Beruflich Dokumente
Kultur Dokumente
Propellers
GPlOO
Product-ID: 1383 WNSNO Installation ID: 1383
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Nozzle:
Mechanical: Vmin
Electrical: l/min
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WÁRTSI
PO2BA Operotion ond Moinlenonce o2
Change oil yearly. If the oil is tested regularly by and oil comparry or any
other recognised laboratory the interval may be extended according to
their recommendation.
Oilchonqe x*
Zink onode stern tube seol, checVrenew x*
Blode seols, renew x
Hub, mechonicol ports check for weor U
(.--
Monuol operotion of pitch c
Filfer element chonge X
OD-box
Externol feed-bock linkoqe, lubr./check
Slip clutch, check
Mech. ind. mech,, checlllubr. U I
The propeller is lubric¿ted by oil from the stern tube. For oil specification
see the instruction for the stern tube seal used.
In general an engine oil with dispergent additives is recommended since
this will to some extent absorb water. Viscosity should be around 100 cSt
at 40'C.
If the stern tube require an emulsifring oil, this can be used.
03. Propeller
03. r Description
Propeller hub
At the aft end of the push-pull rod the seals (24) are effectively sealing
the air space inside the cap (5) from the hub mechanism. This air cushion
prevents pressure built-up from the movement of the push-pull rod. If
the cap should be completely filled with water (or oil), a safety disc (23)
will burst and sea water will have free access to the inside of the cap. The
seals will still prevent water from entering the mechanism.
The space inside the cap (5) should only be filled with 2-3 litres of oil for
protective purpose.
Lubrication is by stern tube oil through the rear stern tube seal and
drilled passages in the shaft flange.
The hub is frtted with a zinc anode (11) on the cap for corrosion
protection. These should be renewed when 507o consumed.
Before removing the blades, the oil in the hub and stern tube must be
drained. Remember to close the supply from the oil tank.
The blades are bolted from the outside and can be removed without
dismantling the internal blade cranking mechanism.
In case a propeller nozzle is mounted the entire propeller have to be
moved aftward in order to get lifting height for the blades. The inboard
tailshaft flange and the push-pull rod connection have to be disconnected.
If the shaft is to be taken all the way out leave the ryIinder attached to
the gearbox flange.
In this case it is not necessary to drain the ryIinder.
Ma¡k the blade bolts so that they can be refitted in their original position.
Handle the bolts careflrlly. Protect the threads immediately on removal.
Notel Steel hubs hove reploceoble beorings. They moy foll out when the hub
is furned.
On hubs with floating bronze bearings, mark and remove the bearings"
On hubs with DU bearing segments the segments are retained with pins
to prevent rotation only. They may fall out when the hub is turned. Mark
and remove loose segments.
Tightening of bolts
03.2.3 Blodes
I f it the beorings (steel hubs only). If new pinned bearings does not
fit exactly on the pins adjust retaining holes in the bearings slightly with
a file.
p tnspect the bolts and check the threads. Apply generously an-
tiseize paste to the thread and the bolt collar. (see chapter 03, section
03.2.5).
@ fit new seols (19) and Monel washers (18) under the blade bolts.
Apply a sealing compound between washer and hub.
p tignten oll bolts according to procedure below using data from the
hub assembly drawing.
E Fill up hub and stern tube with oil and check for leakage.
Notel Some seols moy hove o motching shim strip. Do not mix seols ond shim.
Cleon ond inspect the seol grooves and bearing surfaces in the
hub thoroughly,
Keep new seols in the closed packages until ready to be fi.tted.
@ Use the seoling poste and. lubricant supplied with the seal kit as
directed in the kit.
Proper tools makes the work much easier and are necessary. It is
recoÍrmended to use a pipe with extended arm and to tighten with block
and tackle.
Slowpullinghydrar:lic spanners may also be used, but the short reaction
arm give high side forces in the bolt.
§ the off the chord diskmce C on the bore and tighten up the
fUort<
bolts crosswise the angle from a to b. See Fig 03-2.
@ One by one loosen the bolls completely and repeat points 2 and
3.
I --.-. \
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Fig 3-3
Before starting to üsmantle the propeller hub the oil in the hub (and
stern tube) must be drained. Remember to close the zupply from the
stern tube oil tank.
