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SRP 1515
SRP 1515
1515
1 / 2 Technical Data
4 / 18 Power Transmission
5 / 21 Clutch
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SRP RUDDERPROPELLER FOR MAIN PROPULSION
1515 Power Range 1650 2100 kW
TECHNICAL DATA
Input speed range > 750 rpm 900 - 1000 rpm < 1200 rpm
Other input speeds on request !
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SRP DESIGN AND CONSTRUCTION
1515
The SCHOTTEL Rudderpropeller type SRP 1515 designed in the form of a Z - drive
consists of the following three main assemblies (see drawing HDB2120)
Anodes (23) are attached to the SRP to protect system against corrosion. Power
transmission is accomplished from the drive flange/clutch (7) through the drive shaft to
a set of helicoidal bevel gearing. From there the propulsion is transmitted through the
power transmission shaft, lower bevel gear set and propeller shaft to the propeller (21).
The twin set of gears gives suitable reduction from input speed to propeller speed.
Installation of a nozzle (20) is standard in order to increase thrust at low ship speeds. A
unique design of the intermediate stem section (19) reduces the amount of work by the
yard for installation of the unit.
With a controllable pitch propeller (CPP) the cooperation between engine and
Rudderpropeller can be optimized in the total range of thrust and speed requirements
e.g. if a fire fighting pump is driven by the front end p.t.o. of the engine while the CPP
can be used for manoeuvring without overloading the engine.
Housing: The housing is made of spheroidal graphite cast iron (GGG) of suitable
quality and pressure-tested. It is topped by an expansion tank (2). Internal channels
allow free flow of lubricant to the relevant spots. In order to reduce losses during
operation the upper gear housing (1) is emptied of lub. oil thus the gear is operated in
a spot lubricated mode. At standstill the upper gear is oil filled in order to prevent
condensation.
Gear wheels: The cyclo-palloid-type gear wheel/pinion are case-hardened and fine
machined after hardening.
Shafts: Input shaft may be controlled by a back-stop device. It prevents trailing of the
propeller in the opposite direction. Clutch type K-1515 or input flange and pinions are
fixed by keyless shrink-fit joints.
Bearings: All bearings are roller bearings of appropriate type.
Sealings: Shafts are sealed by lip-seals. Other parts are sealed by 0-rings. Running
sleeves for lip-seals are ceramic-coated.
Steering
The lower gearing (22) with propeller (21) and nozzle (20) can be infinitely moved
towards port or starboard by means of three hydraulic oil motors (12), steering spur
gearing; thus the propeller thrust can be directed endlessly through 360 around the
vertical axis. As a result, an optimum combination of propulsion and steering is
attained.
Top plate: The top- plate (16) is a support element between the upper gear (1) and
the support tube (18). The upper gearbox (1) and three vertically mounted hydraulic
steering motors (12) with planetary gears (13) are mounted on the top plate.
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SRP DESIGN AND CONSTRUCTION
1515
Additionally a thrust direction transmitter (24), lub. oil level switch, a hydraulic pump for
steering (25) and oil filling plug (11) are installed.
Steering spur gear: Below the top-plate (16), within the support tube (18), a spur gear
wheel is located. It tops the steering pipe (19) and is driven by three hy-motors (6).
Maximum operational safety is guaranteed through the installation of a ball turning rest
between the top-plate and the spur gear wheel.
Hydraulic motors: Three hydraulic steering motors (12) of proven type are vertically
mounted on the top-plate (16) and flanged onto a reduction planetary gear set in order
to achieve suitable rotating (steering) speed.
Thrust direction transmitter: A separate output shaft, driven by the steering spur
gear wheel is connected to a feedback transmitter (electrical and mechanical),
mounted onto the top-plate (16). Suitable reduction gives 1 : 1 synchronism with the
lower gearbox (22).
Pitch feedback transmitter (only CP): A mechanical pitch feedback linkage passes
through the top-plate and is connected to an electrical pitch feedback transmitter
installed on top of the upper gearbox (1). It is provided with local mechanical indication.
Intermediate section
Support tube (9): The stem section (19) is supported by a cone-shaped housing
which is the relevant part of construction for the hulls framing. This solution eliminates
all additional components like tapered thrust ring, machined trunk flange etc. It
eliminates splitting of the Rudderpropeller unit during installation by mounting the
complete unit from below into a corresponding hull opening and bolting it to the ships
structure. For repair all relevant parts can easily be disassembled.
