Professional Documents
Culture Documents
Rudders
A rudder allows the ship to turn, simple plates have been superseded by
plates welded to cast or fabricated frame. Rudders are hollow and so provide
for some buoyancy . In order to minimise the risk of corrosion internal
surfaces are provided with a protective coating and some are even filled with
foam. A drain plug is provided to allow for the drainage of water , enable
internal inspection to be made using fiber optic device and even allow for the
limited application of a protective coating. Plates are welded to the frames
internally in order to provide flush fitting , the final closing plate must be
welded externally. A means of lifting is provided taking the form of a tube as
close to the center of gravity as possible. Rudders are tested to a pressure
head 2.4m above the top of the rudder.
If the rudder has its entire area aft of the rudder stock then it is unbalanced
.A rudder with between 20 and 40% of its area forward of the stock is
balanced since there will be some angle at which the resultant moment on
the stock due to the water force will be zero. Most modern rudders are of the
semi-balanced design. This means that that a certain proportion of the water
force acting on the after part of the rudder is counter acted by the force
acting on the for'd half of the rudder; hence, the steering gear can be lighter
and smaller. A rudder may lift due to the buoyancy effect, the amount of lift
is limited by the jumper bar fitted to the stern frame. The jumper/rudder
clearance must be less than the steering gear cross head clearance to
prevent damage. A rudder is supported by means of a bearing pintle or a
lower bearing depending upon the design. Where a lower bearing is
employed the rudder is actually supported on split bearing rings fitted on the
lower face of the rudder and the upper face of the sole piece ( the extended
lower section of the stern frame upon which the rudder sits)
SEMI BALANCED RUDDER
Semi balanced rudder with rudder horn
PLEUGER RUDDER
A normal rudder can only be effective when the ship is moving, and the
torque it exerts varies with the square of the speed ,so that at very low
speeds it can be very ineffective. A pleuger rudder incorporates a
submersible electrically driven propeller which can be run when the main
propulsion is at rest . In order to attain maximum effect and manoeuvre the
ship at rest the rudder is able to turn to 90',owing to this normal floating
linkage hunting gear cannot be used, and a special cam hunting gear used.
For normal course keeping the angle is limited to 35',and a warning signal
initiated if exceeded.
The location of the propeller depends upon the particular application and it
can be placed where the maximum desired effect can be achieved.
JET FLAP RUDDER
Another device which is being investigated at the N.P.L. is the jet flap
rudder. In the trailing edge of an otherwise conventional rudder, a fluidic
switch is fitted, which can direct a jet of water to port or starboard. The
water is pumped into the hollow rudder through a hollow rudder stock.
A normal rudder is effective up to angles of about 35', after which the flow
over the rudder stalls in a manner similar to that over an aeroplane wing at
high angles of incidence. There are various methods of preventing this from
occurring and they all involve feeding energy into the stream of fluid
adjacent to the rudder or aerofoil surface. This is called boundary layer
control. One such method is to rotate a cylinder at the leading edge of the
section at such a speed that the rudder can be put over to 90' without stall,
and this is the basic principle of operation of the rotating cylinder rudder. It
is, of course, necessary to reverse the direction of rotation of the cylinder
depending on whether the rudder is put to port or starboard, and such a
system can be fitted to almost any type of rudder, balanced or unbalanced.
The major advantage of putting a rudder over to such a high angle is that
the flow from the main engines may be deflected through a much larger
angle than with a conventional rudder, and static side thrusts of over 50 per
cent of the bollard pull have been measured. Another main advantage is that
its effect is independent of forward speed and it works as effectively at zero
as at full speed.
Schilling Rudder
Becker flap
The flap is attached to the hull. As the rudder rotates the flap is turned in an
same direction increasing the aerofoil shape and thereby increasing lift.
This system can be used at very large rudder angles giving side thrust
capabilities
This design allows for larger turning forces for the same sized rudder or
reduced size requirements compared to other sizes
The pump is usually provided with an odd number of cylinders, usually seven
or nine, which produces more even hydraulic flow and a better balanced
pump.
Steering gear
A hydraulic steering gear consists of a bridge control which applies helm, an
engine control which is operated jointly by the helm and hunting gear (when
fitted) and a power pump and rudder actuator which constitutes the steering
engine.
