The operating manual present applies to all standard gearboxes of type LAF / WAF 642-196. The last figure in the gearbox designation is variable (eg. WAF 1961, LAF 1962). In this operating manual the last figure is marked by a dot, if the data apply for all gearboxes with identical figures for the first 2 or 3 digits eg. WAF 643 > WAF 64. LAF 1171 > LAF 117.Table of Contents 1.0 General Information 5.0 Disassembly and Assembly 14 ttoeuston 384. Genera intonation Py i attiepona totes SiPeel sta este Fa 13 Sooy infomation 2 ata eaeie 20 tistclere Sal Cea prevent eb a2) eset eae 30 1S Batre opeaton Ghosts Ges) cuslcomenen x 54. otstona foretold Asse theasesttay soir aer 20 at 2.0 Installation and Alignment 5.8 Bearing Adjustments 33 88 Lubresion of lace 38 21 Ltn Equipment 7 (er pucorinetoed tachuenance 22 Aig ; Procedures fr Heat Exchangers 25 inches Guarkatsuaponianatcwieit CrLONSMA Mana 26 24, Conranton te Engine ; 25 Propaor hana Shack 3 26 SoutCrocks and Founieton Bots, —«8—S=S@.Q. Spare Parts 2a kalalalen ef Gute vit Caeaniria Meow Aeaigement’ Ordering Notes " 2a Alghmert Chock 8 WAFILAF 64.196 ie pig a aor Pars & i f Hovey ‘s 3.0 Function and Operation ete os 3.1 General information 9 ietecmeciate Shaft pe 3.2 Name Plate Arrangement 9 Cuputisher, fu 3.3 Hydraulic System 10 Power Take Off K21 = 3.4 Gearbox Actuation 12 Power Take Off K31 55 3.5 Pressure Limiting Valve 12 Power Take Off K41 ST 3.6 Function of Series WAF/LAF 14 Power Take Off K51 59 ay Seliral trains WALLA is 33 Desorbiion of Power Teka Of ‘8 210 muaopee 17 Service Repair Kits Et opetaie waicaore iH sal bxchanger typ #10 312 Engaparent recommendations tg_=«s«A 1 HetExchanger yp 19060 313 Tanty Operation Engie STOP Al hee Senge oF es urepas necae te AS Daplax Fle hp UL 1 3.14 Emergency Operation oo E19 Oil Pump Typ KF 2/..3/.n. 82 F100 H tara Orceaton Gety et wh 222 Connocton Pate 03 4.0 Maintenance H768 Operation Delay Pot PTO clutch 63 4A Mantonanos Resommendatons «tg NAT. Memecate Pista fe 4.2 Conversion Factors 20 v1 Control Valve (4/3 pneum.) 65 43 Gonorlforqe for Mtic Fasteners 20.««¥ 1 GonelVae pneu fs 4.4 Maintenance Schedule a v1 Control Valve (4/2 pneum.) 66 4S Maintranee Tek Deeorins zz Gara Va 4/2 peu es 4.6 Completed Maintenance 27 V114 Control Valve (4/2 pneum.) PTO clutch 67 4.7 Troubleshoothing 2 V114 Control Valve (4/2 electr) PTO clutch 67 48 Precevaton of he Gearbox 21.0 General Information 4.4 Introduction ‘This manual contains general information and safety instructions, installation instructions, operating, control and maintenance information. lustrations guide the operator through the marine {gear initial operation, operation and inspection procedures. Operational procedures described in this manual are applicable to standard installations. Application specific procedures may differ slightly Your safety and the safety of others depends on careful and correct operation of the equipment. ‘A good operator is the best possible accident- prevention measure, (On-going improvements and advancements in product design may have resulted in modifications, to your marine gear which are not covered by this manual I you have any questions regarding your marine gear or this publication, please consult the REINTJES Service Department. 1.2 Important Notes The marine gears are subject to the REINTJES. warranty conditions as agreed upon in the purchasing contract. Modifications of the gearbox are permissible only in consultation with REINTJES. REINTJES will only consider warranty claims when ~The gear has been installed, operated, supervised land maintained in accordance with our instructions. = The oils employed are in accordance with our Recommended Lubricants List. - Power data and characteristics are in accordance with those quoted on the name plate. ‘As supplier of only one component in the complete propulsion plant, REINTJES is not responsible for vibration problems resulting from the overall system. REINTJES does not, therefore, accept any responsi- bility for any complaints or damage caused by such vibration. We recommend that a vibration analysis be carried out, taking into account the different load states of the gearbox as well as the rotating, mounted and add-on parts. 41.8 Safety Information ‘The majority of accidents which occur during oparation, maintenance and repair are caused by failure to observe basic safety rules and accident- prevention precautions. Accidents can often be avoided by correct advance assessment of potentially hazardous situations. The operating personnel must, at all times, be alert to potential hazards. Furthermore, personnel must be fully trained, skilled operators provided with the necessary tools and equipment required to perform these functions correctly. Basic safety precautions are repeated in the operating manual REINTJES cannot possible anticipate all situations which may constitute a potential hazard. The warnings contained in this manual and on the actual product are therefore not all emcompassing. Should you employ tools and equipment, procedures or ‘operating techniques not specifically recommended by REINTJES, it is mandatory to ensure that these involve no risk to yourself or others. itis also essential to ensure that the product cannot be damaged, or operational safety detrimentally influenced, by the lubricants, operating, maintenance and repair techniques employed. Prior to commencing any services, ensure that you are in possession of the complete and most up-to- date information available. ‘Supplementary to operating manual all generally valid legal and other binding regulations for accident prevention and pollution control have to be observed and adhered to!WARNING Incorrect operation, lubrication, maintenance or repair of this product can be dangerous and may even lead to injury. Do not operate or perform any maintenance or repair on this product, unless you have carefully read and understood the operation, maintenance and repair instructions. General The