Main Turbine

STAL-LAVAL

H. P. TURBINE

1

Contents

PageGeneral

1Turbine casing

2Rotor

2Bearings and bearing brackets

2Diaphragms

2Gland seals

2

General

The high pressure turbine for ahead drive only is a single casingimpulse turbine. The steam is passing from fore to aft. The turbinecasing and bearing brackets are supported on a common base plate.

2.

HP TURBINE - APII 32 and APH 50

Turbine casing (1)

The cast steel turbine casing is horizontally split and includes theinlets for three nozzle groups. Provisions are made for steamextraction at 6 stages. It is, however, not possible to utilize allextraction points simultaneously. Flexible supports permit thermalexpansion of the casing.

Rotor(6)the rotor is machined from a solid heat-stabilized forging and hasnine (APH 32) or ten (APH 50) integral discs and one coupling flange.The thrust collar is integral with the shaft and is located at theinlet end of the turbine.

The blades are fastened to the rotor by the normal de Laval side entrybulb root method. The shroud is integral with the blades and throughall stages shroud wires are rolled into the shrouding to preventvibration. The rotor has been dynamically balanced.

Bearings and bearing brackets(9and 10)

The turbine rotor is supported by two split babbit-lined journalbearings. In order to keep the rotor in the correct axial positiona segmental tilting pad thrust bearing is provided. The bearingscan be replaced without moving the rotor. Journal bearings and thrustbearing are housed in horizontally split bearing brackets supportedby the horizontal joint flange of the turbine casing. See following pages.

Diaphrams

The guide vanes (4) are welded into the diaphrams which are horizontallysplit and held in place by grooves in the casing. The upper halves of thediaphrams are lifted together with the upper half of the casing.

Gland seals (Fig. A)

The diaphrams and both ends of the turbine casing are provided withlabyrinth type gland seals. The glands consist of rings divided intofour sections and provided with turned fins projecting towards the shaft.They are supported by springs enabling them to move radially with therotor.

Nozzle plate' (Fig. B)

The nozzle plates are secured by keys (7) and bolts (8).

1. Turbine casing

6. Turbine rotor.2. Nozzle

7. Securing keys3. Steam shield

8. Bolt4. Guide vanes

9. Aft bearing bracket5. Shaft seals

10. Forward bearing bracket

STAL-LAVAL

HP TURBINE - APH 50

3b

STAL-LAVAL

HP TURBINE BRACKETS - APH 50, APH 65

BEARING BRACKETS

Contents page

Aft bearing bracket - journal bearing 1Forward bearing bracket - journal and thrust bearing 2

Aft bearing bracket - journal bearing

The bearing is located between turbine and gear but carries onlythe weight of the turbine rotor. The bearing housing rests on theturbine pedestal and is kept in its position relative to the turbinecasing by a pin (6). The bearing housing is on the opposite sideconnected flexibly to the gear casing (7) by a rubber membrane.

The journal bearing is white metal lined. The bearing halves are fixedin relation to each other by means of pins. Wrong assembly is preventedby special pins. The coupling flange between turbine rotor and gearquill shaft is accessible without removing the upper half of the bearinghousing.

Oil from the internal lubricating system is distributed to the bearingsurfaces through an annular passage and radial holes. Oil from thebearing is drained into the gear and through the pipe (5).

2

HP TURBINE - APH 50, APH 65 iE

Forward bearing bracket - combined journal and thrust bearing

The bearing is located at the free end of the HP turbine.

The journal bearing (1) is basically of the same design as the aft bearing.

Thrust bearing(3)

The thrust bearing has six thrust pads ( 4) on each side of the thrust collar.Pads on the aft side are pressed against levelling links (5). The axial loadis (Figs. C-C and D-D) equally distributed to the thrust pads. The linksare inserted in a circumferential groove in the thrust pad holder (6). Thethrust pads weigh on buttons and every second link weighs on cams. Pinskeep the pads and links in position. Keys ( 8) in the top half prevent theholder from rotating.

An overspeed trip and an axial position indicator is located at the forwardend of the shaft.

Temperature measuring in bearing surfaces - extra equipment for APH 50,APH65

Devices for measuring the temperature in the bearing metal in the thrustpads and in both journal bearings can be installed.

Lubrication

Oil distribution to the bearings is shown by arrows (main figure). Thethrust bearing is submerged in oil during running. The thrust bearingoil drains through an orifice (10) into the drain oil collector belowthe bearings.

Replacing the thrust bearing pads

Remove top half of bearing housing. Turn the thrust pad holder untilthe parting line is horizontal. Lift and replace the thrust pad (or pads).It is only necessary to change pads that are worn out or damaged. Turnthe lower half 180° , lift and replace.

Assemble the bearing. Measure the axial clearance. This is adjusted bymeans of distance rings, which are generally found in different sizes inthe spare part stores.

The levelling links in the parting line have rounded edges for easy assembly.

1. Journal bearing

11. Housin&2. Dowel (prevents rotation)

12. Oil seal

13. Steam deflection shield3. Thrust bearing

14. Connection to HP turbine casing4. Thrust pads

15. Overspeed and axial displacement5. Levelling links

trip6. Thrust pad holder7. Distance ring

A.

Oil inlet8. Key (prevents rotation)

B.

Oil outlet9. Sealing ring10. Orifice

* The same type of bearing bracket is used in APH 32, when this size of

turbine is combined with APL 35.

STAL-LAVAL

FORWARD BEARING BRACKET - APH 50, APH 65

3

STAL-LAVAL

L.P. TURBINE - APL 32, APL 35, APL 451

LP TURBINE WITH BUILT-IN ASTERN TURBINE

Contents

Page

General

1Rotor1Blading

2Turbine casing

2Diaphragms

2

General

The low pressure turbine and built-in astern turbine have axialexhaust in the same direction, thus avoiding heating of the aheadblading when running astern. The steam passes through the turbinefrom aft to fore.

Rotor

The rotor (6) is machined from a solid heat stabilized forging andhas. eight integral discs for ahead drive. Two Curtis wheels forastern drive ( 7) are shrunk onto the rotor at the fore end andsecured by radial dowels.

2

LP TURBINE - APL 32, APL 35 , APL 45

Blading

The blading of the LP turbine is of the same type as that of the HPturbine, except in the three last stages of APL 35 and 45, where there isno shrouding. The blades on the last discs are furthermore provided withlacing wires in order to prevent blade vibrations. In those ahead stageswhere tip speed and steam moisture make it necessary, the blades areprovided with brazed on stellite shields to protect them against moistureerosion.

Turbine casing

The turbine casing consists of three main parts:

The LP casing (1), the astern turbine casing (7) and the exhaust casing (8),all horizontally split in the same plane. The upper and lower halves arelocated in relation to each other by means of taper pins. Steel flange boltsjoin the two halves.

The LP casing is a fabricated conical steel plate structure which is boltedto the exhaust casing to form a rigid structure.

The cast steel astern turbine is mounted in the exhaust casing so as toallow for radial and axial thermal expansion such as occurs when runningastern.

The exhaust casing is a fabricated steel plate structure. Its forward endis bolted to the condenser. The casing carries the forward journal bearing,which is located in a vertical shaft, thus allowing inspection of the bearingwithout lifting the upper half of the casing.

Provisions are made for steam extraction at 3 stages. Only two extractionpoints can be utilized simultaneously.

Diaphragms (Fig. A)

All diaphragms are of the same design as those of the HP turbine. The laststages have a moisture separation arrangement.

The diaphragms are divided horizontally and located in grooves in the turbinecasing. The lower part of the diaphragm is supported on adjustable bolts(Fig. A), which rest on a support pin in the turbine casing. The upper partrests on the lower part of the diaphragm.

1. Casing

Fig. A Suspension of the2. Guide vanes

diaphragms3. Labyrinth shaft seals

12. Diaphragm13. Support pin

4. Aft bearing.bracket (Thrust and journal

14. Screw, adjustablebearing)

15. Bolt (keeps the upper5. Forward bearing bracket (Journal bearing)

diaphragm in position6. Turbine rotor

when lifting7. Astern turbine

a.

Steam inlet from cross-8. Exhaust casing

over9. Labyrinth shaft seals

b. Astern steam inlet10. Coupling flange to high speed shaft

c.

Extraction

STAL-LAVAL3LP TURBINE - APL 35 and 45

STAL- LAVAL

L.P. TURBINE - APL 45, APL 55, APL 70--- > .

1

BEARING BRACKETS

Contents

Page

Forward bearing bracket - journal bearing

tAft bearing bracket - combined journal and thrust bearing

2

Forward bearing bracket - journal bearing

The bearing housing is supported in the exhaust end of the turbinecasing. The bearing can be inspected or exchanged without removingthe turbine casing. It is a split white metal lined journal bearing.The two bearing halves are secured -to each other by pins. Reassemblycan only be done in one way.

Oil is supplied to the bearings through an annular passage and drainedthrough a pipe connected to the bottom of the housing. The bearinghousing contains an overspeed trip and an axial position indicator.

2

LP TURBINE - APL 45, APL 55, APL 70

Aft bearing bracket - journal and thrust bearing The bearing is situated between the LP turbine and the gear. The bearinghousing rests on supports on the turbine casing and is guided by means of acylindrical dowel.Journal beari_g (1)The design of the journal bearing is . the same as that of the forward bearing.

Thrust bearing (3)The thrust bearing (3) has 8 thrust pads on each side of the thrust collar.The pads on the forward side are pressed against levelling links (5). Theaxial load is, by means of this, equally distributed to the thrust pads.The links are inserted in a circ »mferential groove in the thrust pad holder.The thrust pads balance on buttons and every second link on cams. Pins keepthe pads and links in position. A key in the top half prevents the holderfrom rotating.Temperature measuring in bearing surfaces - extra equipment(Only APL 45, APL 55, APL 70Devices for measuring the temperature in the bearing metal in the thrust padsand in both journal bearings can be installed.LubricationThe oil inlets to the lubrication points are shown in principle on themain figure. Oil from the journal bearing and oil which leaks at the oilsealing ring is drained into the gear casing. Oil which is accumulated incompartment (B) is drained to the oil tank.The thrust bearing is during running submerged in oil.

The coupling between the intermediate shaft and the turbine shaft islubricated through pipe and nozzle (15).Replacing the thrust bearing pads.Remove top half of bearing housing. Turn the thrust pad holder until theparting line is horizontal. Lift and replace the thrust pad (or pads). Itis only necessary to change pads which are worn out or damaged. Turn thelower half 18-0

0-,

-lift and replace. -

Assemble the bearing. Measure the axial clearance. This is adjusted by meansof distance rings, which generally appear in different sizes in the spareparts assembly.The levelling links in the parting line have, for easy assembly, rounded edges.

1. Journal bearing

12. Connection to LT turbine casing2. Dowel (prevents bearing from rotating)

13. Flexible connection to gear box3. Thrust bearing

14. Axial displacement device4. Th ust pads

15. Nozzle for lubricating the5. Levelling links

coupling between turbine shaft6. Thrust pad holder

and high speed shaft7. Distance ring

A.

Oil inlet8. Key

B.

Oil outlet to lube oil tank9. Sealing ring

C.

Oil outlet to gear casing10. Eousin&11. Oil seal

STAL- LAVAL AFT BEARING BRACKET - APL 35, APL 45,APL

55,APL 70

3

2

TRIPLE REDUCTION GEAR

HP primary reduction train - star gearThe shaft of the HP turbine is connected to the sunwheel (3), which rotatesthe star wheels (5) in the stationary carrier (2). The star gearsengage with the annulus ring (4), which transmits the power to the inter-mediate shaft ( 6) through coupling rings. This shaft is connected to thesunwheel of the secondary reduction gear train.

HP Secondary reduction train - planetary gearThe intermediate shaft ( 6) passes through the hollow pinion of the tertiaryreduction train and operates the sunwheel (8). This engages with theplanet gears (9), which rotate in and around a stationary annulus ring (7).The planet carrier transmits the power to the pinion, from which it isoverhung.

LP Primary reduction train - planetary gearThe high speed shaft of the LP turbine passes through the hollow pinionand operates the sunwheel (13). This engages with the planet gears (14),which rotate in and around a stationary annulus ring. The planet carriertransmits the power to the pinion.

Final reduction gearsThe HP and LP pinions engage in a double helical gear mesh with the mainwheel, which gives the desired low propeller speed.

HP Primary reductionI. First reduction train ( Star gear)A. HP turbine1. HP turbine rotor2. Star carrier, fixed to the turbine baseplate3. Sunwheel, connected to the HP turbine shaft4. Annulus, (internally toothed gear ring), connected to the intermediate shaft5. Star wheels. These wheels revolve on the fixed star carrier spindles and

engage with the sunwheel and annulus6. Intermediate shaft

II. Secondary reduction train ( Planetary gear)7. Annulus fixed to the casing8. Sunwheel connected to the intermediate shaft9. Planet wheels rotating on own spindles

1 0. Planet carrier, connected to the pinion (second reduction)rotating in the same direction as the sunwheel.

LP Primary reduction ( Planetary gear)B. LP turbine11. LP turbine rotor12. Annulus13. Sunwheel14. Planet wheel15. Planet carrier

Final reduction train ( Parallel shaft gear)1 6. Pinion1 7. Main wheel18. Coupling to the flange of the propeller thrust bearing

STAL- IAVAL

GENERAL

1

Contents:

Page

General description

1Equipment furnished

2Standards and classification

5Workshop test

5Running-in time schedule

5Material designations

K-1100-1 SvEMaterial composition and properties

K-1100-4 SvEComparison between material standards Fai 3283-3

General Description

The AP main propulsion unit is a single plane machinery where thecentre lines of all journal bearings are in the plane of the propellershaft.

The machinery comprises a HP turbine and a LP turbine with built-inastern turbine in cross compound arrangement. The LP turbine exhauststeam flows axially and horizontally through a ring diffusor into thecondenser.

The reduction gear consists of epicyclic primary reduction gears and aparallel shaft final reduction gear.

The output distribution between the HP and LP turbine at maximumoutput is

HP turbine 52-55%

LP turbine k8-I5%

The turbines have bleeding possibilities for auxiliary and heating purposes

2

GENERAL

Equipment furnished

Obligatory_eguipment

The propulsion machinery consists of the following main items:

1 HP turbine

Type APH1 LP turbine with built-in astern turbine

Type APL1 Reduction gear with speed governor

Type APG1 Propeller thrust bearing

Type APT1 Main condenser

Type APCManoeuvring valves and emergency cutout system

Type APMPiping, instruments, spares, tools, etc

Type APS

Those pipes, screws, nuts, keys, etc. which are necessary to make the aboveitems form a complete propulsion unit belong to the delivery as described

_in detail later in this specification.

The main components (HP turbine, LP turbine) are described in detail inthe following as well as

Governing systemLubricating systemEmergency cutout systemGland sealing systemDrain system

STAL-LAVAL

GENERAL

5Fai/HaW

Standards and Classification

Metric coarse threads as standard.

Flanges according to DIN standards.

All other parts according to STAL-LAVAL standards.

Design and materials meet the requirements of the followingclassification societies:

Lloyds Register of ShippingAmerican Bureau of ShippingBureau VeritasGermanischer LloydDet Norske VeritasRegistro Italiano NavaleNippon Kaiji Kyokai

and can be surveyed by the society requested by the customer.

