转叶式安装舵机

Porsgrunn Steering Gear ASSHIPYARD’S MANUALFORPORSGRUNN ROTARY VANE STEERING GEARSERIAL NO. :TYPE : SHIPYARD : HULL NO. :YEAR :Dokkveien 10, N-3920 Porsgrunn, Norway. Telephone: +47 35 93 12 00 Fax: +47 35 93 12 01INDEX INDEX (2)1 INTRODUCTION (3)1.1 Storage of the Steering Gear and Steering Gear Parts (3)1.2 Lifting of the Steering Gear and the Hydraulic Power Units (HPU’s) (4)1.3 Earthing of the Rudder Stock (5)2 REFERENCE DRAWING (6)3 PRELIMINARIES (7)3.1 Fitting of the Friction Connection (7)3.2 Preparation of the Steering Gear Foundation (8)3.2.1 Casting (8)3.2.2 Steel chocks (8)4 INSTALLATION (9)4.1 Installation and Alignment of the Actuator (9)4.1.1 Adjustment and entering of the actuator to the rudder stock (9)4.1.2 Pull up using the oil injection method (9)4.1.3 Mounting the actuator to the foundation/deck (12)4.2 Installation of the Lower Packing Gland and the Packings (13)4.3 Installation of the Hydraulic Power Units (HPU’s) (14)4.4 Pipe Installation (16)4.4.1 When the HPU’s are mounted directly on the steering gear unit (16)4.4.2 When the HPU’s are mounted on deck (16)4.5 Installation of the Mechanical Rudder Angle Indicator (17)4.6 Installation of the Feedback Units and the Rudder Angle Transmitters (18)4.7 Electrical Part (19)4.7.1 General (19)4.7.2 Electrical Installation (19)5 START UP (20)5.1 Oil filling (20)5.2 Pre-Commissioning (20)5.3 Commissioning (21)1 INTRODUCTIONThis manual shall give the installation contractors of the Porsgrunn Rotary Vane Steering Gear all information they need to perform a correct installation of the product.The Installation Manual consists of two parts:• The first part consists of a general description of the installation procedure for the steering gear and is not to be subject for changes related to each particular project.•The second part consists of technical specification and drawings to each specific steering gear.Before installation, please read carefully these two parts and pay special attention to the following remarks:1.1 Storage of the Steering Gear and Steering Gear Partsainted parts have to be checked against corrosion every two months. Any corrosion ll non-painted surfaces are protected against corrosion by means of rust preventive.ny damages caused by improper storage will not be covered by theAll equipment shall be stored in a dry building, well protected against weather, moisture and temperature fluctuations. This is important in order to avoid condensation.Pfound must be removed immediately, and the surface must be protected against further corrosion by means of new paint or rust preventive.A These surfaces have to be checked against corrosion every month. Any corrosion found must be removed immediately. Renew rust preventive if necessary.A guarantee.1.2 Lifting of the Steering Gear and the Hydraulic Power Units (HPU’s)The following figures show Porsgrunn Steering Gear’s (PSG’s) recommendation of lifting the steering gear and the HPU’s.Any damages caused by improper lifting will not be covered by theguarantee.1.3 Earthing of the Rudder StockTo avoid corrosion on the actuator bearings, the rudder stock should be earthed. This can be done by an earth conductor connected with a 16mm bolt to the top of the rudder indicator shaft. Remember that the conductor must be flexible to allow the turning of the shaft.2 REFERENCE DRAWINGPlease study the reference drawing, figure 2.1, before starting the installation procedure.Figure 2.1Porsgrunn Rotary Vane Steering Gear3 PRELIMINARIESExtreme care should be taken to avoid foreign particles entering the actuatorduring all steps of the installation. Pay special attention to the clearancebetween the rotor and bearings. Neglecting this will cause serious damage tothe steering gear and may lead to total break down.Welding on the steering gear actuator is strictly prohibited. Neglecting tofollow this warning may cause severe damage to the actuator structure andthe bearings.3.1 Fitting of the Friction ConnectionIf the fitting has already been done, proceed to section 3.2.If not, follow the procedure below. The result of the fitting shall be inspected and approved by the class society.1.Degrease the conical part of the rudder stock and the rotor, and check thatthere are no burrs, dents etc. on the surfaces.2.There is a "0" position mark (midships) on the rotor. Make sure that there is acorresponding mark on the rudder stock.3.Coat the conical part of the rudder stock with a colour indicator (Paris blue orsimilar). Connect the rotor and the rudder stock according to the marks in step2.4.Disconnect the rudder stock and the rotor. The contact area must comply withthe class requirement. Make sure that there is contact in the upper and lowerpart of the connection, avoiding oil leakage during pull up.5.If the contact area does not comply with the class requirement, grinding willbe necessary.The grinding tool should preferably be a high speed rotating grindingmachine with emery cloth lamellae - outside diameter size approx. 