El - SRP - STP 550 Up To 4500

SRP/STP TABLE OF CONTENTS
550/4500
Section Title
1. Basic Systems
1.1 Voltage supply

1.2 360 Steering Systems
1.5 Pitch Control Systems
1.7 Clutch Control
1.8 Indicator Systems
1.10 Interfaces
1.11 Steering Desk Function Discription
1.13 Warning System
1.14 Control Platform Selection and Alarm Systems
1.15 Proposal for Steering Desk and Switch Box
1.16 Standard steering desk panel
1.17 Standard switch box for engine room
1.18 ECR steering desk panel
1.19 Example of a cable diagram
2. Optional Systems
2.20 Masterdisplay
2.24 Masterpilot
2.29 Combinator
2.33 Engine Speed Control
3. General Information
3.40 General Information About The Vessel

3.41 Service Factor Calculation
3.42 General Service And Maintenance For SCHOTTEL
Populsors
Status Scale Alteration Index Drawing No. / Ident No. Section / Page
05/00 1:.. 0 ....... -/-
SRP/STP BASIC SYSTEMS
550/4500 Voltage supply
Voltage supply
VOLTAGE SUPPLY WITH POWER SUPPLY UNIT
The main voltage supply comes from the shipboard electrical power system.
This shipboard mains voltage is transformed into a 24 DC voltage by a voltage
transformer.
An additional series transformer can also be used if required by the shipboard mains
voltage.
The function of the voltage transformer is monitored by voltage monitoring relay.
When the main voltage supply is switched on, the infeed changeover contactor and the
voltage monitoring relay are activated via an interval time-delay relay (the contact closes
for about 0.2 sec at switch on and then opens again). The infeed changeover contactor
is locked by means of a contact of the voltage monitoring relay.
A feeder from the 24 V DC shipboard system is provided as a back up voltage supply.
This voltage supply is likewise monitored by a voltage monitoring relay.
In the event of failure of the main voltage supply, the shipboard electrical power system
or the voltage transformer, the 24 V DC back up voltage supply is automatically
activated. The operating voltage for the SCHOTTEL system is switched over
imperceptibly for the ships master, in other words without any effect on the operating
functions.
Failure of the main or back-up voltage supply is signaled to the warning system via
contacts of the voltage monitoring relay.
For better heat dissipation, the control cabinet is forced ventilated by means of a fan. If
there is more than one system on a vessel, the main and back-up voltage supply must
come from independent voltage sources for each system.
05/00 1:.. 0 ....... 1/1
550/4500 360 STEERING SYTEMS
GENERAL
The Copilot control is an electro hydraulic way dependable control system for
Schottel propulsion units. The big advantage of this system consists in the fact that the
units can be controlled accurately and in the form of a way dependent control, even over
large distances, only low control, currents flow through the electrical connecting lines
between steering desk and switch box in the engine room.
360 STEERING
The remote control electronics of the 360 steering receive a presetting signal from the
potentiometer, which is fitted on the Copilot 2000. The electronic card compares the
presetting with the actual angle of the SRP and transmits a signal corresponding to the
differential angle to the hydraulics.
If the presetting angle is equal to the angle of the SRP the control is aligned.
The electronic cards contain special protective devices with malfunction detection and
visual display. If the electronic cards detect a malfunction in the control system, they
transmit a malfunction message Steering system failure to the alarm unit. Automatically
the system then changes over from way dependable to time dependable steering.
Further information is available under the system description at SCHOTTEL.
Steering system SST 612
ELECTRIC HYDRAULIC THRUST DIRECTION CONTROL FOR SCHOTTEL

PROPULSION SYSTEMS
The main control system is a freely programmable, digital, way-dependent system.

