SRP TABLE OF CONTENTS

4500

Section / Page Title

1 / 2 Technical Data

2 / 3 Design and Construction

3 / 10 Hydraulic Control System

4 / 13 Power Transmission

5 / Standard Installation Drawings

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 SRP RUDDERPROPELLER FOR MAIN PROPULSION
4500 Power Range 3400 4750 kW

TECHNICAL DATA
Input speed range > 750 rpm < 900 rpm
Other input speeds on request !

Max. input torque 67000 Nm 80400 Nm

At service factor 1.0

Attention Torque limitations due to classification and to service

factor are to be applied!

Reduction Total 4.815 : 1 5.792 : 1

Upper gear 0.946 : 1 1.138 : 1

Lower gear 5.090 : 1 5.090 : 1

Rotation of input shaft clockwise
Looking at input flange standard
Propeller stem length (PAL) standard 5000 mm
Weight of standard SRP 65000 kg
(inc. Propeller and oil)
Fixed Pitch Propeller (FPP)

Propeller diameter (open propeller) 3600 4500 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
Nozzle (standard)
Nozzle type mod. Kort design type 19A / dismountable
Inner nozzle diameter 3640 mm+8
Outer nozzle diameter mm
Nozzle length 1800 mm
Nozzle material shipbuilding quality grade A St.42.2 DIN 17100
shrouding 12 mm stainless steel 316L
Test pressure 0.2 bar
Weight 12000 kg

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 SRP DESIGN AND CONSTRUCTION
4500

The SCHOTTEL Rudderpropeller type SRP 4500 designed in the form of a Z - drive
consists of the following three main assemblies (see drawing HDB2300)

- Upper gearing (2) with lubricating oil level tank (3)

- Steering pipe (11) with support tube (9) and
- Lower gearing (13) with propeller (12) and nozzle (10)

Anodes (14) are attached to the SRP to protect system against corrosion. Power
transmission is accomplished from the drive flange (1) through the drive shaft to a set
of helicoidal bevel gear. From there the propulsion is transmitted through the power
transmission shaft, lower bevel gear set planetary reduction gear and propeller shaft to
the propeller (12). Installation of a nozzle (10) is standard in order to increase thrust at
low ship speeds. A unique design of the intermediate stem section (11) 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. In order to reduce losses during operation the upper gear
housing (2) is emptied of lub. oil by a forced lubrication system with external pumps
and separate lub oil tanks; 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. In
case of lubrication pump failure the system can be operated with oil - filled upper gear
at 80 % power max.
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 brake. It prevents trailing of the propeller in
the opposite direction. In case needed a pneumatically operated airflex clutch may be
fitted to the upper gear power input.
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 (13) with propeller (12) and nozzle (10) can be infinitely moved
towards port or starboard by means of five hydraulic oil motors (4), 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 (7) is a support element between the upper gear (2) and
the support tube (9). The upper gearbox (2) and five vertically mounted hydraulic
steering motors (4) with planetary gears are mounted on the top plate (7).
Additionally a thrust direction transmitter (19), lub. oil level switch (18) and a oil filling
plug (20) is installed.
Steering spur gear : Below the top-plate (7), within the support tube (9), a spur gear
wheel is located. It tops the steering pipe (11) and is driven by five hy-motors (4).
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 SRP DESIGN AND CONSTRUCTION
4500

Maximum operational safety is guaranteed through the installation of a ball turning rest
between the top-plate and the spur gear wheel.
Hydraulic motors: Five hydraulic steering motors (4) of proven type are vertically
mounted on the top-plate (7) and flanged onto a reduction planetary gear set (5) 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 (7). Suitable reduction gives 1 : 1 synchronism with the
lower gearbox (13).

Intermediate section

Support tube (9): The stem section (11) is supported by a cone-shaped housing (9)
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 additional lub-oil cooling by heat dissipation to the
surrounded water.
Steering pipe: Attached to the spur gear the stem section (11) is the vertical
connection between steering gear and the lower gear housing (13). 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 surface. 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 (11). The joint between the upper and lower gear and pipe is of the
involute splined shaft type.

