Windlass INS..pdf

TP: 3483

(HM&E MANUAL)

TECHNICAL MANUALS

ANCHOR WINDLASS

INSTRUCTION

140’ WTGB CLASS CUTTERS

DISTRIBUTION STATEMENT D. - Distribution authorized to Department of Homeland Security, DoD and their contractors to protect publications required for official use or for administrative or operational purposes only, determined on 3 APRIL 2001. Other requests for this document shall be referred to Commander, USCG Surface Forces Logistics Center, ESD - Tech Info Mgmt Br, 2401 Hawkins Point Road (M/S 25), Baltimore, MD 21226

WARNING – This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C., Sec 2751, et seq.) or the Export Administration Act of 1979 (Title 50, U.S.C., App. 2401 et seq.), as amended. Violations of these export laws are subject to severe criminal penalties.

DESTRUCTION NOTICE. - For unclassified, limited documents, destroy by any method that will prevent disclosure of contents or reconstruction of the document.

PUBLISHED UNDER AUTHORITY OF THE U.S. COAST GUARD

SWBS 580

SECTION A

Department of Homeland Security

UNITED STATES

COAST GUARD

Individual Manual Application Sheet

Technical Publications Number

Secton Applicability

SWBS Number 580 SWBS Element Title MECHANICAL HANDLING SYSTEMS

Section Identifier A

Equipment Functional Description

ANCHOR WINDLASS -

INSTRUCTIONS

CI Functional Description ESWBS Code Remarks

Planset Hulls

101-WTGB 101, 102, 103, 104, 105, 106, 107, 108, 109

TECHNICAL MANUAL

FOR

ANCHOR WINDLASS

MODEL #3394 EAW

p

CONTRACT NO, DOT-CG-61,955A

� BUILT BY

.NORTHERN LINE MACHINE

DIVISION OF TACOMA BOATBUILDING CO,

1840 MARINE VIEW DRIVE

TACOMA, WA. 98.422

ANCHOR WINDLASS

Table of Contents

Name Page No.

SECTION I - GENERAL DESCRIPTION

1-1 General Description I 1-2 Safety Precautions I

SECTION 2 - DETAILED DESCRIPTION and RATING 2-1 Rated Performance Specifications 2 2-2 Functional Description 2

SECTION 3 - INSTALLATION

3-1 Windlass Installation 3 3-2 Control System Installation 3

SECTION 4 - OPERATION

4-1 Windlass Operation 4 4-2 Initial Operation Procedure 4

SECTION 5 -- MAINTENANCE

5-1 Lubrication 5 5-2 Periodic Inspections, Adjustments and Repairs 5 Figure 5-1 Lubrication Chart , 7

MAINTENANCE and LUBRICATION INSTRUCTIONS 8 First Filling 9 Filling to Correct Level 9 Recommended Lubricants 9 Grease Lubrication 10 Initial Running 1 0 Changing Oil 10 Coupling Alignment and Fit 10 Bedplates 10 Storage 1 1

Warning 1 1

Table of Contents

Name Page No.

MOUNTING INSTRUCTIONS, WORM GEAR SETS 12

Bearing Assembly and Oil Seals 12 Worinwheel. Alignment 12 Allowances for Deflection and Oil Entry Gap 13 Reversible Worm Gears 14 Hand of Gears 1 4 Overdriving Gears 14 Method of Adjustment 14

SECTION 6 - PARTS LIST

6-1 Bills of Material 1 5 6-2 Parts Identification 1 5

SECTION I

GENERAL DESCRIPTION

1-1 The Anchor Windlass, Northern Line Machine Model 3394-EAW, is installed on the main deck at Frame 9 as specified in Figure 7-1. The anchor windlass is designed for use in raising and lowering the anchor as well as being capable of assisting in mooring of the vessel.

two-speed electric motor provides power through belical-worm speed reducer to rotate the wildcat and capstan head. The wildcat has the capability of being de-clutched from the windlass drive so that the capstan head may be used independently.

A friction type slip clutch is mounted between the electric motor and the gearbox. This friction clutch is to prevent stalling of the electric motor and excessive torque to the gearbox whenever the windlass is stalled by operational errors.

The windlass assembly bolts to a raised foundation at the main decki Electric control is by means of a master switch on the main deck adjacent to the anchor windlass. (The master switch is shipbuilder furnished), All gears conform to AGMA standards..

1-2 SAFETY PRECAUTIONS

Clear the areas around the windlass of unnecessary equipment and personnel before commencing operations.

Personnel handling free end of line wrapped around capstan head shall ,maintain a distance of 24 inches between his hands and capstan head.

