Steering gear

Purpose of Steering gear:

A steering gear is provided for steering the ship either to the port side or
starboard side as required during voyage of the vessel.
As a small fault could lead to a collision or grounding of the ship.
The basic requirements of a steering gear are:
1. Be continuously available.
2. Move the rudder rapidly to any position in response to the
orders from the bridge during maneuvering, and hold it in the
required position.
3. Have arrangements for relieving abnormal stress and returning
the rudder to its required position.
4. Maintain the ship on course regardless of wind and waves.
A hydraulic steering gear consists of
:a bridge control, which applies helm,
: an engine control that is operated jointly by the helm and hunting
gear :a power pump and
:rudder actuator, which constitutes the steering engine.
The steering position for the ship is given from
:the bridge or wheelhouse
:the engine room.

The telemotor system consists of

-a transmitter on the bridge and
-a receiver fitted on the steering gear forming a part of the hunting gear.
The system may be electrical or hydraulic or a combination of the two.
• The hydraulic oil from the telemotor system is sent to a hydraulic
receiver.
• A hydraulic receiver which moves the actuating rod of the pump.
• The fluid is incompressible.
• The pump in turn pumps the hydraulic oil to the respective rams,
which moves the tiller arm.
• The tiller arm in turn moves the rudder.
THE TELEMETERING SYSTEM
• Most modern vessels are fitted with electric or electro-hydraulic
systems. This consists of the transmitter and the receiver unit. The
transmitter is equipment, which sends a signal for the change of
direction of motion of the ship and the receiver is the equipment,
which receives this signal and makes the actuating system to work
and respond to this order.

Hydraulic transmitter
 • As the bridge steering wheel is moved to starboard, the rotating
pinion causes the right hand ram to move down, pushing oil out to
receiver unit along the right hand pipe.
• The left hand ram moves up, so allowing space for oil to come
back from the receiver unit.
• The fluid is incompressible, so any down movement of the right
hand ram produces an identical movement at the receiver unit.
• The reverse action happens when the steering wheel is moved to
the port
• The casing is usually gun metal, with bronze rams, and copper
pipes.
• A bypass valve is
provided to allow
for variations in oil
volume due to
temperature
changes and also to
allow for
equilibrium
between both sides
of the system

By-pass valve:
• Since the cylinders
are always full of
the hydraulic fluid
a device has to be
fitted to allow for the variations in
 the oil volume due to temperature changes, relief in case of a build
up of pressure and for equilibrium between the 2 cylinders when
the wheel is at amidships or no working position. This device is
called as the by-pass valve.

Hydraulic receiver
• Hydraulic receiver consists of two hollow rams in line, fitted to
two fixed crossheads. A cylinder closed at mid length and open at
each end, fits over and floats between the rams. Sealing glands are
fitted at the each of the ends of the cylinders and air cocks
provided on both sides.
• The cross heads and the rams are kept fixed and aligned by
two parallel rods. The rods have two sleeves each fitted over them
and sliding through the cylinder casing. The stopper nuts restrict
the movement each set of sleeves carry a strong spring between
them. The crossheads are connected by supply/return pipe, to the
telemotor transmitter.
• Slight movement of the moving cylinder causes the left hand
sleeve to butt against the stopper nut and further movement causes
the spring to get compressed.
• When the steering wheel is returned to mid ship the springs, which
are under compression, return the moving cylinder to its mid
 position. Similarly for a port turning of the steering wheel all the
movements are reversed.
• Slight movement of the moving cylinder:
• causes the left hand sleeve to butt against the stopper nut and
• further movement causes the spring to get compressed.
• When the steering wheel is returned to mid ship

• the springs, which are under compression,

• return the moving cylinder to its mid position. Similarly for a port
turning of the steering wheel all the movements are reversed.