Workshop test

A full speed no load test is usually performed in order to verifythe good function of the machinery. During the test such items asvibration levels, bearing temperatures and function of thegoverning and emergency cutout system are checked.

Running-in time schedule

To ensure a good condition of the reduction gear it is desirableto arrive at maximum load gradually.

We therefore recommend the following time schedule before going tofull power:

60-70 % of max. rated power, i.e. 84-90 % of max. rated rpm minimum14 hours.

75-85 % of max. rated power. i.e. 90-95 % of max. rated rpm 3-6 hours.NQ

90-95 % of max. rated power, i.e. 95-98 % of max. rated rpm 4-8 hours.

STAL-LAVAL LIMITATION OF VARIATION FROM RATED STEAM PRESSURE AND

6Fai/HaW

TEMPERATURE

Exerpt from

INTERNATIONAL ELECTROTECHNICAL COMMISSIONI.E.C. RECOMMENDATIONPublication 45/1958Recommendations for steam turbines

Limitation of variation from rated steam pressure and temperatureThe turbine shall be capable of accepting variations from the rated conditions within the limits

stated belosc.

a; PressureThe average pressure at the turbine inlet over any twelve months of operation shall not exceedt he rated pressure. In maintaining this average, the pressure shall not exceed 110°0 of the ratedpressure. except that swings to 120% of the rated pressure shall be admissible, provided theaugregate duration of such swings over any twelve months of operation shall not exceed 12 h.

The repeater safety valves shall be set so that the turbine exhaust pressure before the reheatercannot exceed 120% of the pressure at this point when the machine is operating at rated powerOutput.

h)

Tellperatt/reFor rated steam telllperatures up to and including 565 °C (I 050 °F), the permissible variationsare as stated in the succeeding paragraphs. For specified temperatures in excess of 565 °Ct 1 050 F). the permissible variations should be the subject of special agreement.The average steam temperature at any inlet to the turbine over any twelve months of operationshall not exceed the rated temperature. In maintaining this average, the temperature shall notnormally exceed the rated temperature by more than 8.3 deg C (15 deg F). If, exceptionally, thetemperature exceeds the rated temperature by more than 8.3 deg C (15 deg F), the instantaneousvalue of the temperature may vary between this figure and a value 14 deg C (25 deg F) in excess oft he rated temperature. provided that the total operating time between these two limits doesnot exceed 400 h during any twelve months' operating period. Operation between limits of

1 4 deg C (25 deg F) and 28 deg C (50 deg F), in excess of the rated temperature, may be permitted,providing that the total operating time between these two limits does not exceed 80 h during

Cl

any twelve months' operating period. In no case shall the temperature exceed the rated tem-perature by more than 28 deg C (50 deg F).

t --rn

Should steam be supplied to any terminal point on the turbine through two or more parallelpipes. the steam temperature in any of these pipes should not differ from that in any other byl more than 17 deg C (30 deg F), except that during fluctuations not exceeding 15 min in duration,a temperature difference not exceeding 28 deg C (50 deg F) shall be admissible. The steamtemperature in the hottest pipe shall not exceed the limits given in the preceding paragraph.

wburr.

For turbines operating with nominally saturated steam, limits should be given for the moisture content att he inlet points to the turbine.By the period of operation, in paragraphs a) and h), is meant the period the machine is connected t the load,v,tenl.

STAL-LAVAL 1

COMPARISON BETWEEN MATERIAL STANDARDS

The following table can serve as a guide if some detail needs to be manufacturedwhere STAL-LAVAL's standards are not available. Please notify STAL-LAVAL marineservice department, Finspong, Sweden, in each case where STAL-LAVAL standardshave been substituted according to this table.

STAL-LAVAL

ATLANTIQUE

1

STAL- LAVAL

SLINGS WITH AN OPAQUE PROTECTION COATING FOR THE DISASSEMBLING OF ROTORS

Whenever one uses a sling provided with an opaque protection coating(VIGORFLEX, FLEXPORT, etc.) it is necessary to take all the precautionsrequired for checking the cable condition.

As a general rule, the protection coating (in contact with sharp edges)is damaged long before the metal cable.

On the other hand, in some cases, the metal cable may be subjected tohigh stresses, whereas the protecting coating is not highly stressed(for example : handling and transport of rolls of paper with an automo-tive crane which travels on a ground in poor condition with shocks,swinging', etc...).

For this particular use, one tends to maintain the sling in use, as theprotecting coating is not damaged after a long period of use.

It is the reason why all the necessary precautions must be taken tocheck the condition of the cable (for example, by taking some pieces ofwire and carrying out repeated bend tests or radiographic examination).


STAL- LAVALTRIPLE REDUCTION GEAR

3

4


Power transmission on HP side

Couplings and rotating parts are listed below in the order theyappear in the power transmission.

Primary reduction - first train HP1

a. Flexible toothed coupling between HP turbine and high speed shaft.b. Flexible toothed coupling between high speed shaft and sunwheel (1).c. The fixed star gears (2) rotate the annulus.d. The internally toothed annulus ring (4) operates the intermediate

shaft (8).e. Flexible toothed coupling (12) between the annulus ring and the intermediate

shaft that passes through the hollow pinion (7).

Secondary reduction - secondary train HP2

f. Flexible toothed coupling (14) between intermediate shaft ( 8) and sunwheel.g. The planet wheels run in the rotating carrier (5) that is connected

to the pinion (7). (The internally toothed ring ( 4) is stationary).

Tertiary reduction - final reduction

h. The pinion is supported in two journal bearings and operates themain wheel.

The stationary planet wheel carrier (5) in the primary reduction is supportedby the turbine baseplate and the stationary annulus ring of the secondaryreduction is fastened to the gear casing. Flexibility is obtained by thetoothed couplings and by the turbof lex coupling between the annulus couplingsystem of the primary reduction and the intermediate shaft.

1. Sunwheel

8. Intermediate shaft2. Planet wheels (star wheels)

9. HP turbine baseplate3. Planet spindles (star spindles) 10. HP turbine high speed shaft4. Internal gear ring (annulus)

11. Planetary gear annulus coupling5. Planet carrier

system6. Oil inlet

12. Star gear annulus coupling system7. Pinion

13. Couplings for high speed shaft14. Sunwheel gear coupling

STAL-LAVALF ai/HW

DOUBLE AND TRIPLE REDUCTION GEAR - LP LINE

1

Contents,

Page

General

1Power transmission on LP line

2

General

The same gear arrangements on the LP line are used for "Doublereduction" and "Triple reduction". The first reduction isan epicyclic gear of planetary gear design, The second (andfinal) reduction is a parallel gear,

2

DOUBLE AND TRIPLE REDUCTION GEAR

Power transmission on LP line

The sunwheel (1) is connected to the turbine rotor shaft by a splinecoupling flange (2). Axial expansion of the turbine rotor is taken up inthe teeth of the coupling flange and sunwheel. The sunwheel is notsupported in bearings but free to float between the planet wheels. This,together with the arrangement of floating annulus system, equalizes theload between the planet wheels.

The planet carrier is rigidly bolted and dowelled to the secondary reductionpinion.

Bearings

The journal bearings are split into two halves and secured with dowels insuch a way as to make assembly "fool proof". The journal bearings can bemoved and -replaced without lifting the wheel cover or moving any rotatingparts.

Lubrication

The epicyclic gears and the adjacent spline couplings are lubricatedthrough hollow shafts with radial holes. The low speed gear is lubricatedby means of oil sprayers. The spline coupling at the LP turbine end islubricated by means of oil nozzles which admit oil to a groove in thecoupling flange from where the oil passes through conical holes into thetooth mesh.

Turning gear

A turning gear is included in the delivery. The turning speed is approximately1/5 rpm. For large reduction gears, the turning gear is operated by a hydraulicmotor. Smaller sizes are equipped with an electric motor turning gear.

Hydraulic motor operated turning gear

The hydraulic motor operated turning gear comprises:

a) An oil supply unit (max. 1 75 atg 2 500 psig) consisting of oil tank,electric driven oil pump and necessary valves.

b) Hydraulic motor.

The tank is fed with oil from the main oil system.

The hydraulic motor is mounted on the epicyclic gear casing and'drives themain gear through the sunwheel to which it is connected by means of amanually operated coupling.

Provision is made for mounting a crank or a pneumatic motor to the oil pump.

1. Sunwheel

6. Planet carrier2. Sun -Wheel tooth coupling

7. Oil inlet3. Planet wheels

8. Pinionu. Planet s in. les

9. High speed shaft5. Internal gear ring (annulus)

STAL--LAVAL

DOUBLE AND TRIPLE REDUCTION GEAR - GEAR CASINGFai/HW

PROPELLER SPEED ABOVE 100 RPM

1

Contents,

Page

Gear casing

1Lubricating and cooling of pinions

and wheel

2

Gear casing

The fabricated casing is horizontally split in one plane, which is thecentre plane for all rotating main parts. The gear wheel and the pinionsrest in their journal bearings supported in the lower section of the gearcasing.

The upper section includes four main covers. The design assures accessto each part of the gear.

Inspection of the final reduction gear mesh and the gear wheel is possibleby removing inspection covers in the upper half of the gear casing,

2

DOUBLE AND TRIPLE REDUCTION GEARS

LUBRICATION

Lubricating oil is supplied to a distribution tank (b) on each sideof the gear casing. The oil passes through a cylindrical strainer (a).From the tank the oil is sprayed through nozzles (c) to the gear meshof the second reduction.

1. Top half of the reduction gear casing.2. Bottom half of reduction gear casing.3. Cover for high speed shaft between the HP turbine rotor and the first

reduction.4. Cover for the first reduction in the HP line.5. Cover for the second reduction in the HP line.6. Cover for the gear coupling between the LP turbine and first reduction.7. Cover for first reduction in the LP line.8. Cover for the bearing cap of the pinion of third reduction (HP line).9. Cover for the bearing cap of the pinion of second reduction (LP line).

10. Pinion of the second reduction (HP line).11. Final reduction wheel.12. Cover for inspection of the second gear mesh.13. Cover for inspection of the final reduction wheel.14. Turning gear.15. Speed governor.

16.

Direct driven lube oil pump. The driving gear of the pump car, beinspected through a cover on top of the bearing mantle.

17. Oil inleta) Strainerb) Oil distribution tankc) Nozzles

18.

Gravity tank. The total capacity of the gravity tanks together withthe direct driven lube oil pump is sufficient for "running out"purposes.d) Stiffener channels acting as a crossover connection between

the two gravity tanks.e) Covers for inspection of gravity tanks.f) Drain oil pipes from the propeller thrust bearingg) Drain oil connection from the final wheel bearingh) Cover with drain oil connection from the gear casing bottom half.

ATLANTIQUESTAL- LAVAL

MANOEUVRING AND EMERGENCY CUT-OUT

1

SYSTEM-APMK

SUMMARY

Page

Introduction

2

Oil supply unit

5

Emergency cut-out system - Hydraulic part

9

Emergency cut-out system - Electrical part

13

Electronic speed governor

21

2


SYSTEM-APMK

INTRODUCTION -

The steam flow control system on turbines includes

Oil supply unit -

Supplying the necessary oil flow-rate, under a constant pressure of 10 bar;This unit is fitted with a standby pump.

Control system with speed governor -

See remote control

Emergency cut-out system -

This system includes an electrical part and a hydraulic part. These 2 part;are connected by a solenoid-valve, through which the servomotors aredrained when a safety device trips off, this resulting in the steam feedbeing cut at the turbines.

Ahead steam valve -

See separate description.

Astern steam valve and guardian valve -

The guardian valve is automatically operated through an hydraulic relay.which is controlled by the hydraulic servomotors of the steam valves.

See separate description.

1 - Remote control locker with speed

7 - Emergency cut-out system.display (see separate description)

8 - Tripping solenoid-valve.2 - Tachometer connection.

3 - Ahead valve.

10)- Overspeed trips.

4 - Astern valve.

11 - Elect ro-hydraulic converter,5 - Guardian valve.

12 - Discharge valve.

6 - Guardian valve relay.

4ATLANTIQUE

24 STAL- LAVAL


3

SYSTEM-APMK

ATLANTIQU ESTAL- LAVAL


5

SYSTEM-APMK

OIL SUPPLY UNIT

.Summary

Pages

Components

5

Description

6

Diagram

7

Components

The hydraulic system for theAPMK control and tripping is fittedwith 2 paddle-pumps, one of themas stand-by.

The bearings of these pumps arelubricated by the oil circulation.

Make : YUKEN

The main oil filter is of BOLLmake. It is a Duplex filter whichallows for changing over duringthe ship's operation.

The non-return valves are ofYUKEN make. Their openingpressure is 0. 5 bar.

6

MANOEUVRING AND EMERGENCY CUT-OUTSYSTEM-APMK

Oil supply unit -The pump unit supplies the pressurized oil to the servo-motors of the steamvalves and to the emergency cut-out system. The principal elements of thisplant comprise two separate motor-pumps each fitted with its own non-returnvalve and its own suction-strainer, a discharge valve and a main fitter whichare common to both pumps. The nominal pressure is 10 bar gauge within alimit + 1 bar gauge.

-0

Components -The tank has an oil volume of 500 1. , it is fitted with visual level indicator.with connections for filling and draining and with a low-level detector.The oil used is of the same type as the lubricating oil, viscosity 5 to 7°E at50 ° C. An oil for hydraulic control with a viscosity of 2-3°E can also be used.The two separate motor pumps (6201-6202) can be used in turn, as the mainpump, with the other being used as the standby pump. The standby pump canbe removed at sea for maintenance.The suction-strainers (6241-6242) of the pumps have a mesh size of 12`5 pm.The pumps have an average delivery rate of about 60 l/min at 5 °E. The electricmotors possess standard specifications : 440 V/60 Hz, 3 phases, 3. 1 Kw,1720 rpm. Their effective power under normal conditions is from 1. 2 to 1. 5 Kw.The discharge valve (6481) can be adjusted to give the correct pressure, readoff on the pressure gauge (6325).Each motor pump group is fitted with a non-return valve (6281 & 6282) whichprevents the oil from returning to the tank via the standby pump, and whichallows this latter to be dismantled while the oil supply unit is operating.The loss of pressure via this valve is around 0. 5 bar.The filter (6245) is a double filter, fitted with a magnetic element and hasa mesh size of 25 pm. Normally, the oil circulates through one element only,the other being in reserve. During the changeover, the oil circulates throughboth elements at once.With a clean. filter and warm oil, the loss of pressure should not exceed 0. 1bar, in normal operation. When the loss of pressure reaches 0. 5 bar the filtershould be cleaned.The pressure switch (6056) trips the main unit in case of low control oil pres-sure after a delay of 10 sec. By closing the valve (6673) and then applying aknown pressure to the flange (6961) the switching point can be checked.Each motor pumps is provided with a pressure switch (6081 & 6082) connectedbetween the pump and the non-return valve. Its purpose is to start the standbypump automatically when the oil pressure falls below 1. 5 bar.