Disconnect all electric control and power circuits to the windlass prior to performing inspections, adjustments,,- repairs, or clearing fouled lines.

-1-

SECTION 2

DETAILED DESCRIPTION AND RATING

2-1 RATED PERFORMANCE SPECIFICATIONS

Wildcat - Line pull-2980 pounds at 42 FPM

Sized for 1" die lock chain

Wildcat will hoist one 1200 pound anchor and 30 fathoms of chain at 6 fathoms per minute or anchor and 85 fathoms of chain at no specified speed.

Capstan - Line pull-4000 pounds at 50 FPM

Barrel diameter-15 inches Static pull-45000 pounds A clutch on the wildcat is provided-to allow capstan head operation when wildcat is declutched. A band brake is also provided on the wildcat to hold anchor and chain when wildcat is declutched.

Power Requirements - 440 VAC9 3 phase, 60 hertz

Weight 6000 pounds

2-2 FUNCTIO14AL DESCRIPTION (Refer to Figure 7-3)

The wildcat (1) is mounted through bearing (23) and (22) into the frame (10). The gypsy (16) is mounted to the shaft (5) with key (38) and retainer plate (56). The shaft (5) turns inside the wildcat on bushings (6) and (7). The band brake (4) and clutch (3) are controls for the wildcat. The coupling (20) connects the shaft (5) to the gearbox (18). The gearbox (18) is coupled to the electric motor (18) through the friction clutch and its housing (71).

-2-

SECTION 3

INSTALLATION

3-1 WINDLASS INSTALLATION

The windlass is installed as a complete assembly. The complete assembly as installed weighs 6000 pounds.

The foundation area is prepared to acceptIwindlass foundation at the location prescribed in.Figure 7-1. The foundation area must be flat and true within .030" and parallel to the base line of the ship.

Prepare a machining template of the windlass bolt pattern and drill 15/16" diameter holes in the foundation. Set the windlass into position on the foundation and shim as necessary. Ream the bolt holes out to match I" diameter bolts and torque down to 200 foot-pounds (lubricated).

3-2 CONTROL SYSTEM INSTALLATION

Install the motor controller and drum master switch.

Provide 440 VACI 3 phase, 60 hertz power to the motor controller and make interconnecting hook-ups to the motor and control switch.

-3-

SECTION 4

OPERATION

4-1 WINDLASS OPERATION

Prior to operation, check that the installation has been properly done. Verify that all electrical connections are correct and tight.

Ensure that the windlass has been lubricated and the gearbox has sufficient oil.

4-2 INITLU OPERATION PROICIEDUUME

The following initial start-up procedure should be accomplished before starting normal operation.

1. Set the drum brake.

2. Disengage the clutch and lock-out. This declutches the wildcat.

3. Turn the motor controller switch to the "ON" position.

4. Turn the master switch lever to the "RAISE" position and verify correct rotation of the capstan head. (Rotation of capstan head should be counter-clockwise).

5. If rotation is correct, move the master switch lever to the "LOWER" position and verify reversal rotation.

6. Allow the capstan to operate continously for a few minutes to inspect for oil leakage and any undue noise or vibration.

7. Engage the clutch and release band brake.

WINDLASS IS NOW READY FOR NORMAL OPERATION.

-4-

SECTION 5

MAINTENANCE

5-1 LUBRICATION

Refer to Figure 5-1, Lubrication Chart, for type of lubricant, points to be lubricated, and frequency of lubrication.

SAFETY PRECAUTION:

Do not perform lubrication services while electric power is available to any machine. Disconnect or open all electric circuits to the machine being serviced prior to performing these services.

5-2 PERIODIC INSPECTIONS, ADJUSTMENTS, & REPAIRS

SAFETY PRECAUTION:

Disconnect, or open, all electric circuits to the machine prior to performing any inspections, adjustments, or repairs.

DAILY:

Perform a visual inspection of the exterior of all machine elements for loose bolts and/or nuts, frayed electrical wiring, and possible physical damage from other sources.

Make necessary repairs, as found by visual inspection prior to operation of machine.

MONTHLY:

Check for correct lubricating oil level in gearbox.

Replenish gearbox lubricant if required.

-5-

5-2 (cont. )

QUARTERLY:

In addition to daily And monthly inspections, inspect the electric brake discs for wear. Refer to brake manufacturers insert, Figure 8-5 pg. 4, for brake disc wear adjustments procedure.

Check gearbox output shaft coupling alignment with windlass shafting.

Realign if necessary by adjusting gearbox position with shims.

