Medium Voltage Multilevel Converters for Ship
Electric Propulsion Drives
Kalpani Thantirige, Student Member, IEEE
Akshay Kumar Rathore, Senior Member, IEEE
Sanjib Kumar Panda, Senior Member, IEEE
Department of Electrical & Computer Engineering
National University of Singapore, Singapore
E-mail: kalpani.thantirige@nus.edu.sg
eleakr@nus.edu.sg and eleskp@nus.edu.sg
Abstract—An increasing number of ships are being integrated
with electric propulsion systems and a significant proportion of
these require variable frequency drives in the multi-megawatt
range. At such large power, medium voltage AC (MVAC) drive
offers numerous advantages over low voltage AC (LVAC)
solution. This paper examines the state-of-the art MV drives and
their development trends for marine applications. Further, a
review is carried out on multilevel converter (MLC) topologies
suitable for high power ship propulsion drives. A variety of
topologies are evaluated for marine applications based their
specific requirements. From the review, it is concluded that
hybrid solution seems the most attractive option for the specified
application.
Keywords—Marine electric propulsion; Medium voltage; Multi-
level converter; Variable frequency drives
I. INTRODUCTION
Traditional mechanically coupled ship propulsion
mechanisms are gradually being displaced by all electric or
hybrid-electric drive systems. Systems featuring electric drives
for ships are evolving technology and they are customized to
meet demands in order to obtain high performance and cost
effective solution. Not only do electric drives help improve the
fuel efficiency, but they also improve dynamic response,
reliability and reduce the space requirements on the vessel. A
typical marine electrical power system consists of prime
movers, generators, transformers, distribution cables, power
converters, electrical machines and energy storage systems
[1]. Typically, power generation and distribution systems are
developed with fixed frequency 60Hz 3-phase systems.
Voltage levels of the distribution system vary depending on
the power level and the types of vessels [2]. For example, a
large liquefied natural gas (LNG) tanker may utilize a 6.6-
11kV medium voltage AC distribution system, while an
offshore supply vessel may utilize a 480V or 690V LVAC
system [3], [4].
With the increase in electric power demand on vessels, LV
AC distribution systems are reaching their limits. The core
issue is contending with high currents. Installation cost
increases as high currents require larger conductors and
frequently necessitates the use of parallel cables. This
978-1-4799-7400-9/15/$31.00 ©2015 IEEE
Gamini Jayasignhe, Member, IEEE
Michael Adam Zagrodnik
Amit Kumar Gupta, Senior Member, IEEE
Rolls-Royce Singapore Pte Ltd, Singapore
E-mail: Gamini.Jayasinghe@Rolls-Royce.com,
MichaelAdam.Zagrodnik@Rolls-Royce.com and
Amit.Gupta@Rolls-Royce.com
increases complexity and total cost of the ship power
distribution system. Consequently, there is a growing interest
on MVAC solutions for marine power systems particularly
above 6MW in size. Reduced copper losses and simplification
of the distribution cabling are some of the advantages attained
with MVAC ship power systems. Reduced load current
enables the use of smaller conductor size for the same power
rating. Therefore, MVAC distribution systems have become
an attractive solution to electrical power distribution in both
commercial and naval vessels [5].
Power electronics and variable frequency drives (VFDs) are
key components of the electric propulsion system. The
majority of vessels have installed power capacity of less than
10MW with individual drives rated at less than 3MW [4].
Systems of such size are traditionally designed using LVAC,
typically 690V. The success of LV marine systems is partly
due to the availability of LV power semiconductor devices and
maturity of the technology developed for land based industrial
applications.
Marine propulsion systems of installed capacity greater
than 15MW benefit greatly from MV distribution systems and
the motor drives designed for medium voltage (eliminating the
use of step down transformers). High power MVAC drives
have already been well established in heavy industries and in
other areas such as wind energy conversion [6], [7]. In the
marine industry, however, the adoption of MVAC systems
over LVAC system has taken a longer time for both technical
and non-technical reasons. Comparison between LV and MV
drives in terms of cost and other performance metrics have
been reported in the literature [7], [8], and [9]. According to
these comparisons, the use of MV converters in electric ship
propulsion is often more expensive, costlier to maintain and
has lower reliability mainly due to the immaturity of the
technology. Therefore, for a fair evaluation, one must consider
various MV converter topologies and compare against marine
requirements and system performances.
In general, the MVAC power conversion system is
