NTPC- Ramagundam

By
M. Murali Mohan
Dy. Suptd (O)

What is it ?
Why ?
How ?

Diesel Generator

Parts
RSTPS
Functions

O&M

Diesel's story actually begins with the invention of

the Gasoline Engine.
Nikolaus August Otto had invented and patented
the Gasoline engine by 1876.
This invention used the four-stroke combustion principle,
also known as the "Otto Cycle.
In 1878, Rudolf Diesel learned about the low efficiency of
gasoline and steam engines.
This disturbing information inspired him to create an engine
with a higher efficiency, and he devoted much of his time to
developing a "Combustion Power Engine.
By 1892 Diesel had obtained a patent for what we now call
the diesel engine.
Conti.

1892, Rudolf Diesel obtained a patent.

1893, Diesel built his first working
prototype.
1897, Adolphus Busch licenses rights to
the Diesel Engine for the USA and Canada.
1899, Diesel licensed his engine to
builders Krupp and Sulzer, who quickly
became major manufacturers.

Rudolf Diesel

Until 1910, MAN produced 82 copies of the

stationary diesel engine.
1919, First diesel engine from Cummins.
The world's largest diesel engine is currently
a Wrtsil - Sulzer RTA96 - C of about A Diesel Engine built
By MAN AG in 1906
84,420 kW.

Diesel Generator What is it ?

A Diesel Generator is the combination of a diesel
engine with an electric generator (often called as
alternator) to generate Electrical energy.

Diesel Generator Why ?

Diesel generator sets are used in places without connection
to the power grid, as emergency power supply if the grid
fails, as well as for more complex applications such as
peak-lopping, grid support and export to the power grid.
Specific Requirements:
Lighting: Egress lighting for evacuation, illuminated exit
signs, security lighting, warning lights, operating room
lighting, elevator car lighting etc.
Control Power: Critical drives like oil pumps for
Generators, Turbines. Boiler and air compressors etc.
Transportation: Marine & Elevators for fire Dept use.
Mechanical Systems: Smoke control and pressurization
fans, waste water treatment, etc.

Conti.

Heating: Critical process heat.

Refrigeration: Blood banks, Food storage, etc.
Production:
Critical
process
power
Pharmaceutical production processes, etc.

for

Laboratories,

Space Conditioning: Cooling for computer equipment rooms,

cooling and heating for vulnerable people, ventilation of
hazardous atmospheres, ventilation of pollutants or biological
contamination, etc.
Fire Protection: Fire pumps and jockey pumps etc.
Data Processing: UPS and cooling to prevent data loss, memory
loss, Program corruption.
Life Support: Hospitals, Nursing homes, and other Health care
facilities.
Communications Systems: Police and Fire stations, Hi-rise
building PA systems, etc.
Signal Systems: Rail, Road, Ship and Air traffic control.

Diesel Engine How it works ?

The Diesel Engine works on Compression
Ignition. More specifically, the combustion
process in the diesel engine is initiated by
spontaneous ignition of the fuel when it is injected
into a highly compressed charge of air, which has
reached approximately 750 0C.
Heat engine: An engine that converts the potential
heat energy of a combustible fuel into mechanical
work. The diesel engine is a heat engine that
functions by converting the heat energy of diesel
fuel into mechanical work.
Conti.

Internal Combustion Engine: A Heat engine in which the

combustion of fuel is contained within a cylinder.
Diesel Engine: An internal combustion engine in which the
cylinder fuel air charge is ignited by the heat of
compression.
Piston: The piston of an Internal Combustion Engine is
acted upon by the pressure of the expanding combustion
gases in the combustion chamber space at the top of the
cylinder. This force then acts downwards through
the connecting rod and onto the crankshaft.

Conti.

Top dead center (TDC): The uppermost point of the

piston travel in an engine cylinder.
Bottom dead center (BDC): The lowest point of
piston travel in the engine cylinder.
Bore: The diameter of a cylinder. Bore is expressed
as the piston sectional area over which cylinder
pressures act.
Compression ratio: A measure of the cylinder
volume when the piston is at BDC versus the
cylinder volume when the piston is at TDC.
Compression ratios in diesel engines fall between
14:1 and 24:1.
Conti.

Bore & Stroke

Compression Ratio 17:1

Conti.

