DE-STA-CO PN500 User Manual

The Driving Force in Automation

ED & PINNACLE®SERIES DRIVES

Installation & Service Manual

WARNING

This is a controlled document. It is your responsibility to deliver this information to the end user of the

CAMCO/FERGUSON product. Failure to deliver this could result in your liability for injury to the user or damage

to the machine. For copies of this manual call your Customer Service Representative 800-645-5207.

INTRODUCTION

This manual is supplied to aid in the installation and maintenance of your Ferguson
index drive.

When contacting Industrial Motion Control, please have the serial number of your unit
available. This number can be found on the serial number tag.

To determine the model number and the ratio of a Ferguson reducer, refer to the tag
which is located on the reducer housing. If the reducer is by another manufacturer,
refer to that manufacturer's nametag located on the reducer housing.

Unit configurations, reducer mounting positions, and hand of cam nomenclature can
be found inside the back cover of this manual. These will aid in describing your unit.

Industrial Motion Control provides factory rebuild or repair services at our centrally
located Wheeling, Illinois facility. Industr ial Motion Control can also provide technicians
or engineers for field service calls worldwide.

If you have any questions or problems, please feel free to contact our
Customer Service Depar tment, or the Technical Sales Department at:

1-800-645-5207 or 1-847-459-5200, FAX: [phone],

or EMAIL: [e-mail].
If you need to contact a sales representative in your area, you can log on to our

web site: www.camcoindex.com and go the section labeled "Find a local Rep" to find
the sales office that is nearest to you.

At Industrial Motion Control, it is our policy to provide the highest quality products that
meet or exceed our customer's requirements. In order to achieve this commitment,
Industrial Motion Control has documented its policies and procedures to be in
compliance with ISO-9001.

INTRODUCTION

1

Table of Contents

Section Page

1. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-4

1.1. Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

1.2. Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2,3

1.3. Operating Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

1.4. Ordering Replacement Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

1.5. Requesting Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

1.6. Returning a Unit for Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

2. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-8

2.1. ED200 Series Location Map & Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

2.2. ED and PN Series Location Map & Parts List . . . . . . . . . . . . . . . . . . . . . . . . . .6

2.3. PN400/PN500 w/Internal Overload Clutch Location Map & Parts List . . . . . . . .7

2.4. Ferguson Reducer Location Map & Parts List . . . . . . . . . . . . . . . . . . . . . . . . . .8

3. Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

4. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

4.1. Unit Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-12

4.2. RT6-D Rite Torq® Limiting Clutch Installation . . . . . . . . . . . . . . . . . . . . . . .13-18

5. Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19-25

5.1. Internal Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

5.2. Prox Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20,21

5.3 FSC…Ferguson Slip Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-25

6. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

6.1. Using Correct Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

6.2. Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

7. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27,28

8. Repair and Replace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29-37

8.1. Cam Follower Replacement - Models ED90, ED91 & ED200 . . . . . . . . . . . . . . . 29

8.2. Cam Follower Replacement - Models PN300 thru PN500, ED420 thru ED3240 . .29

8.3. Oil Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 , 34

8.4. Reducers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34-37

9. Things to Avoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38,39

REFERENCE: Unit configurations, Reducer Mtg Positions, Hand of Cam Drawing . . . . . .40

2

SECTION 1: General Information

Industrial Motion Control (IMC) Index Drives are engineered and manufactured to very high tolerances
which necessitate careful inspection and maintenance.

Some users of indexing drives have the facilities and trained personnel to accomplish service repair.You
must determine the extent to which intricate servicing should be done in your own facility.When in doubt,
IMC recommends that IMC trained servicemen make the repairs.

1.1. Warranty - Products are warranted as follows:

1.1.1. Our products are warranted for one (1) year from the date of shipment to be free
from defects in workmanship and materials.The foregoing warranty is exclusive
and in lieu of all other warranties, whether written or orally expressed or implied
and there are no warranties of merchantability or fitness for particular use.

1.1.2. Our obligation under the foregoing is limited to replace free of charge, including the
lowest transportation cost, but not including installation or any other charges, any
part that our inspection shows to be defective provided that the part was properly
installed, suitably maintained and not subject to misuse or abuse, and further
provided that the defective par ts are returned to our plant within one (1) year after
delivery by us.Wr itten permission for such return must first be obtained from IMC.
A complete explanation is required of the alleged defects and circumstances.

1.2. Safety – Read and follow all Warnings and Cautions prior to any service or repair.

1.2.1. Roller Gear Drives should not be started and stopped at high speed during the
transfer phase of the cams. This can cause serious damage to the Indexer and
reduce the cam follower life. For cycling during setup or jog mode, speed must
be reduced to 25% of the normal operating speed. The use of an E-stop for
purposes other than emergencies is not recommended. A cycle stop button should
be incorporated into the system controls. Please consult Industr ial Motion Control’s
Wheeling factory for additional information.

1.2.2. Always disconnect power and lockout the source before working on these units.

1.2.3. All input and output connections should be backlash free. Use friction lock type
shaft couplings such as taper lock bushings, split and clamped hubs, etc., in the
input and output drive train. There should be no loose keys, set screws, etc.

3

SECTION 1: General Information (continued)

1.2.4. Reducers should be of minimum backlash variety and directly coupled with
backlash-free connection. If line shafts are used, they must be sized for severe
reversing loads.

1.2.5. When using chain or belt drives, incorporate an idler to eliminate any slack.
(Do not use spring-loaded idlers.) As the cam motion stops and starts, any
slack in the chain changes sides. It is necessary to maintain a constant speed of
the input shaft. Loose belts or chains will cause iner tial over-run, causing distorted
acceleration and deceleration characteristics which may cause damage to the unit.
Belts and chains must be sized for severe reversing loads.

1.2.6. Industrial Motion Control does not provide guarding for other moving parts, such
as dials, handwheels, switch cams, etc. Numerous pinch points do exist on this
equipment and the possibility exists of being struck by a moving par t. Since this
product is expected to become part of a further developed machine, it is the
customer’s responsibility to add safety fencing, guarding, light curtains or other
protection devices, as necessary, to protect personnel and property.

NOTE: In the event the unit is damaged, contact Industrial Motion Control’s
Wheeling factory or your local representative, for proper reconditioning or
repair (see sections 1.5 Requesting Service or 1.6 Returning a Unit for Repair).