considered to extend from 2.3kV to 13.8kV. Presently, 6.6kV
systems appear to be particularly popular. Traditional two-
level converters are not capable of meeting this voltage level.
Therefore, multi-level converter (MLC) topologies capable of
delivering the required power at MV levels have been
developed. Moreover, MLCs demonstrate high dynamic
performance and have the potential to meet power quality
requirements in marine applications. MLCs have experienced
high market penetration over the last decade [7]. However, the
design of a MV drive system is challenging due to selection
of: (1) appropriate topology; (2) appropriate power
semiconductor devices; and (3) converter control methods [9].
Consequently, the selection of the appropriate MLC topology
is fundamental to performance and this is achieved through
evaluation of the contending alternatives. This paper presents
a comparative evaluation of the most relevant MLC topologies
suitable for MV marine AC drive applications. The objective
of this study is to provide an insightful review of suitable
MLCs for ship propulsion drive application, in order to
establish the current state of the art and trends of the marine
technology. This paper is organized as follows. Section II
introduces the state-of-the art in MV drives for ship
propulsion. Potential candidate topologies suitable for MV
high power drives are identified in Section III. In Section IV,
the selected MLC topologies are studied and evaluated based
on specific drive requirements. Finally, conclusions of this
study are presented in Section V.
II. STATE OF THE ART MV DRIVES FOR SHIP PROPULSION
This section presents the state-of-the-art in MVAC drives
for shipboard power systems. A single line diagram for a
typical MV ship electric power system is shown in Fig. 1.
Turbine Diesel Diesel
Generator Generator Generator
Propulsion Drive
Motor Motor
LV bus
Propulsion Loads Propulsion Loads
Variable Speed Drive
Converter
Supply side
Rectifier Inverter
Fig. 1. A single line diagram for a typical MV shipboard power system
A. MV MLCs in Ship Propulsion Drives
Substantial research efforts have recently been proposed a
variety of MV MLC drives for land based industrial
applications [6]-[8]. Most of the drive manufacturers offer a
variety of MLC topologies to suit different application
requirements. MLCs are generally configured as three or five-
level topologies. Table I shows commercially available MV
industrial products for marine drives that cover power ratings
from 0.4MW-40MW. These MV drive technologies have their
individual unique features and limitations.
Among the advantages offered by MLCs are the improved
power quality and lower dv/dt (reducing common mode
current and EMI problems) [9]. However, with the increase in
number of output voltage levels, the power semiconductor
device count also increases. According to ‘part count’ mean
time before failure (MTBF) reliability modeling, this larger
number of components reduces the reliability of the converter.
Other factors such as losses, complexity and ease of
maintenance are to be considered when selecting converter
topologies [9].
B. Requirements and Challenges
The technical challenges for the high power marine MV
drives are interrelated to the input power quality, converters
topology, switching device limitations and the drive system
requirements. Typical ship propulsion drive system
requirements are listed as follows [8];
• Low implementation and maintenance cost
Turbine • High reliability and efficiency
• Safety and continuous availability
• Spatial design flexibility to enhance ship utilization
• Sinusoidal input/output waveforms with low harmonic
Generator content – compliant with marine standards[8]
• Availability of power semiconductor devices and
MV bus
replacement parts
• Regenerative operation and/or dynamic braking
(depending on prime mover and balance of plant)
• Compatibility with system voltage and power levels
• Compliance with international standards such as
Lloyd's Register, DNV, ABS and BV [10]
• Demanding environmental operating conditions
An important constraint on line-side converter is the need
to minimize the current harmonic distortion. LC resonance
filter, if used, must be carefully designed so as to avoid
undesired oscillations in the distribution network. Another
important constraint with high power MV MLCs is the
LV bus
inverter switching speed (time to turn-on or turn-off the
device) which leads to high dv/dt and high common mode
(CM) currents, EMI and deterioration of motor bearings and
motor insulation [9]. Higher switching frequency increases the
Machine side
device switching loss and excessive temperature rise is often
M LOADS compensated by a reduction in the switching frequency.
Therefore, the main challenge and objective are to reduce the
drive output waveform distortions while using a very low
device switching frequency [11], [12].
 TABLE I. OVERVIEW OF COMMERCIALLY AVAILABLE MV DRIVE PRODUCTS BY MARINE APPLICATIONS [10], [13]- [17]

