Undergraduate Internship Report

Heaven’s light is our guide

RAJSHAHI UNIVERSITY OF ENGINEERING &

TECHNOLOGY

Internship Report
On
Power Generation, Transmission and Distribution
At
United Power Generation and Distribution Company Ltd. (UPGD)

By
Anadi Ranjan Barai (Roll: 121061)
Md. Rysul Kibria Badhon (Roll: 121076)

Submitted To
Md. Mamunur Rashid
Lecturer, Department of Electrical and Electronic Engineering
Rajshahi University of Engineering and Technology

In Partial Fulfilment of the Requirements for the Degree of Bachelor of

Science in Electrical and Electronic Engineering
(B.Sc. In EEE)
July, 2016

_______________________ ________________________

Md. Mamunur Rashid Shamer Ahmed Chowdhury

Lecturer, RUET Plant Manager, UPGD

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 Department of Electronic and Electrical Engineering, RUET

Internship Report
On
Power Generation, Transmission and Distribution
At
United Power Generation and Distribution Company Ltd. (UPGD)

Name: Anadi Ranjan Barai

Roll: 121061
Dept.: EEE
Course Title: Industrial Training
Course No.: 4100

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INDEX

I Acknowledgement 6

II Executive Summary 7

1. Chapter 1

1.1 Introduction to UPGD 8

1.2 Scope of Our Internship 8

1.3 Objectives Of Our Internship 8

2. Chapter 2

2.1 Background of United Power Generation and Distribution Company Ltd. (UPGD) 10

2.2 Features 10

2.3 Geographical Position 10

2.4 Supply Chain 11

2.5 Company Objectives 11

2.6 Summary 11

3. Chapter 3

3.1 Introduction to Gas Engine 12

3.2 Wartsila Engine 13

4.1 Introduction 21

4. Chapter 4

4.2 Power Transformer 21

4.3 Auxiliary Transformer 24

4.4 Grounding Transformer 24

4.5 Underground cables 24

5. Chapter 5

5.1 Protection of Power System 25

5.2 Transformer Protection Scheme 25

5.3 Transformer Fault and protection 25

5.3.1 Buchholz Relay 26

5.3.2 Differential Relay 27

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5.3.3: Pressure Relief Relay 28

5.3.4: Over Current and Earth Fault Protection 28

5.4: Feeder Protection Schemes 29

5.4.1: Working principle of O/C and E/F protection in feeder 29

5.4.2: Pilot Wire Protection 30

5.5 Bus bar Protection 30

5.6 Engine Protection Scheme 30

6. Chapter 6

6.1 Low Voltage Switchgear 35

6.2 AC and DC Distribution Panel 35

6.3 Familiarization of UPGD Operational Control System 36

6.3.1 Overview 36

6.3.2 Engine Control System 37

6.3.3 PLC System 37

6.3.4 Start-Up of Engine 38

6.4 Control of Circuit Breakers/Synchronization 39

6.5 Manual Synchronization 39

6.5.1 Manual Synchronization of Generator Circuit Breakers 39

6.6 Loading and unloading of genset in manual mode 40

6.7 Engine control in manual mode 40

6.7.1 Speed Droop Control 40

6.7.2 KW control 40

6.7.3 Generator Control 41

6.8 Operation in Auto Mode 41

6.8.1 Automatic Synchronization 41

6.9 Abnormal Situations 42

6.10 Alarm Situations 42

6.11 Common Circuit Breaker Trip 42

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6.12 Generator Circuit Breaker Trip 43

6.13 Emergency Stop 43

6.14 Shutdown 43

6.15 General Operation from Control Room 43

7. Chapter 7

Conclusion 44

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Acknowledgement

First of all we would like to thank the Almighty and also those who supported us to complete
the report successfully.

We would like to thank the General Manager (Operations and Maintenance) Mr. Shamim Reza
Khan, UEPSL; Plant Manager Mr. Shamer Ahmed Chowdhury, DEPZ Plant, UPGD Ltd. as
well as Md. Razib Uddin, Assistant Plant Manager for their overall kind cooperation. In
addition, we would like to express our gratitude to Mr. Sheikh Ashraf Hossain, Chief Operating
Officer for the correspondence.

We also like to thank to all engineers working on the plant especially Mr. Rabbiul Hasan Ripon
and Mr. Muhammad Tarik to assist and willing to take part in their field duty otherwise our
practical knowledge would be limited so again my cordially thanks to them.

We would like to send our best regards to our academic supervisor Md. Mamunur Rashid as
he permitted us to visit this plant. But for his assist and suggestion we would not go this far.
Also we like to thank our head of department Prof. Dr. Md. Jahurul Islam Sarker and Md. Selim
Hossain, Assistant Professor, without their keen interest and earnest endeavor we would not be
able to initiate our industrial attachment course. Finally we like to thank our honourable Vice
Chancellor Prof. Dr. Md. Rafiqul Alam Beg.

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Executive Summary

I did my internship at United Power Generation Company Ltd (UPGD) at DEPZ 20th of June
to 3rd of July and this internship report is the result of those 14 days attachment with the UPGD.

United Power Generation Company Ltd (UPGD)) provides electricity in DEPZ area
Bangladesh. United Power Generation Company Ltd (UPGD) fulfills about all of power
requirements in DEPZ. The installed capacity by its 9 units is 88 MW.

My duration of stay was divided to work in five sections as generator, sub-station, I & C and
operation. During my internship I gathered practical knowledge about production of electricity,
operation, major equipments e.g. Generator, Transformer and Switchgear equipments required
for distribution and protection of the system.

Protection and controlling of the equipments of the power station is a very important and
complicated task. With the help of the plant engineers I observed the control room and
protective equipments such as: relays (digital and electrical), circuit breakers etc very closely
and understood the functions and controlling system of those equipments.

Substation is an important part of a power station to distribute power and protection purpose. I
acquired knowledge about various types of transformers, bus-bars, circuit breakers (SF6 and
Oil), lightning arresters, CT, PT and other equipments of the substation which were clearly
taught and shown by the senior engineers of the substation of UPGD.

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Chapter 1
Introduction

1.1 Introduction to UPGD

UPGDCL’s Power Plant inside Dhaka Export Processing Zone is situated over an area of 6,125.13 sq.
meters, leased to the Project Company for 30 years under a Land Lease Agreement between UPGDCL
and BEPZA, entered on 6 May 2007. The power plant was established to supply power to the industries
inside Dhaka EPZ under a Power Supply Agreement dated 6 May 2007 between BEPZA and UPGDCL.
At present the plant has four (4) Wartsila Finland 20V34SG engines each having capacity of 8.73 MW,
five (5) Rolls-Royce Norway B35:40V20AG2 engines each having capacity of 9.34 MW and two (2)
MTU Germany AOE20V4000L62 engines each having a capacity of 1.96 MW resulting in a combined
output of 86 MW. The plant also have 2 Exhaust Gas Boilers supplied by Khan SPP having a steam
production capacity of 4 ton per hours (TPH) per boiler, fitted to two of the plant’s Rolls-Royce engines.
The total steam production capacity of Dhaka EPZ is 8 TPH. Power generated at 11 kV is being
distributed at 11 kV and 33 kV by UPGDCL’s own 20 km and 30 km long distribution lines,
respectively. Natural Gas is the fuel for the engines supplied by Titas Gas Transmission & Distribution
Co. Ltd. under a Gas Supply Agreement signed on 16 November 2008 and on 27 February 2014
(effective from 1 August 2009) for a term of the Power Supply Agreement signed between BEPZA and
UPGDCL.

