~ub L.H. S~ct. of ~ub 45500 5000 4 Pieces Circular Rail 4 Pieces Circular Rail 1850 Splice Plates & Bolts 7000 4-Gear Segments 4500 4-Gear Segments 4500 4-Gear Segments 4500 4-Gear Segments 4500 6000 2)-l-Roller Circle Rollers 6000 2h-Roller Oircle Rollers 29-Roller Circle Rollers 7300 Circle Bars, Splices & Bolts 4000 Center Sect. Rot, Fr. 36000 Side oect. Rot~ Fr. 37000 Side Sect. Rot. Fr. .37000 WinG Sect. Rot~ Fr. 23000 Wing Sect. of Eot. Fr. 23000 Front Girder of Rot. Fr. ,4350 Rear Girder 3800 Ballast Box 10000 $000 4-Pieces Circle Rail 18$0 4-Pieces Circle Rail Splice Plates & Bolts 7000 6)00 Out-Board Bearing.

6)00 Out~Board Bearing 'ro''V'er for Anchor Casting 9$00 Tower for Anchor Casting 9,00 162$ Stabilizer Arm 162$ Stabilizer Arm Walker Arm 4800 Walker Arm 4800 Miso. Parts for Walker Arms l700

24$00

Wa.lld.ng Shee

Shoe Swivel For Shoe Swivel for Shoe Shelve Brackets for Shoe MifflC. Pa:r~8 for Shees

i~lllking

24$00

8'00 8700 2300 2600

4600

Oent,er Journal

Gantr',Y' Head Clantn" Strut Gantry' Strut Side Member o~ Gan~ Side Member or· Gantry 'l'rus6 Member ham fo%' Gant1"1

14000 62,0

62;0

,\

3600 3600 2300

700

tBS.

NET

VOL.

CU.FT.

"Iii boO' 742' .

45500 45500 5000 1850 6)00 4000 4000 4000

950 950 300 42 110

64

64 64 4000 '64 5250 41 ~250

41

6450 3200 36000 .37000 .37000 23000 23000 4.3$0 3800 10000 $000 18,0 6)00

53 45 1345 2095 2095 2065 2065

6)00

94

6)00

(

9,

9$ 263 300

4Z

110

94 9$00 $21 9$00 ~21 162$ 24 162$ 24 4800 112 4800 112 1400 12 24,00 803 24,00 SO)

7B$0 7,8$0

64 64

2400

32

lesO );

4000 108

14000 1162 62,0 172

62$0 . 11.

3600 Jl~ 3600 334 2300 138 700 '62

(, F

,

BI116053 ~.

TYPE 7400 DIESEL

SHEET 2

(

8-Beams for Truss 6400 Beam for Gantry 1800 4-Beams for Gantr,y Crt 22x36x108 1300 9~Beams for Gantry Crt 28x30x].80 3150 Beam for Gantry 625 pc. 7xl3x296 Tie Be.am for Gantry 3100 PP. 30x36x228 2'000 4-Beams for Gantry Crt 18x28x186 Beams &Gusset Plates 56 Crt 18x32x186 2300 Angles & Gusset Plates 6800 51 Crt 15x40x231 2100 Gant:" Corner Posts 58 P~. 27x32x212 2100 Gantry 80rner Posts 59 p~., 27x32x212 Gantry Corner Posts 2100 6O.P~e 27x.33x212 "2100 Gantry Corner Posts 61 Pc .. 27x33x212 Lower Part Front Gsi1try Leg 2150 62 Pc. 24x5L:x:261 Lower Part Front Gantr,y Leg 2150 63 Pc. 24x54:;::261 Upper Part Front G~ntr.r Leg 2550 64 pc. 12x12:x424 Upper Part Front Gantry Leg 2550 65 Pc. 12x12_{424 Lower Part Rear Gantry Leg 2300 66 Pc. 24x60:'{285 1o*er Part Rear Gantry Leg 2300 67 Pc. 24x6Ch:285 Upper Part Rear Gantry Leg 2600 68' PCe 12xl,'2:t#32 Upper Part Rear Gantr,y leg 2600 69' PP4 12~rl2~lijl2 Crane Runway 1800 70 Pc. 9xl3x578 71 pp. ~3x578 drane Runway" 1800 Diagorlal Beam 1225 72 P~. 12x21:x:200 73 Ppe 12x21x200 Diagonal Beam 1225 2000 Gus set Plate s &. Beams 74 Box 3Ox)6xl02 Brackets for Crane Runway 75 Crt 3Ox32x45 140p 76 pp. 14x24x21J Posts in Front Gantr,r .13'75 77 pp. 14x24x213, Posts in Front of Gantry 1315 House Roof Arches &. Eave 78 Crt 45x54x354 il-ngles 6500 House Posts &.

Framing Angles 6300 3 Ox30xl 86 79 Crt House Roof.Plates 80 Crt 72x78x144 5100 81 Crt 72x78x120 House Roof Plates 3300 62 Crt 15x54x108 House Panels 6700 Operator1s Cab &. Window Sash 5000 83 Crt S4x72xl38 8u Crt 54x72x138 StairW~Y, Handrai~, etc.

1600 Gantry'9heave Blocks 4100 85 Box 32x42x50 66 Pp. 12xlO4x249 Hoist &. Drag Mach'y Fr. 20500 H,oist Drum Shaft 23200 87 Box 99x99:;d14 86 Box 120:rJ.20x177 Drag Drum Shaft 34000 2nd Inter. Extension Shaft 2100 69 Box JOX30x57 Check & Lock'Brake Bands 90 'Crt 34xl0~xl02 3hOO Boom Hois,LMach'Y, Etc. 91 Box S4x57x64 ~o .

92 Crt 72x78x100 ~in Drive Gear Case 12500 Main Bearings & Bolts' 10000 93 Box 16x78xl41 ;";\; Box 3Ox36x87 2-Bearings, Cap~, Et.p.

5000' 2900 ' 2-Propel Shaft Couplings JJ Box ,JOx)0x40 '96 Crt :?4x27x226 Main Propel Shatt11300 97 Crt 21xl29xl~9 ' , JIain Propel G.ear 1J5OO 98 Crt 48x66x7S Propel, Crank 7100 99 Crt }lBx66x1,' Propel Crank 1100 100 Crt 48x72x84 Propel Sh.afts 11200 .101 Box 45x66x96 R.ot. Gear Case 6900 ,102 Box 45x66x?6 Rot"" G,ear, Case 6900 49 50 51 52 53 54 55

Crt )Ox)8x244

P.P. 14x36x222

"

( ,'.:;i .

of

'

(

;'

5650 1Bdo 975 3250 62, 3100 1600 1800 6boo 2100 2100 2100 2100 2150 2150 2550 2550 2300 2300 .260d 2600 1800 1800 12,2'5 1225 1200 1100 13'751375

162 65 40 88 16 143 55 62 80 106 106 110 110 196 196 36 36 ~36

238 36 36 ,40 40 30 30 64 25 42-

42

5000 496 5500 97 4500 540 2300 390 5950 51 4200 311 1000 311 3700 39 20500 1079 20800 647 31000 147~ 1750 )0 2750 256 3550 136 11000

9000 4450 2500 16400 12700 6500 6500 10400

325

115

5~

21 86 260 138 138 166 8200 165 8200 165

BI116053

TYPE 7400 DIESEL

SHEET 3

:to:3' Box 2Lxh8x68

104 105 106 107 108 109 110 111 112 113

Box Box Crt Crt Box Crt Box 'Box Box Box

42x56x68 42x56x68 3Ox78x1$0 3Ox39xl56 36x42xl20 36x56x$6 36x)6xl26 4~x42x60

42x42x60 72x129x228

114 Box' 36x48x48 11, Box. 51x84."d20 116 Box 117 Crt 118 ,Crt 119 'Box 120 Crt 121 Box 122 Crt 123 Crt 124 Box 125 Crt 126 Box 127 Box. 128 Pc, 129 Box

)'3x48x1 02

27x.39x72 27x39X57

24x36x168 JOx57)(:108 18x21ltq2 J6x45xl05 36x45x105 39x66x96 27x3~69

l8x2lx66 24x39x51 21x6Ox75 42x48x:111

])0 131 132 133 13b

Crt Crt Box Box Ort

30x$4x60 J0x54x60 lOx30x39 2Lx36x126 27x53x75

13$ 136 137 138 1.39

Crt Pc. Pc. Pc. Box

76x76x90 7Bxl05x969 78x105x969 78xl44x996 60x92x92

1uO Box 36x48x80 1h1 Pc. 78x144.xlBO 142 Pc .. 78x:144x300 143 Reel 45x66x66 144 Bo%: L8x54x72 145 Reel 36x52x52 146 Reel 36x48x48 147 Pc. 102x:102x160

2600 Main Rot... Shafts Swing Motor &. Blower 4500 Swing Motor & Blower u500 Gear Guards fo~ Hoist 'Drag 1700 Z600 Guard Und~r Drag Cable Levers & Mise ~ Parts 2400 2-Sty1es' 1200 2200 Air Compressor P1pin~ Misc~ Bolts &. Rivets 7000 7000' Miscl} Bo1 ts&Ri vets J ..S•.-B Diesel Engine with . Ba'f:lJe 62)00 Engine Flywheel 4100 Radiator Comp .. with Motor &. Fan 5,00 2100 Lub.&' Fuel Oil Piping 1200 Lub~ Oil Sump Tank Lub o Oil Sump Tank 950 2800 Cooling Water Piping Water Storage Tank 1900 Fuel Pump 625 Fuel Tank R•.H•.

3400 Fuel Tank L",H ..

3400 Aux. Engine &. Generator 7400 Aux. Engine Fuel Tank 750 Aux., Engine Muffler 400 1000 Aux. Air Compressor Swing Generator Base 2415 Sl'nng Generator & Air Compressor 9600 2-A1r Tanks 1250 2-Starting A1~ Tanks' 1800 Aux. Control Cabinet 375 Conduit & Wiring 1650 Switch BOQPd &. Contaotor 1600 Panel Fair1ead 9000 Boom Foot Sect ..

10500 Boom Foot Sect, ; 10500 Boom Point Sect .. · 19500 Point Sheave,. Bracket Be Platform 4500 Boom Fittings & Splices 8000 15' Sect_ for Boom 4000 25' Sect., for Boom 6250 Boom Hoist Cable 5000 Boom Hoist Cable Fittings 2600 Hoist Cable 2400 Drag Cable 2000 8 Yd. Drag Buoket 18500 •

GRAND TOTA.L GROSS WEIGHT IN POUNDS GRAND TOTAL NET WEIGHT IN POUNJ:S GRAND TOTAL VOLUME IN CU. FT ..

II

I I

~

I

•

1090000'

2200 3700 3700 1200 2000 1700 800 1450 6)()O 6300

. 46 93 93 203 106 105

(

66

95 6) 63

54700 J.226 3$00 48 3500 1300 760 600 2000 1275 ,32$ 2650 2650 6000 450 200 650 2475

298 94

44

3, 84 107 10 125 12, 169 36 9 28 55

(

"

8600 130 800 57 1300 57 250 7 1100 63 1265 60 8300 )01 10500 4593 10500 4593 195006474 3700 29~' 72PO 80 4000 1170 6250 1950

4300 ll~

10 2000 1600 18$00 964 2000

... . ,,-

{~

I.

1020p0O. !

54410

'I

•

(

-.,-

BI116053

(

ATTACHMENT N O. IV MISCEI.J:ANEOUS INSTRUOTIONS FOR ACCEss. IES JOB.

MARION T'!PE

7400

DIESEL WALlING DRAGLINm

1. Service Instructions tor

"C~

Pumps

2.

Service Instructions for Hodel "tH Tuthill Pumps

3.

Operating Instructions for IngereollRand, Type 30

4. Alignmel'lt ot Engine - Generator Coupling

)

BI116053 SERvicE INSTRUCTION, FOR :t'O Il

(

'PUMPS

TUTHlLL PUMP COMPANY' 939 East 9,th Stree-t' Chioago, Illinois'

This pump is of the rotary type, using; an int ernal gear, referred to as the rotor, whioh drives the pump, and an 'external gear; known as the idler, whioh is the driven member •. The rotor head is integral with the drive shatto The idler is supported by a pin held stationary in the pump ¢CFler. A ores .. oent shaped segments integra.lwi th the oover ,provides a dividing wall between the pressure side and the suotion side of the pUmp. Ar; '~he gear teeth go out of mesh on the inlet side, liquid is drawn into the pt:lrr.p~ ,and on the opposite side, e.J t~16y go into the mesh, liquid is expelled; In.ution: the Model "e" pump s,wuld never be run dry for more than a fe'\v S(3oo:l,d;;" and then only during the iritial priming period~ , LUBRICATI ON' , All lIe" pumps ara provided with a graMs oup or grease gUn fitting at the outer bearing, w~15,ch lubrioates tre packing as well. A good grade of medi'Om oup grel\se shou.ld be us ad. Apply until visible at the outer end of the Gturting box g:anc.

REPAC'KING

(

Moulded metallio packing is used as standard in nC" pumps, sizes #1 to #6 ino1usi vee The following is a table of packing B izes for all tic II pumps :

Pump si{~ No. 1 No" 2 No. J and 4 No. , and' 6

---

I. D.

O. D,.

1/211

,,/64 ,9/64" 1-1/8"

,/8" 3/4 1"

11

;r..~nej;h

,/Bn

11

3/4" 3/4"

1.. 1/2 11

1-1/2"

Oare should be taken in pulling up the paoking gland oap sorews so as not to oause undue pressure in the st¢,f'ing box. Pull up lig~tly on the paokin~ sorews, back off to finger tight and look sorews in plaoe with a wire throu~h holes in the sorew heads.

Overheating may be due to laok of lUbrioant' and gtease.

PUMP MAY FAIL TO PRIME 1Ft

1.

~

J.

4. ,.

6.

7~

A.. iEiak is in the suotion line~ ,'I'M pwnp drains oompletely durinG the idle period, ' There is exoeasive lift on th6 suotion side.

There is excessive wear of pump parts.

There b exoessi ve end ol~ranoe'. ,The strainer or,\i!Uter is ologged.

'PumP is air. bound when first primed with closed disbharge.

'PUMP MAY MAKE ,EXCESSIVE NOISE

l~

'"

I~I

A leak is in the 'suotion line.

Soot! on is rest;rioted thereby starving the p,ump or va.porizing the liquid.

3•. Misalignme~t betw;e~n ,~umP. ar,t,d dri,ve. ~. l«1t<>J' t(lloth bent chie to Object being drawn. thru the pump.

2.

".

BI116053 TUTHILL PUMP COO.ANI· 939 East 95th Street Chicago, IUino!. if ,\.,

REPLACmENT PARTS LIST FOR MODEL C PUMP

Illustration

Description pf Parts

Number 1..

2..

3.

4.

Bracket Aseeu1bq (includes M71 Busbing) M2 Idler .As~ (includes 1111 Baetrl.ng) 145 Cover Assem'b.q (includes K31. Pin) .

K6 Packing Gland Ass_bIy (includes 1170 ·Bush!n&)M7 Housing· .

022 Rotor & Shaft C24

5.

6,.

7..

8.

Idler Pin Gasket Gland. Bushing Bracket Bushing Paoking Gland Screws .

Cover Bolts (Specify Pump Size) Packing (Specif) Pump Size) ..

9..

10.

11.

12..

13..

)131 1134 1470 .M71 14508

NOTE:

~/£"BUILT IN

A.

~p

B..

Stanct&rd shatt inoludes. flat and Woodruft K~.

Pu.m.pa without lL2 braok.et may have a special shaft •. If so, give sketch showing dimensions when ordering new rotor ..

C..

Pumps a.vaUable with rig:ht or lett hand suction port racing pump shaft.

Unless otherwise specified. right hand suctlonwill be turnished.

9. §!g§.

ALWAYS~ SIZE ~ ORPERDIG PARTS.

size is designated b.Y figure before letter ·C" embossed on one of the ;pump ports.

If siz8 is unoertain, designate size ot ports. .

( ""

REMOVIN<3I

COMPl..ETE SEAL ASSEM8LY ·~~OLI.3

PuT WRENCH ON HEX.. NUT, OL4 I; ALSO Pl.JT WRENCH ACROSS FLI>.T OF 5HA..T , 0 KEEP THE.

~T

~:~~~Woi!~;s~O~~:~~%~,~~~i,~~I~~~:I~~~ ~O~~~~~F~~~~;~ :;~~N

I

'HI~

OF?~A

OL34

OL7I

OLC'I

OL'2.

IL?

OL!!)I

IL31

oL!>!o

IL3:'

oLte

ILC. IL"aO

\ La?

IL"a4.

OL~'2. OLe.4 oL'lo

GI.p-H. '"

OL31 OO~5 OOLe;.

c: 0

aLl.

OS G.P.H._ oLZ4

4'Z..G..P'H .• ooLZ4 oOL;!.2 oL34 oL"Zo oL71

...

~L

~~f;;~~~~~~

OL37

:. ;~

30L72.

OF7S

}

.3oLlI

oL""O

OL74

30Ll~

OLe·z.:·~

OL51fC:,

~WN-P.E..

APP'C- A.I

ILLlNOI!»;

4:So-40

:# /.

SA

S. •

MODEL.:' L PUMP \N~T12.UcrION~

CI-4ICJ1>..c:;.O

TUTHILL PUMP CO.

~;~i~~~~I~~~~~~~~~~~~~~~====l1

oF7~

OFO(C, OF7~-A

.tPOII!.Te>N'T:- G,laEAT CARE MUST Be. VIoER.CI!:>EO 10 SEe ,HA' THI!. FLl!.ltlBLE COUPLING. U~D 0t0.I 'IRE.C'T DRIvES. 15 01" SUCH CONSlauc:.TloN AND THE. ~F' so ALIGoNE.D ....!ii> NOT TO CJ>.uSE .....'1' WI-IIP IN'THI!. PUMP S,HI>.FT.

ENL,to...li!.GED VIEW OF- OF9

Ie. GI.P.H_ ~L'2.4 30L3Z b>.nl"-o'i I"""L2.0 ~L71 30L'2. 130L31 i3013S .30L'.3oL co GI.P.H._ ~OL24 40l.!i>'2. l3oL~4 30L2c ~L71 .3oL2 30L31 do135 4oLe;. doL .. CAPACITY AT 17?S R.P.M. A.NO 100, pR.eSSURE OL501 COMPLET1!. PART NUMaE.s AQ.E SI-IOWN IN ,He ~E: TABLE TO SUPPLEMENT THE: F'JI>.R.' UM~Rs ON THE DRAWING H""ING! ,HE. SIMPLE ~E."IX. ·L~.

