Lubricantes Para Grandes Transmisiones Abiertas

8/13/2019 Lubricantes Para Grandes Transmisiones Abiertas

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Lubrication oflarge gear drives

Systematic lubrication withpurpose-made adhesive lubricants

and lubrication systems

Lubrication is our World


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Contents page

1. Introduction 4

2. Gear technology 5

3. Lubrication technology 9

4. Lubrication and application methods 114.1. Continuous lubrication 14

4.1.1. Immersion lubrication 144.1.2. Transfer lubrication 154.1.3. Circulation lubrication 16

4.2. Intermittent lubrication 194.2.1. Spray lubrication 19

4.2.2. Manual lubrication by spray gun 194.2.3. Automatic spray lubrication 204.2.4. Application of lubricant 214.2.5. Spray lubrication systems 254.2.6. Arrangement of nozzle plates 254.2.7. Spray patterns, checking of spray patterns 274.2.8. Lubricant pumps and reservoirs 28

5. Klber A B C System Lubrication 325.1. Priming lubricants type A 34

5.1.1. Inspection of load-carrying pattern 35

5.2. Running-in lubricants type B 365.2.1. Running-in with automatic spray lubrication 385.2.2. Running-in lubrication with immersion lubrication 385.2.3. Running-in lubrication with Klbermatic PA 395.2.4. Running-in with stepwise increase of load 39

6. Forced running-in (accelerated running-in) 416.1. Forced running-in of drives with automatic spray lubrication 426.2. Forced running-in of drives with immersion lubrication 426.3. Forced running-in of drives lubricated by Klbermatic PA 42

7. Operational lubricants type C 437.1. Operational lubrication of spray-lubricated drives 437.2. Operational lubrication of immersion and circulation-

lubricated drives 44

8. Repair and correction lubricants of type D 45

9. Lubrication and maintenance of girth gear drives 48


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page

10. Services offered by Klber 5010.1. Inspection 50

10.2. Technical documentation 5010.3. Repairs 50

11. Used lubricant analyses and documentation 5111.1. Lubricant analyses 5111.2. Taking samples 5111.3. Documentation of the lubricant sample and

recommendations for further steps to be taken 5111.4. Klber Maintenance System 02 51

12. Transparent Klber lubricants for large girth gear drives 52

12.1. Priming with Klberplex AG 11-462 5312.2. Running-in lubrication with Klberfluid B-F 2 ULTRA 5312.3. Forced running-in lubrication with Klberfluid D-F 1 ULTRA 5312.4. Operational lubrication Klberfluid C-F ... ULTRA 5412.5. Repair lubrication with Klberfluid D-F 1 ULTRA 54

13. Lubricant film thickness 55

14. Klber A B C system lubrication and D repair lubricationwith black, non-transparent products containing graphite 58

15. Klber A B C system lubrication and D repair lubricationwith light-colored or transparent lubricants 59

GRAFLOSCON , Klberfluid , Klbermatic

are registered trademarks of Klber Lubrication Mnchen KG


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Large girth gear drives have proveneffective in plant engineering for manydecades and continue to be the typeof drive unit most commonly found intubular mills, drums and rotary kilns inthe base material industry. In recentyears, other types of drive units havealso been increasingly used.

These other types are enclosed gearsthat are firmly attached to the drivecover, central gear drives, frictionaldrives or ring motors. Such gears arelubricated by high-quality mineral orsynthetic oils. The gear rim/piniondrives, on the other hand, are countedamong the so-called open gears andare normally built in the form of either asingle or double-pinion drive. Theiradvantage over other drive types isthat they are normally less expensiveto buy.

Large girth gear drives are used in themain cement production machines, forore and raw materials processingmachinery, in coal-fired power plants,fertilizer plants, chemical factories,waste incineration and compostingplants. The reliability and operationalsafety of the drives, and in conse-

quence their lubrication, is of utmostimportance.

Lubricating the gear drives of themachines listed above is a very com-plex task. Not only do the designcharacteristics of the open gearshave to be taken into account, butalso their highly varied operating andambient conditions.

To ensure optimum lubrication of geardrives not only the types of lubricantsused and their characteristics areimportant, but also the method ofapplication to the tooth flanks. It istherefore indispensable to choosean application method that fits thelubricant used to ensure that the drivefunctions under the prevailing operat-ing conditions.

At Klber, lubricants are manufacturedusing the most advanced productiontechniques. Raw materials are selectedaccording to a demanding set ofcriteria and their quality is checkedwhen they reach our plant. Theproduction process is meticulouslymonitored and the finished productsubjected to regular inspection.These processes are certified accord-ing to the quality standards DIN ENISO 9001:2000 and the environmentalstandard DIN EN ISO 14001.

Introduction1.

Fig. 2: Rotary kiln with girth gear drive

Fig. 1: Tube mill with girth gear drive

Fig. 3: Possible arrangement of drive elements in single and double-pinion drives


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GeneralThe gear drives used in tube mills androtary kilns are usually very sturdy indesign and operate at low speeds.The peripheral speed in mills isnormally 6 to 10 ms 1 and in kilns0.3 to 3.0 ms 1 . The main drivecharacteristics are:

high output torque

large, sometimes variable centredistance

medium to high modules

tooth width up to approx.1,200 mm, depending on the drive

Involute toothing with a correctedflank geometry is very common. Thegear teeth quality of gear rims in kilnsis 9 to 10 according to ISO 1328(AGMA 2000 = 8 to 9), and 8 to 9according to ISO in mills (AGMA 2000= 9 to 10). The transmission ratio isoften between 6 and 15.

ModulesIn mill drives, modules of between18 mm and 36 mm are frequentlyfound, with the large ones of up to36 mm being most common in themining sector.

When lower modules and helicalteeth are used, the same power canbe transmitted at reduced gear width,which makes the drive less expen-sive.

Kiln drives have normally spur gearswith modules between 25 mm and60 mm.

Tooth tracesGear drives can have helical or spurteeth. Helical gears have the advan-

tage of gradual flank intermeshing, ahigher contact ratio, softer teethcontact and lower running noise.However, they are more expensiveand more difficult to align.

Materials A transmission performance of8,000 kW and more, which is commontoday, the wish for smaller componentsizes and the increased specific loadson the tooth flanks call for specialmaterials to be used for the gear rimsand pinions. The older gear rim designsconsisting of a cast iron body with ashrunk-on tire are now widely out ofuse. Instead, we find more and moregear rims made of cast steel or nodularcast iron, and others where tires ofwrought steel S 235 JR (St 37-2 or1.0037) or 42 Cr Mo 4 are welded ontosteel bodies. Their tooth flank hardnessis between 250 HB and 280 HB.

The alloy used for cast gear rims is oftenG 34 Cr Ni Mo 6 with a flank hardness of280 HB to 310 HB, sometimes 340 HB.G 34 Cr Ni Mo 4 with a hardness of230 HB maximum is also used. Fornodular cast iron, GGG 70 or 80 with ahardness of up to 320 HB is used.

Tempered pinions consist normally of30 Cr Ni Mo 8 with a tooth flank hard-

ness of 280 to 310 HB, 350 HB maxi-mum. Hardened and ground pinions aremade of steel 17 Cr Ni Mo 6 with a flankhardness of 58 HRC. The surface qualityof ground flanks is hrms 0.8 to 1.6 mand that of unground flanks 3.2 to4.0 m. Material alloys vary with everymanufacturer and may not correspondexactly with the values mentioned.

Gear technology 2.


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Loads on materials Along the path of contact AE, thesliding speed decreases and increaseswith the distance from the pitch point(C), i.e. it is highest immediately afterthe impact of contact (A) and at theend of the contact (E). Here weencounter also the highest frictionforces.

At the pitch point (C), the sliding speedis 0, i.e. we have only rolling friction.While between A and B, and betweenD and E, power is transmitted by twopairs of teeth, only one pair of teeth iscontact between B and D, whichmeans that the force acting on theteeth is here much higher. Please seediagram B for illustration.

Sliding motion, alignmentof gear rim and pinionWhile the sliding speeds haveopposing directions over the toothheight, the direction of motion of thecontact area is continuous: from thetooth root of the driving wheel (pinion)to the tip, and from the tip of thedriven wheel (gear rim) to the root(see diagram A) .

Gear alignment is the most importanttechnical procedure for optimumoperation of two gears in mesh. It

is always a compromise; dependingon the size and design of the compo-nents, gear manufacturers have devel-oped their own alignment technologiesfor such gears. As a guideline for thealignment of large girth gear drives, theformulas shown in diagram C may beused.

However, the principle for the align-ment of new drive units should alwaysbe: face backlash takes priority overroot clearance, which comes as aresult of face backlash. When re-align-ing drive units in operation, the reverseapplies: root clearance takes priorityover face backlash, which comes as aresult of root clearance.

