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8. EMERGENCY DIESEL GENERATOR SET STAGE I

8.0 INTRODUCTION
Emergency diesel generator sets are used to energise the 0.4 KV unit
service section in conditions of total A.C. power failure. These sets are
intended to start automatically and provide supply to the 0.4 KV unit service
buses, in order that essential 0.4 KV unit auxiliaries and the motor control
centres, continue to be in service even under emergency condition.

8.1. CONSTRUCTIONAL DETAILS

8.1.1. DIESEL ENGINE AND AUXILIARIES
The prime mover for generator is a Kirloskar-comins 12 cylinder, 4stroke diesel engine with a capacity of 457 KW at a rated speed of 1500 rpm.
There are four cylinder heads. Each cylinder head serves three cylinders. A
vee arrangement is adopted for the cylinders with a compression ratio of
13:7:1 cylinder heads are made of alloy cast iron with fuel supply and return
lines drilled in them. Each cylinder head has six inlet valves and six exhaust
valves. The crankcase housing is of alloy cast iron. The corrosion resistances,
inserts and exhaust valves, which constitute the cylinder lining, are of
centrifugally cast iron alloy and of replaceable wet type. The turbine blades
of the engine are of radial inlet and axial outlet type and made of satellite.
The forged crankshaft is of high tensile strength steel and is fully
counter weighed. The connecting rod is made of drop forged high tensile
strength steel. The cast iron flywheel of 23 diameter is fully machined to
accommodate flexible coupling. Seven numbers of precision type bearings
are provided for the engine. The fuel oil system is of direct injection type and
is provided with a replaceable paper element filter. Fuel oil is stored in a M.S.
steel tank of capacity 1500 litres, where from high speed diesel oil is drawn
and pumped by an engine driven booster pump. For air in take two 15 oil
batch type filters are mounted at the inlet manifold of the engine. Cast alloy,
dry type manifold are provided at the top of the engine for gas exhaust. A
flexible expansion joint and an industrial type exhaust silencer are provided
in between exhaust piping.
A gear type lub-oil pump driven by the engine itself, force-feeds
lubrication for all the bearings. A lubrication oil tank of 102 litres capacity is
located below the engine crankcase, the grade of lub oil used being API class

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CC/OD (85% sulphated ash content). The lubricating oil cooler is included in
the water jacket heat exchanger cooling system provided for engine cooling.
Cooling water for a centrifugal water pump driven by the engine itself
circulates the system, drawing water from a makeup tank of 35 litres
capacity.

8.2. ALTERNATOR
The alternator, which is 400 KW, is of salient pole type with armature
windings in the stator and field coils on the rotor. The stator is made up of
low loss silicon steel laminations, stacked under hydraulic pressure. Stator
slots are skewed to reduce harmonics in induced voltage. Slots are insulated
with good quality insulating materials. The stator windings are well
distributed in the slots and are chorded to reduce harmonics. The alternator
is provided with a centrifugal fan at the driven end, which axially draws in
cool air from the rear side and radially throws hot air out at the front. This
gives good ventilation and keeps the temperature of the winding within
limits. The alternator is screen protected, drip-proof and is of foot-mounted
type. It is self-excited and self-regulated by an excitation unit mounted on its
top. This unit consists of a choke, current transformer, diodes and condenser.
The voltage (400 V) from no load to full load of 696 A / Phase at rated power
factor of 0.8 lag. The alternator is coupled to the diesel engine with a flexible
coupling.
Choke in excitation unit is meant for adjusting the terminal voltage at
no load. The air gap of the choke is filled with insulating sheets, can be set to
achieve the desired no load voltage. The current transformer is meant for
adjusting the voltage at load conditions. The terminal voltage at load can be
increased or decreased by changing the CT tap connections.
The alternator is self-excited due to residual flux. Once the alternator
reaches rated speed at no load the residual voltage appearing across the
terminals, is getting rectified by a 3 phase, full wave bridge rectifier and is
fed to the field windings through carbon brushes and slip ring. Thus, the
alternator builds up voltage by itself and reaches a steady value depending
upon the choke air gap. Whenever the alternator is loaded, the CT injects
extra field current to the field windings to compensate for the armature
reaction. This helps in maintaining almost constant voltage across the

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terminals. The condenser helps in building up the voltage across the
terminals. The condenser helps in building up the voltage during starting.
With the help of manual voltage regulators (MVR) the voltage can be
adjusted when the machine is running with or without load. This is of
advantage for paralleling two or more alternators. The alternator can take
10% overload for one hour in every twelve hours.