If possible, it is recommended that the entire propeller be removed along
with the blades, hub and shaft for üsmantling in the shop. It is preferable
that the push-pull rod is removed before removing the blades since the
blades effectively support the blade discs when removing the yoke.
The propeller blades, blade seals and outer blade bearing may be ehanged
without opening the hub.
Hondling of cronkdisk
_t_
|(--
§] nemove the cop (5), rylinder (20), piston (6) and cover (4) in tlis
sequence. Handle and store parts carefully to prevent damage to the
sealing zurfaces.
Notel For some hubs the design by o cylinder (20) on piston (ó) ore modified
ond reploced by seol cover. This to be removed.
lf the blodes hove been removed , ftt a retaining plate, Fig B-B
(6), to hold the blade discs in position when the yoke is being removed.
f StiOe the push-pull rod with the yoke back and at the same time
turn the blades until the sliding shoes are free of the yoke. Holes are
proüded for t2 mm pins to turn and zupport sJiding shoe and cra¡k disc.
See Fig 3-3
E fo toke off the blodes support the crank disc by a jack. See Fig
03-4. Unscrew the bolts and lift the blade carefirlly off. Handle the bolts
carefirlly and protect the threads immediately after removal.
Note! Axiol blode beoring segments ore fitted with pins onlyto prevent rototion"
These moy eosily foll out.
Note! Be corefulwhen fitting new beorings on the old pins. lt moy be necesscry
to increose on or two holes in the beorings in order to moke them fit.
If new pins are flrtted, hold the bearings in possition with a clamp and
drive the pins through the bearings.
Check the sealing surface at the forward end. Small nicks and scratches
should be removed with fine emery paper. Also check bearings and seal
in the propeller shaft.
Protect thread with tape and lubricate the rod well with anti seize
compound of the same type as used for propeller blade bolts.
Keep the rod zuspended when pushing it through the tailshaft.
Notel For some hubs the design by o cylinder (20) ond piston (ó) ore modified
ond reploced by o seol cover. This to be osembled,
Note! Use only oritginol split pins where one end is cut stroight. Do not drive the
pins further down below the beoring surfoce then the dislonce given in
the osembly drowing.
The bearing pad on the inside of the crank disc is a guide for the yoke.
Check the bearings and replace if required.
03.4.3 Yoke
a seal (42) is placed between the cover (2) and the shaft. In this case the
cover must be filled with grease before assembly.
il For the oil lubricoted hubs oil is supplied from the stern tube system via
the aft stern tube seal.
Note! When fitting the ott shott seol liner do not use ony form of seol between
the cover (2) ond the shott, or between the shott seol liner (15) ond the
shott.
Note! Remember to reploce zink onodes of the hub cop ond the stern tube
seol.
03. ó lnspection
All bolts must be properly secured. Use washers where indicated in the
parts list. Special washers and seals are used under blade bolts. These
should always be renewed.
Bolts and threaded holes secured with Loctite should be cleared with tap
and üe, cleaned with solvent and air before a final cleaning with Loctite
accelerator. Use only the type of Loctite indicated.
Threads in stainless steel, both bolts and bores, must be inspected
carefully. Any deformations, dents orparticles are likelyto cause seizure"
Treat the threads liberally with antiseize paste as indicated.
Tighteniag values for bolts are given in the propeller hub assembly
drawing.
are sefllred with Loctite. The cap should only be filled with 2-B litres of
oil for rust protection.
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Do not fillup!
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Notel Remember to remove lhe seol ofter testing. Free possoge of oil from stern
tube between seol liner, cover ond shott is required for lubricotion of hub.
Check the propeller hub for leakage at every docking with an oil pressure
corTesponüng to the normal level in the stern tube oil tank or higher.
03.5 Hub
The hub is attached to the shaft with frtted bolts. In order to remove the
hub from the shaft it is necessary first to dismantle the hub mechanism"
When attaching the hub to the shaft, observe the following:
g" sure to olign the morks ontheflangeandhub. Checkthelubri-
E
cation
oil bores through the shaft flange and into the hub.
p fne heods of the bolts should be on the inside of the hub.
-Check that one of the surfaces of
the hexagon faces toward the circular
recess which prevents the bolts from turning. Otherwise the bolts will
not enter properly.
