SAM Electronics GmbHEnergy and DrivesBehringstrasse 12022763 Hamburg . GermanyPhone: +49 - (0)40 - 88 25 - 27 00Fax: +49 - (0)40 - 88 25 - 41 02E-mail: info@sam-electronics.de

www.sam-electronics.de

Podded Propulsion Drive for

Cruise Liner “Seven Seas Voyager”

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2

General

The high luxury class cruise liner "Seven Seas Voyager" built at the ItalianT. Mariotti shipyard in Genoa is managedby V. Ships Leisure in Monaco and operated by and Celtic Pacific (UK) Ltd.In behalf of Radisson Seven SeasCruises (RSSC). She is equipped withthe DOLPHIN podded propulsionsystem developed in co-operation bySAM Electronics in Hamburg (D), JohnCrane-Lips in Drunen (NL) and VEMSachsenwerk in Dresden (D).

SAM Electronics was selected by shipyard and owner to supply the followingsystems:■ propulsion system with DOLPHIN

podded drives 2x7,000kW, 170rpm,■ bow thruster system with propulsion

drives 2x1,100kW, 1200rpm,■ remote control system with joystick

and machine telegraphs,■ main diesel alternators 4x7,200kVA,

600rpm,■ high voltage propulsion switchboards

6,6kV, 60Hz,■ mains transformers 2x3,750kVA and

6x1,250kVA.

Further SAM Electronics delivered the navigation andcommunication system.

3

Power Supply System

The necessary energy for the propulsionand the air conditioning drives as wellas for the mains is generated by fourdiesel alternators which supply the twohigh voltage propulsion switch boardsequipped with SF6 circuit breakers. Viaeight transformers the different lowvoltage networks are supplied from thehigh voltage propulsion mains.Interconnections between the differentlow voltage boards allow a supply of allconsumers also in case of a transformerfailure.

The high voltage propulsion system isresistor grounded for continuous operation with a single grounding fault.

According to redundancy requirementsof the classification rules RINA a failuremode and effect analysis (FMEA) wasmade showing the influence of all pos-sible failures. After a single failure atminimum 50% of the propulsion powershould remain. Such a “single” failurecould be a flooding of a room or fireinside a fire section. This requires that,for example, the propeller drives, theconverters, the diesel engines and theswitchboards are located in differentrooms and special pre-cautions aretaken at the controls and the monitoringof the system. Also the auxiliarysystems as e.g. cooling water system,ventilation have to be divided up accor-dingly and the cable trays have to runthrough different areas.

DOLPHIN7 MW / 176 RPM

6,6 kV / 60 Hz 6,6 kV / 60 Hz

MAIN MAIN

7200 kVA, cos = 0,8, 600 RPM

7 MW / 176 RPM

7200 kVA, cos = 0,8, 600 RPM

SWITCHBOARD SWITCHBOARD

7200 kVA, cos = 0,8, 600 RPM

PS1 PS2

440 V / 60 Hz 440 V / 60 Hz

7200 kVA, cos = 0,8, 600 RPM

2x3~M

3~

DG

2x3~M

3~

DG3~

DG3~

DG

CONT

ROL

2x2250 kVA4500/

2x2250 kVA4500/

CONT

ROL

CONT

ROL

2x2250 kVA4500/

2x2250 kVA4500/

DOLPHIN

CONT

ROL

1E1 1E2 2E2 2E1

M

M

M

M

SB STEERINGPT STEERING

MEASURING +SYNCHRONIZING

MEASURING +SYNCHRONIZING

M3~

BOW THRUSTER

1200 RPM1100 kW

D/G-3 D/G-4 D/G-1

1000 kW

A/CCOMPR.3

TP1-P1T1

TP3-P1T2

TP4-S2T2

TP2-S2T1

M3~

BOW THRUSTER

1200 RPM1100 kW

3750

kVA

1250

kVA

1250

kVA

440

V22

0 V

1250

kVA

1000 kW

440 V/60 HzSUBSTATIONS

A/CCOMPR.1

TA-P

GALL

EY F.

