BRADEN HD600 PLANETARY HOIST DRIVE MAINTENANCE AND SERVICE MANUAL

BRADEN HD600 PLANETARY HOIST DRIVE MAINTENANCE AND SERVICE MANUAL LIT2428 07-2009 PRINTED IN U.S.A. PACR WINCH DIVISION P.O. Box 547 Broken Arrow, Oklahoma 7403 PHONE: (98) 25-85 FAX: (98) 259-575 www.paccarwinch.com

TABLE OF CONTENTS FOREWORD...3 MODEL & SERIAL NUMBER LOCATION...3 EXPLANATION OF MODEL NUMBER...3 GLOSSARY OF TERMS...4 GENERAL SAFETY RECOMMENDATIONS...5 THEORY OF OPERATION...6 HYDRAULIC CIRCUIT...8 PREVENTIVE MAINTENANCE...9 RECOMMENDED PLANETARY GEAR OIL...0 TROUBLESHOOTING... SERVICE PRES...4 MAIN COMPONENTS...5 DRIVE DISASSEMBLY...5 DRIVE ASSEMBLY...9 BRAKE CYLINDER SERVICE...2 OVER-RUNNING BAKE CLUTCH SERVICE...25 PLANETARY CARRIER SERVICE...26 SECONDARY PLANET CARRIER SERVICE...27 FINAL PLANET CARRIER SERVICE...28 RECOMMENDED FASTENER TORQUE...29 METRIC CONVERSION CHART...32 2

FOREWORD Read this entire publication and retain it for future reference. The minimum service intervals specified are for operating hours of the prime mover. The following service instructions have been prepared to provide assembly, disassembly and maintenance information for the BRADEN Model HD600 series drive. Before doing any work on these units, all assembly and disassembly instructions should be read and understood. Pictures in this manual may show details or attachments that are different from your drive. Also, some components have been removed for illustrative purposes. Illustrations and pictures in this manual are of a typical unit. Some drives, particularly those sold directly to original equipment manufacturers, may differ in appearance. If a question arises regarding your BRADEN drive, please contact BRADEN Service Department for the latest available information. Telephone- -98-25-85 08:00-6:30 Central Time Zone, Monday thru Friday FAX- -98-259-57 email: winch.service@paccar.com www.paccarwinch.com Serial Number and Model Number are stamped into the flange as shown at right. Always refer to the Serial Number and Model Number when requesting information or service parts. EXPLANATION OF SERIAL NUMBER HD 600 A 77 B HYDRAULIC DRIVE MAX RATING DESIGN SERIES GEAR RATIO OPTION HD DESIGNATES HOIST DRIVE 600 DESIGNATES 600 INCH-POUND ROTATIONAL FORCE A DESIGNATES THE MODEL SERIES RELATING TO DESIGN CHANGES 77 DESIGNATES TOTAL GEAR REDUCTION B DESIGNATES OPTION; B= BRAKE EQUIPPED Safety Informational callouts used in this manual include: WARNING This emblem is used to warn against hazards and unsafe practices which could result in severe personal injury or death if proper procedures are not followed. 3 This emblem is used to warn against potential or unsafe practices which could result in personal injury or product or property damage if proper procedures are not followed.

GLOSSARY OF TERMS Brake Valve - A hydraulic counterbalance valve is usually bolted to the drive port of the hydraulic motor. It allows oil to flow freely through the motor in the driving direction. When oil pressure tries to rotate the motor in the reverse direction, the brake valve blocks the flow of oil out of the motor until the internal static brake is released. It then controls reverse speed based on the load and flow of oil to the motor. Any heat generated by controlling the speed of the machine is dissipated by the hydraulic system, not by the internal static brake. Sprag or Over-Running Brake Clutch - A mechanical one-way clutch on the input shaft of the drive, between the input shaft and the hydraulic motor. The clutch allows the input shaft to turn freely in the direction required of forward rotation, then immediately locks the drive gear train to the mechanical brake when the drive is stopped, holding the load in place. Static, Mechanical, or Load-Holding Brake - A multi-disc, spring applied, hydraulically released brake that works together with the sprag clutch to firmly hold a load in place. This brake is not designed to stop a load being moved, but holds the load in place when the drive is not being operated. 4

GENERAL SAFETY RECOMMENDATIONS Safety for operators and ground personnel is of prime concern. Always take the necessary precautions to ensure safety to others as well as yourself. To ensure safety, the prime mover and drive must be operated with care and concern by the operator for the equipment, and a thorough knowledge of the machine s performance capabilities. The following recommendations are offered as a general safety guide. Local rules and regulations will also apply. FAILURE TO OBEY THE FOLLOWING SAFETY RECOM- MENDATIONS MAY RESULT IN PROPERTY DAMAGE, PERSONAL INJURY, OR DEATH.. Be certain equipment (boom, sheave blocks, pendants, etc.) is either lowered to the ground or blocked securely before servicing, adjusting, or repairing drive. 2. Be sure personnel are clear of work area BEFORE operating drive. 3. Read all warning and caution tags provided for safe operation and service of the drive and become familiar with the operation and function of all controls before operating the drive. 4. Inspect rigging and drive at the beginning of each work shift. Defects should be corrected immediately. Do not operate a drive with defects. 5. Keep equipment in good operating condition. Perform scheduled servicing and adjustments listed in the Preventive Maintenance section of this manual. 6. An equipment warm-up procedure is recommended for all start-ups and essential at ambient temperatures below +40 F (+4 C). Refer to Warm-up Procedure listed in the Preventive Maintenance section of this manual. 7. Do not exceed the maximum pressure (PSI, kpa) or flow (GPM, lpm) stated in the drive specifications found in the specific sales brochure. 8. Operate drive line speeds to match job conditions. 9. On drives operating hoist and winches, protective gloves should be used when handling wire rope. 0. Do not weld on any part of the drive without approval from PACCAR Winch Engineering.. Use only recommended hydraulic oil and gear lubricant. 2. Keep hydraulic system clean and free from contamination at all times. 3. NEVER attempt to clean, oil or perform any maintenance on a machine with the engine or prime mover running, unless instructed to do so in this manual. 4. NEVER operate drive controls unless you are properly positioned at the operators station and you are sure personnel are clear of the work area. 5. Assure that personnel who are responsible for hand signals are clearly visible and that the signals to be used are thoroughly understood by everyone. 6. Ground personnel should stay in view of the operator and clear of the drive drum. DO NOT allow ground personnel near wire rope under tension. A safe distance of ½ times the working length of the wire rope should be maintained. 7. NEVER allow anyone to position any part of body under a suspended load. 8. Avoid sudden shock loads or attempting to jerk a load free. This type of operation may cause heavy loads, in excess of rated capacity, which may result in failure of wire rope, drive or machine structure. 9. Before operating the drive, be sure ALL safety procedures for the equipment or vehicle the drive is mounted on are properly followed and/or in place. 5

