L-Series Installation Maintenance

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Series L
Helical/Bevel Gear Reducers
Installation and Maintenance

Manual
Industrial Gear Units
An African Gearing Solution

SERIES L Helical Bevel
IMPORTANT
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
i
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
ii
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.
1
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
2
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
1 2
Double Reduction Units
1 2 3 4
Triple Reduction Units
1 2 3 4
Right Angle Shaft Units

Triple Reduction Units
1 2
3
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.
SA PAT.APPL. SA PAT.APPL.
SERIES 936003 & 936005 SERIES 936003 & 936005
DAVID BROWN Order No L2/000125 DAVID BROWN O/No L2/000125

Type/Size TRA-63 Set No 1 Type/Size TRA-63
kW 132 R.P.M. 1450 / 56.64 Ratio 25.6:1 Set No 1 Ratio 25.6:1
LUBRICATION DB Oil Grade 6 EP
kW 132 R.P.M. 1450 / 56.64
FILL WITH OIL TO LEVEL INDICATED DB Oil Grade 6 EP
OIL LEVEL
WHEN GEARBOX IS STOPPED WHEN GEARBOX IS STOPPED.
DRAIN AND FLUSH AT END OF OIL DRAIN AND FLUSH AT END
CHANGE PERIOD. SEE INSTALLATION OF OIL CHANGE PERIOD.
AND MAINTENANCE MANUAL SEE INSTALLATION AND
MAINTENANCE MANUAL.
MADE IN SOUTH AFRICA
TYPE 'A' TYPE 'B'
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:
UNIT SIZE
FM S P S 40 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
4
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.
5
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.
6
1
4
2
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.
4
2
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.
7
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 'O' Ring
Locking
Screws Inner Ring
Greased Sleeve
Degreased
Driven
Shaft
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.
Line up this face with

the edge of the chamfer
Clearance Hole in Plate on sleeve (min. 10mm)
Shrink Disc
Nut
Jacking Screw
Jacking Plate
Driven Shaft Unit Output Sleeve
Shaft Thread
8
Figure 6: Mounting Gear Unit
Table 1: Tightening Torques for Shrink Discs

UNIT SIZE 40 45 50 56 63 69 76 83 91
SHRINK
125.7 150.7 160.7 180.7 200.7 220.7
DISC
TIGHTENING
TORQUES 100 100 240 240 240 240
(Nm)
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
9
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.
Release Threads
for Part 1
Part 1
Front Clamping Part 2
Ring Back Clamping Ring
Part 3
Centering Hub
Shaft End
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.
10
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
95/115 115/140 140/170 170/210 210/250 250/270 270/290
SIZE
NO AND
7 10 11 16 14 16 18
SIZE OF
M14 x 80 M14 x 90 M16 x 100 M16 x 100 M14 x 80 M20 x 120 M20 x 120
BOLTS
TIGHTENING
TORQUES 230 230 355 355 690 690 690
(Nm)
1 X 2
X X
5 6
X X
9 10
X X
7 8
X X
3 X 4
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
11
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.
12
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.
13
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.
SA PAT.APPL. SA PAT.APPL.
SERIES 936003 & 936005 SERIES 936003 & 936005
DAVID BROWN Order No L2/000125 DAVID BROWN O/No L2/000125