Lower gear (13)

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 bevel gear pinion and wheel are of cyclo-palloid type. The bevel
gear drives a planetary gearset which is the connection to the propellershaft. 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 except of the thrust
bearing which is a pad type bearing.

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 SRP DESIGN AND CONSTRUCTION
4500

Sealings: The propeller shaft seal is of type profi seal. Profi seal is a selfadjusting lip
seal system specially designed for submarine application. It has a separate lubrication
by an independent header tank with pump. 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 (12): The propeller is of type Kaplan or Wageningen B-series, four- or five-
bladed, depending on the results of the torsional vibration analysis. Standard propeller
material is CuAlNi. Both rotating directions are possible.
Nozzle (10): 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

UPPER GEARBOX LUBRICATION SYSTEM

The upper gear is lubricated by means of the combined splash/spray oil system.
The oil will be cooled and filtered. 80 % of cool oil will flow back into the gear and 20 %
of the flow will fill 2000 litre tank. When the operating levels reached, the level will be
held constant by an overflow pipe. The pumps, tank and lubrication unit are provided
for installation in the thruster room.

During stand still of SRP, the oil level comes up and the gearbox is completely filled with
oil for protection against corrosion.

In detail the lubrication unit consists of :

1 lub oil circulation pump, electric driven 18 kW
1 temperature switch for lub oil temperature alarm
Lubrication oil tank 2000 litre and oil level gauge and cleaning handhole are
provided. The oil header tank is furthermore equipped with:
1 lub oil change-over filter
1 lub oil cooler (heat exchanger)

Required cooling water capacity : approx. 12 m/h

max. inlet temperature : 38
Heat dissipation : approx. 100 kW

2 flow indicator
1 pollution switch per filter)
1 level switch
2 thermometer
1 sight glass

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 SRP DESIGN AND CONSTRUCTION
4500

Propeller shaft sealing system

A lubrication tank with a volume of 40 litres is installed approx. 2,5 meters above the
waterline max. draft. A pump with a power or 0,63 kW constantly circulates the oil
through the sealing and ensures during a failure that water will be transported to the oil
header tank. A filter and a level switch are installed in the tank.

Support tube sealing system

The system tube sealing is lubricated by a static oil system. A lubrication tank with a
volume of 40 litres is installed approx. 2,5 meters above the waterline max. draft. A
level switch is installed in the tank.

LOWER GEARBOX LUBRICATION SYSTEM

Lower gear has the same system as the upper gear, a combined splash spray system.
The lower gearbox is emptied by an 15 kW electric driven pump.

Recommended Lubricants
SRP Steering planetary gear
Amount 6000 l 6l per hydr. motor

Brand Oil type

Agip Blasia 150

Aral Degol BG 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

SPARES

Spares are supplied according to the requirements of the requested classification

certificate for restricted or unrestricted service.

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 SRP DESIGN AND CONSTRUCTION
4500

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.

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 Ident no.

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 SYSTEMS
4500

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 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. 100 dm incl. oil level switch,
temperature switch
- 1 oil cooler, required cooling water capacity approx. 2,0 m/h, max. inlet
temperature 38C fresh - or seawater, heat to be dissipated approx. 10 kW.
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.

Technical data SST 612 Pump drive

electric electric
380V / 50 Hz 440 / 60 Hz

Steering time for 180 approx. 15 sec. approx. 15 sec.

Max. operating pressure 250 bar

Hy - Tank, oil capacity approx. 100 dm

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

Max. oil flow per min. approx. dm approx. dm

Revolutions of hy pump r.p.m. r.p.m.

Power: nominal / max. 105 kW 105 kW

Control voltage 24 DC 20 % AC ripple < 1V

Cooling water 10 kW 2.0 m/h at max. 38C p=0.3 bar

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 SRP POWER TRANSMISSION
4500

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 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 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 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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