1.2 Scope of Our Internship

The main purpose of the internship is to merge our academic knowledge with practical knowledge of
power station. We chose a power plant for this industrial training for a close observation of a power
plant and application of our academic knowledge in practical field.

1.3 Objectives Of Our Internship

This internship was undertaken aiming to know about the generation and distribution system as well as
operational and maintenance activities of UPGD. In our internship, we have focused on generation
system, transmission process and maintenance of United Power Generation and Distribution Limited
(UPGD). Moreover, we worked under system operation, maintenance and system protection unit of
Wartsila and Rolls-Royce section in UPGD, Savar DEPZ and thus provide me the way to get myself
familiarized with the official environment. I had an experience and the opportunity to have close view
of their activities. Our main target was to get a complete overview of the plant.

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Chapter 2
Company Profile

2.1 Background of United Power Generation and Distribution

Company Ltd. (UPGD):
“Energy is life”- the main motto of the UPGD Ltd. is indeed true for any sense. As we know electricity
controls every aspect of life including food, water, treatment etc. In 2007, Malancha Holdings Ltd (Later
renamed as United Power Generation & Distribution Co. Ltd) was born out of the necessity for ensuring
uninterrupted, quality power supply to the industries housed within the Export Processing Zones (EPZ)
of Bangladesh. The company in its first phase built a Natural Gas fired 41 MW power plant in Dhaka
EPZ, Savar, Dhaka and another Natural Gas fired 44 MW power plant in Chittagong EPZ at South
Halishahar, Chittagong.

 1st and Only Commercial IPP in Bangladesh to date

 Provides Uninterrupted and Quality Power to the Export Processing Industries

 Superior Plant Factor and Maximum Plant Availability since commissioning

2.2 Features:
 Number of Generators: 4 units each of capacity 8.73 MW
 units each of capacity 2 MW
 units each of capacity 9.34 MW
 Genset Model:
Wartsila Finland 20V34SG
MTU Germany AOE20V4000L62
Rolls-Royce Norway B35:40V20AG2
 Capacity: 88 Megawatts (Total)
 Commercial Operation Date (COD): 35 MW, December 26th, 2008
 MW, October 24th, 2010
 47 MW, July 2013
 Clientele: Dhaka Export Processing Zone
Rural Electrification Board

2.3 Geographical Position:

United Power Generation and Distribution (UPGD) mainly supply electricity in Dhaka Export
Processing Zone (DEPZ) and Chittagong Export Processing Zone (CEPZ). UPGD has been regularly
providing its surplus energy to the Rural Electrification Board (REB) of Bangladesh.

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2.4 Supply Chain:

United Power Generation and Distribution supplies electricity to Dhaka Export Processing Zone
(DEPZ) as well as Chittagong Export Processing Zone (CEPZ), UPGD authority is responsible to
generate electricity and supplies electricity through its own sub-station .In addition, electricity is
transmitted to 33 KV REB grid line of Savar Palli Biddut Samity from UPGD, DEPZ and 33 KV
National grid line from UPGD, CEPZ through their own sub-stations. UPGD distributes electricity to
the consumers through its own distribution network and collets revenue against the electricity usage.
From UPGD the energy is purchased by EPZ in a rate of 4.60 Taka/KWH and it is 3.70 Tk for REB.

2.5 Company Objectives:

The UPGD is going to set up the plant for 100 MW. The deed has been completed with BEPZA. To be
a sustainable and consistent organization in Power Sector, UPGD is working to achieve the following
objectives:

 Better Customer Service.

 Provide reliable and uninterrupted power supply to the valued customers.
 Reduce system loss.
 Increase revenue earning to become a profitable business entity.
 Self-sufficient in every avenue.
 Better working environment.

2.6 Summary:
SL. PARTICULARS PRESENT STATUS
No.

1 Installed capacity 88 MW

2 No of Generators: Wartsila (4*8.73 )= 34.92 MW

Rolls-Royce (5*9.34) = 46.7 MW

MTU (3*2) = 6 MW

3 No of substation (11/33KV) 01

4 No of feeder 16

5 No of Power Transformer 03

6 Capacity of Power Transformer 16(ONAN)/20(ONAF) MVA (2)

25(ONAN)/36(ONAF) MVA (1)

7 Distribution line(11KV) DEPZ Area

8 Main Consumers DEPZ & Palli Biddut Samity

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Chapter 3
UPGD Power Plant

3.1 Introduction to Gas Engine

The gas engines of UPGD has started power generation from 2008. There are 12 generators in the gas
engine power plant, the total generation is around 88 MW. Extra power can be supplied to the National
Power Grid after fulfilling the demand of REB and DEPZ. The whole plant uses gas as a fuel. The gas
is supplied by Titas Gas Transmission and Distribution Company. This gas contains more than 94
percent Methane. The gas comes through the pipes and maintains high pressure. This gas is cleaned by
gas treatment plant. This gas is supplied through yellow colored pipes for easy identification. In the gas
engine unit there is a control room used to control over the gas engines. Figure 2.1 shows the control
room of Rolls Royce and Wartsila gas engines respectively.

Fig: Rolls Royce control Panel Fig: Wartsila Control Panel

In the plants there are 3 types of engines operates every day for the sake of generate mechanical power
to generators. They are:

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 Wartsila
 Rolls-Royce
 MTU

As all engine operates as per as the same principle we just describe the parts of Wartsila Engine.

3.2 Wartsila Engine

Wartsila is the second oldest and the most efficient engines in the plant. The plant has 4 (four) Wartsila
engines and they are connected to the respective circuit breakers of the switchgear room. Wärtsilä gas
power plants can run on natural gas, LPG and various biogases, the cleanest fossil fuel available, in the
most economical way. This is possible thanks to their high efficiency at any load and unbeatable
flexibility to start and stop exactly according to needs. The specifications of the engine are given below:

 Model no: W20V34SG

 Spec. no. : 174062
 Engine no. : PAAE093354
 Manufactured :1/2008
 KW rating: 9000
 r/s : 1.5

In the model no. W refers to Wartsila, 20V means 20 V shaped cylinder, 34 means 34 cm bore radius S
means spark ignition and G means gas engine. The main parts of the Wartsila engine is composed of :

Pre-chamber

The pre-chamber is the ignition source for the main fuel charge, and is an essential component of a
leanburn spark-ignited gas engine. It should be as small as possible to deliver low NOX values, but big

Fig : Outer part of Wartsila engine

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enough for rapid and reliable combustion. Extensive calculations and simulations had to be performed
to scale-up the size and shape of the combustion pre-chamber in order to ensure the best combustion
process. In addition to the size and shape of the pre-chambers, some of the key design parameters
considered were: the mixing of air and fuel; gas velocities and turbulence at the spark plug; cooling of
pre-chamber and spark plug; and the selection of material. Advanced three-dimensional, computerized
fluid dynamics were used during design to deliver:

� Reliable and powerful ignition

� High combustion efficiency and stability

� Extended spark plug life

� Very low NOX levels.

The engines use a ported gas admission system, whereby gas is admitted to the pre-chamber through a
mechanical, hydraulic-driven valve. The gas admission valves are located immediately upstream, and
are electronically actuated and controlled to feed the correct amount of gas to each cylinder. Since the
gas valve is timed independently of the inlet valve, the cylinder can be scavenged without risk of the
gas escaping from the inlet directly to the exhaust. Various parameters, such as engine load, speed, and
cylinder exhaust temperatures, are monitored and used as input to the Engine Control System (ECS).
The ECS is Wärtsilä’s latest UNIC (Unified Controls) C3 system, which controls the entire engine. This
solution has proved to be extremely reliable and it results in an excellent mixture in the pre-chamber.

