TABLE OF CONTENTS

CONTACTS

History of Company

Section 1 ............................. GEAR BASICS

Section 2 ............................. BEARINGS AND SEALS

Section 3 ............................. LUBRICATION

Section 4 ............................. GEAR METALLURGY AND FAILURE MODES

Section 5 ............................. START - UP & PREVENTATIVE

MAINTENANCE

Section 6 ............................. VIBRATION NOISE & TEMPERATURE

Section 7 ............................. SHORT & LONG TERM REPAIRS

Lufkin Industries, Inc. | P.O. Box 849 | 711 Industrial BLVD| Lufkin, TX 75904 | t: 936-637-5224 | www.lufkin.com
 CONTACTS

LISA FORD. .................................. PT DIRECTOR OF ENGINEERING

936.637.5275 lisa.h.ford@ge.com
Engineering Design for All Gear Products

ED MARTIN ................................... CHIEF ENGINEER

936.637.5169 ed.martin@ge.com
Engineering Design of High Speed Gears

SCOTT FRANKS .......................... CHIEF ENGINEER

936.637.5493 scott.franks@ge.com
Gear Repair Engineering

ROSS PINNER .............................. CHIEF ENGINEER

936.637.5476 ross.pinner@ge.com
Design of Low Speed Gears and Marine

RORY CULL......... ........................ GENERAL MANAGER GEAR REPAIR

936.631.2771 rory.cull@ge.com

BEN JORDAN .............................. OPERATIONS MANAGER

936.631.2719 ben.jordan@ge.com

MARCH LI, PhD ............................ LEAD METALLURGIST

936.637.5115 march.li@ge.com
Materials, Heat Treatment, Welding and Failure Analysis

NICHOLAS TERRY....................... FIELD SERVICE MANAGER

936.637.5158 nicholas.terry@ge.com

ART NELSON................................MECHANICAL ENGINEER

936.637.5423 art.nelson@ge.com

DUSTIN BECKMAN ......................DESIGN ENGINEER

936.676.4392 dustin.beckman@ge.com

MIKE MAY..... ............................... SALES COORDINATOR

936.637.5145 michael.may@ge.com

DARREN SMITH........................... SALES COORDINATOR

936.631.2731 darren.g.smith@ge.com

Lufkin Industries, Inc. | P.O. Box 849 | 711 Industrial BLVD| Lufkin, TX 75904 | t: 936-637-5224 | www.lufkin.com
 CONTACTS

RABI JABBOUR........................... SALES COORDINATOR

936.631.2797 rabi.jabbour@ge.com

GILBERT SY.................................. SALES CORDINATOR

936.631.2709 gilbert.sy@ge.com

JAY BURNS .................................. SALES COORDINATOR

936.631.2716 jay.burns@ge.com

SONIA JACOBO ............................ ADMINISTRATIVE ASSISTANT - GEAR REPAIR

936.637.5413 sonia.jacobo.@ge.com

Lufkin Industries, Inc. | P.O. Box 849 | 711 Industrial BLVD| Lufkin, TX 75904 | t: 936-637-5224 | www.lufkin.com
 HISTORY OF LUFKIN INDUSTRIES AND POWER TRANSMISSION

Lufkin Industries is composed of three divisions: Power Transmission, Oil Field, and Foundry.

In 1902, Lufkin Industries (then known as Lufkin Foundry and Machine Company) was founded
as a small repair shop for sawmill equipment and locomotive boilers. The company steadily
expanded its facilities and began to market its own line of sawmill equipment. In 1917, Lufkin
shifted its manufacturing emphasis toward the oil industry, building steam engines for rotary
drilling rigs, heavy-duty hoists, large refinery castings, and central power units for multiple oil
well pumping operations.

Power Transmission:
Lufkin began manufacturing enclosed gear drives in 1924, in conjunction with the manufacture
of oilfield pumping units, and began specializing in industrial gearing applications in 1939.
During World War II, Lufkin built marine gears for destroyers, cargo ships, and LTS landing
crafts. As a result of this experience, Lufkin developed a line of marine propulsion drives, and
since 1956, has been a major supplier of propulsion gearing for many types of marine
applications.

Lufkins line of industrial gears may be found in various applications, ranging from sugar mills,
steel mills, conveyors, rubber mills, and paper manufacture of all gearing, including industrial,
marine, and high speed, and small product lines, such as winches. All gear producing facilities
are located at the main plant, in Lufkin, Texas.

Gear Sales:
The Lufkin gear sales force is strategically located to provide application expertise both
domestically and internationally. Domestic sales offices are located in the following
metropolitan areas: Pittsburgh, New York, Baltimore, Chicago, Cleveland, Atlanta, New
Orleans, Houston, and Los Angeles. We have another manufacturing facility, Lufkin-France
S.A., located in Fougerolles, France. All Lufkin sales officesdomestic and internationalare
staffed by Lufkin employees, not representatives who may serve other companies.

In addition to the field sales offices, a Customer Service Group is located in Lufkin, Texas, and
is responsible for processing incoming orders and providing order status information.

Gear Sales provides a direct link from customer to Design Engineering and are responsible for
conveying to Engineering the scope of each order. Before order shipment, Sales is the focal
point for information concerning the progress of the order.

Design Engineering:
Design Engineering interprets the requirements of a gear application, as provided by Gear
Sales and the customer. The requirements are used to determine the suitability of the gear
selection, the optimum manufacturing methods, design of the gear, and to provide
Manufacturing and Quality Assurance with the information needed to perform their functions.

2012 Lufkin Industries, Inc.

Design Engineering provides support throughout the gear order to Sales, Manufacturing, Quality
Assurance, and the customer. The Application Engineering group provides gear selection,
technical assistance, and pricing to Sales for special or unusual gear requirements.

Lufkins technical expertise in all types of parallel shaft gearing is recognized throughout the
industry and is evident by its leadership and representation in the American Gear Manufacturers
Association (AGMA) and the American Petroleum Institute (API). Now, as in the past, Lufkin
engineers participate on and chair several AGMA committees on subjects such as marine gear
materials and rating practices, gear lubrication, high speed enclosed drives standards, and low
speed enclosed drive standards. Two Lufkin engineers have served as AGMA President.

Lufkin technical capabilities extend not only to the design, manufacturing, and testing of gearing
for new installations, but also to the redesign and manufacturing of drop-in replacement units of
other manufacturers. Lufkins technical experience also encompasses field diagnosis and repair
of LUFKIN and other manufacturers gear units.

Quality Process:
Although Lufkin Industries has long been recognized by customers and competitors alike as a
producer of outstanding quality products, to further our leadership role, the need for a company-
wide awareness of quality concerns was recognized. A comprehensive, continuous
improvement quality process, based on the Crosby Quality Education System, formally began at
Lufkin industries in 1991. All employees receive training in problem-solving, teamwork, error
recognition and removal, and the goal of zero defects.

