HTMT Power Generation Seminar

FROBEL INDUSTRIAL CONTROL SYSTEM, INC.
PRESENTS:
Power Generation
Seminar
TOPICS PRESENTATIONS:
PART 1 – POWER GENERATION REVIEW
PART 2 – GENERATOR BASIC
PART 3 – PIME MOVER CONTROL
PART 4 – SYNCHONIZING BASIC
PART 5 – LOAD SHARING CONTROL
PART 6 – SYNCHRONIZING PANEL
PART 1 - POWER GENERATION REVIEW:
EXAMPLE
Flowing Water
or 35 KV 130 KV
Energy produced Prime Generator
from Fuel Oil, Natural
Gas, Coal, or Nuclear
Mover
Step-up
Generating Plant Transformer
Step-Down
Transformer 21 KV 21 KV 130 KV
mounted on
Power Pole
120 - 240 V
Step-Down
Power Poles Transformer Transmission
Line Towers
Customer
FIRST POWER GENERATION
This is Fairbanks Morse "Z" engines for home electricity and pumping.
Fairbanks Morse "Z" engines were the first to offer home electricity.
PRESENT MODERN POWER GENERATION
Diesel Generator Set Steam Turbine Generator Set

Range from 5kw to 2000kw Range from 3MW to 50MW
PART 2 - GENERATOR BASICS
Diesel Generator Set

Range from 5kw to 2000kw
PRIME MOVER + ALTERNATOR = GENERATOR SET

WHAT IS A PRIME MOVER?

- Any device that is capable of driving a generator at its rated
speed (RPM).
- Capable of delivering enough mechanical energy to maintain the
rated speed of the generator when it is fully loaded.
EXAMPLES OF PRIME MOVERS:
1) INTERNAL COMBUSTION ENGINE

- DIESEL OR GASOLINE
2) WIND TURBINE
3) GAS TURBINE
4) STEAM TURBINE
5) WATER TURBINE
PRIME MOVER:
INTERNAL COMBUSTION ENGINE

PRIME MOVER:
OPERATIONAL DESCRIPTION
PRIME MOVER:
INTAKE
Piston travels downward the intake
valves open then air enters into
the combustion chambers
PRIME MOVER:
COMPRESSION
Piston travels upward to compressed air into

the combustion chambers
PRIME MOVER:
POWER
The fuel injector sprays atomized fuel
to the compressed air and burns
then piston travel downwards.
PRIME MOVER:
EXHAUST
The piston travel upwards, the exhaust
valves opens the burnt gases goes outside
thru the exhaust mufflers.
PRIME MOVER:
5 Systems present in an Engine
1. Cooling System
2. Fuel System
3. Air Intake and Exhaust System
4. Lubrication System
5. Electrical system
Cooling System Radiator cap
AIR INTAKE SYSTEM
Cylinder head
Thermostat
housing
Water bypass valve
Radiator
Water pump
Cylinder liners Oil cooler
Cylinder block
Fuel System
Return Priming Injection nozzle Injection
Fuel tank line pump line
Injection
pump
Primary Chock Transfer Secondary Bleeder

fuel filter valve pump fuel filter orifice
file: CATCARE-S’pr e-Oct2000

Exhaust AIR INLET AND EXHAUST SYSTEM

manifold
Inlet manifold
and aftercooler
Cylinder liner
. Exhaust
Turbocharger outlet
Air inlet Turbocharger
Compressor turbine wheel
wheel
LUBRICATION SYSTEM
TO
O FUEL INJECTION ROCKER
PUMP HOUSING O
ARM SHAFT
TURBO
O CHARGER
O TO VALVE
O
FILTER
BORE
O FOR PISTON
CAMSHAFT
COOLINGOTUBES
BORE FOR
O
BALANCER
SHAFT O
TO
TIMING
GEAR
HOUSING
O BY-PASS VALVES
O
FOR OILFILTER O
OIL MANIFOLD
BYPASS VALVE
FOR OIL COOLER
O
OOIL
OILCOOLER
COOLER
OOIL FILTER
OOIL
O PAN OOIL
O PUMP
ELECTRICAL SYSTEM
ENGINE STARTING SYSTEM
BATTERY
STARTIC
RELAY
STARTER
MOTOR FUSE
SWITCH
ELECTRICAL SYSTEM
ENGINE PROTECTION SYSTEM
1- LOW LUBRICATING OIL PRESSURE.

LOW OIL SHUTDOWN – 18 PSI
NORMAL OIL PRESSURE – 25- 70 PSI
2- ENGINE WATER TEMPERATURE.
HIGH TEMPERATURE SHUTDOWN – 205 DEG. F.
NORMAL TEMPERATURE – 190 DEG. F. (FULL LOAD)
3- ENGINE OVERSPEED.
SHUTDOWN – 1950 RPM
GENERATOR PREVENTIVE MAINTENANCE
A good inspection combines daily, do-it-yourself types of

inspection with periodic in-depth analysis.
With a regular inspection program, you’ll be able to:

1. catch minor problem before they result in major repairs –
major expense!!!
2. be able to schedule maintenance and repairs, and
3. control your downtime.
NOTE:
For stand-by units, it is highly recommended to run the engine at least
once a week for 5-10 minutes.

1. DAILY PMS CHECKS:
Walk Around Inspection
B - Battery
L - Lubrication
O - Oil
W - Water
A - Air
F - Fuel

BATTERY What to check??