50 mm,or cylindrical emery cloth grinding wheel.6.After grinding, repeat step 3 – 5 until the contact area complies with the classrequirement.3.2 Preparation of the Steering Gear FoundationThe foundation must be dimensioned and mounted on the deck according to the class requirement. Class approval of foundation and chocking is the shipyard’s responsibility.3.2.1 CastingIf the actuator is mounted by means of casting, the contact surface between the foundation and the actuator flange must be cleaned and prepared according to the recommendations from the supplier of the cast.3.2.2 Steel chocksIf steel chocks are used, the top surface of the foundation has to be machined with an inclination outward from the centre of about 0.3°. Recommended thickness of the steel chocks is 20-30 mm.4 INSTALLATIONWhen the foundation and the friction connection between the rotor and the rudder stock are approved by the class society, the steering gear installation can begin.4.1 Installation and Alignment of the ActuatorThis description assumes that the rudder stock and the rudder have been lifted into place, marked and mounted in the correct position. Be aware of jumping allowance and make sure that the rudder stock and the pintles, if any, are aligned in all bearings.4.1.1 Adjustment and entering of the actuator to the rudder stockMake sure that the lower packing gland is mounted on the actuator beforestarting the installation.1.Lower the actuator onto the upper cone of the rudderstock. Set the “0” positionmark on the rotor and the “0” position mark on the rudder stock in line.2.Let the actuator rest with its weight on the rudder stock. At this point, thedistance from the foundation to the steering gear flange equals the thickness of the chocking + the pull up length (see the technical specification).3.Mount the hydraulic ring piston and the rudder stock nut. Make sure that therudder stock nut is tightened up completely.4.1.2 Pull up using the oil injection methodThe pull up length is to be found in the technical specification. Pumps and fittings used must be capable of minimum 1000 bar.1.Pump oil into the ring piston using pump A, see figure 4.1, until oil appears inthe ventilation hole. Plug the hole.2.Pump until a pressure of 50 bar is obtained in the ring piston. From this point(0-point), the pull up length is to be measured.It is important to measure the distance from the top of the rotor to the top ofthe rudder stock. Do not measure from the rudder stock nut!stock is pulled into the rotor. If this is the case, keep on using pump A until final pull up length is reached.Continue until the rudder stock is pulled up to the required pull up length. It is normal to pull up 0.1-0.2 mm longer than the theoretical pull up length, due to fall back when the pressure in the piston is released.8.After pull up, there should be a diametrical clearance of approximately 0.15 –0.25 mm between the upper bearing and the upper rotor neck.9.When the pull up length is reached, the pressure in pump B can slowly bereleased and the pump can be removed.10.After approx. two hours, release the pressure in the hydraulic ring piston, andremove pump A and the plug.11.Fully compress the ring piston by turning the rudder stock nut.12.Harden up the rudder stock nut.13.When the tightening of the rudder stock nut is done, allow the actuator to restfreely on the rudder stock cone. The distance from the foundation to thesteering gear flange equals the thickness of the chocking.14.Place the tab washer on the nut. Mark the nut according to the holes in the tabwasher. Drill and tap the holes.Make sure no chips from the drilling and tapping contaminates the steering gear!15.Fasten and secure the tab washer, see figure 4.1.2.Figure 4.1.2 Tab washer securing sketch16.Allow the actuator to rest freely on the rudderstock. Fasten the adjustmentscrews, 4 pieces, in the steering gear flange, and