gear has been built according to latest develop- ments in engineering and established safety rules. Nevertheloss, during operation dangers to life and limb of operator or third party may occur. Restrictions to gearbox and other materials, may also limit its use. ‘The gearbox must only be operated in perfect technical condition as well as in accordance with regulations. The operator must be aware of rules for safety and hazards and must follow the operating manual including regulations concerning inspection and maintenance. Faults which may impair safety must be eliminated without delay! Authorized and trained staff only are entitled to operate, maintain and repair the gearbox. ‘The staff must not have long loose hair nor wear loose clothing or jewellery incl. rings. Thor is a danger of injury e.g, by getting stuck or pulled in. Unless otherwise specified, always shut down the engine before camying out repairs or adjustments to the engine and driven machinery. Attach a “DO NOT START, WORK IN PROGRESS” Or similar notice to the engine starting switch, or button, before working on the marine gear. Ensure that the propulsion engine remote starting system is deactivated. Prior to commencing work on the engine or marine gear, disconnect and insulate the engine battery arth cable to prevent accidental starting, To avoid injury, provide all exposed drive shafts, belt pulleys or similar rotating parts with safety guards. When checking or working on open marine gears, secure the propeller and shaftline against uncontrolled rotation. Relieve pressure from all associated air, oll, fuel or water systems prior to releasing or removing, pipes, subassemblies etc. When removing components from a pressureoperated system, ensure that itis nolonger pressurized. Do NOT check for pressure leaks with your hand. When checking for leaks. a piece of cardboard or similar material should be used. Fluids escaping under pressure, especially from a “pin-hole” leak, can penetrate skin tissue and may lead to serious or even fatal injury. If fluid penetrates the skin tissue, consult a doctor familiar with such injuries as soon as possible and within a few hours at the latest. Remove covers carefully. The last two, opposed, cover or subassembly securing screws, or nuts, ‘must be loosened (not removed) slowly and evenly, Release the cover to relieve any possible spring- or other pressure before finally removing the last two screws or nuts.Botore commencing any kind of service work, ensure that all tools are in perfect condition and that you are fully conversant with their use, Ensure that all tools, slectrical cables and other loose objects are removed before retuming the marine gear to service, Make sure that no foreign substances can fall into the gearbox, Where necessary, always wear a helmet, face protectors, protective clothing, safety shoes, breathing equipment or take other, suitable safety precautions. Wear goggles and protective clothing when working with compressed air. To avoid hearing damage, always wear ear Protectors when working on running machinery in an enclosed area, 1.4 Fire and Explosion Prevention Lubricating oi! or fuel sprayed onto a hot surface may catch fire causing personal injury and damage to property. Check all ines and pipes for wear and damage; ensure that they ara correctly routed, Supported and secured. All connections must be tightened to the specified torque. Fluids must be drained into suitable containers and all il, fue! or coolant splashes must be cleaned up. Accumulations of grease or oll constitute a fire hazard, Oil-soaked rags must be kept in the containers Provided. Do not leave rags or cleaning cloths on the marine gear. When replacing oil filter elements, ensure correct installation and tightening, All lubricants must be stored in clearly marked containers. Filter elements and waste oil must be disposed Of as recyclable material or special waste. Diesel fuel and all lubricants are highly flammable, Do not weld fuel or lubricant carrying lines or pipes; these must be thoroughly cleanad with a non- flammable solution prior to welding Compliance with all “SMOKING PROHIBITED" notices Is mandatory. Loose, damaged or otherwise leaking cil, fuel or coolant lines and pipes may lead to overheating and/or fire, Do not bend or strike high-pressure lines. Do not install distorted or damaged lines or pipes. Do not replace steel pipes with copper tubing. Flexible hoses must not be damaged by mechanical influence, they have to be checked monthly for cracks and damage. Open fire, acid or etching liquids have to be kept away from flexible hoses, Do not allow used components, dirt or foreign materials to accumulate on, or around, the engine ‘and marine gear. Overheating or fire could result. !tis essential to ensure that wiring is maintained in good condition, correctly routed and secured, at all times. All cables must be checked at regular intervals for wear and damage, Loose, disconnected and unneccessary cables must be removed. All cables must have the spocified cross-section and, if necessary, be protected by fuses. Use of cables of ‘smaller-than-specified cross-section and bypass fuses is forbidden, Secure connections, specified wiring and correctly treated cables all contribute to the prevention of arcing or sparking which, in turn, could cause a fre, A fire extinguisher should always be kept readily available and its use must be practiced. Compliance with the manufacturer's inspection and maintenance intervals, as shown on the instruction plates, or labels, must be observed. Lubricant draining should be carried out with extreme care. Hot lubricants can cause personal Injury; allow the marine gear to cool completely before commencing maintenance or repair work. Remove plugs, lubrication fitings, pressure connections, venting fitters and drain plugs with caution. To prevent spraying or splashing by ressurized fluids, cover lubrication fittings and lugs during removal,4.5 Before-operation