Srp 1212

SRP 1212

TABLE OF CONTENTS

Section / Page

Title

1

/ 2

Technical Data

2

/ 3

Design and Construction

3

/ 14

Hydraulic Control System

4

/ 18

Power Transmission

5

/ 21

Clutch

6

/

Standard Installation Drawings

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page -/1

SRP 1212

RUDDERPROPELLER FOR MAIN PROPULSION Power Range 1250 – 1650 kW

TECHNICAL DATA Input speed range Other input speeds on request !

> 750 rpm

900 - 1000 rpm

< 1200 rpm

1800 rpm

Max. input torque At service factor 1.0

23350 Nm

19500 Nm

16475 Nm

9726 Nm

Attention

Torque limitations due to classification and to service factor are to be applied!

Reduction

Total

2.670 : 1

3.582 : 1

4.239 : 1

6.442 : 1

Upper gear

0.962 : 1

1.286 : 1

1.522 : 1

2.313 : 1

Lower gear

2.786 : 1

2.786 : 1

2.786 : 1

2.786 : 1

Rotation of input shaft Looking at input flange

standard

Propeller stem length (PAL)

standard

clockwise 3000 mm

Weight of standard SRP (inc. Propeller and oil)

17000 kg

Fixed Pitch Propeller (FPP) Propeller diameter (open propeller)

1900 – 2300 mm

No. of blades

4 - 5, depending of tva

Rotating direction, seen from aft

clockwise or counter - clockwise

Propeller material , standard

CuAl10Ni

Tolerances

according ISO R484 class I/II

Controllable Pitch Propeller (CP) Propeller diameter (open propeller)

1900 – 2300 mm

No. of blades

4

Rotating direction

clockwise or counter – clockwise

Propeller material, standard

CuAl10Ni

Propeller hub typel

WPM 71 – 4/y

Nozzle (standard) Nozzle type

mod. Kort design type 19A / dismountable

Inner nozzle diameter

2320 mm+8

Outer nozzle diameter

2907 mm

Nozzle length

1150 mm

Nozzle material

shipbuilding quality grade “A” St.42.2 DIN 17100 shrouding 12 mm stainless steel 316L

Test pressure

0.2 bar

Weight

2700 kg

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

1/2

SRP 1212

DESIGN AND CONSTRUCTION

The SCHOTTEL Rudderpropeller type SRP 1212 designed in the form of a Z - drive consists of the following three main assemblies (see drawing HDB2080) -

Upper gearing (1) with lubricating oil level tank (3) Stem section (8) with support tube (7) and Lower gearing (9) with propeller (11) and nozzle (12)

Anodes (10) are attached to the SRP to protect system against corrosion. Power transmission is accomplished from the drive flange/clutch (16) 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 (11). The twin set of gears gives suitable reduction from input speed to propeller speed. Installation of a nozzle (12) is standard in order to increase thrust at low ship speeds. A unique design of the intermediate stem section (8) 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.

Upper gearing (1) Housing: The housing is made of spheroidal graphite cast iron (GGG) of suitable quality and pressure-tested. It is topped by an expansion tank (3). 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-1212 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 (9) with propeller (11) and nozzle (12) can be infinitely moved towards port or starboard by means of three hydraulic oil motors (6), 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 (18) is a support element between the upper gear (1) and the support tube (7). The upper gearbox (1) and three vertically mounted hydraulic steering motors (6) with planetary gears (14) are mounted on the top – plate. Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

2/3

SRP 1212

DESIGN AND CONSTRUCTION

Additionally a thrust direction transmitter (15), lub. oil level switch (17), a hydraulicpump for steering (22) and oil filling plugs (2 + 13) are installed. Steering spur gear: Below the top-plate (18), within the support tube (7), a spur gear wheel is located. It tops the steering pipe (8) 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 (6) of proven type are vertically mounted on the top-plate (18) and flanged onto a reduction planetary gear set (14) in order to achieve suitable rotating (steering) speed. Thrust direction transmitter (15): 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 (18). Suitable reduction gives 1 : 1 synchronism with the lower gearbox (9). Pitch feedback transmitter (only CP): A mechanical pitch feedback linkage passes through the top-plate (18) 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 (8) is supported by a Cone-shaped housing (7) which is the relevant part of construction for the hull’s 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 ship’s 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 (8) is the vertical connection between steering gear and the lower gear housing (9). 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 gear’s power transmission is achieved by a vertical transmission pipe shaft, running inside the steering pipe (8). A helix between these two pipes, rotated by the connecting shaft , guarantees constant exchange of oil out of the lower gear (9). The joint between the upper and lower gear and pipe is of the involute splined shaft type.