continuously check theclearance between the rotor and the bearing. When all four adjustment screws are fastened, there must be clearance in four directions in the bearing. If there is no clearance in one of the directions, adjust the screws until there isclearance in all four directions.4.1.3 Mounting the actuator to the foundation/deck.When the actuator and the rudder stock are fixed in the middle position with the four adjustment screws, and all clearances are accepted, it can be drilled and broached for the foundation bolts. All the foundation bolts should have a tolerance of H7/m6 and be adjusted individually. For mounting of the actuator to the foundation/deck, casting or steel chocks can be used.Casting1.Mount the foundation bolts without pretensioning.2.Check the clearance between the upper bearing and the rotor neck once again.Make sure that there is clearance in four directions before casting.3.Perform the casting according to the supplier’s recommendations and classrequirements.4.When the cast has hardened and is accepted by the supplier, tighten thefoundation bolts.Steel chocks1.Measure up and prepare four steel chocks.2.Mount and fix the steel chocks with their four respective foundation bolts. Theclearance in the upper bearing should be checked before fixing the remainingfoundation bolts.3.After tightening, there should be no clearances exceeding 0.05 mm betweenthe steel chocks and its contact surfaces.Perform a final check on all clearances.Length = π • d + 10 mm,where d is the rudderstock diameter.2.Loosen and unscrew all counter nuts.3.Unscrew the nuts and lower the packing gland.Examine for pits and scoring before installation of packings. Clean the sealing surfaces thoroughly.4.Tighten all stud bolts.5.Measure height H1 and H3, see figure 4.2.2, then calculate H4 from thefollowing formulas:H2 = H1 - (5 x thickness of packing)7.Repeat step 6 for installation of all the packings.8.Lift the gland in place and screw one nut on each stud bolt.9.Tighten the nuts in a cross pattern until H4 is as calculated in step 5.It is very important that H4 is equal all around to get even press on thepackings.10.Further tighten all nuts ½ turn in a cross pattern.Do not over-tighten the nuts. This will result in damage to the packings andconsequently leakage.11.Screw on and hand-tighten the counter nuts. The final tightening and securingof the counter nuts shall be done during commissioning.4.3 Installation of the Hydraulic Power Units (HPU’s) Depending on the type of the steering gear, the HPU’s can either be mounted directly on the steering gear unit or be fastened to the deck.For both cases it is very important that the alignment of the pump/motorcoupling is correct, see figure 4.3.1 and table 4.1 and 4.2. PSG takes noresponsibility if the pumps are started without the correct alignment.Table 4.1 Deviation values for flexible coupling alignmentCOUPLING TYPE MaxKr (mm)MaxKw (°)MinS (mm)MaxS (mm)A 24/32 SINT 0,10 0,7 2,0 2,7 A 28/38 SINT 0,12 0,7 2,5 3,25 A 38/45 GG 0,12 0,7 3,0 3,9 A 42/55 GG 0,15 0,7 3,0 4,0 A 48/60 GG 0,17 0,8 3,5 4,55 A 55/70 GG 0,18 0,9 4,0 5,1 A 65/75 GG 0,20 0,9 4,5 5,8 A 75/90 GG 0,20 0,9 5,0 6,5 Table 4.2 Proportional displacement tableAD RD0 % 100 % 10 % 90 % 20 % 80 % 30 % 70 % 40 % 60 % 50 % 50 % 60 % 40 % 70 % 30 % 80 % 20 % 90 % 10 % 100 % 0 % In case of angular displacement (AD) and radial displacements (RD) at the same time, you can use the values only proportionally. Example:AD 90% => RD max. 10%4.4 Pipe InstallationIn order to obtain steering gear performance according to the specifications, it is important to ensure that the pipes are installed properly. For each steering gear PSG have made a proposition in the general arrangement drawing, which is to be found in the second part of the manual.4.4.1 When the HPU’s are mounted directly on the steering gear unit Normally the pipes are adjusted, mounted and tested by PSG. If the pipes are dismounted, the flanges are marked by PSG for correct reconnecting.In cases where the yard is disconnecting the pipes, they are responsible for marking the flanges properly.4.4.2 When the HPU’s are mounted on deckWhen the HPU’s are mounted on the deck, the pipes must be fitted on site.For both cases, the following items are the main rules:•Excessive use of bends must be avoided.•HPU’s should be mounted close to the steering gear actuator, according to the approval drawings. Any changes in arrangement shall be informed andaccepted by PSG.