-Cables loose connections
-corroded terminals
-electrolyte level (if not maintenance free)
-charging rate ( Battery Charger )
-Battery solution leaks

LUBRICATION/ OILS
What to check??
-Oil level (top-up if needed)
-Leaks
-hoses
-monitoring system
- Oil Gauge & sensors


WATER/COOLANT
What to check??
- Radiator water level (top up if needed)
-Water leaks
- Radiator Hoses and clamps


WATER/COOLANT
What to check??
-Radiator Fans Blades
- Pulley and Fan belts


AIR
What to check??
- inspect air filter gauge regularly
(air filter)
-Check for Filter obstructions and
clean
- check air leaks


FUEL
What to check??
-Fuel leaks (missing O-ring)
-check fuel tank level. Re-fill as
needed.


FUEL
What to check??
-drain water from fuel/water separator


FUEL
What to check??
-check fuel tank level. Re-fill as
needed.

2. MONTHLY PMS CHECKS:
 Perform daily PMS checks.

 Obtain engine oil sample for S.O.S oil analysis.
 Check air intake and exhaust system for leaks.
 Inspect Radiator Fan belt, blades, pulleys, radiator hoses for wear
or leaks.
 Check battery and clean battery top and terminals. Tighten and
coat terminal clamps with silicon lubricants.
 Test run unit with load and observe for vibration and abnormal
noise.

3. QUARTERLY PMS CHECKS:
 Perform monthly PMS checks.

 Clean crankcase breather(s).
 Check engine oil pressure
4. ANNUALY PMS CHECKS:
 Perform quarterly PMS checks.

 Test starting and charging system
 Check engine mounts and bolts for tightness.
 Change oil and filters.

5. SEASONAL PMS CHECKS:
 Every 300 running hours PMS.
- Change engine oil and filters
 Every 2000 running hours PMS.
- Adjustment of intake and exhaust valves.
 Every 5000 running hours or three years PMS.
- Cleaning, re-insulation and baking Alternator windings.
- Take insulation resistance of alternator and exciter.
- Test/replace fuel injectors.
- Checking and inspection of circulating water pump.
- Change cooling system coolant.

GENERATOR TROUBLE CHECKING:
COMMON PROBLEM:
1. ENGINE FAIL TO START:
CAUSES:
1. FAULTY BATTERY
2. STARTER FAULTY
3. ENGINE CONTROL NOT IN AUTO
4. IF FAIL TO START IN AUTO, NO START SIGNAL FROM SYNCHRO PANEL
2. ENGINE RPM NOT STABLE:

CAUSES:
1. FAULTY SPEED CONTROLLER AND GOVERNOR.
2. AIR IN FUEL SYSTEM
3. ENGINE OVERLOADING.
3. NO VOLTAGE OR LOW VOLTAGE OUTPUT:

CAUSES:
1. FAULTY AUTOMATIC VOLTAGE REGULATOR.
2. VOLTAGE ADJUST POTENTIOMETER FAULTY
3. GENERATOR OVERLOADING.

GENERATOR TROUBLE CHECKING:
4. ENGINE BLACK SMOKE
DUE TO AIR & FUEL IMBALANCE, EITHER FUEL SYSTEM DELIVERING TO MUCH FUEL
OR NOT ENOUGH AIR.
CAUSES.
1. FAULTY INJECTORS.
2. FAULTY INJECTION PUMP (PT PUMP)
3. DIRTY AIR CLEANER
4. TURBO CHARGER FAULTY
5. ENGINE INTERNAL PROBLEM ( Cylinder Head, Valves )
4. ENGINE WHITE SMOKE

MEANS THAT FUEL INJECTED INTO THE CYLINDER IS NOT BURNING CORRECTLY
CAUSES.
1. ENGINE/PUMP TIMING OUT.
2. LOW ENGINE COMPRESSION
3. WATER/OIL IN THE FUEL
4. ENGINE BLUE SMOKE

ENGINE IS BURNING ENGINE OIL
CAUSES.
1. WORN CYNLINDER OR PISTON RINGS.
2. ENGINE OVER FULL WITH ENGINE OIL
3. FAULTY VALVES OR STEM SEALS
AC GENERATORS:
GENERATOR UNIT PARTS:
VOLTAGE PERMANENT
REGULATOR MAGNET MAIN STATOR
GENERATOR WINDINGS
EXCITER FIELD
ROTATING
RECTIFIER
EXCITER
ROTOR
COOLING FANS
MAIN ROTOR
HOW IS VOLTAGE GENERATED
In 1831, Michael Faraday discovered that when an electrical conductor

moves so that it cuts across a magnetic field , a voltage is produced
between the ends of the conductor.
The magnitude of the induced voltage is directly proportional to the

rate of change and the strength of the magnetic field.
Amplitude
Field AC
Coil Output
S
o o o o o o o o o
0 45 90 135 180 225 270 315 360
If a variable D.C. voltage is applied to the field windings, or field coil,

the flux density of the poles can be varied.
This variation has a direct effect on the output generated amplitude.

Amplitude
Field AC
Coil Output
S
o o o o o o o o o
0 45 90 135 180 225 270 315 360
The three general categories of alternators that regard voltage

regulation are as follows:
 Non-regulated
 Self-regulated
 Externally-regulated
Amplitude
Field AC
Coil Output
S
o o o o o o o o o
0 45 90 135 180 225 270 315 360
Most generators have an externally-regulated voltage regulator,

normally called a Automatic Voltage Regulator (AVR).
GENERATOR CONTROL SYSTEM
REGULATION
EXCITER AND
CONTROL
SPEED PRIME ELECTRICAL

GENERATOR
GOVERNOR MOVER LOAD
PROTECTION
1- VOLTAGE REGULATOR
•The function of the voltage regulator is to provide precise

regulated generator voltage at no load and changing loads.
1- VOLTAGE REGULATOR
GENERATOR VOLTAGE REGULATION
- Is expressed as the difference between the no load value

of voltage as compared to the full-load value for fixed
values of DC current applied to the field.
VNL – VFL X 100

