Printed in Germany Technical alterations reserved SAM Electronics GmbH DS 1.001.

05/2004

Diesel Electric Propulsion System

for Cruise Liner Costa Victoria

SAM Electronics GmbH

Energy and Drives
Behringstrasse 120
22763 Hamburg . Germany
Phone: +49 - (0)40 - 88 25 - 27 20 / 27 27
Fax:
+49 - (0)40 - 88 25 - 41 02
E-mail: info@sam-electronics.de
www.sam-electronics.de

"COSTA VICTORIA", Cruise Liner for Costa

Crociere Bremer Vulkan No. 107, Delivery 1996

Main data:
Length overall
Breadth,moulded
Design draught
Gross measurement
Passenger capacity

252.91 m
32.25 m
7.60 m
76000 tons
2250

Service speed
Power plant
Propulsion power
Thruster drives
Chiller drives

23 knots
48.7 MW
2 x 15 MW
5 x 1.7 MW
4 x 1.2 MW

SAM Electronics has the system responsibility for the diesel-electric propulsion system, electrical power generation and
distribution, complete cable network, power management, alarm and monitoring, navigation, communication and safety
system.

Propulsion and power components supplied by SAM Electronics:

2 Diesel-electric main propulsion drives with:

2 Double-winding synchronous motors 15 MW,135 rpm

2 Synchro-converters 24/12 - pulse with control system
4 Cast resin propulsion transformers 9.7 MVA
6 Diesel generators:

3 x 10.7 MVA and

3 x 12.48 MVA, 10 kV, 60 Hz, 400 rpm
2 Switchboards 10 kV with 21 and 22 panels for medium voltage distribution
16 Cast resin transformers for low voltage supply
9 AC motors:

5 x 1.7 MW, 10 kV, 1200 rpm for thrusters and

4 x 1.2 MW,10 kV, 3600 rpm for air-conditioning compressors

The Propulsion System Concept

Machine layout and space
savings
The application of a diesel-electric
propulsion system has many advantages
for the overall layout of the ships
structure. The SAM Electronics power
plant concept with medium-speed
diesel generators allows an optimum
arrangement independent of the
shaftline. The standard auxiliary diesel

generator is replaced by the dieselelectrical propulsion components which

can be arranged in a more compact
way. The result of this solution is considerable space savings in comparison
with conventional diesel engine or
turbine propulsion systems. These
space savings can be used to increase
the numbers of passenger cabins. The
chosen layout allows to arrange the

propulsion synchroconverter on board

on the deck above of the propulsion
motors and the main switchboard
above the diesel generator, minimizing
the effort for engineering and installation
of the cabling. The main generator sets
are resiliently mounted, increasing the
cruising comfort even further.

Arrangement of propulsion components

The Power Plant Layout

Clearly recognizable is the power plant
concept, where the 6 diesel generators
feeding the two 10kV main bus bars
connected via bus tie breaker, supplying the whole energy for the ships
network and propulsion. The electrical
energy for the hotel load is supplied via
ten 10kV/440V/230V transformers to
the relevant substation of each firezone,
for whereas separate supply transformers are installed for the emergency
switchboard and the galley . The 5 thruster and the 4 chiller motors are directly
supplied by the 10kV switchboard.

The propulsion drive for each shaftline

is connected to both main bus bars
keeping the ship ready for sailing even
in degraded mode with 50% power
available, e.g. one switchboard
inoperative.

dings each. Each of the two independent

power systems feeds one of the two
windings of the synchronous propulsion motor. This forms a "12-pulse"
arrangement for the machine side and
a "24-pulse" arrangement for the power
supply network.

The variable speed synchronous motor

is fed by a synchro-converter system.
For each shaftline, the system provides
two thyristor-controlled rectifier/inverter
sets connected to the ships electric
power network via two cast resin type
transformers with 2 secondary win-

10.7
MVA

10.7
MVA

10.7
MVA

12.48 MVA
400 rpm

12.48 MVA
400 rpm

12.48 MVA
400 rpm

G
3~

G
3~

G
3~

G
3~

G
3~

G
3~

10 kV / 60 Hz

10 kV / 60 Hz

2x2400 kVA

1350 kVA
Subst. 1

1350 kVA
Galley

1600 1250 kVA 1150

kVA Subst. 4 kVA

900
kVA

1350 kVA
Subst. 1

1600
kVA

1350
kVA

900
kVA

1150
kVA

1250
kVA

440 V

M
3~

M
3~

M
3~

M
3~

1.2 MW 1.2 MW
Chiller
1.7 MW 1.7 MW
Bow
Stern

M
3~

~
~

Contr.

~
~

~
~

Contr.