03.7 .4 Weor
HUB ryPE PR&PL ó5/4 I PR7 4t4 r [PR04- PR82l4 r (PR4- PR90/4 r (PR4- PRr 00/4 r (PR4-
0e) il) 121 t3)
Sliding shoes, bore t5 t5 IB t8 IB
Sliding shoes, sides t5 t5 t8 t8 r8
Yoke beorinqs 35 35 35 40 40
Blode beoring oxiol 40 45 45 50 50
Blode beorinq rodiol 50 trtr 55 ó0 ó0
03.7 Mointenonce
03. 7. I Lubricotion
The propeller is lubric¿ted by oil from the sternhrbe. Lub. oil is entering
the hub between aft shaft seal liner and shaft, then throughbores in shaft
and hub flanges.
Nlote! Free posoge of oil from the shott seol liner ottoched to the hub, must be
ensured. There should be no seol between this liner ond the shott.
For oil speciflrcation see the instruction for the sterntube seal used. In
general an engine oilwithdispergent additivesis recommended since this
will to some extent absorb water. Viscosity around 100 cSt. at 40'C. If
the sterntube requires an emulsiffing oil, this can be used.
03.7.3 Corrosion
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lever (15) is fastened to the pitch control slide valve by the tink (22). By
adjusting the length of the control cylinder (12) the pitch can be set to
any desired level.
The control rylinder (12) is operated by an electrohydraulic system in
the pitch control u¡it (30). Manual operation of the pitch (31) is proüded
for and there is also a mechanical pitch indicator (32) on the unit. See
chapter 05.
In case of severe external shocks through the feedback mecha¡rism the
lower control lever (11) is frtted on a slip coupling (17) in order to protect
the feedback linkage.
The feedback rod (2) is connected to the servo piston (1) through a
concentric boring in the gear (and line) shaft(s). The rod serves as both
an oil supply pipe and feedback rod. The other oil connection is through
the shaft bore.
The servo ryIinder is located either at the gear output flange, in the shaft
Iine or in the propeller hub.
Notel When ossembling ond hondling the ports of the system it isvery importont
to keep ports clñn. Be sure thol oll plugs used to protect the ports during
tronspo¡'t ore removed.
OD-box ossembly
@ nemove covers from the geor shoft and carefully clean the shaft
bore. Slip the feedback roÜpipe through the bore.
p t-uOricote the rod end. Fit the valve guide and bolt it to the shaft"
Cgott torque 100 Nm). Remember the seal (5) and washers.
(20) if it is used. The design
@ nttoch the flonge (21), and the seal
may vary slightly depending on type of gear.
Notel The shoft seol (20) is only used on instollotions with seporote oil systems
for propeller pitch servo ond geor lubricotion.
it the link (221lo the slide volve (B). Secure the bolts (Loctite).
@ f
Note! The link musl be fitted lo ollow the port morked "P" on the volve to foce
the presure hose ond the "R" port to foce the return hose. ln cose this is
connected incorrectly the pitch will go to on end position ond stoy there
when the system is presurized, see Fig 04-3.
I'
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Fig 04-3
@ f it the slide volve with the link onto the volve guide (9). Due to
the fine tolerances it is recommended to heat the valve in an oil bath.
I(21).euiOe the housing (.l9) over the volve and attach it to the flange
Check that the O-ring is in place.
Fosten the link (22lto the lever (15).SecuretheboltswithLoctite.
Note! Further ossembly should not be corried out untilthe system is flushed. See
chopter 0ó.
I ntter flushing hos been corried out flrt the hose nipples to the
valve, attach hoses and bellows.
Note! lt is very importont to fit the hoses in such monner thot lhey do not put
stroin on the slide votve.
tr Connect the hoses to the control cylinder. The pipe going ou!
closest to the control cabinet door is to be connected to the bottom end
of the cylinder.
Notel Disconnect the bonjo fittings from the cylinder before tightening the ring
fitting of the bonjo to the hose. When refitting toke core not to overtightem
the l/8" threod in the cylinder. When loter disconnection for service is
required, disconnect of the hose - not of lhe cylinder.
Do not fit the indicotor coble until mox pitch trovel hcls been estoblished.
See chopier 05.
04.3 Adjustments
Ref. Fig 04-2.
The stops on the upper lever is to be set at the stopper (26) to + l- 5,0 mm
from centre position of the valve.
