CHAPTER FOURTEEN AC PLANT & ENGINE ALTERNATORS- OPERATION & MAINTENANCE Introduction An air-conditioning system which enables the

conditions inside to be maintained can be explained as a series of cycles:1. The Refrigeration Cycle. 2. The Air cycle. 3. The cooling water cycle. The Refrigeration Cycle For all compression type mechanical refrigeration systems, the refrigeration cycle consists of four processes i.e. 1. Heat gain by the refrigerant in the evaporator 2. Pressure rise in the compressor 3. Heat loss in the condenser 4. Pressure loss in the expansion valve. Compression process, that is the pressure rise is accomplished at the expense of energy added to the compressor in the form of shaft work. The expansion, i.e. pressure loss is allowed to occur adiabatically (with no loss or gain, of heat) in the expansion valve where the energy released by the expanding refrigerant is not utilised for doing any external work but causes evaporation of a portion of liquid. Basically in a refrigeration cycle the heat transfer process does not involve any work and the pressure change processes do not involve any heat transfer. The four processes of refrigeration cycle can be explained in the four steps -Thermodynamic processes. 1. Evaporation Liquid refrigerant at low pressure absorbs heat from the space or room to be cooled and evaporates in the evaporator or cooling coil.

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2. Compression The refrigerant vapor drawn from the evaporator is compressed in a compressor consisting of a piston and cylinder. The saturated refrigerant vapor is super heated and its boiling point is raised due to increased pressure. 3. Condensation The super heated high-pressure vapor rejects its super heat in the condensing medium (water) and condenses into liquid. 4. Expansion The high pressure liquid refrigerant from the condenser in passing through the expansion valve is reduced to low pressure and temperature. The expansion valve is a combined pressure reducing and monitoring device. Air Cycle (Ref. Fig. 2) The air handling unit comprises of a chamber for mixing the fresh outside air drawn through electronic air Filters with the return air from conditioned room. This chamber is also referred to as weather-maker room. The mixture of fresh air and return air is then passed through the mechanical air filters for eliminating the large size dust particles if present in the return air. The pre-heaters also called as strip heaters are generally switched on it winter season. Spray humidifiers are provided for humidifying the air as per the instructions from sensing device and by pass damper actuated by the damper motor as per the instructions from sensing device Thermostat. The air further is passed over the cooling coil (evaporator which is cooling-cumdehumidifying equipment) where transfer of heat takes place. Spray eliminators are provided to arrest the water drops. The re-heaters a set of electrical or warm water heaters are provided for monsoon heating. Air stat is located near the reheated and senses the temperature of reheated and helps in avoiding the fire risks. The air circulating fan (Blower) is located in blower room driven by the fan motor. The blower draws the air over the evaporator or cooling coils and pushes it to the Air conditioned switch room through supply ducts. The air further comes back to weather maker room and air cycle is repeated. Humidistat and thermostat are located in the weather maker room.

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Water Cycle Water is used as cooling medium in the condenser in preference to air, because at a given temperature, the heat capacity of water is about 3,500 times more than air. Only in very small systems, air cooling is resorted to in condensers. Water can be cooled in many ways:a) by bringing air and water together indirectly as is done in automobile radiator; b) by evaporative cooling, as in a cooling pond, spray pond or cooling tower. In evaporative cooling, the water can be cooled below the atmospheric dry bulb temperature, whereas in radiator cooling, the water cannot be cooled below the dry bulb temperature. Since the cooling effect is more with evaporative cooling, a smaller amount of circulating water is sufficient. Of all cooling arrangements, the cooling tower is the one mostly used in air-conditioning & refrigeration plants. In a typical cooling tower system, the water from the sump flows to the centrifugal pump by gravity. The pump forces the water through the condenser, where it picks up heat from the condensing refrigerant. Warm water from the condenser goes to the spray nozzles in the tower. As the sprays fall down, the water comes in contact with the air flowing across. Part of the water evaporates and causes cooling. As there is continuous evaporation of water, the loss is made good by means of a make-up connection controlled by a float valve, from the city water supply or an overhead tank. A quick fill connection is also given, so that it can be used for filling the cooling tower tank quickly whenever required. An overflow (bleeder) connection is provided so that a small quantity of water is continuously drained out to keep the water fresh and clean and to reduce formation of scales in the water piping. Drain connections is given for draining the water for the purpose of cleaning or shutting down the system for a long time. A strainer is provided at the entrance of the suction pipe in the cooling tower, so that extraneous matter will not get into the pipe and interfere with its working. Under certain conditions, it becomes necessary that a small portion of the cooled water is not allowed to flow through the condenser but goes directly back to the cooling tower. For this purpose, a valve is provided between the inlet and outlet connections of the condenser to enable a portion of the cooled water to bypass the condenser. It is seen that water is circulated in the condenser, so that the refrigerant may be condensed to a liquid at high pressure. Where an enormous quantity of cold water is readily available, there is no need to recover the water and reuse it. But in towns and cities, water is too valuable to be used in such an extravagant manner. The warm water leaving the condenser will have to be cooled and re-used. RTTC NAGPUR Page 104 of 161

Chilled water (indirect) system

In this plant chilled water cycle is additional to that of the three cycles provided in direct A/C plants. In this system, the heat inside the air conditioned space is picked up by cold supply air, which gets heated up and this warm return air gives up its heat to the chilled water in the dehumidifier (cooling coil) after passing over the preheater and mechanical filter. In chilled water system, heat picked up by the chilled water is given up to the refrigerant at the chiller. Refrigerant vapor gets compressed in the compressor and gives up the heat at the condenser to the water, which is taken to the cooling tower and given up in the atmosphere. Thus by a series of heat transfer process, both the heat entering the conditioned space and the heat produced inside it are given back to the outside atmosphere. In chilled water plant, the boiling refrigerant is not used to extract heat directly from the air. It is used for chilling water to a low temperature and this chilled water is circulated through the cooling coil, where it picks up heat from the air passing over its surface and comes back to the chiller to be chilled again. A separate pump set is used for circulating this chilled water. This is known as the chilled water system or indirect system because heat is first removed by chilled water. Where as in direct system the heat is directly picked up from return air and given up at cooling tower.

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AIR CONDITIONING 1. Introduction: -

With the advancement of science and technology, specially the electronics equipments, the Air Conditioning has become a day-to-day need. Besides the industrial need, the Air conditioning is used for human comforts. Even in the household it serves the people in the form a refrigerator, deep fridger, so, its need is felt from household to the office, work place, industries, shops etc. Presently every individual has to have some knowledge of Air Conditioning to meet his day-to-day need. This booklet includes giving the reader the most basic knowledge of Air conditioning and refrigeration. 2. Objective: The objective of this booklet is to give the knowledge which will make a person capable to attend the minor defects arising out of day to day working and to carry out the preventive maintenance of the Air-cooled Air Conditioning system or units. 3. Terminologies: Air conditioning engineering required some technical terms to be frequently used. These terms are described below. 1.1. Air Conditioning

This word is more or less known to everybody. To general masses it appears to be a system of activities, which keep the temperature of a desired place within certain limits. However its utility varies from place to place. For example, whatever is suitable for human comforts may not be suitable for cold storage. For telephone exchange building the meaning of Air Conditioning is different from others. The Air conditioning is provided for the exchange to cater the following needs.
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a) To maintain the temperature As per the latest instruction of the B.S.N.L the temperature in the switch room of an electronics exchange is to be kept 23 0 30C. It means that the switch room temperature should be maintained between 20 0C to 260C within the range of temperature the telecom equipment would maintain its own properties without any adverse effect. So if the temperature range in the switch room is maintained within the above-specified limits there will be no adverse effect on the functioning. So if the thermostat of the A.C unit is set at following range th e specified
status of temperature can satisfactorily be maintained. Setting of the thermostat:

I. Cutout temperature: 230C II. Cut in temperature: 250C The temperature difference of cut in and cut out settings is called differential. It is adjusted by a screw provided in the thermostat itself.
b) To maintain humidity:

As per the latest practice in the department the relative humidity in the switch room to be maintain at 45% 15 %. Means the switch room relative humidity range is to be 30% to 60%. The relative humidity in the switch room is controlled by apparatus dew point temperature. It is well known fact that cooling coil or the evaporator does two functions. One is removal of heat by absorbing heat from the air conditioned area and other function is to remove moisture by condensing it into water droplets. The former one is sensible cooling and the later one is latent cooling. The total cooling of the evaporator remains same. Only the division between these two functions can be adjusted by regulating the apparatus dew point temperature.

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Example 1
Switch room temperature is maintained 740F Relative humidity to be maintained 450% The apparatus dew point is to be set at 51 0F
c) Dust Level:

The A.C units supply cold air to the specified space required for cooling. This air is available to the evaporator as return air from that space, some times fresh air and leakage in the package room. The mixed air contains a lot of dust particles, which are harmful for the telecom equipments. So it is desired that the air supplied after cooling is free from dust particles. Absolute cleaning of air is not possible. However cleaning is done to reduce the quantum of dust particles in the supply air. Two types of filters are used for cleaning the air to be supplied to the air conditioned area. The coarse filter is provided in the return air path to filter out the dust particles of larger size. So its efficiency is referred as 90% down to 20 microns. It means the filter will block 90% of the dust particles having the diameter of 20 microns. The fine filters, filters out the dust particles of 5 microns having the efficiency of 99.9%. d) Fresh Air: Many times the air conditioned space is also utilized for human occupancy. The human being requires oxygen for his breathing. So fresh air is supplied to the air conditioned space to provide sufficient oxygen for human occupancy. The fresh air is taken from outside, from a place which has high oxygen content. The fresh air contains higher quantum of heat, moisture and dust particles. So the fresh air is provided with coarse and fine filters. As per the latest circular of the department the quantum of fresh air to be supplied is half air change per hour. However the capacity of the fresh air fan should be one air change per hour.

