1

OWNER’S MANUAL

FOR

PORSGRUNN
ROTARY VANE STEERING GEAR

TYPE 550-200/2 IMO

SERIAL NO
S-2018

Aker Porsgrunn AS
Dokkvegen 8
PORSGRUNN
NORWAY

Tlf.: (+47) 35 93 12 00
Fax.: (+47) 35 93 12 01 / (+47) 35 93 12 02
E-mail: porsgrunn@akersolutions.com
www.akersolutions.com

Aker Porsgrunn AS © 2008 Aker Solutions

Dokkveien 10, 3920 PORSGRUNN, NORWAY
Tel +47 3593 1200 Fax +47 3593 1201 www.akersolutions.com
Registered No. 936 933 378 VAT Registered in Norway
2

INDEX
1 Introduction..................................................................................................................4
2 System Description .....................................................................................................5
2.1 Steering gear actuator .........................................................................................7
2.2 Hydraulic System .................................................................................................8
2.2.1 Hydraulic power units ....................................................................................................... 8
2.2.2 Directional Valve Block ..................................................................................................... 8
2.2.3 Actuator Relief Valve Block .............................................................................................. 9
2.2.4 Cross Connection Block ................................................................................................... 9
2.3 Electrical System ...............................................................................................10
2.3.1 Motors ............................................................................................................................. 10
2.3.2 Starter cabinets ............................................................................................................... 10
2.3.3 Oil separation cabinets ................................................................................................... 10
2.3.4 Frequency inverter cabinets ........................................................................................... 10
2.3.5 Control and indication panels ......................................................................................... 11
3 Functional Description ..............................................................................................11
3.1 General ...............................................................................................................11
3.2 Rudder fall-off, Follow-up/Autopilot (FU) and non-Follow-up (NFU) modes ..11
3.3 Operation from bridge / wheelhouse ................................................................11
3.3.1 Normal operation ............................................................................................................ 14
3.3.2 Alarms ............................................................................................................................. 16
3.4 Surveillance from ECR ......................................................................................18
3.5 Operation from steering gear room ..................................................................19
3.5.1 Operation from the starter cabinet .................................................................................. 19
3.5.2 Emergency steering from steering gear room ................................................................ 20
4 Oil separation system ...............................................................................................22
4.1 Automatic separation ........................................................................................23
4.2 Manual Separation of steering gear. .................................................................28
5 Frequency inverter system .......................................................................................28
6 Maintenance ...............................................................................................................29
6.1 General ...............................................................................................................29
6.2 Inspection and maintenance during normal operation ...................................29
6.2.1 Maintenance after start-up .............................................................................................. 29
6.2.2 Preventive maintenance during operation ...................................................................... 30
6.3 Recommended main inspection and maintenance intervals ..........................31
6.3.1 Main Inspection intervals ................................................................................................ 31
6.4 Test, adjustment, repair and disassembly/assembly instructions .................32
6.4.1 Functional test of steering gear ...................................................................................... 32
6.4.2 Adjustment of electrical limit switches ............................................................................ 33
6.4.3 Functional test of alarm system ...................................................................................... 33
6.4.4 Re-packing of lower packing gland ................................................................................. 33
6.4.5 Alignment of motor and pump......................................................................................... 35
6.4.6 Check/adjustment adjustment of relief valve settings..................................................... 36
6.5 Hydraulic oil maintenance .................................................................................37
6.5.1 Oil sampling and maintenance ....................................................................................... 37
6.5.2 Fluid change procedure .................................................................................................. 38
6.5.3 Recommended oil types ................................................................................................. 39
6.6 Spare parts .........................................................................................................40
6.7 Troubleshooting.................................................................................................42
6.7.1 General procedure when rudder does not follow order .................................................. 42
6.7.2 Alarms ............................................................................................................................. 42
6.8 Service assistance .............................................................................................44
3

APPENDIX A – TECHNICAL SPECIFICATION

APPENDIX B – MECHANICAL DRAWINGS
APPENDIX C – ELECTRICAL DRAWINGS
APPENDIX D – CERTIFICATES
APPENDIX E – SPARE PARTS
4

1 Introduction
Porsgrunds Mekaniske Værksted introduced the world’s first rotary vane steering gear for ships in
1933. The first IMO steering gear was delivered in 1984.

This manual gives information required to safely operate the Porsgrunn Rotary Vane Steering Gear
and recommendations for maintenance of the steering gear unit.

Please take time to read this manual to get a thorough understanding of the steering gear
components and its operations and maintenance.

The following symbols are used throughout the manual in order to outline important parts. Please
read these parts carefully and pay special attention to the remarks with the following symbols:
5

2 System Description
The Porsgrunn Rotary Vane IMO Steering Gear system consists of actuator, hydraulic power units,
starter cabinets, oil separation cabinet, Frequency inverter cabinets and control and alarm panels.
The steering gear is delivered with two independent hydraulic power units.

IMO means that the steering gear comply with SOLAS and DNV requirements for tankers above
100.000 DWT.

The control valves for operation of the steering gear are installed directly on the main actuator.

The steering gear system components are installed both in the steering gear compartment, in the
ECR and on the bridge. See Figure 2-1 for a general overview of the equipment delivered for this
vessel.

The following section gives a brief description of each component, with its main function.
 Wheelhouse

CONTROL AND INDICATION

PANEL START / STOP / ALARM

ECR

INDICATION PANEL
SIGNAL / ALARM

Steering Gear

OIL
SEPARATION
CABINET
HYDRAULIC HYDRAULIC
POWER POWER
UNIT UNIT

STARTER FREQUENCY INVERTER

FREQUENCY INVERTER STARTER
STEERING
STARBOARD SIDE
PORT SIDE GEAR
ACTUATOR

Figure 2-1
6
7

2.1 Steering gear actuator

The steering gear actuator is transforming the hydraulic pressure in the system into rudder torque.
The rudder stock is mounted to the steering gear actuator by a keyless conical connection. The
actuator itself is supported by the steering gear foundation, to which all torque is transferred through
a bolted connection. In addition, the weight of the actuator and the vertical load from the rudder is
carried by the foundation. The actuator consists of the following main parts: Rotor, housing,
mechanical stoppers, cover and expansion tank.

The Rotor (tiller) is made of nodular cast iron, and it is the moving part within the actuator. The oil
injection method is used for the fit. The rotor is enclosed by the housing and the cover. The rotor has
two vanes, and together with the stoppers, the vanes divide the inside of the actuator in four
chambers. Different pressure on each side of the rotor vanes makes the rotor move.

The Housing is made of nodular cast iron, and it is the part of the actuator that is connected to the
vessels structure. It is placed on a foundation. The connection is provided by foundation bolts. In the
lower part of the housing there is a floating rudder carrier and a lower radial bearing. They are made
of a brass alloy. The rudder carrier takes the full vertical load of the rotor, rudderstock and rudder.
The lower bearing is shrunk into the housing and takes the radial forces from the lower side of the
rotor. In the lower part of the housing, there is an integrated packing gland where the rudderstock
enters the actuator.

The mechanical stoppers are made of nodular cast iron and limit the maximum rudder angle to 65,5
degrees to each side. The stoppers are fixed in the housing by means of stay bolts. The stay bolts go
through the bottom of the housing, the stoppers and the cover.

The Cover is made of steel. The upper bearing is made of a brass alloy. It is shrunk into the cover
and takes the radial forces from the upper side of the rotor. The cover is fastened to the housing by
means of bolts and the stay bolts.