Stroke: The distance through which a piston travels from

BDC to TDC.
Swept volume: The volume displaced by the piston in the
cylinder as it moves from BDC to TDC. It can be calculated
if both stroke and bore are known.
Engine displacement: The swept volume of all the engine
cylinders expressed in Cubic inches or Cubic cm or Liters.
Displacement: Bore X Bore X Stroke X 0.7854 X Number
of cylinders.
Engine displacement calculation data
For 6 - cylinder engine, bore 126 mm, stroke 166 mm.
Engine displacement is 126 X 126 X 166 X 0.7854 X 6 =
12,419,134 cubic mm OR 12.4 liters.
1 Liter = 60.010 Cubic inches

Diesel Engine How it works ?

Diesel Engine is mainly works on below strokes.
1) Suction Stroke:In this stroke, the piston moves down from the
top dead centre. As a result, inlet valve opens and
air is drawn into the cylinder.
After sufficient quantity of air
with pressure is drawn, suction
valve closes at the end of the
stroke. The exhaust valve
remains closed during this
stroke.

Conti.

2) Compression Stroke:In this stroke, piston moves up from the bottom dead
centre. During this stroke both inlet and exhaust valve
are closed.
The air drawn into the cylinder during suction stroke, is
entrapped inside the cylinder and compressed due to
upward movement of the piston.
In diesel engine, the compression
ratio used is very high as a result, the
air is finally compressed to a very
high pressure up to 40 kg/cm2, at this
pressure, the temp of the air is
reached to very high which is enough
to ignite the fuel.

Conti.

3) Constant Pressure Stroke:In this stroke, the fuel is injected into the hot
compressed air where it starts burning, maintaining
the pressure constant.
When the piston moves to its top
dead centre, the supply of fuel is cutoff. It is to be said that the fuel is
injected at the end of compression
stroke and injection continues till the
point of cut-off, but in actual
practice, the ignition starts before the
end of compression stroke to take
care of ignition tag.
Conti.

Diesel Engine Working Principle

Working or Power Stroke:In this stroke, both inlet and exhaust valve remain
closed. The hot gases (which are produced due to
ignition of fuel during compression stroke) and
compressed air now expand adiabatically, in the
cylinder pushing the piston down and hence work is
done.
At the end of stroke, the piston finally reaches the
bottom dead centre.
Conti.

4) Exhaust Stroke:In this stroke, the piston again moves upward. The
exhaust valve opens, while inlet and fuel valve are
closed.
A greater part of the burnt fuel gases escape due to
their own expansion. The upward movement of the
piston pushes the remaining gases out through the
open exhaust valve.
Only a small quantity of exhaust gases
stay in the combustion chamber. At
the end of exhaust stroke, the exhaust
valve closes and the cycle is thus
completed.
Conti.

Diesel Engine 4 - Strokes

Piston

Connecting rod

Crankshaft

Intake

Compression

Power

Exhaust

Diesel Generator working principle

Conti.

Parts of Engine - Detailed

Conti.

Diesel Engine Overall function

Diesel engines require the four things to run; fuel,
air, ignition, and compression.
Diesel engines use high cylinder compression to
press the mixture of fuel and air into as small of an
area as possible.
This compression causes heat in the cylinder, which
causes the fuel to ignite and push the piston back
down, causing the crankshaft, facilitating the easy
transfer of the motion produced by the diesel engine
to the magnets of the generator assembly.

Diesel Generator Its parts

The main components of an Diesel Generator can
be broadly classified as:
(1) Engine.
(2) Alternator.
(3) Fuel System.
(4) Governor.
(5) Voltage Regulator.
(6) Cooling and Exhaust Systems.
(7) Lubrication System.
(8) Battery and Battery Charger.
(9) Control Panel (Automatic Mains Failure panel).
(10) Fly wheel.

Starter Motor

NTPC-Ramagundam DG Set details

Specification

Stage - I

Stage - II

Stage - III

Engine make

Kirloskar
Cummins Ltd.

Kirloskar
Cummins Ltd.

Cummins India
Ltd.

