Controllable Pitch Propellers

Controllable Pitch Propellers

Advantages
o Allow greater manoevrability
o Allow engines to operate at optimum revs
o Allow use of PTO alternators
o Removes need for reversing engines
o Reduced size of Air Start Compressors and receivers
o Improves propulsion efficiency at lower loads
Disadvantages
o Greater initial cost
o Increased complexity and maintenance requirements
o Increase stern tube loading due to increase weight of assembly, the stern tube
bearing diameter is larger to accept the larger diameter shaft required to allow
room for OT tube
o Lower propulsive efficiency at maximum continuous rating
o Prop shaft must be removed outboard requiring rudder to be removed for all
prop maintenance.
o Increased risk of pollution due to leak seals

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The CPP consists of a flange mounted hub inside which a piston arrangement is moved fore
and aft to rotate the blades by a crank arrangement. The piston is moved by hydraulic oil
applied at high pressure (typically 140 bar) via an Oil transfer tube (OT tube) This tube has
and inner and outer pipe through which Ahead and astern oil passes. The tube is ported at
either end to allow oil flow and segregated by seals.
Oil is transferred to the tube via ports on the shaft circumference over which is mounted the
OT box. This sits on the shaft on bearings and is prevented from rotation by a peg. The inner
bore of the box is separated into three sections. The ahead and astern and also an oil drain
which is also attached to the hydraulic oil header to ensure that positive pressure exists in the
hub and prevents oil or air ingress
The OT tube is rigidly attached to the piston, as the piston moves fore and aft so the entire
length of the tube is moved in the same way. A feedback mechanism is attached to the tube,
this also allows for checking of blade pitch position from within the engine room.
Operation Modes
Through speed setting the rpm of main engine is set at some fixed value. The ship is then
ready to manoeuvre. At Stand By since the propeller pitch angle is zero, the Engine runs
merely to overcome frictional losses and thus consumes little power. As the pitch angle is
varied, the propeller develops thrust, pushing the ship ahead or astern as per the command.

There are two main methods of operation of a vessel with a CPP.
Combinator-For varying demand signals both the engine revs and the pitch are adjusted to
give optimum performance both in terms of manouevrability and response, and also economy
and emissions.


Constant speed- The engine operates at continuous revs (normally design normal max
working revs), demand signals vary CPP pitch only. This is particularly seen in engines
operating PTO generator systems.


On full away the propeller pitch will be maximum and the Engine will be developing full
power. There is often an option of setting the rpm of Main Engine during Full Away to a
higher value through Speed Setting signal.
Emergency running
In the event of CPP system hydraulic failure an arrangement is fitted to allow for mechanical
locking of the CPP into a fixed ahead pitch position. This generally takes the form of a
mechanical lock which secures the OT tube. Either hand or small auxiliary electric hydraulic
pump is available for moving the pitch to the correct position