Steering Gear Manual

ELECTRO HYDRAULIC
STEERING GEAR
OFFSHORE PATROL VESSEL
FOR
INDIAN COAST GUARD
(YARD – 1233 - 1237)
OPERATION & MAINTENANCE

MANUAL
MANUFACTURED BY:
GEETA ENGINEERING WORKS PVT. LTD.

ELECTRO HYDRAULIC STEERING GEAR
THIS DOCUMENT IS THE PROPERTY OF INDIAN COAST GUARD
BR
ELECTRO HYDRAULIC
STEERING GEAR
TYPE : TWIN RUDDER INSTALLATION,

ELECTRONICALLY SYNCHRONIZED
CLIENT : GOA SHIPYARD LIMITED
P.O. NO. : 147669-73
DATED : 15/04/2017
PROJECT : OFFSHORE PATROL VESSELS OF

INDIAN COAST GUARD

E – Mail : [email protected] Fax : 022 – 2597 4392
DETAILS OF ORDER
1. Customer : Goa Shipyard Limited
2. Firm : Geeta Engineering Works Pvt. Ltd.

204, Siddeshwar Arcade, 2nd Floor,
Opp. Suraj Water Park, Waghbil Naka,
Ghodbunder Rd., Thane (W)-400 615
Tel No.: +91 – 22-25974392
Fax No.: +91 – 22-25974396
Email: [email protected]
3. Equipment : Electro Hydraulic Steering Gear
4. Purchase Order No. : 147669-73 Dated 15/04/2017
5. Classification Society: American Bureau of Shipping &

Indian Register of Shipping
6. Yard No. : 1233 – 1237
7. Consignee : Goa Shipyard Limited

Vasco-Da-Gama
Goa – 403 80.

INDEX
A GENERAL INFORMATION & GENERAL SAFETY PRECAUTIONS 1

A Preface 2
B Safety Precautions 3
C Warning 5
1. PART - I TECHNICAL DESCRIPTION OF MECHANICAL EQUIPMENT 6
1.1 Technical Specification of Electro Hydraulic Steering Gear 7
1.2 General Description 10
1.3 Major Components of Steering Gear 12
1.3.1 Power Pack Unit 13
1.3.2 Hydraulic Cylinder Assembly 24
1.3.3 Tiller 25
1.3.4 Storage Tank Assembly 25
1.3.5 Mechanical Stopper 26
1.3.6 Helm Pump Assembly 26
1.3.7 Carrier Bearing 27
1.3.8 Puller 27
1.3.9 Flushing Unit Assembly 28
2. PART II - INSTALLATION & COMMISSIONING 30

2.1 Installation 31
2.2 Hydraulic Oil (general specification) & Grease Specification 33
2.3 Commissioning 34
3
2.4 Pressure Compensator And Load Sense Pressure 37
III – MAINTENANCE & TROUBLESHOOTING
3. PART Settings 38
3.1 Routine Maintenance 39
3.2 Maintenance 40
3.3 Troubleshooting 43

4. PART - IV STEERING CONTROLS 45

4.1 System Description – Steering Controls 46
4.2 Technical description of Control Gear 49
4.2.1 Local Control Panel 49
4.2.2 Wheelhouse Control and Alarm Panel 53
4.2.3 Docking Station PORT / STBD 56
4.2.4 Motor Starter Panel 57
4.2.5 Auto Change Over Switch Panel (ACOS) 61
4.2.6 Rudder Angle Feed Back Selection Panel 63

4.2.7 Synch Fu Wheel with Handle 65
4.2.8 MCR RAI Drop-In Plate 66
4.2.9 Panorama Rudder Angle Indicator 67
4.3 Installation 68
4.4 Working Procedure – Steering Gear Control 69
4.4.1 FMU Block Diagram 72
4.4.2 Audio Visual Alarms 74
4.4.3 Redundancies 75
4.5 Operating Procedure 76
4.6 Components 79
4.6.1 NFU Tiller 79
4.6.2 Fu Tiller 81
4.6.3 Synch Follow Up with Hand Wheel for Synchro Operation 83
4.6.4 FMU Module 85
4.6.5 Hydraulic Lock Detection Module 89
4.6.6 Docking Station Signal Selector Module 90
4.6.7 Wheelhouse Mode Select Module 91
4.6.8 Wheelhouse Pump Module 97
4.7 Trouble Shooting Guide (Electrical) 101

5. PART - V ALBUM OF DRAWING (MECHANICAL & ELECTRICAL) 103

RECORD OF CHANGES / AMENDMENTS
Sr. Amendment No. Cause of Date Approved

No. Amendment By

GENERAL INFORMATION
&
GENERAL SAFETY
PRECAUTIONS

Page |1
A - PREFACE
The manual contains chapters with details for operation,
maintenance of the electrical equipment and Hydraulic system.
The maintenance, other than such as routine greasing and
simple repairs that can be easily done onboard, should be done
preferably by trained personnel of Geeta Engineering Works Pvt.
Ltd.

Page |2
B - SAFETY PRECAUTIONS
a) INTRODUCTION
System operation and maintenance personnel should be suitably

trained and should have good knowledge of safety rules,
unauthorized personnel should remain outside the working area
during operations.
Safety precautions contained in this paragraph should be always

strictly observed, during system operation and maintenance, to
avoid personnel injuries and equipment damages.
b) GENERAL SAFETY PRECAUTIONS
Both mechanical and electric safety devices located on the

equipment should be maintained in correct operating conditions and
should never be removed or disabled without authorization. If their
removal / exclusion is authorized, such condition should always be
signaled by means of special warning signs.
Before starting up the system make sure that maintenance

personnel is at safe distance and that tools or materials have not
been left near the equipment.
Pay attention not to mix air and hydraulic oil in the pressurized
system, to avoid explosive mixtures.
Never open check valves rapidly, unless explicitly required and

authorized
Before carrying out any maintenance operation on the system or on

system components, make sure that the system is not pressurized.

Page |3
Wear safety glasses when operating on the system.
Before carrying out connections, inspect carefully all connections,

checking the absence of dust, oil, dirt or defects on threads.
After a repair, make sure that all connections and junctions are
correctly fastened, before pressurising the system.
Always hang a label with installation date on each flexible pipe, for
an easy replacement at expiry date.
Do not handle hydraulic fluid in presence of electric sparks or open

flames.
Make sure that hydraulic fluid is not heated at temperature near its
flash point.
When handling hydraulic fluid, wear always protection gloves.
Do not wear objects, which may entangle with the equipment or

acting as conductors (Chains, bracelets, etc.)
The hydraulic fluid is harmful for the skin, therefore it is necessary

to change immediately the clothing if soaked with such fluid.
c) DANGER TO HUMAN LIFE
The voltages employed in this equipment are sufficiently high to

endanger human life.
Power must be switched off before servicing the equipment & great
care to be taken when making internal adjustments etc.

Page |4
C - WARNING
THIS MANUAL HAS BEEN SPECIFICALLY PREPARED BY THE

MANUFACTURER FOR ASSISTING THE USER IN OPERATIONS AND
MAINTENANCE OF THE EQUIPMENT. IT IS RECOMMENDED THAT
THIS MANUAL BE KEPT AT OR NEAR THE PLACE OF EQUIPMENT
AND TO BE READILY AVAILABLE TO ALL THOSE INVOLVED IN
OPERATION AND WATCH-KEEPING OF THE EQUIPMENT. A
CAREFUL STUDY OF THE MANUAL WILL GO A LONG WAY IN
EFFICIENT OPERATION OF THE PLANT WITHOUT UNDUE
PROBLEMS. AN ATTEMPT HAS BEEN MADE TO SIMPLIFY AS MUCH
AS POSSIBLE FOR THE SAKE OF UNDERSTANDING THE
OPERATIONS, AS WELL AS DEFECT RECTIFICATION.
REPRODUCTION OR ALTERATION OF THE MANUAL IN ANY FORM

PARTIALLY OR FULLY IS NOT PERMITTED WITHOUT THE PRIOR
APPROVAL OF THE MANUFACTURER IN WRITING.
FOR SATISFACTORY & LONG LIFE OPERATION, IT IS IMPERATIVE

THAT ORIGINAL COMPONENTS & SPARES ARE PROCURED FROM
THE MANUFACTURER OF THE EQUIPMENT.

Page |5
PART - I
TECHNICAL DESCRIPTION
OF
MECHANICAL EQUIPMENT

Page |6
1.1 TECHNICAL SPECIFICATION
Steering Gear Model : HSG-2X20-PVE
Rudder Stock Diameter : 290 max. Keyed & Tapered

Torque – Each Rudder : 20 T.M.
Time 35º - 0 - 30º with one pump : less than 28 sec.
Time 35º - 0 - 30º with two pump : less than 14 sec.
Normal Working Pressure (Max) : 110 Kg/cm2
Steering Angle (max.) : +/-37deg. (Mechanical Stopper)
Electronic Steering Angle Limit : +/- 35 deg.
Cylinder Model : ACTS-6X37-25
Maximum Design Pressure : 137.5 Kg/cm2

Cylinder Port : 1” SAE 4-Bolt Port
No. of Cylinders : 4 Nos. double acting (2 Nos. for
each rudder)
Hydraulic Power Pack Unit (PPU) : HPU-2PV-45
Expansion Tank Capacity : 380 Lit. (Appx.)

Maximum Ambient Temperature : 450 C
Oil Maximum Operating Temperature : 700C
Qty. : 02 Nos.

Page |7
Motor : 4 Pole 3 Ph. 415 V
RPM : 1440
Horse Power : 15
No. of Motors per HPU : 02 Nos.
Rating : S1 Continuous
Pump : PV-45
Var. Displacement Piston
Pump. Pressure Compensated
with Load Sensing.
Compensator (Relief) Setting : 110 Kg/cm2
Load Sense (standby) setting : 24 / 25 Kg/cm2
No. of Pump Per HPU : 02 Nos.
Directional Valve : GEW-V7-110

Proportional Valve
Solenoid Coil Resistance : 1.7 Ὠ

Solenoid Rated Current : 1.6 A
Shock Valve Assembly : GEW-SV200-80
Relief Pressure Setting : 137.5 Kg/cm2

Maximum rated flow : 80 Ltr./min

Page |8
Helm Pump : GEW C11/150
Manual number of Turns +/- 15 Deg. : 85 turns app.

