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NES 339 Requirements For Steering and Stabilizer Systems For HM Surface Ships and Royal Fleet Auxiliaries - Category 1
NES 339 Requirements For Steering and Stabilizer Systems For HM Surface Ships and Royal Fleet Auxiliaries - Category 1
NOTE
This standard is Provisional
If you have difficulty with its application
Please advise UK Defence Standardization
Category 1
DATE OF
ISSUE
TEXT AFFECTED
SIGNATURE &
DATE
Revision Note
This Issue of this Standard has been prepared to incorporate changes to text and presentation.
The technical content has been updated in line with current practice.
Historical Record
Def Stan 02-339 Issue 1
Def Stan 02-340 Issue 1
NES 339 Issue 1
NES 340 Issue 1
1 April 2000
1 April 2000
December 1989
November 1989
Sponsor (MDMS8a3):
UK Defence Standardization
Standards Programme Manager 9
Room 1138
Kentigern House
65 Brown Street
Glasgow G2 8EX
Your Reference :
Our Reference : D/DStan/69/02/339
Date : 15 August 2002
The purpose of this form is to solicit any beneficial and constructive comment that will assist
the author and/or working group to finalise the above standard for full publication.
Comments are to be entered below and any additional pertinent data which may also be of use
in improving the standard should be attached to this form and returned to writer at the above
address. A full review of the document will take place within one year of being published as
an Interim standard.
No acknowledgement to comments received will normally be issued.
NAME: B McALISTER SIGNATURE:
BRANCH: DSTAN
___________________________________________________________________________
1. Does any part of the standard create problems or require interpretation:
YES
NO
YES
NO
Continued over
Clause
Comments
Proposed Solution
4. I/We agree that this Interim Standard, subject to my/our comments being taken into consideration, when
published in final form will cover my/our requirements in full. Should you find my/our comments at
variance with the majority, I/we shall be glad of the opportunity to enlarge upon them before final
publication.
Signature.................................................................Representing.......................................................
Telephone number:
Submitted by (print or type name and address)
Date:
Our Ref:
ISSUE 2
Published by:
Defence Procurement Agency
An Executive Agency of The Ministry of Defence
UK Defence Standardization
Kentigern House
65 Brown Street
Glasgow G2 8EX
1
This Defence Standard (DEF STAN) 02339, in conjunction with the documents referred to
herein, specifies the design requirements for Steering and Stabilizer Systems in HM Surface
Ships and Royal Fleet Auxiliaries (RFA).
2.
This Defence Standard provides guidance on the environmental conditions in which the
equipment shall operate and remain fully functional. It also provides guidance on safety,
testing, installation, inspection Setting to Work (STW), trials and preservation requirements.
3.
Details of hydrodynamic parameters of Rudder and Stabilizer Fin design are not covered in
this Standard, Where relevant, reference shall be made to the requirements of the System
Requirement Document (SRD).
This Defence Standard is sponsored by the Warship Support Agency (WSA), Ministry of
Defence (MOD).
2.
Any user of this Standard either within MOD or in industry may propose an amendment to
it. Proposals for amendments that are not directly applicable to a particular contract are to
be made to the publishing authority identified on Page (i), and those directly applicable to a
particular contract are to be dealt with using contract procedures.
3.
4.
5.
Unless otherwise stated, reference in this Standard to approval, approved, authorized and
similar terms, means by the MOD in writing.
6.
Any significant amendments that may be made to this Standard at a later date will be indicated
by a vertical sideline. Deletions will be indicated by 000 appearing at the end of the line
interval.
7.
This standard has been reissued to reflect changes in Departmental Nomenclature due to the
MOD reorganization and the changes to technical requirements.
Conditions of Release
General
8.
This Defence Standard has been devised solely for the use of the MOD, and its contractors in
the execution of contracts for the MOD. To the extent permitted by law, the MOD hereby
excludes all liability whatsoever and howsoever arising (including but without limitation,
liability resulting from negligence) for any loss or damage however caused when the Standard
is used for any other purpose.
9.
This document is Crown Copyright and the information herein may be subject to Crown or
third party rights. It is not to be released, reproduced or published without written permission
of the MOD.
10.
The Crown reserves the right to amend or modify the contents of this Standard without
consulting or informing any holder.
This Standard is the property of the Crown. Unless otherwise authorized in writing by the
MOD must be returned on completion of the contract, or submission of the tender, in
connection with which it is issued.
12.
When this Standard is used in connection with a MOD tender or contract, the user is to ensure
that he is in possession of the appropriate version of each document, including related
documents, relevant to each particular tender or contract. Enquiries in this connection may
be made to the authority named in the tender or contract.
13.
When Defence Standards are incorporated into MOD contracts, users are responsible for their
correct application and for complying with contractual and other statutory requirements.
Compliance with a Defence Standard does not of itself confer immunity from legal obligations.
The Category of this Standard has been determined using the following criteria:
a.
b.
c.
Related Documents
15.
In the tender and procurement processes the related documents listed in each section and
Annex A can be obtained as follows:
a.
British Standards
b.
Defence Standards
c.
Other documents
16.
All applications to the MOD for related documents are to quote the relevant MOD Invitation
to Tender or Contract number and date, together with the sponsoring Directorate and the
Tender or Contract Sponsor.
17.
Prime Contractors are responsible for supplying their subcontractors with relevant
documentation, including specifications, standards and drawings.
This Defence Standard may call for the use of processes, substances and/or procedures that
are injurious to health if adequate precautions are not taken. It refers only to technical
suitability and in no way absolves either the supplier or the user from statutory obligations
relating to health and safety at any stage of manufacture or use. Where attention is drawn to
hazards, those quoted may not necessarily be exhaustive.
19.
This Standard has been written and is to be used taking into account the policy stipulated in
JSP 430: MOD Ship Safety Management System Handbook.
Additional Information
20.
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sponsorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Related Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION
1.
1.1
1.1.1
1.1.2
1.1.3
1.1.4
1.1.5
1.1.6
1.1.7
1.2
1.2.1
1.2.2
1.2.3
1.3
1.3.1
1.3.2
1.3.3
1.4
PERFORMANCE SPECIFICATION . . . . . . . . . . .
Steering Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Systems Aims and Concept . . . . . . . . . . . . . . . . . . . .
Overall System Accuracy . . . . . . . . . . . . . . . . . . . . . .
Rudder Movement . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Angle Indication . . . . . . . . . . . . . . . . . . . . . .
Electric Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overall System Performance . . . . . . . . . . . . . . . . . .
Course Keeping Accuracy . . . . . . . . . . . . . . . . . . . . .
Course Changing Accuracy . . . . . . . . . . . . . . . . . . . .
Stabilizer Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Aims and Concepts . . . . . . . . . . . . . . . . . . . .
Control Characteristics . . . . . . . . . . . . . . . . . . . . . . .
Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . .
9
9
9
9
9
9
10
10
10
10
10
10
11
11
11
11
11
12
SECTION
2.
2.1
2.2
NATIONAL/INTERNATIONAL REGULATIONS
Maritime Pollution Control . . . . . . . . . . . . . . . . . . . .
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
12
SECTION
3.
3.1
3.2
3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
MILITARY STANDARDS/REQUIREMENTS . . . .
Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Environmental and Operational Conditions . . . . . .
Electrical Power Control and Monitoring System .
Power Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls and Remote Controls . . . . . . . . . . . . . . . . .
Operational Indications . . . . . . . . . . . . . . . . . . . . . . .
Fault Alarm Circuits . . . . . . . . . . . . . . . . . . . . . . . . .