ATLANTIQUESTAL-LAVAL


7SYSTEM-APMK

ATLANTIQU ESTAL- LAVAL

MANOEUX'RING AND EMERGENCY CUT-OUT

9

SYSTEM -APMK

EMERGENCY CUT-OUT - IIYIRAUI.IC PART

Summary

Page

Components

9

Emergency cut-out - hydraulic part

10

Normal conditions

10

Cut-out conditions

10

Blocking

10

Components

HERION Solenoid-valves

The coil of the tripping solenoidvalve is normally desenergised.When a fault occur's the circuitof this coil is closed, thusdraining the emergency cut-outcircuit.

A

WESTINGHOUSE manual valves

The operation of these is similarto that of the solenoid valves with thesole difference that they are manuallycontrolled, in both senses, instead ofbeing electric.

10 MANOEUVRING AND E\IERGI :'NCY CUT-OFTSYSTEMI-A['\IK

Emergency cut-out - hydraulic part -The main component of the hydraulic part of emergency cut-cut systemis the tripping solenoid valve (6021). This suleno,*d valve ensures thelink between the electrical and hydraulic parts of the safety devicesystem.

Normal operation -The normal operating conditions are shown on the diagram opposite. Thepressurd.of oil coming from the hydraulic plant passes after diaphragm(6591) through the tripping solenoid valve (6021) and the 2 manual valves(6505 & 6301) before spreading out to the trip valves of the servomotors.The solenoid valve (6021) is not energised.Cut-out conditions -

When the chain of safety devices is cut, the power is supplied to the solenoid

valve (6021), this latter sets the oil pressure at the trip valves of theservomotors to drain through the solenoid valve (6022), which is usually,not energised. The pressure switch (6076) is then depressurised and" signals"Tripped Turbine".When the fault has been cleared and the electrical chain been reset (seefollowing chapter), the solenoid valve (6021) is again desenergised, the oil

feed to the trip valves of the servomotors is re-established and the pressureswitch (6076) is under pressure.

Blocking -Electrical blocking -Provided certain conditions are met (see safety devices, electrical part) itis possible to energise the solenoid valve (6022). The effect of this opera-tion is to prevent the discharge of oil pressure at the trip valves of theservomotors through the solenoid valve, (6021) by diverting the pressureof the hydraulic plant to the discharge outlet. This action brings the pres-sure switch (6058) to switch over (normally not under pressure) whichthen signals "Cut-out system blocked",Manual blocking -The draining of the hydraulic circuit of the cut-out system can be blockedby the manual valve (6505) which, when it is operated , connects the tripvalves of the servo-motors directly to the oil feed and isolates the 2 sole-noid valves (6021) and (6022). The contactor (6147) linked to this valvesignals this condition.IMPORTANT : If the group is desengaged, make sure before manual blocking'that the control of the manoeuvring gear has been ret urned to zero.

Manual blocking shou:c: be viewed as the last thin,; •t o resort to in caseswhere it is absuiute..•:v necessary for the safe operation of the ship.

Manual cut -out -The manual valve (6301) permits the group to be cut-out by draining the oilfrom the trip valves of the servomotors, even when the system has beenmanually blocked. The pressure switch (6076) is the only means of monito-ring this operating and of giving the "tripped turbine" signal.



11SYSTEM-APMK



13

SYSTEM-APMK

EMERGENCY CUT-OUT SYSTEM - ELECTRICAL PART

Summary

Page

Sensors

13

Introduction

15

4 operating conditions

16

Sensors -The vital functions of the unit are monitored with the help of differenttypes of sensors. The action of each sensor is transmitted by thetipping of a two pole contactor for the sensors which have an immediateaction, and by a single contactor for the sensors which have a delayedaction. These contacts are then relayed into the safety device cabinet.The unit can equally be protected against the high water level in boilers.The safety device cabinet is fitted with a push-button for emergencystop.

ATLANTIQUE~• STAL-LAVAL

MANOEUVRINGAND E MEIMENCY Ct I -Ut'I'

1 5SYSI'E\I-:\P\IK

Introduction -In order to minimise the tripping of the unit in case of circuit orcomponent failure, the following has been considered- the cubicle is supplied by two power cables- the solenoid valve trips the unit when energized- an alarm is given when the solenoid valve circuit is cut

(a push-button allows to ckeck this alarm)- the sensors or the associated relaies cut two chains (if only one

chain is cut the unit do not trip, only an alarm is given).

A "Test lamp" push-button allows the conditions of the signal lamps(normally not lit) to be checked at any time. Another push-buttonallows, when the unit is not disengaged, checking of the properfunctioning of the relay system for resetting, which is based on theprinciple of a voltage transmission circuit.

1 6

MANOEUVRING AND EMERGENCY CUT-OUTSYSTEM -APMK

El ectrical part - 4 Oper a ting conditionsThe diagrams opposite show the electrical chain of safety devices. Tosimplify the diagram, only 3 types of sensor nave been shown. The type1 sensor cannot be electrically blocked, whereas types 2 & 3 can.4 operating conditions are represented . Current is supplied via thelines in red.

-Normal operation (diagram l) -Let us suppose that the ahead running valve is open (pressure switch 6148.A)The contacts of sensors 1-2 and 3 are closed. Relays RDI and RD2 are ener-gised, hence the tripping solenoid valve (6021) is not energised . The lamp "Safetydevices working normally" is lit.

Tripping (diagram 2 )-Let us suppose that the type 3 sensor has operated. The power supply ofrelays RDI & HD2 is cut off, hence the power is supplied to the solenoid,valve (6021). The "tripped Turbine" lamp lights up. The power supply torelay RS3 is cut off the corresponding lamp lights up. The signal "trippedTurbine" is transmitted via the pressure switch (6076) to the remote controland to the ship's central alarm station.

rn

W



17

SYSTEM-A PMK

1 8


Resetting ( diagram n°3)Once the fault which caused the turbine to trip, has been cleared and thecontrol of the steam valves returned to zero (relay Ro energised), it ispossible to reset the chain of safety devices by pressing the reset button.This operation energises relay RRI, with the following results- Relays RD1 and RD2 are energised so that solenoid valve 6021 is de-

energised and the "turbine stopped" signal is cancelled.- Relay RT23 is energised, so that relay RS3 corresponding to the sensor

which caused the tripping is energised, and the signal is cancelled.

Electric blocking (diagram n°4)If the unit is operating normally, with relays RD1 and RD2 energised, orif the unit has been tripped by a sensor other than the type 1, andprovided that the control of the operating equipment has been returnedto zero, operating of the blocking-key switch energises the blocking sole-nofd valve (6022).The pressure switch (6058) interprets this condition and signals "Electricblocking".Under these conditions, it is possible to test the sensors to check theirposition, with the exception of the following safety devices : Emergencystop - Turning gear disengaged - HP turbine overspeed and axial displace-ment - LP turbine overspeed.As far as the last two safety devices are concerned, a push-button placedon each turbine below the overspeed contactor allows, provided that thesafety devices are electrically blocked, the contactor to be tested, to dothis, depress the test push-button, and keeping it pressed, manuallyoperate the tripper, and reset before releasing the push-button.After each test, it is necessary to reset the electrical chain of safetydevices to restore normal conditions.If the safety devices are blocked (whether electrically or manually), thenas long as the main power supply of the chain of safety devices is maintained,each safety device's signalling function can operate.Should a sensor be defective, it is recommended that a shunt be placed onit, rather than that all safety devices be put out of service icy locking them:

NOTE -The makers reserve the right to suspend the terms of the guarantee in casesof accidents occurring during operation with blocked emergency cut-outsystem.



1 9

SYSTEM-A PAM

1

STAL-LAVAL

GEAR CASE

DRYING

Gear dehumidifier

In order to prevent gear corrosion caused by water contaminationof the lubricating oil, a dehumidifier is installed. It is intend-ed to supply the gear with dry air under all operating conditions.The dehumidifier will remain in the best condition if run contin-uously.

NOTE. The installation of a Munters dehumidifier for continuousoperating does not mean that the correct adjustment of the glandsealing steam pressure may in any way be neglected.

The rotor is divided into two sectors in the rotor casing: a largersector for process air and a smaller one for reactivation air. Therotor slowly rotates inside the casing, at an approximate rate of7_rpm, during which time the portion of the rotor,which is exposedto the process air absorbs moisture from the air, and the portionwhich is exposed to the reactivation air (hot air releases themoisture which has been extracted from the process air.

2

GEAR CASE - DRYING

Drying unit

General

The drying unit is a Type M 100 madeby Munter and works on the absorptionprinciple.

Operation

The absorption section consists of amoisture absorbing rotor built up offlat and corrugated strips of asbestospaper, creating a large number ofpassages through which the air canflow. A very large contact area isthus presented to the air flow. Therotor x.s noninflammable and is im-pregnated with hygroscopic materialwhich is the actual absorption medium.

Design

The casing of the unit is a lightmetal casting. The filter coversare made of aluminium plate.

The inlet sides are fitted with anair filter.

Two fan wheels, one for absorptionair and one for regenerating air,are driven directly by a capacitormotor with builtin thermal protection.

Regenerating air is heated electri-cally. There is a high temperatureprotection in the regenerative airstream. This device can be resetby a button on the outlet end coverswhich is made accessible by removinga bakelite protective cover.

3-43

Filter cover3-49

Filter cover3-66

Lid4-46

Pinion

4-52

Filter support4-53-1

Filter P 15/5004-52-2 Filter T 3/2904-54 Packing4-55

Spaces4-56

Line pipe, complete4-266 Thermostat, Klixon4-266 Thermometer 0-1500, Rexotherm

S-5

Impeller, main airS-6

Impeller.. reg. airS-7

Absorption rotor0-6

Cover, inlet side0-7

Cover, outlet side2-27

Console2-84

Heating element

3-47-1

Inlet cone3-47-2 Inlet cone

4

GEAR CASE --- DRYING

Measuring of efficiency

Wet and dry bulb method

For measuring the humidity of the air before and after the dehu-midifier, and calculating its effectivity, proceed as follows:

1. For measuring, use two precision thermometers with scalesapprox. 0 - 100 0 C.

2. The mercury bulb of one of the thermometers should be wrappedwith a bit of gauze, which can be held on place by a rubberband. Make sure that the bulb is well covered by the cloth.

3. Remove the (four) plugs of the humid air intake pipe and thedry air outlet pipe. Plugs located on pipes close to the humi-difier.)

Moisten the cloth and insert both thermometers in the intake pipe.

5. When the thermometers have stabilized take readings(Ex. t

dry25 0C t

wet= 20.5o C.)

t6. Read content of water in diagram.

(Ex. x = 13.0 g/kg, RH = 66%.)

7. Moisten the cloth again and insert both thermometers in the dryair, pipe.

8. When thermometers have stabilized, take readings.(Ex. t dry = 50°C, t

wet

= 23 ° C.)

9. Read content of water in diagram.(Ex. x = 6.5 g/kg, RH = 8%.)

10. Plot the intake air condition in the diagram, and read whichcapacity the dehumidifier should have (in our example 6.5gfor each kg of treatened air).

11. Take the water content of the inlet air minus the capacity(13.0 - 6.5 g/kg). The result should correspond to thespecific capacity shown in the diagram.

12. If the capacity of the dehumidifier is less than 75% of, thespecific capacity shown in the diagram, the unit should beoverhauled as soon as possible and.the absorption rotor replaced.

STAL-LAVAL

INSPECTION OF SECONDARY REDUCTION BEARINGS

1

Fai/HW

General

Remove casings and caps over the bearings to be inspected. Beforeremoving the bearing take a depth gauge reading.

Main wheel

Remove the direct driven oil pump together with the upper and lowerhalves of the cover.

The main wheel is lifted by means of two lifting jacks (2) and guidedby two jacking screws (3) fitted to the forward end of the gear casing.

1. Permanent support2. Hydraulic jack3. Jacking screws4. Support for the hydraulic jack5. Lifting gear

2

INSPECTION OF SECONDARY REDUCTION BEARING

HP pinion

The AFT BEARING (B) is reached by easing the planetary gear with items 6 and 7.

6. Lifting beam7. Turn buckle

The FORWARD BEARING (C) is reached by easing the forward end of the pinion.

8. Sling

LP pinion

Before easing the pinion, the bolts of the high speed shaft coupling mustbe removed.

The AFT BEARING (D) is reached by easing the planetary gear with items 6 and 7.

The FORWARD BEARING (E) is reached by easing the forward end of the pinion.

Note

After replacing the bearings repeat the depth gauge reading.

MARKING OF BEARINGS

The journal bearings and their housings are marked for identification asfollows:

Bearing

Forward

Aft

Main wheel

I

IIHP pinion

III

IVLP pinion

V

VI

STAL- LAVALINSPECTION OF SECONDARY REDUCTION BEARINGS

3

STAL-LAVALDISMANTLING OF EPICYCLIC GEARS

lbGear size APG 310 and larger

EPICYCLIC GEARS

Contents:Dismantling of HP primary gear first train (HP 1 )

HP primary gear second train (HP 2 ) C)I 0 2 0 ZLP primary gear (LP)

Reassembly of HP and LP primary gearsSpring rings

WARNING: TO AVOID THE RISK OF EXPLOSION, WHEN TAKING OFF THE GEARCASE COVERS, NEVER EXPOSE THE ESCAPING OIL VAPOUR TOFLAME.

STAL- LAVALDISMANTLING OF EPICYCLIC GEARS

lbGear size APG 310 and larger

EPICYCLIC GEARS

Contents:Dismantling of HP primary gear first train (HP 1 )

HP primary gear second train (HP 2 )LP primary gear (LP)

Reassembly of HP and LP primary gearsSpring rings

WARNING: TO AVOID THE RISK OF EXPLOSION, WHEN TAKING OFF THE GEARCASE COVERS, NEVER EXPOSE THE ESCAPING OIL VAPOUR TOFLAME.

2 b

DISMANTLING OF EPICYCLIC GEARS - HP 1APG 310 and larger

To remove the gear from the casingCAUTIONBefore lifting the gear case top cover, the lubricating oil pipe on thestarboard side of the star gear must be removed. Disconnect and turn awaythe external pipe and nipple. Screw a bolt in the tapped hole in the pipeand withdraw the pipe.

Remove the bolts and tapered dowels securing the oil inlet plate to thetop half of the gear case.

Removal of coupling sleeve between gear and turbineRemove the horizontal joint bolts of the end casing (102), and the boltsand dowels securing the top half of the end casing to the oil inlet plateand turbine casing. Use starting screws to "break" the casing joint, thenlift off the top half to expose the sunwheel coupling sleeve.

Disconnect the oil inlet pipe (100) from the oil inlet plate and bottomhalf of the end casing and remove the pipe. Disconnect and remove theoil drain pipe from the bottom half of the end casing.

Remove the spring ring (109) from the coupling flange and slide the sin-wheel coupling sleeve (101) towards the gear.

The sunwheel coupling sleeve (101) may be removed at this stage by removingthe turbine shaft coupling bolts and coupling flange 44, ( check thatposition marks are provided across the coupling flanges). Then slide thesunwheel coupling sleeve towards the turbine and remove it. Alternative:the sunwheel coupling sleeve may be. left in the gear and removed afterlifting the gear assembly, thus avoiding removal of the sunwheel couplingflange. Take care while lifting that the coupling sleeve does not fall out.