VFL
WHERE : VNL = Voltage no Load

VFL = Voltage Full load
X+ (F1) A.C Power Input

from Main Stator
D.C Output A.V.R ( 170 - 240V)
From A.V.R XX- (F2)
Into Sensing supply
Exciter Stator from Main Stator
Exciter ( 170 - 240V
Rotor 2 or 3 phase)
& Stator
Bearing
Main Rotor
Main Rotor Shaft
Rectifier
Fan
Operation of AVR - as an electronic switch


X+ (F1) AVR A.C Power Input
D.C Output
A.V.R From PMG Stator
XX- (F2) ( 170 - 240V)
From A.V.R
Into Sensing supply
Exciter Stator from Main Stator
Exciter ( 170 - 240V
Rotor 2 or 3 phase)
& Stator
Bearing
Main Rotor
Main Rotor Shaft
Rectifier
Fan
Operation of AVR - as an electronic switch

STATIONARY ROTATING STATIONARY

NEG.
F+
AC VOLTS DC VOLTS FLUX AC VOLTS DC VOLTS FLUX AC VOLTS

AVR GENERATOR
F- POS.
EXCITER
FIELD ROTARY EXCITER STATOR
2 – GENERATOR VOLTAGE REGULATOR
STABILITY
Load Applied
Gen Volts
Field Volts
Field Amps
Regulator Transient Response

STABILITY
Gen Volts
Field Volts
Field Amps
UNSTABLE REGULATOR
STABILITY
VOLTAGE TRANSIENT RESPONSE
A
= Voltage is hunting, unstable
B
= one voltage overshoot & one voltage undershoot
C
= one voltage undershoot
D
= further slow the response
TYPES OF VOLTAGE REGULATOR
VR3 VR6
REGULATOR REGULATOR
12 Wire GENERATOR Re-connectable

Series Star Parallel Star
L1 L1
T1
T1 T7
T4
T7 T4 T10
T10 T5
T12
N N T2
12 T9
T9
T6
T11
T3
T8
T5 T6 T11
T2 L2 L3 L2
L3 T3 T8
Voltage Range
380 to 480 V @ 60 HZ
Voltage Range
208 to 240 V @ 60 HZ
HOW IS 3 PHASE ELECTRICITY GENERATED?
C
- END OF PART TWO -

PART 3 - PRIME MOVER CONTROL
ENGINE SPEED GOVERNOR
Governor Definition:
Feedback device on a machine or engine used to provide

automatic control, as of speed, pressure, or temperature.
Basic Governor types:

1. Mechanical Governor.
2. Hydraulic Governor.
3. Electrically Operated Governor.
- Speed Controller
- Magnetic Pick-up ( MPU)
- Actuator
SPEED REGULATION:
DESIRED SPEED
ACTUAL SPEED
CONSTANT LOADING
SPEED REGULATION:
INCREASE LOADING
SPEED REGULATION:
DECREASE LOADING
SPEED REGULATION CLOSE LOOP
Control
Actual Speed Of The
or Load Energy
Desired Speed or
Load Reference
CLOSE LOOP SPEED CONTROL ( ELECTRICALLY OPERATED GOV.)
Desired Speed
Reference
Feedback
+ D.C. Volts
PID
Actuator
Actual Speed
- D.C. Volts Prime
Generator
Mover
Frequency
to
Voltage Converter Magnetic
Pickup
AC Sine Wave
Droop
No Load Speed - Full Load Speed

% Droop = X 100
Rated Speed
Definition of Isochronous
CONSTANT SPEED
No change in speed setting
with an change in load
ISOCHRONOUS
(ISO+CHRONOS = SAME +TIME)
Unstable Governor
Stable Governor ( Isoch )

- END OF PART THREE -

PART 4– SYNCHRONIZING BASICS
What is Synchronization?
Synchronization is the process of electrically

connecting additional generators to an existing
bus or on-line generators.
PART 4 – SYNCHRONIZING BASICS
 Why I need to synchronize ?
1. When capacity of existing system has been exceeded.

2. When enhanced reliability is to be considered.
( Multiple generating vs. single unit generating. )
3. When operating efficiency of generator sets is a valid concern.
The ability to add and remove generator sets as necessary.
4. When the economics of cogeneration and/or peak load
shaving is to be considered.
Factors to be consider:
1. Generator supply the proper power to the load

2. Power Transients are minimized.
3. System stability is maintained.

Five Conditions For Synchronizing
 For the two systems to be synchronized and connected in parallel,

five conditions must be considered:
 The number of phases in each system.
 The direction of rotation of the phases.
 The voltage amplitudes of the two systems.
 The frequencies of the two systems.
 The phase angle of the voltage of the two systems.

Generator
Breaker
A A
Generator B B Utility
C C
BUS
Generator
Breaker
A A
Generator B B Generator
C C
The number of phases - must be the same.


Rotation
A B
A B C
A B
A C B
C
Rota tion
Direction of rotation - must be the same.

Generator #1
Generator #2
Voltage amplitudes - should be the closely matched.

Bus Generator
Frequencies - should be closely matched.

Phase angle - must be closely matched.

