Side-Power SH 1000/513 TC, SH 1400/610 TC Installation And User Manual
Keep this
manual onboard !
N
Installasjon og brukermanual
Installation and user's manual
EN
Made in Norway
©
Sleipner Motor AS 2012
SLEIPNER MOTOR AS
P.O. Box 519
N-1612 Fredrikstad
Norway
Tel: +47 69 30 00 60
Fax:+47 69 30 00 70
www.side-power.com
sidepower@sleipner.no
SH 1000/513 TC
SH 1400/610 TC
Mechanical thruster installation only
SIDE-POWER
Thruster Systems
SH1000/513TC- SH1400/610TC 1.3 - 2012
2
Innhold
N
INSTALLATION INSTRUCTIONS
Technical specications .......................................................... 3/4
Planning & important precautions.............................................. 5
Tunnel installation
Positioning of the tunnel / thruster ............................................ 6
How to shape the tunnel ends ................................................... 7
How to prevent drag from tunnel installation ............................. 8
Possible tunnel installation in sailboats ..................................... 9
Series production installation................................................... 10
Tunnel installation in a GRP boat ....................................... 11/12
Thruster installation
Gearhouse and motorbracket .................................................. 13
Propeller .................................................................................. 14
Hydraulic motor ....................................................................... 15
Oil tank .....................................................................................16
Hydraulic installation................................................................ 17
Maintenance & service .............................................................18
Checklist for control of the installation ..................................... 19
USER'S MANUAL
Important user precautions .......................................................20
How to use Side-Power thrusters ............................................ 20
Warranty statement .............................................................. 21
Spareparts list & drawing .................................................... 22
Service centres ..................................................................... 24
Contents
EN
DECLARATION OF CONFORMITY
We, Sleipner Motor AS
P.O. Box 519
N-1612 Fredrikstad, Norway
declare that this product with accompanying
standard remote control systems complies with
the essential health and safety requirements
according to the Directive 89/336/EEC of 23
May 1989 amended by 92/31/EEC and
93/68/EEC.
INSTALLASJONSVELEDNING
Tekniske spesikasjoner ......................................................... 3/4
Tunnelinstallasjon
Plassering av tunnel/truster ...................................................... 6
Hvordan forme tunnelendene .................................................... 7
Hvordan forhindre motstand fra tunnelinstallasjon .................... 8
Alternativer for installasjon i seilbåt ........................................... 9
Installasjon ved serieproduksjon ............................................. 10
Tunnellinstallasjon i en glassberbåt .................................. 11/12
Trusterinstallasjon
Girhus og brakett ..................................................................... 13
Propeller .................................................................................. 14
Hydraulikkmotor og kobling ..................................................... 15
Oljetank ....................................................................................16
Hydraulisk installasjon ............................................................. 17
Service og vedlikehold..............................................................18
Sjekkliste for kontroll av installasjonen .................................... 19
BRUKERMANUAL
Viktige forhåndsregler ...............................................................20
Hvordan bruke Side-Power trustere ........................................ 20
Deleliste og tegning ............................................................. 22
Servicesentere ...................................................................... 24
SAMSVARSERKLÆRING
Vi , Sleipner Motor AS
Postboks 519
N -1612 Fredrikstad,Norge
erklærer at dette produktet med tilhørende
standard kontrollsystemer er i samsvar med
helse, og sikkerhetskravene i henhold til Direktiv 89/336/EEC fra 23 Mai 1989, korrigert av
92/31/EEC og 93/68/EEC.
SH1000/513TC- SH1400/610TC 1.3 - 2012
3
Technical specications
EN
Port side Starboard side
SH1000 SH1400
Light duty thrust [kg] 1200 1600
Heavy duty thrust [kg] 1000 1400
A [mm] 513 610
B [mm] 486 500
C min. [mm] 700 830
D [mm] 750 750
D recommended [mm] 900 900
E recommended [mm] 16 18
E min/max. [mm] 12/22 14/24
Hydraulic power [kW] 62 82
Gear oil capacity [ml] 4500 4500
Note: E recommended.: wall thickness of a standard Sidepower tunnel
E min/max: minimum/maximum wall thickness when using
other GRP, steel or aluminium tunnels
Tekniske data
N
Motor: Hydraulic type (specications next page)
Gear house: Seawater resistant bronze
Gears: Hardened precision gears
Lubrication: Oil bath from tank (gear oil GL-5)
Bearings: Angular contact ball bearing at propellershaft
and combination of ball bearing and needle
bearing at driveshaft.
