ch-14 Ac Plant Ea

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-cum-
dehumidifying 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.

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.

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.

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.

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 230 ± 30C. It means that the
switch room temperature should be maintained between 200C 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 the 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.

Example – 1
Switch room temperature is maintained – 740F
Relative humidity to be maintained – 450%
The apparatus dew point is to be set at – 510F
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).

9000
So, per minute it is to remove = = 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.

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) Compressor
b) Condenser
c) Capillary
d) Evaporator

e) Blower motor
f) 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. Length of refrigerant pipe is more increasing the cost and decreasing the
efficiency and effecting the performance of the unit.
b. It requires separate platform for installation of the
condenser compressor unit.
c. 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.

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.

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.

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
day’s 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.

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) Opening for the delivery duct.
b) Opening for the return air duct/boxing.
c) Opening for fresh air fan in the package room wall.
d) Opening for refrigerant pipes and condenser cables.
e) Opening for main cable entry.
f) 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

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

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.

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) 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.
(b) Sufficient fresh air should be available for cooling.
(c) 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.
(d) 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) Package unit
b) Control panel
c) 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.

a) Thickness as per aspect ratio.
b) Tie rods are to be provided from the ceiling.
c) Measurement of ducts before hanging.
d) Cross breaking are to be provided on the sheet to increase the strength.
e) Neoprene insulation is to be provided while making joints of two section of the
duct.
4.8 Refrigerant piping :-

a) Refrigerant piping from the package unit to the condenser are to be laid on
angle iron frame work.
b) Fixing of clamp should be done after wrapping that portion of the pipe with
felt.
c) The route of the pipe should be decided in such a way so that the number of
bends are minimum.
4.9 Brazing :-
a) brazing should be done with good quality of material and flux. If possible 3%
silver rod may be used.
b) Acid should not be used at all as flux.
c) Before brazing surfaces of the pipes are to be cleaned.
4.10 Cabling :-
a) Cable should be laid on cable tray.

b) Two nos. loop earthing for each package unit.
c) Cable tray should be made in such a way that there should not be any sharp
bend of the cable.
d) Cable tray should be made in such a way that there should not be any sharp
bend of the cable.
4.11 Pressure Testing :-

a) 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.
b) Now the leakage of the refrigerant piping system is to be checked. This is done
by pressuring the system with dry Nitrogen.
c) 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.
d) 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.

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, it means that
the unit is properly charged. If all the tubes of the evaporator are not equally, it
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.

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.

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) Proper connection of the electrical cable ;with the related switch gear is
required.
ii) Proper voltage should be available. If low voltage or fluctuation prevails
;in supply source, voltage stabilizer is to be installed.
iii) In case of abnormal noise from the unit it is to be switched off and
service man is to be called in.
iv) In case of malfunctioning of the unit the matter is to be put to the
knowledge of the maintenance authority.
v) 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.

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.

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.

TROUBLE SHOOTING CHART
Sr.No. Item Causes Remedies
1. Failure of i. Supply failure i. Check the main supply
compressor ii. Selector switch faulty ii. Check the selector switch
iii. Failure of thermostat iii. Check the thermostat for its
iv. Disconnection in over continuity.
load iv. Check the overload for its
continuity
2. Compressor fails i. Starting winding broken i. Check the continuity of
to start produces ii. Running capacitor faulty starting winding, resistance
hum sound, trips iii. Starting relay is not should be 3.8 ohms.
on over load being energized ii. Check the Run Capacitor
iv. Starting capacitor iii. Check the starting relay for
faulty its energisation .
v. Heating coil of the iv. Check the starting
overload may be capacitor.
broken v. Check the continuity of
heating coil of the overload
3 Starting relay I . High Voltage i. Voltage correction is
ii. Compressor short cycle required
burnt out
iii. Incorrect running ii. Check as per
capacitor. recommendation of the
manufacturer
4 Starting Capacitor i. Compressor short cycle i. As discussed above

ii. Relay contact sticking
burnt out ii. Check the relay contact
point for their proper
functioning .
5 Running i. High voltage. i. Voltage correction is
Capacitor burnt required .
out
6 Head pressure i. Poor condensation i. (a)Condenser is to be
too high ii Unit overcharged cleaned .
iii. High ambient (b) Air flow is to be checked
temperature . ii. Suction and discharge
iv. Choking in strainer / pressure is to be checked .
capillary tube . iii. Water splashing
arrangement is to be made
iv. Replace capillary tube /
strainer .
NORMS OF ENGINE ALTERNATORS FOR DIFFERENT TYPES OF TELECOM