The function of the control unit is based on a microcontroller system with very high
flexibility. The 360 control consists of two 19-inch electronic cards, which communicate
with each other through a field bus (Controller Area Network, CAN bus). Other user-
specific networking or decentralization can be implemented with this field bus.
A potentiometer for the thrust direction setpoint is attached to the Copilot control device
on the steering desk.
A second potentiometer, mechanically connected to the propulsion unit, is installed on
the SCHOTTEL propulsion unit to provide a feedback signal.
The setpoint value is compared with the feedback value by the electronic cards installed
in the control cabinet.
If the values are different, the hydraulic control valve is activated by the electronic card
and the thrust direction is corrected until the potentiometer values are matched.
05/00 1:.. 0 ....... 1/2
550/4500 360 STEERING SYTEMS
THE ELECTRONIC CARDS MONITOR (following malfunctions):
the internal CAN bus system

the voltage supply
the digital outputs for a short circuit
the controllers installed on the cards
the setpoint and feedback potentiometers for open circuit and short circuit
the valve control for open circuit and short circuit.
All malfunctions are indicated individually by LEDs on the front of the electronic card.
If the electronic card detects a fault in the way-dependent system, it switches to the time-
dependent system, retaining the last value of the manipulated variable.
The time-dependent system remains active until it is manually reset. This is done by
switching the circuit-breaker for the way-dependent system off and back on again.
Failure of the way-dependent system is signaled to the warning system.

In time-dependent control, a rotary control switch on the steering desk acts directly on
the same control valve as with the way-dependent system.
The way- and time-dependent systems are individually protected via circuit-breakers.
The systems are supplied with voltage from a common 24V DC network.
All the components implemented in the electric system have been type-tested by
Germanischer Lloyd, RINA and DNV.
05/00 1:.. 0 ....... 1/3
550/4500 PITCH CONTROL SYSEMS
GENERAL
The copilot pitch control is an electro-hydraulic way-dependable control system
for Schottel propulsion units. The big advantage of this system consists in the
fact that the units can be controlled accurately and in the form of a way
dependent control, even over large distances between control station and engine
room; only low control currents flow through the electrical connecting lines
between steering desk and switch box in the engine room.
PITCH CONTROL
The remote control electronics of the pitch control receive a presetting signal
from the potentiometer, which is fitted on the Copilot 2000. The electronical card
compares the presetting with the actual pitch of the SRP and transmits a signal
corresponding to the differential angle to the hydraulics.
If the presetting pitch is equal to the pitch of the SRP the control is aligned.
The electronic cards contain special protective devices with malfunction detection
and visual display. If the electronic cards detect a malfunction in the control
system, they transmit a malfunction message Pitch control failure to the alarm
unit. Automatically the system then changes over from way-dependable to time-
dependable pitch control.
05/00 1:.. 0 ....... 1/5
550/4500 CLUTCH CONTROL
In the way dependable system the clutch is automatically engaged or

disengaged by the speed lever of the Copilot.
This is done either by a limit switch in the Copilot or by a stop switch in the
Speedronic. This means that the clutch is disengaged at idle running. If the
engine speed increases the clutch is automatically engaged.
The following lighted switch for the clutch control is installed in the steering desk:
switch in position OFF : clutch disengaged

in position AUTO : clutch switches automatically
OFF OPERATION :
If the lighted switch is in the OFF position the lamp clutch disengaged is on.
Now the speed control of the engine can be adjusted without engaged the clutch,
that means the clutch, the clutch control is out of operation.
Furthermore the clutch control can be disengaged at any r.p.m. if the switch is
turned to the OFF position.
AUTO FUNCTION:
For the normal mode the clutch switch must be turned to the AUTO position. To
select this mode the engine can be at idle r.p.m. (speed control unit in the
position IDLE). On the steering desk the lighted switch indicates CLUTCH
DISENGAGED. If the speed is increased now (with the handle on the Copilot)
the lamp CLUTCH DISENGAGED is extinguished. In the idle position of the
handle the clutch automatically disengages and the lighted switch is illuminated.
The clutch control electronic are designed for different kinds of clutches:
- Electric clutch control