"L" SIGNIFIEs 'HE MODEL OF THE PU\.1p'AN'C THE. NUMBER. FoLLOWING. THE. "L"IS TI-IE. P""" UM8ER. SYMe.OLS P2ec:.I!.EDING THE: -L' DENOT~ THI!;. srz.e. OF THE PlMP. P ....II!.T NUMf:CR.S WITH THE PR.EFllI. "01-" Aae. COMMON TO ,HE: "WE. DIFFEQ.ENT SI'ZES OF PVMP!!>.

HE Pfi!ER~ "L" ALONE. INDlCA.Te.~ TH ....T THE SYMBoL IS NOT CONlF'LE:T.E.. SlN~ "THI:. COMPL.I!.TE. ,yM~L MUs,T DE.~IC3INATe. THE. S\7.e.~ ,HE Af!,OVe ,ABU: GiIVas THt:. c.oMP ...E:n: PAR.'TNUMB~R •

OOL

OL

IL

wE aUIL'CFIVESIZES 0'" MODEL"L" PUNlPS-IL,OL,oOL,30L, AND dOL:-

DE5CRJPTION OF P#>.R."T NUMBER.S

TO,! CORReCT DR.OF-OFF IN CAPACITY OQ.OP,OFF IN CAPACITY 1& GE~RALLY CAu5E.D BY SLI<::,HT A8R.ASIVE ACTION OF 'THE FORelG.N '''iE~I''''L IN OIL"3>, RE~ULTINC3I IN E.ND-~L"'y OF Tl-lt:. Ro,og. THIS USUALLy CI>N BE TAKEN UP BY .......NGIINGo To A ,I-IINNER L~4; GtASlc:.ET'. WE. ARE P&tt:.PAR.ED ,0 FURNISI-I THESE: C-.ASKE:TS IN .OO~, D04,.00:.,.00,", .oo7,.00e,.OO~THICI<.NE.!>~E5. . .....UTION:-ALW....vs. I"UT PIPt:. COMPOUND~,SUCH AS SHELL.t>C, ErC.,ON THt:. MALE FITTINGo-NEVER IN -I-IE FEMALE. TMI5 15VE.R:Y IMPORT....NT ON THE. SUc:.II"'" LINt:..

'OWARD THE. PR.QS5U.R.Eo IS TOAND HOLD ""GAl "1ST AL ITl!:> SEATALL ON PAR'T S72.

ALW ....y!!> seAL. BE ::'UR.v=. THA, GA!!>K.ETS, OL74 OL05'2,ARE.IN PLI'.CE; 50 ,HA, IN )F~ ASSI!.Me.LY p..RE IN THEIQ.. PROPER POSITION.

WHEN TIGHTENING, NuT, OL41,1T I::' NEQSS .... R.y TO COMPRESS SE.AL.o40- ,.0-G,E.T7...PIOal!.~5U.:tE

HA, NO D1~T IS ALLOWED ,0 E.NTER. THE ::'EALING, 'ZONE.. THI& IS ~RY IMPOI<T....NT.

::' ) ..'" S,HAFT. IHIS ~OULD CoME. 0 .... A'e> aNI!. ASSEMBLY. WITH A PAIR OF- SM ....LL TWEeZERS R.EMOVE. PIN KEY,O\...COe>. ""T THI5 POINT CARE!. SHoULD BI: EY-ERCIS!!D , 0 SEE IF THERE 15 A !'!>MALL BURR RAl5ED ON THe. ,I-I~FT WHeRE l>IN I<.I!.Y EN~ s.o.ME. IF SO,A 5t..1ALL SMooTH FILE SHoULD 8i:. USED TO 1<EMOVI!: THIS )U~ VI!.RY CAREFULLY AS IT P~~LY WILL INTERFeRE: WITH REMOVING HOU51Na l>Lue.,!>oLIi. THEN PL ....CI:. PUMP e.Ac.I<.. IN VISI!. AND Rr:.MOIIE. HOU5IIo.IG PLU~ A5Sl!.lV\eLy,~OL1I,WI11-{ SPECI .... L OPANNIiR WI;!.ENc:.H,OLS07. .... !"TER. T\-fESE. PAI;!.TS H ....VE BEEN REMOVED THE. OF<:) AS-SE.MBl-y ~OULD BE PL ....ceo INsrOE )F 'THE. !lOLl I I>.S:::.EM8LY, AND THE HOU:::'INC.., PLUG CAP, OLc:;..e,SHOUI.:D BE:. SCI2EWED IN Pl..Ac.E:. .0 'THAT 'HESE:. MEMBER.~ CAN BI!. INTACT. TO ....SSI!.MBLe. A NEW SEAL ·",,::'SE.Me.L,Y-3O\.1:" REVE.RSt:. THE. D\SAS~MBLING OPe,r;v..'TIONS. CAR.I!. M~T BE. EXE.RCISED IN THE. AS~E.MBLY OF THE. COMPLETE. 5E ......L INTO THE P\.JI';IF' 'TO SEE •Re ....T

, 0 REMOVE OLD SEAl.. ~EMeLY, .3OLI!>, FIR~T PLACE. PUMP IN VI::'E. ~O TH~T ONE. J~W GRIPS I>.C1Oa055 THE TWO PCkT5. DO NOT SqUEEZE. ,00 TIGHT AS IT wILL DE.FOJ;Uv1 ,H E. C""STI NG..

RaMOVE. CAp, OLe-O, "YITH 5PECI""L SPA.... NE.R. WRENCH,OL:'OIO. SLIP FELT I;!.INa,OLSI'9,OFF OF 5HAFT.

BI116053

BI116053

~

IS CAST

COvERTD IHOICATE DOL, OL , OR It PUMP

1LI SAME

TUTHill PUMP ILl ASS£1.lBLY

EXCEPT - USE OOL24, 008;2 AND ooL35 EXCEPT - USE IL24a 1L21,· IL;2. Il35 ANt tl20 DOLI SAME

./"'.:;;.;---

'---"""'-

"-,J::.:;..&;I;O.

BODY

_.

BUSHING

BUSHING

ROTOR·

-

GA.SKET

PLUG

HOUSING

PIN

SLOT

LOCK RING

SEAL NUT

SEAL COLLAR

S!!!..!.!:!!!.

GASr:ET

~

C'Oi:'i:AR

THRUST

_;;.:;..;..;;.'_ D I APHRAGM .

......,;;..;.;.o.___

BI116053

(

OPERATING INSTRU£TIONS' FOR TYPE

30

COMPRES·SOR~

• •

•

I'n o'rde~ to receive maximum per. For man c e From your compressor, the complete instructions

•

must be read careFully and all points pertaining to the

• (

• •

instal-

lation and operation of the unit should be noted. be

done

beFore

This should connecting

anything to either the Compressor or Motor.

•

• INGERSOLL-RAND COMPANY 11 BROADWAY/NEW YORK 4/ N. Y. FORM 1003 January, 1949

BI116053

Instructions for. Type 30 Compressors (

'. IN ORDER TO RECEIVE MAXIMUM PERFORMANCE FROM YOUR COMPRESSOR, THE COMPLETE IN'STRuarIONS MUST BE READ CAREFULLY AND ALL POINTS PERTAINING TO THE INSTALLATION AND OPERATION OF THE UNIT SHOULD BE NOTED.' THIS SHOULD BE DONE BEFORE CONNECTING ANYTHING TO EITHER THE COMPRESSOR OR MOTOR.

Before Startin~ for the First Time: A. Before starting a new compressor, always fill the crankcasewith a good grade of oil up to the filler hole (or the high level mark on the bayonet gauge where used). Check the motor bearings for lubrication. See paragraph 6.

B. Check electric current specifications on motor name plate with your local electric company. See paragraph 2.

C. Turn' compressor over a few revolutions by hand to see that everything is free and in working condition. , D. Check the tension. of the bel~s. See paragraph' 8.

E. Remove tools, rags aad any other objects from the vicinity of the compressor before throwing in the switch.

F. Never put hands on the belts of any idle units, It may be connected to start and stop aUEoma!ically and should it start, a, hand can very easlly be caught between the belt and one of the pulleys.

G.Beforestnrting, note direction arrow on belt wheel and be sure direction is correct when rna· . chine is started.

A daily inspection is not required. but a few minutes spent once a week at a regular established Itime (say the first thing Monday morning) will keep the compressor running like new.

INSTALLATION ll.. lLocation.

In cold climates, we recommend that the compressor be installed in a heated building. Place' the unit in a clean, light, location so that it is accessible from all sides. Before definitely deciding on its location, read these instructions very carefully. The compressor can be bolted to any substantial flooring (preferably the ground floor for the larger sizes when in a building) without the necessity of a special foundation~ To avoid hands or clothing being caught in the belt pulleys, the belt side of the untt should be placed towards the wall, leaving at least 12" space for unrestricted air circulation by the fan belt wheel and to aid inspection.

2. Wiring, Before wiring the compressors to the power suppiy, the local electrical conditions must be checked against the data on the motor name plate. If they do not agree, do not connect your motor as it might be seriously damaged.

Be sure to· refer to the wiring diagram which is furnished with every electrically driven unit. On some sizes where automatic start and stop control is used, there are limitations of the pressure switch, These must be noted before making any electrical connections.

It is important that the wire used be of ample size and all joints be secure both mechanically and electrically. To avoid invalidating your fire iDtlIurance, it is advisable to have the wirini done

Fig. 2-Two-Stllge Type 30 Compressor. Numbers on the illustration refer to paragraphs in' the text.

by Ii licensed electrician who is familiar with the regulations of the National Board of Fire Under'writers and ~he requirement~' of the local inspeCtor.

The size of wire recommended by the National Board is a safe guide providing the distance from the feeder. does, not exceed 100 feet. If the distance is over 100 feet, use wire th~t is three sizes larger than that recommended in the table below. Otherwise, a serious loss in voltage,will result, which will cause sluggish operation, frequent tripping of over'load relays or blown fuses. Since the starting, current is considerably higher than the full load current, the voltage drop is aggravated during the star.ting and accelerating period so that the motor is unable to develop its normal starting torque when it is most needed. "'Sizes of wire to use for distances up to lOOfeet from the feeder.

Motet

H_

Sin,lePhlOft

pow....

nov

L_than 1 1

14

1).1 2

3 6 7).1

12 10 8 8

4

--

10

ThteePhase

DlrectCu.rent

3IWV «OV mv DOV -------------14 14 14 14 14 '220 V 14

14 14 12

8

6 6

14 14

14 14

12

10 8

14 14 14

1(

U 14 III

14 14

14 Ii

6

10 6 6

12 8

3 1

14 1.

s""

'Til, wire "co",,,,,nd.d in 1/1, labl. art ."itablt fO/' ,h, _ p,ess"" " ..it. If OIJur II.a"eal ,quip",e..1 i. <oll,.tcl,4 10 lill sa"', ",cull. Ih. lolet ,It.I''e,,1 load musl be cOlISid"od ill .,led/lli lit, p,op., slst. olher""i" II burllid-oul molor m ..:y i/

11/'"

a1lll>l" prallelld.

".ull ,,"1," I. .

Before connecting motors that are larger than ?4 horsepower to a convenience outlet, the circuits and fuses must be investigated. Low line voltage may be the cause of compressor not coming up to speed.

-

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BI116053

3. Fuses.

('

." ' .

Frequent blowing of fuses is ver y annoying and' is usually due to fuses being too small. It must be remembered that the momentary starting current is higher than the full load motor current and that the fuses must have a current carrying-capacity approximately three times the current rating of the motor in order to carry this load. For example:-the full load current of a 5 H.P., 1750 R.P.M., 3 phase, 60 cycle, 220 volt motor is 12.9 amperes and 40 ampere fuses should be used. If your fuses are of correct size and still burn out, inspect for weak orbent clips. They cause local heating which reduces the actual capacity of the fuse.

4. Starting Switches.

For complete protection agai~st burning out the motor, we. strongly recommend the uSe of a separate starting switch with thermal or other overload relays. Failure of anyone of the three power lines to a' three phase motor while the motor is running will burn out the motor very quickly without blowing the correct fuse. Proper overload relays will give the protection desired and are furnished with instructions for installation. We cannot accept responsibility for oomage arising from failure to provide adequate motor protection.

5.

(

c.

Pipin~.

The com,pressors are regularly equipped with an intake rhufHer and filter. No intake piping is furnished. When the compressor is handling gases and in the case of vacuum pumps, the intake piping joints must be sealed with white lead and checked for leaks before the unit is put in operation.

If the owner desires, the intake may be piped outpoors or to another room except in cases where machine is equipped with "Free Air Constant Speea Unloaders P (See Paragraph 13). In any case, the intake cleaner must be used and, if outdoors, the intake must be hooded to prevent the entrance of rain or snow .. (See paragraph 10 for cleaning).

Intake piping should be as short and straight as possible and as large or larger than the diameter of the intake connection.

The discharge connections from the receiver ·to the equipment are far more important than is usually realized. Small leaks iii the discharge system are the largest single cause of high operating cost. Remember this-the air which can leak through a 1/32" hole would cost you $3.00 per month figured at a power cost of $.05 per kilowatt. Consequently, discharge piping should be made absolutely tight. .

If your compressor runs more than you believe it should, the most likely cause is a leaky pipe line.

Leaks are easily located by squirting oil around all joints. .

Where abase plate mounted unit (Fig No.4) or a bare compressor is supplied, it is very important to observe the following points when installing the piping between the compressor and the receiver.

1. Never instaU a shut off valve (such as a .gate or . globe valve) between the compressor and the receiver unless a safety valve is put in the piping between the valve and the compressor;' 2. Run the piping dowll and not up from the compresSor discharge. If this ianot possible, install a "water leg". consisting of a pipe at least 10" long pr~cting vertically downward from the compressor discharge o~ning.Pi.tta drain coek at the' end of thiI· aJid-di'~n weekly.

OPERATION 6. Lubricati.on .

Use a light grade of crankcase oil (S.A.E. 10 or 20) if compressor is installed in a heated building.

If the compressor is subjected to high atmospheric temperatures (100 0 F. aild above,a.s wh~n located near a boiler), or where the compressor operates continuously, SAE 30 or 40 oil is recommended.

For outside installations in freezing weather it is necessary to use an S.A.E. 10-W oil.

Fla. 3--Type 30 on Vertical

Tank

At least once a week, check the oil level of the crankcase and replenish if necessary. It is not subject to the extreme heat and gasoline dilution that is common to .aut.omobile engines; therefore, the oil in your compressor crankcase will not have to be changed as often as in an automobile. Changing oil once every 500 hours of actual operation is good practice. Use only the best oils obtainable, as you will find that cheap oils eventually prove to be expensive.

Fig. 4-Low Pressure Base Plate Mounted Type 30 Compressor

Sleeve bearing motors should be oiled at least every three months with an oil of about the same consistency asS. A. E. 10 (Sewing machine oils are too light for this service.) Ball bearing motors should be repacked once a year using a grease of ' about the same-consistency as vaseline (or a little stiffer). Never.oil the c.ommutat.or but keep it clean and dry. Do not use so much .oil in the bearings that it is likely to work out on the commutator. (Refer to the motor instruction book for more detailed information on the care of your motor).

7. Air Receiver. . The receiver must be drained at least once a week to remove the condensate that will ·accumulate.

The receiver colle~ts Vapor that condenses after the air haf? ·been: compressed and cooled. .- .

The amount will vary with different atmospheric' coru:iitiQns. If drainin,the receiver is neglected,

BI116053 water "ill rise to a point where it passes into the service lines. Open the drain valve wide when draining.

8. Belt Adjustment.

taken out at least once a month and cleaned with a blast of compressed air. Use a full set of pads at all times and keep extra pads on hand for replacements.

If gasoline or kerosene is used in cleaning the

.

DO NOT PRY THE BELTS OVER THE PULLEY GROOVES as this will injure the belts, and greatly reduce their life. The proper tension can be determined by striking the belts with the hand.

When too much slack exists the resulting vibration will feel IIdead". When proper tension is reached, the belts will have a lllive springy vibration". It is· not necessary to have the belts "fiddle-string" . tight. .

As the belts will stretch slightly during the first few months of operation, a proviRion is furnished for taking up .slack. A belt, too loose, will slip on the motor pulley and cause undue heating and wear. A belt that is too tight will overload the bearings. Adjustment can be made by sliding the motor along on its base. ALWAYS PULL THE SWITCH before starting this operation so that the motor cannot start while the operator is working on the unit.

When installing new belts, it is essential that the bolts hulding the electric motor or gasoline engine to· the subbase be loosened and the driver slid toward the compressor. The new belt or belts (we recommend replacing all the belts on a multi-Vbelt drive at the same time) can then he installed without damage. .

9. Valve

air intake llilter, be sure it is thorou~hly dry before replacing; otherwise it may cause an explosion. .

If your air filter is of the screen or "oil impingement" type, the element should be removed at least once a week and washed in kerosene, then dipped in crankcase oil and allowed to drain thoroughly before replacbig It~ . .

11. Pressure Switch. .

Pressure switches are used only on the "automatic start and stop" or "dual control" units. This switch is set at the factory for the pressure specified and it must not he increased without consulting the nearest Ingersoll-Rand Branch Office.

Do not operate your compressor at a pressure higher than you actually need. To change the working pressure, refer to the instructions accompanying the switch. It is advisable to have as wide a differential as possible to avoid frequent starting and stopping of the compressor.

12. Constant Speed Control by Pressure Con-

troller.

Constant speed control is furnished whenever the demand for air is relatively constant i.e., to operate paint spray equipment, laundry presses, pneumatic appliances on machine tools, small sand blasts, etc.

The compressor operates continuously unless shut down by hand, but it compresses air only as required.

Most sizes of Type 30 Compressors obtain "Con-

C1eanin~.

Compressors in normal operation are .reasonably free from carbon trouble .. Carbon is caused by a leaky or broken valve. too high a discharge pressure or incorrect crankcase oil. If loss of compressor eapac;:ity is indicated and it can be traced to no other reason, the head should be removed and cleaned.

The finger valves can be cleaneQ by taking out the valve plate and removing the two cap screws which hold the valve fingers. Clean the valves and their seats by a light scraping or stiff brushing. Type UK" plate valves are used on the larger size of Type 30 cornpreSilOnJ. They can be cleaned by soaking overnight in kerosene followed by a stiff brushing. .

Be sure the valve is thoroughly dry before replacing.. If necessary to take the valve apart to get it dean, be careful not to damage the valve seat by holding it in a vise or wrench. A good way to hold the valve while turning off the nut is to drive a couple of heavy nails through a stiff board, properly spaced so they will enter the valve ports and prevent the valve from turning while wrenching, When taking the valve apart, note the manner in which the parts were assembled to assure the correct assembly of the valve before it is put back in service. Be sure all parts of the valve are in good operating conditfon before replacing them in the compressor.

Fig. 5-PrelBure Controller used for "Constant Speed Unloading."

stant Speed Unloading" by means of a Pressure: Controller. This is a self contained device which operates without the use of an auxiliary or pilot valve. A sectional view is shown in Fig. No.5.