Centre position can be established by press'urising the system with
disconnected propeller (not rotating).
If the slip clutch get out of alignment, realign according to chapter 05,
section 05.8.
Fit the cable to the lower lever (11) in such a manner that maximurn
cable travel is used. For this pu-rpose there are 3 different points of '-
attachment to the lever.
Note! Do not ottempt to reploce the potmeter in situ. Remove the complete
box on dexhonge the potmeter in o cleon ond well lit environment.
ln order to eliminote cleoronces, the georbox hos two wheels (7) en-
goged with the pinion. The wheels ore spring looded ond must be
disploced in relotion to eoch other when inserting the pinion. The
procedure below must be followed.
f Set the pitch to opprox. I OO % forword and. note the exact indi-
cator setting.
@ switcn- off the servo pump, the control system and the control
pump (at the cabinet).
p open the covér (2) of the potmeterbox. Take anote of the cable
connections and meaflre the resistance of the potmeter if possible. Re-
move the cable.
E 1o.ot9n
lhe 4-retoining bolts (8) and remove the potmeterbox to a
suitable place for further work.
lJl ,witn y.our index finger in the opening (1 ) ) between beoring ptote
qnd housing you con feel the two wneéls ,
[A]- fosten the potmeter with screws ond clips (4) and connect the
cabies to the terminal.
lql ffioch the potmeterbox ond linkoge. Measure the resistance of,
the potmeter and adjust to exacily same,ralrre as noted at point a. (If it
was not possible to measure the resistance of the old potmeter set to
approximately 300 ohms).
04-8
WARTSILA C.P" PROPELTER
OD-box / OD-shoft
qtr-
On installations with separate servo oil tank above the propeller shaft
line the servo valve housingis drainedby an ejector moulted onthe tank.
See chapter 06.
The ejeótor is controlled by a float switch mounted on the inside of the
cover-where the potmeterbox is fitted. It is cabled to a terminal box on
the outside of the same cover. To get access to the switch, open the OD-box
cover opposite the potmeterbox.
The switch maintains a certain level of oil in the housing'
The drainpipe shouldbemin 10 m.I.D. andconnectedto one ofthedrain
plugs on tfré housing. The ptug at the forward face of the senvo valve
housing should be ventilated.
05. r Description
Controloil circuit
\-
The pump (3) is driven by a step motor (2) , normally controlled from
the bridge. The direction of rotation and number of revolutions of the -
pump determines the propeller pitch.
The pump motor is ilisconnected by a pressure switch when the main
servo pumps are stopped.
The motor pump, a small oil t¿nk (1), a level alarm sensor (4) and a
hand-driven pump (5), together with a mechanical pitch indicator (6), "
and on some installations pressure gauges, are located in a cabinet, see
Fig 05-2.
The hand pump is connected parallel to the electric pump and can be
used when the current to the step motor is switched off" The switch (7)
is on the cabinet, near to the hand pump.
There are two electric circuits from the b to the pump motor. The
normal circuit is . The other circuit is an
on-offback-up control operated by a joy stick. The normal pitch limita-
tions are not in function when operating the back-up control.
The motor pump is frtted with relief valves(9) on the pump side of the
locking vatves(10)
A slip clutch frtted at the lower control lever of the OD-box will prevent
shocks being transmitted through the feedback mechanism.
o5.2 lnstollotion
Pitch control unit
The cable is a standard Morse control cable type 33C. It can be supplied
in lengths of 1 foot increments.
Minimum bending radius is 0.5 m. Preferably a cable of shortest possible
Iength should be used. In case of excess length use as large radius as
possible for extra bends. Do not attach end of cable to OD-box until after
trials.
The pipes to the control rylinder should be maximum 4.5 m long and of
6 mm internal diameter (8x1 mm). They should preferably be in one
length only and rise continuously from cylinder to cabinet.
Flexible hoses should be used at both pump and ryIinder connections.
The pipes must be absolutely clean and maximum cleanliness must bc
observed when installing and frlling.
Longer pipes may be used if absolutely necessary. This will, however,
complicate venting of the system.
05.2.3 lnstruments
\,
The number of instrument will depend on the type of installation.
When a common system is used for servo and gear oil all the required
pressure gauges are generally frtted to the pitch control unit.
