REINTJES Marine Reverse Reduction Gearboxes Type WAV 400-500-550 B Operating Manual WAV 400- 500-5508 / VIII /82E Page Table of Contents EISENWERKE REINTJES G.M.B.H. HAMELN a General Particulars | 1 Function oo || ot 6 Materials and Design ree coco 6 Controt DIRECTION OF ROTATION [- ur mmm | u Alignment ‘SIDE 8 Operation yegana sow on ee | 8 Maintenance ENGINE SE 9 eee | 9 Oil Pressure wwrur carsory ow MMMM SUPTSGue vm | 9 Oil Filter ourur 9 Oil Change Ineur SPEED nan ow | weictor cer xo MEM Stare owt "1 Emergency Control ovouwmy — xo MBM sxe ne == | a Fate mean Spare Parts Table of Oil Quantities in Litres (approx.) Gear Size WAV 400500550 Reduction a8 2B 8 over 1,15-45:1 bh 50 55. Reduction a 30 40 - over 45-7:1 bh 70 90 Eisenwerke REINTJES GmbH eee 325 Hameln 1 West-Germany a) = Normal Operation P.O, Box 567 b) = Operation during emergency control Telephone 05151/104-0 Telex 09 2862E19 K10 K6 K3 K17 K15 K \ ne \ \ \ E28 K3 K16 K23 Fi i i 4 23 K22 R1 W ) } R2 Pt ) /Komm-Nr.General particulars General Particulars With REINTJES Spur Wheel Reverse Reduction Gearboxes of Type WAV the power is trans: mitted by disc clutches and spur wheels, the power for changes in the direction of rotation flowing via @ counter-shaft arranged on the side. If requested, the counter-shaft W 17 can be designed in such a way that additional power take-off (PTO) is possible on the propeller side. The counter-shaft is then W 20. Details of the gearbox design made be noted from the detail drawings on pages 14 - 23. The reduction ratio is the same at AHEAD and ASTERN. The disc clutches are operated by oil pressure via the control valve. Thus, there is no need to adjust the clutches as is necessary in the case of manually controlied gearboxes, Counter Rotation ‘The output shaft and thus the propeller shaft rotate in the direction opposite to that of the drive shaft The Oil Pump E 19 is driven by Drive Shaft W 1. The pressure oil is delivered through the hollow shaft of Pump E 19 and through the bore of the drive shaft behind Annular Piston K 17. ‘Annular Piston K 17 presses the inside and outside discs K 22 and K 23 together. Through the force-locking of the discs, Pinion R 1 is carried along, and the power is transmitted to output shaft P 1, via the wheel Ri 2, When shifting into the STOP position, the clutch is emptied via the non-return valve K 10 and the oil bore, The annular piston K 17 is forced into its original position by return spring K 6. Path of Drive Drive shaft W 1 - clutch cover K 3 - outside-toothed clutch casing K 15 - discs K 22 and K 23- carrier K 30 - pinion R 1 - wheel R 2 - output shaft P 1 Identical Rotation Output shaft and propeller shaft rotate in the same direction as the input shaft. The pressure oil is supplied via oil distributor E 28 or E 33 and the hollow intermediate shaft W 17 or W 20 behind annular piston K 17. Shifting is as described under counter rotation. Path of Drive Drive shaft W 1 - clutch cover K 3 - outside-toothed clutch casing K 15 - outside-toothed clutch casing K 16 - clutch cover K3 - discs K 22 and K 23 - carrier K 30 - pinion R 1 - wheel R2- out: put shaft P 1 Stop Position In the stop position the control valve only diverts the oil to the lube oil pipes and the sump. The annular pistons K 17 are held in their original position by the return springs K 6. Thus, both clutches are disengaged and output shaft P 1 is stationary. Lubrication The oil pressure is built up by gearwheel pump E 19. Sufficient service pressure is available as soon as the engine is started. This pressure is controlled via 2a spring-loaded and easily adjustable overpressure valve. The ample amount of overflow oil from this valve ie used for lubrication. Unlimited operation in the stop position is guaranteed Direction of Rotation The direction of rotation registered on the