Type/Size TRA-63 Set No 1 Type/Size TRA-63
kW 132 R.P.M. 1450/56,64 Ratio 25,6:1 Set No 1 Ratio 25,6:1
LUBRICATION DB Oil Grade 6 EP
kW 132 R.P.M. 1450/56,64
FILL WITH OIL TO LEVEL INDICATED DB Oil Grade 6 EP
OIL LEVEL
WHEN GEARBOX IS STOPPED
WHEN GEARBOX IS STOPPED.
DRAIN AND FLUSH AT END
DRAIN AND FLUSH AT END OF OIL
CHANGE PERIOD. SEE INSTALLATION OF OIL CHANGE PERIOD.
AND MAINTENANCE MANUAL SEE INSTALLATION AND
MAINTENANCE MANUAL.
TYPE 'A' TYPE 'B'
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.
14
TROUBLESHOOTING
PROBLEM CAUSES REMEDY
Check oil level and if required adjust oil
Oil level is too low
level.
Check when last oil change occurred,
Oil is overaged
Temperature rise at bearings change oil if required.
Contact David Brown or Bearing
Defective Bearing Manufacturer if bearings not sourced by
David Brown.
Check oil level and if required adjust oil
Oil level in unit is too high
level.
Check when last oil change occurred,
Oil is overaged
change oil if required.
Excessive operating temperature
Oil is very dirty Change oil.
Fan cowl of motor/ unit is very dirty Clean fan cowl and surface of drive
Contact David Brown. Repair, if necessary
Hold back not running freely
replace.
Contact David Brown. Check gear teeth, if
Damage to gear teeth surface
necessary replace damaged components.
Excessive Bearing play Contact David Brown. Adjust bearing play.
Contact David Brown or Bearing
Change in unit noise
Defective Bearing Manufacturer if bearings not sourced by
David Brown.
External loading on input and/or output
Correct loading to nominal data.
too high
Tighten bolts/ nuts at recommended
Loud noise in region of gear unit mounting Gear unit mounting has loosened tightening torques. Replace damaged
bolts/ nuts.
Wrong mounting position/ oil level Correct mounting position. Check oil level.
Inadequate sealing of housing cover or
Noticeable lubricant leakage Contact David Brown. Seal again.
joints
Radial shaft seal defective Contact David Brown. Replace oil seal
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.
Drive does not start or starts under great Check connections of brake. If required
Motor brake not released
effort rectify.
Contact David Brown. Change direction of
Drive works against holdback 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.
Elastic element on coupling worn Replace element.
Play on input and output too high Positive connection worn out due to
Contact David Brown.
overload
15
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
16
2. Remove Holdback (if fitted) Ref. Fig.14
Outer Circlip Cover
Bolt
Holdback 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.
17
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
TRA40, 45, 50, 56- 0,1 - 0,15 mm
Bevel Wheel/ Helical Pinion Spherical Roller (C Normal)
TRA63, 69, 76- 0,165 - 0,2 mm
Helical Wheel/ Helical Pinion
Spherical Roller (C Normal) N/A See note
Final Pinion
Output
18
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
TRA40, 45, 50, 56- 0,1 - 0,15 mm
Bevel Wheel/ Helical Pinion Spherical Roller (C Normal)
TRA63, 69, 76- 0,165 - 0,2 mm
Helical Wheel/ Helical Pinion
Final Pinion
Output
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).
Radius to Suit Pinion Out.Dia.

¼” BSP x 15 Deep Tapped
Radius to Suit Shaft Shoulder Hole With Drilled Hole
Thro' to Annular Groove
Two M12 Tapped Holes Thro' Backplate
Thrust Plate
20
min M12 Screwed Bar
Thickness to Suit Typical Application

Backplate Gap Between Bearing
and Pinion Face
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).
19
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
¼" BSP x 15 Deep Tapped

Hole With Drilled Hole
Annular Groove
in Shaft
Bearing
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).
Spacer Fitted Gearcase

to Both Sides
of Case
Bearing
Bearing Oil Baffle

This End Only
Distance Piece
Bevel Wheel Helical Pinion
Bevel Wheel Line Other Helical Lines

Figure 18: Assembly of Spherical Roller Bearings
20
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.
Locking
Collars 'O' Ring
Locking
Screws Inner Ring
Greased Sleeve
Degreased
Driven
Shaft
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).
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.
22
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.
23
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).
24
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).
Drilled Flat Plate

B
Bolts and Nuts
Gearcase
Bottom Half Bearing
Joint Face
Existing Bolt
Holes in Case A
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.
25
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.
26
Ø 17,50
17,44
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.
27
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 Cover
Bolt
Holdback 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.
28
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 Cover
Bolt
Holdback Key
Inner Circlip
1. Remove hexagon head bolts securing holdback and cover to the gearcase.
29
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.
30
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 N/A See Note
Normal)
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).
Radius to Suit Pinion Out.Dia.