If a separate tank (pump unit) is used only the servo oil pressure gauge
is fitted to the pitch control unit.
Pipe ümensions to the instruments shouldbe 8 x 1 mm. (Pressure garlge
couplings for this are proüded.) The pipes must be installed properly to
avoid übrations and forces being transmitted to the instniments.
Notel Both vent cocks must olwoys be closed except when ocfuolly venting
the system. lt is extremely importontthotolloir is erpelled from teh system.
Do not operote propulsion control system unles moin seruo oil pump is
running ond do not use force when operoting hond-pump (no hondle
should be fitted).
\..
\T__---l
After trial (or major repairs), when the pitch limits and zero pitch has
been determined, the following adjustments must be done to control
cylinder and mechanical pitch indicator.
To adjust control rylinder maximum stops and to align lower control lever
and the slip clutch hub. Proceed as follows (see Fig 05-3):
I Stort the servo (lub. oil) stond-by pump ond set the pitch to 100
% fonryord. With the pump running lock the upper control lever in its
position with the limitingbolts.
p Switcn off the stond-by pump. Check that the L}O Vo pitch posi-
tion is maintained. Open the lower timiting screw 4 - 5 turns
@ furn the hondwheel of the monuol pitch control and force the
Iower control lever on the oD-box to slip until the control cylinder
bottoms in full forward position
@ fr4ote o distinct olignment mork between the arm (1) and the slip
elutch hub (2)
@.noiu¡t the length of the stop ot the free end of the piston rod
to give firll astern pitch + 1.S to2.5mm extra stroke
l3 neset the upper control orm limiting bolts to a gap of +l- 5 mm
from centre position of the valve
Note! Check thol the lever octuolly stops ot the set screws ond NOT internolly
in the mechonism.
fthat operote the pitch with the normol remote control and check
10 pitch is reached in both directions. Also check that the stepping
0 vo
motor of the control pump stops at 100 Vo pitrh
Note! The motor.pump in the pitch control unit should not be running otter mox.
pitch hos been reoched when operoting the normol remotácontrols.
In this case the electric stops and the mechanical stops on the control
cylinder are set too close to each other. Similarly, ú at firll pitch in
emergency operation the servo oil safeby valve blows, or the p.essure
rises sharply the mechanical stops on the control cylinder are set too close
to the maximum travel of the main seryo.
Use the available fixing positions at both cable ends to ensure that
maximum cable stroke is used and that the curvature is smooth.
Set zero pitch and mark maximum ahead and astern pitch on the scale.
05.7 Molfunctions
I Unstoble pitch - imprecice pitch setting Air in the system. Vent os described in chopter
05, section 05,4.
Too lorge cleoronces in the mechonicol feed-
bock linkoge due to weor or loose connections.
2 Servo pressure is not sufficient to chonge pitch Limiting stop screws on upper control orm set
too close,
System relief volve set too low,
Excessive weor of servo volve,
Pitch mechonism or propeller blode stuck,
4 Mox, oheod (or ostern) pitch con not be Lower control lever slipped in hub, lf this is the
obtoined cose electric ond mechonic pitch indicotor will
not correspond (the electric indicotor is correct).
Reolign, see chopter 05, section 05,8,
Note! On instollotions with only electric pumps fo rthe moin servo o block out
will couse o slow drift of pitch - usuolly ostern. lf electric supply is not
re-estobl¡shed fost enough the sofety clutch will slip ond ¡t is usuolly not
poss¡ble to obtoin full oheod pitch untilthe clutch hos been reoligned.
5. I Continuously running motor pump ot full pitch I Electric pitch limiters set too high,
The hand pump has no safety valves and for that reason it shou-ld be
operatedWITHOUT USING EXCESSIVE FORCE. It is the main servo
pump capacity which determines the maximum rate of pitch change.
Note! Do not operote hond pump unless servo oil pump is in operotion, except
when it is required to reolign the slip clutch.
The slip clutch can come out of alignment due to shock through the
mechanical feed-back, black out of electric main servo pumps or üolent
use of the hand pump.
, To realign proceed as follows:
I Set pitch to zero or slightly ostern and switch off the main servo
pumps.
p Witn the hond pump, force the lower control lever towords
oheod position until the position marks between lever and slip clutch
hub are aligned.
@ Stott the servo pump and check that zero pitch position is correct.
