Description and Service Manual Kamewa Water Jets KAMEWAeroup RseTs EXCELLENCE IN PROPULSIONKAM E WAroup EXCELLENCE IN PROPULSION WATER JET SYSTEMS DESCRIPTION AND SERVICE MANUAL Head office: Postal address KAMEWA AB PO Box 1010 'S-681 29 Kristinenamn Telephone | +46 550 84000 Telex 66050 kmwksa s Telefax +46 550 18190 Cable vverkstaden ‘cristinehamn ‘sweden 41 LIST OF CONTENTS 2 SYSTEM OVERVIEW 3 INLET DUCT 4 SHAFTING AND MAIN DATA § PUMP UNIT 6 STEERING AND REVERSING GEAR 7 HYDRAULIC SYSTEM 8 CONTROL SYSTEM 9 INSTALLATION 10 SERVICE AND MAINTENANCE 11 TROUBLE SHOOTING 12 SPARE PARTS 13 14 MANOEUVERING 15 NOTESPage 1 of 5 YARD: Fjelistrand HULL No: 1652 KAMEWA FILE No: 60128 Description and Service Manual Kamewa Water Jets This manual includes general system overview, drawings and descriptions for each sub-system de'ivered by Kamewa AB, installation guidance and information regarding service and maintenance that Could be useful for the operator. Before any work is performed on the equipment, please make sure that all appropriate information in this manual has been read and understood. In doubtful cases or if more extensive repair work is planned, pleases always contact Kamewa AB for assistance. The waterjet system design and the contents of the manuals are subject to change without notice.Page 2 of 5 YARD: Fjelistrand HULL No: 1652 KAMEWA FILE No: 60128 LIST OF CONTENTS Drawing a List of contents number 2. System overview Principal overview 46000 b Main assembly drawing 108 512A General information 18786-E a List of representatives 47235-E 3. Inlet duct Description of inlet duct and transom flange 18787-E a Inlet duct assembly Kv. Fjellstrand drawing 4. Shafting and main data Operating limits for the waterjets 45143-E a Description of impeller shaft and shaft seal 18788-E Shafts and main dimensions assembly 108 510A Shaft seal assembly 999 101A Support bearing assembly Cooper 01BCP 220 Ex-Marine Bulk head seal Deep Sea Seal H73797-01 a 5. Pump unit Description of pump unit 18789-E Pump unit assembly 999 808E Pump seal assembly Deep Sea Seal H73455-01 a 6. Steering and reversing gear Description of steering and reversing gear 18790-E a Steering and reversing gear assembly 971 665A c Hydraulic cylinder steering assembly 971 687A a Hydraulic cylinder reversing assembly 959 159A a Feed-back device assembly 999 567A c Anti-freezing equipment (feed back cabies) 999 061A Feed-back transmitter assembly steering and reversing 959 667DH d Transmitter assembly 984 664HPage 3 of 5 YARD: Fjellstrand HULL No: 1652 KAMEWA FILE No: 60128 7. Hydraulic system Description of hydraulic and lubricating oil system 18791-E Oil condition test 45121-E Hydraulic diagram 108 511A Hydraulic power package assembly 965 417A h Hydraulic power package wiring diagram 973 114A c Hydraulic connections in water jet unit 973 681A d Counter flanges 973 694A b Hydraulic pump, dimension sketch 965 4744 a 8. Control system El remote control system assembly 108 567A - El remote control system cable diagram 108 568A - El remote control system cable connection diagram 108 569A - Central unit, layout 102 701A a Central unit, component list 102 702A a Central unit, wiring 102 703A a Central unit joystick, layout 102 704A a Central unit joystick, component list 102 705A a Central unit joystick, wiring 102 706A a Steering tiller, assembly 981 064A c Steering tiller, wiring 981 065A c Lever unit! assembly 9905114 a Lever unit, wiring 990 661A a Control select panel, pilot house, layout 101 548A - Control select panel, pilot house, component list 101 549A ¢ Control select ptinel, pilot house, wiring 101 550A b Indication panel, layout 101 489A Indication panel, component list 101 490A - Indication panel, wiring 101 491A - Back-up panel, layout 101 497A - Back-up panel, component list 101 498A a Back-up panel, wiring 101 499A - Clutch control panel, layout 101 493A - Clutch control panel, component list 101 4948 a Clutch control panel, wiring 101 495A - Joystick unit, fix, layout 101 472A - Joystick unit, fix, comp list 101 473A c Joystick unit, fix, wiring 101 474A d Connection cable, layout 101 125A - Connection cable, comp list 101 126A bPage 4 of 5 YARD: Fjelistrand HULL No: 1652 KAMEWA FILE No: 60128 10, 1 Connection cable, wiring Combinator diagram Feed-back transmitter, wiring Principle drawing, Principle drawing, Principle drawing, Principle drawing, Principle drawing, ering & thrust" "clutch" "electronic governor" "autopilot interface "trim tab" Installation Installation procedure Design of the inlet duct Corrosion protection Alignment of water jet unit Installation of feed-back transmitters Anti-freezing equipment for feed back cables Fitting instruction of shaft seal Mounting drawing of cone ring Chockfast pouring installation of hydraulic and iubrication oil system Methods and tools for mounting of roller bearings Starting up of hydraulic and lubrication oil systems Relief valve settings Instruction'for adjusting of counter-balance valves Operating instruction for main pump Installation of control system Proposal for mounting, dismounting equipment Service and maintenance Daily and maintenance routines Water jet unit dismantling and assembly Maintenance instruction of hydraulic cylinders Recommended tools Returning of electrical units Longtime storage Trouble shooting Trouble shooting diagram Trouble shooting of possible failures in the Waterjet unit 101 127A b 108 170A - 990 097A - 990 758A 984 373A 990 669A. 997 450A 101 115A ‘pew! 18792-E 18793-E 994 049A 18686-E 46003-E 46006-E 46004-E a 999 632A 18475-E c 18794-E b Cooper 18747-E h 18876-E d 18977-E RE 92701-B 19713-E 959 815A aoaocac a0 18796-E 18797-E 18922-E 18700-E 19446-E 18907-E cooHo 46002-E b 45142-E aYARD: Fjelistrand HULL No: 1652 12. Spare parts List of spare parts 14. List of spare parts, control system Routines for ordering of spares and service Manoeuvring Operating limits for the waterjets Description, water jet Description, joystick Hardware reference manual Operators manual Operators manual Page 5 of 5 KAMEWA FILE No: 60128 108 142A 101 706A a 18799-E b 45143-E 45064-E 45086-E 19952-E 19655-E 19643-E » ootEET =] A Paseo | emeth. [RE] amet. + ae Toa re z | waar [lp i # : ene [ise [oeecee | | ieee poorer GRRE PLR SH STATS av LRT faa wo._loor'e, fiom roe siwere punrscnaie nome 2 jst od 18 scons | wit y | va saa? (Eitise tse Lemme wir Tre a le PORT ww 7 Ey & o 2 Ic wT < - S STARBOARD le eRe ras ESERTIELAE roar] —— ese “CONTROL_SYSTEH 1 andveRsYSTER [1OB5674| IME 14; eau DAA vba Seren reas ee inge Boer a Te iatrana ow ng be OS | FFT rn DTRERSTORS— 1 at Oo ROOD ep fice perio ASS lntenroriia rar EERIE 7 REV CERES OF ACE OOH PRE in ie poser refs] eet MANUFACTURING NUMBER LOCATION: gee . = PUP UNIT = HuRKING OW TOP OF LACE b= = fang Feet Exo, HPELLER aa wz ipexser Sur Seine AY PomuaeD END v piss in rasan oe al — I E wae” | cemran asserery orane [108512 7 7 T 6 3 a T 3 2 TKA M EWAseroup Lal96-08-2103 EXCELLENCE IN PROPULSION Page 1 of 3 KAMEWA WATER JET SYSTEMS - GENERAL INFORMATION Since the beginning of this century Kamewa have designed and manufactured hydro- turbines and larger pumps of various types. In the 30-ios the first Kamewa propeller of controllable pitch type was delivered. A vast ammount of experience in a.o. the marine propulsion field has since then been collected at Kamewa. Since the mid 60-ies Kamewa have also been active with water jet systems. Design Principally the Kamewa water jet system consists of an inlet duct, a pump with an outlet nozzle shaping the jet and a steering and reversing gear. Steering is accomplished by a steering nozzle, deflecting the jet. Aster thrust is achieved by a reversing bucket in the steering nozzle. The most efficient propulsion will be with the jet just above the dynamic waterline. However, to secure effective priming of the pump at start up, the impeller shaft must not be above the waterline at zero speed. The inlet duct In order to improve efficiency and avoid excessive cavitation in the pump, the velocity head of the inlet flow must be used to the largest possible extent. Thus, the inlet duct shall lead the water to the pump with small losses. Unsuitable inlet shapes may lead to choking, which in tum can result in cavitation damages, reduced efficiency and high noise and vibrational levels. In order to meet these demands, tests at correct cavitation conditions have been made in the Kamewa Marine Laboratory, with models of various inlet designs. The inlet duct is integrated into the hull and normally built by the yard. Kamewa develops the hydrodynamic inlet shape. The intersection with the hull is generously faired in order to avoid disturbances in the pump. There are inspection openings on top of the intet duct and if the ship is operated in debriladen waters we recommend installation of a grid in the inlet opening. To reduce the drag from the impeller shaft, the shaft is placed in a tube-shaped protection fairing connected to the duct. At the forward end of the tube there is a shaft seal.18786-Ea Lav96-03-21/W3 Page 2 of 3 The pump unit The pump sizes for Kamewa water jet systems are determined by the vessel speed in a similar way as the head determines the types for stationary pumps. In our testing tunnel the characteristics of different pump types have been investigated. The pump efficiency is high also at normal cavitation conditions. The impeller is bolted to a shaft journal carried in the hub of the guide-vane chamber by ‘one radial and one axial roller bearing. The hub is filled with oil, pressurised at non-operation by a gravity tank, and at operation by a lubrication oil pump, type and size depending on system lay-out and water jet size. Water entrance is prevented by a face seal on the shaft journal. The steering and reversing gear With the steering nozzle, the jet can be deflected up to 30 degrees to starboard and port. The nozzle is pivoting in self-lubricating bronze bearings and actuated by two hydraulic cylinders on top of the nozzle, ‘The jet is reversed by turning the reversing bucket in the bottom of the steering nozzle, whereby it gradually enters the jet and finally gives full reverse thrust. Thus, the resulting thrust on the vessel can be varied from zero to maximum ahead and aster. As the reversing bucket is gradually entering the jet, a very low vibrational level is achieved also at high power. This is due to the fact that only that part of the jet which needs to be deflected is activated while the remainder passes astern unaffected. The bucket is supported by the same type of bearings as the nozzle and actuated by a hydraulic cylinder on top of the steering nozzle. If the water jet unit is used only as a booster then the steering and reversing gear is omitted. Control system The contol of he steering and reversing gear is normally accomplished by an electronic remote control system connected to a hydraulic servo system. Controls for steering and thrust are placed in the wheel-house. Thrust is normally achieved by a simultaneous control of engine speed and reversing bucket position (a so called combinator). If the vessel is equipped with more than one water jet unit there can be separate or common controls for operating the total system. The steering control in transit is normally a steering wheel or handle common for all water jet units in transit mode.18786-Ea Lal/96-03-21/W3 Page 3 of 3 At manoeuvring mode the water jet units can be separately controlled from the same handles as the thrust control. Indicators for monitoring the position of the steering nozzle and the reversing bucket are placed at the control station. I there are several control places, the control stands can be synchronised. There is also a separate back-up control system with manipulators for each separate function; steering, engine speed and reversing. This is an open loop system acting directly on the control, valve solenoids. If the main engine is not equipped with