Type

KTA 2300 G

KTA 2300 G

KTA-50-G8-I

KTA - 50 - G8 - I

K Engine Series
T Turbo Charged
A After Cooled

50 Displacement in liters

2300 Displacement in Cubic Inch.

G Engine for Generator Application
Engine rating

1 Liter = 60.010 Cubic inches

890 BHP

890 BHP

1735 BHP

RPM

1500 RPM

1500 RPM

1500 RPM

No. of Cylinders

12, 600 Vee

12, 600 Vee

16, 600 Vee

12, 600 Vee

Conti.

Specification

Stage - I

Stage - II

Stage - III

24 V DC

24 V DC

24 V DC

Time required
for starting from
cold

30 sec

30 sec

30 sec

Interval between
starting impulse

10 sec

10 sec

10 sec

Method of
starting

No. of starting
impulses
Type of
Governor
Guaranteed
limits of
Governing

Woodward hydraulic PSG with

motorized head

(EFC) Electronic
fuel control / A1

As per class A1 Governing limits

of BS 649/1958 (+/- 4.5%)

As per class A1
of BS 5514
Engine Speed
within 1% for
any steady state
load from no
load to full load

Full load thrown

off

- Do -

Full load put on

- Do -

Specification
Guaranteed fuel
consumption
At full load
Lubrication oil
consumption
Method of
aspiration
Method of
cooling of engine

Stage - I

Stage - II

Stage - III

158 lit / hr (150 gr /BHP/hr)

(150 * 890 / 1000 * 0.84 = 158 lit/hr)
(0.84 = Sp. Gravity of diesel)

310 lit / hr

0.534 lit / hr

0.35 lit / hr

Turbo charged after cooled

Radiator cooled Engine

Method of
cooling of
lubricating oil

Water cooled

Air filter cum

silencer

Dry type with replaceable paper element

Diesel storage
tank capacity

990 liters
Turbo charged after cooled

600 - Vee Engine

A V or Vee engine is a common configuration for
an internal combustion engine.
The cylinders and pistons are aligned, in two
separate planes or 'banks', so that they appear to be
in a "V" when viewed along the axis of
the crankshaft.
The Vee configuration generally reduces the
overall engine length, height and weight compared
to an equivalent inline configuration.
The most efficient cylinder bank angle for a V
engine is 600, for minimizing size and vibration.

What is Turbo Charged after cooled

The purpose of a turbocharger is to compress the air
flowing into the diesel engine, this lets the engine squeeze
more air into a cylinder and more air means that more fuel
can be added.
The engine burns air and fuel to create mechanical power,
the more air and fuel it can burn the more powerful it is.
In simple terms, a turbocharger comprises of a turbine and
a compressor connected by a common shaft supported on a
bearing system.
The turbocharger converts waste energy from an engine's
exhaust gases into compressed air, which it pushes into the
engine.
Conti.

This allows the engine to burn more fuel producing

more power and improve the overall efficiency of the
combustion process.
An Intercooler removes the heat of compression
between the stages of a compressor whereas an after
cooler reduces the temperature of the air leaving the
compressor. Delivering cold air means that there is
more oxygen per cylinder thus more engine power.

DG Set Function of parts

1) Engine:
The engine is the source of the
input mechanical energy to the
generator.
The size of the engine is
directly proportional to the
maximum power output of the
generator can supply.
There are several factors that
you need to keep in mind
while assessing the engine of
your generator.
Conti.

Diesel Engine Fuel system

The fuel tank usually has sufficient capacity to keep
the generator operational for 6 to 8 hours.
Pipe connection from fuel tank to engine: The supply
line directs fuel from the tank to the engine and the
return line directs fuel from the engine to the tank.
Ventilation pipe for fuel tank: The fuel tank has a
ventilation pipe to prevent the build-up of pressure or
vacuum during refilling and drainage of the tank.
Fuel Water Separator / Fuel Filter: This separates
water and foreign matter from the liquid fuel to
protect other components of the engine from corrosion
and contamination.
Conti.

Fuel Injector: This atomizes the liquid fuel and

sprays the required amount of fuel into the
combustion chamber of the engine.
Fuel return lines take the hot excess fuel not used
in the engine cycle a way from the injectors and
back to fuel storage tank. The heat from the excess
fuel is dissipated in the tank.
Caution: Never run a fuel return line directly back
to the engine fuel supply lines. The fuel will
overheat and break down.
The fuel return lines should always enter the
storage tank above the highest fuel level.

