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Series L

Helical/Bevel Gear Reducers

www.davidbrown.com

Installation and Maintenance

Manual

Industrial Gear Units

An African Gearing Solution

SERIES L Helical Bevel

i DAVID BROWN RADICON SERIES L INSTALLATION AND MAINTENANCE MANUAL REV. 01

Product Safety Information

General – The following information is important in ensuring safety. It must be brought to the attention of personnel involved in the selection of David Brown

Radicon (Pty) Limited power transmission equipment, those responsible for the design of the machinery in which it is to be incorporated and those involved in

its installation, use and maintenance.

David Brown power transmission equipment will operate safely provided it is selected, installed, used and maintained properly. As with any power transmission

equipment proper precautions must be taken as indicated in the following paragraphs, to ensure safety.

1. Fire/Explosion

a. Oil mists and vapour are generated within gear units. It is therefore dangerous to use naked light in the proximity of gearbox openings,

due to the risk of fire or explosion.

b. In the event of fire or serious overheating (over 300°C), certain materials (rubber, plastics, etc) may decompose and produce fumes. Care

should be taken to avoid exposure to the fumes, and the remains of burned or overheated plastic/ rubber materials should be handled

with rubber gloves.

2. Guards- Rotating shafts and couplings must be guarded to eliminate the possibility of physical contact of entanglement of clothing. It should be of

rigid construction and firmly secured.

3. Noise- High speed gearboxes and gearbox driven machinery may produce noise levels which are damaging to the hearing with prolonged exposure.

Ear defenses should be provided in these circumstances.

4. Lifting- Where provided, only the lifting points or eyebolts should be used for lifting operations (see Maintenance and Installation manuals or general

arrangement drawings for lifting positions). Failure to use the lifting points provided may result in personal injury and/ or damage to the product or

surrounding equipment. Keep clear of the raised equipment.

5. Lubricants and Lubrication

a. Prolonged contact with lubricants can be detrimental to the skin. The manufacturer’s instruction must be follows when handling

lubricants.

b. The lubrication status of the equipment must be checked before commissioning. Read and carry out all instruction on the lubricant plate

and in the installation and maintenance literature. Heed all warning tags. Failure to do so could result in mechanical damage and in

extreme cases risk of injury.

6. Electrical Equipment- Observe hazard warnings on electrical equipment and isolate power before working on the gearbox or associated equipment, in

order or prevent the machinery being started.

7. Installation, Maintenance and Storage

a. In the event that the equipment is to be held in storage, for a period exceeding six (6) months, prior to installation or commuting, David

Brown Radicon (Pty) Limited must be consulted regarding special preservative requirements. Unless otherwise agreed, equipment must be

stored in a building protected for extremes of temperature and humidity to prevent deterioration.

b. External gearbox components may be supplied with preservative materials applied, in the form of a “waxed” tape overwrap pr wax film

preservative. Gloves should be worn when removing these materials. The former can be removed manually, the latter using white spirit as

a solvent.

c. Installation must be performed in accordance with the manufacturer’s instructions and be undertaken by suitably qualified personnel.

d. Before working on a gearbox or associated equipment, ensure that the load has been removed from the system to eliminate the possibility

of any movement of the machinery and isolate power supply. Where necessary, provide mechanical means to ensure the machinery

cannot move or rotate. Ensure removal of such devices after work is complete.

e. Ensure the proper maintenance of gearboxes in operation. Use only the correct tools and David Brown Radicon (Pty) Limited approves

spares for repair and maintenance. Consult the Maintenance manual before dismantling or performing maintenance work.

8. Hot Surfaces and Lubricants

a. During operation, gear units may become sufficiently hot to cause skin burns. Care must be taken to avoid accidental contact.

b. After extended running the lubricant in gear units and lubrication system may reach temperatures sufficient to cause burns. Allow

equipment to cool before servicing or performing adjustments.

9. Selection and Design

a. Where gear units provide holdback facility, ensure that back-up systems are provided if failure of the holdback device would endanger

personnel or result in damage.

b. The driving and driven equipment must be correctly selected to ensure that the complete machinery installation will perform

satisfactorily, avoiding system critical speeds, system torsional vibration, etc.

c. The equipment must not be operated in an environment or at speeds, powers, torques or with any external loads beyond those for which

it was designed.

d. As improvements in design are being made continually the contents of this catalogue are not to be regarded as binding in detail, and

drawings and capacities are subject to alterations without notice.

The above guidance is based on the current state of knowledge and our best assessment of the potential hazards in the operation of the gear units.

Any further information or clarification required may be obtained by telephoning or writing to:

DAVID BROWN GEAR INDUSTIRES (PTY) LIMITED

P.O. BOX 540, BENONI, 1500 GAUTENG

TEL : (011) 748 0000

IMPORTANT


ii DAVID BROWN RADICON SERIES L INSTALLATION AND MAINTENANCE MANUAL REV. 01

CONTENTS PAGE

BACKGROUND ........................................................................................................................................................................... 1

GENERAL DESCRIPTION ............................................................................................................................................................. 2

UNIT HANDINGS & SHAFT ROTATION ....................................................................................................................................... 3

UNIT IDENTIFICATION ................................................................................................................................................................ 4

INCOMING GOODS, HANDLING AND STORAGE ........................................................................................................................ 5

INSTALLATION ........................................................................................................................................................................... 6

START UP ................................................................................................................................................................................. 13

COMMISSIONING .................................................................................................................................................................... 14

TROUBLESHOOTING ................................................................................................................................................................ 15

DISMANTLING INSTRUCTIONS- RIGHT ANGLED UNITS ........................................................................................................... 16

RE-ASSEMBLY INSTRUCTIONS- RIGHT ANGLED UNITS ............................................................................................................ 23

DISMANTLING INSTRUCTIONS- PARALLEL SHAFT UNITS ......................................................................................................... 29

RE-ASSEMBLY INSTRUCTIONS- PARALLEL SHAFT UNITS.......................................................................................................... 34

DISMANTLING INSTRUCTIONS- VERTICAL TYPE UNIT ............................................................................................................. 37

RE-ASSEMBLY INSTRUCTIONS- VERTICAL TYPE UNIT .............................................................................................................. 38

LUBRICATION & LUBRICANTS .................................................................................................................................................. 39

TIGHTENING TORQUES ............................................................................................................................................................ 42

MOUNTING INSTRUCTIONS FOR SPIRAL BEVEL GEARS ........................................................................................................... 43

BACKLASH & END FLOATS ....................................................................................................................................................... 44

SHAFT MOUNTED UNITS ......................................................................................................................................................... 45

SHIPPING SPECIFICATIONS ...................................................................................................................................................... 47

RISK ASSESMENT ..................................................................................................................................................................... 48

NOTES ...................................................................................................................................................................................... 57


1 DAVID BROWN RADICON SERIES L INSTALLATION AND MAINTENANCE MANUAL REV. 01

BACKGROUND

The Series L range of helical and bevel helical gear units are designed to meet the most arduous of power

transmission application needs. Reliable and efficient in operation, they provide a cost-effective solution to

all our customers’ needs. Designed to David Brown Radicon’s long established standard of quality these quiet

running units provide exceptional levels of performance, versatility and life expectancy to meet the

demanding requirements of modern industry.

The Radicon story is above all a constant drive for perfection. It starts more than a century ago and tells of total

dedication and commitment to the development of gear technology. Series L is a part of that story. The David

Brown gear organisation was founded in 1860. It produced the first commercial worm gearbox in 1903 and so

helped to establish a marketplace it has led ever since.

The organisation rapidly became a master of its craft. Notable credits include the introduction of a patented

involute helicoidal worm thread form in 1912, followed later by the development of phosphor bronze materials

for wormwheels which have become a standard throughout the industry.

The division got its title in 1933 with the introduction of worm gearbox units with cooling fans and ribbed

casings. This brought unprecedented performance in the dissipation of generated heat and it gave rise to the

name Radicon; RADIation Induction and CONvection. That name has since become respected in gear circles

throughout the world.

The passage of time has seen constant refinements accumulating expertise and scientific progress but the

organization’s pioneering spirit remains unchanged as technological barriers are crossed one after another. The

development of the Series L helical and bevel helical geared units is another example of David Brown South

Africa’s superior technical expertise. Series L gear units are available in-line and right-angle versions in single,

double, triple and quadruple reduction gear stages having a maximum power capacity exceeding 5,500 kW.

Designed in South Africa for southern hemisphere conditions, the Series L benefits from the “design-for-

manufacture” philosophy which ensures optimum product for the applicable and minimum spares

requirements. This in turn provides considerable economies of production whilst maintaining the highest

standard of component integrity. Featuring carburized hardened and profile ground helical gears, highly

efficient and quiet running characteristics are assured. The gear units are available in a wide range of ratios

from 1,22:1 to 1000:1. Units can be offered in horizontal mounting positions or alternatively vertical mounting.

Specially designed units are available for cooling tower applications or heavy duty stirrer applications. All units

are also available with hollow bores for output shaft mounting. The product is further enhanced by a high

power-to-weight ratio and low volume, enabling installation in the most difficult situations.

The use of high quality materials also provides assurance of long life and reliability in operation in the most

extreme environmental conditions.



GENERAL DESCRIPTION Series L

Series L gear units are available in both parallel shaft helical gear units and right angled shaft bevel helical units. Series L

has a wide range of ratios varying from 1.2:1 to70.6:1.

For lower gear ratios the Series L range includes Single reduction Parallel Shaft (SPS) gear units. These units are foot

mounted. For intermediate ratios the Series L range includes Double reduction Parallel Shaft (DPS) gear units. These units

can be either foot or shaft mounted. For higher ratios the Series L range includes Triple reduction Parallel Shaft (TPS) gear

units. These units can be either foot or shaft mounted. For right angled units, the Series L range includes the Triple

Reduction Angular (TRA) gear units. These gear units can be either foot or shaft mounted.

UNIT SHAFT LAYOUT

SPS

DPS

TPS

TRA



UNIT HANDINGS & SHAFT ROTATION The black arrows in the diagrams below represent a clockwise input rotation, while the grey arrows represent a counter-

clockwise input rotation. Unit Handing is determined, by facing the unit with the input shaft closest, while Shaft Rotation is

determined facing the output shaft.