Example: The volume of the room, say 18000cu.ft.(510 cu.mtr.) Per hour half of this volume is to be replaced by fresh air fan i.e. 9000 cu.Ft. (205 cu. Mtr).

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So, per minute it is to remove =

9000 = 150cu. ft. 60

and capacity of the fan should be = 150 x 2 = 300 cfm. (8.5 cu.mtr per minute). e) To provide Air movement :

The air conditioners for telephone exchange are different from other buildings. Here heat is continuously generated in the telecom racks (suite). The quick dissipation of heat from the components is the basic need of air conditioning of exchange building. So sufficient air velocity must be available to the racks for quick transfer of heat from the heat generating components. So A.C system provided in the exchange must be capable of supplying enough air with sufficient velocity to each rack. f) To remove bad odour :

Positive pressure is maintained in the air conditioned area especially in the switch room the air conditioned area is kept closed to avoid leakage of cold air in case of positive pressure or infiltration of hot air in case of negative pressure in the air conditioned space. Abnormally positive pressure is maintained as continuous leakage exists. Since the air conditioned area remains normally closed bad odour in the air may occur. The continuous leakage and supply of fresh air helps to reduce the bad odour of stagnated air of the air conditioned space.

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TYPE OF THE A.C. UNITS USED IN THE BHARAT SANCHAR NIGAM LIMITED INTRODUCTION :There are various types of Air Conditioning systems and units are being used through out the work. Keeping in view the present needs and situations a few types of these units have been adopted by the Bharat Sanchar Nigam Limited for their use in the Telephone Buildings.

OBJECTIVE :In this lesson the discussion will be done regarding the types of the A.C units being used in the telephone exchange buildings, so that the trainees will be able to select them as per requirement of the buildings. Now a days the Department is installing electronic exchanges which require constant air conditioning to maintain the desired temperature. These exchanges are generally housed in small buildings. So, following types of Air Conditioning units are found to be more suitable. These units are air cooled condenser type. 1) Window Unit. 2) Split Unit 3) Package Unit. 1) WINDOW UNIT : It is compact unit having air cooled condenser. The design of this unit has been done such a way that it can easily be installed or fitted in a window or a small hole made in the wall where sufficient atmospheric air is available for cooling of the condenser. That is why this unit is called Window unit. It is comprising of the following major parts a) b) c) d) RTTC NAGPUR Compressor Condenser Capillary Evaporator Page 110 of 161

e) f)

Blower motor

Electrical controls All these components are fitted on a single bed plate. This unit has a constant flow liquid. This unit is made from 0.5 TR to 2 TR capacities. Mostly 1.5 TR windows A.C. are used in Telecom Department. It is compact unit, easy to maintain and install. This unit is factory charged and sealed. It has some disadvantages also. It is operated on single phase A.C. supply. As such it can not sustain voltage fluctuations due its poor power factor. It does have humidity control. Since it required big opening in the wall, causes leakage and infiltration of outside dust particles. This unit is used where small air conditioning load is prevailing, such as small exchanges administrative offices etc. it can reduce the humidity by sweating moisture, but can not increase the relative humidity. 2. SPLIT UNIT It is also just like window unit. It is operated on single phase A.C. supply and having the similar components of window unit. The major difference of this unit from that of window unit is that compressor and condenser is put together on a bed place and installed outside of the building. The evaporator unit is made compact and can be installed at any place of the building. The compressor condenser unit is connected with the evaporator unit through two number of refrigerant pipes and control cables. It means we have splitted the window A.C unit in two portions. It has the advantage of the window A.C. unit that it does not require any window for the installation, merely a small hole is required to draw the refrigerant pipes and cables. It decreases the infiltrations of outside air into the room. Other characteristics of this unit are more or less same to those of window unit. It has some disadvantages over the window unit. a. b. c. Length of refrigerant pipe is more increasing the cost and decreasing the efficiency and effecting the performance of the unit. It requires separate platform for installation of the condenser compressor unit. More maintenance cost than that of Window unit. The evaporator of split unit is very handy and compact and can be installed in horizontal and vertical positions. It is generally available in 3 TR.

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3.

PACKAGE UNIT

The design of this unit is slightly different from that of window unit or split unit. It comprises of the following components :i) Compressor ii) Condenser iii) Expansion valve iv) Evaporator v) Controls From the name it appears that all the items are packed in a single cabinet, but actually it is not like that, it is a split unit system. All these items are divided into two sections comprising compressor and evaporator I/c controls, is installed indoor. Like split A.C. unit both these sections are connected by the refrigerant pipes and cables. The package A.C system can be provided with additional control system, such as :- Humidity control, fine filters, fire dampers etc. the package unit has thermostatic expansion valve with external equalizer which is capable of controlling the flow of liquid as per the load requirement with the help of the feller bulb clamped at the end of the evaporator. The package A.C unit is available in the market in various capacities. However, in B.S.N.L, we are using 5 TR, 7 TR and 10 TR. The 5 TR units are generally used in small exchanges ,7 TR and 10 TR units are used in bigger exchanges with plenum, fine filters and ducting system. The packages units are having 3 phase A.C motors which can sustain more voltages fluctuations and better starting torque than single phase compressors used in window A.C and split A.C unit. For heavy duty purpose the package units are more suitable.

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FACTORS AFFECTING AIR CONDITIONING LOAD Air Conditioning is provided to maintain the temperature, humidity, and dust level, proper air circulation. Regular operations of the air conditioning system is required to maintain the above parameters. Why regular operation is required. Once it is cooled, it should remain cold. Since outside temperature is higher and causes changes inside the room. Heat is gained in room through various mediums. Following factors are responsible for quantum of heat gain.
1. Orientation and location of the building. 2. Type of the construction, materials, windows and doors. 3. size of the room. 4. occupancy. 5. light. 6. telecom equipment etc. 7. heat gain through delivery and return duct. 8. fresh air. 1. TYPE OF THE CONSTRUCTION, WINDOWS AND DOORS : we know that the intensity of Sunrays is on peak between 14.00 to 16.00 hours in day time when the Sun remains in the western sky. We also know that the latitude also influences the intensity of Sun rays. I.e.. heat gain. So, before commencement of heat load calculation we will have to mark the orientation on the working drawing of the space to be air conditioned. 2. TYPE OF THE CONSTRUCTION, WINDOWS AND DOORS : Type of building also affects the heat gain. Different materials have different co-efficient of heat gain. 3. SIZE OF THE ROOM : If the room is big, there will be more heat gain and vice-versa.

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4.

OCCUPANCY : In every Air Conditioned space there must be some persons who carry

out the necessary work. Human body maintains a temperature 98.4 0 F which is much higher than the temperature of the room. So, there will be transfer of heat from the human body to the air of the room. Generally it is taken as 240 BTU/person/Hour, this is sensible heat. In the similar way in breathing every person expels moisture. It adds latent heat which is taken as 310 BTU/person/Hour. 5. LIGHT : Light adds reasonable quantity of heat load. The total wattage consumed by the light fitting/bulb is considered as heat load to the room. Now a days fluorescent fitting is provided. Generally one number 4 (feet) tube consumes nearly 50 watts. 6. TELECOM EQUIPMENTS : In B.S.N.L, in the switch room only Telecom Equipments are provided with the computers etc. The heat load of the Telecom Equipments is to be taken from D.O.T. circular No. 3-1/Director/EW/97 dated 17.7.97 (Guidelines for Optimization of sub Station Capacities). 7. HEAT GAIN THROUGH DELIVERY & RETURN DUCT : Whenever the cold air passes through the duct it absorbs heat from outside air due to temperature difference. The heat gain through delivery duct is taken as 12.5 %, whereas heat gain in the return duct is taken as 5% of the total heat.

8.

FRESH AIR :

In a switch room fresh air is required to replenish the oxygen content for occupancy. So, fresh air is taken from out side. It contains moisture as well as high temperature. Means fresh air adds Latent heat and Sensible heat to the switch room.

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Installation of package A.C units (Air Cooled)

Purpose :- Now a days every Telephone Exchange requires Air Conditioning. The modern Telephone Exchanges install the Electronics Equipments. So, the installation of package A.C. units is one of the most important activities pertaining to the electrical wing. Objective :- After discussion of this the trainees will be able to install the package A.C units in a proper &correct method, so that during their use there will be minimum complaints. 4.1 Co-ordination :The installation of package A.C. system in any building required utmost caution and coordination from the very beginning of the construction of the building/Exchange. After obtaining the working drawing the JTO(E)has to study the schedule of Accommodation thoroughly, specially the package room and the rooms which are to be air conditioned. During construction of the building following openings are to be made either in the walls or in the floors. a) b) c) d) e) f) Opening for the delivery duct. Opening for the return air duct/boxing. Opening for fresh air fan in the package room wall. Opening for refrigerant pipes and condenser cables. Opening for main cable entry. Opening for supply water pipe for humidification package unit and drainage pipe for condensed water. 4.1.1 Opening for delivery duct :If the duct drawing is available with the junior engineer, the opening is to be made as per that duct drawing. The openings are required in the package room, switch room or in any other room where A.C. ducts are to be provided. If approved duct drawing is not available with the JTO(E), the size of the opening is to be decided on the basis of permissible air to be delivered by the duct is to be known, and the number of package A.C. units i.e. their capacities are to be calculated. As for example if two number of 7 TR capacity of package are kept as