Fig. 5: Intermeshing pinion and gear(Krupp-Polysius)

Graphics A: Direction of sliding speed andof contact area of two meshing gear wheels(acc. to Dudley / Winter 2)

Graphics C: Guideline for the alignment of large gear drives

Graphics B: Sliding speed and force at teethover the path of contact

force atteeth

slidingspeed

x face backlash

y root clearance

Root clearance

y = 0.1 0.3 x m (frequently 0.167x m )

[mm]

(Source: Tabellenbuch Metall)

Face backlash

x = 0.05 + (0.025 0.1) x m [mm]

(Source: Rohloff/Matek)

driven geardirection of rotation

contact area

directionof sliding speed

direction of motionof contact area

driving gearrotation

Gear 1driving

Gear 2driven


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Pinion and gear rimPinions are manufactured as a singlepart with an integrated shaft, e.g. froma forging blank, or as two individualparts, i.e. a pinion and a separateshaft. These pinions are then mountedon the shaft by means of feather keysor tensioning elements. Most gearrims, on the other hand, are made oftwo or more parts for easier trans-

portation and assembly, due to theirsize. These segments are mountedon the machine frame and are held in

place by suitable connections. Thetorque is transmitted to the rotary tubeby way of friction (flanged connections)or positive locking via intermediate ele-ments (bridge plates, spring elements).

Load-carrying behavior load distribution across theface width

A main disadvantage of girth geardrives as compared to enclosed gearsis the fact that the gear rim and the

Fig. 6: Separate support of gear and pinions

Fig. 7: Pinion mounting with tensioning element

tensioning element

pinion

Fig. 4: Gear drive with tiltable pinions during assembly (Krupp-Polysius)

Flank profile correctionsFlank width corrections

Eroot relief

E

b

a

A

B A

EDB A

A

CC

CE

b

bE bE

b (b)

b

b

k

a modifications of helix angle

b crowning

c end relief

contact path

tiprelief

modified

unmodified

load distribution

profilemodifica-tion

tip relief

Fig. 9: Flank width and profile modifications

root relief

ED


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pinion(s) are supported by separatebearings, which results in difficultieswhen mounting and aligning the drivecomponents. Load-dependent de-formations, manufacturing and as-sembling tolerances as well as kilndisplacement due to thermal effectsoften make it impossible to avoidalignment errors. This, in turn, in-creases the problems of a uniformload distribution across the entireflank width and height.

If there is a directional deviation in thearea of contact of the pinions and thegear rims tooth flanks, there is nocontinuous line of contact in unloadedcondition. Only when load is applied,for example when a mill is filled, theelastic deformation at the intermeshingteeth results in a line of contact; itslength depends on the load, the teethsresilience, the type of gear rim fasten-ing and the magnitude of the direc-tional deviation between the toothflanks. An insufficient load-carryingcapacity of the gear rim and the pinion,i.e. an unsuitable load distributionacross the face width and heightresults in an increased load on theareas which actually carry the load.This insufficient distribution of loadsis taken into consideration whendesigning the gear drive. If the contactratio is too low, however, partial over-

loading may result in drive damage,manifesting itself in the formation ofscuffings and local pittings.

Hardened pinionsToday, more and more case-hardenedand ground pinions are used. Besidesa substantially improved scuffingstrength, such pinions show highertooth accuracy and a better surfacequality of the tooth flanks, which leadsto higher operational reliability. Suchpinions can be made less wide withoutreduction of the power rating, which inturn improves the load distributionacross the face width. This type of

pinion design requires the flanks tobe modified by tip, root and end relief.This is necessary to compensate forthe disadvantage of not being able torun the hardened tooth flanks inthrough initial wear.

As these corrections have proven highlysuccessful, they are today also oftencarried out on non-hardened pinions.

Tiltable pinions Again and again, efforts have beenmade to solve the problem of insuffi-cient load distribution across the facewidth. The idea behind many designsis that the pinion should adapt to thetumbling motion of the gear rim, forexample by making the pinion tiltableas illustrated in Fig. 8. In this design,the pinion runs on a universal ball jointand can therefore follow any tiltingmotion of the gear rim. The torque istransmitted by a toothed couplinglocated between the pinion and thepinion shaft.

The universal ball joint and the toothedcoupling are lubricated with a fluidgrease; both regular relubrication andlifetime lubrication is possible.

Advantages of tiltable pinions:

compensation of alignmenterrors

optimum load distribution underany conditions of operation

very favorable dynamic loadratios

Fig. 8: Tiltable pinion, Krupp-Polysius


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Excessive wear and flank damagecan be avoided if the intermeshingtooth surfaces are completelyseparated by a lubricant film. This,however, is almost impossible in largegear drives due to the low peripheralspeed, the very high flank pressureand the relatively high flank roughnessand temperatures. Furthermore, sincepinion and gear rim are supportedseparately and are aligned duringassembly, their axes are often not100 % parallel, which makes theoperating conditions even moredifficult. This may lead to partialoverloading and detrimental frictionforces on the intermeshing toothflanks carrying the load.

As a consequence, large gear drivesoperate mostly under mixed frictionconditions, which makes boundarylubrication so important in these appli-cations. To lubricate large gear drivesreliably and protect them againstdamage, the lubricants applied mustbe highly adhesive, and their physicaland chemical properties must besuch that they form protective layers(so-called reaction layers) on the toothflanks under the prevailing operatingconditions. These protective layerslargely prevent direct metal/metalcontact and hence minimize boundaryfriction.

To create lubricants that have thiseffect, special types of base oil areselected that have the right viscosity,contain EP (extreme pressure) additivesand sometimes also the right amountand type of solid lubricants with alattice layer structure. In the past fewyears, new lubricants were developedthat offer the same or even bettertooth flank protection without con-taining solid lubricants. Instead, theselubricants are made of innovativespecial mineral and/or synthetic oilsand contain adhesion improvers andeven better EP additives; they have avery high viscosity, and backflow fromthe root depot ensures a longer-lastinglubricant film.

However, even the best of lubricantswill compensate for partial overloadingof the tooth flanks to a limited extentonly. In new gear drives with theirproduction-related flank roughnessand/or waviness, scuffings may there-fore occur and cause severe damagewithin a short period of time.

The surface quality is of utmostimportance for reliable lubrication andtrouble-free operation. Only smoothtooth flanks will remain undamagedwhen exposed to peak loads, providedthe longitudinal and transverse loaddistribution is even. New or turned gear

drives should therefore undergo arunning-in procedure with speciallubricants developed for this purpose.This ensures that the tooth flanks aresmoothed and the contact ratio isincreased.

For large gear drives, the use ofrunning-in lubricants is critical to allowsubsequently continuous operationwith very low wear rates and minimumlubricant consumption (in applicationswith spray lubrication) . As theselubricants are expected to smooththe surfaces relatively quickly and astepwise increase of tooth flank loadsto full is not always possible during

Lubrication technology 3.

Fig. 10: Lubrication mechanism:oils with additives

A hydrodynamic lubricationB lubrication by physically adsorbed

layersC lubrication by chemical reaction

layers

A

B

C


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running-in, the contained additivesshould have a very rapid and controlledmicro-wear effect.

Therefore they are only applied for acertain period of time and should bereplaced by an operational lubricantas soon as the running-in process iscompleted. Today, the drives no longerrequire cleaning after the running-inprocess.

Fig. 11: The surface profile a combinationof roughness, waviness and inaccuracy of

shape

surface profile

roughness

waviness

inaccuracy of shape


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The decisions which type of lubricationand which method of lubricant applica-tion to the tooth flanks are used are ofmajor importance for successful lubri-cation and maintenance. When select-ing a type of lubrication and an appli-cation method it is important to checkwhether it will supply sufficient lubri-cant to the load-carrying tooth flanksso as to avoid deficient lubrication,damage to the gears and operationalmalfunctions.

Of course, the type of lubricant usedmust be taken into account in thiscontext. It may be fluid or consistent,which makes it suitable for differenttypes of feeding equipment. Whichtypes of lubrication are appropriatefor which application methods isshown in Fig. 12.

There are two basic types of lubrica-tion:

continuous lubrication(long-term lubrication)

and

intermittent lubrication(total loss lubrication)

Both types of lubrication allow several

application methods.

The types of lubrication andapplication methods for Klberadhesive lubricants are listed inTable 1.

Lubrication andapplication methods

4.

