Operaring Instruction Clutch KENDRION

Documentation 16VC1000/600 ! Warning!
as per drawing no. 91 331 16 A02

Forward this manual to the person responsible
for Installation, Operation and Maintenance of
the product described herein. Without access to
this information, faulty Installation, Operation or
Maintenance may result in personal injury or
equipment damage.
Installation, Operation
and Maintenance of
Airflex® VC Marine
clutches
! Warning!
Use only genuine Airflex® replacement

parts. The Airflex Division of Kendrion
Binder Magnete GmbH recommends the
use of genuine Airflex replacement parts.
The use of non-genuine Airflex replacement
parts could result in substandard product
performance, and may void your Binder
warranty. For optimum performance,
Kendrion Binder Magnete GmbH contact Airflex:
Power Transmission
Mönchweilerstraße 1
78048 Villingen Schwenningen
Telephone (0 77 21) 8 77 - 0
Telefax (0 77 21) 8 77 - 4 88
Seite 1 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Data sheet Datum: 13.03.2007
Type of vessel: Stern Tug
Unit type: SRP 1515 FP
Classification society: ABS
SCHOTTEL order No.: 14113852; 14113867; 14113869; 14113870; 14113877
SCHOTTEL project No.: TUG-050077-01 / -02/ -03/ -04/ -07
SCHOTTEL build. no.:
SCHOTTEL code word: REBRAS 1; REBRAS 2; REBRAS 3; REBRAS 4;

REBRAS SPARE
Owner: SMIT Rebocadores
Shipyard: Detroit Brasil Ltd. Shipyard
Building/ Conversation no.: 321; 322; 323; 324
Engine manufacturer: Caterpillar
Type of engine: Diesel CAT 3516 B HD
Rated engine power: input power P = 2000 KW
Rated engine rpm: input speed n = 1600 rpm
Clutch engagement rpm: n !"##!!$%&
AIRFLEX clutch type: 16 VC 1000 / 600
Kendrion Binder order No.: A0003259
Kendrion Binder drawing No.: 91 33116A02
Actuating of clutch is made through a pneumatic control unit Kendrion Binder drawing no. 90 780 15 A 14
with two steps of air pressure increase.
Necessary air pressure for operation: p min. = 10 bar! p max. = 11 bar!

General
The Airflex clutch is a pneumatically operated and torsion-resistant clutch with cylindrical friction
surfaces. The clutch is intended for driving rudder propeller with fixed propeller in Z-arrangement.
The clutch has the job of transmitting the output of the diesel engine to the propellers in a power shift.
When the clutch is engaged, it takes up the acceleration of the transmission shaft and of the
propeller.
The slip time during the engagement operation can take several second because of the compressed
air control.
This matches the torque of the clutch to the rated torque of the driving engine, and the starting and
gear changing operations are performed without shock loads.
If there is no compressed air available for operation or if the clutch fails, or no torque is transmitted
and the remedial measures take to long, the emergency bolts 31 can be screwed in temporarily.
The parts are supplied loose and must be kept on board near the clutch. These bolts are rated for
transmission of half the rated torque when four of them are used.
Farther is the adapterplate 3 for the alignment of a holding brake finished.
Design and mode of operation

The clutch as per Fig. 1 has a bearing support and is designed to connect a u-joint with the input gearbox shaft.
Since the internal bearing unit is subjected to load by the reaction forces of the joint shaft, the following rated
values of the joint shaft in Z arrangement were taken as a basis for the design of the bearings.
Maximum = 10°
L = 1600 –3400 mm

The hub 10 is mounted on the input gearbox shaft by means of the oil injection method.
Fig. 1
The basic part of each Airflex clutch is the clutch element 1 as shown in Fig. 2
Fig. 2

As its operating element, it has an annular, elastic tube tire (3) (4), which have a cross-section
specially designed such that no joints, levers or adjusting members are necessary for operation. In
addition, there are no parts running on gears, which are subject to wear in view of the changing
torques.
There is no cylinder or piston provided with seals; operation is direct by pneumatic means via the
tube tires (3) (4) and the friction shoes (12) (13) onto the friction drum 2
The tube tires (3) (4) placed in the rims (1) (2) are made of high-grade Neoprene and reinforced by
cord and fabric. The tube tires (3) (4) are used mainly for the generation of the contact pressure onto
the friction shoes (12) (13) and onto the friction drum 2 acting as the primary element. The tires are
only slightly involved in the transmission of the torque. The torque is largely transmitted by the torque
bars (16) (18).
The friction drum 2 is connected to the joint shaft, and the torque is introduced through it.
If the tube tires (3) (4) are supplied with compressed air, the friction shoes (12) (13) guided in the
torque bars are moved inwards in the radial direction, against the force of the springs (17) (19) and
pressed against the friction drum 2. This produces the friction engagement.
The friction shoes (12) (13) now transmit the torque via the torque bars (16) (18) to the rims (1) (2)
bolted to the side plate (10) (11) (26) and further via the flange plate 3, which in its turn is connected
in rotation-proof manner to the hub 10 and transmission shaft.
The compressed air is supplied through the hollow-bore transmission shaft to the clutch element (1)
by means of a rotor seal 15 arranged to the end of the shaft.
From the transmission shaft, radial holes in the shaft, the hub 10 and the flange plate 3 assure the air
supply to the clutch element 1.
In view of the cylindrical friction surface, there is only one common friction radius in these clutches,
which affords major advantages when it comes to engagement operation compared with other
clutches in which the friction surfaces are arranged in different planes. In an engagement operation,
the inertia moments must be accelerated with a simultaneous increase in the propeller torque, which
can lead to heavy strain on the engine.
With Airflex clutches, it is possible to extend the slip times during engagement to several seconds
using the compressed air control system. This enables the clutch torque to be matched to the
operation torque of the engine. In addition, all clutch operations are performed without heavy shocks.
An acceleration time / slip time of 4 to 7 seconds can be regarded as normal. The maximum
permissible slip time is 10 seconds.
It must be noted that every engagement generates energy which must be absorbed by the clutch as
heat, which also affects the service life of the friction linings. Operations must therefore be with as
short time as possible. This slip time depends on the load to which the engine is subjected.
If the pneumatic control unit for clutch engagement are also supplied, the pressure build-up and the
pressure for gear shifting is already set, based on the clutch size and drive data, and recorded on a
data sheet. These values are based on experience from facilities already manufactured. The various
designs of drive system and the varying inertia moments may necessitate a correction of the set
values during commissioning or during a trial run. In this respect , please refer to the description of
the control unit.

