Diesel-Electric Marine Propulsion on the Icebreaker Sampo
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- Опубликовано: 14 авг 2024
- The Diesel-Electric Engine Room of the Icebreaker Sampo. It was built in 1961 to keep Finnish Ports accessible in Winter, and today is used for Tourist Cruises in Kemi. Sampo has four Wärtsilä-Sulzer Two Stroke Diesel Engines, that drive large DC Generators. The Generators then power Electric Motors, that turn the Propeller Shafts. Diesel-Electric Propulsion makes it more manouverable, as Electric Motors are reversed by just reversing Polarity. This is much easier and quicker than reversing a Diesel Engine, which would need to be stopped first and then re-started in the other Direction. Quick reversing is important for Icebreakers, as thick Ice is broken by repeatedly ramming and reversing off it. Russian Nuclear Icebreakers use Turbo-Electric Propulsion for the same Reason.
Today, Sampo is owned and operated by @KemiTourismLtd Special Thanks for allowing me to make this Video, usually Passengers can visit the Engine Room in Guided Tours only, and can only peak at the Top of the Main Engines while the lower Areas of the Engine Room are off-Limits.
00:00 Introduction
02:47 Diesel Engines
07:24 Main Generators
09:24 Propeller Motors
12:22 Auxilary Machinery 
Авто/Мото
I don't agree with RUclips hiding Dislikes; 344 Likes, 3 Dislikes, 2024-05-23. Just so you know what to expect from this Video.
Quick Clarification regarding Main Engine Power: The Power Stats are for full Speed of 360 RPM, at 325 it's more like 1800 HP. When used as real Icebreaker, the Engines could be increased to that Speed, generating a higher Voltage and thus more Power. The Electric Insulation was good enough to resist the increased Voltage, and the accordingly increased Currents could be withstood for limited Time without overheating. This was a sort of "110%" (actually a little more than that) Boost. There's no Need for that today anymore, and Insulation doesn't get better over the Yeas either. So instead of the advertised "8800 HP going through the Ice", it's more like 3600 at best, assuming Full Load. I stuck with the wrong Power Stats to avoid Confusion with the advertised Numbers.
And the Video is a bit of a Mess of the same Shots playing over and over again, because the Electric Plant turned out much more complex than I initially thought. I only learnt that after recording, hence I didn't record enough Footage in the limited Time that I was in the Engine Room.
Who could possibly dislike this? I don't get it. Excellent video.
@@ChristLink-Channel Sorry for the late Reply, but I don't really like this Video myself. Making it was an absolute Trainwreck, because I had much less Time in the Engine Room than anticipated and had to record everything in a Rush, rendering many Shots useless by being too short or too shaky. That's why there is so much repeated Footage in the Video.
This is really cool thanks to all Involved in the making...cool 👍👍👍
Wonderful video! An interesting detail caught my eye: the old Engine Control Room is outfitted with a great big Grundig vacuum tube radio, visible in the top right corner of the frame at 9:22. I wonder how well that thing managed to receive stations with all the ship's electricals humming and buzzing around it.
I'm no Electrical Engineer, but I'd guess not as much as may be expectable, as almost all Electric Installations are DC.
@@Genius_at_Work But the commutators have to make a terrible amount of noise with a broad band.
That was a great video. Served on ocean going tug. Brings back memories of the engine room. The ship was also diesel electric.
Very nice vid. 10/10
The licensing went the full circle, now Wärtsilä owns Sulzer and Sulzer is a Wärtsilä bränd.
Named WinGD now, for Winterthur Gas & Diesel
Nice video again.
The main engines have a quite square bore to stroke ratio and also quite high rpm for a big marine two stroke.
The diesel-electric propulsion is interesting but I still prefer mechanical propulsion as an enthusiast.
They're Trunk Engines instead of the Crosshead Design typical in large Marine Engines. Except for the Working Cycle, they have much more in Common with the average Four Stroke Engine than typical Marine Two Strokes. The only sufficiently manouverable mechanical Alternative would have been Controllable Pitch Propellers, but I think they were quite uncommon in the early 1960ies. Plus that would require ducted Propellers because the delicate Pitch Mechanism must be protected from Ice, and probably also a Hydraulic Clutch to protect the Engines from the sudden Stop if the Propellers became jammed by Ice. The only Icebreaker with Pitch Propeller Propulsion that I know is the German Polar Research Ship Polarstern, all others are Diesel-Electric, or Turbo-Electric in Case of the Russian Nuclear Icebreakers.
@@Genius_at_Work
Yes I guessed the part of the non-crosshead design.
Definitely interesting.
The diesel-electric propulsion definitely had and still has a lot of advantages, that's why I highlighted that I only feel like that as an enthusiast. :)
Marine diesels are exactly the same as those used in Railway locomotives & the Diesel Electric Propulsion system is an adaption of the Diesel Electric traction on railway locomotives .
@@ANDREWLEONARDSMITH
That's maybe true for example in the US with the EMD engines.
But you can't say that generally.
Marine and locomotive engines even of the same basic types sometimes have quite big differences, starting with the cooling system or also different methods of forced induction.
There were also ships with diesel-electric propulsion that use much bigger engines than what could realistically be used in a locomotive.
Especially today when even the biggest cruiseships are driven diesel-electric.
Also for example in Germany there were quite some ships with diesel-electric propulsion in the 50s and 60s while at that time German railroads preferred diesel-hydraulic locomotive units, far into the 90s.
So obviously in these days it couldn't be a "take it out off a locomotive and put it in a ship" like of job, if there isn't a locomotive with the same complete propulsion system.
The days before semiconductor power electronics
Thank You for the video
Ver good video ❤
This was built at the Hietalahti shipyard in downtown Helsinki. Only in Finland will you find a major city with a shipyard right in the middle of it...
3:45 bottom left hand of the screen..that's a spair head isn't it...
Wow, geniales Video! Jetzt hab ich das endlich verstanden. Eine Frage, wenn z.b ein Propeller hängen bleibt, oder kaputt geht, was ist dann? Gibt es zwischen Generator und Motor eine Sicherung?
Würde ja gerne mal die Maschine der Bergedorf sehen, da muß das ja ähnlich sein.
I wonder whether the designers considered a hydraulic drive. Or an electromechanical one with differentials, like Toyota hybrid cars.
Whenever you start adding gearboxes and such at high torque/horsepower levels, the cost can quickly become astronomical.
The ship I was on was 600-PSI superheated steam with each shaft (about 16,000 HP per shaft) driven by a ganged high-pressure/low pressure turbine set feeding the propeller shaft through a reduction gear which both combine the two turbine inputs into one output and decreased the RPM drastically.
It was my understanding that EACH reduction gear assembly was a multi-million USD assembly with a lead time of several years if a total replacement was required. We had 2....
FWIW, the only diesel we had was a 500kw emergency generator sufficient to provide minimal emergency lighting with enough left over to run auxiliary equipment required to bring a boiler up. Normal power was provided by 4 steam turbine generators for a combined total of around 8 megawatts.
Diesel hören - es ist alles gleich, wie Bach zu hören ist...
Very not ver 😂