¼” BSP x 15 Deep Tapped
Radius to Suit Shaft Shoulder Hole With Drilled Hole
Two M12 Tapped Holes Thro' Backplate
Thrust Plate
20
min M12 Screwed Bar
Thickness to Suit Typical Application

Gap Between Bearing
Backplate and Pinion Face
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.
31
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
¼" BSP x 15 Deep Tapped

Hole With Drilled Hole
Annular Groove
in Shaft
Bearing
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.
32
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.
33
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.
34
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.
35
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 Cover
Bolt
Holdback 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.
36
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”.
37
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”.
38
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.
39
Breather Fill Thro' Breather Fill Thro'

Inspection Inspection
Cover Cover
Oil Level SERIES

Oil Level SERIES
Sight Glass Sight Glass
Drain Plug 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 UNIT SIZE
TYPE 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.
40
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
41
TIGHTENING TORQUES
The table below shows the recommended tightening torques.
TIGHTENING
FASTENER FASTENER
TORQUE
SIZE TYPE
(Nm)
Socket head
M8 x 1,25 pitch 40
capscrew (12.9)
Socket head
M10 x 1,5 pitch 80
capscrew (12.9)
Hexagon head
M8 x 1,25 pitch 25
screw/bolt (8.8)
Hexagon head
M10 x 1,5 pitch 50
screw/bolt (8.8)
Hexagon head
M12 x 1,75 pitch 87
screw/bolt (8.8)
Hexagon head
M16 x 1,2 pitch 215
screw/bolt (8.8)
Hexagon head
M20 x 2,5 pitch 420
screw/bolt (8.8)
Hexagon head
M24 x 3,0 pitch 725
screw/bolt (8.8)
Hexagon head
M30 x 3,5 pitch 1450
screw/bolt (8.8)
Hexagon head
M36 x 4,0 pitch 2400
screw/bolt (8.8)
Hexagon head
M42 x 4,5 pitch 3300
screw/bolt (8.8)
42
MOUNTING INSTRUCTIONS FOR SPIRAL BEVEL GEARS
Correct contact pattern for bevel gears
Pinion Without Load Pinion With Load
Driving Flank
Non-Driving Flank
Contact Pattern
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.
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.
43
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 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
(mm)
Bevel wheel
End float 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
(mm)
Bevel pinion
44
SHAFT MOUNTED UNITS
SHAFT MOUNTED UNITS
HOLLOW SLEEVE AND SHRINK DISC DETAILS
A B
N P
C
Ex45º Fx45º
ØG ØJ ØJ ØH K TAPPED HOLES
L DEEP
M P.C.DIA.
D
UNIT
A B C D E F G H J K L M Qty N P
SIZE
95,047 90,035
40 200 270 40 85 4,5 2 85 M6 12 112 6 52 10
95,012 90,000
115,047 110,035
45 205 285 45 95 4,5 3 95 M6 12 135 6 62 10
115,012 110,000
125,054 120,035
50 240 325 60 100 5,0 3 100 M8 18 145 6 68 10
125,014 120,000
145,054 140,040
56 240 345 70 120 5,0 3 120 M8 18 160 6 85 12
145,014 140,000
165,054 160,040
63 295 400 80 120 5,0 3 120 M8 20 185 6 85 12
165,014 160,000
175,054 170,040
69 295 420 90 135 5,0 3 135 M10 26 197 6 104 14
175,014 170,000
76
83
91
45
RECOMMENDED DETAILS OF CLIENT’S DRIVEN SHAFT
TO SUIT HOLLOW SLEEVE
S T U
Zx45
ØV ØW ØX ØY
R Max.
TAPPED
UNIT HOLE IN
Q R S T U V W X Y Z
SIZE SHAFT
END
95,000 90,000
40 467 3,5 105 267 95 120 92 3 M24 x 50
94,978 89,978
115,000 110,000
45 487 3,5 118 264 105 130 112 3 M24 x 50
114,978 109,978
125,000 120,000
50 562 4,0 130 132 110 140 122 4 M30 x 60
124,975 119,978
145,000 140,000
56 582 4,0 155 297 130 160 142 4 M30 x 60
144,975 139,975
165,000 160,000
63 692 4,0 160 402 130 180 162 4 M36 x 70
164,975 159,975
175,000 170,000
69 712 4,0 180 387 145 190 172 4 M36 x 70
174,975 169,975
76
83
91
46
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 UNIT SIZES
TYPE 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.
47
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
48
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

