Del 2 E 180-195 Gear Boxes Operational Manual

7/28/2019 Del 2 E 180-195 Gear Boxes Operational Manual

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PART II

Reduction Gearbox


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Servogear A/S, N-5420 Rubbestadneset, NORWAY - Telefon: + 47 53 42 39 50 - Telefax: +47 53 42 39 99e-mail: [email protected]

Instruction ManualPage 2

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Instruction manual forServogear Marine Reduction gear

This manual is valid for the following configurations:

HD 180 BHD 180 CHD 195 BHD 195 C


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TABLE OF CONTENTS

TA BL E OF CONT EN TS ...................................................................................................3

2 GE AR...............................................................................................................................4

2.1 GEARBOXE VERSIONS, MAIN GEAR DATA ................................................... 4

2.2 TEKNICAL DATA .................................................................................................... 7

2.3 MONITORING..........................................................................................................7

2.4 OIL CIRCUIT............................................................................................................ 8

2.5 OIL PUMP, OILFILLING .......................................................................................92.5.1 Approved oil types for the reduction gearbox: ................................................................. ......... 10

2.6 COOLINGWATER................................................................................................. 102.6.1 Cooling Water flow rates: ......................................................................................................... 10

2.7 HYDRAULIC CLUTCH...................................................................................10

2.8 SERVOSYSTEM ...............................................................................................10

2.9 STARTING AND ADJUSTING OF PROPELLER PITCH .........................11

2.10 MAINTENANCE............................................................................................... 11

2.11 Periodical Maintains..........................................................................................11

2.12 New gear/ gear overhaul....................................................................................11

2.13 PROTECTION OF PROPELLER SHAFT ....................................................12


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Pict. 1, HD 180 C

2 GEAR

2.1 GEARBOX VERSIONS, MAIN GEAR DATA

Type Gear type Direction ofrotation

Red. weight(dry)

Max. Torque P/n

U- gear HD 180 A Left (ccv) 2,14:1 200 kg 2180 Nm 0,22

H- gear HD 180 B Right (cv) 2,14:1 200 kg 2180 Nm 0,22

H- gear HD 180 C Right (cv) 2,14:1 220 kg 2180 Nm 0,22

U- gear HD 195 A Right (cv) 2,14:1 240 kg 2180 Nm 0,22

H- gear HD 195 B Left (ccv) 2,14:1 240 kg 2180 Nm 0,22

H- gear HD 195 C Left (ccv) 2,14:1 260 kg 2180 Nm 0,22

HD 180 B and HD 195 B are separately mounted H-gear, HD 180 C and HD 195 C are

flanged directly to the engine.

1 2 3 4 5 6 7 8 9 10 11

1Type approval certificate form DnV for these rating


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11 10 8 7 12 13 14 15 16

1. Pitch lever

2. Pitch indicator

3. Air Ventilation

4. Clutch pressure adjusting (on top), and servo pressure adjusting

5. Solenoid valve for clutch engagement.

6. Valve block (Clutch, Servo and safety valves)

7. Manometer for Clutch pressure

8. Oil Cooler

9. Sign with gear type and serial number.

10. Manometer for servo oil pressure

11. Oil pump

12. Temperature alarm

13. Oil level alarm14. Dip stick

15. Differential pressure indiakator for oilfilter

16. Oilfilter

The actual gear configuration can be different from showed on pictures (pict. 1 4)

Pict. 2, HD 180 C


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1 2 3 8 9 10 11

Pict. 3 HD 195 C

11 10 16 15 8 9 13 5 4 6 7 14

Pict. 4 HD 195 C


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2.2 TEKNICAL DATA

Oil volume: HD 180 8 liter

HD 195 12 liter Diameter Servo piston: 110 mm

Stroke servo piston: 64 mm

Max servo pressure: 110 bars

Max servo force: 9 ton

Clutch pressure: 14 16 bar

Main Safety valve: 110 bars

Safety valve, clutch: 10 bars over clutch pressure setting

Oil temperature: 65 75C

Oil pump: 16 ccm

Weight: se table kap. 2.1

The gear housing is made of cast iron.