Inspect band brake lining for wear. When lining is worn down to rivet heads, lining should be replaced.

ANNUALLY:

Perform all daily, monthly and quarterly inspections. Drain all lubricating oil from the gearbox and discard oil. Remove gearbox inspection covers and inspect gearbox interior for signs of excessive, or uneven wear of gear teeth.

NOTE:

Gear tooth inspection shall be done by a qualified gearing technician or manufacturers representative.

Refill gearbox to correct level with new lubricating oil, REPAIRS:

Minor repairs, alignment, and adjustments shall be done by qualified ships personnel.

'Major repairs, overhauls, adjustments, gearing and bearing fits, shall be done. with a qualified representative in attendance.

-6-

LUBRICATION CHART

NO. OF LUBRICANT SPECIFICATION

ITEM PI-ACES DESCRIPTION FREQUENCY- ---- - -------------COM MERCI AL MILITARY

CREASE TEXACO MIL-G-18709A

7 FITrING REGAL AF82 NAVY AMEND 3 MONTHLY

TEXACO MULTI-GEAR

I FILL PLUG LUBE EP-90 MIL--L-2105B GR90 ANNUALLY -

FILL PLUG TEXACO THUBAN 90 W-L-765a GR 90 ANNUALLY

4 SEE MAN UFACTU R ERS MANUAL INSERT IN SECTION 8

VV-G-632 TYPES5 I PLUIG CUP GREASE 2 GR2 SEMI-ANNUALLY

BRAKE HANDWHEEL

--- MOUNTING SURFACE

TO BE R-AT WITH IN

.030TA�R

ITEM I GREASEITEM 4

ELECTRIC MOTOR

. ELECTRIC E;RAKE-

-BRAKE HANDWHEEL

Figure 5-1 Lubrication Chart

. _7_

Z--- 111T ID

1-4 7u E� P- m C-- 2�1 IIIw

M w s IT, T�- T-T <-- �D x <D ms

FOR HELICAL WORM GEAR REDUCER

WITH MOTOR AND BRAKE FURNISHED ON

RENOLD INC. S.O. 86-427880

RENOLD ASSEMBLY 230-12-080-9002

NOTE: SPARE PARTS PRICING INCLUDED IN THIS MANUAL ARE INTENDED

FOR BUDGETARY USE ONLY. REQUESTS FOR PRICES ON SPECIFIC

REQUIREMENTS SHOULD BE REFERRED TO THE MANUFACTURER.

-8-

RENOLD WORMGEAR UNITS

LUBRICATIO-N-Afm MAINTENANCE

FIRST FILLING

The gear units are supplied to the customer without oil and it is, therefore, important that the unit should be filled to the correct level with a suitable lubricant, before running.

FILLING TO CORRECT LEVEL

117.-'Lth the gear stationary, the correct level is attained when -the oil is visible with the oil level plug removed. For the first filling, oil should be poured in until it begins to overflow from the oil level hole. Care should be taken With this operation;

it is easy to overfill when the oil is cold and thick and this may cause subsequent leakage. The oil level should be examined occasionally and not allowed to fall below the bottom of the hole.

Examination for oil level should be made with the gear stopped, or a false reading will be obtained.

PRRECOMMENDED LUBRI-C'PtNTS is most important that only the best quality lubricants be used for worm gear unit speed reducers. Inferior or unsuitable oJ1.1s may cause rapid wear and excessive temperature rise.

Lubricants with strong E.P. additives, such as are used for hypoid gears, are not recommended for worm gearing.

For this application, we would recommend the following gra-des of oil:

Mobil Oil Co. Mobil Gear 632 Mobil Gear 634

Shel'! Oil Co. Vitrea 320 Vitrea 4GO �'--Exxon Co. Uws.A' ylesstic TK 320 Cylesstic TK 460-F C - - --------------- -----------

Texaco Regal Oil 3 2 0 Regal Oil 460

RE: DWG� 230-12-080-9002

AGMA LUBRICANT NUMBERS

. 6-Comp. 288-352 cSt at 400

(SPAE 90) ISO 320

Ambient Temp. 15' - 600 F

C 7-Comp. 414-506 cSt at 40'-' C

(SAE 140) ISO 460

Ambient Temp. 50' - 125' F

MANUFACTURER

(Continued)

-9- a

RENOLD WORMGEAR UNITS

LUBRICATION AND �VLAINTENANCE

GREASE LUBRIC ATION

On some types of gear units, or dependent upon the nature of the application, it is desirable to include greas .e lubrication to the bearings. Where this feature is included, the bearing caps ate fitted with a grease nipple or stauffer lubricator, which should be used to lubricate the bearings at suitable in--tervals of time.