Parallel Shaft Units

Single Reduction Units

Double Reduction Units

Triple Reduction Units

Right Angle Shaft Units

Triple Reduction Units

2

1 2 3 4

3

2

4

1

1

1 2



UNIT IDENTIFICATION

How to Identify Your Unit

Every gear unit carries a nameplate. This is for the convenience of the customer and for David Brown South Africa, when

ordering spare or replacement parts.

Enquiries concerning a gear unit should always specify the unit’s order number, type number, set number and ratio. This

information can be found on the David Brown South Africa nameplate located on the gear unit as shown on the samples

below.

Order Number

Each individual unit carries a batch order number in the form of a letter and a number prefix, followed by a six figure

number, for example L50586.

Type/ Size

The unit type number can easily be identified on the nameplate and can be interpreted as follows:

TYPE 'A' TYPE 'B'

FILL WITH OIL TO

DRAIN AND FLUSH AT END OF OIL

CHANGE PERIOD. SEE INSTALLATION AND MAINTENANCE MANUAL

MADE IN SOUTH AFRICA

DAVID BROWN Order No

Set No Type/Size

LUBRICATION DB Oil Grade kW Ratio R.P.M.

WHEN GEARBOX IS STOPPED

SERIES SA PAT.APPL. 936003 & 936005

LEVEL INDICATED

OIL LEVEL

DRAIN AND FLUSH AT END OF OIL CHANGE PERIOD. SEE INSTALLATION AND


DAVID BROWN O/No

Set No Type/Size

DB Oil Grade kW

Ratio R.P.M.

WHEN GEARBOX IS STOPPED.


MAINTENANCE MANUAL.

L2/000125

TRA-63

1 25.6:1

132 1450 / 56.64

6 EP

L2/000125 TRA-63 1

132 1450 / 56.64 6 EP

25.6:1

FM S P S 40 UNIT SIZE

40, 45, 50, 56, 63, 69, 76, 83 or 91

SHAFT CONFIGURATION

PS Parallel shaft (Helical units)

RA Right Angled Shaft (Bevel units)

NUMBER OF REDUCTIONS

S Single

D Double

T Triple

Q Quadruple

UNIT TYPE

FM Foot Mounted

SM Shaft Mounted

VU Vertical Up

VD Vertical Down



INCOMING GOODS, HANDLING AND STORAGE

Unit Protection Prior to dispatch, all units are coated with a rust preventative oil to give a six month protection to all internal parts during

normal transportation within the Republic of South Africa. When the unit is commissioned, the first fill of operation lubricant

dissolves the rust preventative without any harmful effect.

David Brown South Africa can advise on suitable protection for periods of storage above six months.

Incoming Goods The contents of the shipment are listed in the shipping documents. The shipment should be checked for completeness and any

shipping damage immediately reported on receipt. If necessary, a loss notice should be written out in the presence of the

transporting agent, otherwise repairing the damage without costs will not be possible.

SAFETY ALERT: A damaged drive should never be put into operation

Handling All drives are shipped in assembled state, with ancillary equipment packed separately.

Packaging of the drive will differ in accordance with size and method of shipping. The packing, unless otherwise agreed

contractually, complies with HPE Packing Guidelines.

IMPORTANT: When handling, loading or unloading the gear drive, special care should be taken to prevent the use of

damaging force.

SAFETY ALERT: The drive system must be attached to the transport fixture with the maximum permissible suspension

weight. As a rule this is on the main gear unit.

SAFETY ALERT: When lifting the drive only the provided lifting point should be utilized.

Storage The warranty on the gear unit allows for a maximum of 6 months storage with standard protection. The unit must be stored

under sheltered conditions. The unit must be rotated every 30 days, it is recommended that a log book be kept.

SAFETY ALERT: It is not permissible to stack multiple drives on top of one another.

NOTE: Damage to coating of unit may result in corrosion damage and failure of external protection.

NOTE: If stored in the open, the drive should be covered with special care and it should be ensured that neither

moisture nor foreign matter is allowed to collect on the gear unit.



INSTALLATION

Fitting of Couplings

Extension shafts are manufactured with rectangular parallel metric keyways designed to give maximum power

transmission.

Before fitting keys into the keyway, ensure the key chamfer is sufficient to allow for good key seating and that there is

clearance on top of the key.

All input shafts are manufactured with threaded centre holes to assist in mounting elements onto the shaft. Couplings

should be pre-heated up to 150 C to assist in the installation. The use of force or hammering must be avoided to prevent

damage to the unit’s bearings and gears.

Alignment of Couplings

For fluid couplings see appropriate manufacturer’s Installation and Maintenance Manual.

For flexible couplings connected by means of coupling pins and cone-rings or other flexible element proceed as detailed

below.

Whilst no general rule can be laid down for permissible errors in lining up, it is recommended that, for example couplings,

faces and the peripheries are true to within 0,1mm total indicator reading.

Errors of alignment are either of angularity (Fig.1) or eccentricity (Fig.2) or a combination of both.

Figure 1: Angularity Figure 2: Eccentricity

Errors of Angulartity

Angularity errors should be corrected before any attempt is made to eliminate errors of eccentricity. The procedure is

shown in Fig.3, using a dial test indicator or a thickness gauge in conjunction with feeler gauges. Readings should be taken

in positions 1, 2, 3 and 4 with any axial float in bearings in the coupled shaft taken up. Adjust the motor by shimming for

vertical errors. or move the unit on its foundation or baseplate for horizontal errors.



1

2

3

4

Figure 3: Angularity Check

Errors of Eccentricity

These occur when the centre lines of shafts do not intersect (Fig.2). Where the misalignment is in the vertical plane, it can

be corrected by altering the height of the motor by means of packing shims placed under the motor feet.

When the error is in the horizontal plane, correction may be made by moving the unit transversely until set in the required

position.

Radial runout may be checked using a dial test indicator mounted on one side of the coupling and measured on the outer

diameter of the other half. To measure and record eccentricity of the coupling diameter, both coupling halves should be

locked together using coupling pins or other flexible element and then both halves of the coupling should be rotated

together and readings taken at four positions as shown in Fig.4.

1

2

3

4

Figure 4: Radial Runout Check

Effect of Temperature

If there is a substantial difference between the running temperature of the gear casing and the adjacent machinery,

differences in heights may be appreciable. The co-efficient of linear expansion for cast iron is 0.000011 per unit length per

C.

For a 500mm centre height and a difference in temperature of 30 between the gearcase and the driven or driving

machine the error in alignment, if correct when cold, will be 0,165mm.

Such operating conditions can produce, particularly in large and close coupled units, very heavy additional bearing loads

and it is recommended that allowance be made such that the alignment will be correct under normal working

temperatures.



Installation of Shaft Mounted Unit

All shaft mounted units are fitted with shrink discs. When attaching or removing the unit from the shaft, the following

methods are recommended. See Appendix Sheet 5 for sleeve and shaft details.

Remove the protective cover surrounding the shrink disc.

Release locking screws on the shrink disc progressively a quarter of a turn initially to release the clamping effect

on the sleeve (Ref. Fig.5).

Locking Collars

Locking Screws

Greased

Degreased

Driven Shaft

'O' Ring

Inner Ring

Sleeve

Figure 5: Skrink Disc Assembly

The locating diameters of the hollow shaft and the driven shaft are to be thoroughly cleaned and degreased (Do

Not use grease solvents).

The unit should be slowly drawn into its final position on the driven shaft using the jacking equipment shown in

Fig.6. Secure the jacking plate to the unit output sleeve using the tapped holes provided in the end of the output

sleeve. Screw a threaded rod into the tapped hole in the end of the driven shaft and using the appropriate nut

draw the unit onto the shaft.

Remove the threaded rod from the shaft end and the jacking plate from the output sleeve.

Check the position of the shrink disc on the output sleeve (Ref. Fig.6) then gradually tighten all the locking screws

on the shrink disc locking collars (Ref. Fig.5). Do Not tighten in diametrically opposite sequence, but in succession.

Care must be taken to ensure the locking collars remain parallel and no canting occurs. Therefore, it is

recommended each screw be tightened a quarter of a turn at a time, until the torque figure shown in the table

opposite is attained. This will require several passes over all the screws. Check that the locking collars are equi-

distant over 360 .

Re-fit the protective cover.

Clearance Hole in Plate

Line up this face with the edge of the chamfer on sleeve (min. 10mm)

Shrink Disc

Nut

Jacking Screw

Jacking Plate

Shaft ThreadDriven Shaft Unit Output Sleeve



Figure 6: Mounting Gear Unit

Table 1: Tightening Torques for Shrink Discs

UNIT SIZE 40 45 50 56 63 69 76 83 91

SHRINK

DISC 125.7 150.7 160.7 180.7 200.7 220.7

TIGHTENING

TORQUES

(Nm)

100 100 240 240 240 240

Note:

1. The shrink disc should never be tightened without the unit being mounted in its final position on the driven shaft,

as this could result in a plastic deformation of the output sleeve.

2. To prevent possible fretting corrosion, it is recommended that the customer’s driven shaft be coated with

Molykote 321R or similar at the non-clamped end of the output sleeve (i.e. the opposite end to the shrink disc).

Once the assembly has been installed and located onto the driven shaft, the baseplate assembly must be restrained by a

torque reactor arm. Resilient mountings are supplied and located on the baseplate (motor end) to facilitate this reaction

arm. (Ref. Fig.7)

Figure 7: Torque Arm



Installation of Flange Mounted Unit

All flange mounted units are fitted with Rigid flange couplings. The following procedure is recommended when attaching

to or removing the gear unit from the driven shaft.

Before assembling the half coupling onto the driven shaft, ensure all surfaces are clean and well lubricated. (Do

Not use oil containing Molybdenum Disulphide MoS ).

Assemble clamping rings onto the centering hub, Part.3 (Ref. Fig.8). Due to the self -locking nature of the Dobikon

1014 assembly, fit the clamping bolts as follows:

Fit equal number of bolts into the release threads of Parts 1 and 3 to act as jacking screws to keep Parts 1 and 2

spaced from Part 3. This will give a clearance between the tapers. Screw the remaining bolts into Part 2 to hold

the assembly together.

Fit the assembled clamping rings into the bore of the driven flange half of the coupling.

Assemble the flange half onto the driven shaft with the shaft end in line with the edge of the flange (Ref. Fig.8).

Remove the bolts used to hold Parts 1 and 2 apart and fit into Part 2 to the complete coupling half. Ensure the

slots in the rings are in line.