Remove the gear case horizontal joint bolts and lift off the top halfcasing.

Disconnection of coupling shaft from quill shaftDisconnect the coupling shaft (1) from the quill shaft (check that positionmarks are made before separating couplings).

Disengage the coupling shaft (1) from the quill shaft spigot by using jackingscrews placed in the quill shaft flange, then slide the assembly of couplingflange, outer coupling ring, annulus system, star wheels and sunwheel alongthe star spindles towards the turbine as far as the assembly will go.

Removal of bolts and dowels in bottom half of casingFit the lifting bracket to the star carrier and oil inlet plate as shownin fig. A (see page 4) and take the weight off the gear assembly.

Tapered dowels in the oil inlet flange to be removed towardsthe main gear wheel

Lift out the gearCarefully move the whole assembly towards the turbine until the couplingflange (1) is clear of the radially positioned dowels and locating pegsin the

quill

shaft flange. Lift out the gear.

3bSTAL-LAVAL

DISMANTLING OF EPICYCLIC GEARSAPG 310 and larger

3bSTAL-LAVAL

DISMANTLING OF EPICYCLIC GEARSAPG 310 and larger

1+b

DISMANTLING OF HP1 EPICYCLIC GEARSAPG 310 and larger

To dismantle the gear assembly

The epicyclic gear is disassembled in three major steps.

a. Lift out the gear and support in brackets. Turn the gear so that the oilinlet faces the deck and remove outer coupling ring.

b. Turn the gear 180 degrees and remove oil inlet plate and one of theannulus rings.

c. Lower the inner coupling ring with the remaining annulus ring and liftthe star gear carrier. The star wheels can now be removed. Tools forremoval of spindles etc., see separate description.

Fig A Attach lifting bracket to the oil inlet plate and star wheelcarrier by means of sleeves and bolt through one of the holes in theouter coupling ring. Then lift the gear assembly out of the gearcasing. Fit the turning beam (3) to the oil inlet plate.

i.

1 Lifting bracket

2 Distance sleeve

_Fig B Lower the gear into the trunnion bearings. Turn the gear so thatthe oil inlet plate faces the deck.

1+ Trunnion bearing

3 Turning beams with trunnionz

Fia C Support the oil inlet plate with jacks. Remove the distance sleevesand attach a three wire sling to the outer coupling ring and lift.

5 Three leg wire sling

7 Jack screw

Fig D Attach the loose end of the lifting bracket to the star wheel carrier.Raise and lift the gear. Remove the turning beams.

Fig E Fit the trunnions to the oil inlet plate. Lower the gear onto thebearing pedestal and turn the oil inlet plate upwards.

6 Trunnionz

Note: The sectional drawing shows the epicyclic gear before assembly. Thegear is turned into horizontal position as shown in fig. C, D.

6b

DISMANTLING OF HP1 EPICYCLIC GEARSAPG 310 and larger

To dismantle the gear assembly (cont.)

Fig F Support the gear at the inner coupling ring and the star carrier.Fit eye bolts to the oil inlet plate.

5 Three leg wire sling

8 Eye bolts

Fig G Remove screws and cylindrical pins (see separate description).Lift the oil inlet plate.

9 Jack screw for planet carrier

1 0 Jack screw for annulus ring

Fig H Attach the fourarmed lifting tool to the upper annulus ring andlift out. The lower annulus ring remains in the internal couplingring.

11 Four armed wire sling

1 2 Lifting tackle for annulusring

Fig I Use the same tool mentioned under fig. H to lower the internalcoupling ring with the remaining annulus ring onto the deck.

Fig J Fit eye bolts to the star carrier, attach a three leg lifting slingand lift.

8 Eye bolts

11 Four armed wire sling

Fig K Lower the star carrier onto the jacks (13).

STAL-LAVAL

DISMANTLING OF EPICYCLIC GEARS-HP2 and LPI

5

IMPORTANT: NOTE ALL POSITION MARKS BEFORE DISASSEMBLINGWARNING: TO AVOID THE RISK OF EXPOSION WHEN TAKING OFF GEAR CASE

COVERS, NEVER EXPOSE THE ESCAPING OIL VAPOUR TO AN OPENFLAME.

6

DISMANTLING OF EPICYCLIC GEARS-HP2

HP PRIMARY GEAR Second train (HP2 )

Dismantling

CAUTIONBefore lifting the gear case top, the lubricating oil pipe on the starboardside of the planet gear must be removed. Disconnect and turn away the ex-ternal pipe and nipple. Screw a bolt in the tapped hole in the pipe andwithdraw the pipe.

Remove the gear case top.

Turn the gear so that one of the planet wheels lies on the horizontal centreline. This is done so that the trunnions will be horizontal when fitted tothe planet carrier.

Place slings around the grooves at each end of the planet carrier, thenfit the lifting beam.

Take the weight of the gear assembly on the lifting sling, then remove thefitted bolts securing the coupling flange to the gear case.

Remove the oil muff.

Remove the stub shaft and oil nozzle assembly, making sure that the nozzleis clear of the planet carrier face before lifting clear.

Remove the screws (82) and withdraw the sunwheel coupling sleeve locatingsegments (79).

Remove the bolts securing the planet carrier (11) to the secondary reduc-tion pinion.

Carefully move the gear assembly away from the secondary gear until thecarrier face is clear of the sunwheel coupling. (The sunwheel couplingremains fixed to the quill shaft).

8

DISMANTLING OF EPICYCLIC GEARS - HP 2


Figure LLift out the gear assembly by means of the lifting tools attached to it.Assemble the lifting bracket, trunnions and trunnion bearings.1 0. Lifting beam27. Turnbuckle with sling

Figure MLower the gear assembly on to the jack and trunnion bearings.

6. Screw jack11. Lifting bracket12. Trunnion1 3. Trunnion bearing

Figure NTurn the gear assembly.

To remove and replace, spring rings refer to separate description.

Figure 0Lower the gear onto the jacks. Lift out the annulus ring by means ofthe annulus lifting tackle.5. Screw jack6. Screw jack17. 'Annulus lifting tackle

Figure PLower the lower annulus ring with coupling rings and lift out the planetcarrier.

10

DISMANTLING OF EPICYCLIC GEARS - LP 1

LP PRIMARY GEAR

Dismantling

WARNING: TO AVOID THE RISK OF EXPLOSION WHEN TAKING OFF THE GEAR CASE COVERS,NEVER EXPOSE THE ESCAPING OIL VAPOUR TO A NAKED LIGHT.

To remove the gear from the casing

CAUTIONBefore lifting the gear case top, the lubricating oil pipe on the port sideof the planet gear must be removed. Disconnect and turn away the external pipeand nipple. Screw a bolt in the tapped hole in the pipe and withdraw the pipe.

Carefully observe the positions of the identification marks on the differentparts of the gear.

Remove the internal bolt on top of the gear casing, which connects the outercoupling ring to the gear casing.

Remove the gear case.

Ensure that one of the planet wheels ( 32) is in the top dead centre positionfor 36/37/85, 40/30/80 and 4 0/30/85 gears. The 40/30/93 and 32/110 gearshave four spindles which should be placed off centres for trunnions positioning.

Place the slings provided around the grooves at each end of the planet-carrier, then fit the lifting beam as shown in figure S (see page 4).

Remove the top fitted bolts connecting the coupling flange ( 51) to the gearcase.

Take the weight of the gear assembly on the lifting slings, then removethe bottom fitted bolts securing the coupling flange (51) to the gear case.

Remove the barring gear, coupling sleeve ( 75) and oil nozzle, and make surethat the nozzle ( 60) is clear of the stub shaft 1 before lifting clear.

Remove the bolts securing the planet carrier (11) to the secondary reductionpinion.

Remove the oil muff (2).

Carefully move the primary gear assembly away from the secondary gear untilthe sunwheel (1-5) is clear of the coupling flange ( 44) and second reductionpinion.

IMPORTANT: NOTE ALL POSITION MARKS BEFORE DISASSEMBLING

11

STAL-LAVAL

DISMANTLING OF EPICYCLIC GEARS - LP

1 2

DISMANTLING OF EPICYCLIC GEARS - LP 1


Figure SLift out the gear assembly by means of the lifting beam. Meanwhile assemblethe lifting bracket and trunnion bearings.10. Lifting beam

27. Turnbuckle with sling

Figure TLower the planetary gear to the trunnion bearing and hydraulic jack.6. Hydraulic jack13. Trunnion bearing21. Lifting bracket22. Trunnion

Figure UTurn the planetary gear.

Figure VPlace the hydraulic jacks according to the figure. Lower the planetary gear.Lift out the upper annulus ring.5. Screw jack6. Screw jack8. Annulus lifting tackle

To remove and replace spring rings refer to separate description.

Figure XLower the lower annulus ring with the coupling rings and lift out theplanet carrier.

14

HP and LP TURBINE GEARS

REASSEMBLY

Reassembly of the gears is mainly carried out in the reverse order to thedisassembly of the gear.

NOTE

Before assembly of the gear, care must be taken that the gear case oilways and all parts are perfectly clean and free from dirt or foreignmatter. Non-fluffy rags should be used for cleaning.

Wedglok screws may be reused as long as they show appreciable resistanceto tightening when the insert comes in contact with the female thread.They must not be reused if they show signs of heavy usage, wearing of thenylon insert or apparent falling off in efficiency.

Each spring ring must be assembled with its joint visible at one of theslots (or adjacent to one of the tapped holes) in the component in whichthe ring is fitted. The tapped holes in the rings must be opposed. ~fthis precaution is not observed, difficulty will be encountered whendismantling the gear.

The gears should be reassembled by taking care that all parts which aremarked are reassembled against their corresponding letters.

To reassemble the spring rings, see. separate description.

Lighting holes must be adjacent to each other.

If the oil muff seal rings (sectional arrangement) have been removed,these should be replaced with sides marked "PRESS" facing each other.

Star gear (HP1 )

Place the star wheels in their respective positions in the star carrier.Make sure that the edges of the star wheel teeth are in line with theedges of the sunwheel teeth.

THIS IS MOST IMPORTANT. If the star wheels are not correctly meshedwith the sunwheel, serious damage to the gear may result duringsubsequent running.

Make sure that the identification marks on the internal gear rings(48, 56) and the inner coupling ring (55) are in their right positions.This will ensure that the star wheels are symmetrically placed in thestar carrier.

THIS IS MOST IMPORTANT. If the star wheels are not correctly placedin the star carrier serious damage to the gear may occur duringsubsequent running.

STAL LAVAL

REASSEMBLY OF EPICYCLIC GEAR

1 5l ip 1 - STAR GEAR

16

REASSEMBLY OF EPICYCLIC GEARS

APG 36/27/85 1.906" 48.41 mmAPG 40/30/80 1.781" 45.23 mmAPG 40/30/85 1.843" 46.81 mmAPG 40/30/93 1.532" 38.91 mmAPG 32/110On gears with modified annulus rings ( annulus rings with the same width astha star gear teeth) it is only necessary to check that the upper end ofthe forward annulus ring is in level with that of the star wheels.

Planetary gear ( HP2 and LP)

Insert the planet wheels in their respective positions in the planetcarrier and adjust the height of the sunwheel so that the planet wheel andsunwheel teeth mesh correctly. Particular care must be taken that the endof the sunwheel is aligned with the ends of the planet wheels.

THIS IS MOST IMPORTANT. Failure to mesh the sun and planet wheel teethcorrectly may result in serious damage to the gear during subsequentrunning.

Make sure that the identification marks on the internal gear rings( 48, 56) and the inner coupling ring ( 55) are in their right positions.This will ensure that the planet wheels are symmetrically placed in theplanet carrier.

THIS IS MOST IMPORTANT. If the planet wheels are not correctly placedin the planet carrier serious damage to the gear may occur duringsubsequent running.

SrAL--LAVAL

REASSEMBLY OF EPICYCLIC GEARS

1 7}IP, - STAR GEAR

STAL--LAVAL

1 8DISMANTLING AND REASSEMBLY OF EPICYCLIC GEARS

Removal and Replacement of planet and star spindles

Utmost care must be taken so as not to damage the white-metal spindles whenremoving or reassembling them. The same tools are used on both HP and LP side.

When reassembling make sure that the holes for cooling and lubrication arecorrectly situated in the carrier. If the guiding pin is located at the endof the spindle, use tool No. 59.

Fig. A Removal of spindleFig. B Reassembly of spindleFig. C Removal of cylindrical dowel in oil inlet flange.

36. Support ring

41. Remover nut37. Remover bar (threaded)

42. Hydraulic spindle ram38: Support

43. Hand pump39. Remover beam

44. Dowel extractor body40. Hexagon nut

59. Planet spindle guide( not always necessary)

STAL-LAVAL

DISMANTLING OF EPICYCLIC GEARS

19

SPRING RINGS

Removal and Replacement

Removal

Check for identification marks on spring ring and coupling.r

OUTER GROOVE of coupling ring

Apply a sharp blow with a soft steel drift and hammer, radially inwardson to the spring ring joint which will be in line with the slot in thecoupling ring.

If possible, clamp or lever one of the ends of the spring ring while theother is driven out of the groove.

WARNINGRestrict the free movement of the released ring to avoid injury to thepersonnel.

INNER GROOVE of coupling ring

Apply a screw to one of the tapped holes in the coupling, near the jointof the spring ring. Jack out one end of the ring.

Replacement

Before replacing inspect the spring rings for damage.

If the ring ends are burred, the damage may be removed by careful filin g.

Light chamfering is permissible for removing sharp corners, but is notallowed-to exceed 1 mm (0.04") x 450

UNDER NO CIRCUMSTANCES SHOULD THE RING BE SHORTENED OR HEAVILY CHAMFEREDFOR EASE OF ASSEMBLY.

If the ends have been distorted during removal, they should be reformedto the correct radius.

20

Insert one end of the ring in the groove in line with a slot or approximately5 mm (0.20") away from a tapped hole for outer and inner rings respectively.

Hold the ring end in the groove by two levers or clamps, leaving enoughroom to drive on the free end by means of a drift and hammer.

Work the ring in the groove until the free end overlaps on the inside of thefixed end.

Retain the free end of the spring ring with just enough pressure to holdit back into the groove.

A further lever can be applied to the fixed end in the slot to prevent thespring ring from slipping out of the groove. Do not clamp the ring closeto the free end as i may cause permanent deformation of the ring.

With a soft steel drift with larger section than the spring ring, drive thefree end around until the ring springs into position with the ends togetherin the groove.

Check that the ends of the ring are in contact with the bottom of the groove.The two ends should be in line and it is essential that the joint is tightacross the full face of the ends.

Slight misalignment can be tolerated but this must not exceed 1.5 mm (0.06")for 12.7 mm (0.55") diameter section and a proportional amount for othersizes.

A greater amount of misalignment must be corrected by removing the ring fromthe groove and reforming the radius as mentioned above.

HYDRAULIC TURNING GEAR1.