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main and one number package A.C. is kept as standby, the approximate quantity of air to be handled by the main duct will be = 2 x 7 x 500 (500 CFM has been considered per TR) = 7000 cm. Now velocity of air to be delivered through the main duct is to be decided as per the recommended chart for duct design. As per this chart the maximum permissible velocity of air through main delivery duct is 500 meters per minute. Let us take 400 mtrs (1312 feet) per minute for this job. Now the cross section of the main duct will be 7000/1312 = 5.34 Sq.feet. the opening of the wall should be slightly more than the cross section of the duct, the opening may be 6 sq. feet (2 feet x 3 feet). In the same manner the opening for other branch duct etc. can be calculated. 4.1.2 Opening of return air duct/boxing : In the same method as specified above the opening for return air duct or boxing can be calculated. 4.1.3 Opening for fresh air fan :Opening for the fresh air fan is kept in the package room. Generally the size of the fresh air fan ducting is 600mmx600mm. So the opening can be made as 610mmx610mm allowing the frame work for fixing the duct. The location of the fresh air fan should be such that the fresh air should not directly hit the delivery duct. 4.1.4 Opening for refrigerant pipes & condenser cables :This opening is also to be kept in the package room and the rooms through which the pipes are to be laid. This opening varies on the basis of number of package A.C. units. More the number, the opening should be more. For each package A.C. two pipes and one cable for condenser are to be laid. However for 4 Nos. package A.C. units the opening of 150 mm x 600 mm will be enough to accommodate 8 Nos. refrigerant pipes and 4 Nos. cables. The more the number of package unit more will be size of the opening. 4.1.5. Opening for main cable entry :Generally 3 Nos. cables are drawn from the sub station to the package room. The opening of size 150 mm x 300 mm will be sufficient. However, in place of

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that 3 Nos. holes of size 500 mm dia can be made in the floor or in the wall as per site requirement. It should be near to the main control panel. 4.1.6 Opening for supply water pipe : The opening for supply water pipe can be decided after consultation with the civil engineering staff. The water supply can be taken from the nearest bath room or from the overhead tank. However, an opening of size 25 mm will be sufficient to provide 19 mm dia G.I. pipe for supplying of water for the humidification package. 4.1.7 Opening for drain water pipe :This opening is required to provide G.I. pipe to drain out the sweating water of the evaporator and over flow water from the humidification package unit. Generally 40mm dia. G.I pipe is provided for this purpose a hole of size 50 mm will be sufficient. The location should be to such a place so that water can be discharged either to the nearest bath room or the outside drain. 4.2.1 Receipt of Material & Inspection : After award of work, the materials and equipments will be received by the Department specially, the package A.C. Units and condensers and the agency will ask for payments. As soon as the equipment reaches at site these are to be checked as per the technical specification mentioned in the agreement. Specially the motors, compressors etc. & their make, model No. etc. If any deviation in specification and the material/equipments supplied is found, the matter is to be reported to the senior authority. The equipment are also to be checked physically for the damages if any damage caused during the transportation, loading and unloading. If any damages are there, the details of the damages are to be intimated to the agency and to the senior authority for further necessary action at their end. Damages of the condenser and evaporator fins reduce the efficiency of the unit. So the agency is to be asked to make the same good. If the damages are found to be heavy, the agency should be asked to replace the item i.e. condenser or evaporator.

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4.3.1 Adherence to the specifications : Before commencing the installation, the specification, package room layout plan and duct layout plan are to be thoroughly studied and match them with site condition. If there is any kind of difference, the matter is to be put to the higher authority. Materials brought at site by the contractor are to be checked as per specification of the agreement. 4.4 Location of the condenser : Location of the condenser is to be decided as early as possible. While deciding the location following points are to be considered. (a) (b) (c) (d) Condenser is to be placed as near as possible to the package A.C. unit, so that the length of the refrigerant pipe is less. Sufficient fresh air should be available for cooling. There should not be any obstruction to flow of discharge air from the condenser or there should not be any short cycling of discharged air. Orientation should be considered. Fine or tubes of the condenser should not be exposed to direct sun rays. 4.5 Foundation :Foundation for the following items are to be made as per agreement. a) b) c) Package unit Control panel Condenser

4.6

Placement of the Equipment : Before placing the equipment of foundation, JTO should be satisfied

about the finishing of the foundation. Then ant vibration mountings are to be placed, specially for package units. 4.7 Ducting : Generally G.I. sheets are brought at site and fabrication is done at site. So following checks are to be conducted specially besides the specifications.

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a) b) c) d) e)

Thickness as per aspect ratio. Tie rods are to be provided from the ceiling. Measurement of ducts before hanging. Cross breaking are to be provided on the sheet to increase the strength. Neoprene insulation is to be provided while making joints of two section of the duct.

4.8 a) b) c)

Refrigerant piping :Refrigerant piping from the package unit to the condenser are to be laid on angle iron frame work. Fixing of clamp should be done after wrapping that portion of the pipe with felt. The route of the pipe should be decided in such a way so that the number of bends are minimum.

4.9 a) b) c)

Brazing :brazing should be done with good quality of material and flux. If possible 3% silver rod may be used. Acid should not be used at all as flux. Before brazing surfaces of the pipes are to be cleaned.

4.10 a) b) c) d)

Cabling :Cable should be laid on cable tray. Two nos. loop earthing for each package unit. Cable tray should be made in such a way that there should not be any sharp bend of the cable. Cable tray should be made in such a way that there should not be any sharp bend of the cable.

4.11 a)

Pressure Testing :After brazing the system should be cleaned by flushing with dry Nitrogen or dry air, so that the dust particles and carbon particles are removed from the system.

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b) c) d)

Now the leakage of the refrigerant piping system is to be checked. This is done by pressuring the system with dry Nitrogen. On the high side i.e. condenser side around 350 PSI is to be given, whereas about 200 PSI pressure should be given to the evaporation side. The pressure should be increased slowly. Now all the probable points of leakage may be checked by soap bubbles. Pressure and temperature are to be noted.

e)

Keeping the system under pressure for 24 hours check the pressure again at the same temperature. If the pressure shows the same initial reading, it means that there is no leakage in the system. If the pressure is slightly decreased, observe it for another 24 hours.

f)

If after 24 hours again there is further decrease of pressure, it means, there is minor leakage. Now the leakage is to be detected and rectified and get the system of vacuumisation.

4.12

Vacuumisation: After getting the system completely leak proofed we can put the system

to the vacuumisation. For this purpose a good quality vacuum pump should be used which is capable of evacuation the system upto 5 micron. A two stage rotary vacuum pump is suitable for this purpose. The vacuum pump should evacuate at least vacuum upto 100 micron. However the pump should be run for 4 hours at least, so that the moisture content in the oil and in the system will get sufficient time to evaporate. Now let the system be kept on vacuum for 24 hours. Slight fall in vacuum may occur. This is due to the evaporation of moisture/water particles in side the system. After that vacuum should stabilized. If further fall of vacuum occurs, if means that there is some leakage in the system. 4.13 Purging :After leak test and vacuumisation we should do the purging. Purging means to break the vacuum with same type of refrigerant gas and have a positive pressure of 5 PSI. Again vacuum is to be done and purging is to be done again. After two nos. of purging the system should be vacuumised for gas charging.

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4.14

Gas Charging : Gas can be charged to the system from the high side as well as from

the low pressure side of the system. If we want to charge the refrigerant gas in the liquid form, the gas cylinder is to be kept in inverted position and is to be connected to the high pressure side i.e. between the discharge line and expansion valve. However, during pouring gas, the compressor of the system can not be run. When the standing pressure of the system (for R-22 gas) reaches nearly 100 PSI the cylinder valve can be closed and the compressor can be run for a few minutes. Again gas can be fed to the system by stopping the compressor. In this process charging can be done till the operating pressure i.e. discharging and suction pressure match with the designed parameters. Gas charging can be done from the suction side. However we should be careful enough so that liquid should not enter the compressor. After doing the gas charging the compressor should run for a couple of hours to stabilize the system. Now check it up whether the discharge pressure and suction pressure are matching with the design conditions or not. Otherwise it will have to be checked that all the tubes of the evaporator are equally cooled. If so, means the unit is under charged and the reason is to be searched out. 4.15 Testing During Gas Charging : During gas charging it has been seen that the system sometime charged with less quantity of gas. So far proper gas charging we should observe the following precautions :1. WINDOW AC UNIT: a) The quantity of refrigerant gas is to be measured before charging. The quantity is specified in the technical booklet of the machine. b) Suction pressure should match with the operating parameters of the machine or of the compressor. c) Ampere taken by the machine should match with the rated ampere specified on the machine. d) Charging should preferably done in the summer month. it means that the unit is properly charged. If all the tubes of the evaporator are not equally, it

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e) Superheat i.e. the temperature difference between the ends of the Evaporator should be around 100F (5.60C). f) We should also observed that most of the refrigerant ;tube of the evaporator should have equal temperature except the last tube, which is responsible for super heating. 2. PACKAGE A.C. a) Suction and discharge pressure should match with the operating parameters. Where these parameters are not mentioned they should be obtained from the temperature. b) Super heat i.e. the temperature difference between the ends of the Evaporator should be around 100F (5.60C). c) Ampere taken by the machine should match with the rated ampere specified on the machine. d) We should also observed that most of the refrigerant tubes of the evaporator should have equal temperature except the last tube, which is responsible for super heating.

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OPERATION AND MAINTENANCE

OPERATION :We have discussed various topics about planning design and installation of the Air Conditioning units. To get the best out of the air conditioning system we must keep the unit in healthy condition. Operation is the vital activity responsible for better performance of the air conditioning unit. Normally we use window A.C. split A.C and air cooled type package A.C. unit. Now we shall discuss the points to be observed for better operation. Through the operation and maintenance are interrelated we shall discuss these items separately. A. WINDOW A.C. UNIT : i) ii) iii) iv) v) Proper connection of the electrical cable ;with the related switch gear is required. Proper voltage should be available. If low voltage or fluctuation prevails ;in supply source, voltage stabilizer is to be installed. In case of abnormal noise from the unit it is to be switched off and service man is to be called in. In case of malfunctioning of the unit the matter is to be put to the knowledge of the maintenance authority. Once the unit is off it should be switched on only after elapsing of at least 3 minutes, so the pressure of both side of compressor is equalized. B. SPLIT A.C. UNIT :i) Since the design and working of split A.C. Unit is more or less similar to that of window A.C. unit, same precautions are to be adopted. Only differences are that the compressor and condenser unit is installed outside of the building. To observe the abnormal noise and malfunctioning in the compressor condenser unit the user is supposed to inspect this item occasionally.

