PART I

General Description

Instruction Manual

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Instruction manual for Servogear Propulsion System

This manual consist of: PART I, General Description Part II, Reduction Gear Part III, Mounting and Maintance Instructions

Servogear A/S, N-5420 Rubbestadneset, NORWAY - Telefon: + 47 53 42 39 50 - Telefax: +47 53 42 39 99 e-mail: main.office@servogear.no

Instruction Manual TABLE OF CONTENTS PART I

TABLE OF CONTENTS PART

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I ....................................................................................3

1 GENERAL DESCRIPTION...........................................................................................4
1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 OPERATION OF CONTROLLABLE PITCH PROPELLERS............................. 4 PROPELLER AND SHAFTING ............................................................................... 5 START UP AND ADJUSTMENT OF PROPELLER PITCH ................................ 5 STERNTUBE AND STUFFING BOX - WATERLUBRICATED.......................... 5 EFFECT RUDDER AND PROPELLER SHAFT BRACKET ............................... 6 PROTECTION AGAINST CORROTION ............................................................... 7 PROTECTION OF PROPELLERSHAFT ............................................................... 7 OPERATION WITH ONE PROPELLER DRAGING ........................................... 7 SPARE PARTS ............................................................................................................ 8

Servogear A/S, N-5420 Rubbestadneset, NORWAY - Telefon: + 47 53 42 39 50 - Telefax: +47 53 42 39 99 e-mail: main.office@servogear.no

Instruction Manual 1 GENERAL DESCRIPTION

1.1

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OPERATION OF CONTROLLABLE PITCH PROPELLERS

When starting the engines the clutch must be disengaged and propeller pitch normally in neutral position. Clutch in, only when propeller pitch is in neutral position. Very often it is not possible to clutch in when pitch is not in neutral, because this function is normally built into the system for safety reasons. If the remote control system is a combinator system there is only one control handle that controls engine rpm and propeller pitch at the same time. With this system the correct ratio between engine rpm and propeller pitch is programmed in the remote control system. Maximum acceleration with no overloading of propeller system is ensured. Alternatively there can be one manoeuvre handle for propeller pitch and one for engine rpm. We recommend minimum engine rpm to be approx. 900-1000 rpm. When manoeuvring, the rpm can be set to for example 1000-1200 rpm, and then use only pitch handles to control the boat. When accelerating from still position to full speed, increase gradually both pitch and rpm position. 100% pitch should be reached at approx. 80% rpm. Going astern: Lower engine rpm to minimum and adjust pitch handles to astern. Boat will start to move slowly astern with full control from the bridge. At zero and very low speed, use the pitch difference between starboard and port side to maintain control over the boat. Very strong manoeuvring forces are available by increasing the rpm at low pitch. Propeller system is dimensioned for this kind of operation, but should only be done in an emergency situation. Emergency stop from full speed: The stopping length is very short with CPP. Minimum stopping length is obtained by reducing engine rpm to approx. 50-60% and reducing propeller pitch slowly against zero and then slightly astern. If pitch is taken too fast against astern the propeller will cavitate and loose their efficiency. Only experience can teach the vessel operator to find the best combination of engine rpm and propeller pitch. Be aware of that the recommended values of rpm can change from one engine to another. The danger of having too low minimum engine rpm is that in an emergency situation high pitch from the propellers can chooke the engines.

Servogear A/S, N-5420 Rubbestadneset, NORWAY - Telefon: + 47 53 42 39 50 - Telefax: +47 53 42 39 99 e-mail: main.office@servogear.no

Instruction Manual

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1.2

PROPELLER AND SHAFTING

Propeller hub is mounted on the propeller shaft by a SKF shrink fit connection. Propeller shaft is hollow bored. Inside there is a rod (push-pull rod), which is moved against the shaft in order to adjust the propeller pitch. Push-pull rod is moving a yoke forward or backwards in the hub, which again turns the propeller blades. The force for moving the push-pull rod comes from the servomotor, which is inside the reduction gearbox. Propeller hub and shaft inside (between shaft and rod) is filled with grease, and it is important that it is being refilled after maintains routines. There are sealing rings (orings) on each of the blade roots.