DIESEL TANK (Stage I)

DIESEL FILTERS

PT (Pressure Time), self adjusting direct injection

type fuel pump is provided for fuel supply.
Clean fuel filter 100 mmHg, Choked fuel filter
203 mmHg.

Oil Injector

PT Fuel pump

Ball check
Float
Bowl
Drain valve

Oil Injection

Combustion Air Intake system

Air for engine combustion must be clean.
Normally this air can be drawn from the area surrounding
the generating set via the engine mounted air filter.
Clean filter = 250 mmwcl, Choked filter = 500 mmwcl
Dry type replaceable paper element air cleaner with Restriction Indicator

Diesel Engine Governor

Mechanical Governors: As the name suggests,
controls engine fueling based on mechanical
sensing of engine RPM through flyweights or
similar mechanisms.
These systems exhibit about 3-5% speed droop
from no load to full load inherent in the design.
This type of system is generally the least
expensive and is suitable for applications where
the frequency droop is not a problem for the loads
being served.
Conti.

Diesel Engine Woodward PSG Governor

The Woodward PSG governor is a
speed droop governor for controlling
speed of small diesel, gas, and
gasoline engines, or small steam or
industrial gas turbines.
The governor is used to control
engines
or
turbines
driving
alternators, DC generators, pumps, or
compressors.
Pressure compensation provides the
PSG governor with the necessary
stability to control isochronously.
Conti.

Diesel Engine Governor

Electronic Governors : Electronic governors are used for
applications where isochronous (zero droop) governing is
required or where active synchronizing and paralleling
equipment is specified.
EFC Governor is used on PT fuel system. The governor
contains a magnetic pick up, actuator mounted in housing.
The magnetic pick up senses the engine speed at the
flywheel ring gear and generates an AC voltage with its
frequency proportional to the engine speed.
Signal from magnetic pick up is sensed by a governor
controller and is used as a speed feed back.
The actuator mounted in the housing is used to control the
fuel flow from the fuel pump to the injectors.

Conti.

Diesel Engine EFC Governor

Actuator valve is normally closed. It opens depending on
the amount of current through the actuator.
The governor controller compares the electrical signal from
the magnetic pickup with a preset speed reference point.
If there is a difference in the two signals, the controller
will change the current to the actuator.
This advanced governing system can be retrofitted engines
with hydraulic governors.
A change in current in the actuator coil will make the
actuator shaft rotate. The fuel flow and the engine speed or
power will change, when the actuator shaft rotates.

Features:Accurate speed sensing & PID control achieves steady state

speed stability of +/-0.25 % at any constant load.
A1 class governing with transient response of 15 msec.
Both isochronous & droop governing are possible.
Solid state potentiometer is available for faster synchronizing
& load sharing functions.

Diesel Engine Governor

Over speed
solenoid
Cable from
Over speed pickup
PT type fuel
pump
Woodward PSG
Governor
Fuel line
Fuel Return line
Governing oil
Dip stick

Diesel Engine Cooling system

Continuous usage of the generator causes its
various components to get heated up. It is
essential to have a cooling and ventilation system
to withdraw heat produced in the process.
Liquid-cooled engines are cooled by pumping a
coolant mixture through passages in the engine
cylinder block and head(s) by means of an enginedriven pump.
The Generator set configuration has a mounted
radiator and an engine-driven fan to cool the
coolant and ventilate the generator room.
Conti.

Water for coolant should be clean and free from

any corrosive chemicals such as chlorides,
sulphates and acids. It should be kept slightly
alkaline with a pH value in the range 8.5 to 10.5.
Mixtures of either ethylene - or propylene-glycol
and high-quality water shall be used for proper
cooling and freeze / boil protection.
Coolant should be replaced after 6000 hrs of
operation or after Two years.
Coolant
Level Inspection
Cap

Conti.

Stand by Generator sets may be required to start

and come in service in 10 sec or less.
These engines are equipped with engine coolant
heaters
capable
of
maintaining
coolant
temperature at a minimum of 380C.

Grill type of ventilation

is provided for proper
exhaust

Diesel Engine Exhaust system

Exhaust fumes emitted by a generator are just like
exhaust from any other diesel or gasoline engine
and contain highly toxic chemicals that need to be
properly managed.
Exhaust pipes are usually attached to the engine
using flexible connectors to minimize vibrations
and prevent damage to the generators exhaust
system.
An outdoor weather protective housing supplied
by a generator set manufacturer usually will have
various muffler options and usually with the
muffler mounted on the roof.