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C.

PACKAGE A.C. UNIT :The design and function of the package unit are slightly different from

that of window A.C. unit ;for proper operation we should observe the following points :i) Proper voltage should be available (3 phase) ii) It should be 415 6%. iii) Volume control damper should be open. iv) After switching; on the unit we should observe the suction pressure is less, there will be less cooling, sometimes may be formation of ice just after the expansion valve. Under these conditions the plant is not to be operated. v) In case of abnormal noise in the blower section/compressor the plant not be operated and the matter is to be reported to the maintenance staff. MAINTENANCE : Maintenance in Air Conditioning system is the main activity responsible for better performance of the system. Now we will discuss the method of servicing, repair i/c attending the defects. 1. WINDOW A.C. UNIT :In the Bharat Sanchar Nigam Limited normally we use 1.5 TR window A.C. unit, both in technical and administrative buildings. There are various manufacturers in the market. The basic principle of this unit is same. However, there may be minor design differences in electrical wiring and physical shape. The tentative wiring diagram is given below (Annexure A). First we will have to operate the selector switch to switch on the blower motor. The blower motor may have two speeds or three speeds. On operating the selector switch further the connection is extended to the thermostat and then to the compressor through the over load. From the outgoing of the overload direct supply goes to the running winding and to the running capacitor. The other terminal of the running capacitor is connected to the starting winding. The overload has inbuilt coil as shown in the diagram, through which starting capacitor gets supply through a normally braking contact. The starting relay is provided to disconnect the starting capacitor after the compressor get started. The connection of the relay coil as well as breaking circuit has been shown in the diagram above. RTTC NAGPUR Page 124 of 161

After operating the selector switch it is observed that the blower motor functions well. As soon as it picks up speed the compressor should be switched on by further actuating the selector switch. Now the compressor should pick up the speed. If the compressor does not pick up the speed and gives humming abnormal sound it means that it has some starting problems and the matter is to be put into the knowledge of the maintenance staff. If the compressor does give any kind of sound at all there may be the discontinuity in the connection ;of the compressor such as in the thermostat, overload, and selector switch. In that case also the maintenance staff is to be intimated. For purpose of maintenance of window A.C. Unit following points are mentioned. 1. Cleaning of Filters :Most of the complaints are occurred due to dirty filters. The filters may be of various types., viz Coir filters, synthetic filters or metallic filters. These filters require regular cleaning. Normally cleaning once in a week may be sufficient. However in the dusty area the frequency of cleaning may be increased. Accumulation of dust particles on the filters chokes it and reduces the air flow drastically. It may cause ice formation on the evaporator coil. This occurs due to insufficient air flow through the coil and liquid refrigerant does not get enough heat to vaporize. It may cause liquid flood back to the compressor and damage the compressor. The choking of the filter causes overloading of the blower motor. So, dirty filter is the major factor causing damage of the window A.C. unit.

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TROUBLE SHOOTING CHART

Sr.No. 1. Item Failure compressor Causes of Supply failure ii. Selector switch faulty iii. Failure of thermostat iv. Disconnection in over load Remedies i. Check the main supply ii. Check the selector switch iii. Check the thermostat for its continuity. iv. Check the overload for its continuity i. Check the continuity of starting winding, resistance should be 3.8 ohms. ii. Check the Run Capacitor iii. Check the starting relay for its energisation . iv. Check the starting capacitor. v. Check the continuity of heating coil of the overload i. Voltage correction is required ii. Check as per recommendation of the manufacturer i. As discussed above ii. Check the relay contact point for their proper 5 Running Capacitor burnt 6 out Head pressure too high i. Poor condensation ii Unit overcharged iii. High ambient temperature . iv. Choking in strainer / capillary tube . i. High voltage. functioning . i. Voltage correction is required . i. (a)Condenser is to be cleaned . (b) Air flow is to be checked ii. Suction and discharge pressure is to be checked . iii. Water splashing arrangement is to be made iv. Replace capillary tube / strainer .

2.

Compressor fails i. Starting winding broken to start produces ii. Running capacitor faulty hum sound, trips iii. Starting relay is not on over load being energized iv. Starting capacitor faulty v. Heating coil of the overload may be broken Starting relay burnt out I . High Voltage ii. Compressor short cycle iii. Incorrect running capacitor. i. Compressor short cycle ii. Relay contact sticking

Starting Capacitor burnt out

NORMS OF ENGINE ALTERNATORS FOR DIFFERENT TYPES OF TELECOM INSTALLATION:

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In view of the present difficult power supply position, it has become necessary to provide suitable standby power plant equipment so that as far as possible the telephone exchanges work uninterrupted without having to shutdown either partially or totally. This necessitates provision of Engine Alternator in all the installations. The following guidelines have been approved for provisioning of standby engine alternators.
Capacity required for SMPS , Battery, Air-conditioning , DG set and MSEB Supply 0.5 K RSU Qty Bty. PP(SMPS) Inverter A/C 2 1(3+1) Nil (1+1) Cap. 200 AH 25 A Nil 1.5 TR 2K RSU Qty 2 1(3+1) 1 (2+1) Cap . 400 AH 100 A 1KVA 1.5 TR 2K MBM Qty 2 1(5+1) (2+1) (2+1) (1+1)** DG Set MSEB Connection AVR (Servo type) 1 10 KVA 1 30 KVA 1 Cap . 1000 AH 100 A 1 KVA 7.5 TR 1.5 TR 75 KVA 5K MBM Qty 2 1(9+2) (3+1) (3+1) (1+1)** 1 Cap. 2000 AH 100 A 1 KVA 7.5 TR 1.5 TR 100 KVA

5 KW (1- Phase ) 25 KVA ( 3 Phase ) 60 KVA ( 3 Phase) 1* 10 KVA Nil Nil Nil Nil

80 KVA (3 Phase ) Nil Nil

Note :- * wherever supply fluctuation demands for stabilizer ** For A/C of PP room At 2 K / 5 K MBM , Provision for 1 WLL , BTS has been met .

These standards will broadly cover the requirements of most of the exchanges. However discretion will have to be exercised by the local officers regarding the capacity of the Engine alternators. In all cases, the Engine Alternator set must feed the total busy hour load of the local exchange/exchanges, the trunk exchange, the transmission equipment etc located in the same building and should also meet the load of blowers of A/C Plants and minimum lights and fans required for operation. Provisioning of Engine Alternator may be treated as protective works and estimates sanctioned accordingly.

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GUIDELINES FOR OPTIMISATION OF ENGINE ALTERNATOR CAPACITIES. 1. For the purpose of the calculating Eng Alternator capacity, following load and their peak demand may be considered. Sl.No I. a. b. II. a. b. III. IV. V VI. VII Type of load E.I. & Fan Equipment Area Administrative & General Power Plugs Administrative Technical Lifts Pumps Compound Light Fire Fighting Air Conditioning Load (A/C Load Essential only) 20 watt/sqmt 15watt/sqmt As per actual As per actual As per actual As per actual 2.25 KVA/Ton 25% 10% 100% 50% Nil Nil 100% for main units and nil for s/by. (*) 30 watt/sqmt. 15watt/sqmt 40% 80% Load Peak Load

(*) This will include load on account of Window A/C also. a) Exchange Power Load (i) C-DOT :(As per information received from ADG(XT)) 2K 7.5KW 2.5K 8.5KW 3K 9.25KW 3.5K 11KW 4K 11KW 5K 12.75KW 6K 15.65KW

** Add 0.75 KW for next 1 K each upto a total capacity of 10K (ii) E-10B:As per information received from ADG(ES-II)

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10K 20.93KW iii)

15K 26.76KW

20K 32.56KW

Other new technology Exchanges :-

As per ADG(ES-II) U.0. NO. 40-18/94-ESL-II Dt. 15.4.97 Para- FETEX meter 10K 20K 30K 40K 50K b) 1. 2. 20.93KW 26.76KW 32.56KW 38.38KW 44.19KW OCB O.8w/line O.8w/line O.8w/line O.8w/line O.8w/line EWSD 1SKW 28KW 32KW 38KW 44KW AXE 20.4KW 36.0KW 50.0KW 64.0KW 80.0KW AT&T 26.188KW 58.333KW 85.978KW

Rectifier efficiency 75%, Power factor = 0.7, Peak Load-100% Provision for unforeseen load may not be taken. For calculation of Eng Alternator load, telecom bldgs may be classified into three categories. a. G+1 bldg. at Tehsil For substation purpose, load may be taken for Taluka (H/Q) full A/C and ultimate capacity of switch room. b. G+2 bldgs. at For the purpose of Eng Alternator capacity for District (H/Q) G/F - as per usage 1st Floor - Complete load including A/C for two switches of ultimate capacity. 2nd Floor -Only E.I. and Fans Load. When usage is not definite otherwise as per actual. c. Multistoried bldgs (i.e. more than G+2) Metro's and mini metros. to be decided in consultation with all the concerned Telecom units.

Annexure - I Department Of Telecommunications Engineering Instructions Clause 3: Standard operating conditions: The standard operating conditions are:a) Mean barometric pressure 736 mm of mercury, corresponding to altitude of 300 meters above mean sea level. b) Intake air temperature 35 C RTTC NAGPUR Page 129 of 161

c) Humidity - Water vapor pressure of 27.4 mm of mercury, corresponding to a relative humidity of 65 percent at 35 C. d) Intake air depression and Equal to that obtaining with intake and exhaust back pressure exhaust systems normally fitted to engine recommended by the manufacturer. e) Auxiliaries. The engine shall be driving all continuously running auxiliaries which are, in service, mechanically connected to it, and which are necessary for engine operation, such as coolant and lubricating oil pumps, scavenging blowers and, in the case of air- cooled engine only, the cooling fans.