- Hydraulic clutch control
- Pneumatic clutch control
05/00 1:.. 0 ....... 1/7
550/4500 INTERFACES
AUTOPILOT OR RIVERPILOT
SCHOTTEL has developed an interface for autopilot systems.
The signal from the autopilot 10 Volt is converted into a steering angle of 40.
An additional feedback unit for the autopilot is not necessary.
The feedback from the compass will be sufficient.
DP SYSTEMS
The signal from the DP system is converted into a steering angle of 180.
The following signals are available:
azimuth control:
from DP system: + 10 V..10V(standard) into + 180.. 180

or
4mA..20mA into + 180.. 180
to DP system: sin / cos potentiometer (standard)

0V..10V
or
4mA..20mA
speed control
from DP-system: 0V..10V (standard)
or
4mA-20mA
potential free contacts:
from DP-system: DP system ON

to DP-System: SCHOTTEL unit ready for DP
05/00 1:.. 0 ....... 1/10
550/4500 STEERING DESK FUNCTION DISCRIPTION
SEVERAL STEERING DESKS

STEERING DESK SELECTION WITH ACTIVATION OF THE NEW STEERING DESK
Installed on the main steering desk is a selector switch for command transfer and
command activation on other steering desks. Using this switch, command can be returned
to the main steering desk at any time.
Transfer of command to an auxiliary steering desk.
The desk selector switch on the main steering desk is set to the position "Operation from
auxiliary desk possible".
The indicator lamp "COMMAND TRANSFER POSSIBLE" is illuminated on the auxiliary
steering desks.
The "STEERING DESK ON" pushbutton on the auxiliary desk must be pressed. This
causes the actuators of the thrust direction control and speed adjustment, if Speedronic,
to be switched off.
In the case of speed adjustment by means of an EP converter, the speed setting lever of
the steering desk that is to be activated must be in the idling position before the
"STEERING DESK ON" pushbutton is pressed.
The indicator lamps "WAY-DEPENDENT SYSTEM IN OPERATION" on the auxiliary
steering desk flashes.
The speed setting lever and the thrust direction control must be set to the same positions
as the propulsion unit, thus transferring command.
The flashing light of the indicator lamps changes to steady light and the actuators are
switched on again.
Command has been transferred to the auxiliary steering desk.
The main steering desk can resume command from an auxiliary steering desk at any time
by setting the desk selector switch to the position "STEERING DESK ON".
The command transfer procedure is the same as for transferring command to an auxiliary
steering desk.
Indicator lamps on each steering desk show which desk is currently active.
05/00 1:.. 0 ....... 1/11
550/4500 STEERING DESK FUNCTION DISCRIPTION
STEERING DESK SELECTION ON VESSELS WITH 2 STEERING DESKS WITH

