lufkin gearbox

5/24/2018 Lufkin Gearbox

1/163


2/163

Installation, Operation, and Maintenance page i

Table of ContentsTABLE OF CONTENTS-------------------------------------------------------i

LIST OF FIGURES AND TABLES --------------------------------------- iii

1 INTRODUCTION ----------------------------------------------------11.1 SCOPE..............................................................................1

1.2 SAFETYPRECAUTIONS...............................................1

1.3 EQUIPMENTDESCRIPTION........................................1

1.3.1 Factory Testing..........................................................11.3.2 Gearing......................................................................21.3.3 Bearings.....................................................................21.3.4 Instrumentation..........................................................2

1.3.5 Housing .....................................................................21.3.6 Lubrication ................................................................21.3.7 Accessories................................................................2

2 SAFETY SUMMARY------------------------------------------------ 42.1 GENERAL SAFETY PRECAUTIONS...........................4

2.2 SAFETY EQUIPMENT...................................................5

2.2.1 Wear Proper Safety Equipment.................................52.2.2 Reduce Danger of Damage to Hearing......................5

2.3 REDUCE RISK OF ACCIDENTAL SHOCK.................5

2.4 RESUSCITATION...........................................................5

2.5 POSSIBLE MISUSES OF EQUIPMENT........................5

3 INSTALLATION -----------------------------------------------------63.1 RECEIPT OF SHIPMENT...............................................6

3.2 STORAGE........................................................................6

3.2.1 Corrosion Protection During Inoperative Periods .....63.3 LIFTING, HANDLING ...................................................7

3.4 FOUNDATION................................................................7

3.5 TRANSPORT BUSHING................................................7

3.6 ALIGNMENT ..................................................................7

3.6.1 General ......................................................................73.6.2 Anticipation of Shaft Operating Positions.................83.6.3 Alignment Sequence..................................................8

3.6.4 Alignment Checking..................................................93.7 TOOTH CONTACT CHECK ..........................................9

4 OPERATION -------------------------------------------------------- 104.1 LUBRICATION.............................................................10

4.2 OIL TYPE AND GRADE..............................................10

4.3 CUSTOMER CHECK BEFORE START-UP................10

4.4 START-UP PROCEDURE ............................................11

4.5. CUSTOMER CHECK AFTER START-UP ..................11

4.6 ALARM SWITCHES.....................................................11


3/163

page ii NFVQ2419D

5 PREVENTIVE MAINTENANCE--------------------------------125.1 INTRODUCTION..........................................................12

5.2 DAILY MAINTENANCE .............................................13

5.3 MONTHLY MAINTENANCE......................................13

5.4 QUARTERLY MAINTENANCE..................................135.4.1 Oil Analysis Guidelines...........................................135.5 ANNUAL MAINTENANCE.........................................14

5.6 OIL CHANGE INTERVALS.........................................14

6 DISASSEMBLY------------------------------------------------------156.1 GENERAL......................................................................15

6.1.1 Lock out/Tag Out Procedure ...................................156.1.2 Visual Inspection.....................................................15

6.2 TOOLS REQUIRED......................................................15

6.3 SPARE PARTS ..............................................................16

6.4 REMOVAL OF GEAR COVER....................................16

6.5 REMOVAL OF HIGH SPEED PINION........................166.6 REMOVAL OF LOW SPEED GEAR ...........................17

6.7 REMOVAL OF TORQUE SHAFT................................17

7 GEAR INSPECTION -----------------------------------------------187.1 TOOTH CONTACT CHECKING .................................18

7.1.1 Introduction .............................................................187.1.2 Why Check Tooth Contact ......................................187.1.3 When to Check Tooth Contact ................................187.1.4 How to Check Tooth Contact ..................................187.1.5 Soft Blue Method ....................................................187.1.6 Hard Blue Method ...................................................19

7.2 INTERPRETATION OF TOOTH CONTACT..............197.3 GEAR CONDITION ASSESSMENT............................20

7.3.1 Types of Gear Wear or Failure................................207.3.2 Definition of Gear Failure .......................................21

8 BEARING INSPECTION------------------------------------------228.1 BEARING TYPE ...........................................................22

8.2 BEARING CONDITION ASSESSMENT.....................22

8.2.1 Bearing Clearance ...................................................228.2.2 Bearing Contact and Correction ..............................238.2.3 Bearing High Spots..................................................238.2.4 Flaking of Babbitt....................................................23

8.2.5 Scoring.....................................................................238.2.6 Wiping.....................................................................248.3 REPLACEMENT BEARINGS ......................................24

9 REASSEMBLY ------------------------------------------------------259.1 PREPARATION.............................................................25

9.2 REASSEMBLY SEQUENCE........................................25

9.2.1 Gear Assembly ........................................................259.2.2 Bottom Section ........................................................259.2.3 Middle Section.........................................................269.2.4 Top Section..............................................................27


4/163

Installation, Operation, and Maintenance page iii

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

10 TROUBLESHOOTING ------------------------------------------- 2910.1 ABNORMALLY HIGH TEMPERATURE...................29

10.2 LOW OIL PRESSURE...................................................29

10.3 UNUSUAL OR EXCESSIVE NOISE ...........................2910.4 EXCESSIVE VIBRATION............................................30

10.5 NO SENSOR READINGS.............................................30

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

List of Figures

and TablesFigure 1 Lifting provisions ......................................................7

Figure 2. Axial thermal growth.................................................8

Figure 3. Mechanical and thermal movement...........................8

Figure 4. Generator, gear unit, and turbine aligned ..................9

Figure 5. Tooth contact patterns .............................................20

Figure 6. Pressure dam journal bearing ..................................22

Figure 7. Orientation of pressure dam bearings......................26

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

Table 2. Standard Danger, Warning And Caution Symbols...........4

Table 3. Preliminary Alarm Settings ............................................11

Table 4. Maintenance Schedule Overview...................................12

Table 5. Recommended Tightening Torques................................27

Table 6. Troubleshooting Tips......................................................31


5/163

page iv NFVQ2419D


6/163

Installation, Operation, and Maintenance page 1

Introduction 1QUALITY AND PERFORMANCE ARE PRIMARY CONCERNS AT LUFKIN.

The employees of LUFKIN Industries have made every effort to provide the customer withhigh quality, long lasting equipment which will give trouble-free service for many yearsprovided it is operated within its designed capacity and is properly lubricated and maintained.

Reflecting its commitment to Quality, LUFKINs Quality Management system has beencertified to ISO-9001 Det Norske Veritas Quality System Certificate, No. CERT-8443-2006-AQ-HOU-ANAB.

For further assistance from LUFKIN, please call or fax the following numbers:

LOCATION PHONE FAX

Customer Service (Parts, etc.) (936) 637-5211 (936) 637-5883

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

Repair Division (936) 637-5413 (936) 637-5104

Engineering (936) 637-5266 (936) 637-5774

1.1 SCOPE

The objective of this manual is to give general information on installation, lubrication,operation, maintenance, disassembly and reassembly of LUFKIN Industries NFVQ2419Dvertical gear units. In addition, there is supplementary information on unit storage, couplingalignment, oil characteristics, bearing wear, and gear wear. Table 1 provides an overview ofequipment features.

1.2 SAFETYPRECAUTIONS

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

1.3 EQUIPMENTDESCRIPTION

LUFKIN model NFVQ2419D is a single reductionparallel shaft speed reducer.

For a cross section view of the gearing see the Parts List; and for the general shaftarrangement, shaft ends, and hold down locations see the Installation Plan. The Mass Elastic

drawing provides component weights and Wr2 values. A Wiring Diagram is provided forreference.

1.3.1 Factory Testing

Factory testing of LUFKIN gear units includes a detailed test of the gear at rated speeds withno load. This unit is built per AGMA 6011-H98 and API 613 5th Edition.

1.3.2 Gearing

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


7/163

page 2 NFVQ2419D

couple to a turbine. The gear assembly has an integral coupling hub to couple to a generator.Gears and pinions are made from carburizing grade alloy steel forgings.

LUFKIN gears are computer designed and rated according to the latest American PetroleumInstitute (API) and American Gear Manufacturers Association (AGMA) standards.Conservative service factors, based on API and AGMA recommendations and on LUFKIN'sexperience, are applied to the ratings to ensure long gear life.

1.3.3 Bearings

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

1.3.4 Instrumentation

Installed instrumentation includes:

four embedded RTDs, Minco duplex, platinum element, one in each radial bearing

two accelerometersBentley Nevada

vibration probe provisions all necessary interconnecting lead wires

1.3.5 Housing

The housing is a three piece fabricated steel structure, with the split lines on the horizontalcenterlines of the rotating elements. Inspection covers are provided for inspection andexamination of all gear components, with a vent connection provided in the center section tomaintain atmospheric pressure inside the gear housing. The outside housing is painted withan epoxy topcoat. The inside is not coated.