When the compressor is shipped from the factory, the pressure controller is set to "unload" at the pressure specified by the customer. If it is necessary to change the unloading pressure, this can be accomplished within limits by means of the pressure. ,adjusting screw. For pressures between 15 and 1251bs, the controller is equipped with a lighter spring than it is for pressures between 125 and 200 Ibs. For pressures from 200 to 250 lb. the controller is operated by an auxiliary valve, described . under Section 13. The pressure controller has a fixed range between unloading .and reloading of about 91bs.

10. Air Intake Filter.

It is very important that the inlet air for a compressor be clean to prevent the working parts from wearing out prematurely. If the filter becomes clogged with dirt, it restdcts the intake and ~educes the capacity of the compressor.

On mos~ models there are filter pads which must be kept clean.' Either dean the filter pad as often as your experience indicates necessary or replace it with a new one. The filtering element should be ·4

BI116053

(

(

When the receiver pressure approaches that for which the controller is set, the controller valve starts toward its seat. As soon as the valve moves, a vacuum is created below the valve, which assists the diaphragm pressure in quickly closing the valve.

When receiver pressure falls about 9 lbs. the spring starts the valve away from its seat. The vacuum is thus destroyed and since the spring has only to overcome the lowered diaphragm pressure the valve opens fully and immediately.

Some of the pressure controllers are equipped with a small pressure relief valve mounted on the side of -tne controller body. When the pressure controller valve approaches its seat, it opens the relief valve and permits the passage of leakage air to a tmosphere. I t is im portan t that this pressure relief valve be properly adjusted. The valve and seat are eccentric with the outside threads and hence the vertical position of the valve stem may be changed by turning the valve body slightly.

The proper adjustment is maintained by inserting or removing shims, against which the valve body is tightly screwed. The proper adjustment is attained when the relief valve is op'ened sufficiently to relieve the unloaded knock, but not more .. If the valve stem is adjusted so that the controller valve hits it too soon the valve will open too much. This will cause a severe loss of compressed air which will pass from the cylinde,- through the relief line to atmosphere when the compressor is loaded.

13. Constant Speed Control with Auxiliary Valve.

On certain of the larger sizes, constant speed unloading is obtained -,by means of an "Auxiliary Valve" operating an "Unloader Valve Assembly", which is located in the air head above the inlet valve (or valves).

The unloader may be either the "Vacuum", or "Free air" type.

The "vacuum", unloader shuts off the air going into the cylinder and is required only on the first stage cylinder of two stage machines. .

The "free air" tYPIl unloads the machine by holding tl1e inlet valve (or valves) open, letting the air surge in and out through the open Flg.6-Auxiliary valve. The air intake should never used ~~~v~on8tant be piped away from the compressor speed unloa:dln~ on when the "free air" type of unall plate valve com• d Th e hot surgmg . pre880rsand thelar~- loader IS use . erslze80ffln~ervalve. air heats up the intake piping, compresaors. h and when the machine reloads, t e hot piping heats up the intake air previous to its entering the cylinder. This will result in excessive temperatures and 'probably carbonization and valve trouble.

(

The auxiliary valves are tested, adjusted and set at the factory with no further adjustment required.

The pressure range (or difference between loading and unloading pressure) has been set andjs not to be tampered with. If the valve sticks, take it apart and clean it. (To take. the valve apart, unscrew the large nut next to the shims.) Handle the valve with care while cleaning, as a slight dent

on its seat will cause it to leak. Be sure to clean the valve seat, in the interior of the valve. body.

When assembling, replace exactly the same number of shims at "B" as were removed.

The spring adjuster "A" must not be disturbed change the setting of the valve. as this Never hit the body of the auxiliary valve with a heavy tool or use a wrench on its sides. Always place the wrench on the hex. portion.

will

14. Check Valve.

A check valve is used in the discharge line on the smaller sizes of compressors. Should the check valve leak, inspect for scale under the small disc, Fig. 7.

On check valves with the cap locked to the body with a solder spot, it is necessary to break this bond before the cap can be removed. When this is done, the cap can betaken off by working from side to side and pulling from the valve body at the same time. The bond between the cap and the body should be renewed by the use of a soldering iron after any disassembly.

Check valves with a steel cap can be disassembled by forcing the point of a screw driver or chisel between the cap and the body and prying apart. To re-assemble, put the spring and then the disG with the lapped side UP into the valve. cap. The cap' and body can now be snapped together.

When replacing in discharge line, be sure all parts are clean. I f cleaning the check valve does not stop its leaking, replace the disc. . .'

This cneck valve must always be mstalled m a vertical position and it is important that the pipe connection into and out of this valve be as large or larger than the connections ori the valve itself.

Fig. 7-:-Mebil-Tlte Check Valve.

15. Safety Valves.

A safety valve is furnished as standard equipment.

I t is set at the factory to blow off at about 10 Ibs. above the normal operating pressure. It is not safe to increase this blow-off pressure, but it may be decreased if the adjustment on the pressure' switch is reduced. If the safety valve sticks, disassemble and clean.

On all models, starting 5 H.P. and larger, a safety valve is provided on the intercooler. This is set about ten pounds above the working pressure of the low pressure cylinder and if this valve blows, the compressor £!hould be stopped at once .. It indicates a leaky or broken high pressure discharge valve which should be remedied immediately.

16. Care of Electric Motor.

Overheating cjf the motor is usually caused by low voltage or a serious overload. A J')roper overload

BI116053 rday will protect the motor against injury from overheating by turning off the power. t is good practice to periodically blow off the !lIO~Or windings with a jet of air to prevent an ,accumulation of foreign matter. A spray of carbon tetrachloride is an excellent cleaner. An occasional revarnishing of the windings will greatly prolong the Hfe of the motor. If t~e motor is located in an atmosphere where his exposed to appreciable quant1ties of water,oil, dirt and acid 0[' alkaline fumes, it must be specially constructed.

Direct current motors and many single phase motors haYecommutatofs and brushes which must be kept clean. Occasional wiping with a piece of canvas or non-linting doth is usually sufficient, NEVER OIL THE COMM UTATOR I Any oil or grease will collect dirt or carbon from the brushes and eventually result in a short circuit.

If the commutator becomes dirty it should be cleaned by a competent electrician.

If it is ever necessary to renew the brushes, they must be carefully fitted to the contour of the commutator with sand paper, and must fit loosely in the holders. DO NOT USE EMERY CLOTH.

pressure cylinder and the crankcase, controlled by the cylinder relief valve and the pilot valve.

When the compressor starts and comes up to speed, the un loader weights tiy out, pushing the unloader plunger inward, allowing the ball in pilot valve to seat. This shuts off the air connection to the cylinder.

As the compressor stops. the w9ights close and the unloader weight springs open unseating the ball which allows pressure to escape from the cylinders through the relief valve and tubing to the crankcase.

(

E

17. Gasoline, Engine Driven Units.

Instructions for gasoline engine drive are furnished by the engine manufacturer.

18. Piston Rina Replacement.

If it is ever necessary to replace Pl13t0l1 ri'rlg~" 'WI!! recommend that a complete new set be installed.

Compression dngs should be assembleCt over top of piston and oil rings over bottom of piston. Put on the outer ril1!?;S first and work the inner rings over them, Stagger ring joints as shown i.n the illustration.

End clearance on small and medium size pistons should be .005" to .010'" (.015" on larger size pistons) when compressed in groove: This is required for all ring! to allow for eRpamllon.

Sill!::) COMPRE!)S!Q~-j~iil~!1

rm~G~ ill,r.CK :rOIN), (If

'PF PISTON JOIN'\,

()f

()IL flING

,II

JOINT OF PIL RING

Should adjustmept ,;:Yer be necessary, remove the tube elbow and /Spring from the pilot valve body and release lock nut. With a pencil, pl.lshthe. ball down against resistance of unloader weight spring until it is seated. Mark its position on the pencil on a,line with the outer edge of the body. Allow' ball to ba,ckoff its seat and mark this position on the' penciL There. should be 316" between the marks on the pencil. If less than this, screw in the unloader valve body and if more than 716" turn it counter clockwise until .M6/1 is reached.

Then tighten lock nU4\al1d replace spring and elbow. ; ~;

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20. Installing New Crankshaft Assembly in Lar~er Sizes of Type 30 Compressors.

o

11 'L _____

!;'I££L BALL Fla· 9-(:lmtrlfugal U'1.loader. (The cylinder relief val.. ie not furnished on the amaller able ••)

-::~

1l:U63

f.rR~\. \J--Pll!t{~n Rin~ Replacement

Aftl~r installing new rings, run the compressor with heads off to see if any oil is passing by the dng~. If any oil appears, lap in the rings by applying a mixture of Bon-Ami and lubricating oil to the cylinder waIL RUll the compressor until oil stopI'! passing the rings, wipe out cylinder and crankcase and assemble the unit.

19. Cel'l.trHugal UIlloader Ope~~ation and A..«ijulJlt,mll.mt.

The purpose of the centrifugal unloader is to exhaust the,pressure from the high pressure cylinder. when die compressor stops so that the compressor is unloaded when it starts again. This is done by rrfeans of ;:Ul air connection hetween the high

( Fia. lo-stlaft Replacement of the

type

sizes of cornpTeeeora.

lleed 'on lar~er

.

··to.

BI116053

(

The crankshaft assembly includes bearings, spa-' cel'S, crank disc, etc., all of which are installed as a unit. Make sure the main bearing bore is clean, then cover the bore, and the bearings with a light film of oil. The assembly is a light press fit in the bore and may be pressed in with an arbor press or by tapping in with a lead hammer. Be careful to press or tap on the center of the shaft as otherwise it might be sprung.

When the assembly is in place, the inner bearing must be flush with the face of the main bearing bore at "A".

ToJock the assembly in place, turn the_main beNing set screw in until it bites into the outer main bearing spacer. Put in a second set screw to lock the first one in place. Replace shaft end cover.

Drive on the flywheel and check again to be sure that the edge of the inner bearing and the face of bearing bore are flush at "A" Fig, 10. This is very important. If the assembly has moved, loosen the set screws and reset the shaft.

21. Instructions for Assembling' the Shaft on Smaller Units.

vent the accumulation of these liquids in the compressor cylinder or crankcase.

The vacuum pump should be installed above the chamber to be evacuated and both the suction and discharge pipes arranged so that they extend down and not up from the pump. This prevents drainage of any condensed liquid from the pipes into the vacuum pump.

All vacuum pumps should be positively protected from water vapor, dirt. entrained moisture, or corrosive gases. During compression in a vacuum pump, if vapor is present in any great degree, a certClil1 a.lTIol!nt of condensation takes place, eith_er, on the vacuum pump cylinder walls or in the discharge passage and discharge piping. All piping should drain away from the cylinder-:-on the discharge p~rtic-1l1arly.

INLET SCRUBBER

"""16048

. C-APPROX/MI\TE NRS' HOLES ON£CENTERS

Fill.. U-Inlet Scrubber.

Fla. U-Shaft Replacement for the smallaizes of compre8llore.

(

Clean the main bearing bore and cover the bore and ,bearings with a light film of oil., .

Before putting shaft assembly in frame, reIllove snap ring from the outer bearing. Using a pair . of pinchers, grasp the ring near the end, pull from groove and spring it off.

The assembly isamoderate press fit and may be ' forced in by tapping with a lead hammer. (Be' careful to hit the center of the shaft as a blow on . one side might spring it.)

Tl;1e assembly mus,t· be pushed in until' the snap ring groove iI). the outer bearing clears theeild of the frame by about 78". Replace the snap ring .by putting one end in' groove and prying in place with a screw driver. Tap assembly back until the snap ring is tight agahlst end of frame. , Make sure there are no burrs on the shaft, and . . that theedgesqf,1he keyway are smootP, and slight.. Iy rounded, to preven t damage to the 011 seal i then carefully pufonshaft end ~ver to lock the assem.: bly· in place•. "'2~" Ineuuct!oDs,ior InstaUitlgVacuuin Pumps. . . (~'Fig. 12.) . . . . . ., 'Where a vacti'um pump is:used in. any proCess to ;.. eVatuate 'a'~chambet containing moisture 'or a . ' ?liquid, definite precautions must be taken to pre-.

If there is any opportunity for damaging materials to enter the vacuum· pump through the intake passages, the installation of a scrubber similar to that shown in Fig. 12 is recommended. Its use may not entirely eliminate trouble, but it will certainly minimize it. Ingersoll-Rand does not manofacture these scrubbers but offers this design only as a recommendation. It may be made of pipe with welded or threaded and capped heads. General dimensions are indicated. It may be filled with an inexpensive grade of motor oil, when the vac· uum is not on the system, through the pipe plug at the top of the entrance tee .. The oil level should not be allowed to rise above the top try cock nor . fall below the bottom trycock.

The oil should be changed as frequently as found necessary, and sludge and water should be removed frequently from the bottom. The drain pipe has been made purposely large. Discarded crankcase oil maybe used for these sc~ubber8,. but clean oil is much better. The pressure drop through the scrubber should not be more than .4 of an inch mercury total. ' Be sure the inlet and discharge are properly connected, since a reversal would result in oil being drawn into the pump, resulting iIi serious damage.

THECRANKCASE OIL IN VACUUM PUMPS REQUIRES CHANGING MUCH MORE OFTEN THAN IN AN AIR COMPRESSOR. WE RECOMMEND A COMPLETE CHANGE OF OIL EVERY S()---.100 HOURS OF OPERATION .

BI116053

Ingersoll-Rand

(

11 Sroadway, New York 4, N. Y., U. S. A. Caaada

Uailed States aad Terrilodes Philadelphia 3, Po..

Atlanll .3. Ga.

E1 P..o. Texas

Blnningham 3. Ala.

Hertiord 1, Conn.

Hawaiian Equipment Co•• Ltd.•

Booton 16. Mu ••

286 Columbw Av~ ..

Pier SIA, lwilei (P. O. Add..... Box 2900) Honolulu, T. H.

Buffalo 2. N. Y. 117 W. Chippewa Street

Butte. MonL _ __

6. m.

Nellon, British Columbia

Pottaville 9. Pa.

Salt Lake City 1. Utah

27 Wetlington S~t. East

2327 lMlullt lUvd.

New York 4. N. Y.

Vancouver, British Columbia

319 East 5th Street

950 Richards Street.

Washington 6, D. C.

Winnipeg, Maniloba

Heurich Bldg.• 162'/ K. Street, N~ W.

11 Broadway

Providence BId,.

Schumacher Road

Toronto, Ontario

Tulsa 3, Okl.,.

410 Camp St

2832 E. O... nd Blvd.

Timmina. Ontario

526 First Ave.. South

New Orlearu 12, La•

Duluth 2. Minn.

P. O. BOll 728 60 Prince Street

SI Loui. 3, Mo.

899 Frelinghuyaen Ave.

1641 Blake Street

Sydney. Nova Scotia

614 Wyoming Ave.

Newark 6. N. J.

• Detroit 11. Mich.

350 Brannan Street

BeatU. 4. Wuh.

2514 University Avenue, S. E.

Colo.

P. O. BOll 320

Sherbrooke. Quebec

Soranlon 9, Pa.

Minneapolis 14. Minn.

P. O. Drawer 905

144 s. W. Temple Street

San Francisco 7, Calif.

1460 E. Fourth Street.

Williamson Building

. 1728 Canto" Bt.reet ~

342 S. Centre Stree*

Houslon 3, Toxu

Los Anqeles 33, Ca1iI.

Dall.. 1. Texas

New Birka Bldg., PhUlipllSquare

Kirkland Lake. Ontario

412 W. Jackson Ave.

224 Eut 9th Btl'Mt

Montreal. Que. (Sal•• Branch)

706 Chamber or Commeroo Bulldin,

Kan... City 6. Mo.

Knoxville 24. Tenn.

Cleveland 14. Ohio

(admlniltrative officee)

New Birks Bldg .• PbUUpo Sq....

Picher. Okla.

226 West A Street

1012 Baltimore AVe.

-400 W. Madiaon St.

CInoinnati 2. Ohio

Montroal, Que.

Philippine Industrial Equip. Co., Soriano Building, Manila, P. 1.

Pittsburgh 19. Pa.

1710 Te:tlLl-Avenue--

845 S. Montana St..

Denver

Philippine bianda

P. O. Box 1117

1700 Third Ave., South

Chicago

1600 A«:h Street

1015 Te:r.:a.e Street

1617 • Tho 22 Mariet" St. Bldg.

C.nadlanl..._U.Rand Co•• Limited

176 McDermot Ave., Eatt

-N_ _ Ceab'ai Amerioa ad tile We.. Jali..

_D_20

Mmdc:o. D: F.

1....,..u·RaDd d. Mezko. S. A.

I!Irltioh W"t Indi... Trinidad port.or.spaln Neal & M..y EDxineenn, Co. LW..

63 EdWaM St.

Cuba, Havana IngersoU·Rend de Cum, S. A. Call9 Aguacate No. USB

IIzgoentine. Bueno. AIreo

C<HoIa Rioo, San 10M

GeaoraIEiactric. S. A. Calle Tucuman-117. R34

H. T. PurdY. Inc.

Dutch WHtlndi.., Curacao

Bolivia, La Po

Intomational MachlDary Co•• (Bolivia) s. A.

C..ma816

Bolivia, Oxuro

Intomational M.chIDary Co•• (BoUvia) s. A. c..ma2M

Bnzi1, Rio de Janeiro 1....,..u·Raud (M'quibu) B. A. Rua Teo61o Otoni. "8

BnaI1. Sao Paulo ~.Rand

(M4quibu) S. A.

Rua 7 4e Abril, No. 84 (PndIo Raquel)

S. E. L.

Mad~

"SoD

Guatemala, Guatemahl City Graot" Co" C. A. Sucwul Ouatemala

N100llllgu8. M....g". .

Grace" Co., C. A. SucursaJ Nlcangua

Puorto Rico. San Juan U1piaDo Cual, P. O. Boll '1187

Salvador. San Salvador O..... ftCO .• C.A. _E1So1v_

Chile, Antofaquta In_tiona! Machinery Co. c..maA Chile. Santiago In..rnational M_ry Co. 100·D

1...,..u·Rand CA.....u.) PiY .. Ltd.

Chile. Valpanlao

Au.tralla. South Mell>ourM

IIoglBtond 0 _ M1.>1IlY Street. S. C. 5 Victoria

o

Now South Walas, Sydney

c..ma6-D

W..t Australia, Italgoorlie

0 ..... Y CIo. (ChUa) S. A.

ColTh?l'

ColombIA. Bamnqui1la

Internoitionala-I Elacl>ic. S. A. Aportado '19

Co1=hIA. Bogota

In_tiona! Omarol EIocIric, S. A. Apartodo lI6I5l

Co1=h1a, Cali

1'n_1ionaI 0-.I1!l1oclric, S. A.

Clnntnce and Barraak su.

P. O. Box Ug

New Zea1and, Wellington

Hi_n. McC.ba and Co. N_Zeo\and~

~~elllngton

loha CIwnboN " lion. Ltd.