nameplate indicates the direction of input rotation and the direction of output rotation as seen in the direction of travel (see illustration of nameplate). If the engine has a direction of rotation different from that indicated on the nameplate, it is absolutely necessary to check back with the works as the gearbox must then be modified. In standard design, the output shaft rotates in the opposite direction to that of the engine, when the control lever is at AHEAD.Materials and design, operation Materials and Design The selection of the most suitable materials, excellent workmanship, and the strength of all parts as well as the sophisticated design guarantee a maximum of reliability in service and a long service life. Helical spur wheels made of case- hardened and heat-treated special steel with ground tooth flanks are used. Only anti-friction bearings from reputable manufacturers are installed. All gearbox components manufactured by us are machined in aur works on machines incor- porating the latest engineering features. The clutches of the gearbox are so dimensioned that they can safely transmit the torque in continuous operation The outside discs are lined with highly wear-resistant Sinter metal and the inside discs have been provided with a sinus. Thus, the sinusoidal shape of the inside dises reduce friction to a minimum when the clutch is not engaged. The gearbox rotors are arranged inside a sturdy oil and dust-proof casing. An amply dimen: sioned thrust bearing has been installed 10 absorb the propeller thrust The gearbox is supplied without an oil filling, The inside is anticorrosion treated. In Europe, this anti-corrosion treatment will protect the gearbox for about six months, if it is stored in a dry and temperate room, All bright Parts on the outside (flange on the propeller side, drive shaft) are protected by an anti-corrosion agent. All connections (oil and water etc.), which can: not be fitted until the unit has been installed, are closed with plugs in our works. Ali connections and pines which must be modified, i. €. renewed, in the course of installa‘ion, should definitely be acidified and cleaned before use. If accessories (filters, coolers, pipes) other than those supplied from our works are used, these must definitely have the same properties as the parts supplied with the gearbox. Adjustable units (pressure limiting valves and perhaps pressure controllers) have been set for the specified pressure before delivery from our works. Gearboxes are supplied in accordance with the general conditions of the VvoMA, Operation Operation can be effected at the gearbox itself or from the wheelhouse by means of a control unit. The transmission element between the gearbox. mounted con- trol valve and the control unit in the gearbox can consist of a wire cable with guide rollers or other mechanical connections and hydraulic or pneumatic con- trols, If wire cable and guide rollers are used, it is necessary to ensure that the wire cable is sufficientiy flexible and that the rollers have the correct diameter, In the case of remote controls, sufficient adjustability must be possible, since the posi: ‘ions of the deck-mounted control unit must definitely agree with the positions of the control valve. It is advisable to set the operating facilities of the control valve in such a way that change-over is only possible at an idling speed. For this reason, the installa- tion of a combined control unit is recommended (see Recommended Control) 6Alignment The driving elements (engine, gearbox) cannot be aligned until the ship has been launched, and it must be ensured that the ship does not touch bottom. A basic prerequisite for trouble-free operation of a unit is careful alignment of engine and gearbox to the propeller shaft. Accurate alignment is also necessary if torsio-ela