The operating sequence in an engagement operation is generally as follows:
• Starting of the engine at idling speed with the clutch disengaged. A slight increase in the idling
speed that may necessary for operational reasons is possible. The maximum engagement speed
or idling speed is nL =800 rpm. The engine or drive control system must be designed such that an
engine speed increase is not possible during the starting or slip process
• Engagement of the clutch
• After completion of the engagement operation and attainment of the operating air pressure,
further operation is at the engine speed suitable for the slip control system provided and the
intended operation
Working with come home bolts
If there is no compressed air available for operation as if the clutch fails, or no torque is transmitted
and the remedial measures take to long, the emergency bolts (31) can be screwed in temporarily.
By using 4 Come home bolts half of the nominal torque can be transferred.
Half of the nominal torque is reached by a reduction in revolutions according to the table below
Rated engine input speed Max. rpm for clutch with working on come home bolts
rpm rpm
750 530
900 630
1000 700
1200 840
1500 1060
1600 1120
1800 1260

Assembly
The clutch is designed such that the internal bearings are a single unit, which is slid into the output
end hub mounted on the transmission shaft and then fastened there. The hub 10 is mounted on the
transmission shaft using pressurised oil.
For this reason, the clutch is supplied in the following parts:
§ hub 10 with bolted flange plate 3 as a single unit.
§ bearings as a unit with bolts 29, and spring washers 30
§ friction drum 2 with bolts 27 and spring washers 28
§ clutch element 1 with bolts 16, nuts 17 and spring washers 18
Assembly sequence
§ Mount the hub 10 with the bolted-on flange plate 3 onto the tapered transmission shaft stub using
pressurised oil.
Please pay attention to the fitting length as shown in drawing.

§ Slide the bearing unit into the hub 10 and fasten it with the parts 29/30. Please comply with the
bolt tightening torque’s given in the drawing.
§ Slide the friction drum 2 onto the centering device of the shaft 8 of the bearing unit, and fasten it
with the parts 27/28.

§ Slide the clutch element 1 into the centring device of the holes for air supply are above one
another and that the seals (9) in the clutch element are in the right position.
Fasten the clutch element 1 to the flange plate 3 using the parts 16/17/18.
Please comply with the bolt tightening torque’s given in the drawing.
§ Pressing together the seals (9) produces a pressure – tight connection between the flange plate
and the clutch element
Commissioning
Before starting with the clutch, it must first be operated with compressed air while stationary and
all screw and pipe connections must be checked for tightness.
Check also whether the pressure build up and the pressure for gear shifting matches the values
stated in the data sheet.
The set values of the first pressure stage are values calculated on the basis of the clutch size and
the drive data and derived from previous operations.
If the engine is subjected to excessive load during engagement, this can be rectified by
prolonging the pressure increase time.
It must be noted that every engagement generates energy which must be absorbed by the clutch
as heat, which also affects the service life of the friction linings.
Operation must therefore be with as short a slip time as possible. This slip time depends on the
load to which the engine is subjected.

The stated torque rating of the clutch will be after a certain “wear in” period.
The friction material will after little wear, have to get the same shape as the drum surface
to achieve full contact.
In order to avoid overheating and damage to the clutch parts it will be necessary to follow the
wear in procedure before running at stated torque ratings.
This wear in procedure could be followed during the sea trials.
The air pressure will have to be reduced to 4 bar. The clutch will now have to be engaged while
the diesel engine is accelerated to approx. 80 % of its rated speed. The clutch will have to be
disengaged immediately to keep the slip period as short as possible (max. 6 seconds).
The procedure has to be repeated 8 – 10 times.
For safety reasons the temperature rise will have to be checked.
We recommend measuring the temperature in the middle and edge of the drum surface.
The temperature should not exceed 120 degree C.
When this temperature has been reached, a cool–down period must follow. The wear–in
procedure can be continued once the clutch parts have cooled down to approx. 40 degrees C.
After completion of the above described wear-in procedure the air pressure will have to be
adjusted to 9 or 10 bar. The exact pressure can be found on the diagram in the control cabinet or
in the operating manual, paragraph 4 “Control unit”.
We recommend continuing the check on the temperature during the continued sea-trial at full
power.
Possible slip should be detected, preferably by means of a Stroboscope otherwise visually.
If during the full power test an undesired temperature increase or slipping of the clutch occurs,
then the test will have to be interrupted with another 3-5 wear-in engagement as described above.
This should only happen when the initial wear-in procedure was insufficient.
Maintenance
No direct maintenance or readjustment work is required on the clutch, but only checks are made,
which relate mainly on the condition of the friction linings and the tightness of the pneumatic units.
Thanks to the design of the clutch element with the tube tyre as an actuating element, abrasion
on the friction linings is automatically compensated
The checks therefore relate mainly to the abrasion on the friction linings, to the condition of the
friction drum surface and to the external effects of foreign matter, such as oil, grease, paint, water
and solid objects that can become embedded in the friction linings.
Since wear on the friction linings occurs only during starting operations, it is not possible to state
any number of operating hours after which new friction linings must be fitted.
The continual checks on the clutch and pneumatic unit for tightness must take into account for the
time intervals of the drive system.
The bearing unit of the clutch is filled with grease.
Relubrication is not necessary. The service life of the bearing unit can be calculated on the basis
of the assumed operating conditions, so that the bearing unit must be checked after 15 000 hours
of operation or after 4 years.
Please refer to the information on the drawing.
The condition of the clutch element and of the friction drum must also included in this time-based
check.