Ignition system

The Wärtsilä 34SG ignition system has been specifically designed for the new engine and is closely
integrated with the ECS. The ignition module communicates with the main control module, which then
determines the global ignition timing. The ignition module controls the cylinder-specific ignition timing

Fig : Ignition process for Wartsila Fig: Ignition system in Wartsila

based on the combustion quality. The cylinder specific control ensures optimum combustion in every
cylinder with respect to reliability and efficiency. The ignition coil is located in the cylinder cover and
is integrated into the spark plug extension. The coil-on-plug design minimizes the number of joints
between the spark plug and the ignition coil, and thus increases reliability. The spark plug has been

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specially developed for long life, and to withstand the high cylinder pressure and temperature resulting
from the high engine output.

Engine frame

The engine frame is based on the proven design of the Wärtsilä 50DF, and the block is made from cast
iron. The engine has an under slung crankshaft, which imparts high stiffness to the engine block and
provides excellent conditions for maintenance. The engine block has large crankcase doors to enable
easy maintenance.

Cooling system

The Wärtsilä 34SG is designed with a Wärtsilä open interface cooling system for optimal cooling and
heat recovery. The system has four cooling circuits: the cylinder cooling circuit (jacket), the low
temperature charge air (LTCA) and high temperature (HTCA) cooling circuits, and the circuit for the
lube oil cooler (LO) built onto the auxiliary module. The LTCA cooling circuit and jacket cooling

circuit have water pumps integrated within the cover module at the free end of the engine coolers, and
the temperature of the water exiting the jacket cooling circuit is controlled by external thermostatic
valves. The default cooling system is a single circuit radiator unit whereby the cooling circuits on the
engine are connected in series. For heat recovery applications, each cooler can be individually
connected to an external cooling system.

Lubricating oil system

The engine has an engine-driven lubricating oil pump and is provided with a wet sump oil system.
Before entering the engine, the oil passes through a full-flow automatic back flushing filter. A duplex
cartridge filter is installed in the back flushing line, and both filters are equipped with differential
pressure switches. A separate pre-lubricating system is used before the engine is started to avoid engine
wear.

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Pistons

The pistons are of the low-friction, composite type, with a forged steel top and nodular cast iron skirt.
Their long life is ensured through the use of a skirt lubrication system, a piston crown with shaker-

Fig: Piston Head

cooling, hardened piston ring grooves, and low-friction piston rings.

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Piston ring set

The two compression rings and the oil control ring are located in the piston crown. This three-ring
concept has proven its efficiency in all Wärtsilä engines. Most of the frictional loss from a combustion
engine originates from the piston rings. A three-ring pack has proven to be the optimal solution, offering
both function and efficiency. In a three pack, each ring is dimensioned and profiled for the task it must
perform.

Cylinder head

The engine uses four-screw cylinder head technology. At high cylinder pressures this technology has
proven to be superior, especially when liner roundness and dynamic behaviour are considered. In
addition to easier maintenance and reliability, it provides the freedom to employ the most efficient air

Fig: Ignition chamber Fig: Cylinder head

inlet and exhaust outlet channel port configurations. A distributed water flow pattern is used for proper
cooling of the exhaust valves, the cylinder head flame plate, and the pre-chamber. This minimizes
thermal stress and guarantees a sufficiently low exhaust valve temperature. Both inlet and exhaust
valves are fitted with rotators for even thermal and mechanical loading.

Cylinder liner and anti-polishing ring

The cylinder liner features an anti-polishing ring, which reduces lube oil consumption and wear. The
bore-cooled collar design of the liner ensures minimum deformation and efficient cooling. Each
cylinder liner has two temperature sensors for continuous monitoring of piston and cylinder liner
behavior.

Connecting rod and big-end bearings

The connecting rod is designed for optimal bearing performance. It features a threepiece design, in
which combustion forces are distributed over a maximum bearing area, and relative movements
between mating surfaces are minimized. The design also allows the compression ratio to be varied to
suit gases with different knocking resistance. The three-piece design reduces the height required for
piston overhauling. Piston overhaul is possible without touching the big-end bearing, and the big-end
bearing itself can be inspected without removing the piston. The big-end bearing housing is
hydraulically tightened, resulting in a distortion-free bore for the corrosion-resistant precision bearing.

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Crankshaft and bearings

The crank gear has to be able to operate reliably at high cylinder pressures. The crankshaft must be
robust and the specific bearing loads maintained at acceptable levels. This is achieved by careful
optimization of the crank throw dimensions and fillets. The specific bearing loads are conservative and

Fig: Bearing Fig: Crankshaft

the cylinder spacing, which is important for the overall length of the engine, is minimized. In addition
to low bearing loads, the other crucial factor for safe bearing operation is oil film thickness. Ample oil
film thickness in the main bearings is ensured by optimal balancing of the rotational masses, and in the
big-end bearing by un-grooved bearing surfaces in the critical areas.

Turbo charging system

The Wärtsilä 34SG is equipped with a single pipe exhaust turbo charging system designed for minimum
flow losses on both the exhaust and air sides. The interface between the engine and turbocharger is
streamlined, the engine uses high-efficiency turbochargers, with the engine lubricating oil also being
used for the turbocharger.

Fig: turbo charger Fig: Turning gear

streamlined, the engine uses high-efficiency turbochargers, with the engine lubricating oil also being
used for the turbocharger.

Automation

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All engine functions are controlled by the UNIC C3 engine control system, a microprocessor-based
distributed control system mounted on the engine. The various electronic modules are dedicated and
optimized for specific functions.

Cylinder pressure control

Each cylinder is equipped with a pressure sensor. The cylinders can be individually set to run at their
optimum point to achieve the highest engine power and efficiency. This also applies if operating
conditions change, as in the case of varying methane numbers and ambient temperatures. Additionally,
this means that the engine can be run with increased safety and reliability. Cylinder pressure
measurements provide significantly improved engine control. From the signal emitted by the pressure

sensors, UNIC can instantaneously determine the rate of heat release, the magnitude and location of
peak pressures and the knock severity. The sensors can also be used to determine the indicated mean
effective pressure, which is essentially a measure of the power developed in each cylinder. The sensor
is designed to withstand high cylinder temperatures and pressures – up to 300°C and 300 bar. The
maintenance interval of the sensor equals that for the cylinder head overhaul, i.e. around 16,000 hours.
The location of the pressure sensor is also important. The measuring membrane of each sensor is flush-
mounted in the combustion chamber, to ensure measurement of correct and reliable data.

Main control module

The core of the engine control system is the main control module. This is responsible for ensuring the
engine’s reliable operation and for keeping the engine at optimum performance in all operating
conditions, including varying ambient temperatures and fluctuating gas quality. The main control
module reads the information sent by all the other modules. Using this information, it adjusts the
engine’s speed and load control by determining reference values for the main gas admission, air-fuel
ratio, and ignition timing. The main control module automatically controls the start and stop sequences
of the engine and the safety system. The module also communicates with the plant control system.

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Cylinder control module

Each cylinder control module monitors and controls three cylinders. The cylinder control module
controls the cylinder specific air-fuel ratio by individually adjusting the gas admission for each cylinder.
The cylinder control module measures the knock intensity, i.e. uncontrolled combustion in the cylinder,
which is used to control the cylinder specific ignition timing and gas admission.