Note:- For water cooled engines, in view of the wide choice of size and type of radiators available to meet particular site requirements, the Indian Standard rating specified in 4.1 shall be the power which the engine would develop if the radiator fan was not driven by the engine. The normal power requirements of an engine driven radiator fan and a starter battery charging dynamo shall be stated for those engines which are commonly so equipped. Clause 4 Rated Power Output and Speed The Indian standard rating of the engine shall be the net output in brake horse-power of which it is capable of delivering continuously at rated crankshaft speed in revolutions per minute when working under conditions specified in 3.1 provided that the engine is in good operating condition. When an engine is required to work under conditions which depart from the standard conditions specified in 3.1 the rated output of the engine at site conditions shall be determined as follows: a) For decrease in the atmospheric pressure, a deduction from the rated output of the engine shall be made at the rate of 1.4 percent per 100 metres of altitude about 300 metres. This de-rating is valid upto an altitude of 2500 metres above mean sea level. For higher altitudes, the de-rating shall be agreed to between the purchaser and the manufacturer.

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b) For any increase of the intake air temperature above 35% a further deduction shall be made at the rate of 0.25% per degree centigrade where combination of high atmospheric temperature and humidity occur, a further percentage deduction from the rated output of the engine shall be made in accordance with Table I which is based on a deduction at the rate of 1.75 percent/cm of mercury above 27.4 mm vapor pressure. TABLE I Percentage Departing For Atmospheric Humidity At Various Temperature:
Atmospheric Temperature in O F 85 90 95 100 105 110 115 120 125

Relative Humidity Percent 10

..... ..... ..... ..... ..... ..... ..... ..... .....

20
..... ..... ..... ..... ..... ..... ..... 0.4 0.8

30
..... ..... ..... ..... 0.3 0.7 1.2 1.7 2.3

40
..... ..... 0.2 0.7 1.2 1.8 2.4 3.1 3.9

50
..... 0.4 0.9 1.5 2.1 2.8 3.6 4.5 5.5

60
0.5 1.0 1.6 2.2 3.0 3.8 4.8 5.9 7.1

70
1.0 1.6 2.2 3.0 3.9 4.9 6.0 7.3 8.7

80
1.5 2.2 2.9 3.8 4.8 5.9 7.2 8.6 10.2

90
2.0 2.7 3.6 4.6 5.7 6.9 8.4 10.0 11.8

100
2.4 3.3 4.2 5.3 6.6 8.0 9.6 11.4 13.4

Note:- The reduction for humidity is related to the percentage (relative) humidity and the corresponding temperature of the surrounding atmosphere. Care should be taken to use the percentage humidity actually corresponding to the maximum atmospheric temperature being considered. It is very rarely that high percentage humidity is combined with very high temperature of values which justify more than 6 percent de-rating for humidity in any part of the world, and this figure may normally be taken as a maximum. Inlet air at actual engine intake is, in many installation heated significantly above the ambient atmospheric temperature, and this increase the reduction for temperature. The reduction for humidity should not be wrongly enhanced by applying a fitter for atmospheric percentage humidity to that locally elevated inlet air temperature. Where the site conditions are more favorable to the engine than the standard conditions, an increased rating for the engine to suit the site conditions may be agreed to between the manufacturer and the purchaser.

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Examples of de-rating for altitude, temperature, and relative humidity are given below: Example 1 A kirloskar engine of 200 BHP is installed at a place whose worst site condition are given below . The engine is four stroke turbo charged without after cooling . A) Altitude 500 mtr B) Maximum temp. in summer 45 0 C C) Humidity 30 % Calculate the output of the engine under above mentioned conditions. Solution :A) Duration due to altitude =
500 - 150 x 2.5 = 1.75 % 500

B) Duration due to temperature =

113 - 86 x 3 = 8.1% 10

C) Duration due to humidity = 1% (After interpolation of the reading at temp 110 F and 115 0 F) Total duration = 10.85 % So , the output of the engine will be at site =
200 x (100 x 10.85) 100

= 178.3 BHP Fuel Consumption The engine manufacturer shall state the specific fuel consumption (SFC) at no load and the specific fuel consumption (SFC) at rated output under the standard reference conditions specified in section 1 of IS:- 10000(Part II) 1980 for engines of all ratings . All engines above 20 KW , SFC shall also be declared at 110 , 75 , 50 and 25 % of the rated load . The consumption shall be stated in grams per brake horse power in the case of liquid fuel engines and in terms of heat units per brake horse power hour in the case of gas engines (based on the higher calorific value). A typical generating set will consume above 0.3 ltrs . of fuel per KWH generated .

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Where site conditions are worse than standard reference conditions specified in section 1 of IS:- 10000(Part II) 1980 , the specific fuel consumption at site will be higher than that under standard conditions and shall be increased at the rate of 3 percent for every 10 percent de-rating in the power output of the engine. A tolerance of 5 % on fuel consumption at full load shall be allowed unless otherwise agreed to between the manufacturer and purchaser.

WORKING OF ENGINE ALTERNATOR

Introduction RTTC NAGPUR Page 133 of 161

Various forms of standby AC supply arrangements are available, out of which the Engine Generator sets are most common. This consists of two separate machines, an Engine and the other a Generator or Alternator. An Engine is a machine which converts the natural forms of fuel energy into mechanical energy. A Generator is an Electromagnetic machine which converts mechanical energy into Electrical energy. A Diesel Engine in an internal combustion engine (Engine which burns fuel inside the engine) which operates on liquid fuel. It depends on heat developed by compressing air to ignite fuel, which is forced into the combustion chamber at the instant of maximum compression and heat. 2. Construction of Internal Combustion Engines The different parts of an internal combustion engine may be grouped as ' Stationary parts' and 'moving parts'. Stationary parts, are the parts are the Frame work, Crank Case, cylinder block, cylinder head etc. and the moving parts are the piston, connecting rod, crankshaft, camshaft, valve gear etc. Diesel cycle All diesel engines are four stroke engines only. These four strokes are Suction stroke, Compression stroke, Power stroke, and Exhaust stroke . Suction stroke Exhaust valve closes and inlet valve opens. The piston moves from top dead centre (TDC) towards bottom dead centre (BDC). Partial vacuum is created in the cylinder. The filtered air comes through inlet port. Compression stroke Inlet valve closes and exhaust valve remain closed. The piston moves from BDC to TDC. The air is compressed and the temp of the air raises to about 1000 F or 540 C.

Power stroke Both the valves remain closed. Fuel is injected in the form of very fine spray through injector. Fuel ignites due to temperature . Due to heavy expansion, the piston moves towards the BDC and the energy is stored in the fly wheel. Exhaust stroke

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The exhaust valve opens and the inlet valve remains closed. The piston moves from BDC to TDC. The exhaust gases are expelled outside and the engine is ready for next cycle of operation.

Air being drawn into the cylinder by down stroke of the piston

Air being compres sed by upstroke of the Piston

Fuel is now being injected and ignites

Combus tion sends piston down creating power stroke

Combu stion comple ted . Gases exhaust

Remai ning gases being driven out in up stroke of piston

DIFFERENT PARTS OF DIESEL ENGINE : Various forms of standby power supply arrangements are available in our Department. The Diesel Engine Alternator sets are most common among them. Engine Alternator set consists of two separate machines, an Engine and the other an alternator or Generator. An Engine is a machine which converts natural form of energy into mechanical energy. An Alternator or Generator is an electro-magnetic machine which converts mechanical energy to electrical energy. A Diesel engine is an Internal Combustion engine (engine which burns fuel inside the engine), which operates on liquid fuel. It depends on Heat developed by compressing air to ignite the fuel, which is forced into the combustion chamber at the instant of maximum compression and heat. Due to high compression the air charge reaches a much higher temperature-high enough to cause the injected fuel to vaporizes and ignite spontaneously. This is Compression Ignition, the essential feature of Diesel engine. Types of Diesel Engine Alternator

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Diesel Engine Alternators are available from 3.5 KVA to 250 KVA Capacity, say, 3.5 KVA, 5.5 KVA, 7.5 KVA are available for single phase power supply and 10.5 KVA, 15 KVA, 33 KVA, 100 KVA, 150 KVA, 200 KVA, 250 KVA are available for three phase power supply. Stationary parts . . . . . . . . Bed Plate : Bottom most part made of cast iron. Crank case : It is fixed above the Bed plate and as a sump, the lubricating oil is stored. The crank shaft is inside the crank case. Cylinder Block: It is fixed above the crank case either the cylinder or cylinder with sleeve will be there inside. Cylinder head : It is the upper fitting of the cylinder block which closes it. The inlet valve, the exhaust valve and the fuel injector are fitted on the cylinder head. Rocker box : It is above the cylinder head and it contains rocker arms which are used for operating the valves. Inlet Manifold : Through which air is sucked into engine. Exhaust Manifold : Through which burnt out gases are thrown out. Air Filter : It sucks the natural air, filters it and then passes the clean air to the combustion chamber. It may be dry or wet type.

. .

Silencer or Muffler: Sudden expansion of exhaust gases produce noise. Muffler changes the velocity of the exhaust gases and reduces the pressure in steps. Asbestos rope : The exhaust pipe near the engine is covered by Asbestos rope to prevent accidental burning.

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. .

Radiator : It cools the engine by water. It consists of upper tank, lower tank, overflow pipe and water drain cock. Fuel Tank : It supplies the filtered fuel into fuel pump. It is having pre filter, ceramic filter and fine filter. Big fuel tanks have fuel level indicator also. It has drain cock. In smaller fuel tank Dipstick is used for fuel level. It has min & max mark on it.

. .