Part 1 Front Clamping

Ring

Shaft End

Release Threads for Part 1

Part 2 Back Clamping Ring

Part 3 Centering Hub

Release Threads for Part 3

Figure 8: Rigid flange Flange Assembly

Step 1 : Hand tighten all bolts using the correct size Allen key and set up the clock gauge (Ref. Fig.9). Check the

runout of the face and check the dimensions ‘A’ for equi-distance and correct any mis-alignment (Ref. Fig.9). This

is important for correct assembly and runout tolerance.

Step 2 : Tighten the bolts in sequence to 50 Nm torque. Tighten the bolts adjacent to the slot first. Repeat, check

runout of face, correction and alignment as in Step 1.

Step 3 : Tighten the bolts evenly in sequence (Ref. Fig.9) and in progressive rounds, each round commencing with

two bolts adjacent to the slot, until the full torque is reached. (See table opposite for tightening torques). Check

the runout at regular intervals. The maximum runout must not exceed 0,01mm of flange diameter, e.g. 400

diameter flange, the runout must be less than 0,04mm.



Note: The flange can be set true within the limits by tightening the bolts adjacent to the high point to maximum torque

first.

Table 2: Tightening Torques for Flange Clamping Bolts

BIKON 30

SIZE 95/115 115/140 140/170 170/210 210/250 250/270 270/290

NO AND

SIZE OF

BOLTS

7

M14 x 80

10

M14 x 90

11

M16 x 100

16

M16 x 100

14

M14 x 80

16

M20 x 120

18

M20 x 120

TIGHTENING

TORQUES

(Nm)

230 230 355 355 690 690 690

1 2

6

10

8

43

7

9

5 X

X X

X

X

X X

X

X

X

A

Figure 9: Flange Runout Check

Mount the gear connection unit onto the driven flange (Ref. Fig.10). Fit the hexagon head flange bolts and nuts

and tighten the bolts in a diametrically opposite sequence. Coupling alignment is achieved by the spigot location

on the flange faces.

Figure 10: Mounting of Gear Unit onto Driven Shaft



Once the assembly has been installed onto the driven shaft the baseplate assembly must be restrained by a

torque reactor arm. Resilient mountings are supplied and located on the baseplate (motor end) to facilitate the

reactor arm (Ref. Fig.11).

Figure 11: Torque Arm

Installation of Foot Mounted Gear Units

Gear units with couplings and a prime mover should preferably be assembled on a common baseplate and

installed on a prepared foundation or structure. These should be placed on either side, and as close as possible to

the foundation bolts. During final bolting down, care should be taken to avoid distortion of the baseplate resulting

in deflection of the gearcasing, causing errors of alignment of shafts and gearing. Once the installation of the

baseplate is complete, the alignment of the assembly should be checked as detailed under “Alignment of

Couplings”.

For foot mounted gear units not assembled on baseplates, couplings should be aligned as outlined in “Alignment

of Couplings”. After completion of the alignment and tightening of all case foot bolts, alignment can be

maintained by drilling, reaming and dowelling two diagonally opposite feet of the unit in position into its

foundation.



START UP SAFETY ALERT: Prior to Start up please ensure that the Risk Assessment attached to this manual has been addressed.

Oil levels

All David Brown Gear Units are delivered without oil. Prior to start up ensure that the unit is filled with the correct grade

of lubricant to the correct oil level, as indicated on the oil level indicator.

If the unit has an external lubrication system, i.e. unit is forced lubricated the lubrication system should be started a

minimum of 60 second prior to the start up of the gear unit, or if indicated differently in the operational manual of the

lubrication system. During this time is must be ensured that the lubrication system is fully operational. Remove inspection

cover from the gear unit to visually establish oil flow into the gear unit.

Motor Connections

Ensure that all motor connections are correct and in line with the motor manufacturer’s requirements.

NOTE: For units with a holdback, the motor direction must be in line with the rotation of the gear unit.

Start up

During start up your David Brown gear unit the following parameters must be noted:

Operating Temperature of the unit

Gear noise

Unit vibration

Oil leaks

If any of the above reaches an unacceptable level during the start up procedure, the unit must be immediately shut down

and David Brown contacted.



COMMISSIONING

Pre-commissioning of Fluid Coupling

If the drive assemblies are fitted with fluid couplings on the input line, please refer to the manufacturer’s coupling manual

for fitting, filling and maintenance instructions.

Units Fitted with Holdbacks

Prior to commissioning, ensure the holdback direction of rotation conforms to the desired rotation of the shafting. If

incorrect, contact David Brown South Africa. A hand spin test should be carried out prior to connection.

Pre-run Instructions

Before running the unit, the gearbox sump is to be filled with the recommended grade of oil to the level indicated on the

sight glass.

Note: Overfilling should be avoided as this can result in loss of efficiency, leakage and overheating. A list of approved

lubricants is given.

Commissioning

It is recommended the unit be operated for a period of 24 hours under light load, check for oil leakage, excessive noise,

vibration and abnormal high temperatures.

During this operational period, the unit should be stopped after 30 minutes, and after allowing time for the oil to settle,

the oil level should be checked if necessary, top up to the correct level indicated on the sight glass, Fig.12.

TYPE 'A' TYPE 'B'

FILL WITH OIL TO

DRAIN AND FLUSH AT END OF OIL CHANGE PERIOD. SEE INSTALLATION

AND MAINTENANCE MANUAL


DAVID BROWN Order No

Set No Type/Size

LUBRICATION DB Oil Grade kW Ratio R.P.M.

WHEN GEARBOX IS STOPPED

SERIES SA PAT.APPL.

936003 & 936005

LEVEL INDICATED

OIL LEVEL

DRAIN AND FLUSH AT END

OF OIL CHANGE PERIOD.

SEE INSTALLATION AND


DAVID BROWN O/No

Set No

Type/Size

DB Oil Grade

kW Ratio

R.P.M.

WHEN GEARBOX IS STOPPED.


MAINTENANCE MANUAL.

L2/000125 TRA-63

1 25,6:1

132 1450/56,64

6 EP

L2/000125 TRA-63 1

132 1450/56,64 6 EP

25,6:1

Figure 12: Oil levels

Warning: ‘L’ Series units are designed to operate in the horizontal position.

Reference must be made to David Brown South Africa with full details where

units are required to operate at inclined angles.



TROUBLESHOOTING PROBLEM CAUSES REMEDY

Temperature rise at bearings

Oil level is too low Check oil level and if required adjust oil

level.

Oil is overaged Check when last oil change occurred,

change oil if required.

Defective Bearing

Contact David Brown or Bearing

Manufacturer if bearings not sourced by

David Brown.

Excessive operating temperature

Oil level in unit is too high Check oil level and if required adjust oil

level.

Oil is overaged Check when last oil change occurred,

change oil if required.

Oil is very dirty Change oil.

Fan cowl of motor/ unit is very dirty Clean fan cowl and surface of drive

Hold back not running freely Contact David Brown. Repair, if necessary

replace.

Change in unit noise

Damage to gear teeth surface Contact David Brown. Check gear teeth, if

necessary replace damaged components.

Excessive Bearing play Contact David Brown. Adjust bearing play.

Defective Bearing

Contact David Brown or Bearing

Manufacturer if bearings not sourced by

David Brown.

External loading on input and/or output

too high Correct loading to nominal data.

Loud noise in region of gear unit mounting Gear unit mounting has loosened

Tighten bolts/ nuts at recommended

tightening torques. Replace damaged

bolts/ nuts.

Noticeable lubricant leakage

Wrong mounting position/ oil level Correct mounting position. Check oil level.

Inadequate sealing of housing cover or

joints Contact David Brown. Seal again.

Radial shaft seal defective Contact David Brown. Replace oil seal

Drive does not start or starts under great

effort

Lubricant viscosity incorrect Fill unit with correct lubricant.

Oil level is too high in the gear unit Check oil level. If required adjust.

External loading on output too high Correct loading to nominal data.

Motor brake not released Check connections of brake. If required

rectify.

Drive works against holdback

Contact David Brown. Change direction of

rotation of the motor or holdback. Check

the holdback.

Drop in speed or torque Belt tension too low/ high on belt drives Correct belt tension.

Play on input and output too high

Elastic element on coupling worn Replace element.

Positive connection worn out due to

overload Contact David Brown.



DISMANTLING INSTRUCTIONS- RIGHT ANGLED UNITS

Recommendations

Before commencing the dismantling of the unit, ensure all power sources have been disconnected and the unit has been

disconnected from the driving machinery to avoid accidental rotation.

Areas around the unit must be clean and provision should be made for protecting dismantled parts, i.e. wooden pallets to

avoid bruising of the gears.

Clean outside and drain oil completely. Drainage instructions are given in Lubrication & Lubricants.

Dis-assembly - RA Type Footmount/Shaftmount

1. Removal of Gearbox from Installation

To remove shaft mounted gearboxes from the driven machine.

To remove flange mounted gearboxes from driven machine.

Disconnect output coupling (foot mounted type).

Disconnect input coupling. (See appropriate manual if fluid coupling is fitted).

Loosen and remove foot holding down bolts.

Transport unit to clean dry area for dis-assembly.

Note: The unit must be lifted by means of the lifting holes positioned on the case top.

Figure 13: Lifting of Unit



2. Remove Holdback (if fitted) Ref. Fig.14

Outer Circlip

Holdback

Cover

Bolt

Key

Inner Circlip

Figure 14: Assembly of Holdback

1. Remove hexagon head bolts securing holdback and cover to the gearcase.

2. Remove holdback cover.

3. Record position and direction of rotation for re-assembly.

4. Remove outer circlip from the shaft.

5. Withdraw holdback as an assembly from the shaft.

AVOID SEPARATING THE OUTER RACE FROM THE INNER ASSEMBLY.

(If inner assembly has separated, make use of a cable tie to compress pauls to insert into housing.)

6. Remove the key and the inner circlip from the shaft (if necessary).

NOTE: Key material to be 850/1000 Mpa (if new key is required)

3. Dis-assembly of Gear Unit

1. Remove couplings.

2. Remove fan and cowl.

3. Remove sidecovers using appropriate Allen key.

4. Remove bevel pinion bearing housing top half mounting bolts and slacken the bottom half

bolts.

5. Remove hexagon head case joint bolts.

6. Slowly lift gearbox top half case vertically using top half lifting holes.



7. Record the shaft arrangement in the gearbox for re-assembly.

8. Remove remaining bolts stage 4 and remove bevel housing assembly.

9. Each shaft line can be removed by means of suitable lifting equipment.

10. Remove bevel wheel line spacers from the gearcase and if required fitting the same bevel

gears into the gearcase record the position from which the spacers are removed.

