DRUMBRAKERIMS

Periodicinspectionofdrumbrakerimsisnecessarytodetermineindicationsofunevenorexcessivewear.Ingeneral,brake rimfailuresotherthatregularweararecausedbybrakeliningsbeingtoosoftortoohard.Softwovenliningsusuallycause deep circumferential growing. Very hard brake blocks cause the rims first to turn blue in spots and then crack. Frequent inspectionofthebrakerimsandacompletechangeofliningmightsaveacostlybrakerimchange. Twopracticedmethodsfordeterminingtheamountofwearare: 1. 2. Thecircumferenceofthewornrimmaybemeasuredwithasteeltape.Inusingthismethod,careshouldbetakento wrapthetapearoundtherimatthepointonmaximumwear. Agaugemadeofwoodormetalmay

BRAKEBANDSANDLINING
Each lining block on the main drum is secured with six bolts.Theliningboltswillloosenastheliningseatsitself. They should be checked after putting new lining into service and retightened as required. Peeningtheend of the bolts will keep the nuts from coming off but it will notguaranteethattheboltswillstaytight.Theyshould becheckedregularly.Theseboltsaremadeofbrassand careshouldbetakennottobreakthembyovertorquing. The lining blocks are curved to the proper radius in manufacture, but in storage this radius may change slightly.Heatandpressureinservicewilleventuallyseat the lining against the band. Good practice prescribes a breakingin period before handling heavy loads at high speeds. Under load, the lining is kept in place on the band primarily by friction with the band. Therefore, the contactareabetweentheliningandbandshouldbefree fromoil,grease,mud,orsoftpaintsotheblockretainer boltswontbeshearedoffasaresultofreducedfriction. Theinsideofthebandshouldnothaveoveronecoatof protective

paint.Infact,nopaintatallispreferable. When replacing brake liningblocksthe bands shouldbe inspectedfordamagecausedbycorrosion,looseblocks, and rough handling. The band curvature should be a relativelytrueradiusandfreefromkinks.Newliningmay never seat properly against a kinked band. The band should be checked for accuracy of curvature, and straightened if necessary and handled carefully. The cleviseyesshouldbekepttiedtogetherwhenthebands arenotonthedrawworks. The repetitive application of the main brake on a drawworks subjects the dead end (eyebolt end) of the band to a stressno stress condition. The magnitude of this stress range can lead to eventual metal fatigue. Therefore,wheneverthebandsareremovedforrelining, they should be magnafluxed to guard against fatigue cracks in the band and clevis on the dead end. The complete band should be replaced if there is any questionatallaboutitsquality.

PARTSFIT
GeneralEconomic features enter into the normal overhauljob;noonewantstospendmoneyneedlessly; however, at the time the equipment is in the shop for repairs new parts may be installed at far less expense that when the equipment is in service. For example, it hasbecomecustomaryinourownshop,whenmakinga major overhaul, to replace many roller bearings throughout the drawworks. Some of the bearings replacedmaystillhavesomelifeleftinthem,butshould the repair shop fail to replace a bearing at the time of overhaul,andshouldthisoldbearingfailwithinthefirst few months of new service, the resultant costs from down time and emergency repairs will amount to many timesthecostofreplacementatregularoverhaultime. When replacing parts on a shaft assembly, be sure that the new part fits within the tolerance shown. For assembly or removal of parts which fit from .000 to .004tight,heattoapproximately400F;forpartswhich fitfrom.005to.010tight,heattoapproximately650 F. Shafts Whenever possible, all shafting should be checked by magnaflux or other means to detect any cracks.Cracksaremostlikelytoappearinthebottomof keyways. A cracked shaft should be discarded and replaced,asacrackisadangersignalforabadfailure. Shafts should also be checked for straightness. This is accomplishedbysupportingitbyanyantifrictionmeans placedatthepositionofthemainbearingsandturningit. Straightnessisthencheckedbymeansofadialindicator placed at the extreme ends of the shaft. The total readingofthedialindicatorshouldnotexceed.010.Ifa shaftshowsagreaterrunoutthan.010areplacement should be considered. The lack of straightness in drawworksshaftingcausedvibration,whippingofchains andagenerallypoorrunningrig. BearingsRollerbearingsshouldalwaysbediscardedif theyshowpitting,rustorcorrosion,chippingorspalling offofsmallparticles,excessiveinternalloosenesswhich indicatesextremewear,orcracksinrollersorraces. In most cases it will be necessary to heat the bearing innerrace,inordertoremoveitfromtheshaft.Itwillbe necessary to heat the inner race and cool the shaft for reassembly.

