Application Guide

Kamewa Ulstein controllable pitch propellers

Kamewa Ulstein XF5 E

50 XF5/4 E - 121 XF5/4 E
Application Guide
Kamewa Ulstein CPP XF5/4 E Table of Contents

Table of Contents
1 Preface ........................................................................................5
1.1 Reading the guide ................................................................................... 5

2 Introduction ................................................................................7
2.1 System overview ..................................................................................... 7
2.2 Propeller hub mechanism ...................................................................... 8
2.2.1 Main components of the propeller hub ............................................... 9
2.2.2 Hub lubrication - Static pressure ...................................................... 10
2.2.3 Hub lubrication - Pressurised header tank ....................................... 11
2.3 Shafting .................................................................................................. 12
2.3.1 Main components in shafting system ............................................... 12
2.3.2 Propeller shaft .................................................................................. 12
2.3.3 SKF coupling .................................................................................... 13
2.3.4 Single tube ....................................................................................... 14
2.3.5 Main components in single tube ....................................................... 15
2.3.6 OD-box type F .................................................................................. 17
2.3.7 Main components in OD-box type F ................................................. 18
2.3.8 Pitch feedback .................................................................................. 22
2.3.9 OD-box scale .................................................................................... 23
2.4 Remote control system ........................................................................ 24
2.4.1 General ............................................................................................. 24
2.4.2 Basic equipment/functions ............................................................... 24
2.4.3 Optional equipment/functions ........................................................... 25
2.4.4 User’s manual .................................................................................. 25
2.5 Hydraulic system, hub size 50 - 86 ...................................................... 26
2.5.1 System overview .............................................................................. 26
2.5.2 Description of function ...................................................................... 28
2.5.3 Hydraulic system components ......................................................... 29
2.5.4 Sensors and switches ...................................................................... 34
2.6 Hydraulic system, hub size 94 - 121 .................................................... 35
2.6.1 System overview .............................................................................. 35
2.6.2 Description of function ...................................................................... 37
2.6.3 Hydraulic system components ......................................................... 39
2.6.4 Sensors and switches ...................................................................... 43
2.7 Back-up control of pitch ....................................................................... 44
2.8 Local control of pitch ............................................................................ 44
2.9 Emergency pitch control ...................................................................... 44
2.9.1 OD-box functioning and still in service ............................................. 45
2.9.2 OD-box or pipes damaged and out of service .................................. 48

3 Propeller Theory .......................................................................53

3.1 Hydrodynamics and optimization of operation .................................. 53
3.1.1 Optimal propeller design .................................................................. 53
3.1.2 Correct relationship between shaft speed and pitch ........................ 53
3.1.3 Load limit potentiometer ................................................................... 53
3.1.4 Idling speed ...................................................................................... 53
3.1.5 System for automatic optimization of operation ................................ 54

49528-E Revision R1
 Application Guide
Table of Contents XF5/4 E Kamewa Ulstein CPP

3.1.6 The condition of the propeller blades ............................................... 54

3.1.7 Operation in ice ................................................................................ 54
3.1.8 Cavitation ......................................................................................... 54
3.2 Load control .......................................................................................... 55

4 Selection of Propeller Size ...................................................... 57

4.1 Rolls-Royce Hydrodynamic Research Centre in Kristinehamn ........ 57
4.1.1 Cavitation tunnels ............................................................................. 57

5 Shaft System ............................................................................ 59

5.1 Shaft arrangement ................................................................................ 59
5.2 Earthing of propeller shaft for corrosion protection ......................... 59
5.3 Shaft locking device ............................................................................. 59
5.4 Support bearings .................................................................................. 59
5.5 Stern tube and seals ............................................................................. 59

6 Technical Documents .............................................................. 61

6.1 Information for ship yard and customer ............................................. 61
6.1.1 Extend of delivery ............................................................................. 61
6.1.2 Shaft system calculation ................................................................... 61
6.1.3 Classification society ........................................................................ 61
6.1.4 Shaft forging ..................................................................................... 61
6.1.5 Reduction gearbox ........................................................................... 61
6.1.6 Main engine ...................................................................................... 61
6.1.7 Remote control system ..................................................................... 62
6.1.8 Unmanned engine room ................................................................... 62
6.1.9 Shaft seals ........................................................................................ 62
6.1.10 Drawings .......................................................................................... 62
6.1.11 Installation manual ........................................................................... 62
6.1.12 Operating manual with spare part list ............................................... 62
6.1.13 Contact information .......................................................................... 62
Application Guide
Kamewa Ulstein CPP XF5/4 E Preface

1 Preface
This application guide is intended as an introduction to the XF5/4 E propeller system. It
is also intended to give a general understanding in the process of selecting the right
propeller size and configuration.
Some important guidelines about propeller theory is included as well.
We continuously develop and upgrade our products and therefore we reserve the right
to make changes. All information in this publication is based on the product data
available at the time of publishing.
Please feel free to contact Rolls-Royce if you have any queries regarding this equipment.
Copyright © 2000–2004 Rolls-Royce AB. We reserve the right to make changes.

1.1 Reading the guide

The guide has been written with two modes of presentation in mind; electronic and
printed. Although the two presentations will no doubt be similar, readers will find some
differences. For example, links will not work in the printed version and page numbers
will not appear in the electronic version. Drawings that can be “zoomed in” and forms
that can be “filled in” in the electronic version are placed in section “DRAWINGS” in
the printed manual folder.
In case of a discrepancy, the electronic version is considered the authoritative version of
this guide.

49528-E Revision R1
5
 Application Guide
Preface XF5/4 E Kamewa Ulstein CPP

6
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2 Introduction
2.1 System overview
This Kamewa Ulstein controllable pitch propeller installation comprises the following
main systems:

Figure 1 System overview.

1. Propeller with shafting and oil distribution box
2. Hydraulic system
3. Remote control system

49528-E Revision R1
7
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.2 Propeller hub mechanism

The characteristic of the controllable pitch propeller is that the propeller pitch can be set
in a variable range of pitch angles as the blades are turned around their own axis.
All propeller blades are simultaneously turned by the hydraulic operated mechanism
inside the hub to a position, controlled from bridge or engine room.

Figure 2 View of the propeller hub mechanism.

As the pitch can be set in any position between full ahead and full astern it is
unnecessary to reverse the rotation of the shaft when going in astern direction.
The controllable pitch also means possibilities to utilise 100% of propulsion power,
under conditions where a fixed propeller might overload the main engine. Overload will
always necessitate reduction of engine speed and power output.
The possibility to set the pitch also for astern operations means that there is no need to
stop the engine for reversing of shaft direction. This provides for speedier, more
responsive manoeuvring and improved operating economy. Changing the pitch angle of
the blade for astern results in a ratio with efficiency slightly below that of a fixed
propeller. However this is more than compensated by the advantage of maintaining
engine speed and making full use of the propulsion power from the controllable pitch
propeller. In an emergency situation, when a short stopping time is needed, both time
and distance are shorter than for a fixed propeller.

