CST H450K User Manual

Dodge
Controlled Start Transmission
User Manual H450K
COPYRIGHT 2012 by ABB/Baldor-Dodge

All rights are reserved under International and Pan-American Copyright Conventions.
No part of this document will be copied or reproduced elsewhere without the written
permission & consent of ABB/Baldor-Dodge.
USER MANUAL
(H450K)
CONTENTS
SECTION-1
CST OVERVIEW
SECTION-2
CST INSTALLATION & MAINTENANCE
SECTION-3
CST CONTROLS
APPENDIX-A
APPENDIX-B
APPENDIX-C
APPENDIX-D
FAQ
CST TECHNICAL DATA
RECOMMENDED SPARES
STD DRAWINGS
________________________________________________________CST OVERVIEW
SECTION-1
CST OVERVIEW
H450K
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CONTENT
SECTION-1: CST OVERVIEW:

Introduction: ........................................................................................................... 3
The Basics of Torque: ............................................................................................... 5
CST Gear Ratio Determination: ................................................................................ 6
CST Cutch assembly: ................................................................................................ 7
CST Cooling System: .............................................................................................. 10
CST Hydraulic Controls: .......................................................................................... 14
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________________________________________________________CST OVERVIEW
Introduction:
The CST (Controlled Start Transmission) is 2-in-1, a torque multiplier planetary gear box
+ an integral hydroviscous wet clutch system. In a conveyor belt application, the CST
gearbox is coupled in between an AC motor (prime mover) and the high-inertia load,
such as the conveyor belt pulley (See Fig-1.1a). The CST gearbox converts a low torque
value Tinput at its input shaft to a high torque value Toutput as per the selected gear ratio
whereas the clutch transfers this torque in a precisely controlled manner to the high
inertia load.
Figure 1.1a:Typical setup of a CST drive with prime mover AC motor
CST is a simple straightforward reliable and rugged drive system. It has a unique feature
which is the wet clutch, located at the low speed side of the gearbox, close to the
conveyor pulley load which acts like a shock absorber. Conveyors load surges,
vibrations & jerks due to roller friction or shock waves induced by disc brakes or winch;
all of these gets absorbed. The gearbox, the motor and conveyor components, idlers,
and especially the belt-splice are protected.
Initially, the CST is kept de-clutched, which allow the motor to start and come to full
speed under no load. Then, as per desired parameters, the integral hydraulic piston
actuates the clutch, which gradually engages the plates, transfers the motor torque to
the pulley.
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Flow meter
Basket Strainer
Figure 1.1b: A typical CST drive skid with cooling skid coupled to a conveyor pulley
As the wet clutch transfers motor torque, a large volume of oil is continuously passed
through the clutch plates to remove the heat. Therefore, a CST unit is accompanied with
a close circuit oil cooling skid (Fig-1.1b) which comprise a centrifugal oil circulating pump
and an air-to-oil cooled heat exchanger.
On a typical conveyor having
primary & secondary drive
pulleys at the head station,
two CST drive skids coupled on
either side of the primary
pulley P1 and two CST drive
skids coupled on the either
side of the secondary pulley P2
can be configured and
controlled by a PLC controller.
The controller is programmed
to execute a soft controlled
start, regulates torque on each
of the 4 drives to ensure
power load share within 2%.
Such a head drive setup is
depicted in Figure 1.1c.
Figure 1.1c: A typical 4 CST drive setup for a conveyor head control
station.
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________________________________________________________CST OVERVIEW
A CST is designated by the maximum torque transmission capability at its output shaft
e.g., an H450K Model means 450,000 inch-lb torque
H450K
H Din Metric Gears
G AGMA American Gears
x 1000 in-lb torque
Note: Please refer to Appendix- B for all CST models.
The Basics of Torque:

A motor is sized by referring to horsepower or kilowatt. However, it actually delivers
torque in foot-pound (ft*lb) or inch-pound (in*lb) units. Torque, as it relates to an
electric motor, is a function of the motors horsepower and speed:
Torque (at full load) = (HP x ) RPM
Where is a constant which converts motors horsepower and RPM to either ft-lb (
=5,250) or in-lb ( =63,000)
Example 1:
Suppose an application calls for a H450K CST of gear ratio of 18.8125 for an AC motor of
350kW (or 470HP) 3ph/415V/50Hz/1480rpm.
The 350kW (or 470HP) motor, at full load slip (say, 1480rpm), will deliver:
Torque (at input shaft of CST)
= (470 hp x 63,000) 1480rpm

20,006.7 in-lb
20.0K in-lb
The output shaft speed of the CST gearbox at ratio of 18.8125, when its clutch is fully
locked, will be:
1480rpm 18.8125 Gear ratio
= 78.7 rpm
Torque (at output shaft of CST)
= (470 hp x 63,000) 78.7 rpm

376238.88 in-lb
376K in-lb (assuming negligible
transmission losses)
Therefore, for a Gear Ratio 18.8125:1, an H450K CST is suitable.
This example is simply to give an idea to reader in determining the gear ratio for a given motor load. For proper selection of the
CST gear ratio, please contact ABB/Baldor-Dodge CST Sales.
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________________________________________________________CST OVERVIEW
NOTE: FROM THE CST SELECTION CHART (SEE TABLE-1 BELOW), FOR A GEAR RATIO OF 18.8125, THE
MAXIMUM MOTOR KW PERMISSIBLE IS 586KW AT SF=1.0. HOWEVER, TO PROTECT THE GEARBOX, AS
A THUMB RULE , A SF OF 1.4 SHOULD ALWAYS BE CONSIDERED. THEREFORE, IN THIS CASE , A MOTOR
OF 418KW SHOULD BE OKAY .
CST Gear Ratio Determination:

The gear ratio for a particular application needs to be calculated before selecting CST
model.
Example
A sample gear ration selection for a Dodge H450K CST as below:
Gear Ratio for K
= (T2T1 ) x {(T5T3 )+1}

= ( 86/ 32) x {( 90 15 )+1} = 18.8125
Where
T1 - number of teeth on the Primary Input shaft gear

T2 - number of teeth on the Input side Secondary gear
T3 number of teeth on the Sun gear
T4 number of teeth on each Planetary gear
T5 number of teeth in the Ring gear
Note : See Figures 1.2 & 1.3 for location of gears.
Table-1: Gear Ratio data for H450K CST

Input 1480rpm @ Safety Factor 1.0
H450K
Sun Gear
T3 =15
MAX KW @ INPUT
SHAFT
638
612
586
562
537
514
490
468
445
424
402
382
361
Planet Gear
T4 =37
Input Pri Gear T1
Ring Gear
T5 =90
Input Secy
Gear T2
34
33
32
31
30
29
28
27
26
25
24
23
22
84
85
86
87
88
89
90
91
92
93
94
95
96
ACTUAL RATIO
OUTPUT SHAFT RPM
17.2941
18.0303
18.8125
19.6452
20.5333
21.4828
22.5000
23.5926
24.7692
26.0400
27.4167
28.9130
30.5455
85.5782
82.0840
78.6711
75.3366
72.0779
68.8925
65.7778
62.7316
59.7516
56.8356
53.9818
51.1880
48.4524
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CST Cutch assembly:

As shown in Fig-1.2, the CST reducer gear assembly comprise of three distinct sections:
(1) Input helical gear set,
(2) Planetary section
(3) Clutch disc pack.
3-CLUTCH
DISC PACK
Output
Housing
2-PLANETARY
GEAR SET
1- INPUT
HELICAL GEAR
SET
Output
Shaft
Viking
Mech. Pump
Ring
Gear
Planetary
Carrier/
Output Shaft
Input
Shaft
Figure 1.2: A cut-away view of an assembled CST gear box
The Ring Gear has two compartments. As shown in the picture (Fig-1.2 and 1.3), on one
side is the Planetary carrier assembly whereas the other side is the clutch disc pack with
piston.
As shown in the exploded view in Fig-1.3, operation of the CST gearbox involves the
motor rotation being transmitted via the helical input gear set (T1/T2) to the sun gear
(T3). The Sun gear engages the three planet gears (T4). The planet carrier is one piece
that extends out the output shaft, the planet and sun gears form an integral assembly of
this piece.
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Figure 1.3: Exploded view of the CST gears arrangement
An H450K Clutch assembly comprise of 17 friction plates and 19 opposing plates.

Construction details of the clutch pack are depicted in Fig-1.4. The friction plates are
splined on their outer diameter and rotate with the ring gear. The opposing plate
separates each friction plate; the pack assembly starts with the opposing plate first,
followed by the friction plate, and with such an alternate arrangement the stack finally
ends up having opposing plates on both sides. All the opposing plates stay stationary as
each plate is splined on its inner diameter to the stationary output housing. The output
housing is bolted to the gearcase (See Fig-1.4).
As the output shaft is coupled to pulley load, if external hydraulic pressure in not
applied to the annular piston of the clutch assembly, the resistance from the attached
conveyor will not allow the planet carrier/output shaft to rotate. As the sun gear
rotates, the three planetary gears (T4) spin on their respective pinion, which cause the
ring gear (T5) to rotate. It can be seen that if input shaft rotates clockwise, then the ring
gear along with the stack of friction plates will also rotate clockwise.
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Initially, when no external hydraulic pressure is applied to the annular piston there
remains clearance between each opposing and friction plate. Therefore, the friction
plates rotate freely along with the ring gear. Cooling oil is provided by means of a
centrifugal pump and heat exchanger, pass through the plates. As the annular piston
receives hydraulic control pressure, the piston gradually compresses the clutch stack.
The rotating friction plates are sandwiched between the stationary opposing plates, and
under compression caused by the piston, the friction plates rub against the opposing
plates and slow down which in turn slows down the ring gear rotation. The oil acts as a
Figure 1.4: Cut-view of the CST Clutch assembly
hydroviscous media in transferring the torque. As the sun gear continue to spin, the
three planetary gears, which were spinning the ring gear around them, literally begin to
walk around inside the ring gear and thus output shaft begins to spin. And as the clutch
plates compress fully to a locking situation, the ring gear stops to rotate whereas the
planetary gears reach to a full walking rotation and thus the output shaft attains full
speed.
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The conclusion is that once pressure is sufficient to provided adequate breakaway
torque to the output shaft, the conveyor movement occurs. By controlling hydraulic
pressure in the disc pack, transmission of motion and torque from the motor to the CST
output shaft can be precisely controlled.
The various models of CSTs are grouped in two clutch pressure control ranges, as shown
below:
Clutch Pressure
0 ~ 300 psi Low Pressure
0 ~ 1000psi High Pressure
CST Model
H250K,280K,420K,H450K, 630K,H650K
G750K,1120K,G1000/1500K,1950/2500K
CST Cooling System:

Each CST unit is piped with a close circuit oil cooling system, as depicted in Fig1.1a.
An H450K CST cooling skid comprise of (Fig-1.5):
Centrifugal horizontal flange and foot mount cooling pump (PACO1125957-X46L19) driven by a cooling pump motor (IEC 18.5Kw3Ph/415VAC/50Hz/ 3000 RPM)
Oil to Air-cooled Heat Exchanger (SRQ603), the fan driven by a fan motor
(IEC, 5.5Kw /3Ph/415V/50Hz/1500 RPM).
Cooling flow meter (FT1), measures the cooling oil flow after the basket
strainer in the cooling oil circuit. An impeller type flow meter gives
0~500Hz frequency pulse outputs corresponding to 0~200gpm oil flow
for 2 line size.
A 40mesh basket strainer. The basket contains 2 x magnet strips to catch
any metal dust, debris in the oil.
The electric motor driven cooling pump draws hot oil from the CST sump, pass it
through an oil-to-air heat exchanger, a 40-mesh basket strainer and returns it to the CST
sump after passing through the clutch stack. While oil passes through the clutch stack, it
acts as the torque transfer media, functions as a lubricant for the wet clutch, and as a
coolant to remove heat generated in the clutch stack.
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________________________________________________________CST OVERVIEW
Figure 1.5: CST Oil Cooling Skid
Across the suction and discharge pipe line of the Heat Exchanger, a 25 Filter Assembly
is plumbed. The bypass line is sized such that around 15~25 gpm of oil goes through the
filter assembly. This way, the circulating oil gets filtered to some extent on a continuous
base. The filter assembly is provided with a d/p visual indicator and a built-in mechanical
by-pass. When the filter element clogs and differential pressure across the filter exceeds
40psi that the bypass cracks open and the visual indicator pops up a red flag. The
maintenance crew should replace the filter element as soon as possible.
CST sump oil temperature is continuously monitored by the PLC system via a 3-wire RTD
(Resistance Temperature Detector). The RTD is mounted on the CST gear case (See Fig1.6) with a built in convertor (TT1) which is scaled for a measuring range of 0~300F.
Corresponding to this range, the convertor sends out 4~20mAdc /2 wire signal to the
PLC system.
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________________________________________________________CST OVERVIEW
Cooling Pump Operation:
Cooling pump operation is controlled by the CST PLC Controller. Pump is turned ON as
long as the conveyor is in operation. When conveyor is stopped, the pump continues to
run till oil temperature drops below 110F (<43C) then it gets turned off.
A 3Ph heater is provided in the CST gear case which is also controlled by the PLC
program. Oil temperature control is performed in the following manner:
Heater turns ON
Heater turns OFF
When Oil temperature drops below 50F (<10C)

When Oil temperature is above 70F (>21C)
Whenever the heater is turned ON, it is important to circulate the oil as stagnant oil
around the heater coil can burn/oxidise, therefore, the cooling pump is automatically
turned ON with the heater.
Heat Exchanger operation:
The oil-to-air Heat exchanger fan on/off is controlled by the PLC controller during
conveyor operation.
HEX Fan turns ON
HEX Fan turns OFF
When Oil temperature is above 130F (>54.5C)

When Oil temperature drops below 110F (<43C)
During normal operation, on full load the oil temperature cycles between 110~130F
(43~54C). If oil temperature continues to rise and exceeds 150F (>65.5C) limit, Oil
temperature High Alarm is latched in the PLC program to alert the operator. This can
happen either due to inadequate flow of cooling oil, or heat exchanger not performing
well or overloading; the operator should take necessary corrective actions. If for
whatever reasons the oil temperature exceeds 180F (>82.2C) limit, the CST is
declutched and Oil Temperature HI HI Alarm bit is latched in the PLC program. Fault can
only be reset when oil temperature drops below 150F (>65.5C).
From the above explanation, it should be understood that CST sump oil is always kept
warm, between 70~110F (21~43C) even when the conveyor is not in operation. For
any reason, if the sump heater is faulty, especially in winters if oil temperature drops
below 32F (<0C), Oil temperature Low Alarm bit is latched in the PLC program which
will NOT allow the conveyor to be run. This is for the reason that Mobil424 oil turns into
a thick jelly at such low temperatures and if the cooling pump is started, it will kick in
thick jelly across the filters , heat-exchanger tubes, flow meter, strainers and cause
damage.
Plant maintenance to fix the heater. In manual mode operation, turn on the Heater and
run the cooling pump till oil temperature reach >50F (10C). Fault can now be reset on
Panel View and conveyor will be ready to be run in auto mode.
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In winter time, over the weekends if the conveyor is not in operation, the
cooling pump will continue to cycle ON/OFF based on oil temperature limits as
explained above. While walking around the cooling skid, the operator should be careful
as the pump may suddenly turn on.
Cooling oil flow monitor:

Three size of flow meters are grouped as below for various CST Models
1
2
3
Flow-meter size/flow/output
CST Model
2 line, 0~200gpm(757LPM) /0~500HZ

3 line, 0~300gpm(1135LPM) /0~500HZ
4 line, 0~450gpm(1703LPM) /0~500HZ
H250K, 280K,420K, H450K

630K,H650K, 750K,G750K
1000K,G1000K,1120K,1500k,G1500K,1950K, 2500K
Depending on the cooling connection pipe/hose length, bends and route, the actual
flow may be anywhere between 100~150gm for an H450K CST. The Rule of the thumb:
Flow rate of oil is 0.2gpm per kW of the installed motor should be adequate enough for
the CST clutch cooling.
The CST PLC controller continuously monitors the cooling oil flow. For example, if the
installed 2 line size flow meter for an H450K cooling skid reads 150gpm, then it will
send out 500/200 x 150 = 375Hz.In the PLC program, the flow meter output pulse
0~375HZ, corresponding to actual flow 0~150gpm, is scaled to 0~100%. During normal
operation, if the flow drops below 80%, Cooling oil Flow Low alarm bit is latched
whereas, if the flow drops below 60% then the CST is declutched and Cooling Oil Flow
Low Low Alarm bit is latched.
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CST Hydraulic Controls:

Dodge CST is supplied with a fully engineered hydraulic control manifold assembly. The
manifold block is mounted inside a NEMA 4 enclosure along with necessary gauges,
transducers and valves. The hydraulic control assembly is bolted on the CST gear case,
fully hosed and plumbed. (Fig-1.6)
Figure 1.6: H450K CST Hydraulic Controls and other components
Mechanical Pressure Pump:

A mechanical driven single stage gear
pump, known as the VIKING pump, is
installed integrally on the first reduction
helical gear shaft (Fig-1.7). The pump is a
positive displacement type, capable of
pumping oil for either direction of CST input
shaft rotation. An in line Y-strainer (20mesh
screen) is plumbed in the suction line to
trap dirt. The mechanical gear pump sucks
volume of oil, around 0.5~1.5gpm, and
feeds directly to the hydraulic manifold via
a 10 filter assembly (FLT1) which is
mounted adjacent to the hydraulic control
enclosure. A bypass relief valve (PRV-1),
factory set @1200psi, is plumbed across the
Figure 1.7: H450K CST Components
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suction & discharge ports of the Viking Pump. As the gearing pump is positive
displacement type, it continue to build high pressure while turning. In case the 10
filter element gets fully clogged; in order to protect the gears of the pump from getting
damaged or the internal seal to leak, the bypass relief valve shall crack open when
pressure exceeds 1200psi.
Hydraulic Manifold Assembly (Fig-1.8):
Inside the Hydraulic enclosure is mounted a manifold block with pressure gages,
transducers, relief valve and pressure control valve. A spring loaded pressure regulating
valve RV, mounted on the manifold, regulates the incoming control pressure from the
Viking pump to an adjusted set value of 250psi. The adjusted downstream pressure,
addressed as control system pressure, is indicated on a Pressure Gage PG2 (0~400psig)
and also continuously measured by the pressure transducer PT2 (0~300PSI/4~20mAdc)
which is wired to the CST PLC controller.
Figure 1.8: CST Hydraulic Control Manifold assembly (typical example of a Low Pressure CST)
Oil at the adjusted system control pressure of 250psi is now fed to a proportional
control valve (PCV) which is mounted adjacent to RV. The discharge port of the PCV in
the manifold is hosed to the CST clutch Piston. Plugged on top of the 24Vdc coil of the
PCV is a factory calibrated PWM (pulse width modulated) Amplifier. During normal
operation, the PLC controller sends out controlled signal (4~20mAdc) to the PWM
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amplifier which precisely regulates and apply desired oil pressure on to the CST piston. A
pressure gage PG1 (0~400psig) for visual indication and a pressure transducer PT1
(0~300psi/ 4~20mAdc) continuously measures and sends back the clutch pressure signal
to the PLC system.
Summarizing all the above discussions, the hydraulic schematic and the electrical signal
interconnect diagram are depicted in Fig-1.9 and Fig-1.10 respectively. All these signals
are wired to a terminal strip provided inside the hydraulic control enclosure.
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Figure 1.9: Hydraulic Controls Schematic Diagram for a Low Pressure system CST
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Figure 1.10: Electrical Interconnection Diagram for CST Hydraulic Controls. For LP CSTs, the Oil Level switch is optional.
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CST Output Shaft Speed measurement:
A tac-wheel is mounted on the output shaft of the
CST. An electromagnetic sensor, mounted on the
Tac Wheel cover measures the output shaft
speed of the CST (Fig 1.12). The speed sensor is
an inductive proximity, 3-wire dc, reverse polarity
protected, Hall Effect type probe. 24Vdc is
applied across the Red & Black wires whereas 12V
amplitude pulses are measured across the white
& black wires. The CST PLC controller is equipped
with a high speed pulse counter module, the
frequency Hz are measured inside the PLC
program across the white & black wire of the
speed sensor.
For a H450K CST of gear ratio 18.8125, when the
input shaft is run by 1480rmp motor, the output
shaft will spin around 78.7rpm. With the tacwheel of 205 teeth, the PLC program will read
78.7/60 x 205 = 269Hz. This is further scaled to
0~100% conveyor belt speed.
Speed Sensor
ST1
Summary of CST Control Measurements:

Summarizing the discussions so far on various CST
monitoring instruments, we concluded that for
each H450K CST based drive skid, the PLC
controller monitors the following process
parameters:
Clutch pressure -PT1 (0~300psi /
4~20mAdc)
Hydraulic Control Pressure -PT2 (0~300psi
/ 4~20mAdc)
Gearbox oil temperature -TT1 (0~300F /
Figure 1.12: O/P Shaft speed sensor
4~20mAdc)
Cooling Oil Flow -FT1 (assumed 2 size Flow meter measures close to 0~150gpm
/ 0~375Hz for an H450K CST)
Output shaft speed -ST1 (0~78.7rpm /0~269Hz scaled to 0~100% belt speed for
an H450K CST/GR 18.8125)
Controlled output signal to hydraulic control valve -PCV (4~20mA scaled to
0~100% Control variable signal).
For more in depth discussion on the Conveyor Controls and the PLC Controller, please refer to Section-3.
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____________________________________________CST INSTALLATION & MAINTENANCE
SECTION-2
CST INSTALLATION
& MAINTENANCE
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CONTENTS
INSTALLATION OF CST:......................................................................................... 3
COUPLING INSTALLATION & ALIGNMENT:........................................................... 5
COOLING SYSTEM: ............................................................................................... 8
STARTUP PROCEDURES:..................................................................................... 10
VIKING PUMP ROTATION CHECKOUT:................................................................. 11
HYDRAULIC CONTROL CHECKOUTS: .................................................................... 12
OUTPUT SHAFT SPEED SENSOR ADJUSTMENT: ................................................... 13
PCV AMPLIFIER CALIBRATION PROCEDURE: ........................................................ 14
OIL MAINTENANCE ............................................................................................ 19
OIL SAMPLE ANALYSIS .................................................................................. 21
PERIODIC MAINTENANCE: ................................................................................. 22
REPLACING INPUT SHAFT SEALS: ....................................................................... 25
REPLACING OUTPUT SHAFT SEALS: ..................................................................... 28
REPLACING HYDRAULIC PUMP: ......................................................................... 31
REPLACING COOLING PUMP SEAL: ...................................................................... 33
TROUBLE SHOOTING: ......................................................................................... 41
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INSTALLATION OF CST:
The followings are some general tips for the installation of a CST on its drive base and
alignment techniques:
CST installation on concrete foundation:
A foundation for an installation must be of sufficient size and rigidity to prevent
movement when the CST unit is installed and operated, and to maintain the
alignment between the pulley, the CST, and the drive motor. The foundation surface
must be even and level to within 1/16 (1.5 mm) to prevent distortion of the base
plate when hold down bolts are tightened. A well-laid concrete slab is the most
effective way of ensuring a sound foundation. Steel sub bases can be used under
the drive base.
The foundation must also have adequate strength and rigidity to withstand the
operating forces resulting from the starting torque of the motor multiplied by the
gear reduction ratio. Starting motor torque values can be three to even four times
higher than nominal motor torque ratings.
The top of the foundation slab or steel sub base should be left 1 to 1.5 (25 to 38
Drive Base
Packing
or
Shims
Foundation Bolt
and Nut
Space for Grout
Concrete
Figure 2.1: Foundation Bolt to be secured in Concrete
mm) lower than will finally be required to allow for grouting. When installing, the
foundation should be roughened, cleaned, and dampened before placing the drive
base in position. When installing the drive base on a steel sub base use epoxy type
grout. When installing the drive base on a concrete foundation either epoxy type
grout or non-shrinking Portland cement type of grout can be used.
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Foundation bolts should be secured in the concrete as shown in FIG 2.1. Allow
adequate length for the bolts. Foundation bolts can be placed in the concrete at the
time the concrete is poured.
Packing shims are placed between the top of the foundation and the base plate until
the unit is 1 to 1.5 (25 to 38 mm) clear of the foundation. Adjust the packing or
shims until a level placed on the base plate indicates the base is level.
After a preliminary alignment between the CST input and output couplings, the
space between the top of the concrete surface and the bottom of the drive base
frame must be filled with grout. The grout should be thoroughly worked under the
base plate and be allowed to completely set (at least 72 hours). After the grout has
set, the holding bolts should be tightened evenly. Final alignment of the CST should
be checked after the grout has set and the hold down bolts have been tightened.
To move or lift a CST gearbox alone, use all four lifting holes in the corners of
the upper housing. DO NOT use these holes to lift the entire drive motor-gearbox
assembly. Use the lifting holes provided on the drive bases for lifting the drive
assembly.
CST installation on structural steel:
When mounting a CST on structural steel, rather than a concrete foundation, a very
rigid base plate is recommended. Bolt the CST and base plate securely to steel
supports with proper shimming to achieve a level mounting. If a CST is to be
mounted on a concrete foundation, grout steel mounting pads into the concrete
base, rather than grouting the drive system directly onto the concrete.
Drive bases must be thermally stress relieved after fabrication for long-term
dimensional stability. It is preferred to have both the top and bottom surfaces
machined flat to facilitate shimming. However, it is acceptable to have only the top
mounting surfaces machined. When using shims follow these rules:
If possible, avoid using shims between the CST and the drive base. If this is not
possible, avoid using a thick stack of shims under the CST.
Use shims under the drive base for height adjustment. Shims must be distributed
uniformly around the base to support the entire mounting surface. The supported
load must be equalized to avoid any distortion or localized stress on the lower
housing. Use feeler gauges to determine the correct shim thickness needed to
support each pad.
Use shims large enough to provide adequate support (Fig 2.2). If shims are not
installed properly, they may get dislodged from their location, which will cause
severe misalignment in the system resulting in severe damage to all the components
in the system.
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Doc# 61408396
Sec-2: Page 4 of 43
Figure 2.2: Typical Drive Base Installation
COUPLING INSTALLATION & ALIGNMENT:

For installation of the couplings on the drive motor and pulley shafts follow these general
instructions and refer to the coupling manufacturers instructions for more details.
Accurately measure the hub bore and shaft diameter to verify that each coupling
hub and its shaft have an interference fit and that the amount of interference is
adequate.
Check the dimensions of the key on the shaft and on the coupling bore. Make
sure the key is going to fit in the shaft and coupling keyways.
Check the fit of the key in both the hub and shaft. The key should fit snugly
against the sides of the keyway. A slight clearance should be present from top to
bottom when the hub is on the shaft. Insert key flush with the end of the shaft.
Check shaft, hub bore, and keys for nicks and burrs and remove as necessary.
Use an oil bath to heat the coupling hubs to 245F (118C). Any kind of oil such
as gear oil can be used as long as the flash temperature of the oil is high enough
to avoid a fire hazard. Check the temperature of the coupling hub frequently
with a Temple-stick to avoid overheating.
Alternatively mark the hub with a 275F (135C) temperature sensitive crayon
(melts at prescribed temperatures) in several places on the hub. Use an oxyacetylene or a blowtorch to heat the hub. When using an oxy-acetylene torch use
an excess acetylene mixture. Direct the flame toward the hub bore and keep it in
motion while heating. Avoid over heating an area.
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Doc# 61408396
Sec-2: Page 5 of 43
Do not use an open flame in a combustible atmosphere or near

combustible materials.
Mount the hub on the shaft as quickly as possible to avoid heat loss. Carefully
line up bore and keyway with shaft and keyway and slide hub onto shaft until the
shaft is at the right location relative to the shaft end. If it is necessary to drive
hub into position, lightly tap with a soft brass or lead hammer. Avoid excessive
pounding which can cause damage to bearings.
Allow coupling hub and shaft assembly to cool.
COUPLING ALIGNMENT
Prior to aligning the CST output and input couplings, first make sure that the primary and
secondary pulleys are correctly aligned relative to each other. Follow these general
instructions and sequence as closely as possible:
Mount the CST gearbox and the motor on the base plate and align the motor
coupling (high-speed coupling) to its approximate position.
Level the base plate over the anchor bolts and carefully align it with the pulley
shaft. Add grouting material to form a firm foundation under the base plate.
Align the CST output shaft with the pulley

shaft. Parallel or offset alignment is achieved
by adding shims under the reducer and/or the
drive base by moving the reducer and/or the
drive base laterally as needed. A dial indicator
gauge should be attached to the CST outputcoupling hub (low speed) and it should be
positioned to contact the outside diameter of
the pulley shaft or the outside diameter of the
pulley-coupling hub (FIG2.3). While slowly
rotating the reducer shaft, the amount of
eccentricity can be determined. The total
eccentricity must not exceed 0.005 (0.13 mm).
Figure 2.3: Alignment Check
For output shaft coupling maximum parallel misalignment:

P (Parallel Offset) <0.005 (0.13 mm)
TIR (Total Indicator Reading) = 2 x P
(0.25 mm)
<0.010
The difference in readings of the dial indicator gauge between

any two locations 180 apart will be double the amount of
actual eccentricity.
Y
Figure 2.4: run out check
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Sec-2: Page 6 of 43
Angular alignment is achieved by measuring the gap between the ends of the
two coupling hubs in both the horizontal and vertical planes(Fig 2.4). The
difference between any two measurements 180 apart must not exceed 0.010
(0.25 mm).
For output shaft coupling maximum angular misalignment:

X - Y < 0.010 (0.25 mm)
Align the motor coupling hub with the reducer input shaft hub using the
procedure given previously for the output shaft alignment, except that the
eccentric and angular limits must not exceed 0.005 (0.13 mm).
For input shaft maximum parallel misalignment:

P (Parallel Offset) <0.003(0.076 mm)
TIR (Total Indicator Reading) = 2 x P <0.005(0.13 mm)
For input shaft maximum angular misalignment:
X - Y < 0.005 (0.13 mm)
The life of the CST reducer bearings is adversely affected by coupling
misalignment. The values shown are absolute maximums for the reducer.
If tighter limits are specified by coupling or motor manufacturers, those
tighter limits should be used. If looser limits are specified, they must not
be used.
If the reducer was moved while aligning the motor coupling the procedure must
be repeated from the beginning, i.e., align the reducer the the pulley and then
align the motor to the reducer.
After both the high speed and low speed couplings have been aligned as per the
above procedure, tighten the motor and the CST hold down bolts to the torque
values appropriate for the bolt sizes. Re-check alignment.
After alignment is completed, lubricate the couplings following the

manufacturer's recommendations.
Install high speed and low speed coupling guards in conformity with applicable
safety standards for the location.
Recommends to recheck input &output coupling run our every six months and
record.
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Doc# 61408396
Sec-2: Page 7 of 43
COOLING SYSTEM:
The CST cooling skid is pre-assembled and hosed in
factory with the pump + motor, heat exchanger with
motor + fan and also an inline basket strainer and a
flow meter. Butterfly valves are provided for either
side of the basket strainer (Figure 2.5).
The cooling skid is always recommended to be
installed as close as possible to the CST drive,
preferably within 5m distance.
The skid should be installed such that the Heat
Exchanger falls below the CST level to avoid flow back
of oil. As indicated in Figure-2.6, the height H should
be adjusted practically at site during installation.
Figure 2.5: H450K Cooling Skid
Flexible hose for both suction and

discharge lines should be provided
with adequate supports, the support
stanchion height to be determined at
site during installation to ensure that
the flex pipe does not kink anywhere
in its run. Before buttoning up the
flexible pipes at both ends, a visual
inspection is recommended to ensure
no dirt rags are trapped inside.
After the skid is properly grouted on
the foundation and flex hose piping
completed that the CST gearbox
should be filled with Mobil424 oil. Fill
oil in the gearbox to the center line
level which can be observed in the
level gage.
To facilitate replacement of the
cooling pump it is recommended to
install valves at the suction and
Figure2.6: Cooling Skid Flex Hose connection arrangement (Std)
discharge ports of the cooling pump.
Without valves, the oil from CST must be completely drained out before a cooling pump can
be replaced. Ball valves, gate valves, and butterfly valves are all acceptable alternatives.
All electrical connections of the flow meter should be completed, the control cable should
be routed properly in suitable angle support and terminated in to the hydraulic control
enclosure through the assigned cable bushing.
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Doc# 61408396
Sec-2: Page 8 of 43

It is recommended that the Cooling pump should be run for an hour to allow oil
temperature to stabilize to ambient. Discharge pressure of the pump should be observed to
read anywhere between 40~80psi. The by-pass Filter across the heat exchanger should be
kept in line by opening the two gate valves provide on its either side.
Flow meter Hz reading should be observed on the Panel View; to be scaled to 100% after
running the pump for an hour.
Allow the pump to run in manual mode for at least 8hrs and observe for any leaks in the
piping. The basket strainer should then be checked for any dirt trapped in the basket and
cleaned. The basket strainer lid should be tightened properly, the gasket seal should be
placed properly on the lid when screwed in. Check and ensure the 2 magnet strips provided
inside the 40mesh basket are properly clamped and the basket is not punctured. To remove
the basket for cleaning, the butterfly valves on either side of the strainer should be shut off
to prevent the oil from spilling.
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Doc# 61408396
Sec-2: Page 9 of 43
STARTUP PROCEDURES:
After the installation of the CST drive units is completed, check the following to ensure safe
operation of each CST drive.
1. Check the couplings connecting drive motor to CST for proper alignment. Check that the
couplings are filled with the correct grade of grease as recommended by the coupling
manufacture.
2. Check all mounting bolts, nuts and screws to be sure they are tight.
3. Check that oil is up to the correct level in the sight tube with the cooling pump running.
4. Check direction of rotation of all components.
Breather Unit
5. Ensure that the breather unit, access covers and

coupling guards are in place and secured. Please
note that breathers are shipped in a bag, which is
attached to the breather connection port.
Remove the breather from the bag and screw it
into the breather port.
DO NOT OPERATE UNIT WITH CAPS, COVERS OR
GUARDS MISSING. INSTALL THE BREATHER UNIT
AND CHECK THAT THE FILTER ELEMENT IS
CLEAN.
6. Operate the CST cooling pump to circulate
lubricating/cooling oil through the system. Purge air from the pump-housing volute by
loosening plug at top portion of the volute. Check the oil level again to be sure oil is at the
correct level with the pump running.
7. If the CST has an external backstop, check that the direction of rotation of the backstop and
output drive shaft are the same.
8. Start the main drive motor with output shaft de-coupled to the pulley. Make sure the input
shaft rotation is correct with the output shaft and pulley rotation. (See picture below)
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Doc# 61408396
VIKING PUMP ROTATION CHECKOUT:

It is important to know the direction of the input shaft rotation. As
shown in Figure2.7, if the input shaft rotation is CCW then the Viking
pump is mounted, keeping it offset towards the right from the
centerline. If the input shaft rotation changes to CW, then the pump
should be unbolted, pulled out and simply turned 180 and mounted
back. The plumbing remains un-disturbed. This check should be done
prior to motor run during pre-commissioning.
Before the Y-strainer is provided a gate-valve.

When CST is not running, the gate valve can be shut and
then strainer element of the Y-strainer can be removed for
cleaning. After cleaning, please ensure to open the gatevalve. When determining the rotation of the output shaft v/s
the input shaft of the CST, do not bump the motor with the
gate valve closed. If this happens, and the Viking pump turns
in the opposite direction, it will try to push back the oil into
the sump but with the gate valve closed, it will build a
tremendous amount of force on the gearings. In a matter of
seconds , the Viking input gears or step-up gears will get damaged.
Gate
Valve
KEEP THE GATE VALVE ALWAYS OPEN DURING OPERATION.
Figure 2.7: In order to keep the suction port of the mechanical pump always at the bottom, its rotation is determined
as per rotation of the input shaft for CST unit.
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Doc# 61408396
HYDRAULIC CONTROL CHECKOUTS:

1. Make Hydraulic Controls interconnection with the remote PLC I/Os as per the
interconnection diagram provided by Baldor / Dodge (Fig- 1.9).
2. As per MANUAL OPERATION mode explained in Section-3 for the PLC controller, start the
main motor with output shaft de-coupled, and observe all analog signals healthy status in
the PLC program.
Clutch pressure PT1: 4~20mA corresponds to 0~300psi. From the PLC program, the
clutch pressure range can be checked by applying 0~100% control output signal on
the PCV (Proportional Control Valve).
System pressure PT2: 4~20mA corresponds to 0~300psi. When the main motor is
started, the system pressure will display close to 250psi, as adjusted by the RV valve
on the hydraulic manifold.
CST sump oil temperature TT1: 4~20mA corresponds to -14 ~ 148C (0~300 F);
during few hours of the main motor run, the oil temperature on panel view will
display ambient or anywhere between 50~70C.
Proportional control output signal PCV-1: 0~100% corresponds to 0~ 300psi; this can
be cycled and checked from the PLC program.
Output shaft TAC speed ST1, range: 0 ~ xxx max Hz as per gear ratio.
CST Oil Level Gauge
Cooling Oil flow FT1: 0 ~ xxx Hz. The maximum Hz observed in the PLC program after
the cooling pump is run for 1 hr should be scaled as 100%. This could be anywhere
close to 375Hz for a flow of 150gpm.
Motor kW signal JT1 to read above 10% as CST is de-clutched. The kW is scaled in the
PLC program as per customer provided kW transducer.
All process parameters of each CST drive can be observed on the Local Panel View installed
adjacent to the Drive.
Control cable ground/shield wire should not touch any metal part of the enclosure. All
signals should be carefully checked and the shield wire should land on the designated terminal, as
shown in the interconnect diagram. Grounding is always done in the PLC Controller cabinet.
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Doc# 61408396
OUTPUT SHAFT SPEED SENSOR ADJUSTMENT:

The speed probe is adjusted for the air-gap between the tooth wheel and the sensor
tip; however, it is likely that during installation and / or during commissioning, the
factory adjusted gap gets disturbed. If the speed signal is lost, following corrective
action to be taken: (Fig 2.8)
1. Loosen the lock nut and turn

the speed probe clockwise
until it touches the teethwheel.
2. Very gently, back off
(counter-clockwise) the
probe by 2/5 or 3/4 a turn.
Tighten the lock nut. One
complete turn backs off the
probe roughly by 0.050
axially.
3. Connect a voltmeter across
the white & black wire and
apply +24Vdc across Red &
black. When the probe
touches the tooth, the
voltage reading will be 0.
When backed-off by 2/5
turn, the reading will be
around >14Vdc. If the probe
is backed off more, say
around ONE turn, the
voltmeter reading will again
drop to 0. This means, the
other extreme limit is
Figure 2.8:Output Shaft Speed Sensor
reached. Therefore, turn
back the probe such that
somewhere in between 2/5
~3/4 turn, the reading stays
>14Vdc. Tighten with lock
nut.
4. The air gap should be anywhere between 0.020 ~ 0.047 (0.5mm~1.2mm). In the
factory, the air gap is kept around 0.039 (roughly 1mm) and the dc square pulse
pattern is observed and checked on an oscilloscope.
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Doc# 61408396
PCV AMPLIFIER CALIBRATION PROCEDURE:

Your CST Hydraulic control is provided with a factory calibrated PWM amplifier for the
proportional control valve (PCV). Please follow procedures described below for calibration
at site under routine/preventive maintenance schedule of CST in service:
Preparation:
To calibrate the PWM amplifier, the hydraulic circuit needs system pressure. And system pressure
builds up only when the Viking hydraulic mechanical gear pump is made to run. This means, for
calibration, the CST motor will have to be run in manual mode.
It is recommended to de-couple the output shaft of the CST drive. During calibration, as CST clutch
gets engaged and output shaft spins, keeping it de-coupled prevents from belt motion. If decoupling is laborious and time consuming, then simply remove the clutch hose from the piston and
cap its end. This way, the piston will not get charged with oil pressure and prevent from
undesirable belt movement.
For proper calibration, you should have following test/tool equipment:
Figure 2.9a: PWM amplifier, fine screw driver & adapter
A fine jewelers screwdriver. The tip should be 0.5mm. A wider screwdriver tip is likely to
damage the Imin & Imax trim pots.
4~ 20mAdc Current Source Generator, equivalent to TRANSMATION 1045 and 24V
dc power supply source. If this is not available, then the PLC Engineer should have
the ability to apply 4~20mA from the PLC program to the PCV amplifier.
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Doc# 61408396

Calibration procedure:
1. It is assumed that this calibration is carried out in the field with the CST PLC
Controller active and pre-wired as per interconnect diagram and the PLC engineer
Figure 2.9b: CST Hydraulic Controls Schematic wiring of PCV + amplifier (Dwg# 61405685)
at site has the ability to simulate 4~20ma

current signal output from the PLC system.
Refer to your hydraulic schematic interconnect
diagram (Fig -1.9 or 2.9b).
2. Remove the top cover of the PWM Amplifier.
Observe carefully the location of various
calibration/adjustment pots. (Fig 2.9c)
3. Start the CST main drive motor. The Viking
pump shall build system pressure. Adjust the
system pressure relief valve RV so that local
gage (PG2) on the hydraulic manifold reads
300psi.
4. Apply 4mA signal from PLC or Calibrator. Using
the 0.5mm tip screw-driver, turn clockwise the
Imin potentiometer slowly till clutch pressure
gage (PG1) reads around 3~5psi.
5. Once minimum current potentiometer is set,
apply 20mA signal and now adjust the Imax pot .
Remember, as RV is set at 300psi, even when
you apply 20mA signal, the clutch pressure
reading will stay around 290~295psi as there is
5~10psi pressure drop across the PCV.
6. Adjust both Imin & Imax with several signals of
4mA and 20mA to achieve a linear relationship.
SIGNAL
PRESS READING
4mA
0 ~ 5 psi
8mA
70~80psi
12mA
150~155psi
16mA
220~225psi
20mA
290~295psi
Figure 2.9c: PWM Amplifier
7. Dither potentiometers should not be disturbed.
However, apply 12mA signal to the input and
watch clutch pressure on the gage. If the needle is steady, then do not disturb
dither frequency or dither amplitude pots. It is recommended to keep these
pots fully anti-clockwise. But if PG-1 gage needle fluctuates, say pressure of 150psi
oscillates between 120 to 200psi, then adjust dither pots (anti-clockwise rotation
will reduce the dither effects). Tune these two pots such that output is stable.
8. Do not tamper the Rise-ramp or Fall-ramp pots. These are factory set.
9. After calibration is done, adjust the system relief valve RV @250psi. Lock the RV at
this pressure. This is a mechanical protection to clutch piston quad seal to never
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Doc# 61408396

allow clutch pressure to go beyond > 300psi. [225~250psi is a good enough
pressure for clutch packs to lock completely and allow full transfer of motor torque
to load].
10. Put back the PWM amplifier cover and tighten the amplifier properly on the 24Vdc
coil.
11. Start the main motor, apply signal on the amplifier to check once again a few cycles
of increasing/decreasing signals.
12. If this test was performed by not de-coupling the output shaft but simply by
removing and cap the piston hose, then connect back the piston hose. Before
moving the conveyor belt, it is advisable to bleed the piston from the upper bleed
port to remove any air trapped in the hose line.
CAUTION:
1- The PWM Amplifier plugs on the 24Vdc coil of the
PCV (See Fig-2.9d). De-energize the control panel
while making or removing temporary connections.
DONOT remove an energized 24Vdc coil from the PCV.
Remove power if you have to replace the 24Vdc coil.
2- Also, make sure you have the correct PCV for your
CST Model. For Low Pressure CST (0~300psi), PCV
Model EP3A-10 is used whereas for the High Pressure
CST (0~1000psi) the Model used is EP3B-10-0. Look for
the stamping on the valve carefully. (See Fig-2.9e)
Figure 2.9d: PWM mounted on PCV
Figure 2.9e: CST hydraulic controls Proportional Control Valve, EP3A-10 for LP system and EP3B-10 for HP
system.
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Doc# 61408396

