ch02_2.1 system descriptions

8/10/2019 Ch02_2.1 System Descriptions

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Copyright 2007 ABB. All rights reserved.

External doc. no.

Based on 3AFV6005686 en A Project HAL6155Prep. VAE / Ari Haataja 2007.01.25 Customer Fincantieri

Appr. / Eriksson Ove 2008.01.03 Proj. no. 7273MPDoc. kind System Description Doc.des.

Ref.des.

Title System Description ShaftlineResp. dept VAE Status ApprovedDoc. no. Lang. Rev. ind. Page 1

ABB Oy, Marine & Turbocharging3AFV6007301

en ANo. of p. 5

FILE: 3AFV6007301.doc; SAVEDATE: 2007.01.25 13:57; TEMPLATE: Techn_Doc_Deliv_P_PU.dot A; SKELETON:

Azipod

System Description Shaftline


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Doc. kind System Description Project HAL6155Customer FincantieriTitle System Description ShaftlineProj. no. 7273MPDoc. no. Lang. Rev. ind. Page 2

ABB Oy, Marine & Turbocharging 3AFV6007301 en A No. of p. 5

Table of Contents

1 GENERAL ................................................................................................................. 3

2 DESCRIPTION .......................................................................................................... 32.1 GENERAL.................................................................................................... 32.2 PROPELLER SHAFT................................................................................... 42.3 ROTOR SHAFT............................................................................................ 4

2.4 THRUST SHAFT.......................................................................................... 42.5 SHAFTLINE BEARINGS .............................................................................. 4


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1 GENERALThe basic layout of the shaft of an Azipod is shown in Figure 1:

Figure 1. Typical Azipod shaftline

2 DESCRIPTION

2.1 GENERALThe shaftline consists of three parts: propeller shaft, rotor shaft and thrust shaft.

The shaftline is short and rigid. The nominal frequencies are high. There are no critical orbarred speeds within the normal propeller speed range. The shaft seal operation is notaffected by the thermal expansion of the shaftline, because the shaftline is short.

The materials of the shafts are selected according to requirements of the classificationsocieties and the operating conditions of the ship.


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REVISION

Rev. ind. Page (P)

Chapt.(C)

Description DateDept./Init.

A For approval Oo coversheet


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External doc. no.



Ref.des.

Title System Description Propeller BearingResp. dept VAE Status ApprovedDoc. no. Lang. Rev. ind. Page 1


en CNo. of p. 8


Azipod

System Description Propeller Bearing


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Doc. kind System Description Project HAL6155Customer FincantieriTitle System Description Propeller BearingProj. no. 7273MPDoc. no. Lang. Rev. ind. Page 2

ABB Oy, Marine & Turbocharging 3AFV6007492 en C No. of p. 8

Table of Contents

1 GENERAL ........................... ............................... ............................... ........................... 3

2 ABBREVIATIONS................ ............................... ............................... .......................... 3

3 PROPELLER BEARING OIL SYSTEM CONSTRUCTION............................. ............ 3 3.1 GENERAL ............................ .............................. ............................. ............... 3

3.2

THE PROPELLER BEARING.........................................................................5

3.3 OIL CIRCULATION .......................... ............................. .............................. ...6 3.4 THE OIL TREATMENT UNIT .......................... ............................... ................ 6 3.5 REMOTE CONTROL UNIT AZIPOD LOCAL PANEL (ALP)........................ 6 3.6 INSTRUMENTATION.................................. .............................. ..................... 6


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1 GENERALPropeller bearing is the shaftline bearing closest to propeller.

2 ABBREVIATIONS90

ALP: Azipod Local panelOTU: Oil Treatment Unit

AIU: Azipod Interface Unit

MAS: Machine Automation System

3 PROPELLER BEARING OIL SYSTEMCONSTRUCTION

3.1 GENERAL

The propeller bearing system consist of the following main equipment:

Propeller bearing of roller type

Bearing housing with inner and outer shaft seal s

Oil pump

Oil filters

Heat exchanger Water in oil monitoring device

AZIPOD LOCAL PANEL (later ALP)

InstrumentationThe propeller bearing is located between propulsion motor and the propeller. Thepropeller bearing housing acts as an oil sump.