Figure 3 Kamewa Ulstein controllable pitch propeller.

8
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.2.1 Main components of the propeller hub

Figure 4 Main components of the propeller hub.

No Qty Description
1 1 Hub body
2 1 Piston rod
4 1 Hub cylinder
5 4 Crank pin ring
7 4 Sliding shoe
8 1 Piston
9 4 Guide pin
10 4 Guide pin
11 36 Screw
12 24 Screw
13 2 Plug
14 1 Ring
16 24 Locking pin
22 1 Piston sealing
23 2 Piston rod sealing
26 2 O-ring
27 1 O-ring
28 1 O-ring
29 4 O-ring
30 8 Hexagon socket screw
31 6 Hexagon socket screw
34 4 Plug
37 1 Locking device
38 1 Locking device

49528-E Revision R1
9
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.2.2 Hub lubrication - Static pressure

Hub and stern tube static pressure/lubrication systems are combined by the same header
tank. The position of this tank above highest water level keeps the internal pressure
inside hub and stern tube to a value higher than the water head pressure. The internal
pressure in hub, called static hub pressure, is high enough to prevent ingress of water
and maintaining a sufficient blade bearing lubrication. The oil is transferred from the
stern tube through the liner of the aft shaft seal and through holes in the propeller shaft
flange. The location above water line for the header tank is given on the hydraulic
diagram for the installation.

Figure 5 Hub lubrication, static pressure.

10
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.2.3 Hub lubrication - Pressurised header tank

When conditions in the ship not allow the standard header tank to be placed at the
recommended height, there is a possibility to use a design with a pressurised tank. This
tank is located at a lower level, and is constantly set under pneumatic pressure,
compensating the lower hydraulic pressure head.

Figure 6 Hub lubrication, pressurised header tank.

49528-E Revision R1
11
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.3 Shafting
The propeller hub and shaft is designed for the single tube system and are connected by
means of bolts.
The SKF coupling of type normal sleeve (flange) connects the shaft to the reduction
gearbox.
On the fore end of the gearbox is the OD-box of type F connected. The single tube is
directly connected to the rotating oil transfer tube in OD-box.
The position of the piston rod will then exactly correspond to the position of the rotating
oil transfer parts inside the OD-box. The pitch position is transmitted to an angular
movement of the feedback shaft and scale outside OD-box housing.

2.3.1 Main components in shafting system

• Propeller shaft (tail shaft)
• SKF coupling
• Single tube
• OD-box type F
• Pitch feedback mechanical parts

2.3.2 Propeller shaft

Normally the propeller is delivered connected to the shaft as one unit.
The propeller shaft is, like other parts in the shafting system, designed according the
rules of the classification societies.
The transfer of oil to hub cylinder is carried out in the hollow bore inside the centre of
the shaft and the contained single tube.
A stainless steel ring and a bronze cover protects the shaft flange.

12
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.3.3 SKF coupling

The SKF couplings are available in two different designs.
Type OKFA. Used for flange connection to gearbox. This design has a space for single
tube connection/disconnection.

Figure 7 SKF coupling type OKFA.

Type OKCA. Used for connection of two cylindrical shafts. This design includes a split
ring giving space for single tube connection/disconnection.

Figure 8 SKF coupling type OKCA

Note: More information about the SKF coupling is found in the “Installation Man-
ual” for your application.

49528-E Revision R1
13
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.3.4 Single tube

The hydraulic pressure for pitch setting is transferred to the hub cylinder through the
hollow bore in propeller shaft.

Figure 9 Components of the single tube.

1. Connection towards hub
2. Joint (male and female muff)
3. Support

The system contains a single tube for oil distribution according following:
• Oil flow for AHEAD pressure - Inside the pipe
• Oil flow for ASTERN pressure - Outside of the pipe
As the single tube is flange connected to the hub piston it also serves as feedback rod for
pitch position.
The single tube is built together of two or more parts, to fit the length of the shaft line.
The tube is guided to the centre of the shaft hole.
At the fore end of the single tube, positioned in the stub shaft all types of F boxes have
a built in load holding valve, see section “Load holding valve”.

14
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.3.5 Main components in single tube

Figure 10 The single tube within the shaft line.

1. Connection piece
2. Oil transfer tube
3. Male muff
4. Female muff
5. Support
6. Support
7. Joint sleeve
8. Pipe
9. Pipe
10. Pipe
11. Pipe
12. Set screw
15. Glue

49528-E Revision R1
15
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Figure 11 Main components of the single tube.

2. Oil transfer tube
3. Male muff
4. Female muff
5. Support
6. Support
7. Joint sleeve
12. Set screw
13. O-ring
14. O-ring
15. Glue

16
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.3.6 OD-box type F

Figure 12 Transparent view of the OD-box.

Note: The position numbers in the text refer to figures “Main components, OD-
box size 50–86”.

The stub shaft (13) rotating inside a non-rotating box ring (02) builds up the well-proven
design with a rotating oil transfer system to the piston rod. The principle of this system
is that there is constantly a small leakage from the rotating surfaces in the box ring. There
is no need for seals as the OD-box housing is completely sealed off and connected to the
oil tank.
The transfer of control oil from box housing (1) to box ring (02) is facilitated by two
movable pipes (010) with swivels in all moving connections and elbows. The swivels
are equipped with seals of long life type, but if a small leakage would occur there is no
urgent need for replacement as they all are contained inside the box housing.
The position of the box ring is also indicating the pitch position, which is transmitted to
an angular motion of the feedback shaft (3). The electronic feedback box and pointer
(20) for the feedback scale (19) are connected to this shaft.
In the end of the stub shaft a load holding valve (48) (counterbalance valve) is located,
see section “Load holding valve”.

49528-E Revision R1
17
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.3.7 Main components in OD-box type F

Figure 13 Main components, OD-box size 50-86, figure 1 of 2.

No Qty Description No Qty Description
1 1 Box housing 23 16 Sealing
3 1 Shaft 26 4 Screw
4 1 Guide pipe 27 1 Screw
5 1 Yoke 29 2 Screw
7 2 Connection pipe 31 1 Pin
8 2 Bolt 33 2 Guide ring
9 2 Bolt 34 2 Circlip
10 4 Swivel assembly 35 6 Circlip
12 1 Holder 36 2 Circlip
14 1 Pin 39 2 O-ring
17 2 Washer 40 2 O-ring
18 6 Washer 41 2 V-ring
19 1 Scale 44 1 Link bearing
20 1 Pointer 52 2 Plug
22 4 Plug 53 1 Seal washer

18
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

Figure 14 Main components, OD-box size 50-86, figure 2 of 2.