1.3. Operating Environment –This machine is intended to operate in a clean environment.

Excessive coolant, chips, dust dirt or debris can adversely affect its performance and life.
If this machine does operate in a dirty environment periodic cleaning must be practiced
and careful inspection of seals and accessories is necessary.

1.3.1. For extended storage, remove vents and fill with proper oil. (Refer to Section 6)

1.4. Ordering Replacement Parts – When ordering parts, always provide the following
information:

1.4.1. The serial number shown on the nameplate.

1.4.2. The part name and/or the description listed in the manual.

1.4.3. The part numbers shown on the bill of material or assembly drawings.

4

SECTION 1: General Information (continued)

1.5. Requesting Service – Call our Technical Service Department in Wheeling, IL at

1-800-645-5207 or 847-459-5200 between 8:00AM and 4:00PM CST. When requesting
service, always provide the following information:

1.5.1. The serial number shown on the nameplate. (Refer to Inside Front Cover)

1.5.2. A clear description of the problem, including as much detail as possible of the
circumstances leading up to the problem.

1.6. Returning a Unit for Repair – Please contact the Repair Department in Wheeling,
Illinois at [phone] for a "Return Material Authorization" Number (RMA#).

The following information is required of a unit for repair, conversion or warranty.

1. Purchase order number

2. Customer name

3. Customer billing address

4. Customer shipping address

5. Person to contact, upon inspection, with delivery and price.

6.Telephone number

7. Model number (located on name plate)

8. Ser ial number (located on name plate)

9. Descr iption of defects, problems or circumstances.

The IMC Repair Department will assess repairs by phone and estimate inspection fees or
repair costs.

Non-warranty inspection fees will vary depending on the size of the unit and optional
equipment mounted.These fees apply only if customer decides not to repair or replace
subject unit.

Please return IMC equipment only (remove sprockets, pulleys, etc).This will reduce the
amount of disassembly time (saving customer cost on labor) and will provide faster
evaluation for quoting price and delivery of repair or conversion. Oil must be drained
before shipping.

Package unit to protect it from weather or damage during shipping. Place the
(RMA#) on the outside of the packaging for prompt service.

Ship Warranty units via surface freight collect. Ship Non-Warranty units to IMC
transportation prepaid. IMC will not accept collect shipments on non-warranty repairs

Ship to: Industrial Motion Control, LLC

1444 South Wolf Road
Wheeling, Illinois 60090 - USA

5

SECTION 2: Overview

The sketches contained in this document are for illustrative purposes only. They are not intended to
accurately represent the components and therefore are not to scale. The various models may be
different than shown, depending upon options chosen or the particular configuration of a unit.

2.1. ED200 Series (only) Location Map

FIGURE 1

Center of dwell
position shown

ED200 Series Parts List

1. Housing

2. Cam

3. Cam shaft

4. Cam shaft key

5. Locknut & washer

6. Tapered roller bearing

7. Shim set

8. Bearing cap

9. Oil seal

10. Bearing cap (reducer side)

11. Bearing retainer & seal cap

12. Oil seal (reducer side)

13. Eccentric center tube

14. Thrust bearing

15. Roller gear shaft

16. Tapered roller bearing

17. Locknut and washer

18. Oil seal

19. Oil seal

20. Cam followers

21. Cone point set screws

22. Locknut and washer

23. Pipe plug

24. Oil site glass

25. Oil sump vent

26. Bushing

27. Cap screws

28. Cap screws

6

SECTION 2: Overview (continued)

2.2. ED & PN Series Location Map

FIGURE 2

1. Housing

2. Access cover

3. Cam cover plate

4. Cam shaft

5. Key

6. Cam

7. Locknut

8. Lockwasher

9. Locknut

10. Lockwasher

11. Timken bearing cup

12. Timken bearing cone

13. Cam shaft bearing carrier

14. Oil seal

15. Cap screws

16. Pipe plug

17. Cap screws

18. Bearing clamp

19. Cam followers

20. Top seal

21. Center tube

22. Bearing ring

23. Output shaft seal

24. Output shaft

25. Locking set screw

26. Cap screw

27. Cap screw

ED & PN Series Parts List

7

SECTION 2: Overview (continued)

2.3. PN400 and PN500 Series with Internal Overload Clutch Location Map

FIGURE 3

1. Housing

2. Cam

3. Camshaft

4. Camshaft Key

5. Locknuts

6. Timken Cup

7. Timken Cone

8. Bearing Cap

9. Seal

10. Locknut

11. Spacer

12. Tube

13. Housing Cover

14. Cap Screws

15. Center Tube Ring

16. Cap Screws

17. Access Cover

18. Vent

19. Cap Screws

20. Cam Follower Hub

21. Cam Followers

22. Locking Set Screws

23. Thrust Bearing

24. Thrust Bearing Plate

25. Locknut

26. Seal

27. Seal

28. Cap Screws

29. Shim Set

30. Roller Gear Shaft

31. Bearing Plate

32. Cap Screws

33. Detent Seat Ring

34. Dowels

35. Cap Screw

36. Rollers

37. Retainer Ring

38. “O” Ring

39. Ring/Pressure Switch

40. Springs

41. Spring Adjusting Ring

42. Cap Screws

43. Bearing Clamp

44. “O” Ring

45. Ring Bearing

PN400 and PN500 Series with Internal Overload Clutch Parts List

8

SECTION 2: Overview (continued)

2.4. Ferguson Reducer Location Map

FIGURE 4

1. Housing

2. Ring Gear (& separate hub for
some units)

3. Pinion Worm Gear

4. Gear Spacer

5. Key for Indexer Shaft

6. Arrestor Washer

7. Lockwasher

8. Cap Screw Keeper

9. Cap Screw for Clamping Hub

10. Closed End Cap

11. Cap Screws

12. Shim Pack

13. Timken Bearing

14. Open End Cap

15. Oil Seal

16. Wear Sleeve

17. Cover Plate

18. Cap Screws

19. Oil Plugs

Ferguson “R” Series Reducer Parts List

9

SECTION 3: Specifications

IEC71-B14

PN300 R175

w/1/3 HP

1/3 HP RT6D N/A 1 1 QT. 50 N/A 65

MDB625

ED200 R200

w/1 HP

1/2 HP DTL10 R2.5 FSC 1.5 1.5 QTS. 300 N/A 325

MD625

PN400 926CDSS

w/1/2 HP

1/2 HP 4 N/A 2 1.5 QTS.