Monitoring modules

Monitoring modules are located close to groups of sensors, which reduces the amount of cabling on the
engine. The monitored signals are transmitted to the main control module, and are used for the engine
control and safety systems. The monitored values are also transferred to the Wärtsilä Operators Interface
System (WOIS) on the plant automation system.

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Chapter 4
Substation
4.1 Introduction
A substation is a part of an electrical generation, transmission, and distribution system. Substations
transform voltage from high to low, or the reverse, or perform any of several other important functions.
Between the generating station and consumer, electric power may flow through several substations at
different voltage levels.

Substations may be owned and operated by an electrical utility, or may be owned by a large industrial
or commercial customer. Generally substations are unattended, relying on SCADA for remote
supervision and control.

The 11 kV line from the bus bar of the circuit breaker comes directly to the substation. In the only
substation of UPGD there are following components:

 Power transformer
 Underground cables
 Auxiliary transformer
 Zigzag transformer

4.2 Power Transformer

A transformer is a static device consisting of two or more coupled windings, with or without a magnetic
core that transfers electric energy from one winding or circuit to another through electromagnetic
induction based on Faraday’s Law of Electromagnetic induction.

Transform of power is done by electromagnetic induction between the windings or circuits, depending
upon the size and turns of the windings values of voltage and current are changed from primary (source)
to secondary (load) with constant frequency.

Transformer Principal

 It has two electric circuits called primary and secondary.

 A magnetic circuit provides the link between primary and secondary.
 When an AC voltage is applied to the primary winding (Vp) of the transformer, an AC
current will result (Ip). Ip sets up a time-varying magnetic flux in the core.
 A voltage is induced to the secondary according to the Faraday’s Law.

Grid Transformer

In grid, Step down power transformer is used where it transforms the generated electricity and
transmitted to the substation parts. In Bangladesh most of this power transformers are of OIL
immerge type transformers. Usually in Grid, 50/75 MVA ranged transformers are used.

Substation Transformer

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Like grid transformers, here also step down power transformer is used where it transforms 33 KV
transmitted voltage to 11 KV. After this transformation the 11KV is transmitted to the distribution part
where in the transmission lines the distribution transformers take place to lower down the voltage
(11KV to 230V). This three substation transformers in the UPGD: two of them has the rating of 16/20
MVA and another has 25/36 MVA. But the distribution transformers are usually of 200KVA.

The main parts of oil type transformer are:

 Tank and Tank Cover

 Primary and Secondary Windings
 Bushings
 Tap Changers
 Cooling system (Radiator & Fan)
 Breather
 Conservator
 Control Cabinet

The brief description of these components is given below:

I. Terminals

In oil or liquid type transformer, terminal means of bringing the electrical connection from the inside
to the outside of the tank.

II. Bushings

Terminal device in form of bushings brings the connection from the transformer insulation medium to
the external insulation medium which in most cases is air, but can also be oil in a cable termination box
or Sf6 in gas insulated switchgear.

Fig: Terminals and bushings

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III. Coolers

The cooling equipment collects hot oil at the top of the tank and returns cooled oil lower down on the
side. Two circuits- the inner circuit transfers the loss energy from the heat producing surface to the oil.

Fig: Radiator and Fan Fig: Conservator

In the outer circuit, the oil transfers the heat to a secondary cooling medium (air).

IV. Tap changer

A tap changer is a connection point along a transformer winding that allows a certain number of turns
to be selected. By this means, a transformer with a variable turn’s ratio is produced, enabling voltage
regulation of the output. The tap selection is made via a tap changer mechanism.

Fig: Dehydrating Breathers Fig: Tap changer

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V. Conservator

Conservator is the part of the transformer is kept in case of the transformer oil expansion is occurred
and then the expanded oil is placed in here automatically. For this reason usually the oil filled up limit
is 50% of the conservator and rest is kept empty.

VI. Dehydrating Breathers

A dehydrating breather removes most of the moisture from the air, which is drawn into the conservator
as the transformer cools down. The absence of moisture in the air largely eliminates any reduction in
the breakdown strength of the insulation oil and prevents any buildup of condensation (sludge) in the
conservator. Therefore, the dehydrating breather contributes to safe and reliable operation of the
transformer. It contains a drying agent usually silica gel. The property of silica gel is high absorption
power of humidity.

4.3 Auxiliary Transformer

An auxiliary transformer is used to provide supply to the auxiliary equipment and gives supply to
the grids or substations own needed power. The grid and substation itself has a maintenance room
beside it, so the power supply of that household is provided through this Auxiliary transformer. In
Grid and substation this transformer transforms 33 KV to 0.4 KV to continue the maintenance
work.

Fig: Auxiliary Transformer Fig: Grounding Transformer

4.4 Grounding Transformer

Grounding transformer is the neutral grounding transformer – star connected on the primary and has an
open delta on secondary. Open Delta has two terminals. A resistor is connected across these two
terminals.

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Zig-Zag or inter connected star grounding transformer has normal magnetising impedance of high value
but for E/F, currents flow in windings of the same - core in such a manner that the ampere turn cancel
and hence offer lower impedance.

In cases where the neutral point of three phase system is not accessible like the system connected to the
delta connected side of a electrical power transformer, an artificial neutral point may be created with
help of a zigzag connected earthing transformer.

Fig: zigzag star connected earthing transformer

This is a core type transformer with three limbs. Every phase winding in zigzag connection is divided
into two equal halves. One half of which is wound on one limb and other half is wound on another limb
of the core of transformer.

4.5 Underground cables

The electric fields from underground cables will be zero as they are screened by earth, concrete, sand
etc. The magnetic fields are very high near to the cable, higher than from overhead cables because they
are closer to you. They fall off more rapidly than the fields from overhead wires, because the cables are
closer together and cancel out each other's effects more quickly. Houses, or ground floor or basement
flats, with very small or no front garden, may have high magnetic fields in their front rooms from
distribution cables running underneath the pavement.

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Chapter 5
Protection System

5.1 Protection of Power System

Protection of power system is must because of the normal operation schemes to be continued. It also
makes sure of prevention of electrical failure and mitigates the effects of electrical failure. Protection
scheme in substation and grid can be divided into three parts:

1. Transformer protection Schemes.

2. Feeders Protection Schemes.

3. Bus bar protection Schemes.

4. Engine protection scheme

5.2 Transformer Protection Scheme

 Grid and substation transformer protection (20/28 MVA or 10/14 MVA)

1. Differential protection.

2. Over current and earth fault protection.

3. Buchhloz Trip.

4. Pressure relief device.

5. Thermal over heating protection

a) Winding temperature

b) Oil temperature

 11KV distribution transformer protection (200 KVA)

1. Fuses (DOFC)
2. 2. Over current and short circuit
3. 3. Earth fault protection

5.3 Transformer Fault and protection

The types of faults that the transformers are subjected to are classified as:

 External Faults

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These are due to overload conditions and external short circuits. Time graded Over-current & Earth
Fault relays are employed for external short circuit conditions. Fuses are provided for Distribution
transformers.

 Internal Faults

Internal faults are of two types. These two types of faults are described below:

 Electrical Faults

Electrical Faults are the faults which cause immediate serious damage in the system. Such as phase
to earth or phase to phase faults, short circuits between turns of high voltage and low voltage
windings, etc.