 The first two conditions are determined when the equipment is

specified, installed, and wired.
 The synchronizer matches the remaining conditions (voltage,
frequency, and phase) before the paralleling breakers are
closed.
How Synch. Works?
Control Variables Load
Voltage
Frequency
Generator A Generator B
How Synch. Works?
GEN 1
IN PHASE
60 HZ
(1800 RPM)
GEN 2 60.1 HZ
(1803 RPM)
 Example :- GEN 2 is supplying load and is running at 60HZ (1800 RPM).
 GEN 1 is INCOMING, and the engine speed has been adjusted up slightly to almost
1803 RPM (for example 60.1 HZ).
 As there is a SMALL RELATIVE DIFFERENCE between speeds, the Synchronising
equipment should be indicating that the Generators are moving IN and OUT of phase
SLOWLY enough to ALLOW TIME to close the breaker.
How Synch. Works?
o
GEN 1 180 OUT OF PHASE
IN PHASE
60 HZ
GEN 2 60.1 HZ
 Consider above condition:-

 The Generator is IN PHASE, , but is now about to go OUT OF PHASE.
 What will happen if the circuit breaker is closed in the final condition above ?
How Synch. Works?
GEN 1
CRASHED
INTO180º
PHASE
GEN 2
 The Generator waveforms are 180º OUT OF PHASE with each other.
 As the breaker closes, GEN 1 will instantly try to reverse the rotation of GEN 2.
 This is IMPOSSIBLE, because of the inertia in the Engine/Generator moving parts.
 The Generators will be INSTANTLY ‘CRASHED’ into synchronism. .
 The transient forces created are both Electrically and Mechanically DESTRUCTIVE
 Electrical damage can occur to Diodes, Varistors, and Main Stator windings.
 Mechanical damage may also occur to Couplings, Bearings, and Shaft.
How Synch. Works?
GEN 1
IN PHASE
60 HZ
1800 RPM
GEN 2 60.1 HZ
1803 RPM
 Example 2 :- GEN 2 is supplying load and is running at 60HZ (1800 RPM).
 GEN 1 engine speed has been adjusted to almost 1803 RPM (60.1 HZ).
 The Generator waveforms are SLOWLY moving IN and OUT of phase.

 The Synchronising equipment indicates that the Generator are IN PHASE.
 The circuit breaker can be SAFELY closed in the above condition.
How Synch. Works?
Synchronising
GEN 1 AVR DROOP CT
Equipment
OK !
CB1 BUS-BAR
LOAD
GEN 2 AVR MCB
DROOP CT
CB2
 When the Synchronising equipment indicates that the incoming Generator (GEN 1) is
IN PHASE with the Bus-bar frequency, the circuit breaker can be safely closed.
 The INCOMING Generator should ALWAYS be slightly FASTER than the loaded
Generator. This ensure that the incoming Generator ALWAYS takes a small proportion of
load when the breaker is closed. This will prevent REVERSE POWER protection tripping.
 The Generators are now IN PARALLEL, the next step is LOAD SHARING.
How do I synchronized?
TYPES OF SYNCHRONIZING
1- Manual Synchronizing
- Low cost
- Operator controls the speed and voltage of the oncomming
generator and breaker closing
- Requires a disciplined operator with enough knowledge to avoid
damage to the machinery.
2- Manual with Permissive Relay ( Semi- Auto )

- Utilize a Sync- check or Sync- verification device
- The sync-check device is provided to back-up the operator’s
decision to close the generator breaker.
- The sync-check device only allows breaker closure to occur when
the phase angle, frequency and voltage are within predetermined
limits.
- The operator may even hold the breaker control switch closed until
the synch-check device permits the circuit breaker to close.
3- Fully Automatic Synchronizing

- The Synchronizer monitors frequency, voltage and phase angle
- Provides correction signal for voltage matching and frequency
matching.
- Provides breaker closing output contact.
SYNCHRONIZING METERINGS
- In order to initiate paralleling and to check proper operation, all
generators should be equipped with the following monitoring
devices.
- AC VOLTMETER
- AC AMMETER
- FREQUENCY METER
- KILOWATT METER
- POWER FACTOR METER
- SYNCHROSCOPE OR SET OF SYNCHRONIZING LAMPS
SYNCHRONIZING PROTECTIONS:
- REVERSE POWER RELAY

- OVER CURRENT RELAY
- UNDER/OVER FREQUENCY RELAY
- SYNCHRONIZING CHECK RELAY
- UNDER/OVER VOLTAGE RELAY
PARALLEL OPERATION PROBLEMS:
Immediately after closing the breaker, the following conditions may

occur:
1. A high Ammeter reading accompanied by large KW unbalance.
When this condition exist, the speed regulating system
( Governor ) is faulty.
2. A high Ammeter reading accompanied by a KVAR or power factor

unbalance but a constant KW. When this condition exist, the
voltage regulating system ( AVR ) is faulty.
- END OF PART FOUR -

PART 5 – LOADING SHARING CONTROL
1- INTRODUCTION
500
250 750
0 KW 1000
2. REACTIVE LOAD SHARING
REACTIVE (WATTLESS) CURRENT SHARING
The Brushless AVR controlled Generator has a natural linear voltage ‘DROOPING ’
characteristic from NO LOAD to FULL LOAD.
VOLTS
415V 0%
0.5%
1.0%
409V
0% 50% 100%
PERCENTAGE LOAD
 0.5% Voltage Regulation for AVR Types MX321, MA325, MA327

 1.0% Voltage Regulation for AVR Types MX341
 TO AUTOMATICALLY SHARE REACTIVE LOAD CURRENT, GENERATORS

MUST HAVE SIMILAR NO LOAD TO FULL LOAD VOLTAGE CHARACTERISTICS.
REACTIVE (WATTLESS) CURRENT SHARING
 The PARALLEL DROOP CIRCUIT, provides a signal which allows the AVR to
sense WATTLESS REACTIVE CURRENT, ( ZERO POWER FACTOR ).
VOLTS
415 V 0%
1.0% (SINGLE)
403 V 3.0%
0% 50% 100%
LOAD AT 0.8 POWER FACTOR
 At full load 0.8 power factor the voltage DROOP required (single running), is 3%.
 This is in addition to the normal (natural) voltage regulation of the AVR, and
allows the DROOP CIRCUIT to automatically control a % of the voltage.
 The DROOP SETTING is adjusted on the AVR DROOP CIRCUIT.
 A SHORTING SWITCH may be fitted across the DROOP CT for single running.
WHY IS DROOP IS REQUIRED FOR GENERATORS IN PARALLEL ?
GEN 1 SYNCHRONISING
AVR 1 403V EQUIPMENT
400V
CB1
CB1
BUS
0 LOAD
LOAD
403V
GEN 2 AVR 2 MCB
403V
406V
CB2
CB2
 EXAMPLE: Two similar 400V Generators are required to operate in parallel