stic Couplings, Universal-joint shafts etc. are used since every alignment error has a disadvantageous effect on the service life of the driving elements or accessories, Alignment Check of Propeller or Intermediate Shaft The propelier or intermediate shaft must not sag and is lifted and brought into the zero position with the aid of an alignment jack. For the wobble check the gauge ‘must be arranged in such away that the feeler touches the coupling flange at the circumference When turning the shaft, the gauge deflection must not exceed 0,1 mm (centre - line out of true 0,05 mm). Alignment of Gearbox to Propeller Shaft The elevation alignment of the gearbox to the propeller or intermediate shatt is effected with the aid of the set screws in the support claws, Upon alignment, the gearbox must be bolted down with closely fitting and ade: quately dimensioned fitted pieces. On the output side, two fitted bolts must be installed in opposite positions (securing against propelier thrust) No-cound discs or shim plates arranged one upon the other must be used as fitted pieces. The gearbox must be secured on the foundation against displacement by fitted Bolts or stopper pieces. Checking Alignment between Shafting and Gearbox For this purpose, the recesses in the coupling flanges are disengaged and the gauge holder is fixed to the flange of the propeller or intermediate shaft in such a way that the feeler touches the gearbox flange at the circumference. When turning the propeller shaft, the pointer deflection must be watched. This deflection must not exceed 0.05 mm. Angularity Test For this purpose, the gap between the two flanges is measured in several positions of the circumference by means of a feeler gauge and by turning one shaft at the same time. Ata diameter of 300 mm, a diviation of 0.05 mm is permitted for the {gap Clearance in axial direction. 7Alignment of the engine to the gearbox shaft. must be effected in accordance with the specification of the engine manufacturer Checking Alignment Upon alignment and tightening of the engine and gearbox foundation bolts, it is advisable to check both bearbox connection flanges for flanging accuracy. For this purpose, the flange fixing bolts must be removed. If the two gearbox connection flanges are not in parallel alignment, we cannot accept any responsi- bility (guarantee) In the case of all REINTJES Reverse and Reverse Reduction Gearboxes the gearbox shafts on both the propeller side and the engine side are fixed. Operation Commencement of Operation The oil to be used must be in accordance with the oil grades specified by the works in the Table of Lubricants. It must be free from impurities as well as. molybdenum sulphide and graphite. In many cases, trouble is due to oil conta mination or wrong lubricants Before commencement of operation, the oil must be filled up to the upper dip- stick mark. The oil quantity is specitied on the nameplate After 6 - 10 minutes of operation, the oil level must be checked again and the il must be filled up if necessary, as the pipe system is then full, The oil can nly be checked with the aid of the dip-stick E 23, when the plant is shut down, Upon commencement of operation, it is necessary to check if the rate of water flow through the heat exchanger is as specified. The rate of water flaw per hour depends on the water inlet temperature. The rate of water flow may be noted from the installation drawing, IMPORTANT. Atwater inlet temperatures up to 36°C, the rate of water flow through the heat exchangers is as follows: WT 12 (12,000 keal/n) min, 4000 litres/h max. 4600 litres/h WT 30 (30,000 kcal/h) min, 6000 litres/h max. 7000 litres/h These maximum rates of flow must not be exceeded. If the water inlet tempe- ratures are higher than 36° C, it is necessary to check back with the works, Twin Unit Operation two gearboxes are installed in a ship and only one is operated for a long period {more than three hours, either the engine must be operated for about © minutes {after 3 hours) or the propeller shaft must be blocked. 