Aporiodo na .

ColoabIa, MacI.e1Iln Intemollonal a-.t _ . So A. '

X-OOU.Rancl Co. of Pono , '

BIocIrIo, So A.

tJruIua)'

.

7IU

V~Caracu

I~ o - I EIocIric, So A.

~._No.leee

V~MonaaIbo GmaroI EIeoI>ic, So A. Aportadolltll

ra_1IonaI

_'N ..... '"

Compagnia 1......U·iIaDd 46 Rue de Co<ucou..

Netherlanda Norway Portugal, LIsbon Cia. 1......U·Rand. S. A..

Place Duque da Terceira,

(

$f;

Spain, Madrid Cia. I_U·iIaDd. S. A. Calla MoalalbIUI &

Sweden Swlt...rland Turby. Ia\anbul

Afrieo Union 01 South AfrIca TrUIIVoal. 10hanne0burg 1......,n.Rand Co. (So. Africa) Ltd. lraod1 HOIiIe. P. O. Box 1809 Heidel.,... Rood. VUIaao Main

Cap" Pro-rir\oo, Capoo Tcnm S.nIam BId,., P. O. 80. 84&

NoW. Durban A. " H. M..Nay (Piy.) Ltd. National Muluai Bid••• P. O. Bo. 811 O.F.S.. Bloomfonteln R. A. Bn,IIob, P. O. Box 880

Eui AfrIoa,

m.umu. !tenya Co1aol,

(1(0lIl'0. UpDda and TanpDyIka)

P.O. Bo.146

Northern Rhoclaola, N'DoIa P.O. Bo.,4 Southern 1Ihodaol&. Bula_yo 114 Main BL. P. O. Box IIIlII

....... LIma

~

IngenIOU·Rand Co • Ltd. 20 Renfrew Stl"Mlt

DenrWk and lcela.ru:I France, Perla Be

Alldl'alada

Chile. lquiqllll

. CuIIIa:am

ID,pI'BOll.Rand Co., Ltd. 161l Queen View", St.

Scotland, Glugow

AdU Oabay ft A1bart K....ks

Intomationa! M.chIDary Co. c..maIJO.V

Um(JI1&'.......tmcwo

Cia. Bolge I ......U·Rand 82 Chauasee de Mona.

Eh9iInd.London,E.C.4

Galata POIta Kl,ltuw 1268

c..ma

A~oll

Zuope Balgium. Bruuell

ChIna

Fecl.eraled Ma1ay Statao Inc!la, Bombay I......U.Rand (India) Ltd. no.1wa.o NIJIjeo Bldg. 17·B ElpbIoaIone CIrcle. Fort

Iran 'I......

Phllippine Wanda

Stralil SetU_ta

Por\uglMoe EuiAfrl.., Lourenco ~ Santoa, M."Iu. and BUv.. LbalIIIdo P.O. Bo.l66 Mauritl.... POT! LouiI Blyth Brotbera and Co.

Em>t. Aluandrla and Cairo

Tho Traclor ft ~ Co. 8.A.B.

Wast Afrio&, T".di. GoI. Coast Colony, Northern T9rritodioo 01 Gold Caul, British Spho:r. 01 Togo1and

.-

Uafted Afrioo ComJIIDY

Bl'CUla1le. a ..d Ago.." I.. m"a,. olber altl•• lb. world over.

FORM 1003

Ik

1-09

(

BI116053

( OPERATING INSTRUCTIONS FOR TYPE

30

MOD·ELS -

-

-

--

COMPRESSOR~

IOT~ IOS~ 15T~ ---

-

-

--

--

- -

and laS ---

• • 10 order to receive maximum per-

(

••

Formance Jrom yourcompres-

.

sor, the

•

•

•

:omplete

instructions

must be .read careFully and all points pertaining'to

th.e

install"

lation lind operation of the unit should. be .noted.

This should

be done . before

connecting

anything to either the Compres.~r . 'or Driver.

&'I

..

MODELS lOT and 1ST COMPRESSORS, Th.s. are two stage compressors having two low pl'eBSUre cylinders and one high pressure cylinder, and lire provided with an intercooler between ·the two stages C\£ compreuion.

MODELS lOS and 16S COMPRESSORS These are single stage compressors having three identical low pressure cylinuers with a common aiBcharge manifold.

( FQRM 1050~A June,.l94S

BI116053

INSTRUCTIONS

FOR

TYPE

30

MODELS

In order to receive maximum performance from yourcompresfmr, the complete instructions must be·read. carefully and all points pertaining to the installation and operation of the unit should be noted. This should be done before connecting anything to either the compressor or driver.

BEFORE STARTING FOR THE FIRST TIME Before starting a new compressor,always fill the crankcase with a good grade of oil up to the top of lower edge of the filler hole. Check the motor bearings for lubrication. See paragraph 6.

B. Check electric current specifications on motor name plate with your local electric company.

See paragraph 2.

C. Turn compres80rover a few revolutions by hand to see that everything is free and in working condition.

D. Check the tension of the belts. See paragraph 8.

E. Remove tools, rags and any other foreign objects from the vicinity of the compressor before start· ing.

F. N ever put hands on the belts of any idle units. It may be connected to start and stop automatically and should it start, a hand can very easily be caught between the belt and the motor pulley or belt wheel.

G. Before starting, note directional arrow on belt wheel and ·1,;e, su,re direction is correct when machine. is~~rn:rt~~J.:. (:,::1 .

A.

lOT,

2.

lOS,

15'1',

15S

COMPRESSORS

(

Wiring.

Before wiring the compressor to the power supply. the local electrical conditions must be checked. against the data on the motor name plate. If they do not agree, do not connect your motor as it might be seriously damaged. Be sure to refer to the wiring diagram.

Where automatic start and stop control is used,there are limitations of the pressure switch. These must be noted befon: making any electrical connections.

It is important that the \vire nsed be of ample size and all joints be secure both mechanically and electrically. To avoid invalidating your fire insurance, it is advisable to have the wiring done' by a licensed electrician who is familiar with regulations of the National Board of Fire Underwriters and the requirements of the local inspector.

The size of wire recommended by the N ationa!

Board is a safe guide providing the distance from the feeder does not exceed 100 feet. If the distance is over 100 feet, use wire that is three sizes larger than that recommended in the table below. Ot.herwise, a serious loss in voltage will result, which will cause sluggish operation, frequent tripping of overload relays, or 1?1own fuses. Since the starting current is considerably higher than the full load current, the voltage drop is aggravated during the starting and accelerating period so that the motor is unable to develop its normai starting torque when it is most needed.

c

"'SIZES OF WIRE TO USE FOR DISTANCES UP TO 100 FEET FROM THE I?EEDER

Ada~ly

fnspection is not required, but a few.lllinut~:s').?ieAt once a week at a regular established ti¢..~:~~)' !heJirst thing Monday morning) will keep the :eompressor running like new. ','.

Motor Hors{'pllwCf

*The wire sizes recommended in the table are suitable for the compressor unit; If other electrical equipment 1. Location. is' connected to:. the same circuit, the total electrical . In cold climates, recommend that the comload mustbe~p;n~io.eredin selecting the proper wire presscirbe installed in:;a heatecl"huilding. Place the. size, oth~r~ise ab~n;:ed"q>qt motor may result, unless . unit in a clean, light locatioll. so that it is accessible> 'amply.. protected. Before cOrtttt;lcting motor to a confrom all sici~s, Before definitely deciding on its locavenience' outlet, the circuits a~d ;futi~;:~~uat be intion, re~d these instructions very carefully. The comvestigated j . Low line voltage may be the 6aU~:Qf;rcorii'~~' pressor can be bolted to any substantial flooring (prefpressor not coming up to speed. el'ably the ground floor when in a building) without 3. Fuses. the necessity of a special foundation. To avoid hands Frequent blowing of fuses is very annoying and is or clothing being caught in the motor pulley or belt usually due to fuses being, too small. It must be rewheel, the belt wheel side of the unit should. be placed membered that the momentary starting current is towards the wall, leaving at least a 12" space for unhigher .than the ful1lOfld motor current and that the restricted air circulation by the fan belt wheel, and to fuses must have a current carryi~g'capacity approxiaid inspection.

D;lately three times the curre~t rating of the motor ill

INSTALLATION

'·,i, -,

we. :

'.,

'

'.' i:. r·;;:.

BI116053

(

INSTRUCTIONS

FOR

TYPE

30

order to carry this load .. For example :-the full load current of a 15 H.P., 1750 R.P.M., 3 phase, 60 cycle, 220 volt motor is 39.2 amperes and 125 ampere fuses should be used. If your fuses are of correct size and still burn out, inspect for weak or bent clips. They cause local heating which reduces the actual capacity of the fuse.

4.

Starting Switch.

( "".'

(,

lOS,

15T,

15S

COMPRESSORS

2.

Run the piping down and not up from the compressor discharge. If this is not possible, install a "water leg" consisting of a pipe at least 10" long projecting vertically .downward from the compressor discharge opening. Put a drain cock at the end of this and drain weekly. .. - OPERATION

6.

Lubrication.

Use a light grade of crankcase oil (S.A.E. 10 or 20) if compressor is installed in a heated building. If the compressor is subjected to high atmospheric temperatures (100°F. and above, as when located near a boiler), or where the compressor operates continu0usly' S.A.E. 30 or 40 oil is recommended. For outside installations in freezing weather, it is necessary to use an S.A.E. 10-W oil.

At least once a week, check the oil level of the crankcase and replenish if n(c':iCS"<lry. Fill up to the top of lower edge of the filler hole. This oil is not subject to the extreme heat and gasoline dilution that is common to automobile engines; therefore, the oil in your compressor crankcase will not have to pe changed as often as in an automobile. Changing oil once every 500 hours of actual operation is good practice. Use only the best oils obtainable, as you wi1~ find that cheap oils eventually prove to be expensive.

Model lOT and lOS crankcase oil capacity, 3,% qts.

Model 1ST and ISS crankcase oil capacity, ~. qts.

Sleeve bearing motors should be oiled at least everY three months with an oil of about the same consistency as S.A.E. 10 (Sewing machine oils are too light for this. service.) Ball bearing motors· should be repacked (..:1lce a year using a grease of about the same consistellcy as vaseline (or a little stiffer). NEVER OIL THE COMMUTATOR BUT KEEP IT CLEAN AND DRY. Do not use so much oil in the bearings that it is likely to work out on the commutator. (Refer to the motor instruction book for more detailed information on the care of your motor.)

7. Air Receiver.

The receiver must be drained at least once a week to remove the condensate that will accumulate. The receiver collects vapor that condenses after the air has been compressed and cooled. The amount will vary with different atmospheric conditions. If draining the receiv~r is neglected, water will rise to a point where it passes into the servic{' lines. Open the drain valve wide when draining.

For complete protection against burning out the motor, we strongly recommend the use of a separate starting switch with thermal or other overload relays.

Failure of anyone of the three power lines to a three phase motor while the motor is running will burn out the motor very quickly without blowing the correct fuse. Proper overload relays will give the protection desired and are furnished with instructions for installation. We cannot accept responsibility for damage arising from failure to provide adequate motor protection.

5.

lOT,

MODELS

Piping.

The compressors are equipped with inlet mufflers and cleaners. No inlet piping is rurnished. If the owner desires, the inlet may be piped outdoors or to another room except in cases where machine is equipped with "Constant Speed Control" (See Paragraph 14). In any case, the inlet muffler and cleaners must be used. If outdoors, they must be hooded to prevent the entrance of rain .or snow. (See paragraph 10 for cleaning) Inlet piping should be as short and straight as possible 8.nd as large as or larger than the diameter of the inlet connection.

The discharge connections from the receiver to the equipment are far more important than is usually realized. Small leaks in the discharge system are the largest single cause of high operating cost. Remember this-the air which can leak through a 1/32" hole would cost you $3.00 per month figured ,1.1; r3 power cost of ~.05 per kilowatt. Consequently, discharge piping should be made absolutely tight. If your compressor runs more than you believe it should, the most likely cause is a leaky pipe line. Leaks are easily located by squirting oil around all joints.

Where a subbase mounted unit or a bare compressor is supplied, it is very important to observe the following points when installing the piping between the compressor and the receiver.

1. Never install a shut off valve (such as a gate or globe valve) between the compressor and. the receiver unless a safety valve is put in the piping between the valve and the compressor.

S.

Belt Adjustment.

DO NOT PRY THE BELTS OVER THE PULLEY GROOVES as this will injure the belts, and greatly reduce their life. The proper tension can be

-3-

BI116053

I_N_S_~~Y9T!O~N_S

___F_O_R___T_Y_P_E___3_0___M __ O_D_E_L_S___10_T~,___lO_S~,~_15~T~,___1_5S___C_O_M~P~R~E~S_SO ___ RS

determined by striking the belts with the hand. When too much slack exists the resulting vibration will feel "dead". When proper tension is reached, the belts will have a "live springy vibration". It is not necessary to have the belts "fiddle-string" tight.

As the belts. will stretch slightly during the first few months of operation, a. belt tightener is furnished for . taking up slack. A belt too loose will slip on the motor pulley and cause undue heating and wear. A belt that is too tight will overload the bearings. Adjustment can be made by sliding the motor along on its base and turning the b(~lt tightener clip nut. ALWAYS PULL THE SWITCH before starting this operation so that the motor cannot start while the operator is working on the unit.

:lILV\:: BOLT ACORN NUT'----

----.~

-\tU..VE SEAT'----o-{

(

When installing new belts, it is essential that the cap screws holding the electric motor or gasoline engine to the subbase be loosened and the driver slid toward the compressor. The new belts (we recommend replacing all the belts at the same time) can then be installed without damage.

9. Valve Cleaning • Compressors in normal operation are reasonably free from carbon trouble. Carbon is caused by a leaky or broken valve, too high a discharge pressure or incorrect crankcase oil. If loss of compressor capacity is indicated and it can be traced to no other reason, the air heads should be rem.oved and valves cleaned.

To remove a valve, take out air head cap screws and remove the head. Then, unscrew valve bolt acorn nut and lift out the valve.

Valves can be cleaned by soaking overnight in \<erosene followed by a stiff brushing. Be sure the valve is thoroughly dry before replacing. If necessary to take the valve apart to get it clean, be careful not to damage the valve seat by holding it in a vise or wrench. A good way to hold the valve while turning off the nut is to drive a couple of heavy nails through a stiff board, properly spaced 80 they will enter the valve ports and prevent the valve from turning while wrenching. When taking the valve apart, note the manner in which the parts were assembled to assure the correct assembly of the valve before it is put back in service. Be sure all parts of the valve are in good operating condition before installing them in the com· pressor.

CAUTION:-·When placing valve assembly in head, be sure inlet valve plate is centered on its guide before pulling valve up with acorn nut. If valve plate is pinched between bottom of air head and discharge stop plate it will be damaged. Check to see that valve is free to lift after it is assembled in head by lifting at its edges with a knife blade.

The valve bolt acorn nut steel washer should be covered with orange shellac to help seal the. air from leaking from under the nut. Scrape off the old shellac before putting on the new. Do not overtighten the valve bolt acorn nut as this will upset the flatness of the discharge valve seat and cause it to leak.

10. Air Inlet Muftlers and Cleaners.

71465

H.P. VALlIE

LP. VALVE

l!'1g. I-Exploded View of Compressor Valves.

(Models lOS and 15S nse only L. P. Valves)

It is very important that the inlet air for a com· preS80r be. clean to prevent the working parts from wearing out prematurely. If the cleaners become clogged with dirt, the inlet is restricted and the capacity of the compressor is reduced. The Models lOS and 15S use three air inlet mufflers and cleaners.

(

'., ..

BI116053

(

I~STRUCTIONS.·

FOR

TYPE

30

MODELS

Either clean the pads as often as your experience indicates necessary or replace them with new ones.

The filtering element should be taken out at least once a month and cleaned. As dirt collects on the outside, the outside surfaces should be brushed with a stiff brush. Use a full set of pads at all times and keep extra pads on-harid for replacements.

If gasoline or kerosene is used in cleaning the air inlet muffler and cleaners, be sure they are thoroughly dry before replacing; otherwise, an explosion may result.

11.

Centrifu~al

Unloader Operation and Ad-

The purpose of the centrifugal unloader is to exhaust the pressure from the high pressure cylinder when the compressor stops so that the compressor is unloaded when it starts again. This· is done by means of an air connection between the high pressure cylinder and the crankcase, controlled by the cylinder relief valve and the pilot valve. When the compressor starts and comes up to speed, the unloader weights fly out, pushing the unloader plunger ·inward, allowing the pilot valve (bare) to seat. This shuts off the air connection to the cylinder.

As the compressor stops, the weights return· to their original position and the unloaderplunger spring UN LOADER PLUNGER SI"RING

lOS,

15T,

15S

COMPRESSORS

between the marks, shims should he added. If less the 1;16" between the marks, shims (if furnished on compressor) should be removed.

The air from the high pressure cylinder is carried to the centrifugal pilot valve through a tube connected to the top of the crankcase end cover thence through a drilled passage in the cover down to the pilot valve.

The air pressure is sealed from leaking into the crankcase by a synthetic rubber gasket, called an "0" ring, placed in a groove cut in the pilot valve body. If the pilot valve is ever removed from the cover be careful that the "O"ring is not cut or damaged in any way; otherwise, air will leak past it into the crankcase.

If the tubing seems unusually hot, while the compressor is in operation, it indicates a leaky pilot valve.

To stop the leak, remove the pilot valve assembly from the cover and grind in the seat of the pilot valve. Ap~ ply a fine grade of grinding compound and use a screw· driver to turn back and forth. When finished, carefully wipe off all surplus grinding compound, making sure that none gets into the crankcase.

justment.

(

lOT,

12. Cylinder Relief Valve.

Should the cylinder relief valve spring become broken or the valve (bare) damaged or stuck, the tubing nut to the relief valve can be disconnected and the relief valve assembly removed from cylinder. This CYLINDER

AIR CONNECTION TO CYLINDE:R RELIEF VALVE:

VALVE BODY

"0" RING PILOT VALVE SPRING -PIPE PLUG

VALVE CAP PILOT VALVE BODY PILOT VALVE

TUBE NUT W'ZS047

Fi~. 2-Centrifu~al

TO CRANKCASE END COVER ---"-'

Unloader and Pilot Valve As-

Fi~.

sembly.

(

W2.80S1

3-Cylinder Relief Valve Assembly.

will permit a complete examination of the parts, and will enable the operator to make replacements if required.

opens, unseating the pilot valve bare. This action allow~ air pressure to escape from the cylinder through the relief valve and tubing to the crankcase.

Should adjustment ever become necessary, remove the pilot valve pipe plug and pilot valve spring from the pilot valve body. With a pencil, push the pilot valve bare down against resistance of unloader plunger spring until it is seated. Mark its position on the pencil oli a line with the outer edge of the pilot valve body.