The Expansion tank is mounted on top of the cover. The tank allows all the oil in the system to
expand due to temperature differences. It also functions as a top cover and protects the bearing. A
level switch is installed in the expansion tank to monitor the oil level and give alarm if the oil level is
below a certain level.

The sealing system consists of cast iron sealing bars. To prevent the oil from flowing from the high
pressure side to the low pressure side, there is mounted cast iron sealing bars in the rotor vanes and
in the stoppers. The sealing bars are spring loaded. To prevent the oil from flowing over the upper
bearing to the expansion tank, there is a spring loaded cast iron sealing ring in the cover.

7
8

2.2 Hydraulic System

The hydraulic system consists of hydraulic power units, valve blocks and hydraulic piping.

2.2.1 Hydraulic power units

The steering gear is equipped with hydraulic power units, which are installed on separate
foundations to the deck. There is a connection to the expansion tank, so that the system oil can
expand.

The main parts of the hydraulic power unit are mounted together into a compact unit and consist of a
pump tank with filter, pump housing, pump, electric motor and flexible coupling.

The return pipe line from the main valve block is connected to the filter. There is installed a visual
filter indicator with alarm contact on the filter housing.

On top of pump tank there is a level switch mounted, which gives alarm if the oil level drops.

The pump is a fixed displacement screw pump, and is mounted to the cast iron pump housing. This
unit is mounted onto the pump tank, so that the suction side of the pump is submerged in the oil
reservoir in the pump tank. The pump’s pressure side is connected by pipes to the hydraulic valve
block.

The pump is connected to the electric motor through the flexible coupling. The flexible insert will
reduce any short period torsional shocks. The shaft ends of the pump and the motor are mounted
into each side of the coupling.

2.2.2 Directional Valve Block

The hydraulic fluid flow into the actuator is controlled by directional valve blocks of On/Off type,
Figure 2-2. The directional valve blocks are mounted on the steering gear actuator. The valve block
consists of a directional spool with proportional characteristic for soft operation, pilot valves with
solenoids, an idling valve and a check valve.

Figure 2-2 Directional valve block

9

2.2.3 Actuator Relief Valve Block

The actuator is protected from excessive external forces by the relief valves blocks, see Figure 2-3.
The relief pressure is set according to class requirement which is 94 bars for these steering gears.
The relief valve blocks are mounted directly on the steering gear cover. The relief valve is equipped
with a pilot valve which is activated when the oil separation system is activated. The pilot valve will
disable the relief valve function and the oil can flow through the valve at pressures below the setting.

Figure 2-3 Actuator Relief Valve block

2.2.4 Cross Connection Block

The cross connection valve is the valve that separates the steering gear actuator to a double acting
system, see Figure 2-4. The cross connection valves are mounted directly on the steering gear
cover. It is open during normal operation and closed when activated manually or by the separation
system.

Figure 2-4 Cross Connection block

10

2.3 Electrical System

The electrical system consists of motors, starter cabinets, oil separation cabinet, Frequency inverter
cabinets and control and indication panels.

2.3.1 Motors
Each hydraulic power unit is equipped with an electric motor with S6-25% rating. The motor is
equipped with stand-still heating element.

2.3.2 Starter cabinets

In the steering gear room there is installed one starter cabinet for each hydraulic power unit, see
Figure 3-5. Each starter cabinet includes the following functions.

Supply power to the steering control system. It also acts as a junction box for rudder angle limit
switches and output to the pilot valves on the hydraulic power unit.

Provision of PLC based alarm monitoring with automatic change over to stand by pump upon fail.
The alarm system communicates with the general alarm system and the Voyage Data Recorder.

Each starter is equipped with the following:

• Switch for starting and stopping of electrical motor

• Switch for selection of remote or local steering
• On/off switch for motor heating
• Buttons for NFU steering. The local NFU shall normally be used for testing and service
purposes only, e.g. rudder limit switch adjustment.
• Indication lamps

2.3.3 Oil separation cabinets

In the steering gear room there is installed one oil separation cabinet for each steering gear, see
Figure 4-1. The oil separation cabinet monitors the oil levels in the expansion tank and power units
and activates the cross connection valves and by-pass valve when the separation system is
automatically activated.

The oil separation cabinet is equipped with the following:

• Switch for testing the separation system

• Indication lamps

2.3.4 Frequency inverter cabinets

In the steering gear room there is installed one frequency inverter cabinet for each steering gear, see
Figure 5-1. The frequency inverter cabinet control the speed of motor/pump.

The frequency inverter cabinet is equipped with the following:

• Switch for change between OFF, DOL and FREQUENCY INVERTER DRIVE
• Ampere meter
11

2.3.5 Control and indication panels

In the wheelhouse there is a control and indication panel for starting, stopping and monitoring the
power units and for monitoring and acknowledging the alarms, see Figure 3-1. The function for each
item on the panel is described in Chapter 3.

In the ECR there is one indication panel showing the alarms and power unit status.

3 Functional Description

3.1 General
This chapter gives an overview of the operation of the steering gear and hydraulic power units and a
description of all alarms and consequence of each alarm.

3.2 Rudder fall-off, Follow-up/Autopilot (FU) and non-Follow-up (NFU)

modes
A rotary vane steering gear is in principal a hydraulic motor with limited rotational movement. There
are electrical limit switches which limits the rotational movement within specified degrees. In addition,
the rotational movement is mechanically limited by stoppers inside the actuator housing. The
operational range, limited by the limit switches and stoppers is given in the Technical Specification,
Appendix A.

The rudder carrier and the bearings in the actuator are automatically lubricated by the hydraulic oil in
the system. The oil lubrication is generated by a flow of hydraulic oil from the pressure side to the low
pressure side in the actuator. Due to this flow, the rudder will fall off to the side with the lowest
pressure. The magnitude of the fall off effect is dependent on several factors, of which vessel type,
rudder and steering gear configuration is the most important.

The steering control system for a rotary vane steering gear includes a Follow-up (FU) mode. This
mode ensures that the rudder keep the rudder in position within the dead band specified. The dead
band of the follow-up system will be dependent of the vessel and system configuration. Normally at
least 1.0 degree is required.

Switching the steering control system to non-Follow-up (NFU) mode, the rudder will fall-off to the side
with the lowest pressure. The angle velocity for rudder falling off depends on actual rudder force,
rudder angle, speed of vessel and actuator type. This time will be different for each steering gear and
type of vessel.

3.3 Operation from bridge / wheelhouse

The steering gear is operated from the bridge/wheelhouse by the Control/Indication Panel shown in
Figure 3-1.

For operation from the bridge, the Local/Remote switch on the starter cabinet has to be
in Remote Position.
12

Figure 3-1 Wheelhouse Panel

.
The function of each control button is shown in Table 3.1, while the description for the indication
lamps is given in Table 3.2. The description for the alarm lamps is given in Section 3.3.2.

Table 3.1 Control Button Description

Button Function Description
Pressing the button will start the hydraulic power
Start hydraulic
unit. Green lamp will light when hydraulic power unit
power unit
is running.

Pressing the button will stop the hydraulic power

Stop hydraulic
unit. Red lamp will light when hydraulic power unit is
power unit
stopped.
13

Button Function Description

Pressing the button will start the stand by/auto start

Auto On function. Green light will light when the Auto On is
activated.

Pressing the Auto Off button will disable the stand

Auto Off by/auto start function. Green light will light when the
Auto Off is activated.

Pressing the lamp test button will engage lamps in all

Lamp Test buttons and buzzer. The button is used to verify that
all lamps and buzzer are working.