Fig. 13: Rotary mill in operation

Fig. 12: Common types of lubrication and application methods for large gear drives

continuous lubrication(long-term lubrication)

immersion lubrication

circulation lubrication

transfer lubrication with paddle wheel

spray lubricationintermittent lubrication(total loss lubrication)

Sprayable adhesive lubricants forgears (free from solvents and

bitumen) , with EP additives, with andwithout solid lubricants.Consistency classes: NLGI 0, 00, 000

Highly viscous mineral oil based,synthetic or mixed gear oils or gearfluids (free from solvents and bitumen),with EP additives, with and withoutsolid lubricants

TYPE OF LUBRICATION APPLICATION METHOD

Running-in and operational lubricants

K

K

K

K

K K


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Lubricant application methods suitable forKlber adhesive lubricants(the shadowed lubricants are black products)

Type of lubrication Application methods K l b e r p

l e x

A G

1 1 -

4 6 2

G R A F L O S C O N A - G

1 U L T R A

K l b e r f

l u i d B - F 2 U L T R A

G R A F L O S C O N B - S

G 0 0 U L T R A

K l b e r f

l u i d B - F 1 U L T R A

K l b e r f

l u i d C - F 3 U L T R A

K l b e r f

l u i d C - F 3 S U L T R A

K l b e r f

l u i d C - F 3 M

U L T R A

K l b e r f


K l b e r f


K l b e r f


K l b e r f


G R A F L O S C O N C - S

G 0 U L T R A


G 1 0 0 0 U L T R A


G 2 0 0 0 U L T R A

K l b e r f


K l b e r f


K l b e r f

l u i d D - F 1 U L T R A

G R A F L O S C O N D - S

G 0 0 U L T R A

A A B B B C C C C C C C C C C C C D D

x x x x x x x x x x

x x x x x x x x x

x x x x x x x x x x

x x o o o x o x x x x x o o o o o x xx x x x x x x x x x x x x x x x x

x o x x x x x x x x x x o o

x o x o x x x x x x x x x o o

Immersion lubrication(pinion or gear rim

immersing in lubricant)

Circulation lubricationwith theKlbermatic PA system

Transfer lubricationwith paddle wheel

Manual lubricationby brush, spatula or com-pressed-air spray gun

Automatic spray lubrication

Transfer pinionlubrication(lubricant is supplied tothe transfer pinion by

means of a pump)

Continuouslubrication =long-termlubrication

Intermittentlubrication =total losslubrication

Note: The application method depends on the lubricant temperature.

x = lubricant preferred for this application method

o = possible lubricant

A = priming lubricants

B = running-in lubricants

C = operational lubricants

D = repair lubricant (not suitable for automatic spraying systems)

For selection criteria of the a.m. lubricants please see www.klueber.com/applicationsor consult with Klber Lubrication (addresses on last page).

Klber lubricant type

Table 1


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Fig. 14: Common lubricant application methods for gear drives

Immersion lubrication (immersing pinion) Transfer lubrication (paddle wheel)

Immersion lubrication (immersing gear rim)(inconvenient)

Transfer lubrication (transfer pinion)

Automatic spray lubricationCirculation lubrication with theKlbermaticPA system


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Continuous lubrication means thatthe lubricant is fed to the friction point(the meshing zone) without interruption.The lubricant quantity at the load-carrying tooth flanks can vary betweenan extremely high and a minimalamount.

Continuous lubrication may beforced, as in the cases of immersionlubrication or transfer lubrication witha paddle wheel. If auxiliary equipmentis used, as in the case of circulationlubrication, one speaks of non-forcedlubrication.

4.1.1.Immersion lubricationGenerally, immersion lubrication isone of the safest methods of applyinga lubricant to a gear rim drive.

This is however conditional on the factthat the lubricant bath remains ade-quately filled and the drive cover issealed properly to avoid lubricantlosses. If possible, modern lubricantsshould be used, which are superior tothe older bituminous ones in terms ofefficiency and operational limits. Theymay or may not contain solid lubricantsand have been specifically developed

for a particular application, with opti-

mized consistency and flow behavior.This ensures that immersion lubricationbecomes highly effective.

However, it is just as important toknow the operational limits of thesemodern fluids to be able to avoidcritical situations as may arise, forexample, due to very low or highambient or drive temperatures.

The safety of immersion lubricationis based on the forced lubricant take-up by the pinion or the gear rim the latter design is however notrecommended. To ensure reliabilityand prevent deficient lubrication it isimportant to regularly compensate forlubricant losses, which may come asa result of leakage, lubricant dischargethrough the gear rim seals or evapora-tion.

If sealing between the cover and thegear rim is insufficient, dust, sand,clinker, water, etc. will contaminatethe immersion bath. As the lubricantis applied, contaminating particleswill reach the friction point (the inter-

meshing zone) , which leads to in-creased abrasive wear of the toothflanks. For this reason good sealingis a necessity.

4.1. Continuous lubrication

Fig. 15: Types of immersion lubrication

Single-pinion drive (immersing pinion) Double-pinion drive (immersing pinions) Single-pinion drive (immersing gear rim)(not recommended)


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To prevent major damage to the toothflanks, the immersion bath should beregularly checked and refilled orexchanged when necessary. Whenexchanging the bath, its reservoirshould be cleaned to remove all con-taminants. The applied lubricant mustmeet the following requirements toensure reliable and safe operation ofthe gear drives over a long period oftime:

solvent-free

good backflow behavior; no chan-neling at operating temperatures,especially in drives with gear rimimmersion

suitable viscosity-temperaturebehavior such that the bath mustneither be heated nor cooled

low evaporation losses

easy replacement and disposal

the load-carrying capacity andthe antiwear behavior should havebeen tested on an FZG gear test-ing rig (FZG = Forschungsanstalt fr Zahnrder und Getriebe, Gear Wheel and Drive Testing Institute) ;the lubricant should meet todaysgear lubricant requirements,

i.e. have a load stage of at least12 ( 1841 N/mm 2 ) at a specificweight loss of < 0.2 mg/kWh.

All fluids developed by Klber forimmersion and circulation lubricationmeet these requirements. They wereadapted to suit the specific operatingconditions of large gear drives, e.g. inball mills and rotary kilns, and complyfully with the requirements to be metby extreme pressure lubricants.

4.1.2. Transfer lubricationTransfer lubrication by means of apaddle wheel is a special variant ofimmersion lubrication. In contrast tothe type of immersion lubricationdescribed above, i.e. where the teethof the pinion or the gear rim take thelubricant up from the bath, this type oflubrication uses paddle wheels to trans-fer the lubricant to the pinions or thegear rim. This method of applicationhas the advantage that smaller quanti-ties of lubricant are transferred ontothe tooth flanks and a smaller amountof excess lubricant is circulated withthe drive.

Fig. 16 shows an example of paddlewheel lubrication in a rotary kiln with

1 Gear rim

2 Gear rim fixture

3 Scraper

4 Pinion

5 Paddle wheel

1

2

4

567

8

9

10

6 Immersion bath

7 Lubricant drain

8 Pinion bearing

9 Gear rim cover

10 Felt ring

Fig. 16: Paddle wheel lubrication, double-pinion kiln drive by FLS

3


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a double-pinion drive. The paddlewheels are located directly below thepinions and are driven by them.Transfer lubrication by means ofpaddle wheels is mainly found inslowly operating kiln drives.

In both immersion and transferlubrication, the lubricant should beapplied to the pinions rather than tothe gear rim. If it is the gear rim thattakes up lubricant from the bath, orreceives it from the paddle wheel,

the supply of lubricant to the load-carrying tooth flanks may be insuffi-cient, particularly at low lubricanttemperatures, when the immersinggear rim forms a channel in thelubricant, which may be highly viscouswhen cold. Another type of transferlubrication is by means of a transferpinion: the lubricant is pumped throughthe hub of the transfer pinion andreaches the drive pinion through boreholes. This application method canbe used for both fluids and greases.(See fig. 14)

4.1.3.Circulation lubricationFor circulation lubrication, the lubricantis fed by an externally driven pump.The main advantage as compared toimmersion lubrication is the fact thatthe lubricant is filtered and thenapplied to the load-carrying toothflanks in abundant quantity almostwithout any contaminants.

However, circulation lubrication willonly be successful if the drive cover issealed properly and the penetration ofcontaminants from the environmentinto the lubricant reservoir is preventedas well as lubricant leakage.

Fig. 17: Klbermatic PA: arrangement of lubricant pipes. The load-bearing tooth flanks of both the inward and the outward turning pinion are lubricated

1 Lubricant reservoir2 Shut-off valve3 Lubricant feed pump4 Pressure relief valve

1

2

8 8

9 9

3

7 6 5 4

5 Shut-off valve6 Lubricant filter7 Check valve8 Lubricant distribution pipe

9 Flow sensor in lubricantdistribution pipe


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4.1.3.1.Klbermatic PA circulationlubrication systemMost of the circulation lubricationsystems used today are only designedfor the application of gear oils and arenot suitable for applying fluids or highlyviscous lubricants. For this reason,Klber developed a circulation lubrica-tion system called Klbermatic PA forthe application of type B (for running-in

lubrication) and type C (for operational lubrication) lubricants for large geardrives.

The Klbermatic PA system is generallysuitable to lubricate gear drives withone, two or more pinions in rotary kilns,mills and other machinery. It can beretrofitted to existing installations. Itsmain advantage is that the lubricant ispermanently cleaned by filters henceno need to stop the machine for clean-ing and that it is applied to the toothflank surfaces very efficiently and inabundant quantity through special

Fig. 18: Flow chart of a Klbermatic PA for a single-pinion drive

1.1 Lubricant reservoir1.2 Level control1.6 Shut-off valve1.9 Compensator

2.1 Lubricant pump2.2 Manometer and thermometer2.3 Pressure control valve, 16 bar

(integrated in pump)

2.4 Pressure control valve, 12 bar2.5 Shut-off valve with electrical

position indicator2.6 Lubricant filter with powered

lamella cleaning unit2.7 Flow sensor2.8 Check valve

3.2 Flexible line3.3 Flow sensor3.4 Lubricant distribution pipe

4 Gear rim cover

5 Switch cabinet

B1 Bypass l ine

Switch cabinet

5


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lubricant distribution pipes. The useof oils and fluids offers the additionalbenefit of a cleaning and coolingeffect. In a double-pinion mill drive,

for example, lubricant consumptioncan be reduced by up to 70% whenKlbermatic PA is used instead of spraylubrication.