The gearbox has build in:

Servo system for operating of propeller pitch.

Hydraulic coupling (clutch) for engaging/ disengaging of propeller shaft.

Thrust bearing for propeller thrust.

Where it is requirement for stopping the propeller shaft fast or secures the propeller

against rotation, it is possible to mount on hydraulic actuated shaft brake.

2.3 MONITORING

Manometers are mounted on the gearbox for surveillance of:

Clutch pressure, normally mounted on valve blockpos. 7.

Servo oil pressure for propeller pitch control, normally mounted on the outlet

side of the oil pump pos. 10.

Standard there are mounted an oil temperature switch, pos 12 which give alarm at 80C

2

C. This switch can be another type specified by the yard or the customer.

The oil filter have a mechanical difference pressure switch and/ or an electrical one, pos

15, that shows when it is time to change the filter element.


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2.4 OIL CIRCUIT

The oil pump for the hydraulic system is primary driven of the input shaft, and it is

mounted at the aft end of the gearbox on the HD 180/ 195 B & C and at the forward end

on the HD 180/ 195 A. Since the pump is directly connected with the input shaft, itmeans that the oil distribution starts when the engine start. The oil pump , pos 11, takes

oil from the bottom of the gearbox and through the oil cooler; pos 8. After the oil pump

the oil goes through a high pressure oil filter pos 16. The oil passes through the oil filter

before it enters the oil distribution block. If the filter become dirty and clogged the oil

will pass through a by-pass valve inside the filter housing and the oil enters the gear

without being cleaned. It is important that the filter is being changed before this happen.

The filter is supplied with a mechanical differential pressure sensor, and sometimes also

an electrical (option). Before the by pass valve opens the electrical indicator will give an

alarm or if there is a mechanical indicator, it will show that the filter needs to be

changed. If there is only mechanical indicator, it has to be checked regularly. Whenchecking the indicator the engine must be running.When starting the engine with cold oil, a by-pass situation can be arisen. Servogear A/S

recommends that the engine is running at slow speed and reduced torque, at least 15min

before the rpm is raised. With could oil temperature the servo oil pressure is normally

some higher than normal. The pitch manoeuvring is also slower when the system is cold.

Note! Remember not to through away the piece of pipe that is located in the upper part

of the filter element. This shall be used over again when changing filter element.

After the oil has passed the filter, it enters the oil distribution block, pos 6, which

distribute the oil to the servo (pitch control) and to the clutch. It also regulates thepressure for the clutch and servo system. Another function that is build into the valve

block is the safety valve for the clutch and servo system. A safety valve is build into the

oil distribution block to protect the hydraulic system.

Figure 1 shows the oil circuit


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2.5 OIL PUMP, OILFILLING

The oil pump capacitate for HD 180 and HD 195 gearboxes are 16 ccm and a maximum

pressure up to 110 bars. There is no oil on the gearbox when despatch. Before startingthe gearboxes have to be filled with oil, note that it normally needs more oil the first time

than later when changing oil after intervals. This because that oil cooler and servo

cylinder needs to be filled up the first time. If the oil pressure does not rise immediately

after starting the engine, it can be because of air in the system. If this happens, let out the

air by unscrewing the hose on the pressure side gently, tighten it again as soon at the oil

enters. This is done when the engine are idling.

Oil changing intervals, see lubrication and maintains schema.

To empty the gearbox for oil, unscrew the plug at the bottom of the gearbox. An

alternative is to disconnect the pressure hose at the oil pump and start the engine. No thegear pump will empty the system. Be carefully so not spilling oil on people or into the

sea. The engine must be stopped as soon as the pump is sucking air. Otherwise the pump

will be damaged.

Oil filling has to be done at top of the gearbox. A plug has to be unscrewed. When

checking the oil level with the dipstick the clutch has to be disengaged, or the main

engine stopped. Let the dipstick be at place for at least 30 sec. Because of air can be

trapped in the dipstick pipe. This can give uncorrected oil level reading.