DESCRIPTION OF DRIVE The hoist drive is made up of the following sub-assemblies:. Drive assembly with internal gearing 2. Internal static, multiple disc brake assembly 3. Over-running brake clutch assembly The HD600 series hoist drive assembly contains two mounting flanges. One is made as part of the brake cylinder and is fixed to the end support of the hoist structure (customer supplied). The other is fixed to the drive housing. When bolted to a hoist drum, this flange drives the cable drum based on the input from the gear train. The drive assembly includes 3 planetary gear sets to provide the necessary power to rotate a customer designed and supplied cable drum and lift the necessary loads within the rated torque limits of the drive. The input shaft connects the hydraulic motor (customer supplied) to the primary planet gear set, located at the far end of the drive from the motor mount. The primary planetary gear set rotates within the primary ring gear, which is machined into the drive end cover. The secondary sun gear is attached to the primary planet carrier and drives the secondary planetary gear set. The secondary planet gears rotate within the output ring gear, machined into the drive housing. The secondary planetary carrier drives the output sun gear, in turn driving the output planet gears. The output planetary carrier is firmly connected to the brake cylinder, becoming the reactionary member of the gear train and causing the output ring gear and gear housing to rotate around the entire gear set and drive the load. The internal static brake assembly is a spring-applied, hydraulically released multiple friction disc unit. With power supplied in the direction to lower a load, pressure is supplied from the lowering port of the hydraulic motor and controlled by a customer supplied brake valve. The pressure required to fully release the internal brake is lower than that required to open the brake valve, assuring that dynamic braking occurs within the brake valve, and little, if any, heat is absorbed by the internal static brake. Please note, the brake valve and motor combination to drive the HD600 should be reviewed and approved by Braden Engineering prior to use. The static brake is a load-holding brake only and has nothing to with dynamic braking or the rate of descent of a suspended load. The inner race of the over-running brake clutch acts a coupling between the hydraulic motor shaft and the input shaft, or primary sun gear. The outer race is coupled to the friction discs within the static brake assembly, while the metal separator plates are connected to the stationary motor adapter. The brake clutch allows the input shaft to turn freely in the hoisting direction, and locks up to force the brake discs to turn with the shaft in the lowering direction. (See Fig s. 2 & 3) THEORY OF OPERATION 6 Spring force on the brake disc pack prevents the discs from rotating until the hydraulic pressure applied to the brake piston moves the piston away from the plates, compressing the springs and creating clearance between the discs, thereby releasing the force applied on the brake. DRIVE OPERATION A customer-supplied hydraulic motor is required to power the drive to move any load. With the hydraulic motor powered in the direction to lift a load, the motor rotates the internal gearing driving the housing, which includes the output ring gear. The motor shaft and gear train turn freely as the brake clutch cams lay over between the inner and outer races of the brake clutch creating the needed space to allow free rotation. The internal, multiple disc brake remains fully engaged due to the force of the brake springs. During this operation, the drive is not affected by any braking action. (See Fig. 2) With power to the drive motor removed, the internal brake remains applied and the drive remains stationary. The suspended load tries to rotate the cable drum and the drive in the opposite (or lowering) direction. This reversed input from the drive toward the motor causes brake clutch cams to instantly roll upward, taking up all space between the inner and outer races, and lock the input shaft to the fully engaged internal brake. (See Fig. 3) A customer-supplied brake valve will be required with the hydraulic motor to control lowering and provide dynamic braking. (Refer to basic hydraulic circuit on page 8) The internal static brake will be fully released at 300 PSI (2,070 kpa). The brake valve should be designed to open at a cracking pressure of 50 PSI (,035 kpa) minimum over the brake release pressure. This will ensure the brake is completely released before the motor is allowed to rotate under power, reducing wear and excess heat buildup within the internal brake assembly. The extent to which the brake valve opens determines the amount of oil that can flow through the motor, which is directly related to the speed of the drive. Increasing the flow of oil to the motor causes the pilot pressure to increase the opening in the brake valve, allowing more oil to flow through the motor creating more speed from the hoist drive. Decreasing the oil flow causes the pilot pressure to drop, reducing the opening in the brake valve and slowing the speed of the drive. When the control valve is shifted to neutral, pilot pressure drops quickly closing the brake valve spool which stops the motor and the load. The static brake then engages and holds the load after the brake valve has fully closed.