INDEX

PAGE

Hydraulic system

1Oil pump

2Hydraulic motor

23/4 way valve

4Constant flow valve

4Pressure limitation valve

6Starting valve

6Coupling

8Locking of the coupling

8Starting - Operation

8Remote control unit

10

HYDRAULIC TURNING GEAR 2.I - OIL-PUMP

The oil pump is driven by an electric motor.List of parts

Item N° Description

Item

N°

Description1

100264

Front casing

13

100495

0-Ring2

100085

Middle casing

14

100498

Compensation joint3

100105

Rear casing

15

100497

Compensation joint,4

100096

Front support

complementary5

100096

Rear support

16

100152

Seal ring6

( 100116

Driving pinion 10

17

100233

Low screw M 10-25100089

18

100152

Washer( 100110

19

100141

Parallel key7 ) 100089

Driving pinion 20 20

100140

Disc key21

100064

Indicating arrow8

( 100118

Driving pinion 30 22

100196

Firm's name plate100089

23

100065

Rivet(9

100120

Dr

24

100072

Position pin.) 100089

Driving pinion 40

10 ( 100108

Driven pinion10008911

100158

Stop valve12

100159

Stop valve gasket

II - HYDRAULIC MOTORList of parts

Item

Designation

Item

Designation

A

Motor case

z

0-ring•

Bearing plate AA Shaft sealC

Valve housing

AB

0-ring• Cylinder head AC 0-ringE

Piston

AE

0-ringF

Connecting rod

AF

Shim•

Crank shaft AI Drain plugI

Valve spacer

AN

Piston filterJ

End cap

AT

Hammer drive screw•

Valve coupling AU Name plate•

Cover plate AW KeyM

Retaining ring

BE

Super pressure plug•

Restrictor screw BK Shim plate•

Retaining ring CA Washer•

Piston seal CB CapQ

Piston seal backing

CC

Circlipring

R

Seal ring CD

CD

Spring• Circlip CE 0-ring• Timken bearing CF PistonY

0-ring

OG

Body

4.

HYDRAULIC TURNING GEAR

III - 4 WAY / 3 POSITION VALVE FDRA 20 D 16

The hydraulic motor is operated by this valve. The direction of rota-tion depends on the position of the lever. When the lever is in thecentre position, the motor is stopped.

List of parts

Item

Description

Item

Description1

Plug

19

Seat2

Self-tapping screw

20

Stop3

Screw TC 6 p.c. M.12 Ig 15

21

Valve4

Pin "MECANINDUS" thick ring

22

Washer5

Copper cap

23

Fwd tip6

Scraper joint

24

0-Ring R N° 97

0-Ring R 7

25

Stop8

0-Ring R 13

26

Ring9

Screw TF/90 0 Lg. 20

27

Springto 6 p. cr

28

Cap10

Flange

29

Plug11

Plug

30

Aft tip12

Body

31

Notching tip13

Slide valve (central part)

32

Staple14

Fwd cap

33

Ring15

Anti-extrusion ring

34

Joint16

Joint

35

Washer17

Square cap of 10 type

36

Pin200 BNA.

37

O-Ring 0 38 x 218

0-Ring R. 24

38

Ball 0 6

IV - CONSTANT FLAW VALVE

The RPM of the hydraulic motor can be controlled by the constant flowvalve. The valve is adjusted by a screw, which can be locked in eachdifferent position by a special key.When the motor is rotating at normal speed, the valve should be closed.

Item

Description

Item

Description

Item

Description1

Body

17

Detent

32

0-Ring2

Piston

18

Indicator plate

33

0-Ring3

Orifice sleeve

19

Snap ring

34

0-Ring4

Throttle

20

Direction indi-

35

0-Ring5

Spring

cator plate

36

Back-up ring6

Spring

21

Key

37

Plug7

Spring

22

Spacer

38

Snap ring8

Plug

23

Pipe plug

39

O-Ring9

Snap-ring

24

Pipe plug

40

Retainer10

Adjust bar

25

Spring pin

41

Jam nut11

Coupling

26

Spring pin

42

Soc. HD. cap12

Dial

27

Machine screw

screw13

Name plate

28

Tapping screw

43

Soc. set screw14

Revolution indicator 29

Soc. HD.Cap screw 44

Poppet15

Lock screw

30

Soc. set screw

45

Seat16

Detent

31

"

"

"

46

Spring

6.

HYDRAULIC TURNINGGEAR

V - PRESSURE LIMITATION VALVE BT-06.3080

If the pressure rises beyond a pre-set valve, this valve acts as asafety valve and drains the circuit.

Item

Designation

Item

Designation

1

Body

14

Control knob2

Cover

15

Indication plate3

Piston

16

Shim4

Sent

17

Collar5

Spring

18

Indicator plate6

Spring

19

Soc. H.D. cap screw7

Seat

20

Soc. set screw8

Spring

21

Pipe plug9

Spring

22

"

"10

Plunger

23

Rivet11

Retainer

24

0-ring12

Jam nut

25

0-ring13

Adjusting screw

26

Bonded seal

VI - STARTING VALVE - BG-06.3080

This valve, calibrated between 10 and 20 bars, allows operation of theclutch of the hydraulic turning gear without risk of damage. The low rotationspeed allows the clutch position of the flutes to be found easily. The lowpower prevents the whole machine from being driven and focuses the poweronto the entry of the flutes when coupling.

Item

Designation

Item

Designation

1

Body

15

Indication plate2

Cap

16

Shim3

Piston

17

Stop screw4

Seat

18

Indicator plate5

Spring

19

Plug6

Spring

20

Plug7

Seat

21

Plug8

Poppet

22

Plug9

Spring

23

Rivet10

Plunger

24

Spring pin11

Retainer

25

0-ring12

Jam nut

26

0-ring13

Adjusting screw

27

O-ring14

Control knob

28

0-ring

HYDRAULIC TURNING GEAR7.

8.HYDRAULIC TURNING GEAR

COUPLING

The hydraulic turning motor is connected to the sunwheel in the first reduc-tion gear on the LP side by a tooth coupling. The coupling is operated bya handle, which, by means of two levers, moves a splined coupling sleevetowards the motor shaft until the coupling is engaged.

In each end limit the lever actuates a micro switch is connected to theEMERGENCY CUT OUT SYSTEM (see this chapter).

1. Electric motor

8. Washer

_2. Casing

9. Screw3. Handle

10. Fixed oiling ring4. Lever shaft

11. 0-ring5. Levers

12. Oil injector for planetary gear6. Coupling sleeve

13. Inspection cover7. Splined sleeve, mounted on the

14. Micro switchmotor shaft by screw (9) andwasher (8)

LOCKING OF THE COUPLING

To avoid unintended engagement of the turning gear the handle can be lockedin each end by a locking device consisting of :

15. Lever release knob

18. Hole for padlock16. Compression ring

19. Padlock17. Locking plunger

OPERATION

a) Check the oil tank levelb) Put the lever of the valve (III) to its centre position.c) Start the oil pump.d) Open the tap by k revolution to start the starting valve.e) Put valve III lever in the desired position (forward or reverse).f) Unlock handle 3 and move the lever towards the "IN" position, until the

coupling is completely,engaged.g) To drive the machine, close the tap of the starting valve (item VI) by

k revolution, thereby bringing the main valve (item IV) into operation.This constant flow valve should be set at maximum turning speed. Shoulda lower speed be required, it can be reduced by altering the calibrationpressure.N.B. - The control knob for the discharge pressure must be unlocked only

with. a special key.h) Check the oil pressure regularly during operation. Never allow the pres-

sure to exceed 150 Kg/cm2, to avoid damage to the unit (Normally, thepressure hovers between 60 and 80 kg/cm2).

i) When rotation is finished, disengage the lever and lock it in "OUT"position with a padlock.

HYDRAULIC TURNINGGEAR9.

10.HYDRAULIC TURNING GEAR

REMOTE CONTROL UNIT

Where a remote control unit is required for the hydraulic turning gear,a 4 way /3 position solenoid-valve is fitted in connection with valveshown as item III.

MANUAL CONTROL

In case of failure of the electric motor or the oil pump, a hand pumpis provided.

By operating this hand pump, only a very low rotation speed is obtained.However this is sufficient to effectively cool the turbine rotors.

This low speed can also be useful for fitting purposes.

STAL-LAVAL

PROPELLER THRUST BEARING

1Fai/HW

Contents:

Page

General 1Lubrication 2'Dismantling of flange bolts 2Replacement of thrust pads

2

General

The propeller thrust bearing is of the tilting pad type and islocated in a separate casing aft of the main reduction gear. Itcaries the complete propeller thrust and keeps the final reductiorgear wheel in correct axial position.

The thrust shaft has integral thrust collar and coupling flanges.

The thrust pads are situated on both sides of the thrust collar.The bearing is lubricated from the lubricating oil system. Thebearing operates completely submerged in oil.

Oil seals of the floating bushing and of the labyrinth type areat both ends of the bearing.

The space between the seals is connected to drain.

2


Lubrication

The oil is fed through pipe (a) into spaces between bearing housing (1)and seating ring.

The main oil outlet is through pipe (c) but there is also a smallerdrain from bottom of the housing through orifice (13) which ensurescontinuous removal of sludge, etc. This drainage together withshaft leakage oil is led away through the second outlet pipe (b).

Dismantling of flange bolts

Should it be necessary to remove the flange bolts, shaft seals (3)must be replaced by the erection rings (12) supplied with the deliveryby STAL-LAVAL. This is necessary in order to prevent intermediate shaft(2) from resting on and damaging the shaft seals.

Replacement of thrust pads

•

Remove inspection cover (5).

•

Screw an eyebolt into an accessible thrust pad ( 6) and lift this out.

•

Fit a new thrust pad in place of the one removed.

•

Engage a suitable lever into the periphery of the spherical ring (11),as far as possible.

•

Turn the spherical ring so that the next pad is in position.

Difficulty in turning the ring may be due to its having been droppedand wedged against the thrust collar. It can conveniently be freed byjacking the intermediate shaft axially, by forcing the retainer intoits correct position. Alternatively jacking screws (15) can befitted in place of the seal plugs.

•

Replace the inspection cover.

1. Bearing housing

9. Pipe elbow with flange2. Intermediate shaft

10. Spherical ring3. Oil catcher

11. Pad holder ring4. Oil sealing ring

12. Erection ring5. Inspection cover

1 3. Orifice6. Thrust pad

1 4. Dowel7. Gasket

15. Jacking screw8. Remote thermometer plug

a. Oil inlet pipeb. Oil drainage

cc. Main oil outlet

r

STAL-LAVAL


3bAPT 251, APT 265, APT 300

STAL--LAVAL

STEAM INLET SYSTEM - APM AND AP-MK

1

Fai/HW

Contents,

Page

Steam flow 1Ahead operation 2Astern operation

2

2

STEAM INT,ET SYSTEM - APM AND APMK

Steam flow

Steam from the boilers is supplied to the manoeuvring valves (1 and 2)through two supply lines (a). An isolating valve ( 4) is provided ineach of the supply lines. In order to facilitate the opening of theisolating valves, a pressure balancing valve (5) in line (b) is.sometimes provided and this should be opened first, to equalize thepressure on each side of the isolating valve.

The supply line (a) is drained through line (c). Drain from the valvecasings is led through line (e) to a drain tank (high pressure draintank). Leakage from the glands of the manoeuvring valve is led throughline (d) to the gland condenser.

During the warming up of the machinery, valve ( 6) in the bypass line( f) is opened while the manoeuvring valve is closed.

Ahead operation

At ahead operation the ahead manoeuvring valve (1) is open, whereas theastern and guardian valves (2 and 3) are closed. The function of theguardian valve is to provide an additional safeguard against the flowof condensate or steam to the astern turbine when the machinery isoperating ahead.

The space between the manoeuvring valve and guardian valve is connectedto the main condenser through the line (g). The valve (h) is providedwith a drilled head to enable continuous drainage to take place.

The steamflow through nozzle groups ( 8) and (9) can be controlled byvalves ( 10) and ( 11).

Astern operation

The manoeuvring valve for ahead operation (1) is closed. When the asternmanoeuvring valve (2) is opened, the guardian valve (3) is opened andpermits the steam to enter the astern turbine through the nozzle group (15).

1. Manoeuvring valve, ahead

a. Supply line from boilers2. Manoeuvring valve, astern

b. Pressure balancing line3. Guardian valve

c. To high pressure drain tank4. Isolating valve

d. To gland condenser5. Pressure balancing valve for ( 4)

e. To high pressure drain tank6. Bypass valve for (1) and (2)

f. Warming through line7. HP turbine (schematic)

g. To main condenser7A. Top nozzle group

h. Drain valve8. Starboard nozzle group9. Port nozzle group

Pressure gauge

O10. Valve for manual control ofstarboard nozzle group ( 8)

Thermometer11. Valve for manual control of

port nozzle group ( 91

Valve14. Astern turbine (schematics1 5. Astern nozzle group

Orifice plate

un

Not supplied asstandard

sTAL- LAVALSTEAM INLET SYSTEM - APM and APMK

3

STAL-LAVAL

MANOEUVRING VALVE WITH SERVOMOTOR - APMK

1

Contents

Page

General 1Steam valve 2Servomotor 2Lifting mechanism for

emergency operation

2Manoeuvring valve characteristics

1+

General

The manoeuvring valve unit consists of one ahead and one astern valve,both similar, and a guardian valve. The valves have hydraulicservomotors, supplied with oil from a separate governing oil system.The servomotors are electric-hydraulic controlled.

Opening and closing of the guardian valve is automatically controlledby the opening and closing of the astern valve. Oil pressure in theservo keeps the valve closed against the full steam pressure. Theguardian valve relay is included in the standard equipment.

2


Steam valveThe steam valve includes a valve housing, a bonnet incorporatinga pedestal for the servomotor, a spindle guide and a steam strainer.Other main parts are the built-in pilot valve, the main head and thevalve seat with a pressure recovery nozzle. The valve housing has theform of a cube and is machined out of a forging.

The spindle gland consists of a number of bushes of a special cast iron.The leakoff steam is extracted to a leakoff condenser. In the fully openposition, the main head seats against the valve and seals for leakoffalong the spindle, thereby reducing the risk for spindle seizure. Inthis position the forces in the spindle are minimized by disc springsin the back of the servo cylinder.

The valve spindle fits firmly into the servo piston and minimizes anypossible vibrational tendencies.

The pilot valve provides for about 50% of the steam volume whichrepresents about 75% of maximum speed.

To clean the steam strainer, the valve bonnet complete with servomotorand the valve head can be withdrawn after loosening the oil pipes andbonnet nuts.

Servomotor

The single action servomotor is controlled by an oil pressure (B) appliedat the servo pilot valve (3). A feedback cam ( 5) at the end of the servospindle positions the valve at the lift determined by the control pressure.Different characteristics can be obtained with different cam forms, forinstance, the control signal being near in proportion to the propellerspeed.

In an emergency cutout, the oil pressure in the emergency cutout system (C)diminishes and oil from under the servo piston is emptied to the cavityabove the piston.

Lifting mechanism for emergency operation

A worm gear with a handwheel is mounted on top of the servomotor. If thevalve is sticking, it can be closed by turning the handwheel in clockwisedirection. It can be opened by turning it in anticlockwise direction.

