Steering Gear

Guide Book for Marine Engineers

STEERING GEAR:
The steering gear system is the most important system on board ship. The steering gear consists of the following:





Telemotor System: The telemotor system is a system, which transmits a mechanical order (turning the steering wheel
to a distant system called the !ctuating "ystem# which in turn works to turn the rudder by a corresponding angle. The
telemotor system comprises of transmitter and recei$er.
Actuating System: The actuating system is the gear which con$erts the power force into tor%ue and hunting
mechanism helps to maintain the rudder in the position ordered against the actions of water, wa$e and propeller force.
The actuating system comprises the power or amplifying units, the actuating mechanism and the hunting &mechanism
Tiller: The solid type tiller is of cast steel of ade%uate strength and fi'ed to rudderstock with key. The end of the tiller
slides in the uni$ersal bearing of ram(pin with which they are connected.
Hydraulic Cylinder and Ram: The steering gear has one or two pair of opposing hydraulic cylinders, which are of
nodular cast iron, and a ram. Each pair of cylinders is tied together a'ially by a guide bar and ad)acent cylinders are
held together by distance pieces. The ram is of carbon steel and machined accurately. The special packing is fitted for
oil(seal between hydraulic cylinder and ram. The ram is so constructed as to touch the mechanical stopper on cylinder
bottom at *+
o
for *,
o
ma'imum working rudder angle.
Ram -pin: -am(pin, which of special steel, is inserted in the middle of ram and ram(pin bush is pro$ided between it
and the fork part of tiller arm. Thrust force of ram is transmitted to the tiller arm through ram(pin and its bush.
Hydraulic Pump: The hydraulic pump used is a ser$o controller $ariable(stroke pump is called radial piston pump or
a'ial piston pump, and e%uipped with the hydraulic units for the steering gear. The hydraulic pump, consists of .ele
"haw or /anny pump, an au'iliary gear pump, relief $al$es, by(pass $al$es, a ser$o controller and filters.
Axial Piston Pump or Sas! Plate Pump or "illiam #enny Pump:
The name a'ial piston pump is gi$en because the plungers reciprocate parallel to the a'is of the pump i.e. in an
a'ial direction and the swash plate or the tilting bo' is also displaced in an a'ial direction.
a0 1 a
2ump 3ontrol -od
2ort 4T4
Ball )oint
"tationary
5al$e plate
"haft
2ort 4B4
3ylinder 2lunger "ocket ring
Md. Abdul Hamid 6
Steering Gear (Two parts
Telemotor "ystem
(7 2arts
!ctuating "ystem
(7 Types
Transmitter
-ecei$er
Electro
.ydraulic
Electric
(8ld Type
-am Type
7 -am Type
9 -am Type
-otary 5an Type
"ingle Motor "ystem
:ard ;eonard "ystem
Steering Gear
Guide Book for Marine Engineers
$escription:
<t consists of a re$ol$ing cylindrical barrel or block, which has a number of cylinder bores.
This barrel is kept pressed against a $al$e, which has segment shaped by a strong spring.
These ports end on the other side of the $al$e plate in circular ports, which are connected to the steering gear ram
cylinders by pipes.
The cylinder barrel(dri$ing shaft is splined and coupled to a unidirectional constant speed motor.
This splined shaft also supports a double uni$ersal )oint, which carries a socket ring fitted inside a tilting bo' or
swash plate.
The cylindrical barrel has +, = or 66 bores machined in it, which are parallel to the a'is of rotation and concentric
with it. <n each cylinder reciprocates a lapped plunger, which is hollow and ends in a ball head, which fits in a
socket as a ball )oint in the tilting bo'.
"or%ing Principle:
The constant speed motor rotates the shaft along with the cylinder barrel and the socket ring.
:hen the tilting bo' or swash plate and therefore the socket ring is at >ero position or $ertical position, the cylinder
barrel and the socket ring re$ol$e in the same plane and the plungers ha$e no relati$e motion. "o they do not
reciprocate in the cylinder bores, thus resulting no pumping action.
Tilting the swash plate causes the plunger to mo$e in and out a'ially for each re$olution of the motor. :hen the
swash plate is tilted to right side, the top ports 4T4 become suction and bottom ports 4B4 become discharge. !gain
when the swash plate is tilted to left side, conse%uently the ports 4T4 become discharge and ports 4B4 become
suction with the same direction of rotation.
?uring outward suction stroke, oil is drawn from the steering gear cylinders into the pump and is deli$ered to the
cylinders of the other side during the succeeding pressure stroke when the plungers mo$e in the opposite direction.
@low is re$ersed when the angle of tilt is re$ersed. The stroke of the plunger depends on the angle of tilting of the
swash plate, so the pump is $ariable type.
Ma'imum tilting angle is 6,.,
o
.
Radial Piston Pump or Hele S!a Pump:
The radial piston pump is gi$en because its plungers are positioned radially to the main a'is of the pump.