Figure 1


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2.5.1 Approved oil types for the reduction gearbox:

STATOIL LOADWAY 100

MOBIL Mobil gear 627

BP GR - XP - 100

SHELL Omala oil 100

ESSO Spartan EP 100

TEXACO Meropa 100

FINA Giram 100

CASTROL Alpha SP100

2.6 COOLINGWATER

The gearbox have gear oil cooler mounted on that normally are connected to the main

engines seawater circuit. The water pipes must not be of smaller dimension the

connections on the cooler.

2.6.1 Cooling Water flow rates:

HD180 max 100 lpm

HD195 max 150 lpm

2.7 HYDRAULIC CLUTCH

The hydraulic clutch is of multi disk type. The disks are pressed together by a hydraulic

operated piston. If the oil pressure at the clutch supply is to low, the plates will slip when

the gear is loaded. This will cause over heat and the clutch plates will be damaged. The

clutch oil pressure is adjusted at factory, but it must be checked at start up and regularlymake sure that it is stable. If the pressure drops, check filter. Contact Servogear if

needed.

2.8 SERVOSYSTEM

The propeller blades are adjusted with use of the internal servo system in the gearbox,

which is transmitting an axial force and movement to the propeller hub through the push/

pull rod. To operate the servomotor for the propeller pitch control the servo slide valve is

used. This valve consists of an outer part and an inner part. The outer part is operated

mechanical by an actuator that is mounted on the outside of the gearbox (port side). With

the piston rod a lever is connected. By moving the outer servo slide valve either forward

or backward, the oil is leaded into the servomotor on either the front or backside of theservo piston. The servo piston that is connected directly to the pus pull rod will control

the pitch when moving the outer servo slide valve. The inner part of the slide valve will

automatically follow the outer part, and the outer and inner slide valve will balance each

other when no movement from the outside is done. It will keep the system in position

until another adjustment is done.

If the servo piston are stopping against the cylinder end, the safety valve will open and

this are set to 110 bars. The gear must not be operated with the safety valve open

(110bars on the system). The pitch lever must therefore be adjusted so the piston will not

reach the end of the cylinder. This can be done with adjusting screws beside the pitch

lever. The manoeuvring speed is not decided of the force on the pitch lever, but on the


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oil capacitate. The oil capacitate depends also on the engine speed. The actuator force on

the pitch lever must not exceed 30kp.

2.9 STARTING AND ADJUSTING OF PROPELLER PITCH

The engine has to be started with the clutch disengaged. When engaging the gear the

propeller has to be in neutral position (0 pitch). Maximum pitch is adjusted under seatrail and are set by using the adjustment screws beside the pitch lever.

The engine speed under manoeuvring should be set to approximately 1000 1200 rpm..

2.10 MAINTENANCE

2.11 Periodical Maintains 2.12 New gear/gear overhaul

Engine

Overhaulor

15000h2

After5000h

or5years

After1000h

or1year

After500h

or0.5years

Daily

maintains

>50-100h

or1year

After100h

or1year

Daily

maintains

Visual control outside

Followperiodicalmaintains

Oil level

Control of actuator

Control of diff. Press.

indikator on filter3

Oil changing Filter change

Control of hoses

Control of gear mesh

Control of oil pump

Cleaning of oil cooler

Control of shaft sealing

Control of foundation

Control of clutch plates

Control of clutch

connections (splines)

Control of all bearings

2When periodical engine overhaul is done, these points also shall be checked out on the gearbox, or when

the gearbox have run for maximum 15 000houers3

When only having mechanical differential pressure control.


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2.13 PROTECTION OF PROPELLER SHAFT

Normally the stern tube consists of a pipe with rubber bearing inside, ref. The stern tube

drawing. The water supply for the stern tube is normally supplied from the inside. This

water supply shall lubricate and cool the rubber bearings.

When the vessel is laying still over a longer period, the water inside the stern tube is

trapped, and over time it will lose it contents of oxygen. This will cause corrosion on

the propeller shaft, even when it is stainless steel.

It is therefore of most important that vessel that is not in service are being started twice a

week to change the water in the stern tube.

The propeller shaft must also be connected to an outboard zinc anode.

Del 2 E 180-195 Gear Boxes Operational Manual

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Transcript of Del 2 E 180-195 Gear Boxes Operational Manual