4. Dis-assembly of Bevel Pinion Housing Ref. Fig.15

Remove complete assembly from case. Note: Care must be taken to ensure the complete complements of shims

are maintained with the assembly. These are located between the housing and gearcase. Loosen the fan locating

grubscrew and remove the fan and oil catcher to expose the locknut.

Note: The locknut is retained in position by a grubscrew with brass inserts. This grubscrew must be removed prior

to adjustment of the locknut.

Remove locknut and oil flinger and press the bevel pinionshaft from the housing, applying pressure to the shaft

extension end.

The bearings can then be pulled off the shaft using strong back plate and hydraulic press or a conventional bearing

puller.

Figure 15: Bevel Pinion Housing Assembly

5. Bearings - RA Type Footmount

The following bearing types are used on each line.

LINE BEARING TYPE END FLOAT

Bevel Pinion Taper Roller 0,05 - 0,1 mm

Bevel Wheel/ Helical Pinion Spherical Roller (C Normal) TRA40, 45, 50, 56- 0,1 - 0,15 mm

TRA63, 69, 76- 0,165 - 0,2 mm

Helical Wheel/ Helical Pinion

Final Pinion Spherical Roller (C Normal) N/A See note

Output

Spherical Roller (C Normal) N/A See note



Note: Internal bearing end floats on all helical lines are present when assembled on their respective shafts. No

adjustment is required.

6. Bearings - RA Shaftmount

The following bearings are used on each line:


Bevel Pinion Taper Roller 0,05 - 0,1 mm

Bevel Wheel/ Helical Pinion Spherical Roller (C Normal) TRA40, 45, 50, 56- 0,1 - 0,15 mm

TRA63, 69, 76- 0,165 - 0,2 mm

Helical Wheel/ Helical Pinion

Final Pinion Spherical Roller (C Normal) N/A See note

Output

Spherical Roller (C Normal) N/A See note

Note: Internal bearing end floats on all helical lines is present when assembled on their respective shafts. No

adjustment is required.

Removal of Bearings (Helical Lines) Bearings can be removed from a shaft using a conventional bearing puller or a strongback plate assembly and a

hydraulic jack (Ref. Fig.16).

Gap Between Bearingand Pinion Face

Thickness to Suit

min

Radius to Suit Pinion Out.Dia.

Radius to Suit Shaft Shoulder

Two M12 Tapped Holes Thro' Backplate

¼” BSP x 15 Deep Tapped Hole With Drilled Hole Thro' to Annular Groove

M12 Screwed Bar

Thrust Plate

20

Backplate Typical Application

Figure 16: Strongback Plate Method of Bearing Removal

Care should be taken to ensure that the force is applied to the inner race only. Pressure must not be applied to

the bearing cage or outer race. The use of heat is not recommended. To avoid bearing damage, a strong

backplate assembly is recommended. This consists of a backplate machined to fit between the bearing and the

wheel or pinion and recessed, if necessary, to suit the space behind the bearing, flat face to the bearing, recess to

be over the pinion outside diameter, two long screwed rods with nuts and a thrust plate (Ref. Fig.16).



Pressure is exerted on the bearing by a small hydraulic jack positioned between the shaft end and the thrust

plate.

In some cases it will not be possible to remove the bearing with the equipment mentioned opposite (due to space

limitations). In these cases an oil injection groove has been machined in the shaft under the bearing and a ¼”

B.S.P. tapped hole has been drilled in the shaft end to coincide (Ref. Fig.17).

Hydraulic pressure is applied to the bearing through the tapped hole in the shaft end and the angular groove in

the shaft using a small hand operated oil pump.

Gearwheel

Annular Groovein Shaft

Bearing

¼" BSP x 15 Deep Tapped Hole With Drilled Hole Thro' to Annular Groove

Figure 17: Oil Injection Detail for Bearing Removal

Care should be taken not to damage the oil baffles if fitted behind the bearings on the pinion shafts or oil flingers

fitted to the output shafts in front of the bearings at the extension end of the shaft.

Fitting of New Bearings to Shaft (Helical Lines) Thoroughly clean the shaft and fit the oil baffles and distance pieces (where fitted) prior to assembly of the

bearings onto the shaft (Ref. Fig.18).

Gearcase

Bearing

Oil BaffleThis End Only

Helical Pinion

Spacer Fittedto Both Sidesof Case

Bearing

Distance Piece

Bevel Wheel

Bevel Wheel Line Other Helical Lines

Figure 18: Assembly of Spherical Roller Bearings



Heat the bearings in an oil bath or oven to a maximum of 120 C. Do Not rest the bearings on the bottom of the

oil bath or oven - DO NOT USE FLAME FOR HEATING.

Slide or press the bearings tight against the shaft shoulders. PRESSURE MUST NOT BE APPLIED TO THE OUTER

RACE. Bearings tend to creep off when cooling down. The distance pieces and oil baffles should be checked to

make sure that they are tight. If not, the bearings will need pressing up.

Fit the oil flinger to the output shaft extension end after fitting bearing (Ref. Fig.19).

Thoroughly coat bearings with lubricating oil.

Output Extension End


Withdrawal of Shaft Mounted Unit from Driven Machinery The withdrawal method is the reverse of the installation.

The locking screws on the shrink disc locking collars (Ref. Fig.20) are to be loosened gradually in succession, in the

same manner as the tightening procedure. Do Not remove the screws completely.

Remove the shrink disc from the gear unit output sleeve.

LockingCollars

LockingScrews

Greased

Degreased

DrivenShaft

'O' Ring

Inner Ring

Sleeve

Figure 20: Shrink Disc Assembly

Use a metal disc to act as a thrust plate between the jacking screw and the shaft and to protect the screw thread

in the end of the shaft. (Ref. Fig.21).



Secure the jacking plate to the output sleeve with the jacking screw, which engages with the thread in the centre

of the jacking plate.

The unit is now ready for withdrawal form the driven shaft.

Slowly jack the unit off the shaft by tightening the jacking screw against the metal disc.

Remove the jacking plate and the metal disc from the output sleeve.

Metal Disc

Jacking Screw

Jacking Plate

Driven Shaft Unit Output Shaft

Figure 21: Removing Gear Unit

With the shrink disc assembly removed from the output sleeve, disassemble, and thoroughly clean. The locking

collar and the inner rings tapered surfaces are to be greased with Molycote 321R or equivalent (Ref. Fig.20). Re-

assemble the shrink disc.

Withdrawal of Flange Mounted Unit from Driven Machinery With the unit supported by suitable lifting equipment, release the resilient mounting or torque arm. Remove the hexagon

head flange connecting bolts and withdraw the gear unit away from the driven shaft (Ref. Figs.10 and 11).

To remove the half couplings from the driven or driving shafts, unscrew all of the clamping bolts a few turns and

then transfer the bolts as follows :

Screw at least three bolts into the release threads of Parts 1 and 3 to free the tapers.

Remove the flange assembly.

With the clamping rings removed from the driven or driving half flanges and rings, retaining the rings for each half

with the flange from which it was removed.

After cleaning, lubricate all parts. (Do Not use oil containing Molybdenum Disulphide MoS ). Re-assemble the

rings into the flange with the appropriate bolts. Lightly tighten the bolts to hold the assembly together.



RE-ASSEMBLY INSTRUCTIONS- RIGHT ANGLED UNITS

Recommendation

If the bevel gearing has been disturbed, or replacement gears are to be fitted, it will be necessary to check the

tooth contact of the bevel gears. This is the only gearing that requires adjustment in the gear unit range.

The helical gear positions are pre-set by the machined abutments in the casing, together with fixed centres of the

gearcase.

For bearing abutment see relevant section of this manual.

For helical gear wheel replacement see relevant section of this manual.

Clean all joints, cover faces and case internals.

Assemble gearing into unit, commencing with the output line shaft. Care should be taken to ensure that the

bearing outer races are seating correctly within their housing.

Rotate the input shaft by hand to ensure freedom of rotation. Should rotation not be possible, check the bearing

seatings.

The end floats required on all of the helical lines are pre-set during manufacture. No adjustment is required.

Should new gearing be fitted into an existing gearcase, the contact marking should be checked as follows:

1. Coat all helical pinion teeth with a thin coating of Engineers Blue, on both flanks.

2. Turn both mating gears until a well defined contact marking appears on the wheel teeth.

Note: If new output line assemblies are fitted, new oil flingers may be required

Oil baffles on intermediate lines may have to be replaced due to possible damage during removal of bearings.

These are all 3mm thick.

Re-Assembly of Bevel Pinion Housing

Fit the back bearing onto the pinionshaft and press it up against the pinion shoulder.

Fit the bearing cups into the bearing housing.

Fit the bevel pinion into the housing from the back, shaft extension end first.

Fit the bearing onto the shaft and into the housing.



Fit the oil flinger and then the locknut onto the shaft.

With the input oil catcher removed, the taper roller bearing end float is to be set. Tighten the bevel pinion locknut

(adjacent to the bearing) until the designed end float of 0,05mm to 0,1mm is achieved. This end float should be

established by means of a dial test indicator mounted onto the housing and measurement taken on the face of

the bevel pinion, whilst rotating the shaft to ensure correct seating of the bearings.

When this is achieved, fit the grubscrews to the locknut and fit the oil catcher with seal to the bearing housing.

Grease pack the grease labyrinth with approved grease. The input assembly is now ready to be mated to the bevel

wheel.

Note: When positioning a pair of spiral bevel gears in any gear unit, there are two important considerations. One

is tooth contact, the second is the backlash. The most important of the two is tooth contact. The backlash may be

set slightly plus or minus of the tolerance shown in.

Figure 22: Assembly of Bevel Pinion Housing

Assembly and Adjustment of Bevels in Gearcase

To correctly position the bevel gears in the gear unit, the procedure outlined below should be followed:

With the top half case removed, assemble all the internal parts in position except for the bevel input assembly

and the bevel wheel line assembly. It is essential that all parts are clean and that the assembly is performed in a

“dust free” environment.

Start by positioning 1mm of shims between the bevel pinion housing flange and the gearcase. Using the

appropriate socket head setscrews, attach the bevel pinion housing assembly to the gearcase. (See Table 3 for

tightening torques).