•The expansion pipes must have slope from the expansion tank towards the HPU’s.•To avoid contamination in the steering gear, it is important that the pipes are properly flushed and pressure tested prior to installation.•Pipes must be connected properly. Forcing the pipes into place will increase the stress in the pipe line, increasing the risk of pipe cracking.•Pipe supports to be installed in suitable positions.Neglecting the above will have serious effect on the steering gear, in worstcase malfunction of the steering gear.4.5 Installation of the Mechanical Rudder Angle Indicator When the pull up of the rudder stock is correctly done, the installation of the mechanical rudder angle indicator can proceed.1.Mount and fasten the shaft, the expansion tank and the shaft seal.2.Install the mechanical rudder angle indicator on the shaft. Adjust the height ofthe indicator so that the cam corresponds to the electrical limit switches.3.Find the “0” position and fasten the mechanical rudder angle indicator with theset screw on the side.To make sure that the “0” position is correct, the pumps have to be started.It is important to start the pumps under the right conditions. The finalsecuring of the mechanical rudder angle indicator shall be done duringcommissioning and we recommend that it is done by one of PSG’s serviceengineers.4.6 Installation of the Feedback Units and the Rudder Angle TransmittersPSG will normally deliver seats for feedback units and rudder angle transmitters based on drawings/information from the shipyard. There are four locations on the expansion tank for mounting the seats. If there are more than four units, one or more of the seats must be capable of carrying more than one unit.1.The installation of the feedback units and rudder angle transmitters shall notbe done before the mechanical rudder angle indicator is mounted and adjusted.See section 4.5.2.Mount seats with the unit on the expansion tank side.3.Adjust height so that link can move freely just above the mechanical rudderangle indicator.4.Mount the link arms. Drill threaded holes for the link arms in the mechanicalrudder angle indicator. Beware of chips! Adjust the lengths of the link arms. It is very important that the link arms make a perfect parallelogram, and arehorizontal, A1=A2 and B1=B2, see figure 4.6.1.seats, and using spacers between the link arms and the mechanical rudderangle indicator.6.Check that the link arms can move freely over the total rudder angle range. Link arms are normally supplied by feedback maker.If chain drive or belt drive is used, please contact supplier for mounting instructions.4.7 Electrical PartOnly qualified service personnel such as a licensed electrician shouldperform the electrical installation. Risk of electric shock!4.7.1 General1.All equipment carrying more than 50V should be properly grounded to avoidthe possibility of electric shock.2.Ground conductor shall be sized according to rated current and class rules.3.The choice of cable conductor cross section is yard responsibility. The cableplan is for guidance only and PSG does not take responsibility for possiblefaults in cross section size.4.Cable carrying analogue signals such as 0-10V, +/-10V and 4-20mA shall bescreened in one end and be kept away from power cables. Twisted core cableshall be used.4.7.2 Electrical Installation1.All cables between starters, panels, actuator and other equipment delivered byPSG shall be measured for correct connections according to working drawings before power is switched on. Claims on defect equipment caused by incorrect connections will not be accepted by PSG.2.Allow at least 20 cm free space around starters (frequency inverter type) whenventilation fans are mounted. This applies to both inlet and outlet side. Thepurpose is to allow free air flow, but also to make it possible to change thefilters.5 START UPBefore starting the pumps, the yard is responsible to make sure that oil is filled and that the alignment of the pump/motor coupling is correct. We recommend that the pumps are not started before commissioning, and that it is done by one of PSG’s service engineers. PSG takes no responsibility if the pumps are started without the right conditions.5.1 Oil filling1.The requirement for oil purity according to 20/18/15 ISO 44062.Oil filling of the actuator is done through the ventilation holes on the cover.Before filling, ensure that all ventilation holes are open