Fuel pump: It accurately meters the fuel required and inject the fuel at the proper timings through fuel injector. Fuel Injector : It supplies the fuel into combustion chamber at the correct time, in the form of fine mist/spray at a high pressure (Say 150 kg/Sq.cm)

Moving parts . Piston: It is sliding in a cylinder and performs all the strokes. Its functions are: (i) To suck the air. (ii) to compress the charged air. (iii) To receive the pressure of the gases while they are expanding. (iv) To expand the air. It has compression rings and oil rings.

Connecting Rod: It connects the piston to the crank shaft. The function is to transmit the force in either direction form the piston to the crank on the crank shaft.

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. . Crank Shaft: The engine power is tapped out from the Crank shaft only in multicylinder engine. It will be a zigzag shoed shaft to which all the pistons are attached through the connecting rods.

. . Fly wheel: This is the heavy wheel attached to the one end of the crank shaft. It stores up the surplus energy of the Power stroke and returns this stored energy during other strokes. . . . Cam Shaft: This is driven by the crank shaft. It controls and operates the fuel injection pump. It also opens the inlet and exhaust valves at the appropriate time. Valve Gear : This is the gear wheel of crank shaft which drives the cam shaft via spur gear. Spur Gear : This is the gear connected to the cam shaft. Spur gears and valve gears teeth are so arranged that the cam shaft rotates only once for every two rotations of the crank shaft. .

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. . Governor : It regulates the amount of Fuel supplied at each stroke and this controls the engine speed and power. A Spring guarded governor is commonly used in diesel engines.

. . . External Governor Lever: Small diesel engines are stopped by operating the external Governor Lever by hand. Decompression Lever: It is used to leak the compression pressure of Air inside the cylinder to some extent for making easy manual (starting) cranking while starting the small capacity engines.

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Meters: 1. Speed Meter: It measures the speed of the engine. The speed should not exceed 1500 RPM. Speed adjusting knob is there to adjust the low or high speed. 2. Water temperature Meter : The temperature of the water in the cooling system should not exceed 90 C. If it exceeds, an alarm will come; then stop the engine for 15-20 minutes. 3. Oil temperature Meter: The oil temperature should not exceed 60 C. 4. Oil pressure Meter: The oil pressure should not go below 2.5 kg/cm square. It should not go above 6 kg/cm square.

Fuel system of Diesel Engines Fuel system comprises Fuel Pump, Fuel Injector and Injector nozzle. In P&T Jerk pump system is employed. In this system for each injector there is a separate pump and injector becomes a spring loaded, hydraulically operated automatic valve. Requirements of fuel injection systems. a) Accurate metering of small amounts of fuel. b) Proper timing of fuel injection c) Control of the rate of fuel injection. d) Atomization of the fuel in accordance with the type of combustion chamber used.

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Governing of IC Engines The Variation of speed in a heat engine occurs due to the variation of load or due to variation of the pressure of working fluids inside the cylinder. It is necessary to control the variation of speed within certain desired limits for engines used as prime movers for driving the alternators in order to maintain constant output voltage and frequency. Variation of speed due to variations of the pressure of working fluids inside the cylinder is regulated by a flywheel. Variation of speed due to change of load is adjusted automatically by a "Governor" by varying the charge inside the cylinder. This is achieved by the Centrifugal force of the flywheel against a spring. Lubrication of IC Engines Lubrication is the admittance of oil between two surfaces that are in contact and in a relative motion, one to another may accomplish one or several of the following purposes. a) Reduce friction and wear. b) Cool the surfaces by carrying away heat generated by friction. c) Clean the surfaces by washing away carbon and metal particles caused by wear. d) Seal a space adjoining the surfaces, such as piston moving in a cylinder. Cooling of I.C Engines Part of the heat developed during combustion flows from the gases to the walls of cylinder raising their temperature. Temperatures above 300 F may evaporate the lubrication oil and injures the piston and head. The local temperature may also cause cracks to the parts. Hence cooling system is necessary in an IC engine. Methods of cooling a. Air cooling b. Liquid cooling.

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Air cooling It is achieved by passing air over the cylinder and cylinder head. In order to remove more heat, to maintain engine at suitable temperature, the radiating surface should be increased by arranging cooling fins on hot areas.

Liquid cooling Mostly water cooling is adopted. The cylinder block is essentially a box incorporating the cylinder barrels. Surrounding the barrels is the cooling water which also circulates round the cylinder head. From the head a tube communicates with upper tank of the radiator and from the bottom of cylinder block, a pipe is connected to the lower tank of the radiator. Radiator consists of upper tank, lower tank and radiator tubes provided with fins or mesh called grill. The water while flowing from upper tank to lower tank gets cooled by the flow of atmospheric air with fan through grill. In radiator soft water is to be filled. Hard water can be changed into soft water by adding two ounces of sodium dichromate (Na 2Cr 2O7 ) mixed with four gallons of water.

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PREPARATION FOR STARTING NEW ENGINES

NEW ENGINES WHEN DISPATCHED FROM THE WORK HAVE THEIR PORTS AND OPENING SEALED WITH APPROPRIATE COVERS . ENSURE THAT ALL COVERS ARE REMOVED BEFORE COMMISSIONING THE ENGINE .
LUBRICATION : Fill recommended grade of fresh oil in the sump to the high mark of the dip stick. Add half litre more to compensate for the lub oil filter . Fill up the fuel pump governor with the same grade of lub oil from the plug provider at the top of the governor housing . To check oil level in the governor . Loosen the oil level control plug , painted red , provided on the inspection cover at the rear of the governor housing . After starting the engine again check lub oil level in the oil sump and top up if required . FUEL : Check the fuel tank is cleaned fro inside . Fill the tank with cleaned HSD . Bleed the system as shown in the maintenance manual .

COOLENT: Fill the radiator with either fresh treated water or with coolant . Grease the water pump bearings with suitable grease . After starting the engine recheck water level in radiator and top up if required .

ELECTRICALS : Check battery for correct voltage and current capacity . Check battery cable are correctly connected and secure . Ensure correct polarity .

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STARTING AND STOPPING PROCEDURE RB SERIES ENGINES

Before starting : Check oil , water and fuel levels top up if required . Check air cleaner choke indicator on dry type of air cleaner . Clean engine with a dry cloth . Drain water from water separator provided in the fuel line . Crank the engine . As soon as engine fire , release the starter switch . keep the ignition switch in ON position . Do not crank the engine for more than 10 sec at a time . If engine fails to start , wait for a minute and try again .

On Starting : Check the oil pressure . Check battery charging . Check for leakages . Allow the engine to idle for 3 minute before loading the engine. While the machine is in operation , check engine oil pressure , water temperature and battery charging rate at regular intervals .

Before Stopping : Unloaded the engine and let it be idle for about 5 minute . Check the lube Oil pressure and water temperature. Stop the engine with the engine stopping lever .

After Stopping : Check oil level after 30 minute and top up . Top up fuel tank . Check for leaks and rectify

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MAINTENANCE:
Recommended Schedule: The following schedule of maintenance is based on normal operation of engine. In case of severe operating conditions like extremely high atmospheric temperatures, extremely dusty atmosphere, severe duty conditions etc., the frequency of this schedule has to be increased. 1: Daily: 1.1: Check lub. oil level and top up if required. 1.2: At the end of day's work fill the fuel tank completely. Before starting drain the moisture accumulated in the tank by loosening drain plug at the bottom of the tank. 2: Every 50 hours: 2.1: Clean the air cleaner element by lightly tapping it on wooden block. 2.2: After initial run of 50 hours tighten all external nuts and bolts, especially the cylinder head nuts. 3: Every 500 hours: 3.1: Drain the lub. oil from sump and refill with new lubricating oil. Clean lub. oil strainer. 3.2: Clean, cooling air passage and the fins on cylinder liner and head. 3.3: Change the fuel filter element. 3.4: Change the lub. oil filter element. 3.5: Clean ceramic filter at the bottom of fuel tank. If necessary replace it. 3.6: If oil bath type air cleaner is used, change the oil and clean the element. 4: Every 800 hours: Change the paper element of the air filter. 5: Every 1000 hours: 5.1: Knock out soot from exhaust silencer. 5.2: Check and if necessary decarbonise cylinder head, exhaust port etc. It is advised that a mechanic from your dealer/distributor should check up your engine. 6: Every 3000 hours: It is recommended that the engine is overhauled at the end of 3000 hours.

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Maintenance Procedure:
1: Checking lub. oil A dipstick is provided on the lub. oil filter casing. It carries minimum and maximum oil level marks. If the level is below the minimum mark add lub oil through the dipstick hole. The quantity of oil required to raise oil level from minimum to maximum mark is 0.7 lit. (1.25 pints) for single cylinder engine and 1.3 lits for twin cylinder engine approximately. 2: Cleaning lub. oil strainer Remove lub. oil filter casing. The strainer is fixed to the lub. Oil pump body by means of worm clip. Loosen this clip and pull the strainer towards flywheel end. Clean it thoroughly from inside and outside by 'means of kerosene. Refit it and fix the lub. oil filter casing. 3: Cleaning ceramic filter First drain all the fuel from fuel tank and disconnect the tank to filter pipe. Unscrew the holder at the bottom of fuel tank. This holder carries the ceramic filter. The filter can be cleaned by washing it in clean oil and by blowing air through it. If it is choked completely, replace it with a new filter. Fuel oil invariably contains water in moisture form. This will corrode the injection system. Hence, never run your engine without the ceramic filter, which filters the water in the fuel. 4: Flushing the engine: In order to prevent sludge formation, it is desirable to flush the engine with the flushing oil at the time of changing oil. This is specially to be done when the used oil is excessively dirty. For flushing the engine use standard engine flushing oil available in the market, preferably of the same SAE number as that of the engine oil. For flushing the engine proceed as follows:4.1: Drain lub. oil from engine and fit the drain plug. 4.2: Fill the engine with flushing oil upto maximum level mark on the dip stick. 4.3: Run the engine on light load for about 10 minutes and stop it. 4.4: Drain the flushing oil while the engine is still warm. Clean sump, strainer and oil pockets. The same flushing oil can be used for next time provided it is well preserved in an air tight Container.