Variable delivery pumps

Hele-Shaw Pump:
• The central shaft is stationary and the cylinder body forming the
cylinders rotate around the shaft, being driven by a constant speed
and direction electric motor.
• The plungers are connected to slippers which run in annular
grooves inside two circular rings (floating ring) on each side of the
plungers
• When the centre of the floating ring coincide with the shaft centre,
the plungers rotate at a fixed radius from the shaft and there is no
pumping action (figure a)
• If the floating ring is moved to the right by the operating rod (PSL
– Pump stroke lever), then the centre of rotation of the plungers
become eccentric to the centre of shaft (figure b)
• With the direction of rotation of the cylinder body and the plungers
being clockwise, as the plungers reach the top part of the shaft, the
plungers move out in the cylinder in relation to the shaft.
• This increases the chamber volume and thus the top port acts as the
suction.
• As the plunger moves to the bottom of the fixed shaft, the chamber
volume is decreased and thus the bottom ports act as the discharge
ports.
• If the floating ring is shifted
to the left (figure c), the
suction and discharge ports
reverses, and the reverse
pumping action takes place.
• Thus the direction and
quantity delivered can be
varied by shifting the
position of floating ring.
Variable delivery pump – Axial piston type (swash plate type)
• Slipper pads bear against the swash plate face and the plungers are
driven in and out axially for each revolution of the cylinder block
which is keyed to the shaft
• In mid position, no relative movement of exists between piston and
end plate and no pumping action takes place
• For one direction of tilt of the swash plate, ports on one side of the
horizontal centre line become suction and those on the other side
become discharge
 • For opposite direction of tilt, direction of flow is reversed
• The quantity of discharge depends on angle of tilt

Non-reverse locking gear

When two pumping units are fitted
and only one is running, the idle
pump might be driven in the reverse
direction by fluid under pressure
from the running pump, if non-
reverse locking gear were not
fitted.
This gear is integral with the
flexible coupling connecting motor
and pump. It consists of a number
of steel pawls so mounted on the motor coupling that, when pumping
units are running, they fly outward due to the centrifugal effect and
remain clear of the stationary steel ratchet secured to the motor
supporting structure.
The limit of this outward movement is reached when the pawls contact
the surrounding casing, which revolves with the coupling.
When the pumps stop, the pawls return to their normal, inward position
and engage the ratchet teeth, so providing a positive lock against reverse
rotation.
This action is automatic and permits instant selection and
commissioning of either units with out use of pump isolation switch.

Hunting gear (floating lever) arrangement

The points A, B and C in each of the diagrams lie on

the mid line since the steering controls and the rudder
are centralized and the pump is in the no-stroke or
neutral condition.
1.Movement of point A to A', --the rudder angle
required,
- the floating lever to pivot about point B and
- point C moves to C' placing the pump(s) on-stroke in
the correct sense.
As the rudder moves ----------
2.The tiller moves towards B' with the floating lever now pivoting about A‘.
3. Also causing point C' to
return to C.
Points B‘ and C‘ arrive at B and
C simultaneously, placing the
pumps in the no-stroke
condition and bringing the
rudder to rest at precisely the
angle ordered.
4.The control point is moved
back from A' to the mid
position A,-
the floating lever pivots about
B',
point C moves to a new
position C" on the opposite
side of the mid line, placing
the pump(s) on-stroke.
5. As the gear returns, lever
again pivots about A,
-B‘ moves back to B,
-C" to move back to C
The pump in the no-stroke
condition and bringing the
rudder to rest in the mid
position.
Types of steering gear
• Two ram electro-hydraulic steering gear
• Four ram electro-hydraulic steering gear
• Rotary vane steering gear
• Electric steering gear
Two ram electro-hydraulic steering gear