Why Pulse Width Modulation (PWM)?
When voltage is applied to a valve coil, the current flowing through it creates a magnetic field
which provides the force to shift the valves spool or poppet. The input voltage divided by the
resistance of the coil equals the current draw. This is very straightforward when used with on/off
valves, but proportional valves are only useful if the spool position can be precisely controlled by
varying the input current.
A simple potentiometer can be used to vary the resistance, which then varies the input current.
This is an inefficient method of control, and is not practical when high currents are required. Also,
when an infinitely variable DC signal is used to operate a proportional valve solenoid, the output
transistor of the amplifier functions like a variable resistor. It drops the power supply voltage
down to the level required by the solenoid coil at a particular time. The full coil current, which
may be several amps, needs to pass through this output transistor. The result is that the transistor
builds up heat which requires a large heat sink to dissipate. Pulse Width Modulation (PWM) is a
control technique which can overcome the problems described above. With PWM, the output
transistor is used as an on/off switch, feeding the solenoid coil with a series of on/off pulses at a
constant voltage. The pulses are set at a constant frequency, typically 400 to 5000+ Hz. The signal
level is determined by varying the duration of the on pulses relative to the off pulses.
The advantage of this technique is that during the off pulse, the output transistor is not passing
any current, and during the on pulse, there is virtually no voltage drop across the transistor and
therefore very little heat is created. In practice, there will be a small voltage drop across the
transistor during the on pulses, and it takes a finite amount of time to switch on and off, so a
small amount of heat is created. However, the amount of heat is much smaller than would be
produced by a conventional DC output signal.
PWM has become the standard for all valve amplifiers in order to reduce amplifier size and power
waste. No modifications are required to the valve solenoid in order to use this technique. PWM is
an efficient way to control current to a proportional valve coil. It allows the use of electronics for
current regulation, dither, ramping, short circuit protection, and the elimination of dead band.
Note: On an installed CST, it may be cumbersome to
calibrate a PWM amplifier as de-coupling of output shaft
and running the main drive motor needs lot of plant
coordination. For convenience, a Portable calibrator is
engineered for checking the performance of a
Proportional Valve (PCV) and fine calibrate the PWM
(Pulse Width Modulated) amplifier. This calibrator can be
used for all models of CSTs This is available under Dodge #
61409320.
#61409320- Portable PCV+PWM

calibrator
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Doc# 61408396
HYDRAULIC CONTROL
RELIEF VALVE (RV)
Pilot-operated, balanced-piston relief cartridge is normally closed
pressure regulating valve (RV). When the pressure at the inlet
(port 1) reaches the valve setting, the valve starts to open to
tank/return sump (port 2), throttling flow to regulate the
pressure. This valve is accurate, have low pressure rise vs. flow,
they are smooth and quiet, and are moderately fast.
The Relief valve RV is used in the control circuit of Dodge CST
hydraulics (#61164032). As shown in Fig-1.7a and the schematic
RV Symbol
diagram of Figure-1.8, the Viking mechanical gear pump builds
hydraulic pressure when the CST drive motor is turned on. The high pressure, pass through a 10
in-line filter FLT-1 and then adjusted by the relief valve RV.
The tools that you need to adjust the relief valve are:
3/16 Allen-key
9/16 Hand-wrench/spanner.
RV Valve
Remove the hex-cap with the 9/16 spanner, loosen the lock nut and then insert 3/16 allen-key
on the valve stem and turn clockwise to increase pressure setting (Figure-2.10). Watch pressure on
PG2 ( Fig-1.8) to reach desired setting. Hold valve stem firm with allen-key while you tighten the
lock nut. The relief valve to be adjusted @250psi for Low pressure CST hydraulics and @950psi for
High pressure CST hydraulics.
Insert Allen Key 3/16

for rotating valve stem to
adjust system pressure
Figure 2.10: CST Pressure Regulating Valve (Dodge # 611164021)
Apply Hand Wrench

9/16 on this lock nut
to loosen or lock-tight
Valve stem
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Doc# 61408396
OIL MAINTENANCE
Normal operating conditions require that the lower housing sump be filled to the level indicated
on the sight gauge with Mobil fluid 424. External oil lines pump and heat exchanger will also
require additional quantities of fluid. As stated earlier, each CST is shipped with gearbox
completely filled with oil. For H450K, around 340liters of oil is filled, however, during installation,
the oil should be drained out and filled in empty drums. After making cooling skid circuit complete,
then oil to be refilled to center line level, as shown by arrow adjacent to the level gage.
Use only Mobil fluid 424, or another Baldor/Dodge approved equivalent oil.
The use of lubricants, other than those approved by Baldor/Dodge, will void the
warranty and possibly damage the drive units.
Use only Mobil HTS High Temperature Grease, or equivalent, in the CST input
and ouput shaft seals.
FILLING WITH OIL

Some customers remove the CST inspection cover to speed the process of filling the oil.
Baldor/Dodge does not recommend
such a practice. Customers who do
remove the inspection cover do so at
their own risk as dirt and coal can fall
into the CST oil sump and cause
damage to the gears, bearings, and the
CST clutch system. A separate
connection port is provided on the
inspection cover to facilitate in
connecting the filter cart. Fill the oil
until oil reaches the level indicated on
the sight tube. Close the fill cap, start
the cooling pump, and recheck the oil
Figure 2.11: Oil level to be below the arrow
level. Add oil as necessary. The final
check of the oil level should be done
when the CST and the main motor is running. When a filtration cart is available, new oil can be
pumped back to the sump through the top connection port provided in the inspection cover.
When the cooling pump is running, the oil level should always be keep in mid
center line as shown the pointer-arrow of the level gauge (See Fig2.11).
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Doc# 61408396

USING FILTRATION CART
Baldor/Dodge strongly recommends that CST users purchase a filter cart as this greatly facilitate
the process of draining and filling the CST oil. As shown in Fig 2.12, Baldor/Dodge offers filter cart
assembly. With such a cart available, simply remove the plug from the threaded port of the drain
valve and connect the suction hose of the filter cart pump. Pump out the used oil into an empty
container. You can also open the inspection cover and route the suction hose to the bottom of
the CST gear case (oil sump) to suction off the entire oil residue from the bottom of the case.
To return new or filtered oil back to the CST gear case, connect the discharge hose of the filtration
cart to the threaded connection of the drain valve (same connection which was used for draining
the oil) and pump the oil from the container into the gear case.
Figure 2.12: Oil Filter Cart
The filter cart also has the capability to remove moisture (water) from the oil. Baldor/Dodge
strongly recommends a monthly maintenance program to circulate the CST oil through the
filtration cart system and remove all the moisture and wear particles from the oil and this will
improve the life of the CST gears, bearings, and clutch plates.
Remember, the condition of oil affects the performance and life of a CST gearbox. The oil comes in
contact with all the components in the system, the clutch plates, bearings, gears and seals and
should be considered very important as blood is important in the human body.
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Doc# 61408396
OIL SAMPLE ANALYSIS
Change oil at least once a year.

Oil samples should be taken once after every 6 months of operation and analyzed by a reputable
lab. Some CST models are equipped with a sampling valve positioned approximately in the middle
part of the oil sump. If your CST is not equipped with a sampling valve, use the oil drain valve for
taking samples. Oil samples should preferably be taken when the CST is operating. Or if that is
not possible, take oil samples with the cooling pump running. When taking oil samples open the
valve and clear static oil before using for lab analysis. The initial oil flow from the valve may not be
indicative of sump oil as the oil in the valve is not circulating in the valve body. Oil viscosity
measurements must be taken at both 40C and 100C by the lab. Change the oil when the
contaminants or moisture exceeds the levels shown below, when viscosity drops below the levels
shown, or when the additives or alkalinity is not within the range given.
Al
B
Ba
Ca
Cr
Cu
Fe
Mg
Mn
Mo
Na
Aluminum
Boron
Barium
Calcium
Chromium
Copper
Iron
Magnesium
Manganese
Molybdenum
Sodium
Ni
Nickel
P
Phosphorus
Pb
Lead
Sb
Antimony
Si
Silicon
Sn
Tin
Zn
Zinc
Moisture
T.B.N.
20
50
20
900 - 3000
20
20
200
20
20
20
20
ppm
ppm
ppm
ppm
ppm
ppm
ppm
ppm
ppm
ppm
ppm
20
900 - 2000
20
20
50
50
900 - 2000
1000
6.7 - 3.0
ppm
ppm (An additive)
ppm
ppm
ppm
ppm
ppm (An additive)
ppm
Total Base (Alkalinity) Number
(An additive)
(In some oils as an additive)

(Increase allowable to 150 ppm if an additive)
Minimum Viscosity:
40
5.3
cSt
cSt
at 40C
at 100C
If your environment is especially high in moisture, dust and dirt, check the oil condition
frequently. Take samples and check for condensation and sediment. Check the oil any
time unusual ambient conditions might cause excessive condensation inside the CST.
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Doc# 61408396
PERIODIC MAINTENANCE:
In addition to the periodic maintenance schedule listed below, additional inspection and
maintenance is required during the first few weeks and months of CST operation.
THE INITIAL FIRST WEEKS

Perform the following maintenance steps:
Check all external housing and hold-down bolts. Tighten as necessary.
After the second or third week, check alignment between the drive motor and the CST
input coupling. At the same time, check the alignment between the CST and the driven
equipment (the pulley shaft).
AFTER THE FIRST THREE MONTHS

Perform the following maintenance steps:
Drain the oil, remove inspection cover, magnetic drain plugs, hydraulic pump suction
strainer. Check inside of the gear case for signs of dirt and/or metal particles. Contact your
local Baldor/Dodge representative for guidance.
Replace the filter element in the lubrication system. Clean and reinstall the hydraulic
pump suction strainer, the basket of the cooling system strainer, and the magnetic plug.
Refill the CST reducer with new Mobil fluid 424 oil to the level indicated on the sight tube.
Check hydraulic components for proper operation.
Check all electrical terminations for loose and/or frayed wires. Repair connections as
required. Re-tighten all screws.
Check operation of all temperature, pressure and tachometer sensors.

required.
Clean interiors of electrical cabinets of all dust, dirt, and grease.
Replace as
If environmental conditions become severe with excessive amounts of

dirt, dust or moisture, contact Baldor/Dodge to determine whether
other devices may be needed to protect your CST.
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Doc# 61408396

DAILY ROUTINE
Visual inspections should be a daily routine. Check for oil leaks, vibration or unusual
sounds.
WEEKLY ROUTINE
Check the oil level. Add oil as needed.

IMPORTANT: Lubricant level checks should be done with the cooling pump and
reducer running.
Visually inspect for leaks and remedy any problems in the gear case, hydraulic enclosure
and lines, cooling system and fittings.
Note any unusual noise or sound. If present, diagnose and remedy the problem(s).
Contact your local Baldor/Dodge service representative for assistance.
3 MONTH INTERVAL ROUTINE
If a filtration cart is available, circulate and filter the CST oil to remove all moisture and
wear particles from the oil. Remove and inspect magnetic plug for wear particles and
debris. Clean and replace the magnetic plug. Clean and reinstall the tandem hydraulic
pump suction strainer and the strainer basket in the cooling system.
Check all electrical and hydraulic control enclosures for condensation collection. Drain if
needed by opening hole seals. Replace when dry. Check for malfunction of optional
enclosure heater.
Grease input and output seal covers. Use Mobil HTS High Temperature or equivalent
grease. Pump grease into the input shaft seal until grease is discharged from the grease
relief fitting at the bottom of the seal. Wipe off the excess grease from the bottom of the
seal.
CHANGE FOLLOWING FILTER ELEMENTS
Breather element
Heat Exchanger By-Pass line Filter element 25
Hydraulic Control System Pressure Filter element 10
IMPORTANT: The breather unit is like the nose of a human body. It breathes in and out, the
filter element catches lot of dirt. IF clogged and unable to breathe out hot air, internal
pressure build up inside the gearbox can lead to oil leakage from the input/output seals. The
element should be replaced periodically, just like keeping the nose clean of a human body.
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Doc# 61408396
ANNUAL ROUTINE
Procure sample of cooling oil, analyze for contaminants, and wear particles. After the first
two samples, increases in wear particle counts between successive samples should be
minimal. Sudden increases in wear particles are a warning sign that something may be
going wrong. Change the oil as soon as possible if contaminants exceed the limits.
Drain the oil, remove inspection cover, magnetic drain plugs, tandem hydraulic pump
suction strainer. Check inside of gear case for signs of dirt and/or metal particles.
Replace the filter element in the lubrication system. Clean and reinstall the tandem
hydraulic pump suction strainer, cooling system strainer basket, and the magnetic plug.
Refill the CST reducer with new Mobil fluid 424 oil to the level indicated on the sight tube.
Check hydraulic components for proper operation.
It is also recommended to carry out the Piston quad ring leak test. Simply connect a hand
pump with a fine needle valve and a pressure Gauge to the piston port. Pump oil to
pressure 500psi and lock it for 4 hrs. If oil pressure drops around 50psi in 4 hrs then the
piston quad rings are okay. If the pressure drop is fast, say goes below 200psi then
recommend replacing the quad rings.
Check all electrical terminations for loose and/or frayed wires. Repair connections as
required. Re-tighten all screws.
Check operation of all temperature, pressure and tachometer sensors. Replace as
required.
Clean interiors of electrical cabinets of all dust, dirt, and grease.
Check the calibration of the proportional control valve with the PWM amplifier.
Remember, the PCV/PWM amplifier is the heart of CST controls. Just like a heart in a
human body, the amplifier should be paid special attention in keeping it clean,calibrated
and tuned.
LONG-TERM SHUTDOWN
Disconnect the output shaft conveyor drive or other equipment. It is advisable to operate
the CST for 15 minutes once a week during shutdowns. The output shaft and seals should
be lubricated during this weekly warm-up. If regular warm-ups are not possible, fill the CST
completely with Mobil fluid 424 and coat exposed shafts with a thick layer of grease.
Additional weatherproofing may be required for some installations.
Recommend to change the grease every year. Fill the grease cavity with high temperature
grease such as Mobil HTS or equivalent grease. Use the fitting provided for this purpose.
Pump grease until the grease cavity is filled and grease comes out of the relief fitting.
If the CST is completely filled with oil, drain fluid from the unit to normal level before
resuming operations.
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Doc# 61408396
REPLACING INPUT SHAFT SEALS:

When there is a persistent leakage problem with the input shaft seal, it may be necessary to
replace the seal. However, before attempting to replace the seals make sure the cause of oil
leakage is not a clogged air breather. Overfilling the CST with oil can also cause seal leakage. To
replace the input shaft seals, refer to Fig 2.12 as reference and Baldor assembly drawings.
To remove the input seal:
1.
Heat the input shaft coupling, then remove the coupling hub using a hub puller. Do not
hammer.
Heat is required to remove the input couplings, note the temperature should not exceed
120C.
2.
Remove the six bolts from the seal retainer. Lightly tap on the seal retainer with a mallet to
loosen it. Remove the seal retainer freely.
3.
Press out the two seals from the seal retainer. Observe carefully which seal was removed
from which component. Inspect the condition of the seals and the wear patterns on the
shaft.
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Doc# 61408396
Figure 2.12: Input Shaft Seal Replacement-H450K CST

