MAINTENANCE MANUAL HOLMES POSITIVE DISPLACEMENT AIR BLOWERS TYPES 68, 610 AND 613 RBTM. Welgro bv

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1 MAINTENANCE MANUAL HOLMES POSITIVE DISPLACEMENT AIR BLOWERS TYPES 68, 610 AND 613 RBTM Welgro bv Parallelweg DC Groenlo Postbus AA Groenlo The Netherlands Tel. +31 (0) Fax +31 (0) DRI

3 INDEX SAFETY INSTRUCTIONS 3 PARTS LIST 4 1 Dismantling Gearwheels Drive End Bearings and Grease Seals Impellers Gear End Bearings 6 2 Re-assembly 7 Page 2.1 Gear End Headplates Impellers Drive End Headplates Gear End Bearings Drive End Bearings Setting Clearances Gearwheels 10 3 Lubrication Oil Specification Grease Specification 13

5 SAFETY INSTRUCTIONS Air Blower fitting is highly skilled work and should only be undertaken by competent fitters. It is important that the contents of this Manual should be read and understood before carrying out any work on a Blower. All repairs should be carried out using the approved equipment and tools. Maintenance work on a blower can be dangerous if correct procedures are not carried out and all reasonable measures should be taken to safeguard those engaged in such work. It is especially important that before any work is started the blower is isolated from the prime mover. A blower fitted to a vehicle should, where possible, be removed using safe, adequate lifting equipment. When this cannot be done the starter battery should be removed or isolated to prevent the drive engine being inadvertently started. Special care must be taken when working on pressure tank vehicles as differences in pressure between the air contained in the pipework or tank and normal atmospheric pressure can cause the impellers to rotate when the drive is disconnected. To prevent the impellers being blown or sucked round whilst work is being carried out, pipework must be disconnected or blanking-off plates inserted between flanges. Page 3

PARTS LIST Item No Part No Description Qty per blower 1 MC 15306/01 Cylinder 1 2 MC 19565/01 Driving Impeller and Shaft 1 3 MC 19565/02 Driven Impeller and Shaft 1 4 MC 19563/00 Drive End Headplate 1

6 PARTS LIST Item No Part No Description Qty per blower 1 MC 15306/01 Cylinder 1 2 MC 19565/01 Driving Impeller and Shaft 1 3 MC 19565/02 Driven Impeller and Shaft 1 4 MC 19563/00 Drive End Headplate 1 5 PC 47953/00 'O' rings Drive End R PC 49804/00 Grease Seal 2 7 PC 13307/00 Drive End Bearing SKF 3308/C3 2 8 PC 43420/00 Drive Shaft Bearing Locknut 1 9 MC 15309/06 Driven Shaft Bearing Clamp Disc 1 10 PC 59244/00 Setscrew for Item 9 M16 x 30 mm long 1 11 MC 15309/01 Drive Shaft Bearing Cover 1 12 MC 15309/02 Driven Shaft Bearing Cover 1 13 PC 36602/00 Grease Nipple 1/8 BSP for Items 11 and MC 19564/0 Gear End Headplate 1 15 PC 47953/00 'O' Ring Gear End R MC 19570/00 Gear End Headplate Insert 2 17 MC 19568/00 Oil Thrower 2 18 PC 13544/00 Gear End Bearing SKF N P /00 Gear End Bearing Retaining Disc 4 20 PC 58956/00 Setscrew for Item 19, M10 x 16 mm long (not shown) 4 21 PC 10910/00 Taper Bore Gears 1 pair 22 MC 15309/00 Drive Dog 1 23 PC 14640/01 Gear Trough 1 24 MC 15308/01 Gear Case 1 25 PC 08708/02 Tachometer Drive Bush complete 1 PC 08708/03 With Spindle 1 26 PC 36601/00 Grease Nipple 1/4" BSP for Item 25 (not shown) 1 27 PC 53105/00 Flanged Plug 3/4 BSP for Gear Case 3 28 PC 32305/00 Fibre Washer for Items 25 and PC 27580/00 Dowel Pin M10 x 20 mm long (not shown) for Headplate/Cylinder 8 30 PC 41408/00 Key for Drive Shaft 3/8" x 1/4" x 3" long (not shown) 1 31 PC Spring Tension Pin (not shown) to fit Items 24 to PC 64406/00 Capscrew M6 x 12 mm long (not shown) to fit Items 23 to PC 58958/00 Setscrews M10 x 25 mm long (not shown) 52 Page 4