Pressing the dimmer up button will increase the lamp

Dimmer up
intensity until maximum.

Pressing the dimmer down button will decrease the

Dimmer down
lamp intensity until minimum.

Pressing the Acknowledge button during an alarm

Acknowledge will stop the buzzer and change the alarm light from
flashing to fixed.

Pressing the button will make it possible to turn the

rudder to 64 degrees to each side if the speed is
64 DEGR. Angle limitation
under a certain set point. The maximum rudder angle
64 degrees
will be 36 degrees to each side if the speed is above
the set point, even if the button is activated.

36 DEGR.
Angle limitation Pressing the button will restrict the rudder angle to
36 degrees 36 degrees each side independent of the speed.

Manual Pressing the button will disengage the manual

Separation Off separation of the steering gear actuator.

Manual Pressing the button will engage separation of the

Separation 1 steering gear as described in section 4.2
14

Table 3.2 Indication lamp description

Button Function Description
A white lamp will light when the steering control is
Bridge Control switched to Remote on the starter cabinet. The
Ready hydraulic power unit can be operated from the
bridge.

A white lamp will light when the steering control is

Local Control
switched to Local on the starter cabinet. The steering
Ready
gear can only be operated locally.

A blue lamp will light when the hydraulic power unit

Pump Standby
is in standby mode.

Cross connection A yellow lamp will light when the cross connection
valve CC1 valve is electrically activated.

By-pass valve A yellow lamp will light when the by-pass valve is
BP1 electrically activated.

By-pass valve A yellow lamp will light when the by-pass valve is
BP2 electrically activated.

3.3.1 Normal operation

The normal operation of the steering gear from the wheelhouse is starting and stopping of the
hydraulic power units and switching between auto on and auto off.

Start of hydraulic power unit

In order to start one of the hydraulic power units, the following procedure applies:
1. Press the Start / Run button to start the hydraulic power unit.
2. A green lamp will light when the hydraulic power unit is running.

Stop of hydraulic power unit

In order to stop one of the hydraulic power units, the following procedure applies:
1. Press the Stop button to stop the hydraulic power units.
2. A red lamp will light when power unit is stopped.

Figure 3-2, Figure 3-3 and Figure 3-4 show normal operation of the steering gear. RED colour
indicates high pressure, BLUE colour indicates low pressure and GREEN indicates active
components. All figures show starboard rudder order.
15

Figure 3-2 Normal operation of steering gear, starboard unit running.

Figure 3-3 Normal operation of steering gear, port unit running.

16

Figure 3-4 Normal operation of steering gear, both units running.

Use of stand by / auto start function

The stand by / auto start function is activated by the following procedure:
1. Press the Auto On button to activate the stand by / auto start function.
2. A green lamp will light when Auto On is active.
3. The standby function is indicated by a blue light in the Pump Standby lamp.

The functions of the stand by / auto start is as follows:

1. When one hydraulic power unit is started, the stand by of the second hydraulic power unit will
automatically set.
2. If both power units are running and one is stopped, the stopped power unit will automatically go
to stand by mode.
3. The stand by function is disabled if the standby unit has an active alarm or if the Local / Remote
switch is in Local Position.
4. The consequence of each alarm when operating in Auto On mode is described in Section 3.3.2.

The stand by / auto start function is disengaged by the following procedure:

1. Press the Auto Off button to disable the stand by / auto start function.
2. A green lamp will light when Auto Off is activated. The light in the stand by lamp will disappear.

Check of lamps
The lamps and buzzer can be checked by pressing the Lamp Test button. All lamps will light and
buzzer will sound if they are working properly.

Use of dimmer
The dimmer buttons can be used to increase or decrease the lamp intensity between the minimum
and maximum.

3.3.2 Alarms
The alarms will show on the control/indication panel in the wheelhouse and on the indication panel in
ECR.
17

An alarm will be indicated by a flashing light and a buzzer sound. Pressing the Acknowledge button
will stop the buzzer sound and the light will change from flashing to fixed. The light will only
disappear when the function is back to normal.

The description of each alarm and the consequence for the steering gear system is shown in

Table 3.3. Information regarding alarm troubleshooting is given in Table 6.11 in Section 6.7.2.

Table 3.3 Alarm lamp description

Alarm Description
A red lamp will light when there
is a failure in the steering control
power circuit or when the
Remote / Local is in Local
Position
Consequence
In Auto On mode and switch in
Remote:
The other hydraulic power unit will
start.
In Auto On mode and switch in Local:
The other hydraulic power unit not will
start.

PHASE A red lamp will light when phase

NO VOLT
sequence is wrong, if one or In Auto On mode:
more of the phases are missing The other hydraulic power unit will
or power failure in the HPU start.
control circuit.

A red lamp will light when there

In Auto On mode:
is an overload of the electric
The other hydraulic power unit will
motor for the hydraulic power
start.
unit.

A red lamp will light for one of

the following failures:
• If the main spool in the main
valve block is stuck in open
In Auto On mode:
position, without any signal
The other hydraulic power unit will
to the solenoid valve.
start.
• If a signal to the solenoid
valve is given and the main
spool in the main valve block
is not fully responding.

A red lamp will light when the

Alarm only, the hydraulic power unit
differential pressure over the
will keep running.
filter exceeds 0.7 bar

A red lamp will light when oil

level in the expansion tank is Alarm only
below a certain level.

A red lamp will light when oil In Auto On mode:

level in the expansion tank is The other hydraulic power unit will
below a certain level below LV3. start and the separation system will
(low level) activate CC1, See Figure 4-3.
18

Alarm Description Consequence

A red lamp will light when oil
level in the hydraulic power unit
tank is below a certain level.
(low-low level)
In Auto On mode:
If the separation system has been
activated and both power units are
running the combination of LV3+LV2
or LV4+LV2 will activate BP2. It is
strongly recommended to stop the
hydraulic power unit with LV2
alarm if the other unit is running.

In Auto On mode:
If the separation system has been
A red lamp will light when oil
activated and both power units are
level in the hydraulic power unit
running the combination of LV3+LV1
tank is below a certain level.
or LV4+LV1 will activate BP1. It is
(low-low level
strongly recommended to stop the
hydraulic power unit with LV1
alarm if the other unit is running.

A red lamp will light when power

Single power failure will have no
supply to the separation cabinet
consequence. Failure in both will
from one or both of the starters
disengage the separation system.
fails.

The separation system is disabled.

The cross connection and by-pass
A yellow lamp will light when the
valves will not be engaged even if
switch on the separation cabinet
there are alarms for low oil levels.
has been switched to position 2
This function shall only be used if a
“Separation System Blocked”
cross connection or by-pass valve is
malfunctioning.

FREQ. INV. A red lamp will light when there In Auto On mode:
FAIL
is a failure in the frequency The other hydraulic power unit will
inverter. start.

3.4 Surveillance from ECR

An Indication panel is in installed in ECR. The panel is for indication only and has the same alarm
lamps as the Control and indication panel in the wheelhouse.

No operation of the steering gear system can be done from ECR. The panel is for
indication only.

All alarms on the indication panel are shown by flashing light. When the Acknowledge button is
pressed on the wheelhouse control panel, the light will be fixed. The light will disappear when the
function is back to normal.
19

3.5 Operation from steering gear room

The steering gear can be operated from the steering gear room, using the control buttons on the
starter cabinets. The steering gear can also be manually operated by manually activating the pilot
valves on the directional valve blocks. The starter cabinet is shown on Figure 3-5, while the valve
block is shown in Figure 3-6.

Operation from bridge will be disabled when the Remote/Local switch on starter cabinet
is switched to “Local”. The steering control power alarm will be activated.

Figure 3-5 Starter cabinet

3.5.1 Operation from the starter cabinet

In order to be able to operate the steering gear from the starter cabinet, the steering control switch
has to be switched to “Local”. A description of each control switch is given in Table 3.4

Table 3.4 Starter cabinet control switch description

Switch Function Description

With the switch in “Remote” position, the steering

Steering control system can only be controlled from the wheelhouse,
switch With the switch in “Local” position, the steering gear
can only be controlled locally.
20

Switch Function Description

Switch for start

Turning the switch to “Start” position will start the
and stop of
hydraulic power unit. Turning the switch to “Stop”
hydraulic power
position will stop the hydraulic power unit.
unit

The buttons shall only be used when the steering

control switch is on “Local” position.
Buttons for
By pressing the “P.” button, the vessel will turn to
manual steering
port.
(NFU)
By pressing the “S.B” button, the vessel will turn to
starboard.

MAIN SWITCH

Main switch

The local NFU shall normally be used for testing and service purposes only, e.g. rudder limit switch
adjustment.

3.5.2 Emergency steering from steering gear room

The steering of the vessel can be operated from the steering gear room. Emergency steering can be
done by pressing the push buttons on the hydraulic valve blocks.

The buttons on the starter cabinet may also be used for emergency steering. However, then a free
view to the Rudder Angle Indicator on the actuator is required.
21

Pilot for main spool

Pilot for idling valve

Figure 3-6 Directional valve block

Procedure for emergency steering
1. Establish communication with the bridge.
2. Switch over to local control on all starter cabinets.
3. Control the rudder on command from the bridge by operating the pilot valves on the directional
valve block, see Figure 3-6
4. Activate the pilot for main spool, then the pilot for idling valve.
5. When rudder is at order, release the pilot for idling valve and then the pilot for main valve.

The pressure will increase to relief valve setting if only the pilot for idling valve is
activated. Do not activate only the pilot for idling valve for longer periods this might
damage the pump.

The electrical limit switches is not in operation when the steering gear is operated
directly by the push buttons on the main valve block.
22

4 Oil separation system

The steering gear is a IMO type which means that the steering gear can be separated if there is an
oil leakage in the steering gear actuator or hydraulic system. The separation is either automatically or
manually and is controlled by the oil separation cabinet shown in Figure 4-1. The two separation
methods are further described in the following sections.

SUPPLY SUPPLY
ALARM FROM
PORT PUMP

SEPARATION LEVEL SUPPLY

SYSTEM SWITCH FROM
BLOCKED LV3 ST.B. PUMP

LEVEL
SWITCH
LV4

LEVEL LEVEL
SWITCH SWITCH
LV2 LV1

CROSS
CONNECTION
CC

BY PASS BY PASS
VAVLE VALVE
BP2 BP1

STEERING GEAR

TEST/FUNCTION SW 1 NORMAL
2 SEPARATION SYSTEM BLOCKED
1 2
3 3 PUMP PORT IN OPERATION
TEST ONLY
4 4 PUMP ST.B. IN OPERATION

Figure 4-1 Oil separation cabinet

23

Switch Function Description

Test / function Position 1:
switch for the The switch shall be in this position for normal
separation operatoin
system
Position 2:
The separation system is disabled. The cross
connection and by-pass valves will not be engaged
even if there are alarms for low oil levels. This
function shall only be used if a cross connection or
by-pass valve is malfunctioning.

Position 3:
Separation as shown in figure

Position 4:
Separation as shown in figure

Position 3 and 4 is for testing the separation system and shall only be used when
alongside the quay or at anchoring.

The steering gear is separated by activating the cross connection valves and by-pass valves.

Figure 4-2 is showing placement of the valves and level switches. CC is cross connection valve and
BP is by-pass valves. RED colour indicates high pressure, BLUE colour indicates low pressure,
YYEELLLLO
OWW indicates very low pressure and GREEN indicates active components.

4.1 Automatic separation

The automatic separation is controlled by the separation cabinet and level switches. The Auto On
function has to be activated in order for the automatic separation system to be enabled. The
separation system is activating the cross connection valves and by-pass valves dependent on where
the leakage is located and which power unit is running. The level switch gives a signal to the
separation cabinet which activates the valves.
 24

PORT

Figure 4-2 Placement of valves and level switches

Figure 4-3 is showing the situation after the standby power unit has been started after LV3 and LV4
has been activated due to low oil level. The LV4 alarm will automatically start the standby power unit
and when the unit has started the CC1 valve will be activated. The actuator has been separated.

Figure 4-3

25
26

Figure 4-4 is showing the situation when there is no oil in the port power unit. The LV2 has been
activated, low-low level. There will be no oil pressure from port pump, but there will still be signal to
the valve block. It is strongly recommended to stop the power unit with LV2 alarm. The BP2 valve is
activated and the steering gear is operated on starboard vane. The port side of the actuator is
bypassed.

Figure 4-4
27

Figure 4-5 is showing the situation when there is no oil in the starboard power unit. The LV1 has been
activated, low-low level. There will be no oil pressure from starboard pump, but there will still be
signal to the valve block. It is strongly recommended to stop the power unit with LV1 alarm. The BP1
valve is activated and the steering gear is operated on port vane. The starboard side of the actuator is
by-passed.
F

Figure 4-5
28

4.2 Manual Separation of steering gear.

The manual separation of the steering gear is not based on oil leakage, but on which of the power
units that are running.

Man sep.
By pushing the Man sep 1 button the steering gear will be separated as follows:

If both units are running it will be separated as shown in Figure 4-3

If starboard unit unit is running it will be separated as shown in Figure 4-4
If port unit is running it will be separated as shown in Figure 4-5

5 Frequency inverter system

The steering gear is equipped with a frequency inverter.
The system consists of a frequency speed controlled motor/pump with motor braking system and a
DOL (Direct on line) bypass switch. The cabinet also include a ventilation system and alarm unit.
Order control signal from autopilot / FU system.

Function is as follows:
In between rudder orders the frequency drive will run the motors at minimum speed, normally around
¼ of nominal speed.
When order is given from the NFU/FU steering control system or the autopilot to move the rudder, a
signal is going to activate the corresponding solenoid valve of the steering gear actuator. This signal
is also transferred to the frequency inverter and initiates a ramp up of the pump motor speed and
increase the oil flow. The first 3 sec. (adjustable), the acceleration rate is low. After 3 sec. the
acceleration curve is steeper.

We obtain soft rudder action when the autopilot is giving small orders. When bigger orders are given
the motor speeds up to full r.p.m. to keep the rudder turning speed in accordance with class
requirements.

The braking system is used to help slowing down the motor speed at the end of a rudder order.
Generated power from the motor is routed over braking units to be “burned off” at the braking
resistors on top of the cabinet.

In this way we will obtain smoother action, produce less heat, less noise, and lower the power
consumption with around 70%-80%.
Lower oil temperature will improve lubrication and extend the lifetime of seals and bearings.

A switch in the cabinet door makes it possible to change between OFF, DOL (direct on line
emergency) and FREQUENCY INVERTER DRIVE.
If there is a problem with the frequency inverter the inverter can be bypassed by switching over to
DOL mode.
The pump unit is still fully operational and will run with full speed as a standard power unit.
29

MAIN SWITCH

0 P1
1

S1

MAIN SWITCH

0
1

S1

DOL / FREQUENCY INVERTER

OFF DOL / FREQUENCY INVERTER

DOL FREQ.
OFF
INV. DOL FREQ.
INV.
S2 S2

6 Maintenance
6.1 General
The steering gear is amongst the most critical equipment onboard a modern vessel. Failure in the
steering system may lead to operational problems, off-hire, extensive maintenance and in worst case
fatal accidents.

Proper inspection and maintenance is the key issue for trouble-free operations during the lifetime of
the vessel.

6.2 Inspection and maintenance during normal operation

The inspection and maintenance requirements during normal operation of the Porsgrunn steering
gear are very limited. The vessel crew should be capable to perform this work, based on information
given in the Owner’s Manual.

Reference is also made to SOLAS, part I, Chapter V, regulation 19-2.

6.2.1 Maintenance after start-up

When commissioning and start-up of the steering gear is performed, there is minor additional
maintenance required during the initial period of service. Complete checklists from the start-up and
commissioning should be available for the vessels records.
30

During the initial period in service we recommend that the following items are inspected and checked.

Table 6.1 Inspection and maintenance after start-up

Inspection
Item Inspection point Corrective action
interval
Flexible coupling and alignment
Proper alignment to be
1 Initial for free standing hydraulic power
performed
units.
Change from flushing filter to
2 3 months Oil filter
normal filter

The oil filters are not washable. The filters shall be replaced, not cleaned.

6.2.2 Preventive maintenance during operation

The operational requirements stated in SOLAS Part I, Chapter V, regulation 19-2 is governing for the
overall testing of the steering gear units. Porsgrunn steering gears require only a very low level of
continuous inspection and maintenance during operation. It is however important to follow up the
inspection requirements specified below, as early indications of faults and erroneous operation is a
key issue to avoid major maintenance of the steering gear.

Table 6.2 Preventive inspection and maintenance

Inspection
Item Inspection point Corrective action
interval
Refill oil if outside required
amount. Be aware of the
Check of oil level in expansion
D.1 Daily thermals expansion of the oil.
tank
If problem persist, see inspection
item D.2
Re-tighten the leaking connection
if possible. If not possible,
contact Porsgrunn for further
Check the steering gear for
D.2 Daily information. Re-tightening of
eventually abnormal leakages.
hydraulic blocks should be
performed according to
Porsgrunn recommendations.
Re-tighten loose bolts and
Perform a visual control of all
connections, if any.
components such as indicators,
D.3 Daily Damaged parts to be replaced or
piping, link arms, electrical
repaired immediately, contact
connections
Porsgrunn for further information
Control pump units and actuator
D.4 Daily for abnormal noises and/or
vibrations
Visual check of all bolted
M.1 Monthly Tighten loose bolts.
connections
31

Pipes and pipe connections to be Tighten loose bolts. See also

M.2 Monthly
visually checked Item D.2 for further information
Check adjustment of electric limit Adjustment to be performed if
M.3 Monthly
switches required. See Section 6.4.2.
M.4 Monthly Functional test of alarm system. See section 6.4.3 for details.
Check adjustment of rudder Adjustment to be performed if
M.5 Monthly
indicators. required.
Check flexible coupling between Replace flexible element if worn
M.6 Monthly
electrical motor and pump out
Every 2nd Functional test of the separation Contact Porsgrunn if system is
M.7
month system. See section 4 for details malfunctioning.
Perform oil sampling according to
Q.1 Quarterly Perform oil sampling
Section 6.5.1.
Every 6 Replace filter cartridge when filter
H. 1 Check filters
month clogged alarm
Every 6
H. 2 Check magnetic bars, if installed Clean magnetic bars, if required
month
Every 6 Check ventilation filters in
H. 3 Change if necessary.
month frequency inverter cabinets
Check electrical terminals in
Y.1 Yearly starter cabinets and on pilot valve Tighten up connection if required.
solenoids
Repair or replace level switches if
Y.2 Yearly Check of level switches
damaged
Re-tighten if required. For further
Y.3 Yearly Check of lower packing gland
details, see Section 6.4.4.

6.3 Recommended main inspection and maintenance intervals

Maintenance interval of the steering gear actuator is dependent on many factors. Among the most
important ones are:
• Proper alignment and installation of the actuator
• Hydraulic oil maintenance
• Mean service temperature of hydraulic oil
• Type of rudder
• Type of vessel and trade
• Steering control system
During the design and delivery of the steering gear, these factors are taken into account. However, as
some of them comprise large uncertainties, it is difficult to specify standard service intervals for
steering gears.

6.3.1 Main Inspection intervals

The following main inspection interval is recommended based on service history and knowledge of
steering gear operation from many years.

Maintenance of a steering gear may be caused by various reasons. The inspection

intervals given below are only a recommendation. If any abnormalities or malfunction is
experienced during normal operation, Porsgrunn should be consulted.

Table 6.3 Recommended main inspection intervals

32

Inspection
Item Inspection point Corrective action
interval
Upper bearing Based on measured clearances,
1 1-3 years Rudder carrier renewal of bearings might be
Clearances upper bearing required
Check of relief valve setting and
2 1-3 years Relief valve adjust if required. General
overhauling if required
Sealing to be changed if
Hydraulic power units
3 1-3 years leakages are found. General
Pump unit
overhauling if required
To be changed if worn out or
4 1-3 years Magnetic bars
damaged
Switching relays for pilot valve To be replaced if worn out or
5 1-3 years
Timer blocks for switching relays damaged
Sealing to be changed if
5 years/
6 Main Valve Blocks leakages are found. General
Docking
overhauling if required
Sealing to be changed if
5 years/ General inspection and
7 leakages are found. General
Docking examination of hydraulic system
overhauling if required

6.4 Test, adjustment, repair and disassembly/assembly instructions

Disassembly and assembly of the steering gear actuator shall normally be performed by service
technicians from Porsgrunn. However, in some cases it may necessary for the vessel crew to be able
to disassemble the steering gear without assistance from external service technicians. For
disassembly of the steering gear, contact Porsgrunn for further instructions. This section describes
the tests and adjustments which can be performed by the vessel crew.

The steering gear actuator is a mechanical component made with fine tolerances. Make
sure that the internal parts of the steering gear are not contaminated or damaged during
the work.

Breaking the sealing of the actuator during the guarantee period may lead to loss of
guarantee from Porsgrunn.

6.4.1 Functional test of steering gear

Requirements for functional testing of steering gears is described in SOLAS, part I, Chapter V,
regulation 19-2. The tests shall be performed within 12 hrs before departure. For ships operating
regularly on voyages of short duration, the tests may be performed weekly.

The test shall include the following items:

• The main steering gear
• The auxiliary steering gear
33

• The remote steering gear control system

• The steering positions located on the navigation bridge
• The emergency power supply
• The rudder angle indicators in relation to the actual position of the rudder
• The remote steering gear control system power failure alarms
• The steering gear power unit failure alarm
• Automatic isolation arrangements and other automatic equipment

The tests and checks shall include the following:

• The full movement of the rudder according to the required capabilities of the steering gear.
• A visual inspection of the steering gear and its connecting linkage
• The operation of the means of communication between the navigation bridge and the steering
gear compartment.

All tests shall be noted in the logbook of the vessel.