Servomotor

Steam valve

1. Main piston

10. Main head2. Relief spring

11. Pilot valve3. Servomotor pilot valve

1 2. Valve spindle4. Mechanical feedback

1 3. Back sealing seat5. Feedback cam

1 4. Steam strainer6. Feedback plunger7. Position sensor

A. Pump oil pressure8. Tripping relay

B. Control oil pressure9. Device for opening the valve

C. Oil pressure from emergency cutoutunder emergency conditions

systemD. DrainE. Steam inletF. To leakoff condenser

3STAL-LAVAL


4

MANOEUVRING VALVE WITH SERVO-MOTOR

Manoeuvring valve characteristics

Fig. D shows a typical diagram for an ahead valve. Diagram A givesthe relationship between steam-flow and valve stroke and B betweensteamflow and RPM of turbine. Diagram C shows the normally usedprofile of the feedback head, i.e. the relationship between valvestroke and feedback stroke which is proportional to the controloil pressure. The electric-hydraulic converter characteristic isshown in diagram D, and the resultant of C and D gives the diagram E,i.e. the relationship between input signal (revolutions on steppingmotor) and valve stroke. Diagram F, showing the RPM as a functionof the input signal, can be drawn up from A, B and E.

5STAL-LAVAL

MANOEUVRING VALVE CARACTERISTICS - APMK

STAL-LAVAL

GUARDIAN VALVE

1

Contents

Page

Principle 1Main parts 2Forced closing

2

Principle

The guardian valve is mounted on the line between the asternmanoeuvring valve and the turbine. The extraction of leakoffsteam to the condenser is connected between the two valves.In ahead operation it acts as an extra safeguard againstleakage into the steam line of the astern turbine.

2

GUARDIAN VALVE

Main parts

1. Valve casing, in the shape of a 90 0 pipe bend with a welded-inspindle guide. The servo cylinder (14) is welded to the valvecasing.

2. Valve seat, clamped between the flange of the guardian. valvecasing and the mating flange. The seating surfaces are stellitecoated. The valve seat (6) forms the seal between the flanges.

3. Spindle, connected to the servo piston.4. Valve head, seats on the valve seat (2). The valve head is fixed

to the spindle (3) by means of a dowel. The seating surfaces arestellited.

5. Guide bush for valve spindle (3), consisting of five components.6. Valve seat and gaskets.7. Lantern ring for the spindle leakoff steam.8. Bellows, assembly.9. Packing, prevents air leakage into condenser.

10. Nut to clamp belows assembly.11. Locking pin for nut 10.12. Nut for forced closing.13. Split pin for lock nut 12.14. Servo cylinder.15. Servo piston.16. Sensor for microswitch (6151). The switch is used for indicating

"closed valve". The sensor is always fitted, although not alwayselectrically connected.

Forced closing

If the servomotor develops a fault or if the valve spindle seizes, thevalve must be forced to close. The split pin (14) is then removed-andthe spindle is prevented from rotating with a spanner on the flats (f).Turn the nut (13) with a spanner so that the spindle moves in the valveclosing direction. The spindle should not be rotated since the bellows(8) would be damaged. When the astern manoeuvring valve is inoperative,the guardian valve will seal against full steam pressure when closedas described above.

a.

Oil sealing ringb.

0-ringc.

Oil supplyd.

Drain (1,5 nnm hole provides a constant leakoff)e.

Spindle leakoff branchf.

Flats for spannerg.

Steam inleth.

Steam to astern turbine

STAL-LAVAL

3GUARDIAN VALVE

STAL-LAVAL

3GUARDIAN VALVE

ATLANTIQU ESTAL-LAVAL


1

SYSTEM-APMK

SUMMARY

Page

Introduction

2

Oil supply unit

5

Emergency cut-out system - Hydraulic part

9

Emergency cut-out system - Electrical part

13

Electronic speed governor

21

2


INTRODUCTION -The steam flow control system on turbines includes

Oil supply unit -Supplying the necessary oil flow-rate, under a constant pressure of 10 bars.This unit is fitted with a standby pump.

Control system with speed governor -See remote control

Emergency cut-out system -This system includes an electrical part and a hydraulic part. These 2 partsare connected by a solenoid-valve, through which the servomotors aredrained when a safety device trips off, this resulting in the steam feedbeing cut at the turbines.

Ahead steam valve -See separate description.

Astern steam valve and guardian valve -The guardian valve is automatically operated through an hydraulic relay.which is controlled by the hydraulic servomotors of the steam valves.See separate description.

1 - Remote control locker with speed

7 - Emergency cut-out system.display (see separate description) 8 - Tripping solenoid-valve.

2 - Tachometer connection.3 - Ahead valve.

10)- Overspeed trips.

4 - Astern valve.

11 - Electro-hydraulic converter.5 - Guardian valve.

12 - Discharge valve.6 - Guardian valve relay.



3SYSTEM-APMK



5

SYSTEM-APMK

OIL SUPPLY UNIT

Summary

Pages

Components

5

Description

6

Diagram

7

Components

The hydraulic system for theAPMK control and tripping is fittedwith 2 paddle-pumps, one of themas stand-by.

The bearings of these pumps arelubricated by the oil circulation.

Make : YUKEN

The main oil filter is of BOLLmake. It is a Duplex filter whichallows for changing over duringthe ship's operation.

The non-return valves are ofYUKEN make. Their openingpressure is 0. 5 bar.

6


Oil supply unit -The pump unit supplies the pressurized oil to the servo-motors of the steamvalves and to the emergency cut-out system. The principal elements of thisplant comprise two separate motor-pumps each fitted with its own non-returnvalve and its own suction-strainer, a discharge valve and a main fitter whichare common to both pumps. The nominal pressure is 10 bar gauge within alimit + 1 bar gauge.

-0

Components -The tank has an oil volume of 500 1. , it is fitted with visual level indicator.with connections for filling and draining and with a low-level detector.The oil used is of the same type as the lubricating oil, viscosity 5 to 7°E at50° C. An oil for hydraulic control with a viscosity of 2-3°E can also be used.The two separate motor pumps (6201-6202) can be used in turn, as the mainpump, with the other being used as the standby pump. The standby pump canbe removed at sea for maintenance.The suction-strainers (6241-6242) of the pumps have a mesh size of 125 him.The pumps have an average delivery rate of about 60 l/min at 5 °E. The electricmotors possess standard specifications : 440 V/60 Hz, 3 phases, 3. 1 Kw,1720 rpm. Their effective power under normal conditions is from 1. 2 to 1. 5 Kw.The discharge valve (6481) can be adjusted to give the correct pressure, readoff on the pressure gauge (6325).Each motor pump group is fitted with a non-return valve (6281 & 6282) whichprevents the oil from returning to the tank via the standby pump, and whichallows this latter to be dismantled while the oil supply unit is operating.The loss of pressure via this valve is around 0. 5 bar.The filter (6245) is a double filter, fitted with a magnetic element and hasa mesh size of 25 um. Normally, the oil circulates through one element only,the other being in reserve. During the changeover, the oil circulates throughboth elements at once.With a clean filter and warm oil, the loss of pressure should not exceed 0. 1bar in normal operation. When the loss of pressure reaches 0. 5 bar the filtershould be cleaned.The pressure switch (6056) trips the main unit in case of low control oil pres-sure after a delay of 10 sec. By closing the valve (6673) and then applying aknown pressure to the flange (6961) the switching point can be checked.Each motor pumps is provided with a pressure switch (6081 & 6082) connectedbetween the pump and the non-return valve. Its purpose is to start the standbypump automatically when the oil pressure falls below 1. 5 bar.



7SYSTEM-APMK


MANOEUX'RING AND EMERGENCY CUT-OUT

9

SYSTEM-APMK

EMERGENCY CUT-OUT - IIYDRAULIC PART

Summary

Page

Components

9

Emergency cut-out - hydraulic part

10

Normal conditions

10

Cut-out conditions

10

Blocking

10

Components

HERION Solenoid-valves

The coil of the tripping solenoidvalve is normally desenergised.When a fault occurs the circuitof this coil is closed, thusdraining the emergency cut-outcircuit.

WESTINGHOUSE manual valves

The operation of these is similarto that of the solenoid valves with thesole difference that they are manuallycontrolled, in both senses, instead ofbeing electric.

10

M_1N0E[VRING AND EMERGENCY CUT-() E"TSYSTI-' MI-A I'MIK

Emergency cut-out - hydraulic part -The main component of the hydraulic part of emergency cut-out systemis the tripping solenoid valve (6021). This soieno''d valve ensures thelink between the electrical and hydraulic parts of the safety devicesystem.

Normal operation -The normal operating conditions are shown on the diagram opposite. Thepressurc.of oil coming from the hydraulic plant passes after diaphragm(6591) through the tripping solenoid valve (6021) and the 2 manual valves(6505 & 6301) before spreading out to the trip valves of the servomotors.The solenoid valve (6021) is not energised.Cut-out conditions -

When the chain of safety devices is cut, the power is supplied to the solenoidvalve (6021), this latter sets the oil pressure at the trip valves of theservomotors to drain through the solenoid valve (6022), which is usuallynot energised. The pressure switch (6076) is then depressurised and signals"Tripped Turbine".When the fault has been cleared and the electrical chain been reset (seefollowing chapter), the solenoid valve (6021) is again desenergised, the oil

feed to the trip valves of the servomotors is re-established and the pressureswitch (6076) is under pressure.

Blocking -Electrical blocking -Provided certain conditions are met (see safety devices, electrical part) itis possible to energise the solenoid valve (6022). The effect of this opera-tion is to prevent the discharge of oil pressure at the trip valves of theservomotors through the solenoid valve, (6021) by diverting the pressureof the hydraulic plant to the discharge outlet. This action brings the pres-sure switch (6058) to switch over (normally not under pressure) whichthen signals "Cut-out system blocked".Manual blocking -The draining of the hydraulic circuit of the cut-our system can be blockedby the manual valve (6505) which, when it is operated , connects the tripvalves of the servo-motors directly to the oil feed and isolates the 2 sole-noid valves (6021) and (6022). The contactor (6147) linked to this valvesignals this condition.IMIPORTANT : If the group is desengaged, make sure before manual block_ng'that the control of the manoeuvring gear has been returned to zero.

Manual blocking shuu:d be viewed as the last thing to resort to in caseswhere it is absolute-:v necessary for the safe operation of the ship.

Manual cut-out -The manual valve (6301) permits the group to be cut-out by draining the oilfrom the trip valves of the servomotors, even when the system has beenmanually blocked. The pressure switch (6076) is the only means of monito-ring this operating and of giving the "tripped turbine" signal.

I ATLANTIQUESTAL- LAVAL


11SYSTEM-APMK



13

SYSTEM-APMK

EMERGENCY CUT-OUT SYSTEM - ELECTRICAL PART

Summary

Page

Sensors

13

Introduction

15

4 operating conditions

16


MANOECV'RING AND EMILRGE;NCY CUT-OUT

1 5SYSTEM-:\ Y \I K

Introduction -

In order to minimise the tripping of the unit in case of circuit orcomponent failure, the following has been considered- the cubicle is supplied by two power cables- the solenoid valve trips the unit when energized- an alarm is given when the solenoid valve circuit is cut

(a push-button allows to ckeck this alarm)- the sensors or the associated relaies cut two chains (if only one

chain is cut the unit do not trip, only an alarm is given).

A "Test lamp" push-button allows the conditions of the signal lamps(normally not lit) to be checked at any time. Another push-buttonallows, when the unit is not disengaged, checking of the properfunctioning of the relay system for resetting, which is based on theprinciple of a voltage transmission circuit.

1 6

MANOEUVRING AND EMERGENCY CUT-OUTSYSI'E M-A PMK

F:]t • ctrica'l part - 4 operating conditionsT ht.- diagrams opposite show the electrical chain of safety devices. Tosimplify the diagram, only 3 types of sensor nave been shown. The typeI sensor cannot be electrically blocked, whereas types 2 & 3 can.4 operating conditions are representated. Current is supplied via the;.nes in red.

Normal operation (diagram 1) -Let us suppose that the ahead running valve is open (pressure switch 6148.A)The contacts of sensors 1-2 and 3 are closed. Relays RD1 and RD2 are ener-gised, hence the tripping solenoid valve (6021)is not energised . The lamp "Safetydevices working normally" is lit.

Tripping (diagram 2 )-Let us suppose that the type 3 sensor has operated. The power supply ofrelays RD1 & RD2 is cut off, hence the power is supplied to the solenoidvalve (6021). The "tripped Turbine" lamp lights up. The power supply torelay RS3 is cut off the corresponding lamp lights up. The signal "trippedTurbine" is transmitted via the pressure switch (6076) to the remote controland to the ship's central alarm station.

AI'LANTjkl ,,~ESTAL-LAVAL

ALIANOEUVRING AND EMERGENCY CUT-ouj ,

SYSTEM-APAIK


MA'_\OEUVRING AND EMERGENCY CUT-OUT

19

SYSTE lI-APMIK

q4 ATLANTIQUE

STAL- LAVAL


21

SYSTEM-APMK

ELECTRONIC SPEED GOVERNOR

SUMMARY

Page

Principles

22

Speed measurement

22

Current frequency converter

22

Tests - Adjustments

22

Arrangement

23

22


ELECTRONIC SPEED GOVERNOR

Principle -The speed governor is a device for the regulation of speed whose set-point isset to 104 % of the nominal speed of the group.One of the tachometric alternators installed onto the group transmits asignal, proportional to the speed, to a current frequency converter which comparesthe signal received with the set value. The resulting signal is sent to a"pressure" type servo-valve which pilots an overflow valve. When thespeed of the group develops a tendency to overstep the speed set on thegovernor, the overflow valve drains the servo-motor of the ahead-runningsteam valve. The amount of drain corresponds to the amount by whichthe speed has been overstepped.Speed measurement -This is effected from a three-phase JAEGER alternator. The alternatoris one of those envisaged for the remote display of the speed of the vessel.The extra load on the alternator is negligible.

Current-Frequency converter -After passing through low-pass filter, the signal coming from the alternatoris shaped. The rectangular signal so obtained is applied to the current fre-quency converter composed of a monostable circuit (time base) and a sub-carrier circuit. When the speed oversteps that set, the signals coming fromthe alternator are shorter than those of the time base. The sub-carriercircuit generates tops whose width is equal to the width difference of thepreceding signals. The width of'these tops is thus proportional to the speedof the group. These tops are then integrated with the help of a diode pumpand changed into voltage proportional to their input frequency. The outputvoltage of the integrator stage drives a current generator whose output isalso proportional to the input frequency.

Tests - Adjustments -A test push-button fixed on the current frequency converter allows theequipment to be adjusted at half speed. This allows a very precise adjust-ment of the speed governor and one which is much less dangerous than ano-load adjustment with an uncoupled shafting.

ARRANGEMENT -Lr:The discharge valve, the servo-valve and the converter cabinet are fixed

on the APMK panel.The tachometric alternator is one of those installed for the remote indicationof the speed of the vessel.

YATLANTIQUESTAL- LAVAL


23SYSTEM-APMK

STAL-LAVAL

EXTERNAL LUBRICATING OIL SYSTEM

x

1Fai/HaW

Contents

Page

External oil supply

1Item list

2

External oil supply

The oil is sucked from the lubricating oil sump tank through a suctionstrainer (one strainer for each pipe) to the two parallel-coupled electricoil pumps. Normally only one of these is working while the other standsby. A direct-driven oil pump is also coupled in parallel with the electricpumps and is working when the machinery is running. The direct drivenpump and one of the electric pumps are capable of feeding the lubricationsystem with oil of sufficient quantity and pressure.