As the backbone of the quality awareness effort an Error Cause Removal (ECR) process was
implemented. Through this process, any employee is encouraged to bring to light any breaches
in quality or ideas to make work processes more efficient. The procedure for resolving errors
begins with the employee attempting to solve the problem himself or with the aid of his
supervisor. If the informal approach is unsuccessful, the individual turns in an ECR form, which
describes the problem and who the person thinks will be able to solve it. The ECR is then
logged by the department ECR coordinator and assigned to an individual or group for resolution.
When necessary, a Corrective Action Team is formed interdepartmentally or across functional
lines for resolution. The ECR process is governed by the Lufkin Quality Manual which details
the resolution process and the record keeping requirements. In addition, each department
maintains a log of corrective action for future reference.

To better accommodate the world-wide market Lufkin serves, Lufkin management set an
ambitious goal in June 1992, to obtain ISO 9001 certification by July 1993. This goal was
undertaken enthusiastically with personnel dedicated to producing the documentation,
procedures, and training necessary by the deadline. The ISO 9001 (International Organization
of Standards) standard covers the Design, Manufacturing, and Testing functions. The company
was audited by Det Norske Veritas, an independent certification agency, and Lufkin received
Certification Number QSC-3449, dated July 23, 1993, certifying conformance to the ISO
9001:1987 Quality System Standard For The Design And Manufacture Of Industrial Gear And
Oilfield Equipment. ISO certification, required by many customers, provides a guarantee that

2012 Lufkin Industries, Inc.

Lufkin is dedicated to the quality process and maintains design, manufacturing, testing and
installation procedures and controls, and is dedicated to continuous improvement. Lufkin
currently holds ISO 9001:2008 certification.

Gear Testing:
A no-load mechanical run-in test is performed on each gear unit shipped. Lufkin utilizes two test
stands for gear testing. One test stand is primarily used for low speed applications which
require a standard run-in test with a minimum of instrumentation. The second test stand is a
very sophisticated operation, designed to provide API 613 test data, locked torque capability,
and instrumentation monitoring. The majority of testing on this stand is partial load with sound
and vibration reporting. The test stands are staffed by test stand operators trained to set-up the
required testing, monitor the outputs of the testing instrumentation, and provide an interface with
Design Engineering and Quality Assurance for interpretation of test data. The test stand
operation is supported by Gear Engineering and coordination meetings are hosted by the
Project Engineer before witnessed testing, to familiarize all involved with the testing
requirements and procedures. Gear testing is supervised through Power Transmission
Manufacturing. Scheduling of both test stands is coordinated by the operators and Customer
Support.

A major renovation had recently enhanced Lufkins gear testing capability. A new 2500 HP
motor has been installed and may be used in tandem with a 1000 HP motor. This will provide a
total capability of 3500 HP. An existing 1000 HP motor has been installed in the Lufkin Gear
Repair facility to provide additional gear testing capacity for repaired units. A 2000 HP
dynamometer has been installed to allow testing at loads up to 2000 HP, depending on unit
speed. Lufkin has locked torque testing experience at up to 70,000 HP, 35,000 ft./min. pitch line
velocity, and 22,000 RPM pinion speed. A new test stand lubrication system with over 3000
gallon capacity has been installed. This provides up to 1000 gallon per minute flow. Also, the
system is designed to provide flow at a different pressure and temperatures for testing two or
more units simultaneously.

A complete data acquisition system will be used to gather bearing, inlet, and drain temperature
monitoring points. The temperature monitoring system will accommodate types T, K, J, and E
thermocouples and platinum and nickel RTDs.

Also, a Bently Nevada Adre dynamic acquisition system, with windows, has been installed to
meet our customers data needs. This system is used for vibration and temperature data
acquisition and may be used to continually gather data and display it in many output formats.
All of the points may be monitored simultaneously for comparison.

New slave gears, used for dynamometer testing, allow loading of units, with the 2000 HP
dynamometer, with pinion speeds up to 30,000 RPM.

The Lufkin test stand and its improvements demonstrate Lufkins concern for quality. Gear
testing can be conducted to meet the most stringent customer specifications with a specially
designed test program, if required. A total of seven test positions are now available. The
purpose of the test facility is to demonstrate the proper performance of each gear unit; thereby

2012 Lufkin Industries, Inc.

assuring the user of a smooth initial start-up and years of service.

Manufacturing:
Table 1 details the maximum turning, boring, milling, and cylindrical grinding capabilities at
Lufkin. However, specific applications may require fit analysis due to crane capacity or parts
configuration limitations.

Table 1. Turning, Boring, Milling, and Cylindrical Grinding Capacity

Operation Max. Width Max Height Max. Length Crane Capacity

(Inches) (Inches) (Inches) (Tons)
Milling 117 96 348 30
Boring
Using Index Table 84 140 144 60
Using Index Table 84 159 276 60
Line Boring 48 120 144

Operation Max. Diameter Max. Length Crane Capacity

(Inches) (Inches) (Tons)
Shaft Turning 60 127 30
Shaft Turning 37 240 30
Gear Turning 128 72 30
Shaft Grinding 72 123 30
Shaft Grinding 19.5 168 30

Lufkin gear cutting capability is constantly updated through acquisition of new and more
accurate equipment. In addition to hobbing capacity, Lufkin maintains a large holding of
herringbone tooth shaping machines. Following in Table 2 are the maximum sizes of gearing
Lufkin are capable of producing, by hobbing and shaping. In addition, Lufkin produces internal
and external splines and sprockets.

In the early 1980s, Lufkin recognized an industry trend toward more accurate gearing, usually
accomplished by gear grinding. Also, tooth case hardening became a common requirement to
increase load carrying ability for given size gear.

Lufkin uses Pfauter/Kapp form finishing machines and Hofler gear grinders. The form grinders
use a wheel with the exact form of the required space between the gear teeth. The wheel is
formed to the correct shape, then coated with cubic boron nitride (CBN). The process is often
referred to as CBN grinding. The CBN cutting closely resembles a milling process, with each
crystal acting as a milling cutter. This cutting action produces less heat than conventional
generating-type grinding, reducing the possibility of grinding burns. Other advantages Lufkin

2012 Lufkin Industries, Inc.

has found are the teeth are completely finished including the root, thereby eliminating any steps
or excessive undercut, or inadequate depth of profile, and, also, the processing time for the
finishing operation is greatly reduced. In Lufkins experience, the finish and accuracy produced
by the form finishing equipment have surpassed the generating grinding process. To date, we
have finished up to 80,000 HP gears on these machines with remarkable accuracy.

Following in Table 3 are the gear grinding capacities at Lufkin. In addition to Lufkins grinding
capacity and expertise, the lapping process may be used to finish gearing. Years of using the
lapping process to finish gears have proven value of this operation.

Table 2. Maximum Hobbing and Shaping Capacity

Type Accuracy Max. Face Outside Diameter Diameter Pitch Max. AGMA

Width Min. Max. Finest Coarsest Weight Quality

(Inches) (Inches) (Inches) (lbs.)