Typical exhaust system

Diesel Engine Lubrication system

The lubricating oil used in a engine must be
multifunctional. It will perform the following.
Lubrication by providing a film between the
moving parts to reduce wear and friction.
Cooling by serving as a heat transfer media to
carry heat away from critical areas.
Sealing by filling in the uneven surfaces in the
cylinder wall, valve stems and turbo charger oil
seals.
Conti.

Cleaning by holding contaminants in suspension to

prevent a build up of deposits on the engine surfaces.
Dampening and cushioning of components that
operate under high stress, such as gears and push
tubes
Protection from oxidation and corrosion.
Lube Oil Filters

Lube Oil By pass Filters

Large capacity gear pump provides pressure

lubrication to all bearing and oil supply for piston
cooling.
All pressure lines are internal drilled passages in
cylinder block and heads.
Oil cooler, full flow filters and by pass filters
maintain oil quality.

Diesel Engine Lubrication system

Priming Pump
Discharge

Lube oil level

Checking dip stick

Lube oil Sump

Priming Pump

Diesel Engine Battery and Charger

Starter Motor:The starter motor is a necessity for internal-combustion
engines, because the Otto cycle requires the pistons already
to be in motion before the ignition phase of the cycle.
This means that the engine must be started in motion by an
outside force, before it can power itself.
The battery is used for the starter motor.
If you remove the battery while the engine is running, the
engine continues to run.
Once the diesel engine is started it will run until you stop
the fuel flow or block off the air intake.

Diesel Engine Battery and Charger

Battery starting systems for generator sets are
usually 24 volts.
Batteries must have enough capacity (CCA, Cold
Cranking Amps) to provide the cranking motor
current.

24V Battery

The starter motor converts electrical energy to mechanical

energy.
It is mounted on the cylinder block in a position to engage a
ring gear on the engine flywheel.
The starter motor is powered by the battery. It is designed to
have high turning effort at low speeds.
During engine cranking excessive current draw will lead to
the cables becoming hot and a drop in battery voltage.
Staring Motor (24V, 11 KW)

Battery sizing requirements

The following information is required for sizing of the battery
Engine Manufacturer &
Model.
Cubic Inch displacement
of Engine.
Battery System Voltage.
Min Battery electrolyte
temperature.
Number of 10 second
cranking cycles.

Fly wheel
The flywheel is located on one end of the crankshaft
and serves three purposes.
First, through its inertia, it reduces vibrations by
smoothing out the power stroke as each cylinder
fires.
Second, it is the mounting surface
used to bolt the engine up to its
load.
Third, on some diesels, the fly
wheel has gear teeth around its
perimeter that allow the starting
motors to engage and crank the
diesel.

How the potential energy of diesel

fuel is released in a diesel engine.

A turbocharger makes use of

rejected heat by compressing
the intake air forced into the
engine cylinders, thereby
increasing
the
thermal
efficiency of the engine.
The potential energy of the
fuel (100%) is released in a
typical diesel engine:
33% is converted into useful
mechanical energy delivered
to the fly wheel.
The
rejected
heat
is
dispersed as radiated heat
(7%) to engine coolant (30%),
and into the exhaust (30%).

ALTERNATOR
Make

Jyothi Ltd

NGEF Ltd

Stomford. UK

Model

--

---

PI734C2

Rated KVA

625 KVA

750 KVA

1500 KVA

Rated Terminal
voltage

415 V

Rated over load

capacity

110% for 1 Hr. in every 12 Hrs

Excitation Power
rating

38V, 169A

2.6A, 57VDC

10.3 KVA

Type of exciter

With brushes
and slip rings

Brushless

Brushless

Type of voltage
regulator

Manual voltage
regulator

Automatic

Automatic

P=Power Generation, I= Industrial, 7= Frame size, 3= Excitation system

(series-3), 4 = No. of poles, C= Core length, 2 = No. of Bearings
Conti.