8.3. DESCRIPTION OF THE LAYOUT

There are three diesel generators of 500 KVA capacities each of which
will supply power during emergency for the 0.4 KV unit emergency bus
section. The DG sets g1, g2, and g3 are connected to individual buses
through 0.4 KV ACBs called as incomers Q1, Q2 and Q3 respectively. In
between the three buses two coupling breakers (0.4 KV ACBs) called as bus
couplers Q2 and Q4 are available to interconnect the buses. From the bus,
which incomer Q1 from DG energises set 1, there is a connection through
another ACB to the emergency bus. This emergency bus in turn is connected
to the bus of USS 1A through an emergency switchgear (ACB).
Similar connections are available from the bus of DG set 2 and DG set 3
to the buses, of USS 2A and USS 3A respectively through two emergency
switch gears. Essential loads like seal oil pumps, lub oil pumps, STG etc., are
connected to the emergency bus. The emergency buses are supplied from
the respective A buses through the emergency switchgears, which will be
kept closed normally. In case of total power failure in USS 1A and USS 1B
the DG set G1 will start on its own, the breakers Q1 incomer to emergency
bus will close and the emergency switchgear will open automatically to effect
power supply to the emergency bus bars.

8.4. DIESEL OF THE INCOMERS AND BUS COUPLERS

The ACBs (L&T make) are mounted in a cradle on sturdy telescopic rails
in a completely enclosed compartment with hinged door. The ACB can be
drawn in and out on the telescopic rails. The ACB is racked with a special
handle to four distinct positions. But of these four positions, three positions
are achieved with the door fully closed.

8.5. SERVICE POSITION

In this position ACB is fully inserted. Both the main power contacts and
the secondary isolating contacts are in service. The door remains closed. In

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this position of the breaker two micro switches C6 and C7 will be in closed
position.

8.6. TEST POSITION

The ACB can be racked out to the test position with the door closed.
The main power contacts are separated and the secondary isolating contacts
are in service for testing these contacts and the control circuit. The position is
clearly indicated on the racking shaft. In this position the micro-switch C8 will
be in closed position.

8.7. ISOLATED POSITION

This is the last position of the ACB with the door closed. With the ACB
racked to isolated position both main and secondary isolating contacts are
separated. In this isolated position the door cannot be opened.

8.8. MAINTENANCE POSITION

For this position the door is opened and the ACB manually drawn out
straight by hand. Complete access to the inner parts is available in this
position.

8.9. AUTO MAINS FAILURE (AMF) SYSTEM

8.9.1. FUNCTIONS
The AMF system ensures
i.

Supervision of main supply.

ii.

That an impulse for automatic start of engine in case of failure of

main

supply (if the engine does not start, two more successive

impulses will be given).

iii.

To provide an impulse for closing the incomer breaker as soon as

rated voltage and frequency are achieved.

iv.

Starting up of its own water circulating pumps and cooling towers

fans after the closing of incomer breaker.

v.

Tripping of the engine and alternator on position incase of any

fault.

vi.

Audiovisual alarms to the operator.

8.9.2. CONTROLS AND INTERLOCKS

1)

Contactor d0 is provided for supervising the

availability of 220V. DC control supply for AMF panels when this supply
fails, the N.G. contact of d0 energises relay AR1 through a separate

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24V D.C. supply to give annunciation DC control supply failed,
followed by buzzer alarm. Test push button TPB1 is also provided to
check this annunciation and buzzer. The N.C. contact of TPB1 is in
series with the N.C. contact of d0 to energise AR1.
2)

When the voltage and frequency attain rated values,

closing command to incomer ACB will be given through N.O. contact of
d5 and the contacts of switch SW-2 in either auto or manual
position.