Changing the Friction shoes, Fitting New Friction Linings,
Dismantling the Bearing unit
The friction shoes must be changed or new friction linings must be fitted when the linings have
been worn down to their minimum thickness.
The minimum friction lining thickness depends on the clutch size, and is stated in the following
operating and maintenance instructions for EATON Airflex marine clutches and brakes. These
instructions also describe in detail how to change the friction shoes and to fit new friction linings
and a new tube tire.
The minimum diameter of the friction drum is also described. To fit new friction linings, friction
shoes or tube tire, the joint shaft, the friction drum 2and the clutch element 1 removed from the
flange plate
The further procedure for removal is as follows:
§ Place a loop around the clutch element 1 and pull it slightly taut using the lifting device.
§ Remove the screw connection parts 16/17/18 at the connection between the clutch element 1
and the flange plate 3.
§ Force the clutch element 1 out of the centering device of the flange plate 3.
§ Move the clutch element 1 axially until it is free of the friction drum 2and then set it down.
§ Remove the two outer side plates (10) (11) from the clutch element 1.
§ Please ensure that the two seals (9) in the front plate are not lost. The insertion of new
sealing rings is recommended when doing this kind of maintenance work.
§ The friction shoes (12) (13) with the torque bars (16) (18) and springs (17) (19) can now be
removed as one unit.
For rapid replacement of worn parts, it is also possible to change the complete friction shoes and
then replace the friction linings at leisure.
It is however also feasible to provide the removed friction shoes with new linings and then put
them back into place.
The first option is however the on taking the least time.
§ Clean all parts, if necessary by blowing them out, and check the condition of the tube
tire (3) (4)
§ Insert the torque bars (16) (18) and the spring (17) (19) back into the friction shoes (12) (13)
and then insert the complete unit the side plate (10) (11) .
§ Place the side plate (10) (11) onto the rim (1) (2) and insert the pins of the torque bars into the
holes of the side plate.
§ Fasten the side plates (10) (11) to the rim (1) (2)again. Ensure that the holes to hold the seals
(9) are in the right position, and force the seals over the pipe (7)
The clutch element 1 is then assembled in the reverse sequence to that used for dismantling.

Changing the ball bearings:
§ Remove the joint shaft from the friction drum 2

§ Remove the clutch element 1 from the flange plate 3 as described above.
§ Remove the friction drum 2 from the shaft 8
The clutch element 1 and the friction drum 2 must be checked as to whether maintenance work is
needed.
§ Undo the screw connection 29/30.

§ Remove the complete bearing unit from the hub 10
§ Remove the endplates 11 and the endplate 12
§ Press the shaft 8 downwards out of the bearing casing 5.
§ Remove the deep groove ball bearing 24, which is designed as a movable bearing and axially
pressurised by the compression springs 13 and bolts 14.
§ Remove the bearing cover 6.
§ Remove the deep groove ball bearing 25 out of the bearing casing 5.
§ Clean all parts
Assembly of the bearing unit
§ Fill the cavities of the deep groove ball bearings 24/25 with grease.
Please refer to the instruction on the drawing.
§ Press the deep groove ball bearing 25 over the outer ring into the casing 5.
§ Attach the cover 6 and secure the bolts 23 with a securing adhesive DELO-ML 5268.
§ Fit the casing over the shaft 8 and press the deep groove ball bearing 25 onto the shaft 8. Ensure
that the labyrinth ring 7 on the shaft 8 is in the right position.
§ Slide the bush 9 over the shaft 8.
§ Fill the cavity with grease.
§ Insert the springs 13 and pin 14 into the holes.
§ Press the deep groove ball bearing 24 over the inner and outer rings onto the shaft 8 and into the
casing 5
§ Fasten the endplates 11 and 12 and secure the bolts 23 and with a securing adhesive
DELO-ML 5268.
Now assemble the bearing unit, the clutch element 1 and the friction drum 2 in reverse order to that
used for dismantling.

Seite 1 von 4 Betriebs- +Mon.allgem.Marine clutch, englisch
Operating and Maintenance Instructions

for Airflex Marine clutch and brake
Important
In any correspondence regarding Fawick Equipment, always refer to the clutch or brake size
(diameter and with at friction surface) and the serial number stamped in the rim near the air –
connection.
Caution
Do not inflate the clutch or brake without having the friction drum aligned on the marching machined
drums, as otherwise this might result in severe damages of the Element assembly.
Air supply
To assure proper operating of the clutch and brake there has to be used clean and dry air.
The air may slightly contain oil as it may occur by the compressed air generator.
Contaminates of any type can quite seriously the life of the clutch and brake and also cause rotorseal
malfunction.
For most efficient operation all joints must be tight and free of leaks.
Working air pressure to actuate clutch or brake you can learn from the data sheets and (or )
drawings. At compressed air checking you have to care, that a pressure of 10,5 bar does not be
passed over.
Air lines
Air lines leading to the clutch / brake should be clean and free of foreign materials such as metal
chips, dirt, lubricants, paint ant joint compound. All pipe ends should be reamed after cutting so as to
assure the realpipe section not be reduced.
Maintenance and inspection
Fawick type “VC” Clutches and Brakes are completely self – adjusting and require very little
maintenance. Wear of the friction lining and friction drum is automatically adjusted.
This type clutches and brakes are so designed that there are no joints or levers required for the
control of the element assembly. The actuation is made direct pneumatically through the pipe and
friction shoes to the clutch- or brake drums. There are no metal or metal moving parts which have to
be lubricated.
Proper operating of the clutch or brake depends upon the gripping of high grade friction blocks
against a finely finished drum. Foreign materials, such as oil, grease, paint, water etc. or solids which
might embed into the friction blocks will greatly reduce the clutch / brake gripping capacity, and cause
abnormal drum wear. This might result in clutch / brake slip and unnecessary heat build – up.
With regard to the clutches this could mean a loss of power to the ship’s propeller and the connection
with the brake a prolongation of the braking time.
The clutch / brake must there fore be kept clean of any foreign material and should be inspected at
regular intervals for such foreign material.
If contaminates do get into the clutch / brake, they must be removed even though a major
disassembly might be required. Routine inspection of the clutch / brake is recommended, whereby
Inspectors should look for:
Binder Magnete GmbH • Postfach 12 20 • D-78002 Villingen Schwenningen • Telefon (0 77 21) 8 77 - 0 • Fax 8 77- 4 88
1. Contaminates by foreign material

2. Conditions of friction linings and friction surface of drum
3. Leaks in air lines
4. Broken parts
5. Loose bolts and cap screws
6. Looseness between hub and shaft
Should the clutch / brake prove faulty during operation or during switching on, the following schedule
might be applied to find out the causes and correct the damage:
Type of malfunction Possible cause Correction

Slip of clutch /brake A. Low air pressure A. Increase to max. air
low torque pressure
High clutch / brake B. Foreign material in B. Clean completely
temperature or clutch / brake smoke friction surface C. Replace friction lining
C. Worn friction blocks
Slow engagement or disengagement A. Blocked air lines A. Clean or replace
B. Sticking quick release B. Replace
valves or 4-way valves C. Clean or replace
C. Embedment of foreign
material in friction
shoe
Should the clutch have a break – down i.e. fail to transmit power for one reason or another and the
correction require long dismantling, the emergency “come – home” bolts can be used until corrections
are made.
Friction Lining Replacement, Change of friction shoes and tube, Element Disassembly
Friction shoes with replaceable lining should be replaced when the friction material has worn down to
the minimum thickness allowable. Excessive lining wear can cause release spring breakage and
scoring of the friction surface of the drum.
Please refer to the following table with regard to the minimum thickness allowable of the friction
linings which need replacement. The minimum diameters allowable of the friction drum are also listed
therein.
Element New friction Minimum Type of fastener Min. diameter

size lining thickness thickness allowable of
(mm) allowable friction drum
11,5 VC 500 8 4 Rivets 290
14 VC 500 8 4 Rivets 353
16 VC 500 8 4 Rivets 404
20 VC 600 8 4 Rivets 505
24 VC 650 11 4 Rivets 607
28 VC 650 11 4 Rivets 706
33 VC 650 14 7 Rivets 833
37 VC 650 14 7 Rivets 935
42 VC 650 14 7 Rivets 1062
14 VC 1000 8 4 Rivets 353
16 VC 1000 8 4 Rivets 404
20 VC 1000 8 4 Rivets 505
24 VC 1000 11 4 Rivets 606
28 VC 1000 11 4 Rivets 706
32 VC 1000 14 10 Screws and nuts 808
Element New friction Minimum Type of fastener Min. diameter
size lining thickness thickness allowable of
(mm) allowable friction drum

In most installations the friction shoe assemblies can be removed and reassembled without removing the
element or drum.
In addition to this most clutches are so designed that the clutch element and friction drum can be moved in radial
direction without changing the basic design of the driving or driven parts.
1. Replacement of friction shoes or friction linings
1.1 Match mark the exposed side plate (11) and rim (10). Take out the bolts holding the side plate to the rim
(10) The side plate can then be moved away from the rim (10) and the friction shoes (8) be slipped out
from the element in axial direction, where as the torque bar (6) and the spring (7) remain in the friction
shoe (8).
1.2 The torque bar (6) and springs (7) can be knocked out of the shoes with a block of wood or soft metal
and can be re – installed in the friction shoe assembly after new linings have been added. Should the
friction shoe assembly be completely replaced, see points 3.2 and 3.3 of these instructions. With regard
to lining replacement of the friction shoe assembly proceed as follows:
1.3 Remove rivets or screw holding worn friction block (9) to the shoe assembly (8). New rivets, screw and
nuts are furnished with replacement friction blocks.
1.4 Clean the backing shoes.
1.5 Place the replacement friction block (9) on the backing shoe, set in the new rivet and drive the pin flush
with the head using a punch. Work from the centre of the lining out to the ends.
1.6 Friction blocks must be replaced in complete sets, never a few at a time.
1.7 With regard to mounting of the friction blocks and reassembling see paragraphs 3.2 and 3.3 of the
present Instructions.
2. Replacement of Actuating tube (2)
It is necessary to remove the element and to mark the rim, side plate and adapter plate.
Important:
When removing the element from the adapter plate (element with side air connection only) the air
connection gasket (5) might slip out of this position and has to be retained for re – assembly.
2.1 Loosen the sleeve and nut (3) and remove the elbow.
The element can then be dismantled per Paragraph 1.1
This exposes the actuating tube (2)
As in most cases brake – element assembly (3), air connection tube (4) and gasket (5) are not
incorporated from the adapter plate is not absolutely required.
3. Assembly
3.1 Fit tube (2) into position with valves inserted in the holes provided of the rim (10).
3.2 If relined friction shoes are used, torque bar (6) and spring (7) must be re inserted in the shoe assembly.
The complete friction shoe assembly can now be re inserted in the element in axial direction, whereby
the bar is installed in the proper hole of the side plate.
3.3 Re – installing the combination is merely the reverse of the disassembly procedures.
Be sure when fastening the clutch element to the adapter plate the air connection gasket (5) be returned
to the proper position.
List of spare parts Airflex clutch-element type 16 VC 1000/600
item Drawing no. Part no. Pc. Description

1 417096 1 Rim 16 VC 600
2 405950-01 1 Rim 16 VC 1000
3 402704 1 Tube 16 VC 600
4 405954 1 Tube 16 VC 1000
5 72x4 6 Pipe plug
6 92x6 2 Elbow
7 308536 1 Air tube
8 417236-01 1 Air tube long
9 72x11 2 Washer
10 412125 2 Side plate 16 VC 600
11 412156 1 Side plate 16 VC 1000
12 414580 8 Friction shoe assy. 16 VC 600
13 414594 8 Friction shoe assy. 16 VC 1000
14 414579 8 Friction linings and rivets 16 VC 600
15 414593 8 Friction linings and rivets 16 VC 1000
16 201301 8 Torque bar 16 VC 600
17 301352 8 Release spring 16 VC 600
18 301831 8 Torque bar 16 VC 1000
19 301832 8 Release spring 16 VC 1000
20 1x405 12 Hexagon screw
21 68x15 12 Lockwasher
23 110x24 12 Self locking Nut
25 110x24 12 Self locking Nut
26 515277 1 Side plate 16 VC 1000
27 308537 2 Plate
Part no. 146497 ABS

Part no. 146393 LRoS
Part no. 146497 A BV
Airflex Partlist Page 1/1
Partlist no. Index: DIN-A Description Drawing no.
91 33116A02 1 Clutch 16 VC 1000/600 91 33116A02
Item Pc. Part no./drawing no. DIN-A Description Material/supplier

1 1 146497*** 1 Airflex element 16VC1000/600 1) Airflex draw. 514241
2 1 91 33116A02902 2 Friction drum 3) GGG 40
3 1 91 33116A02003 1 Adapterplate 3) St 52-3
4 4 91 33116A02004 3 Come home screw adapter St 52-3
5 1 91 33116A02005 1 Bearing housing 2) 42CrMo4V
6 1 91 32116A01006 3 Bearing retainer 9SMn28G
7 1 91 32116A01007 4 Labyrinthseal 9SMnPb28
8 1 91 33116A02008 2 Shaft 2) 42CrMo4V
9 1 91 33116A00009 4 Bearing spacer St 35
10 1 91 33116A02010 2 Hub 3) 42CrMo4V
11 1 91 33116A00011 3 Endplate 9SMn28G
12 1 91 33116A00012 3 Endplate 9SMnPb28
13 12 75 14308A2 002 4 Spring
14 12 71 10113A3 008 4 Pin 9SMn28K
15 1 90 70016A10 3 Rotorseal type C2D
16 12 M14x55 DIN 931 Hexagon screw 2) 10.9
17 12 B14 DIN 128 Springwasher
18 12 M14 DIN 934 Hexagon nut 2) 10
19 2 91 32116A01026 4 Washer Viton
20 2 M10x1 DIN 906 Pipe plug 5.8
22 16 B22 DIN 128 springwasher
23 16 M8x30 DIN 933 Hexagon screw 8.8
24 1 6221/C3 Bearing
25 1 6222/C3 Bearing
26 4 M12x1,5 DIN 906 Pipe plug 5.8
27 8 M12x35 DIN 912 Hexagon socket head cap screw 8.8
28 8 12 DIN 7980 springwasher
31 4 91 32120A01031 4 Drive screw 2)
32 8 M6x20 DIN 912 Hexagon socket head cap screw
33 2 R1/4" DIN 908 Pipe plug
34 2 14x18x1,5 DIN7603 Copper washer
37 8 M14 DIN 934 Hexagon nut 2) 10
***Teil Nr. 146497 Inspection ABS

***Teil Nr. 146393 Inspection LRoS
1) Inspection certificate
2) Inspection certificate 3.1 EN 10204
3) Inspection certificate 3.2 EN 10204
Seite 1 von 3 Druckluftsystem.A14 engl..doc
Compressed air system

If a control unit is supplied with the clutch, this is described separately.
The data for air pressure and the pressure increase in the first stage are recorded on a data sheet.
The most common cause of damage to the clutch is excessive heat build up resulting from over –
long slip periods or too low an air pressure.
In addition, constructions in the pipe system, or compressed air containing impurities, can hamper
the free passage of air to the clutch.
It cannot be emphasised enough that a supply of clean air at a sufficient pressure is essential to
achieve good clutch control and actuation for satisfactory operation.
In addition, the pipe size of the supply lines is very important for fault–free operation of the clutch.
If this size is not specified, the nominal width of the rotorseal must take as the basis for the pipe
size.
It is important to use an elastic hose as a connector between the rotorseal and the stationary
piping. This prevents loads and tension from acting on the rotorseal.
The control unit must be arranged as close as possible to the rotorseal.
Fault-free operation of the control unit and the clutch can only be guaranteed when suitable
pneumatic equipment for air supply is provided in front of the control unit.
Fig. 1 illustrates this.

This illustration is only a general guide, further equipment for compressed air monitoring as
specified in operating and monitoring regulations may be necessary.
Attention: No further user are allowed to be connected between the connection: Reservoir 7 -
connection "A" Control unit and connection "B" control unit-connection rotorseal.
The equipment for air supply has the task of reducing the compressed air pressure to the clutch
pressure level and treating the air for the following pneumatic system.
Kendrion Binder Magnete GmbH • Postfach 12 20 • D-78002 Villingen Schwenningen • Telefon (0 77 21) 8 77 - 0 • Fax 8 77- 4 88
06.10.1999/ Faller
Pipes, Lines, Screw connection
1. To obtain optimum operating conditions, the data in the drawing and figures with regard to
pipe dimensions must be complied with.
2. Pipe quality
The use is recommended of seamless-drawn medium-soft copper pipes that can be bent
without any further pre-treatment (e.g. copper pipe C-Fu F20 as per DIN 17671).
We would advise against the use of hard copper pipes, since these have to be filled with
sand or bent when hot in order to process them. the resultant contamination (scale) cannot
be completely removed from inside the pipes in all cases, leading in later use to incorrect
operation (e.g. due to leaking valve seats, increased friction and grooving).
Acid contact of the pipes must be prevented in any event, since the slightest acidic
residues can cause corrosion in the valves.
Pipes out of stainless steel may also be used.
3. Cutting the pipes to length
Cutting the pipes to the required length should be done with a pipe cutter. The resultant
burr must be removed using a suitable tool. The pipes must then be blown out using
compressed air to remove any chips that might have got inside.
4. Screw connection
The dimensions and types of screw connections needed must be selected to suit the
equipment and thread connections and the pipe dimensions.
In any event, only screw connections can be selected that on the one hand ensure a
detachable yet pressure – tight connection, and on the other hand keep the pipe absolutely
firm even under vibration stresses.
The use of soldered connections is not advisable for the reasons cited under 2. above.
Connecting threads must not be sealed with hemp or liquid dealing agents. Sealing should
be either with Cu or with screw connections having a sealing edge.
The compressed air is set at the pressure reducing valve 3 on the basis of the information on the
data sheet. The shutoff valve 1 is provided to switch off the compressed air supply.
In the “closed” setting, bleeding of the lines as far as the control unit should be possible.
A pressure gauge 8 with cut off cock 9 is to be planed for the air pressure display.
A suitable air reservoir 7 must be provided to ensure sufficient compressed air for gearshift
operations.
The non-return valve 4 prevents compressed air flowing back when the pressure drops in the feed
line.
A safety valve 5 as the pressure relief valve must be provided in order to protect the following
equipment from stresses due to excess pressure. A drainage valve 6 must be provided on the
reservoir to drain off any water precipitated from the air.
The filter 2 prevents impurities getting into the following pneumatic system.
Most filters also have a drainage feature. Assembly of the equipment for air supply must be carried
out at an accessible spot in the vicinity of the control unit.
06.10.1999/ Faller
Air treatment
1. Filtering
In most applications, filters have to fulfil two functions:
§ retention of impurities
§ drainage
The compressed air is filtered using sintered inserts.
2. Drainage
The water vapour present in the air means that compressed air is practically 100%
saturated when it leaves the compressor.
Any further cooling of this compressed air in the following piping system leads to water
precipitation.
Most of the water vapour condenses in the reservoir of the pressure generating unit.
Careful processing of the compressed air starts with regular drainage of this reservoir.
To drain off water precipitated as a result of further cooling, a filter 2 with drainage feature
must be provided.
After reduction to the clutch pressure level, the percentage of water vapour falls so steeply
in view of the volume increase that the compressed air now available for the pneumatic
system is practically dry. Experience has show that when drainage at the compressed air
generator and at the filter is poor, or the piping is unfavourably laid, water droplets are
drawn out of the generator.
Further water precipitation then takes place in the reservoir 7 and can be drained off
through the valve 6. Drainage at the valve 6 and at the filter 2 must take place at regular
intervals – if necessary daily.
3. Oiling
Installation of an oilier behind the pressure reducing valve 3 is generally not necessary,
since the compressed air is oiled in most compressed air generator. In addition, the
number of operations in marine drive units is low.
4. Temperature
The permissible application of the pneumatic equipment is generally between – 15°C and
+70°C, and is usually sufficient in most applications.
In the case of solenoid valves, a solenoid must be selected that is suitable for this
temperature range.
For all valves, the operating data of the manufacturer must be complied with.
5. Air reservoir
Clutch size Air reservoir size

3
14 VC 1000 30 dm
3
16 VC 600 Dual 40 dm
3
16 VC 1000 40 dm
3
20 VC 600 Dual 50 dm
3
20 VC 1000 50 dm
3
16 VC 1000/600 60 dm
3
20 VC 1000/600 80 dm
3
24 VC 1000 80 dm
24 VC 1000/650 120 dm³
28 VC 1000 Dual 200 dm³
06.10.1999/ Faller
Page 1 of 4 Schalteinheit A14 englisch.doc
Control unit no. 90 78015A14 for Airflex clutches
The control unit is accommodated in a switch cabinet and must be located in the immediate
vicinity of the clutches or rotor seal.
The supply lines from connection "A" to the reservoir and from connection "B" to the rotor seal
must be installed on board.
The control unit has two functions to fulfil for the clutch:
1. Clutch operation with controlled pressure increase in two stages

2. Air pressure control
The clutch is actuated by a signal from the ship / drive control system via a 3/2-port solenoid
valve.
The valve is operated by two independent solenoids to ensure that the clutch remains in the
ENGAGED or DISENGAGED position (depending on the switching status) even in case of power
failure. The valve is arranged in such a way that signal application to connection 14.1 means
"Clutch ENGAGED" and signal application to connection 14.2 means "Clutch DISENGAGED". The
respective signal must be applied for ≥ 3 seconds to ensure that the clutch is "ENGAGED" or
"DISENGAGED".
The solenoids are designed for a rated voltage of 24 VDC ± 20% and for a 100% duty cycle.
The connector boxes feature LEDs which light up as long as voltage is applied to the respective
coil.
Clutch engagement is accomplished in two stages.

During the first stage, the pressure is increased gradually. This allows the clutch torque to be
adjusted to the rated engine torque for the acceleration process at the drive end. Generally
speaking, the acceleration time can be assumed to be 4 to 6 seconds.
The maximum permitted slip time is 10 seconds. This is crucial to ensure that all clutch operations
take place without shocks.
The time-dependent air pressure increase can be adjusted by means of an integral throttle check
valve.
The clutch change-over pressure is set on the integral 3/2-port directional control valve.
During the second stage, the pressure is increased rapidly until the operating pressure is reached.
The time required to accomplish this pressure increase depends entirely on the clutch volume, the
supply lines and the line cross-sections.
The time for the air pressure increase in the first stage up to the change-over can be assumed to
be 3 to 7 seconds.
The change-over to rapid pressure increase can be timed in such a way that the acceleration
process is completed before the rapid pressure increase takes place. This is crucial to avoid major
engine speed reductions.
The control unit also includes two pressure switches featuring an upper and lower switching point
with adjustable switching pressure difference.
Pressure switch 12 is used to control the supply air pressure.
As the air pressure increases (upper switching point), the contact closes to trip the warning
system.
If the air pressure drops (lower switching point), the contact opens. This function must be
integrated into the ship / drive control system or into the safety system so that a visual or acoustic
signal is tripped.
Kendrion Binder Magnete GmbH • Postfach 12 20 • D-78002 Villingen Schwenningen • Tel. +49 (0)7721 877-0 • Fax 877-488
Slip-free torque transmission is no longer ensured when the air pressure drops. This requires an
immediate reduction of the engine speed to ≤ 60%. In this case, the clutch must be disengaged if
this is possible without any safety risks.
Pressure switch 13 is used for the "Clutch ENGAGED" status display. When the air pressure
increases (upper switching point), the visual display contact closes.
When the air pressure drops (lower switching point), the contact opens and the display goes off.
Attention!
The clutch is still engaged. Risk of clutch slip in case of further pressure reduction.
Reduce the engine speed to idle speed. The clutch must be disengaged automatically if this is
possible without any safety risks.
The lower switching points of the pressure switches are adjusted in such a way that the supply air
pressure signal is applied before the clutch status display signal.
Check that the engine speed is not increased until there is no more clutch slip.
The upper switching point of pressure switch 13 can be used as signal.
The time setting of the pressure increase on the throttle check valve and the change-over
pressure setting on the 3/2-port directional control valve ensure a wide pressure range for the
clutch engagement setting. The pressure increase and change-over pressure are factory-set for
the specific clutch size and drive specifications. The pressure settings are specified in the data
sheet and are based on previous experience gathered with facilities implemented in the past.
Owing to the diverse designs of the drive systems employed and the varying inertia moments,
correction of the factory-set values may prove necessary during commissioning or test runs.
Change-over limit values: Pmin = 2.5 bar

Pmax = 4.2 bar
tmax = 7 sec.
In the case of the throttle check valve, clockwise rotation of the adjusting screw reduces the flow
cross-section to ensure slow pressure increase.
Counter-clockwise rotation of the adjusting screw enlarges the flow cross-section and provides
faster pressure build-up. The adjusting screw is secured by means of a lock nut and protection
cap to avoid accidental or unintentional adjustments.
In the case of the 3/2-port directional control valve, clockwise rotation of the adjusting knob
increases the change-over pressure, whereas counter-clockwise rotation reduces the change-over
pressure.
The adjusting knob can be turned and locked to avoid accidental or unintentional adjustments.
In order to make the desired adjustments, lift the adjusting knob, turn it and let it snap back into
place.
The fastest engagement time is achieved when the throttle check valve is completely open and
the 3/2-port directional control valve is set to the lowest response pressure for change-over.
Functional description
The pressure of the compressed air delivered by the air supply system is reduced to suit the clutch
pressure. Compressed air is supplied to connection A.
The compressed air is supplied as control air through the filter and enters the control block as
main air.
If an electrical signal is applied to connection 14.1 (connection 14.2 must be de-energised

electrically) of the 3/2-port solenoid valve, the valve is switched over, and compressed air is
delivered to output B on a time-dependent basis according to the set valves.
At the same time, this air pressure is delivered to the pressure gauge and the pressure switch 13.
The pressure gauge indicates the time-dependent pressure increase and the change-over point to
operating pressure.
The pressure gauge can be inspected after having closed the shut-off valve to interrupt the
compressed air supply.
The clutch is disengaged when an electrical signal is applied to connection 14.2 of the 3/2-port
solenoid valve 3 (connection 14.1 must be de-energised electrically).
The signal must be applied for ≥ 3 seconds to disengage the clutch. This ensures reliable bleeding
of the control lines. Clutch bleeding is accomplished directly on the control block by means of the
sound absorber 11.
The filter is used for the filtration of the compressed air and for the separation of condensate.
During filtration, solid particles and moisture are removed from the compressed air. The
condensate accumulating in the tank is discharged automatically.
The 3/2-port solenoid valve and the pressure switches 12 and 13 are wired to the terminal strip 14.
The electrical connections are shown in the circuit diagram and drawing.
Clutch operation in case of failure of the ship or drive control system
The 3/2-port solenoid valve is provided with a manual auxiliary actuator for the "DISENGAGED" or
"ENGAGED" positions in order to allow clutch operation even in case of power failure or failure of
the ship / drive control system.
In order to simulate a condition corresponding to that of the excited solenoid, push in the screw
head and turn it clockwise by a quarter rotation (time ≥ 3 seconds).
Attention! Manual actuation is permitted only when the system is stationary or when the
same engagement/disengagement conditions as for operation by the ship / drive control
system are given.
Pneumatikschema, Pneumaticschema,
Plan de montage pneumatique
Possible change-over settings, switching points of pressure switches