E
A Very B D
Potential C Possible Very
Unlikely Unlikely Likely
Severity (3) Likely
(1) (2) (4)
(5)
-9 -9 -7 -7 -5 -5 -3 -3
<10 10 <i<10 10 <i<10 10 <i<10 >10
Harm to
Environment Damage incidents incidents per incidents per incidents incidents
people
per hour hour hour per hour per hour
Massive &
uncontrolled
Permanent
release with
Significant
significant
damage to
environmenta
Catastrophic Multiple property,
l impact, 2 (16) 3 (32) 4 (64) 4+ (128) 4+ (256)
(5) Fatalities resulting in
damage lasts
permanent
longer than
plant
12 months.
shutdown
Permanent
Damage
Extended
exceedance Permanent/
of licence Significant
conditions damage to
with property,
Single significant resulting in
Severe (4) 1 (8) 2 (16) 3 (32) 4 (64) 4+ (128)
Fatality environmenta long-term
l damage of shutdown.
more than 12 External
months. assistance
Recovery/ required.
Rehabilitation
Significant Significant
localised damage to
environmenta property,
l damage resulting in
Significant (3) Disabilities unlikely to temporary 0+ (4) 1 (8) 2 (16) 3 (32) 4 (64)
last beyond 1 shutdown.
month. External
Recovery/ assistance
Rehabilitation required
Medical
Short term Slight damage
Treatment
environmenta to property.
Moderate (2) without NO SIL (2) 0+ (4) 1 (8) 2 (16) 3 (32)
l impact. No down
permanent
Recovery. time.
injury
No significant
environmenta No significant
Negligible (1) First Aid l damage. damage to NO SIL (1) NO SIL (2) 0+ (4) 1 (8) 2 (16)
Easily property.
controlled.
49
General Gear Units
Potential SIL
Hazard Mitigation Action/ Response Probability Severity
Effects RATING
Damage to Stop unit. Report to
N/A 3 2 1
bearings David Brown.
Isolate Unit. Report to
Seizure of unit N/A 2 3 1
David Brown
1 Oil leak Seepage/ Ensure that saw dust Ensure that spillages
Contamination is available to are dealt with 3 2 1
of Water contain spillage immediately.
Ensure that signs
Personnel slips
visible indicating Report to David Brown 4 2 2
on oil
slippery area
Damage to
Regular visual
Bearing gear teeth, Isolate Unit. Report to
2 inspection of 3 3 2
Damage couplings and David Brown
bearings
gear case
Damage to
gear teeth,
Seizure of couplings & Isolate Unit. Report to
3 N/A 2 4 2
Unit gear case. David Brown
Shearing of
shafts.
Catastrophic Regular visual
Broken Gear Stop unit. Report to
4 failure of gear inspection of gear 3 3 2
Teeth David Brown.
unit teeth condition
Damage to
bearings, gear Monitor inlet and Stop unit. Report to
Lubrication 3 4 3
teeth and outlet oil pressures David Brown.
5 Oil feed
shafts
Failure
Carefully monitor
Stop unit. Report to
Overheating bearing and oil 3 2 1
David Brown.
temperatures
Use of Ensure that only
Incorrect specified oil grades Stop unit. Report to
6 Seizure of unit 4 3 3
lubrication and types are used David Brown.
oil in unit
Carefully monitor
Failure of Stop unit. Report to
bearing and oil 4 3 3
Bearings David Brown.
temperatures
Follow Emergency Fire
Carefully monitor
Procedures. Isolate
7 Overheating Fire bearing and oil 2 4 2
unit. Report to David
temperatures
Brown.
Ensure that Personal
Scolding/ burns
Protective Stop unit and report to
to unprotected 3 1 0
Equipment is David Brown
skin
supplied.
Overheating,
Regular visual
Failure of Damage to Isolate Unit. Report to
8 inspection of 3 4 3
Bearings case, shafts and David Brown
bearings
gear teeth
50
SIL
Hazard Potential Effects Mitigation Action/ Response Probability Severity
RATING
Ensure that unit is
Overload of
9 operated to David Stop unit. Report to
unit Broken teeth 4 4 4