Hobbing

Spur General 76 0 197 32 0.75 90000 10-11

Spur Special 52 0 120 16 1 66000 11-12

Helical General 70 0 197 2 0.75 90000 10-11

Helical Special 48 0 120 16 1 66000 11-12

Double Helical General 70 0 197 32 0.75 90000 10-11

Double Helical Special 48 0 120 16 1 66000 11-12

Splines 76 0 any any 90000

Sprockets 76 0 197 4" CP

Shaping

Herringbone 24 1 120 16 1.5 35000 8

Internal 6 1 36 60 3 2000 9

2012 Lufkin Industries, Inc.

Table 3. Gear Grinding Capacity

Type Min. Diameter Max. Diameter Max. Axial Travel Coarsest Max. Weight

(inches) (inches) (inches) DP (lbs.)

Generating 1.5 78 29 1 17600

Form 0 70 39 1 33000

Lufkin checks all ground gearing, and occasionally other gearing on request, on its state-of-the-
art gear measuring machines. These machines are used to determine lead, involute, tooth
spacing, and runout variation from the desired geometry. Undulations of the tooth surface may
also be evaluated using a specially developed program.

Dedication to the evolution of gear technology led Lufkin, in 1991-92, to install a complete
carburizing facility. The company spent approximately one million dollars on equipment and
start-up costs to completely outfit the facility. Integral quench tanks and accurately controlled
atmosphere furnaces help reduce the distortion inherent in carburized parts. The carburizing
facility is used almost exclusively for gearing. A fully equipped lab is included in the carburizing
facility so that results of the cycle may be analyzed as soon as possible.

Complete through-hardening facilities also exist within Lufkin. For decades, before its
involvement with carburizing, Lufkin dealt almost exclusively in through-hardened gearing. Most
of the through-hardened of hot roller bar stock and forged round is performed at Lufkin. Some
gear and pinion forgings are purchased through-hardened by the vendor.

With these facilities, Lufkin is not only able to through-harden rotating elements, but also to
provide stress relief cycles for extremely large gear casings and bases, when necessary.

Foundry:
Lufkins Foundry produces ASTM Class 20 through Class 40 gray iron and all grades of ductile
iron. The foundry is equipped to produce castings ranging in size from 1,000 pounds to 40,000
pounds. Three molding areas are used: the Small Casting Facility (SCF), the Main Bay, and
the Ductile Iron Facility (DIF). The SCF produces up to 20 molds per hour. Casting average
weight in the SCF is 70 pounds, in both gray and ductile iron.

The Main Bay is used to pour large gray and ductile iron castings. The average weight of a
Main Bay gray iron casting is 4000-5000 pounds, with the largest poured to date being 35,000
pounds. The largest ductile iron casting pour weight is 40,000 pounds.

2012 Lufkin Industries, Inc.

The Ductile Iron Facility (DIF) is primarily used to produce ductile iron gear blanks for pumping
unit gear boxes. The DIF is largely automated and computer controlled. Combined production
is currently approximately 250 tons per day, 10-15% of which is ductile iron, and the rest is gray
iron. Capability is in place to produce up to 400 tons per day, with up to 25% being ductile iron.

With downturn in oilfield business in the 80s, Lufkin began searching for ways to utilize excess
Foundry capacity. A group was formed to solicit gray and ductile iron casting business. At this
time, approximately 60 to 70% of the Foundry capacity is employed in servicing commercial
accounts. Currently, the construction, mining machinery, pump, valve, compressor, and power
transmission product industries are the main recipients of Lufkin castings. The commercial
castings business complements the gear business by keeping Foundry operational and efficient.

Fabrication:
Lufkins structural fabrication shop allows the manufacture of gear housings and welded gearing
in-house; thus providing timely delivery of needed fabrications. The fabrication equipment
available is continually upgraded and represents some of the fabrication industrys latest
technology. Several DNC plasma arc shape-burning machines are used for cutting sheet steel.
These allow nesting of the cut parts to reduce steel waste. Also, the plant includes a
submerged arc welder, capable of welding with two wires at once, for welding large gears.

The Fabrication Department has produced welded gears up to 120 inches in diameter, weighing
48,000 pounds. Capability exists to fabricate gears in the 60,000 to 70,000 pound range. All
gearing is welded to Lufkin Design Engineering specifications.

Welded gear housings have been produced in many different configurations. Some of the most
outstanding were casings for an integrally geared compressor, approximately 20 feet long and
five feet wide, with large welded flanges for mounting the volutes, and a housing for a 6000 HP
twin screw extruder drive.

Service:
The Service Manager maintains a force of full-time servicemen. All servicemen are available on
a seven-day-per-week, 24-hours-per-day basis. Requirements for service are usually routed
through the Service Manager. Additional field service is provided by Design Engineering
personnel, when needed.

Gear Repair:
Lufkin has long recognized the need in industry for competent, quick, and efficient gear repair of
all types of gear units. For years, Lufkin has repaired gears manufactured by other gear
makers. Lufkin has become very adept at determining tooth geometry and reproducing it. The
goal for repairs is to provide the most economical and expeditious return to service of the gear
unit. Lufkin will search for ways to salvage whatever parts may be of use, thus keeping repair
cost low.

2012 Lufkin Industries, Inc.

Within the last few years, the gear repair business has been seen as a growth industry; so to
take advantage of the opportunity, Lufkin has invested considerable capital in developing a
repair facility in Lufkin, Texas, separate from the main plant. In this way, the repair work does
not compete with new unit orders, since the repair facility contains a complete gear shop, with
the exception of tooth grinding equipment. The Power Transmission Repair facility boasts an
80,000 square foot building, with engineering, machining, inspection, testing, and paint
capabilities. An additional advantage, with the close proximity to the main plant, Gear Repair
has access to all the grinding, manufacturing, and inspection equipment in the main shop. This
enables Lufkin to repair an extremely wide variety of gearing.

Lufkin Power Transmission Repair specializes in reworking existing gear sets, building matching
parts, and design of drop-in replacement gear boxes. Although Lufkin is primarily a
manufacturer of parallel shaft gearing, the Repair group will analyze and quote, if possible, any
type of power transmission equipment repair that we have the capability of renewing. Lufkin
Gear Repair is available to provide failure analysis, non-destructive testing, and alignment
services, in addition to reworking gears and housings. The aim of the operation is to provide a
single source for complete restoration of gear units.

Lufkin has authorized repair service center representatives in Indiana, Alabama, and Nisku,
Alberta, Canada.

Lufkin Industries Acquires French Gear Manufacturer COMELOR

In November 1998, Lufkin Industries acquired Comelor, a diversified gear manufacturer located
in Fougerolles, France. Comelor, now known as Lufkin-France, was founded in 1941 and has
an established reputation in several power transmission markets.