When lowering a load very slowly for precise control or positioning, no oil flow actually occurs through the pilot operated brake valve spool. Pressure will build to a point where the friction brake will release sufficiently to allow the load to rotate the motor through its own internal leakage. This feature results in a very slow rotational speed and extremely accurate positioning. Figure Figure 2 Sprag Cams Figure 3 Sprag Cams Static Friction Brake Applied Static Friction Brake Applied Permits free shaft rotation while operating Load attempts to rotate shaft in opposite direction Brake clutch locks sun gear shaft to friction brake 7

HYDRAULIC CIRCUIT BRAKE CONTROL VALVE HYDRAULIC MOTOR DRIVE BRAKE CONTROL VALVE PUMP FILTER (AS REQUIRED) CUSTOMER SUPPLIED COMPONENTS HOIST DRIVE COMPONENTS BRAKE PORT AND MAINTENANCE OILING LOCATIONS VENT FILL BRAKE RELEASE PORT DRAIN OIL LEVEL 8

PREVENTIVE MAINTENANCE A regular program of preventive maintenance for your planetary drive is strongly recommended to minimize the need for emergency servicing and promote safe, reliable drive operation. Field experience, supported by engineering tests, indicates the three (3) service procedures listed below are the MOST critical to safe, reliable drive operation and must be observed. Regular Gear Oil Sampling & Changes Use of Proper Gear Oil Periodic Disassembly and Inspection of All Wear Items Refer to Braden Service Publication PB308 for recommendations. The following minimum service intervals are specified for operating hours of the prime mover.. Oil Level The gear should be checked every 500 operating hours or three (3) months, whichever occurs first. Oil level should be visible in the bottom of the level port, located at the 3 o clock position on the motor end of the drive assembly. For further information on gear oil type, please refer to the Recommended Planetary Gear Oil section in this publication for additional information. 2. Oil Changes and Sampling The planetary gear oil should be changed after the first one hundred (00) hours of operation, then every,000 operating hours or six (6) months, whichever occurs first. The gear oil must be changed to remove wear particles that may impede the reliable and safe operation of the over-running brake clutch and erode bearings, gears and seals. Failure to change the gear oil at the recommended minimum intervals may contribute to intermittent brake slippage which could result in property damage, severe personal injury or death. Regular oil samples should be taken between and during oil changes. Samples should be properly tested and results maintained to provide proper information regarding the progression of wear or trends. Refer to Braden publication PB-308 for more information regarding oil sampling and analysis. To change the gear oil, remove the -8 ORB drain plug located at the bottom of the motor support. Ensure the oil is well mixed and the unit has not sat idle for an extended period. This will aid in removal of the majority of contaminants as a small amount of gear oil will remain trapped in the bottom of the gear cavity. In order to fully drain the gear oil, the drive assembly must be removed from the hoist cable drum. There is a series of -6 ORB plugs installed in the end cover of the drive. The remaining oil may be drained from the lowest of these ports with the drive unit removed. Be sure to reinstall any plugs removed from the drive end cover before reinstalling into the hoist cable drum. The gear oil should also be changed whenever the ambient temperature changes significantly and an oil from a different temperature range would be more appropriate. Oil viscosity with regard to ambient temperature is critical to reliable brake clutch operation. Make certain that the gear oil viscosity used in your drive is correct for the prevailing ambient temperature. Refer to the Recommended Planetary Gear Oil section in this publication for additional information. Failure to use the proper type and viscosity of planetary gear oil may contribute to brake slippage which could result in property damage, severe personal injury or death. 3. Vent Plug The vent plug is located above and to the left of the drive motor near the brake release port. It is very important to keep this vent clean and unobstructed. Whenever gear oil is changed, remove vent plug, clean in solvent and reinstall. Do not paint over the vent or replace with a solid plug. 4. Hydraulic System The original filter element should be replaced after the first fifty (50) hours of operation, then every 500 operating hours or three (3) months, or in accordance with the equipment manufacturer s recommendations. 5. Wire Rope Inspect entire length of wire rope according to wire rope manufacturer s recommendations. 6. Mounting Bolts Tighten all drive mounting bolts to recommended torque after the first one hundred (00) hours of operation, then every 000 operating hours or six (6) months, whichever occurs first. Gear Oil Capacity = 8 Pints 9

7. Warm-up Procedures A warm-up procedure is recommended at each start-up and is essential at ambient temperatures below +40 F (4 C). The prime mover should be run at its lowest recommended RPM with the hydraulic drive control valve in neutral allowing sufficient time to warm up the system. The drive should then be operated at low speeds, forward and reverse, several times to prime all lines with warm hydraulic oil, and to circulate gear lubricant through the planetary gear sets. Failure to properly warm up the drive, particularly under low ambient temperature conditions, may result in temporary brake slippage due to high back pressures attempting to release the brake, which could result in property damage, severe personal injury, or death. 8. Recommended Planetary Gear Oil Field experience, supported by extensive engineering tests, indicates the use of the proper planetary gear oil is essential to reliable and safe operation of the brake and obtaining long gear train life. Refer to Recommended Planetary Gear Oil for additional information. Failure to use the proper type and viscosity of planetary gear oil may contribute to intermittent brake clutch slippage which could result in property damage, severe personal injury or death. Some gear lubricants contain large amounts of EP (extreme pressure) and anti-friction additives which may contribute to brake slippage and damage to brake friction discs or seals. Oil viscosity with regard to ambient temperature is also critical to reliable brake operation. Testing indicates that excessively heavy or thick gear oil may contribute to intermittent brake slippage. Make certain that the gear oil viscosity used in your drive is correct for your prevailing ambient temperature. 9. Inspection In compliance with ANSI specification number B30.5 (latest edition) and API Recommended Practice RP 2D section 3, we recommend that the drive unit be disassembled periodically for a thorough inspection of all wear items. For further information related to inspection intervals and procedures, please refer to Braden service bulletin PB308. PREVAILING AMBIENT TEMPERATURE o F-40-30 -20-0 0 0 20 30 40 50 60 70 80 90 00 0 20 30 o F MOBILGEAR 600 XP 50 OR EQUIVALENT AGMA 4 EP, ISO VG 50 MOBILGEAR SHC 50 SYNTHETIC OR EQUIVALENT MOBILGEAR 600 XP 220 OR EQUIVALENT AGMA 5 EP, ISO VG 220 o C-40-30 -20-0 0 0 20 30 40 50 o C i RECOMMENDED PLANETARY GEAR OIL For simplicity, BRADEN has listed one () readily available product in each temperature range which has been tested and found to meet our specifications. This is not to say that other lubricant brands would not perform equally as well. If the following lubricant brands are not available in your area, make certain your lubricant vendor supplies you with oil that is equivalent to those products listed below. NOTE: SHADED TEMPERATURE RANGE IN THE CHART ABOVE NOT RECOMMENDED FOR SEVERE APPLICATIONS SUCH AS: OFFSHORE CRANES, SUSTAINED FAST DUTY CYCLES OR FREQUENT LIFTING. Planetary hoists are factory filled with Mobilgear 600 XP 50, or equivalent. Consult your oil supplier for other equivalent oils if required. Mobil Shell Chevron Texaco Mobilgear 600 XP 50 Omala 50 Gear Compounds EP 50 Meropa 50 Mobilgear 600 XP 220 Omala 220 Gear Compounds EP 220 Meropa 220 0