INSTALLATION:

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 2K RSU 2K MBM 5K MBM
Qty Cap. Qty Cap . Qty Cap . Qty Cap.
Bty. 2 200 AH 2 400 AH 2 1000 AH 2 2000 AH
PP(SMPS) 1(3+1) 25 A 1(3+1) 100 A 1(5+1) 100 A 1(9+2) 100 A
Inverter Nil Nil 1 1KVA (2+1) 1 KVA (3+1) 1 KVA
A/C (1+1) 1.5 TR (2+1) 1.5 TR (2+1) 7.5 TR (3+1) 7.5 TR
(1+1)** 1.5 TR (1+1)** 1.5 TR
DG Set 1 10 KVA 1 30 KVA 1 75 KVA 1 100 KVA

MSEB
5 KW (1- Phase ) 25 KVA ( 3 Phase ) 60 KVA ( 3 Phase) 80 KVA (3 Phase )
Connection
AVR
1* 10 KVA Nil Nil Nil Nil Nil Nil
(Servo type)
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.

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 Type of load Load Peak Load
I. E.I. & Fan
a. Equipment Area 30 watt/sqmt. 40%
b. Administrative & General 15watt/sqmt 80%
II. Power Plugs
a. Administrative 20 watt/sqmt 25%
b. Technical 15watt/sqmt 10%
III. Lifts As per actual 100%
IV. Pumps As per actual 50%
V Compound Light As per actual Nil
VI. Fire Fighting As per actual Nil
VII Air Conditioning Load 2.25 KVA/Ton 100% for main units
(A/C Load – Essential and nil for s/by. (*)
only)
(*) 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 2.5K 3K 3.5K 4K 5K 6K
7.5KW 8.5KW 9.25KW 11KW 11KW 12.75KW 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)

10K 15K 20K
20.93KW 26.76KW 32.56KW
iii) Other new technology Exchanges :-
As per ADG(ES-II) U.0. NO. 40-18/94-ESL-II Dt. 15.4.97
Para- FETEX OCB EWSD AXE • AT&T

meter
10K 20.93KW O.8w/line 1SKW 20.4KW 26.188KW
20K 26.76KW O.8w/line 28KW 36.0KW 58.333KW
30K 32.56KW O.8w/line 32KW 50.0KW
40K 38.38KW O.8w/line 38KW 64.0KW 85.978KW
50K 44.19KW O.8w/line 44KW 80.0KW
b) Rectifier efficiency 75%, Power factor = 0.7, Peak Load-100%
1. Provision for unforeseen load may not be taken.
2. 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. to be decided in consultation

more than G+2) Metro's with all the concerned Telecom units.
and mini metros.
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 35º C

c) Humidity - Water vapor pressure of 27.4 mm of mercury, corresponding
to a relative humidity of 65 percent at 35º 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.

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
Relative Humidity Percent
in O F 10 20 30 40 50 60 70 80 90 100
85 ..... ..... ..... ..... ..... 0.5 1.0 1.5 2.0 2.4
90 ..... ..... ..... ..... 0.4 1.0 1.6 2.2 2.7 3.3
95 ..... ..... ..... 0.2 0.9 1.6 2.2 2.9 3.6 4.2
100 ..... ..... ..... 0.7 1.5 2.2 3.0 3.8 4.6 5.3
105 ..... ..... 0.3 1.2 2.1 3.0 3.9 4.8 5.7 6.6
110 ..... ..... 0.7 1.8 2.8 3.8 4.9 5.9 6.9 8.0
115 ..... ..... 1.2 2.4 3.6 4.8 6.0 7.2 8.4 9.6
120 ..... 0.4 1.7 3.1 4.5 5.9 7.3 8.6 10.0 11.4
125 ..... 0.8 2.3 3.9 5.5 7.1 8.7 10.2 11.8 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.