MD625

PN500 930CDSS

w/1 HP

1 HP 4 N/A 3 2 QTS.

MDB875

ED420 R300

w/2 HP

1-1/2 HP

1

N/A R3FSC 5 2.5 QTS. 750 789 850

MDB875

ED810 R400

w/2 HP

2 HP

1

N/A R4FSC 20 1.5 GAL. 1200 1275 1325

MDB1125

ED1440 R600

w/5HP

N/A N/A R6FSC 30 3.7 GAL. 3000 3235 3455

ED3240 R700 N/A N/A N/A R7FSC 35 6.5 GAL. 9500 9780 N/A

Model

Standard Reducer

Standard AC Motor

With Air Clutch/Brake

Standard 90 V DC

Motor (Max HP)

Output Shaft

Torque Limiter

Input Shaft

Torque Limiter

Lubrication Capacity

Main Oil Sump (Gallons)

3

Lubrication Capacity

Gear Reducer

Unit Weight (LBS)2Unit Weight with Reducer (LBS)

2

Unit Weight with Motor/Reducer Pkg. (LBS)

2

CHART 1

1

180 V.DC.

2

Weights are approximate, less crating.

3

Refer to section on lubrication for specifications of lubricants. Amounts are approximate for standard
HM-1 position only. Actual capacities may vary by other mounting positions or drive codes. Always
check oil level site glass or plugs before topping off or refilling.

4

Has optional internal overload clutch.

10

SECTION 4: Installation

These units are manufactured to meet a specific set of design parameters.Any change to the load,
dials, or speed of the camshaft may require a size change. No change can be made without affecting
other performance characteristics of the unit and, therefore, should not be done without consulting
the factory.

4.1. To install the unit:

4.1.1. Rotate camshaft so cam is in center of dwell (see figure 5 and 6).

FIGURE 5 - PINNACLE SERIES

FIGURE 6 - ED SERIES

11

SECTION 4: Installation (continued)

4.1.2. Mount the Indexer into position on a rigid base and secure with the largest size
bolts that will fit through the mounting holes.

4.1.3. Align the Indexer with respect to the station positions before tightening bolts and
doweling. Use a dial indicator or other appropriate tool to insure alignment.

4.1.4. Tighten all mounting bolts securely and uniformly.

4.1.5. Install dowels.

4.1.5.1. Use a commercially available straight dowel of the appropriate size.

4.1.5.2. Drill a hole into the base to a depth of at least 1-1/2 times the diameter

of the dowel. Use a drill the same size as the pilot hole in the
Indexer housing.

4.1.5.3. Line ream housing and base for press fit with dowel pin.

4.1.5.4. Install dowel pins into position. Leave some material exposed to

facilitate removal in the future, or use threaded dowel pins.

4.1.6. Check the oil level of the sump and gear reducer prior to operating the unit.

4.1.6.1. Pay particular attention if the oil level is too high. If a unit has been idle

for some time since its manufacture, condensation may be present.
If condensation is noticed, the oil should be drained, the unit thoroughly
cleaned and re-filled with oil (see Chart 1 in Section 3 for capacities).

NOTE: If shot pins or guide pins in dies are used, the unit should
have been manufactured with a dwell relief in the cam. If severe
vertical loads exist, an anvil may be required.Tangential loads may
require the use of a shot pin or dial clamp. For further information,
consult your local Industrial Motion Control Representative or the
Technical Sales Department at 1-800-645-5207 or 847-459-5200.

4.1.6.2. The unit’s sump must be filled with SAE 90 EP Gear oil or equivalent

meeting MIL-PRF-2105E and API Service Classification GL5 or GL6
before operation (see Chart 1 in Section 3 for capacities). An example
of this oil is Mobilube HD 80W-90. For extreme applications, use
Mobilube HD 85W-140 (consult your local representative to determine if
your application is extreme).

12

SECTION 4: Installation (continued)

4.1.6.3. Bronze Gear Reducer oil must be SAE140 Steam Cylinder Oil meeting

AGMA #8 Compound, MIL SPEC, MIL-L-15016A;symbol 3150 (see
Chart 1 in Section 3 for capacities). (Or manufacturer’s specified oil if
not an Industrial Motion Control manufactured reducer.)

4.1.6.4. Be sure optional controller is proper ly fused – refer to vendor’s manual.

4.1.7. Check the adjustment of the Switch cam if your unit has this option. To insure
unit stops in dwell, see Figures 5 and 6.

4.1.7.1. A standard roller gear indexer shown in Figure 5 with a Brake Cam &

Limit Switch shown with the keyway in the center of the dwell period. It
is necessary to phase the Brake Cam such that the input shaft of the
indexer stops during the dwell period of the index cycle while leaving
enough of the dwell period for the input shaft to accelerate to full speed
before leaving the dwell period.

4.1.7.2. If the indexer has a drive code which causes multiple indexes per

camshaft revolution (i.e. X2, X3, etc… drive codes), additional lobe(s)
on the Brake Cam are required. The lobes will be equally spaced.
Therefore, phasing the one lobe of the Brake Cam to one dwell period
on the indexing cam will, in most cases, cause the other lobes to be
correctly phased with the other dwell periods.

NOTE: The lobes on the Brake Cam of PN series indexers are
formed by removing material from a shaft collar rather than a
protruding lobe. This will make a difference in the setup of the limit
switch and the control.

NOTE: Controllers are normally shipped loose and brake cam / limit switches are
mounted to the unit. However, neither are set or adjusted at the factory. Limit
switch and cam must be set to initiate the stopping cycle. Controller must be set
for the load & speed of the application per instruction in the vendor’s manual.

NOTE: The switch and brake cam commonly provided to initiate the stop cycle
cannot be used to indicate “on station.” A second switch and brake cam should be
ordered for this purpose.

13

SECTION 4: Installation (continued)

4.2. RT6-D Rite Torq®Limiting Clutch

NOTE: The RT6-D is designed to be used with only the Ferguson PN300 Indexer
and maintains the same dial height. Other Torque Limiters are available for various
applications. Call Industrial Motion Control Technical Support at 1-800-645-5207 or
847-459-5200 for assistance.