Lufkin-France specialized in engineered products for a wide range of industrial applications:

Turbo gearing for industrial refrigeration, petrochemical, power generation, nuclear, and
high speed test bench applications
Speed increasers for micro-hydroelectric (low head) power generation
Reducers for a wide range of steel and aluminum mill applications
Flexible gear type couplings
Power swivels for oil and gas production platforms

Lufkin-France employs approximately 200 people and is strategically located in northeast

France near the juncture of France, Germany, and Switzerland. The plant has a total floor area
of approximately 377,000 square feet with offices occupying an additional 21,500 square feet.

ISO 9001 certification was achieved in June 1995, and the plant, its Quality Assurance
processes, and its products have been approved by the French nuclear industry. If fact,
Comelor was the first French gear company to provide equipment to the industry.

2012 Lufkin Industries, Inc.

Design processes are computer-based and the CAD system incorporates 3-D modeling
technology. Their units feature carburized and ground gears, and the product lines are based
on high precision, cost-effective, high torque density designs. In-house capabilities include ISO,
DIN, and AGMA gear rating programs; finite element analysis; bearing analysis; and a full range
of gear tooth geometry analytic programs.

Lufkin Industries has achieved significant synergies with its new French operation. The
European markets served by Comelor are largely incremental to Lufkin, so new sales
opportunities were created. Further, Lufkin Industries has successfully grown European sales
of turbo gearing products for the petrochemical, oil and gas transmission, and power generation
markets, and the Lufkin-France factory is a key strategic factor in extending the global presence
of Lufkin throughout Europe, Western Asia, North Africa, and the Mideast.

Lufkin has committed significant capital resource to insure that its Lufkin-France operations are
a fully capable facility for the design, manufacture, testing, and aftermarket support of turbo
gearing. An API-caliber test facility was created in Fougerolles and the new test bed has been
operational as of March 2000. This upgraded capability is beneficial for our European clients,
who routinely elect to witness various Quality procedures and the mechanical performance test.
Further, Lufkin has the flexibility to manufacture its world-class turbo gearing in the facility best
suited to the point of delivery and the needs of its customers.

The Fougerolles facility is also a strategic base for Lufkins Aftermarket Gear Services. Trained
field service technicians are based in France, dramatically improving our response time to
Easter Hemisphere user locations. Services available will include installation and
commissioning assistance, field diagnostic services, preventive maintenance services, retrofit
and field repair. Further, Lufkin-France has become a base of expansion for our successful
Gear Repair Operations, which focuses on rapid repair and rebuild of gear units of all types,
both Lufkin and non-Lufkin. This fast-growing facet of Lufkins Power Transmission Division will
experience even more rapid growth now that dedicated facilities and services are available in
Central Europe.

2012 Lufkin Industries, Inc.

 GEAR BASICS

Gears Go Back in History Many Centuries

Early Chinese Gear Application

1
Grist mill gear

Primitive Parallel Shaft Gearing

2
Primitive Right Angle Gearing

Gear Built in Early 20th Century

3
21st Century Gearing

Speeds in excess of 70,000 RPM

Velocity of teeth over 300 MPH
Some units designed and built to run 7-10 years
continuously
Output torque over 25 million in-lbs
Transmit over 100,000 HP

The Involute Curve

Webster defines an
involute as a curve
traced by a pint on a
string kept taut as it its
un-wound from a
cylinder.
The profile of most
gear teeth
manufactured in the
US are an involute

4
Involute

It doesnt
matter
where on
the involute
you
operate, you
will have
conjugate
motion
between the
rotors.

5
6
Relative Sliding & Rolling Motion

Used with permission from Dr. Douglas Wright

University of Western Australia

7
8
9
Gear Tooth Loading Patterns

10
Gear Nomenclature

11
Large Spur Gear

Forces from Spur Gears

Tangential Force
Separating Force

12
Bluing Contact Shows Multiple Teeth in Contact

13
Forces from Helical Gears

Tangential Force
Separating Force
Axial or Thrust Force

Single Helical Gears Generate Thrust

14
Single Helical Gears with Rider Rings

Double Helical Gear

15
Destructive Pitting

Tooth Breakage

16
Gear Set Rating

Gear Rating

120
High
100

Strength
80 Pitting Wear Scoring
Torque Capacity

60

40

20

0
0
Pitch2000
Line Velocity 4000 Very High
6000
PLV

Rating Factors

Pitch diameter of pinion & gear

Material properties of pinion and gear
Chemistry
Hardness
Face width
Torsional & bending deflection
Tooth accuracy
Speed
Tooth shape & size

17
 Effect of Geometry on Load Distribution LUFKIN

L
TORQUE
- - - --4:7-

F
y

BENDING

TORSION

Cot-JIBINED
D E FL E C T I O N
----------- , Jd
.I.U.!- - - ;_-......,+ I- - - -+_.1
!J
THEORETICA L ..------------ '"'L- - _ J I
LONG!TUDINAL.---- -- CORRECTION

FIG . 9 F'INION DEFLECTIONS AND LONGITUDINAL CORR E CT

IONS

Typical Tooth Alignment Chart

DESIREDTOOTHALIGNMENT
-

APEX 1/
-TOLERANCE BAND WING
I

lf) 'I r-,...

t lf) :1
r; O-r t
ENDEASEOFF
t v P2 P/; TOOTHALIGNMENTCORRECTION

v N
----<,

*
I
ENDEASEOFF
i
I
ENDEASEOFFLENGTH E EASEOFFLENGTH

LENGTHOFHELIX

18
Typical Operating Stresses

Durability (Pitting) 90-140 KSI

Strength (Bending) 40-60 KSI

Metallurgy and Heat Treat

Through Hardened
Case Hardened

19
Through hardened gearing

Historically, the most common gearing-

particularly for large gearing
Wide range of Alloys
Wide Range of Hardness
200 BHN-420 BHN
Generally homogeneous hardness throughout
tooth
All heat treating is done prior to cutting teeth.
No heat treating after teeth are cut

Case hardened gearing:

Higher performance gearing

Teeth are cut and then hardened
Carburized
58-62 Rc Case Hardness
0.020 0.250 Deep
Nitrided
50-54 Rc Hardness
0.015 0.025 Deep
Induction hardened
50-52 Rc Hardness
0.020- 0.250 Deep
Flame hardening

20
War & Scoring

Wear-will be discussed during section on

lubrication
Scuffing (Scoring)
Flash temperature index (AGMA 217) ISO VG
32 = 270
ISO VG 46 = 285

Other Gears used in Industry

Right angle gears:

Bevel
Spiral bevel
Worm
Single enveloping
Double enveloping (Cone Drive)

21
Spiral Bevel Gearset

22
Worm Pinion

Worm Gear

23
Gear Standards

AGMA
API
ISO 6336

AGMA Gear Specifications

AGMA 6013 Low Speed Gearboxes

Limits:
Pinion Speed < 4500 rpm
PLV < 7000 fpm (35 mps)
Splash lube OK
Thermal HP Rating:
Operation without sump temp. exceeding 200 F
May use driver HP or driven equipment BHP
for rating-However agreed between gear
manufacturer and end user
20% Rating Range Typical