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Figure 1. Propeller bearing lubrication system diagram drw 5607170.


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3.2 THE PROPELLER BEARING

The propeller bearing is located between propulsion motor and the propeller. Between thepropeller and bearing there is outer shaft seal isolating the bearing and Azipod hull fromthe seawater. The operation of shaft seal is described in a separate document. The oilsump is partially filled with oil. The bearing arrangement provides a possibility for oilsample and boroscope monitoring of the bearing.


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3.3 OIL CIRCULATION

The oil circulation pump is located inside the Azipod-unit. The pump is installed in the oilcirculation pipeline with suction connection to the oil sump. The Oil Treatment Unit is inthe Azipod room (later the Oil Treatment Unit will be called OTU). Oil is pumped throughthe swivel to the OTU and then back to the bearing housing.

The oil sump is provided with pipelines for filling, lubricant circulation, drainage andventilation. Filling, circulation and drainage can be done from the Azipod room by localcontrol.

Drainage and filling connections are located in the OTU.

3.4 THE OIL TREATMENT UNIT

The purpose of the OTU is to filter impurities from the oil and stabilize the oil temperature.The unit is also equipped with several sensors to monitor the bearing condition and oilquality. Oil sample connection, as well as drainage and filling connections, are located inthe OTU.

The heat exchanger of OTU is connected to LT water circulation of the ship. In case thecirculating oil is too warm, it is cooled and if cold then heated. In pump malfunction cases,the system can be fully operated also without circulation, but the pump has to be replacedas soon as possible.

There are two filters in OTU, one is in operation and the other is a spare unit. Oilcirculates continuously through one filter. Both oil filters in the OTU have local (inbuilt)pressure difference indicators (PDI). The filter units are equipped with bypass line andpressure relief valve to prevent the oil pump from damage. They will operate automaticallyif a blockage appears.

3.5 REMOTE CONTROL UNIT AZIPOD LOCAL PANEL (ALP)

A remote control unit, the AZIPOD LOCAL PANEL, is located in the AIU unit in the Azipodroom. This unit is used for monitoring and controlling the shaft seal and propeller bearingsystem from the Azipod room.

3.6 INSTRUMENTATION

The system is monitored by the level switches and temperature sensors in the bearinghousing and OTU. The information from sensors is transmitted from the pod by the data

transmission system to the AIU in the Azipod room. AIU is connected to MAS.Water-in-oil monitoring unit connection is in OTU. Water content is indicated locally. If thepreset saturation value is exceeded, an alarm will be activated.

If the oil level in the bearing sinks below the alarm level, an indication will be given in the ALP and an alarm will be given.


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If the oil level in the propeller bearing rises to the high level, the sensor activates anindication on the ALP and an alarm in MAS.

The temperature at the propeller bearing is indicated with sensors. In case of hightemperatures, sensors activate an alarm. MAS induces a power reduction of the driveconverter.

There is an oil pressure gauge in the OTU inlet. Oil pressure can be adjusted by setting aby-pass screw in each circulation pump inside the Azipod.

A flow indicator in the oil circulation line is located in the OTU. If the oil pump is runningand oil flow is too low, the flow indicator will give an alarm to the MAS and stop the oilpump after a pre-selected delay time. The bearing will not run dry even if there wasdamage in the piping system.


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REVISION

Rev. ind. Page (P)Chapt. (C)


A For approval On coversheet

B Updated lubrication diagram 17.12.2007 ARH1

C Updated lubrication diagram 18.5.2008 ARH1


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Doc. kind System Description Project HAL6155Customer FincantieriTitle System Description thrust BearingProj. no. 7273MPDoc. no. Lang. Rev. ind. Page 2

ABB Oy, Marine & Turbocharging 3AFV6007300 en D No. of p. 7

Table of Contents

1 GENERAL ........................... ............................... ............................... ........................... 3

2 ABBREVIATIONS................ ............................... ............................... .......................... 3

3 THRUST BEARING OIL SYSTEM CONSTRUCTION.................................................3


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1 GENERALThe thrust bearing unit is located in the non-drive end of the propulsion motor.