7 1. DISMANTLING 1.1 Removal of Gearwheels After draining the oil, remove the gearcase. Remove gear trough. Before removing the gears, they should be marked as it is important that when the blower is being re-assembled, using existing gears, each gear should be re-fitted to the respective shaft from which it was removed. The gear teeth should also be marked so that when gears are re-fitted they mesh in their original position. Assemble the gearwheel removal equipment as shown in Figures 1a and 1b to one gear and by operation of the oil injection equipment the gearwheel will then be released from its seating. Removal of the gearwheel is effected by injecting oil at high pressure into the interface between the gearwheel bore and the shaft, thus expanding the gearwheel off its taper seating. When both Gearwheels have been removed, they should be protected against damage. Figure 1a Arrangement of gear withdrawal equipment Figure 1b Gear withdrawal 1.2 Removal of Drive End Bearings and Grease Seals To remove the bearings and grease seals it is necessary first to remove one headplate. Preferably this should be the drive end headplate. Remove both bearing covers, and the bearing retaining locknut from the driving shaft and the clamping disc from the driven shaft. Remove the setscrews which fasten the headplate to the cylinder. Assemble the bearing withdrawal equipment on both shafts as shown on Figures 2a, 2b and 2c. When the equipment has been assembled, the headplate complete with bearings and grease seals can be removed by means of the Pickavant hydraulic rams. Equal pressure should be maintained on each ram to give equal pull on the bearings, otherwise damage may occur to the headplate. The drive end bearings which are a sliding fit in each bore of the headplate can now be removed. The grease seals must now be pressed or driven out taking care not to damage the headplate. After removal the seals must be scrapped as they are invariably damaged during dismantling. 1.3 Removal of Impellers Each impeller can now be removed separately by assembling the bearing withdrawal equipment at the gear end as shown in Figures 2b and 2d. With the equipment assembled, operation of the Pickavant hydraulic jack will press out the impeller shafts from the inner race of the roller bearings. Page 5

8 1.4 Removal of Gear End Bearings Dismantle the gear end headplate from the cylinder and the bearings can then be removed from the headplate. Press out the headplate inserts and this will remove the oil throwers and inner races of the bearings. The outer race of each bearing should then be extracted from the headplate. Figure 2a Arrangement of bearing withdrawal equipment for driving end of the driven shaft. Figure 2b Arrangement of bearing withdrawal equipment for drive shaft drive end and for impeller removal. Page 6

9 Figure 2c Removal of headplate Figure 2d Removal of impellers Figure 4a Arrangement of Bearing Assembly Equipment 2. RE-ASSEMBLY Prior to assembly, all parts must be thoroughly cleaned and degreased with trichlorethylene or white spirit. 2.1 Re-fitting Gear End Headplate The headplate can now be fitted to the cylinder but before tightening the setscrews, the dowel pins must be fitted to ensure correct positioning. If a new headplate is being fitted it will not be possible at this stage to fit the dowels as the exact location of the headplate cannot be determined until the impeller tip clearances have been set. This cannot be achieved until the bearings are fitted at both ends 2.4 and Impellers If new impellers are being fitted, carefully measure the length of the cylinder and compare with length of impellers. The impellers should be shorter in length than the cylinder by an amount equal to the sum of the average locating end and free end clearances given in Table 1. If this is not so, the effective length of the cylinder will have to be increased by inserting a paper gasket between gear end headplate and the end of the cylinder. The impellers can now be fitted into the cylinder and gear end headplate, taking care that damage does not occur to the shafts or the headplate bores. Page 7

10 2.3 Drive End Headplate The drive end headplate can now be fitted making sure that it is guided onto the shaft to prevent damage to the shaft and the bores. The setscrews securing the headplate to the cylinder should not be tightened until the dowels are fitted. If a new headplate is being fitted, the notes under heading "re-fitting gear end headplate" should be followed. 2.4 Gear End Bearings Push the 'O' ring (air deflector ring) onto each shaft and fit the headplate inserts, using a jointing compound. To fit the inserts correctly use the tool specified in the list of maintenance equipment. Prior to fitting the bearings the bores of the headplate and the outside diameter of each bearing should be thoroughly de-greased using a chlorinated solvent. The inner race of the bearing should be hard against the oil throwers. The re-fitting of used bearings is not recommended. See Figures 4a and 4b for arrangement of bearing assembly equipment. The bearing retaining clips should now be fitted. 2.5 Drive End Bearings The 'O' rings (air deflector rings) should be fitted followed by the grease seals making sure that the lip of the seal is not damaged. A guide which can be easily manufactured is useful for preventing seal damage. Prior to fitting the drive end bearings the axial displacement of the outer race relative to the inner race of each bearing must be checked. This should be carried out by placing each bearing on a flat machined metal surface and measuring with a feeler gauge as shown in Figure 3. The bearings can now be fitted but making sure the bore and outer diameter of each bearing is thoroughly clean and bearing is located hard against each shoulder. See Figures 4a and 4b for bearing assembly equipment. Fit the bearing retaining locknut on the drive shaft making sure the threads on both shaft and locknut are thoroughly degreased. Then coat the threads with Anaerobic Adhesive 'Loctite 241'. Fit clamping disc to driven shaft, again using Loctite on the setscrew. Pack bearings with grease and fit bearing covers. Figure 3 The raceway displacement 'X' must be reduced to ins (0.051 mm) maximum by adding shim-rings (PC16600/60) to the outer race. Mount the bearing with face 'A-A' towards the impeller body and the outer race shim-rings in the bottom of the headplate bore. Note: If a new headplate(s) is being fitted the tip clearances must be set as at 2.6 below. Page 8