1.3.6 Lubrication

The unit uses AGMA standard Light Turbine Oil, 150 SSU at 100F (ISO# VG-32, 32 cSt at40 C). Pressurized lubrication is carried by inmesh and outmesh spray pipes with spraynozzles at a maximum flow of 275 gpm at 30 psi with a maximum inlet temperature of 140F(1250 L/min. at 207 KPa with an inlet temperature of 60C.) The lubrication system isprovided by the customer after delivery.

1.3.7 AccessoriesThis unit is supplied with a Safeset clutch located between the quill and torque shaft thatlimits the amount of overload that can be transmitted by the gearbox. This unit is alsoprovided with a Koenig Turning Drive. The clutch between the turning drive and the highspeed pinion is designed to dis-engage when the speed of the pinion exceeds that of theturning drive output shaft. See the Koenig section of the manual as well as pages 8 & 9 ofthis manual for specific requirements. NOTE: The Koenig turning drive needs to be filled

with a special lubricant to the level recommended in the Koenig section of this manual priorto activation.


8/163


Table 1. EQUIPMENT DESCRIPTION CHART

Specifications Service Factor Service HP

AGMA 6011

API 613 5th Edition GE A-277696

AGMA 1.67API 1.10 70,000 HP52,200 kW

Gearing Bearings Design Clearance

High Speed Pinion double helical

67 teeth

HS - hydrodynamicjournal bearings withpressure dam

0.0170.019 inch0.43-0.48 mm

Low Speed Gear double helical

torque shaft

81 teeth

LS - hydrodynamicjournal bearings withpressure dam

0.0150.017 inch

0.38-0.43 mm

Reductions single Lubrication Endplay

Parallel shaftspeed

reducer Light Turbine oil N/A

Offset vertical Lube system suppliedby others

Heat treatment carburized Speed Housing

Cutting method hobbed Input3627 RPM Fabricated steel inthree pieces

Tooth finish CBN ground Output3000 RPM with inspection covers

WeightUnit33,000 lbs (14,970 kg) Heaviest Maintenance Lift (LS Assy)7474 lbs.(3390 kg)

Instrumentation

Minco embedded RTDs Bently-Nevadaaccelerometers

Koenig Turning Drive Safeset Torque Limiter


9/163

page 4 NFVQ2419D

Safety Summary 2

2.1 GENERAL SAFETY PRECAUTIONSThe following are general precautions that are not related to any specific procedures and thereforedo not appear elsewhere in this publication. These are recommended precautions that personnelmust understand and apply during many phases of operation and maintenance.

When manuals are supplied by a vendor for auxiliary or accessory equipment installed byLUFKIN, they are included in the appendix to this manual. IMPORTANT: Read and observeall safety warnings and messages in vendor manuals.

LUFKIN does not assume responsibility for proper guarding of shafting and couplings. LUFKINmay in some cases supply the guards; however, because of the position of the gear in the powertrain, the guards must also be attached to other equipment. The user must insure adequateguarding is provided and usedin the power train.

Table 2. Standard Danger, Warning, and Caution Symbols

DANGER notices are used toindicate an imminentlyhazardous situation.Failureto comply will result indeath or serious injury topersonnel.

WARNING notices are usedto indicate a potentiallyhazardous situation.Failureto comply could result indeath or serious injury topersonnel.

CAUTION notices are used toindicate a potentiallyhazardous situation. Failureto comply may result inminor or moderate injury topersonnel and/or damage toequipment.

DANGER: WARNING:

CAUTION:

DANGER:

Never work on machinery that is

still in operation or is still moving.

DANGER:

Never remove the inspection cover whilethe machinery is in operation.Always

lock out/tag out all power sources whileperforming maintenance

WARNING:

Never block the gear mesh byinserting material between thegear elements.

WARNING:

Shaft and coupling guards must besecurely in place before operation.

CAUTION:

Only persons familiar with and proficient atservicing, installation, maintenance,operation, and assembly of gearing shouldbe involved in those phases of use.

Lock out/tag out proceduresare fully explained inDISASSEMBLY


10/163


2.2 SAFETY EQUIPMENT

2.2.1 Wear Proper Safety Equipment

Personnel working with or near heavy equipment should wear safety equipment appropriate to thearea in which they work:

Safety glasses with side shields Appropriate hard soled shoes Appropriate head gear (hard hats)

2.2.2 Reduce Danger Of Damage To Hearing

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

2.3 REDUCE RISK OF ACCIDENTAL SHOCKPersonnel working with or near high voltage should removewatches, rings, or any jewelry that could make physicalcontact with circuits.

Do not replace components or make adjustments inside theequipment with the high voltage supply energized. Undercertain conditions, dangerous potentials caused by chargesretained by the capacitors may exist when power is off. To

avoid casualties, always disconnect the power and discharge the circuit before touching it.

Under no circumstance should any person reach into an enclosure to service or adjust equipmentwhen not in the company of someone who is capable of rendering aid in the event of an accident.

2.4 RESUSCITATIONPersonnel working with or near high voltage should be familiar with modern methods ofresuscitation. Such information may be obtained from the Bureau of Medicine and Surgery or theRed Cross.

2.5 POSSIBLE MISUSES OF EQUIPMENTFollowing are some possible misuses of gear units that might be encountered. To preventinjury/death of personnel and/or damage to equipment, the operator should avoid:

Overloading the gear (increasing torque above nameplate conditions.)

Running the gear above rated speeds. Reversing rotation. Changing lubricant type or grade. Providing inadequate lubrication. Operating at temperatures above recommended levels. Operating with vibration above recommended levels. Misalignment of the unit. Operating turning drive without lube system operating. Operating without lube lines to turning drive installed.

Use of hearing protection should beconsidered when working near any noisyequipment.

Keep away from live circuits.

DANGER:

CAUTION:


11/163

page 6 NFVQ2419D

Installation 3

3.1 RECEIPT OF SHIPMENTEquipment should be checked against shipping papers on receipt. The gear unit should alsoundergo a visual inspection to ensure that no damage has occurred during shipment. If yoususpect that the unit may be damaged, contact LUFKIN for assistance. Check:

Gear casing and shafts for signs of damage.

Any gauges provided for cracks in the glass.

Piping for dents, crimps, cracks or other damage.

A black coating of Equipment-Kote by Esgard, Inc., has been applied to all non-paintedsurfaces. Before installation, carefully remove the coating, using a safe solvent and a soft rag.Take care not to damage any oil seals or shafting while cleaning. All piping furnished byanyone other than LUFKIN should be carefully cleaned.

The Installation Plan drawing for the gear will show all customer piping connections as wellas any electrical connections.

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

3.2.1 Corrosion Protection During Inoperative PeriodsNOTE: Items 1 through 4 assume normal atmospheric conditions.

1. On new gear units shipped from LUFKIN, the rust inhibitor adhering to exposedsurfaces should prevent corrosion of interior parts for at least six months with coveredstorage.

2. When the unit has been operated for a period of time with a recommended lubricatingoil, the oil will protect interior parts for inoperative periods up to 30 days.

3. If additional down time is needed, the customer should hand spray oil on the gear meshand manually rotate the gear unit shafts every 30 days to redistribute the oil and gainprotection for 30 days.

4. If extended down time is expected and it is impractical to turn the shafts, a rust

preventive type oil should be brushed or sprayed on the gear teeth. Any openingsshould be sealed with masking tape. A quality rust preventive oil should give 12 monthsprotection against corrosion. This oil should be compatible with the operating oil, and itshould be unnecessary to remove the rust preventive oil when the reducer is startedagain.

5. For adverse conditions or long term storage, coat all parts with rust inhibitor compatiblewith operating oil and seal all openings.

6. A second method of long term storage is to disassemble the unit and coat each part withCosmoline or equivalent. Before the unit can be placed in service, special cleaningwith solvents will be necessary to remove all preservative from unit and parts.


12/163


FOUR LIFTPOINTS

Figure 1

3.3 LIFTING,HANDLINGThe gear unit shouldalways be moved byrolling on bars orskates, or by lifting itwith properly ratedslings through thelifting lugs on the topof the unit. See theInstallation Plan orTable 1, EquipmentDescription Chart forlifting weights.

Never lift or sharplystrike the shaftextensions.

Always exercise extreme caution while lifting anypart of a gear unit. The Installation Plan drawing alsoprovides lifting weights. See Figure 1 for liftingprovision locations.