Motor Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
12
12
13
13
13
14
15
SECTION
15
15
15
15
15
15
16
16
16
17
17
17
17
17
17
17
17
18
18
18
18
18
18
18
18
19
3.11.1
3.11.2
3.11.3
3.11.4
3.11.5
3.11.6
3.12
3.12.1
3.12.2
3.12.3
3.12.4
3.12.5
Electric Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Equipment Selection . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Screw Threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electronic Components . . . . . . . . . . . . . . . . . . . . . . .
Electrical Connections . . . . . . . . . . . . . . . . . . . . . . . .
Glands and Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pipework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valves and Cocks . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ball and Roller Bearings . . . . . . . . . . . . . . . . . . . . . .
Noise, Shock and Vibration . . . . . . . . . . . . . . . . . . . .
Electromagnetic Compatibility . . . . . . . . . . . . . . . . .
Nuclear Hardening . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Castings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Marker Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preservation and Maintenance . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance in Stores . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance on Board . . . . . . . . . . . . . . . . . . . . . . . .
Flexible Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing, Installation Inspections and
Setting to Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing Requirements . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing After Manufacture . . . . . . . . . . . . . . . . . . . .
Installation Inspections . . . . . . . . . . . . . . . . . . . . . . .
System Preliminary Tests and Setting to Work . . . .
Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preliminary Basin Trials . . . . . . . . . . . . . . . . . . . . . .
Basin Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Contractors Sea Trials . . . . . . . . . . . . . . . . . . . . . . . .
Final Machinery Demonstration . . . . . . . . . . . . . . . .
4.
4.1
4.1.1
4.1.2
4.1.3
DESIGN REQUIREMENTS/GUIDANCE . . . . . . .
Design Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fundamental Requirements . . . . . . . . . . . . . . . . . . .
Stabilizer System Aims and Concepts . . . . . . . . . . .
25
25
25
25
26
19
19
19
20
20
20
21
21
21
22
23
24
24
SECTION
4.1.4
4.1.5
4.1.6
4.1.7
4.1.8
4.1.9
4.1.10
4.1.11
4.1.12
4.1.13
4.1.14
4.1.15
4.1.16
4.1.17
4.1.18
4.1.19
4.1.20
4.1.21
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7
4.3
4.3.1
4.3.2
4.3.3
4.3.4
4.3.5
4.3.6
4.3.7
4.3.8
4.3.9
4.4
4.4.1
4.4.2
4.4.3
4.5
Ship Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . .
Environmental and Operational Conditions . . . . . .
General Design Objectives . . . . . . . . . . . . . . . . . . . . .
Upkeep Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintainability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vulnerability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interchangeability . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electronic Equipment Interchangeability . . . . . . . .
Materials and Weight . . . . . . . . . . . . . . . . . . . . . . . . .
Economy of Space . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ease of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Hand Operation . . . . . . . . . . . . . . . . . . .
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Equipment . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication System(s) . . . . . . . . . . . . . . . . . . . . . . . .
Steering Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Partitioning . . . . . . . . . . . . . . . . . . . . . . . . . .
Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Angle Indication . . . . . . . . . . . . . . . . . . . . . .
Rudder Angle Feedback Transmitter . . . . . . . . . . . .
Navigation System . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hand Steering Units . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Definition of the SubSystem . . . . . . . . . . . . . . . . . .
Physical Characteristics . . . . . . . . . . . . . . . . . . . . . . .
Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ship Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . .
Operator Displays and Controls . . . . . . . . . . . . . . . .
System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting to Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizer System Partitioning . . . . . . . . . . . . . . . . .
Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizer Fin Angle Indication . . . . . . . . . . . . . . . . .
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
27
27
28
28
28
29
29
30
30
30
30
31
31
31
32
32
32
33
33
33
33
34
34
34
35
35
35
35
35
35
36
36
36
36
37
37
37
37
38
38
5.
5.1
5.2
5.2.1
39
39
40
40
41
41
42
43
43
44
44
45
45
45
46
46
46
46
46
46
47
47
47
47
48
48
48
49
ANNEX A
RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . .
50
ANNEX B
54
ANNEX C
57
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
59
PERFORMANCE SPECIFICATION
Related Documents: DEF STAN 07244; see also Annex ANNEX A.
1.1
Steering Systems
1.1.1
1.1.2
(2)
(3)
When using the Autopilot, the course required is normally manually set
by the OOW or the Helmsman. Alternatively, the course to steer may be
provided from an external source, such as a Navigational Computer, or a
correction to the set course may be applied to maintain a given track.
(4)
The overall system aim when in Autopilot control shall maintain the
Ship's heading in accordance with the parameters laid down in Clause 1.2.
Rudder Movement
a.
1.1.4
(1)
1.1.3
Steering System:
The required time and range of Rudder movement will normally be stated in the
System Requirement Document (SRD). Where no data is provided the
following figures shall be used:
(1)
(2)
The time taken for the Rudder(s) to travel from 35 on one side to passing
30 on the other side shall be 16 seconds or less in normal operation;
(3)
The time taken for the Rudder(s) to travel from 35 on one side to passing
30 on the other side shall be 28 seconds or less with half of the normal
systems resources in operation.
Rudder Actuation
a.
For twin Rudder installations, the operating gear on one Rudder shall be
capable of operating both Rudders together via a suitable link when the
opposite operating gear is nonoperational for whatever reason.
1.1.6
Electric Motors
a.
1.1.7
Motors shall be capable of developing maximum full load torque under all duty
cycle conditions. Unless otherwise stated, overload requirements shall be in
accordance with DEF STAN 07244.
Availability
a.
The probable usage of the equipment will vary between installations. However,
it should be assumed that the Steering Gear will be in continuous use whilst the
vessel is at sea, with a minimum mission time of 45 days, unless stated
otherwise in the SRD.
1.2
Autopilot
1.2.1
1.2.2
a.
For all operating conditions, the Closed Loop Gain and Phase Margins for the
Control Loop from Heading Error to Ship's Heading shall be at least 8 dB and
60 respectively.
b.
For all operating conditions, the Gain and Phase Margins for the Control Loop
from Rudder demand via Rudder, Ship and Autopilot, shall be at least 8 dB and
45 respectively.
c.
Control Loops shall not demonstrate conditional stability throughout the range
of operation of the system.
d.
The bandwidth of the Rudder Demand Signal shall be less than the bandwidth
of the Rudder Servo Loop.
e.
f.
The control characteristics shall be agreed with the Design Authority and
Defence Procurement Agency (DPA) at the earliest possible stage in the design,
together with the technology that shall be used for generating them.
In sea conditions up to Sea State 4, with equivalent wind speeds, the maximum
course error shall be 1.5 at any Ship's heading with respect to the sea.
b.
In conditions between Sea State 4 and Sea State 7, the maximum course error
shall be 3 at any Ship's heading with respect to the sea.
c.
Above Sea State 7, the Autopilot shall continue to function and give the course
keeping performance in head seas (to 45 of Ship's head) as specified in
Clause 1.2.2b. At headings other than those specified, degradation in the above
performance standard is acceptable.
d.
10
1.2.3
e.
f.
The Autopilot shall be capable of bringing the Ship's Head to any new set
course. All course changes are normally conducted the `shortest way around'.
However, where operational circumstances dictates, course changes may be
conducted using the `longest way round'.
b.
1.3
Stabilizer Systems
1.3.1
1.3.2
1.3.3
a.
b.
Control Characteristics
a.
Control Loop gain and phase margins for the control loop from roll disturbance
to the vertical shall be at least 8 dB and 60 respectively.
b.
Control Loops shall not demonstrate conditional stability throughout the range
of operation of the system.
c.
The bandwidth of the Stabilizer Fin Demand Signal shall be less than the
bandwidth of the Stabilizer Fin Servo Loop.
d.
e.