The oil is discharged from the pumps through an oil cooler and filtersof duplex type to the lubrication oil system. The oil cooler can besupplied with automatic temperature control

For purification of the oil an oil separator is installed and the lubeoil system can be equipped with a fine mesh filter and a coalescing filterin which certain fractions of the oil quantity pass through constantly.

The required oil capacity is stated in the specifications for the actualmachinery. Observe that only the minimum required capacity is given whichmeans that all extra oil through fine mesh filter and equal by-pass flowhas to be added.

The system is designed to work with good quality mineral lubrication oil,provided with suitable additives for turbine machinery use, having aviscosity of about 7 °E at 50 °C (122 OF).

The recommended oil inlet temperature to the machinery is 40 - 45 °C(104-113 °F).

The number of circulations should not exceed 12 per hour.This system is recommended by STAL-LAVAL. Please check with the installationof the yard.

2


Figure key

1. Lubricating oil sump tank.

the overproduced quantity toprevent the oil pressure in the

2. Direct-driven oil pump.

turbine bearings from risingabove 2.6 kg/cm2 (bar g). Then

3. Main discharge filter, duplex

starting the main engine, thetype. Mesh size max. 0.052 mm.

pressure in level with thebearings should norm~lly not be

4. Governing oil filter, duplex

lower than 1.9 kg/cm (bar g) andtype. Mesh size max. 0.032 mm.

the overflow valve should normallybe shut. Depending on the pump

5. Coalescing type of water

type and the classification require-extraction filter.

ments, it may be necessary to haveoverflow valves that can drain the

6. Fine mesh filter.

total oil quantity from the motor-driven and the direct-driven pumps.

7. Lubricating oil separator

12. Alternative location of overflowwith heater.

valve.8. Oil heater.

13. Electric oil pump.9. Orifice dia. 5 mm, to get needed

14.ventilation when starting up.

4 • Suction strainer.

10. Oil to the main lubricating oil 15. Oil cooler.system. Normal pressure in the

16. Spark arrester.main oil pipe in level with thebearing centre line at normalspeed 2.0 kg/cm2 (bar g).

17. 3-way temperature control valve.

11. Overflow valve of spring-loaded

18. Emergency lubricating oil pump.type, possible to adjust by hand.

If the emergency electric powerisIt can be built into the motor-

large enough it is possibledriven pumps or connected to the

to operate with the main lubeoil pumps.discharge line before the cooler.

The valve should be able to drain

STAL-LAVAL


3a

9

~? 100I ~

\

ItI

.I

.

I

r- -0o-, I .V4 rDo---i

III

I

- 17I

15I

T..T

I- 16

0

0

0

I

rf

, 1

o 0 0000

00.0

oo •,:0000 g00 ' ;0000'14 0000:

1 Separator_

8unit 7

8002 5792

STAL-LAVAL


1

Contents

Page

Direct-driven oil pump

1Direct-driven main oil pump1200 1/min

3a600 1/min

3b


The direct-driven oil pump works in parallel with the electricpump. It is reversible in order to be effective even during asternoperation. The pump consists of three screws, the threads of whichare so formed that they seal against each other as well as againstthe casing. When the screws rotate, the seat between the threadsmoves axially in a perfectly uniform manner and thus acts as a pistonmoving constantly in the same direction.

2



The direct-driven oil pump works in parallel with the electric pump. It isreversible in order to be effective even during astern operation. The pumpconsists of three screws, the threads of which are so formed that they sealagainst each other as well as against the casing. When the screws rotate,the seal between the threads moves axially in a perfectly uniform manner andthus acts as a piston moving constantly in the same direction.

1. Gear wheel, driven by a pinion connected to the second reduction ofthe reduction gear.

2. Spline coupling which transmits the rotation of gear wheel 1 to drivingscrew 3.

3. Driving screw. It is guided radially by the casing ( 5) and axially by twothrust bearing rings (a) and a thrust bearing washer (b).

4. Driven screws. They are guided radially by the pump casing ( 5) and axiallyby the thrust washers (1) against the pump casing.

5. Pump casing containing three bores in which the driving and driven screwsrotate. A silencing groove (c), provided in the driving screw bore,releases the air entrained in the oil. This eliminates hairuier in theoil pipes.

6.7. Valves which are open during ahead operation of the machinery.

8,9. Valves which are open during astern operation of the machinery.

10. Relief valve which discharges the oil back to the suction side of thepump when the discharge pressure is excessive. The valve is set andsealed during component testing at the works.

11. Air vent valve (only 1200 1/min. pump).

Internal lubrication of the pump

The spline coupling is lubricated from the discharge side of the pumpthrough hole (d) in the casing and (e) in the driving screw. The thrustbearing washer (b) is lubricated through hole (f). The thrust washers (1)are supplied through a hole (g) in the driving screw and hole (m) in thecover (n).

Holes (h) are provided in the casing (5), through which oil flows from thedischarge side, to ensure adequate lubrication of the screws during starting.( If the pump has been inoperative for a long period, oil is filled throughthe hoes (i). Onh1 600 1/min pump).

On dismantling the oil pump, oil is partly drained through the hole (k).

STAL-LAVAL

DIRECT DRIVEN MAIN OIL PUMP3a

1200 1/min

%tAL-LAVAL

INTERNAL LUBRICATION OIL SYSTEM

1

Internal lubricating oil systemItem list

Internal lubricating oil system

The internal lubricating oil system is fed from the external system.It distributes oil to the turbine bearings, the gear bearings, thepropeller thrust bearing, the gear mesh, and the tooth couplings.

2

INTERNAL LUBRICATION OIL SYSTEM

Item list

A. HP turbineB. LP turbineC. GearingD. Propeller thrust bearing

1. Inlet from external oil system (oil filter)2. Spray nozzles for lubrication of epicyclic gears3. Lubrication points for the gear bearings4. Lubrication points for the turbine bearings5. Spray nozzles for lubrication of gear helices6. Lubricating nozzles for the tooth coupling7. Oil supply to turning gear and epicyclic gear8. Lubrication point for propeller thrust bearing9. Gravity tank included in the gear casing

10. Throttling valve. During normal operation oil passes through anorifice in the valve to the gravity tank. In the event of a pumpfailure the oil flow direction is changed, the valve is fully openedand the gravity tank maintains the oil supply to the lubricationpoints.

11. Strainer12. Alternative blank flange connection for oil inlet from external oil

system (oil filter) and for cleaning.

STAL-LAVAL

INTERNAL LUBRICATION OIL SYSTEM3b

9Gravity tank

j )(

I

Alt. Supply

10

12

11a

'

)(( 11 S

U

LP turbine

I

~

,~, - -

3

17 4 4 B

18 J _~-c

_

D

Ord

_ L

2

3

3

2

HP turbine

11 a

1

~.~ 2 bar g

1 bar g

Orifice

--0

•- Strainer

8001 1034

STAL-LAVAL

INTERNAL LUBRICATING OIL SYSTEM

la

Contents

Page

Gravity tanks

2

Gravitytank

I Directdrivenoil pump

R

0

Gravity tanks

The gravity tanks 1 ) are built into the upper half of the gearcasing. In the event of an electric pump failure, the tanksmaintain the oil supply to the various lubrication points, togetherwith the direct-driven pump. The capacity of the two gravity tankstogether with the direct-driven oil pump is sufficient for "runningout" purposes a period of 10-15 minutes.

The tanks are filled with oil from the lubrication system. Fillingtime from initial run-up of the machine is approximately half anhour.

1) See lubricating oil system diagram

2


Gravity tanks

Main parts

1. Oil inlet from the lubrication oil line through an orifice plate invalve (10). In the event of pump failure, the oil flows back throughthe valve (against the direction of the arrow) and maintains the supplyto the various lubrication points. Valve (10) then allows the oil freepassage regardless of the orifice.

2. Gravity tanks above the level of all lubrication points. The tanksare located at a level sufficiently above the bearings to ensurean adequate pressure head in the event of pump failure.

3. Overflow ducts for excess oil during normal operation.

4. Passage of overflow to the bottom of the gear casing from where it isreturned to the separate oil tank.

5. Manhole for inspection and cleaning of the tanks.

6. Hole for continuous drainage.

7. Sampling point.

8. Level indicator.

9. Flange for connection of optional level switch.

'

10. Combined nonreturn and throttling valve with orifice plate.

STAL-LAVAL


3

STAL-LAVAL

GLAND SEALING AND DRAIN SYSTEM

1a

Contents

PageGeneral 1Gland sealing circuit 2Drain system 4Automatic drain valve 4Drain from lower bleed box

4

Gland sealing system as recommended by STAL-LAVAL

The inner system I is self-sufficient during normal operation. Steamfrom the high pressure glands are fed into the low pressure turbineforward gland seal.

Excessive steam during normal loads are dumped into the gland conden-ser. During low loads, make-up steam is supplied to the glands.

Drain system as recommended by STAL-LAVAL

During start up large quantities of steam are condensed. Throughautomatic drain valves the drainage is led to the condenser.

2a

GLAND SEALING SYSTEM

Gland sealing system

To protect the machinery against the mixture of steam and oil, and tominimize the loss of steam leaking through the glands, a sealing steamsystem is arranged.

Inner system I

The inner gland sealing system (I) supplies the gland seals withsealing steam. During normal operation the sealing steam to the LP-rotor forward seals high pressure glands, as shown on the diagram, anddistributed to the other gland. Superfluous steam passes through thedumping valve to the gland condenser. During low loads, the sealingsteam "extraction" on the inlet side is not large enough. Additionalsealing steam is automatically supplied by a pressure controlledreducing valve.

Leaking steam from the first two sealings are led into the turbine andthe cross-over pipe resp.

Outer system (0)

The outer glands of each turbine have a subatmospheric pressure andthe steam is fed into the gland condenser.

The diagram shows the mentioned relationship between low and normalload versus sealing steam flow through the make-up steam valve anddumping valve.

Leak-off from manoeuvring valve spindles

Leak-off steam from the spindles of the manoeuvring valves are led tothe same condenser mentioned above.

STAL-LAVAL

GLAND SEALING SYSTEM

3a

STAL-LAVAL

GLAND SEALING AND DRAIN SYSTEM

5

Drain system ( Fig. A)

The machinery is provided with drain piping. During warmup, considerablequantities of steam are condensed. The condensate is drained into thecondenser, by a system of pipes, as shown on the figure. Each pipe isequipped with a strainer. Automatic drain valves are built into thepipes which are connected to the governing stage and the beginning and endof the crossover pipe. Orifices are built into the other two pipes, fromthe LP turbine bleed box and from the gland steam system.

1. HP turbine

7. Strainer2. LP turbine

8. Governing stage drain3. Condenser

9. Drain from beginning of crossover4. Crossover pipe

1 0. Drain from end of crossover5. Orifice

11. Drain from gland steam system6. Automatic drain valve

1 2. Drain from LP turbine bleed box

Automatic. drain valve ( Fig. B)

When the steam pressure (C) is low, valve head 18 is pressed by spring15 against orifice 19. The orifice plate, however, has a number of groovesaround its circumference, to permit free drainage. When the steam pressureincreases to the point when drainoff ceases, the drain valve is closedbecause the spring pressure (15) is exceeded by the steam pressure and thevalve head is pressed against valve seat 17.

STALL-LAVAL

EMERGENCY OPERATION

1

Triple reduction

EMERGENCY OPERATION WITH TRIPLE REDUCTION GEAR UNIT

Emergency operation equipmentDifferent types of emergency operationActions in case of emergency operationEmergency operation of servomotor

Emergency operation equipment

Should one of the turbines or epicyclic gears be damaged, it wouldstill be possible to run the machinery with the, inoperative turbineblanked off and disengaged from its connection to the gear. Somerearrangements of the steam piping as well as the gear will benecessary. The necessary blank flanges and piping (with the exceptionof the inlet steam piping for emergency operation of the LP-turbinealone) are included in the delivery.

EMERGENCY OPERATION2

Triple reduction

Different types of emergency operation

Damage to

a) HP-turbine. Modify the machinery

according to points 1, 2, 3 and 6in the following. The points 7, 8or 9 may be used as alternativesto point 6.

b) HP1 epicyclic gear. Modify themachinery according to points 1,2, 3 and 8 in the following.Point 9 may be used as alternativeto point 8.

c) HP1 epicyclic gear. Modify the

machinery according to points 1,

2, 3 and 7 in the following. The

points 8 or 9 may be used as

alternatives to point 7.

d) HP2 epicyclic gear. Modify themachinery according to points 1, 23 and 9 in the following.

STAL-LAVAL

EMERGENCY OPERATIONTriple reduction

3

Action, turbine:

1) Connect emergency steam pipe (including orifice, if provided)to LP-turbine. The steam to the LP turbine must be desuperheated.It is an advantage if steam to the LP turbine can be led throughthe manoeuvring valve (as indicated by dotted lines).

2) Blank off cross-over pipe.3) Blank off ahead manoeuvring valve.4) Remove the blank flange in the pipe between the cross-over pipe

and condenser.5) Lock astern manoeuvring valve and guardian valve in closed position.

Action, gear:

6) Remove HP high speed shaft.7) Disengage the quill shaft from the HP, coupling

flange.8) Remove HP epicyclic gear and HP high speed shaft. Fit emergency

bearing for the quill shaft.*9) Remove HP2 epicyclic gear and quill shaft.10) Remove LP coupling sleeve and high speed coupling hub.

Fit emergency bearing for high speed shaft.*11) Remove LP epicyclic gear and high speed shaft.

The different types of actions are described in more detail on thefollowing pages.

If possible, the emergency cut-out system should be kept intactduring emergency operation. If this is not possible continuous manualsupervis ion of the machinery is necessary.

*The same emergency bearing may be used on HP and LP side.However, on HP side a special sleeve must be added.

4


Emergency operation with LP turbine

Description of "Action, turbine" points 1, 2 and 3.

Operation of the LP turbine alone may be carried out in the followingmanner.

A. Disconnect the HP turbine. Several alternatives are possible, seespecial descriptions.

B. After removing the appropriate bolts, slide the blanking-off plate( 4) in the cross-over pipe between the turbines so that the pipeis blanked off; secure the bolts again.

C. Remove the blank flange (8) of the emergency steam pipe (2) at theaft end of the LP turbine admitting desuperheated steam to theLP turbine. Fit an orifice plate, if supplied, in the inlet steam pipe

D.

Fit the blank flange (6) on the ahead manoeuvring valve connectionto prevent steam from getting into the HP turbine and blank off thesealing steam to the HP turbine.

E. The HP turbine is now disconnected from the gearing whereas theLP turbine can be run ahead or by using the valve (3) and asternby using the astern manoeuvring valve.

F. As the inlet steam temperature is higher than normal it is importantto operate the turbine so that it is not overheated. Warming-throughshould be made only for a short period. Operation at low propellerspeeds should be avoided.