3)

Contactor d2 will be in picked up condition when

incomer ACB is on. Contactor d3 and d6 will be in energised state
when the AC mains ACB is ON. The NO contact of d2 is used to
indicate through indicator lamp h5 that the incomer ACB is closed.
The NO contact of d3 through the indicating lamp h3 indicates that
the AC mains breaker is closed. Another indicating lamp h4 indicates
through N.C. contact of d2 that the incomer ACB is open.

4)

Contactors d4, d5 and d5/1 will energise after the

set has started and when the voltage and frequency rise to rated
values. Energisation of d4 and d5 (which are in parallely) is
accomplished through the series NO contacts of VMR and FMR
(Voltage Monitoring relay and frequency monitoring relay) when d4
energises, it is indicated by the lamp h2 which means that the set is
in service.

5)

The set will start through a three-position switch

Auto-Test Manual (Switch SW2) if there is no electrical or mechanical
fault and the engine emergency push button EPB2 (stay-out type) is in
reset position.
a)

In case of mains failure, it starts in auto position by

the N.C. contact of d6 (Mains supply supervisory contactor)
energising contactor d7 (contactor for auto start).

b)

In test position the set starts when test push button

PB1 is pressed to energise the contactor d7. In both auto and test
modes, when contactor d7 is energised, the NO contact of d7 in
series with N.C. contact of d5 is energise timer T2. The
instantaneous NO contact of T2 in series with the delayed opening

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N.C. contact of T2 will energise contactor d9. The NO contact of
d9 will energise contactor d10. The NO contact of d10 will
energise the fuel oil solenoid valve. The valve will open and the fuel
oil will be supplied to engine. At the same time the NO contact of
d9 in series with delayed opening NO contact of timer T7 will start
the 24V DC motor, which will crank the engine, and the diesel
engine will start running.
c)

In the manual position, the set can be started from

AMF panel by pressing manual start push button PB2 which will
energise the contactor d8 for manual start through the N.C. contact
of d5/1. Immediately the cranking motor will start through the N.C.
contact of manual start push button PB2 and the delayed opening
N.C. contact of T7. IT will stop when delayed opening N.C. contact
of T7 opens.

Contactor d10 which is for opening the fuel oil

solenoid valve will energise through the delayed opening N.C.

contact of T7 in series with NO contact of d8.
6)

If rated voltage and frequency are developed within

the specified time, the contactor d5 and d4 will energise through
VMR and FMR as mentioned earlier. The Energisation of d5 will cause
the de-energisation of Timer T2 which in turn will de-energise
contactor d9. The cranking motor will stop due to the de-energisation
of contactor d9 but the solenoid valve which supplies the fuel will be
kept in open condition (i.e.) contactor d10 will be kept in energised
condition through the NO contact of d4.

7)

If the rated voltage and frequency are not developed

with in the specified time, the delayed opening N.C. contact of T2 will
open out, there by de-energising d9 hence cranking of the engine will
be stopped. Contactor d10 will also de-energise there by closing the
fuel supply solenoid valve.

8)

At the same time (i.e., when the delayed opening

N.C. contact of T2 opens) delayed closing NO contact of T2 will
close, there by energising another timer T3.

9)

Delayed closing NO contact of T3 will close and

energise another timer T4. The instantaneous NO contact of T4, will

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close and energise d9 and hence d10 cranking will start for the
second time, oil will be supplied through the solenoid valve.
10)

In this second attempt of starting the engine, if the

voltage and frequency are developed with in the specified time. N.C.
contact of d5 will open thereby stopping the cranking.

11)

If the voltage and frequency are not developed even

in this attempt, the third and last attempt of starting the engine will
take place in a similar manner by means of timers T5 and T6.