 Incipient Faults

Incipient faults are initially minor faults, causing slowly developing damage such as a poor
electrical connection of conductors or breakdown of insulation etc.

The following relays are employed to protect the transformer against internal faults:

 Buchholz relays
 Differential relays
 Pressure relief relays
 Over current and earth fault relays

5.3.1 Buchholz Relay

A Buchholz relay is a gas and oil operated device installed in the pipe work between the top of the
transformer main tank and the conservator. The function of the relay is to detect an abnormal

Fig: Buchholz relays Fig: Buchholz relays work

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condition within the tank and send an alarm or trip signal. Under normal conditions the relay is
completely full of oil. Operation occurs when floats are displaced by an accumulation of gas, or a flap
is moved by a surge of oil. Almost all large oil-filled transformers are equipped with a Buchholz relay.

Visible or audible alarm Trip circuit operates

( upper float actuates) ( lower Float actuates)

Core bolt insulation failure Short circuit between phases

Bad electrical contacts Winding earn fault

Local overheating Winding short circuits

Loss of oil due to leakage Puncture of bushing

Ingress of air into the oil system Intense heat taking places

5.3.2 Differential Relay

Differential protection is a unit scheme that compares the current on the primary side of a transformer
with that on the secondary side. Where a difference exists it is assumed that the transformer has
developed a fault and the plant is automatically disconnected by tripping the relevant circuit breakers.
The principle of operation is made possible by virtue of the fact that large transformers are very efficient
and hence under normal operation power-in equals power-out. Differential protection detects faults on
all of the plant and equipment within the protected zone, including inter-turn short circuits.

Fig.4.2: Differential protection

The operating principle employed by transformer differential protection is the Merz-Price circulating
current system as shown below. This current say I1 and I2 circulates in the pilot wires. Under normal
conditions or external fault I1and I2 are equal and opposite such that the resultant current through the

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relay is zero. An internal fault produces an unbalance or 'spill' current that is detected by the relay,
leading to operation.

During normal condition and external fault the protection system is balanced and the CT’s rations are
such that secondary currents are equal. The vector differential current, I1 - I2 =0 (normal condition and
external fault). This current are flows throws the relay coil is zero. [4] For external fault the relay may
loss it’s stability for through the fault. To overcome this condition, the Percentage Differential Relay,
or Based Differential Relay is used. It is essentially a circulating current differential relay with
additional restraining coil. The current flowing in restraining coil is proportional to (I1+ I2)/2 and this
restraining current prevents the operation during external faults. Because, with the rise in current, the
restraining torque increase and I1- I2 arising out of difference in CT ratio is not enough to cause the
relay operation.

5.3.3: Pressure Relief Relay

The pressure relief relay or valve (PRV) is designed as a safety device to be used on power transformer.
When pressure in tank rises beyond predetermined safe limit, the relay operates and performs following
functions.

Fig: Pressure Relief Relay

• Reduces the pressure in the tank by instantaneously opening the connecting port.

• Secondly, along with above mentioned function, it operates a switch which can be used to initiate
precautionary electrical system.

5.3.4: Over Current and Earth Fault Protection

Over current protection includes the protection from overloads. This is most widely used protection.
Overloading of a machine or equipment generally means the machine is taking more current than its
rated current. Hence with overloading, there is an associated temperature rise. The permissible
temperature rise has a limit based on insulation class and material problems. Over- current protection
of overloads is generally provided by thermal relays.

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Over current protection includes short-circuit protection. Short circuits are phase faults, earth faults or
winding faults. The basic element in Over-current protection is an Over-current relay which picks up
when the magnitude of current exceeds the pickup level. The over-current relays are connected to the
system, normally by means of CT’s.

The over current protection is needed to protect the transformer from sustained overloads and short
circuits. Induction type over current relays are used which in addition to providing overload protection
acts as back up relays for protection of transformer winding fault. The earth fault protection is used to
provide protection against any earth fault in the windings of the transformer.

It works on the principle that when the transformer winding is sound the currents in all the three phases
will balance and no current will spill into the earth fault relay. The arrangement is such that the relay
does not respond to any out of balance current between windings caused by tap changing arrangement.

5.4: Feeder Protection Schemes

1) Over current (O/C) protection

2) Earth Fault (E/F) protection.

3) Pilot wire protection

Fig: CT, PT, Isolator, circuit breaker

5.4.1: Working principle of O/C and E/F protection in feeder

1) Main relay will get the sense from CT.

2) Main relay give sense to trip coil of the Circuit Breaker (CB).

3) Trip relay Send pulse to trip coil of the CB.

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4) After tripping of CB, main relay will get reset but indication/flag will persist, this is to be reset
locally.

5) Trip relay normally resetting by ESC, it can possible locally also but local reset only to be carried
out in local mode.

5.4.2: Pilot Wire Protection

The differential pilot-wire protection is based on the principle that under normal conditions, the current
entering one end of a line is equal to that leaving the other end. As soon as a fault occurs between the
two ends this condition no longer holds and the difference of incoming and outgoing currents is arranged
to flow through a relay, which operates the circuit breaker to isolate the faulty line. There are several
differential protection schemes for the lines in pilot wire protection schemes.

5.5 Bus bar Protection

Bus bar protection is usually done through differential Protection & Over Current Protection scheme.
The Merze-price principle is applicable to a multi-terminal zone such as a busbar. The principle is a
direct application of Kirchhoff’s first law. Usually the circulating current arrangement is used in which
the current transformers and interconnections form an analogue of the busbar and circuit connections.
A relay connected across the CT bus wires represents a fault path in the primary system in the analogue
and hence is not energized until a fault occurs on that busbar; it then receives an input that, in principle,
at least, represents the fault current. With the same operation the over current protection is done which
is described earlier in this content.

5.6 Engine Protection Scheme

The following engine protection scheme are used

 Cylinder head relief valve

The relief valve is enclosed within a cast iron casing that is secured to the cylinder head by
threaded studs and hex nuts. It consists of the following components;

 Helical Valve Spring

The spring is normally manufactured from silicon-chrome/vanadium spring wire that has
been hardened and tempered in oil to the relative standards.

It is fitted inside the casing being held in position by the top and bottom ring keeps.
 The Valve and Stem

The valve and stem are manufactured from high grade stainless steel, the valve being seated
on an integral seat/machined landing that is open to the combustion chamber. The stem is
not connected to the valve, but sits atop of it; protruding through the centre of the spring
and terminating in a threaded portion outside the top of the casing. The threaded portion
contains the locknuts that are used to adjust the spring tension, via the top spring collar.
This allows the lifting pressure of the valve to be set at 20% over maximum internal
combustion pressure.

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Maintenance consists of cleaning and inspecting all the components at the same intervals as
cylinder head overhaul. The valve seat should be examined and re-ground; the spring being
checked for cracks and its free length measured under no-load conditions.

After the assembly the valve should be set to the correct lifting pressure before being subjected
to pressure and leak testing.

At Harland and Wolff; we used to leak-test the seat by pouring paraffin oil into the valve casing.
Any sign of a leak-no matter how insignificant and the valve was stripped, the seat reground
then retested. Pressure testing was carried out on a bench mounted test rig consisting of a high
pressure air compressor, air pressure control valve, and calibrated gauges. The relief valve was
bolted to the compressor accumulator flange and the air pressure increased until the valve lifted.
The certifying authority at the time was DNV and Lloyds of London and they witnessed the
testing of every one we assembled before they were bolted to the cylinder heads of the engines.
Mind you, that was 1964, but I suppose the setting and testing procedures are much the same
today.