11 Figure 4b Bearing Assembly 2.6 Setting Tip Clearances Position both impellers vertically. Using feeler gauges, check that the clearances between the tips of the impellers and the bore of the cylinder are within the values given in Table 1 and that the clearances are uniform along the entire length of the impellers. Rotate the impellers through 180 o and repeat the exercise. After checking inlet and outlet tip clearances in this way, position each impeller and turn in the horizontal plane. Then check the clearance between the impeller tips and the cylinder bore on the horizontal centre-line. If these measurements reveal the need for adjustment, this can be achieved by moving one or both of the headplates radially relative to the cylinder. (This should only e necessary if new headplates have been fitted). Having ensured that all tip clearances are correct, tighten up all the headplate retaining screws and fit the four dowel pins in each headplate, re-reaming if necessary. Page 9

Fig 5a Arrangement of Gear Pusher Assembly Fig 5b Gear Assembly 2.7 Gearwheels Mounting the gearwheels also determines the front and back clearances between the impellers.

12 Fig 5a Arrangement of Gear Pusher Assembly Fig 5b Gear Assembly 2.7 Gearwheels Mounting the gearwheels also determines the front and back clearances between the impellers. Clean the gearwheel bore and its taper seating on the shaft using a chlorinated solvent. Position a gearwheel on the tapered seating of the shaft using hand pressure only, and assemble the gearwheel mounting equipment Figure 5a and 5b. Ensure that the thrust race of the equipment is thoroughly clean and lightly lubricated before use. Measure the distance from the back of the gearwheel to the headplate face by means of a depth micrometer, gauge blocks or feeler gauges. With the torque wrench set to the required torque as given in Table 2 and using the 16 mm socket on the setscrew, Item 7 in Figure 5a, the gear can then be pressed onto the shaft. When the required torque has been reached, re-measure the gear to headplate distance and verify that the minimum push-up distance as shown in Table 1 has been achieved. If the push-up distance is grossly exceeded, it is probable that the gearbore and shaft may need re-cleaning. This will necessitate removal of the gear and repeating the procedure. Page 10

13 Before mounting the second gearwheel, the impellers must be set in their correct relative positions. This is done by positioning the impellers parallel to each other with their major axes at 45 o Figures 6b and 6d, and inserting feeler gauges equal in thickness to the clearance specified in Table 1 between them. Whilst holding the impellers in this position, mount the second gearwheel by hand. Rotate the impellers and check that the front and back clearances are equal. With feeler gauges between the impellers, press on the second gear using the torque wrench and socket. After checking that the second gear has been fitted correctly, re-check front and back clearances. If any adjustment is necessary, remove one of the gearwheels, thoroughly clean the bore and shaft and repeat the exercise. Having ensured that all internal clearances are correct, fit the gear trough and coat the threads of the retaining screws with Anaerobic Adhesive. When tightening the retaining screws make sure there is an even clearance at all points between the tips of the gearwheel teeth and the inside of the trough. Refit the gearcase using a nonsetting jointing compound and fill the gearcase with oil to the correct level as detailed in the Installation and Operating Instructions. Identification of Front and Back Clearances Figure 6a Figure 6c Figure 6b Figure 6d Notes to Figure 6 1. The leading flanks of the driving impeller (ie those two flanks which face in the direction of rotation and which are marked 'F' on Figures 6a to 6d) form 'FRONT' clearances when in engagement with the driven impeller 2. The trailing, or rearward-facing flanks of the driving impeller (marked 'B' on Figures 6a to 6d) form 'BACK' clearances when in engagement with the driven impeller. 3. Each complete revolution of the drive shaft presents two 'FRONT' clearances and two 'BACK' clearances. 4. Figure 6a shows a position in which a 'BACK' clearance has just ended and a 'FRONT' clearance is about to start. Page 11