Checks Ensure that all protective guards and covers are correctly installed. To prevent accidents, always: exercise extreme care when working around rotating components. Check the marine gear frequently for potential hazards. Do not, under any circumstances, start an engine or ‘operate the controls when a warning notice is attached. Prior to starting the engine and operating the marine gear, ensure that no work is in progress within the immediate vicinity. Model View and Specifications Control Valve (1) Oil Fitter (2) Oil Cooler (3) il Pump (4) Output Shaft (6) Input Shaft (6) Intermediate Shatt (7) warnar | Reduction opp. Weiont | Ratios War [LAF Sa fanmade 7 [1400 ko [7300 Ks te rsao rob a50T | Tao Kg [reso KG | er feat 110747621 [2800 kg [2100 kg Ta [eae To 89521 | 1800K9 | 17009 | Fe aszs 105,750 1 | 2000kg [21009 To Teies 110 7.45521 | 2000 Kg | 78509 Baar To 305-1 | 2800 Kg_[ 250-9 So aasb To Saiz [STOO Kg | 285069 Br [BEST 10 7495-1 | 4200 Ks [9950 ka Fr F966: 10 3.90071 | 2800 ka_| 2600 Ko TET Lasoo Te SBT 1 SeOo Kg [SSO Ka Ti fe0a7 10 6.810:1 | 4500 kg | 42009 Tee] 2.0521 103,957 1 [ 9800Kg [3700 Ko Fee [aoe To 55-1] 4500 ko | 4400S Tae 20a 10.367 2 ABO KG | 4000 ko jee [aae7 To sas2 1 [050 ko | S300ks2.0 Installation and Alignment 2.1 Lifting Equipment ‘The gear dry weight (without oil but with special accessories) is stamped onto the name plate. The lifting rig must be attached to the lifting eyes provided by means of shackles. Under no circumstances must lifting equipment be attached to shaft ends, pipework or other ‘externally mounted equipment. The lifting equip- ment must be secured against tilting. 2.2 Alignment A basic prerequisite for trouble free operation of a propulsion plant is careful alignment of engine and ‘gearbox to the propeller shaft. Accurate alignment to the engine is also necessary for flexible couplings, since every alignment orror has a disadvantageous effect on the service life of the driving elements or accesories. Only high flexible couplings must be used. On request, REINTUES will supply all data required for alignment calculation (such as temperature expansion curve, mass and stifiness distribution of the gearbox output shaft and allowable bearing loads) If the customer or shipyard is in possession of an alignment calculation for the complete propulsion plant, then plant alignment must be completed in accordance with such calculation. A copy of the alignment calculation should, however, be submitted to REINTJES for information. Propulsion plant alignment diagrams are generated by superimposing the fullload temperature characteristics of the engine crankshaft, the gearbox input and output shafts and the propeller shaftiine. ‘These full-oad temperature shaft-displacement characteristic curves permit precision cold-state alignment for optimized fullload operating conditions. H alignment calculation for the complete propulsion plant has not been made, it is mandatory to comply with REINTJES instructions when aligning the marine gear. 2.3. Marine Gear Installation and Alignment During gearbox installation itis essential to ensure that sufficient free is space provided for disassembly of housings, shafts, etc during later maintenance. The gearbox has to be installed onto an adequate strengthened foundation so that no housing distortion can occur. The installation, or foundation, drawing includes all necessary marine gear mounting face dimensions. Applicationspecitic deviations must be confirmed in consultation with the factory For propulsion plant alignment, it is mandatory that the vessel be afloat with absolutely no contact to the sea bed. Alignment of the gear output shaft-to-propeller shaftline connection, the engine to the gear input shaft and the auxiliary units to the additional gearbox (PTO) shafts must be made in compliance with manufacturer's instructions. Vertical alignment of gearbox to propeller or intermediate shaft is effected by alignment screws located in the gearbox seating. For horizontal alignment we recommend fixing alignment screws on the foundation 2.4 Connection to Engine Engine power transmission from the engine to the ‘marine gear must be via a torsionally flexible coupling. Based on our experience we recommend that when selecting a torsionally flexible coupling for the propulsion piant, the torsional flexible factor chosen be such as to ensure that the resonance speed of the 1. grade vibrational form exited by the main rotational harmonics of the engine is so far below the lowest specified operational speed that itis only transgressed during engine startup and shutdown, Aiternatively care must be taken to ensure that, with- in reasonably acceptable limits, the plant operating range be kept free of torsionally critical speeds. Selection of the flexible coupling is generally made by the engine manufacturer. The gearbox data required for torsional vibration calculation is supplied by REINTJES together with the associated order - referenced torsional vibration diagram. If the coupling is specified by the engine manufac: turer or the shipyard and is supplied assembled with the marine gear, REINTJES cannot accept responsibilty for the suitability or durability of the flexible coupling. Compliance with the appropriate instructions is mandatory for assembly/dismanting of the coupling flange (hub) ‘The propulsion engine is normally resiliently mounted; the gearbox may be rigidly or resiliently mounted onto the foundation. The torsionally flexible coupling used must also be capable of accommo- dating the the axial misalignment between the engine and gearbox shatts at the specified operating speeds, Referenced to the gearbox, the flexibility of the resilient engine mounts must be such as to allow engine-to-gearbox alignment accuracy which ‘ensures that there is no possibility of appreciable reactive forces at the bearings of the connected ‘gearbox shafts when operating temperatures prevail2.5 Propeller Shaftline Check Radial and