The thrust bearing arrangement consists of:

Thrust bearing housing with roller bearings and seal arrangement individual bearingsand seal arrangement

Oil pumps

Oil filters

Heat exchanger

AZIPOD LOCAL PANEL for control (later ALP-panel)

Instrumentation

2 ABBREVIATIONS ALP-panel : AZIPOD LOCAL PANEL

OTU: Oil Treatment Unit



3 THRUST BEARING OIL SYSTEM CONSTRUCTION

3.1 GENERAL

The thrust bearing oil system consists of thrust bearing unit, oil pumps, oil filters and heatexchanger, and panel for control. The thrust bearing is located on the non-drive end of theelectric motor. The bearing is in oil bath. The thrust bearing oil system lubricates thepropeller bearing, regulates the temperature of the bearing unit and removes impuritiesfrom oil.


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Figure 1. Thrust bearing lubrication system diagram drw. 5607271


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3.2 THE THRUST BEARING UNIT

The thrust bearing unit has two or three roller type bearings, depending on the type of thebearing unit. Between the thrust bearing and motor there is a seal integrated into thebearing housing. The bearing oil sump is partially filled with oil. The bearing arrangementprovides a possibility for oil sample and boroscope monitoring of the bearing

3.3 THE OIL CIRCULATION

Both oil pumps are located inside the Azipod-unit. The pumps are installed in the oilcirculation pipeline with suction connection to the oil sump. The Oil Treatment Unit is inthe Azipod room (later the Oil Treatment Unit will be called OTU). Oil is pumped throughthe swivel to the OTU and then back to the bearing.

The oil sump is provided with pipelines for filling, lubricant circulation, drainage andventilation. Filling, circulation and drainage can be done from the Azipod room by localcontrol.

Drainage and filling connections are located in the OTU.

3.4 OIL TREATMENT UNIT

The purpose of the OTU is to filter impurities from the oil and stabilize the oil temperature.The unit is also equipped with several sensors to monitor the bearing condition and oilquality. Oil sample connection, as well as drainage and filling connections, are located inthe OTU.

Thrust bearing unit needs cooling. Therefore the lubrication system is equipped with twopumps. One is in operation, the other one is a spare unit. Pumps do not operate at thesame time. The heat exchanger of OTU is connected to LT water circulation of the ship. Incase the circulating oil is too warm, it is cooled and if cold then heated.

There are two filters in OTU, one is in operation and the other is a spare unit. Oilcirculates continuously through one filter. Both oil filters in the OTU have local (inbuilt)pressure difference indicators (PDI). The filter units are equipped with bypass line andpressure relief valve to prevent the oil pump from damage. They will operate automaticallyif a blockage appears.

3.5 REMOTE CONTROL UNIT AZIPOD LOCAL PANEL (ALP-PANEL)

There is a remote control panel in the seal system. This AZIPOD LOCAL PANEL (ALP-panel) is located in the AIU unit in the Azipod room. This unit is used for monitoring andcontrolling the shaft seal, propeller and thrust bearing systems from the Azipod room.


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3.6 INSTRUMENTATION

The system is monitored by the level switches and temperature sensors in the bearinghousing and OTU. The information from sensors is transmitted from the pod by the datatransmission system to AIU in the Azipod room. AIU is connected to MAS.

If the oil level in the bearing sinks below the alarm level, an indication will be given in the ALP-panel and an alarm will be given.

If the oil level in the propeller bearing rises to the high level, the sensor activates anindication on the ALP-panel and an alarm in MAS.The temperature at the propeller bearing is indicated with sensors. In case of hightemperatures, sensors activate an alarm. MAS induces a power reduction of the driveconverter.

There is an oil pressure gauge in the OTU inlet. Oil pressure can be adjusted by setting aby-pass screw in each circulation pump inside the Azipod.