24
AGMA Gear Specifications

AGMA 6011-I03 High Speed Gearboxes

Replaced AGMA 421
Turbomachinery Applications
Pinion Speed > 4500 rpm
PLV > 7000 fpm (35 mps)
Gearboxes sized on rated HP of Driver
Reasonable repeatability between
manufacturers

The Evolution of API 613 & 677

Engineering in Reliability

25
API 613, 1st Edition

1st Edition released in 1968

AGMA 421.06 Rating
4 Hour Mechanical Test

API 613, 2nd Edition

2nd Edition Additions (1977)

Conservative K-Factor Rating
Tilt-pad Thrust Bearing
Provisions for Vibration Probes
Axial Stability Check
Lateral Critical Speed Analysis
15 minute testing at 110 % over speed
Include Service Factor of Driver in Rating

26
API Gear Rating Method

Equation for De ter mining Tooth Pitting

Index K

K = Wt / (Fw)(d) x (R+1) / R
where,
K = Tooth Pitting Index (lbs/in2)
Wt = Transmitted tangential load (lbs)=126,000 (Pg) / (Np) (d) Fw =
Net Face Width (in)
d= Pinion Pitch Diameter (in)
R = Ratio (Number of Teeth in Gear / Number of Teeth in
Pinion)
Pg = Gear Unit Rated Power (hp) Np = Pinion Speed (rpm)

API 613, 3rd Edition

3rd Edition Additions (1988)

Observed vs.
Witnessed
Inspection

27
API 613, 4th Edition (1995)

Gear Tooth Charts > 30,000 fpm (150 mps)

Minimum Instrumentation Requirements
4 Radial Vibration Probes
2 Axial Vibration Probes
2 Accelerometers
12 Temperature Sensors

API 613, 5th Edition

Integrally flanged shaft ends are standard

1.0 mil maximum vibration
High quality material grade per ISO 6336
specified
Taper land thrust bearings are allowed with
customer
approval below 2000 RPM

28
API 677, 2nd Edition (1997)

Basic Requirements & Features

Conservative K-Factor Rating

Anti-Friction or Hydrodynamic Bearings
1-hr. Full Speed, No Load Mechanical
Run Test

Size Comparison of API vs. AGMA 6011

The API unit will be about 50% larger than an

AGMA rated gear for the same application

29
Cost of Specifications

1800 rpm Electric Motor to 4000 rpm Compressor,

1800 HP

AGMA 6013 AGMA 6011 API 677 API 613

Center Distance 10 10 14 14
Net Face Width 6 7 7 7
AGMA 6011 S.F. 1.20 1.38 2.70 2.70
Cost 100% 110% 180% 290%

Benefit: Reliability

ISO 6336 Ratings

Durability Ratings:
Carburized Gears may be comparable to
AGMA
ISO 6336 derates through hardened gears
ISO 6336 Strength ratings are more
liberal than AGMA
ISO 6336 favors use of smaller teeth

30
Gear Manufacturing

31
32
Hobbing Process

33
Herringbone Gear Generation

34
Sykes Cutters

Sykes Generating System LUFKIN

35
Typical Sykes Cut Tooth Surface Finish LUFKIN

36
Lapping

37
Gear Tooth Lapping

38
39
Gear Grinding

40
Quality Assurance

41
Part Data
Part Geometry
Quality
Requirements
Left & Right Flank
Measured Values
Profile
Variation from true
involute
Tip relief
Lead variation
Variation from helix
angle
Lead modification
End ease-off

42
 Spacing
Measurement
Pitch
Accumulated
Pitch
Runout

Gear Tooth Quality Numbers

New ISO 1328-1 Quality numbers range from

0 to 12, with the 0 being the best
Sykes cut teeth 9
Hobbed teeth 7-8
Ground Teeth 2-6

Old AGMA 2000 Quality numbers ranged

from 3 to 15, with the Q 15 being the best
Sykes cut teeth Q8
Hobbed teeth Q9-Q10
Ground Teeth Q11-Q15

43
Magnetic Particle Inspection

Ultrasonic Inspection

44
UT Angle Beam

Electrical & Mechanical Runout Check

45
Residual Magnetism Check

Apex Runout Inspection

46
Gear Tooth Alignment

47
Tooth Contact Check

Double Helical Contact

A. Perfect contact -
no modification needed

B. Acceptable contact -
Gear with end ease-off modification -
slight crowning .

C. Acceptable contact-
Gear with crowning modification

D. Acceptable contact-
Gear shafts slightly off parallel
E. NOT Acceptable contact -
Gear shafts out of parallel

F. NOT Acceptable contact -

Gear shafts out of parallel

G. NOT Acceptable contact-

(if no lead modification present)
gear and/or pinion miscut - correct parts
H. NOT Acceptable contact-
(if no lead modification present)
gear and/or pinion miscut - correct parts

48
Offset Carrier

49
Offset Carrier
- l l t i S D I . D I ... l
3 f.a. :-.1o!t I LL -hf:U. lr - - - - -
U. '' l ou r sP tl
lhll EO'JALL
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0

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{ I t )

Q(l
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X 1.1'
f'.JJI T 11.111 [ Ill
tl.r ER lo'M. 11'111!6

S CTI(IN t - li

50
SECTION 4: GEAR METALLURGY
AND FAILURE MODES

Part 1
Metallurgy and Heat Treatment of
Gear Steels

Part 2
Common Wear and Failure Modes
of Gears

Wood gears Plastics gears

1
 Sugar mill gear Gas compressor gear

Part 1
Metallurgy and Heat
Treatment of Gear Steels

Gear Tooth Loading Patterns

2
 Material Consideration
Strong? Tensile/ultimate strength, yield strength,
elongation, area reduction
Hard? Hardness
Tough? Fracture toughness, impact strength
Fatigue resistant? Fatigue strength
Corrosion resistant?
Easy to machine?
Cost?

Material Options
Woods, polymers (plastics/rubber), ceramics, metals
and alloys steels (carbon steels, alloy steels)

Typical Steel Options

Through Hardening: AISI-SAE 4140
AISI-SAE 4145
AISI-SAE 4340
(AISI: American Iron and Steel Institute;
SAE: Society of Automotive Engineers)

Surface Enhancement
Flame/Induction Hardening
Carburizing: AISI-SAE 4320
AISI-SAE 9310
Nitriding

3
 Iron Carbon Equilibrium Diagram

Heat-treatment Changes Iron from Body

Centered Cubic to Face Centered Cubic

High temperature:
Austenite/f.c.c.

Low temperature:
Ferrite/b.c.c.

4
 Carbon Solubility

Face Centered Cubic Iron (Austenite) can

dissolve up to 2 wt.% carbon
Body Centered Cubic Iron (Ferrite) can
only dissolve 0.02 wt.% carbon

Typical Heat Treatments

Anneal - heat to austenite region and cool

in furnace.
Normalize - heat to austenite region and
cool in air.
Quench - heat to austenite region and cool
rapidly in oil, water, etc.