No Qty Description No Qty Description
2 1 Box ring 38 1 O-ring
6 1 Cover 42 1 Locking screw
13 1 Stub shaft 43 8 Screw
15 1 Washer 44 1 Link bearing
16 1 Bushing 45 2 Sealing ring
21 1 Cap 46 1 Sealing
24 8 Screw 48 1 Counterbalance valve
25 22 Screw 49 1 Sleeve
28 1 Circlip 50 1 Sealing holder
29 2 Screw 51 2 O-ring
30 1 Circlip 53 1 Seal washer
31 1 Pin 56 1 O-ring
32 2 Screw 57 1 O-ring
37 1 Packing 60 1 Screw

49528-E Revision R1
19
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Figure 15 Main components, OD-box size 94-121, figure 1 of 2.

No Qty Description No Qty Description
3 1 Shaft 28 4 Piston guide
04 1 Guide pipe 29 1 Bearing
5 1 Yoke 36 2 O-ring
7 2 Connection pipe 39 6 Circlip
8 2 Bolt 40 2 Circlip
9 2 Bolt 41 2 Circlip
010 4 Swivel 42 2 V-ring
15 6 Washer 43 2 Pin
17 1 Scale 48 28 Screw
18 1 Pointer 49 2 Screw
21 1 Pin 50 3 Screw
22 2 Washer 51 2 Washer
23 1 Holder 52 4 Screw
24 1 Holder 55 2 Plug
25 16 Sealing 57 5 Plug
27 2 O-ring

20
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

Figure 16 Main components, OD-box size 94-121, figure 2 of 2.

No Qty Description No Qty Description
1 1 Box housing 35 2 Sealing ring
02 1 OD-box ring 37 1 Counterbalance valve
04 1 Guide pipe 38 1 Packing
6 1 Cover 44 2 Screw
010 4 Swivel 45 1 Locking screw
011 1 Oil transfer tube 46 14 Screw
12 1 Sealing holder 47 14 Sealing washer
13 1 Stub shaft 48 28 Screw
14 1 Cap 53 8 Screw
16 2 Washer 54 8 Screw
19 1 Bushing 56 1 Packing
20 1 Sleeve 57 5 Plug
26 1 Sealing 58 1 Packing
30 1 Cover 61 1 Circlip
31 1 O-ring 62 1 Circlip
32 1 O-ring 63 4 Screw
33 1 O-ring 64 4 Sealing washer
34 2 O-ring 65 1 Locking screw

49528-E Revision R1
21
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.3.8 Pitch feedback

The pitch feedback is carried out by means of the single tube which is connected in aft
end to the hub piston rod and in fore end to the OD-box stub shaft with link system.
The position of the piston rod is set by the oil flow directed by the control valve in the
hydraulic system. The command signal of the pitch (desired position of the piston rod)
is determined by the position of the control handle on the electronic control. During the
travel of the piston rod there is a proportional feedback of pitch position to the electronic
control and the travel is stopped when command and feedback values are equal.

Figure 17 Pitch feedback.

For an introduction to the remote control system see section “Remote control system”.

22
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.3.9 OD-box scale

For visual indication of the pitch position a scale with pointer is fitted to the OD-box
housing. The scale can be placed on port or starboard side of the housing as illustrated
below.

AD
Me Wa A STER
K aSTROKE
A HE mm N
0 20 10 0 10 20 30 40
40 3 50
0 50 60
6 70
70 80
80

Figure 18 Scale and pointer placed at port side of the OD-box housing.

ERN K aMe Wa A HE A
A ST STROKE mm
D
20 10 0 10 20 30 40
0 30 50
5 0 4 60
0 70
7 0 6 80
8 0

Figure 19 Scale and pointer placed at starboard side of the OD-box housing.

49528-E Revision R1
23
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.4 Remote control system

2.4.1 General
The Kamewa CPP-BASIC remote control system is a microprocessor based remote
control system, used to control the pitch setting of the Kamewa Ulstein controllable
pitch propeller (CPP).
The system can, with maintained rotation direction of the propeller, order both ahead
and astern manoeuvres by changing the pitch setting.
The manoeuvring is performed from a control station. The system can be equipped with
up to three control stations on bridge and one control station in control room.
When there is more than one control station, there is also a responsibility system
included which allows only one control station at a time to be “In command”.
The RPM of the main engine, driving the propeller, can also be controlled from the
Kamewa system, (optional function). When ordering a pitch setting, the system
simultaneously generates a main engine RPM command. The relationship between pitch
setting and main engine RPM is determined from the “combinator curve”.
When manoeuvring the pitch (and RPM), the load of the main engine is controlled by
the load control system, (optional function), which automatically regulates the pitch.
The maximum allowed load/pitch, corresponding to the actual engine RPM, is
determined from the “load curve”.
A back-up system, which is a complement to the main system, is included. The back-up
system is of “non follow up” type and controls the pitch by direct activation of the
hydraulic control valve. The back-up system is electrically separated from the main
system.
There is also a pitch indication system included which is electrically separated from both
the main and back-up systems.
The indication system continuously shows (on each control station) the actual pitch
setting of the propeller.
As option, a shaft (propeller) RPM indication system can be included.
The system is available in a basic version to which different options can be added.

2.4.2 Basic equipment/functions

• One control station, main bridge
• Pitch control, (not RPM control)
• Back-up control, on main bridge
• Pitch indication, (on each control panel)
• Engine overload protection system
• Slow down/Shutdown, (inputs)
• Failure supervision of main control, back up and indication system
• 24 VDC system supply

24
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.4.3 Optional equipment/functions

• Bridge wing control stations, (one or two)
• Control station in control room
• RPM control, (combinator)
• Separate RPM control panel, in control room
• Remote/Local RPM take over panel/function
• E/P converter, for engine RPM setting
• Load control
• Additional pitch indicators, “Panama type”
• Shaft RPM indication
• Hand terminal, (for calibration/adjusting)
• Casing for central unit
• Signals to Manoeuvre recorder
• Signals to wrong way alarm system
• Shaft generator interface
• 115/220 VAC power supply

2.4.4 User’s manual

Read more about the remote control system in the User's manual.

49528-E Revision R1
25
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.5 Hydraulic system, hub size 50 - 86

2.5.1 System overview

Figure 20 Hydraulic system overview, hub size 50–86 (Two electric driven pumps).
P1, P2 Hydraulic pump
F3 Return filter
VS Check valve pump
VSS Sequence valve
V3 Control valve
V4 Relief valve
V7.1 Counterbalance valve (load holding valve)
V7.2 Counterbalance valve (load control valve)
V8 Shut off valve
V17 Pressure valve for filter by-pass
V19 Check valve
V22 Check valve
V57 Shut off valve
G1 Pressure gauge

26
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

Figure 21 Hydraulic system overview, hub size 50–86 (PTO pump and one electric driven
pump).
P1, P2 Hydraulic pump
F3 Return filter
VS Check valve pump
VSS Sequence valve
V3 Control valve
V4 Relief valve
V7.1 Counterbalance valve (load holding valve)
V7.2 Counterbalance valve (load control valve)
V8 Shut off valve
V17 Pressure valve for filter by-pass
V19 Check valve
V22 Check valve
V57 Shut off valve
G1 Pressure gauge

Note: The hydraulic system overview figures, Figure and Figure, show simplified
symbolic diagrams of different hydraulic systems. For information regard-
ing your particular installation refer to the “Installation Manual”.