Gudgeon pin .ollow shaft
"lot 2lunger
@i'ed "haft
3ylinder bore
"lipper
!ctuating rod
-oller bearing
"uction A ?eli$ery 2ort
$escription:
The .ele "haw 2ump consists of a fi'ed and stationary shaft with a block ha$ing 7 ports, one at the top and other at
the bottom which act as the suction A deli$ery ports.
!round the stationary shaft there is a hollow shaft, which forms the cylinder body or block, coupled to and dri$en
by a constant speed unidirectional motor.
The cylinder block has a number of radial cylinder bores machined in it. There are usually + or = such bores. <n the
bores fit lapped plungers with gudgeon pins, which can mo$e in and out of the bores restricted by the slot length.
The gudgeon pins ha$e slippers fitted on top and bottom and these run in the annular gro$es of two circular floating
rings. These floating rings are not rigidly fi'ed but are free mo$e sideways on roller bearings. This sideways
mo$ement or radial mo$ement of the floating rings is recei$ed as the actuation of the control rod or spindle, which
is connected to the recei$er output through le$ers and links.
Md. Abdul Hamid 7
Steering Gear
Guide Book for Marine Engineers
?irection of -otation
!ctuating rod
E G

&' (' ) Position o* Centre
"or%ing Principle:
:hen the motor runs it rotates the cylinder block with it in the direction shown. :hen the centre of the block or
shaft coincides with the centre of the floating rings, the plungers rotate at a fi'ed radius from the centre and there is
no relati$e motion between the plungers and the shaft. Thus there is no pumping action.
<f the floating ring is mo$ed to the right by the actuating rod, the centre of the plunger shift from 484 to 4!4 which
is eccentric to the centre of the shaft. This means the greatest distance of plunger gudgeon from 484 is 48G4 and
shortest distance is 48@4. :ith the direction of rotation as shown in figure, in tra$elling round to 4@4 the plunger is
mo$ing in relati$e to the fi'ed shaft and hence the top port 4T4 act as discharge and when tra$elling from 4@4 to
4G4 the plunger is mo$ing out relati$e to the fi'ed shaft and therefore, bottom port 4B4 acts as suction.
The floating ring is mo$ed to left so that the centres of the plunger shaft from 484 to 434. then the shortest distance
of plunger gudgeon from shaft centre is 48?4 and greatest distance is 48E4. :hile re$ol$ing from 4?4 to 4E4 the
plunger is mo$ing out and top port 4T4 is suction, and when re$ol$ing from 4E4 to 4?4 the plunger is mo$ing in
and hence bottom port 4B4 is acting as discharge port.
Thus as the stroke of the plungers depends on the mo$ement of the slipper path hori>ontally and hence the
eccentricity, the pump can be said to be of the $ariable deli$ery type.
?irection of flow depends on the mo$ement of the rings to the left or right of the central position, therefore for a
unidirectional pump, the flow is re$ersible.
Ad+antage o* axial *lo o+er its radial *lo:
6. 2roduce greater tor%ue than radial displacement type, most suitable for larger ship, which need greater tor%ue in
holding the rudder.
7. @or power re%uirement, it gi$es reduced si>e, lower cost and lighter in weight.
*. Bo heating of oil since no churning effect.
9. !dditional gear pump is not re%uired.
,. Better weight(tor%ue ratio than radial flow type.
C. "wash plate running temperature is less but incase of radial flow, radial bores churning the oil raises the
temperature.
Auxiliary Pump:
The au'iliary pump is a trochoidal gear pump, which is intended for supplying the oil under pilot pressure to the ser$o
controller, the transfer $al$e, the oil under boost pressure to the main hydraulic pump suction and so on.
Ser+o Controller ("er$o $al$e and ser$o motor:
The ser$o controller ser$es to incline the swash plate of the hydraulic pump or keep it at standstill. The ser$o controller
consists of $al$e case, $al$e, centering spring, piston, link, arm, control shaft and so on. The slee$e mo$es left and right
through the arm when the control shaft rotates and the slee$e can open or close the two ports ! and B. according to the
opening or closing of the port, the oil under pilot pressure led from the au'iliary pump to the port.
Md. Abdul Hamid *
, $
Steering Gear
Guide Book for Marine Engineers
Steering Gear: To Independent And Separate Poer Actuating Systems (--. Tor/ue Eac!
Eac! Capa0le o* )1
o
to )-
o
in &2 seconds
"-5 "-5