Manual number of Turns +/- 35 Deg. : 195 turns app.
Displacement : 150 CC/rev. app.
Qty. : 02 Nos. per Ship
Reservoir Tank
Capacity : 900 Ltrs. App

Page |9
1.2 GENERAL DESCRIPTION
The steering gear system is twin rudder installation consists of two

identical steering gears (PORT and starboard). Each steering gear is
capable of developing a torque of 20.0 T.M. at +/- 35 degrees, per rudder
i.e. total 2 X 20 T.M. (40 T.M.) torque.
Each steering gear is protected from external forces acting on the rudder
by a Cross line relief valve (Shock Valve) (27 Fig. No. 08). The Cross line
relief valve is set to 1.25 times the working pressure. In this system, the
Cross line relief valve setting is 137.5 Kg/cm2
Both steering gears (Port & STBD) are electronically synchronized and
operated individually through 2 numbers hydraulic cylinders (double
acting cylinders) (Fig. No. 03) pressurized through electric driven Power
Pack unit (PPU) (Fig. No. 04)
Each Power Pack unit (Fig. No. 04) (P&S) has 2 electric motors (Fig. No.
04 P. No. 01) driving two pumps (Fig. No. 04 P. No. 02) of equal capacity.
The Power Pack unit (PPU) is capable of turning respective rudder 35 – 0

– 30 degree in less than 28 Sec. with one pump running and less than 14
Sec. with 2 pumps running.
The piping to these pump unit is independent of each other as well as also
independent of manually operated helm pump. Power Pack unit (Fig. No.
06)
The design is such that a failure in either system will not render the other
inoperative. A failure anywhere in the system can be isolated and steering
can be quickly regained.

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Each main Power Pack unit (PPU) consists of a pump with reservoir tank,
low level, high temperature, load sensing sensors etc. all mounted on a
manifold block along with shock valve.
For emergency operation a helm pump (Fig. No. 06A) is provided. For
each system this helm pump is normally kept isolated from main steering
system with two high pressure isolating valves. (Fig. No. 06A P. No. 13)

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1.3 MAIN STEERING GEAR SYSTEM
MAIN COMPONENTS OF STEERING GEAR ARE:
1.3.1 POWER PACK UNIT
1.3.2 HYDRAULIC CYLINDER ASSEMBLY
1.3.3 TILLER
1.3.4 STORAGE TANK ASSEMBLY
1.3.5 MECHANICAL STOPPER
1.3.6 HELM PUMP ASSEMBLY
1.3.7 CARRIER BEARING
1.3.8 PULLER
1.3.9 FLUSHING UNIT ASSEMBLY

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1.3.1 POWER PACK UNIT (FIG. NO. 04)
Each power pack consists of Two Electric Motor (01) with Flexible
Coupling (03) driving the pressure compensated load sensing variable
delivery pump (02) with piping that are fitted on each side of the tank of
Approx. 380 Litres capacity, all components are mounted on a common
base frame (54).
To the under base shock mounts (50) are provided. The two pumps (02)
are driven through with individual electric motors (9) of 15 H.P. capacity.
The power steering manifold (52) incorporates a proportional four way

directional solenoid valve (81) with manual over ride push rods. The Push
rods provided on the directional valve are for maneuvering locally, when
control is non-operational, but power supply to the Pump Unit is available.
The power steering manifold contain a dual pilot operated check valve
(80) at its outlet to lock the steering gear in position.
Slow and fast rudder speeds are achieved by running one or two electric
motors simultaneously. Fast rudder speed is set through the control
system. The systems pressure is set at the pumps.
The tank is fitted with a manifold block (52) on which solenoid operated
valve (81), load sensing device (81), return line filter (32), pressure gauge
(91) etc. are mounted. The manifold also provides ports for input line,
output line to cylinders, return line filter with clogging indicator & electric
clogging sensor etc.
When a command is given to the directional valve the solenoid moves the
spool of the valve and permits flow to the cylinder port depending on the
command given. The load sensing device senses the load requirement
and controls the pressure to be developed by the pump. Therefore it
prevents over heating of the fluid. The fluid from the other port of cylinders
goes back to the tank.

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The reverse action takes place when opposite command given.
The shock valve (83) is connected across the cylinder chambers. In case
external pressure is transmitted to the cylinder through external forces on
the rudder for some reason, the shock valve releases the pressure from
the pressurized chamber of cylinder to the other unpressurised chamber
of the cylinder thus prevents undue pressure to the steering system.
This shock valve safety device is set at 1.25 times the working pressure
i.e. 137.5 Kg/cm2
A low pressure switch (24) is mounted on the delivery side of the variable
delivery pump and is set at 18 – 20 Kg/cm2. In case the pump pressure
drop below this an alarm will appear.
On suction side of the pump a gate valve (13) is fitted which is normally
open valve. In case the valve position is disturbed alarm will appear and
pump will not start.
On the tank fluid level monitoring is done by sounding rods (41). However
when the fluid level falls down to dangerous low level alarm is created by
the level switch (43) fitted on tank.
The tank is also fitted with a temperature indicator gauge (49) with high
temperature sensor set at 750 C in case the fluid temperature reaches 750
C ± 50 an alarm would appear.

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 HYDRAULIC PUMP

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 CONTROL OPTIONS
Pressure & Flow (Load Sense) Compensator
The pump will provide flow & pressure matching of pump output to system
load demand, maximizing efficiency and improving load metering
characteristics of any directional control valve installed between the pump
and the load. Load sensing ensures that the pump always provides only
the amount of flow needed by the load. The pump operating pressure
adjusts to the load pressure plus a pressure differential required for the
load sense margin. When the system is not demanding flow, the load
sense control will operate in low pressure zero flow, energy saving stand-
by mode. The differential pressure is the difference between the pressure
inlet and service port of a proportionally controlled directional valve, or a
load sensing directional control valve. See the model code for differential
pressure settings for load sensing. If the load pressure exceeds the
system pressure setting, the pressure compensator reduces pump
displacement.

P a g e | 16
The load sensing line must be as short as possible and can also be used
for remote pressure control or unloading of the pump pressure.
 Typical operating curve

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 Control Installation (Pressure & Flow (Load Sense Compensator)

P a g e | 18

P a g e | 19
 CONTROL INSTALLATION

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 PROPORTIONAL VALVE

P a g e | 21
Vickers KDG5V are solenoid operated directional control non-feedback

type proportional valves. Two-stage proportional directional control valves
in which the main-stage spool is positioned according to the output from
an integrally mounted proportional, solenoid-operated, pressure-reducing
valve. Direction of main-spool travel depends upon which of the two
solenoids of the pilot valve is energized and the amount of travel is
dependent upon the current input to the solenoid. At any intermediate
position of the main spool, a force balance exists between the controlled,
reduced pilot pressure acting on the spool end and the opposing centering
spring, plus the action of flow forces. There is no electrical feedback of the
main-stage spool position. This range of valves offers effective and
economic solutions for applications having repetitive load conditions
throughout each operating cycle, e.g. mold closure/opening in plastics
molding machinery.
Features and Benefits
 These global products, manufactured to world-class quality standards,

are sold and serviced throughout the world.
 These valves open up expanded application opportunities as a cost

effective alternative to feedback-type proportional and servo valves.
 Vickers flexible design approach provides a wide variety of matching

electronic amplifiers, valve options, and spool ratings.

P a g e | 22

P a g e | 23
1.3.2 HYDRAULIC CYLINDER ASSEMBLY (FIG. NO. 03)
These are double acting hydraulic cylinders with clevis bracket and pins.
One end of the cylinder is mounted to a fabricated foundation. On the
other end, the Cylinder Piston Rod (05) having a threaded end is screwed
with Rod Eye (06) housed in the Tiller Arm and is retained with a locking
pin (17) and self-aligning bearing (09). Thus linear motion of the cylinder
piston is converted in rotational movement of the Rudder, through the
tiller.
The bearings are greased through grease nipples (22) fitted on the pins
(17) (23) through a hand operated grease pump.
There are four Cylinder assemblies two for each Rudder. The Cylinder
assemblies are provided with ports with SAE Flange connector and
threaded connections for piping.
On the cylinder ports 3 way valves (Fig. No. 09) are fitted to which all
piping is connected.
The Hydraulic Cylinders are interconnected with flexible pipes through the
3 way valves (Fig. No. 09) as per chart. However for operation of the
system with one cylinder the connecting pin at tiller has to be taken off.
If the main cylinder should require isolating from the tiller, this can be
accomplished by removing its pin between cylinder and tiller and turning
the cylinder’s two 3 – way shutoff valves as described in the table (Fig.
No. 09) for main cylinder isolation. One cylinder only being in operation,
the torque delivered to the rudders is reduced and the rudder speed is
increased.

P a g e | 24
1.3.3 TILLER
The tiller is fabricated from Carbon steel plates and forged boss. The
boss of the Tiller Taper machined and milled with a Key Way dully bedded
to the Rudder Stock. The tiller is secured to the Rudder Stock by mean
of Nut (Fig. No. 07 P No. 02) & Key on a taper (Fig. No. 07 P No. 17).
The tillers are provided with additional lug for mid ship locking. The
mechanical indicator (Fig. No. 02 P No. 07) is supplied loose to be fitted
on site to the tiller at convenient place.
The tiller arm is extended and is provided with a hole for passing of pin
to a structure between the tiller arm for locking the rudder in mid ship
position. The fabricated structure is having a holes concentric to the tiller
arm holes for locking the tiller in mid ship position.
For ease of fitment the locking pin is having a taper at its end.
1.3.4 STORAGE TANK ASSEMBLY (FIG. NO. 05)
A storage tank having capacity of app. 950 Ltrs. Capable of filling one full
charge of hydraulic system is provided and fitted on shock mounts (22).
This tank is fitted with mechanical sounding system (06) for level
monitoring, a low oil level alarm signalizing switch (08) that senses low oil
level to give alarm.
The storage tank is fitted with a set of piping isolation valves (13), flexible
pipes (17) to the reservoir tanks of the pump unit.
The fluid transmission from storage tanks to reservoir tanks of pumps

units is done through a semi rotary hand pump (25)

P a g e | 25
1.3.5 MECHANICAL STOPPER
Mechanical stoppers are to be provided which restrict the movement of

rudder mechanically beyond ± 37 Deg. Rudder Position.
1.3.6 HELM PUMP ASSEMBLY (FIG. NO. 06A)
2 Nos. Steering Column with a Helm Pumps (01) are provided one each
for PORT & STBD emergency operation
It is manually operated and located in the steering gear compartment. It is

intended that the manual steering be used for emergency purposes only.
To the circumstances requiring emergency steering might be a failure of

one of the PORT or Starboard steering control systems or a failure
somewhere in one of the port or starboard main steering gear. The use of
manual steering may involve bringing the failed steering gear to midship
or turning it as required for maneuvering.
The Helm Pump (01) is connected to a Header Tank (03) for the purpose
of replenishing oil. Isolating valves (13) (Normally Closed) are fitted to the
outlet of the Helm Pump. These valves are to be opened at the time of
using the helm Pump operation. The Helm pump discharge capacity is
150 CC per Rev. App.
The emergency steering gear is operated by opening the helm pump

isolation valves (13) located below the helm pump (01) and turning the
steering wheel. The helm pump is provided with a dual pilot operated
check valve to lock the steering gear in position.
If the emergency cylinder should require isolating from the tiller, this can
be accomplished by removing its cylinder tiller pin and turning the
cylinders two 3 – way shutoff valves as described in the table (Fig. No.
09) for cylinder isolation. One cylinder only being in operation, the torque
delivered to the rudders is described and the rudder speed is increased.