Position the bevel wheel line assembly central about the case (i.e. equi-distant from the outside walls). As a

starting position, align the back faces of the bevels. Using a dial test indicator, set the backlash to the values

quoted on Page 44. This normally gives a good starting point for the correct bevel contact marking.

Hold the bevel wheel line bearings in position by clamping with a flat plate and tie bars to the bearing housings.

The case joint bolts and the appropriate size nuts can be used to pull the plates down to apply light pressure on

the outside of the bearings (Ref. Fig.23).

GearcaseBottom Half Joint Face

Drilled Flat Plate

Bolts and Nuts

Existing BoltHoles in Case

Bearing

A

B

View on Arrow A View on Arrow B

Figure 23: Bearing Clamping Arrangement

All teeth of the bevel wheel are to be coated with a thin layer of Engineer’s Blue on both flanks.

Turn both mating gears until a well defined contact marking appears on the pinion teeth.

The markings are to be compared to the diagrams shown in Page 43. If the correct markings are not obtained,

either remove the bevel pinion housing and add or subtract shims, or move the bevel wheel line as indicated in

Page 43.

Return to step where mating gears are turned and repeat the operations until the marking is correct.

After obtaining the correct marking, re-check the backlash between the pair of gears using a dial test indicator.

Correct contact should enable the backlash to be within the range specified in Page 44.

Setting of Bevel Wheel Line End Float (Ref. Fig.24)

With the contact marking and backlash correct, measure the gap between the shoulder in the case and the outer

face of the bearing at the wheel side of the case using feeler gauges. Fit standard width spacer “A”, plus the

required number of shims to make up the measured gap (or on earlier gear units grind spacer “A” to the size

required). Fit spacer “A”. Leave the spacer in position, then at the opposite side measure the gap between the

shoulder in the case and the outer face of the bearing, subtract the required end float as shown in paragraphs

5.2.5. or 5.2.6 from the measured gap. Fit the standard width spacer “B”, plus the shims to make up the required

size (or on earlier units grind spacer “B” to the required size). Fit spacer “B”. Remove the tie bars from the

bearings and re-check the end float.



Spacer "B" Spacer "A"

Figure 24: Bevel Wheel Line

Note: When re-fitting the existing gears in the same unit, step 6.3.2 can be carried out by using the existing shims or

new ones of the same value.

Check existing spacers on the bevel wheel line are in the correct position.

It is important when ordering a new pair of bevels for a gear unit to also order a pair of oversize bevel wheel line

adjustment spacers.

Replacement of Case Top and Covers

Loosen the cover bolts using the appropriate Allen key.

Fit the two assembly dowels (Ref. Fig.25) into the bottom half case joint.

Note: The joint faces and covers should be cleaned at this point and coated with a thin smear of Hylomar

jointing compound.

Fit the case top half, locating on the assembly dowels. Fit the case hexagon head joint bolts and tighten to the

correct tightening torque as specified in Table 2.

Remove the two assembly dowels from the case before tightening.



17,44

Ø 17,50

150

Figure 25: Assembly Dowel (Material:- Bright Bar)

Fit the seal into the oil catcher and pack the grease labyrinth with approved grease. Position the oil catcher cover

centrally to the output shaft and fit (ref. fig.26).

Figure 26: Output Sealing Arrangement

After replacing the covers and tightening all of the bolts using the appropriate Allen key to the correct tightening

torque as specified in Table 2, the internals of the unit can be viewed through the inspection opening in the top

half case.

Re-Assembly of Holdback onto the Shaft (Ref. Fig.27)

1. Fit the inner circlip to the shaft.

2. Fit the key into the shaft (Note: Key material to be 850/1000 Mpa if a new key is

required.

3. Slide the holdback assembly onto the shaft, ensuring that the holdback is the

correct way round for the required shaft rotation.

4. Fit the outer circlip.



5. Fit the cover to the holdback and secure it and the holdback to the case with

hexagon head bolts to the correct tightening torque as specified in Table 2.

Note: The cover should be cleaned and coated with a thin smear of Hylomar jointing compound.

Outer Circlip

Holdback

Cover

Bolt

Key

Inner Circlip


Re-fit the fan and secure it with the appropriate grubscrew.

Re-fit the fan cowl and secure it with the appropriate socket head cap screws.

Ensure free rotation of the fan within the cowl.

Re-fit the inspection cover and tighten the bolts using the appropriate Allen key to the correct tightening torque

as specified in Table 2.

Re-fit all couplings.

Re-align all of the couplings to 0,1mm total indicator reading, or in the case of a Rigid flange rigid coupling,

0,01mm per 100mm diameter. See under installation (Fitting of Couplings).

Note: Coupling alignment must be achieved by shimming under the unit or motor feet. Do Not attempt to

achieve alignment by machining any component.

Re-fill the gear unit with the correct amount and grade of lubricant. (See Lubrication and Lubricants).

Table 4. Mineral Oils with EP additives Grade 6E

Table 4. Synthetic Oils Grade 4G

WARNING: MINERAL AND SYNTHETIC OILS ARE NOT COMPATIBLE WHEN MIXED. MIXING OF THESE

LUBRICANTS WILL LEAD TO DAMAGE OF THE GEAR UNIT.

Installation of Gear Unit to Driven Machine

For installation instructions see the Installation section of this manual.



DISMANTLING INSTRUCTIONS- PARALLEL SHAFT UNITS

Recommendations

Before commencing the dismantling of the unit, ensure all power sources have been disconnected and the unit has been

disconnected from the driving machinery to avoid accidental rotation.

Areas around the unit must be clean and provision should be made for protecting dismantled parts, i.e. wooden pallets to

avoid bruising of the gears.

Clean outside and drain oil completely. Drainage instructions are given in Lubrication and Lubricants.

Dis-assembly - PS Type Footmount/Shaftmount

1. Removal of Gearbox from Installation

To remove shaft mounted gearboxes from the driven machine.

To remove flange mounted gearboxes from driven machine.

Disconnect output coupling (foot mounted type).

Disconnect input coupling. (See appropriate manual if fluid coupling is fitted).

Loosen and remove foot holding down bolts.

Transport unit to clean dry area for dis-assembly. Note: The unit must be lifted by means of the lifting holes

positioned on the case top, refer to page 18.

2. Remove Holdback (if fitted) Ref. Fig.28

Outer Circlip

Holdback

Cover

Bolt

Key

Inner Circlip


1. Remove hexagon head bolts securing holdback and cover to the gearcase.



2. Remove holdback cover.

3. Record position and direction of rotation for re-assembly.

4. Remove outer circlip from the shaft.

5. Withdraw holdback as an assembly from the shaft.

AVOID SEPARATING THE OUTER RACE FROM THE INNER ASSEMBLY.

(If inner assembly has separated, make use of a cable tie to compress pauls to insert into housing.)

6. Remove the key and the inner circlip from the shaft (if necessary).

NOTE: Key material to be 850/1000 Mpa (if new key is required)

3. Dis-assembly of Gear Unit

1. Remove couplings.

2. Remove both fans and cowls.

3. Remove sidecovers using appropriate Allen key.

4. Remove hexagon head case joint bolts.

5. Slowly lift gearbox top half case vertically using top half lifting holes.

6. Record the shaft arrangement in the gearbox for re-assembly.

7. Each shaft line can be removed by means of suitable lifting equipment.

4. Bearings - PS Type Footmount

The following bearing types are used on each line:


All lines Spherical Roller (C Normal) N/A See Note

Note: Internal bearing end floats on all helical lines are present when assembled on their respective shafts. No adjustment

is required.



5. Bearings - RA Shaftmount

The following bearings are used on each line:


All lines except Output Spherical Roller (C Normal) N/A See Note

Output Full Complement Cylindrical Roller (C

Normal)

N/A See Note

Note: Internal bearing end floats on all helical lines is present when assembled on their respective shafts. No adjustment is

required.

Removal of Bearing (Helical Lines)

Bearings can be removed from a shaft using a conventional bearing puller or a strongback plate assembly and a

hydraulic jack (Ref. Fig.29).

Gap Between Bearingand Pinion Face

Thickness to Suit

min

Radius to Suit Pinion Out.Dia.

Radius to Suit Shaft Shoulder

Two M12 Tapped Holes Thro' Backplate

¼” BSP x 15 Deep Tapped Hole With Drilled Hole Thro' to Annular Groove

M12 Screwed Bar

Thrust Plate

20

Backplate Typical Application

Figure 29: Strongback Plate Method of Bearing Removal

Care should be taken to ensure that the force is applied to the inner race only. Pressure must not be applied to

the bearing cage or outer race. The use of heat is not recommended. To avoid bearing damage, a strong

backplate assembly is recommended. This consists of a backplate machined to fit between the bearing and the

wheel or pinion and recessed, if necessary, to suit the space behind the bearing, flat face to the bearing, recess to

be over the pinion outside diameter, two long screwed rods with nuts and a thrust plate (Ref. Fig.28).

Pressure is exerted on the bearing by a small hydraulic jack positioned between the shaft end and the thrust

plate.



In some cases it will not be possible to remove the bearing with the equipment mentioned opposite (due to space

limitations). In these cases an oil injection groove has been machined in the shaft under the bearing and a ¼”

B.S.P. tapped hole has been drilled in the shaft end to coincide (Ref. Fig.30).

Hydraulic pressure is applied to the bearing through the tapped hole in the shaft end and the angular groove in

the shaft using a small hand operated oil pump.

Gearwheel

Annular Groovein Shaft

Bearing

¼" BSP x 15 Deep Tapped Hole With Drilled Hole Thro' to Annular Groove

Figure 30: Oil Injection Detail for Bearing Removal

Care should be taken not to damage the oil baffles if fitted behind the bearings on the pinion shafts or oil flingers

fitted to the output shafts in front of the bearings at the extension end of the shaft.

To Fit New Bearings to Shaft (Helical Lines)

Thoroughly clean the shaft prior to assembly of the bearings onto the shaft (Ref. Fig.31).

Input Extension End Output Extension End


Heat the bearings in an oil bath or oven to a maximum of 120 C. Do Not rest the bearings on the bottom of the

oil bath or oven - DO NOT USE FLAME FOR HEATING.



Slide or press the bearings tight against the shaft shoulders. PRESSURE MUST NOT BE APPLIED TO THE OUTER

RACE. Bearings tend to creep off when cooling down. The distance pieces and oil baffles should be checked to

make sure that they are tight. If not, the bearings will need pressing up.