Aliow pilot valve bare to back off itssea,t arid mark this position on the pencil. If there is more than Va"

13. Pressure Switch.

Pressure switches are used only on the "automatic start and stop" or "dual control" units. This switch is set at the factory for the pressure specified and it must not be increased without consulting the nearest Ingersoll-Rand Branch Office. Do not operate your compressor at a pressure higher than you actually need. To change the working pressure, refer to the

-5-

BI116053

INSTRUCTIONS

FOR

TYPE

30

MODELS

lOT,

lOS,

15T,

15S

COMPRESSORS

(

UNLOADER PISTON TO AUXILIARY VALVE

UNLOADER PISTON SPRING

, I

~-LOCK NUT

UNLOADER SPRING

VALVE

SPRING-~~-f:>1III~t

IR HEAD

Fig,. 5-Unloader Valve Assembly.

VAL VE---t~H"

(BARE)

FILTER SCREEN

pressure range (or difference between loading and unloading pressure) has been set and is not to be tampered with. If the valve sticks, take it apart and clean it.

(To take a valve apart, unscrew the lower valve seat next to the shims). Handle the valve with care while cleaning, as a slight dent on its seat will cause it to leak. Be sure to clean the valve ~eat in the interior 'of the valve body. When assembling, replace exactly the same number of shims as were' removed. The spring adjuster must not be disturbed as this will change the setting of the valve.

Never hit the body of the auxiliary valve with a heavy tool or use a wrench on its sides. Always place the wrench on the hex. portion.

15. Safety Valves.

Fig,. 4.-Auxiliary Valve. instructions accompanying the switch. It is advisable to have as wide a 'differential as possible to avoid frequent starting and stopping of the compressor.

1l.4, Constant Speed Control.

Constant speed' unloading is obtained by means of an "Auxiliary Valve" operating an "Unloader Valve Assembly", which is located in the air heads above the inlet valves.

This unloads the machine by holding the inlet valves open, letting the air surge in and out through the open. valve and to atmosphere througp. the inlet air mufflers and cleaners. In this case the air inlet should never be piped away from the compressor as t~ hot surging air would heat up the inlet piping.

Then; when the machine reloaded, the hot piping would heat up the inlet air previous to its. entering the cylinder. This will result in excessive temperaturesand probably carboni~tion 'and valve trouble.

The auxiliary valves are tested, adjusted and set at the factory with no futther adjustment required. The

The air receiver safety valve is set at the factory to blow off at about 10 lbs. above the normal operating pressure. It is not safe to increase this blow-off pressure but it may be decreased if the:' adjustment on the pressure switch is reduced. If the safety valve sticks, disassemble and clean.

On Models lOT and 1ST a sa~ety valve is provided on the intercooler. This is set about ten pounds above the working pressure of the Jow pressure cylinder and if this valve blows, the compressor should be stopped at once. It indicates a leaky or broken high pressure disch~rge valve which should be remedied immediately. Check safety valves by hand once a week to make sure they are in good operating condition.

16. Care of Electric Motor. .Overheatmg of the motor is usually caused by low voltage or a serious overload. A proper overload relay will protect ~he motor against injury from overheating by turning off t4e power. " It is good practice to, periodically blow off the motor windings with a jet of air to prevent an accumulation of foreign matter. A spray of carbon tetrachloride is an excellent cleaner. An occasional revarnishing of the windings greatly prblongthe life of the motor.

will

-6- :

(

BI116053

(

INSTRUCTIONS

FOR

TYPE

30

MODELS

If the motor is located· in an atmosphere where it ie exposed to appreciable quantities of moisture, oil, dirt or acid or alkaline fumes, it must be specially constructed.

Direct current motors and many single phase motors have_.con:unutators ~ncilJrushes which !l1l.!st be kep! clean. Occasional wiping with a piece of canvas or non-linting cloth is usually sufficient.

NEVER OIL THE COMMUTATOR! Any oil or grease will collect dirt or carbon from the brushes and eventually result in a short circuit. If the commutator becomes dirty it should be' cleaned by a competent electrician.

If it is every necessary to renew the brushes, they must be carefully fitted to the c~ntour of the com· mutator with sand paper, and must fit loosely in the holders. DO NOT USE EMERY CLOTH.

17.

15S

COMPRESSORS

rings, wipe out cylinder and crankcase and assemble the unit, putting fresh oil in the crankcase.

19.

Gasoline Engine Driven Units.

Installing New Crankshaft Assembly.

The crankshaft assembly includes bearings. spacers, crank disc, etc., all of which are installed as a unit.

Clean the main bearing bore and cover the bore and bearings with a light film of oil.

Before putting shaft assembly in crankcase, remove snap ring from the outer bearing. Using a pair of pinchers, grasp the ring near the end, pull from groove and spring it off. The assembly is a moderate press fit and may be forced in by tapping with a lead hammer. (Be careful to hit the center of the shaft as a blow on one side might spring it).

The assembly must be pushed in until the snap ring groove in the outer bearing clear.s the end of the crankcase by about Ys ". Replace the snap ring by putting one end in groove and prying in place with a s:::rew driver.

TAP ASSEMBLY BACK UNTIL THE SNAP RING IS TIGHT AGAINST END OF FRAME. Make sure there are no burrs on the shaft, and that the edges of the keyway are smooth and slightly rounded to prevent damage to the oil seal; then carefully put on crankshaft end cover to lock the assembly in place.

VALVE BOLT ACORN NUT

Alil HEAD

COMPRESSION RINGS

VALVE

Fig. 6-Air Head, Piston and Ring Assembly.

18.

10S,15T,

Fig. 7-Cmnkshaft Assembly.

Instructions for gasoline engine drive are furnished by the engine manufacturer. .

c

lOT,

Piston Ring Replacement.

If it is ever necessary to replace piston rings, we recommend that a complete new set be installed. Compression rings should be assembled over top of piston and oil rings over bottoinof piston. Put on the outer rings first and work the inner rings over them. Stagger the ring joints. To allow for expansion, end clearance . on rings, when compressed in groove, should be from .005" to .015".

After installing new rings, run the compressor with air heads off to see if any oil is passing by the rings.

If any oil appears, lap in the l'ings by applying a mixture of Bon-Ami and lubricating oil to the cylinder wall. Run the compressor until· oil stops passing the

-7-

20.

In'tercooler. (On Models lOT and 1ST)

The intercooler consists of a number of finned copper tubes which are well shrouded for protection against mechanical injury and for better diJ;ection of the cooling air blast. Standard tube fittings connect the intercooler tubes to headers. Individual tubes may be removed and replaced when necessary.

21.

Belt Wheel .

The belt wheel with integrally cast fan blades serves a double purpose, as a belt wheel and as a cooling agent. It is designed for maximum air delivery and strength. A taper fit on the shaft allows easy removal.

BI116053

.

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BI116053

INSTRUCTIONS FOR ALIGNING 'l'H.I AOOLURY DIESEL ENGINE .AND '!'HE EXCITER GEUlUTOR ON TYPE· 7400 DIESEL DRAGLlNE

(

'1'0 properly al11fl the Auxiliary Diesel Engine and hotter Generator three 1mportant taotors muat be oonsidered at all thues. These are as follows.

'Anaaturel neat. The float or end play in the auxiliary generator willl"Ul1 apprO'lCiiliately 3/16"<1 This should be divided approxmately equal b.li)tOl"e 18y'Out ,Df .hciles tor drilling base. This will give approximately.3/32" elld play -In--eaoh -direot1-Oll.-.

-- - _. - Centering the Armature with Field Poles: The armature should be oentered in, the generator frame sb there are approximately equal air gapll at all main 'Siid oanmutating poles .. , It is iinportnnt that the air gap is o.orl"eot tor both the main poles 4\nd the oomnuta.ting poles.. Variat1m j..8 pendaeab,le, ,but we reaemmend that 1:his variation does not exoeed plus or minus' .007" or a total ot .014".

(

Flexible CoupliXlf/ Aliffientt By means ot a dbl puce fastened to the generator half Of' the ooupl ng. The generater mwst be shimmed or IIhif'ted, a~ . that there is not more' than n total of .001 inoh variatlanper inoh ot radius frCD the oenter of the shaft to the dial gauge.. The generator shatt is .3 lnohaa diameter ,so .0015, plus tht! di stanoe "X" in inohes (see C1)..741) times .. 001 would be the maximum total variation'allowed between the engine and the generator. The' ooupling alignmont is moat ilnportant, and mUB.t not ·exoeed the above wnount. Readings are taken with the coupling fully assembled. P.y int'ermittently turning the unit over by means at the cnp-ne starter, with the throttle olosod to prevent starting. Note. The generatcrd~ end shield 'must be ranoved for this installation and aligmp.ent. Caution.. All toola and misoellaneous items mUl!t be rEmoved fran the mediate "laird.ty ot the coupling when turning the unit over, when oheoking the aou~ing' al1gmnent with -the dial gauge, to prevent dmnage to the ooupling ..

To

_kei oare 01'. the above three mnin teoters the .follClW'ing procedure is reoc:a.-

1IUII14 ed

1.

In,tall ooupling halves on generator and engine.

2" Bcuet, determine the amount. of end playas followst a" Push the armature shaft endwise tcmnrd the bearing I GO that the end play 19 all in, and measure tho distanoEi fran aeme .point on the taoo or the Goupl1ng to the trl!lJllo of the generator. Call'thh dimension "A.",

b .. Hext, push the armatUl' 0 smft (as tar as it will go) in the oppoll1te direotion and again measure the distance. Call this d~81OD ·BIt .. o. Reoord the above "A" and "B" mOluW'amenta and subtraot the two. terenoe is the end play ..

3. Set tho generatCl' on the .coupling, li.mJ.t"

t~

.

The dif-

btl.' with the engine and complotely 8aaable the

oar. not to bend the laminated d1'ska beyond their,elaltio

BI116053

ALIGNMENT OF ENGINE. GENERATOR ·COUPLING

. Dial Gauge

(

Engine

(

nerator

(

00-141

BI116053

· NOTEa

Bef9re assembling the ooupling it would be well to determine the approximate thiokness of shiMs required under the generator. This oan be done by measuring the dist~nce fran the generator base pads to the oenter Une of the engine shaft and tho di stance fran the oentor line of the generator shhft to the bottom of the generator feet. The differenoe between the two ~easurements will be the thioknossof shimsrequirod.

When measuring the distanoe to the.oenter of the generator shaft and bottom of generator'feet, the armature should be oentered with reference to pole pieoes.

---- ---

-

--

-

--

4-:Sh1ftthe-generator :r.rame to make certain the end play is equally divided.

NorE~

$.

To divide the end plny simply shift the generator frame along the armature shaft so the moasurement between oouplin~ faoe and frame is. e. total of one half' of the end play found in step "20 plus the measUrement ItS" See step "2bl'l. .

Loosen oite of the bolt s and fasten n dial gauge to the generator half of the ooupling. See OD-741. a. To mount the 'dial gauge us shown it will be neoessary to make up sane simplo support to fasten under tho head of the generator half ooupling bol'\'i. b. In case it is impractioal to loosen one of the bolt heads ·when ohecking alignment in the field a braoket for mounting the dial gauge cah be temporarily welded with a very light weld to the generator coupling half • The braoket should be romoved after the alignment has been ocmpleted.

.....

(

o. The point at which the dial gn1.lge is mounted is not important. It is neoassary only to seoure the indioator reading between the generator aide and the engine side of the ooupl1ng halVes.•

6.

Shim or shift the genlilro.tor frame until the cou.pling halves are w1th:ln the allowablo.misalignment. See "Flexible Ooupling Alignment" above.

7

Next,. by means of n feeler gauge or preferably a tapered gauge, cheok the air lap b~tween the pole pieoes and the t\l!'mature. If' there is mar ethan .014 variat:ton in the nil' gap measured,a shift or :ahim the genera~m- .t'tam.tIil. The eJ.r gap should be meusul"ed f'f'Cll'L a mnrked spot on the aml:\ture 80 the sam@spot 1a used when ilwt:\~n.retnent is taken under the varioWi poles.

It

8.

Reoheck the ooupling and s hi.f't' or shiIit tho generator frem.e. so that tM dial gau8e indioa:l:es tha t .the oJ igrunent is sti 11 oorreot..

9. Next mark off the hole s in the main base andraml1:!'1E1 the generatol' fran the assebl.r...

Dri 11 and tap holes as per drawlng.

10. Finally reassembl.e the unit and fasten the dial i!;a~e age.1n on thi.l generator ooupling ha l.t:. .

( ..... '

~.IMP9RTm

Make o@rtnin coupling bol'l::$ a.X's tight.. plropel"Fy <Hght.el'led oondd arable damage oan res\tlt.

If' bolts are riot

BI116053 11•. Prooeed as outlined above'craoheoking air. gap and oouplinl al1~entto _ke oertain toleranoes given Ilre not exooeded. It·exoee4edlhltt-or··alW!1 generator fr~o .to oorreot~ 12 •. Attar the unit has been installed on .the maohine and testedlt ahoultJ be reaheoked 'for alignment with the dial gauge. ,and it it 11 out more than the. tl1cnmble total, _tho generator shpUld be sh1med or shifted again to bring the alignment within these limits.

13.

(

Finally a:f'ter alignment is oorreot" mab certain all, the adjU8ti~ bolts 1i1 the base are tight against generator teet and then weld lqok nuts in place. ~.Als6~Tt 1~a;'ert-im2()J.-te.nt .. t-omaktr a flnaloheok>tcr, 8ee~tmt ,00up11ng1)o1'\;8 as well as engine generator base bolta are tight •.

ana

deaer.all

Although tolelWlQ8s are given for,thfi alignment of this Diesel generating unit, it ill well to keep the variation. below tbemaxm.mtoleranoas allowed" The mere aoourately the UtU 1; 1, aUp.ed the more'satiBtaotory will be the operation and the lODger· the ooupling lite., . OHECICING .ALtGNMENT AFTER MACHINE IS 'UCID· III SaVICI

Tbe above prooedure is primarily intended tor tl1e shapiD makiDI the initial iutallation. To oheok 'tM a ligmnent in the field it. is only necessary to .appq part ot 1:beSG instruotiona.

Por a fleld job it is usually necessary to oca.s1-der only two ot thethr'ee illlpor'lIeIIt -taators. 1Ibich are "Flexible Coup~1ng Alignment" aad "O(mterlng the ~ .. with Field Poles tt • These two faotors oan betaken oare ot in thesam.e muDSr- as. outlined in the foregoing.

_6

C-'

BI116053

(

ATTACHMENT N O.

V

LUBRICATION INSTRUC'!'IONS

FOR MARION TYPE 7400 DIESEL WALKING DRAGLlNE

(

(,

BI116053

LUBRICATION ~ 7400 DIESEL SYMBOL GL

SPECIFICATIONS - REGULAR OIL.9 Gear Lubricant.

SYMBOL

SAE 90, EP, for Winter; SAE 140, EP, for Summer (Non-corrosive,extrame preosure lubricant.)

SPECIFICATIONS -

~RE~G~ULA~~~__ REA __.SE ___S

CG

Chassis Grease (Lime Base - Water Repellent).

WB

Medium Fibre Wheel Bearing Greaae-(Soda-Base - Heat -Resista:nt).·

GO

Gear Compound, Winter or Summer Grade as required (Texaco Crater or equivalent) •

,

MISCELLANEOUS

~

SPECIAL

NeatBfoo~

oil for Air Cylinders with Leather Piston Cups. obta :nab le use SAE-30 Motor Oil.)

(~~

not

Lubriplate#110 (Fiske Bros) for Air Valves.

Westinghouse Grease 8#1449556, for Ball and Roller Bearings on equipment built by Westinghouse Electric Corporatfon.

General Electric Grease #D6A2A3, tor Ball and Roller Bearings on equipment built by General Electric Company.

NOTE:

For detail information regarding lubrication, etc. see lubrication chart mounted in cab of machine.

(

AIR C0.NTROL VALVES AND AIR CYLINDERS Air Valves are lubricated with Fiske Bros. #110 lubriplate at assembly. After every 8 to 12 months of ordinary service, the valves should be disassembled and coated with this lubricant. (Fiske Bros. f,110 lubriplate may be purchased from Fiake Bros. Refining Co. at New York, New York, Toledo, OhiO, or Newark, New Jersey), If the lubricant specified above is not obta5.nable, use Bome other good 'calcium zinc baae (waterproof) grease. In case excessive condensation 1s present or if equipment is operated under extremely dirty or dusty conditions, we suggest cheoking and lubricating air valves more frequently than fol" ordinary conditions. ' All Air Oylinders are lubric3ted at assembly and are normally ke}it lubricated by oil oarried over from compressor. During cold weather, espec~ally when alcohol 11 used in air linea, a small amount of Nea:t.sfoot Oil should be ;1,)ut into each oylinder ever,y 3, or 4 weeks.

GENERAL The Lubrioation Instruotions in this manual are intended as a general guide for ordinary operating conditions. Deviations may be required where unusual conditions are encountered, such as exoessive dust, excessive mOisture, extremes of heat or ~1old, etc.

Lubrication periods indioa.ted are actual operating hours.

C.

BI116053

74oo-D

(

PROPEL MECHANISM· AND SWING ROLI1C:RS Type No. Loc. Lub. Lube Ftga. No. Sy!. Period Bearing Location

Name or Part

I

Roller Circle Track

L.P. 14 2-Raila below Rollers 2-Ra1ls above Rollers

Roller Circle Rollers Plain

CG

24 Brs.

L.P. 2 - In top of Anchor Pin

2

5

CG

Weekly

Plunger in Return Mechanism

Bush

L.P. 2 - On Forward End of Cover Plate

2

6

CG

Weekly

Plunger in Return MechanisM

Bush

L.P.2 - On Rear End of Cover Plate

2

7

CO:

Weekly

8

OG

Factor;y Packed No Lub. Beq'd.

L.P. 2

LIP. 2 - In Top of Swivel Anchor Pin

4·

9

CG

24 Bra.

Front Jour.nal Bearing Bush

L.P. 2 - In lind of Arm of Yoke Casting

2

lP

CO

2!t- Brs.

Bear J'ou:me.l Bearing

Bu.sh

L.P. 2 - In End of Arm of Yoke Casting

2

11

CG

24 Bra.

Bearing for Propel L1nkase ConneCtion

Bush

L.P. 2 - In Outside End of Pin in Yoke Connection

2

12

CG

24 Bra.

Slide Block Shoe

Plain

L.P. 2 - On Top of Each Slide Block Covez'

8

13

CG

24 Bre.

Rear Yoke Casting

Plain

L.P. 2 - On Each Side of Keeper Cct.sting

4

14

CG

24 Bra.

Walker Ant Bearing Connection

Bush

L.P. 21 - On Bos~ at Bottom 2 Of Walker Arm

17

CG

24 Bra.

Bearing tor Stab!l1zar,Anchor Oasting

Bush

.L.P. 21 - On Bose at Upper 2 End of Stabilizer Arm

18

CG

24 Bra.

L.P. 21 - On Boss'at Lower 2 End of Stabllizer Arm

19

CG

24·Bra.