Diesel Engine Alternator (Stage I)

Alternator is salient pole type, self excited and self
regulated by an excitation unit.
The excitation unit consists of choke, CT, Diodes
and Condenser.
Voltage is adjustable to within +/-2.5% of the
nominal voltage from no load to full load at rated
PF.
The choke is meant for adjusting the teriminal
voltage at no load.
The CT is meant for adjusting the terminal voltage
at load conditions.
Conti.

Diesel Engine Alternator

The Alternator is self excited due to residual flux.
Once the alternator is run to rated speed at no load
the residual voltage appearing the terminals, is
getting rectified by a 3- FW bridge rectifier and is
fed to the field winding through brushes and slip
rings.
Thus the alternator builds up voltage by itself and
reaches a steady value depending on the choke air
gap.
With the help of MVR, the voltage can be adjusted
when the machine is running with or without
Conti.
load.

The advantage of a self-excited system:

Self-excited system is inherently self protecting under
symmetrical short circuit conditions because the field
collapses".
Because of this, a main line circuit breaker for protecting
the generator and the conductors to the first level of
distribution may not be considered necessary, further
reducing the installed cost of the system.
The disadvantages of a self excited system are:
It might be necessary to select a larger generator in order
to provide acceptable motor starting performance.
Self-excited machines rely on residual magnetism to
energize the field. If residual magnetism is not sufficient,
it will be necessary to flash" the field with a DC power
source.

Self Excited Generator

Conti.

Alternator (Stage II & III)

They are Separately excited by the Permanent
Magnet Generator (PMG).
This is a shaft mounted, high frequency, pilot exciter
which provides a constant supply of clean power via
the Automatic Voltage Regulator (AVR) to the main
exciter.
The main exciter output is fed to the main rotor,
through a full wave bridge rectifier, protected by
surge suppression.
Conti.

The excitation system of a separately generator is similar to that of a self generator except that a separate permanent
generator (PMG) located.

excited
excited
magnet

Is a separate source of power, the excitation circuit

is not affected by the loads on the generator. The
generator is capable of sustaining two to three times
rated current for approximately ten seconds.
For these reasons, separately - excited generator
for
excitation
systems
are
recommended
applications where enhanced motor starting
capability, good performance with non-linear loads
or extended duration short circuit performance are
necessary.

Separately Excited Generators

Conti.

Diesel Engine AMF (Automatic Mains

Fail) panel
This is the user interface of the
generator and contains provisions
for
a)
b)
c)
d)

Electric start and shut-down.

Engine gauges.
Generator gauges.
Other
controlsPhase
selector
switch, frequency switch, and
engine control switch (manual
mode, auto mode) among others.

Diesel Generator Routine checks

Ensure Engine oil, Governing oil and Coolant levels are normal.
Check for fuel oil, engine oil, coolant and exhaust for any
leakages.
Lube oil priming to be done if engine is idle for long time or after
filter or oil replacement.
After DG set is started, check for exhaust. A smoky exhaust may
be due to poor grade of oil, dirty air cleaner, over fueling or poor
mechanical conditions.
Visually check for belts looseness.
Check for battery and battery charger for any abnormality.
Check the air filter gauge for proper air intake.
Conti.

Diesel Generator Start Permissives

No Electrical fault is persisting.
Engine oil Temperature is not high.
No over speed relay is dropped.
Lube oil pressure is adequate.
EPB is in released condition.
Fail to start is not persisting.
Alternator breaker is in OFF condition.

Diesel Generator Causes for Trip

Lube oil pressure low (< 1Ksc).
Engine over speed (1650 rpm for 10 sec).
Coolant temperature is high (> 950C).
Low coolant level (Level below sensor).
Electrical fault.
Lack of fuel.
From Emergency Push button.

Diesel Generator Dos & Donts

It is important to idle the engine 3-5 minutes
before shutting it down to allow the lubricating
oil and water to carry heat away from the
combustion chamber, bearings, shaft etc., This is
especially important for Turbo charger engines.
Long periods of idling are not good for an engine
because the combustion chamber temperatures
drops to low and fuel will not burn completely.
This will cause carbon to clog the injector spray
holes and piston rings and can result in stuck
valves.

Diesel Generator Priming Pump

All diesel engines have a priming pump, to allow
for removing air from the fuel system. This is
called bleeding, or priming.
Air can enter the system during filter replacement,
or when a fuel line is disconnected.
Without a priming facility, the start motor would
have to crank the engine over, to bleed and prime
the system. Excessive use of the starter motor for
this purpose would damage it, and it would soon
discharge the battery.
Conti.