Fig. 19: Lubricant application through especially designed lubricant distribution pipes of theKlbermatic PA system

Fig. 40 and 40a: Klbermatic PA installed at a tube mill

8 Lubricant distribution pipeS Lubricant intake9 Flow sensor in the lubricant distribution pipe

9

8

9

Seal


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4.2.1.Spray lubricationIntermittent lubrication means that thelubricant is applied at intervals. Thistype of lubrication is always a total losslubrication, which means that aspectsof cost-effectiveness must be paid par-ticular attention with this method.

As in the case of continuous lubricationthere are various methods of applica-tion of intermittent lubrication. Formodern and safe lubrication of largegirth gear drives, however, only twomethods of application are used:

automatic spray lubrication

and

manual lubrication by spray gun

The following description of applica-tion methods covers only qualifiedadhesive spray lubricants such as theGRAFLOSCON and Klberfluid seriesmade by Klber Lubrication.

4.2.2.Manual lubrication byspray gun

The most effective type of manuallubrication of large gear drives, suchas in rotary cylinders, is currently by

means of compressed manual sprayguns.

They are best suited for operationallubrication in applications wherestationary automatic lubricationsystems cannot be installed andwhere lubrication is required duringoperation of course without causingrisk of accident.

Among the equipment used for thismethod are completely mountedmanual spray systems such asKlbermatic LB (Fig. 20 and 49) .It consists of a pressurized lubricantcontainer with valves, a heavy-dutyspray gun and connecting hoses forthe lubricant and compressed air.

4.2. Intermittent lubrication

Fig. 20: Klbermatic LB manual spraying equipment

1 Pressurized container, 10 l, max. operatingpressure 4 bar

2 Removable cover3 Pressure relief valve

(depressurization)

4 Shut-off valve, connection to compressedair system

5 Carrying handle6 Adjustable pressure reducing valve to set

the lubricant pumping pressure

7 Connection for tube nozzle8 Lubricant tube9 Compressed air tube

10 Spray gun, fan or circular jet11 Adjustment screw to control the lubricant

throughput12 Adjustment screw to control the

compressed air throughput13 Spray head with fixing ring

2

3

4

1 8

9

135

6

7

10

1112


20/72

20

The pressurized container is notsubject to the legal regulations forpressure vessels.

This system is portable, easy to handleand only needs to be connected to thecompressed air network at the sitebefore it can be put into operation.With the spray gun different types ofapplication are possible, e.g.

operational lubrication with anextremely thin lubricant film andhence maximum lubricationeconomy,

priming of open gear drivesto check the contact and load-carrying pattern,

lubricant application for repair,correction and forced running-inlubrication.

However, manual spray gun lubricationdoes have its limits, especially inrunning-in and operational lubricationover an elongated period of time.

4.2.3. Automatic spraylubricationThe right lubricating equipment for the

right lubricants

Various manufacturers offer automaticspray lubrication systems of differentdesigns, all of which are state of theart and are capable of handlingoperational lubricants with a high solidlubricant content as well as specialrunning-in lubricants and correctionlubricants. Lubricants which insteadof containing solid lubricants have avery high viscosity can also be appliedby spraying.

An important requirement for automaticspray lubrication systems is their suit-

ability for the running-in procedures ongirth gear drives, i.e. the systems mustbe designed for permanent operationand the application of large amountsof running-in or correction lubricant.Today, these lubricants are normallyapplied in a quasi-permanent operationin specified amounts and for a definedperiod of time.

Consequently, running-in lubricationdetermines the maximum lubricantthroughput in continuous operationthat must be possible with the sprayingequipment, while optimized operationallubrication determines the lowestthroughput. Due to the low consump-tion quantity during operationallubrication, the lubricant is appliedin intervals, i.e. spraying and pausetimes alternate.

For correct dimensioning of the spraylubrication system (minimum capacity of the lubricant pump) it is critical thatthe lubricant quantity expected forrunning-in (maximum requirement)be determined.

The lubricant volumes are exclusivelydetermined by the requirements ofthe drive and are independent ofthe spray system to be used, i.e. thelubricant pumps and the type of appli-cation. It is normally the size of the

contact area to be lubricated (singleor double-pinion drive) , the size ofthe drive unit (diameter and width)and the peripheral speed (rpm) thattell us how much lubricant is re-quired.

But also the component temperatureof the pinion and the gear rim andsome other factors must be taken intoaccount in determining the requiredlubricant quantity, even though themagnitude of their influence can oftenonly be estimated: it is therefore ob-vious that determining the right lubri-cant quantity is a difficult task. Klber


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21

Lubrication has therefore evaluatedthe experience gathered over severaldecades to develop a diagram (Fig. 21)indicating approximate values of con-sumption quantities of running-in andoperational lubricants.

The first step is determination of thespecific lubricant quantity in g/cm offlank width and per operating hour depending on the type of drive ormachine (see Table 2) . Based on theactual flank width (e.g. 60 cm for the

pinion(s) , the approximate quantityrequired per operating hour can thenbe determined. The flank width waschosen as a reference because thisis the best way to take into accountthe specific power transmission in adrive.

NOTEThe quantities determined using thediagram only apply when using KlberGRAFLOSCON B-SG 00 ULTRA andC-SG 0 ULTRA lubricants for toothwidths up to 1000 mm and modules upto 30 mm. For consumption quantitiesof transparent lubricants, see Table 2and Diagram 21a.

With modules of 30 mm and larger drivewidths, the required quantity will behigher, or a more viscous lubricant will

have to be used, because the teeth takeup more lubricant in such drives. Ex-perience has shown that lower quan-tities are needed if lubricants of highviscosity are used. Also drives that aresubject to less severe loads, e.g. indrums or rotary coolers, can be oper-ated safely with lower lubricant quanti-ties. However, to determine the lowestpossible consumption quantities, lubri-cation of each drive must be adjustedstep by step. The lubricant quantity canbe reduced by 0.5 to 1.0 g/cm/op. hr. at

intervals of 150 to 200 operating hoursuntil the permissible minimum has beenreached.

It should be noted that even identicaldrives (same machine with same power

rating) may require a different amount oflubricant under different operatingconditions (temperature, vibrations,

possibly existing damage, etc.) . Main-tenance personnel should thereforecheck the lubrication condition of thedrive to determine the required lubri-cant quantity for each machineindividually.

4.2.4. Application of lubricantIdeally, the lubricant quantity sprayedcontinuously onto the gears would be

just enough to ensure that the lubricantfilm, which is constantly being erodedby the friction bodies (tooth flanks) ,maintains at all times the minimumthickness that is required to safelyprevent scuffing.

However, in real life this is hardlyfeasible. If between 1 and 14 kg ofoperational lubricant are to be appliedover 24 operating hours, it is simplynot possible to continuously apply alubricant film of constantly ideal thick-

ness. A good compromise is intervallubrication, consisting of periods ofexcess lubrication during which thelubricant film does not have to besustained from outside.

For operational reliability the mostdecisive factor is the duration of theindividual spraying pulses. Reliabilityis best when the entire circumferenceof the pinion or the gear is coveredwith lubricant in one pulse. The lubri-cant quantities must ensure a film


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22

Table 2: Specific lubricant consumption quantities for running-in and operational lubrication

Fig. 21a: Diagram for determining the specific lubricant consumption quantity required for running-in andoperational lubrication

Rotary drum drives(e.g. cooling units)

Single-pinion kiln drives

Single-pinion mill

Large single-pinion milldrives and double-pinionkiln drives

Double-pinion mill drives

4

5

6

7

8

1.0 to 1.5

1.5 to 2.0

2.0 to 2.5

2.5 to 3.0

3.0 to 3.5

1

2

3

4

5

** required specific consumption quantity [g/cm/Bh]

R u n n

i n g - i n

l u b r i c a

t i o n w i t

h

G R A F L O S C O N B - S

G 0 0 U L T R A

O p e r a

t i o n a

l l u

b r i c a

t i o n w

i t h


G 0 U L T R A

1.0

1.5

3

2

2.5

3.5

4

5

6

7 [ k g

/ 2 4 B h ]

C o n s u m p

t i o n q u a n

t i t y

19

18

17

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

0

800

750

700

650

600

550

500

450

400

350

300

250

200

150

100

50

[ g / B h ]

Flank width (cm)10090807060504030

= type of installationsee table 2

...