Material: Seawater resistant bronze, protected with
anodes
Motor bracket: Seawater resistant aluminium
Tunnel: Cross spun with rowing G.R.P tunnel
Steel & aluminum tunnels available at request.
Propellers: Symmetrical Bronze 5-blade skew "Q-PROP"
Control panel: Not supplied as standard
Safety: Flexible coupling between hydraulic motor and
driveshaft protects gearsystem against peak
loads.
SH1000 SH1400
Light duty thrust [lbs] 2646 3527
Heavy duty thrust [lbs] 2205 3086
A [in] 20.2 24
B [in] 19.1 19.7
C min. [in] 27.6 32.7
D [in] 29.5 29.5
D recommended [in] 35.4 35.4
E recommended [in] 0.63 0.71
E min/max. [in] 0.47/0.87 0.55/0.94
Hydraulic power [Hp] 83 110
Gear oil capacity [.oz] 152.2 152.2
Note: Emin.: wall thickness of a standard Sidepower tunnel
Emax.: maximum wall thickness when using other GRP,
steel or aluminium tunnels
IMPERIALMETRIC
Motor: Hydraulisk type (spesikasjoner neste side).
Girhus: Sjøvannsbestandig bronsje.
Tannhjul: Herdede presisjonstannhjul
Smøring: Oljebad fra tank (GL-5 girolje)
Lager: Vinklede kulelager på propellaksel og kombinas-
jon av kulelager og nålelager på drivaksel
Material: Sjøvannsbestandig bronse, med anodebeskyt-
telse
Motorbrakett: Sjøvannsbestandig aluminium.
Tunnel: Kryssvevet glassber.
Aluminium og ståltunnel på forespørsel.
Propell: Symmetrisk 5-blads skewback "Q-prop" propell i
sjøvannsbestandig bronsje
Kontrollpanel: Ikke inkludert som standard
Sikkerhet: Fleksibel kobling mellom hydraulisk motor og
girhus beskytter drivsystemet mot overbelastning
SH1000/513TC- SH1400/610TC 1.3 - 2012
4
Requirements / Hydraulic hose connections to motor
Port A Port B Drain port
Motor type Port A/B Port ange threads Drain port
G70 1 1/4" BSP - 1/4" BSP
G75 1 1/4" BSP - 1/4" BSP
BA80 1" 6000 PSI SAE J518/ ISO 6162 Code 62 7/16-14 UNC-2B 19 deep 7/8"-14 UNF
BA90 1" 6000 PSI SAE J518/ ISO 6162 Code 62 7/16-14 UNC-2B 19 deep 7/8"-14 UNF
BA110 1 1/4" 6000 PSI SAE J518/ ISO 6162 Code 62 1/2-13 UNC-2B 19 deep 1 1/16-12 UNF
BA125 1 1/4" 6000 PSI SAE J518/ ISO 6162 Code 62 1/2-13 UNC-2B 19 deep 7/8"-14 UNF
BA160 1 1/4" 6000 PSI SAE J518/ ISO 6162 Code 62 1/2-13 UNC-2B 19 deep 7/8"-14 UNF
BA180 1 1/4" 6000 PSI SAE J518/ ISO 6162 Code 62 1/2-13 UNC-2B 19 deep 7/8"-14 UNF
(Must be installed)
60 % 70 % 80 % 90 % 100 %
Flow Pressure Flow Pressure Flow Pressure Flow Pressure Flow Pressure
SH1000
G70 L/min -Bar 91,0 220 99,0 256
USG-PSI 24.0 3190 26.2 3712
G75 L/min -Bar 98,0 205 106,0 239
USG-PSI 25.9 2973 28.0 3466
BA80 L/min -Bar 90,4 188 98,0 220 104,4 251 111,0 282
USG-PSI 23.9 2726 25.9 3190 27.6 3640 29.3 4089
BA90 L/min -Bar 99,5 167 107,0 195 115,0 225 122,0 251 128,5 279
USG-PSI 26.3 2422 28.3 2828 30.4 3263 32.2 3640 40.0 4046
BA110 L/min -Bar 122,0 139 131,4 132 140,5 185 149,0 208 157,0 231
USG-PSI 32.2 2016 34.7 1914 37,1 2683 39.4 3016 41.5 3350
SH1400
BA125 L/min -Bar 113,0 197 122,4 230 131,0 263 139,0 296
USG-PSI 29.9 2857 32.3 3335 34.6 3814 36.7 4292
BA150 L/min -Bar 139,0 164 150,0 192 160,4 219 170,0 247 179,4 274
USG-PSI 36.7 2378 39.6 2784 42.4 3176 44.9 3582 47.4 3973
BA160 L/min -Bar 145,0 154 157,0 180 167,5 205 178,0 231 187,0 257
USG-PSI 38.3 2233 41.5 2610 44.3 2973 47.0 3350 49.4 3727
BA180 L/min -Bar 163,0 137 176,0 160 188,5 183 200,0 205 211,0 228
USG-PSI 43.0 1987 46.5 2320 49.8 2654 52.8 2973 55.7 3306
Performance table
SH1000/513TC- SH1400/610TC 1.3 - 2012
5
Prior to installation, it is important that the installer reads this guide to ensure necessary acquaintance with this product.
