SIDE- POWER SE 170/250TC SE210/250TC. Thruster systems. manual onboard! Keep this. Installation and user's manual Installasjons og brukermanual

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1 SIDE- POWER Thruster systems SE 170/250TC SE210/250TC Keep this manual onboard! Installation and user's manual Installasjons og brukermanual SLEIPER MOTOR AS P.O. Box Fredrikstad orway Tel: Fax: w w w. s i d e - p o w e r. c o m sidepower@sleipner.no Made in orway Sleipner Motor AS 2007

2 Contents Installation instructions Technical specifications... 3 Planning & important precautions... 4 Tunnel installation Positioning the tunnel / thruster... 5 How to shape the tunnel ends... 6 How to prevent drag from tunnel installation... 7 Possible tunnel installation in sailboats... 8 Tunnel installation in a GRP boat... 9 Thruster installation Gearhouse and motorbracket Propeller Electromotor Electrical installation Control panel and control-leads Visual wiring diagram Technical wiring diagram Checklist for control the installation User's manual Important user precautions How to use Sidepower thrusters Maintenance & service Troubleshooting Warranty statement Spareparts list & drawing Service centres DECLARATIO OF COFORMITY We, Sleipner Motor AS P.O. Box 519 n-1612 Fredrikstad, orway 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 23 May 1989 amended by 92/31/EEC and 93/68/EEC. Innhold Installasjons instruksjoner Tekniske spesifikasjoner...3 Planlegning og viktige forbehold...4 Tunnel installasjon Plassering av tunnel/thruster...5 Utforming av tunnelåpninger...6 Hvordan unngå turbulens rundt tunnelåpninger...7 Forslag til tunnelinstallasjon på seilbåt...8 Tunnel installasjon i glassfiberbåter...9 Thruster installasjon Gearhus og motorbraket...11 Propeller...12 Elektromotor...13 Elektrisk installasjon...14 Kontrollpanel og kontrollkabler...15 Koblingsskjema elektrisk...16 Koblingsskjema...17 Sjekkpunktliste for kontroll av installasjon...18 Brukermanual Viktige forbehold...19 Hvordan operere Sidepower thrustere...20 Vedlikehold og servise...21 Problemer og løsninger...22 Garantierklæring...23 Reservedelsliste...24 Servicesentere Samsvars erklæring Sleipner Motor AS Postboks 519 n-1612 Fredrikstad, orge 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 89, korrigert av 92/31/EEC og 93/68/EEC. 2 SE 170/250 TC - SE210/250TC

3 Waterline C A F M E T R I C METRIC SP 75 Ti SP 95 Ti SP 125 Ti SE 170/250 TC SE210/250TC Thrust [kg] Thrust [kg] A [mm] A [mm] B [mm] B [mm] Cmin. [mm] Cmin. [mm] D [mm] D [mm] D recommended [mm] 340 D recommended [mm] Emin. [mm] Emin. [mm] Emax. [mm] Emax. [mm] Motor output [kw] Motor output [kw] 4, ,5 10 Voltage [V] Voltage [V] 12/ /24 12/24 24 Weight [kg] Weight [kg] Gear oil capacity [ml] ote: Emin.: ote: wall Emin.: wall thickness thickness a standard standard Sidepower Sidepower tunnel tunnel Emax.: maximum Emax.: maximum wall wall thickness thickness when when using using other other GRP, GRP, steel steel or or aluminium aluminium tunnels tunnels Technical specifications Technical specifications Motor: Custom made reversible DC-motor. Motor: Custom made reversible DC-motor. Gearhouse: Seawater resistant bronze. Ballbearing at Gearhouse: Seawater resistant bronze. Ballbearing at propellershaft and combination ballbearing propellershaft and combination ballbearing and slide bearing at driveshaft. and slide bearing at driveshaft. Motor bracket: SP 75 Ti / SP 95 Ti / SP 125 Ti: Motor bracket: Seawaterresistant Seawaterresistant aluminium aluminium, galvanicly insulated from motor Tunnel: Cross spun with rowing G.R.P tunnel Tunnel: Steel Cross & aluminum spun with tunnels rowing G.R.P available tunnel at request. Steel & aluminum tunnels available at request. Propeller: Symmetrical 4 blade propeller, fibreglass reinforced Propeller: 5-blade skewback "Q-prop" propeller, fibreglass composite. reinforced composite. Batteries: Minimum recommended battery capacity Batteries: (cold Minimum crank capacity recommended by DI/SAE battery standard) capacity SP75Ti (cold crank 12V capacity : 550 CCA by DI/1045 DI/SAE CCA standard) SAE 24V : 300 CCA DI/570 CCA SAE SE170/250TC 24V : 560 CCA DI/1065 CCA SAE SP95Ti 12V : 750 CCA DI/1425 CCA SAE SE210/250TC 