axial run-out A prerequisite for correct propeller shattline-to- marine gear connection is that the propeller and/or intermediate shaft does not “sag” and is in the ‘operational position. Radial and axial run-out must not exceed 0.05 mm. Radial and Angular Misalignment For these checks the coupling flange centering recesses must be disengaged, Secure the dial gauge carrier to the gear flange so that the stylus of one ‘gauge is in radial contact with the periphery of the blocked propeller, or intermediate shatt flange and that of the 2nd gauge is in axial contact with the flange face. With the plant at operating temperature and under {ull-load operating conditions, the maximum permissible deviations of both flanges towards each other are as follows: Radial misalignment 0.05 mm. (centerline run-out 0.025 mm) Angular misalignment 0.05, referenced to 300 mm flange diameter. Order-specitfic instructions are applicable to universal shaft alignment. 2.6 Seat Chocks and Foundation Bolts Seat Chocks Only rectangular seat chocks can be used. Round discs or shim plates arranged one upon the other are not permissible. Seat chocks must be adequately dimensioned and closely fitted. They are to be made in accordance with the rules of the classification societies. Fitting Bolts The fitting bolts used must be of tensile strength 88 in accordance with ISO 898, The fitting bolt bores are predirlled, Through Bolts Through bolts must be of the same tensile strength as the fitting bolts, The foundation bolts must comply with requirements of the particular application and be tightened to the specified torque. 2.7 Installation of Gearbox with Longitudinal Mounting Arrangement On completion of alignment, the gear must be attached to the foundation in such a manner that it is secured against displacement and that the propeller thrust is transmitted and led into the foundation. Foundation with Steel Seat Chocks ‘There are various combination possibilities which may be used for the attachment of marine gears with ‘side mounting faces (longitudinal foundation}: 1, Seat chocks with fitting screws and collision chocks. 2, Seat chocks with fitting screws, without collision chocks. 3. Seat chocks with collision chocks and foundation screws constructed as through screws.Foundation with Cast Resin I cast-resin seat chocks are used, collision chocks will be necessary to transfer the propeller thrust to the ship's frame. In this case, the foundation bolts: have to be through bolts. If no thrust is to be transferred, through bolts and at least 2 fitted bolts will be sufficient. Other possibilities for transferring the propeller thrust must be approved by REINTJES. After the thermosetting of cast-resin, the alignment screws must be backed-off out of contact with the foundation. Important Planning, calculation and installation of cast-resin foundation should only be carried out by an authorized company which is also in a position to submit the necessary drawings, calculations and materials to the Classification Societies for approval 2.8 Alignment Check (On completion of alignment and atter the engine and marine gear foundation bolts have been finally tightened to specified torque, a check of the mating accuracy of both marine gear flanges is recommended whereby the flange securing screws must be removed, We accept no claims under warranty arising from exceeding alignment tolerances of both gearbox connecting flanges. 3.0 Function and Operation 3.1 General Information ‘The Series WAF and LAF gearboxes constitute a shatt offset marine gear family. The Series WAF are rmatine reverse-reduction gears whereas the LAF units are marine reduction gears with one clutch only. ‘The marine gear reduction ratios are identical for Ahead and Astern propulsion, the transmission torque is thus the same for both output directions of rotation. The marine gears are available with either identical rotation or counter rotation input/output shafts, Marine gear control can be effected trom either the engine room or the control room. Either an electrical ‘or a pneumatical control valve is mounted on the gearbox. The service life of the gearbox depends upon the correct completion of the recommended operating and maintenance services and the use of recom- mended lubricants, 3.2 Name Plate Arrangement ‘The name plate is attached to the gear housing. For parts ordering or other inquiries in respect of ‘your marine gear, the following information is required from the name plat Gearbox No. Type Input power Input speed3.3 Hydraulic System The hydraulic system comprised of a geartype pump, an oil fiter, heat exchanger, pressure limiting valve, control valve, pressure oil system with clutch engaging delay pot and lubrication oil system, Oil supplied by the pump is filtered and then conducted through the heat exchanger to keep the oil temperature from rising above the normal operating temperature. ‘The heat exchanger consists of a tube bundle inside ‘a mantle. The oil flushes around the tube bundle, the cooling water flows through the tube bundle. ‘The oll pressure is regulated to operating pressure by the pressure limiting valve. ‘The pressure gauge on the gearbox indicates the operating pressure. When the engine is running at full speed, the clutch engaged and the gearbox at normal operating temperature, the pressure should be within the green area on the gauge. ‘Thé normal operating pressure for WAF/LAF 64. - WAF/LAF 196. is approx. 21-25 bar (2100 ~ 2500 kPa or 304,5 - 362,5 psi). Exception: WAF/LAF 1141 - WAF/LAF 1961 is approx. 