P a g e | 26
1.3.7 CARRIER BEARING (FIG. NO. 07)
Carrier bearing is mounted on the neck bearing of the rudder. The purpose
of carrier bearing is to take the downward thrust created by the weight of
rudder & rudder stock and also to take the radial load transmitted on the
upper bearing of the rudder stock.
The thrust bearing (04) & the radial bearing (13) are fitted with special
hard wearing synthetic lining that is glued to the carrier bearing surfaces.
Carrier bearing is provided with gland ring (11) and gland packing (12)
that prevents ingress of sea water. During ship operation water ingress to
an extent of 10 to 12 Litrs. per hour are permissible.
The bearing are grease lubricated through the grease points provided on
the housing (06) and are greased with manually operated grease pump.
1.3.8 PULLER (Fig. No. 10).
A puller is provided to release tiller from rudder stock when a maintenance

to rudder arrangement is required.
The puller consists of a puller plate (01) and set of studs (02)
It is tightened with the studs (02) against the rudder stock to release the
tiller from rudder taper.

P a g e | 27
1.3.9 FLUSHING UNIT ASSEMBLY (FIG. NO. 11)
Generally the subassemblies from works are sent duly cleaned & with
all openings sealed.
However Yard is advised to check the same before charging the system.
The interconnected piping is done by Yard after all sub-assemblies i.e.

Storage Tank, Power Pack Unit, Hydraulic Cylinders are installed as per
layout. After individual interconnecting pipe lines are completed, these
have to be flushed thoroughly.
After flushing the piping individually care has to be taken that its open
ends are sealed till the time these are taken up for installation.
The flushing is to be carried out by a separate flushing pump (09) and

not with the main power pump unit.
The flushing pump unit is complete with tank (01), relief valve (21), return
line filter (10). The pump (09) is driven by an electric motor (07). The flow
of flushing unit is 50 Ltr. / min app. The flushing of each sub assembly is
to be done for at least 4 hours. It is preferable to achieve fluid hygiene
level between NAS – 8 to 10 level for long life of the system.

P a g e | 28
 Flushing of the Power Pack Unit Pipeline and Cylinders.
Flushing Pump Outlet is connected at inlet of discharge pipe line of

variable delivery pumps.
To flush one side the D.C. Valve is supplied 24 V DC to one of its

solenoids to allow passing of the fluid. The fluid return back to flushing
pump tank (01) after passing through one side chamber of hydraulic
cylinder.
For other chamber of the Hydraulic cylinder procedure is reversed. The

flushing is to be done for at least 4 hours and till cleanliness is achieved
to satisfaction.

P a g e | 29
PART - 2
INSTALLATION
&
COMMISSIONING

P a g e | 30
2. STEERING GEAR INSTALLATION & COMMISSIONING
2.1 INSTALLATION
Before starting of installation go through all reference .drawings, Install

Cylinder foundation cylinders and tiers as shown in Steering Gear
Arrangement (Fig. No. 02) Install other units as like starters, control
panels, steering column, power pack, storage oil tank at suitable places.
Connect hydraulic system by means of 3 way valves, isolating valves,

flexible hose and hydraulic pipe Line.
Connect all electrical units as shown in interconnection wiring diagram.

(Fig. No. 24)
It is highly recommended that the shipyard provides external mechanical

stoppers to limit the rudder movement at its hard-over maximum 37 Deg.
± 0.5
The steering system is made by using Stainless Steel seamless tubes for
high pressure application and low pressure application. All associated
equipments and rotatory equipments are connected through High
pressure flexible rubber hoses to avoid the transmission of vibration to the
stationery rigid piping standard SAE fittings and threaded fitting, and weld
neck fittings and weld neck fittings are provided wherever suitable for
connecting flexible hoses and fixed piping.
NOTE: While laying out piping following precautions are to be taken.

P a g e | 31
(i) Make sure that pipes are cleaned with proper solvent internally or
pickled, and fully blown with compressed air to take out any foreign
particles, scales and corrosion.
(ii) The pipes are of sufficient length so that they are not stressed after
tightening with the interconnection fittings.
(iii) The hoses should have maximum possible bend radius and should
be of shortest length as far as possible to avoid the surge on hoses.
(iv) The pipe lines are pressure tested to 150% of maximum working
pressure and checked for leakages after these are formed prior to
installation. (165 Kg/cm2)
(v) The pipe lines are flushed before errection preferably with the same
grade of Hydraulic Oil recommended for the system.
(vi) The cylinder & tiller are mounted on some horizontal plane.
(vii) Structures for cylinders and stoppers, tiller, mechanical stopper, mid
ship locking etc. are of sufficient strength to withstand the designed
torque & force generated thereof
NOTE: While laying out pipelines the sharp bends should be minimum as
possible. There should be minimum bends in continuous lines for better
hydraulic and to minimize pressure drop in the system.

P a g e | 32
2.2 HYDRAULIC OIL (GENERAL SPECIFICATION) &

GREASE SPECIFICATION
The hydraulic oil must be mineral oil with additives to neutralize.

Oxidizing, foaming, corrosion and wear.
For Geeta Steering gears the following oil viscosities are recommended
-
HYDRAULIC OIL AND GREASE FOR GEETA STEERING GEAR
FOR STEERING GEAR WITH GREASE TYPE FOR

OIL VARIABLE PUMP TYPE PV BALL JOINTS AND
COMPANY RUDDER CARRIER,
ALL TYPES
TROPIC WORLD ARCTIC
WATERS WIDE WATERS
Indian Oil Servo Servo Servo System Servogen ‘3’
System 68 System 46 32
Bharat MAK MAK MAK

Petroleum HYDROL HYDROL HYDROL Multipurpose
HLP 68 HLP 46 HLP 32 Grease
Shell SI M 68 SI M 46 SI M 32 Liplei EP2
Balmer ProtoMACH ProtoMACH ProtoMACH Lithium Based

Lawrie 68 46 32 Grease
HPCL ENKLO 68 ENKLO 46 ENKLO 32 Lithium Based

Grease
Flash Point for Hydraulic Fluid - 2100 C
It is advised that HLP Grade of above which increase the corrosion

protection and reduce wear of components.

P a g e | 33
2.3 COMMISSIONING
It is presumed that all required valves that are to be normally open are
opened for putting system for function test.
1) First check starts from steering compartment.
2) Ensure that midship locking pin is taken out.
3) Switch on power supply to starters and select local mode on Starter

panel
4) Activate the start button of steering pump and run the pump Port or
STBD, Say PORT
5) Check various safety alarms and alarm acknowledge.
6) Examine whether there is any leakage in hydraulic system.
7) Operate the Steering manually with push pins provided on D.C. valve
at pump unit
8) After repeatedly moving the tiller to both sides and experiencing smooth
movements stop the pump No. 1 and repeat the procedure for pump no. 2.
Thereafter both pumps together.
Repeat the same procedure with Starboard pump
9) During operation of steering it is to be observed that Steering Gear

follow the command from emergency control and operate smoothly
without any abnormal noise and vibration.

P a g e | 34
10) Now move the tiller till the mechanical end stoppers and lift the pump
compensator valve against stoppers and set valve pressure by adjusting
the screw of compensator valve till designed compensator valve pressure
is achieved. (Say 110 Kg./cm2 or 25 % more compensator if required)
Check for all 4 pumps i.e. 2 Port & 2 STBD
11) After desired pressure is achieved lock the minimum setting adjusting
screw with its locking nut. Put the starter switch to remote position for
wheel house operation (Fig. No. 12 A)
12) Before commencing steering operation from wheel House ensure the
following:
i) Check indication that starter is in remote operation mode.
ii) Check that electrical motors can be operated from bridge.
iii) Feedback and rudder indicator systems is connected to the

respective system and functional.
iv) Start the any pump of Port or STBD hydraulic pump unit from
bridge. Let the pump run idle for at least 5 minute and observe that the
pump low pressure alarm is switched off
v) Slowly give the command to pump through non follow up and

observe the movement on rudder angle indicator fitted in Wheel House
and compare the reading with actual rudder movement at mechanica1
indicator in steering gear compartment.
vi) Slowly take the rudder to 35 deg. on one side and check that limit
switch operate. Repeat the procedure to other side limit switch operate
and there is no further movement of rudder even after further
command from non-follow-up tiller.

P a g e | 35
vii) Stop this pump and repeat the procedure with second pump.
viii) When both pump system are tried out, move the Steering Gear
using follow-up system. Compare and check the reading of rudder
angle indicator with mechanical indicator fitted in Steering Gear
Compartment. If required adjust the system accordingly. Compare the
electrical rudder angle reading with actual rudder angle achieved in
Steering gear compartment.

P a g e | 36
2.4 PRESSURE COMPENSATOR AND LOAD SENSE PRESSURE

SETTINGS (FIG. NO. 12)
The next settings will be for variable pump systems only. Refer to the
overall dimension drawing for the pump and set the pressure
compensator by completing the following:
 With the cylinder shut off valves still closed and the pump running,
give the solenoid a command.
 Adjust the screw (01) of pressure compensator adjustment by

screwing down so as to achieve the normal working pressure of the
system.
The load sense setting of variable displacement pumps is preset at the

factory so they should not require adjusting. Check the following
 Open all the cylinder shut off valves
 Allow the pump to idle with no command at the directional solenoid.
 The pressure gauge should read approximately 24 – 35 Kg/cm2

P a g e | 37
PART - 3
MAINTENANCE
&
TROUBLESHOOTING

P a g e | 38
3. STEERING GEAR MAINTENANCE & TROUBLESHOOTING
3.1 ROUTINE MAINTENANCE
Refer to the steering gear arrangement drawing (Fig. No. 02) for the
locations of grease nipples. The following points should be lubricated on
a regular basis.
 Cylinder rod end bearings.
 Cylinder mounting bracket bearings.
 Tie bar bearings
 Rudder stock bearing surfaces
The return line filter is provided with a clogging indicator gauge. This
gauge should be read when the steering gear pump is delivering its largest
normal flow to determine the condition of the filter. The filter should be
changed in a regular maintenance program, when it touches the red zone
on the indicator.
All manual and power steering systems should have their operation
routinely checked at this time the piping and fittings should be checks for
leaks.
Worn or defective parts should be replaced as soon as a problem

becomes evident in order to reduce the possibility of the problem affecting
or damaging other components.

P a g e | 39
3.2 MAINTENANCE
Once a week the steering gear should be checked for:
 WEEKLY MAINTENANCE
1. Unusual noise in the pump units.
2. Leakage through the Piston Rod Seals.
3. The oil level in the reservoir tanks has not moved below the lower level
as marked on the Level Indicator.
4. Ensure that the feedback linkages have not gone loose, if found loose,
tighten the same with proper locking arrangement.
5. Abnormal Heating of Electric Motor Bearings or rise in Hydraulic Oil

Temperature in the Expansion Tank.
6. Grease pump operation & greasing the area
7. Alarm Check & Acknowledge
 OIL CHANGE
i) After the hydraulic system is charged. The first fill of oil must be changed
after 1000 hrs. of operation or one year whichever is earlier.
ii) Thereafter hydraulic oil is required to charged with duly flushed fluid
every one year of operation or after every major refit.

