r4-4 EAGLE ATLANTA | DF-250 | | ELECTRO HYDRAULIC STEERING GEAR | | | PINAL PLAN | | KOYO. SNO. 2107 | CLASS NK TOP COATING COLOR : MUNSE! A/T PANEL : MARINE MAC DESTONING NERY - é ro | APPROVED — 7 MaLoueles [tides CHECKED -77 EGASHIRA | DRAWN | KO MTT NAGASAKT SHIPYARD & ENGINE WORKS 819 2107 18, 16 "7 19 NAME PARTICULARS OF STEERING GEAR | MaTIRIALS FOR PRINCIPAL PARTS GENERAL ARRANGEMENT IIVDRAULIC DIAGRAM TH | MITSUBISHT JANNEY PUMP TYPE 1V-FH2B-MK | ERNAL, VIE MITSUBLSHIL JANNEY PUMP TYPE [V-FU2B-MK ARRANGEMENT MITSUBISHT JANNEY PU PARTS LIST AND TOOL OF SHOP TEST FOR TYPE ~ AV-FH2B-MK pone PUMP TRO-HYDRAULIC ‘TEST REPORT FOR AUTOMATIC TSOLATING HLECTRIC CONTROL UNIT AUTOMATIC TSOLATING EL CONTROL. UNIT a IST FOR AUTOMATIC ISOLATING RICAL CONTROL UNIT INSTRUCTION BOOK TYPE GP-6L GREASE PUMP ROTATIONAL, LUBRICATOR INSTRUCTION MANUAL. “A iNT NAGASART SHIPYARD & ENGINE WORKS DRAWING No. N76~10K-1965, N76~10M-O174 N76 Loa 1975 N76~10H-5518 N76~20A~1960 RALLOO- 111-1 | ra1i00-211-0 RA1100-221-0 N76~70T-0388 N76- loys 5177 N76~90T-1475, N76-LOU-1265 N76-90T-6024 N76-90T-1712Mitsubishi Heavy Industries, Ltd. Nagasaki Shipyard Wachinery Works MITSUBISHI STEERING GEARS SERVICE PARTS INOUIRY/ORDER FORMAT PLEASE USE THIS FORMAT FOR YOUR FUTURE INQUIRY/ORDER, MITSUBISHI HEAVY INDUSTRIES, LTD. POWER SYSTEMS NO.2 BUSINESS’ SECT ION (FAX NO. +81-95-828-6015) MHI MARINE ENGINEERING. LTD. (FAX NO. +81 » (FAK. NO. (TEL NO. VESSEL NAME HULL_NO._/SHIPYARD. PORTION OF PATS (CURRENCY: JAPANESE YEN) DESCRIPTION PART NO. T DRAWING NO. T QUANTITY JUNIT/PRICt i URGENCY OF REQUISITION + DETAIL OF BREAKDOWN, DATE REQUIRED DELIVERY ADDRESS. PLEASE MARE URGENCY BY CHRCKING APPLICABLE ITEM AAD DESCRIBE DETAILS UN CASE OF HREMOOE (FOR MAT TNTERNAL USES tsubishi Steering Gears2 s & 4 xs 3 i © PLAN. RECORD 1S METRIC SCREW THRE REVISION [ NOMINAL DIA OF RUDDER STOCK “TORQUE OF THE STEERING GEAR AT MAK. WORKING PRASSURI MAX, WORKING PRESSURE SAFETY VALVE ADJUSTING PRESSURE MAX. WORKING. RUDDER ANGIE LUMI RUDDER ANGLE THEORETI VoLtAGl movant RATING STARTING METHOD TPR > NUMBER MARINE MACHINERY WP aE NE DESIGNING SECTION APPROVED _ wxbalebt | Jourcken RAB CAL owner NAGASAKI su A MITSUBISHI] HEAVY INDUSTRIES, DE~250 BLACTRO-BYORAULIC STEERING GEAR PARTICULARS OF STRERING GEAR N76~10K~1965 TD. L Y WORKS TPYARD & MAC DRAWN} 2 IsstueD fa| Proven £ DESCRIPTION| DATE) SO wetn« screw raeeaas | 0. | TALS FOR PRINCIPAL PARTS Naw 1 cvLinpeR 490-650N/na® 314 N/mm 312% PROOF STRESS ELONGATION, BRONZE CASTINGS aC 2 CARBON STEEL CASTINGS 49 RAM PIN 7 RAM PIN BUSH 4+. HIGH PRESS. NOTE : MARKS NO. TO Sf SEEN THE "GENERAL ARRANGEMENT" Para Sf, SPT (oe, pet) PIPE CARBON STEEL FORGINGS SF 590A CARBON STEELS s5¢ CHROMIUM MOLYBDENUM STEELS TENSILE STRENGTH 2 784 N/an® SPECIAL COPPER ALLOY HBSC 3 SEAMLESS CARBON KSTPT 42 STEEL PIPES ‘meenst Witt COVER MARINE. MACHINERY EQUIPMENT. |APrRayea te a pRaWH SEALE TRO-HYDRAULIC STE! G GEAR MATERIALS FOR PRINCIPAL PARTS anne DRAWING Ni 1OM-O174 + MITSUBISHI HEAVY INDUSTRIES, LTD. NAGASAKI SHIPYARD & MACHINERY WORKS DRAWN SeP.25. 1993 ISSUEDAR ESCAPE va a2 on tame oxen, Goer) ‘1. Tank Sona seout 2810} A saaoruimen | avout TansuirreR SHIPYARD SUPPLY). ame PAR 7 ete — 3 at ares ats Ry | onunoen eae oo a oa CRE is c FOR NO, 2 Yt] 10 me [FOR Nt vt} ‘(FOR NO-LOAD START) No. 1-VAWvE Buoce i Hi —___ sou9 VALVE STE SH. To, If FOR AUTOMATIC 2 Si (Bian) = eae ey “aut oan & f iS | > | | LL | ks | | fe | D | | | | E PART-4, IV-FHOWKJP, Tox! MEC OF-250 ELECTRO-HYORAULIC STEERING GEAR GENERAL ARRANGEMENT ae 7 vali oie | 7 Eaa, N7€-10A-1975 Ly KTR, He HEAVY TNOUSTRIES,.LTD. [ie Sree ia LOT PRESSURE OAUDEA3 | REVISIONS ir [oes na | fm] DESCRIPTION a ree TSO vsas soc. to ease ene e eS eT opin pnory Tu DTEND | | NO-2 VALVE BLOCK NO-2 DUMP UNIT No.2 HYDRAUI METRIC SCREW THREADS | Evo Tm ae \By-PASS VALVE | NTG=10# TY VALVE RANSFER VALVE LOWS OW LOW LEVEL Sw TOMATIC ISOLATION VALVE -AUTOMATIC ISOLATION NO- 1 HYDRAURIC \BY-PASS VALVE \ NO.1 MOTOS ISOLATION VAL | NO. i AUXILIARY BUM> | NO-1 VALVE BLOCK ~ N | \LOw: LOW LOW | ; m AUTOMATIC 15 WORKING A |WORKING. | PUMP {ann 2 }ALL [AUTO ISOLA-! TION VALVE] won), APPLICATION T. [MARIN I 7 y lo Troe 2 evunozas| X | X | O | i 3 “5 7 TB u Bot HYDRAULIC D TT ORERNE NG | OK "=, N7S- 10H-5518 | HHI NAGASAKI SHPYARD 2 ENGINE| DEPTH 123 A 5 FLAN aCEORE bm wes DEPTH 46 NG PLATE “M64 EYE BOLT HOLES CENTER LINE INDICATION ‘/uarK. i | fT INSPEC MATERIALS CLASS] TILLER KEY NK SF590A, R CARER SE TORS JG |SC410 SFS90A_ FR CaS CaO TE RINE KR ‘Srevcneamver | em 3520 CR Se comes [ee Tee ORT ss crm gsm iON 8 TESTING REGUIRED BY CLASSIFICATION sai TES: Jasin TERIAL TEST Broweouc Fess PA xs) MAI Spo Dore 7 pene jooet eh a rae ro FRE NV. fo} Key be76- 204-0700-1\ | podtiee | wapeagrie-t | 1] [Bf vere are mae PART4 pF-2s0_du: $70 7 rene mma ms fpaace nen i eer PBL MAtNED W sue ramos. | | | Ze Zee | ELECTRO-HYDRAILIC. STFERING GEAR 2 KEY 1S EURNG!*;2 AS ROUGH WORKING WITH Seat ae a ee en FINISHING ALi UsIwiCES WALL DIMENSIONS. on TILLER ane co iad ana ie = oy ratios [zea]seafseaanals vols es feee _i N76 -20A- 1950 | AWW asian TA 8 cHeME ees> Bi PILOT PRESSURE. ‘ADTUST SCREW. eee Ta = 8 E 5 J Hay 4 30} i | z eey nt i = PUMP [> a as 3 i aI 5 if (RRS aa. 3 (i x ? 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SPeCBeew| 2 | BAIOO-4/0-1 | svece_| | | Bzi100-411-0| wea [Ee eel, ic [ERs hon | | | SPECIAL || peas BON Ie | 0B 1100 - 612-0 DENO0~ 5) B80600- 808-0 | Bar00- SOl- | ne EL [cv auoy | SPECIA, sPECIAL. taeanag. | “BEARING ‘al g eI Sia 2 | BRONZE RAHO0-211-0| 1 SS cy. ‘oRw, DRAWING NO. pany] MATERIALS NO. !Ts (601 BEARING PIN [RAN00-221-0160 | Steen B0600- 432-0. 's7 eee 4 YAG50! -003-0 $8 ‘ 352-201-601-3, 55. SUCTION VALVE _ASS*T SEBEL GA0I50- 301-0 (SA | HEXAGON NUT STEEL 750-012-508-1 | 153 SET SCREW SPEEA 178 - 450-8-3 SW gaaer, | | 363-204-015! é ‘ 7 (4210 RING TATRETTE RUBBER Vat KEy V RAI100-211- 0} 4. Ls ‘are s | MATERIALS 352- 201-802- 3, 352+ 20/- 803-3 , | 361-031-025 -1 561-031-/30-1 363-204-037- 1360-0/9- 008-2. 1360-024 -Ol-1 | | 360-074 - 0/2 - 350-024-014-] | 360-024 -020-1 | 2 | 361-031-060-} | 200-012 - 050-1 |RAI00-211-0 (40) Lt [69- 060-012 [189-060-020 “37 | 161-006 - 025 LAIZ03 L2-0. | 100-508 SPECIAL Sree. SPR cee PR bh STEEL STEEL 2s ADAPTER SPECIAL STEEL, SCALE PLATE SPE Shanes 2/| INDICATOR PIN 22, Bronee vel : i2ol ies SPACER _ git 18 | SHAFT 17 ROD We) | ing) | | PLUG Iwo] “4 ADIUST SCREW PEETAL s|° “1d LOCK NUT ‘STEEL ua LMS. 'SPRING SEAT. "sTeec | 3 “112 | SPRING HOLDER I ut VALVE SPECIAL Feew [uz] end | 7) MO SLEEVE og 2 i 08 1071 ‘ ieee Fee | 1 | [ 105! loa Sraciae Sree, SPECIAL 103| “CAST IRON. [192 | COVER 102 2 | PRH90 = 492-0) ' CASING ~ ~ | RANIO0- 211-0 SPECIAL ‘CAST IRON. vor ! LoKt100 - 401-2) DE SCRIPTION | oRaWiNG NO. PART NO. | PART! MATERIALS a ND.| — —| i | uv | RAUO0 - 211-0) 156° "Bonen | 4 | 174-200-004 -! | 155| V_RING 1s5| eesaee! | | YAI105-003-0 | 154| 0 RING 159] + 7 | 360-0/9-006-1 | 153 + | | 360-0/9-064- 52 + | 4 | 360-019-008- ist “ [2 | 360-024-014 [eo | ARIOT- 1S. m9) + | 1 | 360-038-025. 146| + 1 | 360-035-030 147)» Z | 360-057-053-! 1450. 146 Gee | 1 | 36/-03/-06: 145) PLUG a5] Pore | 10 | YAASO!-003- 0. AIR VENT. [ /44| STEEL | | YA4aSO1- 006 SCR | 43] ae. | if [178-450-404 -3 SNAP_RING | t 142| S°Uife, | 1 | YAS90! -O12- 411 SNAP RING [RAI O0-211-0|41| 7 *Siben | 1 | 251-000' DESCRIPTION | DRAWING NO. WORK) «= PART NO. RGM | MATERIALS No. L |CONPERKED T _ [PLAN RECORD REVISIONS DATE) Honk a | 1V-MKx a by, 16 Sueer ish WITH cova 2h Se 1 Zee em NAGASAKI SHIPYARD & MACHINERY WORKS DRAWN MAY. 12,/99R TSSUED Di-256 i ven BLECTRO-HYDRAULIC STEERING GRAM mt | LIST OF SPARE AND TOOL oeoen Jitew Tre ARGTE [DRAWING 0 wi | i) |N76-10J3-1960 &MITSUBISHI HEAVY INDUSTRIES, LTD, AaSPARE PAGE HYDRAU LIC STEERING GEAR (1 yset SHIP BOX NO. No. SUP PLY DRAWING No} aM SKE Mare aL] -REMAR PART | No. No. IsPECCAL PACKING SPECIAL) sere} send s-1| a N76-E10) 1 4 fi76-268-006 [FOR O1L CYLINDER] PACKING wre “4 i | cae a eee | O RING FOR IsyNrHEr ic] | So4 4 | 2 PTerN al 2 1 [s60-084-160-q JOU, CYLINDE RUBBER | ho : = >} | PACKING FOR SsynTHer sa) \ ICHAIN COUPLING sa] {VALVE BLOCK O RING FOR 5-5 VALVE BLOCK SPRING FOR 7 g TRANSIER vaLve| PNAND ISOLATION | VALVE, 0 RING F RANSPER VALYE} STAND ISOLATION | [VALVE Lads O RING FORT so TRANSVER VAL vel AND TSOLATLON. VALVE, jul O RING FOR g (TRANSFER VALVE) AND ISOLATION | IVALVE. BACK UP RING) f jFOR MANIFOLD} JES W240 STEEL ISYNTHET RUBBE, ISYNTHET! ° 48} |special [syntHET tc] r RUBBER | q| d RUBBER. IsyNTHET Ic ire-vio] | 8 4 0486) 1 RUBBER 0492] SYNTHETIC} N76-V10] Bi 4 0486) 3. RUBBER 0482] aaa J > a =V10l | SPRING} 2 | 9430) 6 | N76-VID) ~0449: @ 1 previo) | -n4as| 11~031-040-4 60-02-01 5- Ni6-743--400}] 360-019-010 Inv6~361-0002-4PAGE 2 SHIP No. Box No T T UPPLY ' pen sip, DRAWING Ne NAME SKETCH MATERIAL poor: en | spars) no. [PAI _ | ING. No, BACK UP RING #3545) spectra | b-t]POR MANIFOLD 18 | 4 NTENEN 1 0 fire-s61-o005-4 jaLock prey O RING FOR | (SYNTHETIC) eee | b-12 oe] kee tal 1 1 o0-035-045-4 (ANIFOLD BLOCK! RUBBER | | mene p28. 7 7 a | © RING FOR - a7 |SYNTHETIO| y b~i3) 4 | 2 OCT) 1 2 fso0-095-029 aN ‘OLD BLOCK| RUBBER ; | {| JS B 2401 1B Pag i | +P eric aig 2 RING POR pare da etal 3 how-o05-24- MANIFOLD BLOCK! 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NAME & ADDRESESPARE | ss-G01-E3X~BR-C1—-9619H | °¢E 4 pCTRO-HYDRAULLC STEERING GEAR ( 4.)S® foo OPERATED VALVE FOR AUTO ISOLATION VALVE OR Al Box No, SUPPLY | | DRAWING no, NAME sketon — MarersaLfPek SHEA aaa] EMARKS E an foeae] wo. [PAR sero] ser levoso—al bass -3/SOLENOLD GUIDE] fafa Pesta | ce hrocos—cy b-34SOLENOID COTL| Pig bl jactooy 5 0/6 0H lo xine sywrueric hos-sord aia 5 |Ron-012-99 “11 PNOLD VALVE) RUBBER lo RING FoR IsyntHeric| oe —— 4 | 2 [38411 6 lro-p2o eNOID VALVE RUBBER J 7 Wey, | : lo RING FoR synHer | el 35) fy af a [RSG 1 7 Ro-Pis-od SOLENOID VALVE RUBBER RING FOR poy (SYNTHETIC, | b-36 4] 2 Pty 1 8 [s-25 SOLENOID VALVE] RUBBER MFR’ S NAME & ADDRESS N76-Vip-o264a SPARE 0C-G01-P1-20 PAGE 5 HLECTRO-HYDRAULIC STEERING GEAR (1 )S* [stiP xo, CHECK MODULAR VALVE FOR AUTO ISOLATION VALVE [pox wo. SUPPLY per sup] DRAWING No NAMB SKETCH TERIAL Taxaq|REMARK S| | FH spare] vo, [PAR inc | No. SPRING FOR een S-4iJCHECK MODULAR) 2} 1 METH 4 lappro-os 1c] VALVE ae jO RING FOR sy eT bwicueck MopuLaal a | 4 MET 6 Jno-po-sol VALVE RUBBER jo RING FOR s43]CHECK MODULAR | latter sonsen | 2 | 2 ptr) 7 Iro-p1a~so} jp MFR’ S NAME & ADDRESS N76-Vi0-oz64SPARE SS-GO1-H3X=R-C1-9619H | PAS & ELECTRO-HYDRAUL IC. R__(.1 88? JsHIP No, SOLENOID OPERATED VALVE & box wo.) | or DRAWING il pio] Naw skeron — wazanray PER HF TAS I canis | mR bpaae] vo. 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[PAM ) DF at | Seen tt % |sywtueric nre-vool | b-cilHYDRAULIC | [2 [1 P8¥89 1g io-055-026- BYPASS VALVE) sis ed 0 RING BOR lommeric b-oHYDRAULIC 1 PNTEON89) 1 9 fseo-o35-034-4 BYPASS VALVE| Ce © RING FOR SS $6] YDRAULIC 4 | 2 NT8SNeCl 2 1 f60-019-006-1 BYPASS VALVE a | SPRING F IS PRING| re-vool b-clHYDRAULIC 2 | 1 MISS¥2°l 1 o hino-rar-00 [BYPASS VAL ae o RING FOR sywtHer | renee b-53} FLANGE 16/16 |M828) 2 jyso-03s-o4s UUNGH PRRSSURE PIPING) RUBBER O RING FoR swranric / Is -66) ANGE 7 | 7 Jt8B8E1 3 fa60-035-050-4 (HUGH PRESSURE P1P1¥O}| ee “yO RING FOR lvwapricl rr boy FLANGE AND 1.041.089) 1 6 her-oat-o2e J ey i RUBBER : (LOW. PRESSURE us Aas is | es need |e O RING FOR snauer eae synrHe ] Logg EEANGE AND Fo | 2 betel ghee anes UNION aussie | | ow Pais rea) 418 B 1401 1A peo I Denes ee eee | | i i | \ ane pT | | \ | | i iSPARE | PAGE 8 LV-FH2B—MK | IsH1P No, BOX NO, Ps-3 Jes-10 No.| NAME SKETCH | pais EMAR CS | + | wo. | : Ratio ; fs- AT100 5 Wasz06-o21 aay 100] i 47100 6 frasz05-031-4 | nas 109} Bn peti oof E 7 [pbttec~s22~ | SPRING Ps-4BOOST RELIRF| VALVE | SPRING FOR Ps-9P LOT 211-9) i} RAI 100) 211-0 — eee 3.0 pvo600~so1 ol » JIS 2401 1A P20 Hy JIS B 2401 1A PL $11.8 y fy Ratt 00) RA1100 [rzii-o 3 1 frastor-o03 RAT LOO 4 2 fssr-vo1-060-y 211-0 Rarvoo} weg) 4 3 pee-oze-o20-4 aii no] 4 4 so-eee-o1e-4 4 5 [360-n24-012-4ARE PAGE 9 LV FH2B-MK JANNEY PUMP( 2) S8T8|SHIP NO, BOX NO, DRAWING INO NAME SKETCH ATER IAL — pang PMARK S| No. No, ISYNTHET IC O RING EF }SUB PLATE DR RAL 60 2 11 Tog 4 6 pec-oze-or1-y RUBBER sywrHEr ic O RING 14] 7 (EATTO8 4 7 f6s-o1s-o08-q | RUBBER | | | | : ri ISYNTHETIC am ae ae 2 | a PATO 4 g hes-rou-o97-4 : RUBBER “ [Js W 1516 [Bee | } pate = (0 RING FoR| SYNTHETIC nario eneda M1100) 4 9 be 1-o31-130- : RUBBER i 7 JIS B 2¢01 1A 6130 ke ee — gies ; bet RING FOR 7 SYNTHETIC } CASING t—} runner | sis Ps-14 6 1-031-11- ISYNTHETIC O RING FOR }SUB PLATE Inar1co| 211-9) Ps RUBBER, {Js a vaen a gas | - 7 7 985. 32 OY leypmnye O RING FOR! °y YNTHET 1G} SEAL BOX fy lem [SIS W 1516 1k G1! i MPR’ S NAME & ADDRESSSPARE PAGE 10 ERVO CONTROLLER FOR (2 )S*tS)sutP No. 1V-FH2B—-MK JANNEY PUMP BOX NO. ea DRAWING a : . ver 1a fPER_ SHIP . : No NAME SKETCH IATER LAL} REMARKS | Mire [SPARE] WO, PAR Sar NG ae en Psa] SPRING 2 | 1 JPATs 20/1 25fprosoo-aor~ STEEL SPRING) | ps3 | 2 | 1 [A1120]2 20 nosoe-soz- STEEL SYNTHETIC ps9 | [2] 1 Paro Olt 4 6)361-031-065 RUBBER | vd ~ tS sea 0 RING SYNTHETIC > [arto 4 coven nae 4 |e ey oo] 47 )s¢0-057-053 °7 \SYNTHETIC psa? RING POR j 148)360-035-030-1 ADJUST SCRE RUBBER \ +4 4 t t | + FOR! SYNTHETIC, =} | Monreal 2] 1 (ALE qahsco-ose-025-f jPLue \ | RUBBER | . L - r alee oe | a SYNTHETIC! oO RI FOR] 1 R. pan ¢ a Be 12 | 1 RAI EOO Solastor-tis-q * RUBBER | jy t——-+-+-— SYNTHETIC) | 4 | 2 fer (2) 15 1)260-024-o14-i RUBBER | | I poh oo IsynviEr ic] | | 4 A219 sho ass-o0e VALVE 4 ; | _-4 - a is |e sa aes | | ; | . port IsvnrHEr ic) faa PRINS | 1 FAT 128] 5 3)s80-019-004-4 i RUBBER i | gis B 2401 1A Pa ! MER’ S NAME | & ADDRESS |SPARE PAGE 14 SERVO CONTROLLER FOR (2 )S®?S|sHIP No, B=MK JANNEY PUMP pox no. | pen ny | DRAWING | seeren anmnc ale ft AT feo anns | Mia ispara] no. [PAR } | eM cMc tin ae yy SYNTHETIC} 0 RING FOR a | 2 804 a alses-oa1-o30-4 oN RUBBER patie : ‘SYNTHETIC. ee fa fo RAE sa heo-o19-006- coe RUBBER ae | | ae Se i fo | | i | i i | \ |_|. MFR'S NAME | & ADDRESSSPARE PAGE TROCHOLD 's/sHIP NO, ps-s}BALL. _-|_____ BEARING EB BEARING! $-SINEEDLE. BEARING) pRI~203825 1L8 YPE TOP-2520HGALS ox no. | pon cep] DRAWING No NAME sketon — MATERIALEER SHIPL Tp emarks| | i a a jspar] NO. | | ING NO. | 64, 5 | ee aan Les] RING zo3| f y YNTHETiC a | a [rane » pump Bopy | — | RUBBER j 2 |-o32-0 | 7202525 ———_}TB= 253825 BEARING) STEEL. } [BEAR | NG| STEEL, ation ai2-9 Yartol 032-0) 3 vatio4 032-0) 0 MFR'S & ADDRE+—— SPARE | PAGE 13 LINE FILTER FOR 1V— eae Ne TYPE UL-O6A IBOX NO. oT SFT pawn] Noy NAME SKETCH MATER] AL} — pant © PMARKS | xo. Fha| , 155.3 T | \ bs oe EMENT| PAPER) 2 | 2 [UAISo a fee | : SYNTHETIC | bs Oo ANG : op tal canee | ais RUBBER | dis b 240r 1A pia ee comer | heel Aba onan sof 0 Rt WareOL hot-oni-o40-] RUBBER 14} [ _ oo bead RING FOR SYNTHETIC!) fraser so len oos-oane +O ELEMENT Fi oe | z RUBBER | IsyntHErIC| | a}2 + beo-o2e-o14-] RUBBER 17 JIS BAO LA PLA LL jo jo pA Isyrueric} rt " eI | For! y 2 | 1 42801 16 boo-ooe-o10-4 ATOR | RUBBER orsa MFR’ NAME & ADDRESSTOOL PAGE 14 Pee ee ieee cele cued DRAWING — yo] wan skeron arama PBR SHEA PPA TE | ann | a [pean] wo. [PAR SPECIAL 1 1 Pare STEEL, ; s | . _ SPECIAL Lreayl a) PLIER 1 203-1 | | STEEL | + 2 oo | SPECIAL ar fmatorod 3) SPANNER ee 609 | e SPECIAL 4 PLIER — 1 etre | Ese STEEL : . TYPE RI-2 fof ft i Mend, 4 | < | MACHINE : yagzo SCREW ee -099-9 | | | | i | | L. MFR’ SSPARE PAGE 15 (Gi alee Ot (eee Goal AUS see Fea Abeer oe NO) 7 : _ _ Box No Tat [onawine No NAME SKETCH MATERIAL oe te] IR EMARKS| OR PARA spare] No. ING. No, - _| POLYCAR~ 1) INDICATOR 4 | 2 oRreen 4 BONATE > {0 RI FOR SYNTHETIC] lvoaiso7| “T INDI OR BL 4 2 i | RUBBER | — es = — | — 4 -}-— | | | I | | elt | | | a : | | i _ | - | | | | | i | | | 1 | | | 1 | To i | MER’ S NAME & ADDRIORDER 08 \ WINE NAGASAKL SILPYARD | T(s) WITH COVER QUAL TTY ASSURANCE GROUP SHIP No. 2107 AEPWOVED a th La K CRD gt, Aho RESULTS OF SHOP TEST OR TYPE 1V~FU2B-MK DRAWN “1 6 ARAERIR ROR JANNEY PUMP ORDER | oven DRAWING No. REV. No ee - RA1100-621~0 | WIL SHIMONOSEKT SHIPYARD & MACHINERY WORKS. DRARN 98-10. 16,RATE MAX. PRES HYDRAULIC GERCULT OF THE TESTING RATED TILTING ANGLE THEORETICAL DELIVERY OIL QUANTET PRE ec Pd Pax. Pb FACILITY 3B CONT, 100 F1lir, 200 %-60s | L/min kW kgf/cm’) ‘kat on" “> \ eneHYDRAULIC PUMP: eT PAGE 2 TEST RESULTS FOR STEERING GEAR ~ STS WERE CARRIED OUT TO CONFIRM PERFORMANCES OF THE PUMP ACCORDING TO THE PROCEDURE APPROVED BY THE CUSTOMER. TY FHB MC THTING | ; ANGLE, | | 34 | | | Pd PRESSURE: | } ' jket/oms | 220 DELEVERY | L/min | 68 LEAKAGE clymin | gy yORQUE kate) 5. | REVOLUTION omen | INPUT | KW on | x | ose TOTAL | HeFICHENCY| = % ggg TEU SACASE Mae | Retna |laer oe I TH. OL) 2. OVER PRESSURE. TESTCat, MAX. PRESSURE 275 kgf/cm”) 3. SHOP OVERIIAUE 4, MYDRAULIC TEST (413 kgf'/om? ) 75-2 1220., 27-8. 75:2 68.3 47.$. pd/2 | Pa/2 Pd Pd hh “33 / 433 ven } “et BD IE 2 £03 8A | 25h | 28-8 | 28-7 LTH ATG. 1262_| 1768 Bod | 281) S2F.| S225 M3 | Pod j 62.9 | 82.2 84.5 465 SATISFACTORY: SATISFACTORY SATISFACTORY.HYDRAULIC PUMP: TEST RESULTS FOR STEERING GEAR ~ PAGE 3 THE TESTS WERE, CARRIED OUP TO CONFIRM PERFORMANCES OF THE PUMP ACCORDING TO T TYPE “DATE. OF TE RUA. No. MOTOR J. PERFORMANCE VEST NO. LEST 2. OVER PRESSURE 3. SHOP OVERIAU! 4. UYDRAULIC TEST ( | | | TILTING | | ANGLE | | | | PRESSURE I i kgf /em? | DELIVERY | L/min | bg sa : i j LEAKAGE | Wain ng gy TORQUE ected eee ee EVOLUTION | ro | et) Pe | INPUT ; RW | ong | ane VOL. EFFICIENCY) % 6.2 | pha) TOTAL | FEETCHENCY) —% | ae | i | TEMP. CASE | || | wos | TEMP. OW ft | \ aré_| TESTCal MAX. PRESSURE 275 kgf/cm?) 413. kgf/cm" ) PROCEDURE APPROVED BY THE CUSTOMER. SATISFACTORY SATISFACTORY SATISFACTORY, 72 4.2 ieee 4270 52-2. 829Tost Record of Fleetro Hydra! ie Steer ing Rear cr Witnessed by Ship Nu, 5 Kayo $v, 2107 timers Toe ae) Surveyor «k) Sito, 5A Ship Hailder tae “1 w MALL A. Kohyama, oon Tem, 12 Bi Temp, a7 (uit cylinder Pan cf steering | Angle | Time a yu ante | tar tie Pressure (het ow rom | Voltage (¥) |Current c ‘ere 2 +35, se 6 . ? FOR CONTROL 7A a 8 0 5 10 at a]_9.58% ae wee bla Laz 5.NO Her |APPR ete TITLE, ~ Oe) Gee A/T CONTROL PANEL sev 6108 CONNECTION DIAGRAM DRAW itPLAN | 150. wermic 6 io > | | | peas at (fig | Fe [s]_ovano [MARINE ? EQUIPMENT DESIGNING SECTION! eo ‘eK fea eam [seu REVISIONS sal aca PROVED) ED Aas 3 sects wi cover | ELECTRO-HYDRAULIC STEERING GF GEAR 9 | SPARE LIST FOR AUTOMATIC ISOLATING | ELECTRICAL CONTROL UNIT N76-10J3-5177 1 _—_ . ae MITSUBISHI HEAVY INDUSTRIES, LTD. | NAGASAKI SHIPYARD & ENGINE WORKS pRMMME MAY. 7. 1996 ISSUED240648, BOX NO. xa SHIP NO. | SPARE PARTS LIST FOR USE Brean AUTOMATIC ISOLATING ELECTRIC CONTROL UNIT aoxirem| = NAME OF REMARKS NO. NO. PART SPARE OMRON 1 RELAY 3 | Mya AC100/110V Be aay -4 2a RELAY 1 |Aci0d~Tiov 60Hz OMRON H3CR-ABEL 3 TIMER 1 | acioo~240v 50/60Hz ILLUMINATED IZUMI 4 | PUSH BUTTON 7 | AuNt811-Ww Lop = ~ —_—___— | ALLUMINATED IZUMI 8 | PUSH BUTTON 1 | aLNig11-0 PUSH BUTTON IZUMI 6 SWITCH 1) 4 | ABN110-R _ SELECTOR IZUMI 7 SWITCH 1) 7 | asp3322N E | UTSUNOMIYA J 8 FUSE UJ 6 12) Ger on . HAKUYO DENKYU 9 22) £42 18V 2W 10 E : oraw. no.| CP8923-51 TAVAN RADIO ® ELECTRIC MFG. CO..LTD,BOX NO. p__2 SHIP NO.| SPARE PARTS LIST FOR USE SETS FER AUTOMATIC ISOLATING ELECTRIC CONTROL UNIT nox{irem) NAME OF ue no.| No PART Se BER [PER fave i | INDICATOR KIMDEN | LAMP KT337-R ACIIOV 12| INDICATOR KIMDEN LAMP KT337-W | ACTIOV a Sn | 2B INDICATOR IZUMI LAMP APNI18-W 4 15 16 ip . W | |e | _-—__-—_|-___—- —__—} = _ 18 | 19 SPARE PARTS 1 | STEEL WITH KEY } | 20 BOX 7.5BG 7/2 CP8923-S2 enwREVISIONS T_sweens) yarn COVER MARINE MACHINERY] EQUIPMENT ELE HYDRAULIC STEERING JACKING-UP METHOD OF THE RUDDER STOCK ‘DRAWING NO. —™ ~ P ie 3 N76-90T-1475 |3 = —4 24. MITSUBISHI HEAVY INDUSTRIES, LTD. | NAGASAKI SHIPYARD & ENGINE WORKS =) pram DEC. 27” sur Ge ‘osuen ¢Jacking-up methods of the rudder stock for inspecting the rudder «: and the rudder bearer are divided as follows, depending upon the type of iller connection employed. bed below. Hach of the jacking~up methods is des A, Tiller defying disconnection from rudder head (Fig.1) The rudder tiller keyed or shrunk-fit to the rudder stock cannot be removed as is the cudder stock (rudder plate) has to be turned 90 deg. with the tiller for the latter to be removed from the forner. (1) Remove the pump control lever, the connecting rod for repeat back unit, and the connecting rod for rudder angle transmitter which are fitted to the tiller. (2) Remove the washers (1) and (2) which are located above and below the ram, and then pall of each ram pin bush (3) from the ram pin (4). (See Fig. 2) (3) Remove the washer (5) and pull out the ram pin (4) upwards as showm in Fig.3, the pulling-out of the ram pin enabling the set pin (6) and ‘the set-pin stopper (7) also to be removed at the same time. See Table 1 for the distance required for pulling out the ram pin. a :(4) Turn the £11L 80 degrees together with the rudder stock as shown in Fig.6. The rudder stock shall be jacked up to the required height togeth ex in this condition. Take care so that the fork arm of the tiller does not contact with the ram. Set_pi SFc-20 173 355 __SFC-30, SF/SFT-30, DF/DFT-60 190 390 SRC-40, SE/SFT-A0, OF/OFT-@0 20 | 0 [sFc-50, 28 465 SFC-60, SF/SFT-60, DR/DFT-125 J Zone 475 SPC-80, SF/SET-80, DR/DFT-170 260 BF-200, DFT-200 SF-125, SPT-125, DF-250, OFT-250 DF-300, DFT-300 318, _ —— (70, OF/DFT-315, DF/DFT-335Tiller detachable from rudder head x is connected to he rudder head using a taper~ 3 of: In cases where the ti: fit joint of the type illustrated in Fig.4 and hence can be pul only the tiller, has to be turned 90 degrees. The rudder stock is not turned as well. In this case, the procedures is as follows. (1) Do as prescribed in 1-(1) to (3), to pull out the ram pin. (2) Remove the locking plate which locks the tiller in place. (3) Pull out the driving key connecting the tiller and the rudder stock. (see Fig.3) Drivine key Lj 1 7 na. Locking plate i (4) dack up the tiller 2 to 3 mm from the rudder stock. (See Fig.5) Jacking up allowance 2~3 Fig. 5(5) In this condition, turn only the tiller 90 degrees as shown in Fig.T and Jack up the rudder stock to the required height together with the tiller. Take care so that the fork arm of the tiller does not contact with the ram.SF type steering gear Tiller Hydraulic cylinder ~ £ a J DY type steering gear Se a Miner Rudder sto! i ~~) ! a) none = vA MH | HAGASAK SiiPYacD £ BYGINE WORKSMer Hydraulic cylinder smammecae reese ho MH] NAGASAKL SHIPYARD & ENGINE WORKS anual!PLAN RECORD REVISIONS, [are {tee ASO were screw rauezns | 0." DESCRIPTION COATE) |[roveo| eo ‘ok ayn DP TYPE AUTO ISOLATE ogy FoR 1i-FH2B. MK OVER DF~200 NO LOAD START-UP NO.1 MOTOR Mal = RINE MACHINERY EQUIPMENT. DESIGNING Sor |ON aretaveo INSTRUCTION BOOK cect FoR Loud MITSUBISHI ELECTRO HYDRAULIC STEERING GEAR Tee DRAWING 10. ~~ N76 - lou - 1265 iy ad, MHD MAGASAKD SHIPYARD 2 ENGINE WORKS DRAMA FER 21,19 9O1STEDINSTRUCTION BOOK FOR MITSUBISHI ELECTRO-HYDRAULIC STEERING GEAR : = CONTENTS - PAGE . SECTION 1 GENERAL . beeen cena nee eeneeeete oe . wee L. Construction of steering gear se+eteers teed Controt of steering gear .esceseseveereeees see 8 SECTION 2 CONSTRUCTION AND OPERATION ..escceeeeeesereees LA 2. Steering engine « 4 2, Hydraulic pune - + : 5 3. Valve block » ore wie 4. Operation of hydraulic system s.+++ 5. Operation of auto isolation system ....- 6. Operation of control and hunting gear - Pepe eee ail Oi] supply tank see... eee pe ee 8. Expositive name plate c.eseeeeseeese pees SECTION 3 ADJUSTMENT «1... ose 1. Working of] to be used «+++ Supply of working of] ...sseeeeseeees 3. Ai vent working .-eesssseeeeeeee . 40 4. Adjustment of rudder angle --++++ 42 45 5. Adjustment of safety valve - 6. Adjustment of pilot oil pressure ....+.++++3. SECTION 5 MAINTENANCE ......4- L SECTION 6 MEASURES OF TROUBLE ......- SECTION 7 AUTO-MANUAL ISOLATING ELECTRIC CONTROL UNIT ...... TION 4 OPERATION .. Matters for confirmation .. Precautions to be exercised during starting and operation Care to be taken after operation « Periodical maintenance and inspection list ..... Working oil . Installing method of special packing for hydraulic cylinder .. Lubrication ..... Caution items when steering gear being at standstill Measures of trouble .. General .... Components Power source -...se0e Operation .... Maintenance and servicing .. Disorders and remedial measures 51 st 58 87 59 59 60 60 64 64 64 64 68 70 702 OENERAL 1, Construction of steering gear ‘The steering gear is the ram type based on the well known Rapson Slide * Principle, and has the fork type tiller. ‘he construction consists of three main elements as follows. AL Steering engine Tilier to change the reciprocal movement to the rotary movement, and whieh fixed to a rudder etock by key. Hydraulic cylinder, ram and pam-pin to change oi] pressure to thrust force. Guide par to prevent rotation of ram. 4-2 Control gear and hunting gear Control gear to transmit mechanically the input signal from the tele control system or the mechanical handle in steering engine room to hydraulic pumps. Hunting gear to tranemit mechanically the feed back signal fron rudder stock to hydraulic pumps aePump unit and valve block Tne steering gear sy stem comprises practically two sets of pump units, each consisting of a servo controlled variable-stroke pump delivering oil under pressure to hydraulic cylinders and an electric motor. And Table 1-1 ehowe the number of pump units equipped and the number of pump units used under steering conditions as follows. Table 1-2 Number of pump a units 2 units equipped | (Including one 2 unite Steering (Parallel running) spare pump unit) condition Under normal steering condition More rapid response required May more slow response the valve block, installed on the basis of one valve block on each pump unit, is located in the main hydraulic line between the hyeraulic pump and hydraulic cylinders. Fach valve plock contains the transfer valve, safety valves, automatic isolation valve, and by-pass valves, and all the hydraulic circuil including the pump unit is completely duplicated.Contre! of steering gear ‘ne steering gear can be controlled rightly and easily by means of following methods Remote control (tele-control) from the whee2 house. Local control hand whee} (mechanical handle) in the steering engine room. But, only in event of a breakdown in the former, the steering gear may be controlled by means of the latter. Normally it is controlled from the wheel house by the remote contro (tele-control) system.SECTION 2 CONSTRUCTION AND OPERATION Steering engine The steering engine consists of the following as seen irom Fig. 2-1. el Tiller ‘Me solid type tiller is of cast steel of adequate strength and fixed to rudder stock with key. The end of tiller slides in the universal bearing of rampin with wnich they are connected. 2 Wydraulic cylinder and ran the steering engine have two pairs of opposing hydraulic cylinders, which are of nodular cast iron, and a ram. Each pair of cylinders is tied together axially by a guide bar, and adjacent cylinders are held together by distance pieces. Te ram is of carbon steel and machined accurately. The special packings are fitted for oil-seal between hydraulic cylinder and ram. Tne ram is so constructed as to touch the mechanical stopper on cylinder bottom at 37° for 35° maximum working rudder angle 3. Ram-pin Ram-pin, which is of special steel, is inserted in the middle of ran and rem-pin bush is provided between it and the fork-part of tiller arm. Thrust force of ram is transmitted to the tiller arm through ren-pin end its bush. The ram-pin bush has no need of oiling except initiel lubricant, because solid lubricants are embedded into the special copper alloy of bush. -4-hydran Lic pump The hydraulic pump used is a servo controlled variable-stroke pump which is called the Mitsubishi Janney pump, and equipped with the hydraulic units for the steering gear. The hydraulic pump, as seen fron Pig. 2-2, consists of the Mitsubishi Janney pump, an auxiliary gear pump, all valves incorporated in the e plate of Janney pump (relief valve for pilot, relief valve for boost, eck valve), a servo controlier, a hydraulic by-pass valve and a pee iee(ecenay ee the hydraulic punp consists of the easing @), the cylinder barrel (2) which rotates along with the natn shaft () in the casing, the pistons @, the stipper pads the sotia cam GD) wnich serves to regulate the oi1 discharge, the vaive ptat-() which permite the discharged which is in contact with the thrust face @) of the solid cam. up to the maximum tilting angle of 15.5°. The servo controller tilting the solid cam is located at the top of the hydraulic pump. The valve plate, in close contact with the cylinder barrel front. face, bas an oil groove which constitutes the oil passage to the © ana € tue ot por in the end plate.22 Operation of Mitsubishi Janney pump When the rotation of the motor is conveyed to the main shaft of the pump through the flexible coupling, the cylinder barrel fixed to the main shaft rotates along with the pistons. In this case, the pistons do not move backward and forward alternately unless the solid cam is inclined (tilting angle is 0 degree), and there is no oil flow accordingly. When the solid cam is inclined, each piston makes one reciprocal movement in each cylinder hole with one rotation of the main shaft. It is by this movement that the pump makes delivery and suction. in other words, when the piston moves forward, the oil is driven out of the cylinder, and led into one of the oil ports in the end plate through the oil port in the valve plate. When the piston moves backward, the oil is sucked through the other oil port in the end plate. The quantity of the oil discharged from the pump is proportional to the pinton's stroke which is governed by the inclination of the solid cam. When the solid cam inclines in the direction opposite, the direction of the oil flow reverse. Therefore, the direction of the oil flow and the discharged quantity of the oil depend entirely upon the direction and the angle of the solid cam ineLination.23 Awelliary pump As the auxiliary pump, a trochoidal gear pump is intended for supply- ing the of1 under pilot pressure to the cervo controller, the transfer valve, and HOKUSHIN power unit type J 4f equipped, the ofl under boost pressure to the main hydraulic pump suction and so on. cording to the main hydraulic pump capacities the auxdldary pump varies as follows. ed le Caer b/win kg/em? 1200 we | assis. 1800 a | assas.s 1V~FH2BMK TOP 2520HGAfs 1800 36 13~15.5 3V~FH2BMK ‘TOP 340FBN 1200 62 1315.5 Hydraulic by-pass valve ‘The valve, which Is located on the pilot ofl piping after passing the filter, consists of the vaive body @, the orifice @, the npowi (), the return spring @, the push rods 6), © and so on as seen from Pig. 2-4. ‘The 041 flow from the auxiliary pump is led into this valve and the changeover of the epool takes place automatically due to the pressure differential arising before and after the orifice, and as a reeuit of that, the hydraulic pump and the transfer valve can be also controlled.Relief valve and check valve fo seen from Fig. 2-8, a relief valve for pilot pressure, a relief valve for boost pressure and two check valves are incorporated in the end plate of the hydraulic pump. ‘he relief valve for pilot serves to set to approximately 13 ~ 15.5, kg/en® the oll dis ged fron the huxildary pump. And the ol] under ey eenteed atone: cefecrcen (ene fcsentsefpasett cna teece es the relief valve for boost'serves to eet to approximately 2 - 8 kg/er? the oil which has passed through the relief valve for pilo And the oil under boost pressure is supplied into the suction port of the main bydraulic pump through the check valve when there occurs an insufficient oil flow in the suction port of the main hydraulic pump. Servo controller (Servo valve and servo motor) The servo controller is positioned at the top of the hydraulic pump. ‘hey serve to incline the solid cam of the hydraulic pump or keep it at standstill The servo controller, as seen from Fig. 2-6, consists of the valve case @), the vatve @), the sieeve @)y tne centering spring @), tue piston @, the Link @), the arm @, the controt shart ©, and P can be controlJed as follows. oeThe cane where the oil port is closed for the reason that the "land" section of the valve rests upon the oil port of the sleev: ‘The oil ports of A and B are blocked. In this case the piston is not moved and the solid cam which keep in contact with the piston is at a standstill. b) The case where the sleeve is driven due to the rotation of the control shaft and moves to the right, the oil discharged from the auxiliary pump is led in to the oil chamber of C and the piston is driven toward the left. When the solid cam is inclined by means of the piston, the Link moves round with the point "a" as a center, and the valve is pushed to the right. In this way. the "land" section of the valve rests upon the oil ports of the sleeve and the solid cam comes to a halt. c) The case where the sleeve moves to the Left. The oil discharged from the auxiliary pump led in to the oil - ber of D, and the solid Cam inclines in the direction opposite to the preceding Item b)s ‘The rotary angle given to the control shart and the tilting angle of the solid cam are relative to each other in the condition of 1.3 to 1, So, when the rotary angle is +20°, the tilting angle of the solid cam is 415,59, which means LOOK. Incidentally, the rotary angie of the control shaft is designed to be controlled to any optional angle by means of a stopper attached. and the control shaft can be actuated by means of the torque of not oxceeding, 30 ke-cm.vey Filter Assembly bb a Construction Aa can be seen from Fig. 2-7, the filter assembly consists of the ee Ore eG eG) Ce er ere eceer teeta pete indicator rings, ete. Filtration Working oil, upon entering the filter assembly by way of the oil inlet indicated with the arrow in Fig. 2-7, Flow through the Filter element from its outside to the inside to reach the outiet which is also indicated with the arrow. Dismantling pap moar comma rn O)esent ters , then the tap G) and filter edement @) can be renoved complete with the nead cover. Pull out the filter element in the next step, for replacement with a new one. Be sure to wipe cleah the housing internal surface in che process. Reassembling Reverse the dismantling process for reassembling. Be absolutely sure in this instance, however, to check each ring, packing, ete. for damage and to renew it when found even slightly damaged Indicator The indicator, fitted to the top of the filter assembly, is designed to provide a clue to the degree of filter element fouling by detec ing the resistance to ofl flow in the element and indicating the level of resistance by visually idenfiable colours. The indicator colour changes from green (standard cleanliness) to red (heavy Fouling), as follows - 10 -Green Filter element in good Standard cleanliness working condition Raddish Filter element becoming 2 kgf/cm? fouled Red Filter element becoming 3 kgf/cm? heavily fouled Red Filter element so heavi- 3.5 kgf/em? ly clogged that the re- lief valve is activated. upon making sure that with the working oii temperature at 20 deg. © and above the indicator colour reading exceeds 1/2 the red colour band (2.5 kaf/en"), stop the pump and then renew the filter element in accordance with ¢) and a) peer aa OU ee (e ts eite: erent terres eof eres tere renders the filtering operation ineffective when activated.Valve Block The valve block as seen from Pig. 2-8, consists of the transfer valves @, the safety valves @, the automatic isolation valves @, and the by-pass valves © As seen from Fig. 2-12, one set of valve block installed in each main hydraulic circuit lines of the No.1 and No.2 pumps. ‘ranster valve ‘Transfer valves are incorporated in the valve block Located in the main 011 piping system between hydraulic pumps and hydraulic cylinders, and these valves perform the following function. That is, a) the transfer valve short cuts the hydraulic circuit as soon as the hydraulic pump comes to a halt, and by so doing prevents the hydraulic. pump form reversing under the influence of pressure from the steering gear. b) While the hydraulic pump is out of operation, the transfer valve provides a by-pass between the suction port and delivery port of hydraulic pump can be started in no-load condition. ‘he constriction of the transfer valve, as seen from Fig. 2-8, consists of the body (i), . the spool (3), the side covers @ @, the return spring (@, solenoid valve @), etc. the oi} ports of the sleeve are connected to the main oil lines from a hydraulic pump through the subplated. And two oil prots on the other side are connected to the main ofl Lines from hydraulic cylinder‘ety valve prevents the rudder end the steering gear from its Gamage by means of the by- ass of oil under pressure from high pressure side to non pressure side only under the conéition working oil pressure is higher than the safety valve sett: G Pressure in the ceuse of the shock by heavy wave or solid matter. As shown in Fig. 2-10, one get of safety valve is provided for each ‘poard and port sides respectivel; put you must not carry out this adjustment without the agreement of manufacturer, because the sefety valve hes been already the regulation pressure ay-pass valve (one set) incorporated into m nary steering as shown in Fig. 2-8 and Fighutonatic isolation valve The solenoid controlled valve is used as automatic isolation valve. one autonatic isolation valve is installed in each cf the main hydraulic circuit connecting lines between the No. 1 and No. 2 punps. This valve performs the following functions. if of1 leak should take place due to hydraulic oil pipeline failure, and the decline in oil tank level was detected, the automatic isolation valve automatically isolates the leaking circuit, and enables the emergency steering (using two cylinders) to be performed by the remaining hydraulic systen. See Section 2, Item 5, for details of operating principle. hs shown in Fig, 2-11, the autonetic isolation valve consists of the solenoid valve @ which operates on electric signals and the pilot operated valve @) which is switched by the oil under pilot pressure le fron the auxiliary pump according to the operation of the solenoid valve. me o11 ports © and © of the body of the pilot operated valve connect to the other automatic isolation valve by way of sub pite , and the oi1 ports @ and @ to the hydraulic pump and nydraulse cylinder main hydraulic cireuite by way of manifold block. 144. Operation of hydraulic system ig. 2-12 shows Lue entire steering gear hydraulic s stem, with all motors in it at pest. A-L Starting ef No. 1 motor LP No. 1 motor da e ted, No. 1 hydraulic bypass valve spool remaing in the (8-1) position until the No. 1 motor revolution reaches "no" (approximately 60% of the rated rpm, or approximately 60% of 1800 rpm with the steering gear for this ship). Sioce the entire hydraulle of1 discharged rrom the auxiliary pump therefore is led to the hydra wife o41 tank by way of the hydraulic bypass valve tank port, no pilob pressure builds up and hence neither trans fer valve nor hydraulic pump can be controlled. Once tne No. 1 motor revolution exceeds "no," pressure difference is erealed between the fore and aft of the orifice installed in the hydr aulic bypass valve so that the bypass valve spool ewitches to the (B-2) powition thereby blocking the bypass line to the hydraulic oi1 tank. Hydraulic o41 discharged from the auxiliary pump, therefore, is regulated to about 13 to 15.5 kg/cm? in preeaure by the pilot of1 pressure regulating valve, to be transferred to No. 1 pump servo controller and Mo, 1 transfer valve pilot chamber. The timer activates at the same time that No.1 motor is started, however, the solenoid valve fitted to the Lransfer valve is energized Lo uwiten from (ie (C-2) Lo (C-2) position. In this state, hydraulic oll adel wed Crom the auxiliary pump (pilot preseure) Plows to the Lransfer valve auxiliary pilot chamber thereby keeping the transfer valve spool Jn Che (1-2) position, and consequently no ateering operation can be performed. 15 -s 4 Atler a delay of 5 to 6 seconds, the timer is activated to deenergize the solenoid valve so that the solenoid valve awitehes back to the (G-1) position from the (C-2) position. ‘Then hydraulic of1 (pilot pressure) discharged from the auxiliary pump ie led to the tranafer 8 to valve main pilot chamber so that the transfer valve spool switen the ( 2) position. Thereafter, with the No, 1 motor-driven hydraulic pump and the hydraulic cylinder connected circuit-wise, the steering operation can be performed ag desired. Also, during the time that the motor rotatea at the rated speed, a pressure difference is kept maintained between the fore and aft of the orifice in the hydraulic bypass valve ao that, with the bypass valve spool Jn the (B-2) position, tne pilot pressure can steadily ve kept at the required level. Starting of No. 2 motor Even when No. 2 motor has been started, No. 2 hydraulic bypass valve remains in the (Bf=1) position untii the motor revolution reaches a predetermined epm (about 60% of the vated rpm). Since in this state entire o11 discharged from the auxiliary pump flows through the hydraulic bypass valve tank port to the tank, no pilot presoure ie built up and hence the transfer valve and hydraulic pimp cannot be controlled. Once the moter revolution exceeds the predetermined rpm, however, eusure difference 18 created before and after of the orifice in i the hydraulic bypass valve ao that the valve spool will switch to (31-2) Lhereby blocking the bypass line to the tank. 16 -ag O11 discharged from the auxiliary pump therefore is controlled to about 13 to 15,5 kg/em® in pressure by the pilot oil pressure cgulating valve and then flows to No. 2 pump servo controller and No. 2 tranafer valve main pilot chamber. Consequently, No. 2 transfer valve spool is shifted from (T'=1) to ('-2), and wilh the No, 2 motor-driven hydraulic pump and the hydraulic cylinder connected circuit-wise, the steering operation can be performed as desired. Stopping of No. 1 motor AL the same time that power source is cut off, No. 1 motor revolution begins to decrease. When the motor rpm has reached the (no) level, the pressure difference thus far generated before and after of the orifice in No. 1 hydraulic by-pass valve becomes smaller than the force of the return spring, causing the valve spool to awitch from (B-2) bo (B-1). 041 discharged from the auxiliary pump still running under inertia flows through No. 1 hydraulic by-pass valve tank port to the tank and, at the same time, oll from No. 1 transfer valve pilot line wlao flows to the tank. As a regult, even ag the auxiliary pump veps munning under inertia, the pressure remaining in the pilot Line can rapidly be reduced, and No. 1 transfer valve switenes immediately from (2) to (T-1) by dint of the return spring so iat No. 1 hydrantic*pump and hydraulle cylinder will be completely separated circult-wise to prevent the pump from reversing. ne45 Stopping of No. 2 moter Jy the same manner ag in 4-3 above, No. 2 hydraulic bypass valve spool switches from (B'-2) to (B'=2), and No. 2 transfer valve spool switches from (T'-2) to (T'-1) by dint of the return spring In case of blackout In the event of blackout during the pump operation, the transfer valves respectively return to the (T-1) and (T'-1) positions in the same manner as in the stopping of motor, to prevent the rudder fluctuation. With the return of power source, the eame operations as in the starting of motor will take place. ~18 =5 Bl operation of auto isolation system If of] leak should take place due to hydraulic ofl pipeline failure with No. 1 pump in service and No. 2 pump out of service (see Fig. 2-12, 2-13), the oil level in No. 1 oil tank fatis and the low level switch is activated. Then, automatically No. 2 motor starts running for parallel opera~ tion, and No, 1 and No. 2 solenoid valves (b) are energized causing the isolation valve to ewitch from (D-1), (D'=1) to’ (D-2), (D'-2) in order to isolate the main hydraulic oi] circuit so that No. 1 pump will operate No. 1 and No. 2 cylinders only end No. 2 pump will operate No, 3 and No. 4 cylinders only. At the same time, No. 1 oi2 tank low-level alarm sounds the warning of disorder. With operation continued in this state, the decline in oil level in one of the two oil tanks enables the detection to be made of the pipeline failure either in.No. 1 hydraulic oil circuit or in No. 2 hydraulic oi} circuit. When the ofl level in No. 1 oft tank (or No. 2 oi] tank) which is connected with the failed pipe- line falls to the low-low level, the low-low level switch fitted to that tank is activated causing No. 1 motor (or No. 2 motor) to stop automatically. Then, No. 1 solenoid valve (or No. 2 solenoid valve) only (a) is energized, and the isolation valve switches p-2 (or D'=2) to Del (or D'=1) so that No. 1 and No. 2 cylinder hydraulic of1 circuits (or No. 3 and No, 4 cylinder hydraulic oil circuits) will be bypassed. At the same time, No. 1 oil tank (or No. 2 oil tank) low-low level alarm sounds. All these operations ave performed automatically in the event of oi] leak in the hydraulic oil pipeline, to assure that 50% of steering capacity is always retained.If oi2 leak should take place due to hydraulic oi} pipeline failure with No, 2 pump in service and No, 1 pump out of service (see Fig. ), the ofl level in No: 2 cil tank falls and the low level switch is activa ted. ‘Then, No. 1 motor automatically starts running for parallel operation, and No. 1 and No. 2 solenoid valves (b) ere energized causing the isolation valve to switch from (D-1), (D'~1) to (D-2), (D'-2), At the same time, No. 2 tank low-level alarm souni ‘The operations thereafter are the same as in 5-1 above. oil leak should take place due to hydraulic of] pipeline failure with No, 1 pump and No. 2 pump in service (see Fig. 2-12, 2-14), the low level switch fitted to either No. 1 of1 tank or No. 2 oil tani, whichever is connected with the failed pipeline, is activated. No. 1 and No, 2 solenoid valves (b) are energizes, causing the isolation valve to switch from (D+1), (D'-1) to (0-2), (D'~2). It the same time, the ofl tenk low-level alarm sounds the warning of élsorder. The operations thereafter are the same as in 5-] above. Blackout, if blackout should take place during operation with the isolation canst valve in (D. 2) position, the motor stops and the -1) or (T'=1) position and blocks the hydraulic valve returns to He isolation valve, equipped with the check valve in its oil flow pwitching circuit, retains the hydraulic pressure epplied at the ‘ime of switchover and thus, by blocking the circuit at (D-2) or (p'-2), prevents the rudder from excess movement. ply is restored, the steering can be performed nee the power s in the same manner as it was done before the blackout. ~20-Operation ef control and hunting gear The introduction of recently developed servo controlled bydraulie punp allows the control gear to be made much smaller and lighter. In these gear the eilless bearings and the rod end bearings are used, So, the installation work will be facilitated and the oil lubrication work will not be required. Al) control gears are based on the floating lever principle and is generally arranged as shown in Fig. 2-15. ‘The position of the lever shown by the heavy lines on Fig. 2-15 shows ‘the condition before the operation of the rudder. In this case, the tilting angle of the hydraulic pump is zero degree, and so the pump, though in operation, does not draw in nor discharge oi}. When the steering gear is operated by means of the gyro pilot (power unit) or the mechanical handle, one end (point £) of the floating lever is moved to the point e. At this time the rudder does not move, and so the floating lever moves round with the point B as a centers and the point C moves to the point ¢. ‘Therefore, the point D moves to the point dj and the tilting box of the hydraulic pump is tilted and began to discharge oil ‘he pressure oil discharged from the hydraulic pump is led into the hydraulic cylinders and the rudder is moved As the rudder moves, the point A moves to the point a. In this case, the floating lever moves round with the point e as a center; the point B moves to the point b; and the point c moves back to the point C. rotTherefore, the control lever of the hydraulic pump also returns to the neutral point D, and so the hydraulic pump stops discharging pressure oil. And the rudder is kept in the position corresponding to the rudder angle ordered. The buffer springs, which are called hunting springs, are installed on the hunting red to prevent the control and hunting gear from the externa) shoc load and the sudden steering. 041 supply tank One of} supply tank is provided for each of No. 1 and No. 2 hydraulic punps, and these oil supply tanks are connected by communicating piping which is laid at about the same level as the normal tank oil level. Each hydraulic pump and tank are connected by two pieces of pipe, one connecting to the auxiliary pump suction port and the other to the return oil port on the hydraulic pump casing. The purpose of the oi supply tank ig not only to make up for the oi} leaking from the entire steering gear system but also to cool the oil heated in hydraulic pump casing. That is, oil circulation is carried out between the ofl supply tank and hydraulic pump casings by neans of auxiliary pump and the oil heated in hydraulic pump casings is cooled in the oil supply tank. Also, each of} supply tank has one set of low level switch for detect ing and giving alarm of the decline in oil level due to oil leak in hydraulic 041 pipeline and two sets of low and low-low level switeh for operating the auto isolation system. r 1% ~22-Expositive name plate e expositive name plate, which is installed in the steering engine oom, shows the working method of steering gear such as how to use pumps and motors, how to contrel valves, how to change remote control from bridge into mechanical handle control in steering engine room, etc. So, when starting the moter and switching over the steering method it is to be done in accordance with the working arrangement on the exposi~ tive name plate ~23-RAM- PIN BUSH Suev7ava RAM TILLER RA Bes BEARING FOR GUIDE BAR RAAB DISTANCE PIECE mom -_—t . GUIDE BAR RAR ay HYDRAULIC CYLINOER EDU DF TYPE STEERING GEAR DFR me OR WASHER STOPPER FOR PIN ey PR [ 2 \ a STOPPER PIN 2-7 \ |/ yey nn Sesee ee SECTION B-B 8-8 af SECTION A-A A-A & @ = 24-SERVO CONTROLLER LEVER a0 BEL SERVO CONTROLLER oR wa RELIEF VALVE FOR BOOST PRESSURE Jr-Ab EMER RELIEF VALVE FOR JANNEY PUMP PILOT PRESSURE DeR-ROT AA Oy ba RER MAIN OIL PORTS SE aR-b HYDRAULIC BYPASS VALVE BONa nize AUXILIARY GEAR PUMP AE e—RYT PORT FOR PILOT PRESSURE GAUGE A4Oy bEAR RO FILTER 24g FIG2-2 CONSTRUCTION OF HYDRAULIC PUMP B2-20 AMERY TOM ~25-MARK NAME, a 8 & CYLINDER BARREL PULTE PISTON ez bY SLIPPER PAD AY gmat K VALVE PLATE KNIT Eb y . to — a] oo 6 |SERVO CONTROLLER vias CASING go ENO PLATE zy RFE b FRONT PLATE Jayvh7e—b MAIN OIL. PORT Siax—} SOLID CAM Yuya Kae AUXILIARY PUMP mB 13. [MAIN OIL PORT Sik—b CAM BEARING DLNT YLT 15 [CHECK vaL Fay Qi RELIEF VALVE FOR BOOST PRESSURE JO-AbERES } 17 |RELIEF VALVE FOR PILOT PRESSURE 4 oyh FIG2-3 SECTION OF JANNEY PUMP 32-38 v+2-KY THER ~26-OUTLET (INTO 'HOKUSHIN POWER UNIT TYPE J IF EQUIPPED) yao (tte wat) 27 7 hR@OSE) PORT FOR PILOT PRESSURE GAUGE 4 Oo PEABO OUTLET ® Opifice ana y24 ode (NTO_SERVO_ CONTROLLER OR TRANSFER VALVE) (PRBMERO PSU RIT IATA ) © PusH ROO ane @® RETURN SPRING INLET. RTT aaa (FROM AUXILIARY PUMP) (mmRY TED) TANK PORT @ SPpOL. wagvo~N FIG. 2-4 HYDRAULIC BYPASS VALVE R2-t aw nt RF -27-IN TO CASING OF RELIEF VALVE FOR | PILOT PRESSURE } NA Dy bai EE | \ | RELIEF VaLve FOR | B00ST PRESSUR oR PEBER main on ports | zma—h FROM auxitiary ume — /\ ae UTEY / ’ A Aan A era [Fr vIKny VALVE AND CHECK VALVE Yr DRWIT RUF 27 DIT — 28—i; @ piston SPRING RTUT CENTERING \ ADWUST BOLT), seria t | @) CENTERING SPRING PIER STOPPER OF TILTING ANGLE AEAMRA boGREEN RED MARK NAME ae am HOUSING HEAD COVER TAP ELEMENT | RELIEF VALVE DRAIN PLUG BOLT O-RING wfolyjolalalota O-RING O-RING 3 | O-RING sla iikexame INDICATOR a FIG. 2-7 FILTER B2-7TH P4N7— -30-OIL PoRTS (TO OR FROM HYD, PUMP) ERY T\OM@HAD BIN oa TRANSFER VALVE ROYRI7-TAT OIL PORT (FROM AUXILIARY PUMP) MER T SK AUTOMATIC ISOLATION VALVE AO ET AYU Y ayy OIL PORTS (TO PRESS GAUGE) SOLENOID VALVE DUI ERT SOLENOID VALVE YUSA ERNT FIG. 2- 8 VALVE BLOCK B2-8H wnyrayy ~31-