System specifications
Manufacturer
Voltage and Power level Drive topology
• Diode clamped VSI – Voltage Source Inverter (3-level or 5-level
[10] Power range: 3 – 36 MW
ACS 6000 output waveform)
ABB Output voltage: 3.0 – 3.3 kV
• Diodes: 6/12/24-pulse rectifier or IGCT: 6/12/18-pulse active rectifier
• Type of motor: Induction, synchronous and/or PMSM
[13] Power range: 0.2–20 MVA • PWM current source with Symmetrical SGCT
Allen Power Flex 7000
Voltage 4.16, 6.6kV • 18-Pulse and Transformerless Active Front End (AFE) Recti¿er
Bradley

MV7000
[14] Power range: 3 – 81 MW • Load side inverter 3-level NPC VSI; IGBTs
General
Input voltage: 3 to 10 kV • Line side converter DFE 12 to 36-pulse / AFE IGBT 6-pulse
Electric
Output voltage up to 10 kV
• 3-level inverter (PWM) in NPC topology with IGCT or HV- IGBTs
SINAMICS GM150 Power range: 10–27 MW
• 12-pulse or optional 24-pulse diode rectifier without regenerative
[15] Voltage: 3.3 kV
feedback
• Motor type Induction and synchronous motors
Siemens Power range: up to 13.3
MVA • Line side: diode rectifier; 36-pulse rectifier
SINAMICS GH150
Input voltage: 0.9 - 2.4 kV • Motor side: Modular multi-level topology with LV IGBTs
Output voltage: 4.0 - 7.2 kV • Drive two-quadrant operation

[16] • Multi-level SCHB VSC; LV IGBT

ASI Perfect Harmony Power: 7.5-MW
• Line-side converter 18- to 36-pulse diode rectifier (standard)
Robicon Voltage: 4.16-kV
• Driving: 2 directions of rotation (2 quadrant), 4 quadrant option
• 3 level PWM, IGBT
[17] Power: 9 .4 MVA • 12, 18 and 24 pulse configurations
MVPD800066 Supply voltage 6.6kV • Direct with low loss concept or propulsion transformer
Wärtsilä
• Motor type asynchronous, synchronous and PMSM