2

1000 kW

A/CCOMPR.2

EMERGENCYSWITCHBOARD

3750

kVA

1250

kVA

1250

kVA

1250

kVA

440

V22

0 V

SUBSTATIONS440 V/60 Hz

TA-S

GALL

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1

D/G-2

POD-1 POD-2

Single line diagram of the high voltage distribution system

4

Propulsion Drives

The two propellers are driven by syn-chronous motors mounted in the under-water compartment of the Pods. Asusual for podded drives, the propeller isdirectly mounted onto the motor shaft.The propulsion motors are designedmaintenance friendly with asynchronousexciter for brushless excitation. The stators are equipped with two galvanicseparated 3-phase windings systemswith 30° phase shifting for 12-pulsesmotor supply. This secures excellent torque characteristics of the propulsionmotors with low torque harmonics inthe air gap and low noise operation.

The motors with fully reversible speedare air cooled by cooling aggregatesinstalled in the Pod room. Two fanmotors per cooling unit provide a 100

per cent redundancy in the air flow. Ade-humidifier unit reduces the humidityinside the Pod to prevent condensationat the walls. The de-humidifier unit issupported by space heaters at stand stillperiods.

For redundancy reasons both windingsystems of each propulsion motor aresupplied separately via synchro-converterand propulsion transformer from thehigh voltage switchboard. The control,monitoring and excitation supply systemof each propulsion drive has been designed redundantly with one systemin operation. Synchro-converters withDC intermediate reactors, propulsion,excitation and mains transformers andboth propulsion switchboards are mounted in separate rooms.

MCC MCC

LCC1 LCC2

EXC

DCCDCC

CONVERTER 1E1 CONVERTER 1E2

EXC

EXCIT

ATIO

NTR

ANSF

. 1T3

EXCIT

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ANSF

. 1T4

LCC2 LCC1

TRANSF.1TA-P

DOLPHIN PROPULSIONMOTOR POD-1

TRANSF.2TA-S

Xn1Xn2

RPT2 RPT1

4500kVA6,6kV2x1kV

4500kVA6,6kV2x1kV

6,6kV

440V

3750kVA6,6kV

440V

3750kVA

W2U2

V2W1

U1

V1

6,6kV,60Hz 6,6kV,60Hz

30•0•

0• 30•

0• 30• 45• 15•

CONTROL CONTROL

440V / 60Hz

440V / 60Hz

MAIN SWITCHBOARD FWD. PORT MAIN SWITCHBOARD AFT STBD

PROPULSIONTRANSFORMER

D +7,5• y11d0

PROPULSIONTRANSFORMER

D +7,5• y11d0TP3-P(1T2)TP1-P(1T1)

PS2PS1

MAIN

ENGINE ROOM SWITCHBOARD FWD PORT

ENGINE ROOM SWITCHBOARD AFT STBD

MAIN

Single line diagram of one propulsion drive

5

Harmonic distortion (THD)

The harmonics generated by the syn-chro-converters are reduced to admissiblelevels according to the classificationrules and the design regulations forfaultless operation of the sensitive consumers. The following measures areprovided for a voltage total harmoniccontent (THD) of 5%:■ 24-pulses supply of the synchro-

converter drives to the mains if both propulsion motor windings are operated (and 12-pulses operation if only one winding system is operated).For that each synchro-converter is supplied via two propulsion transfor-mers each with two secondary windings with 30° phase shifting and ± 7,5° additionally phase deviation for15° phase shifting between two pro-pulsion transformers. Additionally the propulsion transformers are designed with enlarged impedance.

■ Design of the mains transformers with grounded screen between primary and secondary windings.

■ Design of the main diesel alternators with reduced reactance.

Additional measures as e.g. filter circu-its for connection to the high voltageswitchboard are not necessary. To redu-ce the magnetising current inrush eachpropulsion transformer is pre-magneti-sed before switching in.