TROUBLESHOOTING If a gear drive ever exhibits any sign of erratic operation, or load control difficulties (i.e. load creeping or chattering) appropriate troubleshooting tests and repairs should be performed immediately. Continued operation in this manner may result in property damage, serious personal injury or death. TROUBLE PROBABLE CAUSE REMEDY A The drive will not move the load smoothly.. The friction brake may not be releasing as a result of a defective brake cylinder seal. NOTE: If the brake cylinder seal is defective you will usually find oil leaking from the drive vent plug. Check brake cylinder seal as follows: A. Disconnect the fitting from the brake release port. Connect a hand pump with accurate 0-2000 psi (0-3,000 kpa) gauge and shut-off valve to the brake release port. B. Apply 000 psi (6,900 kpa) to the brake. Close shut-off valve and let stand for five (5) minutes. C. If there is any loss of pressure in five (5) minutes, the brake cylinder should be disassembled for inspection of the sealing surfaces and replacement of the seals. Refer to Brake Cylinder Service. 2. Friction brake will not release as a result of damaged brake discs. Disassemble brake to inspect brake discs. B Oil leaks from vent plug.. Same as A. 2. Motor seal may be defective as a result of high system back pressure or contaminated oil. Same as A. System back pressure must not exceed 50 psi (,030 kpa) for a gear motor, 30 psi (207 kpa) for a piston motor. Inspect hydraulic system for a restriction in the return line from the control valve to the reservoir. Be sure control valve and plumbing is properly sized to drive motor. Oil analysis may indicate contamination has worn the motor shaft and seal. Thoroughly flush entire hydraulic system and install new filters and oil. Install new motor shaft seal.

TROUBLE PROBABLE CAUSE REMEDY C The brake will not hold a load with the control lever in neutral. D The drive will not move or raise the load.. Excessive system back pressure acting on the brake release port. 2. Friction brake will not hold due to worn or damaged brake discs. 3. Brake clutch is slipping.. The drive may not be flush to the drum or support mounting surface, or the cable drum end and support may not be in proper alignment with each other. Improper alignment may cause uneven wear or binding of the gear train, which can absorb horsepower needed to drive the rated load and create excessive heat. 2. System relief valve may be set too low. Relief valve needs adjustment or repair. Same as remedy for Trouble B2. Same as remedy for Trouble A2. Improper planetary gear oil may cause the brake clutch to slip. Drain old gear oil and flush drive with solvent. Thoroughly drain solvent and refill drive with recommended planetary gear oil listed in Preventive Maintenance. Brake clutch may be damaged or worn. Disassemble and inspect brake clutch as described in Over-Running Brake Clutch Service. Ensure the drive assembly is mounted flush to the cable drum pilot and support, and the drum and support are aligned properly to each other Check relief pressure as follows: A. Install an accurate 0-4000 psi (28,000 kpa) gauge into the inlet port of the brake valve. B. Apply a stall pull load on the drive while monitoring pressure. C. Compare gauge reading to drive specifications. Adjust relief valve as required. NOTE: If pressure does not increase in proportion to adjustment, relief valve may be contaminated or worn out. In either case, the relief valve may require disassembly or replacement. 3. Be certain hydraulic system temperature is not more than 80 F (82 C). Excessive hydraulic oil temperatures increase motor internal leakage and reduce motor performance. 4. Drive torques rating may be exceeded. 5. Line pull ratings for hoist usage are based on first layer of wire rope. Same as remedies for Trouble D & D2. Same as remedies for Trouble E2. Ensure hydraulic system is properly sized to match required output torque of drive assembly. Refer to machine manufacturers load charts for further information. 2

TROUBLE PROBABLE CAUSE REMEDY E The drive runs hot.. Same as D. 2. Be certain that the hydraulic system temperature is not more than 80 F (82 C). Excessive hydraulic oil temperatures may be caused by: Same as remedies for Trouble D. A. Plugged heat exchanger. (if equipped) B. Too low or too high oil level in hydraulic reservoir. C. Same as D2. D. Hydraulic pump not operating efficiently. 3. Excessively worn or damaged internal drive parts. Thoroughly clean exterior and flush interior. Fill/drain to proper level. Same as remedies for Trouble D2. Prime mover low on horsepower or R.P.M. Tune/adjust prime mover. Check suction line for damage. If pump is belt driven, belts may be slipping. Replace/tighten belts as required. Pump worn. Replace pump. Disassemble drive to inspect/replace worn parts. F Drive chatters while moving or raising rated load.. Same as D2. 2. Hydraulic oil flow to motor may be too low. 3. Controls being operated too quickly. Same as remedies for Trouble D2. Same as remedies for Trouble E2. Conduct operator training as required. 3