14 5. Figure 6b shows the impellers advanced through 45 o from the position in Figure 6a and clearly indicates the 'FRONT' clearance formed between the mating flanks of the two impellers. 6. Figure 6c shows the impellers advanced a further 45 o to a position where the 'FRONT' clearance has just ended and a 'BACK' clearance is about to start. 7. Figure 6d shows the impellers advanced a further 45 o and clearly indicates the 'BACK' clearance formed between the mating flanks of the two impellers. 8. An advancement of the impellers through a further 45 o from the position shown in Figure 6d would bring about a return to the position in Figure 6a with the cycle ready to start again. 9. A 'BACK' or a 'FRONT' clearance is presented through a full 90 o of rotation of the impellers, ie from the position shown in Figure 6a to the position shown in Figure 6c or between any other two similar positions. Internal Clearances Gearwheel Mounting Data Table 1 Table 2 mm inches Torque Setting kg/m (120 lbs/ft) Inlet Tip Push up distance mm (0.055 inches) Centre Tip Outlet Tip Gear End Drive End Fronts Backs List of Maintenance Equipment Item No Qty Code Description 1 1 C 15920/01 Mild Steel Cup 2 1 C 15920/02 Mild Steel Ring 3 1 C 15920/04 Adaptor 4 1 C 15920/06 Mild Steel Outer Ring 5 1 C 15920/07 Oil Injector Adaptor 6 1 C 15920/08 Mild Steel Gear Stop 7 1 PS M16 x 45 mm long Hexagon Head Setscrew 8 1 PC 15252/12 Thrust Bearing SKF PC 15930/15 Internal Circlip Ref PC 15930/16 Oil Injector SKF PS M16 x 30 mm long Hexagon Head Setscrew 12 1 PC 15930/20 Torque Wrench Britool EVT 2000/RR 13 1 PC 15252/14 16 mm (24 A/F) 1/2" square Drive Socket 14 1 C 12346/01 Bearing Pusher 15 1 C 12346/03 Drive End Bearing Pusher Adaptor 16 1 C 12346/09 Gear End Bearing Pusher Adaptor 17 2 C 12347/01 Ram Dummy End 18 4 C 12347/02 Knurled Nut 19 4 C 12347/03 Bearing Drawbar 20 4 PC 12348/08 Collar 21 2 PC 12349/10 Pickavant Crossblock No PC 12349/36 7/16" BSF x 2.1/2" long Capscrew 23 2 PC 12475/21 Pickavant Ram No JWP PC 12587/01 Bearing Drawbar Adaptor 25 1 C Headplate Insert Driver Page 12

15 3. LUBRICATION The timing gears are housed in a gearcase fitted with troughs which control the amount of oil supplied to the gear teeth. The oil used should be suitable for the minimum ambient temperature (cold starting) and for the highest oil temperature reached on maximum load. Fill the gearcase with the appropriate grade of oil until it overflows from the oil level/filler hole. Allow the excess oil to drain before fitting oil level filler plug. This must be done when the blower is not in operation. Overfilling must be avoided as this will cause the gears to run hot, resulting in damage. The oil level should be checked weekly or every 100 working hours. Drain and refill the gearcase to the correct level every six to twelve months depending upon the condition of the oil. When there are considerable seasonal temperature variations, it may be necessary to change the grade of oil at certain times during the year. The bearings at the timing gear end are splash lubricated by the gears whilst those at the drive end are grease lubricated. Before start up, apply grease to the nipples until it appears at the grease release vent. These vents should be kept clear and free from paint. Give two or three shots of grease to each drive end bearing every 1,000 working hours or every six months, whichever comes first. If a lubricant from one of the major oil companies cannot be acquired, the specifications listed in 3.1 and 3.2 should be complied with. Any reputable oil company should be able to supply satisfactory lubricants based on these specifications. 3.1 Oil Specification The oil used should be a straight mineral oil which may contain anti-wear, anti-rust, anti-foam and anti-oxidant additives. The oil should not contain either an extreme pressure additive or additives which emulsify. The oil should have a viscosity of not more than 2,500 centistokes at the minimum ambient temperature (cold starting) and not less than 30 centistokes for the highest oil temperature reached on maximum load. When there are considerable seasonal variations in ambient temperatures, summer and winter grades of oil will be required. 3.2 Grease Specification A High quality No 3 (National Lubricating Grease Institute) mineral oil grease having a calcium complex or a lithium base should be used. Page 13

16 YOUR LOCAL DISTRIBUTOR IS: Welgro bv Parallelweg DC Groenlo Postbus AA Groenlo The Netherlands Tel. +31 (0) Fax +31 (0)

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