M
3~

M
3~

M
3~

1.2 MW 1.2 MW
Chiller

Thruster

M
3~

1.7 MW 1.7 MW 1.7 MW

Stern
Bow
Bow
Thruster

M
2x3 ~

M
2x3 ~

15 MW
135 rpm

15 MW
135 rpm

Diagram of diesel electric propulsion system of COSTA VICTORIA

Integration of the Propulsion Drive

The propulsion system on board COSTA
VICTORIA is an integrated part of the
whole electrical energy generation and
distribution and control system.

The operation
The propulsion system of COSTA
VICTORIA is connected to a conventional
engine order telegraph remote control
as well as to the ships Joystick navigation system and the SAM Electronics
Autopilot/Trackpilot (NACOS) system.

The control and monitoring

system (ICMS)
Via data-link the propulsion plant is
connected to the ships management
system. Nevertheless, the propulsion
system is designed to be operable
even without the ICMS system working

The energy distribution

Each of the two, normally connected,
ships 10kV main busbars is fed by
three gensets, providing high availability together with a clear design layout.
This main busbar feeds the propulsion
system as well as all other comsumers
on board.

Operator/
Navigation Systems

The power generation

To generate the whole electrical energy
required on board, a power plant
consisting of 6 synchronous generators
driven by MAN/B&W 6(7)L58/64
medium speed diesel engines is installed.

Control
and
Monitoring

Power
Management

The power management

The propulsion system is linked to the
ships decentralized power management
system. The PM system automatically
controls the power situation, keeping
the optimal combination of main generators connected to the network. It performs load sharing, frequency control
and automatic black-out recovery.
Together with the diesel management
units it protects the gensets, disconnecting and replacing them in case of a fault.

Propulsion
Plant

Power
Generation

Energy
Distribution

Meeting the Requirements....

Safety

for passengers and ship operation

Cruising comfort
low noise, low vibrations
Availability and flexibility
for ship operation
Cost effectiveness
and economical operation
Low emissions
and fuel consumption

Safety
Especially cruise ships, as well as ferries,
have to satisfy very stringent rules and
requirements also concerning the propulsion system. Hence, the classification
society was involved during all phases of
the project. Our system layout ensures
that the ship remains at minimum with
50% of propulsion power even in
degraded mode with auxiliaries and/or
part of the propulsion system not in
operation. Optimized during the project
phase with the aid of computer simulations and confirmed during the sea trials,
the stop way of the vessel from full
ahead is less than 4 ship lengths.

Comfort

Cost effectiveness

For a high class floating hotel like

COSTA VICTORIA the passenger
comfort is a fundamental criterion.
Therefore very stringent conditions have
to be met in this area:
- no vibrations
- very low noise level
- uninterrupted and undisturbed electric
power supply for hotel operation.Ful-filling these requirements, a 24-pulse
drive system for lowest harmonic distortion
of the ships network -without any
harmonic filtering system- and lowest
torque pulsation has been designed.
In addition, the highly skewed controllable pitch propeller with variable speed
reduces the mechanical vibrations
significantly.

and economical operation at all operational states of the vessel. Keeping the
operating costs as low as possible, our
propulsion system is designed for high
overall efficiency, constantly optimizing
the combination of the gensets in
operation to meet the propulsion and
hotel power requirements over a wide
speed range in the best possible way.
Also the maintenance cost of the
propulsion system is kept on a very low
level since the electrical parts are maintenance-free and service is simplified
by applying industrial standard components as far as possible.

Availability and flexibility

The arrangement of the power generation and distribution system ensures a
high grade of availability and flexibility
for operation of the vessel in different
operational states for optimum economical and safe operation. Also, the
system is designed in such a way that
any disturbance in the machinery will
cause the least possible effect on ships
speed and passenger comfort.

Low emissions
Emissions of NOx, NO, CO, hydrocarbon, soot and the fuel consumption
are reduced significantly by operation of
the gensets at constant speed in the
optimal operational range, also at partial
load of the propulsion system.

Computer Aided Engineering

Starting with the experience of more
than 120 electrical propulsion drives for
ships supplied in the last 20 years, our
projected system lay-out for the particular requirements of COSTA VICTORIA
was finalized and refined with the aid of
extensive computer calculations and
simulations.
During the whole design and construction phase of the propulsion system for
COSTA VICTORIA special consideration
was given to the owner`s requirements
and experience as well as to the particular features of cruise ships.

Analysis of the propulsion system network to evaluate

voltage and current forms
the power factor of the propulsion
system under different operating
conditions
the harmonics occurring in the
electrical system
and to optimize the total harmonics
distortion factor

Once again the application and results

of our computer simulation models
were finally confirmed by the results
obtained during the sea trials.
The stop distance from 24knots ahead
to 0 was measured during the sea trials
with 837m.

3
4

State-of-the-art computer technology

was used for various tasks. Beside
applying data-base and CAD systems for
design and production, several computer
simulations were performed to evaluate,
predict and optimize the overall system
behavior, starting from the general layout
down to the adjustment of single
parameters.

1.00

Extensive simulations and evaluations for

the whole on board electrical network
were performed. Special consideration
was also given to the propulsion system
with some key-features.