 Generator 2 is incorrectly adjusted to 406V (at no load).
 GEN 2 is connected to the Bus by closing circuit breaker CB2
 GEN 1 is synchronised with GEN 2, and breaker CB1 is closed
 The resultant Bus-Bar Voltage will be approximately average of the two Generators.
WHY IS DROOP IS REQUIRED FOR GENERATORS IN PARALLEL ?
GEN 1 AVR
BUS-BAR
400V CB1
403 V
403V LOAD
GEN 2 AVR MCB
406V
CB2 CIRCULATING CURRENT
 GEN 1 EXCITATION SYSTEM is trying to PULL the voltage DOWN to 400 V.

 GEN 2 EXCITATION SYSTEM is trying to PUSH the voltage UP to 406 V.
 The RESULTANT VOLTAGE will be approximately. AVERAGE of the two Generators
 This ‘PRESSURE DIFFERENCE’ (VOLTS), forces CIRCULATING CURRENT into GEN 1.
 CIRCULATING CURRENT is WATTLESS, (POWER FACTOR 0).
PF
1 LEAD
GEN 1 AVR 1 DROOP CT LAG
BUS-BAR
CB1
403 V
LOAD
GEN 2 AVR 2 DROOP CT MCB
CB2
CIRCULATING CURRENT
PF
POWER 11
LEAD
LEAD
FACTOR
METERS LAG
 HIGH LAGGING CURRENT ( INDUCTIVE, power factor 0 ) is now flowing OUT of GEN 2.
 HIGH LEADING CURRENT ( CAPACITIVE, power factor 0 ) is now flowing INTO GEN 1.
 The DROOP CONTROL must REDUCE circulating current to ACCEPTABLE limits.
 The MAXIMUM acceptable limit for circulating current is normally 8 %.
PF
1 LEAD
GEN 1 AVR 1 DROOP CT LAG
BUS-BAR
CB1
403 V
LOAD
CB2
CIRCULATING CURRENT
PF
POWER 11
LEAD
LEAD
FACTOR
METERS LAG
 AVR 2 receives a signal proportional to the circulating current (LAGGING p.f)

which DROOPS (DECREASES), the Generator D.C EXCITATION VOLTAGE.
 AVR 1 receives a signal proportional to the circulating current (LEADING p.f),

which INCREASES the Generator D.C EXCITATION VOLTAGE.
PF
1 LEAD
GEN 1 VR 1 DROOP CT LAG
BUS-BAR
CB1
403 V
LOAD
LOAD
GEN 2 VR 2 DROOP CT MCB
CB2
LOAD CURRENT
PF
11
POWER LEAD
LEAD
FACTOR
METERS LAG
 When the MCB is closed, the DROOP CONTROL must also assist in SHARING the
REACTIVE, ( power factor 0 ), component of the LOAD CURRENT.
2. KILOWATT LOAD SHARING
kW
LEAD kWATT
METER
GEN 1
ENG AVR 1 DROOP CT
BUS-BAR
LOAD
ENG
ACTIVE CURRENT or kW
kW
LEAD kWATT
METER
 ACTIVE CURRENT is the kWATT component of the load, and is CONTROLLED and
SHARED by the PRIME MOVERS (ENGINES).
 The PRIME MOVERS (ENGINES), must have similar NO LOAD to FULL LOAD
GOVERNOR CHARACTERISTICS, in order to share the ACTIVE CURRENT.
ACTIVE CURRENT ( kWATT) LOAD SHARING
 1 HORSE POWER = 746 WATTS , ( OR 0.746 kWATTS .)
 HORSE POWER is the mechanical equivalent of kWATTS, (ELECTRICAL POWER).
 kWATTS = CURRENT X VOLTAGE X POWER FACTOR ( X 1.732 for 3 phase ).
 ACTIVE LOAD CURRENT SHARING, is controlled by the ENGINE GOVERNORS.
SPEED
1560 RPM 0%
1500 RPM 4.0%

0% 50% 100%
PERCENTAGE LOAD
 A MECHANICAL ENGINE GOVERNOR REQUIRES A MINIMUM OF 4% SPEED

DROOP IN ORDER TO SHARE THE ACTIVE CURRENT (KW), WHEN IN PARALLEL.
ENGINE 1/ 500 H.P
CB1 BUS-BAR
LOAD
ENGINE 2/ 500 H.P MCB
CB2
 EXAMPLE : Two Generator Sets are required to run in parallel, both sets have
equal size 500 H.P Engines, with mechanical ENGINE GOVERNORS.
 How will ENGINE 1 and 2 share the load AUTOMATICALLY, throughout all load
variations, from NO LOAD to FULL LOAD ?
1860 RPM
ENGINE 1 ENGINE 2
500 H.P 500 H.P
1800 RPM
4.0% SPEED DROOP
ENGINE
SPEED
0% 50% 100% 50% 0%

PERCENTAGE LOAD
 When BOTH Engines have similar GOVERNOR CHARACTERISTICS, they will share
the kW load in parallel, AUTOMATICALLY, from NO LOAD to FULL LOAD.
 When the engines have DIFFERENT governor characteristics, (as single running
engines), load sharing will become UNEQUAL as kW load is INCREASED.
 In above example ENGINE 2 is the STRONGER ENGINE
ENGINE 1/ 50 H.P
CB1 BUS-BAR
ENGINE 2/ 500 H.P LOAD