1.3

START UP AND ADJUSTMENT OF PROPELLER PITCH

Before first start-up, propeller hub and shafting should be filled up with grease. The gearbox must be filled with a approved oil type. Fill up to the maximum mark on the dip stick. Clutch on gearbox and propeller pitch must be in neutral position before starting of engines. Engage one propeller (clutch in) with low engine rpm. Adjust remote control system so that neutral on pitch indicator is neutral for the propeller. Do the same with the other side. At sea-trial the correct 100% pitch of the propeller must be checked/adjusted. There is a mechanical pitch indicator on the OD-box. The theoretical design pitch can be checked against this mechanical pitch indicator. The pitch should be checked against boost pressure (if available) and exhaust temperature from the engine. When correct pitch is found the pitch indicator on bridge should be adjusted to 100%. We advise also to note the mechanical pitch indicator position; it can be helpful for later propeller pitch adjustment.

1.4

STERNTUBE AND STUFFING BOX - WATERLUBRICATED

Servogear type stern tube with stuffing box includes: Main shaft bearing mounted in stern tube bushing. If necessary, outer stern tube bearing mounted in stern tube bushing. This bearing is omitted in some cases. Reasons for this can be that the arrangement not includes support bracket with shaft bearing, or that distance between main stern tube bearing and propeller bracket (or support bracket) bearing is to long. Sealing against seawater in stuffing box is teflon rings with graphite. Normally 4 rings, can also be 3 rings in some cases.

Servogear A/S, N-5420 Rubbestadneset, NORWAY - Telefon: + 47 53 42 39 50 - Telefax: +47 53 42 39 99 e-mail: main.office@servogear.no

Instruction Manual

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Stuffing box made in bronze. Stuffing box is mounted flexible to the stern tube with a rubber hose. Stuffing box is centred against shaft with a bearing for better sealing result and longer life of teflon rings. Gland with the function of holding correct pressure on the teflon rings. The gland should not have to high pressure on the sealing rings. Stern tube made of aluminium for aluminium hulls and of brass for GRP hulls. Nipple for water supply between teflon sealing rings and first bearing. Water is cooling and lubricating the bearings and teflon rings. The water is also preventing corrosion on the shaft. Teflon rings and gland to be mounted before first launching. Do not tighten up the gland before launching, only mounted loose. When in water, water will leak in, and then tighten up the gland until only a few drops is leaking in every minute. Check the leakage after first few hours of operation, and if necessary, tighten up the gland. Gland shall not be tightened too hard. If gland is tightened too hard this will with time wear a groove in the propeller shaft. Cooling and lubrication water to stern tube: Min. pressure: 0,5 bar Water flow rate: approx. 15 -25 liters/min Max. innlet temperatur: 35 C It is recommended that cooling and lubrication water to stern tube is taken directly from the sea, fresh and cold. This will be a good investment to ensure no corrosion damages on propeller shaft from oxygen-free and hot water. This is extra important when there are support bearings for shaft inside stern tube, because this will "trap" the water and thereby increase risk for corrosion.

1.5

EFFECT RUDDER AND PROPELLER SHAFT BRACKET

Effect rudder and propeller bracket (shaft bracket) are casted in solid material. Dimensions are optimised (minimized) to give low resistance. The main idea with effect rudder is to reduce rotational loss from propeller, and turn some of this into positive thrust. The water is leaving the propeller at an angle relative to direction of boat. Rudder is shaped like a wing and will straighten some of this water flow from the propeller. Shaft bearing is mounted in propeller bracket. This bearing is mounted by press fit, and can be changed. There is a clearance of about 15 mm between propeller bracket and propeller hub. This clearance is necessary for 2 reasons:

Servogear A/S, N-5420 Rubbestadneset, NORWAY - Telefon: + 47 53 42 39 50 - Telefax: +47 53 42 39 99 e-mail: main.office@servogear.no

Instruction Manual

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With high thrust from propeller, propeller hub will always move a distance forward towards bracket because of flexibility in the system. Especially if gearbox is mounted on flexible mounts. Water is flowing through bearing in bracket, and this needs space to come out.