SERVICE PRES Before any part is removed from the drive gearbox, all service instructions should be read and understood. Work in a clean, dust free area as cleanliness is of utmost importance when servicing hydraulic equipment. Inspect all replacements parts, prior to installation, to detect any damage which might have occurred in shipment. Use only genuine BRADEN replacement parts for optimum results. Never re-use expendable parts such as O- rings and oil seals. Inspect all machined surfaces for excessive wear or damage before reassembly operations are begun. Lubricate all bearings with an oil soluble grease prior to assembly. Use a sealing compound on the outside surface of oil seals and a light coat of thread sealing compound on pipe threads. Avoid getting sealing compound inside parts or passages which conduct oil. Before beginning to disassemble the drive gearbox, drain the oil and clean the outside surfaces to avoid contaminating gears and bearings. Item numbers shown in service procedures are referenced to the exploded view drawing in the center of this manual. Lubricate all O-rings and oil seals with gear oil prior to installation. 4

MAIN COMPONENTS 6 4 3 7 2 0 40 60 50 9 4 8 3 5 2 70 9 80 6 5 ITEM 2 3 4 5 6 7 8 9 0 2 DESCRIPTION Bearing Carrier Seal Bearing Carrier Retaining ring Retaining ring O-ring Ring Gear Capscrew Input Shaft Retaining Ring Thrust Washer Sun Gear QTY 24 ITEM 3 4 5 6 7 8 24 40 50 60 70 80 DESCRIPTION Thrust Plug Primary Ring Gear /End Cover O-Ring Capscrew Plug (not shown) Magentic Plug (not shown) Retaining Ring Primary Planet Carrier Assy Sec. Planet Carrier Assy Final Planet Carrier Assy Brake Cylinder Assy Overrunning Brake Clutch Assy QTY 2 2 The HD600 drive assembly weighs approximately 800 lbs (363 kg), less oil. Ensure the rigging is rated for the drive weight. Use proper lifting equipment and methods to guard against damage or injury. DISASSEMBLY 2. Carefully rotate the drive over and set it on a sturdy workbench. Position the drive with the motor end facing down. Place spacer blocks (2x4 s or 4x4 s) under the brake cylinder to provide adequate support. NOTE: The disassembly instructions below assume that the drive unit is removed from the equipment it was used in, and that the hydraulic motor has previously been removed. 9 6 80 4 9 3 3. Remove the capscrews (6) which secure the end cover (4) to the ring gear (7) and remove the end cover. Remove the thrust button (3).. Remove the retaining ring (24) from the inner bore of the motor adapter. Remove the over-running brake clutch assembly (80) and the input shaft (9). 5

2 4 40 20 4. Remove the primary sun gear (2), primary planet carrier assembly (40) and thrust washer (20). NOTE: The secondary sun gear is secured to the primary planet carrier with a retaining ring and will be removed with the primary carrier. 50 7. Remove the retaining ring (4) from the brake cylinder, located just above the bearing in the bearing carrier (). 2 60 5. Remove the secondary planet carrier assembly (50) and output sun gear (2). The secondary planet carrier assembly weighs approximately 80 lbs (36 kg). Use proper lifting equipment and methods to guard against damage or injury. 6. Remove the final planet carrier assembly (60). The final planet carrier assembly weighs approximately 40 lbs (64 kg). Use proper lifting equipment and methods to guard against damage or injury. 8. Place three (3) 3/8-UNC lifting eyes equally spaced apart in the tapped holes of the ring gear and lift the ring gear assembly off the brake cylinder. Lift straight upward using an overhead hoist and rigging connected to the lifting eyes. The ring gear and bearing carrier weigh approximately 300 lbs (36 kg). Use proper lifting equipment and methods to guard against damage or injury. The brake cylinder assembly weighs approximately 90 lbs (86 kg). Use proper lifting equipment and methods to guard against damage or injury. 6

9. If the bearing carrier () is to be removed from the ring gear (7), remove the capscrews (8) which secure the bearing carrier to the ring gear. Remove the bearing carrier and O-ring (30). 3 33 32 0. Remove the seal (3) from the outboard end of the bearing carrier. The bearing carrier weighs approximately 2 lbs (5 kg) and the ring gear weighs approximately 70 lbs (77 kg). Use proper lifting equipment and methods to guard against damage or injury.. If the bearing (32) is to be removed from the bearing carrier, remove the retaining ring (33) then remove the bearing. Inspect the bearing for signs of irregular wear and ensure the bearing rotates easily and smoothly. Thoroughly clean all parts and inspect for damage. Inspect all machined surfaces for wear. Inspect all gear teeth for nicks, pitting, spalling and other signs of abnormal wear. Inspect the thrust washers for wear or damage and replace as required. 7