MCB
CB2
 EXAMPLE: Two different sizes of Generator Sets are required to run in parallel,
Set 1 has a 50 H.P ENGINE, set 2 has a 500 H.P ENGINE.
 How will ENGINE 1 know that it must take 10% of the total kW load,
AUTOMATICALLY, from NO LOAD to FULL LOAD ?
1860 RPM
ENGINE 1 ENGINE 2
50 H.P 500 H.P
1800 RPM
4.0% SPEED DROOP
ENGINE 37 kW 370 kW
SPEED
0% 50% 100% 50% 0%

PERCENTAGE LOAD
 When BOTH Engines have similar GOVERNOR CHARACTERISTICS, they will

PROPORTIONALLY share the kW load, AUTOMATICALLY, from NO LOAD to FULL LOAD.
 ENGINE 1 should AUTOMATICALLY take 10% of the load throughout all load changes.
WHAT IS REVERSE POWER ?

ENGINE 1, 50 H.P
REVERSE POWER.
CB1 BUS-BAR
GEN 1
MOTOR
ENGINE 2, 500 H.P LOAD

MCB
CB2
GEN 2 ACTIVE CURRENT
 Example : Engine 1 (50HP) develops a fault, which causes it to loose speed & power.
 What will happen if Engine 1 is running in parallel with Engine 2?
 Answer; Engine 2 will be supplying ALL OF THE LOAD CURRENT, and feeding back ACTIVE
CURRENT (kWATTS) INTO GEN 1.
 GEN 1 has now become a MOTOR, DRIVING ENGINE 1.
 This is REVERSE POWER, and can severely DAMAGE the ENGINES.

REVERSE
POWER
ENGINE 1, 50 H.P
PROTECTION
CB1 BUS-BAR
MOTOR
GEN 1
ENGINE 2, 500 H.P LOAD

MCB
CB2
GEN 2 ACTIVE CURRENT
 REVERSE POWER can occur :-

1. NO LOAD - following synchronisation, if the INCOMING Engine speed is lower than
the BUS BAR speed/frequency.
2. ON LOAD - if a FAULT occurs on one of the Engines, causing it to LOOSE POWER,
or if the Governor is INCORRECTLY ADJUSTED relative to the other Generators.
 The Generator should be DISCONNECTED from the system to avoid damage.
THIS IS ACHIEVED WITH REVERSE POWER PROTECTION
ISOCHRONOUS
GOVERNOR kW FEEDBACK
CB1 BUS-BAR
LOAD
ISOCHRONOUS
GOVERNOR kW FEEDBACK MCB
CB2
ACTIVE CURRENT
 How can kW Load sharing be achieved WITHOUT SPEED DROOP?, i.e., constant
speed from no load to full load?
 Answer : The Engines must be fitted with ISOCHRONOUS ELECTRONIC GOVERNORS.
 kW LOAD SHARING (kW), is achieved by GOVERNOR CONTROL from a kW feedback
signal, which automatically controls the kW LOAD SHARING.
ISOCHRONOUS LOAD SHARING
Summing Point
Speed Reference or
Desired Set - Point
Error Feedback
Output Output
To To
Other Inputs Actuator
(Load Sensor) Amplifier
(Synchronizer) PID
(Etc.)
Actual Speed

+
8v
Speed
4v Feedback
Potentiometer
2v
Hz / DC
Converter PID ACT.
SUMMING
MPU POINT
Flywheel K
R6
10
L DROOP
O + R1 R3 R5 ADJUST
LOAD SHARING
G1 A LINE VOLTAGE
D
-
S C
E
LOAD GAIN ADJUST
11
N 6V at 100% load
PT S
O LOAD GAIN
ADJUST R2 R4
R
CT PROP DC
VOLTS
OUT _ BALANCED
LOAD BRIDGE
CB

- utilize load sharing control modules
L L
G1 O O G2
A A
D D
- -
PT
S S PT
LOAD SHARING LINES
E E
N N
CT
S S
CT
O O
R R
CB CB
BUS
To Load
- END OF PART FIVE -

HTMT SYNCHRONIZING PANEL


NORMAL
POWER
SYSTEM OVERVIEW
T1
ATS-1 ATS-2 ATS-3
DSE
8660
ATS
START
CONTROL
MSC LINK
START SIGNAL
RS485
P1 P2 P3
HMI
DSE DSE DSE CONTROL STATION
8610 8610 8610
CT CT CT
SPEED SPEED SPEED

CONTROL CONTROL CONTROL
AVR AVR AVR
Gen.No.1 Gen.No.2 Gen.No.3

1000Kva 1000Kva 1000Kva
LOAD
DSE-8610
MSC ( LOADSHARING LINES)
ACB RS-485 ( SCADA COMMUNICATION)
CT
START/STOP
COOLANT SENSOR
OIL PRESSURE SENSOR

CAT PWM
CONTROL
VOLTAGE
REGULATOR
VR6

GENERATOR SYNCHRONIZING AND LOADING CONTROLLER
USE FOR MULTI- GENERATOR LOADSHARE SYSTEM
DESIGNED TO SYNCHRONIZED UP TO 32 GENERATORS


• MONITORS GENERATOR OPERATIONAL STATUS AND

FAULT CONDITIONS
• AUTOMATICALLY STARTING AND STOPPING THE

ENGINE ON LOAD DEMAND OR FAULT CONDITION
• SYSTEM ALARMS ANNUNCIATION ON LCD

DISPLAY,ILUMINATED LED AND AUDIBLE ALARM.