1.6

PROTECTION AGAINST CORROTION

It is necessary to protect propeller system against galvanic corrosion. All parts made of steel/ metal must be connected to outboard sacrificial anodes (for example zinc-anode). Rudders, shaft brackets, stern tubes and gearboxes. On the propeller hub there is mounted a zinc-disk when delivered from factory. This is to protect propeller shaft and propeller hub/blades. This zinc-disk must be replaced with a new whenever it is necessary, and can be bought from Servogear. After sea-trial, the servo cylinder and flange coupling should be protected against corrosion. Spray with for example Tectyl 506 or similar. This prevents corrosion attack and later maintenance is easier.

1.7

PROTECTION OF PROPELLERSHAFT

When boat is out of operation, some seawater will be "trapped" in the area of stuffing box/shaft bearing. After a while this water will be more and more acidic. This acid water is dangerous for the propeller shaft. Although the material of propeller shaft is stainless steel, this kind of environment will damage almost any kind of material after some time. Pitting erosion will occur, and in worst case this can entirely damage the shaft. There is no danger with boats that are in use more than one time a week. For boats seldom in use we recommend to create circulation of water in the area of stuffing box/stern tube twice a week, in order to change acid water with fresh water. This can be done by starting main engines and let the propellers rotate 5-10 minutes, or an electrical driven pump can be installed.

1.8

OPERATION WITH ONE PROPELLER DRAGING

It is possible that vessel has to operate with one propeller out of operation. There can be different reasons for this, for example engine break down on one side. The propeller being dragged will create extra resistance and there can be problems with steering and manoeuvrability. The resistance from the dragging propeller will be minimized when this propeller is rotating freely and with the propeller blades turned into maximum forward position. One need oil pressure to be able to adjust the propeller blades into forward position. The engine driven pump is in this case very often out of operation. Normally the boat is equipped with electrical driven stand-by pump, which should be used in this situation. It is a requirement that boat can be steered if one engine/propeller is out of operation. This ability normally has to be demonstrated to a surveyor from classification society.
Servogear A/S, N-5420 Rubbestadneset, NORWAY - Telefon: + 47 53 42 39 50 - Telefax: +47 53 42 39 99 e-mail: main.office@servogear.no

Instruction Manual

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When a propeller is rotating and the main engine is stopped, then the cooling water system is normally out of function. There is now a chance of overheating the gearbox. Probably the temperature in the gearbox will not reach a dangerous level, but it is important to survey. One can check the temperature by touching directly on the gearbox with your hand. If you can hold your hand on the gearbox without burning your hand, there is no danger for the gearbox. If gearbox is too hot for your hands, the speed of boat must be reduced until temperature stabilizes on an acceptable level. If in doubt, contact gearbox manufacturer. If the vessel is not equipped with a stand by pump, the pitch actuator should be disconnected from the pitch control lever, so that the servo slide valve can move free with the push pull rod.

1.9

SPARE PARTS

When contacting Servogear A/S to order spare parts, the following information should be given: Serial number of gearbox (See plate mounted to the gearbox). Name and article number of the parts (see item list). Gearboxes, propeller blades, rudders and brackets are not on stock at Servogear. Normally propeller shaft is on stock, but not machined. We recommend the customer as a minimum to have extra propeller blades as spares.

Servogear A/S, N-5420 Rubbestadneset, NORWAY - Telefon: + 47 53 42 39 50 - Telefax: +47 53 42 39 99 e-mail: main.office@servogear.no