24V : 700 CCA DI/1330 CCA SAE 24V : 400 CCA DI/760 CCA SAE SP125Ti 12V : 750 CCA DI/1425 CCA SAE Max. use: S2 = 3 24V min. : or 400 appr. CCA 7-10% DI/760 within CCA a SAE limited time Max. use: S2 frame. = 3 min. or appr. 7-10% within a limited time Safety: frame. Electronic time-lapse device protects against sudden change drive direction. Electric thermal Safety: Electronic time-lapse device protects against cut-f switch in electromotor protects against sudden change drive direction. Electric thermal cut-f over switch heating in (auto electromotor reset when protects electro against motor cools over heating down). (auto reset when electro motor cools down). Flexible Flexible coupling coupling between between electro-motor electro-motor and and driveshaft driveshaft protects protects electromotor electromotor and and gearsystem gearsystem if propeller gets jammed. if propeller gets jammed. If original Sidepower panel is used, the panel If original Sidepower panel is used, the panel shuts shuts f f automatically automatically 6 minutes 6 minutes after after last last use. use. Integrated Integrated microprocessor microprocessor monitors monitors solenoids, solenoids, reducing reducing wear wear and and risk risk solenoid solenoid lock-in. lock-in. Autostop Autostop thruster thruster in in case case accidental accidental solenoid solenoid lock-in or if run signal is continous for more than lock-in or if run signal is continous for more than 3 minutes 3 minutes I M P E R I A L IMPERIAL SP 75 Ti SP 95 Ti SP 125 Ti SE 170/250 TC SE210/250TC Thrust [lbs] Thrust [lbs] A [in] A [in] 7,28 9,84 7,28 9,84 9,84 B [in] B [in] 13,9 16,6 15,3 15,7 18,80 Cmin. [in] Cmin. [in] 7,87 9,84 7,87 9,0 9,84 D [in] D [in] 6,7 11,81 6,7 11,0 11,81 D recommended [in] 13,4 D recommended [in] 23,6 13,4 22,0 23,60 Emin. [in] Emin. [in] 0,24 0,28 0,24 0,28 0,24 Emax. [in] Emax. [in] 0,31 0,39 0,31 0,39 0,51 Motor output [Hp] Motor output [Hp] 6 10,7 8 8,7 13,5 Voltage [V] Voltage [V] 12/ /24 12/24 24 Weight [lbs] Weight [lbs] Gear oil capacity [fl.oz] ,736 ote: Emin.: ote: wall Emin.: wall thickness thickness a standard standard Sidepower Sidepower tunnel tunnel Emax.: maximum Emax.: maximum wall wall thickness thickness when when using using other other GRP, GRP, steel steel or or aluminium aluminium tunnels tunnels Technische Daten D Tekniske spesifikasjoner Motor: Gleichstrommotor Getriebegeh.: Motor: Seewasserbeständige Spesialutviklet reversibel Bronze. DC-motor. Kugellager an Girhus: der Sjøvannsbestandig Propellerachse, Kombination bronsje. Kulelagre von Kugelunpellaksel. Gleitlager Kule an der og glidelager Antriebsachse. komb. på drivaksel. på pro- Motorhalterung: Motorbraket: SP Sjøvannsbestandig 75 Ti / SP 95 Ti / SP aluminium. 125 Ti: Seewasserbeständiges Galvanisk isolert fra motor Aluminium Tunnel: Tunnel: Glasfibertunnel Kryssvevet glassfiber. (Kreuzgewebe) Stahl- Aluminium & Aluminiumtunnel og ståltunnel auf på Anfrage. forespørsel. Propeller: Propell: Symmetrischer, 5-blads skewback 4 flügeliger "Q-prop" Kaplanpropeller propell i komposittmateriale. aus Glasfiberverbundmaterial. Batterie: Batterier: Empfohlene Minimum mind. anbefalt Batteriekapazität batteri størrelse. (Kaltstartkapazität (Kaldstart kapasitet nach etter DI/SAE) std.) SP75Ti 12V : 550 CCA DI/1045 CCA SAE 24V : 300 CCA DI/570 CCA SAE SP95Ti SE170/250TC 12V : 75024V: CCA 560 DI/1425 CCA DI CCA SAE SE210/250TC 24V : 40024V: CCA 700 DI/760 CCA DI CCA SAE Drift tid: SP125Ti S2 = 312V min. : 750 Eller CCA gjennomsnittlig DI/1425 CCA 7-10% SAEinnen en begrenset 24V : 400 tidsperiode. CCA DI/760 CCA SAE Betriebszeit: Sikkerhet: S2 Elektronisk = 3 min. oder tidsforsinkelse ca. 7-10% innerhalb forhindrer eines motorskade beliebigen ved rask Zeitraumes. retningsendring. Sicherheit: Elektronische Motoren stanser Zeitverzögerung automatisk zum ved Schutz overopphetning des Getriebes (slår seg bei automatisk plötzlichem på Wechsel etter nedkjøling). der Drehrichtung. Brytepinne Elektrischer mellom Thermoschalter drivaksel og zum motor Schutz beskytter des gir Motors hvis propell gegen Überhitzung blir blokkert. (erneute Betriebsbereitschaft nach Abkühlung). Om orginalt Side-Power panel blir brukt så vil Scherstift dette