I toosen the set screw, see Fig O5-3 (4), of the foce of the clutch" -
With a face wrench unscrew the adjusting nut (2). Remove arm complete
with disc springs and friction discs.
@ Cteon oll ports thot ore being reused in olcohol. This includes
the face of the hub left on the shaft.
Nolel electronic stops in the control circuit must olwoys be set below these
The
mechonicol stops. Otherwise the electric pump will run continuously
ogoinst the sofety volves.
Lock valves are manifolded to the end ofboth pumps. These prevent drift
of the control cylinder and isolates the two pumps from each other.
The valves may be üsmantled and cleaned if required provided the
following is observed:
o Hand pump valve and motor pump valves are not interchangeable.
. When removing the valve assembly be careful not to loose the
O-rings between assembly and pump body.
. Dismantle and clean the assembly. DO NOT MIX BALLS, BALL-
SEATS AND PLUGS FROM THE DIFFERENT SIDES OF THE
VALVE BLOCK.
o When tightening the fittings into the pump set, the lock valve
MUST BE HELD SECURELY WITH A WRENCH to prevent it
from twisting out of alignment.
Engage the back-up switch and use the ahead and astern push button
(joy stick) control. This is a simple on-offoperation of the motor driven
pump. In this mode, electrical supply to the motor is frorn a separate
emergency circuit.
When the control motor pump switch on the pitch control unit is switched
off, manual setting of pitch can be done with the hand pump"
r r r r r r r r r ¡ r r ! r r r r r r r r ¡ r r r r r r ¡ r r r r r r r r r I r ¡ r r r at -
Turn the wheel slowly ond do not use force!
IITITIIIIIIII¡IITII¡ITII¡ITTIIIITIIT¡ITTITT'!X
Note! \Mhen in bock-up or monuol operotion pitch is limited only by the stops
in the moin servo cylinder. Be coreful not to overlood the system.
0ó. r Description
Tonk unit
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Fig 0ó-l
The hydraulic power system for the propeller seryo is made up of tank,
two identical electric pump units (1), filters (4), cooler (22) artdnecessary
valves and instruments.
All components are mounted on the tank top. The connections between
tank and servo valve (OD-box) are servo pressure (14) and return (16)
pipes and the &ain pipe (8).
The servo system is a constant volume system, i:e the full capacity of the
pump circulates through the servo valve at all tirnes. The pressure
adjusts automatically to whatever level is required to hold or to adjust
the pitch.
From the pump oil flows to the high pressure filter (4) a¡d non return
valve (5) through the combination valve block to the servo valve high
pressure port. A pressure gauge in the line reads seryo pressure. This is
the same as pump supply pressure.
The return from the servo valve goes back to the return pressure valve
(11) which, together with the safety valve (L2), arc frtted in the combi-
nation va]ve.
Circuit diogrom
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.-
PITCH ACTUATOR
TJ
CABINET -
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tts
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From the return line is taken out oil to an ejector pump (7) which drains
the OD-box housing in case the tank is frtted above shaft level. The ejector
is controlled by a solenoid(9) connected to a float switch in the OD-box.
The cooler (22) ar;ld a thermostat (6) are fitted parallel to the drain pipe.
A throttle valve (10) between the combination valve and tank diverts
part of the total flow to the cooler.
0ó. r Description
Tonk unit
14.'¡
I II
12)
:¡
The hydraulic power system for the propeller seryo is made up of tank,
two identical electric pump units (1), fijters (4), cooler (22) md,necessary
valves and instruments.
A1I components are mounted on
-the t¿nk top. The connections betwee¡i
t¿nk and servo valve (OD-box) are servo pressure (14) and return (16)
pipes and the drain pipe (8).
The servo system is a consta¡rt volume system, i:o the fuIl capacity of the
pgTp circulates through the servo valve at all tirn-eis. The preszure
adjusts automatically to whatever level is required to hold or [o adjust
the pitch.
From the pump oil flows to the high pressure filter (4) and non return
valve (5) through the combination valve block to the seryo valve high
0ó. r Description
Tonk unit
(r)
\
-.\
14 't
-\
(zz t ró)
The hydraulic power qystem for the propeller servo is made up of tank,
two identical electric pump units (1), filters (4), cooler (22) mdnecessa-ry
valves a¡d instruments.