A sketch showing the components of a typical cylinder relief valve is shown below; please click
on image to enlarge.

 Marine Diesel Cylinder Relief Valve

 Operating Principles
"Normal" lifting of the relief valve can occur in the following situation, and should give no
cause for concern;

When too much fuel is supplied by the engineer when on starting the engine; I have done this
a few times!
If air is being used to stop engine in “emergency stop" situation.
Running engine full astern for a prolonged period, in this case the bridge should be informed
that astern running is at its limit.

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However, there are situations that could lead to a relief valve lifting while engine is operating
under normal load and conditions and warrant a full inspection.

Faulty fuel pump or incorrectly set fuel injector delivering excessive fuel.
Badly leaking fuel injector; through loose nozzle or enlarged injection holes.
Water leaking into the combustion chamber.
Scavenge fire.

 Starting air relief valve

Large Marine Diesel Engines are started using high pressure compressed air. The air is admitted
into the cylinder when the piston is just past TDC and continued until just before the exhaust
valve opens. There is always more than one air start valve open: - a situation known as overlap.
This ensures that the engine will start in any position. The opening of the main air start valves
is controlled by a set of pilot valves located in the air start distributor, which in turn are timed
to operate by a drive linked to the main camshaft. In the example shown, a small camshaft is
used to control the opening and closing of the air start pilot valves.

 Starting airline flame trap

For prevention of starting air line explosion following measures to be performed:

 Ensure that all safety devices fitted are working correctly

 Draining of the air bottle is carried out every watch
 Auto drain to be checked for proper functioning
 Air compressor is well maintained to avoid oil carry over
 The oil separator at discharge of the compressor is working efficiently
 The starting air manifold pipe to be cleaned and check for paint deformation which will
indicate overheating of the pipe
 Starting air valve to be overhauled regularly to avoid leakage
 Starting air valve seat to be inspected and lapped

 Crank case relief door

All the explosion safety relief valves are spring loaded self-closing valves, which stop the entry

Fig: Crank case relief door

of atmospheric air in to the crankcase. Moreover, the design, size and arrangement of the valves

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depend on the size and capacity of the engine. For example, a large slow speed diesel engine
consists of two door type relief valves fitted to each crankcase, whereas in a medium speed
diesel engine only one valve is used. So basically the relief valve is a one-way entry which only
allows inside pressure to escape when excess, without allowing the other way round.

As shown in the figure, an explosion relief valve consists of a light spring that holds the valve
closely against its seat. The whole arrangement is enclosed in a cover, which is tightly bolted
from all the sides. The assembly is mounted on the door of the crankcase. On the outside of the
valve a deflector is fitted which safeguards the personnel from escaping pressurized gases. On
the inside of the engine, an oil wetted gaze acts as a flame trap to prevent any flame leaving the
crankcase.

 Scavenge space relief door

Indications of a scavenge fire are loss in power and irregular running of the engine, high exhaust
temperatures of corresponding units, high local temperature in scavenge trunk, surging of
turbocharger, and sparks and smoke emitted from scavenge drains. External indications will be
given by a smoky exhaust and the discharge of sooty smuts or carbon particles. If the scavenge
trunk is oily the fire may spread back-from the space around or adjacent to the cylinders where
the fire started and will show itself as very hot spots or areas of the scavenge trunk surfaces. In
ships where the engine room is designed as UMS, temperature sensors are fitted at critical
points within the scavenge spaces. Activation would cause automatic slowdown of the engine.

 Oil mist detector

An overheated diesel engine can become a source of fire and extreme havoc if periodic
maintenance and proper practices are not carried out. Oil Mist is created in the crankcase when
the lubricating oil is splashed by moving and rotating parts of the engine. This oil mist reduces
the flash point of the oil, allowing it to catch fire in presence of a hot spot. It is important that
this concentration of oil is kept under control and incase its presence is detected, the engine
should be stopped or the speed lowered. But how will an engine detect that the level of oil mist
has increased in the crankcase?

Fig: Oil mist detector

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Oil Mist detectors are used for this purpose. Crankcase of each cylinder is connected to the
OMD, which continuously checks the air sample from each cylinder. If the amount of mist
increases, OMD raises an alarm.

 Rotation direction interlock

Push-button interlocking is an electrical method of preventing both starter coils from being
energized simultaneously.

When the forward button in ill. 6 is pressed, coil F is energized and the normally open (NO)
contact F closes to hold in the forward contactor. Because the normally closed (NC) contacts
are used in the forward and reverse push-button units, there is no need to press the stop button
before changing the direction of rotation. If the reverse button is pressed while the motor is
running in the forward direction, the forward control circuit's de-energized and the reverse
contactor is energized and held closed.

Repeated reversals of the direction of motor rotation are not recommended. Such reversals may
cause the overload relays and starting fuses to overheat; this disconnects the motor from the
circuit. The driven machine may also be damaged. It may be necessary to wait until the motor
has coasted to a standstill.

 Turning gear interlock

The turning gear interlock is a control valve which will not allow starting air to operate the
system when the turning gear is engaged.

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Chapter 6
Switchgear and Control system

6.1 Low Voltage Switchgear

Manufacturer

 ABB
 Unipower
 Rated voltage max. 690V 50 /60 Hz
 Rated currents 1600 - 5000 A
 Short-circuit withstand busbars 50 - 100 kA 1s

6.2 AC and DC Distribution Panel

Main power can be lost due to downed lines, malfunctions at a sub-station, inclement weather,
planned blackouts or in extreme cases a grid-wide failure. The building’s battery room is generally
wired directly to the consuming equipment and floats continuously on the output of the rectifiers
that normally supply DC rectified from utility power. When utility power fails, the battery carries
the load without needing to switch.

Fig 1: single line diagram

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3.7.10: Control Relay Panel

Control & Relay Panels facilitate centralized control of the related controlled equipment in power
stations, switching stations and industrial plant. The panels are bolted together to form a board. This
approach permits replacements, extensions, rearrangement and addition when necessary.

The panel incorporates control switches and indicator lamps for remote control of controlled equipment.
A “remote/supervisory” selector switch is also provided for selection of supervisory control from
remote control center.

Fig.3.16: Control panel

Fig: 2

6.3 Familiarization of UPGD Operational Control System

6.3.1 Overview

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This power plant is designed for a predetermined number of genset(s).The instruments and controls
needed for operation of the genset(s) are located in control panels in the power stations control
room. The standard configuration and marking of the push-buttons, control switches and indication
lamps for the common control cabinet (CFA901) are as shown. The unit is referred to as M2 in this
manual.
Markings in the M2 panel are as follows:
• S1 synchronizing mode auto - 0 - manual
• S2 frequency decrease - increase
• S3 voltage decrease - increase
• S4 breaker close
• S5 lamp test

For the control appliances in the genset(s) (CFC__1) control cabinet refer to Fig. 2. The unit is referred
to as M1 in this manual. Markings in the

M1 panel are as follows:

• S1 generating set control auto – manual • S2 engine control speed droop kW

• S3 generator control voltage droop – pf • S4 engine fuel decrease - increase

• S5 generator excitation decrease – increase • S6 synchronizing 0 – select/start

• S7 engine start • S8 engine stop

• S9 breaker close • S10 breaker open

• S11 engine shutdown reset • S12 breaker trip reset

• S13 lamp test

6.3.2 Engine Control System

Engine(s) can be controlled (see Fig. 3) with commands given from the Operator Station(s) and/or
with switches and push-buttons from genset control panel(s) (CFC__1). Each genset has a control
panel (CFC__1) in the control room. This panel contains various meters from the process and
genset control push buttons. From the genset control panel it is possible for the operator to start/stop
the engine, load/unload the genset and open/close the genset circuit breaker (CB). It is also possible
to control the generator and synchronize it from this panel. Emergency stop can also be activated
from this panel as well as resetting of engine shutdown and emergency stop circuit and circuit
breaker trip circuit.

