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CUVX Design – VT Team 2 Page 644.4.4 Endurance Fuel CalculationAn endurance fuel calculation is performed for the endurance range of 4000 nm at endurance speed inaccordance with DDS 200-1. The endurance range was selected in concept exploration. The 24 hour averageelectric load is used to estimate the fuel required for ship service electrical power. The endurance fuel calculation isshown in Figure 57.4.5 Mechanical and Electrical SystemsMechanical and electrical systems are selected based on mission requirements, standard naval requirements forcombat ships, and expert opinion. The Machinery Equipment List (MEL) of major mechanical and electricalsystems for CUVX HI3 including quantities, dimensions, weights, and locations is included in Appendix D.2. Themajor components of the mechanical and electrical systems and the methods used to size them are described in thefollowing two subsections. The arrangement of these systems is detailed in Section 4.9.4.5.1 Integrated Power System (IPS)Due to the Navy’s commitment in all-electric ships and the potential synergy with electro-magnetic catapults,integrated power system options were considered for CUVX and selected for CUVX HI3. Solid-state powerelectronics devices utilizing programmable microprocessor based digital control, such as silicon controlled rectifiers,thyristors, and more recently, isolated gate bipolar transistors (IGBTs), make it possible to utilize fixed frequencyalternating current generator sets supplying a common bus which feeds both propulsion and ship service loads. Theapplication of fixed frequency AC input, variable voltage DC output propulsion motor drives became common inicebreakers, tugs and offshore supply vessels in the 1970’s. In the early 1980’s, fixed frequency AC input, variablefrequency AC output propulsion motor drives began to be applied in icebreakers, ferries and passenger cruisevessels. It is this type of plant which has become increasingly popular in commercial and naval ships for both newconstruction and conversions, the most notable conversion being the 1987 re-powering of the Queen Elizabeth 2from geared steam-turbine propulsion to AC diesel electric propulsion utilizing two 60,000 HP propulsion motors.Major cruise lines such as Carnival, Royal Caribbean and P&O Princess Cruise Lines are ordering increasinglylarger ships with integrated AC electric propulsion plants.Figure 58 shows the one-line diagram for CUVX propulsion and ship service power. CUVX’s 5 main dieselengines (MGDs) and generators provide electrical power to the propulsion switchboards. The electric powerdistributed from the propulsion switchboards for propulsion is sent to propulsion power converters which control thespeed of the ship by varying the frequency to the 2 propulsion motors. Each propulsion switchboard is connected toboth propulsion motors for redundancy and survivability and the power converters have 3 parallel elements. Thepulse power for EMALS is taken from a switch at the power converters.To support the IPS power specified in the ELA, Table 35, the main diesel generator sets are rated at 7755 kWeach. The propulsion motors are AMS A/C synchronous motors from ABB rated at 14000 kW each as specified inSection 4.4.2. This satisfies the power requirement with a 1.25 margin on CUVX HI3’s shaft horsepower forsustained speed. There is one propulsion motor per shaft. Each MDG set provides 4160 volt, 3-phase, 60 Hz powerto its main switchboard. The ADG sets provide 480 volt, 3-phase, 60 Hz power to separate ship serviceswitchboards but this power may also be routed to the propulsion bus. The generator sets each have a generatorcontrol panel for local control, and may be automatically or manually started both locally and remotely from theEOS. Automatic paralleling and load sharing capability are provided for each set. The propulsion motors arecapable of infinite speed control from 0 to full rpm. Two shafts may be operated at all times thereby eliminating theneed for trailing a shaft during low speed operations. Each propulsion motor includes an integral thrust bearing;shaft lock; turning gear; and dual stator windings. Power to each propulsion motor is supplied from two 60 Hz fixedvoltage and frequency input, variable voltage and frequency output, IGBT propulsion drives with associatedisolation transformers. In addition, harmonic filters are provided for compliance with the ship service distributionsystem power quality requirements. The total efficiency of this electric propulsion system is estimated to be 93% atfull power.4.5.2 Service and Auxiliary SystemsTanks for lube oil, fuel oil, and waste oil are sized based on requirements from the Ship Synthesis model. Fuelservice tank requirements are based on a capacity to run for 18 hours. The pumps needed for fuel and lube oilservice and transfer are based on similar ships. Where necessary, two pumps are installed, one for use and anotherfor redundancy. These pumps are located either in the Main Machinery Rooms or the Auxiliary Machinery Room.