8

Consumption quantities of GRAFLOSCON B-SG 00 ULTRA and C-SG 0 ULTRA

Type of installation / driveRequired specific consumption quantities [g/cm*/Bh]

Running-in lubricant Operational lubricant

* width of tooth flanks

1

2

3

4

5

1

1

2

5

3

4

5

**

**

**

**

**

**

**

**

**

**

**


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23

Table 2: Specific lubricant consumption quantities for running-in and operational lubrication

Fig. 21a: Diagram for determining the specific lubricant consumption quantity required for running-in andoperational lubrication

Rotary drum drives(e.g. cooling units)

Single-pinion kiln drives

Single-pinion mill drives of average dimensions

Single-pinion mill drives oflarge dimensions or double-pinionkiln drives

Double-pinion mill drives

0.5 to 0.8

0.8 to 1.0

1.0 to 1.3

1.3 to 1.5

1.5 to 1.8

1

2

3

4

5

** required specific consumption quantity [g/cm/Bh]

0.5**

0.8**

1.5**

1.0**

1.3**

1.8** [ k g

/ 2 4 B h ]

C o n s u m p

t i o n q u a n

t i t y

5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5

0

200

180

160

140

120

100

80

60

40

20

0

[ g / B h ]

Flank width (cm)10090807060504030

= type of installationsee table 2

...

Consumption quantities of thetransparent Klberfluid lubricants

Type of installation / drive

Required specific consumption quantities[g/cm*/Bh]

Operational lubricant

* width of tooth flanks

1

1

2

3

4

5

5

Please note:The required specific consumption quantity is the same for running-in lubricantKlberfluid B-F 2 ULTRA as for GRAFLOSCON B-SG 00 ULTRA and is shown inFig. 21. The total lubricant quantity for Klberfluid B-F 2 ULTRA is 2 to 3 drums(180 kg).


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24

Fig. 22: Spray lubrication systems

1 Switch cabinet

2 Single-line piston pump3 Nozzle plate4 Compressed air unit (from network)5 Lateral distance between nozzles

approx. 150 mm6 Lubricant distributor

1

1 Nozzle plate2 Switch cabinet3 Compressed air unit4 Compressor5 Electric barrel pump

6 Lateral distance between nozzlesapprox. 300 mm (block nozzle)

WOERNER spray lubrication system (example)

LINCOLN spray lubrication system (example)

35

6

5 3

1

4

2

4

2

6

thick enough to offer reliable flankprotection throughout the ensuingpause cycle. Shorter and morefrequent spray cycles with shortestpossible pauses result in utmostoperational reliability in spraylubrication.

Compared with operational lubrica-tion, running-in or correction lubrica-tion of gear drives requires muchlarger amounts of lubricant. So thespraying pulses must be extendedconsiderably to apply the largeramounts of lubricant, or the pauseintervals shortened accordingly.


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25

Fig. 22: Spray lubrication systems

1 Compressed air unit (from network)2 Switch cabinet3 Pneumatic barrel pump

4 Valve unit5 Nozzle plate6 Lateral distance between nozzles

approx. 150 mm7 Lubricant distributor

DE LIMON FLUHME spray lubrication system (example)

1

2

4 5

6

7

3

4.2.5.Spray lubrication systemsFig. 22 shows flowcharts of spraylubrication systems from differentmanufacturers which are used todayfor spraying modern adhesive lubri-cants on large girth gear drives.These systems differ in their designand components as follows:

Lubricant pumps, e.g. electro-mechanical multi-piston pumps(container pumps) with automaticdeposit filling by means of pneu-matic barrel pumps or manualfilling. Direct pumping by meansof pneumatically or electro-mechanically driven packagedrums.

Single or multi-line system design

Lubricant feeding to the spraynozzles either direct from thelubricant pump or via an inter-mediate progressive distributor

Auto-control spray nozzles(controlled by lubricant and/or air)or externally controlled nozzleswith and without monitoring units

The various spray systems also differby their individual degrees of controlla-bility of lubricant throughput in continu-

ous and interval lubrication and thefunctional control of the entire system.

4.2.6. Arrangement ofnozzle platesFig. 23 shows the arrangement ofnozzle plates that has proven mosteffective in the field. Positions 1 and 2are generally preferred. Spraying ofthe gear rim from position 3 shouldonly be considered if it can be ensuredthat the entire circumference of thegear rim is covered with lubricantduring one spray pulse. This is par-ticularly important in slow-runningkiln drives.

In fast running modern kiln drives withmodules > 30 mm, the lubricant can inprinciple also be applied to the load-bearing tooth flanks of the gear rim.The sliding direction at the gear rim isfrom the tip to the root of the tooth,which enhances longitudinal lubricantdistribution. This applies in particularto modern, highly viscous, transparentlubricants in combination with state-of-the-art spray systems, which allowlonger spraying times. Depending onthe design of the drive cover, thenozzle plates should be arranged atthe angles and in the positions indi-


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26

Arrangement examples

Single-pinion drivesGenerally recommended positions:1a, 1b, 1c

Position 3:only permissible with suitable spray-ing equipment, sufficient peripheralspeed of the gear rim and a suitablelubricant

Double-pinion drivesGenerally recommended positions:1a, 1b, 1c and 2a, 2b, 2c

Position 1 in combination withposition 3: only permissible withspraying equipment of sufficientcapacity

Fig. 23: Nozzle plate arrangement (x = 200 50 mm)

Outward turning pinion Inward turning pinionPosition 1a

Position 1b

Position 1c

Position 2a

Position 2b

Position 2c

1

3

2


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cated in Fig. 23. The spray nozzlesshould not be installed to sprayupwards since the spray heads wouldbecome clogged by dropping usedlubricant. This would result in insuffi-cient spray patterns and eventually ina complete failure of the lubricantsupply system. Furthermore, main-tenance would be impeded.

When determining the position of thenozzles, especially when the gear rimis to be sprayed, care should be takenthat monitoring and maintenanceworks can be carried out without riskalso while the machine is running.

Orientation of the spraynozzles (Fig. 24)

A spraying angle of 30 is best toachieve a good longitudinal distributionof the lubricant over the load-carryingtooth flanks. The nozzle distance Xshould be between 200 50 mm. Theexact distance depends on the positionand the type of nozzle. Every type ofnozzle requires also a particular distancebetween the individual nozzles, whichdepends on the air pressure as deter-mined by the manufacturer, the numberof nozzles and the type of lubricant. Itensures that the entire width of the toothflank is covered with lubricant. Opera-tional safety is reduced if the nozzles are

not arranged properly.

4.2.7.Spray patterns,checking of spray patterns

An important factor in terms of opera-tional reliability is a spray pattern with-out any gaps, i.e. the lubricant mustbe distributed evenly over the entireheight and width of the tooth flanks,see Fig. 25. Even if the spray nozzlesare controlled automatically, periodicchecking of the spray pattern is anessential part of maintenance.

Fig. 24: Preferable orientation of a spray nozzle (x = 200 50 mm)

Fig. 25: Spray patterns depending on the number of nozzles

and the spray geometry

pinion

tooth flank

spray patternsof fan jets

spray patterns of circular jets

C

D

A

B

27


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28

Due to their design, older spraysystems had the disadvantage thatthe spray pattern in high-speed drives,e.g. in mills, could only be checkedwhen the drive was stopped. Newlydeveloped nozzle plates are hinged,which allows checking of the spraypattern while the drive is in operation(Figs. 2830) .

This is of special advantage in kilndrives, which cannot be stoppedwhenever desired. In addition, thistype of checking ensures maximumprotection against accidents becauseit is not necessary to remove drivecovers.

4.2.8.Lubricant pumps andreservoirsHow the lubricant is fed to the spraynozzles from the storage containerdepends on the design of the lubrica-tion system. A differentiation is madebetween

a) spray lubrication systems withcontainer pumps (Fig. 31) ,

b) spray lubrication systems withbarrel pumps (Fig. 32) ,

c) spray lubrication systems fed fromKlber lubricant containers (Fig. 34)

The lubricant containers in type a)systems are filled manually or bymeans of a transfer pump from theoriginal package. The latter is preferredbecause it prevents manipulation orcontamination of the lubricant.

In type b) systems the lubricant is feddirectly to the spray system with therequired operating pressure by meansof a barrel pump which is inserted intothe original lubricant drum. In type c)

systems the lubricant is fed from theKlber lubricant container in variousconfigurations.

Feed pumps may be driven electro-mechanically or pneumatically. It isimportant to have a level controlsystem which indicates in time thatlubricant should be refilled or thedrum replaced to prevent the geardrive from being damaged or switchedoff due to insufficient lubrication.

As environmental impact is beingpaid more attention and consequentlysanctioned with increasing costs,lubricants are less and less suppliedin non-returnable drums but rather inlarge Klber lubricant containers,which are refillable. This offers anumber of advantages: costly disposalof empty drums is no longer necessaryand the exchange intervals of thelarger containers are much longer,saving on manpower and henceexpenses.

Another advantage of the Klberlubricant containers is the fact thatseveral machines can be suppliedwith lubricant from a single containeras long as the drives are located at aconvenient distance.

Fig. 33 shows flow charts of different

types of systems using Klber lubricantcontainers.

Klber containers have a gross weightof 1500 kg and can be easily movedby forklift trucks because they areequipped with lifting brackets. Con-nection of the container to transfer orfeed pumps installed at the site (5a or 5b) is made easy through the use of anexpress coupling (3), see Fig. 33.