The control characteristics shall be agreed with the Design Authority and
Defence Procurement Agency (DPA) at the earliest possible stage in the design,
together with the technology that shall be used for generating them.
Availability
a.
The probable usage of the equipment will vary between installations. However,
it should be assumed that the Stabilizer System will be in continuous use whilst
the vessel is at sea, with a minimum mission time of 45 days, unless stated
otherwise in the SRD.
11
2.
Emergency Operation
a.
b.
NATIONAL/INTERNATIONAL REGULATIONS
Related Documents: MARPOL 73/78; LOLER 1998; see also Annex ANNEX A.
2.1
2.2
Safety
a.
3.
Steering and Stabilizer Systems, including all supporting systems, shall meet
the requirements of the International Convention for the Prevention of
Pollution from Ships (MARPOL 73/78).
All portable and fitted lifting equipment shall comply with the Lifting
Operations and Lifting Equipment Regulations 1998 (LOLER 1998).
MILITARY STANDARDS/REQUIREMENTS
Related Documents: MARPOL 73/78; BS EN 8371; BS 4518; DEF STAN 0052;
DEF STAN 015; DEF STAN 0232; DEF STAN 02324 Part 1; DEF STAN 02337
Parts 1, 2 and 3; DEF STAN 02341 Part 1; DEF STAN 02350; DEF STAN 02351;
DEF STAN 02352; DEF STAN 02353;DEF STAN 02354; DEF STAN 02360;
DEF STAN 02514; DEF STAN 02627; DEF STAN 02636; DEF STAN 02722;
DEF STAN 02723; DEF STAN 02732; DEF STAN 02745 Part 2; DEF STAN 02797
Part 1; DEF STAN 02862 Part 1; DEF STAN 02863; DEF STAN 07244;
DEF STAN 07251; DEF STAN 07254 Part 2; DEF STAN 08107; DEF STAN 08118
Part 1; DEF STAN 08123; DEF STAN 5936; DEF STAN 5941 Parts 2, 3, 4 and 7;
DEF STAN 615 Parts 1 and 4; DEF STAN 662; BR 3021(1); BR 3021(2); BR 3026;
BR 8470; BR 8471; BR 8472; BR 8473; DGS/PS 9023; see also Annex ANNEX A.
3.1
Drawings
a.
3.2
3.3
Unless otherwise stated, the Steering and Stabilizer System(s) shall meet the
requirements for the design and testing of equipment as stated in
DEF STAN 08123 and the references contained therein.
b.
The range of climatic conditions in which the Steering and Stabilizer Systems
shall remain fully operational shall be as stated in the SRD.
The Electric Power Control and Monitoring System (EPCMS) shall provide
power and surveillance to the Steering and Stabilizer System(s). These
functions may be incorporated in the overall Machinery Control and
Surveillance (MCAS) system.
12
Power Supplies
a.
3.3.2
3.3.3
Connections from the vessel's Main Electrical Power Distribution System shall
be made at the Motor Starter Panels as follows:
(1)
(2)
(3)
b.
A suitable Low Power (LP) or other voltage supply, as required, shall be derived
at the Motor Starter Panel for distribution to related control and auxiliary
equipment, provided that the necessary reliability and vulnerability targets are
met.
c.
DEF STAN 615 Parts 1 and 4 applies for voltage and frequency tolerances,
transient excursions and other relevant characteristics.
b.
c.
For Stabilizer Systems, the facility to Start/Stop Motors at the Stabilizer Fin
Local Control Units (SFLCU) shall be provided.
Operational Indications
a.
(2)
At the Bridge:
(a)
(b)
(c)
(d)
At the SCC:
(a)
(b)
(c)
(d)
(e)
13
(4)
3.3.4
At the SSP:
(a)
Motors, RUNNING/STOPPED;
(b)
(c)
At the SFLCU:
(a)
(b)
Motors, RUNNING/STOPPED;
(c)
(2)
(3)
At the SCC:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(b)
(c)
Autopilot failure;
(b)
(c)
14
3.3.6
Motor Controls
a.
b.
c.
A motor thermal protection unit housed in the Motor Starter(s) shall raise an
alarm in the SCC should an overtemperature condition be sensed where only
one system is running. This shall initiate an Automatic Changeover (ACO) to
the standby system to be be activated and shall not cause loss of steering ability
at any time.
d.
e.
Contactors, relays, switches and fuses for the control of Motors in the Steering
and/or Stabilizer Systems shall be housed in the Motor Starters, the
construction of which shall be in accordance with DEF STAN 02636.
Electric Motors
a.
3.3.7
Electrical Safety
a.
Arrangements for the Safety of Electrical Equipment and the use of switches,
indicator lamps, fuses, safety devices and earth grounding arrangements shall
conform to the requirements of DEF STAN 08107.
3.4
Equipment Selection
3.4.1
General
3.4.2
a.
b.
The choice of all equipment in a system design should be made with full
knowledge of the conditions required for operation and should aim to reduce
the number of different equipments introduced into service. Where possible,
equipment should be selected from equipment already in service. Type tests of
new equipment should be undertaken by the Prime Contractor where required
to prove fitness for purpose or where called for in the SRD.
c.
Screw Threads
a.
3.4.3
Wherever possible, screwed fasteners and screw threads shall be selected from
DEF STAN 02862 Part 1.
Instrumentation
a.
Where required, Pressure Gauges shall conform to DEF STAN 662 and shall be
manufactured by DPA approved makers. No other gauges shall be used unless
prior approval has been obtained from DPA.
b.
Pressure Gauges for 60 bar and above shall be of safety pattern type with blow
out backs. A clearance of 20 mm shall be maintained at the rear of the gauge.
15
d.
A Gauge Board carrying all system Pressure Gauges shall be provided and
installed in a position where it can clearly be seen for operational and
maintenance purposes. Where the Gauge Board is mounted `off' the
equipment, agreement between the System Designer and the Shipbuilder on its
size and siting shall be reached. The installation and testing of Pressure Gauges
shall conform to BS EN 8371.
e.
f.
3.4.4
and
(1)
Graduations/readouts in C;
(2)
(3)
(4)
Electrical Connections
a.
3.4.6
points
Electronic Components
a.
3.4.5
Tapping
The cable entries and terminations for input and output connections to all units
shall be selected from DEF STAN 02514 or MOD approved plugs and sockets
shall be used.
Rudder Stock and Stabilizer Fin Hull Glands shall be of a form whereby
renewal or repairs do not necessitate docking the vessel.
b.
If stuffing box type glands are specified for valves in any part of the system,
gland stuffing boxes shall be of adequate depth for the purpose. Glands shall be
of generous proportions to preclude distortion during tightening down in
service.
c.
Sealing arrangements shall be suitable for the required duty, Naval Stores
Catalogue packings being used wherever possible.
They shall be
nonadjustable, and of a split design to facilitate maintenance.
d.
16
3.4.7
Rudder Stops
a.
3.4.8
3.4.11
3.4.12
a.
Ball and Roller Bearings shall be to metric dimensions and shall conform to
BR 3026.
b.
Hydraulic pumps that contain rolling element bearings shall not be used (if
applicable).
All equipment shall be designed to meet the requirements for airborne noise,
shock and vibration as defined in DEF STAN 07254 Part 2,
DEF STAN 08118 Part 1, BR 3021(1), BR 3021(2), BR 8470, BR 8471, BR 8472
and BR 8473 as applicable. The noise and vibration reduction targets in any
Ship shall be stated in the SRD.
b.
c.
Electromagnetic Compatibility
Electrical equipment shall be designed to meet the Electromagnetic
Compatibility requirements of DEF STAN 5941 Parts 2, 3, 4 and 7.