an electronic operated speed governor, an electro-mechanical device or an electro-pneumatic converter for speed setting can be supplied by us. Service When service on the pump unit needs to be done the complete water jet unit can be removed while the complete inlet duct remains in position. This makes the overhaul easier and no realignment is necessary when pulling back the water jet unit.47235 after-sales service W KaticliaBTR9TLIE-BS EPL TALE Zu/e-85 auoydapay Soserenterey mea, LLLb8 OSS Ob *XEPPAL 9959187 01 9» HOUR syaed aseds pue smedos Sons ppuy BIPAZaUDA ORPWTEN Raouis S6C6LA9bT-EE ssunog 201J0 HO Lisz9egpl-te “WSN EMINEX ‘SOUR EASE DLLPB- “TLLY8 OSS Ov EPL : L8by8 OSS 9p auoydazaT, pEEDENICTE-be EPL BL6EH69IO-SSE REPL % oosgEniece-vy -suoydaraL sstev6910-8se suoqdopeL juTuTesy, wopaury p: “eee 7 : QLLVB- “TLL¥8 OSS 9 XPJ7AL wSTOROT-S9 EPIL SYOVILIB6Sh XP PRL OvOrS OSS 9p UCyAIIAL 8879997-59 uoYdoL SS6YLLIB6-Sh UOYCAIAE _ 880989059 SUONIRL _SS6YLUBE St ‘UOHDPL ‘Suipessdy, 210deBiung SRAWEN spewed AeWeX : TBELPE9/OTE-T =KEOIAL DLLv8- STLL¥8 OSS 9b *XEPPILL r9ggeecese-18 suoydaaL O0EHE OSS 9p sUOYdaIaL wedel ASW epeteg eAQWEX qaoddns soqases eoruypay, £9986 E8/01-6E EIA 9OEZRPE/LY-SS EFA 4 3 T9ST6ER/OT-6E uONeePL SSUIbE/T Ys BUOYdaTEL, 1edvs: ee 7 a pea ed RAE ; 7 Pee : Hee ___ {98008 Oss 9¥ ouoydo}aL, L8L¥868-258 EPIL TeOEeETE-ZE MHAL siyedax pue syed oxeds LLTILS8-758 *2UOYdeFAL TESTTETIE-TE ‘sUoydaiaL, Joy sxapxo pu soymbuy Rowen TAPE ——iniipg ERSAEX : ‘ ae F DLLb8- “LLLb8 OSS Dy *2A/2L SSeeetw/I-0€ PE;IOL OLerzea/e-19 *YPAL, ‘ : LISC6zHII-0€ SuOYdeRL Lisozsg/e-19 voudops1, _980¥8- ‘E8048 055 9p uouderaL 290015) “EMANEX a eA? ‘2014395 plPy 40 Suopso pue saymbuy ‘pjom aya anouSnonp pareso] éyearSarens ‘suONS 218208 UALAIVEY 4a pasayj oss] 2914095 sopessaxye oxtsuo4odusoD, "apamg ‘201j0 Peay Ba\oW EN 02 SIBqUINU I995IP BONAIDS speE-IOUTY aniaias Aqpueys y90)-34)-punose eMaWe}KAMEWAeroup Lal86-03-21/W3 EXCELLENCE IN PROPULSION Page 10f1 DESCRIPTION OF THE INLET DUCT WITH TRANSOM FLANGE The inlet consists of inlet duct, shaft protection tube with fairing and transom flange. The intet duct is a GRP or welded plate design, integrated into the hull. Material and thickness are normally 1.5 times the thickness of the bottom skin of the vessel. Flat plate areas are reinforced with suitable stiffeners. On the upper side of the inlet duct there are two inspection ports, through which the impeller can be inspected and foreign objects removed. In order to facilitate dismantling, the cover preferably is fastened with folding bolts or similar. In the lower part of the inlet duct a grid for preventing foreign objects from entering can be installed. ‘The impeller shaft runs in a protection tube fastened to the inlet duct by means of a ‘streamlined fairing. The protection tube goes through the wall of the inlet duct and in the fore end there is a shaft seal. The transom flange is the connection piece between huil and the water jet unit and the design depends on hull material. Actual design for this installation can be seen on drawing "Inlet duct assembly". The axial forces and moments from the water jet unit are transferred to the transom via ‘the transom flange and the transom should therefore be designed to take these forces. Sacrificial anodes are placed in the space between the impeller chamber and the transom flange. Further, zinc anodes can be placed in the inlet duct depending on hull material. This is shown on the drawing “Inlet duct". For best corrosion protection of the inlet duct the intemal waterway should be painted with a suitable high quality reinforced epoxi paint.KAM EW Asroup Lalopooee EXCELLENCE IN PROPULSION Page 1 of 1 Operating limits for the waterjets. Operation with the vessel should comply with the waterjet operation limitations. In the ship speed - shaft speed diagram (also available in table form) there are three zones were different limitations apply. They are: Zone 1: Continuous operation, limited by cavitation and maximum engine brake power (see shaft and main dimensions dwg). Zone 2: Continuous operation at limited time. Reserve for e.g. increased resistance in a sea way. Maximum 500 annual operating hours. Zone3: _ Intermittent use only. Reserve for e.g. acceleration / / deceleration single engine operation. Maximum 50 annual ‘operating hours. Each zone for this application is defined in the below diagram. . Should zone 3 be entered during normal acceleration / deceleration the time delay for full-throttle-to-full-power needs to be increased in the engine rpm govemor. -A aw 6661-£0-20 ov se SLONY oc sz oz st or s Mg 000E: Mia 00se Moa 0004) Axa OOSY ‘MG 0005) ‘MG 00S) ‘M18 0009, ‘Mg 0059) AMG 0002 ‘eu Bunesedo eyp 40% | > :€ au02| own Bunesado ou Jo % 01> :z euoz| payuuyjun :1 auoz| ruopesedo pepueumuiosay sana 0022. 8z109 oud 2891 GN puesys}jaf4 auaeAy MexS YUM Sud|ieduyy popesq-2 - HISZLL NIML NOIS"9d0Ud LArHALVM VMS ose oor oe ogy ost oos ons ozs oes ops oss, 09s ols oss 06s 009 og ozo Pepnjou! sesso] jeojueyoou % | (Wau) Ga3dSL4VHSKAMEWAeroup Laven e-torrt2 EXCELLENCE IN PROPULSION Page 1 of 1 DESCRIPTION ELLER SI SHAFT The impeller is journalled with spherical axial and radial bearings to the guide-vane chamber. This journaling permits small angle deviations for the impeller shaft. The shaft is connected to the engine, the reduction gear or the intermediate shaft usually by means of a flexible coupling. The journalling in the pump unit is designed so that the thrust forces are transferred via the guide vane chamber to the transom. The impeller shaft only transmits the torque. The direction of rotation for the impeller is clockwise seen from astern. At idling speed it is. possible to run the impeller shaft in the reverse direction. Actual performance data and delivery extent for this installation can be seen on drawing "Shafts and main dimensions". The shaft seal in the fore end of the shaft protection tube is usually a mechanical face seal. The seal is designed for the special environment in a water jet system, with silicon carbide against carbon in the seal surface, and stainless steel in the housing. The cooling water is taken from the water jet unit and to ensure that the seal housing is always filled with water there is a lip seal aft of the water connection in the seal housing. Depending on special demands other types can be supplied. The type for this installation is shown on drawing "Shaft seal assembly". 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SE ow como ‘5 SINS (EVD OF CURB ItG TS waEv snow SounG wor soy 1. THe SwET ADIACOMT TO THE SEAL RST OE FREE FROM PRINT. GREASE AND DEBRIS. ro 7 SRE cAI 18, Sn a 8 EE en AO ncighn Crane Maring-Lipe vot (PILOT HOLES ARE PROVIDED) peeennt i “ 11, USE SUITABLE RATI-SIEZE COMPOING ONLY ON ITEMS 1-2 AAD IOs Japan Marine Tet 8 Ltd | eee cory pean tiene nero tte md 12. ONLY TTEHS 2-4 TO BE SECURED VITH LIQUID THREADLOCKER AT INSTALLATION. ‘ rine Pay 3% : =e LIGHTWEIGHT TYPE ND SEAL pe [aoa Theses aT I az H73797-01 I | eee ater ee eT J WasTT-O1-2) 0220 10.08 SieFT ws me 0574 core ous notes ALL DIMENSIONS IN MH, FLL COMPONENTS KAY BE REMOVED WITHOUT DISTURBING THE SHEET. AXIAL MOVEIENT IS ONLY RESTRICTED BY THE EXTENT OF CONDITIONED SHAFT. FOR TE SER. TO FLACTION THE BUIKHEAD SHOULD BE PERPENDICULAR TO THE SHAFT AXIS WITHIN THE GIYEN LIMITS ~ ON PITTING. oe oz" FOLLOUING SHOCK /FLDODIF 5. RADIA. MOVEMENT, 6. FOR FscTORY TEST/ASSEFBLY CAITEAIA REFER TO TOS 16/076. 1 Mek. REVAMIN soa TF SPECIFIED PAROMETERS WOULD EC ENCEEDED JOHN CRPAE MARINE INTERNATION. UST BE ADVISED. oes Fe DESCRIPTION a lissieorTaiarianan wousina ABBY 1 Dyrwaeiaer HEINE manna LOY | SCREW STRIMESS STEEL | 2 7s [poweL a. BRONZE 2 sie [uns staless see ['2 “ins [Semen Stainess Stee [20 sive [msven Sralness Stee [20 Inigo [orerreaGn ASS 1 se [Dimenmace Rar 16 1 -e2 [0 coro RESPRERE H 2s [screw staimeess steel] 2] “24 [ror A SRORGE z| -s_|vmsrer sraincess sve [+ farses [eno car Aaa 2 +1 [ew em Ruan Lor [1 he [cate wate Staines sven [2 INSTALLATION Géad Jonn Crane Marine Intemational IGHEENED SERLING STETONS Ourmicnt ‘ © E i ‘ee =| 4 o 120 tm | # ‘( at i if 7 pun, race seace 0 «2 f real 2 - He PI cam | { 190-61 fae a | 8 e| Patt] | | izes i coe hy ; =i 5 Hy om a 7 q i F | act Vier | | y | voll | ser L | i“ T ia lj 1 | ; ij c q + | 4 tj stant n ig g ii BB. 11 tones ang Loci 242, = Ll | seen : I IPLANTATNING #220 | | eo EET ; : it ee eu mens lS Fh {can 1a] alert nates IS04017 c tise il el sem reroae-to-ra s0s017| [a8 caine tq slang 328-208 7o70e [ors so5 le AcA asin vat ltcee 7 an oH 7 lisoweef UIE 2050 9 C 7 PUTER waa |ieba2l lana raat S| asm enero Ge75-E| [oioerAst onan Tlewecast omer i Ne AINE nea Prccavical Fick Sea —[-a} punto 220 mane fe Fase hows i024] ree 4 o =KAM E WAcroup Lavoo-oe-20r12 EXCELLENCE IN PROPULSION Page 1 of 1 DESCRIPTION OF PUMP UNI The pump unit consists of impeller and impeller chamber, guide-vane chamber with outlet nozzle, shaft journal, bearings and seals. Screw joints fasten the shaft to the impeller. The impeller is journalled with spherical axial and radial bearings to the guide-vane chamber. The direction of rotation for the impeller is clockwise seen from astern. At idling speed it is possible to run the impeller shaft in the reverse direction for a short period of time. In the impeller hub there is a number of holes connecting the internal of the hub with the suction side of the pump. At the opposite side of the impeller hub there is a labyrinth seal. The arrangement reduces the water pressure in the hub and thus the load on the thrust bearing. When balancing the impeller, counter weights may be welded internally in the hub. These weights must not be removed. Impeller speed, balancing data, weights, data for vibration analysis etc. are shown on drawing "Shafts and main dimensions”. The impeller chamber bolted to the guide-vane chamber has the same inner diameter in the fore end as the inlet duct. The axial clearance between the impeller chamber and the transom flange as well as clearance between the blade tips and the impeller chamber can be seen on drawing "Pump unit assy”. The tip clearance is max. acceptable values upon delivery from Kamewa on new units. The guide-vane chamber, bolted to the transom flange conducts the water from the impeller to the outlet nozzle, and supports the shaft bearings in the hub. The guide-vane chamber eliminates the water rotation down-stream of the impeller and converts the pressure energy into kinetic energy. The shaft journal is supported by one radial and one axial roller bearing. The bearings are spherical with the same centre of sphere. Thus, the bearings are unaffected by minor deviations from the theoretically correct shaft alignment. The impeller thrust force is transmitted to the transom via the axial bearing and the guide-vane chamber. The bearing housing is filled with oil from the lubricating unit. At non-operation the oil is under static pressure from the lubricating oil package, and when in operation a lubricating oil pump maintains the pressure and circulation in the system. A mechanical face seal on the shaft journal prevents water from entering the lubricating system.See — . Tisha Fleas ee i 5 350Ne f| t esse q 9 He ® @ ® ® sl Qbelostot_t3¢ +i a sor Hd Romina el _}.1-1.4 i belostet 4 Tlustet seat 1.0 = 2.0 totais { inot ct Jit-ted in ition Persissibie clewance 1.0.2 2.0 toca 4 Nea le | SER saraiae 0.4 = 14 ig ‘Axi@tt oi 4 i \4 dxiol, novenent 0.4 = 1.4 i | wre : / ase unerony nee oe Server deta 1 19 6-Ropid Pi : j / Diseenps r or iaad lth foutotétzaa Bu [— Ga mirascne _— fee OL fa Oi. "7 ‘ sepsis ote de Matas med oft, cert a eruneliitines oterloh wlth off erties texte. o ae lO WLS eloews tevreror seer det? Si inate densa p6-nitning “Ana. eh humote” elivery te ges ioe 1 i ECE cee 7-H EELS SE 7 “hore specified on dap. “Baft-ondaoin diension” ! ao fears — poe 25 tening $94,008.7 is oa 5 4|_slo=ring 259. 3x5. 