SRP TABLE OF CONTENTS

550

Section / Page Title

1 / 2 Technical Data

2 / 3 Design and Construction

3 / 11 Hydraulic Control System

4 / 16 Power Transmission

5 / 19 Clutch

6 / Standard Installation Drawings

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 SRP RUDDERPROPELLER FOR MAIN PROPULSION
550 Power range 620 920 kW

TECHNICAL DATA
Input speed range 900 1000 rpm < 1500 rpm < 1800 rpm
Other input speeds on request !

Max. input torque 9762 Nm 6508 Nm 5423 Nm

At service factor 1.0
Attention Torque limitations due to classification and to service
factor are to be applied!

Reduction Total 2.804 : 1 4.202 : 1 5.059 : 1

Upper gear 0.913 : 1 1.368 : 1 1.647 : 1

Lower gear 3.071 : 1 3.071 : 1 3.071 : 1

Rotation of input shaft clockwise
Looking at input flange standard

Propeller stem length (PAL) standard 2400 mm

Weight of standard SRP 7500 kg
(inc. Propeller and oil)
Fixed Pitch Propeller (FPP)

Propeller diameter (open propeller) 1600 1800 mm

Propeller diameter with 1750 mm

nozzle

No. of blades 4 or 5, depending of tva

Rotating direction, seen from aft clockwise or counter - clockwise

Propeller material , standard CuAl10Ni

Tolerances according ISO R484 class I/II

Nozzle (standard)

Nozzle type mod. Kort design type 19A / dismountable

Inner nozzle diameter 1770 mm+8

Outer nozzle diameter 2116 mm

Nozzle length 875 mm

Nozzle material shipbuilding quality grade A St. 42.2 DIN 17100

shrouding 12 mm stainless steel 316L

Test pressure 0.2 bar

Weight 1650 kg

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 SRP DESIGN AND CONSTRUCTION
550

The SCHOTTEL Rudderpropeller type SRP 550 designed in the form of a Z - drive
consists of the following three main assemblies (see drawing HDB2001):
- Upper gearing (2) with lubricating oil level tank (3)
- Steering pipe (14) with support tube (13) and
- Lower gearing (17) with propeller (16) and nozzle (15)
Anodes (18) are attached to the SRP to protect system against corrosion. Power
transmission is accomplished from the drive flange/clutch (1) through the drive shaft to
a set of helicoidal bevel gear. From there the propulsion is transmitted by the power
transmission shaft, lower bevel gear set and propeller shaft to the propeller (16). The
twin set of gears gives suitable reduction from input speed to propeller speed.
Installation of a nozzle (15) is standard in order to increase thrust at low ship speeds. A
unique design of the steering pipe (14) reduces the amount of work by the yard for
installation of the unit.

Upper gearing (2)

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 (2) 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 and corrosion.
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-550 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 (17) with propeller (16) and nozzle (15) can be infinitely moved
towards port or starboard by means of two hydraulic oil motors (7), 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 (11) is a support element between the upper gear (2)and
the support tube (13). The upper gearbox (2) and two vertically mounted hydraulic
steering motors (7) with planetary gears (8) are mounted on the plate. Additionally a
thrust direction transmitter (19), lub. oil level switch (20) and oil filling plugs are
installed.
Steering spur gear : Below the top-plate (11) , within the support tube (13), a spur
gear wheel is located. It tops the steering pipe and is driven by two hy motors (7).
Maximum operational safety is guaranteed through the installation of a ball turning rest
between the top-plate and the spur gear wheel.
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 SRP DESIGN AND CONSTRUCTION
550

Hydraulic motors: Two hydraulic steering motors (7) of proven type are vertically
mounted on the top-plate (11) and flanged onto a reduction planetary gear set (8) 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 (19) (electrical and mechanical),
mounted onto the top-plate (11). Suitable reduction gives 1 : 1 synchronism with the
lower gearbox (17).

Intermediate section

Support tube (13): The stem section (14) is supported by a tube-shaped housing (13)
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.
Steering pipe: Attached to the spur gear the stem section (14) is the vertical
connection between steering gear and the lower gear housing (17). 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 ceramic coated 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 (14). A helix between these two pipes, rotated by the connecting shaft,
guarantees constant exchange of oil out of the lower gear (17). The joint between the
upper and lower gear and pipe is of the involute splined shaft type.

Lower gear (17)

Housing: Formed to give minimum resistance and to achieve optimum propeller

performance. The design of the lower gear housing incorporates SCHOTTELs
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.
Bearings: All bearings in the lower gear are of the roller type.
Sealings: The propeller shaft seal (triple) are proven Lip seal types. The running
sleeve is of high-quality stainless steel material with ceramic coating. Non-rotating
parts are sealed by O-rings. The sealing arrangement is of a proven type.

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 SRP DESIGN AND CONSTRUCTION
550

Propeller (16): The propeller is four- or five-bladed, depending on the results of the
torsional vibration analysis. Standard propeller material is CuAlNi. Both rotating
directions are possible.
Nozzle (15): 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 (18) 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 (5) of the
lubricating oil level tank (3). During SRP OPERATION, the upper gearing (17) is
drained through the topedge of the lubricating oil tank (3) providing spray oil during
operation, accomplished 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 helix. The lower gearing (17) and the steering spur gearing are splash-
lubricated. The lubricating oil 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.