Fit the oil flinger to the output shaft extension end after fitting bearing (Ref. Fig.31).

Thoroughly coat bearings with lubricating oil.



RE-ASSEMBLY INSTRUCTIONS- PARALLEL SHAFT UNITS

Recommendation

The helical gear positions are pre-set by the machined abutments in the casing, together with fixed centres of the

gearcase.

For bearing abutment see previous paragraph.

Clean all joints, cover faces and case internals.

Assemble gearing into unit, commencing with the output line shaft. Care should be taken to ensure that the

bearing outer races are seating correctly within their housing.

Rotate the input shaft by hand to ensure freedom of rotation. Should rotation not be possible, check the bearing

seatings.

The end floats required on all of the helical lines are pre-set during manufacture. No adjustment is required.

Should new gearing be fitted into an existing gearcase, the contact marking should be checked as follows:

1. Coat all helical pinion teeth with a thin coating of Engineers Blue, on both

flanks.

2. Turn both mating gears until a well defined contact marking appears on the

wheel teeth.

Note: If new output line assemblies are fitted, new oil flingers may be required

Oil baffles on intermediate lines may have to be replaced due to possible damage during removal of bearings.

These are all 3mm thick.

Replacement of Case Top and Covers

Loosen the cover bolts using the appropriate Allen key.

Fit the two assembly dowels (Ref. Fig.32) into the bottom half case joint.

Note: The joint faces and covers should be cleaned at this point and coated with a thin smear of Hylomar

jointing compound.

Fit the case top half, locating on the assembly dowels. Fit the case hexagon head joint bolts and tighten to the

correct tightening torque as specified in Table 2.

Remove the two assembly dowels from the case before tightening.



Ø 9,00

8,94

150

Figure 32: Assembly Dowel (Material:- Bright Bar)

Fit the seal into the oil catcher and pack the grease labyrinth with approved grease. Position the oil catcher cover

centrally to the input and output shafts and fit (ref. fig. 33).

Figure 33: Output Sealing Arrangment

After replacing the covers and tightening all of the bolts using the appropriate Allen key to the correct tightening

torque as specified in Table 2, the internals of the unit can be viewed through the inspection opening in the top

half case.

Re-Assembly of Holdback onto the Shaft (Ref. Fig.34)

1. Fit the inner circlip to the shaft.

2. Fit the key into the shaft (Note: Key material to be 850/1000 Mpa if a new key is required.

3. Slide the holdback assembly onto the shaft, ensuring that the holdback is the correct way round for the

required shaft rotation.

4. Fit the outer circlip.



5. Fit the cover to the holdback and secure it and the holdback to the case with hexagon head bolts to the correct

tightening torque as specified in Table 2.

Note: The cover should be cleaned and coated with a thin smear of Hylomar jointing compound.

Outer Circlip

Holdback

Cover

Bolt

Key

Inner Circlip


Re-fit the fan and secure it with the appropriate grubscrew.

Re-fit the fan cowl and secure it with the appropriate socket head cap screws.

Ensure free rotation of the fan within the cowl.

Re-fit the inspection cover and tighten the bolts using the appropriate Allen key to the correct tightening torque

as specified in Table 2.

Re-fit all couplings.

Re-align all of the couplings to 0,1mm total indicator reading, or in the case of a Rigid flange rigid coupling,

0,01mm per 100mm diameter. See under installation (Fitting of Couplings).

Note: Coupling alignment must be achieved by shimming under the unit or motor feet. Do Not attempt to

achieve alignment by machining any component.

Re-fill the gear unit with the correct amount and grade of lubricant. (See Lubrication and Lubricants).

Table 4. Mineral Oils with EP additives Grade 6E

Table 4. Synthetic Oils Grade 4G

WARNING: MINERAL AND SYNTHETIC OILS ARE NOT COMPATIBLE WHEN MIXED. MIXING OF

THESE LUBRICANTS WILL LEAD TO DAMAGE OF THE GEAR UNIT.

Installation of Gear Unit to Driven Machine For installation instructions see the installation section of this manual.



DISMANTLING INSTRUCTIONS- VERTICAL TYPE UNIT 1. Remove gear unit from driven machine to a clean working area.

2. Remove plug (part no. 26) and drain oil from unit.

3. Remove Shrink disk. Refer to manufacturer’s instructions for correct fitting.

4. Remove fan cowl (part no. 9).

5. Remove fan (part no. 8).

6. Remove top cover (part no. 3).

7. Remove pump cover (part no. 4).

8. Remove the other two bottom covers (part nos. 5 & 6)

9. Remove pump (part no. 25). The pump is located on the shaft by means of a key (part no. 18). If the key is loose,

remove it from the keyway and put it in a safe place for re-assembly.

10. Remove to half case (part no. 2). Care should be taken to ensure the top is lifted straight so as to be sure no

damage is caused to the bearings.

11. Push input pinion (part no. 12) towards front of case as shown in fig.1

12. Using special bracket attached to the final pinion (part no. 14) and to output shaft (part no. 10) lift the completed

lines out of the gear case together as shown in fig.2 . Care should be taken to ensure no damage is caused to the

bearings or gear teeth.

13. Remove input pinion (part no. 12).

Removal and repair of individual components should be carried out as per section7.0 “Dismantling Instructions PS Types”.



RE-ASSEMBLY INSTRUCTIONS- VERTICAL TYPE UNIT On completion of repairs and replacement of bearings where necessary, refer to section 8.0 “Re-Assembly of Gear Unit -

PS Type”, re-assemble the remaining components as follows:-

1. Fit input pinion (part no. 12) and push over in direction of arrow shown in fig.1.

2. Fit final pinion (part no. 14) and output shaft (part no. 18. Care should be taken to ensure that bearings are seated

correctly into the respective bores and that no damage has occurred to the gear teeth.

3. Push input pinion so that it meshes with the primary wheel (part no. 13). It may be necessary to rotate the pinion

so as to allow the gears to mesh.

4. The top of the case should be cleaned and coated with a thin smear of Hylomar jointing compound.

5. Fit top half case (part no. 2). Care should be taken to ensure that the case top is fitted correctly and that the

bearings are seated correctly into the respective bores.

6. Fit top cover (part no. 3).

7. Fit pump (part no. 25) together with key (part no.18).

8. Clean bottom bore faces and smear with a thin coating of Hylomar jointing compound..

9. Fit bottom cover (part nos. 4,6, & 7)

10. Fit fan (part no. 8).

11. Fit cowl (part no. 9).

12. Fit shrink disk to output shaft (refer to manufacturer’s instructions).

13. Fit oil drain plug (part no. 26).

14. Refill unit with recommended grade of oil to the correct standing oil level and test run as described in section

“Lubrication & Lubricants”.



LUBRICATION & LUBRICANTS New Units

Every new gear unit leaves the factory without oil. Before putting the unit into commission, it should be filled to the

correct standing oil level shown on the oil level sight glass with the recommended lubricant stamped on the David Brown

South Africa nameplate. Lists of approved mineral (EP) and synthetic lubricants are given in Tables 1 and 1a respectively.

WARNING: MINERAL AND SYNTHETIC OILS ARE NOT COMPATIBLE WHEN MIXED. MIXING OF THESE

LUBRICANTS WILL LEAD TO DAMAGE OF THE GEAR UNIT.

It is advised to run the unit for a short period without any load to allow the lubricant time to circulate thoroughly. After

which, stop the unit and allow the lubricant to settle. Re-check the oil level and top up if necessary.

Note: The gear unit should not be over filled. This causes additional churning to the oil, resulting in possible over-heating

and/or leakage.

Oil Changes

Over a period of operation, oil degradation takes place and this process occurs more rapidly at higher temperatures.

Therefore, the lubricant should be renewed to ensure correct lubrication. The interval between oil changes is determined

by the type of oil and the time spent at high temperatures, as illustrated in the following table:

MINERAL OILS WITH EP ADDITIVES SYNTHETIC OILS

OIL GRADE 6E OIL GRADE 4G

TEMPERATURE °C CHANGE PERIOD* CHANGE PERIOD*

Less than 80°C 10000 hours or 2 years 20000 hours or 3 years

90°C 5000 hours or 1 year 10000 hours or 2 years

100°C 3500 hours or 6 months 7000 hours or 1 year

*WHICHEVER IS THE SHORTEST PERIOD

It is preferable, when changing oil, that the oil be drained when it is hot and after circulation. When the unit is to flushed,

an oil of the same viscosity grade and type as the lubricating oil should be used. Fill the unit to the level and run the unit

before draining this oil and re-filling with the new lubricating oil to the correct level for the unit. The procedure, as stated,

of running the unit for a short period and then re-checking the level and topping up where necessary should be repeated.

Drainage and Re-filling (Ref. Fig.35)

To fill the unit with the correct grade of lubrication, remove the inspection cover situated on the gearcase top. If required,

whilst the cover is removed, the breather should be cleaned by means of an air line to remove any built-up dirt.

Drainage of the unit is achieved by removal of the drain plug situated at the output end of the gearbox underneath the

units nameplate and oil level indicator.



SERIES SERIES

Breather Fill Thro'InspectionCover

Oil LevelSight Glass

Drain Plug

Oil Level Sight Glass

Breather Fill Thro'InspectionCover

Drain Plug

TYPE ‘A’ TYPE ‘B’ Figure 35: Drainage

The approximate quantity of oil required is give in table 1, but the unit should always be filled to the level marked on the

dipstick or any other level indicator fitted (sight glass etc). Warning: Do not overfill the unit as this may cause leakage and

overheating.

Where possible run the unit without load for a short time to circulate the lubrication thoroughly, then stop the unit and

recheck the oil level after allowing the unit to stand for 10 minutes and if necessary top up to the correct mark on the

dipstick or any other level indicator fitted (sight glass etc).

In addition where bearings are greased packed, the greases approved are NLGI grade 2 and recommended greases are

listed in the Approved Lubrication Scheme booklet available from David Brown.

Table 3:Lubricant Quantity (Litres)

UNIT

TYPE

UNIT SIZE

40 45 50 56 63 69 76 83 91

SPS 17 30 42 56 100 90 105 110 145

DPS 25 38 58 80 74 160 ----- ----- -----

TPS ----- ----- ----- ----- 84 105 191 205 240

TRA 18 23 35 46 90 94 146 195 232

* Oil quantities are approximately as individual unit capacities vary with ratio. The final oil level should conform to the

markings on the oil level sight glass.