P a g e | 40
 FILTER (RETURN LINE AND SUCTION)
After the system is commissioned it is recommended that the filter element

is changed / cleaned after completion of trials prior to handing over to
customer.
Thereafter Return line filter (Fig. No. 04. P. NO. 32) is needed to be
replaced if filter clogged indication is observed either visually or through
warning signal and control.
Nevertheless it is recommended to replace filter element whenever

system is charged with fresh oil duly flushed.
This will ensure that fluid hygiene to a level of NAS 8 to 10 is maintained.

However occasionally it is preferable to check fluid for hygiene.
NOTE
The time necessary to carry out maintenance is computed (as the other
time indication) by applying the following criteria:
It is foreseen that the personnel carrying out a work has a normal level
professional preparation and a good practice experience in maintenance
field;
It may be foreseen that all equipment, parts, materials, have been already
available in work place and ready for use.

P a g e | 41
ACTIVITY TASK FREQUENCY Est.

DESCRIPTION CODE Time
(hrs.)
1. Replace Hoses (Suction Hoses, 24 M / A 2
Drainage Hoses, Return
Hoses)
2. Check Max Pressure Setting Of A 2
Hydraulic Power Pack Unit
Hydraulic Circuit
3. Carry Out the Flushing of the 12 M 4
Hydraulic Power Pack Unit
4. Carry Out the Greasing of the A 1
Steering Gear Machinery
5. Overhaul the Hydraulic 60 M 16
Actuator.
6. Carrier Bearing & Pins A 2
M - MONTHS
A - AS REQUIRED

P a g e | 42
3.3 TROUBLESHOOTING
Symptoms Cause Corrections

Flow control valve is set too Turn flow control valve to
low. increase flow
Steering Working pressure setting set compensator setting to
Gear Does too low. increase working pressure
not respond Bypass valve open. Check and close by Bypass
to solenoid valve
command Shutoff valves closed in the Check that all Shutoff valves
piping are in their normal (Open)
position
Pump is turning backwards Reverse the direction of the
electric motor
Open the Bypass valve and
turn al the manual helm pumps
Air in the Helm Pump lines continuously until all the air in
the pipeline is removed.
Steering Open the bypass valve and
gear does turn al the Directional solenoid
not operate Air in the power pack lines continuously until all the air in
smoothly the power pack lines is
removed.
Set the working pressure to its
Air in the steering gear lowest setting operate the
system steering gear between its
mechanical stops and ensure
that air is removed.

P a g e | 43
Steering
gear does
not turn at Flow control incorrectly set. Re-set flow control valve of the
correct pump unit.
speed
Clean the spool of the valve for
smooth movement. If situation
does not improves redo the
Steering Directional valve stuck due process till the smooth
gear goes to contamination. movement is obtained.
hard-over by
itself In case the valve has become
defective replace the same.
Short circuit in steering Turn off power to steering
control system. control system. Locate the fault
and attend.
Manual helm Fill helm pump tank and remove
pump is Air in manual lines air.
noisy
Power Pump is turning backwards. Reverse the direction of the
steering electric motor
pump is Air entering pump suction Fill the pump tank. And operate
noisy line

P a g e | 44
PART - 4
STEERING
CONTROLS

P a g e | 45
4.1 SYSTEM DESCRIPTION- STEERING CONTROL
 INTRODUCTION:
GEETA ENGG. Steering Gear Control System has been designed and
manufactured, conforming to all Classification Societies Rules and Coast
Guard requirements to meet the stiffest of Marine and warfare/patrolling
operational challenges.
 DESCRIPTION:
The Steering consists of two independent Steering Gear Systems. One

for PORT and the other for STBD Rudder.
Control System for each Steering System consists of the following main
components:
1) One in no. Hydraulic Power Pack with dual hydraulic pumps and
independent Motor starters with ACOS.
2) Multiway Feedback Unit with duplicate Rudder Angle transmitter,

Rudder Feed Back and Limit Switches for 35 deg. Cut-off.
3) One no. Rudder Angle selector panel.
4) One no. combined Local control Panel with independent NFU Tiller
and Rudder Angle Indicator.
5) One no. Wheelhouse Control and Monitoring Panel with

independent NFU and FU Tillers.
6) One no. FU Wheel for synchronize operation.
7) Docking station control Panel with Sync. FU Tiller.

P a g e | 46
8) One MCR drop-in plate with Rudder Angle Indicator.
9) Rudder Angle Indicators, as required.
10) Interface to higher end monitoring system. (optional)
11) Interface signals for VDR.(optional)
Each bulkhead mounted, Pump Starter panel is provided with power

supply derived from two sources via an independent ACOS. Power
restoration after a Blackout causes, the previously running motor to start
automatically.
Pumps can be Started/Stopped from Local or Wheelhouse.
If Local Control is selected then Pumps can be Start / Stop from Starter
panel and Local NFU steering control is possible.
If Remote Control is selected then Pumps can be started from the

Wheelhouse and independent FU/ NFU, Synchronize FU steering control
is possible.
Each Pump monitoring and control modules and various Steering Control
modes are available with Wheel House control and Alarm panel Drop-in
plate.
Free standing, Hydraulic Power packs are monitored for Low Oil Level,
High Oil Temperature, Filter clogging, Low oil pressure, Motor winding
high Temp and suction valve Close status.
Each Steering Gear system has its own multiway Rudder angle and End
Limit stops- Feedback Unit. One linear feedback is dedicated only for
FU/Autopilot control, another linear feedback is used for Rudder Angle
Indication.

P a g e | 47
End Limit Stops are used for limiting the Directional Proportional solenoid
Valve drive signal, before the tiller reaches the Mechanical stop.
Bulkhead mounted, Local Control Panel, located in the steering

compartment, is where all field signals/contacts are conditioned for display
and re-transmission.
The Local control Panel is powered from DC Power supplied by both

Systems Starter Panels as well as 24VDC from ship’s Emergency power
source, keeps the entire alarm and status indicating system operative
even with the loss of a single or both Starter’s Power.
DC supply to Wheelhouse Steering Gear Control and Alarm is fed from

here.

P a g e | 48
4.2 TECHNICAL DESCRIPTION OF CONTROL GEAR
4.2.1 LOCAL CONTROL PANEL

REF. FIG. NO. 16 A – 16 M

P a g e | 49
 DESCRIPTION
Bulkhead mounted, Local control Panel, located in the steering

compartment. Hydraulic System Alarms for monitoring on Wheelhouse
Panel are provided from Local Panel.
Local Control NFU control levers and Rudder angle indicator for each
System are provided on the panel.
It also houses each System main proportional valve drivers.
One Local Control is provided per Ship. Alarm and Status of HPU’s,
Starter Panels and Valve Controllers of each System are monitored,
retransmitted and controlled from here.
Local NFU control joysticks, RAI’s, Local/Remote operation,

Normal/Emergency feedback selection and Status indicators are mounted
on the front panel.
Internally, two independent sets of Monitoring and Control devices are

provided per Steering Gear System.
Alarm and Status data from gathered by the LCP Module (I/O board) of
each system is retransmitted via the internal communication network to
the Wheelhouse Pump Modules.
Volt free contacts are provided for standby pump Start / Stop.
When in Local Control Mode, steering can be controlled by the NFU lever
on the panel.
Each system LCP, Valve Control, Hydraulic Lock, relays are powered
from their Starter Panels, made redundant internally.
Irrespective of the Control mode (Local / Remote), monitoring of all Status

and Alarms is continuously ON.
Certain Alarms such as Low oil pressure and Hydraulic lock are enabled
only when the Pump is running.

P a g e | 50
Fixed delay of about 30 secs is provided for Level Alarms.
All alarms are wire break monitoring in normal operating condition.

Normally, input LED’s on mean’s that the Status is active and not in Alarm
condition.
Number of Alarms / Text / Status are Client dependent, as such apart

SOLAS / Class requirements.
On the LCP Module are provided a set of 4 DIP switches. These are for
Port or STBD System Selection:
For the Port System – SW 1 ON, and SW 2, 3, 4 - OFF.
For the STBD System – SW 2 ON, and SW 1, 3, 4 - OFF.
 SPECIFICATIONS
Sr. Description Specifications

No.
1. Panel IP44, powder coated, bulkhead mounting with
cable entries from bottom.
2. Supply 24VDC, -10% to +20%, 3A max, from Starter
Panels and/or Emergency supply.
3. Digital input 36 Nos, +24VDCV (internally isolated), with
status indicator Red Led.
4. Output 8 nos SSR (30VDC, 100mA), 2nos relay
1C/O volt free for Standby Pump start/stop,
other for Fault. Proportional valve driver for
directional valve control of each system.
5. communication 2 ports, RS485, 8N1 9600. One for external
(if required) One for inter modular with Tx/Rx
Led.
6. Connector Screw terminal, 4mm2 at Terminal Block for
field wiring and plugin MSTB for Power
supply, inputs, outputs, and communication
on LCP Module.

P a g e | 51
 INSTALLATION
Installation comprises of wiring the field signals and controls as per the
wiring diagram.
Ref. Fig. No. 16 A – 16 M
If the module response slowdown or become irresponsive then check the

communication LED’s on the I/O board. Healthy state shows LED blinking
alternatively. If any one of LED is steady ON, switch OFF module power,
wait for a minute and switch ON again. Check if communication resumes.
If both are OFF and all status Lamps are also OFF then check if 24 V DC
is available at the supply connector CN1.
False / No Alarms / Status can be verified by their individual LED on the

LCP Module (I/O Board). Active / Healthy state indicates Input LED ON.
 COMMISSIONING
As the device is pre-set, tested in factory prior dispatch. Apart from

connecting the ‘volt free’ contact inputs, no other special tools or
techniques are required.
Set the DIP Switches correctly for the PORT OR STBD on the LCP
Module.
Ensure, communication cable properly shielded and connected (A-A, B-

B) Power up.
On each System LCP Module – power green LED, Fault relay red LED, a
few input status LED’s will be ON in steady state, Communication LED’s
will blink.
On each System Valve driver module - power on LED will be ON steady,

communication LED will blink which indicates panel is healthy.

P a g e | 52
4.2.2 WHEELHOUSE CONTROL AND ALARM PANEL

REF. FIG. NO. – 14 A – 14 R

P a g e | 53
 DESCRIPTION
Wheel house control and alarm panel drop-in plate along with mounting
plate (To be fitted inside wheel House console) is located in Wheel House.
With the Steering Systems in Remote Control, various modes of Steering

Control are available for each System from the Wheelhouse:
 Independent Mode:
a) NFU Tiller (failsafe configured)
b) FU Tiller
 Synchronized Control (Sync) – (Possible only if interlocks are OK) :
a) Sync FU Wheel on Wheelhouse control console
b) Docking Station Port or STBD FU control by FU Tiller
c) Autopilot
Steering control modes are selected on the Mode Selection module U1.
Independent NFU Tiller and FU Tiller to control independent System.
One no. combined Sync Helm Wheel on the Wheelhouse console

provided for synchronize operation of PORT and STBD Steering Gear.
Each System Rudder Angle indications and Sync. Rudder Order Indicator
with back light are provided.
Steering pump controls, Standby selection and alarm status monitoring of

each pump for PORT and STBD System is affected by the drop-in plate
Pump Modules U2, U3, U4 and U5.
RS422, Connectivity to higher end monitoring system like IPMS, if

required, is provided from this panel.