Recommended Lubricants
SRP Steering planetary gear
Amount 1150 l 6 l per hydr. motor VG 150

Brand Oil type

Agip Blasia 150

Aral Degol BG 150

or Epona Z 150

BP Energol GR- XP 150

Castrol ALPHA SP 150 or ALPHA ZN 150

Chevron Non Leaded Gear Compound 150

Esso Spartan EP 150

Fina Giran 150

Mobil Mobilgear 629

Shell Omala Oil 150

Texaco Meropa 150

Wisura Kineta 150

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
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 SRP DESIGN AND CONSTRUCTION
550

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)

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 Designation FPP

1 Hydro measuring kit (minimess) X

1 Oil pump X

1 Manometer, 1000 Kg / cm X
1 High pressure pipe X

1 Manifold X

1 Hexagon bolt, M16 x 70 X

1 Turn handle X

1 Oil drain pipe X

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 SRP DESIGN AND CONSTRUCTION
550

COATING AND PAINT STRUCTURE

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

Coating Dried coating thickness

1 x 2 K Epoxy resin primer abt. 40 m

3 x 2 K Epoxy- resin abraision
resistant coating system abt 3 x 100 m

Additionally , cathodic protection is provided , where applicable

Upper gearbox as well as other steel parts

1K layer of anti-corrosive primer abt. 50 m

1K pre - coat abt. 50 m
1K top coat of synthetic resin
RAL 7000 abt 50 m

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 SRP HYDRAULIC CONTROL SYSTEM
550

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 (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 system selects the
shortest route.
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. 35 dm incl. oil level switch,
temperature switch
- 1 oil cooler, required cooling water capacity approx. 1.5 m/h, max. inlet
temperature 38 C fresh - or seawater, heat to be dissipated approx. 3 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 supplied loose for installation by the shipyard. Pipe
connections between hydraulic power-pack and hydraulic motors are 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.

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 SRP HYDRAULIC CONTROL SYSTEM
550

Technical data SST 612 Pump drive

electric electric mechanical

380V / 50 Hz 440 / 60 Hz
Steering time for 180 approx 11 sec approx 9 sec approx. 10-12 sec

Max. operating pressure 210 bar

Hy-tank , oil capacity approx. 35 dm

Hy oil type ISO VG 32 HLP (see recommended lubricants)

Max. oil flow per min approx. 48 dm approx. 57 dm approx. 51 dm

Revolutions of hy - pump 1450 r.p.m. 1750 r.p.m. 750 2520 r.p.m.

Power: nominal/max. 15 / 19 kW 18/24 kW max. 19 kW

Control voltage 24 DC 20 % AC ripple < 1V

Cooling water 3.0 kW 1.5 m/h at max. 38 C p=0.2 bar

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 SRP POWER TRANSMISSION
550

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 engines flywheel a short countershaft with two bearings
and attached flange is arranged in order to support the engine crankshaft. A V- belt pulley may
be mounted on the aft end of this shaft to drive a hydraulic pump mechanically.
Via a combination of two cardan shafts, and one solid intermediate shaft the power is transmitted
to the pneumatically operated disengaging clutch K-550 directly mounted on the input flange of
the Rudderpropeller. 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.

- Declination angle of Rudderpropeller and engine.

STANDARD TRACTOR INSTALLATION (Short shaft line)

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. A V-belt pulley may be
mounted on the front end of this shaft to drive a hydraulic pump mechanically.
One cardan shaft, is arranged between the flange of the countershaft and the pneumatically
operated disengaging clutch K-550 directly mounted on the input shaft of the SRP.

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.

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 SRP TECHNICAL DATA SHEET
550 Electric pneumatic clutch type K - 550

DESCRIPTION:
The SCHOTTEL clutch, type K-550, 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 manufacturers 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.

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 SRP TECHNICAL DATA SHEET
550 Electric pneumatic clutch type K - 550

TECHNICAL DATA

Version 1 Version 2 Version 3

Max. input power 828 kW 920 kW 920 kW

Max. input speed 900 r.p.m. 1000 r.p.m. 1800 r.p.m.

Max. input torque 9762 Nm 9762 Nm 5423 Nm

Max. engaging speed 500 r.p.m. 500 r.p.m. 900 r.p.m.

Shipping torque at the air 17303 Nm 16633 Nm 8825 Nm

pressure of 9 bar

Max. engaging torque at 13842 Nm 13306 Nm 7060 Nm

the are pressure of 9 bar

Max. ambient 45 C (318 k)

temperature

Engaging medium compressed air, cleaned and oiled

Air pressure for engaging approx. 9 bar

Max. air pressure 10 bar

Remote control electro pneumatical

Operating voltage 24 V DC 20 %

Power absorption approx. 200 mA

Capacity of air tube 3.03 dm

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. 310 kg

Weight of control box approx. 27,0 kg

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