7-704 [oH Ss g iL Ly zee leindicat pia [aot abraeacao a ine it abe fot tug 4\Skuddspropp 20.6%23.0_ HS _710| | ten 19 ine nc 2762 ona + scree i néxso-a4-t0-s82342 |1504752| For koppros_ i = vase sy Roache | = te ile noises. zen ieosi2g sbe7e2] Tawa —|_ { 7" 15] 12ers airs 120e140-n4-06-s5z90 [1504014 IFeckoperos | i i jel bain ial afoot agen Fan fe al bearing 1a] ilwiatioaee thy Fae pechonicot fara ascii pimusnin af 2 2S 5-0) cling ecssind [101-1 Toten ie a, rer vale ara > Skoig Te) (Sor ing JelF jader [95919741 Gstinerie ain alate sos lea ng. ver Hssertock 734 a aC ifestioe ss02t ama i © O 68 © ® ®OdOG eget Len tarohaut f1e100Chevase lara same] limpet Ler chamber. ah jul skoamare aA, ye Ligon sige vane ennber [oil tLecstene f freed ie firme | SE ae 1 Inge pos. / Ie included in got ee K at apie ‘moe | PUNPENET SARDUNSTALLNINE ig99808 re) 7 S 5 T a T a T 2 T 7 iBE RST EEO [EEL 4 2 HOLES REAM 6 47 = 10 DEEP EOUISPACED ON 284 P.c.D. 31103, W754S8-01-1 2250 1005 sHeFT 125 ws ot Hex ae 85.0 | Peace o3z6 '¢! e332 "3" M/C DETAIL REQUIRED ON HOUSING (= 216 12.0 6-1 6-2) H75455-01-2) WIses5-01-3) ey AT INSTALLATION VIEW SHOWING SPRINGS 50 25 2 « 12 PINS DI@ETRICALLY OPPOSITE: (CUSTOMER SUPPLY) IN We DETAIL eS Sir re a ad GOT OPTIONAL TRANSIT/LIFTING TOOLING (SHOWN GHOSTED) 1S AVAILABLE FOR THIS SEAL. SEE K72007. If THIS 1S REQUIRED IT HUST BE ORDERED SEPARATELY. sot H7s4sS-01-@ $6 240 102 e290 oa tt? 1.6on, 1.6um DRG PON DESCRIPTION MATERIAL lasass-01-1 or a1? a3 SEAT ASSY_(HON-SPLITD SEAT_(NON-SPLIT? SICICON CARBIDE SEALING STRIP NEOPRENE PIN [w7Bess-01-2 et 22 FACE ASSY (WON-SPLITD FACE (NON-SPLITD ‘SEALING STRIP [n734s5-01 -3 I 2 “eS oe4 CARRIER ASS CARRIER FERRAL TOM GuRRD RECPRENE, D CORD NEOPRENE, WEAR RING PTFE Wisess-o1 ~« «el 62 5 BODY _ASSY (NON-SPLITD BODY (NON-SPLITD FeRRAL TUM SPRING STAINLESS STEEL | 16| (0 coRD NEGPRENE H (0 CORD NEOPRENE, i notes ALL DIMENSIONS IN HK. ‘SERVICE pnTA SERVICE. On TenPeRaTURE. SEAURTER TEMPERATURE. OTL PRESSURE... SEAWATER PRESSURE DIFFERENTIAL PRESSURE. AKIAL MOVEMENT. RADIGL MOVEMENT. REVMIN. ww on 2 OD SEAWATER so'c Max 40°C Hex, 41.0 BAR MIN 0.5 ORR MIN 1.0 BAR MIN 15.0 12.0 2 750 Mex INSTALLATION # i fizz] John Crane Marine International ENGINEERED SEALING SYSTEMS ‘Qeormic Fie erection conceond tn chin ravine Te canimiia od wet 13 fae ine Tureen fae Wetses'ttomn'tn thie crewing are fot binding. Right of alte lewsroee noveun ‘Been Deep Sea Seals Limited A MORPLES Un HEWANT. WENT. POP NE ENGLAND John Crane Marine USA 1506 BARCLAY GLE. BUFFALO GROVE. 1.60089 USA vo ZS $ 0252.75 2, Hee DETAIL FoR ao ov soren 2018 John Crane Marine-Lips vot kisses $2. PO 00x 176, SISO AO ORPEN. NETIERLANCS| [connec ws Japan Marine ‘Technologies Ltd sm = S1OR SLDOG 5-2 SONAR KT TOD 18. rime ss SUPPLIED “O"CoRD GA of 250 TYPE AF SEAL lem: [size a2 pea wo H73455-O1 jeevision a pe 30-07-96 [eit [seerKAMEWAscroup Lavi996-08-180N8 EXCELLENCE IN PROPULSION Page 1 of 2 CRI ERING ANI The steering and reversing gear consist of steering nozzle, reversing bucket and hydraulic cylinders. By means of two hydraulic cylinders the steering nozzle can be tured 30 degrees, starboard and port, for steering the vessel. The reversing bucket deflects the jet forward and downward (45 degrees), thereby changing the thrust from ahead to astern. ‘See separate principle drawing. The box-shaped steering nozzle of acid proof steel is somewhat wider in the forward end. It's pivoting axis is just aster of the guide-vane chamber in order to deflect the jet effectively. Self-lubricating bearing bushes are fitted to an upper and a lower bracket on the guide- vane chamber, supporting the steering nozzle. On top of the steering nozzle there are supports for the two steering cylinders with self- lubricating bearings. The opposite end of each cylinder is connected to brackets on the guide-vane chamber. ‘The reversing bucket, also of acid proof steel, is usually of folding type. It is placed in a recess in the bottom of the steering nozzle. In principle the gear consists of an upper and lower plate, connected by a link system, such that the gear can open and close like a jaw. Two levers (manoeuvring the bucket) pivoting on the vertical sides of the nozzle, carrying the reversing bucket, are connected to a hydraulic cylinder on top of the nazzle by a horizontal beam. All three steering cylinders are connected to the hydraulic system by means of flexible hoses, In full ahead position the upper part of the reversing bucket is flush with the bottom of the steering nozzle. When reversing, the jet will be deflected to a direction forward and downward, resulting in astern thrust. Zero thrust can be achieved with the bucket in an intermediate position equalling the water forces forward and astern, see drawings “Steering and reversing assy” and the principle drawing. For feed-back of the nozzle and bucket position to the remote control system there are one feed-back cable for each system connecting the steering nozzle and the reversing bucket with potentiometers inside the vessel, see drawing "Feed-back device assy".18790-Ea Lal/1996-03-18/W3 Page 2 of 2 Steeri ind reversin, ir, princi Statbord = —SsS*S*SN Pt | = t T { {e Ey | + t ra ; HD © f nce 50 : ‘ a2 \ Be f : | Tera | | 150-6) ; ! 8 Se it = | i ee ban | q | 5 3 i moll. | | | i | i lc i Stole / Seale 2.5 4 q ! 3 ; | | PLANTATNING #220 i urine pataverion —[o] tpewtee erento —Tesooe-e] : fcaew ) Iiso00'7 =: | RE ada eo. 1504017 F : fe W il Sle sear oter0-44-0: 29911504017 a LS tol le-nine 39.365,7-700 [55s] AoA rere gf esucea 64 an [iso«7ea| —_—_ sr mate nip se-0-2531 2000221 | © 7 ese 44-00-2303 |1504032 Iyer, cea Ba sur rel 8e?5-t FAST ORANGE lesooerist MN Fac eine becun ca FASE Seu fae Lance 7rete ote pe ees i a ® GP B@OCOOR® © 08 5 $ 7 _ as or ff ( 3 it = a v — 4S (painting INSTR. NINGSINSTRUKT LON zr : i 4 a 29) + oa H 4 (sone. 2al6k. HAL SKA, 10130-A4=00_ liso 4762 le Gh i See eee eee iscrew a5] 2] 6x. nAL SR 10:70-n-80 liso 2762 [MASHER 44] 2lpaiexa ere 10.sx22 postr. sth] 5 @ : all ra i Gaak. 0 i ee = ok ALATE 32) SLASALAT Ba G6 : Veuunce ae, SHE Sa eval SE rer 5 ° & [screw “alee. sxeur_t2420-h6-60 [1504004 68) Icoues in 36|ehcareu ine leven 16 Hose barons stan T7222 hvoeave Le Hose el zbroaaun stan [rzatzcisner=recpcsrcro9=i2nv 16-12 1D ve Sonew K05 418 | aol pel vsceuy 105 0x6 Bs 154 7 es oN “afer ing EYE Liao ‘if eh veroaca oro F C2)AQ 22 @ ©8688) QO [pone on Be Iara bxs.urNneseL IN aE a ¥ 7 f.ockine 085 Lasc.ace rs kLoceins PLATE 2 ase AL 6534 ies G -OOKING PLATE: ZILASe ' 4 4 foenent Tifa fama! & pee 7H 4 Protection 154] 579A | ; ! ro va) atee 50: ana { ring tal alo-ring 14.3 x 5, 6 {a5 5559 tora 28. 0.50 t fowogen ap sarey [dpe Straw Mingo 44-00 [aoeoralsa3e3 Z st TOTALLY CLEARANCE 9, [econo 11|alkteaner 38997¢] [passas och SVETSAS bing out 1g} Aibesnut ter G-6-A4 soz040, |vi0 MONTERING jot Zhe aaa P Teed back cable Azer Feet cust m0 810 ed best etl weieinonest —| heey : = ‘halter re ALT SL 0 or thats mn rota] utatoce 0S in aa 2k - Wer in al slte0p 125674 r foul aah eesaieo a oi fronts cl eesalvere fn “ek et aes | ee | eae ee ae PT wel onpmruarine. / v TO a ‘4a olertnawe Uses vep ocrne 242 WY | main ar ever (aig Wana Stole / Seale 12.5 Ait Tapa JOINTS 10 BE Locke WFP Torre 242 12.811 fee ee ee IMamewa| 112-511. eee eeee tetera ware | ppeoancsu an as ras ina aaa ee | FES RRP EP |999567 |<] 7 e 7 7 3 5 a 7 z T 2 T abebe PLACERAD INOMBORDS MIN, 100N4 OVER ATEREOAINGSKABLARNAS HOESTA PUNT c Os ATED INBOARD MIN, VIO EYLLNING HED cu) ATA wr ate AVJETA TILL DESS ATT VARJE RABEL AP HELT FYLLD ig WITH GLYCOL AET HAVE 70, H BLEED OUT THE AIR UTIL AGH CABLE 15 TOTALLY FILLED re OF FEED Ba aH ZPS TILL ATEREOR INGSKABEL -REVERSERING 10 Ft rene’ = STYBNING ‘FEED BACK CABLE-STEERING (nsrancrT ig] sane ow fs206 Lan 14] ifranc ny @-362068 ce [L-CONNECTION 13] _ift-Koppe iN arene) ak NYLON ral ifs.ans_ 9476534000, (an Te fHOSE CLIP 11] BISLANGKLAMMA 66-8. 133. jA_ 22008 Jpose cue of Aw $13-16 BA 2201 hose extn 9 1 ata 2200 ZA. | HOSE CLIP ' t [eee ee —|—-—-— -— - —-- —- 4 {rose [SLANG 4147103200 NeoeREN/EpOM _luTan nLXcs_| 7 {rose — ri 15/21x60 WEOPREN/EPOM _lUTAN 1M.AGS | A al alocnins 7, 30.<-700 1 RINE onRine_10,233.4-704 fe alscsss_ ds=a4 ed Tans "i Sa = O85! DETALJER PA DENNA RITNING AR FOR TVA_ATERFORINSSKABLAR. = — — Pera Tals DUNG ane INTENDED FT cE ca Ecol gol eer. V FBO) Vv WATSR AST SYSTES ig Kamla! {7S ORS Ac Eo Sims | MT EEEF Re commen — |999061 ig 6 5 1 4 3 T Et v TEs it i i ake Peeeneniee ental799786 |——— =, a | rote Ce ionjuos ooyoag| A E—— MALLINSNVAL 3OVIIOA Z't / LNAUUND |aaa sage ee KAMEWAsroup EXCELLENCE IN PROPULSION 18791-Erev.c Lal/93-01-28/c2 Page 1 of 3 ESCRIPT I: HYDRAULI LUBRICATING OIL SYST! (See hydraulic diagram, hydraulic power pack assy, hydraulic power pack wiring drawing and operating instruction for the main pump. ) The hydraulic system consists of two main parts; - (A) one for setting the steering nozzle and the reversing bucket position, - (B) one for lubricating the bearing in the pump unit and also to maintain the oil pressure in the bearing housing. For that purpose we usually have a power package of combined type, giving oil pressure for both steering/reversing and lubrication. The two systems can also in special cases be divided into separate units, the main functions are however the same. The power pack consists of a hydraulic valve manifold, an oil tank and one el-driven pump. Mainly for the lubricating, but also to be used as a back-up pump for the hydraulic system. Please note that this pump does not have the same capacity as the main pump, which leads to longer manoeuvring times and that one function (of steering and reversing) gives priority depending on service condition. The main pump is not included in the power pack, but is normally direct driven from a PTO (Power Take Off). For smaller water jet sizes the electric driven pump can be replaced by an extra pump section built on to the main pump. A. The system for setting of steering nozzle and reversing bucket position works as follows: The pressure and flow from the main pump, Pl, is automatically matched to the system demand. The pump pressure is approximately 2.0-2.5 MPa above the necessary load Pressure. The highest load pressure is fed to the pump compensator via three shuttle valves, V12, V13 and V14. To protect the system from a too high oil pressure, there is a safety valve, V4, in the pressure line. There is also a relief valve built into the main pump. For adjustment of pressures, see separate instruction. ‘i The of1 flow to the steering and reversing gear cylinders is controlled by proportional valves, V10 and Vil, connected to the electronic remote control system. The valves give an oil flow proportional to the electric signal, up to the max. flow limit of the valves. Upstream of the proportional valves there is an oil filter, F1 (10 micron), a pressure gauge, Gl, and a pressure switch, PS1, connected to the alarm system. Another pressure switch, PS2, can be used for automatic change over of the electric driven pump to hydraulic mode by the valve V21. When the system is shut down the voltage to the solenoid must be switched off to avoid overheating and possible damage to the valve. Note that the electric driven pump will give much longer manoeuvring times than the main pump and especially at " simultaneous steering and reversing manoeuvres.axieae eats" 18791-£ rev.c Lal/93-01-28/C2 Page 2 of 3 This valve (V21) can also be used for a manual change-over by means of using the push button. The relief valve (V5), is controlling the pressure of the el-driven pump in hydraulic mode. While the reversing cylinder maintains set position for the bucket, hydrodynamic and gravity forces are acting to turn the bucket to full astern position. For preventing an unplanned manoeuvre, should hydraulic failure occur on one or both hydraulic lines, a counter balance valve (V18), including a check valve for free reverse flow are mounted on the reversing cylinder. The counter balance valve is also used as a relief valve against excessive over-pressure in the cylinder due to outer forces. In the same way, to avoid that the hydrodynamic forces acting on the steering nozzle are causing reduced accuracy in positioning, counter balance valves of similar type are installed in the hydraulic lines to the steering cylinders (V41 and v42). The lubricating oil system works as follows: The oil from the lubricating oil pump, (P2), passes a 10 micron filter, (F21), and a flow switch, (FS21). The flow switch should be connected to the alarm system. To prevent water from entering the bearing housing, the oil pressure shall always be higher than the water head outside the face seal. The pressure range is given on drawing hydraulic diagram. At stand still the static head from the tank will be sufficient for this. (The pressure switch (PS21), should also be connected to the alarm system, if included.) The oil pressure required can be checked on gauge, (G21), and adjusted by needle valve, (V23). The pressure is adjusted when the oil temperature has reached service temperature (approx. 