L.P. 21 - In Top of Walker 4 CaatinS

20

CG

24 Bre.

BruM2l

GO

BRrs.

Bush

Bush .

Bear1ng for Walker .Arm & Stabilizer Cc:m.n.

(

2

Buah

Bearing in Swl vel tor Shoe -.

77

Cam Roller for Spring Return

SPrinB Inside P1W:lgsr

(

L.P. 14 __ In~n<l. _Qf_e.ach ..RQl.ler Pin

Brush 1 SA!: 10 24 Ire. or 30

Bea.r1ns for Oram:

Bush

Am

Main SwiDS Gear Pinion .

&

L .. P. 15 - Apply to Gear Teeth -2-'

BI116053

7400-D

__~me.

UPPER FRA.ME - MACEINERY Type Bearing LocaM.on - ..

~r.. Part

~

Buah

Cente:r~Joum.al

Dea,ringe

--

--

-

---

L.P. 15 ~ Tvro on L.E. Side, On Deck at Base of Hoiat Drum Shaft Bearing

No.

Loc.

Ftgs. No.

Lub. Lube 8ym. Period

4

40

CG

4 Ers.

Two on R.E. Side, On Deck at Ba:se-of-Drag-Drum Shaft Bearing

-

Hoiat Drum Shaft Bearings

Buah

L.P. 15 - In Bearing Caps Two on Each Side

4

41

CG

4 Ers.

Holst Drum Barrel Bearings

Bush

L.P. 15 - In R.E. & L.E. Eube of Drum Barrel

2

1~2

CG

4 lIra.

L.P. 15 - Apply to Gear Teeth through Opening in Guard

43

GO

24 lIre.

li.Oifllt Gear

Dreg Dru.m Shaft Bearings

Bush

L.P. 15 - Two in Each Main 6 Brng. Cape & Two in BrQg. Cap, L.E. Side of Propel Pinion

44

CG

4 lirs.

Drag Drum Ba-noel

Bush

L.P. 15 - In R.H. & L.R. Rubs of Drum Barrel

45

CG

4 lIre.

46

GO

4 Era.

L.P. 15 - Two in R.E. Bear- 4 47 ing Cap, ~HO in L.R. Bearing Cap

WB

500 Hra.

48

GO

24 lir.s.

Brush 49

GO

24 Bra.

:eearingEJ

2

L. P. 15 - APi-,ly to Gear Teeth through O~ening in Guard

J)l'1';t8 Gear

2nd Intermediate Ext.ension Shaft

Anti~Frictj,on

Drive Pi.nian on 2nd rnt. Ext. Shaft

L.P. 15 ~ Apply to Gear Teeth through opening in Guard

Propel Gear & Pinion

L.P. 15 - Apply to Gesr Teeth

Propel Shaft Bearmga

Sleeve

Two in R.H. Bearing Cap Two in L.H. Bearing Cap Two in Bearing Cap on L.R. Side of Propel Gear

6

50

CG

4 Hre.

Propel End Shaft

Bush

L.P. 15 Two on Each Side 4 In Bearing Cap

51

CG

4 Rre.

L.P. 15 - In Top of Shaft 2 Couplings, One on Each Side

52

CG

8 Hre.

1

53

CG

4 Hre.

BearingS

Propel Sbaft Splines R .Il. Pinion Bearing

(

Bush

Q

L.P. 15 - In End of Drag Drum Shaft -~.

C

( ~~>

•

BI116053

14oo-D

(

Name or Part

Type

UPPER FRAME - MACHINERY

Bearing Bush

L.P. 15 - In Tooth of Pinion Extension, L.H.

1

54

CG

4 Hra.

Propel Jaw Clutch

Splines

L.P. 15- On Outside of Clutch

3

55

CG

B Hrs.

2

56

CG

B Hrs.

Motor Extension Shaft ' AntiL.P. 15 - Two,in Retainers 2 Friction on each side of Case Bearings

51

WE

500 Hrs.

--

----

--

--

Propel Jaw Clutch Shifter Collar

Plain

"-.'

-

-

-

-

L.P. 15 - On Outside of ,on Clutch

Co~lar

1st Int. Shaft Bearings

L.P. 15 -Two,in Retainers AntiFriction on each side of Case

2

5ti

WE

500 Hrs.

2nd. Int. Shaft Bearings

L.P. 15 - Two,in Retainers 2 AntiFriction on each side of Case

59

WE

500 Hrs.

Fill thru breather in top of case. Caply. 56 Gal. Oil level about 1/2" in gauge.

Gears :lin Main Drive Gear Case

(

LUb. Lube Sym. Period

L. H. Pinion Bearing

----

(

Location

(CONr'D) No. Loc. Ftgs. No.

60

GL Check SAE90 Daily at all times

Boom Hoist Drum.

Shaft Bearings

Bush

L.P. 15 -In top of Each Bearing

3

61

CG

When Req'd.

Worm Shaft Bearings (Rear)

Bush

L.Pe 15 - In End of Shaft 1

62

CG

When Req'd.,

Worm Shaft Bearings (Front)

Bush

L.P. 15 - At Base of Gear 1 Case on R.H. Side

63

CG

When Req'd.

Int. Boom Hoist Shaft Bearings

Bush

L.P. 15 - One in Bottom of 2 Bearings between 1st & 2nd Gear & One on Top, above 2nd Gear

64

CG

When Req'd.

Boom Hoist Motor

L.P. 15 - See Electricl lnst.

65

Worm

L.P. 15 - Pour into Opening in Top of Guard

66

GL

When Req'd.

&

Gear in Oaee

When Req'd.

Swing Shaft Bearing Top

Bush

' L.P. 15 .. On Tp & At Front 2 of Eacn Swing Gear Case

67

CG

B Hrs.

Swing Shaft Bearing Bottom

Bush

L. P. 15 - On Deck at. Rear 2 of Each Swing Gear Oase

68

CG

8 Hrs.

L.P. 15 - on Top and At Front of Each Swing Gear Case

69

CG

8 Hra.

Bearing for Spur Gear Plain on Top of 'Main Rot. Shaft

011 Circulating Pump

L.P. 15 - See Electriol ifications

-4-

2

~p(t~

10

BI116053

7400-D Nam.e or Part

UPPER FRAME - MACHINERY (c9NT 'D. ) No. 'Loo. Lub. Lube Type Ftgs. No. 8ym. Period Bearing Location

, Hoist Check Band., Ram Cylinder

Plain

1 L.P. 15 - On Deck, L.H. Side, In Front of Machinery Frame

71

CG

8 HI's.

Drag ahe ok Band Ram.

Plain

1 L.P. 15 - On Deck, At Center, Back of Machinery Fra.me

72

CG

8 Hra.

Bush

L.P. 15 - In Boss on End of Piston Rod

1

73

cn

8 HI'S.

Cyl.incle r

Propel Brake Band Ram Cylinder Piston Rod Bearing

L.P. 15 - 8eeMfg's.

Instructions

74

A:1.1" Compreklsor - Main (Ingersoll-Rand Model 15T)

L.P. 15 • See Mrg's.

Instructions

75

Am:. Air Compressor (Ingersoll-Rand Model H253)

L.P. 15 - See Mrg"a.

Instructions

76

b'w1nS Generator

L.P. 15 - See Elect.

Instructions

77 78

(Tuthill #60)

L.P. 15 - See Mfg's.

Instructions

Au:!::" Engine & Exciter (G.tl, - 4-71)

L.P. 15 - See E1eot.

Instructions

79

Radiator Fan Motor

L.P. 15 - See E1ec. rnst!'.

80

L.P. 15

81

Main. POl-reI' Unit (Cooper-Bessemer

."

(

~TS-8-D )

Fuel Pum.p

Sll:lng

Motors

~

.,'"

See Elee. Instr.

(

Hoist Motor P:uAj.on & 0(')8.1'19

L,P, 15 ., Apply to Gear 'Brush 82 Teeth

GO When Req'd.

Gears & Bearings in Swing Gear Cases

L.P. 15 - Pour Into Opening in Top Rear of Each Gea.r Case

GL

BOClll1

Siving Lock Brakes lnvot Pina Toggle Pins

Bearings in Clevis Connection Piston Rod Bearing Fa1rlead Vertica.1 Sheave Bearings Hori~ontal Sheave

L.P. 16

Bottom Frame Bearing Top Frame Bearing

en

In Boae on End of Ptston Rod 2 103

on

24 Bra.

L.P. 17 In Hub of Each Vertical Sheave 2 110

on

4 Bra,

In Hub of Each Horizontal 2 Sheave One on Eaoh Side of Boae 2 One on Each Side of Boss 2

OG

4 Bra. 4 Bre. 4 Bra.

L.R. in Shoe Boaa In Both Sides of Clevie

Bush Bush

Bush Bush

4 4 4

CG

R.B:. :I.n Shoe Boes

Plain Bush

Bush

When

SA.E90 Req'd. at all Times 24 lIra. 24 Bre. 24 Bra.

Pla.in.'

BearingS

83

100 .101

102

111 112 113

CG

CG

OG

(

'.

BI116053

74oo-D

c.

Nam.e or Pa.rt

UPPER FRAME - MACHINERY (CONT' D• ) Type No. Lac. Ftgs. No. Bearins Location

Propel Clutch Shifter Shifter Yoke Bearing Plain Lever Connection Plain Clevis Connection

Plain

118

CO CO

24 Ers. 24 Ers.

119

CG

24 Rrs.

1

125

WB

500 Hra.

117

Roist Lever (Cam)

Antl"Frlctlon In L.R. End of Shaft

1

126

WB

500 Bra.

Drag Cb '3 ck Ram CyliD,<.ler Link

Anti-Friction In L.R. End of Shaft at Toggle

1

lZT

WB

500 Hra.

L.P. 20 One in Outside End of Each 2 Foot Pedal Shaft

130

CG

8Rrs.

Hoist Drum Friction Clutch Piston Rod Bearing Bush C!'8.nk Pin Bearing :auah Hoist Friction Band- Bush Live End

L.P. 22 In Pipe at Cylinder Read 1 In Outside End of Crank Pin 1 In Ltve End Cormection Boss 1

138 139

CO

As Beq'd.

As Req'd.

As Req'd •

Drag Drum Friction Clutch Piston Rod Bearing Bush Bueh Crank Pin Bearing D'rag Friction BandBush Live End

1.J.P. 23

In Pipe at Cylinder Head 1 In Outside End of Crank Pin 1 In Live End Cormection Boss 1

11~3

CG

144 145

CO CO

Traveling Crane Roller Shaft Brogs.

L.P. 24 In Top of Each Bearing on 8 Both Sides of Rollers

147

CO

Before Using

CO CO CG

Weekly Weekly Weekly Weekly

CO

Weekl)"

CG

CO

Weekly WeekI)" Weekly Weekly 500 Bra. Weekly

CO

8 Bre.

Foot Pedala Foot Pedal ~earings

.

Lube Period

L.P. 18 On BOBS of Shifter Yoke 1 On Middle Boss of Shifter 1 Yoke On Bottom Boss of Shifter 1 Yoke

Operating Levers for L.P. 19 Hoist & Drag Check Bands Eoist Check Ram Anti-Friction In L.E. End of Shaft at Cylinde°':' Link Toggle

('....

Lub. Sym.

Plain

Bush

140

Gantry & Front End Gantry Boom Hoist Sheaves Bush Gantry Boom Safety Sheaves Bush Sheave Inside Houae Bush Poi,nt Boom Hoist Sheaves Bush

L.P. 25 In Ends of Each Sheave Shaft 6 150 In Ends of Each Sheave Shaft 6 151 In End of Shaft 1 152 Two in End of Shaft - Each 4 153 Side of Boom Point Safety Cable Sheaves Bush Two in End of Shaft - Eaoh 4 154 Side of Boom Boom Hoist Bridle Sheaves Bush In Top of Each Sheave Pin 2 155 Boom Eoist Bridle CleVis Bush In Top of Each Clovis Boss 2 156 Safety Cable Bridle Sheaves Bush In Top of Each Sheave Pin 2 157 Safety Cable Bridle CleviS Bush In Top of Eaoh Clevis Bose 2 158 Point Sheave Anti-Friction On Both Sides of Hub 2 159 Swi vel Casting Bearing Bush In Top of Bearing - Both 2 160 Ends of Swl vel Deflecting Sheave BearlngBuBh

LP 25 - In Rub of Sheave _r:.._

1

161

CG CG

CG

co

CO CO

WB

As Req'd.

As Req'd.

As Req'd.

BI116053

74oo-D

llours shown in "Lube Period" column, indica.te actual operating hours.

(

All p~rtB or walking mechanism should be lubricated more often than indicated when moVing f~reg)lently.

BOOl'JA ho1s'l; & motor, gantry sheaves. & boom hoist sheaves should be lubricated more ()ft~n than indioated, when boom is raised &: lowered frequently.

- -Oll-should-be- added to sear-oasesas.needed-.

Maintain dai-ly inspection.

Lubricate all sear teeth as indicated unless inspection ahowsmore frequent or lees lubrication required.

All other pine and moving parts not shown, to be lubricated as often as needed.

(.

( "7-

BI116053

ROLLER CIRCLE

e' TRACK,

A

,(

I"

------- - -

r- -

----~--'~

,,,

I

I I -- - - - - - - - c -

- - , - - - . - . ----

-

-,

,, ----

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

Section of A-A

L.P. 14

BI116053

.~

'

WALKING PONTOON SWIVEL MECHANISM

:

o

0

o 0 o 0

o 0 o 0

o 0

L.P.2

BI116053

PROPEL

LINKAGE

. L,P,

21

BI116053 r-

:v 01·

,,~.

,~,

(jO

L P. 15

~

BI116053

SWI NG LOCK BRAKE (

I

I

-.

I

I

(

".-

LP. I'

BI116053

FAIRLEAD (

(

. L.P. 11

BI116053

PROPEL

CLUTCH

SHIFTER

(

" ....

L.P. 18

BI116053

"

OPERATING LEVERS FOR HOIST E: DRAG CHECK BANDS

"~'"

,,

'

,-~

,,=

U

L.P. 19

BI116053

· FOOT PEDALS HOIST € DRAG BRAKES

.. ~- ..

·130

( 1...P.20

BI116053

'HOIST DR'UMFRICTION CLUTCH (

( '"

L.P. 22.

BI116053

DRAG 'DRUM FRICTION',CLUTCH (

(

®,1)

) ./

,

..

"-.

- ....._--_.--

BI116053 j

;

~

"

.. . ;

TRAVELING CRANE I

(

II

- -l I I I I I

_..l''-= _ _ _

NOTE: . Symmetrical About t. ~ I

(

L.P. 24

BI116053

· GANTRVe FRONT END

L.P.25

BI116053

"

_J.N_SIAL~L~AJ1Q1LAND_QE~Rl\LLQt-L tjAN LLAL

OPEN AND SEMI-ENCLOSED GEAR SETS

i

"

,

-

,

;:

"-

MIIR;lQ~ :' ,

(

'

C. f

e'

MARION POWER SHOVEL COMPANY, INC., Marion, Ohio A SUBSIOIARY OF PITTSBURGH COKE 8< CHEMICAL COMPANY

784

November 1965

rC

\ , 't • • • • .

BI116053

INDEX -----------

~

Genera 1.

.

Cleaning

.

· ··· · · Page · Page · ·· ··· · · · · · · · · · Page · · · · · · · · Page

Match Mark Coup ling Hub Mounting Su rface

3 3 4

· Page

4

Page

4

· Page

4

· ·

Page

5

Page

7

· ··· · ··· ·

Page

9'

· · · · · · · Page

9

·

Installation Instructions for Sp 1 it Ring Gea rs . ·

· ··

Assemely of Gear Halves

·

·

Installation of Ali gnment Bo 1ts Installation of Clearance Bo 1ts Inspection Procedu re

3

Method of Checking Rim Face Runout of Gea r. ·

Checking Radial Runout of Gea r.

·

Page 10

··

Page 1 1

Final Check for Uniform Contact Pattern

Page 16

Recommended Backlash.

·

· · ·

····

· Maintenance. . · · · ·· Operation of Gears. · · Maintenance · · ···· · · · · Inspection. · · · . ·· · · Handl i ng. · Pinion Rep 1acement.·

. Page 2

(

Page 17 Page 17 Page 18 Page 18 Page 18 Page 18

(,

BI116053

PRELIMINARY INSTRUCTIONS FOR INSTALLATION OF GEARS GENERAL

For long life and optimum performance, all gears must be installed properly and a1 igned accurately.

This manual shows in simple steps how to check al ignment and tooth can .. tact during the process of install ing single helical, herringbone, or spur ring gears with generated teeth.

The steps outlined herein _:;_hQ~LQ_be 5 tud i ed thorough 1 y by e rectors and mechan i e.s --Defore ,--ancl-cluTI-rrg-,--th-e~i-n-staH-a-­ tion of gearing.

CLEANING

All teeth, mounting, and mating surfaces, must be thor.oughly cleaned before installation. Bumps and burrs that may have occurred in transit must be removed to insure proper assemb 1y and tooth contact.

MATCH .MARKS

Spl it gear halves must be assembled with the mating surfaces in the same position as when the teeth were cut.

To assure this result, match the identical numbers and letters stamped on One spl it of each gear half, in line with an al ignment bolt, as shown in Figure.1.

These match marks are also stamped on one shaft end of the mating pinion.

When assembled in the correct operating posltion~ the match marks on both gear and pinion will be visible on the same side.

(

REFERENCE MARKS IDENTIFYING SURFACE FOR CHECKING RUNOUT

____~...j.....j.. f--+---+I---!-+-j.-----'-'-=-~q.....-I-i

Figure I

Page 3

MATCH MARKS IDENTIFYING POSITIONS OF GEAR HALVES FOR ASSEMBLY .

BI116053

Before mounting the coupling hub on herringbone pinions with symmetrical shaft extensions, refer to gear arrangement or assembly drawing to assure that the hub is pressed on the correct extension with relation to hand of hel ix. ,See. Figure 2

COUPLING HUB

(

•.. HERRINGBONE GEARS

Figure 2 The mounting ~urface on which the gear halves are to be installed must be inspected for face runout.

This surface should be in a plane perpendicular to the axis of rotation.

Mounting a gear to a surface that is not in a plane, or in a plane that is not perpendicular to the axis of rotation, will prevent satisfactory tooth contact being obtained between gear and pinion.

MOUNTING SURFACE

&

INSTALLATION INSTRUCTIONS FOR SPLIT RING GEARS ASSEMBLY OF GEAR HALVES

MOUNT ONE GEAR HALF

Recheck mounting flanges and remove any burrs incurred in handling.