If the clutch on the PN300 unit is a RT6-DF, the dial mounting instructions shown
below do not apply since the dial is installed "over" the clutch to an external
mounting flange. The RT6-DF clutch raises the dial mounting height by 1/2 inch,
and requires a different pilot diameter, bolt hole pattern.

The RT6-D clutches should be protected for use in extremely "humid"
environments or "wash down" applications.

WARNING: FERGUSON RT6-D AND ALL INDUSTRIAL MOTION CONTROL
COMPANY TORQUE LIMITERS ARE ONLY FOR THE PROTECTION OF THE
INDEXER. THE TORQUE LIMITER IS NOT FOR USE AS A HOLDING OR
OVERHAULING "FAIL SAFE" DEVICE TO PROTECT AGAINST BODILY INJURY.

4.2.1. Prepare PN300 Indexer for mounting RT6-D

NOTE: This step has been finished at factory if the clutch was ordered
with the Indexer.

PN300 PREPARED FOR RT6 CLUTCH MOUNTING

FIGURE 7

14

FIGURE 8

SECTION 4: Installation (continued)

4.2.1.1. Position Indexer in a dwell period of the cam (input keyway positioned as

in Figure 7 when unit is in center of dwell).

4.2.1.2. Drill and tap (4) mounting holes and (2) drilled holes into output of

Indexer as shown in Figure 7.

4.2.1.3. Rotary wire brush surfaces indicated to burnish - in bearing surfaces.

4.2.2. Mount driven detent plate to dial.

NOTE: If dial has premachined station holes which must hold a
relationship to Indexer, verify position before following these steps.

4.2.2.1. Mount the driven detent plate of the clutch to the dial and transfer the

four 3/8 capscrew holes and two .375" diameter dowel holes.
See Figure 8.

4.2.2.2. Maintain a concentricity of .001" TIR, as indicated between the bores

in both pieces.

15

SECTION 4: Installation (continued)

4.2.2.3. Ream the dowel pin holes for a press fit using the hardened detent plate
as a guide for the reamer.

4.2.2.4. Assemble the driven detent plate to the dial with four 3/8-16 capscrews
and two .375" diameter dowel pins. Check that the fasteners do not
protrude on either side of the assembly. (Apply Loctite #242
Threadlocker to capscrews.)

4.2.3. Shimming RT6-D

4.2.3.1. Coat the Indexer dial mounting surface and pilot with Molykote™ Grease
and mount the clutch adapter and dial/detent plate assembly.
(See Figure 9).

4.2.3.2. Rotate dial while applying downward pressure to level out excess grease.

4.2.3.3. Measure the height difference between the top of the detent driven plate
and the top of the clutch adapter. Install shims as required to raise
adapter surface .001 - .003 above top of detent driven plate. This will
ensure that the dial will rotate freely with minimum clearance.

4.2.3.4. Coat top of detent driven plate and detent pockets with Molykote™
Grease.

FIGURE 9

16

SECTION 4: Installation (continued)

4.2.4. Clutch Assembly

4.2.4.1. Assemble remaining RT6-D clutch parts to PN300 unit as shown in
Figure 11 being careful to correctly align mounting holes in adjacent
parts and rotating dial to cause all rollers to seat into a detent pocket.
Coat thrust bearing and rollers with grease. (See Figure 10).

NOTE: Some parts have additional holes for use on other
applications. If dial plate has station holes, verify correct location
at this point.

4.2.4.2. Lightly snug (4) 3/8 clutch mounting bolts. Install (1) .375 dowel into
pre-machined hole to align clutch parts. Tighten clutch bolts securely.

FIGURE 10

RT6-D CLUTCH MOUNTED TO OUTPUT OF PN300

17

SECTION 4: Installation (continued)

4.2.5. Dowel Clutch Adapter to PN300 Output

4.2.5.1. Drill and ream through clutch into Indexer output at (2) drilled holes put
into Indexer in Step 1b for a press fit with .375 diameter dowel pins (2)
places. (See Figure 11)

NOTE: Holes in clutch housing body will have one end machined
for press fit with dowels for another application. End of hole may
be enlarged with a clearance drill for easier assembly.

WARNING: IF REQUIRED, DISASSEMBLE RT6-D AND CLEAN ALL
PARTS TO REMOVE METAL CHIPS AND BURRS. CLUTCH IS NOT
SEALED, AND METAL CHIPS, ETC., BETWEEN ROTATING PARTS
CAN CAUSE CLUTCH TO FAIL.

CHECK OPERATION OF CLUTCH BY MANUALLY ROTATING THE
DIAL TO TRIP THE CLUTCH AND RE-ENGAGE IT IN BOTH
DIRECTIONS.

FIGURE 11

DOWEL CLUTCH ADAPTER TO PN300 OUTPUT

18

SECTION 4: Installation (continued)

4.2.6. The set or trip torque can be checked by adapting a torque wrench or spring
scale to the dial. Set torque should be within +/-15% of the star ted value.

NOTE: Set torque is defined as the torque which causes the first .001/.003"
movement of the rollers out of the detent. This can be checked with a dial
indicator on the switch actuation plate.

The trip torque (to cause a complete disengagement of the clutch) will be up to
30% higher than the set torque (initial movement).

4.2.7. Disassembling clutch for maintenance

4.2.7.1. Remove the dowel between the clutch body and output adapter. Do not

remove the dowel pins between the output adapter and indexer. Do not
disassemble the spring adjusting nut from the clutch housing body.

4.2.7.2. Carefully unfasten and remove clutch bolts so that the body mounting is

released slowly to prevent bodily injury.

4.2.7.3. Remove the clutch body assembly from output adapter.

4.2.7.4 . Clean off any contaminates or residues and inspect all parts for any wear.

4.2.7.5. Apply Molykote™ grease to detent driven plate, detent pockets, rollers

and bearings. Reassemble clutch.

19

SECTION 5: Adjustments

As noted in the introduction, the Roller Gear Drive is a solid mechanical, backlash-free mechanism.
There are no adjustments required on the Indexer during installation unless it is furnished with a torque
limiting device or a motor drive package equipped with speed control. After the Indexer has been
installed and set up with the users’ load in place it will be necessary to check these items for proper
adjustment & settings.

NOTE: Drive should be in center of dwell and dowel pinned to base before installing accessories,
as previously mentioned in 4.1.1 and 4.1.5.4.