8

ASSEMBLY Before beginning assembly of the drive, assemble the brake cylinder assembly, over-running brake clutch assembly, primary planet carrier assembly, secondary planet carrier assembly and final planet carrier assembly following the procedures in the following sections of this publication.. Clean all parts in solvent and thoroughly dry. 2. Place the bearing carrier () on a clean work surface. If previously removed, install the bearing (3) into the bearing bore of the bearing carrier. Install the retaining ring (5) into the groove to secure the bearing. The bearing carrier weighs approximately 2 lbs (5 kg). Use proper lifting equipment and methods to guard against damage or injury. 3. Apply Loctite Aviation Gasket Sealant to the outside diameter of the seal (2) and install the seal into the bearing carrier. 4. If the bearing carrier was previously removed from the ring gear (7), install the O-ring (6) onto the bearing carrier pilot. Lightly grease the pilot and O-ring and install the bearing carrier into the ring gear. 5. Apply a light coating of marine grade anti-seize compound and install the (24) capscrews (8) that fasten the bearing carrier to the ring gear. Torque the capscrews to 200 lb ft (27 N m) alternating capscrews across the ring gear. 6. Position the brake cylinder assembly (70) on a clean, stable work surface with the motor end down. Place spacer blocks (2x4 s or 4x4 s) under the brake cylinder to provide adequate support. The brake cylinder assembly weighs approximately 90 lbs (86 kg). Use proper lifting equipment and methods to guard against damage or injury. 7. Apply a light coat of grease on the brake cylinder assembly bearing and seal surfaces and to the bearing bore. Using three (3) 3/8-UNC lifting eyes equally spaced apart in the tapped holes of the cover end of the ring gear. Lift the ring gear assembly into position above the brake cylinder assembly then carefully lower the ring gear onto the brake cylinder taking care not to damage the bearing carrier seal. When fully seated, install the retaining ring (4) into the groove. The ring gear and bearing carrier weigh approximately 300 lbs (36 kg). Use proper lifting equipment and methods to guard against damage or injury. 8. Install the final planet carrier assembly (60) into the ring gear. The final planet carrier assembly weighs approximately 40 lbs (64 kg). Use proper lifting equipment and methods to guard against damage or injury. 9. Install the final sun gear (2) into the final planet carrier assembly. Install with the counterbored end facing upward. 0. Install the secondary planet carrier assembly (50) into the ring gear. Be sure the planet carrier teeth properly engage with the final sun gear teeth, allowing the carrier to drop into proper position within the ring gear. The secondary planet carrier assembly weighs approximately 80 lbs (36 kg). Use proper lifting equipment and methods to guard against damage or injury.. Apply a light coat of grease to both sides of the thrust washer () and to the pilot and face of the primary planet carrier assembly (40). Install the thrust washer to the planet carrier and install the primary planet carrier assembly, engaging the secondary sun gear teeth with the secondary planet gears. 2. Install the primary sun gear (2) into the primary planet gears. Ensure the snap ring (9) is properly seated in the upper groove in the sun gear bore. 3. Apply a liberal coating of grease to the thrust button (3) and the counterbore within the end cover (4) and install the thrust button into the end cover. 4. Install the O-ring (5) over the pilot of the end cover (4). Apply a light coat of grease over the O-ring after installation. Install the end cover to the ring gear and secure with twelve (2) capscrews (6). Torque the capscrews to 60 lb ft (8 N m). 5. Install the plugs (7) into the ports in the end cover. Do not over-tighten. 9

6. Carefully turn the drive assembly over and position with the motor end up. Lifting eyes and/or a sturdy lifting strap along with an overhead hoist will be required to safely maneuver the unit into position. The HD600 drive assembly weighs approximately 800 lbs (363 kg), less oil. Ensure the rigging is rated for the drive weight. Use proper lifting equipment and methods to guard against damage or injury. 7. Install the retaining ring (0) into the groove in the input shaft (9) and insert the input shaft through the assembly engaging the teeth with the primary sun gear. Rotate the input shaft and gearing by hand to ensure proper engagement has occurred. 8. Install the over-running brake clutch assembly (80) with the extended end of the inner race engaging the input shaft. Ensure that the internal retaining ring seats against the end of the input shaft. Install the retaining ring (24) into the groove in the motor adapter to secure the over-running brake clutch in the drive. NOTE: It may be necessary to apply hydraulic pressure to the brake piston release port to allow full engagement of the over-running brake clutch outer race with the teeth in the brake plates. DO NOT apply more than,000 PSI (6,900 kpa) to the brake piston. 9. After the hydraulic motor has been installed, fill the drive assembly to the proper level with the appropriate planetary drive gear oil and reinstall the fill plug and vent plug. Refer to the Preventive Maintenance and Recommended Planetary Gear Oil sections in this publication for additional information. 20

BRAKE CYLINDER SERVICE Brake Piston Detail 0 22 23 20 0 2 3 2 3 5 4 7 4 4 6 0 2 3 9 9 8 0 5 8 Item 3 4 5 6 7 8 9 0 7 0 DISASSEMBLY Description Brake Housing Spring Retainer Plate Spring Seperator Spring Spring Pressure Plate Friction Disc Brake Disc O-Ring Back-Up Ring QTY 3 2 0 3 2 Item 2 3 4 5 7 8 9 20 2 22 23 Description O-ring Back-Up Ring Piston Motor Adapter Washer Capscrew Plug Reducer Pressure Relief Valve Adapter Capscrew 8 The brake cylinder assembly weighs approximately 90 lb (86 kg). Use proper lifting equipment and methods to guard against damage or injury. QTY 8 8 2 7 5 The motor adapter is under spring tension from the brake springs. Loosen each of the capscrews slowly and evenly until the spring tension is fully released.. Position the brake cylinder on a clean, sturdy work surface with the motor adapter facing upward. Remove the eight (8) capscrews and washers (7 & 8) securing the motor adapter (5) to the brake cylinder (). 2. Remove the motor adapter and lift out the brake discs (9) and the friction discs (8). Remove the O-ring and back-up ring (0 & ) from the motor adapter external pilot, and discard the seals. 2

