145/3 RH

Instructions

for the repair of

P.I.V. Gears

System RH
CONTENTS

Replacing gear parts …………………………………………………… 3

Dismantling auxiliary attachments ..……………………………………… 4

Dismantling the basic gear ………………………………………………… 4

Shaft assemblies …………………………………………………………… 5

Re-assembling ………………………………………………………… 6

Checking chain alignment …………………………………………… 6

Setting the speed ratio …………………………………………………… 8

Final check ………………………………………………………………… 8

Dismantling and re-assembling control units ………………………… 9

Indicator ………………………………………………………………… 9

Mechanical remote control SM …………………………………………… 9

Electric remote control unit SE (feedback potentiometer) ................... 9

Setting the potentiometer…………………………………………………… 9

Setting the additional limit switches ……………………………………… 9

Pneumatic operator SP …………………………………………………… 10

Instructions for operation and assembly of P.I.V. couplings. The coupling type is
stamped on the hub of the coupling.

Our Works and our P.I.V. field offices are at your disposal to assist you and to
supply you with any information you may require.

Replacing gear parts

Enquires and orders for spare parts should be accompanied by the following
information:

a) Gear serial number, type and size as stamped on the nameplate above the
inspection cover.

In addition the serial number is stamped at N1 and N2 as per Fig. 1 in the

operating instructions 80 RH.
b) Number and date of issue of the spare parts list referred to.
c) Number of the spare part as specified in the spare parts list.

Shaft disc assemblies, control assembly and pump are replaced as complete
assemblies. We stock these assemblies. All other parts can be purchased and
replaced as single components.
This booklet contains instructions

Which are necessary when the P.I.V. gear is to reconditioned in the field. These
instructions are limited to the basic P.I.V. gear, but they apply equally to all gear
combinations wth input and output attachments.

It is important to read Operating Instructions 80 RH before proceeding with

any work.

On request we will supply:

Parts drawings and lists showing details of the various interdependent

sub-assemblies of the gear.
Dismantling auxiliary attachments
If an auxiliary attachment becomes defective, this attachment only is to be
removed. The gasket must not be damaged when removing the attachment.
Spare gaskets can be obtained from us.

Dismantling the basic gear

Remove speed control unit (dismantling and re-assembling the control
unit is explained on page 9).

Note when removing the control unit: the toothed segment

will move to the mechanical stop.

Remove control unit (3) as per Fig. 3.

Before removing the control assembly of the RH 5 gear, the discs

Of the top shaft assembly must be closed.

This can be checked by observing whether the chains are

at maximum pitch circle diameter.

Remove filter and drain gear.

Remove inspection cover.

Remove chain (chains) following the procedure as per the Instructions for
Operation 80 RH.

Remove input auxiliary attachment (1).

Remove output auxiliary attachment (2).

Disconnect pipe connections of pump (4) and remove pump.

Remove bolts of bearing housings (5).

Remove the bearing housings from the gear together with the shaft and
disc assemblies.

Fig. 1 Sectional drawing of RH gear

Fig. 2 Removing the attachment Fig. 3 Removing the control assembly

Shaft and disc assemblies

Remove bearing housing (6) with oil feed pipes

Remove snap ring of the outer race of the roller bearing

Slide bearing housing (5) off shaft assembly

Caution do not take the shaft and disc assemblies apart owing to heavy spring
load.
Fig. 4 Shaft disc assembly
Re-Assembly
Clean all parts thoroughly and examine oil pipes and rubber joints. Replace
damaged or hardened sealing elements.
Except for the input and output attachments and the control assembly re-
assemble in the reverse order as that specified under dismantling.

Checking chain alignment

After fitting the chain (or chains) align shaft disc assemblies carefully to avoid
premature chain wear. We recommend the use of our special gauges for aligning
the chain.
Insert gauges into the V between the discs with the diagram representing the
actual gear arrangement must be on top. The centre line of the scale on the
gauge with the visible diagram must be made to coincide with the centre line of
the opposed vernier scale by adjusting the position of the shaft discs assemblies.

Fig. 5 Chain alignment with special gauges

Fig. 6 Chain alignment with reference surface

Gear
size Measurement in mm. Dimension “C”

RH 21 …23 b = L2 – L1 = 27 ± 0.1 5

RH 41 … 44 b = L2 – L1 = 67.3 ± 0.1 5

RH 45 … 47 b = L2 – L1 = 84.4 ± 0.1 5.7

RH … 54 b = L2 – L1 = 96.9 ± 0.1 6.9

RH 53 “S” …
B = L2 – L1 = 96.2 ± 0.1 6.9
“S”

It is also possible to align the chain as per Fig. 6 if a reference surface at right
angles to the centre lines of the shafts is available. The axial position of the shaft
disc assemblies is to be fixed by means of snap rings and shims as per Fig. 4
after the chain is properly aligned. The thickness of the shims equals the
difference between the measured dimensions “d” minus “c”. Check chain
alignment once again. Chains to be aligned within a tolerance of 0.1 mm.

Fit control assembly and input and/or output auxiliary attachments if available.

Fill with oil as per instructions 80 RH.

Setting the speed ratio
The ratio of maximum output speed to input speed and the ratio of minimum
output speed to input speed can be calculated from the data stamped on the
nameplate. Measure actual gear input speed and calculate the maximum and
minimum gear output speeds by multiplying the gear input speed with the
calculated ratios. Set gear to maximum output speed (Fig. 7) and hold speed
setting shaft in the maximum speed position. Loosen locking screw of the
corresponding stop on the control assembly and push stop against lug. Retighten
locking screw. The minimum output speed is set in the same way.