5.1. Internal Torque Limiters – ED250, PN400 and PN500

NOTE: 1. Drive should be in center of dwell and dowel pinned to base before

installing accessories.

2. Customer’s dial must have access holes to adjusting screws.

3. Torque Limiter comes in three available ranges, as shown below.
Maximum torque for range ordered is stamped on face of output shaft.

5.1.1. To adjust clutch to final required setting after installing load, turn the (3) torque
adjusting screws using a .312” Allen wrench, evenly in 3 turn increments. Turn
clockwise to increase torque and counterclockwise to decrease torque.

5.1.2. Clutch proximity switch with 2-meter cable must be adjusted for proper operation.

PN500 INTERNAL CLUTCH TORQUE RANGE OPTIONS

HIGH RANGE 7,000 to 14,000 IN-LBS approx. adjustment range (3,300 IN-LBS per turn)

MED RANGE 5,500 to 11,000 IN-LBS approx. adjustment range (2,450 IN-LBS per turn)

LOW RANGE 3,600 to 7,350 IN-LBS approx. adjustment range (1,650 IN-LBS per turn)

FIGURE 12

20

SECTION 5: Adjustments (continued)

5.2. Prox Switch Adjustments

FIGURE 13

5.2.1. Internal Clutch Trip Detection Prox Switch

5.2.1.1. Screw the prox switch into the unit until its face just touches the
detection plate (the angular surface visible through the prox switch hole).
The L.E.D. on the end of the switch should now be lit.

5.2.1.2. Screw the prox switch out until the L.E.D. goes out. Next, screw the
switch in again until the L.E.D. lights, and then turn approximately 1/4
turn more. Rotate the output shaft a full revolution, the L.E.D. should
always remain on. Be sure the end of the prox switch does not contact
the detection plate.

12 Volt D.C.

Power Supply

21

SECTION 5: Adjustments (continued)

5.2.1.3. Trip the internal clutch, the L.E.D.should now go off. Repeat this
process several times making a full revolution of the output, the L.E.D.
must go off consistently when the clutch is tripped and light when the
clutch is reset.

NOTE: The detection switch set up procedure is appropriate for the
Industrial Motion Control (Turck) part numbers listed below. If your
equipment has another model number or is from another
manufacturer, contact the switch manufacturer for set up
procedures.

Industrial Motion Control PN 1000000938 (Turck # Bi 1-G08-AN6X)
Industrial Motion Control PN 1000000939 (Turck # Bi 2-G12-AN6X)
Industrial Motion Control PN 1000003115 (Turck # Bi 1-G08-AN6X-H1341)

1. Housing

3. Body & Cone

4. Thrust Bearing

5. Silicon Spring

6. Adjusting Nut

7. Guide Pin

8. Spool

9. Ball Plunger

10. Liner Bushing

11. Setscrew

12. Pipe Plug

22

SECTION 5: Adjustments (continued)

5.3. FSC… Ferguson Slip Clutch Location Map

FIGURE 14

23

SECTION 5: Adjustments (continued)

5.3.1. Clutch Adjustment Description
The clutch must be adjusted to prevent any slippage during normal operation to
prevent shock loading. It should also not be adjusted so tight as to be able to
damage the indexer during a jam or overload. However, it is best to err on the side
of being tighter than required. The proper setting for the clutch is determined by
gradually tightening the clutch adjusting nut until the clutch no longer slips in either
direction during a complete, fully loaded index cycle at normal speed.

5.3.2. Shut-off Spool Use & Adjustment
The shut-off spool (number 8, Figure 14) is attached to body and cone (number 3,
Figure 14) by means of shallow round threads in body and cone (number 3,
Figure 14) and a ball plunger (number 9, Figure 14) in spool (number 8, Figure 14).
When the clutch is operating normally (i.e. not slipping), there is no relative
movement between spool (number 8, Figure 14) and main body (number 3,
Figure 14) and the remainder of the clutch, including the spool (number 8, Figure 14)
driven by pin (number 7, Figure 14). This relative rotation causes the spool to
move along the screw threads on the body (number 3, Figure 14). The spool will
move to the left or to the right, depending on the rotation of the clutch. This lateral
movement of the spool is intended to activate a limit switch arm located in the
center groove in the spool. The "tripped" limit switch should be electrically
connected to the controls to stop the operation of the motor driving the indexer.

To recover from a jam or overload in which the clutch has slipped sufficiently to
displace the shut-off spool:

Manually disconnect the power to the drive motor to prevent an accidental start-up
(use O.S.H.A.approved lockout procedures), clear the cause for the overload.
Then simply push or pull the spool (number 8, Figure 14) on the main body
(number 3, Figure 14) to the thread engagement which is closest to the center
position on the threaded portion of the body (number 3, Figure 14). Check the
limit switch circuitry for proper operating conditions. The indexer can now be
powered up and production resumed.

24

SECTION 5: Adjustments (continued)

5.3.3. Clutch Adjustment Procedure

CAUTION: OPERATIING THE INDEXER WITH THE CLUTCH NOT ADJUSTED
CAN CAUSE IMMEDIATE AND SEVERE DAMAGE TO THE INTERNAL
COMPONENTS OF THE INDEXER.

a. Loosen cone point setscrew (number 11, Figure 14).
b. Insert pins of spanner (figure 15) into holes of adjusting nut (number 6,

Figure 14), and turn nut clockwise one notch in the adjusting nut. This will
tighten the clutch.

NOTE: For heavy indexing loads or clutches on large units, it may be necessary

to increase the length of the spanner wrench to gain more leverage.

If clutch has not been adjusted for a long period of time, it may be necessary
to turn the nut counter-clockwise several turns, and tap the face of housing
(number 1, Figure 14) towards the indexer with a rubber mallet to separate
(loosen) the tapers. Take note of the number of loosening turns so the adjusting
nut can be re-tightened to its original position.

c. Re-tighten setscrew (number 11, Figure 14) making sure it engages in adjusting

nut (number 6, Figure 14) to prevent damage to screw threads.

NOTE: If setscrew (number 11, Figure 14) is accidentally tightened on threaded
portion of adjusting nut (number 6, Figure 14), it will raise a burr. Failure to remove
this burr will cause shearing of threads and jamming of nut of housing (number 1,
Figure 14). To remove burr, remove setscrew (number 11, Figure 14) and rotate
adjusting nut counter-clockwise until burr is in center of tapped hole in housing
(number 1, Figure 14). Use a hand electric drill that fits freely into the tapped hole.
Drill into the adjusting nut (number 6, Figure 14) sufficiently to remove the burr.