Cranking
To prevent permanent cranking motor damage, do
not crank engine for more than 10 sec
continuously.
If the engine does not start after about three
repeated attempts, then the starter should not be
operated and the fuel system has to be checked
for any faults.
Engine oil pressure must be indicated on the
gauge within 15 sec after starting. If oil pressure
is not registered within 15 sec, shut off the engine
immediately to avoid engine damage.

Oil / Coolant Temperatures

The oil Temperature should be maintained
between 75 1050C under loading conditions.
Any sudden increase in oil temperature, is a
warning of mechanical failure. Immediately Shut
off the engine to avoid engine damage.
The coolant temperature of 75 to 950C is the best
assurance that working parts of the engine the
expanded evenly to the most favorable oil
clearances.
Note:- Continuous operation with low coolant temperature below 60 0C,
or high coolant Temperature above 1000C, can damage the engine.

Normal engine oil pressure at

(1050C) should be between 3-7
Kg/cm2 at rated speed and 1-2
Kg/cm2 at low idle speed.
A dipstick oil gauge is located
on the side of the engine. The
dip stick has an H (High)
and L (Low) level mark to
indicate lubricating oil supply.
The dip stick must be kept
with the oil pan or engine.

 After DG starts, ensure the following parameters are within

the limit
Stage -III
Coolant
Temperature
Between
70 to 950C

Engine RPM
Should be
At 1500
Engine oil
pressure
Between
3 to 7 Ksc

Engine oil
Temperature
Between
75 to 1050C

Diesel Engine Lubrication system

The generators engine is lubricated by oil stored
in a sump (Approx. 200 liters).
Ensure the level of lubricating oil every 8 hours of
generator operation.
Also check for any leakages of lubricant and
change the lubricating oil every 500 hours of
generator operation.
Oil change periods, filter change periods, paying
attention about selecting the true type of oil
prolongs the life cost of the engine.

Probable reasons for Generators Fail to Start

Battery failure.
Battery charger failure.
Low coolant levels.
Oil, fuel or coolant leaks.
Controls not in auto.
Air in the fuel system.
Run out of fuel.
Restriction in air supply.
Restriction in fuel supply.
Starter motor failure.

Engine Trouble shooting

The starter motor turns the engine too slowly:
Battery capacity to low.
Faulty in starter motor.

Bad electrical connection.

Wrong grade of lubricating oil.

The engine does not start or difficult to start:

Starter motor turns engine too slowly.
Faulty in fuel control solenoid.
Faulty in fuel lift pump.
Air in fuel system.
Cold start systems used incorrectly.
Restriction in fuel tank vent.
Wrong type or grade of fuel used.

Fuel tank empty.

Restriction in a fuel pipe.
Dirty fuel filter element.
Faulty in atomizers.
Fault in cold start system
Restriction in exh. pipe.

Conti.

The engine temperature is too high:

Restriction air filter/cleaner or induction system.
Fault in atomizers or atomizers of an incorrect type.
Fault in cold start system.
Restriction in exhaust pipe.
Fan damaged.
Restriction in air or water passage of radiator.
Insufficient coolant system.
The pressure of the lubrication oil is too low:
Wrong grade of lubrication.
Not enough lubrication oil in sump.
Defective gauge.
Dirty lubrication oil filter element.

+24VDC Control
supply

To fuel
solenoid

Starter
Contactor
Impulse
Timer
Impulse
Timer
Summation
Timer
Lube oil
Pr. Low

Fuel solenoid
Energisation

BKR Contacts
Multiplication

-24VDC Control
supply

To Engine
Starter

Electrical
fault
Low level
Of oil in tank
High Water
Temperature
Over speed
Lack of fuel
DG set failed
To start