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Doc# 61408396
To install the input seal: (See Figure 2.12)

1.
Clean and inspect the seal area on the shaft. File down any burrs or rough spots.
2.
Apply a small amount of Aviation Permatex Non-Hardening Compound or an equivalent

compound on the outer diameter of the double lip seal. Install the seal in the seal retainer
by lightly pressing the seal into position. Note that the lip of the seal is installed toward the
inside of the gearbox.
3.
Apply a small amount of Aviation Permatex Non-Hardening Compound or an equivalent

compound on the outer diameter of the other lip seal. Install the seal in the seal retainer by
lightly pressing the seal into position. Note that the lip of the seal is installed toward the
outside of the gearbox.
4.
Replace the rubber o ring in the seal retainer. Use Parker O Lube grease or equivalent to
lubricate the o ring.
5.
Apply a small amount of high temperature grease on the rubber part of the seal.
6.
Carefully slide the seal retainer on the shaft taking care that the seal is not damages as it
passed over the key area on the shaft. A strip of tape, such as electrical tape, can be places
over the keyway area of the shaft to prevent the sharp edges of the keyway to damage the
seal. Apply a small amount of thread lubricant on the bolts and install them in the seal
retainer. Tighten the bolts to the torque values shown in Fig 2.12.
7.
Install the input shaft coupling hub.
8.
Fill the grease cavity with high temperature grease such as Mobil HTS or equivalent grease.
Use the fitting provided for this purpose. Pump grease until the grease cavity is filled and
grease comes out of the relief fitting.
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Doc# 61408396
REPLACING OUTPUT SHAFT SEALS:

When there is a persistent problem with the output shaft leakage, it may be necessary to replace
the seal. However, before attempting to replace the seals make sure leakage is not caused by a
clogged air breather or the gearbox is overfilled with oil. To replace output shaft seals refer to
Figure 2.13.
Prior to removing the output shaft seal, disengaged the input shaft coupling and make
sure the input shaft cannot be accidentally rotated.
To remove the output seals:

1.
Remove the output shaft coupling using a hub puller. Do not hammer.
2.
Loosen the jam nut and remove the TAC probe (speed sensor) assembly.
3.
Disengage the input shaft coupling and make sure the input shaft cannot be accidentally
rotated.
4.
Remove the six bolts that attach the TAC wheel cover. Screw three of the bolts in the jacking
screw threaded holes. Tighten the three screws evenly until the cover is loosened
sufficiently to be removed by hand.
5.
Slightly heat the TAC wheel and slide the wheel off the shaft.
6.
Remove the six bolts that attach the bearing cap. Screw three of the bolts in the jacking
screw threaded holes. Tighten the three screws evenly until the bearing cap is loosened
sufficiently to be removed by hand.
7.
Press out the two seals from the TAC wheel cover and the bearing cap. Inspect condition of
the seals. Inspect the condition of the wear sleeve on the shaft.
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Doc# 61408396
Figure 2.13: Output Shaft Seal Replacement-H450K CST

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Doc# 61408396

To install the output seals: (See Figure 2.13)
1.
Clean and inspect the seal areas on the shaft.
2.
Apply a small amount of Aviation Permatex Non-Hardening Compound on the outer

diameter of one seal and lightly press the seal in the bearing cap in the position shown in Fig
2.13. Pay special attention to the orientation of the seal lip. The sealing lip should be facing
the gearbox.
3.
Place the seal spacer in the bearing cap and tap it softly.
4.
Apply a small amount of Aviation Permatex Non-Hardening Compound on the outer

diameter of the other seal and lightly press the seal in the TAC wheel cover in the position
shown in Fig 2.13. Pay special attention to the orientation of the seal lip. The sealing lip
should be facing away from the gearbox.
5.
Apply a small amount of high temperature grease on the rubber part of the seal. Slide the
TAC wheel cover and seal assembly on the shaft. A strip of tape, such as electrical tape, can
be places over the keyway area of the shaft to prevent the sharp edges of the keyway to
damage the seal. Use sealant on the threads and install the six bolts to fasten the bearing cap
to the gear case.
6.
Slightly heat the TAC wheel and slide it on the shaft until it stops against the step on the shaft.
7.
Install the tachometer wheel cover using the six smallest bolts. Use thread sealant on the
bolts
8.
Tighten all the bolts to the torque values shown in Fig 2.13.
9.
Install the TAC probe assembly and tighten the setscrew. Adjust the TAC probe if necessary.
10. Fill the grease cavity with high temperature grease such as Mobil HTS or equivalent grease.
Use the grease fitting provided for this purpose. Pump grease into the cavity until grease
comes out from around the shaft.
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Doc# 61408396
REPLACING HYDRAULIC PUMP:
Also called as Viking Pump in some of Baldor documents/drawings.

For installation and removal of the hydraulic pump refer to Fig 2.14 as reference and Baldor
drawings.
To remove the pump:
1.
Unscrew the bolts holding the pump to the bearing cap (pump adapter).
2.
Pull out the pump as shown in the figure.
3.
Remove the setscrew which secures the coupling to the pump shaft.
4.
Remove the coupling and key.
To install/assemble the pump:

1.
Inspect the condition of the pinion. If the spider is worn it must be replaced.
2.
Install the key on the pump shaft and install the coupling. The coupling must be flush with the
end of the shaft. Install the setscrew.
3.
Apply silicon sealant to the pilot area of the pump where the pump seats in the pump
adapter. Slide the pump in until the coupling engage properly. Push the pump firmly in until
the pump register is seated properly in the bearing cap hole.
4.
Apply silicon sealant to the first three threads of the pump mounting bolts. Screw the two
bolts in to secure the pump in place. The bolt torque value is shown in Fig. 2.14. Do not over
torque the bolts.
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Doc# 61408396
Figure 2.14: Viking Pump Removal/Assembly
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Doc# 61408396
REPLACING COOLING PUMP SEAL:

Replacement Mechanical seal
Volute O-ring
Part # SC1001BL
Part # SC1002BL
Standard Tools Required:

Table 1: Standard Tools Required
Strap Wrench
drive torque wrench
drive ratchet
3/8 drive ratchet
24mm socket, drive
Loctite Silver Grade Anti-Seize
3/8 drive torque wrench

16mm socket, 3/8 drive
8mm hex driver, drive
Disassembly of pump to install a new seal

a. If pump is in place
(1) Drain oil from gearbox or isolate pump if valves fitted.
(2) Remove suction and delivery pipe work.
(3) This will allow you to remove the pump.
b. Dismantling Procedure.
(1)
Remove Volute casing / backing plate bolts
(2)
Remove Impeller nut and washer.
(3)
Remove impeller, being careful not to distort impellor (puller or wooden / steel
wedges may be required).
(4)
Remove Mechanical seal (spring and carbon face)
(5)
Remove backing plate
(6)
Remove Mechanical seal seat from backing plate
(7)
Check all parts for re-assembly
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Doc# 61408396

Assemble pump with new mechanical seal
1. Refer to proper drawing of cooling pump assembly.
2. Inspect all pump parts to ensure that there are no porositys, burrs or dings that may cause
oil leaks.
3. Clean any burrs on the motor shaft.
4. Install the O-ring on the motor shaft as following picture (Fig 2.15a).
Figure 2.15a
5. Use dial indicator to check the axial and radial displacement as Figure 2.15b. The radial
displacement should not exceed 0.01.
Figure 2.15b
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Doc# 61408396

6. The mechanical seal is shown as below (Fig 2.15c). The right side is the Metal assembly with
O-ring part. The left side is the carbon element, spring and spring holder.
Fig 2.15c
7. Remove the O-ring from the seal assembly as shown on the left and put aside as shown in
the right.
8. Use a yellow or white paint to paint the metal assembly at the station pin side.
9. Carefully put the metal assembly into the pump bracket, and mark the position at the
station pin.
10. Again remove the metal assembly and put aside.
11. Use a 3mm drill to drill a hole with 4.8mm depth at the marked position in step 8. Pay
attention during drill.
12. Use nylon installation tool to install the metal assembly as shown below (Fig 2.15d).
(1) Use Mobil 424 oil to lubricate the OD .
(2) Press carefully the metal assembly in to the pump. Make sure the station pin is sitted
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Doc# 61408396

properly onto the hole drilled in step10.
Figure 2.15d
13. When the metal parts seated properly, use some Mobile 424 oil to lubricate the surface as
below (Fig 2.15e).
Figure 2.15e
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Doc# 61408396

14. Install the coupling between pump and motor(Fig 2.15f). Use Loctite on the bolts to prevent
from oil leakage.
Figure 2.15f
15. Use qty 4 of 5/8 bolts to mount the coupling between motor and pump. Each bolt to use
some Loctite seal. Bolting torque to be around 110 Pound/ft.
16. Install the carbon assembly (left of Fig 2.15g) as the following procedures.
1. Lubricate the OD of the shaft sleeve and ID of the mechanical seal using some Mobil
424 oil.
2. Put the shaft sleeve with the O-ring side facing upwards. As below picture.
3. Place the carbon element onto the shaft sleeve. Press downwards till 1/2 of the
shaft sleeve.
4. Lubricate the seal surface using some Mobil 424 oil.
Figure 2.15g
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Doc# 61408396
17. Put the O-ring into the shaft sleeve.

18. Install the shaft sleeve onto the motor shaft. Make sure shaft sleeve is seated on the
shoulder properly (Fig 2.15h).
Figure 2.15h
19. Push the spring until the carbon element is fitted onto the metal assembly.
20. Install the key onto the motor keyway.
21. Use a little sealing glue on the motor shaft. Mount the impeller, spring seat, and spring
accordingly.
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Doc# 61408396
Figure 2.15i
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Doc# 61408396

22. As long as the impeller is fitted, remove the bolt of the impeller and put some Loctite 242
and again mount the bolts, the bolting torque is around 55 Pounds/Ft (Fig 2.15i).
Figure 2.15j
23. Install the volute as shown above (Fig 2.15j).

(1) Put some Loctite on the surface of the coupling.
(2) Install the gasket with some Loctite.
(3) Install the volute.
(4) Tighten the qty6 3/8x1 bolts, bolting torque around 23 pounds/ft. (In some cases, it
might be qty8 of 1/2x1 bolts, bolting torque around 55 pounds/ft)
(5) Install the connecting bolt between the pump and piping circuit.
24. Access from the side opening of the coupling, fix the o-ring towards the coupling.
The mechanical seal now has been installed.
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Doc# 61408396
TROUBLE SHOOTING:
TROUBLE
WHAT TO INSPECT
ACTION
1. OVERHEATING
1. Oil cooler
Check coolant and oil flow. If top of the

heat exchanger is at a level above the
gearbox normal oil level, air can be
trapped in the heat exchanger. Loosen
piping at the top of the heat exchanger
and vent the air out. Oil temperature
in the CST should be about 120 to 190
F (49 to 88C). Check pipes and
cooler/heat exchanger for deposits of
sediment.
2. Oil level
Check level gage for correct oil level.
3. Bearings
Check bearing endplay and radial

clearance. All shafts must turn freely
when disconnected from load.
4. Breather
Breather must be open. Replace if

plugged.
5. Type of oil
Oil must be Mobil fluid 424. If not,

DRAIN COMPLETELY. Clean and refill
CST with proper oil.
1. Cooling pump
Air might be trapped in the pump

casing volute. After oil, changes loosen
the plug at the top of the pump casing
volute and purge the air.
2. Oil level
Check sight tube for correct oil level.
3. Inlet basket strainer
Clean out the basket strainer if

clogged.
1 Type of coupling
Rigid couplings between rigidly

supported shafts can cause shaft
failure. Replace with flexible coupling
that provides required lateral float.
2. Coupling alignment
Realign equipment as necessary.
3. Overhung load
K Series CST units are designed only for

direct coupling. Sprockets or pulleys
may be mounted on either the input or
output shafts.
2. NO OR LOW
COOLING OIL
PRESSURE
3. SHAFT FAILURE
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Doc# 61408396

TROUBLE
4. BEARING FAILURE
5. OIL LEAKAGE
WHAT TO INSPECT
ACTION
4. Excessive high energy

loads
Equip CST with couplings designed to

absorb shock or repetitive shock loads
1. Overloads
Check nameplate rating and compare

with CST rating chart.
2. Overhung loads
See "Shaft Failure"
3. Bearing adjustment
See "Overheating"
4. Bearing lubrication
Check operation of the lube oil pump.

Output pressure at full speed should
not be less than 15 psi (1 Bar). Clean or
replace filter on pump and suction
strainer. Replace worn, cracked or
badly heat-discolored bearings.
5. Rust formation
Seal unit to prevent entrance of

moisture and to reduce condensation
inside unit. Drain condensation often.
Run the unit to full warm frequently
during long shutdowns or fill the CST
COMPLETELY with Mobil fluid 424.
6. Storage conditions
Long periods of storage in moist

atmospheres will cause destructive
rusting of bearings and gears. If this
occurs, disassemble the unit, inspect
and clean or replace parts.
1. Oil level
Drain excess oil from housing.

Maintain oil level as indicated by the fill
arrow near the sight tube.
2. Breather
If breather is clogged remove and

replace.
3. Oil seals
Check oil seals and replace if worn.
4. Plugs, gauges and

fittings
Apply thread sealant and tighten.
5. Housing and caps
Tighten bolts or cap screws. If leak

persists, remove housing cover and
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Doc# 61408396

TROUBLE
WHAT TO INSPECT
ACTION
caps. (NOTE: Drain oil to level below
housing cover to avoid spillage). Clean
mating surfaces. Install new O rings
and reassemble. Tighten fasteners
securely. Refill housing to proper level.
6. GEAR WEAR
7. NOISE
1. Gear tooth wear and

failure
Contact factory
2. Backlash
Nominal range is .014" to .022".

Contact factory.
3. Misalignment
Check contact pattern on gear face.