The Fourier analysis based on measure-ments of the university of Genoa duringthe sea trials shows the excellentresults also under half motor operationwhich is an emergency condition. TheTHD values are less than the requiredvalues, also in low speed and half motoroperation (operation only with one converter per Pod).

Fourier analysis transit speed

Fourier analysis half motor operation (worst case)

6

DOLPHIN Pod

The DOLPHIN podded propulsionsystem with its electrical, mechanicaland hydromechanical parts has beendeveloped in co-operation by SAMElectronics and John Crane-Lips Nether-lands with the input of the extensiveexperience with propulsion systems,propeller hydrodynamics and steerablethrusters. The special motor design isdone by VEM Sachsenwerk in Dresden.

Pod OverviewThree main parts can be distinguishedwhen looking at the mechanical andhydrodynamical part of the DOLPHIN.First is the underwater part of theDOLPHIN, the actual Pod, combiningthe synchronous motor, the propellershaft, propeller seals and the propelleritself.

Pod during docking in Genoa

The second part, the steering mecha-nism, connects the Pod to the ship andallows the propulsion system to functionas a rudder. Third and last part of thesystem is formed by the componentsthat are necessary to support the propul-sion line of electric motor, shaft and pro-peller. Examples of these componentsare the cooling system, the slip ringmechanism, the bearing lubricationsystem and the propeller shaft seal.

Ship owners, operators and componentsuppliers have provided feedback basedon their operational experience with thecurrent generation of podded propulsors.The feedback and experience have beenincluded in the design of the DOLPHIN.

In the following, the key features of theDOLPHIN will be highlighted. This startswith the hydrodynamic aspects and isfollowed by the aspects of the steelconstruction, the shaft bearings, thesteering mechanism, the shaft seals andthe support systems.

DOLPHIN Pod 3D model

Flange cooling unit

Steering unit

Steering hub

Seal support tanks

Aft bearing position

Electric motor

Pod housing

Forward bearing position

Flange slip ring

Cooling air in- and output

Slewing bearing

Lubrication oil pumps

Bilge pumps

7

HydrodynamicsSeveral model test series have beencarried out to define a shape with anoptimal efficiency. CFD calculationshave been made to investigate the flowand pressure pattern around the Pod.The actual cavitation tests show thatthe pulling propeller for this applicationis free of cavitation and that the pressurepulse levels on the hull are very low.

During the various sets of model tests,the loads by both the propeller and thecomplete Pod housing have been inve-stigated to support the calculationmethod for the Pod and its drive com-ponents. To achieve this, a unique testset-up was designed and manufactured.

To reach a good propulsion efficiency,the underwater housing should be assmall as possible. This limits theaccess to some internal componentslike bilge sensors or certain pipe con-nections. Also the bearings and theshaft seals have limited access and canbe maintained only during dry-docking.

Shaft Bearing SystemTwo bearing positions can be distin-guished in the DOLPHIN. The forwardbearing position consists of a singleSKF CARB bearing. This bearing hasbeen selected for its capability toaccommodate the variable radial loadsgenerated by the propeller operating inan oblique flow, while compensatingfor axial displacements of the shaftcaused by temperature differences.

Propeller thrust forces are transferredin the aft bearing position. The combi-nation of the forward thrust, the radialand the reverse thrust bearing, acts asa ball joint, allowing each of the bearingsto perform its own unique function.Several series of model tests wereused to develop the calculation methodfor the loads on both the propeller andthe rest of the Pod.

To avoid the passing of rotor inducedelectrical currents through the shaftbearings, the forward bearing is isolatedfrom the Pod housing. A carbon / car-bon slip ring system connects the shaftto the Pod housing to prevent potentialdifferences which could damage thebearing insulation. The carbon / carbonsystem allows very long maintenancefree operation periods

Slip ringsThe slip ring unit is mounted at the top flange of the cooling air duct, the cooling unit at the side flange. The cooling air is not blown through the slipring unit, so no oil or water dust fromthe underwater compartment can reduce the contact quality of the brushes.Also no carbon can influence the insulation resistance of the motor windings.