Nuclear Hardening
a.
3.5
Where required, Valves shall be in accordance with DEF STAN 02360 wherever
possible.
a.
3.4.13
All pipework shall conform to the requirements of DEF STAN 02797 Part 1.
3.4.10
Pipework
a.
3.4.9
`O' Rings shall conform to DEF STAN 02337 Parts 1 to 3. The material shall be
fluorocarbon and the dimensions of `O' Ring housing recesses shall conform to
BS 4518.
All components used in the Steering and Stabilizer System(s) control circuits
shall be hardened against Electromagnetic Pulse and Initial Nuclear Radiation
as specified in DEF STAN 08107.
Lubrication
a.
Hull Bearings and other external bearings shall be water lubricated to comply
with the requirements of MARPOL 73/78. See Section 2. However, other
lubrication mediums may be considered for use if it can be demonstrated that
they meet or exceed the requirements of this Standard and MARPOL 73/78.
17
3.6
b.
A Lubrication System for Rudder and Stabilizer internal parts shall be provided
as required. The Lubrication System shall be automatic in operation and
capable of delivering sufficient quantities to meet all operational conditions.
c.
Requirements for oils and greases to be used for any purpose shall, wherever
possible, to be selected from those listed in DEF STAN 015. If this is not
possible it shall be brought to the attention of the Principle Contracts Officer
(PCO) and/or the Design Authority, as applicable.
Safety
a.
3.7
Castings
a.
3.8
with
Marker Plates
a.
b.
3.10.1
General
a.
3.10.3
accordance
3.10
3.10.2
in
Welding
a.
3.9
Maintenance in Stores
a.
b.
c.
DPA shall identify any equipment which requires regular testing or checking
while in stores.
Maintenance on Board
a.
18
3.10.4
(2)
(3)
(4)
(5)
(6)
(7)
Where appropriate to ensure that the fluid meets the cleanliness standard
and conforms to the manufacturers' specifications in all respects, the
condition of Hydraulic System Fluid shall be sampled and tested every
four months.
Flexible Hoses
a.
3.11
3.11.1
General
a.
3.11.2
Pretrial inspections shall be carried out in accordance with DEF STAN 02350.
Testing Requirements
a.
b.
The PTS shall be written by the Designer and agreed with DPA at the
finalization of the design stage. The PTS shall be prepared in accordance with
DEF STAN 0052.
c.
19
Pressure Testing
a.
3.11.4
(1)
(2)
(3)
Parts tested are to be clearly stamped or etched or, where special materials
are involved, painted by the Manufacturer with his identification marks,
the test pressure and test date.
(4)
The shop pressure tests are to be carried out after parts are completely
machined and prior to painting.
(5)
3.11.5
Installation Inspections
a.
b.
c.
(1)
(2)
(3)
(4)
20
System Preliminary Tests and STW shall be carried out by the Shipbuilder,
Dockyard or Contractor, as necessary, in accordance with approved
documentation produced by the Manufacturer. The equipment shall operate
within the requirements of Drawings and Production Acceptance
Specifications approved by DPA.
b.
(2)
To check the actual Rudder and Stabilizer Fin angle(s) against those
indicated on the mechanical indicators;
(3)
(4)
(5)
(6)
(7)
(8)
(9)
3.12
Trials
3.12.1
General
a.
21
(2)
(3)
(4)
(5)
(6)
Test to determine the settings of safety and pressure relief valves (if
applicable);
(7)
(8)
(9)
(10) System tests to confirm Rudder and Stabilizer Fin positional accuracy;
(11) System tests to confirm that Rudder and Stabilizer Fin Servo Control
Loops have been correctly tuned to provide the required response
characteristics to step inputs;
(12) Tests to check Rudder and Stabilizer Fin rates;
(13) Checks of Rudder(s) response in Autopilot control with simulated Ship's
head and log inputs;
(14) Two hour endurance runs, with Rudder(s) and Stabilizer Fins operated
through their full travel and control of Rudder(s) demonstrated from all
Steering Positions, operating the Steering and Stabilizer Systems to
simulate operational use as far as possible.
b.
Unless otherwise specified, a trial of the Steering and Stabilizer Systems and
equipment shall be carried out, in accordance with DEF STAN 07254 Part 2
and DEF STAN 08118 Part 1, to determine the following:
(1)
(2)
The vibration of each Motor and Pump both above and below the resilient
mounting, if fitted;
(3)
22
Basin Trials
a.
b.
The following trials shall be conducted on all vessels after Basin Trials and prior
to Contractors Sea Trials (CST):
(1)
(2)
Check that the position of the Rudder(s) and all associated indications
agree with that demanded from all Steering Positions through the whole
range of operation, both increasing and decreasing Rudder angles;
(3)
Check that the Rudder(s) can be moved and centralised using the Hand
Pump.
c.
The MTAU Trials Officer will require assistance from the PM/ESM Authorised
Representative, the Shipbuilder and in some cases the Manufacturer.
d.
e.
f.
All trials forms required for conducting and recording the tests shall be
produced by the DTO, in association with the PM/ESM Authorised
Representative, based on the following documentation:
(1)
(2)
(3)
g.
h.
i.
23
b.
The following trials shall be conducted on all Ships of the Class during CST:
Check the performance of the Steering System equipment under all
modes of operation, and from all Steering Positions;
(2)
(3)
(4)
c.
d.
e.
f.
All trials forms required for conducting and recording the trials shall be
produced by the DTO, in association with the PM/ESM Authorised
Representative.
g.
h.
The following conditions shall apply when carrying out the trial:
i.
3.12.5
(1)
(1)
(2)
(3)
When satisfied with the general behavior of the Steering System, the
Autopilot should be engaged and operated for a sufficient period at
varying speeds and courses to demonstrate its reliability and accuracy.
Following the Third Machinery Inspection and any necessary repairs, a Final
Machinery Trial and Final Machinery Demonstration shall be completed in
accordance with DEF STAN 02354.
b.
24
4.
In First of Class or First of Batch vessels with a new type of Steering and/or
Stabilizer System, additional trials shall be conducted to allow the Automatic
System(s) to be tuned to give optimum performance. These trials shall be
carried out by the System Designer and are the responsibility of the Prime
Contractor for the vessel. Ideally, these trials should be carried out during CST
and prior to the conduct of the System(s) Acceptance Trial(s). In any event, all
trials on the System(s) shall, wherever possible, be complete before vessel's
acceptance date. If this is not possible, any incompleted testing and tuning
trials shall remain the responsibility of the prime Contractor until
satisfactorily completed.
DESIGN REQUIREMENTS/GUIDANCE
Related Documents: DEF STAN 0040 Parts 1, 2, 3, 4, 5, 6 and 8; DEF STAN 0252;
DEF STAN 02109; DEF STAN 02324 Part 1; DEF STAN 02620; DEF STAN 08107;
DEF STAN 08123; DEF STAN 5936; see also Annex ANNEX A.
4.1
Design Parameters
4.1.1
General
a.
4.1.2
Overall System Design shall embody advances in design concept and new
developments in technology, which may lead to innovative and alternative
proposals or solutions. This may include, but is not to be limited to, systems
utilising Electric Actuation of Hydrodynamic Control Surfaces, either direct or
indirect, or other suitable, practicable means.
Fundamental Requirements
a.
(2)
(3)
(4)
(5)
(6)
Power supplies available and details of any interfaces required with other
systems;
(7)
25
In larger vessels (Frigates and above), there shall be three Steering Positions as
follows:
(1) Primary Steering Position (PSP)
- Bridge;
(2) Secondary Steering Position (SSP) - At a convenient location,
displaced from the Bridge;
(3) Emergency Steering Position (ESP) - Steering Gear Compartment.
c.