Telemotor systems
The telemotor system consists of a transmitter on the bridge and a receiver
fitted on the steering gear forming a part of the hunting gear. The system
may be electrical or hydraulic or a combination of the two.
Most modern vessels are fitted with electric or electro-hydraulic systems.
Due to the increasing size of vessels pipe runs have lengthen causing lags in
the operation of the receiver in hydraulic systems. In addition hydraulic only
systems generally require more maintenance.
Hydraulic transmitter
Shown above is a typical hydraulic transmitter unit. The pinion driving the
pistons is turned by the bridge wheel.
The casing is usually gun metal, with bronze rams, and copper pipes are led
in by frilled leads on the casting.
To test the system, with the steering gear actuating pumps stopped, the
wheel may be lashed at hard over and the pressure recorded. It should
maintain this pressure for some time
To allow for expansion in the system and to allow topping up a 'by-pass
valve' is fitted. It will also act as a safety valve.
Author note:
The main problem appears to be the effect of air entrained within it. Thus
regular venting of the system is required.
By-pass valve
The operating rod is pushed down making both line common whenever the
wheel is at midships, generally by a cam fitted to the pinion. This ensures
they system is always balanced
The charging valves are opened only when filling or flushing.
The moving cylinder is attached to the hunting gear. When the bridge wheel
is turned hydraulic pressure acts on the cylinder causing it to move. This in
turn moves the hunting gear. The steering gear is then moved to
compensate until the hunting gear is moved back to the neutral position.
The total movement of the receiver is limited by stops.
Hunting Gear
The steering gear system above consists of the telemotor which receives a
signal from the bridge wheel. This acts on the hunting gear.
The hunting gear moves displacing a control rod, this rod acts on the pump
displacement control gear to alter the delivery from the pump. The delivery
from the pump causes the ram to move rotating the rudder stock and hence
the rudder. The other end of the hunting gear is mounted on the rudder
stock.
The rotation of the rudder stock moves the hunting gear returning the
operating rod for the pump to the neutral position once the rudder has
reached the correct angle.
Rudder Actuators
There are many different mechanisms by means of which hydraulic power
can be converted into torque at the rudder stock some of which are as
follows;
The rapson slide acting on either a fork tiller or the more common round
arm. The tiller drives the rudder stock by means of a key or keys. The
crosshead is free to slide along the circular arm of the tiller so that the
straight line effort of the rams is applied to the angular moving tiller. Each
set of two cylinders in line are connected by a strong steel girder usually
called a "Joist" which stiffens the system and forms a "guide bar" for the
crosshead guide slippers to slide along. The joist is often designed to
incorporate the steering engine stops.
Therefore there must be adequate clearance between the bottom of the tiller
and the crosshead bearing, so as the rudder bearing wears down in service
the tiller and crosshead bearing do not touch, clearance when new can be 22
mm at bottom and 12 mm at top; the top clearance is a precaution to stop
the tiller bumping up the steering rams in the unlikely event of the rudder
lifting in heavy weather. Should the bottom of the tiller and the crosshead
bearing touch, then the weight of the rudder will be transferred from the
rudder bearing to the steering rams with disastrous results such as leaking
of working fluid from the cylinders and shearing of the rams.
In the case of forked tiller design, the thrust from the rams is transmitted to
the tiller through swivel blocks. One advantage of this arrangement is that
the overall length of pairs of rams is reduced compared to the round arm
tiller design and this can be an important consideration in some cases. A
disadvantage is that where as any slight misalignment in the case of the
round arm tiller is not vitally important, it could lead to uneven loading of
the swivel blocks in the forked tiller design and it is essential that the line of
the rams be exactly at right angles to the rudder stock centre line if this is to
be avoided.
With the Rapson Slide the torque reaction from the rudder is taken on the
tiller by a force which is balanced by an equal and opposite force having two
components one of which is produced by the ram and acts in the line of the
ram, whilst the other is at right angles to the line of the ram and is produced
by the guide reaction.