8Maintenance Oil level and oil pressure must be checked daily. Oil Pressure and Pressure Gauge The pressure gauge on the gearbox indicates the operating pressure, which must be between 18 - 20 bar when the engine is running at ful load speed, the clutch is engaged and the temperature is the normal operating temperature The operating pressure is automatically regulated by a spring-loaded overpres- sure vaive and is set by set screw V 13. {f an adjustment is to be carried out, the nut V 12 must be released; the pres- sure is increased by turning the set screw V 13 clockwise and is decreased by turning this screw anti-clockwise. Oil Filter AA filter is arranged in the main oil circuit of the gearbox. Cleaning is effected by turning the handle clockwise. Anti-clockwise rotation of the handie may result in damage to the oil filter elements and must there fore be avoided Cleaning should be effected daily and only when the unit is shut down, Whenever the oil is changed, the oil filter should be thoroughly cleaned. For this purpose, the filter pot must be removed The disc must never be taken apart during this work. Oil Change The first change or proper cleaning of oil (for example by a separator) has to be made after approx. 100 operating hours. The process being as follows 1. Drain oil upon removal of drain screw Pos. G 3 or pump out oil for cleaning, 2. Firmly screw in oil drain screw and fill up oll to upper dipstick mark, and check, whether oil level is at the upper mark. 3. Clean oil filter (as per description , oil filter’ The change resp. proper cleaning of oil must be repeated six months or every 2000 operating hours. ‘A later change of oil can only be made under the prerequisite that a reliable oil analysis is performed and the analysis shows a satisfactory result. Hereby the oi has to be checked for its oiliness and aging, The above statements are based on an operating temperature of 70 - 75° C. When exceeding these temperatures the oil change intervals are reduced. For this purpose please consult the works,Recommended control Control method recommended for the combined REINTJES Control Unit With the control unit the gearbox can be shifted to AHEAD - STOP - ASTERN and the engine speed can be adjusted at the same time. Starting By pulling and turning the gearbox disengagement knob (approx. 180°} the gearbox control is disengaged and the engine speed can be adjusted as desired. Upon starting, the contro! lever is to be shifted to STOP and the gearbox disengagement knob is to be engaged, Coupling To change from STOP to AHEAD, the control lever is to be shifted to the 30” position AHEAD. The engine is accelerated by continuation of control lever movernent To change from STOP to ASTERN, the control lever is to be shifted to the 30° ASTERN position. The engine is accelerated by continuation of control lever movement. To change from AHEAD to ASTERN or from ASTERN to AHEAD, the control lever must remain in the 30° AHEAD or ASTERN position until the engine has reached the idling speed and the lever can then be shifted to AHEAD or ASTERN. Alarm Control If there is any danger, the control lever can be swiftly shifted from FULL AHEAD to FULL ASTERN or vice versa. This control method should be restricted to emergencies as it reduces the service life of the gearbox. 