50°C). If the pressure exceeds the maximum allowable pressure, the relief valve, (V24), will open. If the lubricating oil pump is used as a hydraulic pump there are valves to ensure some lubricating oil circulation also in hydraulic mode. (V31) is the pressure maintaining valve and ben flow is directed into the lub. oil system via valve v21). Should there be a loss of lub. oil flow or pressure, the water jet can still be operated for a short period of time until the failure can be repaired. The valve (V21) should be manually switched over to hydraulic mode. V3 is maintaining a pressure of approx. 0,3 MPa in the return line from the hydraulic system and circulation in the lub. oil system is therefore secured via V21. Without sufficient lub. oil pressure, water can penetrate into the system. The oil quality should therefore be checked continuously. If more than approx 0,2-0,3% water, the oil should be changed.18791-Erev.c Lal/93-01-28/C2 Page 3 of 3 The hydraulic- and lubricating oil tank also includes a low level alarm switch, (LS1), to be connected to the alarm system. The hydraulic and lubricating oil shall have a viscosity grade according to ISO VG 46 (46 cSt/40°C) and fulfil the requirements of DIN 51524, Part II (mineral oil HLP). O11 of the above quality is filled into the system via the filler breather filter (F3). For checking the condition of the oil, the oil sample should be taken from the test connection (TPS1) with the main pump running. I£ the intention is to only make a visual check of a possible water contamination, the sample can be taken from the bottom valve in the oil tank or from the valve in the bottom of the guide vane chamber. However, this sample should not be used for laboratory tests as it is not representative for the circulating oil in the system.MEWAeroup 45121-E EXCELLENCE IN PROPULSION Aak/97-11-06W31 Page 1 of 2 Qil condition test General ‘An oil condition test purpose is to check the condition of components which is in contact with the oil, predict for an example problems with bearing and/or seal failure. With an analyses of water contents the seal condition can be checked. With particle count and particle analyses the bearing condition can be checked. Basic for oil test is clean test equipment. Most particle is invisible for the human eye and therefore one can not determine visually if the test equipment is clean from extemal particles, Clean the equipment with chemical pure benzine or a similar solvent to make sure that no external particles appears in the oil test. An oil test should be representative to the oil in the hydraulic system therefore should the system be under normal operating condition (in use). Never open any couplings, filter cups or drain valve to get oil for the test. Use recommended test connections and connect a clean measure hose for representative oil sample. Equipment Test equipment from laboratory with chemical clean test tube or test glass. A Kamewa measure hose desoribed in the Description and Service Manual chapter 10 (Service and maintenance) or A manometer measure hose with an open end. Use chemical pure benzine ora similar solvent to clean the hose. Procedure Note! The system must have been in operation for minimum 15 minutes before the. testis taken. Connect the test hose to the test connection on the retum line from the water jet unit. If such test connection is not installed TP2 on the power pack can be used. Connect the hose while the system is in use. Flush the measure hose for approximately 2 minutes to the tank through F3 or TR. Fill the test tube according to laboratory instructions. Analyses A particle count according to ISO 4406 (SAE J 1163, NAS 1638). ‘An elemental analyses for approximately judgement of the particles chemical composition. An analyses of water contents.45121-E Aak/97-11-06/W31 ee Page 2 of 2 ‘Trend Do cil tests with 150h operating time or two weeks time between each test. Analyses must be made by the same laboratory and for best reliably results by the same laboratory assistant. ; The laboratory should compare the test results and determine if a trend can be found in increasing or decreasing number of particles and if a certain chemical composition becomes significant in the sample. Oil juirement The oil condition for Water Jet system must be better than ISO 15/12 (similar to SAE 4 or NAS 7). Following actions is recommended for following pollution classes. Worse than: 45/12 Change the fiters at best possible time. 16/13, Change the filters as soon as possible. 17/14 Change the fiters and clean the oil with an extemal filter unit as soon as possible. Flush the system before restart. 19/16 Stop the system. There might be a serious problem with mechanical tearing. Please contact Kamewa service. Following actions is recommended for following water contents classes. 0,2-0,5% Clean the oil from water with an external water separator and change the filters. >0,5% Stop the system and change the oil. There might be a serious problem with the pump seal. The high water contents can cause serious bearing failure. Please contact Kamewa service for further advice.EES Pee eel aera al 2 fen are ese ES en pagan 2 eT A1OVO?! 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Seam nomena ae, aes ee BA vALve NowwaLL GtOSeD Frater tarhliaynttearnaet JODHA SA 108511 v i z T 2 1 T 7teaee v ererms ewe [ech 9| Ba fae le fs eearaenssi cesta 39m ee ane E =e ee 4 (a cel 8 if {| ix {a (a (a2 (e le les |. fa Jia] [= [> [e [os Jefe | [> [ore | > fet fee [ak] fm fe fed | | a | J iS ee fe alel rem wast HOF AC CRED USD FR CO ‘Mekht witod oh = 770 iy JMS = for pos 2 - 23 see assently drawing MS 162551 CAD | EnOR | Heme ee eee | geut7 thTiana] 78 nde Tagen oatareae Tee pear) EE, kort Rovial Zone Ravis'Sn comprises Date [BS hoor o [LS1 4,5, 6VAR 5, 4,6,F21 KABEL T. 26ExCL. 1920824] Tnk | Htr. b IOIODER FLYTTADE SKARMADE KABLAR INCL. |930217| FRR| Htr Ble Figure for FS21 revised. [93701 Her. I EEeepe Peace erg eee reer eee eee eer eee eee eee eer T Low O10 ' CHANGE OVER a OL oan ye ! HEL 1 CHANGE OVER ; CONTROL VALVE, OL. VI 1 ‘ 1 Pst, SHPa P. T?65°C 1 LEVEL =; VALVE 1 STEERING 1 REVERSING 10<4.SL/MIN P (OvzA TO NOR IN OTHEN WAY CONMUNIGATED TO A‘THIND PARTY. 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Details are given on the separate descriptions and drawings for each part. In which order the water jet unit, hydraulics and electronics are installed to be decided by the yard. Build and align the inlet duct with transom flange. If the inlet is made of steel, aluminium or similarly, the inlet is to be coated with a high quality, reinforced epoxy paint and a non-metallic anti-fouling. ~ Fasten the impeller shatt to the impeller in the pump unit and the pump unit with impeller is mounted from aster. Between the water jet unit and the transom a zinc paste for corrosion protection should be applied. Mount the hydraulic nipples with their respective O-rings before tightening of the screws holding the water jet unit to the transom flange. This is not applicable when the hydraulic penetration is made through the transom. ° Before final tightening of bolts also make sure that the play between transom flange and forward end of impeller chamber is according to value stated. a Install the shaft seal onto the shaft and connect the cooling water pipe. Install the shaft coupling, possible bearings, intermediate shafts etc. Install the feed-back devices. oxy oo After the hydraulic packages have been installed they are connected with appropriate pipes to the water jet units, electric wires to the control system and the power supply for the electric motor (if any). It is important that the system is connected and filled with oil BEFORE LAUNCHING. 9 The remote control system components are installed and wired.KAMEWAseroup ales 03-09nN EXCELLENCE IN PROPULSION Page 1 of 5 DESIGN OF THE INLET DUCT General ‘One of the requirements for achieving the thrust stated by us, is that the geometrical shape of the inlet duct is made in accordance with the inlet duct drawing. This is not a manufacturing drawing, but is giving the geometrical shape of the internal water way. Max. and min. internal water pressure, surface texture, transition tolerances and placing of zinc anodes are also given in the inlet drawing. Plate material and thickness to be decided by the builder based on below design information, but is normally 1 to 1,5 times the bottom skin of the vessel. The inspection covers, placed above the water line, shall be fastened with folding bolts, ‘Snap-On couplings or similar for handy operation. Raw water inlets and exhaust outlets must not be placed in areas where they can interfere with the water flow to the inlet. Restricted areas can be seen on separate drawing. Design of inlet duct and shaft protection tube with fairing To avoid possible problems with cracks in inlet ducts and stemtube fairings it is important to do a careful design and high quality fabrication. For large W4-sizes it might be necessary to use thicker plates, more stiffeners inside the fairing and high quality welding (if applicable). The fatigue stress level of welds exposed to sea water is normally an important parameter. From our experience we know that careful design will eliminate the risk for this type of problems. Design loads and design principles A. The transom and inlet duct and details of these should be designed against the max. static load, ie. the crash stop load and against fatigue for normal steering and reversing manoeuvres and WJ units mass in pitching. The reversing and pitching forces should be considered as affecting the same details and the combined minor sum should be considered at a level of 10° cycles. The max. steering forces should be considered at a level of 10° cycles. Actual steering and reversing forces are given on our drawing "Shaft and main dimensions”. The shaft thrust variation is approx. 2,5% of impeller thrust. The net thrust variation is approx. 2,5% of its mean value. The torque variation is approx. 