All supplies to and from the underwatercompartment have to run through a slip ring unit with integrated swivel unitto allow an unlimited turning of the propeller in azimuth direction. To limitthe size of the slip ring, the number ofrings has to be limited. So all signalsfrom and to the underwater compartmentare running via a serial data line, onlypower supplies have there own rings.

To increase the availability of the Podcontrols, the serial data line is doubled.This requires also a double set of themost sensors. Additional spare sensorsare build in and wired to Pod datatransfer system PIO (Pod In / Out) forall units which are not maintainablewithout dry-docking, like the bilge sensors. In case of a sensor failure, thespare sensor can be quickly connectedto the PIO.

All power rings arebrass rings with car-bon brushes, the datarings are gold platedwith silver brushes. Toensure a good contactquality at all time, themain power rings are carved. This increasesthe wear of the brushes so that at alltimes a “fresh” contact is given to thering. Also with theincreased wear, thelive time of the brushes is expectedto be much more than5 years.

Slip ring unit

8

Steel ConstructionThe Pod housing is designed as a welded steel construction. To validatethe construction elements, a FEMmodel was made that describes thePod construction in detail. The internalloads on the Pod housing by the internal components and the external(hydrodynamic) loads have also been

modelled and serve as the input for theFEM model. Several iterations withsmall corrections of both the actualconstruction and the FEM model havelead to a solid construction, that underall circumstances forms a safe platformfor the components it encloses andsupports.

FEM model of external loads and stress maps

model mesh

loads stress maps

9

Azimuth Steering SystemThe steering function of the DOLPHINis concentrated around the triple rowslewing bearing. The bearing transfersall the loads, in particular the thrust, tothe hull of the ship, while the integra-ted slewing gear is transferring thesteering forces. Watertightness of theship is safeguarded by the integratedmultiple lip seal. The complete unit isconnected to the ship by means of abolt circle on top of the outer diameterof slewing bearing. This allows for anuncomplicated design of the seating inthe ship and less time is necessary forthe installation procedure.

For the steering actuators, the provenconcept of the LIPS steerable thrusterrange was used, with the size of thecomponents reflecting the higherdemands of the DOLPHIN unit comparedto a steerable thruster. The steeringunits are a combination of a mediumspeed radial piston hydraulic motor anda planetary gearbox. On the current 7MW DOLPHIN, 4 of such units are placed within the slewing bearing circumference. The oil contained in thereservoir formed by the steering huband the steering case lid lubricatesboth the slewing bearing and the slewing gear. The low viscosity oil isfully separated from the shaft bearinglubrication system.

The hydraulic power pack for steeringof the DOLPHIN consists of two identical redundant sides. Either sidecan drive the complete DOLPHIN unit.A counter balance block installed closeto the hydraulic steering motors prevents the POD from being rotatedinvoluntarily by outside forces.

The controls of the azimuth system,the Lipstronic, is interlocked with theconverter system of the propellermotor to prevent an overload of themechanical system.

Hydraulic power pack

Cooling unit

Steering motors

Slip ring unit

View Pod room

10

Pod Control and MonitoringSystemThe Pod’s can be monitored via touchscreens located at the Engine ControlRoom (ECR) as man-machine interface.“Push buttons” at the main page leadto the detailed pages of the differentsystems, where the data of the systemare displayed in a simplified systemoverview.

The page “Values” shows in detail theactual analogue data of the drive in abar graph view, always both convertersystems close together, so a comparisa-tion between the systems is possiblevery easily. Different pages can beselected to have enough space for allthe values.

The page “Status” shows in detail theactual digital data of both systems.Coulor change from green to red showeasily where a value is not at theexpected status. Also different pagesare available.

The page “Alarms” lists up all alarms.Help text is available on request forevery alarm, further the alarms are stored in a alarm history. The historycan be printed out on request.

The page “Pod” gives more details tothe mechanical systems of the Pod. Ithas the four sub-pages Cooling,Bearing, Bilge and Seals. On thesepages principle flow diagrams showthe systems, the status of pumps orvalves is indicated by animated symbols.