(--. (--.
Tor/ue Tor/ue




By(pass By(pass
5al$e 5al$e


"5 "5
"5 "5 "5 "5
Main !u'. !u'. Main
2ump 2ump 2ump 2ump
;; ;;
Md. Abdul Hamid 9
@eed Back
Motor
D 6
Motor
D 7
3 ( Control Panel 3 & Control Panel 4ain Control
Panel
8pen
after
power
failure
3losed
under
normal
running
condition
4ain and Auxiliary Pumps:
@i'ed displacement (not $ariable
3onstant speed and unidirectional
4ain Pump: "crew type
Aux5 Pump: Gear type
"5 E "olenoid 5al$e
;; E ;ow ;e$el !larm
Steering Gear
Guide Book for Marine Engineers
Transmitter


Telemotor pump
Telemotor !ctuating 3ylinder
Emergency
"teering
)
"5 "5
&
(
6 6
-udder
!ngle <nd.

1 1
1-. Tor/ue 1-. Tor/ue
T"7 I$ENTICA8 P7"ER ACT9ATING S:STE4S "ITH 1-. T7R;9E EACH
Md. Abdul Hamid ,
4
Recei+er
Motor
4
Fnder Bormal -unning 3ondition
a !uto "olenoid 5al$es 6, 7, *
are operational
b By(pass 5al$es 9 closed
"5 E "olenoid 5al$e
Steering Gear
Guide Book for Marine Engineers
<ot! Toget!er Capa0le o* )1
o
To )-
o
in &2 Seconds
Steering Gear it! PI$ Controller:
SP (3ourse Hand
4=
Gyro
3ompass N,9
<ntegrator
P S :eather
-udder Multiplier
-ate <ntegrator
-udder 8rder signal
<ndicator @eed back


Telemotor
Telemotor !ctuating 3ylinder
Emergency
"teering
)
"5 "5
&
(
6 6
-udder
!ngle <nd.