EQUAL RIGHTS AND ON OPERATOR CHANGING BETWEEN STEERING
DESKS
For the purpose of changing from one steering desk to another, each desk is equipped
with a "Steering desk ON" pushbutton.
When this pushbutton is pressed, the actuators of the thrust direction control and speed
adjustment, if Speedronic, are switched off.
In the case of speed adjustment by means of an EP converter, the speed setting lever of
the steering desk that is to be activated must be in the idling position before the "Steering
desk ON" pushbutton is pressed.
The indicator lamps "Way-dependent systems in operation" on the steering desk flash.
The speed setting lever and the thrust direction control must be set to the same positions
as the propulsion unit, thus transferring command.
The flashing light of the indicator lamps changes to steady light and the actuators are
switched on again.
Command has been transferred.
Indicator lamps on each steering desk show which desk is currently active.
05/00 1:.. 0 ....... 1/12
550/4500 WARNING SYSTEM
WARNING SYSTEM
OPTO-ACOUSTIC WARNING SYSTEM
The SCHOTTEL warning system provides a visual and acoustic indication of any
malfunctions that occur.
Each electronic card of the warning system is equipped for 5 monitoring
locations. Each warning input can be connected as either a closed-circuit or an
open-circuit input.
Each warning input can be delayed by means of a potentiometer accessible from
the front.
Malfunctions occurring during operation are signaled acoustically by the horn and
visually by a rapidy flashing light.
When the alarm is ackknowledge by pressing the push button HORN OFF on
the steering desk the acustic signal is stopped and the flashlight changes to
steady light.
The steady light is extinguished when the malfunction is remedied.
If a second malfunction is signaled before the first has been remedied, the horn is
reactivated and the new malfunction is indicated by a rapidy flashing light.
If a malfunction is rectified automatically before being acknowledged, the
acoustic signal is switched off and the rapidly flashing light changes to slow
flashing. The electronic card has been type-tested by Germanischer Lloyd.
Satus Scale Alteration Index Drawing No. / Ident No. Section / Page
05/00 1:.. 0 ....... 1/13
550/4500 CONTROL PLATFORM SELECTION AND ALARM SYSTEMS
PRINCIPLE OF CONTROL PLATFORM SELECTION
REMOTE REMOTE
CONTROL CONTROL
DEVICE DEVICE
05/00 1:.. 0 ....... 1/14
550/4500 STEERING DESK AND SWITCH BOX
PROPOSAL FOR STEERING DESK AND SWITCH BOX

For steering a vessel individual components (pushbuttons, switches, indicators...), drop-
in panels or complete steering desks are available.
SCHOTTEL prefers drop-in panels which are optimized relating to lettering and
arrangement of the individual components. These panels are made of black anodized
aluminium with standard dimensions. An advantage of these panels is that the whole
panel with all components and functions can be tested.
The cabling of the individual components is connected to a common terminal row.
05/00 1:.. 0 ....... 1/15
SRP/STP OPTIONAL SYSTEMS
550/4500 SCHOTTEL MASTERDISPLAY
The SCHOTTEL course indication indicator corresponding to the (solid) vessel. To provide a
system Masterdisplay brings a engine speed of the respective unit. better reference to the rest
significant improvement of the The tips of the arrows represent the position of the vessel at the
operational safety of vessels. It clutch condition : outline tip = clutch starting position and the path of
provides the master at a glance with disengaged, solid tip = clutch the centre of lateral resistance
fast precise information on the engaged. are shown. The course indicator
position of the individual propulsion works in a degressive mode, i.e.
vessel. The Masterdisplay is already In the middle section of the small forces are displayed in
in operation in several ships to the display, the motion of the vessel is relatively greater proportions
greatest satisfaction of the owners. depicted. In accordance with the than large forces , which has the
theory of forces, the computer advantage that the direction of
To enable the direction of a vessels calculates the total force resulting even slight vessel movements is
motion to be presented on a display, from the individual forces and readily apparent
it is necessary for all the relevant displays it in the form of a moving
forces to be known. Since
SCHOTTEL Rudderpropellers and
Pump-Jets can be rotated through
360 and are thus capable of making
the propulsion force act in any
direction, the angle of application of
the force (=direction of thrust) must
first be ascertained. To obtain this
information, the computer of the
indication electronics.
Next, the magnitude of the force

(=strength of thrust) of the individual
propulsion units is required Digital
speed transducers are normally
installed on the Rudderpropeller or
Pump-Jet drive shaft. The computer
calculates the magnitude of the
force directly from the transducer
pulses and the clutch signals.
Finally, the points of application of

the forces in relation to the centre of
lateral resistance of the vessel
(length, breadth, keel contour etc.)
are needed. Being constant, these
values are permanently stored when
the Masterdisplay system is
commissioned.
With the aid of this information, the