A flow indicator in the oil circulation line is located in the OTU. If the oil pump is runningand oil flow is too low, the flow indicator will give an alarm to the MAS and stop the oilpump after a pre-selected delay time. The bearing will not run dry even if there wasdamage in the piping system.


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REVISION

Rev. ind. Page (P)

Chapt.(C)



B Changed SSB to ALP 5.4.2007VAE/VELA

C

D

Updated figure 1

Updated figure 1

29.10.2007 ARH1

16.5.2008 ARH1


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External doc. no.



Ref.des.

Title System Description Propeller Shaft SealResp. dept VAE Status ApprovedDoc. no. Lang. Rev. ind. Page 1


en CNo. of p. 11


Azipod

System Description Propeller Shaft Seal


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Doc. kind System Description Project HAL6155Customer FincantieriTitle System Description Propeller Shaft SealProj. no. 7273MPDoc. no. Lang. Rev. ind. Page 2


Table of Contents

1 GENERAL ........................... ............................... ............................... ........................... 3

2 ABBREVIATIONS................ ............................... ............................... .......................... 3

3 SHAFT SEAL SYSTEM CONSTRUCTION............................. .............................. ......3 3.1 GENERAL ............................ .............................. ............................. ............... 3

3.2

THE INNER SHAFT SEAL .......................... .............................. ..................... 6

3.3 THE OUTER SHAFT SEAL............................................................................7 3.4 PNEUMOSTOP..............................................................................................8 3.5 TANKS............................................................................................................9 3.6 REMOTE CONTROL UNIT SHAFT SEAL AND BEARING PANEL

(SSB-PANEL).................................................................................................9 3.7 INSTRUMENTATION.................................. .............................. ................... 10


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1 GENERALThis document describes shaft seal system on the whole range of Large Azipod typesequipped with a 5-lip seal.

2 ABBREVIATIONSSSB-panel: Shaft Seal and Bearing panel



3 SHAFT SEAL SYSTEM CONSTRUCTION

3.1 GENERAL

The shaft seal consists of an inner shaft seal and an outer shaft seal, both sealing thepropeller bearing housing. The inner shaft seal prevents the oil from leaking from thebearing housing to the pod hull. The outer shaft seal separates the bearing oil from seawater.

The system consists of the following main equipment:

Inner shaft seal with 2 sealing rings

Outer shaft seal with 5 sealing rings

Tank for Chamber II (volume normally 25 litres)

Gravity tank (volume normally 100 litres)

Tank for Chamber IV (volume normally 25 litres)

Instrumentation

Remote control unit Shaft Seal and Bearing panel (later SSB-panel)

Pneumostop seal


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Figure 1. Principle of shaft seal sys tem drw. 5608665.


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3.3 THE OUTER SHAFT SEAL

The outer shaft seal consists of five sealing rings. The material of the sealing rings isViton. These sealing rings are in contact with the liner, which is installed on the propellershaft. The material of the liner is chrome steel. The numbering of sealing rings is shown inFigure 2. Sealing ring 1 acts as a dirt barrier. There is no pressure differential over it.Sealing ring 2 prevents water ingress to shaft seal system. Sealing rings 1 and 2 frame achamber. This chamber is numbered as chamber I. This chamber is filled with seawater.

The chamber II is filled with oil. The pressure in this chamber is lower than the hydrostaticpressure of the seawater.

The chamber III is filled with oil, the pressure in chamber III is higher than hydrostaticpressure of water.

The chamber IV is filled with oil. This chamber is balancing the pressures between thechamber III and the bearing housing. There is atmospheric pressure in bearing housing.

There is a spacer ring between outer shaft seal and bearing housing. If the liner showssigns of wear, the sealing rings can be positioned to a new location by removing thespacer ring.


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Figure 4. Principle of shaft seal system, outer shaft sea and Pneumostop.

3.4 PNEUMOSTOP

The standstill seal is designed as a pneumatically inflatable rubber ring, calledPneumastop which is covered by its housing and cover ring. Inside the Pneumastopthere is an insert ring for fixing it in the right position.