1 1
Md. Abdul Hamid C
4
Rudder Ser+o Ampli*ier
Motor
4
-udder 8rder
3omputer
PI$
Gyro 2ilot 3omputer
Steering Gear
Guide Book for Marine Engineers
1-. Tor/ue 1-. Tor/ue
Telemotor ,luid:
Good %uality mineral lubricating oil is used with the following properties.
6. ;ow pour point (*1
o
3.
7. Bon sludge forming.
*. Bon corrosi$e.
9. Good lubricating properties.
,. .igh flash point 6,1
o
3.
C. ;ow $iscosity to reduce frictional drag but not too thin to make gland sealing difficult 67 c"t G ,1
o
3.
+. ?ensity HH1 kg A m
*
G 6,.,
o
3.
Sa*ety Arrangement o* Steering Gear:
6. S!oc% Relie* =al+e: 8pens 6, I 71 J higher than working pressure
7. <y-pass =al+e : 8pens 71 I *1 J higher than working pressure
*. 8ine Relie* =al+e : 8pens 91 I ,1 J higher than working pressure
9. Emergency power supplies to one motor.
,. "teering gear room bilge alarm.
C. "teering gear compartment drain $al$e spring loaded non(return.
+. Alarms: !larms should be audible and $isible in the both control stations (:. K E3-
a "ingle phasing alarm ( "8;!".
b Motor o$erloading 611J ( "8;!".
c 2ower failure.
d !uto pilot failure.
e 8il tank low le$el alarm
Cus!ioning Arrangement:
"hip mo$ing through bad weather, the rudder is sub)ected to additional shock loading from wa$es, etc. The
cushioning arrangement is pro$ided by shock relief $al$e.
<n bad weather, the shock loading on the rudder is transmitted to the ram through the rudderstock and tiller. The
sudden increase of pressure of oil in one cylinder is relie$ed through the shock relief $al$e to the other cylinder.
Therefore, allowing the rudder to yield without causing any damage to the steering gear.
Each cylinder is pro$ided with a shock relief $al$e. The opening pressure of the shock relief $al$e is 6, I 71J
more than normal working pressure of the system.
The shock relief $al$e can handle smaller $olumes of oil.
Relie* Arrangement:
6. S!oc% Relie* =al+e: Each cylinder is pro$ided with a shock relief $al$e. <n bad weather condition, shock loading
on rudder is relie$ed through the shock relief $al$e. "hock relief $al$e can handle smaller $olume and opens at 6,
I 71J more than normal working pressure.
7. <y-pass =al+e: Each pair of cylinder is pro$ided with a double acting by(pass $al$e, which acts as a by(pass $al$e
in open position and acts as a isolating $al$e in closed position. The by(pass $al$e can handle larger $olume and
opens at *1 I 91J more than normal working pressure.
*. 8ine Relie* =al+e: The line relief $al$e takes care of any e'cessi$e pressure in the line created by o$errunning of
the pump or accidentally shutting off the cylinder isolating $al$e. The line relief $al$e is situated in the $al$e block
of the hydraulic pump and communicates the two main hydraulic lines. ;ine relief $al$e usually opens at 91 I ,1J
more than normal working pressure.
Cause o* Air entering into steering gear !ydraulic system:
!ir may get into the steering gear hydraulic system due to:
6. ?efecti$e gland of the ram cylinder: <f the gland is not holding during the suction stroke of that cylinder, air may
ingress into the system.
Md. Abdul Hamid +
Steering Gear
Guide Book for Marine Engineers
7. 8il tank low le$el.
*. <mproper charging of oil into the system.
9. Fnion nut is slack due to $ibration.
,. Gassing up of hydraulic fluid due to local high temperature in the system.
State it! reasons !o piston and cylinder ear in t!e pump e**ect t!e steering gear5
<f the piston and cylinder wear in the pump the following problems occur in the steering gear system:
6. Sluggis! action o* rudder: 2iston and cylinder wear will cause leakage of oil during the pressure build up stroke
of the piston. Therefore, the pump will take longer time to build up re%uired tor%ue for turning the rudder. !s a
result, rudder will take more time to turn.
7. Hunting: ?ue to piston and cylinder wear, there will be slippage of oil through. -udder can not be kept in helm as
the pump can not pro$ide effecti$e hydraulic locking. "o, rudder can be easily displaced from the re%uired position
by the action of wa$es etc. .unting gear will take action to return the rudder in ordered position.
"!y t!e steering gear pump is constant speed and +aria0le stro%e type>
The pump used for steering gear system is constant speed and $ariable type due to following reasons:
6. ! positi$e pressure is always a$ailable irrespecti$e of load changes. 5ariable stroke for $ariable pressure demand
for all load conditions from 1 I *11 bar.
7. ;ess wear and tear takes place as the pump runs continuously at constant speed.
*. Luick and accurate response to pressure demand.
9. Luick re$ersal of pumping action o$er the full pressure range.
Purpose o* Hunting Gear:
6. .unting gear floating le$er mechanism is re%uired to bring the rudder to the ordered position.
7. !lso this mechanism is re%uired to position the rudder in its ordered position when the action of water, wa$es or
propeller force displaces the rudder from its ordered position.
"or%ing principle o* Hunting Gear:
;et us consider the hunting gear floating le$er as -2T. The pump(actuating le$er is connected to the middle 2 of the