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

cause bearing edge loading.

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

3.6 ALIGNMENT

3.6.1 GeneralSecuring proper shaft alignment is one of the most importantphases of setting upa gear unit. Any appreciable misalignmentcan cause a multitude of gear problems from excess bearingand gear tooth wear to vibration problems. Uncorrectedmisalignment can lead to catastrophic failure. Therefore, it isessential that thermal growth and shaft operating position inthe bearings be anticipated during shaft alignment and thatgood alignment be maintained.

Improper lifting techniques could causedamage to the gears and/or harm topersonnel.

Do not lift unit by either input or outputshafts. Do not bump the shafts.

Adequate foundation must be providedfor proper alignment.

WARNING:

CAUTION:

Figure 1

CAUTION:

Torque shaft transport bushing(blue ring) must be removed priorto start-up.

CAUTION:


13/163

page 8 NFVQ2419D

3.6.2 Anticipation of ShaftOperating Positions

The axial and radial running position of eachshaft must be determined and set correctly. Therunning positions depend on operating load and

temperature and will differ from the positionsunder no load and at ambient temperaturebecause of thermal expansion of the gearhousing and the direction of the bearingloading. A temperature rise of 3070 degreesFahrenheit (1540 degrees Celsius) is withinnormal range. For expected movement andthermal growth values see Figures 2, 3, and 4and see the Installation Plan drawing. Couplingsshould allow the shafts to float axially.

The driven and driving machines also havethermal movement which must be either added

or subtracted from the gear movement,depending upon the direction of the movements.

The gear can be initially centered in the housingby measuring the extensions as indicated on theInstallation Plan drawing.

The pinion with the turning drive attached has arequirement to maintain a dimension betweenthe turning drive clutch input flange and outputring of 2.313 to 2.125 inches. This dimensionalenvelope must be maintained at all times fromstationary cold position to operating at thermal

and rotational maximums. Operation with thisdimension below minimum can damage theturning drive while operation above themaximum dimension can result in a turningdrive that cannot disengage, and catastrophicfailure of the turning drive if the turbine isstarted.

3.6.3 Alignment Sequence

The alignment of these equipment trains is covered in detail in the GE Alignment Procedure.In general terms it consists of a cold set up that makes allowance for the vertical andhorizontal offsets to compensate for the thermal and mechanical movements seen when the

machinery starts out cold and stationary, and proceeds to operation at rated speeds and loadsat thermal equilibrium. The detailed procedure should be followed as shown in the GEdocument. The following can be used as a check to verify the final positions are acceptable:

1. Position the equipment on the base as instructed with shims as desired to permit futureequipment replacement if desired.

2. Connect the low speed torque shaft to the generator. Apply torque to the pinion untilthe pinion is pulled in operating mesh with the gear.

3. Check dimension between clutch input flange and output ring. This dimension should

be 2.1500.025 cold.

Figure 2

Figure 3


14/163


4. Move the gearbox or the generator axially until the dimensional requirement is met.

NOTE: High speed shaft coupling stretch should be established from the pinion positionestablished in (3) above.

5. Pull pinion flange toward turbine and verify dimension between clutch input flange and

output ring is less than 2.300.

3.6.4 Alignment CheckingA hot alignment check should be made by running the gear trainuntil temperatures stabilize, shutting it down and takingindicator readings while the package is hot (see GEARINSPECTION, Hard Blue Method.)

If optical alignment equipment is available, the hot alignmentcheck should be made with the package bolted together andrunning, using the optical alignment flats on the gear unit in

conjunction with any optical alignment flats provided on the driving and driven equipment.

After complete hot alignment is obtained, the gear unit should be redoweled to the foundationor base while the unit is running and temperatures are stabilized.

After coupling alignment is established, place coupling guards in position and secure.

3.7 TOOTH CONTACT CHECKAfter completing the start-up procedure outlined in OPERATION, run the unit for two hoursunder a light load, shut it down and remove the inspection cover to observe the areas on the

pinion where the blue has worn off.

If the contact is not satisfactory, the problem is possibly due togear housing distortion caused by drawing the housing downto a base that is not square with the housing. Be sure the gearhousing rests evenly on any shims before tightening thefoundation bolts.

Proper tooth contact must be obtainedbefore the unit is put into operation.

TURBINE

G

ENERATOR

Figure 4

Proper radial and axial alignment is

critical to satisfactory unitoperation.

CAUTION:

CAUTION:


15/163

page 10 NFVQ2419D

Operation 4

4.1 LUBRICATIONAt the time of shipment, LUFKIN coats interior gear parts with a rust preventative oil. Thisoil should be compatible with the operating oil, and it should not be necessary to flush theunit prior to putting in lubricating oil.

In the gear drive, lubrication serves three basic functions:

1. To separate tooth surfaces and prevent metal-to-metal contact, thereby reducing frictionand wear.

2. To remove heat losses at the gear mesh.

3. To remove heat produced in the bearings.

It is very important to the successful and satisfactory operation of a gear unit that carefulattention be given to proper lubrication, and that the lubricant be kept clean. Every precautionshould be taken to prevent water and foreign particles from entering the gear case. If the oildoes become contaminated by water or foreign particles, it should be analyzed and changed,if necessary, or cleaned and reconditioned.

4.2 OIL TYPE AND GRADEThe lubricating oil must be high grade, high quality, wellrefined petroleum oil. Straight mineral type lubricantshould be used. Consult LUFKIN before using anysynthetic lubricants.

It is essential that the oil be clean and non-corrosive togears and bearings. It must be neutral in reaction, possessgood defoaming properties, and also have good resistanceto oxidation.

LUFKIN specifies light turbine oil on the Parts List and Installation Plan drawings, as well ason the unit nameplate. Also see INTRODUCTION, Lubrication. It is useful to take abaseline analysis of the oil being put into the unit for later comparison.

4.3 CUSTOMER CHECK BEFORE START-UP1. Check all instrumentation and lubrication connections.

2. Check the lubricating system for correct type and quantity of oil.3. Check for correct shaft alignment. See INSTALLATION.

4. Check that all necessary piping and accessory wiring is complete.

5. Check for foundation bolt tightness. See INSTALLATION.

6. Check tooth contact. See GEAR INSPECTION.

7. Ensure plastic transport bushing is removed from torque and quill shaft.

8. Verify clutch dimension of 2.313 2.125. (Goal 2.150 0.025 cold)

Do not change grades of oil withoutapproval by LUFKIN.

CAUTION:


16/163


4.4 START-UP PROCEDUREActivate turning drive and operate at turning drive speedwhile ensuring acceptable oil pressure, etc. Start turbine andoperate at idle speed until temperature is stabilized. Ensureturning drive has disengaged. Bring up to operating speed andcheck for acceptable temperature and vibration.

4.5. CUSTOMER CHECK AFTERSTART-UP

1. Watch the bearings for a sudden high temperature rise which could indicate a bearingproblem.

2. Run gear under full load and speed and check for unusual noise and vibration. Expectedmaximum shaft vibration level for the NFVQ2419D is 2.0 mils (0.05 mm) peak-to-peakdisplacement. The expected maximum housing velocity is 0.2 in/sec peak (5 mm/sec).The preliminary settings for warning indicators offered below in Alarm Switches

exceed the expected operating levels.3. Also check oil temperature and bearing temperature. See Alarm Switches below for

starting alarm settings. After temperature stabilization, the oil temperature into the gearunit should generally not be hotter than 140F (60C).

4. After unit has run for two hours under load, start turning drive and shut unit down.Operate turning drive until unit has cooled acceptably. Shut turning drive down. Checkcoupling alignment, check and tighten any bolts that may be loose, and check toothcontact.

4.6 ALARM SWITCHESThe following settings are preliminary, and field conditions will dictate final alarm and

shutdown values. Actual values may be higher or lower than the following starting values:

Table 3. Preliminary Alarm Settings

Sensor Alarm Shutdown

Accelerometer

Casing AccelerationCasing Velocity

6 Gs peak0.3 in/sec peak(7.6 mm/sec)

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

Vibration Probes

Shaft Vibration

Shaft Speed, RPM

0


17/163

page 12 NFVQ2419D

Preventive

Maintenance 5LUFKIN recommends following the detailed maintenanceschedule on the next few pages for most operating conditions.

5.1 INTRODUCTIONThe Scheduled Maintenance instructions in this manual are intended to provide a guide forminimum operations required to insure years of trouble-free operation. Table 4 gives an

overview of scheduled maintenance.