Correct lubricant is most important and it should be noted that EP oils are essential in all instances. The nameplate of each

gear unit is stamped with the David Brown oil grade number which corresponds to the particular duty of the unit. The

table 11 gives details of suppliers and lubricants appropriate to the grade reference numbers from which a suitable

lubricant can be selected.



Lubricants listed are suitable for normal ambient temperatures and operating duties. All gear units in this range are

designed to operate under full load at a maximum temperature of 100ºC. Higher temperatures up to a maximum of 120ºC

are acceptable on the basis of peak periods of short duration only. In certain applications these maximum temperatures

may be exceeded by the use of special lubricants. Such cases or others where extreme conditions are to be met, e.g. low

temperature operation or unusual loading conditions, should be referred, with full details to David Brown for

recommendations.

The approved oils listed in table 11 are mineral lubricants. Mineral lubricants are not compatible with synthetic lubricants.

Table 4:Approved Lubrication- Mineral Oils with EP Additives DB Grade 6E (ISO 320) SUPPLIER LUBRICANT NAME/DESIGNATION

Ampol limited Gearlube SP 320

Batoyle Limited Remus 320

Boxer Serivec Limited Indus 320

B.P. Oil Limited Energol GR-XP 320

Caltex (U.K.) Limited EP Plus Gear Lubricant 320

Caltex (U.K.) Limited RPM Borate EP Lubricant 320

Carl Bechem GmbH Star Oil G 320

Carl Bechem GmbH Berugear GSBM 320

Castrol Alpha SP 320

Chemico (Pty) Limited Lubro Gear Oil GEP 320

Engen Gengear 320

Exxon Company International Spartan EP 320

Fina Giran 320

Fuchs Mineraloelwerke (U.K.) Plc Renogear WE 320

Fuchs Mineraloelwerke GmbH Renolin CLPF Super

Gulf Oil (G.B.) Limited EP Lubricant HD

Klüber Lubrication Klüberoil GEM1 320

Kuwait Petroleum International Q8 Govo 320

Lubrication Engineers Inc. Almasol Vari-Purpose Gearlube 605

Mobil Oil Co. Limited Mobilgear 600 Series 632

Omega Manufacturing Division Omega 690 85W/140

Optimol Olwerke Optigear 320

Optimol Olwerke Optigear BM 320

Petromin Lubricating Oil Company Gearlube 320 EP

Sasol Oil Cobalt 320

Sasol Oil Hemat 320

Shell Oils Omala 320

Texaco Limited Meropa Lubricant 320

Total Carter EP

Tribol GmbH Molub-Alloy Gear Oil 690

Tribol GmbH Tribol 1100-320



TIGHTENING TORQUES The table below shows the recommended tightening torques.

FASTENER

SIZE FASTENER

TYPE

TIGHTENING

TORQUE

(Nm)

M8 x 1,25 pitch Socket head

capscrew (12.9) 40

M10 x 1,5 pitch Socket head

capscrew (12.9) 80

M8 x 1,25 pitch Hexagon head

screw/bolt (8.8) 25


screw/bolt (8.8) 50


screw/bolt (8.8) 87


screw/bolt (8.8) 215













MOUNTING INSTRUCTIONS FOR SPIRAL BEVEL GEARS Correct contact pattern for bevel gears

Pinion Without Load

Driving Flank

Non-Driving Flank

Contact Pattern

Pinion With Load

Figures A and B show an incorrect contact pattern on the left. The arrows in the centre indicate the direction of movement

needed to the wheel and pinion to achieve a correct contact pattern shown on the right.

A

B

Note: A pair of gears with no load applied should have a contact pattern length of at least 50% of the whole length of the

tooth, when the contact pattern is in the correct position.



BACKLASH & END FLOATS The table below indicates the acceptable backlash for right-angled gear units.

UNIT SIZE TRA40 TRA45 TRA50 TRA56 TRA63 TRA69 TRA76 TRA83 TRA91

BACKLASH (mm) 0.10/0.13 0.10/0.13 0.12/0.14 0.12/0.14 0.14/0.17 0.14/0.17 0.14/0.17 ----- -----

The table below indicates the acceptable end floats for the bevel gear lines of right-angled units.

UNIT SIZE TRA40 TRA45 TRA50 TRA56 TRA63 TRA69 TRA76 TRA83 TRA91

End float

(mm)

Bevel wheel

0.05/0.10 0.05/0.10 0.05/0.10 0.05/0.10 0.05/0.10 0.05/0.10 0.05/0.10 0.05/0.10 0.05/0.10

End float

(mm)

Bevel pinion

0.10/0.15 0.10/0.15 0.10/0.15 0.10/0.15 0.10/0.15 0.10/0.15 0.10/0.15



SHAFT MOUNTED UNITS SHAFT MOUNTED UNITS

HOLLOW SLEEVE AND SHRINK DISC DETAILS

L DEEP Ø G Ø J Ø J Ø H K TAPPED HOLES

BA

CN P

Ex45º

D

Fx45º

M P.C.DIA.

UNIT

SIZE A B C D E F G H J K L M Qty N P

40 200 270 40 85 4,5 2 95,047

95,012

90,035

90,000 85 M6 12 112 6 52 10

45 205 285 45 95 4,5 3 115,047

115,012

110,035

110,000 95 M6 12 135 6 62 10

50 240 325 60 100 5,0 3 125,054

125,014

120,035

120,000 100 M8 18 145 6 68 10

56 240 345 70 120 5,0 3 145,054

145,014

140,040

140,000 120 M8 18 160 6 85 12

63 295 400 80 120 5,0 3 165,054

165,014

160,040

160,000 120 M8 20 185 6 85 12

69 295 420 90 135 5,0 3 175,054

175,014

170,040

170,000 135 M10 26 197 6 104 14

76

83

91



RECOMMENDED DETAILS OF CLIENT’S DRIVEN SHAFT

TO SUIT HOLLOW SLEEVE

R Max.

Ø V Ø W Ø X Ø Y

Zx45

Q

T US

UNIT

SIZE Q R S T U V W X Y Z

TAPPED

HOLE IN

SHAFT

END

40 467 3,5 105 267 95 120 95,000

94,978 92

90,000

89,978 3 M24 x 50

45 487 3,5 118 264 105 130 115,000

114,978 112

110,000

109,978 3 M24 x 50

50 562 4,0 130 132 110 140 125,000

124,975 122

120,000

119,978 4 M30 x 60

56 582 4,0 155 297 130 160 145,000

144,975 142

140,000

139,975 4 M30 x 60

63 692 4,0 160 402 130 180 165,000

164,975 162

160,000

159,975 4 M36 x 70

69 712 4,0 180 387 145 190 175,000

174,975 172

170,000

169,975 4 M36 x 70

76

83

91



SHIPPING SPECIFICATIONS

The masses given below are approximations. The actual mass of the gear units may vary in accordance with the size

and ratio of the unit.

Gear Unit Net Weights-kg

UNIT

TYPE

UNIT SIZES

40 45 50 56 63 69 76 83 91

SPS 418 492 809 932 1350 1730 2733 4315 -----

DPS 470 610 950 1092 1582 2027 ----- ----- -----

TPS 590 765 1191 1370 1985 2342 3700 5841 -----

TRA 470 534 884 954 1594 1804 2924 3513 4884

David Brown Gear units are commonly shipped as part of a full drive system, the overall mass is system dependent,

and cannot be estimated.

All Series L gear units are packed as per David Brown standard on a wooden shipping pellet only. Upon request by

the customer other forms of packaging can be provided.



RISK ASSESMENT To ensure the safe operation of any David Brown Gearing Product the following risk assessment must be taken into

account. The risks and hazards identified must be mitigated or if possible designed out of the system.

RISK ANALYSIS AND MITIGATION FOR DAVID BROWN GEAR UNITS

The following table displays the risks/hazards associated with the use/operation of our gear units, the recommended risk

mitigation and response action associated with these risks.

The SIL (Safety Integrity Level) rating indicates the level of safety management that should be assigned to specified risk.

The SIL Matrix displayed on the following page indicates the relationship between the probability and severity of the risks

associated with the use of our units.

The table below shows the definitions attached to each SIL Rating.

SIL RATING DEFINITION

NO SIL No damage to unit

0+ Minor incident with limited damage to unit

1 Minor incident with significant damage to unit

2 Serious accident with limited damage to unit

3 Serious accidents with significant damage to unit

4 Serious accidents with severe damage to unit

4+ Disastrous accidents



All Safety and Standard Operating procedures attached to the use of our gear units must take into consideration the risks/

hazards identified in this assessment.

SIL Rating Matrix Probability of Occurrence

Potential

Severity

A Very

Unlikely

(1)

B

Unlikely

(2)

C Possible

(3)

D

Likely

(4)

E

Very

Likely

(5)

Harm to

people Environment Damage

<10-9

incidents

per hour

10-9

<i<10-7

incidents per

hour

10-7

<i<10-5

incidents per

hour

10-5

<i<10-3

incidents

per hour

>10-3

incidents

per hour

Catastrophic

(5)

Multiple

Fatalities

Massive &

uncontrolled

release with

significant

environmenta

l impact,

damage lasts

longer than

12 months.

Permanent

Damage

Permanent

Significant

damage to

property,

resulting in

permanent

plant

shutdown

2 (16) 3 (32) 4 (64) 4+ (128) 4+ (256)

Severe (4) Single

Fatality

Extended

exceedance

of licence

conditions

with

significant

environmenta

l damage of

more than 12

months.

Recovery/

Rehabilitation

Permanent/

Significant

damage to

property,

resulting in

long-term

shutdown.

External

assistance

required.

1 (8) 2 (16) 3 (32) 4 (64) 4+ (128)

Significant (3) Disabilities

Significant

localised

environmenta

l damage

unlikely to

last beyond 1

month.

Recovery/

Rehabilitation

Significant

damage to

property,

resulting in

temporary

shutdown.

External

assistance

required

0+ (4) 1 (8) 2 (16) 3 (32) 4 (64)

Moderate (2)

Medical

Treatment

without

permanent

injury

Short term

environmenta

l impact.

Recovery.

Slight damage

to property.

No down

time.

NO SIL (2) 0+ (4) 1 (8) 2 (16) 3 (32)

Negligible (1) First Aid

No significant

environmenta

l damage.

Easily

controlled.

No significant

damage to

property.

