550
1 / 2 Technical Data
4 / 15 Power Transmission
5 / 18 Clutch
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STP 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 !
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STP DESIGN AND CONSTRUCTION
550
The SCHOTTEL Twinpropeller type STP 550 designed in the form of a Z - drive
consists of the following three main assemblies (see drawing HDB2020)
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 propellers
(16,18).The twin set of gears gives suitable reduction from input speed to propeller
speed. A unique design of the intermediate steering pipe (14) reduces the amount of
work by the yard for installation of the unit.
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 (15) with propellers (16 + 18) 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 (1) 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 (14) 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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STP 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 (15).
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 (15). 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 (15). The joint between the
upper and lower gear and pipe is of the involute splined shaft type.
Propeller (16 + 18): The 2 propellers are 2,3 or 4 bladed. Standard propeller
material is CuAlNi. Both rotating directions are possible. Special high skew design is
applied for the twin propellers.
LUBRICATION SYSTEM
Recommended Lubricants
STP Steering planetary gear
or Epona Z 150
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STP DESIGN AND CONSTRUCTION
550
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).
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.
1 Oil pump X
1 Manometer, 1000 Kg / cm X
1 Manifold X
1 Turn handle X
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STP HYDRAULIC CONTROL SYSTEM
550
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. It 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, oilfilter
and 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 above
mentioned components.
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STP HYDRAULIC CONTROL SYSTEM
550
Steering time for 180 approx 11 sec approx 9 sec approx. 10-12 sec
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STP POWER TRANSMISSION
550
Due to the relatively large distance between the engine output and STP 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 STP 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 STP 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 STP is usually small with this 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 STP.
ATTENTION !
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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STP 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 STP. 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 STP 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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STP TECHNICAL DATA SHEET
550 electric pneumatic clutch type K-550
TECHNICAL DATA
Operating voltage 24 V DC 20 %
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