This manual is intended to support educated / experienced staff and is therefore not sufcient in all details for the correct installation.
If the height in the room you are installing the Sidepower is limited, the Sidepower can be installed horizontally or at any angle in between.
The motor must be handled carefully.
Beware to keep installation within adviced measurements. No part of the propeller or gearhouse must be outside the tunnel.
The motor, its components or other joints and contol cables must be mounted so that they will keep dry at all times.
We advice to paint the gearhouse and propellers with antifouling. PS! Do not paint the zinc anodes, sealings or propellershafts.
Do not nish the inside of the tunnel with a layer of gelcoat / topcoat or similiar. It is only room for a thin layer of primer and two layers
of anti-fouling between the tunnel and the props.
When installed in boats approved or classied according to international or special national rules, the installer is responsible for
following the demands in accordance with these regulations / classication rules. The instructions in this guide can not be guaranteed
to comply with all different regulations / classication rules.
If no original Sidepower hydraulic system is installed, please ensure the following:
Install an oil lter to keep the oil clean.
Fit an oil cooler or use an oiltank so that the maximum oil temperature is 43 - 50 degrees Celcius.
This thruster is supplied with a hydraulic motor only.
The rest of the hydraulic system is the responsibility of the tter/installer and must be within the limitations that are described in this
manual so that it does not damage the thruster.
It is very important to use a hydraulic valve that has ow and pressure limits that are either set within or can be adjusted to be within
the limits of the thrusters capability.
We also strongly recommend that a shock valve are tted and set to 10% - 15% above the chosen maximum pressure set in the
valve. This will prevent that the system is dammaged if the propellers are blocked by any reason.
It is also required that a device is installed to ensure that the drive direction can not be suddenly changed, as this can seriously
dammage the gearhouse. This can be done by adding an electronic time lapse / delay safety on the electric control system or by
using a valve that has this type of protection built in. The required time delay is 1 second.
NB ! Faulty installation of the tunnel, thruster or panel will render all warranty given by Sleipner Motor AS void.
Planning and important precautions
EN
SH1000/513TC- SH1400/610TC 1.3 - 2012
6
The Thruster should be as far forward as possible (Fig. 1)
Because of the leverage effect around the boats pivot point, it is
very important for the thrusters actual effect in the boat to get it
as far for-ward as possible. The relative distance change from the
boats pivot point to the thruster will be the change of actual thrust
for the boat.
Example :
A: 100kg thrust x 11m leverage = 1100kgm torque to rot. the boat
B: 100kg thrust x 10m leverage = 1000kgm torque to rot. the boat
In position A you will get 10% more thrust to turn the boat around.
The thruster should be placed as deep as possible (Fig. 2)
The tunnel should be placed as deep as possible for two reasons:
1. So that it does not suck down air from the surface which will
destroy the thrust completely.
2. To get as high as possible a water pressure to get maximum
efciency from the propeller.
Generally the top of the tunnel should be a minimum of 1/2 x the
tunnel diameter below the waterline. This is an absolute minimum
and we recommend that it is at least 3/4 x tunnel diameter ()
below the waterine. A really good distance is about 1/1 x tunnel
diameter () below the waterline.
When you get the top of the tunnel 30-35 cm* / 1 feet below the
surface, other factors should be considered more important, i.e.
moving the thruster further forward.
Optimal tunnel length
If the tunnel gets to long, the friction inside will reduce the water
speed and thereby the thrust.
If the tunnel gets to short (normally only in the bottom section of
the tunnel) you can get cavitation problems as the water will not
have had time to “straigthen” itself before reaching the propel-
ler (Fig. 3/4). This cavitation will reduce performance as well as
creating a lot of noise.