16-20 bar (1600 - 2000 kPa or 232 - 290 psi). With the control valve in STOP position (neutral position) the oil not needed to maintain pressure at the pressure limiting valve is used for cooling the clutch dises and lubrication of all bearing points and tooth meshings. If the contro! valve is actuated into position AHEAD or ASTERN, the pressure oil is flowing from the control valve to the appropriate clutch and the pressurizing valve. The excess oll is used for lubrication. It the oil pressure exceeds the factory-set pressure in the pressurizing valve, this valve opens and oil is flowing into the operation delay pot. While filing the delay pot, the pressure in the clutch pressure oil system raises to the adjusted operating pressure and the clutch is force locked. ‘When changing the control valve position to the other side, the cil pressure in the engaged clutch will be released. The clutch disengages and the oil drains into the sump. Engagement of the other clutch is achieved with the same delay function, ‘The engaging delay system allows smooth clutch ‘engagment in consideration of the propeller inertia ‘The pressurizing valve is set at the factory and normally will not require adjustment. 10Hydraulic Diagram clutch astern Pressure gauge clutch ahead Pressurizing valve | with time delay tank | 4/3 control valve PresSure test connections Oil cooler Gear pump Dipstick3.4 Gearbox Actuation 3.5 Pressure Limiting Valve ‘Tho complcto shift unit for marine gear control, ‘The operating pressure is regulated by a spring- comprised of the pressure limiting valve and the loaded pressure limiting valve and set by control valve, is meunted to the gearbox housing. adjustment screw V 13. For readjustment purposes, the nut V 12 must be Control Valve with Emergency Actuation slackened off. Pressure is increased by turning ‘The control valve is mounted onto the pressure adjusting screw V 13 clockwise and decreased by limiting valve and can be easiy replaced after turning it anticlockwise releasing screws and the control connections. The valves used are axial slide valves whereby the required control position is achioved by axial cisplacement of a piston. Depending upon the version installed the piston is displaces either electrically or pneumatically. Emergency Operation In the event of pneumatic or electric control {actuation) failure, the control valve can be displaced manually by means of the manual emergency control. ‘The pneumatic control valve emergency actuation is done via the control lever, the engaged position will rst. For electric control valves, there are different. manual actuation possible depending on function and design. A) Reverse reduction gearbox with clutch engagement AHEAD - STOP - ASTERN, 4/3 way valve, STOP position spring returned (without detent): 41, The pin at the solenoid end cap is pushed inwards by hand and lacked in this position by insertion of ‘a locking pin into the transverse bore in the end cap. 2. The mushroom-like button at the solenoid end cap is pushed inwards by hand and locked in this position by a bracket. 3. The end cap (location handle) is pushed inwards by hand and turned radial for fixation To disengage release fixed position, the valve spring will push the piston back into STOP (NEUTRAL) position. 8) Reduction gearbox with clutch engagement ON/OFF, 4/2 way valve, detent (without return spring): 1. The pin atthe solenoid end cap is pushed inwards by hand but is not locked in postion, the valve is going to secure itset. Bofore a manual control i carried out please check carefully the reason for this and ensure that faulty operation is impossibia. Note: ‘The electr. valve should not be cleaned with degreasant and water afterwards. Use a dry cloth for cleaning the control valve. 2Intermediate Plate V247 Warning The adjustment screw is not secured against turning out of the valve block and must not be removed by screwing it out il will leak out if screw V 13 is removed while oil is undor pressure (engine STOP}! 18 The setting screw should only be screwed in until the top is even with the lock nut. ‘Turning the setting screw in further will block the vaive. (At valves with hexagon scrow, the screw can be turned in so that the hexagon head is against the lock nut). Hot oil can cause personal injury. Do not allow hot oil or hot parts to contact skin. Before a re-setting of the pressure limiting valve ig intended due to changed pressure readings, possible causes must be checked carefully. The pressure gauge on the gearbox indicates the operating pressure. With the engine running at full speed, the clutch engaged and the gearbox at normal operating temperature, this pressure should be within the green area on the gauge, The normal operating pressure for WAF/LAF 64. - WAF/LAF 196. is approx. 21-25 bar (2100 - 2500 kPa or 304,5 - 362,5 psi). Exception; WAF/LAF 1141 - WAF/LAF 1961 is approx. 16 - 20 bar (1600 - 2000 kPa or 232 - 290 psi).3.6 Function of Series WAF/LAF Engine power is transmitted to the input shaft W 1 via the engine-to-marine gear coupling. When the input shaft is rotating, the oil pump E 19 provides the pressurized oll for lubrication and clutch operation, The disengaged disc clutch will be supplied with lube oil. Shearing of cooling oil flowing to the outside between the friction surfaces of the clutch results in an idling torque, Note for LAF gearboxes: ‘At disengaged clutch the secondary parts may rotate (output shaft, PTO), provided the idling torque is higher than the initial friction torque of the driven parts. The idling torque depends on the present operating conditions. Path of Drive at Counter Rotation Input shaft W 1 - clutch housing K 15 - cluteh discs K 22 and K 23 - cartier K 30 pinion R 1 gear R2- output shaft P 1 Path of Drive at Identical Rotation Input shaft W 1 - clutch housing K 15 - clutch housing K 16 - intermediate shatt W 17 - clutch discs K 22 and K 23 - carrier K 30 - pinion R119 - gear R 2 - output shaft P 1. ‘Stop Position In the Stop position the oil is lead to the lube oil lines and the sump. The annular piston K 17 is held in position by the return springs K 6. Both clutches are disengaged and the output shaft P 1 is stationary. IMPORTANT Engaging of the clutch at full speed of the engine is inadmissibl ‘The engaging speed range specified in the order acknowledgement has to be observed. Any increase intended afterwards must be approved by REINTJES. In the case of propulsion with controllable pitch propellers, clutch engaging is only permissible with the propeller at zero pitch. 