2,5% of nominal torque.18793-Ed Lal/95-03-09/W3 Page 20f5 General principles for structures subject to cyclic loading as listed below should be followed: - Continuous welding - Shear connections between stiffeners and frames - Soft toe brackets No sniped ends No termination’s on plate fields No scallops (mouse holes) in critical areas Avoid starts and stops of welding in comers and ends of sliffeners and brackets - Grinding of toes of critical welds Static pressures and dynamic pressure amplitudes for this vessel are given on drawing "Shape of inlet duct’. How these should be applied is discussed below. The design loads due to internal pressure are of three kinds: ‘Symmetric pressure loads P= Past * Peyn The static pressure given is to be assumed constant in the whole inlet. The dynamic pressure amplitude given is an overall level. Single pressure amplitudes for the frequencies specified below can be taken as: Pasingie arp = Poverall amp X C where: C = 0.8 for the 1st harmonic C = 1.0 for the 2nd harmonic: ).3 for the 3rd harmonic .4 for the 4th harmonic fox = (RPM/60) x number of blades xn N = These pressure pulses can be assumed to be in phase in the whole inlet. The structure must be designed in such a way that resonance between the plate panel natural frequencies and 1st, 2nd, 3rd and 4th harmonics of the blade passing frequency is avoided. The effect of added mass of water should be included in the natural frequency calculation. These frequencies will determine the plate thickness and the spacing of inside frames. To overcome the problem with resonance’s, the fairing has in some cases been filled with chockfast (or similar), in order to practically remove all possible plate panel natural frequencies. High quality welding (TIG treated or grinded) is recommended on steel or aluminium18793-Ed Lal/95-03-09/W3 Page 30f5 2. _Non-symmetric pressure loads P= 20+ pan /3 (kPa) In addition to (and applied on top of) the symmetric pressure loads defined in point 1, the above non-symmetric pressure loads act on one side of the shaft protection tube and fairing. The dynamic pressure, pan, is the same as described in point 1. 3. Other loads Stochastic non-symmetric pressure fluctuations occur during bollard pull and astern manoeuvres due to unfavourable and unsteady flow in the duct. This can result in loads acting on the shatt protection tube and fairing, equivalent to a pressure pulse of approximately 20 kPa on one side of the tube and fairing, with a duration of a few tenth of a second, occurring 10 to 30 times per minute. Inlet Grid ‘The Wy-unit is designed for running without an inlet grid. However, on smaller Wi sizes we recommend to install a grid when running in debriladen waters to avoid unplanned stops for cleaning the inlet. The shape of the inlet grid (in encl. 4) is designed to minimise the influence on the efficiency, manufacturing and installation will then be of utmost importance to ensure a sufficient strength. sion Protection Kamewa have taken all possible precautions during design, manufacture and assembly of the unit, by using materials that are resistant to salt water corrosion and by placing zinc anodes in the most effective places, without, therefore, affecting the performances of the W4-unit. However, the unit and adjoining parts are still vulnerable to how the installation is performed in order to avoid galvanic corrosion. We, therefore, recommend to paint the inside of the infet duct with some type of two-component epoxy paint and with a non- metallic antifouling. Examples of two-component paint are "Belzona", "Corroglas", “Baltoflake" or equal. Upon delivery from Kamewa the transom flanges are painted intemally with "Jotun Marine Coatings" type Baltoflake. The transom flange is normally not delivered by Kamewa, but should be coated in the same way by the yard. How the units and hull parts are protected from corrosion during fitting out period and service is shown in drawing "Corrosion Protection’. ‘The cathodic protection does not only protect the WJ units but also the hull parts, which - due to potential difference between hull and WJ unit - can be exposed to corrosion attacks in the hullinlet plating should the paint layer be damaged.18793-Ed Lal/95-03-09/W3 Page 4 of 5 If an impressed current system is used, our recommendation is to extend the ICCP system with both a reference electrode and an anode inside the inlet duct if possible. The system should always be connected also when the vessel is idle in water. If it is not practical to install an ICCP system in the inlet duct, we recommend to do potential measurements around the WJ units and inside the inlets. Max. recommended potential is 500 mV for stainless steel and 250 mV for mild steel and aluminium, when using a reference electrode made of zinc. Shaft grounding equipment should be connected to both the zinc anodes and the ship earthing plate in hulls of GRP. For steel and aluminium hulls the shaft grounding equipment should be connected to the hull. Installation The installation of the inlet should preferably be made in the following order: 1 The installation of the transom flange is of utmost importance for the alignment of the complete drive-fine, see separate instruction. This accuracy is obtained either by machining of the counter surface on the transom, to correct perpendicularity, or by chockfast pouring between the transom flange and transom after alignment (maker's recommendations must be followed). When the transom flange is bolted directly to the transom, a sealing compound should be used for water tightness. For GRP hulls the transom flange is not supplied by Kamewa, but the inlet duct is therefore built all the way up to and connected to the transom. Kamewa can supply a stainless steel adapter-ring for connection between the water jet unit and transom. This ring should be installed with the same accuracy as the transom flange. 2 The building-up of the inlet duct starts from the inlet opening in the bottom of the vessel, or could be built outside the hull in sections for later installation onboard. 3 When fitting the inlet to the transom flange the length of the cylindrical part of the duct, immediately forward of the transom flange, is adjusted to receive a smooth connection. A smooth transition is also important between duct and hull skin in the bottom. 4 The position of the impeller shaft, at the wall of the inlet duct, is marked and a hole for the protection tube is made. 5 The stream-line fairing is fastened to the protection tube and the duct wall. Generous radius should be made to the duct walll for best fatigue strength. To avoid resonance vibrations in the fairing plates, internal stiffeners should be welded in.18793-Ed Lal/95-03-09/W3 Page 5 of 5 6 Flat plate areas are strengthened on the outside of the duct with suitable stiffeners to avoid fatigue cracks due to resonance. 7 Install the sacrificial anodes on the shaft protection tube. 8 __Intemal welds should be smoothened out by grinding. 9 Coat the intemal water way with a suitable reinforced epoxy paint. Special attention to the areas close to the stainless steel material in the pump unit. 10 The possible inlet grid is mounted.[Ere] oreotjerrtices att "| Permanent protection During fitting out period ‘ond 1dle periods exceeding 4 weeks. c sott In soar pot to eungte the lapelier salt to corrasion fm 6 not oluaye included ‘Sanditiong ore Peconsended. bssige fe Teae 6 inatucee 1. The iapetter shaft to be eerthed to the hull vith 2 ssaclcL_ somthing devce, preferably dblaned 20 EEE eae ERS tg tee Share LTPP TS vonsat, al Suns welding orbaord.t aunt tong sorked "x" ore not Kotte deLivery, ls EN x (| 10% Eecrosionssts Ee EGR ie 1994049 | oJ 7 5 7 5 7 a T 3 7 2 7 TKAMEWAscroup Lav06-03-21/W8 EXCELLENCE IN PROPULSION Page 1 of 2 ALIGNMENT OF WATER JET UNIT 1 2 6 7 8 Before starting the installation all appropriate drawings, alignment calculations, descriptions, letters etc. should be reviewed. The following is not a detailed step by step instruction but a brief information about the alignment procedure. The transom flange to be aligned towards the expected position of the gear output flange, by means of wire, laser or similar. Any offset necessary to obtain acceptable bearing load distribution, blade tip clearance etc. based on estimated hull deflections should be considered. Check that the protecting tube is aligned to the same centre line so there is sufficient clearance to the impeller shaft. Possible sagging of the shaft must also be considered. Put the tube flange for the shaft seal loose on the fore end of the protecting tube. Install the water jet unit with impeller shaft from astern. Support the impeller shaft in the fore end at the position where equal blade tip clearance around the impeller is obtained or in the correct position based on the alignment calculation. We recommend to perform an alignment/bearing load distribution calculation for all installations but especially in cases with intermediate shafts with support bearings. The fore end of the impeller shaft is now initial point for the final positioning of gearbox, engine and possible support bearings etc. Possible hull deflections, deformation of resilient mounts etc. should be considered. Install the tube flange for the seal according to separate instruction18686 -Eb Lal/96-03-21/W3 Page 2 of 2 After launching the blade tip clearance should be checked once again and a realignment has to be done if the hull deflection has changed the alignment more than calculated (or so much that there is a risk for the blade tips to touch the chamber). In doubtful cases the tip clearance should be measured with the impeller in working position. This is done by running the lub. oil pump with a pressure of approx. 3-4 bar, during the measurement. ‘An angle deviation between the aft transom flange surface and the shaft centre line of approx. +/- 0.1-0.15° (depending of water jet type and size) will lead to mechanical contact between the blade tips and chamber. Therefore to be on the safe side we do not recommend a bigger misalignment than +/- 0.05° including dynamic hull deflections, sagging of shafts etc. Check the radial run-out of the shaft at the shaft seal position by turing the shaft. The maximum acceptable run-out at this position is 0,3 mm. Please always contact a Kamewa representative if anything is unclear, or if any alteration from above procedure is made.KAMEWAeroup coves eserves EXCELLENCE IN PROPULSION Page 1 of 1 INSTALLATION OF FEED-BACK TRANS! ERS The drawing “Feed-back device, assy" shows necessary dimensions for the installation on board. Please note the placing of the two transmitters so the correct Unit is used for steering and reversing respectively. The transmitters should be placed so that they will not interfere with the inspection ports on the inlet duct. The bracket should have enough stiffness and strength so that the position is not changed after installation due to vibrations or other forces that could be expected. It is important that the measures given in the "Feed-back device, assy’, showing where to place the transmitters, are kept. This is to secure the function of the feed- back device as the length of the feed-back cables is not adjustable.E WAsroup EXCELLENCE IN PROPULSION 46006-E Bojwai 96 01 25 Anti-freezing equipment for feedback cables (Kamewa Waterjets) The system shall only be supplied to ships where freezing in the cables are expected during winter period. ‘The system consist of: * Header tank 1.5 lit. to be located inboard close to feedback transmitters. * 1 Set of sealing components for feedback cable * 1 Set of hoses and nipples for distribution of anti freezing fluid. One set of components acc. to drawing 999061 are intended for the two cables on one waterjet unit. Instructions for installation and maintenan * Install the header tank acc to drg 999061. Note that it shall be located min 100 mm higher than highest point of feedback cable, in order to fill the cable totally. * Install sealing components and liquid supply hoses. Use teflon or silicone grease to lubricate the sealing hoses when mounting to the feedback cables. * Fill header tank with a 50% water / glycol mixture, * Move the aft sealing sleeve some 50 mm astern in order to bleed out the air inside the cable. When the liquid enters the end of the cable, reposition the sleeve. (For long cables this procedure require some 20-30 minutes) * Fill up header tank to max level. * Check daily (during winter period ) anti freezing liquid level. Top up if required. Protection against freezing is secured only when the tank contains fluid. 25)1-96 8 O'esonK Wi 46004-Ea Adj/96-03-28/W3 CAmeen Page 1 of 3 }OX MECHANICAL SHAFT SI 14 Item No. below refers to drawing on page 3. Connection of the tube flange to the protection tube. Attach the tube flange (1) to the shaft protection tube (2) with chockfast orange (3); when the shaft line is definitely adjusted. See instruction - chockfast pouring No. 18475-E The run-out on the tube flange must not exceed the figures shown on the drawing “shaft seal assembly". Given values are maximum from a dial gauge reading during 360° rotation of the shaft. Before fitting the seal Amechanical shaft seal is a precision made component and depends entirely upon correct fitting and care during handling and storing, if itis to give a satisfactory performance. When the seals are despatched from our factory the seals are packed to provide maximum protection to the lapped faces. Following points are to be checked before fitting the seal: 1, Ensure that the shaft diameter, onto which the seal is to be fitted, is of good machined finish. 2. Check that there are no sharp edges and burrs from the diameters over which the O- rings have to pass. Fitting the seal 1. 1Fit the zinc ring (4). Tighten the ring with screws (5). 2. 2Ensure that the shaft, over which the seal is going to pass, is perfectly clean and then lubricate with Vaseline, silicone grease or equal. 3, 3Mount the O-ring (6) lubricated with Vaseline, silicone grease or equal onto the tube flange(1). 4. Separate the split ring (7) from the seal assembly (8). 5. Lubricate O-ring (9) on the seal assembly with Vaseline, silicone grease or equal.46004-Ea Adj/96-03-28/W3 Page 2 of 3 6. Mount the seal assembly (8) on to the shaft and push it along the shaft to the tube flange (1). Turn the seal assembly so that the cooling water connection, marked (C), is on the top and the drain connection, marked (D), is downwards. Mount the split ring (7) on to the shaft. Press the seal assembly and tube flange together. Fit and tight the screws (15) and nut 16) and lock with loctite 242 or equal. 7. Fit the split ring (7) into its gap on the end of the seal assembly, make sure that the split is not straight under one of the screws (11). 8. Tighten the screws (11) to the right torque and lock with loctite 242 or equal. 9. Take away setting ring (12), and the seal is set in the right position. 40.Check the alignment of the seal according to the tolerances on drawing "Shaft seal assembly". If needed adjust with screws (13) and nut (14). After adjustment lock the nut (14) with loctite 242 or equal. 11. The seal is now fully assembled. 12.Connect the cooling water pipe, and open the valve. The minimum water flow is according to drawing "Shaft seal assembly".46004-Ea Adj/96-03-28W3 Page 3 of 37 [A 7 (a9) se oe ring] 999E32 ; eel ne om eric, <>: | eruod a eae 7 BKAMEWAseroup Lal 950008103 EXCELLENCE IN PROPULSION Page 1 of 2 Chockfast pouring This is a instruction of how to attach the tube flange to the protection tube with Chockfast, however it's important that the Chockfast manufactures instructions is followed. Note! It is important that the surface of the pipe and flange in contact with the Chockfast are carefully cleaned and absolutely free from oll and grease. 1. ‘Arrange for pouring according to the sketch on page 2. It is important to ensure that there is no air bubbles or air pockets in the Chockfast layer after pouring. The temperature of the shaft and flange must be at least 13°C (55°F). Align the flange with the screws in section A-A and B-B. If the highest point is in section A-A instead of section B-B the fill hole and vent hole change places. The max. tun out in relation to the shaft is in accordance with the seal drawing. Given value of run out is maximum from a dial gauge reading during a 360° rotation of shaft. The Chockfast layer must have a thickness of 10 to 30 mm. Less than 8 mm Is not acceptable. Check carefully that the flange is correctly adjusted before pouring. Mix the components of the Chockfast carefully before pouring. The pouring ought to be ended within 20 minutes. During the pouring, check that there is no leakage of Chockfast. The Chockfast hardens in 4 hours, Do not load the flange in 48 hours at 13°C (55°F), in 24 hours at 16°C (61°F), in 12 hours at 21°C (70°F). Cut the screws alongside the pipe of the flange.nin, 500 18475-Ec Lal / 96-03-28 / W3 Page 2 of 2 oe ea Patyinadshdl_— Wosto_punkt see [Filing holes — Towest point X. Se oxeltditnings ritn " : | _ dw a18794-Eb Lal/96-03-21.W3 KAMEWAcroup Page 1 of 2 EXCELLENCE IN PROPULSION INSTAL! THE HYDRAULIC AND LUBRICATIN' M The packages for hydraulic power and lubrication are placed so that they are easily accessible for maintenance and service. As manual manoeuvring of the contro! valves is possible, it is important that the hydraulic power package is placed so the control valves are easily accessible. Note 1! There should be sufficient free space above the electric motor for air ventilation. The power take-off pump should be installed on the gearbox primary side or on the engine. KaMeWa do not supply bell housing, couplings etc. Accordingly the gearbox or engine maker should be contacted for appropriate items. Note 2! Electric motors for the oil pumps are, as standard, supplied according to protection form IP54 (totally enclosed). Motor starters are normally not included in our scope of supply. The piping installation must be carried out with a minimum of bends. Pressure pipes should be dimensioned for a working pressure as well as pressure-tested in accordance with instructions on the hydraulic diagram. Diameters given for pipes are min. acceptable inner diameters. For pipe sizes up to 30 mm outer diameter, joints and connections must be made by fittings of Ermeto type or similar. Pipes with a diameter above 30 mm must be connected by flanges. See also the specification of material on our hydraulic diagram. The bottom of the hydraulic tank must be at least 0,5 m above the PTO driven main pump and at least 1 m above the highest waterline. ‘The suction lines to the main pump must not be longer than 4 m. However, ifit is necessary to exceed this maximum suction length, or the suction head given above, please contact us without delay. The suction lines shall be designed so that the pumps cannot be drained of il. For further information regarding installation and starting up of PTO-driven pump see separate instruction. Before the system is put into operation, pipes and tanks must be thoroughly cleaned. Non- galvanised pipes have to be pickled according to the following instructions: 1 Degrease carefully 2 Wash with water 3 Pickle in 10-15% sulphuric acid at 50-60°C during 1-1,5 hours, The exact time must be determined by test pickling of a pipe bend that has been bent hot. 4 Neutralise with water, the PH-value of which exceeds 7 and preferably amounts to - 10. Dip the pipes twice in the neutralising bath.18794-E b Lal/96-03-21/W3 Page 2 of 2 5 Protect the pickled pipes immediately by painting them on the outside and oiling them ‘on the inside. Furthermore, the pipes should be blind flanged to prevent foreign particles entering ‘The pickling procedure can be eliminated if the yard uses pipes specially intended for cold bending tools. In some cases, however, it is impossible to avoid heat treatment .9. when the welding flanges are mounted. Instead of pickling the welding joint of the flange shall then be carefully grinded both on the inside and outside. The oil tank pipes to and from the tank must not be placed close to hot objects (e.g. the engine exhaust manifold) as the oil in the hydraulic system could be overheated. The piping must be installed in such a way that the inspection covers for impeller and anodes on the inlet duct and transom flange are easily accessible. The different alarm switches should be connected and adjusted according to the wiring diagram of the hydraulic power pack. To avoid false alarms the alarm system should have a delay function of approx. 3-5 seconds. Note 31 Pressure switch (PS2) on the hydraulic power pack can be used for automatic change over of the electric driven pump to hydraulic mode. An indicating lamp shall be connected for indication of electric pump in hydraulic mode. For the flushing procedure, the systems are filled with oil so that the level is just above the suction pipes. After flushing, the systems shall be drained and the tanks must be carefully cleaned. After this the systems are filled to normal level. Itis of utmost importance for a safe function of the hydraulic system that the system is clean and free from contamination before taking it in service, see separate flushing instruction. NOTE! The bearing housing in the pump unit must always be filled with oil and has to be connected to the oil tank before the vessel is launched. The hydraulic and lubricating oils shall have a viscosity grade according to ISO VG 46 (46 ©S¥/40°C) and fulfil the requirements of DIN 51524, Part Il (mineral oil HLP). 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Before taking the system into service it is of utmost importance that the system is clean. ‘Contamination of any type in the hydraulic oil can jeopardise the function of the control system. The following procedure should be followed. 1 Check that the piping system and placing of the components are made ace. to our installation descriptions and hydraulic diagram. Component Nos. below refer to the hydraulic diagram. Remove the filler/breather filter (F3) on the oil tank and check that the tank is clean inside. Clean if necessary and remount the filter. Fill the tank with oil of prescribed quality via the filler filter or better from a separate pump unit with filter. The hydraulic hoses to the rams outside the transom should be connected to each other at each ram, with supplied adapters. Connections on the rams to be plugged during the flushing procedure to prevent dirt or water from entering. Note, this must be done before launching. The valves (V15) and (V/16) in the pressure lines to the jet unit should be fully open. Vaive V17 should be closed. Underneath the control valves, (V10) and (V/11) on the power pack, flushing plates are installed at delivery from Kamewa. With these plates mounted the control valves will be by-passed during the flushing. Note! The plates should not be dismounted before flushing is finished. Before starting the electrically driven pump (P21) the relief valve (V4) and (V5) should be set to the lowest possible pressure. Note 1! Activate solenoid valve V21 for connestion of the pump (P2) into the hydraulic system. Note 2! The direction of rotation must be observed when the electric motor is started. Change if it does not correspond to the direction marked on the hydraulic pump flange. Increase the relief valve setting (V4) and (V5) to ensure that the whole oll flow is circulated in the system. Received max. pressure on gauge (G1) depends on the pressure drop in the piping system. Let the oil circulate for at least four (4) hours. Regularly check pressure, oil level, temperature and filter condition (F1)..14. 17. 18. 24. 18747- Eh Lal/96-03-27/W3 Page 2 of 3 Stop the pump and close valves (V15) and (V16) when the hoses on the jet units are remounted. Open the valves (V15 and V16) and keep the adapters on board for possible future use. Note 3! Put the solenoid valve (V21) into lub. oil mode and open valves (V22, if installed) and (V23). Note 4! Start the electrically driven pump (P2) and let the oil circulate for at least four (4) hours. Check the filter (F2). For a power take-off driven pump (P1) following is made with the main engine running (same procedure is used after system maintenance with launched vessel). For a electric driven pump (P1) following is made with the M1 electric motor running. Set the built-in relief valve in the main pump (P1) to lowest pressure and check that the flushing plates are still mounted. Carefully read the operating instruction for this pump (P1) and follow recommendations which are given. Also check the direction of rotation. Valves (V15) and (V16) are closed and (V17) opened. Start the drive unit (normally the main engine and the supplier's recommendations must be followed). Carefully check the system regarding pressure, sound level etc. Increase the setting of the built-in relief valve (P1). Received pressure depends on the system pressure drop. Let the pump (P1) run for at least 30 min. Regularly check pressure, oil level, temperature and condition of the filter (F1). After the pump is stopped the oil in the tank should be drained off and filter elements be changed. Fill with new oil of prescribed quality (see point 3). Loosen the screws fastening the control valves and take away the flushing plates. Remount the control valves. Be careful with the O-rings underneath the valves. Keep the flushing plates on board for possible future use.25. 26. 18747- Eh Lal/96-03-27/W3 Page 3 of 3 The system can now be pressure tested acc. to the classification society or at least 1.5 times the max. working pressure. Pressure testing should be made with a separate pump giving enough pressure. Relief valves must be set to highest possible pressure. Note 5! Final setting of valves and switches is made as follows: ~ Start the electric pump (P2), in lub. oil mode the pressure is set, to value given in the hydraulic diagram, with the needle valve in the return line from the Wd unit (V23). Any ‘shut-off valve in the pressure line must always be fully open. - Switch over to hydraulic mode (V21). Activate one control valve (V10) or (V11) when teaching mechanical end position of steering nozzle or rev. bucket relief valve (V4) and (V5) can be set acc. to the hydraulic diagram. - Stop the electric pump (P2) and start the main pump (P1). The built-in relief valve is set to approx. 10 bar lower pressure than (V4). The pump pressure, when the control valves are not activated, to be set at approx. 25 bar. See the operating instruction for the main pump for further information. ~ Pressure, temp and flow switches are set to correct values before delivery from Kamewa. Note 1, 2, 3, 4 and 5 is not valid if the PTO pump includes a lubrication pump.KAMEWAeroup Lal 1980 7 mH EXCELLENCE IN PROPULSION Page 1 of 1 RELIEF VALVI IN 'T SYSTEI Valid for combined hydraulic and lubricating oil system @) Before the main pump (P1) (main engine) is started the built-in relief valve (the largest of the two, see separate pump instruction) should be adjusted to max. pressure. The safety valve on the power pack (\/4) should be adjusted to the lowest possible pressure. b) _ Start the main engine and check that the pump sucks oil. When the pump works smoothly without "air noise" operate the steering nozzle by activating valve V10 to full port or starboard by hand or back-up system. If the nozzle does not move, increase the pressure with valve V4 until it does (approx. 50 bar is required pressure). c) With the above control valve V/10 activated and the nozzle in full port or starboard the safety valve (V4) is adjusted to pressure stated on the hydraulic diagram (see instruction manual), Note that the system must not be running in this condition for more than a few minutes as overheating can occur, however all relief valve settings must be made in this condition. d). Continue with adjusting the relief valve built on the main pump (Pt) to pressure also given on the hydraulic diagram. This pressure should be approx. 10 bar lower than the pressure adjusted on valve V4. When now manoeuvring the nozzle or bucket in mechanical end position resulting in increased pressure the safety valve (V4) must not open (e.g. no fiow noise should be heard from the valve). The pressure should be limited by the relief valve built on the main pump. ) Without any control valve activated the unloaded pressure can be adjusted by means of the smaller load sensing valve built on the main pump (P1). Should be set at 25 bar. f) Note 1! The max. pressure of the electric driven pump is adjusted with the main engine stopped. Reduce the pressure setting of valve (V5) to lowest value. Manoeuvre the steering nozzle to full port or starboard, Increase the setting if the nozzle does not move. With the control valve activated in mechanical end position the pressure is adjusted to pressure according to the hydraulic diagram. Note 1 is not valid if the PTO pump includes a lubrication pump.KAMEWAeroup oe EXCELLENCE IN PROPULSION Page 1 of 1 INSTRUCTION FOR ADJUSTING OF COUNTERBALANCE VALVE; Valid for systems with the counterbalance valves built into the power pack 1 ‘The counterbalance valves are set to correct pressure upon delivery from Kamewa. If any later adjustments are made the following procedure should be followed: - Connect two gauges with pressure range about 0-25 MPa at the pressure test connections TA1 and TB1 for checking the valves in the steering system. Open the valve V17 between the steering cylinders. Start the hydraulic pump. (The electric driven pump or the PTO-driven pump.) a) Activate the control valve V10 for pressure in connection A1, Adjust the valve V42 until the pressure in TB1 is about 5 MPa. NOTE: For increased pressure the set ‘screw should be tumed counter-clockwise. b) Activate the control valve V10 for pressure in connection B1. Adjust the valve V41 ‘so the pressure in TA1 is about 5 MPa. Close the valve V17 in the steering system lines and disconnect the pressure gauges. Check the adjustment by making steering manoeuvres to port and starboard sides. The pressure should be approx. 6-7 MPa measured on pressure gauge (G1). When checking the pressure setting of the counter balance valve built into the reversing bucket cylinder, a manoeuvre from full ahead to full astern should be made and the pressure is measured on pressure gauge (G1). The pressure should be approx. 6-7 MPa.MANNESMANN REXROTH Brueninghaus Hydromatik Operating Instructions A1l0VO RE 92701-B 06.89RE 92701-B106.89 ‘Operating structions ATOVO/ATOVSO — OFA A10vO Cylinder Ai0VSO Pump housing Piston Drive shaft Setting screw flow regulator Setting screw pressure regulator 2 Brueninghaus HydromatikOperating instructions AIOVO/AIOVSO — DFLR Setting screw A10VO flow reguiator Horse power valve 5 - Setting sorew Setting screw t ae Setting screw 2 regulator vince s Ly A10VSO Pump housing Piston End plate ‘Swash plate Control piston Brueninghaus Hydromatik 3RE $2701-8106.89 Operating instructions ATOVO/AIOVSO — FE A10VO Linear differential transducer Cylinder A10VSO Pump housing Piston Drive shaft End plate Pilot valve L, mmmt_B sorvicaline ES suction ne f pr‘Operating instructions A10VOIATOVSO_ 1. Description Variable displacement pumps types A10VOIAI0VSO of ‘swashplate design are axial piston pumps for hydrostatic drives in open circuit. The output flow is infinitely variable bby adjusting the positon of the swashplate. 2. Technical data (theoretical values) ‘Sie as 1 we we Deseerner mss aac speed ‘Yam ene se so eae acto cl eee some nto —s a erpomrio-z00—n cn fem MOB 9 6 sw neta wv» es Maiompeto 2508 2% Mog tm ew Toren p= 10080) techni 4b teP anor oo ez ane eset Wee 00 - wen eee moo ss se ss 8 ipo ecioe fg to no os eprmetimdalin tag BSH 8 tomer te agen Direction of force application 4 ~£+4 Lh C tn special cases please consult us. Exact alignment of the pup and motor shaftsis very im- portant forthe efficient function and long service life of a pump. iis absolutely essential that the stated axial and ‘adlal forces on the drive shaft are not exceeded. Failure to observed this requirement can lead to premature ‘wear ofthe shaft seal and shaft bearings. ‘3. Operating pressure at i ag 20 ame eer rs (Cove dah Ma 65 ra pm at i S.Instaltation position ‘The installation position is optional. The pump housing * ‘must be filed with hydraulic hid when the pump is set into ‘operation and during operation. In order to achieve favour- able noise values, all the connection lines (suction, pres- sure and leakage ol ports) have to be isolated from the reservoir via flexible elements. ‘A check valve in the leakage oil ine should be avoided. In individal cases this is possible - after consulting us. {thas to be guaranteed that in any case the given limits are observe (please note for example the waving fluid surface inthe reservoir in mobile application, in the ship building in- dustry etc). 5.1. Vertical installation (shaft upwards) ‘The following installation conditions must be observed: 5.L1 Arrangement ina tank Before instaling the pump, fil the purnp housing with the pump ina horizontal position. 2) Ifthe minimum fui level is equal to or above the ‘pump mounting surace, open ports "L", "Lt" and. *5"(eetg 1). fig. 1 hid Brueninghaus HydromatikOperating Instructions A1OVO/AT0VSO 1) _11the minimum tuid tevel ies below the pump Sil. Horizontal installation i ‘mounting lange, connect por "Lt" and possible “S* “The pump must be installed, $0 that “L" or "Ly"is atthe top. according to fig. 2. lug port"L" according totem 54.2.1. ‘5.111 installation within a tank 2) _ Ifthe minimum fd level is equal to or above the top fig. 2 ‘of the pump, ports"L"L1" and "S" should remain ‘open (500 fig.3). i fig. 3 Fhnex=800| i bins 200 a { 5.12 Installation outside a tank Before installing the purnp, fil the pump with housing in the horizontal position. For mounting above a tank see fig. 2. 5.1.2.1 Limiting conditions b) Ifthe minimum fuid level is below the top of the pump, ‘Minimum purmp inlet pressure Pa nin = 0.8 bar both static pipe ports“, "L," and possibly "S” (as fig. 4). ‘and dynamic conditions. ‘The conditions correspond toitem 5.1.2.1. | Note: Avoid mounting above a tank wherever possible fig. 4 i ‘order to achieve a low noise level | ‘The permissible suction height h comes from the overall pressure loss, but may not be greater than fag = 800 mm et {ienmersion depth hey = 200 mm). eet & = (Overall pressure loss Apous = Pi + APa + Pa (1-Pin ie)= __jpmex=800 0.2 bar f LL dhe 200 ‘04: Pressure las in pipe duet ccelraing column of fa ap. BES «108 (bar) p= Density hal?) TC pio tong in) ‘511.2 Installation outside a tank duit = Change in rate Fl the pump housing before commissioning. ee a) When mounting above the tank, see fig. 4. Conditions ‘pa: Pressure loss due to static head correspond to 512.4 Aprchsp+g+t02(bat) —-h=Head (mm) Mounti iy peers pa Densty (elm?) 2) Noung bw te ak ipe ports “Land 9=Graviy = 9.81 ms? fi.5 4x: Line losses (elbows etc) ‘This calculation is valid forthe folowing regulator DFR, DFLR. 6 Brueninghaus HydromatikOperating Instructions ATOVO/A10VSO_ 6. Pressure regulation ‘The pressure is set withthe pressure setting screw. 6.1. Remove the cap nut with 17 mm extemal hexagon, 6.2 Undo the lock nut with 17 mm extemal hexagon. 6.3. Set the pressure range by turing the setting scrow with hexagon socket head 4 mm. 6.4 Lock the setting screw with lock nut, external hexagon 17mm, “Turning the setting screw clockwise increases the pressure “Turing the cetting scrow counter clockwise reduces the pressure. ‘tum ofthe setting screw cortesponds to 50 bar pres ‘ure range 20 to 250 bar. 6.5 Screw on the cap nut with external hexagon 17 mm and tighten to a torque M, = 21 Nm. 7. Flow regutation ‘The flow is set atthe flow setting screw. 7.1 Remove the cap nut with 12 mm extemal hexagon. 7.2. Undo the lock nut with 13 mm extemal hexagon. 7.3. Set the flow range by turning the setting screw with ‘3mm hexagon socket. 7.4 Lock the setting screw with the fock nut, 13 mm. ‘external hexagon. “Turing the setting screw clockwise increases the flow. “Turing the setting serow counterclockwise decreases the flow. 7.5. Serew on the cap nut with 13 mm extemal hexagon ‘and tighten to a torque of M, = 8.5 Ni. 8, Horse power regulation ‘The control inset points adjusted atthe sating scrow 1. 8.1 Undo the lock nut. 8.2 Set he control inset point by turning the setting screw. 18.3 Lock he setting screw wih the lock nut “Taming the seting screw clockwise increases the power. ‘Turning the soting serew counterclockwise reduces the power. ‘The cottol cut of pint is aged atthe adusting screw 2. 8.4 Undo the lock nut with 13 mm external hexagon. 85. Setthe contol cut-off point by turing the setting sorew with 4 mm hexagon socket. 8.6. Lock he setting screw with the lock nut, 13 mm extemathexagon. ‘Tuning the seting screw clockwise incroases the power. “Tuming the setng screw counterclockwise lecreases the power. 9. Electrical flow regulation ‘The electrical flow regulator must be set in accordance with SK-A24739.00. 10, Hydraulic fluid Operating viscosity range For optimum eficiency and service life, we recommend thal the operating viscosity (at operating temperature) be selected in the range. Vege = optimum operating viscosity 16...36 mms a8 reterred to tank temperature (open circuits). Viscosity limits For citcal operating conditions the following values apply: Yom = 10 mm/s {for short periods with a max. permissible leakage ‘il temporature of 90° C Vnas® 1000 mm/s {or short periods when starting from cold {or detailed information on the selection of hydraulic tlids ‘and application conditions, please see our data sheet 'RE 90220 prior to project design. Important: The leakage of temperature is influenced by ‘pressure and speed and is always higher than the tank temperature. Atno point in the system, however, may the ‘temperature be higher than 90° C. It the above conditions cannot be maintained because of ‘extreme operating parameters or high ambient temper- ature, please consult us. 11. Filtration of hydraulic flue In order to guarantee reliable function, the operating fluid ‘should be maintained to a least cleanness grade 9 0 [NAS 1638 or 6 fo SAE, ASTM, AIA. This may be achieved, for example, with the fiter elements type ... 020 BH or .. 020 BN from Hydac. A fitration quotient of 892 100s then obtained (see data sheets RE 90300-B and RE 9001-8) 12. Filter inspection 1. Dai after commissioning. 2.1 ree of contamination, weekly. 3, Alter approx. 100 operating hours, monthly. 18.0il change 1. After 500 operating hours. 2. After 2000 operating hours. 3. Every 2000 operating hours or once a year. Depending on the degree of contamination and on the ‘thermal loading ofthe tad, shorter intervals may be ‘necessary. When changing the ol, account must also be taken of winter or summer operation ifthe fuid used is not capable of bridging the two tomperature ranges white ‘maintaining the minimum permissible viscosity a oper- ating temperature. Common errors made in practice during an off change: + lack of cloantiness (drt introduced ito the system) + failure to clean tank = filing of tank without fiter (NAS grade must not be exceeded) RE 92701-6/06.89 | \ | | | i | i | Brueninghaus Hydromatik.RE 92701-806.69 Operating instructions ATOVO/A0VSO 14. Drive Itis essential that the direction of rotation marked on the ‘pump housing is maintained, Changing the direction of rotation is not possible without conversion. 15. ll tank ‘The capacity of the tank must be selected to suit the ‘operating conditions. The oil temperature must not be ak- owed to tise too high therefore fit cooler if necessary. The suction and return lines should be arranged so as to allow {ree flow. Al pipelines must enter the tank sufficiently far below the minimum permissible oil evel (approx. 5 em) $0.as to prevent foaming. ‘An air breather is necessary for volume compensation due to varying work cycles and temperature fluctuations and should take the form of an air fiter fited at the highest point on the tank, $0 as to prevent the sucking in of dirt particles into the tank (NAS grade must not be exceeded). 16. Pipelines and connections, ‘Al plugs on the purnp should not be removed untlimmed- iately before connecting the pipelines. Observe clean- finess when assembling! ‘Tho uso of seamless precision steo! pipes to DIN 2391 is, recommended. “The suction ne must be sized to suit the connection and should be kept as short as possible. A larger size should bbe used forlonger suction tines. ‘The pips ends should be cut at an angle of 45" and should eter the tank at least Sem from the tank floor, so that ary Git onthe tank floors not sucked up. ‘The leakage ol fine must be below the oi ove inthe tank. 17. Commissioning Before first switching on, the housing of A10VO/A10VSO should be filed with the selected fluid via the case drain con rection. Immediately check the direction of rotation of drive motor. un the pump without load and allow to deliver without pressure fr a few seconds to ensure adequate lubrication. {tthe pump is not delivering without air bubbles after ‘approx. 60 secs., the system must be rechecked. ‘Once the operating parameters have been achieved, ‘check pipe connections for leakage and check temperature of operating fd (see data sheet RE 90301-B). 18. General {All pumps supplied by us are tested for function and per- formance. Modifications to the pump of any kind are not permitted and will invalidate any claim under warranty. + Brveninghaus Hycromatik GmbH, Plant Hotb, An den Kelterwiesen #4, D-72160 Hor, Phone (07451) 920, Telex 765321, Telefax (07459) 6271 8 Brueninghaus Hydromatik19713-E 1ofs Re KAMEWAsroup Kki/96041: wat The purpose of the following manual is to give directions for the installation of the Kamewa control system equipment with regard to location, environment and maintenance. The shipyard is responsible for the installation of the shipment and the proper function of the system is conditional to the application of these instructions. Please make sure that copies of this document are distributed to all departments and ‘subcontractors involved. Contents Page i -General -Arrival inspection -Marking of items at delivery -Preservation of equipment : -Power supply i Cubicles ~Cables ~Connection of the cabling to the units of the system ~Controls -Electro-mechanical actuator ONNOOONDNNH19713-E 2of8 General When the installation is planned, ample consideration must be given to the space required from installing components, commissioning and maintenance of the equipment. For ships with hull built in GRP (glass fibre reinforced plastic) a special description with instructions and recommendations with regard to avoidance of ELECTROMAGNETIC. INTERFERENCE (EM) will be supplied. Please inform Kamewa as soon as possible if applicable. Arrival inspection Immediately upon arrival the goods must be unpacked and inspected, Remarks, if any, should be forwarded to Kamewa as soon as possible. Marking of items at delivery For easy identification at delivery, all units are marked with the number of the control system assembly drawing and its respective item number. .19713-E Sof6 Preservation of electronic equipment - Storage The equipment should be stored in a dry area and uniform temperature in order to avoid moisture and condensation. It must be well protected against damage, dust and dirt, The staff must be informed that it is important to protect the equipment in a proper way. tf the equipment is stored for a longer time, it can be necessary to exchange the oxidation inhibitors, which as standard are fitted in all central units upon delivery. - ting out period When the components are installed they should be disconnected electrically where possible (fuses to be removed, PC-boards to be disconnected, terminals to be disconnected, cable connections to be disjoined etc) until the system is to be started- up. The cables should be connected as late as possible, and first after that all welding work is cartied out. ‘The cubicles must be tight (doors must be closed, flanges mounted) in order to Prevent moisture and dust to go through into the unit. When grinding works are carried out, also the control panels must be Protected in order to prevent dust from penetrating into contactors etc. The equipment should also be covered when painting works are carried out in the surroundings. Where there is a risk of mechanical damage, special protection must be arranged. After mounting, the units must be checked and cleaned before start-up.19713-E 40f8 Power supply ‘The power supply must always be made according to actual classification society regulations. ‘The power supply to the different systems has to be 24 V DC (18-32 V, ripple £ 200 mV RMS) and must be taken from sources with high priority, so that the supplies are not jeopardised. For each power supply, the power consumption is specified in the cable diagram. Please note that the illumination system (and Joystick system earth, whenever applicable) will be galvanically connected to the main control systems earth, without any isolation in between. We would also like to point out the importance that no power supply is connected to the systems until our service personnel have checked out the installation. General recommendations, - The Main control system supply should be connected to at least two different sources, with high priority. The power supply should be connected to an automatic transfer switch, for uninterrupted supply. Separate circuit breakers for each feeding line to the control system must be provided. ~ The Illumination system should be fed from same sources as the Main control system. + The Back-up control system should be connected to emergency source, and separated from the Main control system for each jet. - The Indication system should be connected to same source as the Back-up control system, (emergency source).19713-E 5of8 Cubicles The central units (degree of protection IP54) for the electronic control system must be placed in bridge or in control room environment with a max environmental temperature of 55 degree C and a max allowed humidity (non condensing) of 100 percent. The central units must not be mounted close to radio transmitters, radio aerials or in places, where high intensities of field from radio signals or disturbing electric equipment can be expected, e.g. transmitter room. In doubtful cases we ask you to consult us. The central unit shall have a good galvanic connection to the hull. This means: ~ Metal clean corrosion protected surfaces in nipples to the hull. + Ifan earth-wire is used for connection to the hull, it should be as short as possible, and @ multi-wire plait should be used. - Use toothed plate connectors in the connections. ‘The central units should be placed so that the door as a minimum can be opened 90 degrees. The central units should furthermore be placed so that they are exposed to a minimum of vibrations. In case there is a tisk for vibrations, exceeding levels stated in IEC 92-504, damping elements should be fitted.19713-E 6of8 Gables Kamewa “cable drawing" and “cable connection drawing" for Electronic control gives information about the required cables. This information must be followed. All cables have to be intended for marine use and have to be type approved by the actual classification society. The cables are not included in our delivery. Cables with different signa! or voltage levels ought to be well separated in order to avoid disturbances. This means that cables for other systems with 110 V or higher voltage or cables with high EMI (Electro Magnetic Interference) generating signals should not be placed together with Kamewa control signal cables. Cable cross section to be minimum as specified on the cable diagram or according to the requirements of the classification society. Electric cabling shall be installed so that mechanical damage is prevented. ‘Screened cables shall be used for connections between the units. Coverage area of the screen to be preferably min 85 %. The cable screen should be connected to the hull at least at both ends of the cable. Valid for cable with one screen. If double screened cable is used the outer screen shall be connected to the hull at both ends (‘Faradayscreen"). The inner screen shall then be connected the shortest way to hull connection in the "Central unit end". Splicing of cables is to be avoided.