The optimal tunnel length is 2 to 4 x tunnel diameter and you
should avoid tunnels longer than 6 to 7 times the tunnel diameter
as the performance reduction is then clearly noticeable.
Positioning of the tunnel / thruster
EN
Fig. 1
Fig. 2
Fig. 3
Fig. 4
Plassering av tunnel og thruster
N
Tunnelen bør plasseres lengst mulig frem i baugen (Fig. 1)
For å oppnå mest mulig moment rundt båtens dreiepunkt, er det
meget viktig å plassere tunnelen så langt fremme som mulig.
Avstanden fra båtens dreiepunkt til thruster vil ha stor betydning
på thrusterens effekt.
Eks.:
A: 55kg skyvekraft x 11m moment = 605kgm skyvekraft
B: 55kg skyvekraft x 10m moment = 550kgm skyvekraft
Posisjon A vil gi 10% mer skyvekraft til rotasjon.
Tunnelen skal plasseres dypest mulig (Fig. 2)
Tunnelen skal plasseres så dypt som mulig av to grunner:
1. Så luft ikke suges ned i tunnelen og ødelegger skyvekraften.
2. Ved å øke vanntrykket jobber propellen mer effektivt.
Hovedregelen er at tunnelen skal plasseres minimum ½ x tun-
nelen dia. under vannlinje. Anbefalt dybde er minst ¾ x dia. under
vannlinje (). Når tunnelen er plassert 33-35 cm under vannlinjen
bør andre faktorer vurderes som viktigere, d.v.s. å plassere tun-
nelen lengre frem.
Optimal tunnel lengde
Dersom tunellen blir for lang vil friksjonen i tunellen reduser vannhastigheten og derved effekten.
Dersom tunellen blir for kort (normalt bare i nedre del av tunel-
len) kan det oppstå kavitasjons problemer da vannet ikke har tid
/ av-stand til å «rette opp strømningsretningen» før det treffer
propellen (Fig. 3&4). Denne kavitasjonen vil redusere effekten og
lage mye støy.
Den optimale tunell lengden er 2 til 4 ganger tunell diameteren
og dersom tunellen blir så mye som 6 til 7 ganger diameteren i
lengde vil effekt tapet bli klart merkbart.
SH1000/513TC- SH1400/610TC 1.3 - 2012
7
Rounded tunnel ends will maximize thrust and minimize noise.
We recommend to round the tunnel connection to the hull-side as
much as possible.
The optimum rounding has a radius of 10% of the tunnels diameter.
Important advantages over sharp tunnel to hull connections are:
1. The rounded tunnel end will prevent creation of turbulence /
cavitation that will come from a sharp tunnel end when water
passes by fast, thereby preventing a double negative impact on
the thrust and noise level (Fig. 1&2).
- The turbulence / cavitation blocks the outer area of the tunnel
and thereby reduces the effective tunnel diameter and thrust.
- The turbulence / cavitation hits the propeller and thereby
reduce the propellers performance and creates noise.
2. The curved tunnel end makes the thruster take water also from
along the hull-side, creating a vacuum that will suck the boat
sideways and thereby give additional thrust (Fig. 3&4).
With a sharp tunnel end, the thruster will be unable to take
water from along the hull-side, and you will not get the desired
vacuum and additional thrust.
This "free" additional thrust can in optimal installations be as
much as 30 - 40% of the total thrust.
NB! A Sidepower thruster propeller does not cavitate at working
speed so that all cavitation and cavitation noise in the tunnel will be caused by the tunnel installation.
NB! Even if it is not possible to make the perfect rounding, it is
very important to round the tunnel end as much as possible.
A angled tunnel to hull connection will also do much of the
same job as a rounded connection (see page 20, Fig. 1b&1d).
Tunnel ends
EN
Fig. 2
Fig. 4
Fig. 1
Fig. 3
R = 0,1 x D (10%)
R = 0,1 x D (10%)
D
Tunnelåpninger
N
Avrundede åpninger vil minke støy, og maksimere effekt.
Vi anbefaler å avrunde tunnelåpningene mest mulig.
Den optimale avrundingen har en radie som er 10% av tunnelens
diameter.
Hvorfor er en avrundet tunnelåpning så viktig?
1. En avrundet tunnelåpning vil forhindre at det oppstår turbu-
lens / kavitasjon, noe som vil oppstå ved en installasjon med
skarpe kanter. Turbulensen forårsaker mer støy, og begrenser
skyvekraften.