143.7 Sectional drawing WAF/LAF 64, ~ 196. 30 -K22 23, KY wa. SA At MeaAS He KEE . q hy3.8 Description of power take off PTO-drive non-controllable (KS1) Attached to the gearbox is a PTO gear i.e. to drive a hydraulic pump. At running engine and turning input shaft the non- controllable PTO shaft is turning independently of disc clutch engaged er disengaged, ‘The sense of rotation of the power take-off is identical to the input shaft Path of drive: Input shaft W 1 - wheel R113 - pinion shaft R 114 PTO non-controllable (K41) Above the input shaft a non-controllable power take off is built-in, At running engine and turning input shatt the non- controllable PTO shaft is turning independently of disc clutch engaged or disengaged. Sense of rotati Opposite the engine rotation. Path of drive Input pinion shaft R 4 ~ wheel R118 — PTO shaft W 241 PTO controllable (K51) Above the input shaft 2 controllable power take-off is built-in, ‘The sense of rotation is opposite to the engine. ‘The PTO clutch is operated by oil pressure. ‘Stop Position Annular piston N 14 is moved into its original position by the return springs N 55. The PTO clutch is disengaged. The disengaged disc clutch supplied with lube o} bbe continously Shearing of cooling oil flowing to the outside between the friction surfaces of the clutch plates results in an idling torque. ‘At disengaged clutch the secondary parts of the PTO may rotate, provided the idling torque is higher than the initial friction torque of the driven parts, ‘The idling torque depends on the present operating conditions. Engaging ‘The running input shaft W 1 with the clutch housing K 15 drives the wheel R 117 with the shaft N 198 and the carrier N 16 with the inner discs N 80. ‘The engaged control valve leeds the oll flow through the pipes to the oil distributor E 483, which delivers, the pressure oll through the shaft N 1 behind the piston N 14, The piston N 14 presses the inner discs N 80 and outer discs N 79 together, the clutch is force locked and the power is transmitted to the PTO shaft N14 ‘When the control valve is switched into STOP position, the pressure oll is drained from the clutch, IMPORTANT “The engaged speed range specified in the order acknowledgement has to be observed. Any increase intended afterwards must be approved by REINTJES. 163.9 Recommended Lubricants ‘The oil companies are responsible for determination of the oil types stated in the lubrication chart, REINTUES Is not liable for correctness of these data nor for any amendments occuring. REINTJES does not accept responsibilty for any damages due to Use of unsuitable oils. (Approximate) WAFILAF Imperial Mode! Gal. 64 50, 13.0 108 66. 65. 16.9 147 oF. 90. 23.4 19.5 74, 70. 182. 15.2 7. 75 19.5 16.2 77. 700 26.0 21.6 84. 90. 23.4 19.5 36. 30. 23.4 195 a7. 720 312 26.0 714. 710 28.6 23.8 116. 125 32.5 277 Ti7. 50 33.0 325 154, 750 39.0 32.5 156. 150, 39.0 32.5 194. 215 55.9 46.6 196. 215 55.9 46.8 3.10 Initial Operation i Filling Prior to shipment, the marine gear is preserved internally In the case units have been hermetically sealed, the sealing plug must be romoved and the venting filter (supplied loose) must be installed. The preservation oil must be drained, minor oil residues. will mix with the service oll The amount of oil required is stamped into the name plate. Fill oil as specified into the marine gear until the upper mark on the dipstick is reached. The oil level can only be checked with the plant shut down and using the dipstick. After installation check and prior to sea trial a short test run under limited load must be carried out. As the hydraulic system wil be filed with oll then, the oll level must be re-checked on the dipstick and if necessary oll must be filled up. w Installation Check In the course of this last check prior to initial ‘operation, it is essential to ensure that all necessary connections have been made as specified. All necessary data must be recorded on the "Alignment Certificate" which must be signed. Having confirmed that the gearbox is in an ‘operationally safe condition and that the propulsion plant is ready for service, initial operation may be done. ‘On completion of the tast-run the propulsion plant alignment should be checked and the foundation bolts must be checked for tight ft. Uso of the Gearbox within the European Union In case the operation has to comply with the safety regulations stipulated by the European Unicn, the manufacturer of the complete plant will be responsible for the CE-certification, 3.11. Operating Instructions Safety and maintenance are prerequisites for troublefree operation, maximum performance and along service life. Safoty is, intially, an abstract dofinition and can not, in all cases, be defined by regulations. The necessary safety measures can normally be determined by experience and intelligence. Be alert at all times. Observe possible danger sources. ‘Take all necessary precautions, Safety is EVERYBODY'S business. ‘This Operating Manual includes descriptions of maintenance services which have to be completed periodically. Familiarize yourself with the “Maintenance” chapter. Periodic supervision and registration of measured Parameters provides a duty profile for the engine and ‘marine gear. If certain conditions change then a changed display may indicate a potential problem. The necessary repairs can be performed before an actual failure occurs with resultant non-scheduled down time.3.12 Engagement Recommendations ‘The gearbox control is principially factory set at idling speed. ‘The maximum engaging speed is stated in the order acknowleddgement. The engagement procedures described in the following are important for safe control and economical operation of the complete propulsion plant. Engagement I the control valve is set to NEUTRAL and the propeller shaft stationary or turning only very slowly: Sot engine to engaging speed, engage the desired propulsion mode and remain in this status for approx. 