2 3 3. Remove the piston (4). Remove the seals (0,, 2 & 3) from the piston and discard the seals. 8 9 0 4 0 6 4 5 Place each friction disc on a flat surface and check for distortion using a straight edge. Friction material should appear even across the entire surface and the groove pattern should be visible. Replace the frictions discs if the splines are worn to a point, discs are distorted, friction material is worn unevenly or if the groove pattern is no longer visible. Place each steel brake plate on a flat surface and check for distortion with a straight edge. Check the surface for signs of material transfer or heat. Replace brake plates if splines are worn to a point or if the plates are distorted or heat discolored. Check the brake springs for distortion, cracking and proper free length. For the twelve (2) main brake springs, the minimum free length should be.93 in. (49.0 mm). For the three (3) backup springs, the minimum free length should be.44 in. (36.6 mm). If any spring is below the minimum, then ALL of the springs must be replaced. Failure to replace brake springs as a set may result in uneven brake application pressure and repeated brake spring failure. Clean the relief valve in solvent and allow it to dry. The relief valve must be free of contamination and paint for proper operation. Replace if damaged, painted over or otherwise contaminated or plugged. 4. Remove the pressure plate (7), springs (5 & 6), spring separator (4) and retainer plate (3). 5. Remove the relief valve (2), plugs (9) and fittings (20 & 22). CLEAN and INSPECT PARTS Thoroughly clean and inspect all parts, paying particular attention the sealing surfaces of the brake cylinder and piston. Check for damage due to scoring or for pitting, cracking or porosity. Replace parts with excessive damage, or parts that indicate leakage due to possible porosity. Check the brake release passage in the brake cylinder to be sure it is clean and completely open. The steel ball at the outer edge of the drilled passage should be visible and fully seated in the bore. 22

ASSEMBLY. Position the brake cylinder () on a clean, sturdy work surface with the motor adapter mounting surface facing upward. Install the retainer plate (3) and spring separator (4). 2. Install twelve (2) brake springs (6) into the openings around the spring separator. Install three (3) backup springs (5) into the holes in the spring separator. 3. Position the motor adapter (5) on the work surface resting on the motor mounting face. 4. Apply a light coat of new oil to the O-ring and backup ring (0 & ) and install the seals into the motor adapter pilot groove. Back-Up Ring O-Ring NOTE: The backup ring is always positioned to be on the low pressure side of the O-ring, or away from the oil pressure. In this case, the backup ring will be located nearest the motor. The concave surface of the backup ring will rest against the O-ring. See illustration to right. O-Ring Back-Up Ring O-Ring O-Ring Back-Up Ring 5. There are eleven () brake discs (9) and ten (0) friction discs (8) in the brake assembly. Lubricate the friction discs in new hoist gear oil. Install a metal brake disc (9) into the motor adapter against the bottom surface. Next install a friction disc (8). Alternately install the brake discs and friction discs until all have been installed. The last part should be a metal brake disc. Failure to use the proper number of brake plates and friction discs may result in improper brake application pressure or binding of parts that could result in loss of load control and lead to property damage, personal injury or death. 6. Apply a light coat of new oil to the O-rings and backup ring (0 & ) and install the seals into the piston exterior grooves. The backup ring will install only in the groove positioned nearest the motor (directly above the groove in the piston bore). To aid installation, stretch the backup ring slightly to allow it to fit over the part and reduce rolling and otherwise damaging the seal. 7. Apply a light coat of new oil to the O-ring and backup ring (2 & 3) and install the seals into the groove in the piston bore. NOTE: After installing the seals into the piston, especially within the bore groove, allow 0 5 minutes for the seals to relax and settle into the grooves to help avoid cutting or otherwise damaging seals when installing the piston or other mating parts. 8. Install the piston and seal assembly over the motor adapter pilot. Be sure to position the piston such that the end with both internal and external seals is toward the motor. 9. Reinstall the pressure plate on top of the brake plates. 0. Carefully turn the motor adapter over keeping the brake plates, piston and pressure plate in position. Reach through the bore of the brake plates and grab the pressure plate with your fingers just at the edge of the bore. Install the motor adapter assembly into the brake cylinder bore. Slight pressure on the motor adapter will be required to slide it into position within the bore. Be sure the pressure plate is resting against the brake springs to ensure the brake plates remain correctly engaged with the motor adapter reducing the possibility of damaging the brake plates.. Align the mounting holes and install the capscrews and washers (7 & 8). Tighten the capscrews slowly and evenly in a criss-cross pattern to load the brake springs. Torque the capscrews to the recommended value. 2. Install the plugs (9) and fittings (20 & 22). The plugs should be installed at the RH side and lowest ports. The reducer fitting (20) should be installed in the port to the LH side of the brake release port. Do not overtighten the fittings. 3. Install the relief valve (2) into the reducer fitting. 23

Brake Cylinder Pressure Test Connect a hand pump with an accurate gauge and shutoff valve to the brake release port fitting. Perform a brake function test as follows:. Install the brake clutch assembly into the brake plates. 2. Insert the mating end of the input shaft into the inner race. Using the input shaft, turn the inner race of the brake clutch in both directions. In one direction, it should turn freely. In the opposite direction, the sprag clutch cams should lock tightly and the brake clutch should not turn within the brake plates. 3. Check the brake piston cracking pressure by applying 220 250 PSI (,520,725 kpa) to the brake release port. Within this range, the brake plates will just be beginning to separate and allow slight rotation of the brake clutch assembly in the locked direction. If the brake cracking pressure is too high or too low, remove the motor adapter and verify the brake plate stackup for the proper part count. Perform a brake seal test as follows:. Apply 500 PSI (3,450 kpa) to the brake release port. Close the shut-off valve and let the pressure stand for five (5) minutes. If there is any loss of pressure, the brake cylinder should be disassembled to inspect the seals and sealing surfaces for damage. After a successful brake seal test, and while pressure is still applied and the brake is fully released, install the brake clutch assembly. Rotate the brake clutch back and forth within the brake plates to align the splines in all brake discs. With the brake clutch still engaged, open the shut-off valve and release the pressure. Remove the brake clutch after pressure is fully relieved. 24