Consideration should be given to siting the SSP in the vicinity of the Steering
Gear Compartment or near the centre line of the Ship.
NOTE Where arrangements dictate, there may be two separate ESP. The
Changeover Switch (COS) which selects Primary or Secondary
control by direct switching of circuits shall be arranged at the lower
control level, i.e. the SSP. Additionally, a suitable COS shall be
provided in the Steering Gear Compartment to disable Remote
Steering when under ESP control. In smaller vessels the SSP may be
omitted with secondary control being switched directly to the ESP via
suitable COS in the Steering Gear Compartment.
4.1.3
b.
The roll angle is sensed by roll motion sensors, e.g. the vessels gyro from which a
roll angle signal is transmitted to the Stabilzer Control System. Alternatively a
dedicated roll motion sensor can be installed as part of the control system. A
typical controller being a Proportional Integral Derivation algorithm but other
techniques may be used. Means of tuning the system during sea trials shall be
incorporated into the the design.
c.
The Stabilizer Control System varies the overall gain of the fin angle demand
signal according to the vessels speed and also limits maximum fin angle
demands above a certain speed, according to an inverse speed squared law, in
order to protect the Stabilizer Fin Units from excessive loading at high speed.
Additional Stabilizer Fin angle limitations may be required, additional
requirements being detailed in the SRD.
d.
Stabilizer System:
(1)
In many vessels the system may comprise of more than one pair of
Stabilizer Fins;
(2)
(3)
(4)
Methods of cavitation control may include air emission, the use of end
fences or by other suitable approved means. Details of how it is proposed
to control cavitation shall be produced within three months of the start of
contract date and shall be forwarded to MOD(PE) for appraisal.
26
Ship Characteristics
a.
(2)
(3)
4.1.5
4.1.6
Common Items:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Steering:
(a)
(b)
(c)
(d)
The vessel Designer or DPA may also specify the shape of each
Rudder and the maximum torque and speed of operation required
for the Steering Gear;
Stabilizer:
(a)
(b)
(c)
Data Transmission
a.
Selection of the Data Transmission Mode within the Steering and Stabilizer
Systems shall be made at an early stage of development and will be defined in
the SRD.
b.
c.
Two separate lines shall be provided for each signal transmitted from one unit
to another. One line shall be for the signal and the other line shall be for the
return.
27
4.1.8
4.1.9
Upkeep Policy;
Availability;
Reliability;
Maintainability;
Vulnerability;
Interchangeability;
Economy of weight;
Economy of space;
Ease of operation;
Noise and Vibration.
b.
The SRD shall detail the relative importance of the above features dependant
upon the vessel for which the systems are being designed.
c.
Upkeep Policy
a.
Upkeep Policy shall be agreed between the Prime Contractor and DPA at an
early stage of the design. In general, the policy shall be that of Upkeep by
Exchange.
b.
Availability
a.
The equipment shall be designed for a life of at least 25 years, unless otherwise
specified in the SRD.
b.
Mean Time Between Failure (MTBF) targets for `repairable at sea' and
`nonrepairable at sea' failures will be specified in the SRD. Separate figures for
the Rudder Operating Gear and the Control Systems may be set. A failure is
normally defined as follows:
c.
(1)
(2)
Equipment availability targets will be specified in the SRD. The Mean Time To
Repair (MTTR) shall be calculated using this information and guidance given in
DEF STAN 0040 Parts 1, 2, 3, 4, 5, 6 and 8 as applicable. The systems shall be
designed to achieve the MTTR. The availability of Hand Steering Control from
the PSP shall achieve the maximum target given.
28
4.1.11
Reliability
a.
The equipment shall be designed with the highest possible reliability. Studies
shall be included to demonstrate that the MTBF targets have been met.
b.
c.
d.
Rudders:
(1)
(2)
At least two systems shall be provided to facilitate full control in the event
of failure of one system, albeit at reduced Rudder speed of movement.
Maintainability
a.
Recommendations for the outfit of spares and special tools to be held on board,
and spares to be held at shore establishments, shall be defined by the Design
Authority. Guidance is contained in DEF STAN 0252.
b.
(2)
(3)
(4)
c.
d.
e.
Equipment shall be designed with test points, test switches, meters and Builtin
Test Equipment/Routines to enable simple overall system confidence checks to
be performed. Complex Control Equipments shall be provided with Builtin
Diagnostic Equipment to indicate faulty items.
f.
The design shall recognize the continuing need to reduce manning levels on
board vessels. Frequent operator checks or routines requiring a manual input
shall be avoided wherever practicable.
29
Vulnerability
a.
4.1.13
(2)
(3)
(4)
c.
Owing to the nature of the Ship's Stabilizer System(s), i.e. multiple units,
reduced stabilisation may result from action damage causing failure of a single
unit. Consideration shall therefore be given to the vulnerability of all system
units to ensure that the complete Stabilizing System is not immobilized by local
damage or a fire.
Interchangeability
b.
c.
(2)
Jigs shall be used to ensure that the position of critical interfaces are
within agreed tolerances and to ensure the interchangeability of all
similar equipments.
(2)
(3)
(4)
4.1.15
(1)
b.
a.
4.1.14
Action damage could result in the loss of Steering under the following
conditions:
Special consideration shall be applied when designing for systems which have a
low magnetic requirement.
30
c.
4.1.16
(2)
Within three months of the date of receiving the contract, or at such earlier date
as may be specified in the contract, the Prime Contractor shall provide the
Design Authority with a detailed list of the estimated weights. These
preliminary estimates shall be continuously reviewed and revised figures
supplied to the Design Authority. The grouping of items in these lists shall
conform to the requirements of DEF STAN 02109.
The volume and siting of Steering Gear and associated systems and
supplies shall be carefully considered to optimize the use of compartment
space;
(2)
Ease of Operation
a.
4.1.18
(1)
Economy of Space
a.
4.1.17
Rudders:
(1)
(2)
31
b.
4.1.19
(b)
Stabilizers:
(1)
(2)
Electrical Equipment
a.
4.1.21
(a)
Software
a.
4.1.20
Lubrication System(s)
a.
b.
(2)
c.
Steering Systems:
(a)
Rudder Bearings/Stocks;
(b)
Actuator Bearings;
Stabilizer System:
(a)
(b)
(c)
Controls for any Automatic Lubrication Pump may be contained within Motor
Starters where applicable and may, if necessary, include a timer.
32
Steering Systems
4.2.1
System Partitioning
4.2.2
a.
For the purpose of design, the overall Steering System shall be considered on a
functional basis as being made up of a number of interconnecting systems.
More detailed descriptions are given in the following clauses.
b.
(2)
Convert Ship's head and speed into a signal of Rudder Angle Demand and
transmit them to the Rudder Operating System.
c.
d.
The EPCMS shall provide the following functions to the Control System(s),
Autopilot and Rudder Operating System(s):
(1)
(2)
(3)
(4)
(5)
Control System
a.
(2)
(3)
At the PSP:
(a)
Autopilot;
(b)
Hand Steering;
(c)
Hand/Auto Changeover;
(d)
At the SSP:
(a)
Hand Steering;
(b)
PSP/SSP Changeover;
At the ESP:
(a)
4.2.3
b.
PSP;
(2)
SSP;
(3)
Bridge Wings;
33
c.
4.2.4
4.2.5
SCC;
(5)
Operations Room;
(6)
ESP;
(7)
Where two Rudders are fitted, consideration shall be given to the need to
provide a Rudder Angle Transmitter on each Rudder to allow for Single Rudder
Operation.