been widely used in conventional high-power ac motor drive

Although most of the MVAC propulsion drive systems
utilize transformers, which increase the total drive cost with
additional cabling, cooling and installation, etc.
Transformerless MV drives for ship propulsion applications
are an attractive solution due to cost reduction and substantial
energy savings. However, additional measures are then
required to reduce CM circulating current. For the MLC, CM
voltage elimination methods continue to be of research interest
and significant contributions to research may be found in [6],
[7], and [9]. The aforementioned system requirements and
challenges need to be well considered when selecting suitable
MLC topologies and control solutions for high power AC
drive applications.
III. POTENTIAL MLC TOPOLOGIES
In this section, the most feasible MV MLC topologies for
marine electrical drive system are studied. Neutral point-
clamped (NPC), Cascaded H-Bridge (CHB), Hybrid topology
and Modular Multilevel Converter (MMC) are selected as
potential topologies. MV propulsion drives need to comply
with marine regulatory requirements. Although most of these
topologies have already been fielded in the industries, they are
increasingly being adapted to satisfy marine requirements and
are making their way into the commercial marine sector.
There topologies are discussed next:
A. Neutral Point Clamped Topology
The Neutral Point Clamped (NPC) or diode-clamped
inverter is considered to be a mature MLC topology and has
applications. The merits of this topology are (1) single DC-
voltage source, (2) higher efficiency compared to two level
counterparts and (3) possibility to employ the same NPC
topology for a back-to-back operation [18], [19].
Additional voltage levels can be used to further exploit the
advantages offered by the NPC-technology. Fig. 2(a) shows a
single-phase of a 5-level NPC converter with clamping diodes
and four capacitors with common DC-bus configuration.
Currently, this topology has limited practical attention due to
the higher device count and drive system complexity. In
particular, there is a need to actively balance the voltages on
the dc-link [19]. The other drawbacks associated with 5-level
NPC topology are lack of modularity and unequal loss
distribution over the different power semiconductor devices.
However, it is still a feasible option for high power propulsion
motor drives due to its superior output waveform quality, low
dv/dt and relatively high efficiency.
B. Cascaded H-Bridge Topology
Fig. 2(b) shows 5-level cascaded H-bridge (CHB)
topology which is composed of multiple configured with
series connected H-bridge modules per phase. They are fed by
isolated DC-voltage sources. By controlling each module
individually, 2n+1 voltage levels can be generated in the
output. The converter itself is highly modular since no extra
devices are needed in order to connect the modules together.
Switching state redundancy gives great flexibility for this type
of topology [20]. Utilization of low voltage switching devices
and the usage of standard motors without output filters are
some of the merits of CHB topology based MLCs. However,
disadvantages of this topology include the need for multiple
isolated DC sources which in turn requires complicated
transformers with multiple phase shifted transformers [16].
Therefore it limits the number of output levels in drive
applications. The CHB topology is also not practicable to use
in back to back connection [20].
C. Hybrid Topology
Basic MLC topologies may be further modified by
combining two or more different topologies in a series or
parallel connections i.e. hybrid topologies [21]. Fig. 2(c)
shows conventional 2-level inverter connected in series with
H-bridge inverter. The voltage across the capacitors of the
floating H-bridge cells needs to be half of the DC-bus voltage.
The required number of DC sources may be reduced. High
power quality and low device count are main advantages with
this particular hybrid topology. Furthermore, the devices of
the lower 2-level voltage source converter may be controlled
to switch at a lower frequency compared to the floating cells.
This enables switching losses to be reduced significantly.
Therefore, the hybrid MLCs can be considered as an appealing
solution for future ship propulsion drives.
An alternative hybrid configuration involves cascading of
the 3-level NPC inverter with H-bridge cells [21]. This hybrid
structure further improves the output power quality and
efficiency. However, it introduces additional conduction and
switching losses and larger capacitors are required for high
power motor drive applications. The complexity of the control
system increases; as it is required to address the problems
associated with capacitor voltage regulation [22], [23].
D. Modular Multilevel Converter Topology
Fig. 2(d) shows modular multilevel converter (MMC)
topology which is currently being explored as a promising
candidate for MV drive applications. In this topology, each
sub module contains a floating capacitor instead of an isolated
DC source. Higher modularity, redundancy and fault tolerant
capability offer significant benefits to the MMC topology [24].
However, the main challenge facing the use of the MMC
topology as drive converter is the AC fluctuation of the sub-
module voltages. This is particularly severe at low speed high
torque operation. Therefore, more complicated control
strategies are required to solve DC-voltage balancing issues
and to control the flow of circulating currents within the cells
[25].
IV. EVALUATION OF MLC TOPOLOGIES
A. Preliminary Remarks
Several comparison studies have been reported in the
literature for various types of industrial MV drives [26]-[29].
Reliability, cost-effectiveness of power semiconductor devices
and the drive performance are the key criteria considered for
topology evaluation. As mentioned in [26], topology
evaluation can be performed either based on the comparison of
the most suitable application or comparison of the most
suitable power semiconductor device. Neither the converter
topology nor the power semiconductor device technology is
straightforward. Therefore, it is rather challenging task to
select the most appropriate solution that satisfies all the
application requirements at the best. Most manufacturers look
to find an acceptable compromise between performance,
reliability and cost.
The following sub-section summarizes the key aspects that
should be considered during topology comparison.
Subsequently, a conclusion is reached as to which topologies
are to be shortlisted for further research in high power ship
propulsion drives.
1) Output Voltage Level and Availability
In case of MV applications, the capability to handle high
DC-bus voltage (without direct series connection of devices)
becomes an important factor because reliability and efficiency
tend to decrease with increasing number of power
semiconductor devices. Owing to the advancement of power
semiconductor device technologies, switching devices which
can withstand voltage up to 6.5kV have been developed. This
suggests that high DC-bus voltage may be obtained with fewer
devices rated at higher voltage. Unfortunately, the lower
number of output levels results in the need large and
expensive LC output filters. A strategy to use high voltage
devices would nonetheless be appropriate for use with 5-level
inverters together with suitable control techniques and filters.
2) Fault tolerance
The converter topology should include provision to
continue operation in spite of faults to ensure continuous
operation of the marine vessel. Fault tolerance through
redundancy has been reported in the literature to improve the
redundancy of the NPC converter by adding an extra leg to the
converter [22]. In hybrid topologies, fault tolerant capability
can be incorporated by adding a redundant power cells. The
CHB topology offers high fault tolerant capability as cells may
be bypassed if faulty with little degradation of performance.
The MMC converter likewise offers high fault tolerance as
redundant modules may be added at low additional expense.
[30].
3) Efficiency
Among various performance and design criteria for MV
drive systems, the overall system ef¿ciency is one of the most
signi¿cant factors due to the growing concern for energy
savings and cost. In high power applications, the switching
losses contribute significantly towards the total device losses.
However, not to be overlooked are the losses associated with
ac ¿lter inductances, motors and transformers. When
conducting topology evaluation studies, it is therefore
necessary to consider the total efficiency of the system.
4) DC-link voltage balance
The DC link voltage balancing problem is well known for
3-level NPC topologies that use for active power transfer. In
[19] various solutions are offered for voltage balancing in
back to back designs. However, for 5-level NPC converter the
DC link balancing problem is more difficult to solve. For CHB
 S1a
S1a S3a a
+ Vdc/4
Vdc/4 C1 S2a S2a S4a
-
+ S3a S5a S7a
Vdc/4
Vdc/4 C2
- S6a S8a
S4a n
+ a
S5a (b)
Vdc 0
-
+
S6a
Vdc/4 C3
-
+ S7a
Vdc/4 C4
- S8a
+
Vdc/2 C
(a) -
Sub-module
+ a
Vdc 0
S1a S2a a
-
Ca
S3a S4a S1 +
+
Vdc/2 C + Vc
- C-
Vdc/2 C1 VSM
+ S1
S2
Vdc 0 -
- Vdc/2 C2
S2
(c) (d)