Where guides are not fitted as is sometimes the case with smaller steering
gears then the guide reaction force must be carried by bearings or the
glands of the cylinders.
a = actuator area
p = Working fluid pressure
n = Number of effective rams ( 1 for 2 ram, 2 for 4 ram)
q = rudder angle
r = tiller radius at amidships
r' = tiller radius at qo of tiller helm
s = guide reaction force
f = force on ram with tiller amidships ( = p x a)
f' = effective force acting at 90o to tiller
There are two main types of rotary vane steering gear in use today. One has
its stator firmly fixed to the steering flat deck and the stator housing and
cover are provided with suitable bearings to enable the unit to act as a
combined rudder carrier and rudder stock bearing support. The other type of
vane gear is supported where the stator is only anchored to the ships
structure to resist torque but is free to move vertically within the constraints
of the separate rudder head bearing and carrier which is similar to the
bearing provided for ram type steering gears.
The rudder carrier ring bearing (Pallister Bearing) is taking the weight of the
rotary vane steering gear and the rudder and stock.
Rotation of the stator is prevented by means of two anchor brackets and two
anchor bolts . The anchor brackets are securely bolted to the stool and
vertical clearance is arranged between the inside of the Stator flanges and
the top and bottom of the anchor brackets to allow for vertical movement of
the rudder stock. This clearance varies with each size of rotary unit but could
be about 40 mm total . It is essential that the rudder carrier should be
capable of restricting the vertical movements of the rudder stock to less
than this amount.
The anchor bolts are fitted with special bushes in halves, shaped externally
in order to pre-load the synthetic rubber shock absorbers , which are fitted
between them and the anchor brackets. The maximum deflection of the
shock absorbers under full load is approximately 1 mm.
The working angle of the gear is governed by the number of vanes and their
thickness. Vanes act as rudder stops when a moving vane contacts a fixed
vane. Valves at inlet to the chambers may be shut causing a hydraulic lock.
In the rotary vane units the Mechanical Advantage is unity at all angles and
hence torque is constant
Torque = p.a.n.r.
where n = number of rotating vanes
Components
Relief Isolating And Bypass Valves
Hydraulic actuators are provided with relief and bypass valves between
complementary pairs of cylinders or chambers of vane gears. The relief
valves are set to lift at pressures above the normal maximum.
The bypass valves are normally closed but can be opened on a two cylinder
gear to enable emergency steering to be used. On a four cylinder gear one
pair of cylinders can be bypassed while the other pair provide emergency
steering at a reduced torque, an instruction plate is fitted over the controls
valve block giving a combination of failures and which valves have to be
open or shut to cope with the emergency etc. It should be noted that if one
ram or cylinder in a four ram system breaks down, then never isolate the
cylinder diagonally opposite the damaged unit, since the steering gear will
not operate due to the fact that the remaining two cylinders will be either on
all pressure or on all suction at the same time.
Isolating valves are provided at each cylinder or rotary vane chamber which
when closed will hold the rudder by trapping the oil in the chambers.
Isolating valves are also fitted to pumps so that a pump can be completely
shut off from the circuit and removed for servicing while steering is
continued with the other pump.
In the case of gears with duplicated variable stroke pumps, in order to be
able to bring a standby unit quickly into operation, the pump stroke
mechanisms are permanently coupled together and both pumps are left
open to the hydraulic circuit. Thus it is only necessary to start up a motor for
the stand by pump to be operative. It is usual to run both pumps in
restricted navigation waters. As a variable stroke pump can operate as a
motor if pressure oil is applied to one side while it is on stroke, it is
necessary to prevent wind milling or rotation of the pump which is on stand
by duty.
Otherwise, the output of the operation pump, instead of moving the steering
gear would be used up in rotating the stand by pump.
One method to prevent this,is using a fixed ratchet is provided concentric
with the pump driving shaft. Pawls that can engage this ratchet are carried
in the drive coupling. When the pump is on stand-by the pawls engage with
the ratchet and prevent rotation when oil on the delivery side of the
operating pump is on pressure. In this condition the tendency to motor the
stand by pump will always be against its normal direction of rotation. As
soon as the pump is started, rotation being in the opposite direction, the
pawls disengage and by centrifugal action fling out against the inner flange
of the coupling completely clear of the ratchet. When a pump is on stand-by
and the rudder is being driven by water pressure in the direction in which it
is being moved so as to generate pressure on what is normally the suction
side of the operating pump, this will cause the stand by pump to rotate in its
normal running direction. This means that the pawls will disengage and the
pump will be motored round, allowing the rudder to move more quickly to a
new steering position than the single operating pump will allow.