The original speed ratio can be reduced in a similar manner described above. It
is not possible to increase the original speed ratio. When the gear is equipped
with limit switches and if these limit switches have been removed from the
stops, then they are to be reset in such a manner that they will trip just
immediately before the extreme speed positions are reached.

Fig. 7 Limiting the speed ratio

Run the gear and adjust to bottom and top speed to check. If required repeat
setting procedure. After setting the ratio fit speed control unit (refer to page 9 for
dismantling and re-assembling speed control units).

Final inspection
Before decommissioning the gear check chain alignment and extreme settings.
Instructions for maintenance as per leaflet 80 RH.
Dismantling and Re-assembling speed control units

Indicator
Remove adjusting knob and cover. The Belleville spring brake of the speed
settings shaft is automatically released. Re-assemble in the reverse order. After
re-assembling check functioning of Belleville spring brake.

Mechanical remote control SM

Remove cover. Belleville spring brake of speed setting shaft is automatically
released. In order to assure proper functioning after re-assembling note the
position in which the Belleville springs are stacked.

Re-assemble in the reverse order. Check functioning of Belleville spring brake

after re-assembling.

Electric remote control unit SE

Remove cover. Mark meshing point of pinion and toothed segment if this point
is to be reproduced after re-assembling; for example if electric remote control
unit is supplied with potentiometer. The entire electric remote unit can be
removed after loosening the internal socket head screws. Re-assemble in the
reverse order.

Subsequent mounting of an electric control device as well as later addition of

speed signaling device is possible. Refer to instructions supplied with required
parts.

Setting of potentiometer

Loosen locking device holding potentiometer on shaft. Set end speed of drive –
where resistance should be zero. Position slider in an end position that would
cause it to turn away when the P.I.V. drive is adjusted to the end speed.
Retighten locking device of potentiometer.

Setting of additional limit switches

The duration of “ON” or “OFF” times is determined by spreading of the
lamellas which are arranged in the shape of a fan.

Switch points are set by twisting of cams held by clamps.

Re-tighten cross-hole nuts.

By spreading the three trip cams on a line of bearing, the three shift plates can
be positioned to make the switches trip at any angle between 0 and 250°. The
maximum angle of 250° corresponds to ratio 6:1.

Pneumatic operator SP
Remove the four screws and the casing. After examination again, and before
mounting the pneumatic operator, check whether the lug of the toothed segment
is in contact with the stop for minimum speed setting and whether the pinion of
the control shaft and toothed segment are meshing in such a manner that the slot
of the control shaft with its spring laminae is parallel to the slot of the driver of
the pneumatic operator SP.

Fit pneumatic operator and tighten screws.

Subsequent fitting of pneumatic operator to existing gear is possible.

Refer to instructions supplied with the required parts.

Removing the old chain:

Before starting work on the variator, secure its drive and auxiliary devices to prevent them
from being switched on accidentally. The installation must be disconnected from the electrical power
supply and mechanically secured to prevent shaft rotation. Before undoing shaft connections, make
sure that no torques are present at the shaft connection (stresses within the system). Such systems must
be relieved at a suitable location.

Rotate the variator until the two locking links (identified by a black marking in the case of a bright
chain or a bright marking in the case of a black chain)are located at the center of the inspection
opening. Figure 2.

Previous chain types with butt straps have locking links with brighter or darker coloured butt straps or
only one locking link, identified by an arrow or a hole in the butt strap.

Seize the locking link by hand and pull towards you powerfully. The Chain will now slide towards the
centers of the discs so that it can be pulled out of the inspection opening. Insert the wooden wedges
supplied with the replacement chain between the spread disc pairs. Figure 3.

Remember that a strong spring force is acting on the disc.

Push out the rocker joints between the locking links to the side on which there are small welding spots.
Figure 4.

In the case of a locking link with arrow: push out the locking rockerjoints in the opposite direction to
the arrow; in the case of a locking link with hole: push out the locking rocker joints in any direction.

Fitting the chain:

Fasten the new chain to the old one with the aid of a piece of wire, and draw in the new chain by
pulling out the old one. When joining the locking links, the inner plates must be pushed together so
that the plates of the bottom link contact the corresponding plates of the top link on the left. Figure 4.

The locking rocker joints may be inserted from the right or left. The welding spot on the locking
rocker joints must face outwards in the same way as on the other rocker joints. The rocker joints must
be inserted from above in the case of variators with vertical shafts.

After closing the chain in this way, pull it towards you with a short jerk and knock out the wooden
wedges inserted between the disks. Rotate the variator. The correct chain tension is then automatically
adjusted.

2.3 Repair

When dismantling see pamphlet 145 series RH. When ordering spare parts or when querying please
indicate type and number of drive. For location of drive number see N1 or N2 (Fig. 2).

Attention! The sets of conical discs should not be disassembled because of the strong spring pressure
existing therein. If necessary, the discs, as well as the pump and the control unit, will be replaced
completely.
Attention! General instructions

Due to the technical principle PIV Mechanical Variators are able to transmit considerably higher
torque depending on thespeed setting thanindicated in the rating tables of the catalogues. To protect
the driven reducer or machine it is therefore strongly recommendedto fit an overload slip clutch
between PIV variator and the driven reducer or machine. Overload slip clutches or belt drives fitted on
the input side of the PIV variator will not protect the driven reducer or machine against overload.

Types of oil:

Manufact. BP Aral FUCHS Shell

Types of oil BP Aral RENOLIN Torque

Energol Degol MR 15 Fluid
GR-XP BG 46 32
68

The types mentioned contain suitable additives. No further additions allowed.