To pull the bearing and/or the inner race, place a U puller behind bearing or inner race. Arrange balance of thepullingmechanismandtightensufficientlytoremove allslack.Applyheatevenlytothebearingorinnerrace, whileatthesametimeincreasingtensiononthepulling mechanism. DONOTOVERHEAT. Fits of the outer races to the bearing housings range from.002to.004loose.Iftheouterraceisatightfitit willbenecessarytoheatthehousinginordertoremove it. The bearing must be cool before it can be reassembled.Whenouterraceisatightfit,arrangethe pullermechanismtoapplypressuretowardtheopenend of the housing. Apply heat to he housing and increase pressureonthepullermechanismatthesametime.DO NOTOVERHEAT. Spacers Spacers used between bearings to maintain center lines of bearings, or between bearings and other parts,areusually.002to.008loose.Spacerswhichare usedtoholdabearinginpositionwhichisnotadjacent to another part securely fixed to the shaft are usually .001to.003tight. Toremoveaspacerwhichisshrunkonashaft,proceed inaccordancewithinstructionforremovingabearing.To replace,heatthespacer,makesuretheshaftiscool,and proceedthesameasforbearingreplacement. Sprockets and Clutch Hubs The teeth of all but the largestsprocketsaresurfacehardened.Thishardeningis effectivetoadepthofapproximately1/8.Afterseveral yearsusagethechainmaywearintothesprocketteeth. Whenthesprocketteethbecomeworntoadepthnear 1/8, the rate of wear will accelerate. The amount of wearmaybeascertainedbyvisualinspection.

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Ifinspectionshowstheamountofweartobenear1/8, thesprocketshouldbereplacedatthetimeofoverhaul. Four methods are used for mounting clutch hubs, bearinginnerracesandsprocketsonshaftassemblies. (1) (2) (3) (4) Pressfitwithoutkey. Pressfitwithkey. Shrinkfitwithoutkey. Taperedshaftwithkey.

sprocket to remove it. Let the shaft cool, heat the new sprocketto650Fandassembleontheshaft. Important When a shaft assembly is disassembled for anyreason,besurethatpassagesforadmissionofairor greasearethoroughlycleaned. Hub and Shaft Fits The temperature required to expand a hub enough to be assembled easily over an interference fit can be determined by the following equation: T=E+Tr .0000061xB

When removing and replacing parts mounted according to arrangement (1) above, refer to instructions for removing bearings. When removing and replacing parts mounted according to arrangement (2) above, use the following method. Insert puller studs through openings betweensprocketspokes180degreesapart.Placesteel plates and nuts on stud ends extending through the openings. Arrange balance of pulling mechanism and tighten only enough to remove any slack. Apply heat evenly and as near to the hub as possible while increasing tension with the puller at the same time. DO NOTOVERHEAT. Insomecasesthehubswillhavetwotappedholesinthe end so that puller studs may be screwed in. In other caseswhereneitherspokesortappedholesareavailable forutilizationofpullerstudsitwillbenecessarytousea strongback or U plate behind the sprocket and secure the puller studs to it. Proceed to remove the sprocketasdescribedintheforegoingparagraph. To replace the sprocket, first be sure that the shaft is cool.Heatthesprockettoapproximately400F.Besure that the keyways in the shaft and sprocket are aligned beforethesprockettightensontheshaft.Insertkeyafter sprockethasbeeninstalled. CautionExcessheatatthehubandattemptingtopull the sprocket with a chain attached to the outer rim, poweredbyajackontheendoftheshaftwillbendthe sprocket. Sprockets with shrink fits are very difficult to remove.Thisshouldonlybeattemptedonashopwhere ahydraulicpressisavailable. If the sprocket is being removed for salvaging and installingonanewshaft,cuttheshaftnearthesprocket andmachinepartofthemetalfromtheshaftunderthe sprocket.HeatthesprocketandpressoutDutchman.If purposeofremovalistoreplacethesprocketwithanew one it is advisable to machine or torch cut the old

WhereT=HeatedTemperature,F

E = Expansion of bore Diameter Required B=BoreDiameter(inches) Tr=RoomTemperature,F