This Pneumastop has been provided to protect the stern tube bearings from water, incase of emergency. When the sealing rings are damaged, the shaft must be stopped andthe Pneumastop has to be infladed that it is pressed against the liner.


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3.5 TANKS

There are three different tanks in the seal system. Two of the tanks are installed inside the Azipod unit itself and the third is located in the Azipod room. Tanks for chamber II and IVare located approx. 2-4 m above the shaft line giving the higher pressure to thecorresponding chambers. Due to the position of the tanks, the pressure rise in thechambers is 0,15 0,35 bar. The third tank is called Gravity tank, it is located in the

Azipod room above water level. This tank pressurizes the chamber III. In addition, Gravitytank is used for filling the both seal tanks when necessary. All tanks are provided withlevel switches for oil level monitoring.

3.6 REMOTE CONTROL UNIT SHAFT SEAL AND BEARING PANEL (SSB-PANEL)

In the seal system there is a remote control unit. This SSB-panel is located in the AIU unitin the Azipod room. This unit is used for monitoring and controlling the seal system fromthe Azipod room.


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REVISION

Rev. ind. Page (P)

Chapt.(C)


A For approvalB Updated figure 1 30.10.2007

ARH1


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External doc. no.


Appr. / Kivi Ilmari 2008.07.01 Proj. no. 7273MPDoc. kind System Description Doc.des.

Ref.des.

Title Steering Brake System DescriptionResp. dept VAE Status ApprovedDoc. no. Lang. Rev. ind. Page 1


en CNo. of p. 5

FILE: 3AFV6007490_C_en_Steering_Brake_System_Descriptio.doc; SAVEDATE: 2008.07.01 10:31; TEMPLATE: Techn_Doc_Deliv_P_PU.dot A; SKELETON:

Azipod

Steering Brake System Description


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Doc. kind System Description Project HAL6155Customer FincantieriTitle Steering Brake System DescriptionProj. no. 7273MPDoc. no. Lang. Rev. ind. Page 2


Table of Contents

1. GENERAL ................................................................................................................. 3

2. COMPONENTS ......................................................................................................... 3

3. OPERATION ............................................................................................................. 3


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1 GENERALThe steering brake is used during maintenance work and emergency situation of thesteering system. If the steering system is damaged, it is possible to use the steering brakefor locking the Azipod unit to a neutral position and continue sailing to the nearest harbor.

2 COMPONENTSThe steering brake system consists of the following components:

Brake disc on each steering motor (4 pcs)

Hydraulic brake caliper on each steering motor (4 pcs)

Hydraulic piping

Hydraulic brake power pack including oil tank, hydraulic pump, pressureaccumulator, valves and sensors

Control box including control switches for brakes and brake power unit.

3 OPERATIONThe steering brake is applied by connecting the hydraulic brake power pack to the brakecalipers. See Figure 1.

Pressure is generated by a pump which is started and stopped by a pressure switch. Thepump will run until pressure is in the set value. Pressure accumulator keeps the pressureof the system in the correct level and enables the use of the brakes for a short time even ifthe pump is out of order. Supply voltage for control valves is verified by UPS.

The steering brake will be on when pressure is connected to the brake calipers. The brakeis switched on by control valves. One valve is used to activate the brake and another torelease the brake. Pressure switches give indication when pressure is connected to thebrake calipers.


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Figure 1: Principle of the steering brake system

See drawing; 5607274 Steering Brake Diagram for more information on the system.

Figure 2: Principle of the steering brake system


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REVISIONRev. ind. Page (P)

Chapt. (C)Description Date

Dept./Init.

A First issue On coversheet

B Changed dwg.5606033 5607274 ARH131.10.2007

C C1 Text modified 01.07.2008VAP / ILKI


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External doc. no.



Ref.des.