5
 Anneal

Carbon is dissolved at high temperature

and on cooling comes out of solution and
forms iron-carbide by a diffusion controlled
process.
Structure of iron and iron-carbide is known
as pearlite.

Normalize

Same process as anneal but because

cooling is faster there is less time for the
formation of iron-carbide and the pearlite
structure is much finer.

6
 Pearlite

Effect of Cooling Rate on

Pearlite Spacing

4
Spacing
Pearlite

0
0 1 2 3 4 5
Cooling Rate

7
 Quench

On rapid cooling insufficient time is allowed

for iron-carbide formation and a super-
saturated solid solution of carbon in iron is
formed which transforms by a shear
mechanism to form a body centered
tetragonal crystal structure called
martensite.

Martensite

8
The martensite transformation
produces a volume increase in the
material of over 4%.

Martensite hardness is
proportional to the
carbon
content.

Effect of Carbon

As quenched
martensite hardness.
Maximum of around
900 HV - 64 HRC.
Flattens off at about
0.8% carbon.

9
Tempering of Martensite

Tempered Martensite

10
 Tempered Steels

Engineering Steels

Steels which have been quenched to form

martensite and then tempered to restore a
level of ductility offer the best combination of
properties attainable from a given alloy.

11
 Alloy Selection

The size of piece which can be successfully

quenched to produce martensite depends
on the alloy. Addition of alloys such as
chromium, nickel, and molybdenum
increases the size of part which can be
successfully quenched.

Transformation Diagram

12
 Transformation Diagrams
Adding elements such as Nickel,
Chromium and Molybdenum move the
nose of the TTT curve to the right. This
gives more time for the quench to be
performed or permits larger pieces to be
quenched.

AISI-SAE System

10xx: Carbon steel

15xx: Manganese 1.00 - 1.35%
33xx: Ni 3.5%, Cr 1.5%
41xx: Cr 1%, Mo .25%
43xx: Ni 1.75%,Cr .75%,Mo .25%
86xx: Ni .5%, Cr .5%, Mo .2%
93xx: Ni 3.25%, Cr 1.25, Mo .12%

13
 Heat Treatment Response
Through Hardened Material
(285 - 415 HB)

4140 5 inch
4145 10 inch
4340 24 inch
4340 (mod) 36 inch

Surface Hardening

Induction/Flame - produces quenched

layer on the surface of a quenched and
tempered part with higher hardness.
Carburizing - produces a composite
material with high carbon high hardness
surface layer, strong, ductile, low carbon
core.

14
Induction Hardening

Flame Hardening

15
 Carburizing

The hardness of the carburized surface after

quench is proportional to the carbon content
usually around 62 - 64 HRC.

Tempered at approx. 350 F and the final

hardness is in the range 58 62 HRC.

Why low carbon core?

Since carburized parts are tempered at a

relatively low temperature in order to retain
maximum surface hardness it is necessary
to have a relatively soft martensite in the
core in order to avoid material which is too
brittle.

16
 Heat Treatment Response
Carburizing Grades
4320
Core hardness ~ 255 HB
Small section size
Yield strength 75,000 psi
Fracture toughness 100 ksi in

9310
Core hardness ~302 HB
Large section size
Yield strength 95,000 psi
Fracture toughness 125 ksi in

Carburizing

17
 Nitriding

Hardening by the growth of fine particles

in the surface layer.

Low temperature diffusion process

typically in the range 900 975 F.

Nitrogen produced by cracking ammonia

diffuses into the surface and forms hard
nitride particles.

Aluminum containing alloys are

particularly good for nitriding since they
readily form aluminum nitride needles.

18
Case depth is limited since diffusion at the
temperature used for nitriding is slow and
maximum case depths are typically 0.025 -
0.030-inch.

However the low temperature gives much

lower part distortion and the case has
high hardness of up to 83 HR15N
(~ 45 HRC) for regular through hardening
steels and 93 HR15N ( ~ 64 HRC) for
special nitriding grades.

AGMA 2001
Allowable Bending Stress Numbers Sat, psi
Cast Iron 8500
Ductile Iron 33500
Through Hardened 50000
Induction Hardened 55000
Nitrided 52000
Carburized 70000

19
 AGMA 2001
Allowable Contact Stress Number Sac, psi
Cast Iron 65000
Ductile Iron 128000
Through Hardened 150000
Induction Hardened 190000
Nitrided 163000
Carburized 225000

Part 2
Common Wear and
Failure Modes of Gears

20
 Streou X rtn l cx:nLn
Av . l
k ..r- t-'in
i-.
-2 ' B70f01
X 70 8 +:4 1 ..:.;.=!-1'::'14
:JiGinJI 1-'o:el l.l::::: e-1-d-'J
."..=:!(; I r ; ;-=!(; 6 . E16_ 21:
. . 4 R .=

Gear Tooth Meshing

Gear teeth slide into mesh, then roll,
then slide out of mesh.
Need to lubricate to prevent metal to
metal contact.
Need to provide hardness to resist
alternating stresses applied during load
transfer.
Need to provide strength to resist
bending.

21
 Class Generalmode
Wear Adhesion,abrasion,corrosion,fretting,
electricdischarge,etc.
Scuffing Scuffing
Plasticdeformation Plasticdeformation,e.g.,indentation

Contactfatigue Pitting(macropitting),micropitting,
subcasefatigue
Bendingfatigue Lowcyclefatigue,highcyclefatigue
Cracking Hardening cracks, grinding cracks, rim
and web cracks, case/core separation,
fatigue cracks
Fracture Brittlefracture,ductilefracture,mixed
modefracture,etc.

Some of the photographs of gear wear and damage are

taken from

ANSI/AGMA 110: Nomenclature of Gear Tooth Failure Modes

and

ANSI/AGMA 1010: Appearance of Gear Teeth-Terminology of

Wear and Failure

with permission of the publisher

The American Gear Manufacturers Association 500
Montgomery Street
Alexandria, Virginia 22314

22
Wear
Is a term describing change to a gear tooth
surface involving the removal or displacement of
material, due to mechanical, chemical, or
electrical action.
Can be categorized as mild, moderate or severe.
Mild wear is considered normal in many
applications. Moderate and sometimes even
severe wear may be acceptable in some
applications.

Mild wear

23
Abrasion
Is the removal or displacement of material due to
the presence of hard particles: metallic debris,
scale, rust, sand or abrasive powder, suspended
in the lubricant or embedded in the flanks of the
mating teeth.
Can be categorized as mild, moderate or severe.
Abrasion causes scratches or gouges on the
tooth surface that are oriented in the direction of
sliding. It normally appears at the addendum and
dedendum where sliding is present.

Severe abrasion

24
 Corrosion is the chemical or electrochemical reaction
between the surface of a gear and its environment.

Electric Discharge
An electric discharge across the oil film between
mating gear teeth produces temperatures that
may be high enough to locally melt the gear tooth
surface.
Microscopically, the damage appears as small
hemispherical craters. The edges of the craters are
smooth and they may be surrounded by burned
or fuse metal in the form of rounded particles that
were once molten.