49528-E Revision R1
27
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Two alternatives for driving the hydraulic pumps are available; one has a PTO driven
pump and an electrically driven pump, the other alternative is built up by two identical
electrically driven pumps.

2.5.2 Description of function

Two pumps (P1 and P2) of positive displacement type are producing the oil flow to
achieve the stated manoeuvring times with one or both pumps in service. If a PTO
driven pump is used the flow output is proportional to the shaft speed giving the
consequence with a lower manoeuvring time at lower shaft speed range.
The oil flow is directed to B = Ahead or A = Astern side of the hub piston by the control
valve (V3) of On-Off type, which is electrically set to any of the positions by a signal
from bridge via the control system. With no signal on any of the solenoids the valve
spool remains in mid-position and oil flow is directed back to the oil tank via the return
line filter (F3).
This means that the continuously oil flow tank-pump-valve-tank without any
restrictions or pressure losses over a relief valve will not create any heating of the oil.
Besides the oil filtration capacity is fully used when no manoeuvre is done.
The pump pressure during manoeuvre will automatically rise as much as needed for
changing the pitch. Required pressure depends on:
• Shaft speed
• Pitch position
• Engine power
(The propeller must under some conditions overcome very high hydrodynamic forces).
Load holding valves (V7.1 and V7.2) located in B and A pressure lines are limiting the
pitch change velocity so it never can exceed the velocity given by the hydraulic pumps.
At manual control the load holding valve (V7.1) will hold the pitch in position.
The hydraulic pressure is kept at a minimum of 15 bar when no manoeuvres are carried
out by the sequence valve (VSS).
One hand-operated pump for emergency pitch setting is also included.
The maximum hydraulic pressure is set on a relief valve (V4). This maximum pressure
can normally only be read on pressure gauge (G1) at mechanical end position. During
manoeuvres you can read the pressure needed for overcoming the pitch setting forces.

28
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.5.3 Hydraulic system components

Oil tank
The oil tank, including switches and sensors for oil temperature and oil level, will work
as a main tank for the pitch setting system.

Figure 22 Components of the oil tank, hub size 50–86.

1. Air breather filter (F5)/Sounding rod (SR5)
2. Level switch (LS1)
3. Temperature switch (TS1)

49528-E Revision R1
29
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Hydraulic pump unit with two pumps

The hydraulic pump unit includes two electric motor driven single pumps (P1 and P2),
necessary valves and a filter for the pitch control system. Furthermore a pressure gauge
and switches/sensors for low-pressure alarm and start of stand-by pump are incorporated
in the hydraulic pump unit. All low voltage components are connected to a common el.
connection/control box.

Figure 23 Components of the hydraulic pump unit, hub size 50–86.

1. Electric motor
2. Hydraulic pump (P1 and P2)
3. Valve manifold
4. Control valve (V3)
5. Emergency hand pump
6. Pressure gauge
7. Control/connection box

30
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

Hydraulic pump unit with single pump

This unit is used in systems equipped with a PTO pump. The Hydraulic pump unit
Includes an electric motor driven single pump (P2) and necessary valves and a filter for
the pitch control system. Furthermore a pressure gauge and switches/sensors for low-
pressure alarm and start of stand-by pump are incorporated in the unit. All low voltage
components are connected to a common el. connection box.

Figure 24 Components of the hydraulic pump unit, hub size 50–86.

1. Electric motor
2. Hydraulic pump (P2)
3. Valve manifold
4. Control valve (V3)
5. Emergency hand pump
6. Pressure gauge
7. Control/connection box

49528-E Revision R1
31
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Power take off driven pump (PTO pump) (P1)

This pump is used in systems together with a hydraulic pump unit equipped with one
electrically driven pump. Normally the PTO pump shall be running at sea with the el.
driven pump in stand-by position.
The stated pitch setting time is achieved with the PTO pump running at full RPM. At
lower pump speeds the pitch setting time will be longer in direct relation to the speed
reduction.
At manoeuvring conditions close to engine idling speed both el. and PTO driven pumps
may run in parallel to give maximum flow. This is recommended in harbours and
channels.
It is not recommended to continuously run the two pumps in parallel at operation in sea
at full engine speed, this is only waste of energy. The el. driven pump is normally
stopped via the pressure switch as soon as the PTO pump is delivering pressure.
A check valve (VS) is mounted in the pressure line.

Figure 25 PTO pump, hub size 50–86.

Control valve (V3)

The pitch control valve (V3) is of On-Off type, with ports A-B blocked and P-T
connected, equipped with two solenoids for changing valve spool position to direct the
oil flow to the ports for ahead and astern pitch setting. The valve is normally controlled
by the remote control system, but can also be activated manually at the valve. (See
section “Emergency pitch setting”).
Pressure relief valve (V4)
The pressure relief valve (V4) limits the maximum working pressure of the system but
will never be activated during normal operation. The maximum pressure setting can
only be read at mechanical end position.
Sequence valve (VSS)
The sequence valve (VSS) in the pressure line from the pumps maintains a minimum
pressure for a proper function of the pressure sensors.
Load holding valve (counter balance valve) (V7.1 and V7.2)
As a safety device preventing the pitch from drifting in astern direction, the single tube
has a built in load holding valve (V7.1) (this valve can also be seen as a pitch-blocking
valve). Under normal operating conditions there is a free flow through the valve in both

32
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

directions. In case of hydraulic failure, the pilot pressure needed for opening the valve
is lost as well. This means that the valve is blocked by a spring. The oil trapped in the
hydraulic cylinder will hold the pitch in the same position as it had at the moment for the
pressure loss.
In order to create a system as leak-free as possible, the load holding valve (V7.1) is
installed inside the oil distribution box. This means that the small internal leakage in the
OD-box will have no influence to the pitch position.
The load holding valves (V7.1 and V7.2) which are of type counter balance valve are
also limiting the pitch setting velocity so it never can exceed the pump capacity during
“overrunning load” conditions at astern manoeuvres. The load holding valve (V7.1) will
also keep the pitch in position at manual control. The valve for ahead direction (V7.2) is
located on valve manifold at the pump unit.

Note: The load holding valves are pre-set from factory. The adjustment devices
are locked, as there is no need for adjustment at installation in ship. Set
values are given on actual hydraulic diagram.

49528-E Revision R1
33
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

2.5.4 Sensors and switches

The hydraulic system for pitch setting is equipped with a level switch and a temperature
switch in the hydraulic tank. The static pressure system for hub and stern tube is
equipped with a level switch in the header tank. All switches shall be connected to main
monitoring and alarm system in control room.
The tanks are also equipped with sight glass/sounding rod stating maximum and
minimum oil level.

Figure 26 Sensors and switches, hub size 50–86.