A level control unit at the containerindicates in time when the containershould be replaced.

Fig. 26: Inadequate spray patterns;the individual patterns do not overlap

Fig. 27: Scuffing caused by partially insufficient lubrication (individual spray patterns do not overlap)


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Conversion tocontainer storageIt is not very complicated to make aconversion to Klber container storagefor spray lubrication systems which aresupplied with lubricant via containerpumps or from drums.

Fig. 28: Hinged nozzle plate, LINCOLN system

Fig. 29: Hinged nozzle plate,DE LIMON FLUHME

Fig. 30: Nozzle plate, WOERNER

position during operation

position for checking spray pattern



position for checking spray pattern

pinion

pinion

29


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30

Fig. 31: Spray lubrication system with container pump, LINCOLN system Fig. 32: Spray lubrication system with barrel pump, WOERNER system

Fig. 33: Lubricant supply with the Klber lubricant container system

spray lubrication system with container pumpsa)

b)

c)

spray lubrication system with barrel pump

spray lubrication with supply from Klber lubricant container

Legend of Fig. ac

1 Klber lubricantcontainer

2 Shut-off valve3 Quick-action coupling4 Hose5 Transfer pump (a) or

feeding pump (b)6 Shut-off valve7 Spray lubrication

system7.1 Container pump7.2 Lubricant drum7.3 Barrel pumpS to spray system

1 Reservoir pump2 Compressed air line3 Lubricant line4 Nozzle plate

1 Barrel pump2 Lubricant line3 Power cable4 Compressed air line5 Nozzle plate

2123

3

2 3 4

7.1

7.1

454 1

1

5a

2 3 4

1

5b

7 S

S

6

6

2 3 4

1

5a

7

7.2

7.3S

S


31/72

Fig. 35: Original lubricant drums from Klber Lubrication with flexible internal liners and mounted barrel pumps

31

Spray lubrication systems withcontainer pumps (Fig. 33a)The container pumps (7.1) are suppliedwith lubricant directly from the con-tainer (1) by means of a transfer pump(5a). The pump is switched on and offvia the level control unit in the lubricantcontainers. Even if several containerpumps are connected to one container,overfilling of the pump containers isprevented by the shut-off valves, whichare also controlled via the level controlunit.

Spray lubrication system withbarrel pump (Fig. 33b)The setup for lubricant supply from thebarrel is retained. In addition, the barrel(7.2) is connected to the transfer pump(5a). The fill level of the barrel shouldbe monitored to switch the transferpump on and off.

Direct feed (Fig. 33c)There is neither a drum nor a barrelpump. Instead, the spray system (S) isdirectly connected to the feed pump(5b) , which pumps the lubricant fromthe Klber lubricant container (1) andsupplies it to the spray system at thecorrect pressure.

Fig. 34: Lubricant container system from Klber Lubrication


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32

Functional reliability and damage-freeoperation of large gear drives dependto a great deal on correct lubricationsuiting the drive.

Due to their type of construction,gear drives especially those of largeproduction machines like tube millsand rotary kilns are exposed to highlyvaried loads and different operatingconditions during their service life,from their assembly to permanentoperation under full load.

To ensure optimum lubrication at alloperational stages and to protect thedrives from damage right from thestart, i.e. when the gears are rotatedduring assembly, Klber has developeda systematic lubrication method forlarge gear drives which has beenknown worldwide for many yearsand is used successfully under thename of

A B C system lubricationThe letters A B C denominate theindividual steps of the system andrefer to the following:

A = priming and pre-start

lubricationB = running-in lubricationC = operational lubrication

Lubricants have been developed forevery step which are not only suitablefor the respective operating phase butwhich also take into account the typeof lubrication and the method of appli-cation used.

In addition to the A B C systemlubricants, another lubricant, type D,was developed for repair lubrication.It is used to restore damaged surfacesof tooth flanks such that the drive cancontinue to operate under acceptableconditions. This type of lubricant canalso be used if the operating condi-tions call for a forced running-in ofgear drives.

Repair lubrication and forced running-inare described in detail in this brochure.

Klber A B C SystemLubricationPriming lubricant type A Running-in lubricant type B Operational lubricant type C

5.


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Fig. 36: Klbers A B C system lubrication and D repair lubrication

Note: The shadowedlubricants are black products

Manual lubrication by brush or spatula

Running-in lubrication

GRAFLOSCONB-SG 00 ULTRA

KlberfluidB-F 2 ULTRA

BOperational lubrication

GRAFLOSCONC-SG 0 ULTRA C-SG 1000 ULTRA C-SG 2000 ULTRA

KlberfluidC-F 3 ULTRA C-F 3 S ULTRA C-F 4 ULTRA C-F 5 ULTRA C-F 7 ULTRA C-F 8 ULTRA

C

33

Priming and pre-startlubrication

GRAFLOSCON A-G 1 ULTRA

Klberplex AG 11-462

A

Manual lubrication by brush or manual spraying

equipment

Repair lubrication

Forced running-inlubrication

GRAFLOSCOND-SG 00 ULTRA

KlberfluidD-F 1 ULTRA

D

Running-in lubrication

KlberfluidB-F 1 ULTRA B-F 2 ULTRA

BOperational lubrication

KlberfluidC-F 1 ULTRA C-F 2 ULTRA C-F 3 ULTRA C-F 3 M ULTRA C-F 4 ULTRA C-F 5 ULTRA C-F 7 ULTRA C-F 8 ULTRA

C

Immersion, circulation or transfer lubrication

+

+

K K

K

KK

K

K

K

K

K

Manual or automatic spray lubrication


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34

Priming lubricants type A are productscontaining a high percentage of addi-tives and are applied prior to the initialoperation of gear drives. They may beused in all spur or helical girth geardrives, irrespective of the lubricationmethod used. Their main tasks arethe following:

They protect the teeth againstcorrosion until the drive is oper-ated for the first time.

During and after assembly of thedrive, they keep the gears lubri-cated and prevent metallic con-tact between the tooth flanks,e.g. when the machine has to berotated during the assembly proce-dure. This helps to avoid initialdamage due to dry running, whichmight give rise to flank damageduring operation later.

They serve as a contrast substancefor a first impression of the dynamicload-carrying pattern. The highcontent of solid particles ofGRAFLOSCON A-G1 ULTRA re-sults in various shades of grey onthe load-carrying tooth flanks,

which make the points of contactand hence the contact ratio visible.While the light-colored priminglubricant Klberplex AG 11-462has largely the same properties,it is less suitable for use as a con-trast substance to determine thedynamic load-carrying pattern.

In drives with automatic spraylubrication they prevent initialscoring caused by deficient lubri-cation when the machine is startedat its nominal speed. During thefirst hours of operation priminglubricants help to prevent criticalconditions because the sprayingunits even when set to con-tinuous operation only apply arather small amount of lubricantto the tooth flanks and it takes

5.1. Priming lubricants type A

Fig. 38: Diagram to determine the required quantity of type A priming lubricant

Fig. 39: Priming by brush

Example:

Reference circlediameter: 6000 mm

Tooth flank width: 800 mm

Determined quantity: approx. 28.5 kg

Quantity to bepurchased: 30 kg

consisting ofone bucket of 25 kg*andone bucket of 5 kg*

* Available pack sizes ofGRAFLOSCON A-G 1 ULTRA andKlberplex AG 11-462

t o o t h f l a n

k w

i d t h [ m m

]

r e q u

i r e d q u a n

t i t y

[ k g

]

gear rim diameter [mm]


35/72

35

some time until a uniform load-carrying lubricant film has formed.

Priming lubricants are always appliedby means of brush or spatula. Thepinion and gear rim should be thor-oughly cleaned and be free of greaseor rust. The priming lubricant layer onthe load-carrying tooth flanks shouldhave a thickness of approx. 1.5 mm,while all other surfaces should onlycarry a thin film for corrosion protec-tion. Priming lubricants of type A mustnot be applied as a operating lubri-cants via immersion baths, circulation

or installed spray systems.

5.1.1.Inspection ofload-carrying pattern

As has been said above, a roughimpression of the load-carrying patterncan be gained with the priminglubricant. The load-carrying pattern isvisually inspected while the drive isrunning on an auxiliary motor or duringstandstill after it has been rotatedcompletely once or several times. Ifthe pattern is poor, the drive compo-nents can be realigned or otherwisecorrected; the instructions of the drive

or machine manufacturer should beobserved for such activities. Fig. 42gives an overview of possible causesfor deviating load-carrying patterns.

a) Load-carrying pattern on the gear rim witha wobbling pinion. Check pinion seat.

b) Load-carrying pattern with a wobbling gear rim.Check seat and alignment of gear rim.c) Load-carrying pattern with edge contact.