slås zwischen av automatisk Elektromotor etter und 6 minutter Getriebeachse siste als gang Schutz, trøsteren wenn ble der brukt. Propeller blockiert etter ist. ach der letzten Benutzung schaltet das Original Integrerte Side-Power microprossessor Panel automatisch føler hele nach tiden 6på Minuten releet, ab. reduserer Der integrierte slitasje Mikroprozessor og risk for heng på überwacht relé. Trøsteren das Relais vil stoppe und reduziert automatisk sowohl etter 3 Verschleiß, minutter als om auch det oppstår Relaisblockade. heng på relé, Das eller Bustrahlruder stoppt automatisch bei Relais- Blockade, oder bei Betrieb des Bugstrahlruders von mehr als 3 Minuten. 4 SP SE 75170/250 Ti / SP 95 TC Ti - SE210/250TC / SP 125 Ti

4 Planning and important precautions Prior to installation, it is important that the installer reads this guide to ensure necessary acquaintance with this product. The thruster must OT be installed in compartments that require ignition pro electric equipment. If necessary, make a separate compartment. The electromotor will generate some carbon dust so that any storage compartment must be separated from the thruster to prevent the stored items from becoming dusty/dirty. If you are installing the Sidepower in a small room /compartment, it should be ventilated to ensure cooling the electromotor. 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. - If the electro motor is positioned more than 30o f vertical, it must be supported separately. - The electromotor must be handled carefully. Do not lift it by the internal connections/main terminals or put it down on the driveshaft. - Beware to keep installation within advised measurements. o part the propeller or gearhouse must be outside the tunnel. The electromotor, its components, contacts / plugs or other joints in the control 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 finish the inside the tunnel with a layer gelcoat / topcoat or similar. It is only room for a thin layer primer and two layers anti-fouling between the tunnel and the props. With the boat on land, only run the thruster for a fraction a second, as without resistance it will accelerate very fast to a damaging rpm. Also, while the thruster is in air, make sure that the propellers have come to a complete stop before performing a directions change the thruster, as it might cause damage to the thruster. This manual is intended to support educated/experienced staff and is therefore not sufficient in all details for the correct installation. Don t install the electromotor at close range to easily flammable objects as it will reach over 100 C before the temperature switch is activated. Do not store items close to the thruster motor as it gets hot as well as any loose items near the thruster motor can cause problems with electrical wiring coming loose and short-circuiting. When installed in boats approved or classified according to international or special national rules, the installer is responsible for following the demands in accordance with these regulations / classification rules. The instructions in this guide can not be guaranteed to comply with all different regulations/classification rules. These instructions are only general instruction. If you are not skilled to do this work, please contact pressional installers for assistance. B! Faulty installation the tunnel, thruster or panel will render all warranty given by Sleipner Motor AS void. Viktige forholdsregler og planlegning Før installasjon må instruksjonsmanualen leses gjennom, og bruker må gjøre seg kjent med produktet. Thrusteren må ikke installeres i rom som der gnister og høy varme medfører brannfare. Elektromotoren vil produsere karbon støv fra børstene under drift slik att en lagringsplass må fysisk avskilles fra thrusteren for å unngå att det man lagrer blir støvete / møkkete. Elektromotoren er avhengig av god kjøling, sørg derfor for ventilasjon eller god plass rundt motoren ved montering. Elektromotoren kan monteres i alle vinkeler i fra vertikalt til horisontalt der hvor plassutnyttelsen krever det. Hvis elektromotoren monteres i en vinkel på mer en 30 o, må den støttes opp separat. Elektromotoren må håndteres forsiktig. Den må ikke bæres etter