OVER-RUNNING BRAKE CLUTCH SERVICE NOTE: Outer race (item 2), Inner race (item ) and Over-running clutch (item 3) are NOT SOLD individually as replacement parts. If any of these parts require replacement, the entire over-running clutch assembly must be replaced. Carefully note the relative orientation between the inner and outer races, and the direction of free rotation of the inner race. The clutch MUST be re-assembled correctly for proper drive operation. INNER RACE WILL FREEWHEEL CLOCKWISE FROM THIS END The polished surfaces of the inner and outer race and the over-running cams must be perfectly smooth to insure positive engagement of the clutch. The slightest SIDE GEAR defect may reduce clutch effectiveness, which may lead to loss of load control and result in property damage, injury or death. It is generally recommended to replace the entire clutch assembly if any component is defective. For these reasons, the over-running clutch assembly should be disassembled for inspection only if the drive has exhibited any unusual operation that would point toward a clutch malfunction, or the over-running clutch assembly shows external signs of mechanical damage. DISASSEMBLY. Remove one of the retaining rings (5) from the outer race (2). Push the inner race (), bearings (4) and over-running clutch (3) through the outer race. 2. Use a small punch and hammer to tap one of the bearings (4) off of the inner race. The over-running clutch can now be removed from the inner race. Closely inspect the over-running clutch and the polished surfaces of the inner and outer race for wear, cracks, pitting, corrosion or mechanical damage. Closely inspect the bearings for any signs of damage, wear, corrosion, pitting or heat discoloration. NOTE: Remove bearing from long end of inner race first. ASSEMBLY INNER RACE WILL FREEWHEEL CLOCKWISE FROM THIS END GEAR SIDE Failure to assemble the over-running clutch assembly with all parts oriented correctly may result in reduced brake effectiveness, which may lead to loss of load control and result in property damage, injury or death.. If both bearings (4) have been removed from the inner race (), install one of them now. 2. Install the over-running clutch (3) onto the inner race (.) Rotate the inner race slightly to get the clutch started onto the inner race. 3. Install the other bearing onto the inner race. 4. The outer race (2) should have one retaining ring (5) installed in one end. Carefully slide the inner race, with bearings and clutch, into the outer race. Install the other retaining ring (5) into the outer race. 5. Install the small retaining ring (6) securely in the groove within the bore of the inner race. 25

DISASSEMBLY 5 2 3 PRIMARY PLANET CARRIER SERVICE 4 2 6 PRESS PIN OUT FROM THIS SIDE 5. Thoroughly clean all parts and inspect for damage and wear. The bearing rollers should exhibit no irregularities. If the rollers show any sign of spalling, corrosion, discoloration, material displacement or abnormal wear, the bearing rollers should be replaced. The thrust washer contact areas should be free from any surface irregularities that may cause abrasion or friction. The planet gears and planet pins should be inspected for abnormal wear or pitting. 8 ITEM DESCRIPTION QTY PIN, PLANET 3 2 WASHER, THRUST 6 3 ROLLER 5 4 PLANET GEAR 3 5 SNAP RING 3 6 PLANET CARRIER 7 GEAR, SECONDARY SUN 8 RETAINING RING. Remove the retaining ring (5) from one of the planet carrier gears. Observe safety procedures when operating a hydraulic press. Failure to follow safety procedures can result in death or personal injury. If the planet carrier is not properly supported or excessive force is applied to the planet pin, damage to the planet carrier can occur. 2. Use a press to drive the planet pin () out toward the retaining ring end. Place a tray or bucket under the press to catch any loose bearing rollers (3) that drop. If the planet pin is supported after it clears the knurled surface, the bearing rollers will remain in place. Hold both thrust washers (2) against the gear (4) while sliding the planet pin out of the gear then pull the gear from the carrier (6) keeping the thrust washers against the gear. 3. Repeat the above steps for the remaining two planet gears. 4. Remove the retaining ring (8) securing the secondary sun gear (7) to the carrier and remove the sun gear. 7 ASSEMBLY The loose roller bearings can be difficult to keep in place during assembly. This assembly procedure attempts to simplify this concern.. Clean and inspect parts as described in step 5 of the disassembly procedure. 2. Place a planet gear (4) on clean workbench resting on the gear teeth. Coat bearing rollers (3) with grease and place in lower half of gear. Coat one thrust washer (2) with grease and place in position on planet gear. Slide planet pin () into planet gear and center. Grease remaining bearing rollers (3) and slide between planet gear (4) and planet pin (). After all bearing rollers are installed in the gear, grease remaining thrust washer (2) and slide over planet pin into position on gear to hold roller bearings in place. 3. Place planet carrier (6) on work bench with planet pin retaining ring groove facing up. 4. Hold planet pin in position with the thrust washers (2) against gear and lift gear so the planet pin is vertical. While holding washers in place, slide planet pin out of gear. Slide planet gear with washers into planet carrier (6) and align with the carrier opening. Slide planet pin - knurled end first - through planet carrier and gear until knurl seats against opposite side of the planet carrier. 5. Place planet carrier in hydraulic press and provide support around planet pin hole. Slowly press the knurled surface of the planet pin into carrier until retaining ring groove is visible. DO NOT use more pressure than is required to properly position the planet pin. Install retaining ring (5). Observe safety procedures when operating a hydraulic press. Failure to follow safety procedures can result in death or personal injury. If the planet carrier is not properly supported or excessive force is applied to the planet pin, damage to the planet carrier can occur. 6. Repeat procedure for remaining two planet gears. 26