Switches:
• PS2, alarm low oil pressure
• PS1.1, auto start of stand by electric driven pump P2
• PS1.2, auto start of stand by electric driven pump P1 (not in systems with a PTO pump)
• G2, clogged filter alarm

34
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.6 Hydraulic system, hub size 94 - 121

2.6.1 System overview

Figure 27 Hydraulic system overview, hub size 94–121 (two electrical driven pumps).
Pos Description
P1, P2, P4 Hydraulic pump
C1 Oil cooler
F3 Return filter
VS Check valve pump
V3 Control valve
V4, V5 Relief valve
V6 Double check valve (shuttle valve)
V7.1 Counterbalance valve (load holding valve)
V7.2 Counterbalance valve (load control valve)
V8, Z Shut off valve

49528-E Revision R1
35
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

V10 Pre-setting valve for pump pressure

V17 Pressure valve for filter by-pass
V18 Pressure valve for cooler by-pass
V22 Check valve
G1 Pressure gauge
G2 Filter indicator

Figure 28 Hydraulic system overview, hub size 94–121 (PTO-pump and one electrical driven
pump).

36
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

Pos Description
P1, P2, P4 Hydraulic pump
C1 Oil cooler
F3 Return filter
VS Check valve pump
V3 Control valve
V4, V5 Relief valve
V6 Double check valve (shuttle valve)
V7.1 Counterbalance valve (load holding valve)
V7.2 Counterbalance valve (load control valve)
V8, Z Shut off valve
V10 Pre-setting valve for pump pressure
V17 Pressure valve for filter by-pass
V18 Pressure valve for cooler by-pass
V22 Check valve
G1 Pressure gauge
G2 Filter indicator

Note: The hydraulic system overview figures, show simplified symbolic dia-
grams of different hydraulic systems. For information regarding your par-
ticular installation refer to the “Installation Manual”.

2.6.2 Description of function

System with two electrical driven pumps:
Two electrical driven pumps (P1 and P2) are producing necessary oil flow to achieve the
stated manoeuvring times in the conditions with one or both pumps running. Both pumps
have normally identical flow capacities and are electrically connected, so that one of the
two pumps can be chosen as stand by-pump and started by a pressure switch on the other
pump which is in service.
System with one PTO-pump and one electrical driven pump:
One PTO-pump (P1) and one electrical driven hydraulic pump (P2) are producing
necessary oil flow for pitch setting. Under normal conditions only the PTO-pump is
running. At maximum speed this pump is producing oil flow enough to maintain the
stated manoeuvring time. In a situation with a malfunction in the PTO-pump system,
with a following pressure loss, the electrical driven pump will automatically be started
via the low-pressure switch (PS1.1). If the electrical driven pump is started under a
condition when the PTO-pump still is producing full flow this flow will be directed back
to the tank via the pilot to open check valve (V23). Pilot pressure to open this valve is
taken from the pressure line from the electrical driven pump.
Common for both systems:
The oil flow is directed to B=Ahead or A=Astern side of the piston in the hub cylinder
by the control valve (V3), which is a pilot operated control valve with electric
proportional control. The valve opening and hence flow rate can be modulated

49528-E Revision R1
37
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

continuously in proportion to the current supplied to the proportional solenoids on the

pilot valve. For further information, see chapter “Control System”.
As the control valve has all ports blocked in mid position the relief valve (V4) will relief
the pump flow to tank when no manoeuvre is done. The relief valve is a pilot operated
relief valve limiting the maximum system pressure to a set value. The vent port on the
relief valve is connected to the pre-setting valve (V10). This valve will, when no
manoeuvre is done, unload the pump pressure down to a lowest value, which is equal to
the pilot pressure needed for a proper function of the control valve.
The pump pressure during manoeuvre will automatically rise as much as needed for
changing the pitch. Required pressure depends on:
• Shaft speed
• Pitch position
• Engine power
(The propeller must under some conditions overcome very high hydrodynamic forces).
The pressure needed for pitch setting under different conditions can be read on pressure
gauge (G1).
The continuous oil flow through the relief valve is passing the filter (F3) which
guarantee that all oil is fully filtrated.
Counter balance valves (Load holding valves) (V7.1 and V7.2) located in B and A
pressure lines are limiting the pitch change velocity so it never can exceed the velocity
given by the hydraulic pumps. At manual or emergency control the load holding valve
(V7.1) located in the oil distribution box shaft, will hold pitch in position.
The system is also including one electrically driven pump (P4) for emergency pitch
setting at hydraulic failure on the two main pumps. The maximum pressure for this
function is set on valve (V5) and is much lower than the system pressure. See chapter
“Emergency pitch setting”.

38
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.6.3 Hydraulic system components

Power pack
The power pack is built-up by the oil tank with related components and the hydraulic
pump units. It is mounted on a frame for floor mounting with all components mounted
close to the cylindrical tank. The two hydraulic pump units are vertically mounted and
easy to reach for overhaul or maintenance.
The valve block is mounted on the top of the tank close to the terminal box for electrical
connections. The emergency pump is electrically driven and also located on the frame.

Figure 29 Components of the power pack, hub size 94-121.

1. Hydraulic tank
2. Valve manifold
3. Pressure gauge
4. Local pitch control
5. Oil cooler
6. Electric motor
7. Hydraulic pump
8. Level switch
9. Return filter
10. Sounding rod
11. Emergency pump

49528-E Revision R1
39
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Power pack for combination with PTO-pump

Figure 30 Components of the Power pack for combination with PTO-pump.

1. Hydraulic tank
2. Valve manifold
3. Pressure gauge
4. Local pitch control
5. Oil cooler
6. Electric motor
7. Hydraulic pump
8. Emergency-pump

40
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

Stern tube header tank

Figure 31 Pressurised header tank.

In order to maintain a constant pressure in the stern tube (propeller hub internals as well)
a reservoir with stern tube oil is positioned at a suitable height above maximum water
line.
When ship facilities not allow the use of such a tank, a pressurised tank can be installed
for the same purpose. This tank is placed at a lower position, close to the stern tube
forward bulkhead. Pneumatic pressure is constantly supplied with a pressure margin
above the pressure created of the distance between the shaft centre line and the ships
maximum draught. To prevent the system for over pressure a safety valve is included in
the system.
Control valve (V3)
The pitch control valve (V3) is a pilot operated directional control valve for electrical
proportional control. The valve opening and hence flow rate can be modulated
continuously in proportion to the current supplied to the proportional solenoids of the
pilot valve.
The valve is normally controlled from the electronic bridge control system as a part of a
closed loop servo system, but can also be activated manually at site of the pilot valve.