Title Bearing Condition Monitoring (DtectX1)Resp. dept VAE Status ApprovedDoc. no. Lang. Rev. ind. Page 1


en ANo. of p. 8


Azipod

Bearing Condition Monitoring (DtectX1)


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Doc. kind System Description Project HAL6155Customer FincantieriTitle Bearing Condition Monitoring (DtectX1)Proj. no. 7273MPDoc. no. Lang. Rev. ind. Page 2


Table of Contents

1 GENERAL ................................................................................................................. 3

2 ABBREVIATIONS ..................................................................................................... 3

3 SYSTEM DESCRIPTION........................................................................................... 3

4 CONFIGURATION..................................................................................................... 5

5 CONDITIONS DURING MEASUREMENTS .............................................................. 6

6 MEASURING............................................................................................................. 6

7 ANALYSIS OF THE MEASURED DATA................................................................... 6

8 MAINTENANCE ........................................................................................................ 7


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1 GENERALThis document describes the operation and arrangement of the DtectX1 bearing vibrationmonitoring system.

2 ABBREVIATIONS AIU: Azipod Interface Unit

3 SYSTEM DESCRIPTION As an option the Azipods can be equipped with FAG Dtect X1. DtectX1 is a device formeasuring the bearing vibrations.

The condition of propeller bearing and thrust bearing of the Azipod is monitored with avibration measuring system from company FAG.


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Figure 1. Principle of the vibration monitoring system


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The principle of the monitoring system is shown in Figure 1. The core of the monitorsystem is a FAG DtectX1 vibration monitor unit.

DtectX1 gathers information from the acceleration sensors. It converts the analogue signalof the sensors to digital output. DtectX1 breaks the signal up into its frequencycomponents using a Fast Fourier Transformation [See the manual of the DtectX1 system].

There are acceleration sensors in propeller and thrust bearing housings. One sensor fromboth bearing housings is connected to DtectX1.

DtectX1 acts also as a power source for the sensors.

Figure 2. Principle of a piezo-electric acceleration sensor

The processed data from the unit goes via data transmission system of the Azipod to AIU. AIU is located to Azipod room that is above the Azipod propulsor.

4 CONFIGURATIONThe DtectX1 is delivered with configuration for specified according to each vessel. Theconfiguration file contains following data:

-Geometry of the bearings

-The speed of the shaft during measurements.

-Set-up of the data transmission


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5 CONDITIONS DURING MEASUREMENTSMeasurement must be done periodically. The bearing condition monitoring must be part ofthe normal maintenance routines. The recommended measuring interval is defined in theMaintenance Table document. Results of bearing analyses performed may require theinterval to be temporarily shortened. For continuous monitoring service, please contact

ABB.

The conditions must be the same during each measurement. Otherwise the measureddata is not comparable with other measurements. The correct propeller speed is shown inthe configuration files of the DtectX1. See User manual of the DtectX1 for further details.

-Each propeller must rotate at similar speeds (according to configuration file)

-The steering angles of the all the pods must be within -5 - +5 during bearing vibrationmeasurements.

-The speed of the ship must be constant

6 MEASURING

Start the measurement by pressing the trigger button in AIU. DtectX1 starts to measure.The measurement takes at maximum 1 minute.

After the measurement connect the computer to RS232 socket of the AIU. To move themeasured data from the DtectX1 to the PC, the programs of the DtectX1 have to beinstalled to the PC.

The operation instructions of the software are shown in User manual of the DtectX1.

The data transmission system of the Azipod is transparent. The PC and DtectX1 operateas if PC was connected directly to the socket of DtectX1 housing.

7 ANALYSIS OF THE MEASURED DATASend the measured data to following email address:

[email protected]

List the measurement conditions in the covering message:

-The name of the ship

-Date/time of the measurement

-Which pod (Starboard, Port side, Fixipod?)

-Which bearing

-Rotational speed of the propeller (all pods with same rotational speed)-Speed of the ship

ABB analyses all the measured data and seeks the signs of a possible bearing damage. Analyses are part of the maintenance contract between ship owner and ABB.
mailto:[email protected]:[email protected]


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8 MAINTENANCEBearing monitoring system does not require maintenance at regular intervals.


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ABB Oy Marine & Turbocharging A

REVISION

Rev. ind. Page (P)

Chapt.(C)



ch02_2.1 system descriptions

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