above-mentioned forces are
graphically represented on the LCD
(liquid crystal display). In the lower
or upper section of the display
(depending on the system
configuration), the individual forces
of the propulsion units are shown for
control purposes and for greater
clarity. The direction of the arrows
indicates the direction of the thrust of
the propulsion units. Integrated into
the shaft of each arrow is a bar
05/00 1:.. 0 ....... 2/20
FUNCTIONAL PRINCIPLE (ONLY FOR INFORMATION!)
05/00 1:.. 0 ....... 2/21
SPECIFICATION SHEET (ONLY FOR INFORMATION!)
05/00 1:.. 0 ....... 2/22
TECHNICAL DATA OF MASTERDISPLAY (ONLY FOR INFORMATION!)
Power supply: 24 DC 20%
Power consuption: 10W from 24V
Ambient temperature: 5... +40C
Storage temperature: -10... 50C
SENSOR: Rheintacho
Illumination: LCD with background illumination

and brightness control
Resolution: 128 x 240
Range: 10 Hz 333 Hz
with 8 pulses per revolution :
(75...2497) r.p.m.
Type of protection: IP 42, only for inside use,

wheelhouse
Cabling: cabling with terminal row

cable length 1.5 m
05/00 1:.. 0 ....... 2/23
550/4500 SCHOTTEL MASTERPILOT
GENERAL
The SCHOTTEL MASTERPILOT control system is a micro processor based

control system for ships with one or more Rudderpropellers, jets or bow thrusters.
A clearly structured input unit permits the captain to perform all kinds of
manoeuvres without having go pay attention to speeds, propeller pitches or thrust
directions. Therefore the captain can fully concentrate on the application and
operation of the ship. Control problems are solved by the microprocessor.
The SCHOTTEL MASTERPOLOT control system enables the ship to be moved

with a precision so high that it can hardly be reached even in case of high
concentration by captains controlling the ship manually.
The microprocessor, which is the heart of the whole SCHOTTEL MASTERPILOT

control system, identifies the moving direction and intensity desired. It computes
the speeds, rudder positions and control system for implementation of the
computed values in the correct in the correct order.
Operating-, Mounting- and Maintenance Instructions are to be observed.
05/00 1:.. 0 ....... 2/24
PROPOSAL FOR STEERING DESK.

4 units with 2 synchronized Copilots and Masterdisplay
05/00 1:.. 0 ....... 2/25
STANDARD SWITCH BOX MASTERPILOT AND COPILOT SYSTEM
After installation of the cables the cable input must be plugged with a sealing
compound by the yard. Max. ambient temperature of the switch box is 45 C/113
F.
The filter element of the ventilator has to be checked every three months and
cleaned or renewed if it is dirty.
05/00 1:.. 0 ....... 2/26
SRP OPTIONAL SYSTEMS
SPECIFICATION AND SELECTION CHART Propulsion plant______

Type of vessel Type of propulsor
SRP STT SPJ Type _______
tug Type of propeller
FP
supply vessel Type of engine
CP
ferry boat Diesel E-motor Hy-motor kW _________
passenger boat Type of clutch

clutch reverse gear Type _______
special vessel______________
Propulsion plant______
Main dimensions of vessels Type of propulsor
length m___________ Type of propeller
breadth m___________ FP CP
Type of engine
Diesel E-motor Hy-motor kW _________
Type of clutch
Type of propulsor
Type of propeller
FP CP
Type of engine
Type of clutch
Type of propulsor
Type of propeller
FP CP
Type of engine
Type of clutch
Type of propulsor
Type of propeller
FP CP
Type of engine
Type of clutch
Type of propulsor
Type of propeller
FP CP
Type of engine
Type of clutch
05/00 1:.. 0 ....... 2/27
TECHNICAL DATA OF MASTERPILOT
Power supply: 24 DC 20% AC ripple < 1,2 V
Power consumption: max. 200W in single switch box without

electronics for Copilot
max. 300 W in switch box including

electronics for Copilot
Fuse protection to
be provided by yard: 16A
Ambient temperature: 0...45C standard
05/00 1:.. 0 ....... 2/28
550/4500 SCHOTTEL COMBINATOR
GENERAL
The Schottel combinator steering system is based on a microcomputer system. It