G. On the other hand, too high torque on the reduction gear must beavoided. Thus the propeller speed for a single screw ship shouldnot exceed67% of the max. ahead rated rpm .fr*

1.

HP turbine tooth coupling2.

Steam line3.

Control valve for emergency operation4.

Pivoted flange5. Manoeuvring valve in closed position6. Blank flange7. Blank flange8. Blank flange with orifice *

*Delivered by the shipyard

** If no torque meter is fitted permitted rpm (corresponding to maximumtorque) for a twin screw ship during emergency operation must beestimated from propeller and hull data for the ship in question.

STAL-LAVAL

EMERGENCY OPERATION

Triple reduction

5

EMERGENCY OPERATIONSTAL-LAVAL

Triple reduction

7a

Removing the HP1 high speed shaft--For gears below 34 000 shp

8a


Removing the HP high speed shaft - Type APG280/85

Description of "Action, gear" point 6.

The HP-turbine can be disconnected in the following manner.

A.

Remove the joint bolts and lift away the top half of the high speedshaft cover.

B.

Support the weight of the high speed shaft with a sling.

C.

Remove the bolts in the high speed shaft flange.

D.

Remove the bolts in the joint between the gear coupling and the turbinerotor flange. The bolts should be driven out by means of a drift suppliedwith special tools.

E.

Lift out the splitted high speed shaft and the gear coupling.

F.

Remove the remaining part of the high speed shaft.

G.

Remove the top half of the bearing housing.* H.

Replace the top half of the cover.*K.

Blank off the oil supply to the bearing housing.*L.

Replace the top half of the bearing housing.

*Not shown in the figures.

ffrAL--LAVAL

EMERGENCY OPERATION 9aTriple reduction


Triple reduction

111

Disconnection of the HP1 epicyclic gear,- for gears above 34 000 shp

12b


Disconnection of the HP1 epicyclic gear - for gears above 34 000 shp

The epicyclic gearing is disconnected at the flange between the quill shaft(6) and the coupling flange (1), allowing the quill shaft to rotate in itsown bearing. After disconnecting, the internals of the gear are slid towardsthe LG1 HP gear approximately 22 millimeters, which is enough clearancebetween rotating and stationary parts to ensure troublefree operation.

Proceed like this:

1. Remove the top half casing (7). The guide bolts in the gear case areconical and should be removed upwards.

2. Remove the spring ring (2) at the aft side of the outer couplingring (5).

3. Support the outer coupling ring (5).

4. Remove the nuts (3) and push the bolts (4) towards the turbine sofar that the coupling flange (1) can be removed.

5. Remove the bolts (4).

6. Refit the coupling flange (1) and fit the spring ring (2).

7. Push the internals of the gear as far aft as possible and securethem towards the flange (8).


Triple reduction

13b


Triple reduction

15

Removing the HP1 epicyclic gear and HP high speed shaft

Contents:

Removal of gear and high speed shaft

page 16

Fitting of emergency bearing

page 18


Triple reduction

Removing the HP1 epicyclic gear and HP high speed shaft

Description of "Action, gear", point 8.

A. Remove the bolts securing the oil inlet plate (1) to the top half of thegear case.

B. Remove the horizontal joint bolts of the high speed shaft cover (2) andthe bolts and dowels securing the top half of the end casing to the oilinlet plate and turbine casing. Use jacking screws to "break" the casingjoint and lift off the top half casing to expose the high speed shaft.

C. Disconnect the oil inlet pipe from the oil inlet plate and bottom halfof the end casing and remove the pipe. Disconnect and remove the oildrain pipe from the bottom half of the end casing.

D1 Remove the bolts in the high speed shaft flange coupling.

D2 Support the high speed shaft.

D3 Disengage the coupling in the high speed shaft and slide the couplingtowards the sunwheel.

E Remove the gear case horizontal joint bolts, "break" the casing jointby using jacking screws and lift off the top half casing.

F. Disengage the coupling shaft (4) from the quill shaft spigot by usingjacking screws in the quill shaft flange, sliding the assembly ofcoupling flange, outer coupling ring, annulus system, star wheels andsun wheel along the star spindles towards the turbine as far as theassembly will go. Support the quill shaft with a sling.

G. Fit the lifting bracket (5) and distance sleeve (6) to the star carrierand oil inlet plate and tale the weight off the gear assembly.

H. Remove the bolts and dowels fastening the bottom half end casing to theoil inlet plate and to the turbine casing. Remove the bottom half casing.

J. Remove the remaining bolts and taper dowels fastening the oil inletplate to the bottom half of the gear case.

K. Move the whole assembly carefully towards the turbine, until the couplingflange (4) is clear of the radial dowels and location pegs in the quillshaft flange.

L1 With the lifting bracket and distance sleeve attached, 'Lift the gearassembly out of the gear casing. If the gear is equipped with turbo-flexcoupling, do not lift at the coupling hub. Use the lifting too as shown.

L2 Remove the remaining high speed shaft.

M. Fit the quill shaft emergency bearing (See pages 18 and 19).


Triple reduction

17


Triple reduction

Emergency bearing on the HP side

The emergency bearing for the quill shaft on the HP side consists of aball bearing and a hub, and a bearing cage. The hub is mounted on thequill shaft, and the bearing cage on the pinion. The ball bearing isfitted between these two and operates as a relative bearing.

Lubrication of the bearing

Lubrication of the bearing is accomplished by means of an oil pipe,which is fitted at the oil inlet plate of the epicyclic gear.

Three different oil pipe arrangements are shown (7, 8, and 9), eachcorresponding to a particular gear size. When the epicyclic gear islifted away it is easily judged what kind of oil pipe that is needed.


Triple reduction

19

EMERGENCY OPERATIONSrAL--LAVAL

Triple reduction

21

Removal of HP2 epicyclic gear and quill shaft


Triple reduction

Removing the HP2 epicyclic gear and quill shaft

Description of "Action, gear" point 9.•

A. Remove and blank off the two pipe connections to the speed governor.B. Remove the speed governor with its gearing unit. It is connected to the

epicyclic gear through a tooth coupling and can be removed straight outwhen the bolts and pipes are removed.

C. Remove the top half of the intermediate cover and lower the bottom half.D. Remove the sealing ring.

•

E. Remove the thermometer oil pipes which project into the starboard side ofthe epicyclic gear cover nearest to the vertical flange of the cover. Thisis carried out by first disconnecting and turning away the external pipeand the corresponding nipple. Screw a bolt (uNc 1/2") into the tapped holein the pipe and withdraw the pipe.

F. Remove the casing over the epicyclic gear and the end plate.G. Dismantle the bearing cover using a special ring spanner and remove the

upper half of the bearing.H. Remove the stub shaft to allow access to the dog coupling in the sun wheel.K. Disengage the dog coupling.L. Remove the bolts which are accessible in the flanged joint. Turn the gear

until the remaining bolts in the coupling flange are at the top and oneplanet wheel is in horizontal position. Leave at least three bolts inposition.

M. Attach. a lifting sling to the gearing as shown in the figure. Lift thegearing so that the full weight is just supported by the slings.

•

N. Remove the remaining bolts in the coupling flange of the pinion.•

0. Remove the four bolts (two on each side of the gearing) securing the gearingto the vertical brackets which carry the annulus ring.

P. Move the gearing towards the aft carefully so that the tooth coupling betweenthe gearing and the quill shaft comes apart and then lift the gearing clear.

R. Dismantle the oil pipe which protrudes into the casing in the same manner asdescribed under (E. ).

S. Remove the upper half of the casing.•

T. Support the free end of the quill shaft so that it is roughly concentric with-in the secondary reduction pinion. It can be centered by using the bakelitediscs included in the special tool set.

U. Dismantle the joint between the quill shaft and the BP turbine coupling shaft.V. Withdraw the quill shaft from the pinion.W. NOTE: Replace the bearing and the bearing cover on the aft side.X. Replace the casings.

•

Y. insert and connect the oil pipes to the pinion bearing.Z. Replace the speed governor.

•

Not shown in the figures.

STAL-LAVAL


23


Triple reduction

Emergency operation with HP turbine

Description of "Action, turbine" points 2, 4 and 5.

In order to operate the HP turbine alone, the following procedure shouldbe adopted:

A. Disconnect the LP turbine. Two alternatives are possible, seespecial descriptions.

B. After removing the appropriate bolts, slide the blanking-offplate (2) in the cross-over pipe between the turbines so thatthe pipe is blanked off; secure the bolts again.

C. Remove the blank flange (3) in the emergency exhaust pipe betweenthe cross-over pipe and the condenser.

D. Block the astern manoeuvring valve in closed position by removingthe pins at the servomotor and then turning the handwheel clockwiseto stop.

E. The LP turbine is now disconnected and will remain locked whilethe HP turbine exhausts directly to the condenser.

F. It should be remembered that since no astern power is available,the ship cannot be reversed but must "coast" to a stop from aheadmotion. The manoevuring wheel for astern operation should besec Wired to prevent steam from passing to the astern turbine wheels( or a blank flange must be installed after the astern manoeuvringvalve).

G. Warming-through of the HP turbine should be done in the normalway.

H. Close the valve for the nozzle group which is not required to obtainthe desired output.

K. Operation at low propeller speed should be avoided to prevent overheatingof the internal parts of the condenser.

L. On the other hand too high torque on the reduction gear must beavoided. Thus the propeller speed for a single screw * ship should notexceed74 of the max. rated ahead rpm.

1. LP turbine tooth coupling2. Pivoted flange3. Blank flange to be removed4. Expansion joints5. HP turbine6. LP turbine7. Astern turbine

* If no torque meter is fitted permitted rpm (corresponding to maximumtorque) for a twin-screw ship during emergency operation must beestimated from propeller and hull data for the ship in question.


Triple reduction

25


Triple reduction

Removing the LP coupling sleeve and high speed coupling hub

Description of "Action, gear" point 10.

The LP-turbine can be disconnected in the following manner.

A. Remove the top half of the casing.B. Remove the bolts in the horizontal plane and lift away the top

half of the bearing housing.C. Remove the accessible bolts and the joint between the turbine rotor

and the gear coupling sleeve. First remove the nuts and then knockout the bolts with a lead mallet.

D. Remove the nuts in the bolted joint between the high-speed shaft andthe gear coupling hub and fit the dismantling tool shown on thefigure. The strap (1) is designed in such a manner that two boltsat a time may be removed. After fitting the strap in position, forcethe hyraulic press (2) towards the coupling hub by means of thethreaded pin (4). When the flats on the press are turned, the highspeed shaft and the coupling hub will be moved aft while the strapprevents the bolts from moving. The working stroke of the press isabout 5 mm. After the full stroke has been reached, the press mustbe reset and retightened with the pin'(4). If it is not possible toremove the bolt by hand after the flanged joint has been pressedtoward the after part of the strap, the pin (3) must be replaced by alonger pin in order to allow the tool to be used further. If the boltis free after the first five millimetres, the threaded pin may be usedas a press.

*E. Turn the machinery and remove the remainder of the bolts in the twojoints.

F. Lift the high speed shaft by means of slings so that it lies in thehorizontal plane, thus facilitating the removal of the coupling sleeveand hub.

G. Separate the coupling sleeve and hub from the corresponding flangesand lift them out as a unit.

H. Fit the bearing hub on the high speed shaft.K. Fit the bearing housing in position on the pinion.L. Fit and lock the ball bearing nut.M. Fit the cover on the bearing housing.

*N. Remove the lifting slings.0. Connect the nylon lubricating pipe to the plugged hole in the top half

of the bearing housing. Steady the oil nozzle by fixing it to the platewhich is welded to the casing.

P. Replace the casing.If there is a risk of the turbine rotor starting to rotate, it may be lockedby a screwed pin which is entered through the rotor flange and screwed intothe top half of the bearing housing.

` Not shown in the figures.


Triple reduction

27

EMERGENCY OPERATION

28

Triple reduction

Removing the LP epicyclic gear and high speed shaftDescription of "Action, gear" point 11.The LP turbine can be disconnected in the following manner.I.. Remove the pipes which project into the port side of the epicyclic gear

cover nearest to the vertical flange of the cover. This is carried outby first disconnecting and turning away the external pipe and the corres-ponding nipple. Screw a bolt into the tapped hole in the pipe and with-draw the pipe.

B. Remove the casing over the epicyclic gearing.C. Dismantle the bearing cover using a special ring spanner and remove the

upper half of the bearing.D. Remove all accessible flange bolts. Rotate the gearing so that the

remaining flange bolts become accessible. At least three of the boltsshall be left in place and one of the planet wheels in top positionuntil later.

E. Disconnect and blank off the oil supply to the turning gear motor andthe epicyclic gear.

F. Remove the bolts at the after flange of the epicyclic gear housing andremove the turning gear motor. N.B. Care should be taken to avoiddamage to the coupling sleeve and the oil nozzle on the turning gearmotor.

G. Remove the end plate.H. Attach lifting slings to the gearing as shown in the figure. Lift the

gearing so that the full weight is just supported by the slings.•

K. Remove the remaining bolts in the coupling flange of the pinion.•

L. Remove the four bolts (two on each side of the gearing) securing thegearing to the vertical brackets which carry the annulus ring.

M. Move the gearing carefully towards the aft, so that the toothed couplingbetween the gearing and the high speed shaft comes apart, and then liftthe gearing clear.

N. Dismantle the upper half of the casing.•

0. Remove the locking ring in the gear coupling between the high speed shaftand the turbine rotor.

P. Take up the wieght of the high speed shaft by means of slings appliedclose to the gear coupling.

R. Draw the high speed shaft carefully aft. When the gear coupling hub isclear of the sleeve, the shaft may be lowered so that the flanged jointbetween the high speed shaft and the gear coupling hub rests in the recessin the pinion. Remove the slings and withdraw the complete high speedshaft from the pinion.

S. Replace the casing.T. N.B. Replace the bearing and the bearing cover on the after side.U. Replace the casing over the epicyclic gear.V. Insert and connect up the oil temperature pipes of the pinion bearing.X. Replace the end plate.Y. Replace the turning gear.

* Not shown in the figures.

LAVAL

EMERGENCY OPERATIONSTAL-- Triple reduction

29

31bSTAL-LAVAL EMERGENCY OPERATION OF MANOEUVRING VALVE - APMK

Fai/HW

In case of emergency, i.e. when the governing system is out of functionor when the manoeuvring valve is sticking, the valve can be manuallyoperated by a worm gear at the end of the manoeuvring valve.

Remove the pin (1) and turn the wheel (2) anticlockwise for opening andclockwise for closing, just as with a normal valve.

320EMERGENCY OPERATION OF MANOEUVRING VALVE - APMK

The end of the valve spindle is designed with a hollow cylinder ( 6 ) inwhich the foot of the lifting spindle (1 ) can freely move when the valve ishydraulically operated - during normal conditions.

The threaded spindle (1 ) is screwed up or down by the worm gear to open orclose the steam valve.

The emergency equipment is easy to operate, due both to the high gearreduction and to the roller bearings.

The number of revolutions between the two limiting positions of the footin the hollow cylinder is quite high, appr. 52 revs.

CAUTION

When the emergency manoeuvring unit is in operation, the tripping systemdoes not function.

33bSTAL LAVAL


33bSTAL-LAVAL


Documents

Main Turbine