12)

If the engine has not started during this third attempt

also, the delayed opening NO contact of T6 will open, thereby, deenergising the contactor d9. Cranking will be stopped. At the same
time contactor d13 will pick up through the delayed closing NO
contact of timer T6. The NO contact of d13 will give Engine fail to
start annunciation through another NO contact of d13, the engine
mechanical fault supervisory relays d19 and d19/1 will pick up. The
NO contact of d19/1 will open out and will de-energise contactor
d10. Fuel oil supply solenoid valve will hence close. The N.C. contact
of d19 will open out, thereby de-energising the auto-start contactor
d7. To start the engine again we have to de-energise timer T5 by
pressing the Engine three attempt circuit reset push button RPB-1.

13)

When the set is running normally, timer T7 will be in

energised condition, through NO contact of d10 and N.C. contact of
d11. The delayed opening N.C. contact of T7 in the cranking motor
circuit will be in open position during normal running of the set
thereby avoiding unnecessary cranking. The timing pf T7 will be such
that enough lub oil pressure is developed with the set time. This will
thus supervise indirectly running of D.G. set and cranking will not take
place, even for voltage fluctuations.

14)

DG set ACB can be tripped by pressing the

emergency trip push button EPB1. When EPB1 is pressed its NO
contact energises the ACB tripping relay d1. The NO contact of d1
will give tripping impulse to ACB.

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15)

When the VMR and/or FMR drops out then d4 will

drop out. The N.C. contact of d4 will close and energise d1 thereby
tripping the incomer ACB.

8.10. PROTECTIONS
The D.G. set will trip (i.e. the fuel oil supply to the engine will be cut off
and the ACB will trip) for the following causes.

8.11. MECHANICAL FAULTS

a) Low lub oil pressure (contactor d11).
b) High jacket water temperature (contactor d12).
c) Engine fails to start after three attempts in auto start scheme
(contactor d18).
d) Engine over speed (contactor d14).
For any of the above mechanical faults engine fault supervisory relay
d19 will energise. The N.C. contact of d19 will open out and de-energise
d10 to cut off the fuel supply. The NO contact of d19 will close and
energise d1 to trip the ACB.

8.12. ELECTRICAL FAULTS

a) Over current (contactor d16).
b) Over voltage (contactor d17).
For the above faults, generator fault, supervisory relay d20 will
energise NO contacts of d20 will close and the fuel supply to the engine will
be cut off. The incomer ACB will also be tripped. When the set trips due to the
actuation of any of the above mentioned protections the relevant audiovisual indications would appear at the AMF panel and also at UCB.

8.13. CONTROLS AND INTERLOCKS OF INCOMERS AND BUS

COUPLER
For each ACB, a DPST switch is provided in its control circuit for
isolation of 220V. DC control supply, two fuses, one in positive side and other
in negative side are provided in the closing circuit of breaker. Another set of
two fuses is provided in the spring charging motor circuit and two more fuses
in the tripping cum indication circuit.

8.14. CONTROLS CIRCUIT OF INCOMER ACB (Q1)

8.14.1. TEST POSITION

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For closing the breaker in the test position, the local/remote switch S1
in the breaker cubicle must be kept in Local position, when closing impulse
is given through the control switch S2 of breaker, the closing coil CC will
energise, provided the interlocks (which will be discussed later in the section
(5.2) are satisfied through the following contacts.
1. N.O. contacts of K19 (Test position contactor).
2. Local position of local/remote switch.
3. Close position of control switch S2.
4. N.C. contact of K41 (Auxiliary coil O/C relay).
5. N.C. auxiliary contact of breaker Q1.
6. N.C. contact of K16 (anti pumping relay).
7. Own N.C. contact of closing coil CC.