- Turbulensen / kavitasjonen blokkerer tunnelen og svekker
skyvekraften.
- I det kavitasjon og turbulens når propellen påvirkes ytelsen til
denne og øker støyen.
2. En avrundet tunnelåpning gjør også at thrusteren suger vann
langs skroget på båten. Dermed oppstår det et lavtrykk som
vil hjelpe å suge båten i dreieretningen. Med skarpe åpninger
klarer ikke thrusteren å suge vann langs skroget, og lavtrykket
uteblir. Så mye som 40% av skyvekraften har blitt målt til å
ligge her på noen installasjoner.
NB! Propellene til Side-Power thrustere kaviterer ikke på arbeid-
shastighet, så kavitasjon og støy som oppstår som følge av
kavitasjon, skapes av tunnelinstallasjonen.
NB! Selv der en perfekt avrunding ikke er mulig er det viktig å
runde av kantene så mye som mulig, en tunnelåpning med
skråkant vil ha stor effekt fremfor en med skarpkant (se side
20, ill. 1b & 1d).
SH1000/513TC- SH1400/610TC 1.3 - 2012
8
A possible problem in sailboats or fast powerboats, is that they
get a drag from the back face of the tunnel, as this becomes a
“at” area facing the water ow (Fig. 1).
This can also create problems with the thruster spinning (passive)
and making noise while sailing or driving the boat with water being pushed through the tunnel at high speed.
This can be solved in two different ways, depending on what is
possible or more easy to do.
1. The best solution which normally reduces the drag most, is to
make a recess in the hull at the back of the tunnel.
Thereby the back face is gone and about all the drag (Fig. 2).
The depth and shape of this recess will depend on the boat.
Basically you should not see the back face of the tunnel when
standing directly in front of the tunnel at the angle of the boats
centreline.
The angle up or down backwards of the insert in the hull, de-
pends on the hullshape, but normally it is angled slightly down
because of the waterow on this area of the hull.
2. The drag will also be reduced a lot, especially in fast power
boats, by making a deector / spoiler in front of the tunnel.
This will push the waterow out from the hull so that most of it
passes by the back face of the tunnel (Fig. 3).
The shape and size of this deector will depend on the hull
shape. Basically you should not see the back face of the tunnel
when standing directly in front of the tunnel at the angle of the
boats centreline.
The easiest way of making this is to let a part of the tunnel
stick out in the lower forward area of the hole, and use this as
a support to mould a soft curve / spoiler shape.
Remember to still round the tunnel ends as much as possible to
get optimum thruster performance and minimum noise.
More information on how to practially do this on pages 6.
Prevent drag from tunnel
Fig. 2
Fig. 1
Fig. 3
EN
Motstand forårsaket av tunnel
N
Et mulig problem for seilbåter eller meget hurtiggående båter er
motstand i tunnelen. Aktre ende på tunnelen vil være en liten loddrett ate mot vannstrømmen som skaper uønsket motstand.
Denne aten kan også forårsake problemer med at vann føres
inn i tunnelen under seilas, eller kjøring i høy fart og får da propellen til å rotere, dette skaper uønsket støy.
Det er to mulige løsninger på problemet, avhengig av hva som er
enklest å få til på båten.
1. Den løsningen som vanligvis reduserer motstanden mest er å
lage en fordypning i skroget i aktre ende av tunnelåpningen.
Den loddrette aten vil da forsvinne og dermed motstanden.
Hovedregelen å følge er at bakkanten av tunnelen ikke skal
synes når man står rett foran båten og titter akterover langs
båten senterlinje. Dybden, utformingen og vinkling av fordypningen avhenger av båttypen, og hvordan vannet følger skroget, men de este båter vil være tjent med en fordypning som
vinkler lett nedover (Fig. 2).
2. Motstanden vil også reduseres av en spoiler i forkant av
tunnelen. Spoileren fører det meste av vannstrømmen rundt
og forbi tunnelen. Størrelsen og utformingen på spoileren
avhenger av båten. Hovedregelen er at bakkanten av tunnelen
ikke skal synes når man står rett foran båten og titter akterover
langs båten senterlinje. Den enkleste måten å lage spoileren
på er å la tunnelen stikke ut i forkant av tunnelen, og forme
spoileren opp mot den (Fig. 3).
Det er alltid viktig å avrunde tunnelåpningene mest mulig for å
motvirke støy og for å få mest mulig effekt av thrusteren.
Mer informasjon om dette på side 10.
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