Brown indicated David Brown.
specifications
Ensure that unit is
operated to David Stop unit. Report to
Twist on Case 3 3 2
Brown indicated David Brown.
specifications
Lack of
Ensure that no Stop unit. Drain oil,
Blockage of lubrication,
foreign objects are and flush lubrication
10 Lubrication pitting of gear 4 3 3
allowed in/ near pipes. Report to David
pipes teeth. Bearing
unit Brown
damage
Ensure that case is
mounted
according to David
Excessive
Brown
vibration,
Twist of Gear specifications, that
11 bearing Report to David Brown 3 3 2
case all alignments are
overheating and
checked and in
misalignment
accordance with
David Brown
Specifications.
Ensure that the
Lack of
vibration spectrum
lubrication,
Excessive of the unit is
12 pitting of gear Report to David Brown 3 3 2
Vibration within David
teeth. Bearing
Brown
damage
Specifications.
Ensure that during
Twist on case
installation all
and shafts, and
13 Misalignment alignments meet Report to David Brown 4 3 3
damage to
David Brown
couplings
Specifications
Seizure of unit,
Ensure that unit is
Rust/ bearing failure
14 correctly stored/ Report to David Brown 4 3 3
Corrosion and pitting of
lubricated.
gear teeth
Damage to base Isolate Area. Report to
and N/A David Brown 1 5 2
surroundings. immediately
Catastrophic
15 Follow emergency
Failure of Unit
Multiple Loss of procedures. Isolate
N/A 2 5 3
limbs/ Deaths unit and report to
David Brown.
51
SIL
RATING
Ensure that access
Follow emergency
to moving parts,
Contact with Loss of limbs/ medical procedures
16 while unit is in 2 4 2
rotating parts Death and notify Emergency
operation, is
Medical Services.
limited/ or denied
Ensure that unit is
Incorrect Catastrophic correctly installed
17 Installation of failure of gear by David Brown Report to David Brown 3 4 3
Unit unit Service
Technicians.
Ensure that during Follow emergency
Contact with Loss of limbs/ operation there is medical procedures
18 4 4 4
meshing parts fingers no access to the and notify Emergency
inside of the unit. Medical Services.
Ensure that
Seek advice from
Failure of Destruction of sufficient
19 David Brown, before 3 3 2
Output/ Mill unit protection is in
restarting unit
place for the unit.
Stop unit. Conduct
Damage to gear Visual inspection of
20 Shock loading N/A 4 4 4
teeth and shafts unit. Report to David
Brown immediately
Electrical over
Follow Safe Operating
load of Ensure that unit is
and Safety 4 3 3
mechanical correctly earthed
Electrical procedures.
system
21 Shock
Follow emergency
Electrical shock Ensure that unit is medical procedures
4 4 4
to personnel correctly earthed and notify Emergency
Medical Services.
Seizure of Damage to gear Isolate Unit. Report to
22 N/A 3 3 2
input drive teeth David Brown
Ensure that
Personal
Damage to
Protective Notify David Brown. 3 3 2
hearing
Equipment is
Excessive supplied.
23
Noise Ensure that
vibration spectrum
Noise Pollution is within David Notify David Brown. 3 3 2
Brown
specifications
52
SIL
RATING
injury to Regular Follow emergency
Damage to surrounding inspection of procedures. Isolate unit
24 3 4 3
Couplings personnel/ couplings and and report to David
Death coupling fitting. Brown.
Ensure sufficient
Damage to Gear
Power Spike/ surge protection Isolate Unit. Report to
25 unit and input 3 3 2
Surge within control David Brown
motor
system
53
Barring Units
Potential SIL
Effects RATING
Unit cannot Stop unit. Report to
ensure that 4 3 3
engage David Brown
alignment meets
1 misalignment Isolate unit. Report to