8.14.2. SERVICE POSITION

In the service position of the breaker, giving external closing command
cannot close the breaker. The breaker will close automatically, only when the
voltage and frequency of the set attains rated value. The closing coil CC in
this case of auto close will energise provided the interlocks conditions are
satisfied through the following contacts.
1. N.O. contact of K18 (service position contactor).
2. N.C. contact of K41 (auxiliary coil of O/C relay).
3. N.C. auxiliary contact of breaker Q1.
4. N.C. contact of K16 (anti pumping relay).
5. N.O. contact of C6 (service position micro switch).
6. N.C. contact of closing coil.

8.15. SPRING CHARGING CIRCUIT

When the breaker has closed, the tension on the closing spring will be
discharged, a limit switch FCD will close. This will start the 220V D.C. series
spring charging motor, when the spring is fully charged, the limit switch FCD
will open thereby stopping the spring charging motor.

8.16. TRIP CIRCUIT

8.16.1. TEST POSITION
If the trip command is given through the control switch S2 in the test
position of the breaker, with the local/remote switch s1 in local position, the

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trip coil T.C. will energise through the N.C. contact of K19 (test position
contactor) and the NO auxiliary contact of breaker Q1.

8.16.2. SERVICE POSITION

In this position, the breaker will trip automatically whenever any fault
appears in the set, through the N.C. contact of the alternator ACB, tripping
relay d1 and the NO auxiliary contact of breaker Q1. The breaker will also trip
whenever there is over current as sensed by the over current relays K1, K2,
K3. In such conditions the auxiliary coil of O/C relays K41 will be energised
and NO contact of K41 will energise the trip coil through the NO auxiliary
contact of breaker Q1 and the breaker will trip.
In case of single phase to earth fault the relay K46 will pick up and its
NO contact will give a visual indication through the earth fault indicating
lamp h12.

8.17. INTERLOCKS
1)

Incomer Q1 will close only when the bus coupler Q2 or the

incomer Q3 is in open position.

2)

Bus coupler Q2 will close only when both the following

conditions are satisfied.

a)

Incomer Q1 or the incomer Q3 should be in open position.

b)

Bus coupler Q4 should be in open position.

3)

Incomer Q3 will close only when both the following conditions

are satisfied.

a)

Incomer Q1 or the bus coupler Q2 should be in open position.

b)

Bus coupler Q4 or the incomer Q5 should be in open position.

4)

Bus coupler Q4 will close only when both the following

conditions are satisfied.

a)

Incomer Q3 or the incomer Q5 should be in open position.

b)

Bus coupler Q2 should be in open position.

5)

Incomer Q5 will close only when the incomer Q3 or bus coupler

Q4 is in open position.

8.18. CONTROLS AND INTERLOCKS OF THE AUXILIARY

EQUIPMENTS
A common cooing water system consisting of two cooling tower fans of
7.5 KW capacity each and three raw water pumps of 1.5 KW capacity each is

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provided for all the three generating sets. Two in service and one pump and a
fan are reserves.
The starting of the two raw water pumps and a cooling tower fan is
automatically accomplished when any one of the sets starts and its ACB
closes. When the set stops the above auxiliaries will stop automatically. The
power supply for these auxiliaries is taken from a 415 V 3 phase AC bus. The
supply to this bus is available from the set itself which ever is in service.
When all the three sets are in service the supply to this bus is feed from the
set, which had started first. If the set, which is feeding this bus trips, then the
supply will be available from another set.
Whenever a running raw water pump stops the reserve pump will come
into service automatically. Similarly whenever the running cooling tower fan
stops the reserve fan will start automatically, and they cannot be started by
any other means (i.e.) either from AMF panel or the local panel.
They will only start automatically when any one of the sets, starts, but
it is possible to trip these auxiliaries when they are in service. For each
auxiliary we have one push button for this purpose. All the push buttons are
of stay-out type that means the tripping action will make the button to stay
in. If an attempt is made to press again to bring the button to flush position
it amounts to resetting and on if such an attempt is made inadvertent or on
wrong understanding, the respective auxiliary lamps are provided in the
power supply panel for indicating ON, OFF and trip conditions of each
auxiliary equipment.