Another method of protection against rotation of the stand by pump is to fit
Servo pressure operated automatic change over valves in the pipelines;
these ensure that the pump can only be started in the unloaded condition
(neutral) and in addition prevents the stand by pump from being motored by
the pump in service.
On some ships it has been discovered that the ball bearing races on the
stand-by pump have been failing due to brinelling of the ball bearings,
caused by ship vibrations, and in these cases it is usual to fit devices which
allows the stand by pump to be motored slowly.
When fixed delivery pumps are duplicated in supplying oil to a common
hydraulically operated control valve, an automatic change over valve can be
fitted which will isolate the stand by pump when it is at rest, but will connect
it to the actuator when the pump is started up.
Stops And Limit Switches
External or stern posts stops are set at the absolute limit to hard over
movement of the rudder , protects propeller and ship stern in the event of
metal or other failure which allows rudder to swing in an uncontrolled
manner. Mechanical stops on the rudder actuator operate before the
external stop are reached .these take the form of travel limits. Stops on the
bridge control operate before mechanical stops. local controls are set
midway. auto pilot controls are set first. It should be noted that the vanes
act as stops on rotary vane gears.
Drive Back Due To Heavy Sea's
Heavy seas acting on the rudder can force the actuator against the
hydraulics sufficient to lift the relief v/v, in which case the rudder will move.
Hunting gear will tend to return the gear to its correct position.
Hand And Power Hydraulic Steering Gears
For small ships during navigational course keeping hand steering can be
used, whist during manoeuvring power steering can be used. These may
take the form of chains or simple hydraulics operated by a fixed delivery
pump attached to the steering gears.
"Follow Up" Steering
This is the normal method of steering and involves the feedback of steering
angle to the helm. This is suited to both manual and automatic operation.
The ships heading may be set into the autopilot which can then compare the
actual to desired heading and adjust the rudder angle to suit
"Non-follow Up" Steering
Normally used for back up purposes only. Consists of a single lever per
steering gear unit, by moving the lever in on direction the rudder will begin
to turn, the rudder will continue to turn until the lever is released or it
reaches the limit of its operation
Charging A System With Fluid
. In all cases high quality hydraulic oil should be used , containing inhibitors
against oxidation , foaming, rust and wear and emulsification.
In order to keep the transmission load as low as possible when hand
steering , hand power systems must have oil of low viscosity.
The condition of the oil should be monitored and ensured at least clean and
free of moisture.
Steering gear failure
A study of steering gear defects demonstrates that the most common are
related to vibration and the working loose of components.
The most common source of failure are the pump and the hydraulic system
associated with it.
POWER
The peak power that a steering gear must develop is the product of the
maximum torque (T) usually at hard over with the ship travelling at full
speed, and the maximum speed (S) of rudder movement i.e. Power (max) a
T x S.
Trammel
This takes the form of an 'L' shape bar of suitable construction. When the
vessel is built a distinct centrepunch mark is placed onto the ruder stock and
onto a suitable location on the vessels structure, here given as a girder
which is typical. The trammel is manufactured to suit these marks As the
carrier wears the upper pointer will fall below the centrepunch mark by an
amount equal to the wear down.
Rudder Clearance
Pads are welded to the hull and rudder. A clearance is given ( sometimes
referred to as the jumping clearance). As the carrier wears this clearance will
increase
Rules
Design of steering gears have been influenced over the years by the rules
and regulations of national authorities and classification subjects. Any
changes of real substance tend nowadays to originate from the international
Maritime Organisations(I.M.O.) conventions and regulations. Classification
society requirements are as follows;
1. All ships to have power operated main gear capable of displacing the rudder
from 35o port to 35o starboard at the deepest draught and at maximum
service speed. Must also be capable of displacing the rudder from 35o port
to 30o starboard in 28 seconds and vice versa.
