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Steering Gear
Steering Gear
Steering Gear
Telemotor systems
Hydraulic transmitter
The casing is usually gun metal, with bronze rams, and copper
pipes are led in by frilled leads on the casting.
To test the system, with the steering gear actuating pumps
stopped, the wheel may be lashed at hard over and the pressure recorded. It
should maintain this pressure for some time
Author note:
The main problem appears to be the effect of air entrained within it. Thus
regular venting of the system is required.
By-pass valve
Telemotor fluid
Hunting Gear
The steering gear system above consists of the telemotor which
receives a signal from the bridge wheel. This acts on the hunting gear.
The hunting gear moves displacing a control rod, this rod acts on
the pump displacement control gear to alter the delivery from the pump. The
delivery from the pump causes the ram to move rotating the rudder stock and
hence the rudder. The other end of the hunting gear is mounted on the rudder
stock.
The rotation of the rudder stock moves the hunting gear returning
the operating rod for the pump to the neutral position once the rudder has
reached the correct angle.
Rudder Actuators
There are many different mechanisms by means of which hydraulic power can
be converted into torque at the rudder stock some of which are as follows;
The rapson slide acting on either a fork tiller or the more common
round arm. The tiller drives the rudder stock by means of a key or keys. The
crosshead is free to slide along the circular arm of the tiller so that the straight
line effort of the rams is applied to the angular moving tiller. Each set of two
cylinders in line are connected by a strong steel girder usually called a "Joist"
which stiffens the system and forms a "guide bar" for the crosshead guide
slippers to slide along. The joist is often designed to incorporate the steering
engine stops.
In the case of forked tiller design, the thrust from the rams is
transmitted to the tiller through swivel blocks. One advantage of this
arrangement is that the overall length of pairs of rams is reduced compared to
the round arm tiller design and this can be an important consideration in some
cases. A disadvantage is that where as any slight misalignment in the case of
the round arm tiller is not vitally important, it could lead to uneven loading of
the swivel blocks in the forked tiller design and it is essential that the line of
the rams be exactly at right angles to the rudder stock centre line if this is to
be avoided.
With the Rapson Slide the torque reaction from the rudder is taken
on the tiller by a force which is balanced by an equal and opposite force having
two components one of which is produced by the ram and acts in the line of
the ram, whilst the other is at right angles to the line of the ram and is
produced by the guide reaction.
Where guides are not fitted as is sometimes the case with smaller
steering gears then the guide reaction force must be carried by bearings or the
glands of the cylinders.
a = actuator area
p = Working fluid pressure
n = Number of effective rams ( 1 for 2 ram, 2 for 4 ram)
q = rudder angle
r = tiller radius at amidships
r' = tiller radius at qo of tiller helm
s = guide reaction force
f = force on ram with tiller amidships ( = p x a)
f' = effective force acting at 90 o to tiller
In these cases, the torque T applied to the rudder stock varies with
the rudder deflection angle and on the location of the actuator. In general the
torque developed will be less at the maximum rudder angle than the maximum
possible from the actuator.
This type of gear is used if the athwartships space is limited, or the head room
at the rudder head is restricted, as for example, in the case of a vehicle ferry
having a slip way aft. The design enables the steering gear to be moved
forward where there is reasonable head room for access.
The spaces formed between the stator and rotor vanes are used as high and
low pressure chambers. The main advantage of the system is that it is
compact, occupying about 1 / 10 the space of a ram system. The
disadvantages are ;
1. it has a long oil sealing path
2. it is a constant torque machine at all angles of helm compared to the
ram system where due to the Rapson slide effect, the torque
available increases with increasing helm.
All vanes are spheroidal graphite cast iron secured to the cast iron
rotor and stator by high tensile steel dowel pins and cap screws. Rotor strength
is maintained by keys fitted full length of the rotary vane. Steel sealing strips
are fitted along the working faces, backed by synthetic rubber in grooves along
the working faces which are elastically loaded, so as to ensure that contact
with the mating surfaces is maintained in order to hold the hydraulic pressures.