kontaktpunktene, og motoren må ikke settes ned på drivakselen. Følg de anbefalte målene som er oppgitt i manualen, propell eller girhus må ikke stikke ut av tunnelen. Elektromotoren, tilhørende komponenter, kontakter eller åpne ledd i strømkabler må monteres så de ikke utsettes for vann. Vi anbefaler å male girhuset med bunnstf. PS sinkanoder, pakninger og propellaksel skal ikke påføres bunnstf. Ikke påfør gelcoat / topcoat eller lignende inne i tunellen. Det er bare plasee til ett lag primer og to lag bunnstf mellom tunellen og propellene. år båten ligger på land har ikke elektromotoren den motstanden den har i vann. Motoren bruker derfor ekstremt kort tid før den oppnår ødeleggende høyt turtall. Med båten på land, unngå hurtig bytte av driftsretning da det kan forårsake skade på truster. Denne manualen er beregnet som støttemateriell for montører med erfaring / utdanning, og har derfor ikke all informasjon nødvendig for å oppnå en korrekt installasjoner. Installer ikke elektromotoren i nærheten av lett brennbart materiale, da motoren oppnår temperaturer over 100 o C ved før den stopper automatisk. Området intill thrusteren må ikke benyttes som lagringsplass da motoren vil bli varm samt att dette vil medføre en fare for att elektriske koblinger blir løse eller kortslutter I de tilfeller båter skal godkjennes eller klassifiseres i henhold til internasjonal, eller spesielle standarder, er montør ansvarlig for at de gjeldende lover og regelverk følges. Sleipner Motor AS kan ikke garantere at instruksjonene i denne manualen er i henhold til alle gjeldende regelverk og standarder. B! Ved feilaktig installasjon av panel, thruster eller tunnel frafaller all garanti stilt av Sleipner Motor AS. 4 SE 170/250 TC - SE210/250TC

5 Fig. 1 Pivot point A Fig. 3 B B = 10,0m A = 11,0m Fig. 2 3/4Ø 1/1 Ø cm* min. 1/2Ø Fig. 4 Ø min. 1/3Ø min. 1/3Ø Positioning the tunnel / thruster D Positionierung Plassering av von tunnel Tunnel og thruster / Thruster The Thruster should be be as as far far forward as possible as possible (Fig. (Fig. 1) 1) Because the leverage effect around the the boats boats pivot pivot point, point, it is it very is very important for the thrusters actual effect effect in the in the boat boat to get to it get as it far as for-ward far ward possible. as possible. The relative The relative distance distance change from change the from boats the pivot boats point pivot to the as thruster point to will the be thruster the change will be the actual change thrust for actual the boat. thrust for the boat. Example: A: 55kg thrust x x 11m leverage = = 605kgm torque torque rotate to rotate the boat the boat B: 55kg thrust x x 10m leverage = = 550kgm torque torque rotate to rotate the boat the boat In position A you will will get get 10% 10% more more thrust thrust to turn to turn the the boat boat around. around. The thruster should be be placed as as deep deep as possible as possible (Fig. (Fig. 2) 2) The tunnel should be be placed as as deep deep as as possible for two for two reasons: reasons: 1. So that it it does not not suck down air air from from the the surface surface which which will will destroy the thrust completely. 2. To get as high as as possible a a water pressure to get to get maximum maximum efficiency from the propeller. Generally the top the the tunnel should be be a a minimum ½ x the ½ x tunnel the diameter tunnel diameter below the below waterline. the waterline. This is an This absolute is an minimum absolute and minimum we recommend and we recommend that it is at least that ¾ it x is tunnel at least diameter ¾ x tunnel ( ) below diameter the waterline. ( ) below A the really waterline. good distance A really is good about distance 1/1 x tunnel is about diameter 1/1 x ( ) tunnel below diameter the waterline. ( ) below the waterline. When you get the top top the the tunnel cm*/1 cm*/1 feet feet below below the surface, the other surface, factors other should factors be should considered be considered more important, more i.e. important, moving the i.e. thruster moving further the forward. thruster further forward. Optimal tunnel length If the tunnel gets to to long, the the friction inside inside will will reduce reduce the water the water speed and speed