is designed for unit arrangement which consists of a controllable engine (diesel)
and a pitch controlled propeller.
The computer calculates the values for optimal revolutions and pitch from the
speed lever. In this way the engine always runs in its optimal working point. A
sensor for fuel feedback on the engine detects if the vessel is under bollard pull
conditions or not. The optimal pitch for these working points is calculated from
the fuel feedback and is adjusted automatically.
In the fire-fighting mode the revolutions of the engine are fixed and the pitch is
adjustable. The pitch is controlled as in the normal mode.
Each error occuring in the program and resulting in a stop of the program is
recognized by an internal watchdog circuit. Such an error results in switching to
the way-dependable CP steering system.
05/00 1:.. 0 ....... 2/29
BASIC DIAGRAM OF COMBINATOR
05/00 1:.. 0 ....... 2/30
STANDARD SWITCH BOX FOR COMBINATOR ELECTRONICS

including way- and time-dependable steering system
After installation of the cables the cable input must be plugged with a sealing
compound by the yard. Max. ambient temperature of the switch box is 45 C/113
F.
The filter element of the ventilator has to be checked every three months and
cleaned or renewed if it is dirty.
05/00 1:.. 0 ....... 2/31
550 / 4500 SCHOTTEL COMBINATOR
SPECIFICATIONS OF COMBINATOR
Control device: Copilot with combined speed and pitch control
Power control: calculation of the optimal pitch position according

to the operation characteristic of the engine and
the fuel feedback sensor.
Overloading protection 100%.
Optional modes: additional consumer for the engine, this means:
-Fire fighting mode: reduction of pitch portside and / or starboard

dependent on the power consumption of the fire-
fighting pump used. Enabling of operation with
potential-free contact in the basic position of the
Copilot (idle-running).
-Winch mode: reduction of pitch portside and /or starboard

dependent on the power consumption. Enabling of
operation as for fire-fighting mode.
-Transverse thruster: see winch mode.
TECHNICAL DATA OF COMBINATOR
Power supply: 24 DC 20% AC ripple < 1.2 V
Power consumption: 300W
Fuse protection to be
provided by yard: 16A
Ambient temperature: 0...45C standard
Fuel feedback sensor: to be provided by yard

signal : 0 -10V / 4 20 mA
Engine protection: potential free contact for 100% engine overload

protection
05/00 1:.. 0 ....... 2/32
550/4500 SPEED ADJUSTMENT (SPEEDRONIC) FOR DRIVE ENGINES
SPEEDRONIC SPEED ADJUSTMENT

SPEED ADJUSTMENT (SPEEDRONIC) FOR DRIVE ENGINES
The main speed adjustment system is a freely programmable, digital, way-

dependent system.
The function of the control unit is based on a microcontroller system with very
high flexibility.
A potentiometer for the speed setpoint is attached to the speed setting lever on
the steering desk.
A second potentiometer, mechanically connected to the adjusting lever, is
installed in the final controlling device on the drive engine to provide a feedback
signal. The setpoint value is compared with the feedback value by the electronic
card installed in the control cabinet. If the values are different, the servomotor in
the final controlling device is activated by the electronic card via relays and the
speed is corrected until the potentiometer values are matched.
The electronic card monitors following following malfunctions:
- the voltage supply