Duplicate and independent Rudder Angle Feedback Signals are required to each
control system, which shall be obtained from separate Port and Starboard
Rudder Angle Feedback Transmitters.
b.
Each Rudder Angle Feedback Transmitter shall be coupled to its own Rudder
Unit. The Transmitter Unit shall be designed so that it may easily be set at zero
(i.e. zero output from its transducer) so that its output at other angles Port and
Starboard can be checked to the design specification and adjusted if necessary.
c.
The Transmitter Unit shall also be designed with regard to the environmental
conditions where it will be fitted. It shall be robust, watertight and resistant to
oil ingress.
Navigation System
a.
b.
4.2.6
(4)
(2)
(2)
A Hand Steering Unit (HSU) shall be fitted at the PSP and SSP to provide
position control of the Rudder(s) in a followup mode of operation. The unit
shall be of an ergonomic design approved by DPA and wherever possible the
PSP and SSP HSU shall be identical.
b.
The HSU shall have a weatherhelm facility whereby it will automatically return
to a preset position when released by the helmsman. The preset position
should be capable of being easily adjusted by the helmsman over a range of at
least 10. The Rudder demand shall remain fixed when the HSU is released by
the helmsman. Sufficient damping/friction shall be included in the HSU to
ensure that reasonable effort is required to operate it.
c.
d.
Connections to the HSU shall be confined to power supplies for its own use,
transmission of Rudder Angle Demand, control signals to and from the
Autopilot and any essential indication/warning circuits.
34
4.2.7
e.
f.
(2)
(3)
(4)
(5)
Test Facilities
a.
External test points shall be provided for the connection of test equipment to
record the following functions, without affecting the normal operation of the
Autopilot:
(1)
Course error;
(2)
Rudder demand;
(3)
4.3
Autopilot
4.3.1
4.3.2
4.3.3
4.3.4
a.
b.
The Autopilot shall carry out the function of converting both course keeping
and course changing requirements into a signal of Rudder Angle Demand. In
order to fulfil this requirement it shall have separate course keeping and course
changing modes.
Physical Characteristics
a.
The Autopilot shall be a physically separate unit which can be removed from its
housing or cabinet without any consequent effect on any other part of the
Steering System.
b.
Inputs
a.
b.
c.
Outputs
a.
35
Ship Characteristics
a.
b.
4.3.6
4.3.7
4.3.8
(2)
A continuous display of Set and Ship's Head shall be given. These shall be by an
approved analogue scale in order to allow a simple assessment of course error.
b.
The operator shall be provided with a facility to control the rate of change of
course, a method of selecting the maximum Rudder Angle that can be applied by
the Autopilot and the means of selecting the number of steps available and the
means of implementation.
c.
d.
A means shall be provided for the operator to select an appropriate Ship's Speed
Signal to be fed to the Autopilot in the event of a failure of the signal from the
Ship's Log.
e.
The control facilities available to the operator shall be agreed with DPA at the
earliest possible stage of design. The system should automatically revert to
hand control if an Autopilot failure is detected or if the hand steering unit is
moved to either Full Port or Full Starboard.
f.
g.
System Testing
a.
b.
Harbour and Sea Trials shall be conducted in accordance with Clause 3.8.
Setting to Work
a.
36
Test Facilities
a.
External test points shall be provided for the connection of test equipment to
record the following functions:
(1)
Course Error;
(2)
Rudder Demand.
4.4
Stabilizing Systems
4.4.1
For the purpose of design, the overall Stabilizer System shall be considered on a
functional basis as being made up of a number of interconnecting systems.
More detailed descriptions are given in the following clauses.
b.
The function of the Control System shall convert roll motion and Ship's speed
into an electrical signal of Stabilizer Fin Angle Demand and transmit the signal
to the Stabilizer System(s).
c.
The function of the Stabilizer System is to convert the Stabilizer Fin Angle
Demand into the required movement of the Stabilizer Fin. There would
normally be at least one Port and one Starboard System.
d.
The function of the Electrical Power and Supervisory System shall provide:
e.
4.4.2
(1)
(2)
(3)
(4)
Control System
a.
The Control System shall normally consist of a Stabilizer Central Control Unit
(SCCU) which houses the circuits used to compute Stabilizer Fin Angle
Demands, which, with the Stabilizer System(s), automatically stabilize the
Ship.
The performance of the SCCU combined with that of other
components/systems of the Stabilizer System(s) shall meet the requirements of
the relevant Sections of Clause 4.1.
b.
The electronic circuits in the SCCU shall process the roll motion information
using a suitable algorithm which should include a ship's speed term to provide
the required fin angle demands to the Fin Servo Systems to stabilize the ship.
The computations shall enable the stabilizer to operate automatically in
normal duty without further operator adjustment.
c.
The performance of the SCCU shall be such that when combined with that of
the Stabilizer Systems the overall performance of the Stabilizer System meets
the requirements of Clause 4.1.2 and Clause 4.1.10.
37
The design of the SCCU is such that shall operate continuously, when sea
conditions require, at a 100% duty cycle without excessive temperature rise.
Components shall be suitable for the temperature within the enclosure, when
due allowances have been made for the compartment ambient temperature,
and shall meet the requirements of DEF STAN 5936.
e.
(2)
(3)
(4)
(5)
A method of aligning the Stabilizer Fin to the line of flow (Zero Fin
condition);
(6)
(7)
4.4.3
4.5
(a)
Roll Angle;
(b)
(c)
b.
Provision shall be made for indication of individual Stabilizer Fin angles at the
SCCU for maintenance or STW purposes. This can be made by means of a
selectable meter or indicator or by a special purpose hand held unit capable of
being used without interfering with system operation.
Safety
a.
b.
38
5.1
b.
The Rudder Servo Amplifier (RSA) received a Rudder Angle Demand Signal
from a HSU or Autopilot Unit. It also to receive a Rudder Feedback Signal from
the Rudder Feedback Unit.
c.
The SFLCU received a Stabilizer Fin Angle Demand Signal from the Stabilizer
Control System. It also received a Stabilizer Fin Feedback Signal from the
Stabilizer Fin Feedback Transmitter.
d.
The RSA and SFLCU had provision for presetting the magnitude of these
signals for scaling purposes or for initial setting up. These controls would not be
readily available to the operator.
e.
The output stage was designed to eliminate parasitic high frequency oscillation,
which was normally achieved by limiting the Amplifier Open Loop Gain at high
frequencies.
f.
The output stage contained limiting circuits, preferably active, which limited
the signal to a preset value. The error at which this limitation operated being
fixed at a value depending on the maximum speed of Rudder and/or Stabilizer
Fin movement/speed required and on the characteristics of the Hydraulic
System.
g.
Components for new equipment were designed and selected to keep variable
resistors and other means of adjustment to a minimum. Any adjustment or
variable resistors used were connected such that failure of that device would at
worst cause reduced performance of the Steering and/or Stabilizer System(s)
and would not cause complete loss of Steering and/or Stabilization.
h.
i.
39
k.
l.
Test facilities at the RSA, when not sited in the proximity of the HSU, and the
SFLCU included means to:
(1)
(2)
(2)
(3)
Error Signal;
(4)
In addition to the above, test points were provided to enable fault diagnosis to be
conducted down to the lowest replaceable assembly or major component.
5.2
5.2.1
(2)
(3)
(4)
b.
Items were interconnected to form a Closed Loop Position Control System for
the purpose of positioning the Rudder, in accordance with the Rudder Angle
Demand Signal received from the Control System, to the required performance.
c.
Overtravel Limit Switches were fitted to raise an alarm if the Steering Position
in control of the Rudder(s) moved 2 past the maximum designed angle.
d.