P a g e | 54
Each System follow up modes either by FU tiller or Sync Helm Wheel or

Docking station FU tiller or Autopilot signal are controlled by their
respective FMU modules ,located on the mounting (chassis) plate and
mounted inside the wheelhouse console.
The NFU tiller of each System is configured to send control signal directly
to the Proportional valve drive unit located in the Local control Panel.
These panels are of the drop-in plate type with cable terminated on a
chassis plate with requisite components to be installed on/inside and
console at site.
Rudder Angle Indicators at locations, as required by Class / Client are

provided.
In addition to above, Hydraulic storage Tank level is monitored and

Panorama rudder angle indicators provided for PORT and STBD Steering
Gear.

P a g e | 55
4.2.3 DOCKING STATION PORT / STBD

REF. FIG. NO. 21 A – 21 B
Docking Stations for Port and STBD wings are provided. Each wing
station has a synch. FU tiller by which both Steering’s can be controlled.
Docking station has to be selected on the Selection Mode panel, located

on the Wheelhouse desk.
Docking stations are supplied as drop-in plates, with terminals for wiring.
Rudder Angle Indicators and indications, as required by Class / Client are

provided.

P a g e | 56
4.2.4 MOTOR STARTER PANEL

REF. FIG. NO. – 13 A – 13 G

P a g e | 57
 DESCRIPTION
There are two independent Steering Systems installed on this ship.
Each System has a common Hydraulic Power pack and dual motor driven
pump sets.
Motors of each system pumps are powered by their own Starter Panels.
There are four Starter Panels, supply to each Starter panel is fed from
their respective ACOS panel.
ACOS are fed from two independent power sources – Main and Auxiliary,
vide their yard supplied protection breakers.
Should Main source fail, power to the Starter Panel is automatically

changed over to the Auxiliary Source .Power to the Starter Panel is
reverted to the Mains Source on restoration of its power.
Power to the Motor’s is uninterrupted, during this transient of power

change over.
Supply Isolator, short circuit protection for motor, Local / Remote -

Start/Stop, Standby Selection are provided on the Panel.
Transformer with rectifier provides Control and Valve drive DC voltage for
Starters internal usage and to feed the Monitoring circuitry.
Incoming power supply, DC voltage, Motor Winding Temperature

monitoring, and various mode status of panel and motor are fed to the
Local Control Panel as contact for retransmission.

P a g e | 58
Following Alarms and Status monitoring are provided for:-
Alarms
AC Mains Power Fail – Incoming 415 V supply not available.
Control DC Voltage Fail – 24VDC not available in.
AC Mains Phase Fail – Incoming 415 V supply phase fail and/or

Under/Over Voltage.
Motor Overload – motor overloading.
Standby Pump Started – Motor (Pump) started in Standby mode.
Motor Winding High Temperature.
Suction Valve Closed – Pump suction valve closed interlock. Pump cannot
be started.
Status:
Local – Pump in Local control mode, operation from starter panel.
Remote – Pump in Remote control mode, Pump can be operated from

Wheelhouse.
Standby – Pump in Standby Mode, only indication when in Local mode.

Pump can be selected in Standby mode when in Remote mode.
Motor Run.
Motor Stop.
Motor Standby Started.
Main Supply available.

P a g e | 59
 CONTROLS:
Pump Start / Stop – when from panel when in Local mode, from
Wheelhouse when in Remote mode.
Pump Standby mode select – when in Local control mode from panel,
when in Remote control mode from Wheelhouse.
 SPECIFICATIONS
Sr. No. Description Specification

1. Starter & ACOS IP54, bulkhead mounting, RAL7032
Panels powder coated, cable entries from
bottom.
2. Starter Panel 415V, 3phase , 50hz, 15HP from ACOS
Supply panel
3. Connector 25 mm2 stud terminal for Incoming
supply & outgoing to Motor. 4 mm2 at
Terminal Block for field wiring and
interconnection to Local control Panel.
 INSTALLATION
Installation comprises of wiring the Incoming supply and outgoing motor

cables with suitable ring lugs. Field signals and controls as per the wiring
diagram.
Refer drawing GEW06-6381-30000 for Starter Panels.
Refer drawing GEW06-6381-30008 for ACOS Panels.

P a g e | 60
4.2.5 AUTO CHANGE OVER SWITCH PANEL (ACOS)

REF. FIG. NO. – 19 A – 19 D

P a g e | 61
Bulkhead mounted ACOS for each Starter Panel is located in Steering

gear compartment.
ACOS are fed from two independent power sources – Main and Auxiliary
power supply through yard supplied protection breakers.
When Main source fail, power to the Starter Panel is automatically

changed over to the Auxiliary Source.
Power to the Starter Panel is reverted to the Mains Source on restoration

of its power.
Power to the Motor’s is uninterrupted, during this transient of power

change over.

P a g e | 62
4.2.6 RUDDER ANGLE FEED BACK SELECTION PANEL

Ref. Fig. No. – 22 A – 22 B

P a g e | 63
Bulkhead mounted Rudder Angle Feedback selection is located in

steering Gear Compartment.
It consist of change over relays, selector switch and indication lamps.
It receives two inputs from Rudder Angle transmitter fitted in feedback unit
and give single output to respective system.

P a g e | 64
4.2.7 SYNCH FU WHEEL WITH HANDLE

REF. FIG. NO. – 20
The Synch FU Wheel with handle is fitted in Wheel House console and
is use for synch operation of PORT and STBD Steering Gear systems.

P a g e | 65
4.2.8 MCR RAI DROP-IN PLATE

MCR RAI drop-in plate is mounted in Machinery Control Room.
It consist of two nos. flush mounted RAI for PORT and STBD Steering
Gear System.
Continuous monitoring of PORT and STBD Rudder positions can be

possible at MCR.

P a g e | 66
4.2.9 PANORAMA RUDDER ANGLE INDICATOR

Two nos. panorama Rudder Angle Indicators for PORT and STBD
Steering Gear System are mounted in Wheel House.

P a g e | 67
4.3 INSTALLATION
During shipment, every precaution is to be taken to minimize the

possibility of any damage and to ensure its safe arrival. Control Panels
must be handled carefully when shifting to ensure no damage to the
sensitive instruments and devices fitted.
NOTE: DO NOT MOVE THE PANEL BY INSERTING CROWBAR

BELOW BASE FRAME.
During installation, please ensure sufficient maintenance space is

available. External packing of the Control Panels should be removed, only
after the Control Panels reaches the erection spot. Ensure that the Control
Panels are mounted on a flat and level surface.
After installation check alignment of panel doors.
Connect inter-panel wires as per interconnection cable diagram.
In case panel is located in surroundings containing conductive dust

particulates like iron ore, coal dust or metallic dust, ensure that all the
doors are closed firmly to prevent ingress of such dust.

P a g e | 68
4.4 WORKING PROCEDURE – STEERING GEAR CONTROL
Each Steering System can be operated by a single hydraulic pump at

ship’s full load condition, if required, and under making port conditions,
both the hydraulic pumps can be run simultaneously.
Pump Controls are transferred to the Wheelhouse from the local Starter
panels by selecting ‘Remote’.
‘Standby’ selection of pump can be done locally on the Starter Panel as

well as from Remote (Wheel House Control and Alarm Panel).
When in Remote mode - either one or both pumps of each system can be
started/stopped from the Pump modules located on the Wheelhouse
control and alarm Panel.
Port and Starboard Systems are completely independent of each other, in

all respects, failure of one system will not affect performance of the other.
Alarms and Status indications as required by Class and Owner are

provided.
Control mode and Location status are provided on Wheelhouse control

and alarm Panel.
The following are the Modes of Steering Control – which are all selected
from the Wheelhouse Panel:
a) Non-Follow Up control – Independent and Failsafe Mode
In this mode, desired Rudder movement is controlled by PORT/STBD

System NFU Tillers .Rudder (s) travel as along as Tiller is held in either
PORT of STBD direction.

P a g e | 69
b) Follow-Up control – Independent Mode
Rudder follows and maintains position as per the command from the
System FU Tiller.
c) Sync Helm Wheel control – Sync Mode
Both Systems steer in sync as per the Sync Helm Wheel command.
Each System FMU (Follow up Module Unit) receives the Sync Helm
Wheel signal.
Port System is the Master and its control module FMU1 generates
Servo drive control signals for both the Systems.
STBD System FMU2 behaves as Slave.
d) Docking Station Port or STBD Control – Sync Mode
Selected Docking Station Port or STBD, FU Tiller signal is routed by

the selection module U9 to the each System FMU’s.
Operation same as Sync Helm Wheel mode (c).
e) Auto-Pilot control – Sync Mode
Command signal from Auto pilot is routed to each System FMU’s.

Operation same as Sync Helm Wheel mode (c).
Heart of the Follow Up and Sync mode controls is the FMU of each
System.
Each System FMU is carefully setup during commissioning, for optimal

response whether in normal or fast pilot mode.

P a g e | 70
FMU is a microcontroller based module, which is programmed for

selective logic monitoring and control.
By default the FMU outputs mid ship signal i.e. 12mA.
Rudder angle feedback and the selected Operation mode input command
signal form the inputs for the PI controller.
2 term (P + I) controller is provided for achieving optimal control.

Unwanted control jitter can be filtered out by adjusting Hysteresis.

P a g e | 71
4.4.1 FMU Block Diagram

P a g e | 72
Failsafe configuration of the FMU is wheelhouse NFU tiller control.
In this mode, NFU tiller signal is sent directly to the System servo drive
located in the Local panel.
Each command and feedback signal level, is monitored for faults.
Both Systems FMUs receive ALL command signals, and individual

Rudder feedback signals.
Whether the FMU is Master or Slave in Sync mode of operation – each

feedback and selected command signal is continuously monitored for
deviations and faults – should any occur – the failsafe Steering Fault relay
deactivates issuing an alarm. This reverts the Systems to NFU
Independent mode.
If FMU suffer from catastrophic damage or internal fault while in operation,

Failsafe FMU Fault relay deactivates signaling the other FMU to switch
over to NFU independent mode.
It is possible to operate a single system in Follow up/Docking

Station/Autopilot modes, provided the non-operating system rudder is
locked in mid ship position.

P a g e | 73
4.4.2 AUDIO VISUAL ALARMS
Alarms **provided for each Steering Pump, and, repeated on the

Wheelhouse panels/ provided for IPMS, are:
1) Power Fail
2) Control Power Fail
3) Single Phase
4) Overcurrent
5) Hydraulic Lock*
6) Low Oil Level
7) Low Oil Pressure
8) High Oil Temperature
9) Standby Pump Started
10) Filter Clogged
11) Suction Valve closed
12) Motor Winding Temperature High
13) Reservoir Tank low level
*In case , of an Hydraulic Lock alarm when underway , it is recommended

to changeover the Hydraulic Pump and , stop the one issuing the alarm.
Matter should be investigated, as to why the alarm was issued.
** In case of any alarm, Pump Module Steering Fail alarm relay

deactivates, System Steering Fail alarm issued on Mode Module.