There are (2) setscrews (number 11, Figure 14). They are positioned so one
screw is half way between the slots in the nut when the other screw engages the
slot in the nut. This is to allow for fine adjustment of the clutch. DO NOT use both
screws at the same time as one screw will not be over a slot and will cause
damage to the screw threads.

FIGURE 15

25

SECTION 5: Adjustments (continued)

d. Apply power to the unit and check for clutch slippage.

NOTE: When clutch is not slipping, entire clutch will rotate as a single unit.
When clutch is slipping body and cone (number 3, Figure 14) will not rotate
with the other parts of the clutch. Small amounts of clutch slippage can be
difficult to determine. To aid in providing if the clutch is slipping, use a grease
pencil or felt tip marker and draw a line across face of nut (number 6, Figure 14)
and along body (number 3, Figure 14). If clutch is slipping, the line on nut
(number 6, Figure 14) and body (number 3, Figure 14) will move relative to
each other.

DO NOT LET CLUTCH SLIP ANY LONGER THAN NECESSARY OR
CLUTCH MAY HEAT UP RESULTING IN UNPREDICTABLE OPERATION
AFTER IT COOLS.

e. Repeat steps a through d until there is positively no clutch slippage.

5.3.4. Lubrication:
a. Clutches are grease packed at the factory and should not require additional

lubrication. If clutch is subject to consistent slippage and heating, remove pipe
plug (number 9, Figure 14) and insert your standard grease fitting, lubricate
with Lithium EP grease. Do not use air pressure gun!

26

SECTION 6: Maintenance

6.1. Correct Lubricants – For the protection of the unit use only lubricants meeting the

specifications shown below in Chart 2. If you have any questions about a particular
lubricant feel free to call us at 1-800-645-5207 or 847-459-5200.

6.2. Changing Oil

6.2.1. All parts are oil splash lubricated except for isolated areas where grease fittings
will be supplied.

6.2.2. Maintain oil to the midpoint of the sight gauge or oil level & fill plug.

NOTE:The orientation of your unit will determine the exact quantity of oil
required.

6.2.3. Drain, flush and fill the unit in intervals of 2400 hours or at least yearly. If drive
operates at speeds above 300 RPM or at temperatures above 140 degrees F.,
increase oil change frequency to 6 months or 1200 hours intervals.

NOTE:When draining the oil observe for metal particles.This is an indication
of excessive wear and the source of this wear must be determined.

6.2.4. Service all grease fittings on 1-month intervals or every 200 hours of operation.

NOTE: In the majority of the applications, grease fittings are not supplied
since oil splash supplies the lubrication. Should grease be specified use
Lithium No.2.

Indexer Oil: Use SAE 90 EP Gear oil or equivalent meeting MIL-PRF-2105E and

API Service Classification GL5 or GL6. For example, Mobilube HD 80W-90.

Capacity: See specifications in Chart 1 for your model.
Gear Oil: Bronze Gear Reducer oil requires SAE 140 Steam Cylinder Oil,

meeting AGMA #8 Compound, MIL SPEC.MIL-L-15016A; symbol 3150
(Or manufacturer’s specified oil if not a Industrial Motion Control
manufactured reducer.)

Capacity: See specifications in Chart 1 for your model.

CHART 2

27

SECTION 7: Troubleshooting

TROUBLESHOOTING GUIDE

Symptom Cause Solution

Backlash at output shaft Worn/damaged followers Replace
(in dwell)

Tight Stations Bent cam followers Replace; inspect holes in roller
(torque required to rotate gear shaft
cam shaft through tight
station is more than 1 1/2
times the loose station)

Pitting of cam follower outer race/ Incorrect oil Replace cam followers and fill
cam track surface unit with correct oil

Fine magnetic metallic particles Steel and iron worn from Flush out when replacing oil
in oil; appear bronze color bearing roller ends and cages
when in oil (this is a normal condition)

REDUCER:
Excessive Backlash A. End play in worm shaft Contact Technical Services at

800-645-5207 or 847-459-5200

B. Loose gear on camshaft Contact Technical Services at

800-645-5207 or 847-459-5200

Overheating in Excess of 210°F A.Worm shaft bearing preload Contact Technical Services at

800-645-5207 or 847-459-5200

B. Incorrect alignment of worm Contact Technical Services at

and gear 800-645-5207 or 847-459-5200

C. Excessive worm speed Reduce worm speed

28

SECTION 7: Troubleshooting (continued)

TROUBLESHOOTING GUIDE

Symptom Cause Solution

OIL LEAKS AT:
Seals Worn or damaged seal Replace seal; polish shaft

and/or shaft surface

Shims Damaged shim Replace; apply “Loctite Aviation

Grade Sealant” to both sides

Cap Screws Shim damaged between screw Replace gasket or shim; apply

hole and interior of housing “Loctite Aviation Grade

Sealant” to both sides

Holes drilled through Remove screw, apply

“Loctite Threadlocker” and
re-install

Cover joints Inadequate sealant Remove, clean and

reassemble with silicone
rubber sealant

Oil service pipe fittings Not properly sealed Remove, clean and reinstall

with “Loctite Teflon Pipe
Sealant”

NOTE: In the event that damage is found, it is recommended that the unit be returned to the
factory for repair or that an Industrial Motion Control Serviceman make or supervise repairs in
your plant. Proper alignment and adjustment of the components are essential to their
performance and life.

29

SECTION 8: Repair and Replace

8.1 Cam Follower Replacement – Models ED90, ED91, & ED200.

8.1.1. Drain oil & rotate the input shaft so that indexing cam is approximately in center of
dwell position. (See Figures 5 and 6)

8.1.2. Remove locknut on bottom of output center shaft (except ED91).

8.1.3. Remove roller gear hub shaft and center shaft as an assembly from housing.

8.1.4. Remove and replace followers following procedures outlined in Figures 16, 17, or 18
and continue with step 5.

8.1.5. Install roller gear hub shaft and center shaft assembly into housing.Care must be
taken to insure proper alignment with locating pin. Apply an anaerobic type sealer
between flange on center shaft and housing to form an oil tight seal.