8.19. OPERATING INSTRUCTIONS

The generating set will start automatically whenever Ac main supply
fails, through the mains supply monitoring relay d6 for which it should always
be kept in a condition of readiness in all aspects. However, if a line clear is to
be given a bus bar or if the set is to be started manually, the following
procedure is to be followed.

8.20. GENERAL CHECK UPS BEFORE STARTING

1)

Check whether all the safety interlocks exist.

2)

Check the emergency trip push buttons EPB1 and EPB2 for reset
position.

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3)

Persisting fault indications should not be there. IF there is any fault

they should be attended and reset the fault resetting push button
RPB2.

4)

Switch on the SW1 effecting 220 V D.C. supply to the panel.

5)

Ensure that the 24V, D.C. supply is available to the panel.

6)

Carry out DG set supervisory circuitry test by operating the push

button TPB1 and communication supervisory window circuit test by
opening the push button TPB2.

7)

Ensure that all the indicating lamps are normal.

8)

Before starting the set ensure that the DG set ACB is in the open
position.

9)

Ensure that there is enough fuel oil and lub oil in the respective
tank.

8.21. STARTING THE SET IN MANUAL MODE

1)

Keep the switch SW2 in manual position.

2)

Press the manual starting push button PB. The fuel supplying
solenoid will open automatically engine cranking motor will start.

3)

The engine will start running it is normal.

4)

When the set is running slowly, check for any mechanical rubbing,
abnormal vibrations and noise if any.

5)

When the set reaches its rated speed, vibration should be checked
at bearings, foundations etc. A vibration instrument may be used to
measure the vibration and to see that they are with in 100 microns
peak to peak.

6)

Check the steady state temperatures of the bearing and lubricant at

the rated speed. If they are too high, remedial steps should be taken.

7)

The phase sequence will be U, V, W, (R, Y, B) for the direction of

rotation indicated on the alternator drive end cover, check the same
through a phase sequence meter.

8)

The DG set ACB will close automatically as described in section 4.2,

see that the voltage is nearly constant while load on the alternator
increases.

8.22. STARTING THE SET IN TEST MODE (FOR DG SET TRIAL

RUN)

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1)

Keep the switch SW2 in Test position.

2)

Press the test starting push button PB1.

3)

Cranking of the engine will take place automatically by the help of

24 V D.C. cranking motor. At the same time the fuel supply solenoid
valve will also open automatically to supply fuel oil to the engine.

4)

The engine will start running as discussed in section 4.2.

5)

The incomer ACB will not close even when the voltage and
frequency increase to normal value.

8.23. GENERAL MAINTENANCE

To ensure long and satisfactory service and less depreciation of the
equipment, a routine maintenance, which may be fortnightly or monthly, is
very essential. The principle causes of break down are collection of moisture,
dust, oil and metallic particles. Dust and dirt must not be allowed to collect
between the slip rings and in the internal passage of the windings. The set
therefore, must be kept clean and dry.

IF the dirt blocks the external air

passage, it may lead to over heating of the machine. All the dirt and the dust
should be blown out of the machine by compressed air. Whenever the set is
switched off, ensure that the space heaters are switched on. A thorough over
hauling of the alternator is recommended for every 8000 hours of operation.
All the windings should be kept clean and free from dust accumulation for
free transfer of heat. Windings should be cleaned by Trichloroethylene once
in a year.
The insulation resistance should be checked regularly. Generally the
insulation resistance of less than 1M is to be considered poor which shows
the presence of moisture and condensation of vapours in the windings. The
windings should therefore be dried out accordingly to remove moisture of
condensation to improve insulation resistance value.
The slip ring must be kept clean to reduce the brush wear and tear to a
minimum. Good quality of brushes and maintenance on brush gear may give
long life of slip ring. Slight surface damage, roughness blackening and
burning of the surface may be removed by fine emery paper.

Slip ring

connections should be reversed every six months to provide for equal brush
and ring wear. After reversal field flashing is to be done.

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