INITIAL RUNNING

L

All unit= have been sub)ected to a short -test before shipment to the customer, but it takes many hours running under full load for -t-he gear -to attain its highest efficiency. The gear may, if necessary, be put to work immediately on full load, but if circumstances perinit, it is better for the ultimate life of the gear to run it in under gradually increasing load, at-taining the full load after about 20 to 40 hours. Reasonable precautions should, however, be taken to avoid overloads in the ear1v stages of running. Temr-,erature rise on the initial run will be higher than that eventually attained after the gear 4s fully run in.

CHANGING CIL

After about 200 hours running with a new gear, it is desirable to drain and flush out the original charge of oil and refill with clean oil, after which the oil need only be changed after -Ionq intervals. Regular inspection o-f oil level and 4--opping up when necessary is, however, important.

COUPLING ALIGNMENT ;k"'�7DFIT

Coupling- both rigid and flexible, call for accurate alignment and true running on their shafts if the best results are to be obtained. An eccentric or misaligned coupling causes "Kneading" of" the shaft and overload on the adjacent bearing, both of which can eventually result in a possible fatigue failure of the shaft or bearing. Half couplings should not be hammered on to the shafts as this method mav cause damage -to the ball bearings. They should be heated before assembly to enable expansion to ease -the fitting.

BEDPLATES

it is equally important that a bedplate should be level and fixed to a firm foundation as a deficiency,, in this respect has the same effect as coupling misalignment. When gears and motors are mounted on steel structures, it is desirable to ensure that -these are rigid and not subject to flexural stresses or vibration which could dis...

turb the alignment.

(Continued)

_10-

RENOLD WORIMCEAR UNIII'S

LUBRICAl"ION7 AND �KAINTENIANCE-- ---------------

STORAGE

Where gear units are stored or left inactive for long.periads of time, particularly on site, or in corrosive or salty atmo-spheres, they should be given adequate protection. Such pro-tective measures are dependent upon a number of factors, and we are always prepared to give advice.

In general, any of the following precautions may be adopted., A) The interior of the gear case shouidbe sprayed with a rust preventive oil., which should be compatible with the lubricant we normally recommend -for service condi-tions.

B) Where the aear unit is already filled with normal charge of oil, it should be operated for full speed at least once per month for a period of not less than ten minutes to ensure that al-I the internal parts are liberally coated with oil.

C) If the qear unit is to be stored indefinitely, it shouid be 4:4 Iled completely with oil, ensuring that when the gear unit is eventually returned to service, the oil is drained and replaced to the correct level.

Periodic inspection of all stored units is advisable, but as mentioned above, we are pleased to give advice on any aspects oj'-' the correct storage of worm gear units.

WARN'ING:

ROTATING EQUIPMENT IS DANGEROUS AND STRICT SAFETY PRECAUTIONS

MUST BE ADHERED TO OR INJURY MAY RESULT. CHE,,--'K APPLICABLE cbDE.

-1 I-

RENOLD WOPUM GEAR SEIES MOUNTING INSTRUCTIONS

In order to obtain the best performance from a pair of worm gears, it is essential., when mounting them, in their box, that they should be adjusted correctly, as our experience is that many difficulties encountered with worm gears can often be traced to an initially incorrect adjustment. We give below some notes on assembly which apply generally to all worm, gear mounting, and which will be of particular use to users of our worm gear units on those occasions when it mav be necessary to take a box apart for such purposes as changing the hand of assembly, or to fit new gears of a different ratio, or to replace a worn part'..

ME

In Renold units both the wormshaft and wheelshaft are supported on tapered roller bearings and shrimp-; are provided under the end covers for adiustmenc, With the end caps tightened up, there should be approximaE:elv

0.003 in (0.076 mm) end plav in the wormshaft. The wheelshaft should be, assembled to give practically no end play, If a box has been dismantled it is Derfer-able to replace the grease seal with a new one and this should be carefully fitted to avoid damage to the sealing lip. if a special fitting sleeve is not available, it is possible in an emergency to wrap a piece of thin card round the shaft to cover key-ways and sharp edges, and then to slide the seal over this,.

I

Fiv I

Typicai wcwmonzel aswonto va� dual pwv*" 604"g.