6.4.2 Adjustment of electrical limit switches

The following procedure shall be used for adjustment of the electric limit switches:
1. Use the NFU steering control on the starter cabinet during this operation.
2. The limit switches shall break the electrical signal before the rotor reaches the mechanical
stoppers. The electrical angle limitation set point is 36 degrees for the first set and 64 degrees for
the second set.
3. Adjust setpoint by moving the cam on the mechanical rudder angle indicator or roller activator on
the limit switch
4. The same procedure is to be followed until all limit switches are adjusted to the correct set point.

6.4.3 Functional test of alarm system

Alarm Test procedure

Overload Trip test button on overload relay F0 in starter cabinet
Phase / No volt Open main switch in starter cabinet
Steering Control Power Open MCB F1 in starter cabinet
Hydraulic lock System to be in remote and NFU steering mode:
Manually activate the pilot valves. There is a time delay so it has to
be activated for 5 to 10 seconds for the alarm to occur.
Low level Remove cover from the level switch and engage the test button. There
is a time delay for the alarm to occur. Test button has to be engaged
for 5 to15 seconds for LV4 and 0 to 5 seconds for LV3, LV2 and LV1
Filter Clogged Remove plug from filter indicator. There is a 5 minute delay for the
alarm to occur after start of the power unit. After that the delay is
reduced to 10 seconds.
Supply Open MCB F1 or F2 in oil separation cabinet
Separation Valves Blocked Turn function/test switch on separation cabinet to position 2
Frequency inverter Turn off main switch. (NOTE! Other alarms may also occure)

6.4.4 Re-packing of lower packing gland

1. Drain actuator if complete re-packing by using the drain plugs in the actuator housing
2. Unscrew bolts and lower the gland carefully
3. Use a packing extractor and pull out all packing rings (normally 5 pcs.)
34

4. Repack with recommended packing. See spare parts in Annex E.

5. Packing rings for rotary applications have to be using a straight cut, perpendicular to the shaft. In
this case, the ends of cut are below an angle of 12°- 20° to each other.
6. The cut ends have to butt against each other and the rings also have to press against the outside
of the stuffing box. Avoid possible over-compression since this will cause the packing to grip the
shaft and cause twisting when the shaft is rotated.
7. The packing is to be cut to length with a packing cutter. If the packing cutter is unavailable, please
proceed as follows:
8. The correct cut length is calculated according to the following formula:
• LM = (d + s) •π + x (mm)
• x = allowance factor,
• x ≈ 2 to 3% depending on the shaft Ø and has to be checked while cutting the first ring
supporting effect packing

LM

housing

Figure 6.1 Dimensions

9. Examine for pits and scoring before installation of packing. Clean the sealing surfaces thoroughly.
10. In order to facilitate installation it may possibly be necessary to re-size the packing. Our
packing can be re-sized without problems manually therefore improving flexibility in
installation. The packing may easily be resized by rolling with a small piece of pipe, no
special roller equipment should be needed.

Asbestos-free materials under no circumstances should be re-sized in a vise,

or with a hammer or similar. This will lead to destruction of the internal structure
of the packing.

11. The five packing rings are fitted separately and with the cut offset to each other when
installed (90°-180° rotated).

1
2
3
Figure 6.2 Packing

12. The installation of each packing ring is performed as follows.

35

• The ends of cut are at first pressed into the stuffing box. Pay attention that the cut
ends do not slip.
• The opposite point of the ring to the cut is then to be pressed into the stuffing box.
• The remainder of the ring is pressed finally into the stuffing box.
13. In the installed state, the rings must not protrude over the stuffing-box edge. The gland
must fit into the stuffing-box with a gland recess > 0.5 x packing width.
14. At first, tighten the gland nuts quickly and compress the packing 10 to 15 % of H (H=
complete height of all installed rings). Afterwards, release the gland screws.
15. Then position the gland follower by manually tightening the nuts. When hand-tight, tighten
nuts a further 1/2 turn with a spanner.

6.4.5 Alignment of motor and pump

The hydraulic power units are mounted directly on the deck and the alignment of the motor/pump is
vital for secure and long time operation.

It is very important that the alignment of the pump/motor coupling is correct, see
Figure 6-3, Table 6.4 and Table 6.5. Porsgrunn takes no responsibility if the pumps are
running without the correct alignment.

Figure 6-3 Flexible coupling

See Technical Specification for Coupling Type.

Table 6.4 Deviation values for flexible coupling alignment.

COUPLING TYPE Max Max Min Max
Kr (mm) Kw (°) S (mm) S (mm)
A 24/32 SINT 0,10 0,7 2,0 2,7
A 28/38 SINT 0,12 0,7 2,5 3,25
A 38/45 GG 0,12 0,7 3,0 3,9
A 42/55 GG 0,15 0,7 3,0 4,0
A 48/60 GG 0,17 0,8 3,5 4,55
A 55/70 GG 0,18 0,9 4,0 5,1
A 65/75 GG 0,20 0,9 4,5 5,8
A 75/90 GG 0,20 0,9 5,0 6,5

Table 6.5 Proportional displacement table

AD RD
100
0% %
36

10 % 90 %
20 % 80 % In case of angular displacement (AD) and radial
30 % 70 % displacements (RD) at the same time, you can
40 % 60 % use the values only proportionally.
50 % 50 %
60 % 40 % Example:
70 % 30 % AD 90% => RD max. 10%
80 % 20 %
90 % 10 %
100
% 0%

6.4.6 Check/adjustment adjustment of relief valve settings

Before the relief valve setting is checked a notice shall be given to Captain and/or Chief Engineer,
that rudder has to be turned hard over. A warning notice “Work in progress” or similar to be placed in
Wheel House and ECR.

Do not run the power unit at relief valve pressure for longer periods as this will damage
the pump.

Check/adjustment of relief valve setting for directional valve blocks:

1. Switch Local/Remote on main starters to Local position.

2. Connect pressure gauge to TPP on main valve block.
3. Close the ball valve block.
4. Start the power unit.
5. Manually activate pilot valve for idling valve and read the pressure on the pressure gauge.
6. If the pressure is not in accordance with the technical specification, adjustment is necessary.
7. Remove cap nut and locking nut. It is important that the adjustment screw is kept in position
when removing the nuts.
8. Turn adjustment screw clockwise to increase the pressure setting and counter clockwise to
decrease.
9. Tighten the secure nut when the opening pressure is correct.
10. Check the opening pressure after nut has been tightened.
11. Mount the cap nut when the pressure setting is in accordance with the technical specification.
12. Open the ball valve block.

Check/adjustment of actuator relief valve setting:

1. Follow the procedure for adjustment of relief valve setting for directional valve block and
adjust the relief valve opening pressure to 100 bar for one valve block.
2. Open the ball valve block.
3. Turn the rudder to port mechanical stopper by manually activating the pilot valves.
4. Read the pressure on the pressure gauges when reaching the stopper.
5. Turn the rudder to starboard mechanical stopper by manually activating the pilot valves.
6. Read the pressure on the pressure gauges when reaching the stopper.
7. Adjustment is necessary it the pressure is not in accordance with the technical specification. If
relief valve pressure is in accordance with the technical specification, skip item 8 to 15.
8. Open cap nut and locking nut on both relief valves.
37

9. Turn the adjustment screw on the relief valve on starboard side counter clockwise fully out.
10. Turn the adjustment screw on the relief valve on port side clockwise fully in.
11. Manually activate the pilot valves and adjust the port relief valve setting to the value listed in
the technical specification by turning adjustment screw clockwise.
12. Tighten locking nut.
13. Adjust the starboard relief valve to the value listed in the technical specification by turning
adjustment screw counter clockwise.
14. Tighten locking nut.
15. Turn the rudder to the mechanical stopper at the other side and check that the relief valve
opening pressure is in accordance with the technical specification.
16. Mount cap nut on both relief valves.
17. Close ball valve.
18. Adjust relief valve on directional valve block to the value listed in the technical specification
and tighten locking nut.
19. Mount cap nut.
20. Open ball valve.