2. The auxiliary gear must be power operated and capable of being brought
rapidly into action. The auxiliary gear is only required to steer the ship at
either 7 knots or half service speed
3. If the main gear comprises two or more identical power units, then a single
failure of either power unit or piping must not impair the integrity of the
remaining part of the steering gear
4. Each power unit must be served by at least two electrical circuits from the
main switchboard. One circuit may pass through the emergency
switchboard. All circuits to be separated as widely as possible throughout
their length.
5. All power operated gears to be fitted with shock relieving arrangements to
protect against the action of heavy seas.
6. An efficient brake or locking arrangement to be fitted to enable the rudder to
be maintained stationary
7. the maximum power developed by the gear is proportional to T x S
where T = rudder torque
S = Speed of rudder movement
also T = A x P x sinq x V2
where A = rudder area
P = centre of pressure
q = rudder angle
V = velocity of the ship
Special requirements
Owners may specify additional requirements such as faster hard-over to
hard-over time, strength of components above that required by the Rules,
additional control points and additional duplication,
New tankers of 100 000dwt and above-shall comply with the following
The main steering gear shall comprise of either
two independent and separate power actuating systems each capable of
meeting the hard over port to 30o starboard in 28 sec requirements,
or
at least two identical power actuating systems which acting simultaneously
in normal operation, shall be capable of meeting the hard over
requirements. Where necessary to comply with this requirement inter
connection of hydraulic power systems shall be provided. Loss of hydraulic
fluid from one system shall be capable of being detected and the defective
system isolated so that the other system shall remain fully operational
In the event of loss of steering capability due to a single failure other than
the tiller, quadrant or components serving the same purpose (these are
excluded from single failure concepts), or seizure of the rudder actuators.
The steering capability shall be regained in not less than 45 seconds after
the loss of one power actuating system.
Steering gear other than hydraulic should meet the same standards.
Low level alarms are fitted to the tanks. Low low changeovers may also be
fitted so that in the event of oil loss from one system, the other system is
started.
New tankers between 10 000gt upwards to 100 000tdwt
For these tankers the single failure criterion need not apply to the rudder
actuator or actuators subject to certain requirements being fulfilled. These
include a requirement that steering be regained within 45 seconds following
failure of any part of the piping system or power units and a special stress
analysis of non-duplicated rudder actuators.
The left hand unit is shown in operation.
For this basic arrangement the power units must be identical
The main steering shall comprise two or more power units and that the main
steering gear is so arranged that, after a single failure in its piping system or
in one of the power units the defect can be isolated so that steering can be
speedily regained.
'Speedily' is intended to mean the provision of duplicate hydraulic circuits or
, for example, a conventional four ram steering gear with a common
hydraulic circuit with appropriate isolating valves
New ships of less than 70 000 gt and tankers less than 10 000 gt
suitable system
Single failure is not applicable as a rule, however, attention is drawn to the
requirement that auxiliary steering gear be independent of any part of the
main gear except the tiller. There is no requirement that main and auxiliary
power units be identical.
The auxiliary steering gear must be capable of putting the rudder over from
15ofrom one side to the other in not more than 60 seconds with the ship at
its deepest draught and running ahead at half maximum speed or 7 knots.
Existing tankers of 40 000gt and upwards
The steering gear shall be arranges so that in the event of single failure
of the piping or one of the power units, steering capability can be
maintained or the rudder movement can be limited so that steering
capability can be speedily regained by
An independent means of restraining the rudder
or
fast acting valves to isolate the actuator or actuators from the external
hydraulic piping together with a means of directly refilling the actuators by a
fixed independent power pump and piping system
or
An arrangement so that, where hydraulic power systems are interconnected
any loss of hydraulic fluid from one system shall be detected and the
defective system shut off either automatically or remotely from the bridge so
that the other system remains intact
Requirements for all new ships
Administrations must be satisfied in respect to the main and auxiliary
steering gear provided for every ship that all components and the rudder
stock are of sound construction
Every component, where appropriate, utilise anti-friction bearings which will
be permanently lubricated or provided with lubricant fittings
Parts subjected to hydraulic pressures should be designed to cope with 1.25
maximum working pressure when the rudder is hard over at maximum
draught and service speed
special requirements for fatigue resistance( due to pulsating hydraulic
pressure), relief valves and oil cleanliness
Low level alarm to be fitted to each hydraulic reservoir.