Axes not parallel, realign pinion.d) Pressure spot caused by production defect

or thermal deformation of a certain area .e) Load-carrying pattern with a pinion bent

upwards on both sides, caused by inexpertlymounted tensioning elements.

f) Load-carrying pattern with slanted gear rimhalves. Check screwed connections at interfaceand gear rim fixtures.

g) Load-carrying pattern with one slanted gearrim half. Check assembly.

h) Radial deviation of the gear rim. The load carry-ing pattern appears weaker over one half of thegear rim and more intense over the other.Realign.

i) Load-carrying pattern with raised surface defectof the gear rim on both sides due to excessivefrictional heat coming from cover seals. Improvelubrication of the seals.

d o

2

Fig. 42: Contact ratio/load-carrying pattern made visible by means of priming lubricant

a b c d

1

2

1

e f g h i

K

K

Fig. 41: Contact ratio/load-carrying pattern made visible by means of priming lubricant


36/72

36

Running-in lubricants of type B arespecifically used for the running-inof new or turned gear drives. Theyensure that rough surfaces aresmoothed quickly and that the con-tact ratio of the tooth flanks isimproved. Due to their specialadditives they cause a controlledminimum of chemical/corrosivewear at the tooth flanks.

Running-in and correction lubrica-tions is possible on all spur and helicalgear drives and by means of all lubri-cation methods, i.e. manual as wellas spray, immersion or circulationlubrication.

5.2. Running-inlubricants type B

Fig. 44 a: Surface roughness of a new pinions tooth flank

Fig. 43: Load-carrying pattern after tenoperating hours with a running-in lubricant

Fig. 44 b: Surface roughness of a pinions tooth flank after running-inwith GRAFLOSCON B-SG 00 ULTRA


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Fig. 45a: enlargement 20 times

Photograph of the surface of a new pinionflank taken with a scanning electron micro-scopeModule 25 mm, Rt = 44 m

RA = 4.3 m

Fig. 45b: enlargement 50 times

37

Fig. 46 a: enlargement 20 times (negative)

Photograph of the surface of a pinion flank after running in taken with scanning electronmicroscopeModule 25 mm, Rt = 6.8 m

RA = 0.4 m

Fig. 46 b: enlargement 160 times

Fig. 45 a

Fig. 45 b

Fig. 46 a

Fig. 46 b

During the running-in process, theintentionally caused wear is controlledthrough the amount of lubricant usedand the time it is allowed to act on thecomponent. The wear smoothens thetooth flanks, which creates optimumconditions for the prevention of pittingor other damage. As the high pres-sures occurring during initial operationbear the risk of scoring damage, therunning-in lubricants contain highlyeffective EP additives to counteractthis effect. These lubricants of type Bare also used as correction lubricantsthat can improve the surface qualityand hence increase the contact ratio indrives showing a deterioration in theirload-carrying pattern.

How running-inlubrication worksBased on the technical knowledgewe have today about large girth geardrives it can be claimed that a gearsrolling strength and scuffing loadcapacity are substantially improvedby if flank roughness is reduced andthe effective contact ratio increased.The initial contact ratio of a gear evenwhen the pinion(s) and the driven gear-wheel are properly aligned is oftenno higher than 5060%. This meansthat when new gear drives are put intooperation there is always a dangerthat the partial overloading of the toothflanks may cause damage (initial pit-tings, local scuffings) that might aggra-vate severely during subsequent oper-ation. To avoid this initial damage new

gear drives should be run in with atype B running-in lubricant prior tooperation under full load. Running-inmeans that some limited wear is inten-tionally generated at the tooth flankswhile at the same time they are pro-tected against scuffing wear to avoidthe aforementioned initial damage. Inthis way, surface roughness is reducedwithin a short period of time and wavi-ness or inaccuracies of shape arecompensated for as far as possible toachieve a high contact ratio and agood load distribution.

Fig. 44a and 44b illustrate what aKlber type B running-in lubricant canachieve in terms of reducing surfaceroughness. These curves are based onpositive impressions of a new pinion


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flank (m = 25 mm) and of one that had just been run in for 250 operatinghours. The possible improvements arealso shown on the photos of a new anda run-in pinion flank (Fig. 45a and b

and 46a and b) made with a scanningelectron microscope. The running-inlubrication described enables surfacecorrections by approx. Ra 10 m.

5.2.1.Running-in withautomatic spraylubricationPrior to starting the running-in pro-cess, the automatic spraying equip-ment should be set to quasi-perma-nent operation with short pauses andthe throughput volume shown in thediagram. The spray pattern should bechecked and, if necessary, corrected.Spraying should commence beforethe drive starts running. The lubricantquantities can be determined bymeans of the tables and diagrams inthis brochure. If possible, start therunning-in at low machine load andraise it step by step; this is easy withball mills. For drives that need to berun at full load from the start, forcedrunning-in lubrication is a viableoption.

The total amount of lubricant neededfor the running-in depends on the typeof machine and the size of the drive,normally between 180 and 360 kg(one to two drums) . Should this turnout not to be enough and the running-in lubricant be used up before theprocedure is completed, drive opera-tion may continue with the samethroughput volume of operating lubri-cant of type C until more running-inlubricant has been supplied. The run-

ning-in lubricant and the operatinglubricant are compatible, so con-version from one to the other doesnot require any cleaning of the spray-ing equipment.

The running-in procedure shouldnever be discontinued prematurelybecause no more running-in lubricantis available. Especially when workingwith large drives, two drums of run-ning-in lubricant should be provided.

Any surplus may be used for correc-tion lubrication that may becomenecessary at a later date. Running-inis completed when the tooth flanksare smooth and the contact ratio issufficient. When this is the case willbe determined by the plant staff andpossibly a service technician of KlberLubrication.

5.2.2.Running-in lubricationwith immersionFill lubricant of type B into the bathuntil the teeth of paddle elements arefully immersed. Upon starting the drive,observe the lubricant level, which maydecrease considerably due to theamount of lubricant carried away bythe teeth. To avoid insufficient lubrica-

tion, the bath should be refilled toattain a level where the teeth are halfor the paddle elements fully immersed.Should not be enough type B running-in lubricant be available to make upfor lubricant losses during the running-in procedure, use a type C operatingfluid of the same lubricant group forrefilling. The running-in lubricantshould be fully replaced by theoperating lubricant after 7,000operating hours maximum.


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5.2.3.Running-in lubricationwith Klbermatic PA

If necessary, clean the lubricant reser-voir and fill it with running-in lubricantof type B.

Prior to starting the drive, the lubri-cation system should be switched onand the lubricant distribution pipes bechecked to see if a continuous flow oflubricant ensures sufficient lubricantsupply to the load-bearing tooth flanksof the pinion. The lubricant reservoirmust contain a constantly sufficientsupply of lubricant.

Whenever the drive is stopped, e.g.to add grinding media for the nexthigher load stage, the lubricationsystem should always be switched onand its function checked before thedrive is started again. Upon comple-tion of the running-in procedure, therunning-in lubricant is completelyreplaced by the operating lubricant.This is the case after 7,000 operatinghours maximum.

5.2.4.Running-in with stepwiseincrease of loadNew or turned gear drives shouldnot be operated under full load fromthe start because the contact ratiooften is initially too low. Instead, theyshould be run in according to a pre-determined load/time schedule, withthe transition to the next load stageonly being carried out when a specificcontact ratio has been reached. Inmills the load can be increased by fill-ing in the grinding elements. Fig. 47

shows examples of stepwise loadincrease in a ball mill. The actual loadsteps, however, can only be deter-mined on the basis of the operatinginstructions of the drive and machinemanufacturers. Process-related factsoften need to be taken into account aswell since the machines have to fulfilltheir specific task within a network ofinstallations. Every plant manufacturerhas therefore set up his own instruc-tions on load stages, which must beobserved with priority. The running-inprocess is completed when at 90 to100% load the tooth flanks have

become as smooth as possible andthe contact ratio attained is sufficientfor continuous operation under fullload. Drives whose tooth flanks alreadyhave a good surface quality, a highcontact ratio and a good load distribu-tion in the beginning can be run inwithout stepwise increasing of theload.

The drive should be inspected daily todetect any initial tooth flank damage

Fig. 47: Running-in schedule for stepwise increase of load in a ball mill

running-in period [op. hours]

100

90

80

70

60

50

40

30

20

10

0100 200 300 400 500

x Bh

x Bh I II

120 Bh

120 Bh

200 Bh

75 Bh

25 Bh

96 Bh

24 Bh

l o a d

[ % ]

K

K


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and prevent deterioration. The con-tact pattern should be checked underdynamic conditions by means of astroboscope to be able to carry outcorrections if necessary.

Measuring the pinion flank temperatureduring operation under load with aninfrared thermometer has proven effec-tive for recognizing an uneven load dis-tribution on the flanks. A temperaturedifference of more than 5 C mea-sured over the entire flank width fromface to face indicates an uneven

load distribution, which might requirerealignment of the gears or someother correction.

Fig. 48: Checking of the load-carrying pattern by means of infrared measurement

good bad

measurement points flank temperature

load-carrying pattern

load distribution


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6.1.Forced running-in ofdrives with automaticspray lubricationIn such drives, a type B running-inlubricant is continuously sprayed ontothe tooth flanks, observing the normalinstructions for running-in in terms ofquantity etc. In addition, the activecompound (lubricant type D) is appliedmanually by Klbermatic LB.