The large volume of the support tube is used as oil tank also providing a large
submerged area ensuring sufficient lub-oil cooling by heat dissipation to the
surrounded water.
Only CPP: Inside the support tube, at the upper end of the stem section the
mechanical linkage for pitch feedback is arranged. A support construction with a rotary
block is fitted on the shaft to transmit vertical movement according the indicated pitch
angle. This mechanism allows connection from the rotating part of the Rudderpropeller
to the non-rotating outside connections.
Steering pipe: Attached to the spur gear the stem section (19) is the vertical
connection between steering gear and the lower gear housing (22). It is manufactured
from high quality casting, and supported by a solid roller bearing. Tightness is
achieved by no. 3 lip seals, running on a hardened ring of stainless steel quality. Seals
are easily accessible from outside the hull for inspection.
Power transmission shaft: Connection between the upper and lower gears power
transmission is achieved by a vertical transmission pipe shaft, running inside the
steering pipe (19). A helix between these two pipes, rotated by the connecting shaft ,
guarantees constant exchange of oil out of the lower gear (22). The joint between the
upper and lower gear and pipe is of the involute splined shaft type.
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SRP DESIGN AND CONSTRUCTION
1515
LUBRICATION SYSTEM
The SRP is lubricated by means of a combined splash/spray oil system. During
standstill of the SRP, the oil level comes up to the topedge of the sight glass (5) or the
lubricating oil level tank (3). During SRP OPERATION, the upper gearing (1) is drained
through the topedge of the lubricating oil tank (2) providing spray oil during operation,
accommplished through restricted supply bores and reducing splash losses in the
upper gearing. In the lower section of the SRP, the lubricating oil is circulated by the oil
circulating worm gear. The lower gearing (22) and the steering spur gearing are
splash-lubricated.The lubricating oil is filtered in the upper section of the SRP by a twin
filter, and it is cooled in the lower section by the water surrounding the SRP. The
steering planetary gears are sealed from the SRP and have a separate oil filling.
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SRP DESIGN AND CONSTRUCTION
1515
Recommended Lubricants
Fix pitch thruster Controllable pitch thruster
Amount SRP 2800 l Steering pla- SRP 2800 l Steering pla-
netary gear - 6l netary gear -
per hydr. motor 6l per hydr.
VG 150 motor VG 150
Brand Oil type
Agip Blasia 150 Blasia 100
Aral Degol BG 150 Degol BG 100
BP Energol GR XP 150 Energol GR XP 100
Castrol ALPHA SP 150 or ALPHA ZN 150 ALPHA SP 100 or ALPHA
ZN 100
Chevron Non Leaded Gear Compound Non Leaded Gear
150 Compound 100
Esso Spartan EP 150 Spartan EP 100
Fina Giran 150 Giran 100
Mobil Mobilgear 629 Mobilgear 627
Shell Omala Oil 150 Omala Oil 100
Texaco Meropa 150 Meropa 100
Wisura Kineta 150 Kineta 100
Note: The load stage of the oils for the SRP must be above 12 of the FZG-Test A
8.3/90 according to DIN 51 354
SPARES
DOCUMENTATION
- General arrangement
- Detailed specification (as in hand)
- Technical drawings necessary for installation of SCHOTTEL components into
the vessel
- Operation and maintenance instructions (3 copies) in English (standard)
language
- Welding procedure manual (if required)
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SRP DESIGN AND CONSTRUCTION
1515
CLASSIFICATION
TOOLS
For each twin unit SCHOTTEL supplies the necessary tools for change of propeller
and one set of measuring instruments for the hydraulic system.
Furthermore a filter set is supplied for initial filtering of lub .oil after filling procedure and
first start-up.
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SRP DESIGN AND CONSTRUCTION
1515
Preparation
A) Rough areas:
Sand blasted with a degree of purity SA 2 , DIN 55928 acc. part 4,
For casting makers and test instructions are observed.
B) Primer areas
Thoroughly residue free cleaning with degreaser
Coating structure on iron casting and steel parts coming into contact with sea
water
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SRP HYDRAULIC CONTROL SYSTEMS
1515
The rudder position transmitter COPILOT 2000 gives the electric steering command
via an electric circuit to the hydraulic power-pack. According to the preselected thrust
direction the variable displacement pump follows up until the set position is reached
and then switches to zero delivery. The electric/hydraulic full follow-up (way-
dependable) steering system SST 612 is proportionally controlled, resulting in
extremely smooth operation. The oil flow of the pump and thus the steering speed
varies with the commanded change of azimuth travel; small changes give slow speed,
greater changes give higher steering speed. The system features a specific soft
shifting characteristic, even in case of high steering speeds.