If major repairs should be needed on this gear unit, it is best to return it to the factory. If timeis not available for factory repairs, LUFKIN has capable field servicemen available who cango to the job site.

If the customer desires to repair the equipment, the parts list furnished with the gear unit andthe information in this manual should be studied carefully.

Good preventive maintenance habits will prolong the life of the gear unit and will help indetecting trouble spots before they cause serious damage and long down time.

Table 4.Maintenance Schedule OverviewDAILY MONTHLY

check oil temperature check operation of auxiliaryequipment

check oil pressure check operation of alarms

check vibration check tightness of foundationbolts

check noise check for oil contamination

check for oil leaks

QUARTERLY ANNUALLY

analyze oil sample check bearing clearance

check endplay

OIL CHANGE check tooth contact pattern

2500 hours of operation OR check coupling

every six months check alignment


18/163


5.2 DAILYMAINTENANCE Check the oil temperature and pressure against previously established norms.

Check for unusual vibration and noise.

Check for oil leaks.

5.3 MONTHLYMAINTENANCE Check operation of auxiliary equipment and/or instrumentation and alarms.

Check tightness of foundation bolts.

Check oil for possible contamination. A sample should be obtained from the floor of thegear case.

5.4 QUARTERLYMAINTENANCE

Take an oil sample and submit for laboratory analysis. Compare the results to the initialbaseline analysis done when oil was first put into the unit. It is recommended that the oilbe changed in the following cases:

5.4.1 Oil Analysis Guidelines

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

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

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

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

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

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

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

Alloy SteelGear teeth, bearings

Mild SteelOil pump, slinger, or baffle rubbing gear case

Cast IronOil pump

AluminumOil seal, seal guards or carriers

Babbitt Journal bearings

The greatest advantage to oil analysis is that it can detect many failures before they are

catastrophic. The only way to do this is to take frequent samples and have them evaluatedimmediately. Monitor the results. If a change is noted, respond accordingly.


19/163

page 14 NFVQ2419D

5.5 ANNUALMAINTENANCE Check bearing clearance and endplay.

Check tooth contact pattern.

Visually inspect couplings and check alignment.

Inspect tags and labels showing replacement part numbers. Replace if necessary. Inspect warning signs and labels. Replace if necessary.

5.6 OILCHANGEINTERVALSUnder normal operating conditions, the lubricating oil should be changed every 2500 hoursof operation or every six months, whichever comes first.

The gear elements should be carefully visually inspectedthrough the inspection cover opening before adding newor reconditioned oil. If a filter is used, it should be cleanedat each oil change. After changing the oil filter element,refill the reservoir with new oil. (See OPERATION, Oil

Type and Grade and note the AGMA lubricant numberon the nameplate.) Be sure that the correct oil level hasbeen reached before starting again.

Complete oil changes for units with large capacity oilsystems are sometimes impractical. In this case, draining the oil system, cleaning thereservoir and/or gear sump, and then recharging the system with the original oil that has beencleaned and reconditioned may be sufficient. If this approach is taken, LUFKIN stronglyrecommends routine oil analysis so that any breakdown of the oil being reused can bedetected before affecting gear operation.

When working near rotating elements, becertain that the driving and drivenequipment are securely locked out.

CAUTION:


20/163


Disassembly 6

6.1 GENERALNOTE: Any work done on equipment during the warranty period without thewritten approval of an authorized LUFKIN representative could void thewarranty.

6.1.1 Lock Out/Tag Out Procedure1. Identify the energy sources used and all control devices.

2. Notify all affected personnel.

3. Turn OFF all operating controls.

4. Lock out or tag out all switches and energy controls inoff or safe positions.

5. Test all operating controls to make sure no power isgetting to equipment.

6. Perform required maintenance.

6.1.2 Visual InspectionThe following sequence is for complete disassembly. Visual inspection of the gearingthrough the inspection cover may provide the information necessary to determine the cause ofa problem without complete disassembly.

6.2 TOOLS REQUIREDFor disassembly and reassembly, several commonly available tools may be required. Nospecial tools or fixtures are required for the housing and gears, and no tools forassembly/disassembly are provided by LUFKIN. Following is a list of some tools that will behelpful.

Crane or hoist, along with soft slings or chains

1/2" & 3/8 eyebolts Dial indicator Pry bar Crocus cloth or fine steel wool Wrenches, screwdrivers, torque-wrench 3/8 and 7/8 Allen wrenches Prussian blue or similar dye for tooth contact check LocTite No. 49-31 Plastic Gasket

0.03 0.05 wire

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

When working near rotating elements, becertain prime mover is turned off andlocked out/tagged out.

DANGER:


21/163

page 16 NFVQ2419D

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

6.4 REMOVAL OF GEAR COVERThroughout the disassembly sequence, observe carefully what may have occurred insidethe unit and record the position and condition of any failed parts. Note any parts, bolts,nuts, or holes that are numbered or match marked; they must be reassembled as matched forcorrect assembly.

1. Disconnect the high speed coupling to the turbineand the low speed coupling to the generator.

2. Disconnect any piping, tubing, conduit, or wiringthat joins the housing sections.

3. Remove any bearing RTD service heads, vibrationprobe conduit and cables, or other auxiliaryinstruments that could be damaged by removal ofthe cover.

4. Remove the starter drive.

5. Remove the cap screws in the upper half of the seals, coupling guard adapters, and endcaps, cutting lockwiring where necessary. Also loosen the cap screws of these elementsin the middle and bottom sections.

6. Remove end caps, seals, and gaskets.

7. Remove all cap screws and nuts on the parting line. Leave studs in place to serve asguides for cover removal.

8. Break the parting line seal by using jacking screws in the jacking screw holes located

on each end of the gear unit. Some sharp raps with a rawhide hammer at the cornerpositions and prying with a large screwdriver may be needed to loosen the parting linejoint.

9. Attach a crane or hoist to the lifting lugs in the coverand carefully lift the cover about 1/4 inch (6 mm).Check that bearings remain seated and no conduit orwiring that crosses the parting line is still connected.

10. Carefully lift the cover straight upuntil it clears thegearing. The cover will need enough clearance (4inches (100 mm) or more) above the gear and studsfor the cover to be removed.

11. Place the cover on wood blocks so that the machined split line will not be damaged.

Take care that internal lubrication lines are not damaged.

6.5 REMOVAL OF HIGH SPEED PINION1. Mark the location of each bearing in the housing so that it can be reassembled correctly.

2. Attach the bearings to the pinion prior to removal of pinion as follows:

a. Note (and mark if the factory marking has worn off) the exact orientation of thebearings and which faces are out so that they can be replaced correctly.

b. Insert 0.03 to 0.05 wire around oil feed groove of each bearing and twist endstogether. (This will keep bearing halves together during removal from gearbox.)

During maintenance of the reductiongear, cleanliness of parts duringinstallation is of utmost importance to

assure successful gear operation.

Do not bump pinion with the raisedcover.

CAUTION:

CAUTION:


22/163


Ensure that wire is twisted together tightly so that bearings will not shift when pinionis removed.

c. Separate the bearings after pinion removal only if necessary to perform bearinginspection. See BEARING INSPECTION for details on assessing bearing condition.

3. Remove the high speed pinion (with its bearings if attached) using a soft sling on eachside of the mesh. Place the pinion on a soft material such as wood or rubber or a padded

V rack, taking care not to damage the gear teeth or bearings. If bearing inspection is tobe performed, remove the wire and bearings prior to positioning pinion.

6.6 REMOVAL OF LOW SPEED GEAR1. Remove the middle section of the cover in the same manner as the top cover was

removed.

2. Reinsert blue transport bushing (see INSTALLATION, Transport Bushing) so thetorque shaft will stay centered in the quill shaft.

3. Attach the bearings to the gear prior to removal of gear as follows:

a. Note (and mark if the factory marking has worn off) the exact orientation of thebearings and which faces are out so that they can be replaced correctly.

c. Insert 0.03 to 0.05 wire around oil feed groove of each bearing and twist endstogether. (This will keep bearing halves together during removal from gearbox.)Ensure that wire is twisted together tightly so that bearings will not shift when pinionis removed.

c. Separate the bearings after pinion removal only if necessary to perform bearinginspection. See BEARING INSPECTION for details on assessing bearing condition.

4. Remove the gear with attached bearings and coupling by attaching soft slings on eitherside of the mesh and lifting carefully. Set the gear assembly on a soft material such aswood or rubber or a padded V rack, taking care not to damage the gear teeth orbearings. If bearing inspection is to be performed, remove the wire and bearings priorto positioning gear.