6.3.3 PLC System

The PLC (Programmable Logical Controller) system layout can be seen on Fig5.5.The PLC system
consists of one common PLC, one PLC and one WECS per genset. On top of this the system has a
HMI that is referred to as operator’s station in this manual and a report station for technical reports
of the process. For the internal communication between the different system components Ethernet
and Profibus protocols are being used. The WECS system controls and monitors the engine while
the PLC controls and monitors engine auxiliaries and common systems. The WECS and PLC

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system collect and scale data from the inputs and sends the data to the operator’s station through
the internal communication protocols of the control system. The operator’s station shows analog
measurements and digital indications from the process. The process pictures in the operator’s
station can be printed out on the hardcopy printer. Alarms are also showed in an alarm list and
automatically printed out by the alarm printer. The analog data is logged by the operator’s station
and the logged data can be viewed as trends. The trends can also be printed on the hard copy printer.
The operator’s station is based on Windows XP operating system and In Touch HMI software. The
report system collects data, of the process, from the operator’s station. Reports of the processes
can be view and printed from the report station. MANUAL-AUTO selector switch (S1).

6.3.4 Start-Up of Engine

Starting Conditions

Engine start is enabled when the following starting conditions are met:

• Pre lubrication pressure >50 kPa

• HT–water temperature > 50 °C
• Starting air pressure > 1.02 MPa
• Turning gear disengaged
• WECS–PLC communication
• CCU power supply in function
• CCU configuration valid
• Engine speed from rotary encoder
• Engine speed from redundant pick-up • Gas pressure > 0.28 MPa
• Stop command inactive
• Shutdown alarm inactive
• Engine stopped
• Exhaust gas ventilation
• Pre lubrication performed
• WECS communication
• Tripping alarm inactive
• Breaker truck in service position
• PLC ready for start
• WECS ready for start
When these conditions are met the “ENGINE READY FOR START” indicator on operator station
display is lit and the genset is ready for starting.

Starting the Engine

The engine can be started by pressing the start push button S7 located on the M1 panel or from the
engine control picture in the operator station.

Start Preparations

When start request is given the PLC start the starting preparations. During the starting preparations the
pre lubrication is started, the exhaust gas pipe is ventilated and the valves in the gas regulating unit are
tested. When these preparations have been successfully performed theengine is started.

Start Failure

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The start-up of the engine is interrupted and an alarm is given if the start preparations fail. If the start
fails the engine does not reach nominal speed and WECS does not give start permission.

6.4 Control of Circuit Breakers/Synchronization

Common circuit breaker(s) are controlled from common control panel CFA901 located in the control
room. The generator circuit breaker is controlled from the engine control panel CFC__1
located in the control room. Circuit breakers are locked so that closing of a circuit breaker is only
possible by synchronizing the breaker if there is voltage on both sides of the breaker. During
synchronization the breaker can only be closed when the closing terms are met. The terms of closing
are checked by the synchronizing check relay during manual synchronization and by the auto
synchronizer during automatic synchronization. Closing of the generator breakers without
synchronization is only possible if there is voltage on the generator side and the busbar is dead (no
voltage).,Synchronization equipment for synchronizing generator circuit breaker(s) and common
breaker(s) are installed in the common control panel CFA901.Synchronization can be carried out
both manually and automatically. During genset synchronization the synchronization can be
controlled both from the common control panel CFA901 and from the genset control panel.

6.5 Manual Synchronization

During manual synchronization the check synchronizer allows the circuit breaker to be closed when
the following conditions are met:
•• The frequency deviation is smaller than the Δfmax setting of the check synchronizer.
• The generator frequency must be higher than the bus bar frequency.
• The phase angle deviation is in accordance with the breaker closure time plus the operating time
for extra relays.
When synchronizing in manual mode the operator manually adjusts the frequency and voltage and
gives circuit breaker close command when all the conditions are met.

6.5.1 Manual Synchronization of Generator Circuit Breakers

The generator breaker is manually synchronized in the following way:

1. Select synchronizing mode by turning switch S1 to manual position.
2. Select desired generator breaker to be synchronized by activating the synchronizing from the
desired genset with switch S6 .
3. The automatic voltage regulator controls the generator voltage so it remains constant. Thus it
does not normally have to be adjusted the generator voltage set point can be adjusted from M1 unit
(Fig. 2) in the genset control panel. If the voltage of the main
5. After the breaker is synchronized the synchronizing equipment is automatically switched off,
and the synchronizing selector switch S1 (Fig. 1) should be turned back to zero position.
The synchronizing will be stopped after a time delay if it has not been successful. The reasons for
failure of the synchronization may be a fault in the speed or voltage regulators or their
corresponding control circuits. The following things can also cause a synchronization failure:
• The voltage difference between the synchronized unit and the reference unit is too high.
• The engine speed regulation prevents the frequency of the synchronized unit to be slightly higher
than the reference frequency.

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• There is a disturbance in the circuit breaker control circuits.

6.6 Loading and unloading of genset in manual mode

After the engine is started and synchronized the operator can load and unload the genset. This is
made from the control panel CFC__1 in the control room. The operator can make load and unload
commands for genset by giving fuel decrease/increase orders. Fuel decrease/increase orders are
made from control switch S4 .
The operator can manually control the loading of the genset when the following conditions are met:
• Manual mode is selected with switch S1 • The genset is connected
parallel with grid
• Generator circuit breaker is closed.
•
6.7 Engine control in manual mode
The operator can select the operation mode of the engine when the engine is in manual mode.
Either speed droop or kW mode can be selected. The kW mode is not activated before the
engine is running in parallel with grid. The control methods are described shortly below:

6.7.1 Speed Droop Control

• SPEED droop control refers to a speed control system whereby the

internal speed reference of the controller is reduced as a parameter
of the load.
• SPEED droop control is intended to be used during island mode
operation.
• The level of active power delivered by each individual genset
depends on the speed setting. A change in the system speed
(frequency) will result in a change in the active power delivered by
the genset and vice versa.
• In SPEED droop control the speed can be controlled with control
switch S4 (Fig. 2).

6.7.2 KW control

• Base loading means that the unit is running at a constant load and
its output will not be affected by variations in the system load.
• Base loading is intended to be used when running in parallel with
public supply. The controller is given a parallel with grid signal and
will automatically change over to VOLTAGE droop mode if the
genset is disconnected from the public supply.
• In kW control mode the controller looks at the output directly and
matches it to a given reference, therefore kW control is not affected
by frequency changes in the grid and a steady base loading is
achieved.
• In kW control the engine output can be controlled with control
switch S4 (Fig. 2).