The pages “Conv. 1” and “Conv. 2”show the details of the associated con-verter with digital temperature, currentand voltage information as well as status and alarm information.

The page “Setup” allows access to theinternal clock and some parameter settings during commissioning. Theseparameter settings are blocked by apassword.

Touch Screen ECR

11

Pod Subsystems

To support the operation of the Pod drives several subsystems are required.The most important subsystems are:■ The motor cooling system■ The bearing lubrication and

monitoring system■ The seal support system■ The bilge systemFurther the brake, turning device andshaft blocking system allows a mainte-nance and repair of rotating parts likethe diodes of the exciter.

Motor cooling systemThe motor is specially adapted to therequirements of the Pod underwaterhousing, it’s diameter is as small aspossible with an extreme length of therotor to get the output power.

Therefore the motor requires coolingair from both ends with an air outletthrough slots inside the stator. The airis re-cooled by a fresh water to air heatexchanger located at the Pod roominside the vessel. The heat exchangeris connected to the associated dieselcooling system and does not requirechilled water. This increases the heatexchanger size but simplifies thesystem.

One air dryer per Pod is foreseen tocontrol the humidity inside the Pod toprevent condensing water at the Podstructure. The air dryer is automaticallycontrolled by a humidity sensor insidethe underwater structure.

Bearing lubrication and monitoring systemThe lubrication system for the shaftbearings is built up of two redundantpump sets situated in the Pod and anoil cooler and filters situated in the Pod room.

All shaft bearings of the Pod are com-pletely filled with oil. Automatic startedand stopped oil pumps for each bearinghousing ensure a proper flow throughthe bearing. The oil temperature isthermostatic controlled by a oil towater heat exchanger and a heater atthe storage / expansion tank. To monitorthe bearings Pt 100 temperature sensors are mounted at each bearinghousing. These sensors will give analarm in case of too high or too low oiltemperatures. In case of longer standstill periods, the oil pumps will be automatically started before the oiltemperature get to too low values.

To monitor the bearings against wear ashock pulse measuring system isinstalled. This system has sensors ateach bearing housing which are wiredto a converter unit which is accessibleduring operation. The converter transfers the signal into a 4 to 20 mAsignal which is transmitted via the PIOto the control, where it is processedinto relative signal which gives analarm at too high values. The systemworks continuously, it gives a good

indication about the wear of the bearings. For a better analysis, the converter can be disconnected and aseparate analyser system can be connected to the sensor. So moredetailed information about the bearingis available.

Seal support systemThe shaft seal package of the DOLPHINconsists of an outboard seal and twoinboard seals sealing the bearing housings.

The seal support system inside the Pod ensures that a correct workingenvironment for the seals is maintainedat all times. Every seal at the motorshaft is build in together with a spareseal, which can take the job in case thefirst seal fails. To control the workingand lubricate the spare seals, the sealsupport system is used. By loading theseals with different hydrostatic pressurefrom the oil tanks inside the Pod strut,the operation of the seals is controlled.

The main outboard seal to the propelleris a pollution free, water lubricated facetype seal. A ventilated, void space between the main seal and the sparelip seal ensures that no oil from thePod bearing can reach the open water.In case of an emergency, a inflatableseal can block the access water to thePod underwater compartment.

12

Bilge systemMain function of the bilge system isthe monitoring and draining of the voidspace of the outboard seal. In addition,the bilge system is designed to collectand drain oil or seawater leakage fromevery possible source in the Pod. Theapplied ‘closed circuit’ draining systemprovides the best possible safe andclean environment for the electric andelectronic components inside the Pod.

All spaces which can be filled by oil orwater are connected to two bilge tanksmounted close to the lowest cavity ofthe underwater compartment. Onetank collects all the water, the secondtank all the oil. Two interchangeablebilge pumps pump the liquids automatically into the inboard bilgetank, from where it can be drained intothe ships bilge system. The ventilationof the water tank is run through theswivel unit and ends above the waterline. Although the tank is flooded fully,no outside water can get into theunderwater compartment. There are noopen liquids inside the Pod housing,nothing can swap around and damagethe insulation of the motor.