and that the airvalves/pipes/gauges are unscrewed. For this filling procedure it is assumedthat the oil is properly filtrated.3.Oil filling of the expansion tank and the HPU’s is done from the storage tank.Before filling, ensure that valves for expansion pipes are open. Air bleeding of oil tanks is done by removing the plug on top of filter housings.4.When the level in the sight glass on the expansion tank is approximately halffull, the steering gear will be ready for testing.5.2 Pre-CommissioningBefore getting commissioning assistance, the yard’s representative has to make sure that the following check points are completed. A service engineer will not be sent until the “Pre Commissioning” form is filled out, signed and returned to PSG. If the form is missing, please contact PSG and a new will be issued.1.Check that all pipes are correct connected, flushed and pressure tested,according to step 4.4.2.2.Check the alignment of the pump/motor coupling. Note the values for Kr(mm), Kw (°) and S (mm). See section 4.3.3.Check that the lower packing gland in the actuator bottom is properly packedand tightened. See section 4.2.4.Check that all equipment on the expansion tank is fitted according toarrangement drawing.5.Check that the electrical starters/controllers are correctly installed.6.Check that correct type and amount of hydraulic oil is filled, according tosection 5.1. Note oil type and amount.7.Check that the mechanical rudder angle indicator is mounted in correct height,corresponding to the limit switches and in “0” position, according to section4.4.5.3 CommissioningFor safety and quality reasons we recommend the presence of one of PSG’s service engineers during the start up and the function test. PSG has the expertise and knowledge of the product, giving the best start for a steering gear’s long life time.During commissioning all the remote/local switches belonging to thesteering gear have to stay in local mode.1.Before starting the pumps, make sure that oil is filled according to section 5.1.2.Check the alignment of the pump coupling according to section 4.3.3.Turn the pumps by hand a few rotations according to the direction arrowbefore starting.4.Ensure that the correct direction is obtained on the motor/pump by giving thestarter a short pulse, maximum 1 sec. Pay special attention when start methodis Star/Delta to avoid change of direction during changeover from star to delta.5.Air bleeding:•For this operation the vent screw on the manometers has to be closed and the starter cabinet has to stay in local mode.•Make sure that there is enough oil in the expansion tank during the whole operation, at least half full.•Start one pump.•Give the red and green button on their respective starter cabinet short pulses.•Take short breaks during the operation and let the air bleed through the vent screw on the manometers.•Turn approximately 15° to both sides for air bleeding minimum 3 times.6.During this first operation the oil level will decrease. Refill if necessary.7.Let the pumps run for about 30 minutes and stop the HPU if there are anyabnormal noises, vibrations etc.8.Check that the “0” position for the mechanical rudder angle indicator iscorrect.•Use the emergency steering device on the pilot valve for this operation.•Turn the rotor to the mechanical stoppers at one side, note the angle.•Turn the rotor all the way to the other side and note the angle.•Adjust the mechanical rudder angle indicator to obtain the same deflection to each side.•After adjustment, check again that the mechanical rudder angle indicator has the same deflection to each side.9.When the “0” position is correct, fasten the mechanical rudder angle indicatorto the shaft by drilling an 8.0 mm hole through both items and bolt them•The same procedure is to be followed until all limit switches are adjusted.11.Rudder turning time.•Run the actuator, from port to starboard and vice versa. Note the time and the pressure running with only one pump and with two pumpsfrom 35 degree on one side to 30 degree on the opposite side. See thetechnical specification for the permissible rudder turning time.12.Examine the lower packing gland for leakage. If leakage is found, tighten thenuts ½ turn in a cross pattern until the leakage stops. Then finally tighten the counter nuts. See section 4.2.13.Check the function of the alarms listed in the technical specification.14.Perform a function test using bridge control and local control.。