There are two main types of rotary vane steering gear in use
today. One has its stator firmly fixed to the steering flat deck and the stator
housing and cover are provided with suitable bearings to enable the unit to act
as a combined rudder carrier and rudder stock bearing support. The other type
of vane gear is supported where the stator is only anchored to the ships
structure to resist torque but is free to move vertically within the constraints of
the separate rudder head bearing and carrier which is similar to the bearing
provided for ram type steering gears.
The rudder carrier ring bearing (Pallister Bearing) is taking the
weight of the rotary vane steering gear and the rudder and stock.
The anchor bolts are fitted with special bushes in halves, shaped
externally in order to pre-load the synthetic rubber shock absorbers , which are
fitted between them and the anchor brackets. The maximum deflection of the
shock absorbers under full load is approximately 1 mm.
The working angle of the gear is governed by the number of vanes
and their thickness. Vanes act as rudder stops when a moving vane contacts a
fixed vane. Valves at inlet to the chambers may be shut causing a hydraulic
lock. In the rotary vane units the Mechanical Advantage is unity at all angles
and hence torque is constant
Torque = p.a.n.r.
where n = number of rotating vanes
This gear consists of a casing around the rudder stock which contains pistons
of rectangular section sliding in angular compartments concentric with the
rudder stock. The tiller projects into a gap between the cylinder, the piston
ends abutting onto the tiller but not being attached to it so that axial
movements of the rudder cannot be transmitted to the pistons. Steering gears
of this type operate at hydraulic pressures up to 41 bar (600 lbf/in2) and are in
general restricted to low power application.
Torque = p.a.n.r.
where n in this case is unity.
Components
Hydraulic actuators are provided with relief and bypass valves between
complementary pairs of cylinders or chambers of vane gears. The relief valves
are set to lift at pressures above the normal maximum.
The bypass valves are normally closed but can be opened on a two
cylinder gear to enable emergency steering to be used. On a four cylinder gear
one pair of cylinders can be bypassed while the other pair provide emergency
steering at a reduced torque, an instruction plate is fitted over the controls
valve block giving a combination of failures and which valves have to be open
or shut to cope with the emergency etc. It should be noted that if one ram or
cylinder in a four ram system breaks down, then never isolate the cylinder
diagonally opposite the damaged unit, since the steering gear will not operate
due to the fact that the remaining two cylinders will be either on all pressure or
on all suction at the same time.
On some ships it has been discovered that the ball bearing races
on the stand-by pump have been failing due to brinelling of the ball bearings,
caused by ship vibrations, and in these cases it is usual to fit devices which
allows the stand by pump to be motored slowly.
External or stern posts stops are set at the absolute limit to hard over
movement of the rudder , protects propeller and ship stern in the event of
metal or other failure which allows rudder to swing in an uncontrolled manner.
Mechanical stops on the rudder actuator operate before the external stop are
reached .these take the form of travel limits. Stops on the bridge control
operate before mechanical stops. local controls are set midway. auto pilot
controls are set first. It should be noted that the vanes act as stops on rotary
vane gears.
Heavy seas acting on the rudder can force the actuator against the hydraulics
sufficient to lift the relief v/v, in which case the rudder will move. Hunting gear
will tend to return the gear to its correct position.
For small ships during navigational course keeping hand steering can be used,
whist during manoeuvring power steering can be used. These may take the
form of chains or simple hydraulics operated by a fixed delivery pump attached
to the steering gears.
This is the normal method of steering and involves the feedback of steering
angle to the helm. This is suited to both manual and automatic operation.
The ships heading may be set into the autopilot which can then
compare the actual to desired heading and adjust the rudder angle to suit
Normally used for back up purposes only. Consists of a single lever per
steering gear unit, by moving the lever in on direction the rudder will begin to
turn, the rudder will continue to turn until the lever is released or it reaches
the limit of its operation
. In all cases high quality hydraulic oil should be used , containing inhibitors
against oxidation , foaming, rust and wear and emulsification.
The most common source of failure are the pump and the
hydraulic system associated with it.