KEY FEATURES:
• COMPREHENSIVE LOADSHARE CAPABILITY

• 11 CONFIGURABLE INPUTS
• 8 CONFIGURABLE OUTPUTS
• VOLTAGE MEASUREMENT
• KW OVERLOAD ALARMS

KEY FEATURES:
• COMPREHENSIVE ELECTRICAL PROTECTION
- REVERSE /REDUCE POWER
- UNDER/OVER VOLTAGE
- UNDER/OVER FREQUENCY
- OVER CURRENT
- LOAD UNBALANCE
- LOSS OF EXCITATION
- EARTH FAULT
- ROCOF & VECTOR SHIFT
- PHASE SEQUENCE
- FAIL TO PARALLEL

KEY FEATURES:
• COMPREHENSIVE ENGINE PROTECTION

- ENGINE OVERSPEED
- LOW OIL PRESSURE
- HIGH ENGINE TEMPERATURE
- FAIL TO START/OVER CRANK
- BATTERY CHARGE FAIL
- BATTERY UNDER/OVER VOLTAGE
- LOSS OF SPEED SENSING (MPU)

KEY FEATURES:
• RS232 & RS485 REMOTE COMMUNICATION

• MODBUS RTU
• PLC FUNCTIONALITY
• MULTI EVENT EXERCISE TIMER
• AUTOMATIC START/MANUAL START
• AUDIBLE ALARM
• REDUCE FILE TRANSFER TIME

KEY LOAD SHARE FEATURES:
• SEQUENTIAL SET START

• MANUAL VOLTAGE & FREQ. ADJUSTMENT
• GENERATOR LOAD DEMAND
• AUTOMATIC HOURS RUN BALANCING
• DEAD BUS SENSING
• BUS FAILURE DETECTION
• DIRECT GOVERNOR and AVR CONTROL
• VOLTS and FREQUENCY MATCHING
• KW and KVAR LOAD SHARING

KEY LOAD SHARE FEATURES:
• FIXED and FLEXIBLE LED INDICATORS

• EVENT LOGS ( 250 )
• FAULT CONDITION NOTIFICATION TO A
DESIGNATED PC.
• PROTECTED FRONT PANEL PROGRAMMING
• SMS ALERT MESSAGING

KEY BENIFITS:
• RS232 & RS485 CAN BE USED AT THE SAME TIME.

• DSENET CONNECTION FOR SYSTEM EXPANSION
• PLC FUNCTIONALITY
• AUTO VOLTAGE SENSING
• FIVE STEP DUMMY LOAD SUPPORT
• FIVE STEP LOAD SHEDDING SUPPORT
• HIGH NUMBER OF INPUTS and OUTPUTS
• DATA LOGGING AND TRENDING

SPECIFICATION :
• DC SUPPLY= 9V TO 35 V Continuous
• MAXIMUM OPERATING CURRENT
400mA at 12v; 245 Ma at 24V
• MAXIMUM STAND-BY CURRENT
375mA at 12V; 200mA at 24V
• OUTPUT A (FUEL RELAY ) = 15 ADC
• OUTPUT B ( STARTER RELAY ) = 15 ADC
• OUTPUT C & D = 8A AC at 250VAC, volt free
• OUTPUT E,F,G = 2A DC at supply voltage

SPECIFICATION :
• GENERATOR & BUS VOLTAGE RANGE

• 15 V to 333V – Line/ Nuetral
• FREQUENCY RANGE= 3.5Hz TO 75hZ.
• MAGNETIC PICK-UP
• VOLTAGE = +/- 0.5V to 70 V
• FREQUENCY = 10,000 Hz max

SPECIAL FEATURES :
DATA LOGGING
•The DSE data logging pages show information depending on
the configuration in the module.
•Capability to add USB Host facility for USB ‘Pendrive’ type

interface for data recording
•For data logging data size:

Module default memory allocation size – 2Mb
External USB Flash Drive –16Gb

COMPONENTS LAY-OUT
LINE VOLTAGE
STATUS
LOAD SHARING
MODULE
BREAKER OFF BREAKER

LAMP CLOSE LAMP
EMERGENCY STOP
BUTTON

DSE-8610
DISPLAY ANNUNCIATOR
NAVIGATION
BUTTONS
BREAKER
BREAKER
CLOSE BUTTON
OPEN BUTTON
ENGINE START
ENGINE STOP
BUTTON
BUTTON
FAULT RESET
MANUAL MODE BUTTON
BUTTON
ENGINE PRIORITY AUTO MODE
BUTTON BUTTON

COMPONENTS LAY-OUT
GENERATOR #1 PANEL
BREAKER CLOSE BREAKER CLOSE

CONTACTOR CONTACTOR
BUS VOLTAGE MCB

RUN RELAY (LOCATION @ G1 Panel)
AUX. (RRX)

COMPONENTS LAY-OUT
GENERATOR #2 PANEL

CONTACTOR CONTACTOR
BUS VOLTAGE
RUN RELAY TERMINAL STRIP
AUX. (RRX)

COMPONENTS LAY-OUT
GENERATOR #3 PANEL

CONTACTOR CONTACTOR
BUS VOLTAGE
RUN RELAY TERMINAL STRIP
AUX. (RRX)

COMPONENTS LAY-OUT
GENERATOR
VOLTAGE MCB
GENERATOR
VOLTAGE MCB 24VDC MCB
CONTROL
RELAYS 24VDC
GENERATOR
P.T. 480/120V
TERMINAL
BLOCK
SYNCHRONIZING CONTROL COMPONENTS


FUNCTIONAL DESRIPTION
RUN RELAY (RR)
 4 pole, 10 amps, 24VDC relay, IDEC IZUMI, RH4B
 Energize when DSE-8610 is started.
 Supply generator line voltage to the DSE controller
RUN SLAVE RELAY (RRX)

 2pole, 10 amps, 24VDC relay, IDEC IZUMI, RH2B
 Energize with the RUN relay.
 Provide start signal to the Generator set
BREAKER CLOSE RELAY (BCR)

 Energize to close generator breaker.
BREAKER OPEN RELAY (BOR)

 Energize to close generator breaker.