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

2/4

SRP 1212

DESIGN AND CONSTRUCTION

Lower gear (9) Housing: Formed to give minimum resistance and to achieve optimum propeller performance. The design of the lower gear housing incorporates SCHOTTEL’s decades of knowhow. Results of tank tests and practice-oriented considerations were the basis of our design. Housing material is GGG 40. Gear wheels: The pinion and wheel are of cyclo-palloid type. They are case-hardened and fine machined after hardening. The bevel wheel is mounted with a shrink-fit joint. They are designed for max. continuous load under consideration of additional safety factors and classification requirements. Propeller shaft: All power-transmitting parts are manufactured from approved materials accepted by the Classification Societies for transmitting the specified power. CP propeller shaft: The propeller shaft contains the necessary components for pitch control. At the forward end the hydraulic rotary block is fitted for oil transmission to the propeller hub for pitch control. The hub itself is arranged at the other end of the shaft. The cylinder in the hub converts axial movement into the pitch angle setting. The position of the blades is mechanically transferred to the forward end of the propeller shaft, where a mechanical linkage passes through the lower gearbox to the top-platemounted pitch indicator. Bearings: All bearings in the lower gear are of the roller type. Sealings: The propeller shaft seal (triple) is of proven Lip seal. The running sleeve is of high-quality stainlesss steel material with ceramic coating. Non-rotating parts are sealed by O-rings. The sealing arrangement is of a proven type. Propeller (11): The propeller is of type Kaplan or Wageningen B-series, four- or fivebladed, depending on the results of the torsional vibration analysis. The CP propeller is four – bladed only. Standard propeller material is CuAlNi. Both rotating directions are possible. Nozzle (12): The nozzle is of modified Kort design, type 19A. It is made of mild steel (shipbuilding steel grade A), with stainless steel plating in the inner surface. Zinc anodes in suitable size and quantity are welded to the outerplating. The nozzle is dismountable.

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 (4) or the lubricating oil level tank (3). During SRP OPERATION, the upper gearing (1) is drained through the topedge of the lubricating oil tank (3) 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 circulalating worm gear. The lower gearing (9) 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 (14) are sealed from the SRP and have a separate oil filling.

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

2/5

SRP 1212

DESIGN AND CONSTRUCTION

Recommended Lubricants Amount

Fix pitch thruster

Controllable pitch thruster

SRP 1850 l

SRP 1850 l

Steering planetary gear - 6l per hydr. motor VG 150

Brand

Steering planetary gear 6l per hydr. motor VG 150

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 150

Non – Leaded Gear 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 Spares are supplied according to the requirements of the requested classification certificate for restricted or unrestricted service.

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).

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

2/6

SRP 1212

DESIGN AND CONSTRUCTION

CLASSIFICATION Units will be supplied with certificate of the requested Classification Society.

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.

Qty. 1 1 1 1 1 1 1 3 3 1 1 1 1 1 1 1 3 2 3 3 3 3 3 1 3 3 4 3 4 1 1 4 1

Designation Hydro measuring kit (minimess) Wrench, double head Slugging wrench, ring Square drive socket wrench Ratchet Screw driver Wrench, double head Threaded rod Hexagon nut Pullerplate Set bolt Turn handle Guide tube for oil suction hose Sealring Sealring Sealring Usit ring Threaded rod Traverse Manifold Manometer, 1000 Kg / cm³ High pressure pipe Oil pump Hydraulic nut Hexagon bolt M16x50 Hexagon bolt M24x160 Hexagon bolt M20x50 Hexagon bolt Hexagon bolt Pressure kit Flange Hexagon bolt Slugging wrench

FPP

CP

X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X X X X X X

X

X X X X X X

X X X X X X

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

2/7

SRP 1212

DESIGN AND CONSTRUCTION

COATING AND PAINT STRUCTURE Preparation A) Rough areas: Sand blasted with a degree of purity SA 2 ½ , DIN 55928 acc. part 4, For casting maker’s 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 Coating

Dried coating thickness

1 x 2 K Epoxy – resin –primer

abt. 40 µm

Ident no.

3 x 2 K Epoxy- resin abraision resistant coating system

abt 3 x 100 µm

Additionally, cathodic protection is provided, where applicable

Upper gearbox as well as other steel parts 1K – layer of anti-corrosive primer

abt. 50 µm

1K pre - coat

abt. 50 µm

1K –top coat of synthetic resin RAL 7000

abt 50 µm

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

2/8

SRP 1212

HYDRAULIC CONTROL SYSTEMS

HYDRAULIC STEERING SYSTEM SST-612 Functional description: 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 (waydependable) 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 dm³ incl. oil level switch, temperature switch

-

1 oil cooler, required cooling water capacity approx. 2,5 m³/h, max. inlet temperature 38° C fresh - or seawater, heat to be dissipated approx. 4,5 kW. At least 1,5 m³/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 SCHOTTEL installation instructions for hydraulic systems have to be observed.

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

3/14

SRP 1212

HYDRAULIC CONTROL SYSTEMS

Technical data SST 612

Steering time for 180°

Pump drive electric

electric

380V / 50 Hz

440 / 60 Hz

approx. 12 sec.

approx. 10 sec.

Max. operating pressure

Max. oil flow per min. Revolutions of hy – pump Power: nominal / max.

approx. 65 dm³ ISO VG 32 HLP (see recommended lubricants) approx. 116 dm³

approx. 116 dm³

approx. 106 dm³

1470 r.p.m.

1775 r.p.m.