I:Isolating valve R:Relief valve B:Bypass valve S:Spring M:Motor

P:Pump
Four Ram electro-hydraulic steering gear
Options:
1. All 4 rams are in use.
2. Ram no.3 n 4 in use.
3. Ram no.1 n 2 in use
4. Both pumps n motors in use
5. Use no.1 pump n motor in use.
6. Use no.2 pump n motor in use
The line leakage at point –X.As in case of MT Ameco Cardiz, the
leakage resulted in total loss of the tanker. It was not possible to isolate
the leakage point by any means.
Important rules pertaining to steering gears
• Where two steering gears are required and are driven electrically, two
independent circuits (each connected to the main switch board) are
necessary.
• Short circuit protection should be provided
• Overload alarm
• All vessels must be provided with efficient main and auxiliary steering
gear of power operated type
• An auxiliary gear is not required if the main power is provided with
duplicate power units
• The main steering gear must be capable of putting the rudder from 35°
on one side to 30° on the other side in not more than 28 seconds, when
the vessel is in the maximum service speed and the deepest service
draught.
• Means to allow steering from a position aft
• Device fitted to relieve shock
• Electric leads and fuses should allow 100% overload
• Moving parts to be guarded
• Non freezing fluids in hydraulic systems
• Every oil tanker, chemical tanker or gas carrier should comply with the
following,
• The main steering gear shall be so arranged that in the event of loss of
steering capability due to a single failure in any part of the power
actuating systems of the steering gear, steering capability may be
regained in not more than 45 seconds
• The main steering system shall comprise either,
• 1) two independent power actuating systems, each capable of meeting
the requirements or,
 • 2) at least two identical power actuating systems capable of meeting the
requirements when working simultaneously. Inter-connection of
hydraulic power actuating systems shall be provided. Loss of hyd fluid
from one of the system shall be capable of being detected and the
defective system automatically isolated so that the other system is fully
operational.

Safematic design (100% redundancy)

• Each pump is associated with a pair of rams so that two complete

half power steering gears are formed.
• This arrangement gives up to 20° rudder movement at maximum
ship speed and 35° at two thirds maximum ship speed.
 • In normal operation the two systems are joined by two common
lines each operated with a solenoid operated spool valve which
allows a free balanced flow of oil between the circuits.
• If leakage of oil occurs, the first low level switch of the hydraulic
oil tank operates, and isolates one of the pump systems.
• It also simultaneously closes the spool valve between the two
systems thus putting the suspect circuit into the bypass condition
• Audible and visual alarms are also activated on the bridge
• If the oil level in the tank continues to fall, the Low Low level
switch of the tank operates
• This will result in an immediate changes over the pumps and their
corresponding isolating valves
• This will ensure that the correct hydraulic circuit is in use and the
oil level in the tank will not fall further
• After the operation of the float switch for the second time, two
thirds of oil still remains in the tank, thus ensuring continued
operation of steering gear

Safematic design 50% redundancy

All valves are automatically controlled and electrically operated valves.
Normal operation: Combination1 Valves a and b open
Ram no.1 n 2 in operation (50% torque), Ram no.3 n 4 in operation(50%
torque) Valves 1,2 open, Valves 3,4 open, bypass shut
Combination 2: Valves a and b shut.
SYSTEM 1 :Ram no.1 n 2 in operation (50% torque)
Valves 1,2 open, bypass 5 shut Valves 3,4 shut, bypass 6 open
Combination 3: Valves a and b shut.
SYSTEM 2 :Ram no.3 n 4 in operation(50% torque)
Valves 1,2 shut, bypass 5 open Valves 3,4 open, bypass 6 shut

Rudder Wear Down

This refers to the measurements taken generally during a docking
period to indicate excessive wear in the steering gear system
particularly the rudder carrier. The significance of this is that for
ram systems excessive wear can lead to bending moments on the
rams. For rotary vane systems it can lead to vane edge loading.The
readings taken are offered for recording by the classification
society.

Trammel
This takes the form of an 'L' shape bar of suitable construction.
When the vessel is built a distinct centre punch mark is placed onto
the ruder stock and onto a suitable location on the vessels structure,
here given as a girder which is typical. The trammel is manufactured
to suit these marks As the carrier wears the upper pointer will fall
below the centre punch mark by an amount equal to the wear down.
Rudder Clearance
Pads are welded to the hull and rudder. A clearance is given
( sometimes referred to as the jumping clearance). As the carrier
wears this clearance will increase

Steering gear Clearance

Direct measurement can be taken from the steering gear
assembly. Shown below is one example, here the clearance
will be seen to reduce as the carrier wears and impact his has
on the system can be directly judged