P a g e | 74
4.4.3 REDUNDANCIES
Redundancies provided are as hereunder:
i) Each Hydraulic Pump Starter Panel provided with power supply from
two sources via an ACOS unit.
ii) 24VDC control power supply is tapped from All Starter Panels as well
as from 24VDC emergency supply, and via a redundant module fed to
the Control/Indicators/Alarm panels. Failure of anyone 24VDC will not
affect the operation of the system.
iii) Port and Starboard, multiway Rudder Angle Feedback units. Only one
unit is required for Control & Indication. The Unit in use is selectable
from the W/H Panel.

P a g e | 75
4.5 OPERATING PROCEDURE
A. Prerequisite For start up :
i) Hydraulic cylinders are rigged up with tiller having a radius

of 730 mm.
ii) The hydraulic power units connected with hydraulic

cylinders with suitable piping.
iii) All dimension checks of hydraulic cylinders, pressure test of

cylinders have been completed.
iv) All wiring, interconnection have been completed.
v) All safety cut outs / limit switches are in place and necessary
connection have been made.
vi) All flexible hoses are pressure tested or manufacturers test

certificate is available.
vii) All pressure gauges and monitoring gauges are calibrated.
B. Pre Start Checks
i) Ensure that 415 v, 3 ph., 50 Hz and 24 v dc power supply is

switched on at main.
ii) Check 415 v, 3 ph., 50 Hz and 24 v dc supply available at

each starter panel placed in steering gear compartment.
iii) Press test push button and ensure that all indications become
illuminated momentarily.
iv) Check control mode transfer from local to remote
v) Wheel house to docking station port and STBD and check for
respective indications
vi) Check that RAI (mechanical) reading is coincidental with all
other RAI
vii) Check alarms & indication.

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C. Hydraulics
i) Check hydraulic system and valves are as per drawings
ii) Check oil level in the HPU
D. Start-Up Procedure
a. From Local Control Panel
i) Switched on supply at steering gear starter panel
ii) Select local / remote selector switch on starter panel to local

position
iii) Switch on electric motor
iv) Operate steering gear by NFU steering lever located on

local control panel
v) Note down all readings.
b. From W/H Control and Alarm Panel.

i) Select local / remote selector switch on starter panel to
remote position.
ii) Select FU / NFU mode from wheel house control panel
selector module
iii) Switched ON steering motor from wheel house
iv) Steer PORT and STBD steering system by using FU / NFU

independently and record parameters.
v) Select synchronized mode.
vi) Operate both steering system by using synchronize FU
wheel
vii) Check performance of system and synchronization of both
rudders
viii) Checked all RAI readings with respect to mechanical RAI.

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c. From Docking Station Port
i) select control position for docking station port from w/h

control panel
ii) Operate steering gear system from docking station port by

using synchronized Fu tiller and check performance.
d. From Docking Station STBD
i) select control position for docking station STBD from w/h

control panel
ii) operate steering gear system from docking station STBD

by using synchronized Fu tiller and check performance
Note :
i) All above procedure to be carried out with one pump
running of either steering gear and repeated with two pump
running.
ii) Check 350 cut-off
iii) Check hard-over to hard-over (35 – 0 – 300) timing for one

pump running and both pump running.
e. Emergency steering / helm pump
Check operation with helm pump and record turn achieved

for a movement of 15 – 0 – 15 deg.
f. Check pump pressure compensation setting
Remove connection of A and B ports of HPU units. Blank

either of A or B port, press proportional valve solenoid by
pressuring knob, monitor and record pressure
compensation setting.
The compensator setting should be 110 kg/cm2 i.e.

Maximum working pressure.
Note: motor current to be checked and record.

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4.6 COMPONENTS
4.6.1 NFU Tiller
 DESCRIPTION
It is an open loop , analog , command ordering device for the control

system controller FMU (wheelhouse control) or directly to the valve driver
(Local /Emergency control ) providing and On/Off type control signal.
This Device provides standard current signal outputs to prevent effects

due to external electrical noise interferences.
Two NFU tillers are provided for each steering control system. One for
Wheelhouse panel and the other for Emergency / Local Control generally
located in steering compartment on the Local Control Panel.
When the ‘NFU’ mode is selected in the Wheelhouse or Steering Gear

control selected in Local mode then only Steering Gear can be controlled
through NFU Tiller.
Port or STBD commands are signaled by moving the center returned

operating lever, in the direction of command.
In addition, a tristate indicator is provided on the device to indicate device

power on (green) and, if selected for operation (orange).
Output signal range adjustments are provided on device are factory set
and are not recommended to be adjusted at site.

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 SPECIFICATIONS
Sr. No. Description Specifications

1. Supply 24VDC, -10% to +20% sourced from
Wheelhouse component plate.
2. Output Signal Starboard <9mA, Mid ship 12mA, Port>15mA
3. Connector screw terminal, micro terminal , 2.5mm2
4. Status LED Tri state, Green – power on, Orange –
Active/Selected for operation
5. Dial Backlight Yes
6. Backlight Provided on device, brightness controlled by
Dimmer Increase/Decrease buttons on device.
7. Pre-wired Provided for wheelhouse NFU’s, length 5mtr,
harness terminated on DB9 connector for wheelhouse
component plate side connection.
 COMMISSIONING

connecting the wires on the device TB’s one is to one, no other special
tools or techniques are required.
Wire the device, check functionality by operating the steering system (in
a safe controlled zone).

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4.6.2. FU TILLER
 DESCRIPTION
It is a linear analog, command ordering device for the control system

controller FMU (wheelhouse control).
Rudder movement to a desired position corresponding to the FU Lever

position.
Device provides standard current signal outputs to prevent effects due to

external electrical noise interferences.
Two FU devices are provided for steering control system. One for
Wheelhouse panel and, the other for Docking Stations generally located
on the Bridge wings.
Operational only when the ‘FU’ Wheelhouse mode or either Docking

Stations modes are selected from the Wheelhouse Mode control module.
PORT OR STBD commands linear output signals are provided by moving

the operating lever, in the direction and to the degree command as per
position of the Lever on the dimmer controlled backlit dial.


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 SPECIFICATIONS

1. Supply 24VDC, -10% to +20% sourced from
2. Output Signal Starboard <11mA to 4mA , Mid ship 12mA ,
Port>13mA to 20mA
3. Connector screw terminal, micro terminal , 2.5mm2
7. Pre-wired Provided for wheelhouse FU’s, length 5mtr,
 COMMISSIONING
As the device is pre-set, tested in factory prior dispatch, apart from


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4.6.3 SYNCH FOLLOW UP WITH HAND WHEEL FOR SYNCHRO

OPERATION
 DESCRIPTION
It is a linear analog, command ordering device for the control system

controller FMU (wheelhouse control) to set the Rudder movement to a
desired position corresponding to the FU wheel position.
Device provides standard voltage signal.
Additionally, an analog signal driving ROI is provided on the Wheel house

control panel with a backlit mechanical indicator.
Only one Synch FU wheel device, mounted on the Wheelhouse, is

required per ship’s steering control system. On single steering systems,
Helm wheel can replace the Lever type FU device. For dual steering
systems operating together, mechanically or electronically synchronized,
Synch FU Wheel device is the master FU device, only if ‘Sync’ Mode is
selected on the Mode Control Module.

the FU wheel, in the direction and to the degree command as per position
of the ROI.
Supplied to mount vertically on consoles or panels.

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 SPECIFICATIONS

1. Supply 24VDC, - 10% to + 20% sourced from
Port>13mA to 20mA
3. Connector Screw terminal, micro terminal , 2.5mm2
5. Dial Backlight Yes, if provided.
.
 COMMISSIONING


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4.6.4 FMU MODULE
 DESCRIPTION
FMU module is the heart for remote controlling the steering gear system
from Wheelhouse, located on the Wheel house control panel component
plate. All mode selection command inputs, monitoring, outputs for control
and alarming are provided by this module.
FMU Module provides the control signal for proportional valve or on/off
directional valve driver’s based on the error between the desired
command position and present rudder feedback position. It continuously
regulates the rudder position to the desired command in a smooth rate
controlled manner.
FMU Module receives the following Inputs:
Digital inputs, all isolated internally in the module –
 Enable Control - If at least one hydraulic pump of the system

is running and power supply is normal , Remote Control mode
selected from Local Control panel , then FMU is enabled for control
else, disabled.
 NFU Control - Independent NFU control selected from

Mode Module in wheelhouse. Start’s monitoring the NFU order device
(analog) input signal and Output’s proportional control signal to valve
driver.
 FU Control - Independent FU control selected from Mode

Module in wheel house. Start’s monitoring the FU order device
(analog) input signal and Output’s proportional control signal to valve
driver.

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 Sync Control - Selected by Mode Module in Wheelhouse. (Dual

steering systems). If Synch FU Wheel is selected FMU module starts
monitoring the Synch FU Wheel order (analog) input signal and
Output’s proportional control signal to valve driver.
 Auto Pilot Control - If Autopilot is setup and ready for control, then, if
selected by Mode Module in Wheelhouse. Start’s monitoring the
Autopilot command (analog) input Signal and Output’s proportional
control signal to valve driver.
 Analog Inputs, cable break monitoring all analog signals provided
 Rudder angle feedback - protected +/-12V supply is provided by the

Module to the feedback potentiometer Input signal of +/- 8V = 40 Deg.
STBD to 40deg Port.
 NFU / FU / Helm wheel and Autopilot – all 4 to 20mA command signals.
 FMU Module Outputs :
 Control Signal - Rate controlled , Isolated , 4 to 20mA to the Valve

Driver ( proportional or on/off directional type )
 Relay Output’s
 Fault - Configured in Failsafe mode, relay drop’s out if

the Module fails or Cable Break or Hydraulic Lock are detected.
 Hydraulic Lock - Provided in addition to the Hydraulic Lock

Monitoring module located in the Local control panel – should the
Rudder movement slowdown beyond that the limit’s as per
classification society rule’s – the Relay will drop out.
 Autopilot Override – when in Autopilot, Override signal be generated

as per the Classification rules then Relay is activated.

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 Isolated Outputs (max 30VDC, 50mA) for external optional,

annunciator.
 Autopilot Override – Activated when Autopilot override is detected.
 Autopilot Override Fail - Activated when Override failure is detected.
Following are the adjustments provided on the FMU module:
 Hysteresis – Hysteresis of +/- 2 Deg. is provided, to prevent over

sensitiveness of Controls, thus preventing pre mature wear down of
operating components.
 Gain for Rate control – For setting the level of output control signal in
the rate control range.
 Time for Rate control – For setting the acceleration/deceleration period

of the output signal during the rate control range.
 Analog Input signal balance – For each analog input signal. All signals
are balanced during commissioning and as such, should not be re-
adjusted.
Module provides standard isolated control current signal output , to

prevent effects due to external electrical noise interferences, for a
proportional valve driver or for On/Off type directional valve driver.
Two FU devices are required per steering control system. One for
Wheelhouse panel and the other for Docking Stations generally located
on the Bridge wings. Operational only when the ‘FU’ Wheelhouse mode
or either Docking Stations modes are selected from the Wheelhouse
Mode control module.

the operating lever, in the direction and to the degree command as per
position of the Lever on the dimmer controlled backlit dial.