AII components are mounted on the tank top. The connections betweeri
ta¡k and servo valve (OD-box) are servo pressure (14) and return (16)
pipes and the &ain pipe (8).
The servo system is a constant volume system, i:e, the fulI capacity of the
pump circulates through the servo valve at all tim-ris. The pressure
adjusts automatically to whatever level is required to hold or to adjust
the pitch.
From the pump oil flows to the high pressure filter (4) and non return
valve (5) through the combination valve block to the servo valve high
Circuit diogrom
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i PITCH ACTUATOR
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WÁnrsILq C. P. PRoPELLER
POóBA Oil Circuit 0ó
- 06.2 Pumps
The hydraulic systerh is equipped with two identical pump units. Differ-
ent makes and sizes are used depending on the capacity required.
One pump of the pumps are connected as the main pump. The other is a
stand-by pump with automatic start, in case of failure of the main pump.
To get even wear on the pump units switch main and stand-by pumps
regularly.
Capacity and maximum pressure is given in chapter 01.
For servicing is referred to manufacturers instructions.
Note! The presure sensors for outomotic stort of stond-by pump, seruo pressure
olorm (ond outomotic shut otf of control pump if present) ore connected
to both pumps by o shuttle volve.
This valve contains safety valve (12) and the servo return pressure valve
(11).
The valves are to be adjusted when the oil is warm and with only one of
the pumps rmning.
12')
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Note! The lever movement should slop of the odjustoble screws not inside the
OD-box.
0ó.5 Cooler
When the oil has reached normal operation temperature check the
pressure before the oil cooler.
This should not exceed 1 bar. It is reduced by adjusting the by-pass
throttle (10) fixed between combination valve and tank. See Fig 06-3.
f fiU the system with worm oil. Disconnect the flexible hoses from
supply and return to the servo valve (OD-box) and connect these with a
by-pass. (Use the spare hose and unions supplied.)
pump a¡d flush the system for 2 - 6 hours"
Stort the stond-by
§ Oisconnect, plug ond store the spore hose. Connect supply and
return hoses to the servo valve.
Note! Be especiolly owore thot the pressure ond return hoses must be con-
nected to the proper possoge on the servo slide volve.
The alarm and control pressure sensors for the pitch serso system
monitors the pump supply pressure (main zupply) on the IIP side and -
are connected to the shuttle valve (2).
0ó.9..l Alorms
0ó,9.2 Controls
After trial the levels should be adjusted so that the sensors do not trip at
normal manoeuwing or when the clutch is operated. The time delays are
introduced to prevent triggering by pressure surges and they should be
as short as possible. Max. time delay for the autostart function is 10 sec,
\-
When the final levels are set they should be noted down in chapter 01. -
Alarm and control sensors for clutch and lub. oil pressures, lub. oil and
bearing temperatures and oil level. See gearbox instructions.
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Fig 07-1
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The piston (12) of the servo cylinder is connected to the blade tunring
mechanism of the propeller hub by the push-pull rod (l4Xconnecting
rod) through the t¿ilshaft. A stroke limiter (18) is inüvidually adap[ed
to each installation.
The piston is also connected to an oil supply pipe (17) which transmits
the piston movement, through the shaft iine, to the OD-bolshaft.
The servo cylinder is part of an extended shaft flange coupling. The piston
(12) is bolted directly to the push-pull rod nut (13). The push-pull rod (14)
is running in double seals fitted in a separate cover (15) bolted to the shaft
end. The space between the seals is vented to prevent mixing of stern
tube oil and gear/servo oil.
There is an o-ring seal (4) between the mating shaft flanges.
The shaft flange coupling is frtted by the SKF oil injection method. A
parallel shaft with a conical sleeve (2) is used to permit the coupling (1)
A ring nut (3) with a hydraulic piston is used to jack the couplingup the
sleeve. The same hydraulic nut is used to retard the coupling when
remoüng. Bothjackingup and removinghas to be done in several stages
because of the limit€dpiston stroke.
On installations with intermediate shaft a¡r additional flange coupling
may be frtted.
Normally this will have a joint in the feed-back pipe inside. The same
instruction for installation applies.
The required injectors (9) and the pump (11) are normally zupplied in a
kit with the coupling.
It is recommended to have perrnanent lifting eyes above the coupling"