floating le$er. The top of this le$er is - is connected to the output of the telemotor recei$er through a linkage. The
bottom of the le$er T is connected to the tiller arm as a feed back link through a buffer spring. The floating le$er can
pi$ot at - and T.
:hen the recei$er output signal pushes the point - of the floating le$er to -M with -2T fulcrum about T# thus pump
control point 2 mo$e to 2M. this would actuate the pump and the pump will start pumping causing the rudder to rotate.
:hen this happens, tiller feedback point T start to mo$e towards TM with -2T fulcruming about -M. !s this happens, 2M
will start coming back towards 2 and pumping action will slowly reduce and stop when 2M reaches 2. 2umping ha$ing
stopped, would stop the rudder at ordered angle.
- -M - -M - - - - -
TM T T TM T TM T T TM T
:hen the recei$er output shift the point -M to - (midship, conse%uently pump actuating point 2 shift to 24 in the other
direction. Thus the pump is working in the re$erse direction. The rudder start rotating in the opposite direction and the
feed back point TM mo$es towards T causing 24 coming back to 2 and the pump will stop at midship position and -2T
would come back itMs original $ertical position.
In bad weather, when the rudder is displaced from its ordered position, say midship, the rudder feedback point T shift
to TM with -2T fulcrum at -. this causes the pump actuating point 2 shifting to 2M, hence the pump works and rudder
turns in the opposite direction and the point TM mo$ing towards T. when TM comes back to T and 2M to 2, then the pump
stops working and the rudder is brought back to its ordered position.
Therefore, the hunting gear brings the rudder to its ordered position against the water, wa$e etc.
Md. Abdul Hamid H
2
Steering Gear
Guide Book for Marine Engineers
"!y spring lin%s are incorporated in t!e !unting gear>
6 The spring called buffer spring is incorporated in the hunting gear links to take up any e'cess mo$ement beyond
the ma'imum stroke of the pump. This e'tra mo$ement is stored by the compressed spring and reset when hunting
gear approaches the no(effect point to pre$ent the mechanical damage of the pump.
7 !lso buffer spring will take up the shock mo$ement of rudder due to hea$y sea, thus pre$enting e'cessi$e hunting
action of pump.
Ho rudder mo+ement is con*ined it!in port and star0oard stops>
-udder mo$ement is confined within port and starboard stops by $arious limit switches and mechanical stops to keep
rudder between *,
o
port and *,
o
starboard.
6. Bridge telemotor transmitter mechanical stop (rack tra$el limited.
7. !uto pilot mechanical stop.
*. ;ocal control mechanical stop.
9. !ctuating mechanism mechanical stops (limit on ram tra$el.
,. "tern(post mechanical stop (e'cessi$e mo$ement of rudder is limited by stern post set at *C
o
on each side.
"!y maximum angular mo+ement o* t!e rudder is generally limited to a comparati+ely moderate angle port and
star0oard>
The normal force acting on rudder area is resol$ed to lift force and drag force. The lift force is responsible for
steering the $essel, where the drag force tends to retard the ship as its direction is opposite to that of shipMs motion.
The magnitude of lift and drag force for a gi$en rudder and shipMs speed changes with the angle of rudder as shown
below.
@or rudder angle up to *H
o
, the lift force increases steadily and drag force also increases but a slower rate than that
of lift force.
But beyond 91
o
of rudder angle, the drag force increases rapidly and lift force drops rapidly. "o beyond 91
o
of
rudder angle, this result in the stalling of the ship and the ship loses speed and does not respond to steering.
Therefore, rudder angle is normally restricted to within *,
o
to port and starboard to a$oid stalling effect of rudder
and to maintain high lift to drag force ratio.
?rag @orce
;ift and ?rag
@orce
;ift @orce
*, 91 9, !ngle of -udder
Explain !o limited amount o* rudder drop is accumulated in steering gear>
6. Ram Type Steering Gear:
a <n ram type steering gear, the rudder drop is accumulated in the clearance space pro$ided between ram
crosshead and pi$oted swi$el bearing as shown in the figure.
b 8n the rudder itself, clearances are also pro$ided for the rudder to lift and wear down.
-am crosshead
-udder stock "tator flange
Tiller arm Top
!nchor
3learance "ynthetic rubber
Bottom !nchor bolt
67 I 6= mm
wear down
allowance
Ram Type Steering Gear Rotary =ane Type Steering Gear
7. Rotary =ane Steering Gear:
Md. Abdul Hamid =
Steering Gear
Guide Book for Marine Engineers
a <n rotary $ane steering gear, the stator is anchored to the shipMs structure to resist the tor%ue and also free to
mo$e $ertically as shown in the figure.
b ! $ertical clearance is pro$ided between the inside of the stator flanges and the top and bottom of the anchor
bracket to allow for the $ertical mo$ement of the rudder stock due to wear and lift.
c The clearance $aries with the si>e of the unit but is appro'imately )2 mm. The top clearance is called rudder
drop and the bottom clearance is called rudder lift.
Md. Abdul Hamid 61