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 :-
500 - 150
A) Duration due to altitude = x 2.5 = 1.75 %
500
113 - 86
B) Duration due to temperature = x 3 = 8.1%
10
C) Duration due to humidity = 1% (After interpolation of the reading at temp 110 0

F and 115 0 F)
Total duration = 10.85 %
200
So , the output of the engine will be at site = 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 .

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

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

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 Air Fuel is Combus Combu Remai

drawn being now tion stion ning
into being sends gases
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

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.

. 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.

.
. Crank Shaft: The engine power is tapped out from the Crank shaft only in multi-
cylinder 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 gear’s and valve
gear’s teeth are so arranged that the cam shaft rotates only once for every two
rotations of the crank shaft.
.

.
. 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.

. 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 90º 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 60º 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.

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.

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.

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 .

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

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.

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.

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.

FAULT - CAUSE REMEDY
Dirty/clogged air cleaner. Clean air cleaner, change oil in air
cleaner.
High exhaust back pressure. Clean exhaust silencer and manifold
Fuel tank empty Fill up tank and air vent
Fuel tank cock closed Open the cock and air- vent if necessary
Air in fuel line Bleed fuel system
Strainer in feed pump Clean the strainer
inlet banjo bolt choked
Engine fails Fuel line leaking Check all fuel line connections for
tightness,
to start change copper washers.
Faulty fuel injection nozzle Check the nozzle spray, if necessary
change the nozzle
Dirty/choked fuel filter Change the filter elements and clean
fuel
filter bowls.
Feed pump not working Operate feed pump, if not working, send
it
to your dealer.
Wrong adjustment of valve Re-adjust the valve clearances
correctly.
clearance
Incorrect fuel timing Set to correct fuel timing.
Battery runs down Recharge battery
Battery of wrong capacity Use battery of correct capacity
recommended in Maintenance manual.
Faulty starter Repair starter
Loose or dislodged wiring Tighten all loose wiring
High exhaust back pressure Clean exhaust silencer and manifold

Dirty/Clogged air cleaner Clean air cleaner, change oil in air
cleaner
Air in fuel line Bleed fuel system
Engine difficult Fuel line leaking Check all fuel line connections for
to start tightness change copper washers
Faulty fuel injection nozzle Check the nozzle spray, if necessary
change the nozzle
Engine used after a long time Flush and service engine thoroughly
Incorrect fuel timing Set it to correct fuel timing

FA CAUSE REMEDY
ULT
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
gives 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 air-
vent, clean strainer in fuel lift pump,
tighten fuel line connections
Overflow valve on fuel Have inspected by a specialist
injection pump not working
properly

FAU CAUSE REMEDY
LT
Engine gives Valve clearance out of Re-adjust valve clearance, renew
poor adjustment, valve spring valve spring.
performance or broken
engine lacks
power
Dirty air cooling fins on Clean air fins
cylinder heads
Loose fan belt Tighten belts
Valve leakages Regrind the valves
Broken/seized/worn out Replace with new piston rings
piston rings
Worn out liner and piston Replace with new one
Damaged main and Change bearings
connecting rod bearings
Incorrect valve and fuel Set to correct settings
timings
Faulty governor setting Set governor properly
One or more cylinders not Contact nearest distributor
working
Exhaust Too much oil in sump Drain off until level reaches low
smokes badly mark on dipstick
Oil level in oil bath air Pour off until level agrees with
cleaner too high mark hole
Inefficient compression due Have compression rings and
to sticking or broken pistons inspected by a specialist,
compression rings or readjust valve clearance
incorrect valve clearance
De-rating due to altitude and Calculate de-rating due to
temperature 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
FAULT CAUSE REMEDY

Engine oil Wrong grade of lub oil used
Use lub. oil of recommended
pressure too low Dirty/choked suction tube grade
(shut down strainer Dirty/clogged oilClean strainer thoroughly
engine filter Clean oil filter and replace filter
immediately element by new one
Engine oil
Clogged oil passages Flush oil passages
pressure too low Defective relief valve in lub. Replace with new one
(shut down oil filter
engine Leaks in lub. oil system Check connections on pump,
immediately) lines, filter, pressure gauge and
Faulty oil pump cooler for tightness
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
Loose wiring Tighten all loose wiring

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
designed to ensure correct distribution of air flow over the stator core and 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
steel lamination on a steel shaft . Rotor lamination have a semi closed slot
construction for reduced losses , in which armature winding is housed . Rotor
core is formed with skewed construction for better wave form.
Brush less series : Rotor core is made up of cruciform laminations having four
projections , forming four poles . Laminations are stacked and held under pressure
in place by core clamp plate and key . Pole windings are well supported by
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 .