CUVX Design – VT Team 2 Page 65Endurance Fuel CalculationCalculate the required fuel tank volume for specified endurance range and average 24 hour electric load.Fuel Tankagelton 2240. lbf δ F 43.6. ft3δ AF 42. ft3 δ LO 39. ft3 δ W 36.ft3ltonltonltonltonAverage endurance brake horsepower required with 10% margin for fouling and sea state:P eBAVG BHP e P eBAVG = 3.069. 10 4 hp E = 4. 10 3 nm V e = 20 kntCorrection for instrumentation inaccuracy and machinery design changes:f 111.04 if P .BPENGe3 P BPENGrated f 1 = 1.0221.02 if P .BPENGe3 P BPENGrated1.03 otherwiseSpecified fuel rate: FR SP f . 1 SFC ePEratedkgFR SP = 0.216kW.hrAverage fuel rate allowing for plant deterioration over 2 years: FR AVG 1.05. FR . SP g FR AVG 2.264. 10 4 MT=kW.hrEBurnable propulsion endurance fuel weight: W . BP P . eBAVG FR AVGV eW BP = 1.036. 10 3 MTTailpipe allowance: TPA 0.95W BPRequired propulsion endurance fuel load (weight): W FPTPAW FP = 1.091. 10 3 MTRequired propulsion fuel tank volume (including allowance for expansion, 5%, and tank internal structure, 2%):V FP 1.02. 1.05. W . FP δ FV FP = 1.42. 10 3 m 3 (for 200 hours of propulsion - endurance range)Average 24 hour electrical load for the ship service diesel generatorsKW 24AVG 4569 kW N GENAVG 2P GENAVGPMF . e KW 24AVGP GENAVG = 3.37. 10 3 hp SFC GE 0.62. lbf (from MEN, Ch. 6, Figure 10)N GENAVG hp . hrMargin for instrumentation inaccuracy and machinery design changes: f 1e 1.04Specified fuel rate: FR GSP f . 1e SFC GEAverage fuel rate, allowing for plant deterioration: FR GAVG 1.05. FR GSPFR GAVG 3.07110 . 4 MT=hp . hrEBurnable electrical endurance fuel weight: W . Be KW . 24AVG FR GAVGV W e Be = 376.329 MTW BeRequired electrical fuel weight: W FeTPAW Fe = 396.135 MTRequired electrical fuel volume: V Fe 1.02. 1.05. δ . F W FeV Fe = 515.526m 3Total fuel weight and tanks volume: W F41 W FP W Fe W F41 = 1.487. 10 3 MTV F V FP V Fe V F = 1.93510 . 3 m 3Hour 8 (number of hours of fuel required in tanks)total tankage required for endurance speedand range with 24 average electrical loadV FP V FeV FuelServiceTank200 248 8V FuelServiceTank = 228.632m 3total required capacity for fuel service tank located in the MMR'sV FuelServiceTank= 76.211m 3 per tank (1 in each MMR)3Other TanksN T 898 N A 90 (Total crew size and total accomodations) BAL TYP 1Aircraft fuel: W F42 1503. MTV AF 1.02. 1.05. W . F42 δ AFV AF = 1.88410 . 3 m 3Lubrication oil: W F46 17.6. ltonV LO 1.02. 1.05. W . F46 δ LOV LO = 20.817m 3Potable water: (Water does not expand). W F52 N . T 0.45. ltonW F52 = 410.585 MTV W1.02. W . F52 δ WV W = 420.181m 3Sewage: V SEW N T N . A 2.005. ft 3V SEW = 56.094m 3Waste oil: V WASTE 0.02. V FV WASTE = 38.705m 3Clean ballast: (compensated ballast) V BAL if BAL TYP 1, 0.19.V F , 0.275V . F V BAL = 367.7 m 3Total tankage volume required: V TK V F V AF V LO V W V SEW V WASTE V BAL V TK 4.72310 3 . m 3=Figure 57. Endurance Fuel Calculation
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