Secure the gear half to the mounting flange with every fourth bolt. Rotate the equipment so that this gear half is positioned on the bottom with the spl its in a horizontal position.

CHECK CLEARANCE BOLT ASSEMBLY

Insert a clearance bolt from the top of the spl it into one of the clearance holes, located nearest the outside diameter of the gear ha 1f.

1 f t he bo 1 t wi 1 1 pa s s comp 1e te 1y through the hole, proceed with mounting the other gear half.

If the bolt will not pass completely through the hole, because of interference at the inside rim d~am~ter of

Page 4

(

BI116053

the gear, al I clearance bolts wi II have to be inserted into this half (as far as they will go) before the other gear half can be assembled.

CAUTION MOUNT SECOND GEAR HALF

(

,DO NOT DAMAGE THREADS DURING ASSEMBLY Make a final check for bumps and burrs on the ---mo u n1 Tng-·-fTanges-ana-m-a-nngsu-rfc-ce s-of-oo-th--------gear halves.

Bring the second half of the gear into position.

Assemble so that the stamped match marks all appear at the same spl it.

Secure the gear half against the mounting flange with three bolts, one near each spl it and one 90 0 from spl it.

These bolts should be snug enough to insure metalto-metal contact, but not so tight that this. gear half cannot be shifted 51 ightly.

Al ign the reamed al ignment holes in the spl its as accurately as possible by shifting the top half of the gear.

Use jackscrews, screw jacks, or hydraul ic jacks.

INSTALLATION OF ALIGNMENT BOLTS ALIGNMENT BOLT ASSEMBL Y

An al ignment bolt assembly consists of:

Tapered al ignment bolt Sp 1 its 1eeve Two washers Two standard nuts Two lock nuts

~

~

@@

.Q6}

Al ignment

BOlts~

Figure 3

(

"

Page 5

Four of these assembl ies are fu rn i shed with each gear.

BI116053

COAT AND INSERT SLEEVE

INSERT BOLT SEAT

-~BULT

- - - - -- - -

Coat the internal and external surfaces of the spl it sleeve with white lead and insert into an alignment hole (located near the bore) with the flange to the top as shown in Figure 4.below. Seat flange portion against counter bore.

(

Insert the tapered al ignment bolt into the sleeve with the small end of the taper down.

Tap the al ignment bolt down unti 1 it seats in

·····~tI'lesreeve~--Used--I-e-aa-h-amme,-to----'avrnc:laam-~~--~-~-

age to threads.

Figure

Figure DRAW BOLT SECURELY INTO SLEEVE

Place a washer over the bottom end of the al ignment bolt and run on a standard nut.

Tighten with a wrench and then sledge so that the nut is rotated approximately 2 1/2 to 3 flats. See Figure 5. Position the top washer 1 run on the top standard nut and tighten with wrench and sledge.

Retighten lower nut to make certain that the bolt has not pulled loose in the sleeve.

Run lock nut on lower thread and tighten with wrench and sledge.

Run second lock nut on top thread and tighten with wrench and sledge.

INSTALL REMAINING ALIGNMENT BOLTS

Follow the same procedure to instal I the three remaining bolts.

Install both bolts for one spl it before proceeding to the other split.

CHECK ALIGNMENT

With a small para} leI and feeler gauge, check the al ignment on the rim faces of the gear halves.

They should al ign themselves within approximately .003 11 • .

Page 6

. ---------

BI116053

((

INSTALLATION OF CLEARANCE BOLTS

After bolts have been inserted, adjust top and bottom' standard nuts so that equal portions extend above and below the spl it. Remove bottom nut, making sure that it rotates freelY. Sl ip the bolt out ?f t~e hole so - - - - ..- - - · - - · · - - - - - - - - - - - - - - ' [ n aI-Lh-e--errriTe---unt h-readed-po-rt-Ion-Is--exp es-ecl.-- -.----DO NOT DAMAGE THREADS. POSITION CLEARANCE BOLTS

(

Figure 6

C1ea ran ce Bo 1t s .

TIGHTEN CLEARANCE BOLTS

All clearance bolts must be tightened by the following SPECIAL PRESTRESSING PROCEDURE:

HEAT BOLT AND CHECK TEMPERATURE

Heat the center unthreaded portion of the bolt with an acetylene torch until the surface is uniformly heated to A TEMPERATURE OF 600 0 F., INCLUDING AMBIENT TEMPERATURE. Check temperature every 3 or 4 minutes with a surface pyrometer.

Use a heating tip on the torch, and hold the tip no closer than 1 1/211 from the bplt.

Approximately 20 minutes is required for proper heating.

CAUTION

When heating the bolt, care must be taken to HEAT THE BOLT EVENLY. The torch must be moved constantly so othat no area reaches a temperature above 600 F. Clearance bolts are heat treated and any reduction in hardness caused by overheat i ng will reduce the tensile strength of the bolt.

Page 7

BI116053

TIGHTEN NUTS QUICKLY

After proper heating, sl ip the bolt into the hole and QUICKLY run a nut on the bottom threads.

Tighten nut with a wrench and sledge. Run on top and bottom lock nuts and ti~h~en with wrench and sledge. Install remaining clearance bolts in the same manner.

AFTER ALL BOLTS HAVE BEEN INSTALLED, THE SPLITS SHOULD BE FEELER TIGHT (less than

.0015").

--- ----------- -- -------A-f-ter---a-l-1-s-pl-i-t--be-1--t-s--a-re--i- 1'1-- 1">+ aGe, --i-A-s-ta-1-1 every fourth flange bolt in the top half of the gea r .

Figure 7

METHOD OF CHECKI NG SPACING AT SPLITS OF SPLIT RING GEARS (W ITHOUT HUBS)

After mounting on the mounting flange and tightening a1 ignment and clearance bolts, a cy1 indrica1 pin should be placed between the teeth of the gear several teeth removed from the sp1 it. A dial indicator should be set up and zeroed to the maximum-plus reading as the gear with the pin between the gear teeth is rotated past the stem of the indicator.

The pin should be removed without disturbing the indicator setting and placed in the adjacent space towards the sp1 it.

The gear should again be rotated so that the pin passes under Page 8

('

BI116053

the indicator stem. The maximum-plus reading should be recorded. This procedure should be repeated for about three spaces on each side of the spl it, as well as for the space at e a c h s p 1 i t.

Ani nd i ca tor rea din gat asp 1 i t that' varies by .005 11 or more in the negative direction from the other readings is an indica t i on tha t the sp 1 it is open.

The open spl it may be caused by interference between the gear bore and a mounting flange surface, ----- ---------------------------t ne--6orrTn-g pa as- ma y-IJe-6u rrea--orn-a ve-fo-r----------eign material between their surfaces, or the gear has been mounted ell ipt ical, ,egg shaped, with the large diameter at the spl its, so that the spl its cannot be pulled tight.

The egg shaped mounting of the gear can be determined by making a radial runout check as described on pagelO. Steps should be taken to correct the open spl it condition by removing the interference between the gear bore and mounti'ng flange register, by removing any burrs or dirt between the bolting pads, or by remounting the gear to el iminate the ell iptica 1 shape.

I f the gea r is opera ted with the spl its open, bumping will occur every time a spl it passes through the mesh point with the pinion.

I'

(

INSPECTION PROCEDURES

METHOD OF CHECKING RIM FACE RUNOUT OF GEAR

If gear can be rotated without end float, place indicator squarely against the rim face stamped (000) at station stamped 1 and set to zero.

Revolve gear slowly, record readings at each station.

After one complete revolution, indicator should read within ± .00211.

If not, recheck.

The allowable rim face runout is shown in Table 1.

The total rim fac~ runout is the algebraic difference between the maximum plus (+) and maximum minus (-) readings.

EXAMPLE

Readings for a16 foot diameter gear 1 isted in the chart below.

Page 9

are

BI116053

The tota 1 rim runou t of .020" is obta i ned between station 3 with a maximum ~+) re~ding of + 005" and station 9 with a maximum minus (-) r~ading of -.015 11 • This is within the allowable .022" shown in Table 1.

- - - - - - - - - - - - - - - - - - - - ------------------ - - - - - - - - - - 1 1 - - - - - - - - - -

TAUI,;E

1

-

- - - - -- - - - -

(

- - - - - - -

Outside Allowable Diameter Rim Face of Gear Runout (feet) (inches)

6 .006 7 .007 8 .008 9 .009 10 .010 11 .012 12 .014 14 .018 16 .022 18 .026 20 .032 22.038 24 .044

Figure 8

( CHECKI NG RADIAL RUNOUT OF GEAR

ALLOWABLE RADIAL RUNOUT

M0 u n tad i a lin d i ca tor sot hat i t

ca n be set against one of the four machined surfaces as shown in Figure 9.

Place the indicator square with the machined surface at one of the stations stamped on the gear rim face.

Revolve the gear slowly and record readings at each station under the corresponding station number.

After one complete revolution the indicator should read within :i- .002" of the initial reading at the starting station.

The a I I owa b I era d i aIr uno uti s show n i n TabIe 2.

The total radial runout is the algebraic difference between the maximum plus (+) and maximum minus (-) readings.

If radial runout exceeds allowable shown in Table 2, correction can usually be made by recentering the gear.

Use jackscrews, hydraul ic jacks, or screw jacks. I f error cannot be corrected, check mounting flange for concentricity. When gear is centered, installall remaining flange bolts.

Page 10

BI116053

i

EXAMPLE

. Readings for a 16 foot 1 isted in the chart below.

diameter gear are

Station No, Indicator Reading

The tota 1 rad i a 1 runou t of .020" is obta i ned between station 3 with a maximum (+) reading --------------------or~OOS"--ana--starion--9--~;riTn a max rmum -rrri-nITs(-) reading of -.015".

This iswithin the a1 lowab1e .026" shown in Table 2.

,1[ABLE

2

on seal ring

0 111

\\\

~-.-~---

.014 ,016 ,018 .022 ,026 .030 ,036 .042 .048

B an counter bare

("" Figure 9

RADIAL RUNOUT an gap

RECOMMENDED BACKLASH

(' ..'

The required backlash for gear appl ications of this type varies with diametra1 pitch, and these backlash requirements are given in Table 3. It should be noted that all values of backlash are given in the normal plane.

Therefore, if backlash is checked with a dial indicator, the indicator must be set perpendicular to the hel ix of the teeth.

All backlash values are to be establ ished with load on the gearing. This is to be accompl ished with cable load a p p lie d to the d rum by raising an empty dipper or bucket.

.....

Page 11

BI116053

TABLE

3

RECOMMENDED BACKLASH IN NORMAL PLANE MAXIMUM

D. P .

MINIMUM

3/4

.030

.065

.030

.060

1

1-1/4 .055 .025 -- --l---:T/2-- ------:-U2-0- - --------:-OSO------

SETTING OF PINION FOR BACKLASH AND TOOTH .

CONTACT

.050 .045

1-3/4 2 2-1/2

.020 .015 .015

3

.010

.045 .040

3-1/2

.010

.035

Roll the gear to bring a favorable checking station (which is the one with either maximum plus (+) or maximum minus (-) rim face runout reading) to the mesh position.

PLACE THE PINION ASSEMBLY INTO POS I TI ON

Bring the pinion shaft into approximate parallelism with the gear axisby leveling and pre1 iminary shimming of the bearing pedestals.

Next place the pinion into mesh with the gear for sett ing of contact and backlash.

I f the gearing is single helical,the bearing caps should be removed to make sure tha,t the thrust ring is in the cprrect pedestal and that the free bearing is in the center of its axial float. Where locknuts are used to secure the bearing, check for tightness and make sure the lock tab on the washer is secure.

TORQUE PINION TO GEAR

Fix gear to prevent rotation and torque pinion to gear in the actual direction in which it is to operate, as illustrated in Figure 10.

If a herringbone gear, make sure pinion apex centers on gear apex.

This is done by barring pinion back and forth endwise to make sure it is free to float within the bearings.

Anti-frict ion bearings should be free to float and centered in their pedestals when pinion is centered against apex of gear.

Page 12

(,

BI116053

Figure 10

All backlash values are to be estab1 ished with load on the gearing.

This is to be accomp1 ished with cable load appl ied to the drum by raising an empty dipper or bucket.

(

CHECKING TOOTH CONTACT AND BACKLASH

The setting of contact and backlash must be Select the recommended done simultaneously. backlash requirements from Table 3 and proceed as follows.

With pinion torqued firmly to the gear, check the contact and backlash side of the teeth at the mesh point.

This is done by drawing a feeler gauge between teeth as shown in Figure 11. Adjust pedestals until a near zero feeler measurement is obtained at CL and CR, and a nea r equa 1 ba ck 1ash with i n the recommended 'range at BL and BR. Measurements 0 should be made at four points on the gear 90 apart.

C:.

Page 13

BI116053

LEFT

RIGHT

CL

CR

(

Measuring Contact Side

BL

--------BR---------- - - - - - - - - - - - - - - - - - - - - -

Measuring Backlash Side

Measuring Backlash Side

No Clearance on Contact Side, CL and CR

Figure 11

( EXAMPLE

The example below shows the contact and backlash measurements taken on a gear set of 1 diametra1 pitch. From Table 3, the recommended backlash is .030minimum and .060 maximum.

POSITION OF GEAR RELATIVE TO MESH

CONTACT Right Left CR CL

Starting Position

.000

.002

.048

.047

.000

.001

.047

.045

.002

.000

.042

.045

.003

.000

.037

.040

90 0 from Starting Position 1800 from Starting Positi()n 270 0 from Starting Position

Page 14

BACKLA SH Left Right BL BR

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BI116053

ALTERNATE METHOD FOR CHECKING TOOTH CONTACT AND BACKLASH

If it is not possible to use a feeler gauge due to space 1 imitations, proper contact pattern must be obtained by thet race method. .Sat i sfactory contact patterns are shown in Figure 14.

~.~.-- . .~------. . .~.-.--'. --A£te.r--a--cor.r.ect~_cDnt.acLp-a_tJ e r n......ba~e~lLe s_-____

tabl ished, check the backlash with an indicator, as shown in Figure 12. Determine,proper backlash from Table 3. Care should be exercised in adjusting pedestals to establ ish correct backlash.

Use indicators at each pedestal for equal in or out movement 50 as not to affect a change in contact setting.

After proper backlash has been obtained, recheck con tact.

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Figure 12

Page 15

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BI116053

( '.

FINAL CHECK FOR UNIFORM CONTACT PATTERN

After estab1 ishing pinion a1 ignment with pedestals firmly secured, make a final check for tooth contact to assure accurate gear a1 ignment. . Apply a very thin, smooth coat of Prussian blue pigment, jamp black, or red lead, to five or six pinion teeth, previously cleaned, as shown above, making sure entire profiles of teeth are covered across face.

Roll pinion back and forth through the mesh several times to trace contact pattern on gear teeth.

If motor power is not available use a torque arm, and "bump" teeth on both sides as pinion is rolled back and forth.

The contact pattern may be scattered but should show across at least 80% of the gear face, as sketches below show.

Figure 14

Single Helical

Double Helical

TYPICAL CONTACT PATTERNS After a satisfactory contact pattern is estab1 ished for the initial position of the gea r , the same con ta c t check s hou 1d be made at three more points on the gear, spaced 90 0 apart.

A minor adjustment to the 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 which may have occurred in handl ing or assembly. Clean gear teeth and enclosures thoroughly before enclosing gears.

Page 16

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BI116053

AVOID MISALIGNMENT IN PLANE OF CENTERS

Figure 15

(

AVOID MI SALIGNMENT AT RIGHT ANGLE TO PLANE OF CENTERS

Figure 16

If gears are misal igned in plane of centers, pattern as shown in sketches below wi I 1 develop. Pedestals should be moved to correct this condition and to obtain ful I contact across entire face width of gear.

Single Helical.

Double Helical

If gears are misal igned at right angles to plane of centers, pattern shown in sketches below will develop.

To correct ~nd to obtain ful I contact across entire face width of gear, move pedestals.

Single Helical

Double Helical

MAINTENANCE OPERATION OF GEARS

After full load is appl ied, it is important to recheck tooth contact periodically during the· first few hours of the running-in period to determine the effect of any settl ing of foundations, initial wear on bearings and to assure proper lubrication.

If minor adjustments are required, procedures out! ined in this manual for checking tooth contact during installation should be followed for final inspection and readjustments.

Page 17

BI116053

MAINTENANCE

If conditions are satisfactory after the first week of operation, general inspections and observations should be made every week to be sure there is an adequate film of lubricant on the pinion and gear teeth.

Since some of the lubricant is squeezed or wiped from the contact areas, the working surfaces 'of the teeth must be checked for adequate lubrication, not just the general appearance of the --- --------- - -- ---------:-p-i-n-i-o n-an d-geCl-r--;------- --,-------------------------INSPECTION OF GEAR SPLITS

Spl it Ring Gears should be checked after one month of operation to make certain that the two halves are held tightly together at the sp 1its.

HANDLING

If it becomes necessary to dismantle the drive for any reason, car~ should be exercised in handl ing the pinion and gear to prevent damage to the teeth.

When 1 ifting with a crane, protect the teeth by placing wooden planks between the chain or cable and the ends of the gear teeth.

When the gear or pinion is placed on the floor, wooden planks or blocks should be used to avoid damaging the teeth.

PINION REPLACE MENT

When installing a new pinion to mesh with a used gear, it is difficult to al ign the pinion to suit the wear or contact pattern on the working face of the gear teeth.

Therefore, the alignment of a new pinion is usually a "cut and try" procedure.

The important steps in the installation al ignment o~ a replacement pinion are:

,and

(1) Ca refu 11 y inspect a 11 the teeth on the gear for possible burrs, ridges or high spots; fi Ie or grind these below the normal tooth curvatures to el iminate high load concentrations which may cause tooth surface distress or noisy operation.

(2) Al ign the pinion to the gear in accordance with procedures contained in this manual to obtain the best possible contact pattern on the loaded side of the gear teeth.

Page 18

(,

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BI116053

I

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.

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M"A"U;Ji" ,'. . ~

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WELDING INF RMATI N FOR

MAINTENANCE OF MARION MACHINES

(

C I'" 851

NOVEMBER 1968

(

MARION POWER SHOVEL COMPANY, INC. • MARION, OHIO, U. S. A. A SUBSiDIARY OF PITTSBURGH COKE " CHEMICAL COMPANY

BI116053

CI-851

(

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES The following information has been prepared to provide basic welding instructions for field repair of Marion welded assemblies and related parts.

The kind of steel used in a weldment, casting or forging de-

---~~-------te-rm-i-ne-s--t_he-type--of-we-l d-rod--a-nd--we-l-d-i-ng-procedure-to-be-u-sed;--------~­

The larger castings have the material symbol cast on the piece.