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STORING OF THE ENGINE If the engine is going to remain idle for a considerable period (more than 2-3 months), it is necessary to preserve it in a particular way. This would prevent the rusting of both external and internal parts. For this, follow the procedure given below:1: Run the engine for a few minutes to warm it. 2: Drain the fuel from fuel tank, filter and all fuel pipes. Fill the system with suitable preservative and turn the engine to remove any fuel remaining in the pressure pipe and the injectors. The recommended preservative is SHELL FUSES OIL OR BOC Calibrating Oil. 3: Drain and flush the lubricating oil system and fill the preservative oil. For this SHELL ENGINE OIL of same SAE No.as that of lubricating oil can be used. 4: Clean the intake and exhaust system and spray the preservative into it. 5: Remove the injector and spray 1lit. of preservative oil for fuel system in the cylinder bores. Replace the nozzles. 6: Clean the engine externally and apply rust-proof oil to all exposed machined parts or unpainted parts. The recommended rust proof oils are Shell ensis fluid 260 or BOC RCF 260 Caltex rust-proof compound. 7: Cover the engine to protect it from rain, sun and dust. When recommissioning such an engine, first remove all preservative from the engine and then fill it with new lubricating oil and fuel oil. CAUSES OF STARTING & RUNNING FAULTS WITH REMEDIES:If the engine is maintained as per the instructions given in the earlier sections of this booklet, normally there will be no trouble. However, if a fault occurs, the following table would help the engine user to remove the faults of elementary nature and keep the idle time of the engine to minimum. If even after attending to the engine as per the following instructions, the working is still unsatisfactory, it is advisable that our nearest authorized dealer/distributor be consulted.

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FAULT

CAUSE Dirty/clogged air cleaner. High exhaust back pressure. Fuel tank empty Fuel tank cock closed Air in fuel line Strainer in feed pump inlet banjo bolt choked Fuel line leaking Faulty fuel injection nozzle Dirty/choked fuel filter Feed pump not working Wrong adjustment of valve clearance Incorrect fuel timing Battery runs down Battery of wrong capacity Faulty starter Loose or dislodged wiring High exhaust back pressure Dirty/Clogged air cleaner Air in fuel line Fuel line leaking Faulty fuel injection nozzle Engine used after a long time Incorrect fuel timing

REMEDY Clean air cleaner, change oil in air cleaner. Clean exhaust silencer and manifold Fill up tank and air vent Open the cock and air- vent if necessary Bleed fuel system Clean the strainer Check all fuel line connections for tightness, change copper washers. Check the nozzle spray, if necessary change the nozzle Change the filter elements and clean fuel filter bowls. Operate feed pump, if not working, send it to your dealer. Re-adjust the valve clearances correctly. Set to correct fuel timing. Recharge battery Use battery of correct capacity recommended in Maintenance manual. Repair starter Tighten all loose wiring Clean exhaust silencer and manifold Clean air cleaner, change oil in air cleaner Bleed fuel system Check all fuel line connections for tightness change copper washers Check the nozzle spray, if necessary change the nozzle Flush and service engine thoroughly Set it to correct fuel timing

Engine fails to start

Engine difficult to start

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FA CAUSE ULT

REMEDY

Run down battery, terminals Have battery inspected, clean terminals, loose or oxidized causing tighten and coat with acid-free grease. starter motor to turn slowly. Grade of lub. oil used is too Use correct grade of lub. oil as viscous Recommended(in lub. Oil Specifications) (applies particularly at very low temp. in winter) Fuel supply not sufficient Renew fuel filter and then air-vent, clean strainer in fuel lift pump Engine Dirty/Clogged air cleaner Clean air cleaner, change oil in starts air cleaner but stops No fuel Replenish with clean fuel after some Air in fuel line Bleed fuel system, tighten all fuel time connections but stops Choked fuel injector holes Clean holes after Dirty/Choked fuel filter Clean fuel filter bowls and some time replace the fuel filter elements Water mixed with fuel Change fuel and clean fuel tank Wrong adjustment of valve Re-adjust valve clearances correctly clearance Engine seized Contact nearest distributor One or more cylinders not Contact nearest distributor working Engine Dirty/clogged air cleaner Clean air cleaner, refill lub. oil in air g i v e s

cleaner

poor

High exhaust back pressure

Clean exhaust silencer and manifold

performanc De-rating due to altitude And Calculate de-rating due to altitude and e Or engine temperature temperature and Put correct load on engine Lacks power Choked fuel injector holes Clean injector and fuel line, Have or nozzle needle sticking inspected by a specialist Control lever setting wrong Adjust to correct setting Faulty fuel pump Send pump for recalibration Fuel supply not sufficient Renew fuel filter elements and airvent, clean strainer in fuel lift pump, tighten fuel line connections Overflow valve on fuel Have inspected by a specialist injection pump not working RTTC NAGPUR Page 149 of 161

properly

FAU CAUSE LT
Engine gives Valve clearance out of adjustment, valve spring poor performance or broken engine lacks power Dirty air cooling fins on cylinder heads Loose fan belt Valve leakages Broken/seized/worn out piston rings Worn out liner and piston Damaged main and connecting rod bearings Incorrect valve and fuel timings Faulty governor setting One or more cylinders not working Exhaust Too much oil in sump smokes badly Oil level in oil bath air cleaner too high Inefficient compression due to sticking or broken compression rings or incorrect valve clearance De-rating due to altitude and temperature

REMEDY Re-adjust valve clearance, renew valve spring.

Clean air fins Tighten belts Regrind the valves Replace with new piston rings Replace with new one Change bearings Set to correct settings Set governor properly Contact nearest distributor Drain off until level reaches low mark on dipstick Pour off until level agrees with mark hole Have compression rings and pistons inspected by a specialist, readjust valve clearance

Calculate de-rating due to altitude and temperature and reduce load on the engine if necessary Poor quality of fuel Change to quality fuel Engine Cooling fins on cylinders and Clean cooling fins, particularly overheats cylinder heads, very dirty the vertical ones on the cylinder (shut down heads engine Injectors defective Have inspected by a specialist Immediately) Injection pump delivery out Have adjusted by a specialist of adjustment Insufficient cooling air input Ensure the cooling air flow to blower Blower V-belt broken Renew V-belt

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FAULT Engine oil pressure too low (shut down engine immediately Engine oil pressure too low (shut down engine immediately)

REMEDY Use lub. oil of recommended grade Clean strainer thoroughly Clean oil filter and replace filter element by new one Clogged oil passages Flush oil passages Defective relief valve in lub. Replace with new one oil filter Leaks in lub. oil system Check connections on pump, lines, filter, pressure gauge and cooler for tightness Faulty oil pump Engine oil not changed at Replace with new one recommended period Change the oil Excessive play on main bearing Change bearings, consult specialist Battery runs Faulty starter Repair starter down frequently Faulty generator Repair generator Faulty cut-out Clean the contact points, if necessary replace it Tighten all loose wiring Loose wiring

CAUSE Wrong grade of lub oil used Dirty/choked suction tube strainer Dirty/clogged oil filter

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ALTERNATORS A/C Generators are also called 'ALTERNATORS'. Here the mechanical energy is converted into electrical energy. Basically a generator produces electricity by the rotation of a group of conductors in a magnetic field. Hence the input of the generator is the mechanical energy to rotate the conductors. The output of a generator is the e.m.f. induced in the conductors as they move through the magnetic field. The principle used here is Law of Electromagnetic Induction. DIFFERENT PARTS OF ALTERANTOR

1.1 . STATOR :
Slip ring series :- The Stator frame is made up of rolled steel plates with welded feet . It forms the yoke of magnetic circuit .The laminated pole bricks are bolted to frame with impregnated field coils . Brush less series : The stator frame is of solid cast / fabricated structure the stator core and designed to ensure correct distribution of air flow over

windings . Main core is built up of insulated silicon steel sheets , pressed together suitably . Armature winding is housed in stator core pack . Stator core pack has skewed construction for better wave from . 1.2 ROTOR : Slipring series :Rotor forms a built up construction of high grade electrical a semi closed slot winding is housed . Rotor steel lamination on a steel shaft . Rotor lamination have construction for reduced losses , in which armature Brush less series :

core is formed with skewed construction for better wave form. Rotor core is made up of cruciform laminations having four supported by projections , forming four poles . Laminations are stacked and held under pressure in place by core clamp plate and key . Pole windings are well specially designed aluminum alloy support block and bright bars offering good mechanical support to prevent bulging of winding due to heavy centrifugal forces . The poles carry continuous damper windings to facilitate parallel operation . RTTC NAGPUR Page 152 of 161

1.3 ENDSHIELDS screws . 1.4 BEARINGS lubricated :

End shields

are of cast

iron

fabricated

steel

construction , spigotted to the stator frame and are fixed by easily accessible

The bearings are of a ball bearing

anti-friction type on the

and

are grease end

. Normally

is provided

non driving

(NDE ) and a ball or roller bearing on the driving end (DE). 1.5 SHAFT : The shaft is of high grade carbon steel machined and ground on

fitting surfaces . The shaft is designed for overload conditions . 1.6 SLIP RING AND BRUSH GEAR (For NB Series only ) : The slip rings are of molded type , wherein rings are molded with high grade epoxy resin which is press fitted on shaft . Slip rings are made up of assembly cuprous nickel radial or phosphor bronze brush holders . Design to provides insulted sufficient space between comprises the rings to facilitate cleaning . The brush gear type clamped

spindles which are screwed to the NDE end shields. 1.7 ARMATURE WINDING : Armature coils are made from super enameled formers . The coils are

copper wire which are formed on special

held in slots by epoxy wedges . The overhangs are held in position by special varnished fibre glass tape banding . The insulating materials s used are of class F for all frames .