FUNCTIONAL DESRIPTION
EMERGENCY STOP SLAVE RELAY (5EF)

 Energize when ESPB is pressed.
 Provide emergency stop signal to the Generator set
ENGINE FAULT RELAY (EFR)

 Energize on fault of generator set.
 If activated, will trip open generator breaker.
REMOTE START SLAVE RELAY (RSR)

 Energize when start signal from ATS is close.
 If activated, will start the generator set.
AC INPUT CONTROL WIRINGS
ACB
R R
GEN. S S BUS
T T
RRX
RR
+24V TO ENGINE
RRX REMOTE
RR
START
OV
ACB
R R
GEN. S S BUS
T T
MCH CC ST 3Y
3X
+24V
3X 3Y
OV
OV
ESPB
5EF
I.C.
EFR
52a
5EF
TO MGS
EMER.
STOP
BUTTON
86H
TO
REMOTE
FAULT
INDICATOR
VOLTAGE AND SPEED BIAS CONTROL WIRINGS
VOLTAGE PWM
REGULATOR SPEED
VR6 CONTROL
SETTING UP FOR AUTOMATIC OPERATION:
1- GENERATOR SIDE.
SET ENGINE CONTROLLER TO AUTO MODE.

2- SYNCHRONIZING PANEL SIDE.
PRESS
AUTO MODE BUTTON
2- SYNCHRONIZING PANEL SIDE.
PRESS BUTTON FOR

ENGINE LEAD PRIORITY
BASIC TROUBLE CHECKING GUIDE

1. GENERATOR FAIL TO START:
1.1- Generator Controller not in auto- Select to Auto mode.
1.2- Run Relay (RR) faulty- Replace as needed.
1.3- Engine Starting System Faulty- refer to Engine checking guide
2. GENERATOR FAIL TO PARALLEL:

1.1- Faulty Air Circuit Breaker not working.
- Check if Charging mechanism is functional.
- Check UVT is energized. Replace if needed.
- Check Closing Coil if functional. Replace if needed.
1.2- Breaker Closing Relay (BCR) faulty- Replace as needed.
1.3- 8610 not controlling Voltage control.
- Check shielded wiring connections to SX440 AVR.
- AVR not responding to voltage bias- replace AVR as needed.
1.3- 8610 not controlling Speed control.
- Check shielded wiring connections to speed control.
- EFC not responding to speed bias- replace as needed.

3. GENERATOR DONOT TAKE LOAD AS REQUIRED:
1.1- Genset faulty. Refer to Engine trouble shooting guide
1.2- 8610 not controlling speed bias and voltage bias.
1.3- 8610 faulty. Replace as needed.
4. GENERATOR SPEED, VOLTAGE and LOAD NOT STABLE (HUNTING):

1.1- Speed regulating system faulty.
- Check speed control. Replace if needed
- Actuator sticky or with binding. Repair as needed.
- 8610 not controlling speed. Check 8610, replace as needed.
- Check engine side ( fuel system, filters, air intake, etc.)
1.2- Voltage regulating system faulty.
- Check Voltage regulator. Replace if needed.
- 8610 not controlling AVR. Check 8610, replace as needed.
IF SYMPTOM STILL EXIST:
PLEASE CONTACT
TEL/FAX: (02) 696-7779

TEL. # : (02) 645-3382
CP: 0916-403-0359
END OF PRESENTATION
THANK YOU
FOR YOUR ATTENTION

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FROBEL INDUSTRIAL CONTROL SYSTEM, INC.

FIRST POWER GENERATION

PRESENT MODERN POWER GENERATION

Diesel Generator Set Steam Turbine Generator Set

Diesel Generator Set

PRIME MOVER + ALTERNATOR = GENERATOR SET

WHAT IS A PRIME MOVER?

EXAMPLES OF PRIME MOVERS:

1) INTERNAL COMBUSTION ENGINE

INTERNAL COMBUSTION ENGINE

Piston travels upward to compressed air into

Cooling System Radiator cap

AIR INTAKE SYSTEM

Cylinder liners Oil cooler

Primary Chock Transfer Secondary Bleeder

file: CATCARE-S’pr e-Oct2000

Exhaust AIR INLET AND EXHAUST SYSTEM

ENGINE STARTING SYSTEM

ENGINE PROTECTION SYSTEM

1- LOW LUBRICATING OIL PRESSURE.

GENERATOR PREVENTIVE MAINTENANCE

A good inspection combines daily, do-it-yourself types of

With a regular inspection program, you’ll be able to:

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

BATTERY What to check??

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

GENERATOR PREVENTIVE MAINTENANCE

Walk Around Inspection

GENERATOR PREVENTIVE MAINTENANCE

 Perform daily PMS checks.

GENERATOR PREVENTIVE MAINTENANCE

 Perform monthly PMS checks.

 Perform quarterly PMS checks.

GENERATOR PREVENTIVE MAINTENANCE

GENERATOR PREVENTIVE MAINTENANCE

2. ENGINE RPM NOT STABLE:

3. NO VOLTAGE OR LOW VOLTAGE OUTPUT:

GENERATOR PREVENTIVE MAINTENANCE

4. ENGINE WHITE SMOKE

4. ENGINE BLUE SMOKE

GENERATOR UNIT PARTS:

HOW IS VOLTAGE GENERATED

In 1831, Michael Faraday discovered that when an electrical conductor

HOW IS VOLTAGE GENERATED

The magnitude of the induced voltage is directly proportional to the