The Rudder Feedback Transmitter returned a signal to the RSA, which was
compared with the Rudder Demand Signal. The output from the RSA
controlled the Hydraulic Power Circuit to drive the Rudder Actuators in
proportion to the demand. Any limited response was fully accounted for in the
overall system response.
e.
Each RSA received a separate Rudder Demand Signal from the Control System
(i.e. one Port, one Starboard). The Hydraulic Pumps being capable of being
operated by either of the Servo Amplifiers, but not by both Servo Amplifiers at
the same time.
f.
Each Rudder Servo Loop was self monitoring with a signal available from the
RSA to indicate the status of the Rudder Servo Loop.
g.
The components within the Rudder Servo Loop were designed and arranged
such that failure of any component would not result in damage to any other
component.
40
5.2.3
Two RSA were commonly used, one for each Control System. They were located
at the SSP or in the Steering Gear Compartment and contained the following
functions:
(1)
(2)
(3)
(4)
b.
Each RSA derived its power via the Main Electrical Distribution System.
DEF STAN 615 Parts 1 and 4 applied for voltage tolerances, transient
excursions and other relevant parameters.
c.
Low voltage and regulated power supplies required within the RSA were
derived from the 60 Hz supply.
d.
SFLCU;
(2)
(3)
Stabilizer Fin Actuator and Stabilizer Fin Unit, including a Stabilizer Fin
Feedback Transmitter (FFT);
(4)
NOTE
b.
Items were interconnected to form a Closed Loop Position Control System for
the purpose of positioning the Stabilizer Fin, in accordance with the Stabilizer
Fin Angle Demand Signal received from the Control System, to the
performance required.
c.
The FFT returned a signal to the SFLCU which compared it with the Stabilizer
Fin Demand Signal.
The output from the SFLCU controlled the
Electrohydraulic Control Valve so that the magnitude and direction of the
Hydraulic fluid flow to the Actuator was proportional to the demand from the
SFLCU.
d.
e.
The Stabilizer Fin Servo System was located and constructed to comply with
the requirements of this Standard and the relevant system SRD.
41
The SCCU maintained normal stabilization about a natural list datum, i.e.
about the ship's natural laden orientation, which might be a small angle to port
or starboard of the true vertical depending on load, wind and sea.
b.
Additional provision in the SCCU for stabilization about the true vertical, was
not required unless specifically included in the SRD.
c.
The SCCU would provide an automatic forced roll facility. It was readily
accessible and would have easy to use operator controls which allowed the
amplitude and frequency of the roll to be adjusted.
d.
e.
The initial settings for constants were derived after a computer evaluation of
the overall system transfer function and performance for the particular ship.
f.
In the event of failure of a ship's speed signal to the SCCU, an alternative means
was provided for the ship's speed to be set manually. Selection was made by a
preset programme or switches or by using the fixed inputs described in
Clause 5.2.4m.
g.
h.
The SCCU provided multiple fin angle demand outputs for operating all the fins
on the ship.
i.
Means were provided to enable fin angle demand signal to be switched to a `Zero
Fin' condition. The stabilizing signal was removed and replaced with a
connection that causes the fin to align to the line of flow (zero fin).
j.
The SCCU contained builtin test and fault diagnosis facilities for major
assemblies. This may have been in the form of a test meter, operators switches
and fault diagnosis lamps or a handhelp test unit as required. A test diagnosis
card relating to the switch position and meter indications was provided, which
was preferably located with the equipment.
k.
l.
If a processor was included in the SCCU it was provided with a self monitoring
facility and built in test equipment to allow easy fault diagnosis to board level.
m.
For system test purposes the SCCU contained a calibration facility for both roll
angle and ship speed, whereby fixed inputs corresponding to a specified roll
angle and speed could be switched into circuit. The roll angle and ship speed
magnitudes were evenly spread over the allowable range.
n.
42
5.2.4.1
o.
The cabinet would preferably have had an outer panel carrying pushbuttons
and lights comprising the minimum for operation of the equipment and had an
inner panel for sensitivity, calibration and test switches used for setting to
work, maintenance and fault diagnosis.
p.
For the purpose of fault finding and maintenance, provision is was made for
internal illumination without the cabinet.
q.
Indicating lamps are to be provided in the outer panel to display the Running
and Not Running state of each of the Port and Starboard fin motors. They are to
be readily visible. If the SCCU cannot be installed in the SCC, data from the
outer control panel is to be relayed to the SCC and displayed on a dedicated
panel unless the Statement of Technical Requirements calls for these functions
to be carried out by the MCAS system, in which case the interface details will be
specified by the Ship Design Authority.
5.2.4.2
(2)
(3)
b.
The SFLCU was located in the same compartment as the HPU, Stabilizer Fin
Actuators and Stabilizer Fin Unit which it served.
c.
The SFLCU derived its power from the 440 V 60 Hz power supply to its
associated Motor Starter. DEF STAN 615 Parts 1 and 4 applied for voltage
tolerances, transient excursions and other relevant parameters.
d.
Low voltage and regulated power supplies required within the SFLCU were
derived from the 60 Hz supply.
e.
If 400 Hz was required for ac data transmission, it was derived internally in the
SCCU or SFLCU unless it was only a reference for roll or speed signal inputs.
f.
The Stabilizer Fin Angle Feedback Transmitter was coupled to the Stabilizer
Fin Unit. The Transmitter Unit was designed to allow ease of setting at zero
(i.e. zero output from its transducer) so that its output at other positive and
negative angles could be checked to the design specification and adjusted if
necessary.
b.
43
b.
c.
Hydraulic Power Unit(s) complete with means to vary the flow rate to the
Actuators in response to the electrical signals;
(2)
(3)
Locking Valve(s);
(4)
(5)
(6)
(7)
Hand Pump;
(8)
NOTE Rudders were mechanically linked. They were also capable of operating in
single mode (i.e. one Rudder only) with the other, mechanically locked,
amidships, with its actuator isolated from the Hydraulic System. A facility
for locking both Rudders amidships during extended harbour periods was
also provided.
5.2.6
44
b.
5.2.7
5.2.8
(3)
(4)
(5)
Unless otherwise specified, provision was made to enable the pumping unit to
be rotated by hand without disconnecting any part.
Actuators
a.
Actuators were of linear or rotary type, which convert high pressure fluid into a
torque at the crosshead shafts. If linear actuators were specified, they were
secured to a substantial bedplate forming part of the Ship's structure.
See DEF STAN 02-324 Part 1.
b.
The Actuator on each Rudder was capable of operating both Rudders together
via the mechanical link; the other Actuator having been put into a bypass
condition.
c.
Positive mechanical stops were fitted to limit the angle of Rudder and Stabilizer
Fin movement to the maximum Rudder and/or Stabilizer Fin operating angle
plus 2 degrees.
d.
Each Actuator was provided with the following for flushing, sampling and
charging purposes:
(1)
(2)
Heat Exchangers
a.
5.2.9
(2)
Where required, and unless otherwise specified, Heat Exchangers were sea
water cooled in accordance with DEF STAN 08105. Maximum coolant
temperatures were stipulated in the SRD.
b.
A local storage tank was provided for Hydraulic Fluid, sited so that it could run
down by gravity to the Hydraulic Fluid Reservoirs. Its capacity was at least
twice that of both reservoirs:
(1)
Rudders:
(a)
45
Stabilizers:
(a)
5.2.10
5.2.11
5.2.12
b.
c.
The Hydraulic System was protected from over pressure conditions by Pressure
Relief Valves, arranged in a crossed line configuration, i.e. either line to be
capable of relieving the other in the event of an excess pressure condition
arising. The valves operating at 10 per cent above WP and were capable of
relieving full system flow.
b.