49528-E Revision R1
41
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Relief valve (V4)

The relief valve is of cartridge type and located in the valve manifold.
The valve is set for limitation of the maximum pressure in the system. The valve is pilot
operated in order to unload the pump pressure when no manoeuvre is done.
The maximum pressure setting can only be read at mechanical end position.
Relief valve (V10)
Relief valve (V10) is also a pilot operated relief valve of cartridge type used to regulate
the pressure in Relief valve (V4). The pressure in the vent port in valve (V4) is relieved
to the shuttle valve down to a lowest value set by valve (V10). When no manoeuvring
is done this pressure must be high enough to maintain minimum pilot pressure for the
control valve and prevent the auto start and warning systems from activation.
Load holding valve (counter balance valve) (V7.1 and V7.2)
The load holding valves are of cartridge type and located:
V7.1 - End of oil distribution box shaft
V7.2 - In valve manifold at power pack
The load holding valves, of counter balance type, are limiting the speed of pitch setting
to the value given by the hydraulic pump flow capacities, thus preventing from
“overrunning loads” which happens at astern manoeuvring.
Valve (V7.1) located in the oil distribution box shaft is preventing the pitch to drift
astern (the valve can also be seen as a pitch blocking valve). Under normal operating
conditions there is a free flow through the valve in both directions. In case of a hydraulic
failure, the pilot pressure needed for opening the valve is lost as well. The valve is then
blocked by the spring. The oil trapped in the hydraulic cylinder will hold the pitch in the
same position as before the pressure loss.
NOTE! The load holding valves are pre-set from factory. The adjustment devices are
locked, as there is no need for adjustment at installation in ship.

42
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.6.4 Sensors and switches

The hydraulic system for pitch setting is equipped with a level switch and a temperature
switch in the hydraulic tank. The static pressure system for hub and stern tube is
equipped with a level switch in the header tank. All switches shall be connected to main
monitoring and alarm system in control room.
The tanks are also equipped with sight glass/sounding rod stating maximum and
minimum oil level.

Figure 32 Sensors and switches, hub size 94–121 (two electrical driven pumps).

Switches:
• PS2, alarm low oil pressure
• PS1.1, auto start of stand by electric driven pump P2
• PS1.2, auto start of stand by electric driven pump P1
• G2, clogged filter alarm

49528-E Revision R1
43
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Figure 33 Sensors and switches, hub size 94–121 (PTO-pump driven system).

Switches:
• PS2, alarm low oil pressure
• PS1.1, auto start of stand by electric driven pump P2
• LS1, low level switch
• TS1, high temperature switch
• G2, clogged filter alarm

2.7 Back-up control of pitch

In case of failure in remote control system, the pitch can be controlled by the back-up
system. The back-up system will control the pitch by tiller, or push-buttons, in the bridge
control panel. 24V DC power is supplied from emergency system, and separate wiring
is provided for control direct on the control valve solenoids.

2.8 Local control of pitch

Local control of pitch is possible by operating the control valve V3 by hand. The
position of pitch is indicated on the pitch indicator at the wiring box of the power pack.
Note that the switch located close to above mentioned pitch indicator must be in position
“local”.
Instructions for local control can be read from the sign at the power pack (hub size 94–
121).

2.9 Emergency pitch control

In case of a complete breakdown of the hydraulic system the pitch will remain in actual
position due to a load holding valve (counter balance valve) located in the OD-box stub
shaft.
If it is necessary to set the pitch to full position one of the following methods can be
used.

44
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

2.9.1 OD-box functioning and still in service

Hub size 50–86
1. Connect the emergency pump hose to the (EP) and (EO) connections.
2. Open valve V8 and valve V57.
3. Use the emergency hand pump and move the propeller pitch to full ahead.
4. Remove the hose at connection (EP).
5. Start the propeller and run the shaft with fixed pitch at reduced shaft speed.

Figure 34 Emergency pitch control with OD-box still in service, hub size 50–86.

Hub size 94–121

Pitch setting to full ahead can be carried out from the power pack by means of a flexible
hose. Necessary oil flow for pitch setting is taken from the electrical driven emergency
pump (P4) and is via the emergency hose and the non-return valve (V22) connected to
port (B) for ahead pitch setting. Return oil is directed back to the oil tank via the shut-
off valve (V8) which shall be in open position.
1. Switch over to local pitch control on the power pack panel.
2. Stop the shaft.

49528-E Revision R1
45
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

3. Stop the hydraulic pumps.

4. Connect the emergency hose to the (EP) female and (EO) male connectors at the valve
manifold.
5. Open valve (V8) located in the valve manifold.
6. Start the electric driven emergency pump and move the pitch to full ahead.
7. Stop the emergency pump.
8. Remove the hose at both connections.
9. Start the propeller and run the shaft with reduced shaft speed.
10. If necessary stop the shaft and repeat the pitch setting operation.

Note: The shaft must be stopped during the pitch setting procedure. The electric
motor of the emergency pump is only designed for 1Mpa hydraulic pres-
sure, set on relief valve (V5), which is too low for pitch setting with rotating
shaft.

46
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

Figure 35 Emergency pitch control with OD-box still in service, hub size 94–121.

49528-E Revision R1
47
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

Figure 36 Location of valves and hose connections, hub size 94–121.

2.9.2 OD-box or pipes damaged and out of service

Hub size 50–86
1. Stop the shaft.
2. Stop the pumps.
3. Drain the OD-box from oil, so the load holding valve can be reached from the plug in
the box cover. (If necessary drain the box completely and dismantle the damaged box
ring.)

Note: The box shall be drained via the valve T and the oil shall be taken care of.

4. Remove the load holding valve in stub shaft.

5. The pressure line from emergency pump is connected direct to the single tube via the

48
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

stub shaft, using the emergency plunger and a long hose. All parts are included in the
tool box.
6. Move the pitch with the emergency pump.
7. When full ahead is reached, remove the hose at the OD-box end, but keep the
emergency plunger in location for sealing purposes. Start the propeller and run with
fixed pitch at reduced shaft speed.

Figure 37 Emergency pitch control function with OD-box or pipes damaged, hub size 50–86.

Hub size 94–121

Pitch setting to full ahead can be carried out from the power pack by means of a flexible
hose.
Necessary oil flow for pitch setting is taken from the electrical driven emergency pump
(P4) and is via the emergency hose with emergency plunger connected to the stub shaft
in the OD-box. Return oil is directed back to the OD-box housing if the box ring has
been dismantled. Take care of the return oil.
1. Switch over to local pitch control on the power pack panel.
2. Stop the shaft.
3. Stop the hydraulic pumps.
4. Use drain valve (T) and drain the OD-box from oil, so the load holding valve can be

49528-E Revision R1
49
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

reached.
5. Open the small cover for the load holding valve in the OD-box cover.
6. Remove the load holding valve in stub shaft.
7. If necessary drain the box completely and dismantle the damaged box ring.
8. Connect the emergency hose to the (EO) male connector and the other end including
the emergency plunger to the OD-box stub shaft.
9. Open valve (V8) located on valve manifold (Not necessary if box ring has been
dismantled or if the return oil is taken care of via a disconnected pipe).
10. Start the electric driven emergency pump and move the pitch to full ahead.
11. Stop the emergency pump.
12. Remove the hose at both connections, but keep the emergency plunger in location,
which will hold the pitch in position.
13. Start the propeller and run the shaft with reduced shaft speed.
14. If necessary stop the shaft and repeat the pitch setting.