6.5 Hydraulic oil maintenance

Properly hydraulic oil maintenance is vital for obtaining low failure rates and long lifetime for hydraulic
systems.

6.5.1 Oil sampling and maintenance

It is recommended to follow the inspection and sampling intervals specified in section 6.2.2.

Visual Inspection
A visual inspection shall at least include the items in Table 6.6. Other items may be included based
on owner’s requirements.

Table 6.6 Check points for visual inspection

Item Checkpoint Description and requirement Corrective action
Oil level in the expansion tank
shall always be between ¼ and
1 Oil level Top up if required
¾ of the sight glass at
operating temperature.
If steering gear is continuously
The temperature shall in
running with too high
2 Oil temperature normal conditions not be above
temperature, Porsgrunn should
70°C.
be contacted
Oil filter If oil filters are clogged, replace
3
indicators filters
Fluid visibility If sudden changes, oil sampling
5 Oil appearance Fluid colour should be performed or fluid
Fluid odour changed

Oil sampling
Oil sampling shall be performed at recommended intervals, see section 6.2.2. Oil samples shall be
sent to a recognized laboratory for analysis. As a minimum a particle count analyse have to be
performed.

There are metal upon metal contact in the bearings, rudder carrier and sealing bars. Due to this some
content of iron (Fe) and copper (Cu) will be found in the oil sample.
38

Oil samples shall be taken from the TPP/MP connection on the directional valve block.

The sampling is to be performed according to recognized standards.

Typical check points for oil samples are given in Table 6.7. Note that this is a general
recommendation only and that each laboratory and oil supplier may have other procedures for fluid
analysis.

Table 6.7 General check points for hydraulic fluid sampling

Item Checkpoint Description and requirement Corrective action
Perform new sampling. If
Particle contamination level continuously increasing through
Particle
1 shall be within 20/18/15 ISO several samplings, change oil. It
contamination
4406:1999 is recommended to clean the
system before filling new oil.
Perform new sampling if
Hydraulic fluid shall be of ISO decreasing significantly. If
2 Viscosity VG 68. The fluid viscosity index continuously decreasing or
shall be above 130 outside specified limits, change
the oil.
Perform new sampling if sharp
pH-value within the oil suppliers
3 Acid contents change in pH-value (factor 2-3).
recommendation
If change remains, change fluid.
Additive Content according to oil According to oil suppliers
4
contents suppliers specification recommendation

6.5.2 Fluid change procedure

It is recommended that the following procedure is used when hydraulic fluid is to be changed. The
fluid stored in the pipes and components is normally not changed, as this is a very small volume
compared to the tank and actuator volume.

Before starting the work, make sure that the pumps cannot be started while the oil tank
is empty. It is recommended that the pump used for pumping hydraulic fluid is used only
for this purpose, as mixing of different oil qualities may cause chemical reactions.

Secure rudder stock/rudder properly before the work is started

1. Empty the oil from the tanks and the actuator through drain plugs and pump the oil into spill-fluid
barrels.

2. Spill fluid barrels should be marked properly and stored separately in order to avoid mixing of
used and new hydraulic fluid.

3. Tank covers should not be opened unnecessarily, unless it is required to clean the tank bottom.
This to avoid exposure of tank internals to possible pollution.

If the system fluid has got heavily contaminated by water, slough formation or
breakdown of some system components, the hydraulic system needs to be cleaned. We
recommend that Aker Porsgrunn AS is contacted for assistance and supervision in such
cases.
39

4. Check that the new fluid barrels have been properly sealed during storage and that they contain
correct fluid type

5. Check that the equipment used for fluid filling is clean.

The steering gear shall always be filled up with fluid through a filter pump with maximum
25 micron abs filter element, as tests have shown that particle contamination level in
new sealed oil barrels may be higher than recommended.

6. Check that the tank is clean and dry if it has been opened for cleaning.

7. Oil filling of the actuator is done through the ventilation holes on the cover. Before filling, ensure
that all ventilation holes are open and that the air valves/pipes/gauges are unscrewed. For this
filling procedure it is assumed that the oil is properly filtered.

8. Oil filling of the expansion tank and the hydraulic power units is done from the storage tank.
Before filling, ensure that valves for expansion pipes are open. Air bleeding of oil tanks is done by
removing the plug on top of filter housings.

When emptying barrels, ensure that the hydraulic oil is not contaminated by water and/or
sludge in the bottom of the barrel.

9. When the level in the sight glass on the expansion tank is approximately half full, the steering
gear is ready for testing.

10. Before air bleeding, make sure that there is enough oil in the expansion tank during the whole
operation. The tank should be at least half full.

11. Start one pump and give the port and starboard buttons on the respective starter cabinet short
pulses, see section 3.5.1 .

12. Take short breaks during the operation and let the air bleed through the vent screw on the
manometers.

13. Turn approximately 15° to both sides for air bleeding minimum 3 times.

14. During this first operation the oil level will decrease. Refill if necessary.

15. Let the pumps run for about 30 minutes and stop the hydraulic power unit if there are any
abnormal noises, vibrations etc.

6.5.3 Recommended oil types

It is advised to use hydraulic oil from a well known supplier with a widespread distribution network.
The hydraulic oil should be chosen based on recommendations from the oil supplier. The following
main requirements apply:

• The oil must comply with the specifications for the installation, in particular with regards to
viscosity limits, viscosity index, temperature range and additives.
• The selection of hydraulic oil shall normally be taken from the list of recommended hydraulic oil
types. Deviations shall be approved by Aker Porsgrunn.
40

• Mixing of two different oil qualities and / or oil from different suppliers shall be avoided.
• Hydraulic oil shall always be delivered on sealed barrels.

The list of recommended oil types is given in Table 6.8.

Table 6.8 Recommended oil types

Supplier /
Type Oil type: ISO 68 Vi>130
Brand name
Shell Tellus T 68 ISO Grade 68 Viscosity Index 150
BP Bartran HV-68 ISO Grade 68 Viscosity Index 142
Univis N 68 ISO Grade 68 Viscosity Index 151
Esso
DTE 16 M ISO Grade 68 Viscosity Index 131
Mobil
SHC 526 ISO Grade 68 Viscosity Index 158
VISGA 68 ISO Grade 68 Viscosity Index 155
Total
Equivis ZS 68 ISO Grade 68 Viscosity Index 161
Statoil HydraWay HVXA 68 ISO Grade 68 Viscosity Index 156
SK ZIC SUPERVIS X68 ISO Grade 68 Viscosity Index 150

Chevron Rando HDZ 68 ISO Grade 68 Viscosity Index 155

Texaco Mechanism LPS 68 ISO Grade 68 Viscosity Index 154
Castrol Hyspin AWH-M 68 ISO Grade 68 Viscosity Index 150

Sealed oil barrels shall always be stored according to suppliers recommendation. If half filled barrels
are put away for storage, check that the plugs are properly closed.

6.6 Spare parts

The Porsgrunn steering gear is normally delivered with a small amount of spare parts. These spare
parts are intended for start-up and first time operation of the steering gear. The spare parts delivered
is shown in Table 6.9.