thereby and thereby thrust. the thrust. If the tunnel gets to to short (normally only only in the in the bottom bottom section section the tunnel) tunnel) you you can can get cavitation get cavitation problems problems as the as water the will water not will have not had have time to the straighten had time to itself straighten before reaching itself before the propeller reaching (Fig. the 3&4). propeller This (Fig. cavitation 3&4). will This reduce cavitation performance will reduce as well performance as creating as a lot well as noise. creating a lot The noise. optimal tunnel length is 2 to 4 x tunnel diameter and you should avoid tunnels The optimal longer tunnel than 6 length to 7 times is 2 the to 4 tunnel x tunnel diameter diameter as the and performance you should reduction avoid tunnels is then longer clearly than noticeable. 6 to 7 times the tunnel diameter as the performance reduction is then clearly noticeable. Tunnelen Tunnelplazierung bør plasseres soweit lengst vorne mulig wie frem möglich i baugen (Fig. (Fig. 1) 1) For Um å einen oppnå möglichst mest mulig großen moment Abstand rundt vom båtens Drehpunkt dreiepunkt, des er Schiffes det meget zu viktig erreichen, å plassere ist der tunnelen Sidepower så langt möglichst fremme weit som vorne mulig. einzubauen. Avstanden fra båtens Eine Vergrößerung dreiepunkt til thruster des Abstandes vil ha stor vom betydning Drehpunkt på thrusterens des Schiffes effekt. hat eine direkte Auswirkung auf die verfügbare Schubkraft. Eks.: A: Beispiel 55kg skyvekraft : x 11m moment = 605kgm skyvekraft B: A: 55kg skyvekraft Schubkraft x x 10m 11m moment = 605kgm = 550kgm zum Wenden skyvekraft des Bootes Posisjon B: 55kg A Schubkraft vil gi 10% mer x 10m skyvekraft = 550kgm til rotasjon. zum Wenden des Bootes In Beispiel A stehen damit 10% mehr Schubkraft zur Verfügung. Tunnelen skal plasseres dypest mulig (Fig. 2) Tunnelen Den Tunnel skal so plasseres tief wie så möglich dypt som positionieren mulig av to grunner: (Fig. 2) 1. Den Så Tunnel luft ikke aus suges zwei ned Gründen i tunnelen so å tief ødelegger wie möglich skyvekraften. positionieren: Damit Ved å øke nicht vanntrykket Luft mitangesaugt jobber propellen wird, die mer die effektivt. Schubkraft Hovedregelen vollständig er herabsetzt. at tunnelen skal plasseres minimum ½ x tunnelen dia. under 2. Um vannlinje. einen möglichst Anbefalt dybde hohen er Wasserdruck minst ¾ x dia. zu under erhalten, vannlinje um ( ). die år tunnelen maximale er plassert Effizienz des cm Propellers under vannlinjen erreichen. bør andre faktorer vurderes Die Oberkante som viktigere, des d.v.s. Tunnels å plassere muß mind. tunnelen einen lengre halben frem. Tunneldurchmesser unterhalb der Wasserlinie liegen. Dieser Wert ist ein Optimal absolutes tunnel Minimum. lengdebesser ist ein Wert von ca. ¾ des Dersom Tunneldurchmessers tunellen blir for ( ). lang Optimal vil friksjonen ist eine i tunellen Abstand reduser von vannhastigheten Tunneldurchmesser og derved effekten. ( ) zur Wasserlinie. 1/1 x Dersom Liegt die tunellen Oberkante blir for des kort Tunnels (normalt 30-35cm* bare i nedre / 1fuß del av unterhalb tunellen) kan der det oppstå Wasserlinie, kavitasjons können problemer andere da Faktoren vannet ikke berücksichtigt har tid / av-stand werden. til å «rette opp strømningsretningen» før det treffer propellen (Fig. 3&4). Denne kavitasjonen Optimale Tunnellänge vil redusere effekten og lage mye støy. Den Bei einem optimale zu tunell langem lengden Tunnel er 2 reduziert til 4 ganger der tunell Reibungsverlust diameteren og die dersom tunellen Wassergeschwindigkeit blir så mye som 6 und til 7 ganger damit die diameteren Schubkraft. i lengde vil effekt tapet bli Bei klart einem merkbart. zu kurzem Tunnel (häufig im unteren Bereich des Tunnels) können Kavitationsprobleme entstehen, da sich das Wasser nicht gerade auszurichten kann (Fig. 3&4). Diese Kavitation ist leistungsreduzierend und kann starken Lärm verursachen. Die optim. Tunnellänge ist das 2-4 fache des Tunneldurchmessers. Tunnellängen von mehr als dem 6-7 fachen des Tunneldurchmessers sollten vermieden werden, da dadurch die Leistung reduziert wird. 10 SE SP 170/ Ti / SP TC 95 - SE210/250TC Ti / SP 125 Ti