Note: Take care of the oil from OD-box draining and the return oil coming out
when the pitch is set to full ahead.

50
Application Guide
Kamewa Ulstein CPP XF5/4 E Introduction

Figure 38 Emergency pitch control function with OD-box or pipes damaged, hub size 94–121.

49528-E Revision R1
51
 Application Guide
Introduction XF5/4 E Kamewa Ulstein CPP

52
Application Guide
Kamewa Ulstein CPP XF5/4 E Propeller Theory

3 Propeller Theory
3.1 Hydrodynamics and optimization of operation
One of the major targets for the propeller design is to get a high efficiency of the
propeller. The propeller design is optimised for efficiency, but it is also important that
the operation of the vessel is optimised.

3.1.1 Optimal propeller design

Each Kamewa Ulstein propeller is supplied with blades designed specifically for the
particular vessel. Consideration is given to factors as:
• Power
• Shaft speed
• The hull wake field
• Draught
• Clearance between propeller and hull
• Rules of the classification society
• Etc.
If any of these factors are changed, the performance (efficiency, noise and vibration)
could be influenced. Thanks to the flexibility of the CP propeller a re-optimisation is
simple. The modifications are normally limited to revision of the relationship between
shaft speed and pitch, or modification of the existing propeller blades.
Please contact us for advice.

3.1.2 Correct relationship between shaft speed and pitch

As far as possible the pre-programmed combinator curve constitutes the optimal
combination between shaft speed and pitch. The efficiency is maximized and the risk of
harmful cavitation is minimized. Consequently the combinator should be used whenever
possible.
In case of a shaft generator, constant shaft speed must be used, when the generator is in
service. As soon as the generator is disconnected (for example, at low electrical load),
the combinator should be utilized.

3.1.3 Load limit potentiometer

The load limit potentiometer on the electronic load control should normally be set on
100%. Otherwise the propeller is prevented from operating in accordance with the
combinator curve, which will result in increased fuel consumption.

3.1.4 Idling speed

Due to skin friction and water circulation, the propeller will absorb power at zero pitch.
At full shaft speed this could amount to 20% of full power. If the speed is reduced, the
power will decrease rapidly. At normal idling speed (60% of full speed) the idling power
is only 5% of full power. If the shaft cannot be stopped when the vessel is at standstill,
the shaft rpm must be as low as possible.

49528-E Revision R1
53
 Application Guide
Propeller Theory XF5/4 E Kamewa Ulstein CPP

3.1.5 System for automatic optimization of operation

Computerised systems like Kamewa Seapacer, for optimization of operation are today
available. The principle is to preselect the most economic ship’s speed throughout the
entire voyage in order to prevent costly engine output peaks and to continuously use the
optimum combination shaft speed and pitch. This will result in the minimum possible
fuel consumption.
The system continuously measures ship speed, fuel consumption, pitch, and RPM. The
correct propeller pitch is automatically set for the ship’s entire spectrum of operation.
The systems are simple to install and provide a useful complement to the CPP.

3.1.6 The condition of the propeller blades

After some time in operation the propeller efficiency decreases as the blade surface
finish deteriorates or due to mechanical damage of blades. When the vessel is dry-
docked the surface should be polished and any damage to be corrected.

3.1.7 Operation in ice

At operation in severe ice it is advisable to use high shaft speed. The mass-dynamic
force in the system will contribute to effective milling of the ice.

3.1.8 Cavitation
On modern high-powered ships, propeller cavitation can be the potential source to a
variety of problems, the most common ones are:
• Cavitation may damage the propeller blades
• Damage the rudder
• Induce vibrations and noise to the ship’s after-body
• Introduce unacceptable hydro acoustic noise being radiated to the surrounding water.
This concerns mostly naval ships and dynamically positioned vessels
On some vessels, the propeller cavitation is acceptable; that is, cavitation hardly
presents a problem.
On other ships, the propeller cavitation is tolerable from an operational point of view,
but the problems such as noise in the accommodations give rise to discomfort and
irritation. In severe cases, cavitation may even jeopardise the economy of the ship.
What is cavitation?
Physically, cavitation is the formation of vapour-filled cavities in a liquid when the
static pressure is reduced to or below the vapour pressure.
In natural sea water at normal temperature, this phenomenon takes place in the flow over
ship’s propeller blades, for instance, where the static pressure often approaches vacuum.
In homogenous parallel flow, one can design most propellers so as to avoid completely
any harmful cavitation, simply by choosing a large enough propeller blade area.
Behind a ship’s stern, however, the flow to the propeller is far from homogenous and,
in practice, on most ships a certain amount of propeller cavitation has to be accepted.
To avoid cavitation problems

54
Application Guide
Kamewa Ulstein CPP XF5/4 E Propeller Theory

To minimise the risk of complications a number of coordinated steps are taken:

• A careful design of the ship’s hull is of course a basic condition for a successful result.
The hull lines must be designed not only to meet the requirements for loading capacity,
stability, and ship speed, but they must aim at a favourable inflow condition to the
propeller as well
• Advanced design methods and sound design principles based on long experience
should be applied
• A suitable model test programming at checking and improving the design of the hull
lines in combination with the propeller.
• The ship’s hull stiffness, engine installation, gears, shafting, and so on, are other items
that must be checked with regard to the risk of vibrations
• A close cooperation between all parts involved

3.2 Load control

Refer to the “User's Manual” of the remote control system.

49528-E Revision R1
55
 Application Guide
Propeller Theory XF5/4 E Kamewa Ulstein CPP

56
Application Guide
Kamewa Ulstein CPP XF5/4 E Selection of Propeller Size

4 Selection of Propeller Size

The laboratory staff includes a group of specialists continuously engaged in
hydrodynamic design and calculation work. A large variety of computer programs are
available for different kind of propeller calculations to determine the optimum main
dimensions, strength and cavitation margins, propeller blade designs calculations,
fatigue strength calculations, trial predictions and crash stop analyses, and so on.
Advanced theories are used, backed up by accumulated experience from several decades
of model testing work, to achieve the best performance with regard to efficiency as well
as vibrations and noise.
New and improved calculation methods for various needs are continuously developed
and programmed into the computer by the design staff.
Based on results of calculations, propeller blade drawings, patterns for castings and
input parameters for the propeller blade milling machines are prepared.
Finally, once the propeller is delivered and the ship runs trials, the full-scale
performance is carefully checked against calculations and predictions. In this way, the
designers are provided with the information, which is so important for the future
development of the propeller design.