8.1.6. Install locknut and tighten securely (except ED91).

8.1.7. Install new oil seal on outer flange of roller gear shaft, if necessary.

8.1.8. Refill with oil to level indicated.

8.2. Cam Follower Replacement – Models PN300, PN400, PN500, ED420, ED810,
ED1440, & ED3240.

8.2.1. Drain oil and remove front access cover.

8.2.2. Rotate camshaft so cam follower is directly below access opening.

8.2.3. Remove and replace followers following procedures outlined in Figures 16, 17, or 18.

Rotate camshaft until entire set has been changed and continue with step No.4.

8.2.4. Scrape old sealant from housing and access cover.

8.2.5. Apply new silicone rubber sealant and assemble front cover to housing.Tighten all

screws evenly.

8.2.6. Refill with oil to level indicated.

30

SECTION 8: Repair and Replace (continued)

FOLLOWER NO. FM-50; FM-62; FM-75

FIGURE 16

DISASSEMBLY:
Remove jam nut, setscrew, follower and nylon plug.

ASSEMBLY:
Clean the follower stud hole in the hub and inspect for an out-of-round condition, which could cause
backlash by failing to support the stud at the top.

Apply a light coat of assembly grease to a new cam follower and install it firmly against seat; loosen
and retighten. Install new nylon plug and tighten setscrew and jam nut in place.

SOCKET HEAD
SET SCREW
(Cup or Dog Point)

31

SECTION 8: Repair and Replace (continued)

FOLLOWER NO. FM-100 & FS100 - FS-400

FIGURE 17

DISASSEMBLY:
Remove locknut, setscrew and follower.

ASSEMBLY:
Clean the follower and stud hole in the roller gear hub and inspect for elongation, which could cause
backlash by failing to support the stud at the top.

Apply a light coat of assembly grease to a new cam follower and install it firmly against seat; loosen
and retighten.

Install setscrew, tighten sufficiently to mark follower stud with setscrew point and remove setscrew.

Remove cam follower and drill a setscrew seat at the marked position deeply enough to make seat
diameter equal to setscrew diameter.

Clean cam follower, coat with grease and install firmly against seat; check that the drilled seat lines up
with the setscrew hole. Assemble setscrew and locknut and tighten firmly.

32

SECTION 8: Repair and Replace (continued)

FOLLOWER NO. F-50 THROUGH F-400

FIGURE 18

DISASSEMBLY:
Remove setscrew and pull cam follower from hole using a draw hammer secured in tapped hole.

ASSEMBLY:
Clean the follower stud hole in the roller gear hub and inspect for elongation, which could cause
backlash by failing to support the stud at the top.

Place a socket head screw in pull hole and strike its head - do not strike the follower end cap when
installing.

Apply a light coat of assembly grease to a new cam follower, orient so the setscrew and seat are in
line and install lightly against shoulder.

Place a drop of No. 222 grade Loctite

®

on setscrew, install and tighten firmly.

33

SECTION 8: Repair and Replace (continued)

8.3. Oil Seal Replacement

8.3.1. Remove oil seals by drilling a number of holes into the seal case.The seal may

then be removed with a pointed tool.Be sure to remove all metallic chips created
during the drilling of removal holes.

8.3.2. Check dimensions – to be sure that shaft and bore diameters match those

specified for the seal selected.

8.3.3. Check seal – for damage that may have occurred prior to installation.A sealing lip

that is turned back, cut or otherwise damaged should be replaced.

8.3.4. Check bore – to see that the leading edge is deburred, A rounded corner or

chamfer should be provided.

8.3.5. Check shaft – remove surface nicks, burrs and grooves and look for spiral machine

marks that can damage the seal lip.

8.3.6. Check shaft end – remove burrs or sharp edges.The shaft end should be

chamfered.

8.3.7. Check splines and keyways – smooth any sharp edges and when necessary

protect the seal lip with an assembly sleeve or shim stock. Round the edges of the
spline or keyway as much as possible and lubricate with a hard, fibrous grease.

8.3.8. Check seal direction – make sure that the new seal faces in the same direction as

the original. Generally, the lip faces the lubricant or fluid to be sealed.

8.3.9. Pre-lubricate the sealing element before installation by wiping with lubricant

being retained.

8.3.10.Use the correct installation tool – press-fitting tools should have an outside

diameter .010” smaller than the bore size. If possible, the center of tool should be
relieved so that pressure is applied only at the O.D.

8.3.11. Use proper driving force – where possible, an arbor press; otherwise, a dead blow

hammer to avoid popping the spring out of the seal. NEVER HAMMER DIRECTLY
ON THE SURFACE OF THE SEAL.

34

SECTION 8: Repair and Replace (continued)

8.3.12. Bottom out the tool or seal – to avoid cocking of the seal in the bore. This also
positions the seal correctly on the shaft.

8.3.13. Check for parts interference – from other machine parts that might rub against
the seal causing friction and damaging heat.

8.4. Reducers

TYPICAL FERGUSON “R” SERIES REDUCER

FIGURE 19

35

SECTION 8: Repair and Replace (continued)

8.4.1. “R” Series (Ferguson) Reducers

NOTE: The “R” Ser ies reducer is a double enveloping worm gear type with
components manufactured to Industrial Motion Control’s specifications by
selected vendors. The worm and gear are provided in matched sets with
minimal backlash and installed in housings of Industrial Motion Control’s design.

The identifying number of a reducer consists of the letter “R” followed by a
number and a two-digit number (i.e.R4 15). The “4” indicates the center-to­center distance between the worm and the gear; the “15” reflects the reduction
ratio. In this example, the ratio is 15:1.

8.4.1.1. Component Removal

8.4.1.1.1. Worm Shaft.

8.4.1.1.1.1. Drain oil and remove cover plate.

8.4.1.1.1.2. Record the distance between the worm bearing
shoulder on the splined end of the shaft (opposite the single
extension end of the shaft) to the finished bore on the cover
side (see Figure 19).

8.4.1.1.1.3. Remove screws and worm bearing caps, keeping
each set of shims with their respective bearing caps.

8.4.1.1.1.4. Tap the worm shaft back and forth axially to move
the outer race of the supporting bearings out of position.

8.4.1.1.1.5. Shaft the worm to the side of the housing, clear of
the gear. Remove the worm through the bearing bore in the
housing.