25
 Severe electric discharge damage

Scuffing
Is severe adhesion that causes transfer of metal from one tooth
surface
to another due to welding and tearing.
The damage typically occurs in the addendum, dedendum, or
both, away from the operating pitchline, in narrow or broad bands
that are oriented in the direction of sliding.

26
Contact Fatigue
Repeated contact stresses may cause surface or
subsurface fatigue cracks and the detachment of
material fragments from the gear tooth surface.
General modes are macropitting, micropitting and
subcase fatigue.

Initial pitting

27
 Progressive pitting

FlgureFiake pitting

28
 Micropitting

Subcase Fatigue
A crack initiates close to the case-core interface
usually as a result of the combined effect of high
stresses and slightly soft core and the presence of
sharp non metallic inclusions.
The crack grows slowly back toward the load flank
due to the compressive residual stresses and more
quickly through the tooth due to small tensile residual
stress.
The resulting crack is smooth through the core of the
tooth and very rough as it grows back towards the
surface. Often the load face shows no evidence of
wear or damage .

29
 Subcase fatigue

Bending Fatigue

Root bending fatigue of two spur teeth

30
 Grinding Crack

Abusive grinding during finishing operations can re-

heat the surface of a case hardened part sufficiently
to soften, re-harden or crack parts.
The cracks are usually shallow and appear either as a
series of parallel cracks or in a crazed, mesh pattern.
Tempered areas appear brown or black on a light
brown or gray background. Areas where untempered
martensite has formed appear as white areas
surrounded by black, tempered areas.
Can be detected by magnetic particle or dye
penetrant inspection.

Grinding cracks
Cracks

Magnetic particle (Magnaglo) inspection

31
 Fatigue crack

Fatigue cracks propagate under repeated alternating or cyclic stresses which

are below the tensile strength of the material.

Fracture
When a gear tooth is overloaded it may fail by plastic
deformation or fracturing.
Depending on the deformation/crack propagation
processing, fractures are classified as brittle, ductile or
mixed modes.
Ductile fracture is preceded by appreciable plastic
deformation. It has a gray, fibrous appearance.
Brittle fracture is with little prior plastic deformation or
rapid crack propagation. It has a bright, granular
appearance.

32
Ductile fracture

Brittle fracture

33
Ordinary Tooth Damage Mechanisms

34
 SECTION 5: START-UP &
PREVENTATIVE MAINTENAN
Pre-Installation
Open inspection cover and inspect for internal
corrosion.
Carefully remove black coating from exposed machined
surfaces
Use solvent on a soft rag to remove
Keep solvent away from rubber seals
Install couplings insuring there is an interference fit
between couplings and shafts
For keyed fits use 0.0005/inch of shaft diameter
interference
Install keys
Keyless fits: The desired interference is generally job
specific. Consult Lufkin service or engineering for
recommendations.

Installation
Verify foundation is flat
Pick up gear unit using lifting lugs or eyes.
Do not lift unit by placing slings under shaft
extensions
Clean foundation and mounting surface of
gear foot.
Set gear box on foundation
Establish rough alignment
Make certain unit is sitting down
If gap is greater than 0.002 place shim between
gear unit and foundation

1
 10/13/2014

Installation
Tighten bolts
Check for soft foot
Remove inspection cover and review contact pattern
in layout blueing from previous operation
Check soft blue contact
Determine desired soft blue contact
Soft blue recorded at Lufkin
Generally speaking 80% contact is acceptable
This may not be acceptable if lead correction is present
Clean two or three teeth on low speed gear and spray
layout blue on cleaned teeth.
Replace inspection cover
Gear boxes are not plug and play machines

Alignment
Determine thermal movement of all
components to be aligned
Determine mechanical movement of
components to be aligned
Align components using optical or mechanical
(dial indicator) methods
For units with dual output shafts, align one
shaft and then determine the misalignment of
the second shaft.
Split the difference.
Torque foundation bolts
Align prime mover to gear unit

2
 10/13/2014

Misalignment limits
Shaft Surface Outside Diameter Face TIR

Velocity TIR per inch of Radius

5000 FPM & up 0.002" 0.0004"
30005000 FPM 0.004" 0.0005"
15003000 FPM 0.006 0.0006"
5001500 FPM 0.008" 0.0008"
500 FPM and less 0.010" 0.001"

Note:for close coupled couplings.

Start-up
Fill gear with desired oil to full level on
dipstick or level gauge. Filter the oil as it is
pumped into the gear unit.
Prime and operate auxiliary lube oil pump if
unit is so equipped. Stop auxiliary pump
after 10 minutes and refill sump with oil.
Prime main oil pump.
Start machine.

3
 10/13/2014

Start-up
If unit has shaft driven oil pump, make certain oil pump
picks up after 30 seconds operation. If it doesnt,
stop unit and check for loose piping connections.
Re-prime pump and re-start system.
If unit has a lube system but limited sump capacity,
operate system for 2-3 minutes and shut down. Refill
unit with oil.
Restart system.
Immediately observe the oil pressure. Adjust pressure
to desired pressure. If no pressure
is specified or the requirement is unknown, set pressure
to 25-30 PSIG as close to the inlet to the gear box as
possible.

First Hour
Monitor vibration and temperature until
temperatures stabilize.
Adjust cooling water so that oil temperature
maintains at approximately 120-130F.
Monitor the housing temperature surrounding
the bearings.
The temperature of roller bearings should be about
30F hotter than the oil temperature. The housing
temperature should be somewhat less than the
bearings.
The temperature limit for hydrodynamic bearings
should be 220F

4
 10/13/2014

First Hour
Monitor housing vibration.
Expected vibration level: 0.10 0.30 in/sec
RMS depending on foundation
Operate unit under modest load for 2 hours.
Stop unit and remove inspection cover.
Inspect hard bluing.
The tooth contact should be evenly distributed
across the face of the teeth.

Daily Maintenance
Check oil level
Check level with unit stationary.
Check oil temperature and
pressure
against previously established
norms.
Check for oil leaks
Check for unusual vibration and
noise

5
 10/13/2014

Monthly Maintenance

Check operation of auxiliary equipment

and
alarms
Clean breather
Check tightness of foundation bolts
Clean/replace oil filter

Semi-Annual Maintenance
Remove inspection cover and inspect gear teeth
for wear.
Check shaft alignments.
Inspect heat exchanger zinc anodes.
Extract oil sample for spectrographic and ISO
4406 cleanliness examination.
A semi-annual oil analysis is a good starting point.
The interval between sampling may need to be
shortened if problems are suspected
Filter oil or replace oil as suggested by oil
analysis

6
 10/13/2014

Annual Maintenance
Perform vibration analysis
Tooth related vibration
Bearing related vibration
Check heat exchanger for erosion,
corrosion and foreign material
Check bearing clearance and end play.
Check tooth contact pattern
Look for area previously coated with layout
blue.
Make certain contact is evenly distributed.
Compare to previous contact
A contact change suggests other issues
Maintenance may be required
Clean teeth and recoat with new layout blue

7
SECTION 6: VIBRATION NOISE &
TEMPERATURE

Design for Low Vibration, Noise,

& Temperature
Rotor Dynamics
Bearing stability
Gear tooth
geometry
Lubrication
Method

What are Rotor Dynamics?