5. See GEAR INSPECTION for an analysis of gear problems.

6.7 REMOVAL OF TORQUE SHAFTGenerally the torque shaft may be left inside the quill shaft. However, if it must be removed,use the following procedure.

1. Torque shaft must be disconnected before removing from quill shaft.

2. Remove retainer plate from Safeset Clutch and stop nuts from the studs in the quillshaft.

3. Depressurize Safeset clutch (see Safeset manual for details). Use a plate or bar withstuds or screws to press torque shaft out of clutch. Support clutch during this processand remove the clutch from quill flange. Set clutch aside.

4. Place a sling on a crane or hoist around the extension end of the torque shaft and lift

carefully to support the torque shaft without lifting the gear.

5. Keeping the shaft level, carefully slide it out of the quill shaft about half way.

6. Move the sling support toward the center of the shaft and slide it 3/4 of the way out.

7. Supporting the shaft in two places at no more than 1/3 of the way from either end, slideit all the way out of the quill shaft.

8. Carefully place on a on a soft material such as wood or rubber or a padded V rack.


23/163

page 18 NFVQ2419D

Gear Inspection 7

7.1 TOOTH CONTACT CHECKING

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

7.1.2 Why Check Tooth ContactGear teeth must have an even load across the entire facewidth to minimize stress on the teeth. The contact between

gear teeth is line contact; therefore, the alignment betweenthe rotating elements (pinion and gear) is critical. Toothalignment is controlled by the accuracy of the rotatingelements, the housing, and the bearing assembly.

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

7.1.4 How to Check Tooth Contact

The contact can be checked two ways. Note: The second method, the hard blue method, isthe only contact check method that performs in an acceptable manner in vertical offsetgearboxes. The references to soft blue contact checks are retained in this publication only forreference and possible use if dealing with other horizontal offset gearboxes.

Soft blue:Apply soft machinist's bluing or transfer bluing to the teeth of one gear and rollthat gear by hand through mesh with its mating gear. (The terms blue or bluing areused for convenience; the dye is available in other colors.) The transfer of the blue fromone gear to the other gear is read as the contact.

Hard blue:Paint the gear teeth with hard or layout blue, run the gear unit, and observethe pattern of 'wear-off' of the bluing.

Contact checking may usually be accomplished through the inspection cover port.Occasionally, soft blue checking is done with the housing cover removed, such as during thereassembly process.

7.1.5 Soft Blue MethodThe soft blue method is usually done first. Since the unit is not running, this check does notgive true contact. It does give a good indication of what contact will be. If it indicatesinadequate contact, you may choose not to start the unit until contact is corrected. If the unithas been disassembled, then a soft blue check before the housing cover is installed may savea tear-down to correct contact. This is especially important if a new set of rotating elementsor bearings is installed.

When working near rotating elements,be certain prime mover is turned off andlocked out/tagged out.

DANGER:


24/163


Soft blue is usually applied to three or four teeth on the pinion in two places 180 apart.Clean the teeth thoroughly with solvent, and brush on the blue in a very thin and even layer.With the gear set centered, hold a drag on the gear and roll the pinion through mesh with thegear. Rotation direction is not important, but the contact must be checked on the loaded flank,not the unloaded tooth flank. Observe the blue that transferred from the pinion to the gear.This is the contact pattern.

Cellophane tape can be used to remove this blue pattern from the gear and save it formaintenance records: after the check, firmly place a piece of tape on the gear tooth flank,remove the tape, place it on a clean sheet of white paper, and label it with:

the date

name and number of the part the tape was lifted from

the wing and apex

which helix (left or right, noting whether wing or apex is leading)

The contact should be checked at three places around the gear (approximately 120 apart;)however, the blue must be reapplied and smoothed on the pinion after each meshing.

7.1.6 Hard Blue Method

Thoroughly clean the area where hard blue is to be applied. The teeth must be absolutely freeof oil, or the blue will not adhere properly and large flakes will chip off, making the contactcheck inaccurate.

Apply the blue to an area three or four teeth wide at four places on the gear and at two on thepinion. Run the unit (usually at full speed.) Running conditions may vary from no load to fullload. The best way is to run the unit at very light load (up to 20%) for two hours or so, andthen shut it down and check the contact. With higher loads the unit should run a shorter timebefore checking contact. The trick is to run the unit just long enough to wear the blue off theareas of higher contact stress. High loads can mask poor contact and give a false reading.

7.2 INTERPRETATION OF TOOTH CONTACT

The following is information to be used only for guidance in deciding if tooth contact isadequate. Contact LUFKIN on how to correct poor contact. Assuming properly manufacturedparts, minor corrections can be made to the tooth contact by shimming the gear housing.Exactly what contact should be acceptable has to be based on LUFKIN's recommendationsand experience.

Remember that tip or root relief modifications are designed to improve load distributionwhen a unit is operating under load, but they can make the contact appear quite bad under noload, as in a soft blue check. Generally, with a soft blue check you are looking for some blueto transfer, usually in a line that covers at least 80% of the face width. Do not be alarmed by alack of blue covering the flank of the tooth; flank contact should normally not extend entirelyto the tip of the tooth. See Figure 5 for examples of tooth contact patterns. Keep in mind thata soft blue contact will not produce such dark impressionslook for the same pattern in a

sketchy impression.The hard blue check can be done from no load to full load, and the results will vary with theload condition. If the unit is run at no load the test will usually appear similar to a soft bluecheck. More blue will wear off the pinion than the gear due to the higher number of cyclesthe pinion sees. As the load increases, blue will wear off more of the tooth flank. Look forevidence of even load across as much of the gear tooth, both flank and face width, aspossible.


25/163

page 20 NFVQ2419D

7.3 GEAR CONDITION ASSESSMENTDuring the initial operating period of a set of gears, minor tooth imperfections will besmoothed out, and the working surfaces will polish out under normal operating conditions;however, the life of a gear set may be seriously shortened by the following problems:

poor coupling alignment dirty lube oil insufficient lubrication poor tooth contact overloading the teeth.

In assessing gear wear, observe carefully and documentthe condition of the tooth surfaceand the operating conditions. It is recommended that before a questionable gear set is

considered inoperative, periodic examinations be made with photographs or carbonimpressions to determine whether or not the observed condition is progressive.

7.3.1 Types of Gear Wear or Failure

Listed below are several common types of gear wear or failure, extracted fromAppearance ofGear TeethTerminology of Wear and Failure, ANSI/AGMA 1010-E95 (revision ofANSI/AGMA 110.04), Dec. 1995 with the permission of the publisher, The American GearManufacturers Association, 1550 King Street, Suite 201, Alexandria, Virginia 22314.Additional information with photographs and illustrations may be found in this bulletin.

Figure 5


26/163


Abrasion Type of wear: Removal or displacement of material due to the presence of hardparticles suspended in the lubricant or embedded in the flanks of the mating teeth(includes scoring).

Bending fatigueProgressive failure through crack initiation, propagation, and fracture.

Contact fatigue Cracks and the detachment of material fragments from the gear tooth

surface caused by contact stress (includespitting, spalling andsubcase fatigue.)CorrosionType of wear: Chemical or electrochemical reaction between the surface of a

gear and its environment.

CracksSplits caused by bending fatigue, mechanical stress, thermal stress, material flaws, orimproper processing.

ErosionType of wear: Loss of material from surface because of relative motion of a highvelocity fluid.

FractureA fatigue failure caused by tooth overloading resulting in gear tooth or portion oftooth breaking off (includes tooth shear.)

Plastic deformation Deformation caused by stress exceeding the yield strength of thematerial (including indentation, cold flow, hot flow, rolling, tooth hammer, rippling,

ridging, burring, root fillet yielding, or tip-to-root interference.)ScuffingSevere adhesion that causes transfer of metal from one tooth surface to another due

to welding and tearing.

Wear Change to a gear tooth surface involving the removal or displacement of material,caused by mechanical, chemical, or electrical action (includes adhesion, abrasion,polishing, corrosion, fretting corrosion, scaling, cavitation, erosion, electricaldischarge, andrippling.)

7.3.2 Definition of Gear Failure

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


27/163

page 22 NFVQ2419D

Bearing Inspection 8

8.1 BEARING TYPELUFKIN's standard journal bearings forNFVQ2419D gear units are split, steel-backed,babbitt-lined, pressure dam journal bearings,shown in Figure 6. The pressure dam bearingis designed for a particular direction ofrotation; therefore, care should be taken atassembly to assure correct rotation.

Thegrooves are

positionedon theunloadedside of thebearing

journal as shown in the section onREASSEMBLY, Figure 7.

8.2 BEARING CONDITION ASSESSMENT

When the unit is disassembled, the bearings and journalshould be carefully inspected for uneven wear or damage.