6 Fig. 1 Fig. 2 R = 0,1 x D (10%) D R = 0,1 x D (10%) Fig. 3 Fig. 4 Tunnel ends D Formgebung Tunnelåpninger der Tunnelenden Rounded tunnel ends ends will maximize will maximize thrust and thrust minimize and noise. minimize noise. We recommend rounding the tunnel connection to the hull-side as We much recommend as possible. rounding the tunnel connection to the hull-side as much The optimum as possible. rounding has a radius 10% the tunnels diameter. The optimum rounding has a radius 10% the tunnels diameter. Important advantages over sharp tunnel to hull connections are: Important advantages over sharp tunnel to hull connections are: 1. The rounded tunnel end will prevent creation turbulence 1. The cavitation rounded that tunnel will come end from will a prevent sharp tunnel creation end when turbulence water cavitation passes by fast, that will thereby come preventing from a sharp a double tunnel negative end when impact water on passes the thrust by and fast, noise thereby level preventing (Fig. 1 & 2). a double negative impact on the - The thrust turbulence and noise / cavitation level (Fig. blocks 1 & the 2). outer area the tunnel - The and thereby turbulence reduces / cavitation the effective blocks tunnel the outer diameter area and thrust. the tunnel - and The turbulence thereby reduces / cavitation the effective hits the propeller tunnel diameter and thereby and reduce thrust. - The the propellers turbulence performance / cavitation and hits creates the propeller noise. and thereby reduce the propellers performance and creates noise. 2. The curved tunnel end makes the thruster take water also from 2. The along curved the hull-side, tunnel creating end makes a vacuum the thruster that will take suck water the boat also from along sideways the and hull-side, thereby creating give additional a vacuum thrust that (Fig. will 3 suck & 4). the boat sideways With a sharp and tunnel thereby end, give the thruster additional will thrust be unable (Fig. to 3 take & 4). water With from along a sharp the tunnel hull-side, end, and the you thruster will not will get be the unable desired to vacuum take water from and additional along the thrust. hull-side, This and free you additional will not thrust get the can desired in optimal vacuum and installations additional be as thrust. much This as 30 free - 40% additional the total thrust thrust. can in optimal installations be as much as 30-40% the total thrust. B! A Sidepower thruster propeller does not cavitate at working B! A speed Sidepower so that all thruster cavitation propeller and cavitation does not noise cavitate in the at tunnel working will speed be caused so that by the all tunnel cavitation installation. and cavitation noise in the tunnel will B! be Even caused if it is not by the possible tunnel to installation. make the perfect rounding, it is very B! Even important if it is to not round possible the tunnel to make end as the much perfect as possible. rounding, A it is very important angled tunnel to round to hull the connection tunnel end will also as much do much as possible. the same A angled job as a tunnel rounded to connection hull connection (see page will also 20, Fig. do much 1b & 1d). the same job as a rounded connection (see page 20, Fig. 1b & 1d). Abgerundete Avrundede åpninger Tunnelenden vil minke støy, erhöhen og maksimere die Schubkraft effekt. und reduzieren das Geräuschniveau. Vi anbefaler å avrunde tunnelåpningene mest mulig. Der Den Bereich optimale Tunnelende avrundingen har / Außenseite radie som des er Rumpfes 10% av tunnelens ist soweit diameter. abzurunden. Der optimale Wert für den Radius dieser möglich Rundung beträgt 10% des Tunneldurchmessers. Hvorfor er en avrundet tunnelåpning så viktig? Vorteile gegenüber einer scharfen Tunnel / Rumpfverbindung sind: 1. En avrundet tunnelåpning vil forhindre at det oppstår turbulens / kavitasjon, noe som Tunnelenden vil oppstå ved verhindern en installasjon Turbulenzen med skarpe / kanter. Kavitation, 1. Abgerundete wie Turbulensen sie an scharfenkantigen forårsaker mer støy, Tunnelenden og begrenser auftreten. skyvekraften. Damit werden - Turbulensen zwei / negative kavitasjonen Auswirkungen blokkerer tunnelen auf Schubkraft og svekker und skyvekraften. vermieden (Fig. 1 & 2). Geräuschentwicklung - I Turbulenz det kavitasjon / Kavitation og turbulens blockieren når propellen den äußeren påvirkes ytelsen Tunnelbereich. til denne Dadurch og øker støyen. werden effektiver Tunneldurchmesser und Schubkraft reduziert. 