- the digital outputs for a short circuit
- the controller installed on the card
- the setpoint and feedback potentiometers for open circuit and short circuit.
All malfunctions are indicated individually by LEDs on the front of the

electronic card. If the electronic card detects a fault in the way-dependent
system, it switches to the time-dependent system, retaining the last value of the
manipulated variable.
The time-dependent system remains active until it is manually reset. This is
done by switching the miniature circuit-breaker for the way-dependent system
off and back on again. Failure of the way-dependent system is signaled to the
warning system. In time-dependent speed adjustment, a rotary control switch on
the steering desk acts directly on the same servomotor as with the way-
dependent system.
The way- and time-dependent systems are individually protected via miniature
circuit-breakers. The systems are supplied with voltage from a common 24 DC
network. All the components implemented in the electric system have been
type-tested by Germanischer Lloyd, RINA and DNV.
05/00 1:.. 0 ....... 2/33
550/4500 SPEED ADJUSTMENT WITH EP (ELECTRO - PNEUMATIC
FOR DRIVE ENGINES
SPEED ADJUSTMENT
SPEED ADJUSTMENT WITH EP (ELECTRO PNEUMATIC CONVERTER)
FOR DRIVE ENGINES
The speed adjustment system is a way- dependent system.

For this purpose a potentiometer for the speed setpoint is attached to the speed
setting lever on the steering desk.
The voltage signal of the setpoint potentiometer is converted into a 4 to 20 mA
current signal by an electronic card installed in the control cabinet.
This current signal controls the electro-pneumatic converter mounted on the drive
engine.
When the Rudderropeller is engaged, the control signal for the converter and
thus the engine speed are increased. The speed setting via the speed control
lever is inactive during the speed increase. After the Rudderpropeller has been
engaged, the speed setting of the final controlling device is reactivated.
The electronic card can also be used to implement functions such as:
Reduction of the engine speed to 80%, for example, in case of a reduction alarm
from the warning system
Reduction of the engine speed to idling speed in case of a stop alarm from the
warning system.
If the power supply to the speed adjustment system fails, the value last set is
retained via the converter.
The electronic card is type tested by GL, DNV, and RINA.
05/00 1:.. 0 ....... 2/34
550/4500 SCHOTTEL SPEEDRONIC
ELECTRIC DIAGRAM: SCHOTTEL Speedronic
05/00 1:.. 0 ....... 2/37
SRP/STP GENERAL INFORMATION ABOUT THE
550/4500 VESSEL
Owner (name and address): _______________________________________

_______________________________________
_______________________________________
Shipyard (name and address): _______________________________________
_______________________________________
_______________________________________
Consultant (name and address): _______________________________________
_______________________________________
_______________________________________
Newbuilding no. of shipyard: _______________________________________
Type of vessel: _______________________________________
Service area: _______________________________________
Size of vessel:
Length overall: _________________ m
Length of waterline: _________________ m
Breadth: _________________ m
Draft: _________________ m
Displacement: _________________ m
Speed of vessel: _________________ knots

Bollard pull: _________________ t
No. of units per ship: _________________
Additional information:
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
___________________________________________________________________
05/00 1:.. 0 ....... 3/40
SRP/STP SERVICE FACTOR CALCULATION
550/4500
Annual working hours
1.0 up to 3000
fz 0.95 3000 5000
0.9 over 5000
Load
1.0 intermittent
fL 0.95 up to 50% full power
0.9 full power continuous rating
Overload conditions
1.0 no engine overload
fo 0.95 engine overload 10%
0.9 more than 10% engine overload
Field of operation
1.0 inland waterways

- inland waterways with limited depth
fs 0.95
- limited field of operation (coastwise)
0.9 unlimited field of operation
Sf = fz * fL * fO * fs
= * * *
05/00 1:.. 0 ....... 3/41
SRP/STP GENERAL SERVICE AND MAINTENANCE
550/4500 FOR SCHOTTEL-PROPULSORS
Lubrication oil in gears

Control weekly
Hydraulic oil
Control weekly
Lubrication oil change

Take oil samples after every 2000 h service hours and check.
If the water contents is more than 10,000 ppm and/or the ferruginous content is
more than 500 ppm the lubrication oil should be changed.
Changing of complete oil is recommended after one classification period (5
years).
Sealings (Radialshaft seals)