It lining up a pair of worm gears there is only one variable adjustmenE which is to be made by the fitter, that is, the sideways positioning cif the wormuffieel in relation to the centre line of the worm. No other adjustment is necessary or desirable. Provision should be made for the sideways adjustment during assembly of the wheel for the following reasons-

(1) If 'no provision were mace for adjustment, correct positioning of the wheel would be dependent on accurate madhining to length of all parts which affect the position of the wheel. Such as spacing washers, end caps, bearings, wor-mwheel boss and some of the gear-box dimensions, as shown in Figure 1. Since the accurate positioning of the wheel would depend on so many parts being machined to fine limits (which in anv Case might result in a appreciable error when the algebraic sum of the individual errors was computed) it is better to allow more generous tolerances tor machining, and to make one adjustable part, such as a spacing washer, or

-12-shims, for the final adjustment an assembly.

(2) In all worm gear assemblies, no matte� how rigid they may be, a certain amount of deflection takes place in the gear case, bearings and shafts, which results in a misalignmen� of the wormwheel relative to the worm. The amount of deflection is difficult to predict, and it is, there-fore, sometimes desirable to alter the position of the wheel, after a run under load and observation of the tooth marking, the object being to position it such that it is correctly lined up when in the loaded position.

Renold worm, gears are produced in such a manner as to allow for deflection and-to give an entn, gap for the lubricant on the entering sides of the wheel teeth. This is done by producing the gears with a "leasing side" contacz as shown in Figure 2'. This isIthe sort of contact on the drivin�-,, faces of the wheel teeth that should be aimed at when the gears are assembled and turned bv hand to give a marking on the teeth from a worm which has had its thread's smeared with a marking paint. This contact obviously leaves an entry gap for the lubricant, and moreover, when the wheel deflects under loa6, the contact tends to .become more central, while still leaving some entry gap.

rig. 2

WLVM

me(, Not

Fie, 3

WOOM

Ent life zaa WCJ*

A driving,, face contact, as shown in Figure 3, is the worst possible condition tinder which a pair cf worn, gears can be run, since there is no entiv for the lubricant, and moreover, any deflection will aggravate the trouble further. A gear mounted in this manner may cause a temperature rise in.the lubricant as much as 20 per cent higher than the correc t mounted gear shown in Figure 2. The remedy is to move the wheel (by means of the adjustment provided in the design) a few thousandths of'an inch to the left, until, by trial and error, a contact similar to that shcwn in Figure 2 is obtained.

Movement of the wheel to the left will cause the contact to move to the r h

When assembling worn, gears which have to run in both directions of rotation, it is necessary to consider both of the driving faces cf the teeth, and to aira at a contact as shown in Figure 4. It will be seen that both faces have a leaving side contact in relation to the corresponding direction of rotation of the worn,. Holroyd gears are in general cut such that a contact of this nature can be attained.

Fig. 4 tot wwri, rowwo 8, (iritne too& law wwm

'this ariow 91 a Co"act Having SW4 wnt6rt on both git"s of * vsontiwrom' WMCM is """AO WhAM " Og&M we sgausfod to

M beat aueewa" Ot K"AWW.

The handing of the gears, i.e., whether the threads be right hard or left hand, makes no difference to the principle of assembly to give a leaving side (:Contacts.

The same principle ot assembly applies to cases where the wheel drives the worm (as on the over-run of worm driven vehicles) and the same nature of contact should be aimed at.

The wormwheel should first be mounted approximately central with the worm, and after coating the worm threads with a Prussian Blue or similar compound, the gea.-s should be turned by hand to produce a tooth marking on the wheel. If the marking is not as desired, the wheel should be adjusted sideways untl41 a correct.marking is obtained, by trial and error. It should be noted that worm gears of high lead angle and multi-threads are much more sensitive to this adjustment than worms of lose,, lead angle.

-14-t

SECTION 6

PARTIS LISTS

6-1 BYLLS OF YL4TERIAL

Each drawing in section 7 contains its own bill of material.

Section 8 contains data from various component manufacturers and their parts lists with part nambers.

6-2 PARTS INDElln'IFICATION

When ordering parts the following information shall be provided:

MAX�HINZ NUNI�,F:

MACHINE' 14ODEL NO:

I-LACHINE SERIAL NO.-

.TBC CRI N/L DIX. NOg

ITEM NO:

COMPONENT NAME -.

COMPONENT MODEL NO:

C014PONENT SERIAL NO:

COMPONENT PAU NO.

1-7 i I

! - F�WIPLE

N/L Capstax

3393-EVC

xxxx

I 910q--- I -i ;IDings Brake i

(From Nameplate) iL-Iii F APPLIViBLE- (From Nameplate) i H80026 Brake Disc ':

-- 15- :

Front Matter: