C102982 0 SERVICE LUBRICATION SP20 STE

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09.04.2008

DOC-1017-1

Steerprop

Lubrication System

Service Manual

Revision history:

REV. DATE MODIFIER DESCRIPTION

0 2.4.2008

AaNi Created

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DOC-1017-1

LUBRICATION SYSTEM FUNCTION .............................................................................................. 4

1.1

MMERSION LUBRICATION

................................................................................................................ 4

1.2

UBRICATION POINTS

....................................................................................................................... 4

OIL CHANGE ........................................................................................................................................ 5

2.1

IL CHANGE

..................................................................................................................................... 5

2.2

IL FILLING

...................................................................................................................................... 5

2.3

IL DRAINING AND PUMPING OUT

.................................................................................................... 6

INSTALLATION AND PIPING ........................................................................................................... 7

LUBRICATION OIL LEVEL MONITORING AND ADJUSTING................................................. 8

4.1

HECKING OIL QUANTITY

................................................................................................................ 8

4.2

IL LEVEL SWITCH

........................................................................................................................... 8

4.3

MAINTENANCE: ........................................................................................................................... 8

4.4

UBRICATION OIL LEVEL ALARM TEST

............................................................................................ 9

4.4.1

Start oil level................................................................................................................................ 9

4.4.2

Lubrication run oil level alarm test ............................................................................................. 9

4.4.3

Ending the test ............................................................................................................................. 9

LUBRICATION CIRCULATION AND COOLING PUMP.............................................................10

LUBRICATION OIL PUMP MOTOR STARTER............................................................................11

6.1

OCAL START

..................................................................................................................................11

6.2

UBRICATION PUMP ALARM

............................................................................................................11

6.3

OCAL STOP

....................................................................................................................................11

6.4

UBRICATION OIL PRESSURE ALARM

..............................................................................................11

6.5

UBRICATION OIL FILTER ALARM

...................................................................................................11

LUBRICATION PUMP MOTOR........................................................................................................12

7.1

LECTRICAL CONNECTION

..............................................................................................................12

7.2

PERATION

......................................................................................................................................12

LUBRICATION OIL PUMP ................................................................................................................14

8.1

NSTALLING THE PUMP

....................................................................................................................14

8.2

ONNECTING THE PIPELINES TO THE PUMP

.....................................................................................15

8.2.1

Suction side .................................................................................................................................15

8.2.2

Pressure drop in the intake line ..................................................................................................15

8.2.3

Pressure side...............................................................................................................................15

8.2.4

Return flow..................................................................................................................................16

8.2.5

Lines............................................................................................................................................16

8.3

RESSURE RELIEF VALVE

................................................................................................................16

8.4

ESTING AND COMMISSIONING

.......................................................................................................16

8.4.1

Direction of rotation ...................................................................................................................16

8.4.2

Commissioning ...........................................................................................................................16

8.5

PERATION OF PUMP

.......................................................................................................................17

8.6

UBRICATION PUMP MANUAL CONTROL

.........................................................................................17

8.7

UBRICATION PUMP DOES NOT GIVE OIL PRESSURE

........................................................................18

8.8

NCIPIENT WEAR OF LUBRICATION PUMP

........................................................................................18

8.9

AULT FINDING

...............................................................................................................................19

LUBRICATION OIL PRESSURE ADJUSTING AND MONITORING ........................................21

9.1

DJUSTING VALVES

........................................................................................................................21

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MONITORING AND ALARMING TRANSMITTERS....................................................................22

10.1

RESSURE TRANSMITTER

................................................................................................................22

10.1.1

Lubrication oil pressure transmitter failure...........................................................................22

10.2

UBRICATION OIL TEMPERATURE MONITORING

.............................................................................23

10.2.1

Monitoring and alarming transmitters ...................................................................................23

10.2.2

Lubrication oil temperature transmitter failure .....................................................................23

10.3

UBRICATION OIL TEMPERATURE ALARM TEST

..............................................................................24

10.3.1

Test procedure ........................................................................................................................24

10.3.2

Ending the test ........................................................................................................................24

10.4

UBRICATION OIL FILTER

................................................................................................................25

10.4.2

Element replacement.............................................................................................................27

10.4.3

Monitoring and alarming transmitters ...................................................................................28

10.4.4

Clogging indicator .................................................................................................................28

10.4.5

Lubrication oil filter clogged..................................................................................................29

10.4.6

Lubrication oil filter alarm test ..............................................................................................30

10.4.7

Lubrication oil filter alarm test end .......................................................................................30

AIR BREATHER...................................................................................................................................31

LUBRICATION FAILURE AND WARNING INDICATIONS .......................................................32

12.1

UBRICATION WARNING

.................................................................................................................32

12.2

UBRICATION ALARM

.....................................................................................................................32

12.3

RPM

LIMITATION SIGNAL

......................................................................................................32

FAULT FINDING .................................................................................................................................33

13.1

UBRICATION OIL LEVEL IS LOW

.....................................................................................................34

13.1.1

Temporary actions..................................................................................................................34

13.2

RPM

LIMITATION SIGNAL

......................................................................................................35

13.3

PPER GEAR OIL TEMPERATURE IS HIGH

.........................................................................................35

13.3.1

Temporary actions..................................................................................................................35

13.4

PPER GEAR OIL LUBRICATION UNIT TEMPERATURE IS HIGH

.........................................................36

13.4.1

Temporary actions..................................................................................................................36

13.5

PPER GEAR OIL PRESSURE LOW

.....................................................................................................36

13.5.1

Temporary actions..................................................................................................................36

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1 L

UBRICATION SYSTEM FUNCTION

There is a combined pressure and immersion lubrication. The lower assembly and
slewing assembly use immersion lubrication. The upper assembly uses immersion
lubrication while not running and pressure lubrication while running. The pressure
lubrication system includes an electric driven lubrication oil pump, oil filter, cooler, all
necessary valves and monitoring equipment. A circulation pump inside the unit
supplies the lower assembly’s oil circulation.

While not running the oil level is high enough so all bearings and gear wheels get a
satisfactory lubrication if they for example, are rotated by wind milling the propeller.
When running, some of the oil is pumped to the tank in the upper assembly and the oil
level in the lower assembly descents to avoid oil foaming and loss of power. All upper
assembly bearings are lubricated via piping from the pressure lubrication system.

1.1 I

MMERSION LUBRICATION

As back-up system for electric motor driven pressurized lubrication system is
automatically operating immersion lubrication system. The cooling capacity of the
lubrication system is lower with immersion lubrication than with forced lubrication. At
immersed lubrication will propulsion control system limit propeller motor rpm.

1.2 L

UBRICATION POINTS

Lubrication points, oil quantities and pressures are shown at lubrication scheme.

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2 O

IL CHANGE

2.1 O

IL CHANGE

The oil change is done according to an oil analyze. In 6 months intervals there is a
sample taken of the oil that is delivered to the oil supplier for testing. The oil delivery
company is asked for a statement of the oil quality and if it should be replaced.

If it is found that the oil contains water and its color has changed to a light or gray color,
the oil must be changed and the leak must be located and fixed.

2.2 O

IL FILLING

The propulsor and sealing oil tank have to be filled with oil before the propulsor or ship
is lowered in water. In addition, the piping from the sealing oil tank to the propulsors
seal is filled and bleeding carefully before lowering to water.

The filler and purge caps are located on the seal frame. The locations of the caps are
shown on the seals drawing you can find in a separate manual concerning the propeller
shafts seals maintenance instructions.

The rope guards are removed when filling seals or when bleeding.

The purity grade of the used oil should be at least according to standard 17/14 ISO
4406. The oils from suppliers do not normally fulfill the required purity grade. To avoid
the impurities from barrel or tank to get into the unit the oil is pumped, when filling the
propulsor, through a 10-micron fine filter. The propulsors filling connection/valve is
located at the fwd part of the upper assembly.

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2.3 O

IL DRAINING AND PUMPING OUT

OIL

DRAINING

FOR DRAINING, THE PROPULSOR IS TURNED TO Z-POSITION (THE
PROPELLER SHAFT IS ALIGNED WITH THE DRIVE SHAFT, PROPELLER
BACKWARDS.

At the shipyard, the plug at the bottom of the lower assembly carries out
the oil draining. There is a valve in the plug that prevents the oil from

leaking out, when the plug is removed. For draining the oil, an adapter
M000222A opens the valve when screwed into z-position. A hose is

connected to the pipe so the oil drains into a waste oil container.

The oil can be drained also when the ship is not at the shipyard with a
circulation / draining pipe situated inside the unit.

PUMPING

THE

OIL

OUT

For emptying the unit the suction of the external pump (ship equipment)
will be connected to the filling / emptying connection (1 1/2" BSPP female)

with ball valve.

Oil is pumped until it starts sucking air. Then the oil level is low enough to
open the flange where the ball valve is attached and there is a pipe, which
goes to the lowest point of the propulsor visible.

Steerprop toolset includes an adapter M000222A, which can be screwed
to that connection and attached to the suction hose. Pumping can be
continued until the propulsor is empty of oil.

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3 I

NSTALLATION AND PIPING

You should follow the good approach of the servicing and assembly of hydraulic
systems.

You should take care of purity and cleanliness of piping and components and use right
materials and tools.

The final tightness of the system is achieved during the normal operation, when the
impact of the warn oil, vessel vibrations and play are become even.

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4 L

UBRICATION OIL LEVEL MONITORING AND ADJUSTING

4.1 C

HECKING OIL QUANTITY

For checking oil quantity there are sight gauges on the oil control unit at the aft
part of the upper assembly to indicate minimum level and maximum level. The oil
quantity is checked when the propulsor is not running and oil is cold. When
checking the oil level you need to consider:

When the unit is running the oil level is lower and is not shown in sight
gauges. The lower level switch is monitoring the oil level.

When unit is warm from operation but not running, the oil level is above the

maximum level because of thermal expansion.

4.2 O

IL LEVEL SWITCH

Do not operate magnetic float switches in close proximity to powerful electromagnetic
fields. Minimum clearance: 1 m. The magnetic float switch must not be subjected to
any mechanical loads, vibrations or shock influences. If these loads exist, supporting or
protecting elements have to be used.

The magnetic float switch (level sensor) operates according to the

float principle.

One or several floats (6) with a magnetic system incorporated are

positioned on a non-magnetic guide tube (5). The position of the float
changes with the change in the level of the liquid.

When a specified level is reached, the magnetic field produced by the
magnet in the float actuates a reed switch (sealed contact) inside the
guide tube. This closes or breaks the electric circuit, depending on the

function of the switch.

The device has two floats and two switches.

Magnetic float switches are only intended for vertical installation in
containers and tanks. The maximum deviation from the perpendicular
line is ± 30°. The units are pre-assembled so that on site they only
have to be screwed on or flange-mounted. A suitable seal (4) must be
fitted to seal the unit.

The level switch is installed in the oil control unit with oil level eyes.

The level switch has two switches, on for start allowance, when the
unit is stopped and second to monitoring the oil level during operation.

4.3 MAINTENANCE:

The units must be installed and commissioned in accordance with the generally
accepted rules of engineering practice. When in service, the units do not require any
maintenance provided that the magnetic float switch is designed for the ambient
conditions such as the temperature, protection rating and medium.

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4.4 L

UBRICATION OIL LEVEL ALARM TEST

The user is responsible for periodically carrying out a functional test or a visual check.
The function of the contacts can be tested with the unit in situ or removed, by moving
the float manually or by filling the container. Care must be taken to ensure that the
functional test does not trigger any process ope-rations.

A visual check is made of components in the unit that are exposed to the liquid stored
in the tank, its vapors or condensate to ascertain whether any signs of corrosion exist.
This inspection can only be carried out from inside the storage tank or after the unit has
been removed.

This test will be started with a propulsor, which voltage
supplies are on, then the voltage supply switch SS01 is on
and local control SC01 is switched to remote control also
electric supplies for pumps and steering gears are on.

The vessel alarm and automation systems are running.

This test procedure includes lubrication oil level alarm tests
for propulsor. The lubrication oil level switch is located on
the rear end of the propulsor. The oil control unit has plug
for testing the level switches.

Upper for start oil level

Lower for run oil level

Level switch principle

4.4.1 S

TART OIL LEVEL

Open the test plug with 10 mm hex wrench

Thread the test tool carefully through the hole

Push the upper float carefully down (do not
break the float and its fastening by pushing it
hard).

Start oil level alarm will appear

Release the float up

Start oil level alarm will disappear

4.4.2 L

UBRICATION RUN OIL LEVEL ALARM TEST

Turn the tool so that you can go to beside of the upper float

Push the lower float carefully down (do not break the float and its fastening
by pushing it hard)

Run oil level alarm will appear

Release the float up

Run oil level alarm will disappear

4.4.3 E

NDING THE TEST

Pull the test tool carefully out

Close the test plug with 10 mm hex wrench

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5 L

UBRICATION CIRCULATION AND COOLING PUMP

The propulsor is equipped with electric motor driven pressurized lubrication system.
The electric motor driven pump will circulate the lubrication oil through a cooler and
filter. The electric pump is equipped with overload protection.

The electric motor is controlled by DOL starter.

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6 L

UBRICATION OIL PUMP MOTOR STARTER

The lubrication pump motor is controlled by DOL starter at SMU unit. There are local
control push buttons at door of the SMU unit.

This test will be started with a propulsor, which voltage supplies are on, then the
voltage supply switch SS01 is on and local control SC01 is switched to remote control
also electric supplies for pumps and steering gears are on.

The vessel alarm and automation systems are running.

6.1 L

OCAL START

Remote control light HI41 is lit at SMU

Select local control with switch SC01

Remote control light HI41 does not lit

Start lubrication pump with SH52

Indication lamp SH52 will lit

Pump is running

6.2 L

UBRICATION PUMP ALARM

Turn the switch at FP1 to 0

The lubrication pump will stop

Pump failure alarm will appear

Turn the switch at FP1 to 1

Pump failure alarm will disappear

Pump should start automatically

6.3 L

OCAL STOP

Stop the pump with SC11

Indication lamp SH52 does not lit

Pump is not running

6.4 L

UBRICATION OIL PRESSURE ALARM

Lubrication oil pressure alarm will appear

Start the pump with push button SH52

Lubrication oil pressure alarm will disappear

You can follow the pressure at SED

6.5 L

UBRICATION OIL FILTER ALARM

Open the plug at filter head

Start the pump with push button SH52

Lubrication oil filter alarm will appear

Open the plug at filter head

Lubrication oil filter alarm will disappear

You can follow the pressure at SED

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DOC-1017-1

7 L

UBRICATION PUMP MOTOR

7.1 E

LECTRICAL CONNECTION

Work is only permitted to be carried out by qualified specialists on the stationary motor,
while disconnected and prevented from being switched on again. This also applies for
the auxiliary power circuits (e.g. Anti-condensation heaters).

Check that the equipment is potential-free!

Connections must be made in such a way as to ensure that a permanently safe
electrical connection is maintained (no protruding wire ends) use the corresponding
cable end pieces. Create a safe earth continuity connectien.

Clearances in air between bare live parts themselves and between bare live parts and
earth must be > 5,5 mm{U

rated

< 690 V)

If must be ensured that the terminal box does not contain foreign bodies, dirt or
humidity. Seal any unused cable entry openings against dust and water.

Secure the featherkey on test operation without drive components.

7.2 O

PERATION

If deviations from normal operation occur - e.g. increased temperatures, noises,
vibration - the motor should be switched off in the event of doubt. Determine the
causes and contact the manufacturer if necessary. Do not disconnect protective
equipment, even under test operation.

Under dirty operating conditions, clean the air channels regularly. Open any closed
condensate water holes from time to time

For motors without regreasing facilities, bearing or grease replacement must be carried
out in accordance with the manufacturer’s instructions, or after 3 years, whichever is
sooner.

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Bearings with regreasing facilities must be regreased when the motor is running.
Please note the greasing plate!

In the case of motors with separate ventilation, the separately-driven fan must be
switched on throughout motor operation.

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8 L

UBRICATION OIL PUMP

The propulsor is equipped with electric motor driven pressurized lubrication system.
The electric motor driven pump will circulate the lubrication oil through a cooler and
filter The electric pump is equipped with overload protection.

8.1 I

NSTALLING THE PUMP

IMPORTANT!

FILL THE PUMP WITH OIL FROM ITS SUCTION SIDE BEFORE INSTALLING THE PUMP
OR PUTTING IT INTO OPERATION.

The Voith internal gear pump can be installed in
any position and at any angle.

Voith internal gear pumps are self-priming and
can be fitted either above or below the level of the

tank.
Always comply with the permitted pressure values
at the pump suction port.

Bear the following points in mind when installing the pump:

The direction of rotation of the drive and the pump must coincide. (See the marking
arrow on the housing or on the rating plate.)

– The pump shaft and motor shaft must line up.

Use neutralisation couplings (flexible or crowned tooth couplings).

The pump must be driven without any axial or radial forces. Driving the pump via gears,
belts or chains without an extra bearing to support the drive shaft is only possible within
certain limitations and always requires authorisation by Voith.

– The pump must not be subjected to strain as a result of being mounted unevenly.

– The pump must be not be subjected to strain as a result of incorrectly mounted
pipelines.

Route pipelines so they are not subject to tension!

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DOC-1017-1

The coupling parts must be mounted without being forced, i. e. without driving
or pressing them on. Ali pump shafts have a tapped hole for mounting. The
recommended coupling hub fit is K7.

8.2 C

ONNECTING THE PIPELINES TO THE PUMP

8.2.1 S

UCTION SIDE

When the pump is operated with mineral oil, the intake pressure in the suction port of
the pump must be between 0.8 and 3 bar (measured as absolute pressure).

An absolute pressure of down to 0.6 bar is permitted temporarily during
start-up.

The cross-section of the suction line must be selected so a flow rate of
lm/sec (in section operation) or 1.5 m/sec (intake conditions between 2 and
3 bar absolute) is not exceeded. There is a risk of cavitation!

If any adaption of the suction cross-section is required in order to obtain permitted
pressure levels in the suction port, this alteration must be made directly before the
suction flange

The suction line must be arranged so the pump cannot drain when it is stationary. The
intake opening of the suction line must be at least 50 mm, or three times the nominal
diameter, below the oil level and should terminate approx. 50 mm above the base of
the tank.

The returning fluid must never be sucked in by the pump directly, i.e. provide the
greatest possible clearance between the suction and return flow Iines!

The return flow outlet must be at !east 50 mm, or three times the nominal diameter of
the return flow line, below the lowest possible oil level, in order to avoid any foaming of
the oil.

8.2.2 P

RESSURE DROP IN THE INTAKE LINE

Flow velocity in the suction line (note the speed of rotation!)

Negative head (difference in height between the oil level and the pump))

Any intake filter which is fitted

Oil viscosity

Suction cross-section

Length of the suction line

Number and type of changes in direction in the suction line

8.2.3 P

RESSURE SIDE

The flow velocity in the pressure line should not exceed 6 m/sec (pressure
loss!)

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DOC-1017-1

If a check valve with a preload pressure > 1 bar is installed in the pressure
line, the line between the pump pressure port and the check valve must be
vented when the pump is taken into operation.

8.2.4 R

ETURN FLOW

The flow velocity in the return flow line should not exceed 3 m/sec.

8.2.5 L

INES

We recommend using seamless precision steel pipes to DIN 2391 and pipe fittings
which can be disconnected.

Route pipelines so they are not subject to tension!

Carefully clean pipelines and fittings before installing them. If possible use the same oil
that will be used for operating the pump on order to flush them through.

Suction Iines must be absolutely leak-tight. Air entering the system through leaks
causes malfunction and will damage the pump. When using sealing agents, it is
essential to make sure that none gets into the operating fluid.

Hydraulic hose Iines must comply with the relevant DIN standards and must be used in
accordance with the manufacturer's instructions.

8.3 P

RESSURE RELIEF VALVE

In order to avoid excessively high pressures, the pressure relief valve is fitted near at
the pump outflow. Adjust according instruction.

8.4 T

ESTING AND COMMISSIONING

8.4.1 D

IRECTION OF ROTATION

Voith internal gear pumps are available for clockwise or anticlockwise rotation. The
direction of rotation is determined as viewed on the pump input shaft. It is identified by
an arrow on the pump housing or the rating plate.

Check the direction of rotation of the drive and that of the pump coincide before
putting the pump into operation!

8.4.2 C

OMMISSIONING

The pump must be able to start up without pressure resistance, i.e. with the
system not under load.

It is essential for the pressure line to be vented when the pump is operated
for the first time.

Vent the system until there is no clicking and no foaming is visible. Keep
the fluid level in the tank under observation constantly when doing
this, until the system is fully vented. The oil level must not fall below
the minimum permitted Ievel under any circumstances.

After the pump has been vented, subject it to the planned level of pressure
and secure the pressure limiting valve to prevent its setting from being
altered.

Depressurise the circuit before switching off the pump, i.e. the fluid must be
circulating without pressure.

Check the filter and the oil temperature after a few hours of operation.

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8.5 O

PERATION OF PUMP

The fluids should ensure a certain minimum lubricating properties, should
not contain solids and should be chemically compatible.

Avoid dry operation.

The pumps may only be operated in the specified direction of rotation, as
otherwise the shaft seal will be destroyed.

The pressure relief valve attached to the pump may only be used as safety
valve for short-term operation.

8.6 L

UBRICATION PUMP MANUAL CONTROL

At remote back-up control mode and local control mode the lubrication pump should
start and stop manually.

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8.7 L

UBRICATION PUMP DOES NOT GIVE OIL PRESSURE

AILURE EFFECT

Propulsor cooling capacity is lowered. Alarming pump is out of use. The cooling and
filtration circuit is out of use. The lubrication is with immersion principle and the cooling
with natural circulation. Bearings, seals and gears are in danger to overheating.

EMPORARY ACTIONS

Stop propulsor immediately. Wait, until the oil level is stabilized. If the oil start oil level
alarm then disappears, you can operate “go home” with lower power and rpm at
propulsor. You should carefully follow the oil temperature and keep it below alarm level.
If the start oil level alarm comes, you should lower power.

8.8 I

NCIPIENT WEAR OF LUBRICATION PUMP

NDICATIONS

Increased input power

Increased pump running noise

Increased cycle time / reduced operating speed

Pressure drop before the consumer

Increased temperature differential of the operating fluid between the intake
and outlet of the pump whilst the setting for the cooling water volume
remains fixed

Increased temperature differential between the pump housing and the
intake fluid

Increased consumption of cooling water

ECOMMENDED ACTIONS

Check the direction of rotation of the drive and that of the pump coincide before
putting the pump into operation!

We recommend that the check should only be performed by authorised and trained
personnel who have been instructed in how to perform this work.

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8.9 F

AULT FINDING

FAULT EFFECT

TEMPORARY

ACTION

CAUSE REMEDY

Lubrication pump is not
running

See below

Pressure transmitter failure

See transmitter

Lubrication
pump does
not give oil

pressure

Check the pump
produce oil
pressure using

local control

Amount of the oil is reducing See 12
Screw plug on intake port of
pump has not been
removed

Remove the plug

Incorrect direction of
rotation by pump and drive

motor

Reverse or adapt the direction of
rotation

Oil level in tank too low
(suction port higher than
level of operating fluid)

Top up the oil

Suction line above permitted
minimum operating fluid
level

Extended the suction line

Pressure line has been
blocked or preloaded by a
valve so the pump
cannot vent

Switch the valve to the
depressurised circulation
position or vent the pump at the
pressure side

Viscosity of operating fluid
too high

Use an operating fluid in
compliance with the permitted

viscosity values

Excessive vacuum in the
suction line, flow resistance

too great

Increase the suction cross-
section, clean the intake filter,

straighten out the suction line,
reduce the negative head,

reduce the suction length

Pump does
not draw
fluid

Suction line leaking

Seal the line and tighten the pipe

fittings

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FAULT EFFECT

TEMPORARY
ACTION

CAUSE REMEDY

Air entering suction line

Pressure valve does not

close due to dirt or wear to
the valve seat

Clean the pressure valve and

replace any defective parts

Directional control valve is-

m-depressurised-circulation
position

Move the valve to the

appropriate working

position.

Check-theelectrical connection if

it is a solenoid valve

Pipe break

Repair the damage

Pump is
pumping
but there is
no pressure
build-up

Severe wear on pump

Have the pump repaired by the

manufacturer

Pump shaft sheared off

Have the pump repaired by the
manufacturer

Coupling destroyed

Fit a new coupling

Suction line leaking

No
pumping

although
drive is
intact

Oil level in tank has dropped
below minimum for suction

Top up the operating fluid

Pump sucking in air

Shaft seal defective

Fit a new shaft seal

Cavitation in pump

Coupling defective

Fit a new coupling in accordance

with the instructions

Pump is
excessively
noisy

Pump defective

Have the pump repaired by the
manufacturer

Voltage supply missing

Check voltage supply and
restore it

Wiring or connection failure Check wiring or connection and

repair

Inverter failure

See inverter

Motor does not drive the
pump

Check shaft and coupling

Lubrication
pump is not
running

Check the motor
condition

Motor is broken

See motor

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9 L

UBRICATION OIL PRESSURE ADJUSTING AND

MONITORING

9.1 A

DJUSTING VALVES

LUBRICATION PRESSURE ADJUSTING

The adjusting of the valves is recommended to

perform with the system at running temperature.

DESCRIPTION

The direct spring, sliding piston Pressure Relief Valve
SPV/SPVF is intended for inline mounting and is suitable
to safeguard low

pressure hydraulic circuits up to 20 (30) bars. The pipe
connection is to be effected either by SAE-Mounting

Surfaces (3000 psi) or by Whitworth Pipe Threads ”G“.

VALVE CONSTRUCTION

The SIiding Piston 2 is pressed against the AnnuIated
Area a by the Compression Spring 3 and separates the
Pump Connection P from the Reservoir Connection R
sealing the Bore d. As soon as the operating pressure p
adjusted by the Set Screw 4, is reached the SIiding Piston

2 releases the oil flow to the reservoir. The Spring
Chamber b is pressure compensated by the Bore c.

During starting-up the valve the Spring Chamber b must be
bleeded by the Bleeding Screw 5, (Hex. Socket Width: 4).

The valve should preferably be installed in vertical fitting
position with the pressure setting arrangement down.
The pressure relief valves are available in four different
pressure setting ranges because, due to their springrates,
each of the compression springs can only cover a limited
pressure setting range.

FAULT REASON

CAUSE

REMEDY

Pressure relief valve is

operating at too low level
because of incorrect adjustment
or weak spring

adjust correct operating pressure

Pressure level is

low

Pressure relief valve doesn't
close up because of impurities

clean the valve by adjusting it fully
open while both pumps are running
and then adjust it to correct
operating pressure

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09.04.2008

DOC-1017-1

10 M

ONITORING AND ALARMING TRANSMITTERS

10.1 P

RESSURE TRANSMITTER

There is an alarm system (ship system) monitoring the lubrication that includes

PRESSURE TRANSMITTERS

There is three types of pressure transmitters for 4 bar, 10 bar and 40 bar.

All transmitters have the same output signal 4...20 mA.

Lubrication pressure Transmitter BP02

Lubrication pressure transmitter (4 bar) is locating below the lubrication oil

distribution block.

10.1.1 L

UBRICATION OIL PRESSURE TRANSMITTER FAILURE

FAULT EFFECT

TEMPORARY

ACTION

CAUSE

REMEDY

Transmitter wiring.

Check and repair
wiring and
connectors

If the signal is 0

mA, can the failure
at voltage supply of

the transmitter

Check and repair

supply

Pressure
transmitter failure

Replace transmitter

Lubrication
oil pressure
transmitter

failure

Lubrication oil pressure
measurement is not
working.

The operation with
propulsor can
continue with care.

You should follow the
pressure using the

gauge mounted on
propulsor.

Internal failure at
transmitter gives 2

mA signal

Replace transmitter

C102982-0 Page 23 of 36

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DOC-1017-1

10.2 L

UBRICATION OIL TEMPERATURE MONITORING

10.2.1 M

ONITORING AND ALARMING TRANSMITTERS

There is an alarm system (ship system) monitoring the lubrication that includes

TEMPERATURE TRANSMITTERS

The transmitter signal is 4...20 mA from 0 to 100

Lubrication oil temperature BT02

Lubrication oil temperature transmitter is locating at non
drive end of the propulsor behind the connection box
SCB.

10.2.2 L

UBRICATION OIL TEMPERATURE TRANSMITTER FAILURE

FAULT EFFECT

TEMPORARY

ACTION

CAUSE

REMEDY

Transmitter wiring.

Check and repair
wiring and

connectors

If the signal is 0
mA, can the failure

at voltage supply of
the transmitter

Check and repair
supply

Pressure
transmitter failure

Replace transmitter

Lubrication
oil

temperature
transmitter

failure

Lubrication oil
temperature

measurement does not
operate.

The operation with
propulsor can

continue with care.
You should follow the

temperature using the
gauge mounted on
propulsor.

Internal failure at

transmitter gives 2
mA signal

Replace transmitter

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DOC-1017-1

10.3 L

UBRICATION OIL TEMPERATURE ALARM TEST

This test will be started with a propulsor, which voltage supplies are on, then the
voltage supply switch SS01 is on and local control SC01 is switched to remote control
also electric supplies for pumps and steering gears are on.

The vessel alarm and automation systems are running.

10.3.1 T

EST PROCEDURE

Open the transmitter element fastening nut
from protection tube with key.

Draw the temperature element out from tube.

Put the element into can of hot water (>75
deg C) (do not put the cable into can,
because it can disturb). Or use separate
heater to heat the sensor over 75 deg C.

Oil temperature alarm will appear.

Let the water (heater) cool down slowly and
follow the meter.

At 70…75 deg C the alarm will disappear.

You can follow the temperature at SED

10.3.2 E

NDING THE TEST

Dry the sensor and put it back to protection tube and tight the nut.

Stroke the element lightly with grease

Put the element back to protection tube

Tighten the nuts smoothly

C102982-0 Page 25 of 36

09.04.2008

DOC-1017-1

10.4 L

UBRICATION OIL FILTER

C102982-0 Page 26 of 36

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DOC-1017-1

10.4.1.1 S

AFETY INSTRUCTIONS

Prior to operating the filter, manual and maintenance instructions have to
be read carefully.

Follow the instructions of this manual under any circumstances!

The manufacturer does not assume liability for any damage, which occurs
due to disregarding these instructions. If operations are carried out
differently, the safety of the pressurized device can not be assured!

Operating conditions given in the data sheet, especially excess pressure,
temperature range and operating fluid, have to be followed unconditionally.
Variation of these parameters can cause damage to important pressure
holding parts and sealing. Also take in consideration the compatibility of
filter components with the operating fluid.

Under working conditions the filter housing is pressurized. Do not try to
loosen or remove any part of the filter or the filter housing during operation.
The operating fluid could escape at high pressure and high temperatures.

This does not apply for parts of the decompressed or the turned off side of
the filter.

Leaking operating fluid always bears the danger of injuries and burns!

Do not open the filter housing until you made sure it is not pressurized any
more!

Touching parts of the filter may cause burning, depending on the operating
temperature.

- When exchanging the filter keep in mind that it might have operating
temperature. Danger of burning!

Always wear safety goggles and gloves when working on the filter!

If you come into contact with the operating fluid please follow the
instructions of the fluid manufacturer!!

Only use original spare parts.

10.4.1.2 I

NSTALLATION

Note safety instructions! When removing a new filter from its box it is ready for
installation. The filter is fixed with 2 screws M12 at a vertical mounting surface.

When installing the filter please make sure, that:

sufficient fixation of the filter is assured

the clogging indicator is accessible and can be checked easily.

the connections for draining, air-bleeding and pressure measurements can
be accessed easily.

there is enough room above the filter to remove and replace elements.

no dirt, particles, other contamination or fluids enter the filter.

both inlet and outlet of the filter are connected to the pipe work correctly.

counterflanges or screw joints of the pipe system and the filter have to be
angled precisely and connected that same way (if counterflanges or pipe
joints are canted or under tension switching filters can be aggravated and it
might harm pressure tightness)

10.4.1.3 C

OMMISSIONING

Prior to the commissioning of the filter the completeness (filter elements, seals) has to
be controlled. Then the filter has to be bleeded as follows :

Set the shift lever of the reversing valve into middle position

C102982-0 Page 27 of 36

09.04.2008

DOC-1017-1

Open the screw plugs G a t the air-bleed bore holes and connect suitab!e
air bleeding tubes with collecting pan for the operating fluid flowing out

Connection of the volume flow until bubble-free operating fluid flow out of
the air-bleeding tubes

Disconnection of the volume flow

Remove the air-bleeding tubes and close the air-bleed bore holes

Connection to the required filter side at the positioning pin of the selector
shaft

The shift lever of the selector shaft always points at the operating filter side

10.4.2

LEMENT

REPLACEMENT

The change of filter elements is necessary when reaching the unit specific pressure
difference, respectively the maximum pressure difference shown on the clogging
indicator. If there is no unit specific definition, the change of elements should be done
at a maximum pressure of dp 6 bar.

The elements can be changed as follows:

Open the pressure balance valve

Set the positioning pin from the operating side to the other side

LOSING

the pressure balance valve

Open the screw plug for the bleeding at the filter side to be serviced (G %"
at operating filter side), respectively close the bleeding according to data
sheet 1650 (5) and open the drain screw G 1" at the filter bowl

NSCREW

the filter bowl

Remove the filter elements

Clean the filter bowl (pressure spring item 6 must be there)

Install the new or cleaned filter element

Screw the filter bowl to the filter housing

Closing of the drain bore (G 1") at the filter bowl

Air-bleeding of the serviced filter side (see Item 5)

In general take care of the absolute cleanness during the change of elements in order
to prevent from any penetration of dirt, respectively of impurities. The new elements
should be taken out of their package shortly before they are replaced, and they should
be protected against mechanical damages.

When changing the filter elements the availability and quality of the sealing elements
should be controlled. Worn-out sealing elements should be replaced by new ones.

10.4.2.1 A

BLEEDING OF THE

ILTER

The air-bleeding of the filter during the change of elements is different to the air-
bleeding of commissioning. For the change of elements there is an air-bleeding
required only at the filter side to be serviced. The air-bleeding is done during the
operation of the unit.

Open the bleeding screw plug G1/2' at the operating side of the filter head,
respectively connect the bleeding device

Close the pressure balance valve and the bleeding bore hole. From filters
equipped with a bleeding device this is to be removed.

10.4.2.2 C

LEANING OF THE

ILTER

LEMENT

Filter elements with filter materials of glass fibre (VG) or paper (P) are not cleanable.
They have to be replaced when having reached the dirt retention capacity.

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DOC-1017-1

10.4.2.3 P

RESSURE

IFFERENCE

EASURINQ

In tase of filters installed with clogging indicators a permanent measuring of the
pressure difference takes place. The indication corresponds to the kind of clogging
indicators; either visual or visual and electrical respectively electronic.

In addition the air-bleeding connections III and IV can be used for the connection of
external pressure gauges.

10.4.3 M

ONITORING AND ALARMING TRANSMITTERS

There is an alarm system (ship system) monitoring the lubrication that includes

Lubrication oil filter clogged monitoring (4)

10.4.4 C

LOGGING INDICATOR

AE 70, two electrical signals (contact maker/contact breaker) are triggered and two
optical signals are formed.

A metering piston subjected to the entry and exit pressure moves against a metering
spring according to the pressure differential. Depending on the path a permanent
magnet integrated in the metering piston activates a reed contact (electromagnetic
switch) and triggers the electrical signal. The electrical and optical indication is effected
as a digital signal at the given switching pressure.

The pollution indicator is fitted with additional LED displays. The optical LED signal
becomes visible according to the selected version in the translucent cover plate of the
line box on the pollution indicator.

In the pollution indicators AE70, the green LED signals the normal operating state (filter
element not yet polluted to an unacceptable level), while the red LED signals that the
filter element needs to be changed.

10.4.4.1 O

PERATING INSTRUCTION

Normally filters are supplied with mounted clogging indicator. When retrofitting - the
filter is to be discharged of the operating pressure.

dismantling the screw plug out of the bare hole which is foreseen for the
clogging indicator

screw in the clogging indicator into the bare hole (starting torque 125 Nm)

It is necessary to make sure the availability and the right positioning of
sealing parts

O-ring 22 x 2 and

O-ring 14 x 2

as well as a dirt-free mounting. The electrical contacts are to be connected according
to the graphical symbol shown on the type plate of the clogging indicator.

10.4.4.2 M

AINTENANCE

The device is maintenance-free, however, note that no cleaning fluids and solvents get
on the transparent cap of the optical indicator.

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09.04.2008

DOC-1017-1

10.4.5 L

UBRICATION OIL FILTER CLOGGED

During cold starts, the indicator may give a warning signal.

AILURE EFFECT

The filter does not filtrate impurities from oil circulation, which can cause
damages at power train.

EMPORARY ACTIONS

No immediately action needed.

AILURE CAUSES

The first clogging happens normally faster than the following, because the
first filter cleans impurities after assembly and commissioning. If the change
of the filter happens often than indicated in the service program, you should
clarify the reason. Take contact to Steerprop service, if the change of the
filter happens often than indicated in the service program.

Something adds impurities to oil

Cold oil can cause ”ghost” alarms.

The first clogging happens normally faster than the following, because the
first filter cleans impurities after assembly and commissioning.

If the change of the filter happens often than indicated in the service
program, you should clarify the reason.

AILURE CORRECTION

Change new filter element

Find the reason and repair it

Take contact to Steerprop service.

C102982-0 Page 30 of 36

09.04.2008

DOC-1017-1

10.4.6 L

UBRICATION OIL FILTER ALARM TEST

Open the plug at filter head

Start the pump with push button SC10/SH52

Lubrication oil filter alarm will appear

Open the plug at filter head

Lubrication oil filter alarm will disappear

You can follow the pressure at SED

10.4.7 L

UBRICATION OIL FILTER ALARM TEST END

Stop the lubrication pump with SC11

Disconnect the electric connector from filter contamination indicator

Release the seger-ring from contamination indicator

Remove the contamination indicator from the filter head with 30 mm key

Connect the contamination indicator to the air pressure supply G1/2
adapter

Connect the electric connector to contamination filter indicator

Adjust the pressure up to 6 bars

Lubrication oil filter alarm will appear at ca 5 bar

You can follow the alarm at SED

Depressurize the air supply

Lubrication oil filter alarm will disappear at ca 5 bar

Disconnect the electric connector from filter contamination indicator

Disconnect the contamination indicator from the air pressure supply G1/2
adapter

Install the contamination indicator to the filter head with 30 mm key

Put the seger-ring to contamination indicator

Connect the electric connector to contamination filter indicator

Start the pump with push button SC10/SH52

C102982-0 Page 31 of 36

09.04.2008

DOC-1017-1

11 A

IR BREATHER

Sizes 5, 52 and 7 have housings that can be screwed onto the tank and have one or
two exchangeable filter element(s).

The filter elements are made from phenolic resin impregnated paper and cannot
therefore be cleaned.
Changing intervals
The breather filter elements or filters must be replaced as frequently as the fluid filters,
but at least once per year.

C102982-0 Page 32 of 36

09.04.2008

DOC-1017-1

12 L

UBRICATION FAILURE AND WARNING INDICATIONS

12.1 L

UBRICATION WARNING

When lubrication warning comes, the reason can be the following:

Oil filter clogged

Oil circulation pump stopped

Oil pressure alarm

12.2 L

UBRICATION ALARM

When lubrication alarm comes, the reason can be following:

Oil level

Oil temperature high

12.3 RPM

LIMITATION SIGNAL

When the oil temperature is too high, it gives 70 % limitation to DP/PM.

C102982-0 Page 33 of 36

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DOC-1017-1

13 F

AULT FINDING

FAULT EFFECT

TEMPORARY

ACTION

CAUSE

REMEDY

Oil filter clogged

Replace filter

Oil filter
clogged

The filter does not
filtrate impurities from
oil circulation, which

can cause damages at
power train.

Change switch DV to
another filter element Cold oil

Wait oil to warm up

Oil circulation

failure

Check and repair

Air in system

Remove air

Oil level too

high

Too much oil

Remove oil

Oil leakage, Oil

leakage can also
cause, that water is

mixing with oil

Locate the leakage

and repair it and
add oil

Amount of

oil is
reducing

Propulsor cooling

capacity is lowered.
When the amount of oil

is reducing too much,
are bearings, seals and

gears are in danger to
damage.

Adjust propulsor load

lower and follow the
propulsor oil

temperature and keep
it below alarm limit.

Follow, that the
amount oil (run oil) is

not going to go too
low.

Piping broken or
loose

Locate the reason
and repair it and
add oil

Transmitter failure

Change

Oil leakage

See above

Not enough oil

Add oil

Lubrication
start oil

level low,
lubrication

oil level low

Propulsor cooling
capacity is limited.

When the amount of oil
is reducing too much,

bearings, seals and
gears are in danger to
damage. Prevent to
start to propeller motor.

See separate
procedure

Piping broken or
loose

See above

Pump is not
working

Change to
immersion
lubrication

Low oil amount

Add oil, see above

Oil leakage

See above

Additional power
loss at power train

Find out reason and
repair

Cooler is not
working

Find out reason and
repair, check valves

Lubrication
oil
temperature

high

Propulsor cooling
capacity is limited.
When the amount of oil

is reducing too much,
bearings, seals and

gears are in danger to
damage.

Reduce the power of
the propulsor, see
procedure

Transmitter is

broken

Replace

C102982-0 Page 34 of 36

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DOC-1017-1

Pump is not
working

Change to the
immersion
lubrication

Oil pressure
low

Propulsor cooling
capacity is limited.
When the amount of oil
is reducing too much,
bearings, seals and
gears are in danger to
damage. Prevent to
start to propeller motor.

Reduce the power of
the propulsor or stop
it, see procedure

Oil leakage

See above

13.1 L

UBRICATION OIL LEVEL IS LOW

HECKING

If the propulsor is losing oil, find reason, repair it and add oil.

AILURE EFFECT

Propulsor cooling capacity is limited. When the amount of oil is reducing too much,
bearings, seals and gears are in danger to damage. Prevent to start to propeller motor.

13.1.1 T

EMPORARY ACTIONS

LOW DOWN

If lube oil pressure is low or the lubrication start oil level is low the operator must
reduce prop RPM until lubrication start oil level returns to normal.

HUT DOWN

If lube pump is stopped or lubrication pressure is low and lube oil temperature is giving
alarm then the operator must shutdown the Steerprop system.

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DOC-1017-1

13.2 RPM

LIMITATION SIGNAL

When the oil temperature is too high, it gives 70 % limitation to PM.

13.3 U

PPER GEAR OIL TEMPERATURE IS HIGH

HECKING

Check lubrication pump rpm.

Check oil amount at upper gear

Check oil temperature at cooler input

AILURE EFFECT

Propulsor cooling capacity is limited. When the amount of oil is reducing too much,
bearings, seals and gears are in danger to damage. Prevent to start to propeller motor.

13.3.1 T

EMPORARY ACTIONS

LOW DOWN

If lube oil pressure is low or the lubrication start oil level is low the operator must
reduce prop RPM until lubrication start oil level returns to normal.

HUT DOWN

If lube pump is stopped or lubrication pressure is low and lube oil temperature is giving
alarm then the operator must shutdown the Steerprop system.

C102982-0 Page 36 of 36

09.04.2008

DOC-1017-1

13.4 U

PPER GEAR OIL LUBRICATION UNIT TEMPERATURE IS HIGH

HECKING

Check lubrication pump rpm.

Check oil amount at upper gear

Check oil temperature at cooler input

Check oil cooler shut-off valves

Check temperature reduction at oil cooler

Check cooling water temperature

AILURE EFFECT

Propulsor cooling capacity is limited. When the amount of oil is reducing too much,
bearings, seals and gears are in danger to damage. Prevent to start to propeller motor.

13.4.1 T

EMPORARY ACTIONS

LOW DOWN

If lube oil pressure is low or the lubrication start oil level is low the operator must
reduce prop RPM until lubrication start oil level returns to normal.

HUT DOWN

If lube pump is stopped or lubrication pressure is low and lube oil temperature is giving
alarm then the operator must shutdown the Steerprop system.

13.5 U

PPER GEAR OIL PRESSURE LOW

HECKING

Check lubrication pump rpm.

Check oil amount at upper gear

Check oil pressure at lubrication unit manometer

Check oil pressure setting valve at lubrication unit HPU1

AILURE EFFECT

Propulsor cooling capacity is limited. When the amount of oil is reducing too much,
bearings, seals and gears are in danger to damage. Prevent to start to propeller motor.

13.5.1 T

EMPORARY ACTIONS

LOW DOWN

If lube oil pressure is low or the lubrication start oil level is low the operator must
reduce prop RPM until lubrication start oil level returns to normal.

HUT DOWN

If lube pump is stopped or lubrication pressure is low and lube oil temperature is giving
alarm then the operator must shutdown the Steerprop system.

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