Fig.2. Topology configurations: Single phase of a 5-level (a) NPC (b) Cascaded H-bridge (c) Hybrid Topology (2L inverter cascaded with H-bridge cells) and
(d) Modular Multilevel Converter with half bridge modules

converters DC-balancing is not a problem since it depends on
the isolated power sources. Hybrid topology (2-level with H-
bridge cells) with single DC-source usually requires additional
control methods to regulate the H-bridge cell capacitor
voltages and then balance the voltages between them. In
MMC topology, the DC-bus balance of each sub module can
be obtained by applying a proper control algorithm [30].
5) Modulation and Control
Particularly for high power MV drives, reducing the
switching frequency while maintaining a reasonable power
quality is an important requirement and it has become a main
challenge for the drive manufactures. Moreover, significant
efforts have been proposed to enhance the performance of
MLCs by harmonic elimination methods with pre-calculated
switching functions and using new control strategies [31].
However, selecting an appropriate modulation scheme is very
much a trade-off between switching frequency and harmonic
distortions. Table II, summarizes the most commonly used
modulation techniques and control complexity for the selected
MLCs.
B. Basis of Comparison
The circuit configurations of the 5-level NPC VSC, the 5-
level CHB VSC, 5-level Hybrid and 5-level MMC are
illustrated in Fig. 2. It can be seen that all the MV converter
solutions have the same voltage levels. For illustration purpose
6.6 kV, 7MW propulsion motor drive application, using the
commercial HV IGBT modules is used to conduct the
topology comparison. Basic converter data and total
component count for the selected MV MLCs are given in
Table III and Table IV respectively. The comparison shows
that 5-level hybrid topology needs the least number of power
semiconductor devices. However, consideration should be
given to the semiconductor utilization factor to minimize the
high share of costs in MV drive systems. The minimum DC
link voltage necessary to obtain an output line to line voltage
of 6.6kV can be calculated from (1). To determine the nominal
DC link voltage of the converter, a voltage reserve of 6% is
assumed as shown in (2), which is considered for dynamic MV Drive System 5-level 5-level 5-level 5-level
processes and filter voltage drops. Table V summarizes the Topologies NPC CHB Hybrid MMC
Total device count 64 30 29 80
possibilities of the power semiconductors for the converter
specifications given in Table III.
TABLE V. POWER SEMICONDUCTOR SPECIFICATIONS [26], [28]-[29]