If required, manually polish journals using belt typecrocus cloth to remove any high spots.

Bearing surfaces should be thoroughly inspected for:

correct clearance

high spots

flaking of babbitt

scoring

wiping

8.2.1 Bearing Clearance

The journal bearings used in LUFKIN gears must have clearance between the journal and thebearing. The amount of clearance necessary depends on the oil viscosity, the journal speedand the bearing loading. Each of these parameters is considered in calculating clearance thatwill provide hydrodynamic lubrication, as well as sufficient oil flow for cooling.

Design clearance on the high speed pinion is 0.0170.019 inch (0.43 mm0.48 mm) and onthe low speed gear is 0.0150.017 inch (0.38 mm 0.43 mm).

Measurement of bearing clearances may be accomplished while the gear is stopped by liftingthe shaft and measuring the distance traveled with a dial indicator or by using feeler gauges,carefully sliding a feeler gauge between the top of the bearing bore and the shaft.

Pressure dam bearings must bepositioned correctly to preventdamage to equipment.

All bearing journal polishing must bein a circumferential direction toprevent axial scratches.

CAUTION:

CAUTION:

Figure 6


28/163


Some wear should be expected, especially on a gear that is stopped and started frequently.The bearing may be considered operational as long as the measured clearance does notexceed the design clearance by more than 0.002" (0.050 mm).

NOTE: If shaft vibration is excessive, this clearance increase may not beacceptablecontact LUFKIN.

8.2.2 Bearing Contact and CorrectionHigh speed and low speed bearings should be checked as they are seated for correct bearingcontact using Prussian blue dye. This may be done by rolling out one shell at a time forinspection of transfer of blue dye between shaft and journal.

To check the bearing contact, install the loaded half of the bearing in the housing with thejournal clean and dry. (For the pinion bearing, the loaded half is the top halfput it in theupper bore of the middle section of the housing just for the contact check.) Check the outsidediameter of the bearing with a 0.0015" (0.035 mm) feeler gauge to be sure the lower half isseated in the housing. In the axial direction, apply a very light line of Prussian blue to thejournal and rotate 360. The journal should show blue transfer for a minimum of 80% of thebearing length.

After bearing contact is satisfactory, it may be possible to improve gear tooth contact byadjusting the shims under the unit (see INSTALLATION, Alignment and GEARINSPECTION, What Good Tooth Contact Is.) Sometimes gear tooth contact may becorrected by scraping and polishing one of the bearings loaded section to spread the contactalong the face width. If this is necessary, contact LUFKIN.

After correcting bearing and tooth contact and before putting the cover on the gear unit, thebearings should be liberally lubricated with clean oil to provide for initial start-up lubrication.

8.2.3 Bearing High Spots

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

of the bearing.

8.2.4 Flaking of Babbitt

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

8.2.5 Scoring

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

Do not use sandpaper to polish bearings;

damage to equipment may result.

CAUTION:


29/163

page 24 NFVQ2419D

8.2.6 Wiping

The melting and wiping away of a spot or area of the babbitt is caused by bearingtemperatures rising above the pour point of the babbitt. Abnormal bearing temperatures maybe caused by:

insufficient bearing clearances

insufficient oil pressure excessively high oil temperature in the bearing a high spot in the bearing extreme bearing loading caused by poor bearing contact gear mesh failure

If wiping is localized in a small spot, the bearing may be repaired by scraping and polishingthe spot until it blends in with the remainder of the bearing; otherwise, the bearing must bereplaced. Before replacing a wiped bearing, determine and correct the cause of the wipe.

8.3 REPLACEMENT BEARINGSRefer to the Parts List drawing and contact LUFKIN if it is determined that bearings need to

be replaced. If new bearings are used, the following precautions should be taken:1. Remove all nicks and burrs from the housing and bearing shell.

2. Be sure that journals are free of nicks and high spots. These can be removed using afine hone and polishing with crocus cloth.

3. Obtain the proper bearing contact as described under "Bearing Contact and Correction".

4. After bearings are fitted and lower halves are installed in housing, check the radialclearance using feeler gauge or plastic gauge material. Check endplay in both horizontaldirections by barring the shaft axially.


30/163


Reassembly 9

9.1 PREPARATIONNOTE: Any work done on equipment during the warranty period without the writtenapproval of an authorized LUFKIN representative could void the warranty.

NOTE: This procedure assumes that the gear housing is not moved from its foundation/support and that the original shaft alignment was correct.

1. Clean all the interior surfaces of the housing, the housing cover, and all componentsthat will be reused. Parting line surfaces must be clean and smooth; use a spray-on paintand gasket remover fluid and/or carefully scrape the surfaces if necessary. Corrodedspots can be cleaned by using a fine emery cloth, rubbing shafts in a rotary or

circumferential direction. Do not rub shafts in a length-wise direction as it may causeseal leaks.

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

3. Put a coat of light oil on all parts to help assembly and to prevent rust duringreassembly.

For the discussion that follows, it is assumed that the entire unit must be reassembled. If thetorque shaft, bearings, or turning gear are already assembled, omit those portions of thereassembly instructions.

NOTE:Tighten connectors uniformly: when tightening bolts, studs, or screws onan assembled portion with three or more holes, always partially tighten

connectors equally in a cross pattern to avoid torquing, binding, or warping thesection (for example: 1. top left corner, 2. bottom right corner, 3. top right corner,4. bottom left corner. Repeat to fully tighten.)

9.2 REASSEMBLY SEQUENCE

9.2.1 Gear Assembly

Carefully insert the torque shaft into the quill shaft, reversing the steps used in disassembly(see DISASSEMBLY, Torque Shaft.) Clean the gear teeth thoroughly and apply a coat ofhard blue to several sections extending across the entire face and including several teeth. It isnot necessary to pressurize the Safeset clutch at this time.

9.2.2 Bottom Section1. Before installing bearings, note that they are match

marked and are not interchangeable.

Install the lower half of the journal bearings (the halfwith the slot for the roll pin) in the housing in theposition for which they were marked at disassembly,keeping parting lines on bearing and housing even.

Check with a 0.0015" (0.035 mm) feeler gauge to seethat lower halves are seated.

Correct assembly of pressure dambearings is required to prevent damageto equipment.

CAUTION:


31/163

page 26 NFVQ2419D

See Figure 7 to seat pressure dam in correctdirection of rotation.

Rethread bottom RTD wires from bearing throughhousing.

2. Lift the low speed gear and carefully place theassembly in its correct location in the gear housingand bearings. Check that RTD wires are not

pinched.

3. Set the top of the bearings in place and secure bolts that hold bearing halves together.

4. Rotate the bearings into position so that theroll pin slides into the matching slot on thebottom half (refer to Figure 7 for angle ofrotation.)

5. Check bearing contact as described inBEARING INSPECTION.

6. Installshoulderbolts onblind endof lowspeedgear (for

splined coupling.)

7. Coat the split line with a small bead ofsealer, such as LocTite No. 49-31 PlasticGasket. Circle all studs to assure sealing ofoil; avoid feeder groove areas.

8. Clean and install the cylindrical dowels into the

housing lower section. (Note: These pins needto be removed and installed horizontally)

9.2.3 Middle Section

1. Lower the middle section of the housing over the bottom section, lining up the studsand holes.

2. Seat the middle section of the housing onto the bottom section, install cylindricaldowels and draw the cover down uniformly by tightening studs to the torques shown(see Table 5.)

3. If it was removed, reinstall the coupling and torqueshaft.

Slowly oven heat the coupling to 200250F(93 - 121 C).

Lubricate and seat the blue transport bushing as aline-up guide (this was removed at installation andit was recommended that it be stored for lateruse.)

After the coupling is heated, work quickly to slideit onto the shaft before it cools appreciably.

4. Install the lower half of the high speed bearings as inBottom Section.

Do not bump gear assembly intohousing.

Do not block oil passages with sealer.

Do not bump gear assembly with thehousing as it lowers.

Do not place hands below suspendedhousing without blocks for protection.

CAUTION:

CAUTION:

Figure 7

CAUTION:

CAUTION:


32/163


5. Make sure the pinion is level and carefully line it up in mesh with the gear.

6. Carefully set the pinion into its bearings and in mesh with the gear.

7. Check bearing contact as in BEARING INSPECTION, Bearing Contact andCorrection.

Note: Because the TOP half of the bearing is the loaded half, first do steps 4-8 with the top

half of the bearing flipped end for end and then positioned in the housing. When contact issatisfactory, disassemble and reassemble with the bottom half in place.