See drawing no. 90 78015A14 909, 90 78015A14 910 or 90 78015A14 911
Elektrikschema / Circuit diagram / Schema electrique
Airflex Part list page 1/1
Partlist no. DIN-A Description Drawing no.
90 78015A14 1 Control unit 90 78015A14

Item Pc. Part no. DIN-A Description Material/supplier
G1 1 SKS-1/2-02 Control module ATMOS
11 1 145406 DQ Muffler Airflex
12 1 940.2379-905 PVF 16 Pressure switch 1) Trafag
13 1 940.2379-905 PVF 16 Pressure switch 1) Trafag
14 1 90 78015A11100 Terminal block Weidmüller
15 1 B18-ML Male stud elbow St
16 1 RLDKO 18/15 Reducing connection St
17 1 B15-RL Male stud elbow St
18 2 K15-L Straight bulkhead connection St
19 15 x 1,5 Cu-tube SF-Cu DIN 1786
20 2 A6-RL wd Male stud coupling St
21 2 SBD 6-RS Swiveling screw fitting St
22 1 SBD 6-RL Swiveling screw fitting St
23 6x1 Cu-tube SF-Cu DIN 1786
24 1 AE 1045.600 Terminal box Rittal
25 2 1 N 4007 Diode
26 1 SVRE-M Connection U.I.Lapp 52105010
27 1 M20x1,5 Hexagon nut U.I.Lapp 52103020
28 2 23 DIN 125 Washer St
29 1 VBDKO 6-L Adjustable male stud elbow St
1) The forward brake over point of position 12 and 13 is adjusted according the technical specifications of each order
27.07.01 Faller
Airflex Partlist page 1/1
Partlist no. DIN-A Description Drawing no
90 78015A14100 Control module SKS-1/2-02 90 78015A14100

Item Pc. Part no. DIN-A Description Material/supplier
1 2 1834484050 Socket connector with LED Form C - 9,4mm KA
2 2 SKS-1/2-02-06 3/2-Way-solenoid-valve 24VDC 1,2W
3 2 A820223011 5/2-Way valve M5
4 1 1827231039 Pressure gauge 0-16 bar
5 1 SKS-1/2-02-08 cutt of cock Ms G1/4
6 1 1829207070 Filter-application NL 4-5 m
7 1 1827009613 Filer-fixation-application NL 4
8 1 1827000000 Muffler G1/8
9 1 1827009344 Box with condensate-drain fully automated
10 1 1823317003 Protective cap
1
2 8
4
5
3
10
6/7/9

Operaring Instruction Clutch KENDRION

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Operaring Instruction Clutch KENDRION

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Documentation 16VC1000/600 ! Warning!

as per drawing no. 91 331 16 A02

Use only genuine Airflex® replacement

Seite 1 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Type of vessel: Stern Tug

Unit type: SRP 1515 FP

Classification society: ABS

SCHOTTEL order No.: 14113852; 14113867; 14113869; 14113870; 14113877

SCHOTTEL project No.: TUG-050077-01 / -02/ -03/ -04/ -07

SCHOTTEL build. no.:

SCHOTTEL code word: REBRAS 1; REBRAS 2; REBRAS 3; REBRAS 4;

Owner: SMIT Rebocadores

Shipyard: Detroit Brasil Ltd. Shipyard

Building/ Conversation no.: 321; 322; 323; 324

Engine manufacturer: Caterpillar

Type of engine: Diesel CAT 3516 B HD

Rated engine power: input power P = 2000 KW

Rated engine rpm: input speed n = 1600 rpm

Clutch engagement rpm: n !"##!!$%&

AIRFLEX clutch type: 16 VC 1000 / 600

Kendrion Binder order No.: A0003259

Kendrion Binder drawing No.: 91 33116A02

Necessary air pressure for operation: p min. = 10 bar! p max. = 11 bar!

Farther is the adapterplate 3 for the alignment of a holding brake finished.

Design and mode of operation

Seite 2 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Seite 3 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Seite 4 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Working with come home bolts

Seite 5 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Seite 6 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Seite 7 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Seite 8 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Seite 9 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

The further procedure for removal is as follows:

Seite 10 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

§ Remove the joint shaft from the friction drum 2

§ Undo the screw connection 29/30.

Assembly of the bearing unit

Seite 11 von 11 Betriebs- +Mon. 16VC1000-600, A02 englisch.doc

Operating and Maintenance Instructions

Maintenance and inspection

1. Contaminates by foreign material

Type of malfunction Possible cause Correction

Element New friction Minimum Type of fastener Min. diameter

42 VC 1200 14 10 Screws and nuts 1060

1. Replacement of friction shoes or friction linings

1.4 Clean the backing shoes.

2. Replacement of Actuating tube (2)

item Drawing no. Part no. Pc. Description

Part no. 146497 ABS

91 33116A02 1 Clutch 16 VC 1000/600 91 33116A02

Item Pc. Part no./drawing no. DIN-A Description Material/supplier

***Teil Nr. 146497 Inspection ABS

Compressed air system

Fig. 1 illustrates this.

Pipes, Lines, Screw connection

3. Cutting the pipes to length

Clutch size Air reservoir size

Control unit no. 90 78015A14 for Airflex clutches

1. Clutch operation with controlled pressure increase in two stages

Clutch engagement is accomplished in two stages.

Change-over limit values: Pmin = 2.5 bar

If an electrical signal is applied to connection 14.1 (connection 14.2 must be de-energised