The selection of the appropriate speed reducer for a given application
requires that all factors affecting the operation of the unit be given
careful consideration. Service factors must be applied to catalog
ratings depending on the type of prime mover used, severity of the
application and duration of daily service. II you have any questions
relative to the suitability of your Winsmith speed reducer for your
particular application, refer to the selection section of the appropriate
Winsmith catalog, contract your Winsmith representative or distributor,
or contact Winsmith directly.
1. The various drive members (motor, speed reducer, couplings,
sprockets, sheaves, gears, etc.) should be aligned as accurately as
possible to guard against unusual stresses and overloads imposed by
2. If a prime mover shaft is to be directly connected to the high speed
(input) shaft, or if the slow speed (output) shaft is to be directly
connected to the driven shaft, flexible couplings should be used. It
should be remembered that even flexible couplings have limited ability
to accommodate misalignment. Care must be taken at installation to
insure that shaft alignments are within the limits recommended by the
coupling manufacturer. Use of a rigid coupling to connect speed
reducer shafts to other drive components is not recommended as It Is
almost impossible to obtain exact alignment between two shafts.
3. A common base plate supporting the motor and reducer will help
preserve the original alignment between reducer and motor shafts. If
a structural steel base is used, the plate should be at least equal in
thickness to the diameter of the bolts used to fasten the speed reducer
to the base plate. Also, for sufficient rigidity, the design in general
including angle or channel members should be substantial enough to
prevent flexing under vibration. After the first week or two of operation
all of the bolts and nuts used to fasten the reducer and motor,
pedestal, etc., to the base plate should be retightened. Vibration tends
to loosen the nuts even if tight initially. Dowelling the motor and speed
reducer to the base plate will help insure that alignment is maintained.
1. FACTORY FILLING. Winsmith speed reducers are filled to the
proper level prior to shipment with the appropriate grade of oil for
operation in an industrial environment. The oil level should be
checked prior to operation, using the oil level plug provided for that
2. AMBIENT TEMPERATURE. If ambient temperatures are
abnormally low or high, the type. oil lubricant installed at the factory
may be unsuitable. See the chart in this bulletin for extreme
temperature lubricant recommendations.
3. INITIAL OIL CHANGE. The oil in a new speed reducer should be
drained (using the drain plug provided) at the end of 250 hours of
operation. (30 days for 8 hour per day service, 15 days for 16 hour
service, 10 days for 24 hour service).
4. OIL CHANGING. When changing oil for any reason, it should be
remembered that oils of various types may not be compatible.
Therefore, when changing to a different oil, it is recommended that the
Housing be completely drained and thoroughly flushed with a light
hushing oil prior to refilling with the appropriate lubricant. Under
normal conditions, after the initial change, the oil should be changed
after every 2500 hours of operation, or every six months, whichever
occurs first. Under severe conditions (rapid temperature changes,
moist. dirty or corrosive environment) It may be necessary to change
oil at intervals of one to three months. Periodic examination of oil
samples taken from the unit will help establish the appropriate
,interval. If a speed reducer is to stand idle for an extended period of
time, (such as when used as a spare) it is recommended that the unit
be filled completely with oil to protect interior parts from rust and
corrosion due to condensation inside the housing. Be sure to drain the
oil to the proper level before placing the speed reducer into
5. EP (EXTREME PRESSURE) OILS. Extreme pressure gear oils
are generally recommended for use in planetary speed reducers. EP
oils may also be used in helical gear speed reducers such as
concentric shaft (Inline) shaft mount and parallel shaft (700-800-900)
type units if no backstop device is used.
When a backstop is installed in a speed
reducer, EP oils should not be installed. To
assure proper operation of a backstop, non-EP
gear oil of the proper viscosity as shown on
6. GREASE FITTINGS. Some Winsmith reducers are equipped with
grease fittings to lubricate bearings not adequately lubricated by the oil
splash. These fittings should periodically be pressure lubricated with a
short fiber grease with a work penetration of 310 to 340 at 77 F and
an ASTM drop point of 250 F minimum.
7. OIL TEMPERATURE. Speed reducers in normal operation can
generate temperatures up to 200 F depending on the type of reducer
and the severity of the application (loading, duration of service,
ambient temperatures). Excessive oil temperatures may be the result
of one or more of the following factors:
A. OVERLOADS. An overload, due to the original selection of a unit
too small for the application, or increasing loads on the speed reducer
to a point where its rating is exceeded after it has been in service for a
period of time. Always check the speed reducer rating when
increasing driven loads or increasing the horsepower rating of the
motor or other prime mover.
B. OVERFILLING OR UNDERFILLING. If a speed reducer is
overfilled with oil, the energy used in churning the excessive oil can
result in overheating. If this occurs, shut down the drive, remove the
oil level plug and allow oil to drain until oil ceases to drain from the
level hole, reinstall the oil level plug, and restart the drive. If the speed
reducer is undefiled, the resultant friction can cause overheating. If
this occurs, fill the speed reducer to the oil level plug hole.
C. INADEQUATE COOLING. In order to dissipate internally
generated heat, the speed reducer must be installed in such a way
that air can circulate freely. Tightly confined areas (inside cabinets,
etc.) should be avoided. If this is not possible, forced air cooling by
means of a separate blower or a fan integral to the speed reducer
should be used.
8. OIL RETENTION.
A. VENT PLUGS. To prevent loss of oil during shipment, Winsmith
speed reducers are shipped with a brass pin in the vent hole in the
filler and vent plug. This pin must be removed before the reducer is
put into operation. Failure to remove the brass pin can result in
pressure build up which can pump oil through the seals. If the speed
reducer is installed in an atmosphere containing exceptional amounts
of moisture or dust, a shielded or hooded vent plug should be used.
B. OIL SEALS. Although Winsmith uses high quality oil seals and
precision ground shafts to. provide a superior seal contact surface, its
possible that circumstances beyond Winsmiths control can cause oil
seal leakage (defective seal, damage during shipment or installation,
etc.). When replacing a shaft oil seal, using the following suggestions
will help to insure leak-free operation and long seal life.
a. When installing a new seal, wrap the shaft with light shim
stock or heavy paper to protect the seal lip from being
damaged by a rough shaft or cut by the sharp edge of the
b. A sealant should be used between the O.D. of the seal
and the I.D. of the bore into which the seal is installed. The
seal bore should also be free of any burrs, nicks, or
c. Be sure that the seal is not cocked in the seal bore. The
outer face of the seal should be flush with the surface into
which it is mounted.
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