10Emergency control Emergency Control for AHEAD If the pressure oil supply fails, emergency control is possible with the aid of the hexagon screws K 8. For this purpose, the engine must be shut down. Upon removal of the locking wire and release of the hexagon nuts K 9, the hexagon bolts K 8 are to be tightened while the clutch is being rotated evenly. Annular piston K 17 presses the disc packet together and the disc clutch is force-locking It is necessary to ensure that, during emergency control operation, only the AHEAD clutch is blocked. In the case of gearboxes where the AHEAD output direction of rotation equals the direction of input (engine) rotation, the clutch ison the drive shaft W 1. If input and AHEAD output directions of rotation are identical, the clutch fitted to the intermediate shaft W 17, arranged on the side, must be blocked. Thereafter, the oil level must be increased as per the Table of Oil Quantities (emergency control), at the bottom of Page 3. Before re-starting the engine, the gearbox control lever must be shifted to STOP. It must not be shifted to ASTERN, as this would block the gearbox Emergency Operation If @ ship is to be towed for a longer time (more than 5 hours}, the propeller shaft must be arrested as then lubrication inside the gearbox is no longer ensured If itis impossible to arrest the propeller shaft, the oil quantity must be increased from normal to “emergency operation” alFaults Possible causes for high sarbox temperature Possible causes for low operating pressure Possible causes for loss of 12 Possible Causes Oil fevel in gearbox too high Cooler fouled up by brackish water Rate of flow through cooler t00 low Clutch slips, operating pressure too low Anti-friction bearing damaged Operating pressure too low on account of normal wear Filter blocked Oil level too low Control valve defective Control valve not set correctly Pump drive or pump damaged Leak in oil inlet pipe Non-return valve defective Oil drain screw not tight Shaft seals not tight Remedial Measures Bring oil to level specified Clean cooler Set correct rate of water flow Adjust operating pressure Renew anti-friction bearing Adjust operating pressure Clean filter Top up oil, locate cause for loss of oil Replace or repair control valve Adjust remote controls Replace pump Replace oil inlet pipe Check non-return valve Fit oll drain screw with new seal and tighten it Replace seal rings,re-seal bearing capList of Spare Parts Marine Reverse Reduction Gearboxes Type WAV 400-500-550 B Data to be specified in enquiries or orders for spare parts: [__esowenc rewes Gwar i _ 1. Commission Number 2. Gearbox Type —_— _ | | DIRECTION OF ROTATION [~ INPUT 3, Output and Drive Speed of Engine—_ Regn quer enc 0 = The commission number is also embossed on the engine side (on the lug of the bearing casing (see sectional drawing, page 4)Ag8 -H23° HIS HR HP2 HAZ ge Se vi ', = ist Quantity per Gearbox Type ‘Quantity per Gearbox Type PartNo. 400 500 PartNo. 400 500 Designation AN 1 1 Heat Exchanger 18 1 1 T- Joint A2 4 4 Hexagon Screw H 19 1 1 Operation Delay Pot A3 1 1 Edge-type Filter H 20 1 1 Pressure Pipe A 1 1 Pressure Gauge Ha 1 1 ‘Angular Screwed Joint H 22 1 1 ‘Angular Serewed Joint oz 0 : Dip Stick H 23 1 1 Lube Oil Pipe Gi 1 1 Bottom part of Casing ee é : feet G2 1 1 Top part of Casing ne : ' cube Oil Pipe ea 4 e eee H31 1 1 ‘Angular Screwed Joint ana rn i ing Seren H 32 1 1 Lube Oil Pipe ao jl ; Pus H 33. 1 1 Angular Screw Connectior H 42 1 1 ‘Angular Serew Connectior H2 1 1 ‘Angular Serewed Joint H 43 1 1 Pressure Gauge Pipe H3 1 1 Suction Pipe H 4a 1 1 T Joint Ha 1 1 ‘Angular Serewed Joint H a5 1 1 Intermediate Piece HS 1 1 ‘Angular Screwed Joint H 46 1 1 Retainer Plate H6 1 i Pressure Pipe H7 1 1 Angular Screwed Joint wa i : Control Valve He 1 1 Straight Screwed Joint v 10 4 4 Cylindrical Screw Hn 1 1 Straight Screwed Joint viz 1 ! Hexagon Nut HI 1 1 Pressure Pipe vis 1 1 Set Screw Hg 1 1 ‘Angular Serewed Joint v2 } 1 Valve Stide Hie i 1 T-lolnt v2 1 1 Pressure Spring 15 1 1 Operation Delay Pot H 16 1 1 Pressure Pipe 417 1 1 Angular Screwed JointOL i ee ee |e 6 Gm en We lA Ez WS WG we |v | oo Pel ml }})) | be Rg i Ke Ka kn Kaa) KBab Quantity per Gearbox Type “Quantity per Gearbox Type Porto 400 ‘500 Designation PartNo. 