The feedback of the thrust direction is carried out electrically via a transmitter. This is
mechanically driven by the spur wheel of the Rudderpropeller and transmits the thrust
direction to the indicator unit, mounted on the steering column.
The hydraulic power-pack of the system SST-612 comprises the following:
- 1 variable displacement hydraulic pump with boost oil pressure switch, filter
pollution switch
- 1 hydraulic tank with a capacity of approx. 65 dm incl. oil level switch,
temperature switch
- 1 oil cooler, required cooling water capacity approx. 2,5 m/h, max. inlet
temperature 38 C fresh - or seawater, heat to be dissipated approx. 5,4 kW. At
least 1,5 m/h cooling water capacity must be available at idle engine speed for
the hydraulic steering system.
The hydraulic power-pack is installed at the SRP piped completely. Flexible hose
connections are provided by SCHOTTEL on the above mentioned components.
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SRP HYDRAULIC CONTROL SYSTEMS
1515
Steering time for 180 approx. 10 sec. approx. 9 sec. approx. 12 sec.
Max. operating pressure 250 bar
The hydraulic system for pitch control is supplied with hydraulic oil from the lubrication oil
tank of the Rudderpropeller.
The hydraulic power-pack consists of :
Pitch setting time from full ahead to full astern: approx. 14 sec
Pitch distribution 70 % ahead
30 % astern
The hydraulic power-pack is installed at the SRP piped completely. Flexible hose
connections are provided by SCHOTTEL on the above mentioned components.
The standby electro hydraulic pump will be supplied loose for installation by the
shipyard. Pipe connections between hydraulic standby electro hydraulic pump and
hydraulic power pack to be supplied by the yard. Flexible hose connections are provided
by SCHOTTEL on the above mentioned components.
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SRP POWER TRANSMISSION
1515
Due to the relatively large distance between the engine output and SRP input in horizontal and
vertical direction a combination of shafts (W-configuration) is required.
At the flexible coupling mounted to the engines flywheel a short countershaft with two bearings
and attached flange is arranged in order to support the engine crankshaft.
Via a combination of two cardan shafts, and one solid intermediate shaft the power is
transmitted to the pneumatically operated disengaging clutch K-1515 directly mounted on the
input flange of the Rudderpropeller. A V- belt pulley integrated at the clutch K-1515 to drive a
hydraulic pump mechanically. The solid shaft is fitted with a suitable number of plummer blocks
and both ends of the shaft are equipped with flanges matching the required type of cardan
shaft.
In critical installation situations with a large distance in height and a short longitudinal distance
between the SRP and the engine, the Rudderpropeller as well as the engine may be installed
with a declination angle (up to 5) in order to reduce the bending angle of the cardan shafts,
which should not exceed 8. The input shaft of the SRP and the engine crankshaft have to be
parallel in any plane.
To ensure a vibration-free installation and to ease the shipyards alignment procedure
SCHOTTEL will carry out a pointer calculation and provide a pointer drawing to the shipyard.
The pointers are not SCHOTTEL supply. For installation of shafting the installation instructions
are to be observed.
The layout of the shafting is based upon the following information to be confirmed by the
shipyard:
- Vertical and horizontal position of engine flywheel centre-line
- Vertical and horizontal position of Rudderpropeller centre-lines
Base line and sections to be used as references.
The distance between the engine and the SRP is usually small with tractor bow installation.
At the flexible coupling mounted to the engine flywheel a short countershaft with two bearings
and attached flange is arranged in order to support the engine crankshaft.
One cardan shaft, is arranged between the flange of the countershaft and the pneumatically
operated disengaging clutch K-1515 directly mounted on the input shaft of the SRP. A V- belt
pulley integrated at the clutch K-1515 to drive a hydraulic pump mechanically.
ATTENTION !
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SRP TECHNICAL DATA SHEET
1515 Electro pneumatic marine clutch type K 1515
DESCRIPTION:
The clutch will be supplied with the approval of any Classification Society.
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SRP TECHNICAL DATA SHEET
1515 Electro pneumatic marine clutch type K 1515
TECHNICAL DATA
Version 1
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