2. -En Die avrundet Turbulenz tunnelåpning / Kavitation gjør trifft også auf at thrusteren den Propeller suger und vann reduziert langs skroget dessen på Effektivität båten. Dermed und oppstår führt zu det zusätzl. et lavtrykk Geräuschentwicklung. som vil hjelpe å suge båten i dreieretningen. Med skarpe åpninger klarer ikke thrusteren å 2. Abrundungen suge vann langs ermöglichen, skroget, og lavtrykket daß Wasser uteblir. entlang Så mye der som Rumpfaußenseite skyvekraften angesaugt har blitt målt werden til å ligge kann. her på Dadurch noen installasjoner. entsteht ein 40% av Vakuum ("zusätzliche" Schubkraft"), das das Schiff seitwärts B! bewegt Propellene (Fig. til 3 & Sidepower 4). Bei scharfkantigen thrustere kaviterer Enden ikke på kann arbeids-hastighet, entlang så kavitasjon der Rumpfaußenseite og støy som oppstår angesaugt som følge av werden, kavitasjon, kein Wasser wodurch skapes das av tunnel benötigte installasjonen. Vakuum nicht zustande kommt. B! Diese Selv Schubkraft der en perfekt kann avrunding bei optimaler ikke mulig Installation er det viktig bis zu å runde 30-40% av der kantene absoluten så mye Schubkraft som mulig, betragen. en tunnelåpning med skråkant vil ha stor effekt fremfor en med skarpkant (se side 20, ill. 1b & 1d). B! Sidepower Propeller sind so ausgelegt, daß sie nicht kavitieren, sodaß die Geräuschentwicklung aufgrund von Kavitation durch die Tunnelinstallation bedingt ist. B! Ist eine optimale Abrundung nicht möglich, so sind die Tunnelenden soweit möglich abzurunden. Angeschrägte Tunnel / Rumpfverbindungen sind zu einem gewissen Grad ebenfalls mit ähnlich positiven Auswirkungen wie eine Abrundung verbunden (siehe Seite 20, Fig. 1b & 1d) SE SP 170/ Ti / SP TC 95 - SE210/250TC Ti / SP 125 Ti

7 Fig. 1 Fig. 2 Fig. 3 Prevent drag from tunnel D Optimaler Motstand Strömungsverlauf forårsaket av tunnel am Rumpf A possible problem in in sailboats or fast or fast powerboats is that is they that get they aget a drag from the back face the the tunnel, as as this this becomes a flat a flat area area facing the water flow (Fig. 1). 1). This can also create problems with with the the thruster spinning (passive) (passive) and making noise while sailing or or driving the the boat boat with with water water being being pushed through the the tunnel at at high high speed. This can be solved in in two different ways, depending on what on what is is possible or easier to to do. do. 1. The best solution which normally reduces the drag the drag most most is to make is to a make recess a recess in the hull in the at the hull back at the the back tunnel. the Thereby tunnel. the Thereby back face the is back gone face and is about gone all and the about drag (Fig. all the 2). drag The depth (Fig. 2). and The shape depth this and recess shape will this depend recess on the will boat. depend Basically on the you boat. should Basically not see you the back face should the not tunnel see the when back standing face directly the tunnel in front when the standing tunnel at directly the angle in front the the boats tunnel centreline. at the angle The angle the up boats or down centreline. backwards The the insert angle in up the or hull, down depends backwards on the hull the shape, insert in but the normally hull, depends it is angled on slightly the hull down shape, because but normally the water it is angled flow on slightly this area down the because hull. the water flow on this area the hull. 2. The drag will also be reduced a lot, especially in fast power boats, by 2. making The drag a deflector will also / be spoiler reduced in front a lot, the especially tunnel. This in fast will power push the water boats, flow by making out from a the deflector hull so that / spoiler most in front it passes the by tunnel. the back This face will the push tunnel the (Fig. water 3). flow out from the hull so that most it passes The by the shape back and face size the this tunnel deflector (Fig. will 