Sealings have to be changed after each classification period (5 years).
Expected life time for sealings is 8 to 10 years.
Roller bearing
Roller bearings are laid out to achieve life time of 10 years and more if the units
are in operation under consideration of the correct service factor.
After this time a change of bearings is recommended to prevent damages.
Bevel gears
Bevel gears are laid out for infinite life time, if the unit is serviced under
consideration of the correct service factor. If the lubrication system is operating
properly the bevel gear are not exposed to wear.
Controls
All mechanical, hydraulical and electrical control elements have to be checked
regularly, at least one time per year.
General
For service and maintenance for each order individual manuals are delivered. For
the individual order the special conditions mentioned in these manuals are of
course replacing all above recommendations.
05/00 1:.. 0 ....... 3/42

El - SRP - STP 550 Up To 4500

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SRP/STP TABLE OF CONTENTS

1.1 Voltage supply

3.40 General Information About The Vessel

VOLTAGE SUPPLY WITH POWER SUPPLY UNIT

Further information is available under the system description at SCHOTTEL.

Steering system SST 612

ELECTRIC HYDRAULIC THRUST DIRECTION CONTROL FOR SCHOTTEL

The main control system is a freely programmable, digital, way-dependent system.

THE ELECTRONIC CARDS MONITOR (following malfunctions):

the internal CAN bus system

Failure of the way-dependent system is signaled to the warning system.

In the way dependable system the clutch is automatically engaged or

switch in position OFF : clutch disengaged

- Electric clutch control

from DP system: + 10 V..10V(standard) into + 180.. 180

to DP system: sin / cos potentiometer (standard)

potential free contacts:

from DP-system: DP system ON

SEVERAL STEERING DESKS

STEERING DESK SELECTION ON VESSELS WITH 2 STEERING DESKS WITH

PRINCIPLE OF CONTROL PLATFORM SELECTION

PROPOSAL FOR STEERING DESK AND SWITCH BOX

The cabling of the individual components is connected to a common terminal row.

Next, the magnitude of the force

Finally, the points of application of

With the aid of this information, the

FUNCTIONAL PRINCIPLE (ONLY FOR INFORMATION!)

SPECIFICATION SHEET (ONLY FOR INFORMATION!)

TECHNICAL DATA OF MASTERDISPLAY (ONLY FOR INFORMATION!)

Power supply: 24 DC 20%

Power consuption: 10W from 24V

Ambient temperature: 5... +40C

Storage temperature: -10... 50C

Illumination: LCD with background illumination

Resolution: 128 x 240

Type of protection: IP 42, only for inside use,

Cabling: cabling with terminal row

The SCHOTTEL MASTERPILOT control system is a micro processor based

The SCHOTTEL MASTERPOLOT control system enables the ship to be moved

The microprocessor, which is the heart of the whole SCHOTTEL MASTERPILOT

Operating-, Mounting- and Maintenance Instructions are to be observed.

PROPOSAL FOR STEERING DESK.

STANDARD SWITCH BOX MASTERPILOT AND COPILOT SYSTEM

SPECIFICATION AND SELECTION CHART Propulsion plant______

ferry boat Diesel E-motor Hy-motor kW _________

passenger boat Type of clutch

TECHNICAL DATA OF MASTERPILOT

Power supply: 24 DC 20% AC ripple < 1,2 V

Power consumption: max. 200W in single switch box without

max. 300 W in switch box including

Ambient temperature: 0...45C standard

The Schottel combinator steering system is based on a microcomputer system. It

BASIC DIAGRAM OF COMBINATOR

STANDARD SWITCH BOX FOR COMBINATOR ELECTRONICS

Control device: Copilot with combined speed and pitch control

Power control: calculation of the optimal pitch position according

Optional modes: additional consumer for the engine, this means:

-Fire fighting mode: reduction of pitch portside and / or starboard

-Winch mode: reduction of pitch portside and /or starboard

-Transverse thruster: see winch mode.

TECHNICAL DATA OF COMBINATOR

Power supply: 24 DC 20% AC ripple < 1.2 V