P a g e | 87

 SPECIFICATIONS

Port>13mA to 20mA
3. Connector Screw terminal, micro terminal , 2.5mm2
 COMMISSIONING


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4.6.5 HYDRAULIC LOCK DETECTION MODULE
 DESCRIPTION
Detects possible Hydraulic Locking caused by erratic or wrong valve

operation by the remote control system, as per Classification Society
rules. Solenoid valve cable break / coil burnt and/or power fail detector is
part of the module.
Hydraulic Lock Module is mounted in the Local Control Panel and installed
in series with the power cable’s driving the proportional Solenoid Valves.
Each Steering System requires one module each.
Indicators for command and outputs are provided.
 SPECIFICATIONS

1. Supply 24VDC,-10% to +20%.
2. Output Signal Two output isolated (30 V DC max, 50 mA),
one for Hydraulic Lock Alarm and, the other for
cable break/coil burnt/power fault detected
Alarm.
3. Connector Screw terminal, micro terminal, 2.5mm2.
4. Status LED (Input) Green – STBD command,
Red – Port command.
(Output) Red – Hydraulic Lock detected ,
Red – Fault detected.
 COMMISSIONING

tools or techniques are required. Wire the device, check functionality by
operating the steering system (in a safe controlled zone).

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4.6.6 DOCKING STATION SIGNAL SELECTOR MODULE
 DESCRIPTION
Is provided to select and route the desired Docking Station’s command

order signal to the FMU Module / Modules (where two independent
steering systems are provided)
One Module is required per Shipset.
Built-in amplifier’s compensate for line loss of signals, and provide

standard current signal outputs.
Indicators for Port (Red) or STBD (Green) selected Docking Station are
provided.
Module electronics is housed in a standard DIN 11pin plug-in package.
 SPECIFICATIONS

1. Supply 24VDC, -10% to +20%.
2. Output Signal Dual 4 ~20 mA.
3. Connector 11pin plug-in.
4. Status LED Green – STBD Docking Station selected, Red
– Port Docking Station selected.
 COMMISSIONING


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4.6.7 WHEELHOUSE MODE SELECT MODULE
 DESCRIPTION
All Remote Modes of Steering are selected from this Module, which is
located and mounted on the Wheelhouse Console. It works together with
the Wheelhouse component panel.
Built in three parts, viz indication lamp/ push button plate, CPU board and
the I/O board.
All three parts are of plug-in type, for ease for setting up and serviceability.
The selected mode is passed on to the FMU Module, which then starts
monitoring the command signal from that particular Mode command
device, for necessary output action.
AVAILABLE MODES OF STEERING ARE:
Independent steering Modes (at least one hydraulic pump to be running)-

In this mode steering can be possible by Wheelhouse NFU Lever or
Wheelhouse FU Lever.
NFU mode – It is an open loop, on/off type control operation. The rudder
moves in the direction of the command as long as the Lever is operated
in that direction or until the rudder end limit switches are operated.
In a dual steering system, both system NFU’s will have to be operated

simultaneously, else, rudder of only the operated Lever will move.
This is the power up default mode.
FU mode -This is closed loop, linear control operation. The rudder moves
in the direction and degree of the command.
In a dual steering system, both system FU’s will have to be operated

simultaneously, else, rudder of only the operated Lever will move.

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Synchronized steering Modes, for dual steering systems (At least one
hydraulic pump of each system to be running)
The command devices are Wheelhouse Helm wheel or Docking Station

FU Lever or Autopilot. In this mode a single device controls both the
steering systems.
Sync mode is closed loop, linear control operation. The rudders move in
the direction and degree of the command of the Helm wheel.
Autopilot mode – This mode can be selected, only if Ready signal is

available from Autopilot. Once selected the steering systems follow the
Autopilot command signal.
Docking Station PORT OR STBD – Either one station can be selected at

a time. Steering systems follow the selected Docking station FU lever
command.
Selecting NFU / FU / Autopilot / Sync Control Modes-
Ensure, required hydraulic pumps are running.
Keep the Mode to be selected and Command Device in mid ship position.
Press the required Control Mode button.
Module buzzer sounds, and, the Mode button Lamps starts to flash.
After a slight delay Mode button Lamp becomes steady, indicating Mode
is selected.
Particular Mode selected output relay is energized.
Now, Control command will be from the Selected Mode Command device.
Releasing the button, silences the buzzer.
Modes can be changed while underway.

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Transferring Control mode from wheelhouse to Docking Station

(PORT OR STBD) (Possible only when in Sync Mode)
Ensure supply available Lamp is ON, on the Docking Station.
Keep Control Command device on Docking Station at mid ship.
On the Docking Station, press the ‘Docking Station Request’ button,

button Lamp starts to flash.
On the Mode Module, the said Docking Station Control Mode button Lamp
flashes and buzzer sounds.
Press the said Docking Station Control Mode button.
After a slight delay Mode button Lamp becomes steady, indicating Mode
selected.
Particular Mode selected output relay is energized.
On the Docking Station, Docking Station Request Lamp becomes steady.
Now, Control command will be from the Selected Mode Command device.
Releasing the button, silences the buzzer.
Transferring Control mode from Docking Station (PORT OR STBD) to

Wheelhouse (Possible only when in Sync Mode)
Keep Control Command device on Docking Station at mid ship.
Keep Control Command device of Mode to be selected in mid ship.
On the Docking Station, press the ‘Wheelhouse Transfer Request’ button,

button Lamp starts to flash.
On the Mode Module, Wheelhouse button Lamp flashes and buzzer

sounds.

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Press the Wheelhouse button.
After a slight delay Wheelhouse button Lamp becomes steady, indicating

Controls transferred to Wheelhouse.
Releasing the Wheelhouse button, silences the buzzer.
Control Mode will be the last selected Mode prior transfer to Docking
Station.
Select the desired Control Mode as per above to change.
A slight delay is provided to prevent accidental key press of selection

Modes.
For a single dual System Steering, Common Steering Fault alarm is

provided for each System.
Alarm is triggered in case of FMU/Pump or Hydraulic Lock Detector

Modules detect disturbances in Steering Control devices and signals.
At the lower end of the Module are provided 4 illuminated pushbuttons –

these are for Dimmer control arrow pushbutton. Up arrow button increases
the Lamp’s brightness, down arrow button decreases the Lamp
brightness. On each power up, Lamp intensity is set to about 50%
Acknowledge pushbutton – For Silencing Module’s built-in Buzzer,

acknowledging alarm condition (Alarm Lamp becomes steady) and
resetting the alarm relay.
Reset/Function-Lamp Test pushbutton – For resetting acknowledged

Alarm’s. If depressed for more than 10 secs, then non-illuminated Lamps
come on after their respective delays, Blink until button pressed.
For resetting Lamps press Reset button again.
Note: Alarms are NOT auto reset. Alarms have to be reset by the
Reset button.

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On the CPU board of the Module are provided a set of 4 DIP switches.
These are for various Module selection.
For the Mode Module – SW 1 should be ON, and SW 2, 3, 4 - OFF.
 SPECIFICATIONS

No.
2. Digital Inputs 12 Nos. +24VDCV (internally isolated )
3. Output 8nos relay 1NO for mode, 2nos relay 1C/O
volt free for Alarm and Fault.
4. Communication 2 ports, RS485, 8N1 9600. One for external
(if required) One for inter modular–with Tx/Rx
Led’s.
5. Connector Screw terminal, micro terminal, 2.5mm2 for
mode signal, plugin MSTB for Power supply,
Inputs, Outputs and Communication –
provided as a prewired harness to be
plugged into the Wheelhouse Component
plate.
Installation comprises of plugging in the provided prewired harness into

the module at the appropriate Connectors on the Module and
corresponding connectors on the Wheelhouse Component Plate.

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 COMMISSIONING

connecting the prewired harness, no other special tools or techniques are
required.
Set the DIP SW’s for correct Module function.
Power up, Wheelhouse + NFU Lamps will come ON and blink, module
Buzzer sounds.
Press the Wheelhouse & NFU buttons the buzzer should silence.
Carry out a Function/Lamp Test by pressing the Reset button for more
than 10 secs. All Lamps will be ON along with the module buzzer.
Release the Reset button, except for the existing status Lamps, all other
Lamps should go OFF.
Press Ack. Button. Buzzer silences.
Ref. Fig. No. – 14 Q

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4.6.8. WHEELHOUSE PUMP MODULE
 DESCRIPTION
Each Steering Pump Unit is Controlled (when in Remote mode) and

continuously Monitored for abnormalities by this Module, located and
mounted on the Wheelhouse Console. It works together with the
Wheelhouse component panel and Local Control Panel.
Built in three parts, viz Indication lamp/ push button plate, CPU board and
the I/O board.
All three parts are of plug-in type, for ease for setting up and serviceability.
Pump Module receives status & alarm data from its LCP Module (located
in the Local Control Panel) - which gathers status data from each
Hydraulic Power Pack and each Pump Starter Panel via the internal
communication network.
Volt free contacts are provided for Pump Start / Stop.
When in Remote Control Mode, Pump can be Started / Stopped, and

selection for Standby operation for the non-running pump can be carried
out.
Local Control Mode indication is provided to notify the operator that Pump
cannot be Started/Stopped from the Module. It has to be done locally.
Irrespective of the Control mode (Local / Remote) monitoring of all Status

and Alarms is continuously ON.
Certain Alarms like Low Oil Pressure and Hydraulic Lock are enabled only
when the Pump is running.
Fixed delay of about 30 secs is provided for Level Alarms.

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Number of Alarms / Text are Client dependent, as such apart SOLAS /

Class requirements
At the lower end of the Module are provided 4 illuminated pushbuttons -
Dimmer control arrow pushbutton – Up arrow button increases the Lamp’s

brightness, down arrow button decreases the Lamp brightness. On each
power up, Lamp intensity is set to about 50%
Acknowledge pushbutton – For Silencing Module’s built-in Buzzer,

acknowledging alarm condition (Alarm Lamp becomes steady) and
resetting the alarm relay.
Reset/Function-Lamp Test pushbutton – For resetting acknowledged

Alarm’s. If depressed for more than 10 secs, then non-illuminated Lamps
come on after their respective delays, Blink – until button pressed.
For resetting Lamp’s – press Reset button again.
Note: Alarms are NOT auto reset. Alarms have to be reset by the
Reset button.
On the CPU board of the Module are provided a set of 4 DIP switches.
These are for various Module selection.
For the Port Pump1 Module – SW 1,2,3,4 -OFF.
For the Port Pump2 Module – SW 3 should be ON, and SW 1, 2, 4 - OFF.
For the STBD Pump1 Module – SW 2 should be ON, and SW 1, 3, 4 - OFF.
For the STBD Pump2 Module – SW 2 & 3 should be ON, and SW 1, 4 - OFF.

