TM 5-3895-374-24-2 INSTALLATION OPERATION PROPER SELECTION 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. PROPER ALIGNMENT 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 misalignment. 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. LUBRICATION 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 purpose. 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. CAUTION 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 the chart contained in this bulletin is mandatory. 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, it’s possible  that  circumstances  beyond  Winsmith’s  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 keyway. 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 scratches. 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. page 3 - 733