Unit Seizes David Brown 4 4 4
David Brown
Specifications
Barring
Isolate unit. Report to
coupling 3 4 3
David Brown
stripped
Regular
Lack of
inspection and Isolate unit. Report to
2 lubrication on Unit Seizes 4 4 4
lubrication of David Brown
engaging nut
engaging nut
Ensure that
Damage to Isolate unit. Report to
system contains 4 5 4+
Mill starts with Couplings David Brown
3 Interlocks
unit engaged
Damage to Ensure that
Isolate unit. Report to
gears, burning system contains 4 5 4+
David Brown
out of motor Interlocks
Ensure that
guards are
Crushing placed over Follow Emergency
between Loss of limbs/ coupling area. medical Procedures.
4 4 5 4+
engaging Death Ensure that Contact EMS. Report to
couplings there is a David Brown
personnel
lockout system
Ensure that the
control system
Damage to has an electric Isolate unit. Report to
4 5 4+
mill brake or David Brown
Interlockable
5 Mill runs back brake
Ensure that the
control system Follow Emergency
Loss of limbs/ has an electric medical Procedures.
4 5 4+
Deaths brake or Contact EMS. Report to
Interlockable David Brown
brake
Damage on
shafts, Isolate unit. Report to
Incorrectly 4 5 4+
bearings and Safeguard using David Brown
meshed
6 teeth a suitable
coupling kicks
Permanent engaging system Follow Emergency
back
disabilities/ medical Procedures.
4 5 4+
loss of limbs/ Contact EMS. Report to
death David Brown
54
Potential SIL
Effects RATING
Couplings
cannot
Safeguard using
disengage/ Catastrophic Isolate unit. Report to
a suitable 4 5 4+
7 Couplings failure of unit David Brown
engaging system
engaged to
deeply
Units supplied
without oil.
Severe
Unit operated Ensure that the Isolate unit. Report to
8 damage to 5 5 4+
without oil oil level is David Brown
unit
correct prior to
every use.
55
Mill Pinions
Potential SIL
Effects RATING
ensure that
damage to
alignment meets Stop mill. Report to
1 misalignment pinion/ girth 4 2 2
David Brown David Brown
gear
Specifications
Ensure that
Foreign
damage to foreign objects Stop mill. Report to
2 objects caught 4 3 3
gears cannot reach David Brown
in mesh
mesh
damage to Stop mill. Report to
3 Broken teeth 3 4 3
gears David Brown
Ensure
Follow
environmental
Lubrication Environmental environmental
4 management 3 4 3
spillage Contamination management
procedure are in
procedure
place
Person Pulled Loss of limbs/ Ensure that guards Follow emergency
5 3 5 4
in mesh death are secure procedures
Worn metal Ensure that
Follow first aid
6 from pinion Injury to skin Protective 4 2 2
procedures
teeth Equipment
Girth Gears
Potential SIL
Effects RATING
ensure that
damage to
alignment meets Stop mill. Report to
1 misalignment pinion/ girth 4 2 2
David Brown David Brown
gear
Specifications
Loss/ damage damage to Stop mill. Report to
2 Regular Inspection 3 1 0
to bolts gear David Brown
Ensure that
Foreign
damage to foreign objects Stop mill. Report to
3 objects caught 4 3 3
gears cannot reach David Brown
in mesh
mesh
damage to Stop mill. Report to
4 Broken teeth 3 4 3
gears David Brown
Ensure
environmental Follow environmental
Lubrication Environmental
5 management management 3 4 3
spillage Contamination
procedure are in procedure
place
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.
56
NOTES
57
Series L Helical Bevel
www.davidbrown.com
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: sales@davidbrown.com
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: sugartech@telkomsa.net Email: sales@ainsworth.co.za
CAPE, NAMIBIA NORTH WEST