36

SECTION 8: Repair and Replace (continued)

NOTE: Worm must be dropped before attempting to remove the gear.

8.4.1.1.2. Gear

8.4.1.1.2.1. Remove the worm as described above.

8.4.1.1.2.2. Record the distance from the finished face of the
housing to the unmarked face of the gear (see
Figure 19).

8.4.1.1.2.3. Remove screw and washer retaining gear,
if applicable.

8.4.1.1.2.4. Loosen the screw clamp on the split hub side of
the gear.

8.4.1.1.2.5. Remove the gear. Tapped holes in the end of the
gear hub may be utilized in conjunction with a puller.

8.4.1.1.3. Component Replacement

NOTE: If both worm and gear were removed from the housing,
the gear must be replaced before the worm shaft is installed.

8.4.1.1.3.1. The correct relationship of the worm and gear must
be maintained when reassembling the
components. Regardless of the actual position of
the reducer unit on the roller gear drive or
Intermittor housing, you must imagine that the
worm is over the gear and that you are viewing the
worm from the single extension end (the end
opposite of the splines on the worm shaft) with the
unmarked face of the gear to your right. Maintain
this relationship between components when
installing the gear on the roller gear camshaft.

37

SECTION 8: Repair and Replace (continued)

8.4.1.1.3.2. The distance from the finished face of the housing
to the unmarked face of the gear, noted at the time
of disassembly, must be duplicated, either by
grinding the adjusting spacer or adding shims (see
Figure 19).

8.4.1.1.3.3. Tighten the clamp screw in the split hub of the gear
and assemble the gear retaining screw and
washer, if such were provided as part of the factory
installation.

8.4.1.1.3.4. Press cones of the tapered bearings onto the
worm shaft and insert the wor m shaft in the
housing.

8.4.1.1.3.5. Assemble bearing cups, shims and caps and
establish pre-load, 2 IN-LBS, .003 SHIM. Adjust
shims under bearing cups until the dimension
between the worm bearing shoulder and the
finished housing bore, as recorded at the time of
disassembly, is duplicated (see Figure 19).

NOTE: Do not discard any of the shims. Make
adjustments in pre-load by shifting shims from one
bearing cup to the other.

8.4.1.1.3.6. Replace cover plate and refill with oil. Refer to
Chart 1 & 3 for quantity and specification.

8.4.2. Winsmith Worm Gear Reducer

NOTE: Due to its modular and hollow shaft design, it is not considered
economical to replace components only in these reducers. Except for seal or
other oil leak problems, replacement of entire reducer is recommended.

38

SECTION 9: THINGS TO AVOID

An Industrial Motion Control Indexer is a relatively simple mechanism using an input shaft
mounted, tapered, ribbed barrel cam to drive roller followers on the output hub. While simple in
concept, the precision nature of the indexer’s manufacture indicates that they must be used
within their design constraints.The indexer is, after all, just a mechanical device. In this regard
there are several situations which should be avoided to protect your warranty and maximize
indexer life.

Off-center loading, such as might be seen when a large press is used in

conjunction with an indexer, requires a back-up support anvil under the dial.
The bearings of an indexer are very heavy duty, but their life will be shortened
dramatically by unsupported, asymmetrical loading. The suppor t anvil is typically
designed with .001” of clearance under the dial and is strong enough to carry the full
load of the asymmetrical load. Consult Industrial Motion Control Technical Sales
Department at 1-800-645-5207 or 847-459-5200 for assistance in all asymmetrical
load situations.

E-Stop Usage should be limited to emergency situations only. E-Stops should not
be used to jog an indexer. The E-Stop function causes extreme load conditions
inside the indexer by virtue of the instantaneous stopping of significant weights.
This is not unlike driving a car into a brick wall. Excessive use of the E-Stop will
significantly shorten the life of the indexer.

Starting and Stopping while in the motion profile of the cam will also put high
loading on the indexer’s internal components. Should it be necessary to stop/start
the indexer in any position other than the dwell of the cam, it is best to reduce motor
speed to avoid overloading the unit.

Shock Loading may also lead to problems. Shock loading typically occurs when
there is looseness in the input drive train or where the output load is not stable. This
condition will eventually damage either the indexer’s followers or cam. Overload
devices, that are not set correctly, are sometimes a source of this condition. Chain
drives or loose timing belt drives are also potentials.

Machine Jams, like E-Stops, put excessive loading on an indexer. While the impact
of jams is minimized by the use of overload devices, it is always best to track the
occurrence of jams and, when possible, rectify the condition that led to the jam.
A high jam frequency will shorten indexer life.

39

SECTION 9: THINGS TO AVOID (continued)

Friction from any source adds to the load of an indexer.This can include cam

driven mechanisms and/or additional, ancillary devices driven off the indexer’s drive
shaft or output. Extreme build-up of contamination or other sources of interference
adds to the frictional load. Industrial Motion Control indexers handle frictional loads
very well, but the loading must be evaluated in terms of the indexer’s overall
capacity to ensure that the life of the equipment will not be compromised.

IMPROPER LUBRICATION CAN RESULT IN IMMEDIATE
CATASTROPHIC FAILURE OF THE UNIT.

Contact Industrial Motion Control Technical Sales Department (1-800-645-5207 or 847-459-5200)
or your local Sales Engineer for assistance when evaluating the above conditions.

40

UNIT CONFIGURATIONS, REDUCER MOUNTING POSITIONS, HAND OF CAM

NOTES

© Commercial Cam Co. LLC 2003 All rights reserved
This publication is for information purposes only and should not be considered a binding Printed in U.S.A.
description of the product except if confirmed in writing by Industrial Motion Control, LLC. SKU 0105 / Revision 7/1/03

Michigan Office
550 Forest Avenue Unit

#

14
Plymouth, Ml 48170
USA
ph: 734-459-8080
fax: [phone]

UK Office
432 Perth Avenue
Slough Trading Estates
Slough, Berkshire SL14TS
England
ph: 44-1-753-786100
fax: [phone]

Belgium Office
33 Parc Industriel
BI 440 Braine-le-Château
Brussels, Belgium
ph: 322-367-1311
fax: [phone]

Industrial Motion Control, LLC 1444 S. Wolf Road, Wheeling, IL 60090 Phone: [phone] Fax: [phone]

www.camcoindex.com www.ferguson-co.com

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