Reset circuit

Stop circuit

Engine stop
On fault

DG- 1

I/C from
415V DG Switchgear

DG- 2

625 KVA

I/C from
Unit Aux SWGR - 1A

Unit 1 - 415V Emergency MCC

I/C from
415V DG Switchgear

415V DG Bus

I/C from
Unit Aux SWGR - 2A

Unit 2 - 415V Emergency MCC

I/C from
415V DG Switchgear

I/C from
Unit Aux SWGR - 3A

Unit 3 - 415V Emergency MCC

I/C from
415V DG Switchgear

Stage I Units
Diesel Generator supply

SEC - A

SWYD
SER
TxfmrTxfmr-1
B/C

SWYD
SER
TxfmrTxfmr-2
SEC - B

415 V SWYD SER SWGR

Stage I - AMF Panel

DG ACB Closed
Electrical fault
Man Vol Regulator
DG ACB Emergency off

Engine out off service

Mechanical fault
Lamp test PB
Eng three attempts circuit reset
Engine Emergency Off

Fault circuit reset PB

Window Annunciations
1) Low oil pressure
2) Gen set fail to start
3) Engine over speed
4) Oil level low
5) Over load
6) Over voltage

Governor Local / Off / Remote

Gov speed Lower / Off / Rise

Engine Local / Off / Remote

Engine Out / Off / In

24VDC ON / Off

Over current, Earth

Fault, over load,
Restriction E/F,
Over voltage, and
Reverse power relays

Battery Charger - DC
Engine manual start PB
AC I/P Change over Switch
Battery charger AC ON

Stage II Units Diesel Generator Supply

From UAT # A

UST # A

From UAT # B

6.6KV/415V
1750KVA

USS SEC # A

UST # B
B/C

USS SEC # B

STAND BY DG
1500 KVA
EMCC
ODG

TO
UNIT DIESEL
GENERATOR TVDC
750 KVA

TO
BVDC

I/C FROM
STAND BY
DG MCC

U#4

U#5 U#6 U#7

Stage III Unit Diesel Generator Supply

From Unit Bus 7CB

From Unit Bus 7CA

UST # A

6.6KV/415V
2MVA

UST # B
B/C

UNIT SERVICE SWITCHGEAR # 7DA

STAND BY DG
1500 KVA

EMCC

ODG

TO
TO
UNIT DIESEL
GENERATOR TVDDC BVDDC
1500 KVA

I/C FROM
STAND BY DG
MCC

U#4 U#5 U#6

U#7

Recommendations of 11th Operation Meet

(Held at PMI from 21st to 23rd Nov 2012)
4.3.1 DG Set was not available during grid failure:
Availability of DG set to be ensured.

4.3.2 DG Set tripped on temperature high due to cooling system problem.

DG sets to be run for a minimum of 15-20 minutes during daily trial runs.
Capability of DG Set to run continuously on load to be demonstrated and
recorded once in a year.

4.3.4 Ventilation of DG set room

DG Set tripped on temperature high as ventilation was poor.
Shutter of the DG set room shall be changed to grill type.
All ventilation fans are to be maintained in healthy condition.
Power supply source for ventilation fans are to be reviewed. Power supply is to
be taken from reliable source to take care of total black out condition.

4.3.5 DG Set did not start on auto

DG sets are to be started without chargers (only on battery) apart from
routine testing in the presence of Operation and Electrical maintenance
representatives.
Protocol is to be maintained for all such trials.
An alarm for "DG chargers failure" to be provided in UCB to avoid
chance of charger remaining switched off.
4.3.6 Access to DG sets in the case of emergency:
Easy access to DG set room shall be ensured to curtail time taken to
restore emergency power in case of any station blackout.
Practice of locking DG set rooms to be reviewed.
4.3.7 DG Set Diesel tank level:
Adequate diesel level is to be ensured in DG Set fuel tank to meet any
emergency situation.

4.3.8 USS I/C to EMCC breaker status indication was not available
Healthiness of all indications of breaker (On/Off) is to be ensured (Walk
down checklist to be prepared).
4.3.9 Automatic charging of EMCC
In the event of total power failure, EMCC should get energized
automatically. Auto changeover of DG breaker to EMCC is to be explored
wherever it is not available.
4.3.10 DG Set load tests:
DG Set Load tests to be carried out during overhauls. Such tests are to be
well documented and circulated as a controlled document.
4.7.3 Diesel fire water pump auto start facility
Auto start (on header pressure low) facility is to be provided for diesel
fire water pumps.
4.3.3 Auto staring of DG sets:
As a part of regular testing, under voltage to be simulated to start DG sets

Overall Engine