Table 6.9 Spare parts

Spare part No. off Description
To be replaced after removal of top cover for inspection
O-ring for top cover 1
or service
Filter insert 1 To be replaced as required
Flexible element for For coupling between electric motor and hydraulic pump.
1
coupling To be replaced as required
Hexagon key
1 For tightening and loosening cover bolts
NW27
Bulb for starter
3 To be replaced as required
panel
41

For continuous and trouble-free operation of the steering gear and in order to prevent off-hire for the
vessel, it is recommended to keep spare parts as specified in Table 6.10 onboard the vessel at any
time.

Table 6.10 Recommended list of spare parts to be kept onboard at any time
Spare part No. off Description
Screw pump 1
Set of pilot valves 1
Filter cartridge for operation 2
Seal kit for screw pump 1
Complete coupling between motor and pump 1
Flexible element for coupling 2
Ball bearing for electrical motor 1 1 set
Power supply for steering control circuit 1
Motor contactors 1 1 off each
Sensor for hydraulic lock 2
Timer block 2
Diodes 6
Switching relay for pilot valve 2

Porsgrunn steering gears are made up of high quality components and equipment, selected specially
for this type of machinery and operation. It is strongly recommended to use original spare parts, in
order to maintain safe and sound operation of the steering gear.

Spare part lists for the steering gear is included in Appendix E – Spare Parts.

Aker Porsgrunn has established a spare part program for all type of Porsgrunn steering gears.
Commonly used spare parts are available from stock. When ordering spare parts, the following
information is required:

• Steering gear serial number: S-…………

• Steering gear type: XXX-XXX / X IMO
• Vessel name, yard and hull number
• Drawing number and item number if available
• Article number and description

When ordering spare parts, please send the request to:

Aker Porsgrunn AS
P.O. Box 1714
NO-3998 Porsgrunn
Norway
Mail: spareparts.porsgrunn@akersolutions.com
Fax: +47 35 93 12 01 / +47 35 93 12 02
42

6.7 Troubleshooting
The steering gear is a critical component in operation of the vessel. Any alarm or malfunction should
therefore be carefully considered in each case. Proper reaction upon alarms or other malfunction may
prevent damages to the equipment and subsequent incidents.

This section is included in the owner’s manual in order to give the crew recommendations on how to
handle alarms and other failure modes. It should also help the crew to report serious problems to
Porsgrunn in order to give the best and fastest support to the vessel.

6.7.1 General procedure when rudder does not follow order

In some circumstances the rudder may not respond to order. If this happens, follow below procedure:

1. Change over to NFU steering mode.

2. Stop and start each pump in turn until control is regained.
3. If the problem still remains, perform emergency steering according to section 3.5.2
4. During the incident or immediately after, write down course of events as detailed as possible. This
will ease troubleshooting later. Include at least the following items:
• What happened to the rudder?
• What steering mode was used – autopilot, FU hand wheel, NFU?
• What system was active, 1 or 2
• What order was given?
• Which pump(s) was running?
• Which actions were taken?
• Vessel speed and course?
• Wind?

6.7.2 Alarms
Main alarms, causes and possible solutions are given in Table 6.11. Se Table 3.3 in section 3.3.2 for
alarm lamp identification.

Table 6.11 Alarm troubleshooting guide

Alarm Steering control alarm
Cause
a) Check that remote / local switch is in “remote” position
b) Check circuit breaker F1.
Solution
c) Check power supply G2 by measuring voltage on primary and secondary
side.

Alarm Phase / No Volt alarm

Cause
If no light in the “Main supply” lamp on the front of the starter cabinet:
a) Check phase monitoring relay K8 and relay K5.
b) Check circuit breaker F3/F4/F5/F7 and F9
c) Check that Main switch Q1 is “ON”
d) Check voltage:
Solution • primary on Q1
• secondary on Q1
• primary on T1
• secondary on T1
• primary on T2
• secondary on T2
43

If light in the “Main supply” lamp on the front of the starter cabinet:
e) Check phase monitoring relay K8 and relay K5.

Alarm Overload
Cause
a) Check motor current and listen for abnormal noise.
b) Check and reset overload relay F0
Solution c) Stop pump and check that the pump runs freely.
d) Check flexible coupling.
e) Check that shut off ball valves are open.

Alarm Hydraulic lock

Hydraulic lock alarm is a phenomenon that may happen when a failure makes
the main valve jam. This situation may further result in blocking the possibility
Cause
for the standby pump to move the rudder as the units are working against each
other.
The hydraulic lock alarm is based on input signals from the steering gear
remote control (FU/NFU/ Autopilot-system) and the response from the
inductive sensors on the main hydraulic valve blocks.
These signals are compared in the programmable logic controller (PLC) and if
the response of the valve does not correspond to the given order the
“Hydraulic lock” alarm will activate.

In order to find a solution for a “hydraulic lock” alarm problem, do the following
investigation onboard and give us a report of your observations:
• Switch over to local steering mode on starter cabinet for the actual pump and open
the door to get access to the PLC.
• When the rudder is activated by the local NFU control on the front of starter door,
LED 1CH03 shall follow LED1CH01 for port rudder movement and LED 1CH04
shall follow LED 1CH02 for starboard rudder movement.
Solution • The difference in activating time must be less than 5 sec.
• Try to make some big rudder movements and observe the LED’s
• LED 1CH01 followed by LED 1CH03: ________Sec.
• LED 1CH02 followed by LED 1CH04: ________Sec.

If the sensor plugs (2 pc. on each hydraulic block) is equipped with LED’s (Not
mounted on all system):
• “Green light”, indicate “Supply Power On”
• “Yellow light”, indicate rudder movement (Sensor is activated)

Note: It shall be mentioned that most hydraulic lock alarms are false and
caused by a defect or dirty inductive sensor. Indication of a defect /dirty sensor
is that the yellow light is not activated when the rudder moves or the light is
constantly lit.

Alarm Filter Clogged

Cause Differential pressure over filter is above set value or filter indicator is defect.
a) Check oil temperature. Cold oil may give filter clogged alarm.
Solution b) Check that filter indicator is functioning
c) Renew filter
44

Alarm Oil level

Cause Low oil level in expansion tank or defective level switch
a) Check oil level in expansion tank
Solution
b) Check that the level switch is functioning

Alarm Oil level pump tank

Cause Low oil level in pump tank or defective level switch
a) Check that the ball valve on expansion pipe is open
Solution b) Check oil level in expansion tank
c) Check that the level switch is functioning

Alarm Frequency inverter failure

Cause Failure in frequency inverter or breaking system
Switch of main switch for reset, wait for 1 minute and switch on again. If failure
Solution
still remains, read failure code in display and contact supplier.

6.8 Service assistance

Aker Porsgrunn - Porsgrunn Steering Gear provide high quality service World Wide.

Our high skilled Service engineers are customer and solution focused.

We provide service wherever the customer wants us and assist with troubleshooting both in the field
and from the office.

We are flexible and will always find a good solution for our customers.

The contact information is:

Aker Porsgrunn AS
P.O. Box 1714
NO-3998 Porsgrunn
Norway
Mail: service.porsgrunn@akersolutions.com
Phone: +47 35 93 12 00
Fax: +47 35 93 12 01 / +47 35 93 12 02
45

APPENDIX A

TECHNICAL SPECIFICATION
46

APPENDIX B

DRAWINGS
47

APPENDIX C

ELECTRICAL DRAWINGS
48

APPENDIX D

CERTIFICATES
49

APPENDIX E

SPARE PARTS