3). depend on the hull shape. Basically The shape you and should size not see this the deflector back face will depend the tunnel on the when hull standing directly shape. in Basically front the you tunnel should at the not angle see the the back boats face centreline. the tunnel The easiest when standing way making directly this in is front to let a the part tunnel the at tunnel the angle stick out the in the lower boats forward centreline. area The the easiest hole, and way use this making as a this support is to to let mould a part a st the tunnel curve/spoiler stick out shape. in the lower forward area the hole, and use this as a support to mould a st curve/spoiler shape. Remember to still round the tunnel ends as much as possible to get optimum Remember thruster to still performance round the and tunnel minimum ends as noise. much For as more possible to get information optimum thruster on how performance to practically do and this minimum see page noise. 20. For more information on how to practically do this see page 20. Et Segelboote mulig problem und for sehr seilbåter schnelle eller Booten meget hurtiggående können gelegentlich båter er motstand durch i auf tunnelen. die rückseitige Aktre ende Fläche på tunnelen des Tunnels vil være auftreffendes en liten loddrett Wasser flate mot vannstrømmen gebremst werden som (Fig. skaper 1). uønsket motstand. Denne Dies kann flaten dazu kan også führen, forårsake daß sich problemer der Thruster med at durch vann føres den permanenten under Wasserdurchfluß seilas, eller kjøring hörbar i høy passiv fart og zu får drehen da propellen beginnt. til å rotere, inn i tunnelen dette skaper uønsket støy. Das Problem kann je nach Möglichkeit auf zwei Arten beseitigt Det werden. to mulige løsninger på problemet, avhengig av hva som er enklest å få til på båten. 1. Der störende Effekt wird am deutlichsten reduziert, indem man 1. im Den Rumpfbereich løsningen som hinter vanligvis dem reduserer Tunnel motstanden eine Aussparung mest er vornimmt. å lage Dadurch en fordypning werden i skroget Auftreffläche i aktre ende und av störender tunnelåpningen. Effekt Den eliminiert loddrette (Fig. flaten 2). vil da forsvinne og dermed motstanden. Hovedregelen å følge Tiefe er at bakkanten und Form av dieser tunnelen Aussparung ikke skal synes hängen når vom man står Boot rett ab. foran Die båten Innenseite å titter akterover des Tunnels langs båten sollte senterlinje. von vorne Dybden, prinzipiell utformingen nicht sichtbar og vinkling sein. av fordypningen avhenger av båttypen, og hvordan vannet Der følger mögliche skroget, men Winkel de fleste der Aussparung båter vil være hängt tjent en meist fordypning von der som Rumpfform vinkler lett nedover ab. Bedingt (Fig. 2). durch die Wasserströmung in diesem Bereich sollte dieser Winkel leicht nach unten gerichtet sein. 2. Motstanden vil også reduseres av en spoiler i forkant av tunnelen. 2. Der Spoileren Geschwindigkeitsverlust fører det meste av vannstrømmen kann speziell rundt bei og schnellen forbi tunnelen. Booten durch Størrelsen einen og Abweiser utformingen bzw. på spoileren Spoiler vor avhenger dem Tunnel av båten. deutlich Hovedregelen er werden. at bakkanten av tunnelen ikke skal synes når man står reduziert Das rett foran Wasser båten wird å titter so beeinflußt, akterover langs daß båten es größtenteils senterlinje. Den an der enkleste frontalen måten å lage Fläche spoileren vorbei på geleitet er å la tunnelen wird (Fig. stikke 3). ut i forkant av tunnelen, og und forme Größe spoileren des opp Abweisers mot den hängen (Fig. 3). von der Rumpfform ab. Form Prinzipiell sollte auch hier die Innenseite des Tunnels von vorne Det nicht er alltid sichtbar, viktig å sondern avrunde durch tunnelåpningene den Abweiser mest verdeckt mulig for sein. å motvirke støy Dieser og for läßt å få mest sich einfach mulig effekt realisieren, av thrusteren. indem man den Tunnel ein Mer Stück informasjon aus dem om Rumpf dette på herausstehen side 20. läßt und darauf einen geschwungenen Abweiser / Spoiler formt. Die Tunnelenden sind zur vollen Leistung und minimalen Geräuschentwicklung des Thrusters weitgehend abzurunden. Weitere Informationen siehe Seite SE SP 170/ Ti / SP TC 95 - SE210/250TC Ti / SP 125 Ti