75% of the total face is correct.
4. Overloads
See "Bearing Failure"
5. Oil level
See "Overheating"
6. Type of oil
See Overheating''
7. Coupling lateral float
See "Shaft Failure"
8. Rust formation
See "Bearing Failure"
1. Unusual or increasing
noise
See "Gear Wear" and "Bearings

Failure"
WARRANTY SERVICE OR REPAIR SHOULD BE PERFORMED ONLY BY BALDOR / DODGE

AUTHORIZED SERVICE SHOPS.
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Doc# 61408396
________________________________________________________CST CONTROLS
SECTION -3
CST CONTROLS
( Conveyor with 2 x Head Drives)
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Doc # 61408396
Sec-3: Page 1 of 30
________________________________________________________CST CONTROLS
CONTENT
CONVEYOR CONTROL: .......................................................................................... 3

CST CONTROLLER- PANEL VIEW CONTROL FEATURES: ........................................ 16
PANEL VIEW SCREENS: ........................................................................................ 17
SCREEN-1: CST Logo/ Screens Selector ................................................................ 17
SCREEN-2: Overview-1 ........................................................................................ 18
SCREEN-3: Overview-2 ........................................................................................ 20
SCREEN-4: Conveyor Alarms Type 1 /2
20
SCREEN-5: CST Alarms ........................................................................................ 22
SCREEN-6: CST Alarms ........................................................................................ 23
SCREEN-7: Conveyor Trip Alarms ........................................................................ 25
SCREEN-8: CST Trip Alarms ................................................................................. 26
SCREEN-9: Control Mode Selection ..................................................................... 27
SCREEN-10: Manual Mode Operation ................................................................. 28
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Sec-3: Page 2 of 30
________________________________________________________CST CONTROLS
CONVEYOR CONTROL:
The control philosophy explained here is for a typical conveyor having two drives at the head
stations, one located on the primary pulley and the other on the secondary pulley. (Figure 3.1)
Figure 3.1: Typical 2 X Drives conveyor configuration
The CST PLC Controller located at the head station selects one of the drives as the MASTER (CST1),
which regulates motor torque to ensure a smooth soft start and velocity ramp from zero to full
speed in a specified time with the second drive (CST2) as a slave follower to share the kW load
between the two drives within 2%.
The purpose of the Master drive (CST1) is to regulate the velocity of the belt from 0 to 100% in a
very controlled manner, the velocity v/s time profile is plotted over an S shaped curve. By doing
this, the belt safety factor is reduced approximately by 15% and this reduction yields cost savings
(25~35%) to select the correct rating for the belt. As the belt accelerates to full speed in a predetermined time, the slave drive shares the load.
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Sec-3: Page 3 of 30
________________________________________________________CST CONTROLS
As per dynamic analysis, if the conveyor belt ramp up time T from zero to 100% velocity is 60
seconds, then in the PLC program, the velocity v/s time profile is computed to an S shaped curve.
The algorithm does 100 counts to compute the profile as per the following algorithm:
V (t) =
t
V
(1 cos )
2
T
0 t T.
V-Designed running speed of the belt in

m/s
t-time in seconds
T- time to accelerate the stationery belt
to speed V
Figure 3.2a: Typical "S" shaped belt velocity curve
Normal stop of the belt will be approximately 1/5th of the starting time e.g., 12sec. Stopping will
generally be on a linear decelerated ramp curve. This will happen as long as the fully loaded belt
has tendency to stop faster due to gravity and frictional drag. The CST clutch will be able to regulate
and de-clutch in 12s.
Note: As per dynamic analysis of the conveyor, whatever time T is recommended best for the
smooth acceleration of a fully loaded conveyor belt, that is inserted in the PLC program as a default
value. During commissioning on a loaded conveyor, any adjustments can be done to attain best
starting profile.
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Sec-3: Page 4 of 30
________________________________________________________CST CONTROLS
Conveyor Sequence Control Philosophy:
Figure 3.2b: Conveyor with a Primary Pulley and a Secy. Pulley, having two drives configuration
Within the PLC program, a set of PID (Proportional + Integral + Derivative) blocks are defined and
algorithms programmed to execute different states of conveyor motion. (Figure 3.2b)
For conveyor head end velocity, the following PID blocks are defined:
SPEED PID
For each CST drives torque and kW load share control, the following PID blocks are designated:
PRESSURE PID
kW PID
The sequence of conveyor motion from zero to 100% speed is controlled in six states, discussed on
following pages:
State-0:
Conveyor Stopped
State-1:
Conveyor Starting
State-2:
CST drives pre-charged
State-3:
Conveyor breakaway, in motion
State-4:
Conveyor Accelerating
State-5:
Conveyor at full speed
State-6:
Conveyor stopping
The conveyor control scheme discussed on the following pages is for 2 x drives; 1 drive on primary
pulley and 1 drive on the secondary pulley.
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________________________________________________________CST CONTROLS
State-0, Conveyor stopped: (See Fig-3.3a)
In this state, the belt is stopped to zero speed. The main drive motors are turned off, each CSTs
hydraulic piston is de-clutched. All PIDs are switched to Manual Mode, their CV (control variable)
values set to zero.
SPD PID
N15:00
MAN
STATE-0: CONVEYOR STOPPED
DIR
CST1 PR PID
N15: 90
MAN
DIR
CST1
(MASTER)
CST2 KW PID
N35:120
CST2 PR PID
N15: 120
MAN
MAN
DIR
DIR
CST2
(SLAVE)
Figure 3.3a: State-0, Conveyor stopped
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Sec-3: Page 6 of 30
________________________________________________________CST CONTROLS
State-1, Conveyor Starting (See Fig-3.3b)
All faults are reset. PLC program checks the healthy status of belt and all the enabled drives to
ensure that each drive is ready for start; the clutch pressure on each CST drive piston should be
< 1%, belt at zero speed and CST sump oil temperature > 50F (10C).
SPD PID
N15:00
F/F
STATE-1: CONVEYOR STARTING
AUTO DIR
CST1 PR PID
N15: 90
AUTO
F/F
DIR
CST1
(MASTER)
CST2 KW PID
N35:120
CST2 PR PID
N15: 120
MAN
AUTO
DIR
F/F
DIR
CST2
(SLAVE)
Figure 3.3b: State-1, Conveyor Starting
CST PLC receives a Conveyor RUN command input from remote control system (from a
supervisory PLC control system or a hardwired switch). After sounding the siren for 15s, the drive
motors are turned ON in a staggered sequence of 5sec. interval. In addition, the cooling pump of
each CST is turned ON.
For each drive, the program checks the healthy status of the starters, hydraulic control pressure
PT2 (250psi), cooling pump oil flow FT1 (>80%), sump oil temperature TT1 (>10C) etc., and
thereafter, begins to apply hydraulic control pressure on the CST clutch piston.
Speed PID block and Pressure PID block of each drive are switched to Auto/Direct close loop control
mode. The set-point value of Speed PID is kept at zero while its Feed-forward address is turned on
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________________________________________________________CST CONTROLS
to write small incremental values to its CV address which connects to the Set-point address of each
Pressure PID block, as depicted in Figure-3.3b.
From the Feed-forward address of each Pressure PID block, large incremental values are added to
the CV output. Pressure on each CST Clutch piston is increased fast to prime fill or pre-charge the
clutch. Pre-charge limit is set around 10% of the piston control pressure range. The limit is reached
within 10s~15s otherwise an alarm bit CST Clutch Pre-charge failure is latched. Sequence is
stopped until this problem is resolved.
The pre-charge limit is adjusted during commissioning on an empty belt to ensure that the belt
does not drift into motion if the conveyor is not equipped with an external disc brake.
State-2, CST drives pre-charged: (See Fig-3.3c)
After the pre-charge limit is crossed and brake released, State-2 bit is latched and pressure on each
CST clutch is continued to increase very slowly only by the F/F-Bias mode of the SPEED PID block till
motion in the conveyor belt is detected (Speed >1%). F/F-Bias of each Pressure PID is stopped.
The Set-point address of each CST Pressure PID block continues to receive small incremental value
from the CV address of the Speed PID block. To ensure each drive apply equal torque to the pulley
load, a torque compensation block is introduced as per computations shown below. The
compensation value is multiplied to the Set point address of each Pressure PID block, as depicted in
Figure- 3.3c.
For a typical 2-drive control system, the torque compensation is calculated as following:
Drive-1
Drive-2
F8:1
F8:2
where:
= J2 / J1
= J1 / J2
J1 is the measured kW power of Drive-1
J2 is the measured kW power of Drive-2
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________________________________________________________CST CONTROLS
SPD PID
N15:00
STATE-2: CSTs PRE-CHARGED
F/F
AUTO DIR
F8:1
CST1 PR PID
N15: 90
AUTO
DIR
CST1
(MASTER)
CST2 KW PID
N35:120
MAN
DIR
F8:2
CST2 PR PID
N15: 120
AUTO
DIR
CST2
(SLAVE)
Figure 3.3c: State-2, CST pre-charged
As pressure increase on each drive piston is very gentle and slow, for a fully loaded belt, the belt
motion is detected within 10s~15s otherwise Conveyor Belt Speed not detected alarm bit is
latched. Sequence is stopped until this problem is resolved.
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State-3, Conveyor in motion or Breakaway: (See Fig-3.3d)
When speed > 1% is detected that belt breakaway bit is latched in the program. The Speed PID
F/F (Feed forward Bias) mode is stopped and now S plot computed values are written in its Setpoint address. The set point control is implemented thru a bump less transfer algorithm. The
Speed PID block now begins to ramp up the velocity of belt on an S profile from 0 to 100%. The
torque compensation value is continued to be multiplied with the Set-point address of each
Pressure PID block.
STATE-3: CONVEYOR IN MOTION
SPD PID
N15:00
AUTO
DIR
F8:1
CST1 PR PID
N15: 90
AUTO
DIR
CST1
(MASTER)
CST2 KW PID
N35:120
MAN
DIR
F8:2
CST2 PR PID
N15: 120
AUTO
DIR
CST2
(SLAVE)
Figure 3.3d: State-3, Conveyor in motion/breakaway
State-4, Conveyor in Acceleration: (See Fig-3.3e)

When velocity is >10% that acceleration bit is latched in the program, Speed PID block continues
to ramp up the belt speed over the S profile, the ramp time Ts as dictated by dynamic analysis.
The torque compensation block continues to be active, as done in State-3. The kW PID block for the
slave drive is now activated in this state but the CV is not connected to the Pressure PID block. This
is simply done, well in advance, to ensure that the kW PID block is primed and ready to get into
action when switched on in State-5 without inducing any bumps in the controlled output.
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STATE-4: CONVEYOR ACCELERATING
SPD PID
N15:00
AUTO
DIR
F8:1
CST1 PR PID
N15: 90
AUTO
DIR
CST1
(MASTER)
CST2 KW PID
N35:120
AUTO
DIR
F8:2
CST2 PR PID
N15: 120
AUTO
DIR
CST2
(SLAVE)
Figure 3.3e: State-4, Conveyor in acceleration
State-5, Conveyor at full speed: (See Fig-3.3f)

When belt velocity reaches >98% that full speed bit is latched.
The PLC program keeps 100% as the Set-point value in the SPEED PID block. The Speed PID loop is
now cascaded to Pressure PID loop of the Master Drive. The job is to ensure that conveyor runs at
100% speed irrespective of load change.
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SPD PID
N15:00
AUTO
STATE-5: CONVEYOR AT FULL SPEED
DIR
CST1 PR PID
N15: 90
AUTO
DIR
CST1
(MASTER)
CST2 KW PID
N35:120
AUTO
DIR
CST2 PR PID
N15: 120
AUTO
DIR
CST2
(SLAVE)
Figure 3.3f: State-5, Conveyor at full speed
The slave drive is now switched over to kW PID loop control mode, as shown which is cascaded to
the Pressure PID loop of that slave drive.
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SPD PID
N15:00
AUTO
STATE-5: CONVEYOR AT FULL SPEED

- EACH CST CLUTCH LOCKED
DIR
CST1 PR PID
N15: 90
MAN
F8:11
DIR
CST1
(MASTER)
CST2 KW PID
N35:120
AUTO
DIR
CST2 PR PID
N15: 120
MAN
F8:12
DIR
CST2
(SLAVE)
Figure 3.3g: State-5, CSTs locked, conveyor at full speed
CST Clutch locked (Fig-3.3g): It may be desirable to run all drives with their CST clutch locked to
90% pressure (225psi). At 90% value, the CST clutch does not slip and transfers 100% motor torque
to pulley load. As the belt load vary, the motor kW of each drive will vary accordingly but the belt
speed will stay 100%.
If the CST Clutch Locked selection is done before a conveyor RUN start, the algorithm after
attaining STATE-5, switches the Pressure PID block of each drive to MANUAL mode and a special
Function block in the algorithm writes 90% control value in the CV address and this way, each CSTs
clutch pressure stay close to 225psi. If there is a sudden load surge, the clutch will slip momentary
to absorb the shock and this is an excellent feature of a CST clutch to protect the belt from being
ripped.
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State-6, Conveyor stopping/ deceleration: (See Fig-3.3h)
Stopping of the conveyor belt is defined in two modes:
Normal Stop: When the Conveyor-Run switch is turned off then State-6 bit is latched in the
program. If the belt has tendency to stop faster on load, the CST drives will regulate the stopping of
belt on a linear curve and the ramp down time will be 1/5th of the ramp up time.
SPD PID
N15:00
AUTO
STATE-6: CONVEYOR STOPPING
DIR
CST1 PR PID
N15: 90
MAN
F8:31
DIR
CST1
(MASTER)
CST2 KW PID
N35:120
AUTO
DIR
CST2 PR PID
N15: 120
MAN
F8:32
DIR
CST2
(SLAVE)
Figure 3.3h: State-6, Conveyor stopping
All the Cascade control loops are disconnected. The Pressure PID block of each drive is switched to
MANUAL mode and a special Function block is introduced in the algorithm that subtracts the Cv
from its current value to zero in a smooth manner within the specified deceleration time. By
reducing the clutch pressure on each drive, the torque is reduced and the belt speed drops to zero
gradually and conveyor stops gradually.
When belt speed drops < 5%, State-0 bit is latched. Thereafter, external disc brake is applied and all
PIDs switched to Manual mode.
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With the CSTs now fully de-clutched, the main motor of each drive is kept ON along with the
cooling pump/HEX. If the conveyor RUN/Start command is not re-initiated within 15minutes, then
the main motors are turned off. The cooling pump and heat exchanger continue to operate in Auto
temperature control mode. This mode ensures that oil temperature remains between 50~110F.
Emergency Stop: When an e-stop button or belt sway/pull cord switch is activated, the CST PLC
program latches e-stop bit and the main drive motor is tripped with CSTs de-clutched. External disc
brake is applied. The belt is expected to come to a full stop within 5~10s. Cooling pump/Heat
exchanger continue to run for a time until oil temperature drops <110F (43C).
In case of a power outage, and worst scenario of no UPS power available that motors gets turned
off automatically and CSTs de-clutched. This is regarded as an E-stop.
Creep Speed Control:
On the Central Control Desk, besides the Conveyor RUN-ON/OFF selector switch, a CREEP ON/OFF
Selector switch is also provided. First select CREEP-ON and then select RUN-ON. The PLC program
automatically selects CST1 as Master and CST2 as Slave-1 and conveyor control goes through
motion State-1 to State-5 to ramp up to whatever % speed selected between 10 ~ 50%. The cooling
pump and heat exchanger will also run to control the oil temperature. The tail drive CST3 is kept deselected.
This mode is used only when an EMPTY belt is run for alignment, tracking or mechanical adjustment
of conveyor belt during pre-commissioning or plant maintenance shutdowns. The empty belt at
10~15% speed can be run for long hours, may be 10~15hrs or one or two days continuously. Creep
Speed value anywhere between 10 to 50% can be entered from the Panel View touch screen.
During Creep mode of operation, whenever RUN-OFF is selected, the program will simply de-clutch
the CST drives but the main drive motor will continue to be ON at no load. When belt is running in
creep mode, the PLC program monitors the motor kW and if the value goes above 25%, CSTs are
de-clutched. This is done to ensure that belt is always run empty in creep mode. It is not advisable
to throw any material on the belt. RUN-ON/OFF can be done umpteen times, the belt will simply
ramp up and down as long as it runs empty and oil temperature stay <130 F (54C).
To run the belt in creep mode, generally one CST drive for an empty belt should be enough.
However, the panel view provides selection of either one both drives at the head end (CST1 &
CST2).
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________________________________________________________CST CONTROLS
CST CONTROLLER- PANEL VIEW CONTROL FEATURES:

At the Head, as well the Tail Drive Stations, close to the CST drives, the CST Controller Panel is
located. The Panel View unit mounted on the front door of the enclosure facilitates the operator to
observe all the important control parameters as well carry out necessary start/stop of pump/fan in
Maintenance Mode.
7
4
1
.
Figure 3.5a: CST Controller front view
Figure 3.5b: CST Controller inside view
In addition, on the front door of the enclosure, two PUSH BUTTONs are provided; their function
explained below (Fig-3.5a):
RESET PUSH BUTTON
This is a 2-in-1 push button with a white lamp. The STATUS LAMP will flash if an alarm occurs. There
are three types of alarm states defined in the control philosophy
STATUS LAMP
ALARM
TYPE
TYPE-1
DESCRIPTION
SLOW FLASH
TYPE-2
Flash every 2 second
FAST FLASH
TYPE-3
Flash every 1 second
VERY SLOW
FLASH
Flash every 4 seconds.
Does not stop the conveyor

operation, simply alerts the operator
for corrective action
CST is declutched, conveyor stopped
but main motor may stay ON.
CST drive as well main motor tripped.
This could be an emergency stop
situation
EMERGENCY STOP
Red color stay put push button. In case of an emergency, press this push button and all motors will
be tripped.
Salient features of the Panel-View Man-machine interface are discussed in the following
paragraphs.
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PANEL VIEW SCREENS:

SCREEN-1: CST Logo/ Screens Selector
When the PANEL VIEW 600 is powered up; CST Logo screen shows up as the default screen.
Following Screens can be selected from the touch screen keys:

SCREENS
SCREEN-1
SCREEN-2
SCREEN-3
SCREEN-4
SCREEN-5
SCREEN-6
SCREEN-7
SCREEN-8
SCREEN-9
SCREEN-10
DESCRIPTION
CST LOGO SCREEN SELECTOR
OVERVIEW-1
OVERVIEW-2
CONVEYOR ALARMS TYPE 1 /2
CST ALARMS TYPE-1
CST ALARMS TYPE-2
CONVEYOR ALARMS TYPE-3 (TRIP)
CST ALARMS TYPE-3 (TRIP)
CONTROL MODE SELECTION
MANUAL CONTROL
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SCREEN-2: Overview-1
This screen displays status of Conveyor as well each CST drive:
Selected or Healthy status is indicated by

Green color of the lamp.
De-selected or Off status is indicated by Gray
color of the lamp.
Any fault or Alarm status is indicated by Red
color of the lamp.
Operator to press function key F1 to move
forward to the next screen and F2 to move
backward to the previous screen. When you
are on any screen, press F10 to go back to the
CST Logo Screen.
CST Controller Panel View
Conveyor Status explained:

Auto Mode Select: Screen-10 enables operator to select Auto or Manual mode operation of the
conveyor. When selected in Auto, the conveyor can be run with CST drives and equipments in the
programmed sequence.
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Creep Speed Select: The creep speed run of the conveyor belt can be selected from the Selector
Switch provided on a remote Control Desk or Centralized Supervisory Control System. This enables
the conveyor to be run in Auto at 10~15% speed on an empty belt. This selection is done only
during maintenance of the conveyor belt for alignment check or any other checkouts of interlocks &
safety equipment. As explained earlier, creep run can be performed for long hours.
Conveyor Ready for Start: This lamp will turn green when enable drive clutch pressure is below
10% and belt speed is zero.
Conveyor Healthy: This lamp will be green as long as there is no Alarm or fault in the system.
Before initiating Conveyor Run command, this lamp should turn green after fault reset.
Conveyor Run: This lamp turns Green when from the remote control desk, the selector switch
Conveyor Start/Stop is switched to Start/Run mode. The CST PLC program receives this input to
sound the SIREN for 15s. Thereafter, the selected (Enabled) drive motors are started in a sequence.
Conveyor States: The six states of conveyor belt, as explained previously, are displayed 0~6.
Siren: When Conveyor RUN is initiated, the SIREN ON status for 15s is indicated by this lamp.
CST Status explained:
Master Select: As there are two CST drives at the Head Station, any of them can be selected as the
Master drive from Screen-9.
Clutch Lock: This is a special feature provided in the PLC program. If any of the two CST drive is
selected for clutch to lock from Screen-8, then after acceleration of belt to full speed that these
drives clutch will lock to 90% of the Clutch pressure. In this situation, there will be no more
Master/Slave kW load share control. If all two drives are selected to lock, they will stay locked and
motor torque will then be transferred to load as per load conditions. The kW of each drive will vary
as the load varies but the belt will run at 100% speed.
Speed select: At the head station, as each CST drive have a speed sensor at its output shaft, both
speed signals are displayed on Screen-3. Operator can chose to select any of them for belt
acceleration control. This give a 100% redundancy on the speed signal, if one fails, the other can be
selected to re-run the conveyor.
Enabled: During Auto or Manual operation, the drives need to be enabled first before initiating the
Run signal. Enable selection is done from Screen-9: Control Mode Selection. For a full load
operation, all two CST drives to be enabled. At a reduced load, say <50%, it may be possible to run
the belt with only CST1 or CST2 enabled. This features gives opportunity to attend to the failed
drive while continue to run the belt on partial load if need arise.
When the drives are enabled and conveyor RUN signal is initiated, the status of Motor, Cooling
Pump, Heat exchange Fan and Sump Heater is indicated by the respective Lamp on the screen.
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SCREEN-3: Overview-2
This screen displays all the process parameters for each drive.
SCREEN-4: Conveyor Alarms Type 1 /2

This screen (shown on next page) displays Conveyor Alarms Type-1, 2.
Alarms Type-1 will not stop the conveyor. They will appear to alert the operator. When reset button
is pressed and if the fault has reset on itself, then the Lamp will turn Gray from Red.
Conveyor RUN signal momentary OFF: The RUN input signal is a hardwired input to the CST PLC
from a selector switch. This is a maintained steady signal. In case the wire at either side terminal
end is loose and makes a momentary make/break of connection, the PLC will continue to run the
conveyor but operator is alerted with this alarm. Therefore, when this bit is latched in the program
and alarm displayed, the operator is supposed to ensure the integrity of wiring or the selector
switch contact. If the connection discontinuity remains over 2 seconds then this is treated as RUN
off and conveyor is stopped.
Drives not load sharing within 2%: This bit may latch and then disappear when fault reset is
done. During normal operation, if one of the drives is not coping to load share, this bit is latched to
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alert the operator to check the PID tuning or the PCV amplifier tuning or maybe the clutch is
slipping due to inadequate build of pressure.
Alarms Type-2 will de-clutch the CSTs and the conveyor belt will come to a stop but the main drive
motors & cooling pumps will continue to run. When the fault is attended in the field and fixed, after
Fault Reset push button is pressed to clear the fault(s), the conveyor RUN command can be
initiated again.
Alarm Type-3: This will trip the main motor and stop the conveyor; the cooling pumps will continue
to run for a while.
Conveyor Acceleration Failure: This can occur if drives not load sharing/PIDs not tuned properly or
PCV amplifier not calibrated properly or the CST Piston is internally leaking and not building desired
pressure.
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SCREEN-5: CST Alarms
This screen displays Alarm Type-1 related to each CST. The CST is not de-clutched.
Main Motor kW High: CST H450K with Gear ratio 18.8125 permits kW High Overload limit to
419kW and High-High kW limit to 488kW. If a 350kW/1480RPM motor is installed, then it is
undersized and Hi Alarm limit in the PLC program is set at 325kW if overload stay >5s.
Cooling Oil Flow LOW (<80%) or System Pressure LOW/HIGH or Oil Temperature LOW/HIGH is to
alert the operator to take corrective action before HI HI or Low Low trip alarms appear to de-clutch
the CST.
Transducers out of calibration alarm: When the incoming current signal to the PLC is below 2mA or
above 20mA that this alarm bit is latched. The fault could be due to a defective transducer, field
wire broken or faulty PLC input module. Operator to attend to transducer ASAP.
Main Motor re-start delay time ON: Only 6 starts per hour allowed. After first stoppage, this lamp
turn ON for 10 minutes to inform operator to wait for the re-start.
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SCREEN-6: CST Alarms
This screen displays all type-2 alarms related to CST drive. The CST is de-clutched, the belt will stop.
Main Motor kW HI-HI: CST H450K with Gear ratio 18.8125 permits kW High Overload limit to
419kW and High-High kW limit to 488kW. If a 350kW/1480RPM motor is installed, then it is
undersized and Hi Hi Alarm limit in the PLC program is set at 350kW, which is rated input power of
the installed motor.
System Pressure Low Low (<50%): When corrective action on Low alarm is not taken and pressure
drops further to 50%, the CST is de-clutched. Operator to attend to
the Mechanical Viking pump to check if the bypass relief valve is leaking or the Y-strainer is
clogged or System Filter Assemblys 10 Filter element needs to be replaced.
With main motor ON, adjust the System Relief valve RV on the hydraulic manifold and
watch stable 250psi for sometime before restarting the conveyor.
Cooling Flow Low Low (<60%): When the Low flow alarm is ignored and flow drops further to 60%,
this alarm bit is latched. Operator to attend to
Flow meter to check amplifier/calibration or the impellor
Check the Basket Strainer, clean the basket; it may be clogged
Check the Cooling Pump, its impeller or any leaks in the piping
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Check oil level. Low oil level could lead to cavitations in the suction, which could drop the
flow.
Oil Temperature HI HI (>82C): When oil flow is inadequate either due to low level or cooling pump
being deficient or the Heat Exchange not working properly, the oil temperature is likely to exceed
180F/82C/60% limit; CST is de-clutched. Operator to check the equipment. Oil need to cool down
below 150F (>65.5C) and then only alarm can be reset to restart the conveyor.
PWM Amplifier out of calibration: The PLC program monitors and compares the PCV Controlled
output with the Clutch Pressure and if there is a huge deviation, this alarm bit is latched. Operator
to check the calibration of the PWM amplifier as per procedures explained in Section-2.
Starter Failure for Cooling Pump & Fan motor: When a starter turn ON signal is initiated by the
PLC, the feedback signal from MCC should be within 1s. If not, this alarm bit is latched. Operator to
attend to starter function in the MCC or check the cable terminal connections. Besides starter
malfunction, any loose contact in the wiring can latch this alarm.
Speed not detected in State-2: This can happen during conveyor sequence start, either the speed
sensor is faulty or the PCV is not building enough pressure on the clutch to cause conveyor motion
within specified time of 15 ~20s. Operator to either retune the PLC program State-2 sequence or
check the speed sensor. If none of this helps, then the CST clutch needs to be checked, maybe there
is an internal piston leak or clutch plates mechanical failure.
Clutch Pressure HI to start (>10%): When a CST is ENABLED (Selected), the PLC programs monitors
the Clutch pressure and belt speed to ensure pressure is below 10% and speed is zero. If clutch
pressure is >10%, this alarm bit is latched and will not allow the Conveyor to RUN. Operator to
check:
Pressure transducer
PCV Amplifier ZERO pot adjustment/calibration
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SCREEN-7: Conveyor Trip Alarms
Emergency Remote CCR activated: E/stop signal from Remote CCR, this will cause an E/stop, main
motor will be tripped and CST will be de-clutched immediately.
Emergency Stop Head activated: Even after re-setting the Mushroom E/Stop PB the fault remains,
then operator to check the wiring and connection integrity at the terminals. A loose connection can
lead to this fault as the input is fail safe normally closed contact. A momentary contact break of
500mS will latch this bit.
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SCREEN-8: CST Trip Alarms
This screen displays alarms Type-3 trip alarms.
Main Motor kW HI-HI Overloaded three times: As explained earlier, CST is declutched two times if
operator continue to run the belt overloaded. For the third time, this alarm will trip the motor and
shutdown the conveyor.
Main Motor Starter Failure: This indicates failure in the Motor Switchgear either of the starter or a
loose contact or disconnect on the feedback signal wire.
System Pressure HI HI (> 99%): As explained earlier, the system pressure is set by the Pressure
Regulating Valve RV on the hydraulic manifold to 250psi. The Clutch Pressure Transducer is scaled
to read 0~300psi. It is recommended to keep the system pressure at 250psi to protect the piston
seal. If RV adjustment fails and system pressure suddenly shoots very high, the PCV could pump in
very high pressure to the CST piston and damage the quad-seal. To prevent this from happening,
this alarm limit will declutch the CST.
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SCREEN-9: Control Mode Selection
This screen enables operator to select drives before starting the conveyor.
CST Enable/dis-able, Master Select, CST Clutch Lock/Un-Lock and CST1/CST2 Speed select can only
be done when conveyor is stopped (STATE-0).
When all CSTs are selected to be locked, then Master/Slave selection is not effective and Master to
Slave kW load share is not effective.
Note: As explained earlier, Conveyor can be run in Auto on reduced load (<50%) with either CST1
enabled or CST2 enabled.
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SCREEN-10: Manual Mode Operation