400 500 5508 Designation Hood % 36 Hexagon Screw with Spring Washer Hexagon Screw 7 1 Ciuten Casing Bushing — a A 1 Bearing Cap a Rectangular Ring Tightening Siesve 2 2i_26 Inside Dise Shait Sealing Fing = 2 "2898 Outside Diss a ‘Bearing Casing g 3 Caer Pin Hexagon Screw 6 6 eiinares Sere — Anti-Frietion Bearing 8 8 Tigntening Sioove ‘nti-Frietion Bearing % 5 Flexagon Screw with Spring Washer € “Rai-Frietion Bearing ea Fron Bearing 2 2 Pinion - ‘Oil Pump 2 Circlip oe — 2 tiretip Hexagon Serew - 8 sedPin Tapered a Hexagon Nut ne =r ts Cnindreat Seren wa, 2 Fined Key = ~~ Cocking Plate ws 1 Fitted Key — Screw wa 2 Shaft Nut = — wo neaa2 Looking Plate Clutch Support Ww? =a Shaft Not - Gireip owe t Clutch Cover F wo 2 = Plug Screw Ww 10 2 Cylindrical Sew W172 an aaeeeaen Spring Wis 7 Shalt Nut Fectangulor Ring wie 2 Circip Hexagon Screw wie 2 ‘Ant-Frieton Bearing Hexagon Nut wa ama “Cylindrical Screw with Spring Washer Non-return Vale ++ must be mounted in hot condition (temperature 120°C)gL6 Quantity per Gearbox Type _ _ Quantity per Gearbox Type PartNo. 400 500 Designation Part No. 400 500 5508 Designation 1 1 Hood _ K 13 36, 36. Hexagon Screw with Spring Washer 1 7 Cover K16 1 Cluteh Casing — 2 2 Flexagon Sere K17 2 2 ‘Angular Piston a 4 Hexagon Screw 18 ats 2 Rectangular Ring 2 2 Bushing - Ka 20 2426 Inside Disc a = 7 + Beoring Cop K 23 22 2628 Outside Dis rama z Tightening Sleeve K 24 8 Carrier Pin i 2 z Bearing Casing aI 6 Cylindrical Pin — 3 8 Hexagon Screw Ka 3 Tightening Slesve i 2 2 Aati-riction Bearing Ka? % Hexagon Screw with Soring Washer — 2 2 AntiFriction Bearing 7 ee B41 2 - —+ — RS 2 : ~ 2 tT Oil Distributor Ra 2 = Ceci SLT ca 12 Hexagon Screw _ we _ Fitted Key — 10 Cylinorical Screa wa Shaft Nut — Te 2 Locking Plate aawis| Locking Plate (Sui7eamra Hexag 2 Bushing = ; W10 shing ean Clutch Support w6 ecieiguaa ae K2 2 “Gireip ~ Wi alt — = Ka 2 Giatch Cover + W. Anti-Frietion Bearing ~ Ka 8 Plug Screw: - Ww Cylindrical Screw with St ra a Cylindrical Srew Ww Cirlip - os KS 3 Spring KT 2 Rectangular “Ke a Hexogon Screw He Pipe eee Ko @ Hexagon Nut K 10 Ya Non-Return Val + must be mounted in het condition (temperature 120°C)02 TK \Laca P\\ I \ baa Kg 3 K23le Quantity per Gearbox Type Quantity per Gearbox Type - PartNo, 400 ‘500 Designation Part No. 400 500 550B Designation E3 Hexagon Screw Kit 1 Clutch Casing £6 Bushing Ka? 2 2 ‘Angular Piston E10 ‘Tightening Sleeve K 18 2 2 Rectangular Ring E14 8 ~ Fiexagon Screw 22 20 24 inside Diss e175 ‘AntiFrition Bearing K 2 2 26 Ourside Oise — =e int:Friction Beating K 3 3 Carrier Pin Anti‘Friction Bearing a 6 6 ~~ Cylindrical Screw E26 Shaft Sealing Ring K 8 3 Tightening Sleeve € 27 a K 36 38 Hexagon Serew wi E32 Bearing Casing — a _ — 33 O11 Distribut td 7 ac ieakey 3a AntiFriction Bearing ww a = Bushing = - == a W_10 2 2 Bushing Hexagon Screw wie 2 Anti Frietion Cylindrical Screw Ww19 1 Fitted Koy 7 = Locking Plate wa T Sait - Hoxagon Srow with Spring Washer wat Bushing = ~ w 32 1 ‘Shaft Nut Cluteh Support wa 4 Threaded “W 69 7 1 Circlip 7 Rio 2 2 Pinion _ RS 2 2 Ciclo Ra 2 2 z AS ae ThreadeaPin —— ae H 20 1 1 Pressure Pipe oe Hexagon Nut a H2 1 1 ‘Screwed Connection Non-Retun Valve Hexagon Screw with Spring Washer ‘+ must be mounted in hot concition (temperature 120°C)ee ‘Quantity per Gearbox Type. _ 400 500 Designation Bottom Part of Casing ~~ Hexagon Serow Taper Fi Hexagon Nut Cylindrical Screw __ Shaft Sealing Ring (Coverasimme Hexagon Screw eo) cs C6 aGuT ca ol a | ‘Threaded Pin Shalt Nut a Hoxogon Serow with Spring Washer ~ ShaftNut “Fitted Key sniv Friction Bearing Locking Plate Wheel + + must be mounted in hot condition (temperature 120 °C)Ae] Sac peer ree eae