-0.50

Simulation of the complete

System Ship with the
propulsion drive to evaluate

Stopping Distance:

3.61 Ship's Lengths

0.50

6
3
4

0.8

1.6

2.4

3.2

4.0

t (min)

-1.00
1 = Prop Speed
2 = Prop Pitch x 0.5
3 = Motor Torque

4 = Prop Torque
5 = Thrust x 0.5
6 = Ship's Speed

Simulation of crash stop manoeuvre from 23 knots ahead

the stability and behavior of the

electrical system
the overall efficiency of the

propulsion drive
stop distances and to optimize

the crash stop behavior

Main Features of the Drive System

COSTA VICTORIA is equipped with two
variable speed, highly skewed controllable
pitch propellers, each driven by a
synchronous propulsion motor with
brushless excitation supplied by a
synchro-converter.

Advantages of the synchroconverter

Compared to the cyclo-converter the
applied synchro-converter system has
many advantages for the design and
operation of the ship.
Less complex structure of power,
control and monitoring electronics
keeping the cost down and making
the general system layout less complicated and easier to control.
Synchro-converter systems in
comparison with the cyclo-converter
only need one third of power semiconductors, propulsion tranformers
and power circuit breakers and less
effort for control and regulation.

Additional high-speed circuit breakers

for short-circuit protection are not

necessary.
Lower network distortion level and
therefore better network quality
according to the rules of the
classification societies.
These advantages together with the
particular requirements of the ship showing that the synchro-converter propulsion system is the best choice for
COSTA VICTORIA.

heat exchangers. However, in case of a

failure of the ships water cooling
system the motor (IP44) can still be
operated by opening emergency air
flaps and cooling system, the motor
with the ambient air. The excitation
power for the synchronous propulsion
motors is supplied via a separate excitation transformer from the excitation
converter, which is an integrated part of
the synchro-converter board. This
solution provides higher safety and
availability in case of earth faults.

Propulsion motors
The propulsion motors are specially
designed for speed controlled drives
with brushless excitation. They have
two electrically separated, starconnected 3-phase winding systems
2 x 2900V, each supplied from an
individual group of converters.
For space savings the fans of the
forced air cooling are installed laterally
at the machine together with air/water

Main data of propulsion motors

Rating 15000 kW at 135 rpm
Stator with 2 separate winding

systems
Salient type rotor
Brushless excitation with

rotating diodes
2 pedestal sleeve bearings
Total weight approx. 160t

Synchro-converter boards
They are designed in such a way that an
optimum of system flexibility and feasible
redundancy is achieved.
Each power system of the converter
board is connected to the main switchboard via a propulsion transformer in
such a way that in case of a malfunction
in one power thyristor bridge, or one
switchboard, 50% of rated torque will
remain available on the shaftline.

Each synchro-converter board is equipped with two DC-link chokes, one for
each power system. The power thyristors and the DC-link chokes are water
cooled, allowing a very compact and
clear arrangement of all components.

Propulsion transformers

Propulsiion transformers of the cast

resin type with two secondary windings
(2 x1500V) connected with their primary side to the 10 kV switchboard. A differential and earth fault protection is inteHowever, any malfunction can be easily
grated in the main switchboard. To redudetected by a kind of internal diagnostic
ce the inrush current when switching
system which is also connected to the
integrated control and monitoring system the transformer on, a special system to
premagnetize the transformer before
(ICMS) of the ship.
switching it on is implemented.

Main data of the synchro-converter

boards
2 independent converter power
sections for each shaftline
Water-cooled design for less space
2x2 controlled rectifiers, seriesconnected, for 24 pulse net work
operation
2 inverter bridges with 3 thyristors
in series
Control system with service status
indication and bus-link to the
ships management (ICMS)
system
Separate cooling plant with
pumps, water treatment and
monitoring
Integrated DC-link choke, water
cooled

Main data propulsion transformer

Rating 9700 kVA
2 secondary winding systems
for 24 pulse operation
Cast resin type, IP44 protection
Water-cooled with integrated
air/water heat exchanger
Premagnetizing circuit for
inrush current reduction

Synchro-converter board for one power system with cooling unit and control panel

Characteristic Features of the Propulsion System

Synchro-converter design as most

simple and economical solution

2 fully independent shaftlines

for optimum of flexible redundancy

Low noise and vibration charac-

teristics
Consistently designed as 24-pulse

system for lowest harmonic distortion

without harmonics filtering system
Components with significant heat
dissipation in water-cooled technology
for reduced space requirements
Total harmonic distortion factor
10% in the 10 kV mains under all
sailing conditions
Power factor cos phi 0,94 on
the 10 kV main bus bar at 100%
propulsion power
Overall efficiency of the propulsion
system electrical energy conversion
92,5% from the generators to the
shaftline.
Crash stop way < 3,6 ship lengths.

The "COSTA VICTORIA" during final sea trials

10