This screen allows Operator to select MANUAL Control Mode when the conveyor is stopped.
Thereafter, for maintenance check out purpose, he can START and STOP the main motor, the
cooling pump, the Heat Exchanger Fan and the CST Sump Heater.
Main motor will be allowed to start and stop only if there is no pressure on the clutch. The PLC
program ensures this with an internal interlock. Because, if there is oil pressure >10% locked in the
CST piston, and no sooner the motor is starter, it will move the conveyor belt if the output shaft is
not de-coupled.
Attention: When the Cooling pump is running while the main motor is ON, and if the external disc
brake is not applied, it is likely that the conveyor may begin to drift. This can happen due to internal
frictional drag caused by the oil viscosity when it flows through the clutch plates.
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REQUIRED PROCEDURES TO START/STOP THE CONVEYOR:
Follow the steps below to start the conveyor for 100% speed operation with all CSTs:
1. Go to CONTROL MODE SELECTION screen-8
a. ENABLE the CSTs;
b. Select the MASTER CST;
c. Select the CST for speed control;
d. Decide whether you would like to lock the CST clutch when attained full speed.
Accordingly, make selections
2. Go to MANUAL CONTROL screen-10
a. Deselect Manual Control mode
3. Make sure, from the Central Control Desk
a. Creep Speed Selector Switch is on de-select
b. Conveyor RUN selector switch is in OFF position
4. Go to OVERVIEW-1 screen
a. Ensure all E/Stops are reset.
b. Press FAULT RESET push button to reset all alarms.
c. Observe following lamp indications to be GREEN
i. Conveyor Ready for Start
ii. Conveyor Healthy
iii. Auto mode selected
iv. CSTs enabled
v. Master selected
vi. Speed selected (CST1 or CST2, whichever selected)
vii. Clutch to Lock (For the selected drive)
viii. Creep Speed is de-selected (Lamp Gray)
5. Go to OVERVIEW-2 screen to observe all process parameters are displayed; the oil
temperature will the actual reading in the field whereas, most of all the other parameters
will read Zero.
6. Now initial the Conveyor RUN from CCD. Observe the following sequence of start:
a. Siren will sound for 15s
b. CST1 motor will start first, and its cooling pump will start 2s later
c. CST2 motor will start 5s after the 1st motor start. Its cooling pump then start 2s later
d. With the cooling pumps started, the cooling oil flow will be on.
e. Now, conveyor sequence will switch to STATE-1 and on OVERVIEW-2 screen, you will
observe the clutch pressure start to increase slowly.
f. Around 10% of the clutch pressure, that STATE-2 will appear and now the clutch
pressure will increase very slowly. This may take anywhere between 5~10s. If precharge is not attained with this period, an alarm bit will be latched Pre-charge
failure in STATE-1. Motor kW will start to increase gradually to almost maximum for
a fully loaded belt. Almost around 80~90%kW reading that the conveyor will go into
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Doc # 61408396
________________________________________________________CST CONTROLS
motion. This may take another 10~15s. If belt motion is not detected within this
period, an alarm bit Speed not detected in STATE-2 will be latched.
g. Conveyor program will switch into STATE-3 to now ramp up the belt by controlling its
velocity over an S curve profile. When speed is above 10% that STATE-4 bit is
latched to allow the belt to accelerate to full speed.
h. As per the programmed ramp up time, when the conveyor belt attains >98% speed
that STATE-5 bit is latched. The head drives will now control belt speed on varying
load whereas tail drive will do the Tension control; the control philosophy as
explained earlier.
i. If CLUTCH LOCK is selected, then after 100% speed is attained that clutch pressure of
the selected drives will slowly reach 90% (close to 225psi) and stay at this value.
Clutch lock is recommended when the PID control is not tuned properly and kW load
share or Tension control is not perfect. With all drives locked at 90% clutch pressure,
the belt will run steady at 100% speed no matter how the load fluctuates. The motor
kW of each both head drives will almost remain same and vary as per the load
whereas the tail drive kW will also vary depending upon how it sees the load at the
tail end.
7. To stop the conveyor normally, simply turn OFF the Conveyor RUN signal from CCD. Clutch
pressure on each drive will drop gradually and belt will stop almost within the 1/5th of the
Ramp up time.
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____________________________________________________H450K CST TECH DATA
APPENDIX-B
TECHNICAL DATA
H450K CST
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Appendix-B: Page 1 of 5
____________________________________________________H450K CST TECH DATA
H450K CST
H450K CST GEAR RATIO CHART FOR MOTOR

INPUT SHAFT KW AT 1480rpm
@ Service Factor: 1.0
ACTUAL
O/P
MAX
HIHI-HI
GEAR
SHAFT KW ALARM*
TRIP**
RATIO
RPM
KW
KW
17.2941
85.6
638
456
532
18.0303
82.1
612
437
510
18.8125
78.7
586
419
488
19.6452
75.3
562
401
468
20.5333
72.1
537
384
448
21.4828
68.9
514
367
428
22.5000
65.8
490
350
408
23.5926
62.7
468
334
390
24.7692
59.8
445
318
371
26.0400
56.8
424
303
353
27.4167
54.0
402
287
335
28.9130
51.2
382
273
318
30.5455
48.5
361
258
301
32.3333
45.8
341
244
284
34.3000
43.1
322
230
268
Note: In the above rating chart, the MAX kW allowed at the input shaft is based at Service Factor of 1.0
but to protect the gearbox, it is always recommended to select installed motor kW @ SF of 1.4.
*kW High Alarm limit is considered @ SF=1.4. The CST Controller is programmed to give kW High Alarm at this limit value to alert operations.
**kW High-High Alarm Trip limit is considered @ SF1.2; The CST Controller is programmed to de-clutch the CST at this limit to protect the gearbox from
overload damage.
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____________________________________________________H450K CST TECH DATA
TECHNICAL SPECIFICATIONS-H450K CST

Model
Type
Rating
Size / Weight
Gears/Bearings
Gear Case
Clutch Pac Assy.
Sump Oil
Oil Capacity
Cooling System
Heat Exchanger
Hydraulic Controls
H450K/KS
Reducer Gear Box with Hydraulic viscous Clutch
450,000 inch-lb of torque at the output shaft
Input shaft rpm 1480 Recommended Safety Factor 1.2~1.4
For K (Horizon. shaft) Max Input KW(@SF1.0) /Gear Ratio/Output RPM: 361 ~ 638KW /
30.5455 ~ 17.2941GR / 48.5~85.6RPM
H450K/KS: Dimension as per drawing 61163976 . Weight with Oil:2500kg
Input set gears: Parallel Helical type.
Planet & Sun gears: Spur type
Carburized gearing ground to DIN level 6. Ring gear: DIN Class 7
Design Bearing Life: L10 25,000 hours
Material:Q345B-GB/T1591-1994,Furnace Quality, Forged or Hot rolled bar-Normalized
Sand Blast & paint Red oxide primer
Sulphur content: 0.55% max
Stress relieved per ANSI/AWS D1.1-94
Friction Plates 18 ea. Opposing Plates 21 ea.
Maximum Clutch 300psi / 21
Material: Steel plates with special friction material, nonPiston Operating Kg/cm2
flammable.
pressure
Mobil Fluid 424 ,SAE Viscosity Grade 10W-30, Density 7.35lb/gal, Flash Point 228 C. Viscosity:
55 at 40C
320 Liters
Maximum
82C
operating
temperature
Centrifugal foot mount pump : 11-25957-X46L19, 8.9 TRIM IMPELLER
Motor rating: IEC-18.5KW-3PH/380VAC/50Hz/3000RPM-D160L-2-B3
EXD-18.5KW-3PH/380~660VAC/50Hz/3000RPM-YB160L-2-B3
EXD-18.5KW-3PH/660~1140VAC/50Hz/3000RPM-YB160L-2-B3
Oil-to-Air Cool Chinese Model: SRQ603/ Fan with Steel blades
Motor rating: IEC-5.5KW-3PH/380V/50Hz/1500RPM-D132S-4-B3
IEC-5.5KW-3PH/1000V/50Hz/1500RPM-D132S
EXD-5.5KW-3PH/380~660VAC/50Hz/1500RPM-YB132S-4-B3
EXD-5.5KW-3PH/660~1140VAC/50Hz/1500RPM-YB132S-4-B3
For Non-Ex controls: Hydraulic manifold with Proportional valve, PWM amplifier, relief valve,
pressure transducers, all mounted inside a Nema-4 enclosure; plumbed with filter assemblies.
2-wire RTD transducer and 3-wire dc speed sensor, all transducers and switches wired on predefined terminal strip and/or 24pole Wieland connector.
For Ex-controls: Hydraulic manifold with Proportional valve, PWM amplifier & relief valve
mounted inside MA certified Ex enclosure. All IS pressure transducers and gages mounted
separately in Nema-4 enclosure; plumbed with filter assemblies.3-wire RTD sensor and 2-wire
Namur speed sensor, all electrical signals wired on a pre-defined terminal strip and/or 24pole
Wieland connectors.
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____________________________________________________H450K CST TECH DATA
H450K CST Dimensions
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____________________________________________________H450K CST TECH DATA
H450K CST COOLING SKID
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_________________________________________________________________________________________________CST H450K SPARE PARTS
APPENDIX-C
RECOMMENDED SPARES
H450K
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Appendix-C Page 1 of 3
Table-1: RECOMMENDED SPARE PARTS LIST for 2 x H450K CSTs

ITEM
1
2
3
4
5
PN
42006203
61164032
61164444
42004620F
42004629K
DESCRIPTION
RTD, W/ TRANSMITTER (0~300F/4~20mA)
RELIEF VALVE ASSEMBLY, 100-1500 PSI
3 WIRE SPEED SENSOR (WITH 12' LEAD WIRE)
PRESSURE TRANSD., 0-300 PSI/4-20mA DC,1/4NPTM
FLOWMETER,PCB[FREQUENCY]
QUALITY UNIT
1
EA
1
EA
1
EA
1
EA
1
EA
61160641C
GASKET, 7.16"ID x 7.87"BC
EA
61160641D
GASKET, 9.69"ID x 10.75"BC
EA
61164004AR
INLINE RELIEF VALVE @ 1250psi
EA
61166613J
MAGNET INSERT 2" PORT
EA
10
61400204NA
PWM AMPLIFIER (CALIBRATED-4~20mA/0~300PSI)
EA
11
61400207C
24VDC COIL,DIN FOR PCV
EA
12
61400207B
PROPORTIONAL VALVE, LO Pr SYSTEM,24VDC (EP3A-10-0)
EA
13
70785401AJ
PRESSURE GAUGE,0-400 PSI, BOTTOM MOUNT
EA
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Table-2: RECOMMENDED CONSUMMABLE PARTS (2 YR STOCK for 2 X H450K CSTs)

ITEM PN
DESCRIPTION
SEAL,PUMP,SFT DIA1.75"
UNIT QTY TOTAL

/ CST (2UNITS X
/ YR 2YRS)
EA
1
4
REMARKS
61160680
61163139Y ELEMENT,FILTER,10U,6"L SYSTEM PR.
EA
16
To change seal after

12~15months of pump
operation
To change every 3 months
61163139V ELEM,FLT,25U HEX BYPASS FILTER
EA
16
To change every 3 months
61161010A BREATHER ELEMENT, GEARCASE
EA
12
24
To change every month
61166616A SCREEN,Y-STRAINER,1-1/4"NPT,20MESH
EA
To change annually
61166613A BASKET, 40 MESH, 2 IN PORT
EA
To change annually
41978002
LITER
200
800
To change annually
61166616B GASKET FOR 1-1/4" Y-STRAINER
EA
To change annually
OIL MOBILE FLUID 424
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_______________________________________________________________ Project Drawings
APPENDIX-D
Drawing List
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Appendix-D: Page 1 of 2
_______________________________________________________________ Project Drawings
Drawing #
Description
61606112
61600105
61600158
H450K TOP ASSEMBLY

H450K COOLING SKID
H450K COOLING SKID
FLEX HOSE CONNECT SCHEME
H450K HYDRAULIC SCHEMATIC
H450K HYDRAULIC ELECTRICAL
INTERCONNECT SCHEMATIC
61600623
PLC CONTROLLER ASSEMBLY
80600128
HEAD STATION CST CONTROLLER

WIRING DIAGRAM
HEAD STATION CONTROL CABLE KIT
16
61409614
61409631
61311145H
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Appendix-D: Page 2 of 2
Sheets
1
1
_________________________________________________
COPYRIGHT 2012 by ABB/Baldor-Dodge
All rights are reserved under International and Pan-American Copyright Conventions.
No part of this document will be copied or reproduced elsewhere without the written
permission & consent of ABB/Baldor-Dodge.
CST Document: #61408396 Rev0/201209

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Dodge

Controlled Start Transmission

User Manual H450K

COPYRIGHT 2012 by ABB/Baldor-Dodge

CST INSTALLATION & MAINTENANCE

SECTION-1: CST OVERVIEW:

Figure 1.1a:Typical setup of a CST drive with prime mover AC motor

x 1000 in-lb torque

Note: Please refer to Appendix- B for all CST models.

The Basics of Torque:

= (470 hp x 63,000) 1480rpm

= (470 hp x 63,000) 78.7 rpm

Therefore, for a Gear Ratio 18.8125:1, an H450K CST is suitable.

CST Gear Ratio Determination:

= (T2T1 ) x {(T5T3 )+1}

T1 - number of teeth on the Primary Input shaft gear

Table-1: Gear Ratio data for H450K CST

OUTPUT SHAFT RPM

CST Cutch assembly:

Figure 1.2: A cut-away view of an assembled CST gear box

Figure 1.3: Exploded view of the CST gears arrangement

An H450K Clutch assembly comprise of 17 friction plates and 19 opposing plates.

Figure 1.4: Cut-view of the CST Clutch assembly

CST Cooling System:

Figure 1.5: CST Oil Cooling Skid

When Oil temperature drops below 50F (<10C)

When Oil temperature is above 130F (>54.5C)

Cooling oil flow monitor:

2 line, 0~200gpm(757LPM) /0~500HZ

H250K, 280K,420K, H450K

CST Hydraulic Controls:

Figure 1.6: H450K CST Hydraulic Controls and other components

Mechanical Pressure Pump:

Figure 1.7: H450K CST Components

_______________________________________________________ CST OVERVIEW

Summary of CST Control Measurements:

____________________________________________CST INSTALLATION & MAINTENANCE

____________________________________________CST INSTALLATION & MAINTENANCE

____________________________________________CST INSTALLATION & MAINTENANCE

Space for Grout

Figure 2.1: Foundation Bolt to be secured in Concrete

____________________________________________CST INSTALLATION & MAINTENANCE

____________________________________________CST INSTALLATION & MAINTENANCE

Figure 2.2: Typical Drive Base Installation

COUPLING INSTALLATION & ALIGNMENT:

____________________________________________CST INSTALLATION & MAINTENANCE

Do not use an open flame in a combustible atmosphere or near

Align the CST output shaft with the pulley

Figure 2.3: Alignment Check

For output shaft coupling maximum parallel misalignment:

The difference in readings of the dial indicator gauge between

____________________________________________CST INSTALLATION & MAINTENANCE

For output shaft coupling maximum angular misalignment:

For input shaft maximum parallel misalignment:

After alignment is completed, lubricate the couplings following the

____________________________________________CST INSTALLATION & MAINTENANCE

Figure 2.5: H450K Cooling Skid

Flexible hose for both suction and

____________________________________________CST INSTALLATION & MAINTENANCE