NO SIL (1) NO SIL (2) 0+ (4) 1 (8) 2 (16)



General Gear Units

Hazard Potential

Effects Mitigation Action/ Response Probability Severity

SIL RATING

1

Oil leak

Damage to bearings

N/A Stop unit. Report to

David Brown. 3 2 1

Seizure of unit N/A Isolate Unit. Report to

David Brown 2 3 1

Seepage/ Contamination

of Water

Ensure that saw dust is available to

contain spillage

Ensure that spillages are dealt with immediately.

3 2 1

Personnel slips on oil

Ensure that signs visible indicating

slippery area Report to David Brown 4 2 2

2 Bearing Damage

Damage to gear teeth,

couplings and gear case

Regular visual inspection of

bearings

Isolate Unit. Report to David Brown

3 3 2

3 Seizure of

Unit

Damage to gear teeth, couplings & gear case.

Shearing of shafts.

N/A Isolate Unit. Report to

David Brown 2 4 2

4 Broken Gear

Teeth

Catastrophic failure of gear

unit

Regular visual inspection of gear

teeth condition

Stop unit. Report to David Brown.

3 3 2

5

Lubrication Oil feed Failure

Damage to bearings, gear

teeth and shafts

Monitor inlet and outlet oil pressures


3 4 3

Overheating Carefully monitor bearing and oil temperatures


3 2 1

6

Use of Incorrect

lubrication oil

Seizure of unit

Ensure that only specified oil grades and types are used

in unit


4 3 3

7

Overheating

Failure of Bearings

Carefully monitor bearing and oil temperatures


4 3 3

Fire Carefully monitor bearing and oil temperatures

Follow Emergency Fire Procedures. Isolate

unit. Report to David Brown.

2 4 2

Scolding/ burns to unprotected

skin

Ensure that Personal Protective

Equipment is supplied.

Stop unit and report to David Brown

3 1 0

8 Failure of Bearings

Overheating, Damage to

case, shafts and gear teeth

Regular visual inspection of

bearings


3 4 3



Hazard Potential Effects Mitigation Action/ Response Probability Severity SIL

RATING

9

Overload of unit

Broken teeth

Ensure that unit is operated to David Brown indicated

specifications


4 4 4

Twist on Case

Ensure that unit is operated to David Brown indicated

specifications


3 3 2

10 Blockage of Lubrication

pipes

Lack of lubrication,

pitting of gear teeth. Bearing

damage

Ensure that no foreign objects are

allowed in/ near unit

Stop unit. Drain oil, and flush lubrication

pipes. Report to David Brown

4 3 3

11 Twist of Gear

case

Excessive vibration, bearing

overheating and misalignment

Ensure that case is mounted

according to David Brown

specifications, that all alignments are

checked and in accordance with

David Brown Specifications.

Report to David Brown 3 3 2

12 Excessive Vibration

Lack of lubrication,

pitting of gear teeth. Bearing

damage

Ensure that the vibration spectrum

of the unit is within David

Brown Specifications.


13 Misalignment

Twist on case and shafts, and

damage to couplings

Ensure that during installation all

alignments meet David Brown Specifications


14 Rust/

Corrosion

Seizure of unit, bearing failure and pitting of

gear teeth

Ensure that unit is correctly stored/

lubricated. Report to David Brown 4 3 3

15 Catastrophic

Failure of Unit

Damage to base and

surroundings. N/A

Isolate Area. Report to David Brown immediately

1 5 2

Multiple Loss of limbs/ Deaths

N/A

Follow emergency procedures. Isolate unit and report to

David Brown.

2 5 3




RATING

16 Contact with

rotating parts

Loss of limbs/

Death

Ensure that access

to moving parts,

while unit is in

operation, is

limited/ or denied

Follow emergency

medical procedures

and notify Emergency

Medical Services.

2 4 2

17

Incorrect

Installation of

Unit

Catastrophic

failure of gear

unit

Ensure that unit is

correctly installed

by David Brown

Service

Technicians.


18 Contact with

meshing parts

Loss of limbs/

fingers

Ensure that during

operation there is

no access to the

inside of the unit.

Follow emergency

medical procedures


Medical Services.

4 4 4

19 Failure of

Output/ Mill

Destruction of

unit

Ensure that

sufficient

protection is in

place for the unit.

Seek advice from

David Brown, before

restarting unit

3 3 2

20 Shock loading Damage to gear

teeth and shafts N/A

Stop unit. Conduct

Visual inspection of

unit. Report to David

Brown immediately

4 4 4

21

Electrical

Shock

Electrical over

load of

mechanical

system

Ensure that unit is

correctly earthed

Follow Safe Operating

and Safety

procedures.

4 3 3

Electrical shock

to personnel

Ensure that unit is

correctly earthed

Follow emergency

medical procedures


Medical Services.

4 4 4

22 Seizure of

input drive

Damage to gear

teeth N/A

Isolate Unit. Report to

David Brown 3 3 2

23 Excessive

Noise

Damage to

hearing

Ensure that

Personal

Protective

Equipment is

supplied.

Notify David Brown. 3 3 2

Noise Pollution

Ensure that

vibration spectrum

is within David

Brown

specifications

Notify David Brown. 3 3 2




RATING

24 Damage to Couplings

injury to surrounding personnel/

Death

Regular inspection of couplings and

coupling fitting.

Follow emergency procedures. Isolate unit

and report to David Brown.

3 4 3

25 Power Spike/

Surge

Damage to Gear unit and input

motor

Ensure sufficient surge protection

within control system


3 3 2



Barring Units

Hazard Potential


SIL

RATING

1

misalignment

Unit cannot

engage ensure that

alignment meets

David Brown

Specifications

Stop unit. Report to

David Brown 4 3 3

Unit Seizes Isolate unit. Report to

David Brown 4 4 4

Barring

coupling

stripped

Isolate unit. Report to

David Brown 3 4 3

2

Lack of

lubrication on

engaging nut

Unit Seizes

Regular

inspection and

lubrication of

engaging nut


David Brown 4 4 4

3

Mill starts with

unit engaged

Damage to

Couplings

Ensure that

system contains

Interlocks


David Brown 4 5 4+

Damage to

gears, burning

out of motor

Ensure that

system contains

Interlocks


David Brown 4 5 4+

4

Crushing

between

engaging

couplings

Loss of limbs/

Death

Ensure that

guards are

placed over

coupling area.

Ensure that

there is a

personnel

lockout system

Follow Emergency

medical Procedures.

Contact EMS. Report to

David Brown

4 5 4+

5

Mill runs back

Damage to

mill

Ensure that the

control system

has an electric

brake or

Interlockable

brake


David Brown 4 5 4+

Loss of limbs/

Deaths

Ensure that the

control system

has an electric

brake or

Interlockable

brake

Follow Emergency

medical Procedures.


David Brown

4 5 4+

6

Incorrectly

meshed

coupling kicks

back

Damage on

shafts,

bearings and

teeth

Safeguard using

a suitable

engaging system


David Brown 4 5 4+

Permanent

disabilities/

loss of limbs/

death

Follow Emergency

medical Procedures.


David Brown

4 5 4+



Hazard Potential


SIL

RATING

7

Couplings

cannot

disengage/

Couplings

engaged to

deeply

Catastrophic

failure of unit

Safeguard using

a suitable

engaging system


David Brown 4 5 4+

8 Unit operated

without oil

Severe

damage to

unit

Units supplied

without oil.

Ensure that the

oil level is

correct prior to

every use.


David Brown 5 5 4+



Mill Pinions

Hazard Potential


SIL

RATING

1 misalignment

damage to

pinion/ girth

gear

ensure that

alignment meets

David Brown

Specifications

Stop mill. Report to

David Brown 4 2 2

2

Foreign

objects caught

in mesh

damage to

gears

Ensure that

foreign objects

cannot reach

mesh


David Brown 4 3 3

3 Broken teeth damage to

gears


David Brown 3 4 3

4 Lubrication

spillage

Environmental

Contamination

Ensure

environmental

management

procedure are in

place

Follow

environmental

management

procedure

3 4 3

5 Person Pulled

in mesh

Loss of limbs/

death

Ensure that guards

are secure

Follow emergency

procedures 3 5 4

6

Worn metal

from pinion

teeth

Injury to skin

Ensure that

Protective

Equipment

Follow first aid

procedures 4 2 2

Girth Gears

Hazard Potential


SIL

RATING

1 misalignment

damage to

pinion/ girth

gear

ensure that

alignment meets

David Brown

Specifications


David Brown 4 2 2

2 Loss/ damage

to bolts

damage to

gear Regular Inspection


David Brown 3 1 0

3

Foreign

objects caught

in mesh

damage to

gears

Ensure that

foreign objects

cannot reach

mesh


David Brown 4 3 3

4 Broken teeth damage to

gears


David Brown 3 4 3

5 Lubrication

spillage

Environmental

Contamination

Ensure

environmental

management

procedure are in

place

Follow environmental

management

procedure

3 4 3

Please ensure that all these risks/ hazards are attended to prior to use of our gear units and that all relevant personnel are

familiar with this assessment.



NOTES

Series L Helical Bevel

DAVID BROWN GEAR INDUSTRIES (PTY) LTD 12 BIRMINGHAM STREET

BENONI, SOUTH AFRICA

P.O. BOX 540

BENONI, 1500

SOUTH AFRICA

TEL: +27 (0)11 748 0000

EMAIL: [email protected]

WEBSITE: www.davidbrown.com

AGENTS

KWA-ZULU NATAL FREE STATE

SugarTech Ainsworth Engineering

Steven Slater Robin Pascoe

Tel: +27 (0) 83 626 3594 Tel: +27 (0) 82 551 9769

Email: [email protected] Email: [email protected]

CAPE, NAMIBIA NORTH WEST

Gear Force Lyttleton Mining

Derek Hubbard Willie Botha

Tel: +27 (0) 83 633 6576 Tel: +27 (0) 82 570 5610


CHILE VAAL TRIANGLE

Carr Y Compania Armin Hurliman

Jose Fernandez Tel: +27 (0) 82 778 6288


GHANA MPUMALANGA

Multotec Ghana LHJ Mechanical Seals & General

Godwin Dzwairo Louis Jordaan


KENYA ZAMBIA

Muli Kenya Limited EC Mining

John Muli Tom Anderson

Tel: +254 (020) 828723 Tel: +260 221 0642


www.davidbrown.com

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