825 – 3000 r.p.m.

37/46 kW

44/56 kW

max. 50 kW

Control voltage Cooling water

approx. 11 – 12 sec.

250 bar

Hy - Tank, oil capacity Hy – oil type

mechanical

24 DC ± 20 % AC ripple < 1V 4,5 kW

2.5 m³/h at max. 38 °C

∆p=0.35 bar

HYDRAULIC SYSTEM FOR PITCH CONTROL 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 : -

1 hydraulic pump, mechanically driven, via V-belt from SRP-clutch. Power consumption approx 3,8 kW at idle speed 1 stand by electro – hydraulic pump power consumption max. 3,6 kW 1 valve assembly with clogging indicator and alarm switches 1 oil filter 1 pressure switch “stand-by pressure min.”

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. SCHOTTEL installation instructions for hydraulic systems have to be observed.

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

3/15

SRP 1212

POWER

TRANSMISSION

STANDARD STERN INSTALLATION (Long shaft line) 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 engine’s 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-1212 directly mounted on the input flange of the Rudderpropeller. A V- belt pulley integrated at the clutch K-1212 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 shipyard’s 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.

-

Declination angle of Rudderpropeller and engine.

STANDARD INSTALLATION (Tractor tug) 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-1212 directly mounted on the input shaft of the SRP. A V- belt pulley integrated at the clutch K-1212 to drive a hydraulic pump mechanically.

ATTENTION ! The arrangement of the power transmission shaftline must be technically approved by SCHOTTEL. The final layout of the shaftline can only be determined after the torsional vibration analysis has been carried out by the engine manufacturer and the lateral vibration analysis has been carried out by SCHOTTEL, and submitted both to the Classification Society. In case the classification requires alterations the costs to have to born by the customers. The elastic coupling supplied by the diesel engine manufacturer has to be sized with a safety factor applicable for rudderpropeller installation due to the manufactures standards.

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

4/18

SRP 1212

TECHNICAL DATA SHEET Electro – pneumatic marine clutch type K – 1212

DESCRIPTION: The SCHOTTEL clutch, type K-1212, is an electro-pneumatically operated clutch, specially designed for marine service and soft engagement. It is provided for engaging and disengaging of the Rudderpropeller from the prime mover. The clutch can be engaged while the engine is running at low speed and disengaged under all working conditions. The clutch is normally fitted directly to the input shaft of the Rudderpropeller. Internal maintenance-free bearings locate the inner end outer parts of the clutch axially and radially. A cardan shaft can be connected without any additional support shaft or bearing. The clutch mainly consists of the inner part with drum and input flange connection as well as support bearings, the outer part with friction shoes, pneus and output shaft connection and the electro-pneumatic control box. The clutch is engaged by air pressure. The friction shoes move radially in and out to engage and disengage. A heavy tireless tube behind the friction shoes expands under pressure causing the friction shoes to move inwards to engage the drum. The rate engagement is easily controlled by regulating the rate of air flow into the tube. The tube is designed to expand as friction wear occurs, automatically adjusting for wear. Exhausting of air and low-stress leaf springs ensure disengagement under all operating conditions. The air is supplied and exhausted through a rotary seal at the end of the SRP. A 10 bar air supply from the onboard system to the control box is necessary. With a fixed-pitch propeller the clutch is disengaged at idle engine speed and engaged when the engine speed is increased by the Copilot speed lever. An additional on/off switch also allows the engine to be run with the clutch disengaged. A lamp indicates the engaged condition. A pressure switch is provided in the air control system for an alarm “Lack of Air Pressure”. Normally the clutch is fitted to the input shaft of the SRP and connected to the shaftline by a cardan shaft. A flexible coupling has to be provided within the shaft line. This coupling is to be selected under consideration of the manufacturer’s instructions. The safety factor for the nominal engine torque should be 1.6 to 1.8. The size of the flexible coupling must be confirmed by the torsional vibration analysis. The clutch will be supplied with the approval of any Classification Society.

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

5/21

SRP 1212

TECHNICAL DATA SHEET Electro – pneumatic marine clutch type K – 1212

TECHNICAL DATA Version 1

Version 2

Max. Input power

1650 kW

1650 kW

Max. Input sped

1000 r.p.m.

1800 r.p.m.

Max. Input torque

19500 Nm

9726 Nm

Max. Engaging speed

500 r.p.m.

900 r.p.m.

Max. Ambient temperature

45 °C (318° k)

Engaging medium

compressed air , cleaned and oiled

Air pressure for engaging

approx. 9bar

Max. Air pressure

10 bar

Remote control

electro - pneumatical

Operating voltage

24 DC ± 20 %

Power absorption

approx. 200 mA

Capacity of air tube

5.1 dm³

Engaging time

adjustable between 0.2 and 10 sec.

Emergency device

locking bolts

Clutch liners

asbestos free

Lubrication

grease , lifetime lubrication

Weight of clutch

approx. 590 kg

Weight of control box

approx. 27 kg

Status

Scale

Alteration Index

Drawing No. / Ident No.

05/00

1:..

0

.......

Section / Page

5/22