4.1 Rolls-Royce Hydrodynamic Research Centre in

Kristinehamn
To the outsider, a ship's propeller may represent just another piece of metal machined to
propel the ship through the water. Of course this is true, but there is much more to do.
To meet the demands for efficiency, low fuel consumption, safe and smooth propulsion
of today's sophisticated ships; comprehensive projects and design studies are carried out.
As a rule, the design calculations are based upon general experience and results available
from previous model and full-scale tests. For more advanced projects, however, special
model tests are often required in order to check the propeller performance, to establish
data for predictions etc. Sometimes, the model tests have to be followed up by full-scale
measurements on board the ship in question.
The Kamewa Ulstein Controllable Pitch Propellers are high quality products, not only
with respect to manufacture and mechanical properties but also as regarding their
hydrodynamic design and performance. Rolls-Royce Hydrodynamic Research Centre in
Kristinehamn is one of the factors behind the success of all products available in the
Rolls-Royce delivery program. The laboratory resources are also available for
commercial model testing research and consultant work as well.
Further information will be given at your request.

4.1.1 Cavitation tunnels

Since the early 1940´s continuous research and development work has been conducted
at the Rolls-Royce Hydrodynamic Research Centre in Kristinehamn. In the laboratory's
first cavitation tunnel (came into operation already in 1942) several hundred different
models of sub-, semi-, and supercavitating propellers have been tested. Open as well as
ducted propellers, various combinations of propellers, shaft brackets and rudders,
hydrofoil-propeller arrangements etc. have been investigated. Cavitation tests in
simulated wake fields utilising the ship after body dummy technique have been carried
out since 1947. Model tests have been checked against trial results supported by
observations of full-scale cavitation patterns.

49528-E Revision R1
57
 Application Guide
Selection of Propeller Size XF5/4 E Kamewa Ulstein CPP

In the present laboratory two large and modern cavitation tunnels are installed. One of
them is the conventional closed section type and is primarily intended for testing of the
propellers in the behind condition. In this tunnel, the collection, recorded and evaluation
of test results are performed automatically with the aid of an on-line computer system.

58
Application Guide
Kamewa Ulstein CPP XF5/4 E Shaft System

5 Shaft System
5.1 Shaft arrangement
Depending on the distance between main engine and propeller hub it might be necessary
to split the propeller shafts into two or more parts. SKF couplings then make the
connection between the shafts.
Each propeller application has a particular shaft arrangement, which is designed when
both hull and shaft design parameters are taken into consideration.

5.2 Earthing of propeller shaft for corrosion protection

In order to establish a good contact between propeller and ship´s hull there is a special
earthing assembly available, which shall be installed on the propeller shaft. The device
is normally built up by two spring loaded brushes making contact to the shaft via a
rotating ring built up by copper/silver inlay. The mounting post for the brushes are to be
arranged by the yard.

5.3 Shaft locking device

Rolls-Royce can arrange the shafting system for different means of shaft locking.
Contact Rolls-Royce regarding this design if necessary.

5.4 Support bearings

The position and design of support bearings are the responsibility of the shipyard. Rolls-
Royce will design the shafts according to decided positions and the tolerances given by
the bearing manufacturer.

5.5 Stern tube and seals

The stern tube is normally not included in the Kamewa delivery.
Rolls-Royce can deliver shaft seals and the connection of shaft seals to propeller shaft
flange can be made for all types of shaft seals. It is important that necessary space for
the seals is given at an early stage in the design procedure.

49528-E Revision R1
59
 Application Guide
Shaft System XF5/4 E Kamewa Ulstein CPP

60
Application Guide
Kamewa Ulstein CPP XF5/4 E Technical Documents

6 Technical Documents
6.1 Information for ship yard and customer
In this chapter you will find information about the technical information and documents
intended for the ship yard and customer.

6.1.1 Extend of delivery

The scope of delivery can be seen in the order specification.

Note: If other is specified in the contract/order specification than given below

the specifications in contract/order specification are valid.

6.1.2 Shaft system calculation

Rolls-Royce will provide a shafting arrangement proposal, covering main dimensions,
and shaft dimensions, weight and flywheel effect of the propeller.
This information shall be given to the engine manufacturer to be used for torsional
vibration calculations. Copies with the result are to be handed over to the classification
society for approval.

6.1.3 Classification society

Rolls-Royce will send drawings directly to the classification society for approval.
Rolls-Royce handles normally all contacts for approval of material and systems made in
the Rolls-Royce factories.

6.1.4 Shaft forging

In order to maintain a short delivery time for the virgins in the shaft system it is
important that everything is cleared out as soon as possible and that Rolls-Royce
receives the unconditional instruction to start the production.

6.1.5 Reduction gearbox

Rolls-Royce will submit drawings showing the execution of gearbox shafts and
connection of OD-box housing.
If a PTO driven hydraulic pump is included for connection to the gearbox a dimensional
drawing will be sent. The direction of rotation of the PTO shaft for the hydraulic pump
shall be confirmed as soon as possible.

6.1.6 Main engine

The speed governors (electric or pneumatic) shall maintain ordered RPM constant over
the operational load range. The governor shall be equipped with a receiver for variable
RPM control within actual service range.

49528-E Revision R1
61
 Application Guide
Technical Documents XF5/4 E Kamewa Ulstein CPP

6.1.7 Remote control system

Rolls-Royce will send installation documents for the control system showing the extent
of the delivery, a cable diagram, dimensions/layout sketches for all components
delivered by us, an interface list with all I/O:s for connection to other systems as well a
description of the system.
The enclosed data sheet for the electronic control must be filled in with greatest care and
in applicable parts and returned to Rolls-Royce without delay.
Documents for approval by the classification society are sent directly from us.

6.1.8 Unmanned engine room

Rolls-Royce shall be informed if the vessel will be working with unmanned engine
room.

6.1.9 Shaft seals

Information regarding the connection of aft shaft seal to the propeller flange shall be
submitted to Rolls-Royce as soon as possible.

6.1.10 Drawings
Rolls-Royce will supply drawings for shaft arrangement, hydraulic system drawings
and control system drawings. If Rolls-Royce deliver el. motor starters an electric
diagram will then be provided. If Rolls-Royce not does deliver this equipment the
included drawing shall only be regarded as a proposal.

6.1.11 Installation manual

The installation manual is supplied in the form of a paper manual or/and as an “On-line”
manual. By “On-line” manual means a CD-ROM containing the manual and a software
needed to browse the manual. It is also possible to produce paper manuals from the CD-
ROM.

6.1.12 Operating manual with spare part list

The operating manual is supplied in the form of a paper manual or/and as an “On-line”
manual. By “On-line” manual means a CD-ROM containing the manual and a software
needed to browse the manual. It is also possible to produce paper manuals from the CD-
ROM.

6.1.13 Contact information

Contact us:
Rolls-Royce AB
P.O. Box 1010
S-68129 Kristinehamn
SWEDEN
Telephone: +46 550 840 00
Telefax: +46 550 181 90

62
Application Guide
Kamewa Ulstein CPP XF5/4 E Technical Documents

Internet: www.rolls-royce.com

49528-E Revision R1
63
 Application Guide
Technical Documents XF5/4 E Kamewa Ulstein CPP

64