3 seconds. Then increase engine revolutions, to the desired propulsion speed. Propulsion Mode Reversal at Low Speed Set engine to engaging speed and disengage gearbox into STOP position, for reverse the propulsion mode and remain at that status for approx. 3 seconds, before increasing engina revolutions to the desired propulsion speed. Propulsion Mode Reversal at High Ship's Speed Reduce engine speed to engaging speed with marine gear clutch engaged to utilize engine braking ‘otfect at the propeller. Only when the engine speed has dropped to 1.2 x the engaging speed, swiftly reverse gearbox via STOP position. Romain at that status for approx. 3 seconds before increasing engine revolutions to the desired propulsion speed. Emergency Manoeuvre (Crash-Stop) It must be noted that propulsion mode reversal at high engine speed does not increase safety. A reduction of the STOP distance cannot be ‘achieved, or at best only to a minimal extent. At the same time, the marine gear and complete propulsion plant are subjected to extremely heavy loads. Frequent crash-stop manoeuvres lead to an increased wear of the propulsion plant. 3.13 Trailing Operation, Engine STOP Propeller Rotating This condition covers all operating conditions in which the propulsion plant is shut down and the propeller, the shattline and the gearbox shafts are caused to rotate by entrained water. Restricted Trailing Operation With the standard marine gear without an additional trailing oil pump, this is possible without any special precautions. Should this condition last longer than 12 hours all ‘marine gear lubrication points must be lubricated for at least § minutes, This can be achieved by starting the propulsion engine or by activating the electric, stand-by pump. I the above mentioned shortterm lubrication is not Possible, the propeller shaft must be locked. Unrestricted Trailing Operation In this case the marine gear must be equipped with a trailing oil pump. The trailing oll pump is mounted at (or in) the marine gear housing, depending on the operating conditions ‘and marine gear version. The trailing oil pump is driven by the gearbox output shaft. Irespective of the direction of rotation, this pump always forces oil into the system in the same direction and thus ensures the marine gear lubrication oil supply. Another possibilty is the installation of an electric pump to supply the gearbox lubrication oil system. 183.14 Emergency Operation In the event of pressure oil supply failure, emergency operation is possible in that only one clutch is to be tightened mechanically. It is imperative to note that only the AHEAD clutch is to be tightened mechanically. First the engine must be stopped and secured against unintentional starting Secure the propeller shaft and marine gear output shaft against unintentional turning. Determine which clutch is to be engaged: for gearboxes with AHEAD as opposite sense of rotation the clutch is located on the input shaft; for gearboxes with AHEAD as identical sense of rotation, the clutch is located on the intermediate shaft Remove the associated cover. After removing the locking wire, tighten the screws K 8 evenly and diagonally. The disc pack is thus. compressed and the clutch is frictionally engaged. Set the contol vaive to the NEUTRAL position and, for safety reasons, do not move from that position. The propeller shaft will now turn immediately the engine is started, the propeller direction of rotation can not be reversed and in order to stop the propeller, the engine must be shut down, Note: Extreme care must be exercised during emergency operation; operation must be at the lowest possible engine speed (below 70 % of rated speed). With the ‘emergency screws K 8 in service, transmission of maximum torque is nat permissible. It emergency operation is no longer required, the screws K 8 must be returned to their original setting and wire-locked. On arrival in harbour the clutch discs must be checked for damage and the screws K 8 must be replaced. In the case of exceptionally hard emergency service (complete loss of oll pressure) the gearbox should be disassembled and all bearings and gear components thoroughly inspected, 19 4.0 Maintenance Operational safety, reliability and low maintenance costs can only be achieved by maintenance and care in compliance with our instructions. Furthermore, only trained maintenance personnal, should work on the gearbox, and only correct tools, original spare parts and lubricants in accordance with our recommendation should be used. Filter elements and waste oil must be disposed of as recyclable material or special waste. If required, our Service Department is available at all times to provide advice and assistance. 4.1 Maintenance Recommendations Has the “Function and Operation” chapter been read and understood? Operator alertness provides the best protection against possible dangers. ‘The operator must comply with safety instructions ‘and be familiar with all precautionary measures. Run a maintenance log book. Regular registration of recordad data can provide indication of internal changes. Rectify minor faults before they can develop into major repairs. Keep the marine gear clean and dry at all times, this facilitates early recognition of any possible leaks thus preventing subsequent extensive damage. ‘As a matter of principle, never use chemical detergents to clean rubber or synthetic components, Wipe with a dry cloth only.4.2 Conversion Factors “Approximate Conversion Factors ali by To Get Thread Size mm oss57 inoh Metric en 264 mn us Set cre a 22 a we oot Tt © as rn we Zive i642 Pa 045 al wo ate 3043 os 609 kPa Me Ti+7 248 a 70869 ar wie Ta Baye ar nas a wie 170+ 20 126.4 15 Ne 74 ibe wie 254 25 Yet 9 18 be 3.98 Nin 20 350 95 259-4 28 No a0 Tbin ze a0 47 3a 35 bin a3 Nim za 600+ 60 aes a Liter 025 US. Gal Mz 280 90 250+ 65 