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6.7.3 Generator Control

 Generator controls are made from the control panel CFC__1 in the control room. Generator
control mode can be selected between voltage droop and power factor mode (PF). Power
factor mode is enabled only when following conditions are valid:
• The genset is on parallel with grid
• The generator circuit breaker is closed
 Otherwise the generator control is selected automatically to voltage droop. The operator
can manually control the generator with control switch S5 (Fig. 2) excitation
decrease/increase, when manual mode is selected. The generator control mode changes
automatically from voltage mode to power factor mode if the engine control mode is
selected as auto and the following conditions are valid:
• The genset is on parallel with grid
• The generator circuit breaker is closed
•
6.8 Operation in Auto Mode

Loading and unloading of genset

After the engine has started and been synchronized the genset will load automatically if
following conditions are met:
• Auto mode is selected with switch S1 (Fig. 2)
• Genset is connected parallel with grid
• Generator circuit breaker is closed

6.8.1 Automatic Synchronization

When automatic synchronization is used the automatic synchronizer performs the actual
synchronization by regulating the frequency and the voltage of the unit to be synchronized.
When the synchronization conditions are in order the automatic synchronizer will operate
and give a close order to the circuit breaker. The auto synchronizer is placed in common
control panel CFA901. The operation of the auto synchronizer can be controlled by its
settings:
• ΔVmax : Maximum voltage difference
• Δfmax : Maximum frequency difference
• Tbc : Breaker closing time
• Xp : Proportional band for frequency controller
• Tn : Length of relay impulses from the controller.
Features of the synchronizing device:
• Permission for synchronizing is possible only if the frequency of
the synchronized unit is higher than the reference frequency.

switchgear for some reason deviates too much from the generator voltage; the voltage can be
adjusted with control switch S5 when control switch S3 is in voltage droop position. The
synchronizing voltages can be read on the double voltage meter in CFA901 panel.

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6.9 Abnormal Situations

In this section of the manual abnormal situations are described. Alarm handling, acknowledgement
of alarms, silencing of the alarm horn is also explained in this chapter. This section also describes
the corresponding conditions which generates trips of common and generator circuit breakers and
causes engine shutdown orders.

6.10 Alarm Situations

Protection devices, which generate alarms, are divided into three basic groups:

• Direct protection devices

• PLC initiated and calculated protection signals

• WECS initiated and calculated protection signals

Direct protection devices, e.g. temperature and pressure switches, protection relays, etc. generate
alarm information directly to operator stations trough a PLC or WECS. PLC or WECS initiated
protection signals are normally calculated from an analog measurement or concluded from several
signals or situations from the process.

Silencing and acknowledgement of alarms:

The plant is equipped with voice based alarm device located in the control room. The audible alarm
device is used to inform operator that a new alarm is received in the operator’s station. The alarm
bell is acknowledged/silenced from the operator station.

6.11 Common Circuit Breaker Trip

The electrical equipment of the power plant is protected by protection equipment to prevent that
the equipment is damaged if a fault situation should occur. When the protection equipment operates
it trips a certain circuit breaker. After a circuit breaker has been tripped the fault must be

found and removed before the circuit breaker is re closed. If a protection relay has operated the trip
also has to be acknowledged from the front display of the relay.

6.12 Generator Circuit Breaker Trip

In case of a circuit breaker trip the generator breaker is opened and the generator excitation is set
off immediately. The engine is stopped after a cool down period of idle running, if not synchronized
or start button pressed again. This requires that the trip source has been removed and trip circuit
has been reset.

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6.13 Emergency Stop

In case of an emergency stop the emergency stop circuit is activated, generator breaker is opened
and the engine is stopped immediately. When the emergency stop circuit is activated the fuel supply
to the engine is also turned off immediately. Engine emergency stop circuit has been divided into
two parts. Some of the emergency stop signals are hard wired and some of signals are initiated from
PLC or WECS.

6.14 Shutdown
In case of an engine shutdown the generator breaker is opened and stop command is given to the
engine. Engine shutdown can be initiated from PLC or from WECS.

In case of a plant shutdown all engines are stopped. The power plant shutdown circuit activates the
emergency stop circuit of all engines. Power plant shutdown can be initiated from a push button
located on the CFA901 panel in the control room. Power plant shutdown is also activated in case
of a fire alarm or a level 2 gas alarm.

6.15 General Operation from Control Room

The people of Operation and maintenance team help each other to detect the problems and find the
solution. Operation and maintenance team consists of electrical engineers, mechanical engineers
and technicians. During the internship period it was found that most of the problems like electrical
problems and small mechanical problems can be solved by these two teams. For major mechanical
problems there is a separate mechanical section in the company. If the

problems are major then operation team inform that mechanical section to solve the problem. With
the help and information sharing between all of the sections the major problems are solved.

The operation and maintenance team checks various parameters (temperature, pressure, load etc.)
continuously and detects problem. From the control room various data are collected, monitored and
checked with the help of SCADA system. When abnormality occurs, alarm rings and the specific
area of abnormality become red. The operation and maintenance team then detects the problem and
discusses the situation and finds out the reason behind the abnormality. Some figures of checking
parameters are given in the appendix II section.

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 Department of Electronic and Electrical Engineering, RUET

CHAPTER 7

CONCLUSION
Power is an indispensable part of our daily life. In our modern life style, a single day without power
is horrible to think. Power is the key to industrialization as well as the development of the country.
If a country can meet the power demands of its inhabitants, no matter what happens, its economy
i.e. the entire country will be so developed within a fewest possible time. If the power crisis can be
handled first, then all other crisis can be solved easily. In Bangladesh, the power crisis is so high;
even we the inhabitants don’t get our minimum demand. The term “Load-shedding” has become a
common part of our life now a day. For this only reason, our country cannot make any progress in
the development race of the third world countries. Our economy is getting weaker day by day in
comparison to the developed countries. So, we the so called conscious society people should come
forward to help the government to solve the problem.
In recent years, the government has taken necessary steps to solve the power crisis. It granted
permission to several private power plants along with the government owned power plants. They
are playing a vital role in solving the present power crisis. Government has taken many other power
projects to meet the power crisis and there will create a lot of employment in this sector where I
will be able to apply my proficiency.

Future Works:
United Group is one of the leading companies in Bangladesh. United Power Generation and
Distribution Company Ltd. is an enterprise of United Group. I had the opportunity to work for this
company during my internship program. I have worked in Operation and Maintenance department
of UPGD, DEPZ plant. During this time I have got an opportunity to observe the overall activities
of Operation and Maintenance environment. There is a good news that government has taken
initiative to improve the power generation to 14000 MW within 2014.This is because there is a
great career opportunity in this sector. Finally, I would say that this internship at UPGD has
increased my practical knowledge of Operation and Maintenance and made my education more
complete and applied.

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REFERENCES

1. http://www.united.com.bd/#masthead
2. Boylestad, R. L. 1994, Introductory Circuit Analysis (5th ed.), Universal Book Stall Publications,
India
3. Mehta, V.K., 1998 Principles of Power System (2nd ed.), S. Chand $ Company Ltd., Ramnagar,
New Delhi-110055, Publications, India.
4. Theraja B.L. and. Theraja, A.K., A Text Book of Electrical Technology, Twenty Second Edition
1989, Publications divisions of Nirja Construction & Development Co. (P) Ltd.. New-Delhi-
110055
5. Web site: www.powercell .gov.bd.
6. http://www.powerdivision.gov.bd/user/yearwise
7. http://en.wikipedia.org/wiki/Electrical_substation
8. http://en.wikipedia.org/wiki/Lightning_arrester
9. http://en.wikipedia.org/wiki/Current_transformer
10. http://www.electricityforum.com/electrical-transformers/potential-transformer
11. http://www.scribd.com/doc/17648889/Introduction-to-Power-System Protection-Relays
12. http://www.transformerworld.co.uk/diffprot.htm

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