.0000061 = Approximate Coefficient of Expansion of steel per degree Fahrenheit per inch of length (or diameter). For example, if we have a 8.500 diameter bore hub whichhasan.008interferencefitwiththeshaftandwe wish to have .010 clearance while assembling the hub overtheshaftthetotalboreexpansionneededwillbe .018,

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Therefore,E=.018
B=8.500 LetTr=70F Then T=.018+70=420F .0000061x8.500

Caution: Hardened parts such as bearing races should not be heated to over 400450F, since their hardness might be affected. Heat should be applied carefully and evenly to prevent distortion. The general rule for the averageinterferenceusedincylindricalfitsisasfollows: Pressfit:.0005xShaftDiameter Shrinkfit:.001xShaftDiameter

The actual fit will have a plus or minus tolerance dependingontheshaftandboretolerancesused. Overhung sprockets, clutch hubs, etc., are often made with tapered shaft fits for convenience of assembly and disassembly. In some cases the hub must be shimmed againstasadjacentbearingspacer.Caremustbetakento be certain that the shims do not interfere with drawing thehubuptightonthetaper. A recommended method of assembling hubs requiring shimming is to assemble the hub firmly on the shaft without shims and without heat. Measure the shim gap behind the hub. The thickness of the shim pack require will be this measurement minus the draw allowance to be provided for tightening the hub up on the shaft. For each .001 of diametral interference on a 1.250 per ft. taper the hub will advance approximately .010. Therefore,forexample,ifa.003interferenceisdesired on the taper fit, the shim gap must allow for a .030 advanceofthehubontheshaft.Thehubmaybelightly heatedtofacilitatethedraw.

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ADJUSTMENTSMAINDRUMBRAKES
The K brake mechanisms on OIL WORKS drawworks requireslittleinspection;however,acommonmistakeis to adjust the brake bands so that the equalizer bar is downsolidononeend.Thispreventsitfromperforming its function properly. Check the Kbrake equalizer mechanismduringoperationtobesuretheequalizerbar isfreetoequalize. Allofthelinkconnectionsandshaftbearingsaregrease lubricatedfromtwocentrallubricationterminalslocated insidethebrakeadjustmentaccessdoor. Adjustment of the brakes can be accomplished quickly and easily. Brake adjusting wrenches for each band are held in place on the adjusting nuts by lugs on the equalizerbeamforimmediateuse. The following illustration shows the brake adjusting eye bolt connection to the equalizer beam. The spherical shoulderontheadjustingnutisheldagainstaspherical seatontheequalizerbeambyacoilspring.Thespherical seat connection allows the eye bolt to align with the brake band pull as the brake lining wears and as the equalizer beam actuates. This arrangement prevents applicationofbendingstressestotheadjustingeyebolt. The spring keeps the spherical surfaces in contact to eliminateslackandpreventimpactloadswhenthebrake isapplied. Correctbrakeadjustingprocedureisasfollows: 1. LooseneyeboltlocknutsCandDwithwrench Eandadjusteyeboltstosetthebrakeleverhand pad approximately 32 above the floor level.

Besureeyeboltadjustmentsaremadesothatthe equalizer beam remains level when brakes are applied. There should be equal clearance (approx. ) between the bottom of the adjusting nut and thespringretainer(weldedtoframe)AandB. 3. Be sure the eyebolts are not bent, and after adjustment, retighten the eyebolt lock nuts C andD. 4. Checkthepositionofthesupportrollerassemblyat the rear of each brake band. The roller should be set maximum clearance with the band, with brakes on. This should prevent the brake lining from dragging on the rims at the top and front when brakes are released. Dragging can cause unnecessaryheating,andpossibly,brakeleverkick back. 5. Check the bands for roundness and uneven lining clearance when brakes are released. If bands are bent to an unsymmetrical curvature or have flattened areas which cause dragging, they can be reshapedbyabeatingtreatmentwithaheavylead hammer. 6. Checknutsonbrakeliningboltstobesuretheyare tight. 7. Lubricatebrakemechanismatregularperiods.Use oilforbrakebandrollersandeyebolthingepins. 8. Do not allow band wear to cause very low operatingpositionsofthebrakelever.Keepbands adjustedsotheleverhandpadisapproximately32 abovethefloor.Verylowleverpositionwillgivea springlike or spongy feel. Also, extreme low positionsmayallowthebrakemechanismtocome against its end stops. Further, with new brake lining, low lever positions may allow the heads of theeyeboltstodragonthebrakerims. 2.