8. Replace bearing tops.

9. Coat the split line with a small bead of sealer, such as LocTite No. 49-31 PlasticGasket. Circle all studs to assure sealing of oil; avoid feeder groove areas.

10. Clean and install the cylindrical dowel pins.

9.2.4 Top Section

1. Lower the cover over the studs carefully to preventdamage to gearing. Leave suspended high enough toreach RTD holes.

2. Thread the RTD wires from the top bearings through thetop housing (for safety place wooden blocks between themiddle section and the top while threading wires.)

3. Torque all cap screws and studs.

4. Lower cover in place.

Table 5. Recommended Tightening Torques(for Grade 5 Bolts & Studs)

Nominal SizeTightening Torque

for BOLTSTightening Torque

for STUDS

inches mm Ft. Lbs. Nm Ft. Lbs. Nm

1/2 12.7 75 102 87 117

5/8 15.9 150 203 173 234

3/4 19.0 266 360 307 416

1 25.4 644 873 742 1006

1-1/4 28.8 1120 1519 1484 2012

1-1/2 38.1 1949 2643 2582 3501

1 -3/4 44.5 2286 3100 4073 5522

5. Measure to ensure low speed shaft has specified axial movement. (Use a pry bar tomove gear from side to side if necessary). Also check that the high speed pinion canfloat axially.

6. Install the coupling cover.

7. Reconnect the turning drive and pressurize the Safeset clutch (see Safeset manual fordetails).

8. Mount the shaft seals, end plates, and other auxiliary equipment which may have beendisconnected during disassembly.

Do not bump gear assembly with thehousing as it lowers.

Do not force the coupling onto the gearshaft as internal damage to the gear orthe coupling may occur.

CAUTION:

CAUTION:


33/163

page 28 NFVQ2419D

9. Reconnect the junction box plate and wiring asnecessary (see the Wiring Diagram.)

10. Reconnect any instrumentation and lubrication linesnecessary (see the Wiring Diagram, InstallationPlan, and Resistance Temperature Detectorsbelow.)

11. Couple unit to generator and turbine (see INSTALLATION.)

12. Install inspection covers with gaskets and sealer.

13. Align the unit per ALIGNMENT section. Verify turning drive spacing is within therequired 2.125 to 2.313 dimension. Also verify lube lines to turning drive are installed.

14. Spin the unit slowly with no load, if possible, to verify correct reassembly. Be sure theunit rotates freely and quietly.

15. Follow the START-UP procedures.

16. After approximately two hours loaded operation, stop the unit and perform a hard bluecontact check.

9.3 RESISTANCE TEMPERATURE DETECTORSIf visual evidence indicates that any resistance temperaturedetector (RTD) braid covered wires are rubbing against movingparts, add extra retaining clips where necessary to keep wiresoff moving parts. The screws that attach the clips should belockwired to prevent them from vibrating loose and falling intomachinery.

1. Thoroughly clean all parts prior to installation.

2. Firmly insert RTD sensor end into the bore (for spring-loaded RTDs allow 1/4 inch freeplaydo not press hard enough against the spring to fully compress it.)

3. Run lead wires through the sealing fitting grommet with metal washers on each side.4. Compress grommet to seal around lead wires by tightening fitting do not permit lead

wires to twist.

5. After unit covers are replaced, attach service entrance head with conduit connections.

Keep wires off moving parts to preventwear-throu h and sensor failure.

CAUTION:

Any screws located inside thegear unit must be lockwired to

revent loosenin .

CAUTION:


34/163


Troubleshooting 10This section provides troubleshooting tips for high speed gears. For detailed information,refer to the text following. Table 6 at the end of this section provides an overview. If theproblem cannot be remedied through use of this information, contact LUFKIN.

10.1 ABNORMALLY HIGH TEMPERATURE

Oil level too high. If the oil level in a gear box is so high that the gear runs in the oil, thenthe resulting churning action will heat the oil. Check the sight gauge while the unit isrunning. A full gauge may indicate inadequate drainage.

Coated housing. If the gear housing should get coated with a foreign material that willnot permit natural heat removal by convection, high temperature may result. To preventthis, the unit should be cleaned periodically.

Hot weather. Obviously, a high ambient temperature will cause abnormally high oiltemperature. To prevent this, provide adequate ventilation around the gear.

Low oil pressure. If the oil flow to the bearings and gear mesh is below normal (indicatedby below normal oil pressure,) the heat created by friction at the mesh and bearings willcause abnormally high temperatures. To correct this situation, check the lubricationsystem for proper operation (see OPERATION, Lubrication.)

10.2 LOW OIL PRESSURE

Use of a lubricant which has a viscosity less than that for which the lube system wasdesigned. There are several orifices in the lube system which are sized for lubricants with

a particular viscosity. A lubricant with less than this normal viscosity will pass through theorifices without building up pressure. This situation can be prevented by using thelubricant designated on the name plate of the gear unit. Abnormally low viscosity mayalso result from high lubricant temperatures. (See above, Abnormally HighTemperatures.)

Clogged oil filter. Replacing the filter will allow more oil to flow through it, thusbringing the oil pressure back to normal.

Pump cavitation. Should the oil level in the reservoir get so low that the pump suctionline sucks both air and oil, then the oil pressure will drop. This problem may be cured bymaintaining proper oil level in the reservoir.

Air leak in the suction line to the pump. This situation is similar to pump cavitation inthat air gets in the oil and results in low oil pressure. To remedy this problem, check andtighten all pipe fittings in the suction line.

Incorrect relief valve setting. Adjusting the relief valve setting properly will avoidventing the pump discharge line back to the sump.

10.3 UNUSUAL OR EXCESSIVE NOISE

Worn parts. One common cause of unusual noise is worn parts. If a part wears enough tocause slack in the system, the slack may be heard as a rattle or noise of some sort. Amechanic's stethoscope may be used to pinpoint the worn part which should be replaced.


35/163

page 30 NFVQ2419D

Misalignment. A coupling that is out of alignment may also cause noisy operation. Themisaligned coupling causes misalignment in the gear train which then produces noise orvibrations. The coupling should be immediately realigned before damaging wear occurs.

Transmitted sound. Occasionally other machinery or equipment may be transmittingexcessive noise. Enclose one or the other or use a sound blanket.

10.4 EXCESSIVE VIBRATION Soft foundation. A foundation that is not sufficiently rigid may cause vibration problems.

To correct this, reinforce the foundation.

Critical speeds. At certain speeds a rotating shaft will become dynamically unstable andthe resulting vibrations and deflections that occur may cause damage to the gear unit. Thespeeds at which the shaft becomes unstable are called critical speeds. They are a functionof the shaft geometry and the type and spacing of the supporting bearings. ContactLUFKIN if such dynamic instability is suspected. See OPERATION, Customer CheckAfter Start-up for vibration limits.

10.5 NO SENSOR READINGSVarious sensing devices for temperature and vibration are installed to provide warnings thatcan prevent catastrophic failure. If no readings are being received, before disassembling theunit check for the following:

No power. Check that the power supply to the devices is on.

Failed equipment. Check that the monitoring or recording equipment is functioning.

Worn wires. If the sensor has failed, partial disassembly may be effected to replace thesensor. Visual inspection of lead wire overbraids are necessary to ensure that moving partsare not rubbing through the lead wires and causing shorting out. Replace any worn wiresor wire-and-sensor assemblies. See REASSEMBLY, Resistance Temperature Detectors.


36/163


Table 6.Troubleshooting Tips

Problem Possible Cause Remedy

Abnormally

HighTemperature

Housing coated with foreign

material, preventing heatdissipation

Clean outside of housing

High ambient temperature Provide adequate ventilation

Lack of oil to bearings and/ormesh (indicated by low oilpressure)

Check lubrication system

Low OilPressure

Use of lubricant with lowerviscosity than required

Use correct viscosity lubricant

Low lubricant viscosity fromhigh lubricant temperatures

See "Abnormally HighTemperature" below

Clogged oil filter Replace filter element Pump cavitation Maintain proper oil level in

reservoir

Air leak in suction line Check and tighten all pipefittings

Incorrect relief valve setting Set relief valve correctly

Excessive Insufficient foundation rigidity Reinforce foundation

Vibrations Dynamic instability (criticalspeed)

Design to attenuate criticalspeeds in operating range

Unbalanced parts Determine which parts require

balancing and which havebeen balanced

Loose foundation bolting Tighten bolting

Unusual Noise Worn parts Pinpoint noise with mechanic'sstethoscope, replace part

Coupling misalignment Realign couplings

Excessive Worn gearing Replace worn parts

Noise Transmission from otherequipment

Add sound blanket orenclosure

No SensorReadings

No power

Faulty gauge or recordingdevice

Failed sensor

Lead wire braid rubbedthrough; wire contacting metal

Check power supply & repairor restore

Test gauge or recordingequipment

Replace sensor

Replace sensor


37/163

page 32 NFVQ2419D

Nameplate Data 11

GEARSMODEL

NO. NFVQ2419DGEARRATIO 1.209:1

SERIALNO. 120054-120066

RATEDINPUT 3627

RPM

ORDERNO. 106/203788 RATEDOUTPUT 3000 RPM

ITEMNO.