Relief Valves were fitted on the delivery side integral with or adjacent to the
Hydraulic Pump(s) to relieve the pressures specified in the SRD. No other
valves were fitted between Pump(s) and Relief Valves.
Pipework
a.
5.2.13
5.2.15
was
designed
in
accordance
with
5.2.14
Cocks that had direct metal to metal contact between body and plug, whether
lubricated or not, were used only where the static head is less than 0.7 Bar, e.g.
in the suction lines between fluid reservoirs and hydraulic pumps.
Filtration
a.
Filters were installed in accordance with DEF STAN 02324 Part 1 and as
considered necessary by the System Designer.
b.
A suitable filtration rig was always used when filling or topping up a Hydraulic
System. See BR 2000(53)(2).
Hand Pump
a.
A hand pump was fitted to each Hydraulic System, capable of moving the
Rudder(s) when the Ship is underway and a single Stabilizer Fin at zero Ship's
speed. The Hand Pump was capable of operation by not more than two persons.
See Clauses 1.4 and 4.1.18.
46
5.2.17
Electric Motors
a.
Each Motor was to be capable of developing the maximum Full Load Torque
imposed by the pump under all duty cycle conditions for a period of one hour.
b.
Each Motor was capable of developing not less than 120 per cent of full load
torque on starting, or developing the maximum torque to start and accelerate
the pump under the most severe conditions, whichever is the greater. The
motor reaching full speed within 10 seconds after being switched ON, in
accordance with DEF STAN 07244.
5.2.18
Seals
a.
5.2.19
Seals for hydraulic pump shafts were of the rotary shaft lip type which was in
accordance with BS 7780 Parts 1 to 3 and BS ISO 6194 Part 4 (where
applicable).
Materials
NOTE
47
Component
Material
Specification
Forged Steel
Mechanical Seals or
Traditional Glands
Cast Steel and Steel Plate
Steel
As approved by DPA
Rudder(s).
Baseplate;
Mechanical Linkages.
Fluid Reservoirs.
Stainless Steel
Bearings:
Rudder Stock (inboard and
outboard);
Rudder Stock Thrust Rings
Pintle.
Piping (Rigid);
Piping (flexible).
Welding:
Machinery;
Structures;
Consumables;
Acceptance Standards;
Nondestructive Examination.
DGS/PS 9023
DEF STAN 02706
DEF STAN 02769
DEF STAN 02773
DEF STAN 02729
Parts 1 to 5 as applicable
System Manuals
5.3.1
Typical Contents
a.
(2)
(3)
(4)
Operating Instructions;
(5)
48
5.4
(6)
Maintenance Procedures;
(7)
Fault Finding;
(8)
Installation Instructions;
(9)
STW.
b.
The DTO was responsible for the production of all test documentation to certify
that the Hydraulic System(s) had been installed and connected correctly. The
test documentation covered the following tests:
(1)
(2)
(3)
To confirm that the Hydraulic System had been cleaned and flushed to the
level of cleanliness required after pressure testing;
(4)
(5)
(6)
49
LOLER 1998
BS ISO 6194
BS EN 8371
BS EN 10087
BS EN 10277
BS EN 10278
BS 970
BS 4518
BS 7780
JSP 430
50
51
Pipework Engineering:
Part 1: General
Fasteners:
Part 1: General
52
Electromagnetic Compatibility:
Part 2: Management and Planing Procedures;
Part 3: Technical Requirements, Test Methods and Limits;
Part 4: Large Equipment Testing;
Part 7: Code of Practice for HM Ships Installation Guidlines
BR 2000(53)(2)
BR 3021(1)
Shock Manual
BR 3021(2)
BR 3026
BR 8470
BR 8471
BR 8472
BR 8473
DGS/PS 9023
53
Automatic Changeover
ACOS
AR&M
BIT
Built in Test
BR
Book of Reference
BS
British Standard
BS EN
CNSA
COS
Changeover Switch
CST
dB
Decibel
DEF STAN
DPA
DTO
EPCMS
ESM
ESP
ETM
FFT
HPU
HSU
LOLER
LP
Low Pressure
MARPOL
MCAS
MCTA
MDHP
MOD
Ministry of Defence
MTAU
MTBF
MTTR
NBCD
NES
NSR
OOW
54
PCB
PCO
PM
Project Manager
PSP
PTS
QA
Quality Assurance
RN
Royal Navy
RSA
rsm
SCC
SCCU
SFLCU
SSP
SRD
STW
Setting to Work
WP
Working Pressure
WSA
ANNEX B2. For the purpose of this Standard the following definitions apply:
Design Authority
Prime Contractor
Steering System
Steering Gear
Steering Position
55
Hand Control
Emergency Steering
Emergency Hand
Operation
56
Thi Check
This
Ch k List
Li t is
i to
t ensure th
thatt certain
t i aspects
t off thi
this D
Defence
f
St
Standard
d d are consulted
lt d
when preparing a procurement specification for a particular application.
2.
Clauses where a preference for an option is to be used or where specific data are to be added
are included in the Check List.
List
3.
included
NA
not applicable
Check No.
Check
Clause No.
3.1
3.2
4.1.2
4.1.2
4.1.2
4.1.2
4.1.2
4.1.2
4.1.2
10
4.1.7
11
4.1.9
12
4.1.9
13
4.1.11
14
3.3.1
15
4.1.5
16
4.1.5
17
4.3.2
18
4.3.9
19
1.1.3
20
21
3.4.6
22
3.4.3
require
57
additional
remote
3.3.2
or NA
Check No.
Check
Clause No.
23
3.4.5
24
3.11.3
58
or NA
ALPHABETICAL INDEX
Actuators, 45
Electronic components, 42
Availability, 10, 11
F
B
Fault diagnosis, 42
Filtration, 46
Bearings, 17
Flushing, 46
Fin angle limitation, 42
C
Cocks, 46
Controls, 36
Glands, 16
Operator Controls, 36
Guage Board, 16
Operator Displays, 36
Heat Exchangers, 45
Data Transmission, 27
Contamination, 46
Availability, 28
Fluid Reservoir, 45
Design Objectives, 28
Hand Pump, 46
Ease of Operation, 31
Pumps, 44
Economy of Space, 31
Relief Valve, 46
Fundamental Requirements, 25
Lubrication System, 32
Installation, 20
Maintainability, 29
Instrumentation, 15
Ship Characteristics, 27
Lubrication System, 18
Software, 32
Bearings/Stocks, 18
Vulnerability, 30
Marker Plates, 18
Electric Motors, 10
Materials, 18
Castings, 18
Standard Range, 10
59
S
Safety, 18
Lifting, 18
Protective Guard, 18
Navigation System, 34
Screw Threads, 15
Noise shorts, 17
Seals, 16
Setting to Work, 21
Packings, 16
Pipework, 46
Test meter, 42
General, 18
Test Requirements, 19
Maintenance in Stores, 18
Maintenance On-board, 18
Basin Trials, 23
Pressure gauge, 20
Pressure Testing, 20
Pressure testing, 20
General, 21
U
Q
Quiet running, 42
Equipment Interchangeability, 30
Interchangeability, 30
Upkeep Policy, 28
60
DStan Helpdesk
Tel 0141 224 2531/2
Fax 0141 224 2503
Internet e-mail enquiries@dstan.mod.uk
File Reference
The DStan file reference relating to work on this standard is D/DStan/69/02/339.
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a Defence Standard does not in itself confer immunity from legal obligations.
Revision of Defence Standards
Defence Standards are revised as necessary by up issue or amendment. It is important that
users of Defence Standards should ascertain that they are in possession of the latest issue or
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Standard encounters an inaccuracy or ambiguity is requested to notify the Directorate of
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appropriate action taken.