1.8 FIELD WIDING Slipring series :Brush less series :-

: Field oils are made up of super enameled copper wire ,

former wound pressed to proper shape , varnished and fitted on poles . Main field poles are directly wound with the strip enameled copper conductor on a special winding machine without any joints between poles

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and having good layer formation . These rotors are vacuum pressure impregnated with unsaturated polyester resin for good insulation strength . 1.9 EXCITATION SYSTEM :Slip Ring series :The open loop current compounding excitation unit comprising a Transformer ( 3phase or 1 phase ) a surge protected rectifier and a capacitor is mounted on a truncated NDE end shield just above the slip ring unit .The exciter transformer has a provision for adjusting air gap and tapping on shunt winding for terminal voltage adjustment . Brush less Series :A separate rotating exciter unit is used . Exciter rotor is mounted on the same shaft at NDE side and exciter stator is fitted with NDE and shield . Exciter is liberally designed for good motor starting capacity . 1.10 RECTIFIER :Slip ring series :- A molded open type construction 3 phase silicon bridge rectifiers , using high PIV and sufficient DC current rating silicon diodes , is placed in the terminal box . Intake air flow of machine, improves performance and reliability . It is protected from surge voltages by a selenium plate surge suppressor . Brush less Series :- Three phase rotating bridge rectifier consist of liberally rated Avalanche diode ( three normal polarity and three reverse polarity ) mounted on specially designed aluminum on main rotor . 1.11 AUTOMATIC VOLTAGE REGULATORS (AVR) FOR NRF SERIES:Electronic AVR is used for controlling the terminal voltage within 1% . It is fitted inside or side of the terminal box . Special features of AVR (i) (ii) (iii) (iv) Filter circuit is incorporated inside AVR . No external filter is required for thyristor load application . AVR components are sufficiently over rated to suit Indian atmospheric conditions. Less number of components to increase reliability . Good motor starting capacity . bus bars . These bus bars mounted diagonally opposites on exciter rotor . Diodes are protected from surges with special windings

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(v) (vi) (vii)

No need of QDC kit , as auxiliary CT for parallel operation is provided along with AVR . Fuse box is provided inside the AVR which has also a Spare fuse . Over excitation protection is incorporated inside the AVR . Three phase winding terminals and neutral are brought

1.12 TERMINATIONS :marked U,V,W, N . 2.0 ENCLOSURES

into spacious terminal box and terminated on special terminal block . Terminals are :- Screen protected drip proof enclosures is provided with a

degree of protection IP 2 IS for NB series and NRF series as standard . IP 23 S protection can also be offered . 3.0 PRINCIPLE OF OPERATION :Slip ring series :- When the AC generators is being run up to rated speed , the residual flux in the pole bricks develops some voltage in the armature which in turn drives through rectifiers assembly some DC current in the field windings , which in turn enhances the terminal voltage . The increasing terminal voltage increases the field current and this process continues till rated voltage is reached .When the AC generator is loaded part of the load current passing through load winding L gets reflected in C winding which feeds the field . This increase in field current take care of additional requirement of field current due to armature reaction and the voltage is maintained within 5% 0f set voltage for any load from no load to full load at unity to 0.8 lagging P.F. and also for engine speed drop of 4% . Brush less series :- NRF type A.C generator is a two machine system comprising of four pole main field winding inside a stationary armature and 12 pole exciter . Exciter rotor output is converted into DC by rotating 3 phase bridge rectifier and given to main field winding . AVR input and sensing is taken from main armature winding and DC output is given to the exciter field winding . When AC generator is rotated by a prime mover , because of the residual magnetism in the exciter field , voltage is induced in the exciter rotor which is converted to DC and given to main field winding which drives some current in the main field windings which in turn produces flux . This flux links with the armature conductor in the stator and due to electromagnetic induction voltage is induced in the armature winding. This induced voltage is given to AVR which converts it into DC and supplies to exciter field windings as the speed goes up the terminal voltage also increases to rated voltage ,

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than the AVR starts regulating this voltage by controlling the exciter field current supply and will maintain the output voltage within 1% of set voltage for any load from no load to full load , for any power factor from unity to 0.8 lag and engine speed droop of 4% . Rating A-C Generators The power rating indicates the maximum power that can constantly be supplied by a generator. The power of a-c generators can not be rated in KW because the power consumed in an a-c circuit depends on the circuit power factor . If power factor is low, even though the true power is less, the apparent power actually delivered by the generator will be large and that situation results in the generator burning out. For this reason, a-c generators are rated on the basis of the maximum apparent power they can deliver. Thus the capacity of a-c generator is generally expressed in terms of volt-amperes (VA) or kilovolt-amperes (KVA). For example if an a-c generator with a rating of 100 KVA has an output of 50 kilovolts, the maximum current that it can safely deliver is 2 amps only.

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Maintenance of Engine Alternator

Electrical part
Engine alternators are being installed in our department mainly to give standby power to our Telecom network . These are essential ingredients of providing reliable power to the system and thus play vital role in satisfactory operation of Telecom services . Due to the importance as stated earlier , it is very essential that E/A are maintained properly so that their services is ensured at any time during failure of main supply . In this lecture / talk , we will be focusing mainly on various maintenance aspects of electrical parts of E/A set . Diesel engine acts as prime mover to alternator which generates A/C power . Various aspects of mechanical parts have been already dealt in previous lecture . Following components / arrangements required special attention from the maintenance point of view :1) Alternator 2) Control panel Connecting circuit between alternator and control panel 3) Terminal box and regulator 4) Earthing and 5) Starting arrangement and battery . We will discuss the maintenance aspects of various electrical components related to E/A sets. 1.0 ALTERNATOR Alternator when driven through prime mover i.e. Engine , generates A.C. power . Thus , it is energy conversion device which converts mechanical energy into electrical energy .

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Now a days Brush less type A.C. Generators are normally used . Brush less Alternator , eliminates use of slip ring , commutators and brush gears offering other advantages over conventional are :1.1 Automatic voltage regulators :Now a days solid state automatic voltage regulators are being used in Brush less Alternators , for maintaining the terminal voltage constant the generator output itself and output is connected to an exciter field . In addition to voltage regulating function , the AVR incorporates an under frequency protection circuit . generator output terminal This feature automatically reduces the voltage , in proportion to the speed of within close limits over wide operating conditions . The input to the AVR is derived from besides alternators . Its main components

prime mover , below a certain cut off frequency . Reduces in voltage safe guards the following components against heating : A. Exciter (Main and pilot) B. The voltage regulating circuit C. The control circuit . Above all , this feature also protects the prime mover under such slow speed condition . Voltage regulation up to 0.5 % can be obtained under following conditions . (i) (ii) (iii) (iv) application . Variation of load from no load to full load . Variation of power factor between 0.8 and unity . Hot and cold condition of generator and For prime mover speed variation of 4 % Filter circuit can be provided for unbalanced and thyristor load from getting over loaded

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1.2 MAINTENANCE OF ALTERNATOR

Depending on the site condition frequent maintenance should be carried out . Before carrying out maintenance alternator should be stocked and isolated electrically from all external loads or supplies . A) General Cleaning B) Both exterior and interior of machine particularly . (i) (ii) (iii) (iv) Windings Bearings Ventilation openings Exciter

Should be cleared from oil and dust by blowing out frequently at least once in three month . C) Connections All the external and internal connections should be checked for tightness at joints and continuity . For links should be made good fit in the holders . D) Loss of residual magnetism If the residual magnetism is completely loss due to any mal -operation , it will be necessary to disconnect the water field terminals and connect a 12 V battery directly across the field (With correct polarity for the seconds to re-establish the residual ) E) Bearings The bearings are to be lubricated with carried quantity of grease.

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1.3 Common Faults , Causes and action

Sr no 1 Fault Voltage Builds up but staying low Voltage reduces beyond CS % of nominal on load Voltage oscillator on loose no load or put on load Out put voltage not being maintained correctly on load i. Incorrect prime minor speed ii. Overload 5 Overheating of machine i. Overload ii low load power factor iii. Low operating voltage iv. Low speed on load v. Ventilation blocked 6 Excessive vibration and notice i. Poor alignment ii. Coupling and foundation hold loose iii. Damage bearing 7 Over heating of bearings i. Incorrect assembly of bearing ii. Incorrect quality . use specified quality . Adjust load Adjust power factor Adjust voltage Adjust speed Clean the ventilation Align properly Tighten bearing the bolts and Adjust speed Probable causes Objective potentiometer single / parallel switch in parallel portion Action Change potentiometer of problem possible charger AVR Put switch position in single

2.0 Control Panel Electric supply generated by alternator is fed to the control panel from where it is taken to feed the load . Control panel shall be checked periodically for various items. Some of them are : (i) Meters like ammeter , voltmeter , frequency meter etc. if any of them found faulty it should be replaced or rectified as the case may be . (ii) Switch or circuit breakers shall be checked for circuits proper operation . Contacts should be suitably greased . (iii) All fuses should be checked .

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(iv) Relays should be checked for proper operation (v) All connection and terminations in control panel should be checked .Any loose connection should be tightened . (vi) Megger value of various components shall be checked periodically with 500 V megger . 3.0 Connecting Circuit Cables of sufficient capacity to carry rated current must be selected from switch gear and generates to minimize heating , voltage drop. cables are to be kept as short as possible . If cables are getting heated , it shall be replaced by suitable size or check terminates as it may be due to loose connections . 4.0 Earthing The alternator frame shall be earthed thru the conductor heavy enough to carry momentary short circuit without burning out . Earthing screws are provided on alternator at two distinct point . It should be checked that earthing is provided effectively. 5.0 Ventilation It should be checked that all ventilation guide , glance plate and corners are fruity and correctly fitted and generator inlet and outlet ventilation ducts are not obstructed in any way.

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