Additional bilge sensors at the aft fai-ring cap and at the lowest compart-ment of the Pod monitor a leakage.

Brake, Turning and BlockingSystemMounted close to the aft bearing hou-sing are the shaft brake, shaft turningand shaft blocking system. Operationof these systems is automated and thecontrol panel is situated in the Podroom. The mechanical blocking deviceallows ship operation with one drivenPod while the propeller shaft of theother Pod is blocked.

Bow ThrusterThe two low noise bow thrusters ofJohn Crane-Lips with variable pitch propellers are driven by asynchronousmotors with constant speed for directstarting (DOL).

Local operation panel

13

Navigation and Communication

The basic components of the navigationsystem NACOS (NAVIGATION andCOMMAND SYSTEM ) are RADARPILOT,CHARTPILOT, MULTIPILOT and for thesteering of the ship - the TRACKPILOT.

The NACOS is based on a two networktechnology (CAN-Bus for e.g. naviga-tion data transfer and LAN for e.g.exchange of electronic charts). So everysystem component has the same datainformation.

The installed navigation system is aNACOS 45-4 and consists of:

■ Two ATLAS Radarpilots 1016/ARPA-3B14S-Band with 29” Monitor

■ One ATLAS Multipilot 1029/ARPA-2B8X-Band with 23” TFT screen

■ ATLAS Trackpilot 9401, Autopilot andTrack Steering Processor with Engine Interface

■ ATLAS Conningpilot 9330 CP-C with 21” Console Monitor

■ ATLAS Chartpilot 9330 DP with 21” Office Monitor

Following navigational equipment hasbeen installed as well:

■ Speedlog ATLAS Dolog 23■ Echosounder ATLAS9205 with two

100kHz transducers■ Position Indicators DEBEG 4422

(GPS) and DEBEG 4422D (DGPS)■ Weatherfax■ UAIS DEBEG 3400 ■ Wind measuring equipment■ Voyage Data Recorder

Gyro system consisting of:

■ Gyro compass STANDARD 20 PLUS (GGM)

■ Magnet compass "CLASS A" FIBERLINE

The installed GMDSS (A3) consists of:

■ SSB radio DEBEG 3105, 250W, D6T, DC

■ (MF/HF Radio transceiver equipmentmounted into Radio Console)

■ VHF Radiotelephone DEBEG 6322, S/SD,INT/US

■ (Semi-duplex Radio transceiver mounted into Radio/Bridge Console)

■ INM-C SatCom equipment DEBEG 3220C

The Radio Communication also isequipped with Public Communicationconsisting of:

■ VHF Radiotelephone DEBEG 6342, S/D,INT/US

■ (Duplex Radio Transceiver for PANAMA)

■ INM-B SatCom DEBEG 3232, Cl.2,HSD

■ INM-B SatCom DEBEG 3232,Cl.1, HSD

■ INM-M Satphone TT-3064A

14

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on

nec

tio

nU

nit

DO

LO

G 2

3S

PE

ED

LO

G

> 0.

8 kt

^16.

1 kt

1533

.0 N

M

132

132

132

132

132

132

132

132

132

132

132

132

132

132

132

132

DO

LO

G

> 0.

8 kt

^16.

1 kt

1533

.0 N

M

132

132

132

132

132

132

132

132

132

132

132

132

132

132

132

132

DO

LO

G

> 0.

8 kt

^16.

1 kt

1533

.0 N

M

132

132

132

132

132

132

132

132

132

132

132

132

132

132

132

132

DO

LO

G

An

alo

g-S

lave

Ind

icat

or

56,5

m

EC

HO

SO

UN

DE

RS

lave

Azi

mu

th T

hru

ster

Inte

rfac

e

RP

M P

ower

Clu

tch

et

c