US. Gal 378 Liter a0 7190 120 3804 90 US. Gal 3809 imp. Gal M6 2100 + 210 15504 158 "Temperature conversions Mae 2100 + 270 19004199 Gatrs2): 18 Mae 2900 590 aaa 244 Freya 2 Mas 4100 + 0 30a 900 wae 5000-500 3100+ 370 4.3 General Torque for Metric Fasteners naan eOsTee Be very careful never to mix metric with customary Thread Size Grade 109 Standard Torave (standard) fasteners. Metric Nm mR Mismatched or incorrect fasteners will cause marine ms T+ sat gear damage or malfunction and may oven result in Me coe) i0et personal injury. me 3048 m4? Original fasteners removed from the marine gear Mio) ones pared should be saved for reassembly whenever possible. mz peasetl Tre 8 If new fasteners aro needed, thoy must be of the m4 165 + 76 Was 12 same size and grade as the ones that are being M6 2804 25 135+ 19 replaced. Mae 350+ 35) 259+ 28 Mz0 490+ 50) 365.7 98 ‘The material strength identification is usually shown za oer aaaon cn the bolt head by numbers (8.8, 10.9 etc.) aa ones caren The following chart gives general torques for bolts Crd Sona azsieae and nuts with Grade 8.8 and 10.9. wis6, 1700+ 170 1260 + 126 woe 3000 + 300 2210-4 221 99 3800 + 380 2500 + 260) waa 4700-470 3478 348 was 3800 + 580 4200 «20 wae 7000 +700 5160 516 1) Newton Meter (Nm Is approximately the same {as 0,1 mkg, 2) [S0-Internationale Standard Organization. 204.4 Maintenance Schedule The Maintenance Schedule summarizes the maintenance services which are sub-divided into Maintenance Stages. Particularly arduous service conditions may require modification of the Maintenance Schedule (reduced intervals), Maintenance Stage 1 Daily before engine start Check oil level Maintenance Stage 2 Daily with engine running Check operating pressure, oll temperature, heat exchanger cooling water temperature, duplex filter contamination indicator, visual checks and running noises Maintenance Stage 3 After first 200 operating hours Change oil, replace filter element, check threaded connections incl. foundation, check connection to engine and propeller and bolts of intermediate housing, tighten swivel nuts and banjo bolts of threaded, pipe connections in case of leakage, check heat exchanger for leakage. Maintenance Stage 4 ‘After each operating period of 2000 hours or 6 months. Change oil, replace filter element Maintenance Stage 5 After each operating period of 5000 hours or 1 year Check threaded connections incl. foundation, connection to engine and propeller and bolts of intermediate housing, check heat exchanger for leakage and replace seals, if necessary. at Maintenance Stage 6 After each operating period of or 10 years or in conjunction with an engine major overhaul hours Pay attention to the operating hours intervals. matching your marine gear size. Conjunction with the engine maintenance intervals is permissible provided that the operating hours specified are not excessively exceeded. Gear Size Operating Hours WAF/LAF 64 67. 30 000 hours WAF/LAF 74. - 77. 40 000 hours WAF/LAF 84. ~ 87. 40 000 hours WAF/LAF 114, ~ 117. 40 000 hours WAF/LAF 154. ~ 156. 60 000 hours WAF/LAF 194, ~ 198. 60 000 hours Observe the general notes as well as instructions for hydraulic assembly/ disassembly of taper press. hubs with 1:20 taper. Some special tools aro required to perform the overhaul. Please contact the REINTJES Service Department for information. Cheek: shafts for run-out, bearing seats for damage, carriers, gear and pinion teeth, annular piston, carrier pins, oll distributor, pressure gauge Replace: clutch discs, rectangular rings, screws and return springs for annular piston, O-rings, snap rings, all clutch housing screws anti-riction bearings, thrust bearing screws and springs, shaft seals and bushes, oll fter elements and seals, oll pump, Inspection cover gaskets, co-fings for control valve / pressure limiting valve, flexible hoses, clean the complete gearbox4.5 Maintenance Task Descriptions Maintenance Stage 1 Dally before engine start Oil Level Check The oil level can only be checked at the dipstick, with the propulsion plant shut down and the output shaft stationary. ‘The oil level must be between the marks on the dipstick, It the oil level is low, fill up suitable oil until the level reaches the upper mark on the dipstick. Determine and rectify the cause of cil loss. For filing in the oil, remove the venting filter marked OEL (OIL), Maintenance Stage 2 Dally with engine running Operating Pressure Check With the engine running and clutch engaged, the maximum operating pressure is indicated on the ‘gearbox-mounted pressure gauge. ll viscosity, operating temperature and different dolivery rates of the oil pump, due to varying engine speeds, have only a minor affect on the operating pressure and the pressure build-up time, With the clutch engaged, gearbox at operating temperature and engine at full-load speed, the normal operating pressure is WAF/LAF 64. ~ WAF/LAF 196. approx. 21-25 bar Exception: WAF/LAF 1141 - WAF/LAF 1961 approx. 16-20 bar The operating pressure is regulated by a spring- loaded pressure limiting valve and set by adjusting screw V 13, Note: During propulsion with the electrically operated trolling valve the operating conditions are so different so the abovementioned pressures are not applicable, Pay attention to the supplementary descriptions ‘when the marine gear is engaged for trolling propulsion mode. ll Temperature Check ‘The normal operating oil temperature after the heat exchanger will be in the range of approx. 30 - 50 °C and can be read off at the thermometer. If the oil temperature is higher than the normal operating temperature, determine the possible cause and initiate the appropriate remedial measures. Cooling Water Temperature Normally the cooling water temperature difference across the oil heat exchanger should be 3 to 5°C 6 to 9"F), ‘An increase of the cooling water tomperature difference indicates contamination of the water side of the ol heat exchanger or an insufficient cooling water flow rate. 22