6.2.Forced running-in ofdrives with immersionlubricationThe running-in lubricant of type Bis filled into the bath to support lubri-cation. In addition, the active com-pound (lubricant type D) is sprayedonto the tooth flanks manually byKlbermatic LB. To prevent the activecompound from being washed off bythe running-in fluid, the bath shouldonly be filled to a level where one thirdof the tooth height is immersed atmaximum.

6.3.Forced running-inof drives lubricated byKlbermatic PA The circulation lubrication systemremains inactive during the forcedrunning-in process. To prevent theactive compound from entering theKlbermatic PA lubrication circuit,which would cause wear duringoperation later, the lubricated com-ponents and the reservoir must bedisconnected from the lubricationlines. Upon completion of the running-in process, the gear rim cover andthe lubricant reservoir must be

cleaned to remove all residues ofthe active compound.

The lubricant is applied to the toothflanks as described under 6.2. Tolubricate the drive and protect itagainst wear, a Klberfluid type Brunning-in lubricant or, if this is notavailable, an operating lubricant oftype C must be regularly applied bymeans of a second manual sprayingdevice, in addition to the activecompound.

Fig. 49: Klbermatic LB


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Type C lubricants are modern adhesivelubricants tailored to suit the opera-tional conditions of girth gear drives.They meet all extreme pressurerequirements of gear drives, e.g. ofball mills or rotary kilns.

In addition, the adhesive spraylubricants also fulfill the specialrequirements of modern sprayingequipment. Type C operationallubricants are characterized by thefollowing properties:

excellent adhesion

good load-carrying capacity

maximum wear protection

protection against scoring

good corrosion protection

All these lubricants were designedto offer the prerequisites for thin-filmlubrication (e.g. base oil viscosity).Consistency, EP additives and solidlubricant content were selected toensure that the tooth flanks receivemaximum protection even under diffi-cult operating conditions.

A main advantage as compared toconventional lubricants is the fact thatKlber's operational lubricants are free

from bitumen and heavy metals as wellas raw materials containing solvents orchlorine. They are thus easy to handle,gears and pinions are easier to cleanand the disposal of the used and oldlubricant is less problematic. This is ofimportance primarily in applicationswith total loss lubrication (e.g. spraylubrication).

An essential advantage of Klberadhesive spray lubricants is the factthat only a small quantity of lubricantis required to lubricate a gear drive reli-ably, and consequently the amount ofused lubricant is also quite low. Smallquantities always ensure high cost-effi-

ciency, low environmental impact andlow disposal costs, resulting in a con-siderable cost reduction for the opera-tor.

Type C operational lubricants are com-patible with type B running-in lubri-cants of the same product line. This isof advantage since lubricant lossesduring the running-in stage in animmersion-lubricated drive can betopped up with the operational lubri-cant as the running-in lubricant isbeing used up. Spray lubrication sys-tems can proceed directly from run-ning-in lubrication to operational lubri-cation, which is important in machineswhich are difficult to stop. Anotheradvantage over bituminous lubricantsis that the tooth flanks can beinspected any time without difficulty.This can be done while the machine isin operation with a stroboscope orwhen the machine is shut down with-out having to clean the tooth flanks.Transparent lubricants are even betterin this respect than the black ones.

7.1.Operational lubrication of spray-lubricated drives

The transition to operational lubrica-

tion is generally made when the run-ning-in process has been completed,i.e. when the tooth flank surface hasreached its maximum smoothnessand when a contact ratio of at least80% has been attained. After thetransition, the lubricant volume of therunning-in stage should be retainedfor another 50 operating hours. Afterthat, the quantity should not be re-duced abruptly but in steps of 0.5 to1.0 g/cm every 150 to 200 operatinghours.

As the lubricant is being reduced, thespray system should be adjusted suchthat the pauses between two spray

Operational lubricants type C7.

cycles are a short as possible. Briefand more frequent spraying is betterfor an even distribution of the lubricanton the drive, which enhances opera-tional reliability.

The pause cycles should not exceed5 minutes in mills and 10 minutes inkilns. However, the exact cycle timesdepend on the lubricant used, thecondition of the drive, the operatingconditions, the spray systems andother influences and must thereforebe decided individually at the site.Both shorter and longer pause timesare possible, provided sufficient lubri-cant is supplied to the components.The specific consumption quantitiescan be obtained from the tables inthis brochure, taking into account thetype of drive, tooth flank width andthe lubricant quantities required per


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time unit. The specific consump-tion volumes listed are based on thefollowing assumptions:

No tooth flank damage

Sufficient contact ratio (> 80%)

Careful and regular inspectionand maintenance of the drive andthe spray lubrication system

Normal operating conditions

Good spray pattern

Use of operational lubricantsmade by Klber

The lubricant temperature must beset to allow unimpeded pumpingand spraying. This depends on thetype of lubrication system used.

7.2.Operational lubricationof immersion andcirculation-lubricateddrives

Also during operational lubrication,the lubricant level in the immersionbath will decrease considerably andhence require refilling. While the

machine is running, the level shouldbe such that teeth are immersed tobetween one third to half of theirlength. Paddle elements should befully immersed in the lubricant.

Lubricant change intervals dependon the individual application condi-tions. A decisive factor is the sealingof the drive cover against ambientinfluences. However, 14,000 operatinghours should not be exceeded.

Parameters determining whether anoperational lubricant is still fit for useinclude:

Contamination by dust, sandparticles and the like

Abrasive metal particles

Percentage of water in thelubricant

Viscosity

Ageing

If operating conditions are particular-ly difficult, the lubricant should beanalyzed at least once every 4,000operating hours.

Inspection:To ensure problem-free operation,the lubricant level should be monitoredand the tooth flank condition checkedat regular intervals. Circulation lubrica-tion systems of large drives are to beinspected and maintained accordingto the instructions by the systemmanufacturer. Safety equipmentshould also be regularly checked.It is particularly important to removeresidues from the lubricant filters atthe prescribed intervals.


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Fig. 50: Smoothing of flanks during damage repair

Fig. 51: Change of the involute shape during damage repair

Fig. 52: Effect of damage repair on the load distribution across the face width

Fig. 53: Damage repair by repair lubrication.The lower photograph clearly shows the effect of the repair lubricant.

1 tooth flank with scuffingdamage

2 effect of the running-inlubricant after approx.250 operating hours

3 effect of the repair lubricantafter approx. 20 operatinghours

measurementpoint

measurementpoint

1 2 3

1 involute changed by damage

2 effect of the running-in lubricantafter approx. 250 operatinghours

3 effect of the repair lubricant afterapprox. 20 operating hours

1 2 3

* level of un-damagedflank

** damage

*

load distribution

Damaged tooth flank After approx. 250 operat-ing hours with the running-in lubricant, contact ratioapprox. 65%

After approx. 20 operat-ing hours with the repairlubricant, contact ratioapprox. 85%

**

c o n t a c

t r a

t i o [ % ]

operating hours [h]

K

K


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The maintenance of gear drivesdepends on the lubricant applicationmethod and may vary considerably.In manually lubricated drives, mainte-nance usually is restricted to observingthe lubricating condition and removingthe old lubricant at regular intervals,which contains impurities and is there-fore liable to damage the gear rim andpinion.

In immersion-lubricated drives, thelubricant must be exchanged regularlydepending on the degree of contami-nation and ageing. This also applies todrives lubricated by means of a circula-tion lubrication system. The lubricantlevel has to be checked regularly.

When a gear drive is lubricatedautomatically by means of circulationlubrication systems, e.g. the Klber-matic PA system, or spray lubricationsystems, the focus of maintenance ison the lubricating equipment. Main-tenance should be carried out inaccordance with the manufacturersinstructions. The following mainte-nance checklist is intended to improveinspection and maintenance works inorder to avoid malfunctions.

Maintenance items referring to bothsystems (circulation lubrication andspray lubrication) are marked with a *.

All other items only refer to spraylubrication systems.

Lubrication and maintenanceof girth gear drives

9.


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These procedures are preventivemeasures to ensure operationalreliability.

The inspection and results, the type ofwork carried out, the machine numberand the date should be documented ina log book. This data can be used as abasis for corrective action if certainfaults recur.

Checklist for inspection and repair

1 Check functional reliability of control equipment and fault alert systemsregularly.*

2 Check lubricating condition.*3 Check and clean lubricant filter regularly.*

4Remove dust and dirt from lubrication systems regularly.*

5 Check spray pattern at least once a month; if required, adjust nozzlealignment.

6 Remove lubricant sedimentations from spray nozzle plate andspray head every two weeks.

7 Drain lubricant sump regularly (depending on sump size) .8 Fill lubricant containers cautiously. Avoid contamination during manual

filling.*

9 Check feed and transfer pumps for wear of mechanical drive components(in accordance with manufacturers instructions) and determine the actualpumping capacity as compared to the nominal value once a year.*

10 Check spray nozzles and distributor for leakages and functional reliabilityas required, but at least once a year, and repl

Documents

Lubricantes Para Grandes Transmisiones Abiertas