Vdc, min = ¥2 ×Vll (rms) (1) MV Drive System Topologies

Vdc, n = 1.06×Vdc (min)
TABLE II. MODULATION AND CONTROL OF MLCS [11], [12], [19], [20],
[30]-[33]
Drive System specifications
Topology
Modulation schemes
- Level shifted PWM
- Multicarrier PWM
5-level - Space vector PWM
- Selective Harmonic
NPC
Elimination (SHE)
- Synchronous Optimal
Pulsewidth Modulation
- Multilevel Carrier-Based
PWM
5-level - Multilevel SVM
CHB - Phase Shifted Method
- Level shifted PWM
- Multilevel SHE method
- Fundamental and PWM
modulation scheme
- SHE PWM method
5-level - Selective Harmonic
Hybrid Mitigation method
- Synchronous Optimal
Pulsewidth Modulation
- Space vector PWM
- Staircase modulation
- Phase shifted PWM
5-level
method
MMC
- Modulation with
Fundamental switching
frequency
TABLE III. BASIC CONVERTER DATA
Converter line to line voltage Vll (rms)
Minimum DC link voltage Vdc (min)
Nominal DC link voltage Vdc (n)
Phase current Iph (rms)
Apparent output power Sc
5-level 5-level 5-level 5-level
(2) NPC CHB Hybrid MMC
DC link voltage Vdc, n 9894V 2474V 9894V 9894V
Commutation voltage 2L - 4947V
of respective 2474V 2474V H-bridge - 2474V
commutation cell, Vcom 2474V
2L -
Rated device voltage, 2×4.5kV
4.5 kV IGBT 4.5 kV
Control complexity VCE,n H bridge -
4.5 kV
Vcom @100FIT 2800V
Control complexity is
higher Device voltage
- DC bus voltage balancing utilization factor 0.88 0.88 0.88 0.88
- Control methods to (Vcom/Vcom@FIT)
balance the switching
losses
The above evaluation criteria are mainly focused on the
reliability and cost-effectiveness of power semiconductor
devices. CHB topology can achieve higher number of levels
Control complexity is with less device count. However, it requires phase shift
relatively lower compared
to other topologies transformers to provide isolated DC sources. Hence, it
increases the overall cost, complexity and cooling
requirements of the drive system. Even though MMC offers
Control complexity is low cost options for implementing redundancy, the control
higher: system complexity and components count are higher than the
- Capacitor voltage rest. In addition, NPC topology is also feasible for above five
stabilization levels but other topologies may obtain better performance
- Power balancing by
varying the common mode
while attaining higher voltage levels. Based on the identified
voltage application specification, the hybrid topology can be
considered as the most feasible topology for this MV
More advanced control propulsion drive application. It offers high reliability,
schemes are required for:
- DC bus voltage control
simplifies the front-end converter complexity and offers
- Circulating current improved performance of the converter as compared to other
selected topologies.
control
- Overall sub-module
capacitor voltage control Alternatively, there is a trend in the recent advancement of
- Sub-module capacitor the power semiconductor devices imposed by the market
voltage balancing demand has been the increase of their voltage and current
rating. For an example, insulated gate bipolar transistor
(IGBT) modules and integrated gate commutated thyristors
(IGCTs) have experimentally demonstrated with blocking
6.6 kV voltages of 8kV and 10kV respectively [34]. The introduction
9334V of such technology with new voltage and current ratings
9894V enables the requirements of high power industrial applications
772 A to be met with few devices while increasing their reliability
8.825 MVA and modularity.

V. CONCLUSIONS
TABLE IV. COMPONENT COUNT OF MV MLCS [27], [29]
In this paper, the current trends in MLC technology for
MV Drive System 5-level 5-level 5-level 5-level MV high power ship propulsion drives are studied and
Topologies NPC CHB Hybrid MMC
discussed. Several promising MLC topologies are reviewed
Main switches 24 24 24 48
with regards to complexity of control, reliability, availability
DC bus capacitors 4 6 2 2 and technological maturity. However, other evaluation criteria
Clamping diodes 36 0 0 0 considering drive system cost, efficiency, semiconductor loss
Floating capacitors 0 0 3 24 distribution and output waveform quality have not been
Inductors 0 0 0 6 considered as part of this study. This review shows that,
hybrid cascade topology can offer comparative advantages [17] Wärtsilä (2014), “Wärtsilä MV Power Drive” Available:
over the other topologies for the specified MV propulsion http://www.wartsila.com/en/power-electric-systems/power-
drives/mediumvdrive#_0_Articles__undefined
drive application. In future, hybrid topology can be targeted to
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