P a g e | 98
 SPECIFICATIONS

No.
2. Digital Inputs 3 Nos +24VDCV (internally isolated )
3. Output 2nos SSR (30VDC, 100mA), 2nos relay
1C/O volt free for Alarm and Fault.
4. Communication 2 ports, RS485, 8N1 9600. One for external
(if required) One for inter modular–with Tx/Rx
Led.
5. Connector Screw terminal, micro terminal, 2.5mm2 for
mode signal, plugin MSTB for Power supply,
Inputs, Outputs and Communication –
provided as a prewired harness to be
plugged into the Wheelhouse Component
plate.
 INSTALLATION
Installation comprises of plugging in the provided prewired harness into

the module at the appropriate Connectors on the Module and
corresponding connectors on the Wheelhouse Component Plate.
Refer Fig. No. 14 R
If the Module response slowdown or become irresponsive then check the

communication LED on the I/O board. Healthy state indicates LEDs blink
alternatively. If anyone LED is steady ON then switch OFF module power,
wait a minute and switch ON again, check If communication resumes. If
both are OFF and all status Lamps are also OFF then check if 24VDC is
available the supply connector CN1.

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 COMMISSIONING

connecting the prewired harness, no other special tools or techniques are
required.
As, the Module can work only with its respective LCP module, ensure the
LCP module is and its DIP Switches correctly set.
Set the DIP switches for correct location of module.
Ensure, communication cable properly shielded and connected (A-A, B-B)
Power up, some Lamps will come ON and blink, module Buzzer sounds.
Press the Acknowledge to silence the buzzer and acknowledge the

alarms.
Press Reset to reset, the acknowledged alarms.
Carry out a Function/Lamp Test by pressing the Reset button for more
than 10 secs.
All Lamps will be ON along with the module buzzer.
Release the Reset button. Except for the existing status Lamps, all other
Lamps should go Off.
Press Acknowledge button – Buzzer should silences.

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4.7 TROUBLESHOOTING GUIDE:
Troubleshooting
Sr.
Fault Possible Checks / Rectification
No.
causes
1 Wheelhouse No DC supply On the W/H component plate:
System available either
Dead. from 24V Aux Check if both MCB’s off/tripped.
(Emergency) Check incoming 24VDC Supply at
Supply or from MCB’s. If voltage is normal, switch On
any of the one MCB. If MCB trips investigate
Starter. reason for excess current on the
panel.
Repeat with other MCB.
If no voltage present at the incoming

side of the MCB’s then –
On the Local Control Panel :
Check Voltage between Terminals 13

& 14 of CN2
Check Voltage between Terminals 13

& 14 of CN3
If anyone Voltage is good, then Main

Board defective.
If No supply available then, check for

possible wire break faults.

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Troubleshooting
Sr.
Fault Possible Checks/Rectification
No.
causes
2 Either No DC supply On the Wheelhouse Panel :
Docking available.
Station non- Lamps fused. Check Voltage to the Docking
ops / dead Neither Stations available.
Selected.
Check if Fuses blown, replace blown
fuse links.
On the Docking Station :
Increase brightness of RAI’s – if

working then , carryout a Lamp Test
by pressing the “ Reset/Test “ of the
“Mode Control Module “
Replace fused lamps.
Check if System in ‘Sync’ Mode, then
select Docking Station.
3 Pump not Suction Valve is Check, if Suction Valve is open.
starting open
Pump not For wrong Check, for wrong direction of rotation
building up direction of of pump, interchange phases.
pressure rotation of pump
4 Display not Incoming wires Check the wiring.
showing from Battery JB Contact OEM.
Total Voltage are open or
and cell loosely placed.
voltage.
5 Display not Sensor open Check sensors voltage at terminals
showing Incoming wires CN2(3)(+) 6,7,8,9,10 w.r.t 16(-)
Temperature. of sensor break. Should be more than 2V.
If not, Check the wiring. Contact OEM

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PART - 5
Album of Drawings
(Mechanical
&
Electrical)

P a g e | 103
LIST OF DRAWINGS
Sr. DESCRIPTION FIG. No of Sheets

No.
MECHANICAL DRAWINGS
1. PROPOSED STEERING GEAR COMPT. LAYOUT FIG. NO.-01
2. GENERAL ARRANGEMENT OF STEERING SYSTEM FIG. NO.-02
3. HYDRAULIC CYLINDER ASSEMBLY FIG. NO.-03
4. POWER PACK UNIT (PPU) FIG. NO.-04
5. STORAGE TANK ASSEMBLY (950 Lit. CAPACITY) FIG. NO.-05
6. HELM PUMP ASSEMBLY FIG. NO.-06A-06B (SHT.-02)
7. G.A. OF CARRIER BEARING FOR STEERING GEAR FIG. NO.-07
8. HYDRAULIC CIRCUIT FIG. NO.-08
9. 3 WAY VALVE ASSEMBLY FIG. NO.-09
10. PULLER FIG. NO.-10
11. FLUSHING UNIT ASSEMBLY FIG. NO.-11
12. HYDRAULIC PUMP (LOAD SENSING VARIABLE FIG. NO.-12
DELIVERY PUMP)
ELECTRICAL DRAWINGS
13. STARTER CONTROL PANEL FIG. NO.-13A-13G (SHT.-07)
14. CONTROL AND ALARM PANEL (W/H) FIG. NO.-14A-14R (SHT.-18)
15. MCR RAI DROP-IN PLATE FIG. NO.-15
16. LOCAL CONTROL PANEL FIG. NO.-16A-16M (SHT.13)
17. FEED BACK UNIT FIG. NO.-17
18. PANORAMA RUDDER ANGLE INDICATOR FOR FIG. NO.-18
STEERING GEAR
19. AUTO CHANGE OVER SWITCH PANEL FIG. NO.-19A-19D (SHT.-04)
20. G.A. FOR SYNC.FOLLOW UP WITH HAND WHEEL FIG. NO.-20
21. DOCKING STATION PANEL FIG. NO.-21A-21B (SHT.-02)
22. RUDDER ANGLE INDICATOR & RUDDER ORDER FIG. NO.-22A-22B (SHT.-02)
INDICATOR
23. CONTROL FEED BACK SELECTION JUNCTION BOX FIG. NO.-23A-23C (SHT.-03)
24. STEERING GEAR SYSTEM BLOCK DIAGRAM FIG. NO.-24A-24C (SHT.-03)
25. INTER CONNECTION CABLE DIAGRAM & FIG. NO.-25
TERMINAL DETAILS (PORT & STBD)
26. COMMUNICATION NETWORK DIAGRAM FIG. NO.-26
27. MODBUS RTU SLAVE PROTOCOL FIG. NO.-27A-27B (SHT.-02)
28. AUTO PILOT OVERRIDE ALARM PANEL FIG. NO.-28A-28B (SHT.-02)
MECHANICAL
DRAWINGS
L-10 L-5 L1 L5 L10
#0 #5 #10
#-2 #0 #5 #10
ELECTRICAL
DRAWINGS
63V 63V
0 0
0 0
0
0
0 0
0
GEETA ENGINEERING WORKS
A B C D
6 6
0 0
0 0
0 0
FEED BACK FOR RAI FEED BACK FOR RAI
FEED BACK FOR CONTROL FEED BACK FOR CONTROL
5 5
4 4
0 0
3 3
SENSOR SENSOR
S.V. S.V.
FEED BACK FOR FEED BACK FOR
RAI RAI
2 2
ELECT. MOTOR
LIMIT SWITCHES & NOR & EM'CY INDICATOR LIMIT SWITCHES & NOR & EM'CY INDICATOR
FEED BACK FOR CONTROL FEED BACK FOR CONTROL
SENSOR
1 1
A B C D A3
420X297
0 0
0 0
0 0

Steering Gear Manual

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ELECTRO HYDRAULIC

OPERATION & MAINTENANCE

GEETA ENGINEERING WORKS PVT. LTD.

THIS DOCUMENT IS THE PROPERTY OF INDIAN COAST GUARD

TYPE : TWIN RUDDER INSTALLATION,

CLIENT : GOA SHIPYARD LIMITED

P.O. NO. : 147669-73

PROJECT : OFFSHORE PATROL VESSELS OF

GEETA ENGINEERING WORKS PVT. LTD.

1. Customer : Goa Shipyard Limited

2. Firm : Geeta Engineering Works Pvt. Ltd.

3. Equipment : Electro Hydraulic Steering Gear

4. Purchase Order No. : 147669-73 Dated 15/04/2017

5. Classification Society: American Bureau of Shipping &

6. Yard No. : 1233 – 1237

7. Consignee : Goa Shipyard Limited

GEETA ENGINEERING WORKS PVT. LTD.

A GENERAL INFORMATION & GENERAL SAFETY PRECAUTIONS 1

1.3.9 Flushing Unit Assembly 28

2. PART II - INSTALLATION & COMMISSIONING 30

GEETA ENGINEERING WORKS PVT. LTD.

4. PART - IV STEERING CONTROLS 45

4.2.6 Rudder Angle Feed Back Selection Panel 63

4.6.8 Wheelhouse Pump Module 97

4.7 Trouble Shooting Guide (Electrical) 101

GEETA ENGINEERING WORKS PVT. LTD.

RECORD OF CHANGES / AMENDMENTS

Sr. Amendment No. Cause of Date Approved

GEETA ENGINEERING WORKS PVT. LTD.

GEETA ENGINEERING WORKS PVT. LTD.

The manual contains chapters with details for operation,

maintenance of the electrical equipment and Hydraulic system.

The maintenance, other than such as routine greasing and

simple repairs that can be easily done onboard, should be done

preferably by trained personnel of Geeta Engineering Works Pvt.

GEETA ENGINEERING WORKS PVT. LTD.

System operation and maintenance personnel should be suitably

Safety precautions contained in this paragraph should be always

b) GENERAL SAFETY PRECAUTIONS

Both mechanical and electric safety devices located on the

Before starting up the system make sure that maintenance

Never open check valves rapidly, unless explicitly required and

Before carrying out any maintenance operation on the system or on

GEETA ENGINEERING WORKS PVT. LTD.

Wear safety glasses when operating on the system.

Before carrying out connections, inspect carefully all connections,

Do not handle hydraulic fluid in presence of electric sparks or open

When handling hydraulic fluid, wear always protection gloves.

Do not wear objects, which may entangle with the equipment or

The hydraulic fluid is harmful for the skin, therefore it is necessary

c) DANGER TO HUMAN LIFE

The voltages employed in this equipment are sufficiently high to

GEETA ENGINEERING WORKS PVT. LTD.

THIS MANUAL HAS BEEN SPECIFICALLY PREPARED BY THE

REPRODUCTION OR ALTERATION OF THE MANUAL IN ANY FORM

FOR SATISFACTORY & LONG LIFE OPERATION, IT IS IMPERATIVE

GEETA ENGINEERING WORKS PVT. LTD.

GEETA ENGINEERING WORKS PVT. LTD.

1.1 TECHNICAL SPECIFICATION