Gear Force Lyttleton Mining
Derek Hubbard Willie Botha
Tel: +27 (0) 83 633 6576 Tel: +27 (0) 82 570 5610
Email: derek@gearforce.co.za Email: lyt@telkomsa.net
CHILE VAAL TRIANGLE

Carr Y Compania Armin Hurliman
Jose Fernandez Tel: +27 (0) 82 778 6288
Email: jfernandez@jrj.cl Email: henleyagent@gmail.com
GHANA MPUMALANGA
Multotec Ghana LHJ Mechanical Seals & General
Godwin Dzwairo Louis Jordaan
Email: godwindzwairo@multotecghana.com Email: lhjmech@mweb.co.za
KENYA ZAMBIA
Muli Kenya Limited EC Mining
John Muli Tom Anderson
Tel: +254 (020) 828723 Tel: +260 221 0642
Email: jmuli@mulikenya.co.ke Email: sales@ecmining.com

L-Series Installation Maintenance

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L-Series Installation Maintenance

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www.davidbrown.

Helical/Bevel Gear Reducers

Installation and Maintenance

Industrial Gear Units

An African Gearing Solution

UNIT SHAFT LAYOUT

Parallel Shaft Units

Double Reduction Units

Triple Reduction Units

Right Angle Shaft Units

DAVID BROWN Order No L2/000125 DAVID BROWN O/No L2/000125

TYPE 'A' TYPE 'B'

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

Figure 1: Angularity Figure 2: Eccentricity

Figure 3: Angularity Check

Figure 4: Radial Runout Check

Remove the protective cover surrounding the shrink disc.

Figure 5: Skrink Disc Assembly

Re-fit the protective cover.

Line up this face with

Table 1: Tightening Torques for Shrink Discs

Figure 7: Torque Arm

Figure 8: Rigid flange Flange Assembly

Table 2: Tightening Torques for Flange Clamping Bolts

Figure 9: Flange Runout Check

Figure 10: Mounting of Gear Unit onto Driven Shaft

Figure 11: Torque Arm

Installation of Foot Mounted Gear Units

Operating Temperature of the unit

Units Fitted with Holdbacks

DAVID BROWN Order No L2/000125 DAVID BROWN O/No L2/000125

TYPE 'A' TYPE 'B'

Figure 12: Oil levels

Dis-assembly - RA Type Footmount/Shaftmount

To remove shaft mounted gearboxes from the 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.

Figure 13: Lifting of Unit

Outer Circlip Cover

Figure 14: Assembly of Holdback

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.

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

3. Dis-assembly of Gear Unit

2. Remove fan and cowl.

3. Remove sidecovers using appropriate Allen key.

5. Remove hexagon head case joint bolts.

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

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

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

Figure 15: Bevel Pinion Housing Assembly

5. Bearings - RA Type Footmount

Removal of Bearings (Helical Lines)

Radius to Suit Pinion Out.Dia.

Thickness to Suit Typical Application

Figure 16: Strongback Plate Method of Bearing Removal

¼" BSP x 15 Deep Tapped

Figure 17: Oil Injection Detail for Bearing Removal

Fitting of New Bearings to Shaft (Helical Lines)