GEARRATED 70,000

52,200

HPKW

ACTUAL

K FACTOR354.6 API SERVICE

FACTOR1.10

SPECAPI 613, 5th

NO. OFTEETHGR/PIN

81 / 67

AGMA LUBRICANT NUMBER

USELight Turbine

(136-165 SSU at 100 F)

USEISO VG 32

(28.8-35.2 cST at 40 C)

INDUSTRIES, INC.LUFKIN, TEXAS


38/163



39/163


40/163


41/163


42/163


43/163

TECHNICAL MANUAL NO. M434

ENGINEERING INC.

410 Eagleview Boulevard

Suite 104

Exton, PA 19341

Telephone: (610) 458-0153

Facsimile: (610) 458-0404

Web Page: www.koenigengr.com

E-Mail: [email protected]

REV. 4DATE: APRIL1, 2008

ISSUE DATE: SEPTEMBER 7, 2005


44/163

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

REVISION SHEET

Revision Revision Date Section Description of Change

1 3/16/2007 1 Updated assembly dwg. 05-0525 to Rev B2 7/03/2007 1 Updated assembly dwg. 05-0525 to Rev C"

3 8/16/2007 1 General formatting updates4 4/1/2008 1 Updated assembly dwg. 05-0525 to Rev D3 08.16.07 1 General Formatting Updates


45/163

F:/doc/tg/tg/in050525

INDEX

SAFETY STATEMENTS

SECTION I TURNING GEAR DRIVE PACKAGE DESCRIPTION

ASSEMBLY DRAWING NO. 05-0525

INSTALLATION AND ASSEMBLY INSTRUCTIONS

FOR KEI MODEL KE80-44T-18.5

RECOMMENDED SPARE PARTS

LONG TERM STORAGE INSTRUCTIONS

SECTION II TURNING GEAR REDUCER

INSTRUCTIONAL BOOKLET

DRAWING WD6482, OUTLINE

DRAWING WD6483, ASSEMBLY PARTS LIST

GENERAL SAFETY INSTRUCTIONS

SECTION III TURNING GEAR MOTOR

INSTRUCTIONAL BOOKLET

WIRING DIAGRAM

PERFORMANCE DATA SHEETS

OUTLINE DRAWING

SECTION IV CLUTCH INSTRUCTION BOOKLET IB.666 ISSUE 2

FOR SIZE 44T CLUTCH PER DWG. SM17557

ENGINEERING INC


46/163

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

Safety

The Meaning of Safety StatementsYou will find various types of safety information on the following pages

and on the labels attached to the equipment. This section explains the

meaning.

Danger

Dangermeans that failure to follow the safety statement willresult in serious personal injury,death, or substantial property damage.

WarningWarningmeans that failure to follow the safety statement couldresult in serious personal injury,

death, or substantial property damage.

CautionCautionmeans that failure to follow the safety statement mayresult in minor or moderatepersonal injury or property damage.

NoticeNoticemeans that failure to follow these instructions couldcause damage to the equipment or

cause it to operate improperly.

ENGINEERING INC

The Safety Alert Symbol means ATTENTION!

BECOME ALERT! YOUR SAFETY IS INVOLVED!


47/163

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

Safety

The following safety statements relate to the installation, operation and

troubleshooting of Koenig Engineering, Inc. Turning Gear Drive

Packages

NoticeMake sure you read and understand the installation procedures in this manual before you attempt

to install, operate, maintain or troubleshoot the equipment.

WarningThe instruction manual should be used for proper installation, operation and maintenance of theequipment. Improperly installing and maintaining these products can result in serious personal

injury or property damage. Before attempting installation or maintenance, read and understandthis entire manual.

Danger High VoltageThere can be line voltage potential at the motor load terminals even with the starter in the off

state. This is due to the possible leakage across SCR's. Always disconnect input power before

servicing any electrical component.

ENGINEERING INC


48/163

Koenig Engineering Inc

Instruction Manual M434

Model KE80-44T-18.5per 05-0525

SECTION I


49/163

--Page 1--

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

TURNING GEAR DRIVE PACKAGE

The TURNING GEAR DRIVE PACKAGE, illustrated on the enclosed assembly drawing, consistsof an electric motor driving through a worm gear reducer connected to an overrunning clutch encased

in an oil tight housing.

The mounting interface, supplied by others, conforms to the bolt circle and spigot diameter of the

TURNING GEAR DRIVE PACKAGE housing. Connection of the TURNING GEAR DRIVE

PACKAGEis made to the high speed shaft of the load gear through a spigot mount on the shaft end.

The high speed shaft end is connected to an SSS (synchro-self-shifting) overrunning clutch for

automatic engagement/disengagement. This clutch is a positive tooth type overrunning clutch which is

self-engaging in the turning mode and overruns whenever the connected shaft exceeds the TURNING

GEAR DRIVE PACKAGE speed. The input flanged hub to the overrunning clutch is mounted on

the output shaft of the worm gear reducer.

The input shaft of the worm gear reducer is to be connected to an electric motor by means of a resilient

coupling.

In the event of power failure or during maintenance procedures, a means for manual turning is

provided through a 1-1/8" hex drive located in fan cover on primary worm gear shaft.

CAUTION

BEFORE ATTEMPTING MANUAL OPERATION,

MAIN A.C. MOTOR BREAKER MUST BE DISCONNECTED AND

TAGGED IN ORDER TO PREVENT ACCIDENTAL INJURY.

Lubrication for the clutch is continuously supplied from the main plant lube oil system through a 1/2"

NPT female pipe connection on the worm gear reducer output shaft cover. Oil is drained from theclutch housing into the load gear housing for return of the oil to the plant lube oil tank.

Oil for the worm gear reducer is self-contained, refer to instructional booklet for proper lubricant.


50/163


51/163


52/163

--Page 4--


TURNING GEAR DRIVE ASSEMBLY AND REMOVAL INSTRUCTIONS

SHIPPING

The TURNING GEAR DRIVE PACKAGE, as depicted per Drawing 05-0525, is shipped partially

assembled. The Input Clutch Hub (Item 1) that connects to the Clutch Input Flange has been mounted

to the Worm Gear Reducer (Item 5) Output Shaft. The clutch housing (Item 2) is mounted to the worm

gear reducer (Item 5) housing and sealed with Dow Corning #732 silicone sealant. The housing (Item

2) should not be removed from the reducer housing as the silicone seal will be broken and the surfaces

must then be thoroughly cleaned and gasket sealer replaced.

Items shipped loose for field assembly as follows:

- Clutch (Item 4)

- Clutch Input Component Hardware (Items 11 & 12, quantity (8) eight each)

- Clutch Output Component Hardware (Item 13, quantity (8) eight)

- Clutch Housing Hardware, (Items 9 & 10, quantity eight (8) each)

INSTALLATION AND ASSEMBLY OF TURNING GEAR LESS MOTOR

1. Check that bore and face of the mounting surface of the gear housing is concentric andperpendicular to the gear shaft within 0.004" total indicator reading (TIR).

2. Check that distance between the high speed gear shaft mounting face and outside mounting surfaceof the gear housing is 0.375" nominal.

WARNING

UNDER ALL OPERATINGCONDITIONS, THIS DIMENSION MUST REMAIN WITHIN THE

LIMITS OF 0.469" MAXIMUM AND 0.281" MINIMUM.

3. Assemble the clutch output component (Item 4) to the pinion shaft with eight (8) socket headcapscrews (Item 13). Torque to 108 lb-ft and install lockwire. See Figure 1.

4. Remove the clutch housing upper half. See Figure 2.


53/163

--Page 5--



54/163

--Page 6--


5. Mount the TURNING GEAR DRIVE PACKAGE, with the clutch housing upper half removed,to the gear housing mounting suface. Secure with four (4) hex head cap screws andlockwashers, and place a temporary support under the worm gear reducer to prevent downward

deflection of the clutch housing lower half. See Figure 3.

6. Perform face and rim alignment checks between the clutch input hub (Item 1) and clutch out

lufkin gearbox

Documents