Large weldment components such as rotating frames, lower frames, front ends, etc., effective June, 1959, will have the material stamped on the individual Weldment Inspection Plate. The material symbol will be shown on the inspection plate, opposite IIWeld (See Figure 1). ll

M.P.S. Co. ·INSPECTION PART# _______________

SERIAL # ______________ MACHINING _ _ _ _ _ __

(

"

SUB-ASSY. ____

..

~

3"

_______

ASSEMBL Y _ _ _ _ _ __

WELD __________________

3 11

INSPECTION PLATE - Located on Larger Weldments Figure 1 Material Identification - Marion Power Shovel Company Material symbols and Major Component Parts ~.

The following information contains the various materials used in the major components. Refer to the inspection plate or the mat e ria 1 s ym b01 0 n a cas tin g for s pe c i f i c mat e ria 1. Mac h i ne s built prior to June 1959, will not have the material identification on the Inspection Plate.

-1-

BI116053

CI-851

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES Listed below are the types of steel used for the components parts of Marion machines.

TABLE 1 Compollent Part . ____~_______

~ ______

Material - M.P.S. Symbol

Ba i 1

CB, CC-2A, CC-9, CH, F, FK, FT-1

Bucket, Dragline

(See Attachment #1)

Boom

F, FK, FK, FK-l, FT-l, FHL

Boom Foot Crawler Axle

CA, CB, CC-9, CJ, CK, CN, F, AISI-4140 .

CB, CJ, CK, CL-5. F, FK,.KO, SE

Crawler Frame

CB, CJ, F, FK, FT-l

Crawler Shoe

CC-2B, CC-10, CC-~2, CH, CK-2B, Cl-2, AISI-4330,.

AISI-4340, AISI-8630

Crowd Handle

F, FK, FT-1

Dipper

CH, CHN, CJ, Cl, CN, FCHN, FK, FT-1, FHl

Dipper Handle

F, FK, FT-1

Gantry

F, FK

. Gantry Frame

CB, CN

Gear - Forged & Cast

CB, CC-2A, CC-6, CC-10, CC-11 CFC, CK Series, AISI-4140

Gear Fabricated

F i FK (Web), SE, AISI-4130 AISI-4140, CB, CC-2A, CC-9, CN (Rim & Hub)

House (Note 1, Page 6)

F

Ladder (Note 1, Page 6)

F

Lower Frame

CB, CC-2B, CC-6, CD, F, fK

-2-

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BI116053

.',

CI-851 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES

(

(

Components Parts

Material - M.P.S. Symbol

Machinery Frame

CB, CD, F, FK

Machinery Guard (Note 1, Page 6)

F

Walking Crank

CC-9, CK, Mod. CN, C-74 Alloy

Main Rotating Gear

CC-2A, CC-2B, CC-6, CC-10, CD, CK, FT-1, AISI-I045

Racking

CC-2B, CC-I0, CC-l1, CH, CK-2, CL-2, FT-l, AISI-4328

Rail

CC-1, CC-I0, CC-l1, CK-2 & 3, FD, FE, AISI-4340

Sheet Metal (Note 1, Page 6)

F

Tub

F

Upper Frame

CB, F, FK, FT-l

Walking Shoe

F, FK

Walkway (Note 1, Page 6)

F

WELD ROD & PREHEAT RECOMMENDATIONS Listed on the next page are the recommended types of electrodes and preheats for welding steels designated by Marion Power Shovel Company's symbol.

It is important to note that the same preheats are required for burning or carbon arcing as is specified for welding.

Preheats should be applied evenly, raising the temperature slowly from ambient to 200°. Spot preheating at temperatures + 30 0 or below can cause propagation of cracks.

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..

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BI116053 CI-851

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES TABLE 2 Sheets, Plates, Structural Shapes, Forgings & Castings Material M.P.S. Symbols

Electrode A.W.S. Classification

Minimun Preheat - OF.

AISI-I045

E-9018-M

500

E-I0016-02

500

70XX (Note 1 , Page 6)

Room Temp. or 75 0

F-1

70XX

Room Temp. or 75°

FB

E-9018-M

AISI-41 0 AISI-4328 F,

(Mild Steel)

FCHN

*800

. E-309-15 (Note 2, Page 6) See General Notes E-FeMn-A (Note 2 , Page 6 ) See General Notes

FO

E-9018-M

*800

FE

E.. 9018-M

*800

FHL

E-9018-M

100 0 up to 1-1/211 150 0 over 1-1/211

FHU

E-11018-M

400

FK (Low Alloy)

70XX·

Room Temp.; 200 0 for 2" and over

FK-l (Low Alloy)

70XX

100 0 .; over 1-1/2" thickness, 300 0

FK-2

70XX

Over 211 - 200 0

E-I1018-M

350 0

FT-1 (Low Alloy)

E-9018-M for stress relieved welding

200 0 Min. to 2", Increase SOD/inch. Max. 500 0

FT-1, FT-2, FT-3

E-II018-M for as welded

200 0 Min. to 211. Increase 50 0 /inch. Max. 500 0

KM

E-I0016-02

·FR-4

* Post Heat (See Sheet 8)

*600

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BI116053 CI-S51

WELOING INFORMATION FOR MAINTENANCE OF MARION MACHINES TABLE 2

( Materials

Minimum Preheat - of.

M. P • S. Sym b 0 1

Electrode A.W.S. Classification

KO

E-10016-02

*650

KP-3

E-10016-02

700

---SI-fM e diu m-----raroonr--.r-=90nr:-fYf---------------3Sa------------------------

------

500

SE-3

E-901S-M

AISI-4140-433

E-10016-02

*600

AISI-S630

E-10016-02

400

CA. CB (Med Carbon) E-7016. E-701S

200

CC-I, CC-2A, CC-9.

CC-IO

E-901S-M

300

CC-2B, CC-6

E-901S-M

350

CC-7

E-90IS-M

400

CC-11, CC-12

E..:10016-02

300

CO

E-901S-M

250

CO-1

E-I101S-M

200

CFC, CFC-I

E-10016-02

* 5 0 0;

CFC-2

E-IOOI6-02

*500; Over 211 thickness, 700 0

CFO, CFO-I

E-I201S-M

*600

CH (Hadfield Ma n . )

E-309-15 (Note 2 , Page 6 ) See General Notes E-FeMn-A (Note 2 , Page 6) See General Notes

CHN

E-309-I5 (Note 2 , Page 6 ) See General Notes E-F3Mn-A (Note 2, Page 6) See General No tes

CJ

E-90IS-M

250

CK, CK-I, CK-2, CK2B, CK-3

E-II01S-M

350

CL, CK-4, CK-5, CK-6, CK-7

E-110IS-M

400

C K-S

E-110IS-M

450

* Post Heat (See Sheet S)

0 v e r 2 11

thickness, 700 0

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BI116053

CI-851

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES TABLE 2

~-

..- - -

-...

Minimum Preheat

M• P • S. SYmbo 1

Electrode A.W.S. Classification

CKF ~ CKF-1

E-10016-02

*600

CL-2, CL-3

E-l1018.,G

400

CL-4

E-I1018-G

350

CL-5

E-8016-C1

150

CL-4A

E-l1018-G

400

CN

E-7016, E-7018

CO

E-llOlS-M

450

SE-I045

E-9018-G

500

E-90l8-G

*650

Materials

~--~------

-

of.

..

~~

75

Rail Steel

FE, FD NOTE 1

Use E-60l0 or E-6012 for non-structural parts only, such as sheet metal, guard rails, catwalks,house covering and stiffeners.

NOTE 2 - Can be used for welding manganese steel to carbon or low alloy steel.

MATERIAL INFORMATION - GENERAL Rail Steel - MPS Symbol FE, FD Tn repair areas of rail steel that have spalled off on the wearing surfaces, first remove all cracked edges by grinding.

Preheat - See Rail Steel Table #2. Build-up or pad the area to within about 1/4 inch of the finish surface with E~7016 electrodes. Complete build up with E-12016 electrodes and grind the weld to the desired contour.

To repair cracks that are in areas other than the wearing surface of the rails, preheat and use E-9016 or E-90l8 electrodes ..

* Post Heat (See Sheet 8)

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BI116053

C1-851

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES

(

Austenitic Manganese Steel: MPS Symbol CH and FCHN When welding or flame cutting manganese steel the temperature 1/2 inch back from the edge of the joint should never exceed 500 0 F., otherwise an embrittled heat affected zone may result.

Interpass temperature between each bead or layer should not exceed 600 0 F., when welding.

Normally, manganese is non-magnetic, but work hardened manganese - - - may besngl1 tTYmagrle1:Tc-,- -W 0 r k-fl ar aen e crareassnou-n.l-b-er e m0 vea----by grinding before welding.

Cast Iron Parts - Friction Housings Welding - Permanent repair by welding is not recommended on these parts. Temporary repair may be made by bronze welding or brazing.

Use general preheat. The entire part should be slowly preheated to a minimum of 400 0 F .• heat maintained during welding, slowly cooled after welding.

When the appl ication does not permit brazing, the repair weld may be made using the electric arc process using nickel or nickel i ron e 1e c t rod e s (s uc has n i - rod" 0 r 55 Ge nera 1 pre he a t applies.

II

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II

II )

•

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WELDING INSTRUCTIONS Welding Rod Selection - Welding rod type shown by Table #2 is classified according to the American Welding Society standard system. Any reputable brand of electrodes conforming to the AWS type shown may be used. We recommend the "l ow hydrogen lime ferritic" rod which is the AWS EXXI5~ 16 or 18 type for all repair work. These rods must be kept dry and used according to manufacturer's recommendation for best results. When possible electrodes should be baked in an oven for a period of 1 hour at 700 0 F., then placed in a holding oven at 350 0 F; until electrodes are used.

C02 Semi-automatic flux cored wire can be used for flat position joints, if the chemistry of the wire is comparable to the specified stick electrode.

c -7-

BI116053

CI-851 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES

Preparation for Welding - Proper preparation is half the job.

Vee out defectlve material so that the repair weld will be as thick as original metal. Remove slag, rust, grease, paint, water, etc., from repair zone. Align parts properly and brace, clamp or tack weld to maintain alignment. Use specified welding preheats for all arcing or burning.

Figure 2

Figure 3

Crack completely removed . Wi 11 g i ve satisfactory repair.

Crack not completely removed. Crack will reappear in repair weld.

(

Figure 3A

Whenever possible make center pass 1as t as s,hown.

-

preheatin Preheat area adjacent to weld to specified temperature, See Table #2). Preheat temperature should be increased 50 0 for material (at weld) 1-1/2 to 2-1/2 inches thick, and up to 100 0 for material 2-1/2 inches thick and over. Preheat must be maintained until weld is completed. Tempil-Stiks (manufactured by Tempil Corporation, New York) are useful for temperature determination.

l

Post Heating - Heat area adjacent to weld 100 0 F., higher than preheat specified, (See Table #2). Maintain post heat for 1 hour plus 1/2 hour per each inch of the thickness. The cooling rate must be controlled so that the temperature drop is approximately 50 0 per hour until temperature reaches 150 0 F.

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BI116053 C I - 851

WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES

(

Order of Weldin - The order of welding should be such as to reduce warpage an a to provide a favorable locked up or residual stress pattern. The use of block welding (short full size welds) is helpful in reducing warpage. In many cases warpage can be eliminated by veeing out small areas and rewelding each area, continuing until the repair is completed. A favorable locked up or residual stress condition is obtained by making full depth

~~----~-~~~-werasaf-t-nese-c:;Ti(fff-farThes~t-frcmlt~h-e-n~eu~t-ra~l-a~x~is~~fiT~st-~~a~nd~·····-· -.--~-~.

making welds closest to the neutral axis last. Fusion line cracks that persist when welding castings can be eliminated by first depositing a thin layer of weld metal on the surfaces to be welded and then completing the weld.

In box section members this means welding two diagonal corners first, the remaining corners second~ top and bottom third and the sides last. This procedure produces residual compression at the extreme fibers where it is most beneficial.

c

Figure 4

Preferred sequence for blocking in butt joint in box section.

Peening - Peening may be used to reduce locked up stresses and to maintain original dimensions and alignment and to help prevent weld metal cracking in rigid sections. A blunt nosed tool should be used. The first or root and cover passes should not be peened. Avoid excessive peening in other passes.

Reinforcin~

- Extreme caution should be used in reinforcing weld repairs. any repeat failures have been due to faulty reinforcing. The repair weld alone, if properly made, is sufficient to make the part as strong as it was originally. However, in cases where reinforcing is desired. the following should apply.

Patch p1ates should not be greater than three fourths the thickness of the part being reinforced. Reinforcing should extend beyond critical areas. Ends of reinforcing plates should be tapered and rounded. Welds should extend completely around ends and should smooth out gradually to original structure. Every effort should be made to eliminate stress concentrations, such as square ends, sharp break offs, exposed rough flame cut edges, etc.

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BI116053

CI-851 WELDING INFORMATION FOR MAINTENANCE OF MARION MACHINES

(

Reinforcing (Continued) Figure 6

Figure 5

l!:!!:~:!!'!~:=::::":=:..=:""'-1 0 n Be am

l~

Flange Where Center Rib ~ Exists

_______________~____

Reinforcing Plate Taper End - Recommended

\_ _ _ _---"l Reinforcing Plate Square End - Not Recommended

Post Treatment - Where preheat has been employed or in cold weather the welding area must be slow cooled at a rate of 50 0 per hour to normal temperature or 150 0 . This usually means additonal general heating after the weld has been completed.

All rough edges and welds should be smoothed up. Repair areas should be cleaned and repainted.

(' .

For additional material or welding information on a particular repair job, send all details to Service Department, Marion Home Office.

( -10-

BI116053

ATTACHMENT #1 TO C1- 851 Sheet #1

(

WELDING INFORMATION FOR MAINTENANCE OF MARION DRAGL1NE BUCKETS Listed below are the types of steel used for the component parts of dragline buckets:

TABLE 1 Bucket Component Part

Material - M.P.S. Symbol

Anchor Bracket

FK

Angles

FT-l

Arch

FHL

Basket Plates

FHL

Cheek Casting

CL-4

Cheek Runner

FR-4

Corner Radius Casting

CK-3

Liner Plates

FR-4

Lip Casting

CL-4 W/FT-l Closing Plates

Ribs

FHL

Runners

FR-4

Shrouds

CL-4

Tooth Point

CK-2

Top Corner Casting

CK-3

Tooth Wedge

CK-3

Top Rail Casting

CK-3

Trunnion

CL-4

Wear Shoes

CL-2

BI116053

ATTACHMENT #1 TO CI-851 Sheet #2 WELDING INFORMATION FOR MAINTENANCE OF MARION DRAGLINE BUCKETS Rigging Component Part

Material - M.P.S. Symbol

Bushings

SE-3

--- - ---- - Ghai-n -li-n k5-(8 uil-d'" u p--N ot- ...._--- -Recommended)

(,

___CO_

Dump Block - Frame Sheave Retainers Socket Casting & Ball

CK-8, KP-3

Equalizer Block - Frame Sheave Wear Blocks

F, CK-l CC-2B CB

Pins (Build-up Not Recommended)

SW-Carburized KO-I-Ind. Hardened

Rigging Casting Misc.

CFD

Spreader Bar

CK-l, F

F, FK

CC-2B F

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BI116053

ATTACHMENT #2 TO CI-851

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WELDING INFORMATION FOR REPAIR OF HANDLE RACKING 1. Failure Through Tooth Section Preheat the adjacent area around the repair section to the specified temperature. Maintain preheat during arcing and welding repair.

----

--

-

-

Vee out defective section until the defect is entirely removed.

Remove all slag, rust, grease and paint. If defect extends across the rack. vee out the longitudinal welds of the racking to the member for a minimum of 12 inches each way from defect, both sides, see Figure 7. This will allow the 24 inch length of packing to expand and contract during the welding cycle.

If the crack in the tooth section to be repaired bottoms into the handle member and there is no crack in the handle member, care must be taken that the root bead does not penetrate into the handle member in the transverse joint. This can be accomplished with low amperage and bridging across, placing a thin strip of copper in the root of the joint or using a thin steel bar.

(

Electrode selection to be compatible to material specification (See Table #2).

Weld passes to be deposited full length of the joint, reversing direction of each pass.

Crack

Longitudinal Weld

Figure 7

BI116053

ATTCHMENT #3 TO CI-851

r

Sheet #1

RECOMMENDATION FOR REPAIR OF CASTINGS ON MARION MACHINES

( 1.

Determine material specification (see material specification on casting or inspection plate),

2.

Locally preheat area to be repaired to temperature prescribed by material specification, Regular preheating equipment is preferable on large castings.

Preheat is to be maintained during repair; postheating to be accomplished when so prescribed. (See General Instructions on p05theating.) Deposits shall be made in the manner shown in Figure 3A, Page 8.

3.

Metal Removal: (a)

Use of carbon arc air equipment will produce the most economical and most satisfactory means of preparing the section to be repaired. Carbon deposits left by this method must be removed by grinding and/or chipping before weld repair is started.

(b)

Oxy-Acetylene Tor£h may be used to wash aut metal for weld repairs. Deep burn gougas and nicks should be avoided to help eliminate trapping of slag and/or poor fusion. Slag and other foreign materials must be removed as in (a) above.

(c)

Cracks with an overall dimension of 8 inches or less shall be removed by working from the end of the crack to the middle-and then from the opposite end to the middle. Metal removed shall produce a vee pattern as shown in Figure 2.

Small diameter electrode shall be used in the root of the crack. Larger diameter rod or semi-automatic application may be used providing full accessibility to previous weld deposit can be obtained. Weld bead sequence to be shown in Figure 3A. Application of wide beads or using a weaving technique should be avoided.

(d)

Cracks with an overall dimension of 8 to 12 inches in length shall be repaired with the vee out starting at one end and continuing to the middle. Repairs of this opened section will be made as in (c) above except that each succeeding layer will be applied in a cascade manner, i.e., each succeeding layer of depos~ted weld. will be shorter at the starting point. This will permit proper tie-in of the weld beads when the remaining portion of the crack is opened up and repaired.

BI116053

ATTACHMENT #3 TO CI-851 Sheet #2 RECOMMENDATION FOR REPAIR OF CASTINGS ON MARION MACHINES (Continued) Note ends of all sections veed out shall be tapered to allow proper fusion and accessibili~y to the parent metal. (e)

Cracks with overall dimensions of over 12 inches Where possible, the middle one-third of the section to be repaired will be veed out to bottom of crack.

Repair of this section to be completed with each successive layer applied in a cascade manner on both ends of the section being repaired.

After center portion is repaired, vee out either of the remaining ends. Taper end of vee out for proper fusion and accessibility. Complete weld of this section.

Complete weld on final one-third of repair section.

Plate or casting crack (f)

Center bead crack

Fusion line crack

After arc out, the joint should be magnafluxed to determine if all of the crack has been removed.

Particular attention should be given to the walls of the bevels since it is possible for cracks to have various patterns and the arc out may appear crack free when it actually isnlt.