Fixed storage capacity sufficient to recharge on system
Auxiliary steering gear
The other set of steering (auxiliary ) may be an arrangements of blocks and
tackles or some other approved alternative method.
The auxiliary steering gear need only be capable of steering the ship at
navigable speed, but it must be capable of being brought speedily in to
action in an emergency. Navigable speed is one half of maximum service
speed ahead or 7 knots whichever is the greater.
The auxiliary steering gear must be a power operated type if the rudder
stock exceeds 230mm for passenger ships and 250mm for cargo vessels. No
additional means of steering is required when electric or electro-hydraulic
steering gear is fitted having two independent motors or two sets of pumps
and motors.
Electrical Supply
Short circuit protection and overload alarm are to be provided in steering
gear circuits. Indicators for running indication of steering gear motors are to
be installed on the navigation bridge and at a suitable machinery control
position. Each electric or electro-hydraulic steering gear shall be served by
at least two independent circuits fed from the main switchboard. Cables for
each circuit led through a separate route as far apart as possible so that
damage to one cable does not involve damage to the other. A change over
switch is fitted in an approved position to enable power supplies to be
interchanged. One circuit may pass through an emergency switchboard.
Rudders
In passenger ships where the rudder stock exceeds 230mm, an alternative
steering position remote from the main position is to be provided. Failure of
one system must not render the other system inoperable. Provision made to
transmit orders from bridge to alternative position. The exact position of the
rudder must be indicated at principal steering positions. An efficient braking
or locking device must be fitted to the steering gear to enable the rudder to
be held stationary if necessary. Spring or hydraulic buffer relief valves fitted
in steering gear system to protect the rudder and steering gear against
shock loading due to heavy seas striking the rudder. Suitable stopping
arrangements are to be provided so as to restrict the total travel of the
rudder. Stops or cut outs on the steering gear are arranged so that it
operates on a smaller angle of helm than the rudder stops.
Rudder restraint
Since failure of a single hydraulic circuit can lead to unrestricted movement
of the rudder, tiller and rams, repair and recharging may not be possible.
Difficulty arises with which the speed a restraint whether in the form of a
mechanical or hydraulic brake can be brought in to use.
Due to the possibility of considerable damage occurring before it could,
regulations have concentrated on continuity of steering rather than a shut
down and repair solution
Testing and drills
Within 12 h before departure, the ship's steering gear shall be checked
and tested by the ship's crew. The test procedure shall include, where
applicable, the operation of the following:
the main steering gear;
the auxiliary steering gear;
the remote steering gear control systems;
the steering positions located on the navigation bridge;
the emergency power supply;
the rudder angle indicators in relation to the actual position of the
rudder;
the remote steering gear control system power failure alarms;
the steering gear power unit failure alarms; and
automatic isolating arrangements and other automatic equipment.
The checks and tests shall include:
the full movement of the rudder according to the required
capabilities of the steering gear;
a visual inspection of the steering gear and its connecting linkage;
and
the operation of the means of communication between the
navigation bridge and steering gear compartment.
Simple operating instructions with a block diagram showing the
change-over procedures for remote steering gear control
systems and steering gear power units shall be permanently
displayed on the navigation bridge and in the steering gear
compartment.
All ships' officers concerned with the operation or maintenance of
steering gear shall be familiar with the operation of the steering
systems fitted on the ship and with the procedures for changing
from one system to another.
In addition to the routine checks and tests prescribed in paragraphs (a)
and (b), emergency steering drills shall take place at least once every
three months in order to practise emergency steering procedures.
These drills shall include direct control from within the steering gear
compartment, the communications procedure with the navigation
bridge and, where applicable, the operation of alternative power
supplies.
The Administration may waive the requirement to carry out the checks
and tests prescribed in paragraphs (a) and (b) for ships which
regularly engage on voyages of short duration. Such ships shall carry
out these checks and tests at least once every week.
The date upon which the checks and tests prescribed in paragraphs (a)
and (b) are carried out and the date and details of emergency steering
drills carried out under paragraph (d), shall be recorded in the log-
book as may be prescribed by the Administration.