The study of how a

rotor-bearing system
responds when forces
are applied to it.

1
 10/13/2014

- !="'" .= -
I

r ,
- - - T- - -
1
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-
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-
.....,
-I / / / / I

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High Speed Pinion

10

7.5

5
8
Shaft Radius, inches

2.5
4 12 16 20
23

-2.5

-5

-7.5

-10
0 5 10 15 20 25 30

Axial Location, inches

2
 10/13/2014

Rotor dynamic Damped Natural Frequency Map

High Speed Pinion - 10% Load

25000
Natural Frequency, cpm

20000

15000

10000

5000

0
0. 5000. 10000. 15000. 20000. 25000.
Rotor Speed, rpm

Rotor dynamic Response Plot

High Speed Pinion

Sta. No. 22: Coupling CG
4
3.5
Response, mils p-p

3
2.5 Major Amp
2 Horz Amp
Vert Amp
1.5
1
0.5
0
0 5000 10000 15000 20000 25000
Rotor Speed, rpm

3
 10/13/2014

Gear Vibration Causes

Unbalance
Coupling misalignment

1x Rotor
Speed
(unbalance)

2x Rotor Speed (misalignment)4th)

4
10/13/2014

5
 10/13/2014

Gear Vibration Causes

Unbalance
Coupling misalignment

Inadequate foundation or loose bolts

Lateral and torsional critical speed
response

6
 10/13/2014

Gear Vibration Causes

Unbalance
Coupling misalignment
Inadequate foundation or loose bolts
Lateral and torsional critical speed
response

Bearings - design, manuf., assembly,

wear

POINT:HS EXT HORZ !._75 Right DIR AMPL: 2.87 mil pp HALF SPECTRUM PLOT COMPANY : PLOT NO .
MACHINE: Gearbox MACHINE SPEED: 4100 rpm ELLIOTT CO. P L A N T : S/:::0::-::::2-::::0-::::2-::::0-:::-16
- MACHINE TRAIN. CSR4 -- JOB I'!FE: E N C E : S7N
29 MAY 2003 09:29:35.9 Startup
WINDOW: None SPECTRAL LINES: 400 RESOLUTION: 300 CPM 117495

sr- -- --+- -- -- -- - - - +-- -- --

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FREQUENCY : 0.5 kCPM/div

7
 10/13/2014

Gear Vibration Causes

Unbalance
Coupling misalignment
Inadequate foundation or loose bolts
Lateral and torsional critical speed response
Bearings - design, manuf., assembly, wear

Couplings - lockup, wear, no lubricant, not as

designed
Gear tooth errors - design, manufacturing,
assembly, wear

9
 10/13/2014

Vibration Frequencies Unique to

Gearing

Tooth Mesh Frequency

Tooth Repeat Frequency
Assembly Phase Frequency
Ghost Frequency

Tooth Mesh Frequency

How many teeth come into mesh every
second.
Same for hunting or non-hunting tooth gear
set
TMF = Pinion speed x number teeth in pinion
Or
TMF = Gear wheel speed x number teeth in
gear wheel

10
 10/13/2014

Tooth Repeat Frequency

A certain tooth on the pinion hitting a certain
tooth on the gear wheel. Typically heard as
an audible beat.
Hunting tooth gear set - TRF = gear
speed/number teeth in pinion
Non-Hunting tooth gear set - TRF = gear speed
x product of the prime numbers common to
pinion and gear wheel/ number of teeth in
pinion

Assembly Frequency
A vibration caused by non-hunting
tooth
gear sets.
Assembly frequency = Tooth mesh frequency
/ product of the prime numbers common to
pinion and gear wheel teeth

11
 10/13/2014

Ghost Frequency
Similar to tooth mesh, but related to the
gear
tooth cutting/grinding machine .

GF = # teeth in worm wheel x rotor speed

Acceleration data
Tooth mesh frequency
Number of teeth times shaft speed
Smooth meshing of gears
Not smooth - causes high multiples
Level measured in: 1g=acceleration due to
gravity (32.2 ft/sec/sec)
Typical values
good under 4 g
elevated 4 to 8 g
concern over 10 g

12
 10/13/2014

Gear Noise Causes

Tooth errors from manufacturing

Spacing, profile (involute), lead (tooth alignment),
surface finish, gear cutting machine error, etc.
Degradation of tooth profile during operation
Wear, pitting or tooth breakage
Improper design
Tip or root relief
Resonance in gear unit

13
 10/13/2014

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't 1\ 11,..
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0 5000.0
1425.0 HZ AVG: 88.2 DBA

Gear Noise Causes

Tooth errors from manufacturing
Spacing, profile (involute), lead (tooth alignment),
surface finish, gear cutting machine error, etc.
Degradation of tooth profile during operation
Wear, pitting or tooth breakage
Improper design
Tip or root relief
Resonance in gear unit

Rolling element bearings

Clutches and couplings
Lube oil pump and piping
Natural frequency response of supports

14
 10/13/2014

High Bearing Temp. Causes

Poor design - Shallow groove, Clearance,

etc...
Restricted or orificed oil passages

15
 10/13/2014

High Bearing Temp. Causes

Poor design - Shallow groove,

Clearance, etc...
Restricted or orificed oil passages

Misalignment
High spot

16
 10/13/2014

High Casing Temp. Causes

Misdirected oil flow

17
 10/13/2014

High Casing Temp. Causes

Misdirected oil flow

Too little oil flow

Too much oil flow
Inadequate clearance

18
 10/13/2014

High Casing Temp. Causes

Misdirected oil flow
Too little oil flow
Too much oil flow
Inadequate clearance

Inadequate drain
Rubs

19
 10/13/2014

High Oil Outlet Temp. Causes

Too little oil flow

Too much oil flow
Casing coated with foreign
material

20
SECTION 7: SHORT & LONG TERM
REPAIRS
Gear Repair

Repair Procedure
Repair Options
Design Upgrades
Rush
Standard
Common Failures
Gears
Shafts
Bearings

100 year old gear built to be repaired

1
 10/13/2014

Receiving Inspection

Photograph customer
furnished equipment as
received and verify
against the bill of lading
Mark all equipment and
parts with identification
numbers
Wait for customer
communication before
teardown and further
evaluation

Communication

What is the scope of the

repair?
What caused the failure?
Is the failure
reoccurring?
How long has the unit
been in operation?
What are the operating
conditions?

2
 10/13/2014

Disassemble Unit