1.3 ENDSHIELDS : End shields are of cast iron / fabricated steel construction
, spigotted to the stator frame and are fixed by easily accessible screws .
1.4 BEARINGS : The bearings are of anti-friction type and are grease
lubricated . Normally a ball bearing is provided on the non driving end
(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 cuprous – nickel or phosphor bronze . Design provides
sufficient space between the rings to facilitate cleaning . The brush gear
assembly comprises radial type brush holders clamped to insulted
spindles which are screwed to the NDE end shields.
1.7 ARMATURE WINDING : Armature coils are made from super enameled
copper wire which are formed on special formers . The coils are
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 :- Field oils are made up of super enameled copper wire ,
former wound pressed to proper shape , varnished and fitted on poles .
Brush less series :- Main field poles are directly wound with the strip enameled
copper conductor on a special winding machine without any joints between poles
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 .
1.10RECTIFIER :-
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 bus bars . These bus bars mounted diagonally
opposites on exciter rotor . Diodes are protected from surges with special windings
on main rotor .
1.11AUTOMATIC 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) Filter circuit is incorporated inside AVR . No external filter is required
for thyristor load application .
(ii) AVR components are sufficiently over rated to suit Indian atmospheric
conditions.
(iii) Less number of components to increase reliability .
(iv) Good motor starting capacity .
(v) No need of QDC kit , as auxiliary CT for parallel operation is provided
along with AVR .
(vi) Fuse box is provided inside the AVR which has also a Spare fuse .
(vii) Over excitation protection is incorporated inside the AVR .

1.12 TERMINATIONS :- Three phase winding terminals and neutral are brought
into spacious terminal box and terminated on special terminal block . Terminals are
marked U,V,W, N .
2.0 ENCLOSURES :- 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 ,
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.

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 .

Now a days Brush less type A.C. Generators are normally used . Brush less
Alternator , eliminates use of slip ring , commutators and brush gears besides
offering other advantages over conventional alternators . Its main components
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 within
close limits over wide operating conditions . The input to the AVR is derived from
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 . This feature automatically reduces the
generator output terminal voltage , in proportion to the speed of
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 from getting over loaded
under such slow speed condition .
Voltage regulation up to ± 0.5 % can be obtained under following
conditions .
(i) Variation of load from no load to full load .
(ii) Variation of power factor between 0.8 and unity .
(iii) Hot and cold condition of generator and
(iv) For prime mover speed variation of ± 4 %
Filter circuit can be provided for unbalanced and thyristor load
application .

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) Windings
(ii) Bearings
(iii) Ventilation openings
(iv) 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.

1.3 Common Faults , Causes and action
Sr no Fault Probable causes Action

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

AC PLANT & ENGINE ALTERNATORS- OPERATION & MAINTENANCE

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electronics equipments, the Air Conditioning has become a day-to-day need.

Presently every individual has to have some knowledge of Air Conditioning to

meet his day-to-day need.

1.1. Air Conditioning

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I. Cutout temperature: 230C

II. Cut in temperature: 250C

The temperature difference of cut in and cut out settings is called

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e) To provide Air movement :

f) To remove bad odour :

Positive pressure is maintained in the air conditioned area

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comprising of the following major parts

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Air Conditioning is provided to maintain the temperature, humidity,

1. TYPE OF THE CONSTRUCTION, WINDOWS AND DOORS :

2. TYPE OF THE CONSTRUCTION, WINDOWS AND DOORS :

3. SIZE OF THE ROOM :

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7. HEAT GAIN THROUGH DELIVERY & RETURN DUCT :

In a switch room fresh air is required to replenish the oxygen

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4.1.1 Opening for delivery duct :-

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4.1.2 Opening of return air duct/boxing :

4.1.3 Opening for fresh air fan :-

4.1.4 Opening for refrigerant pipes & condenser cables :-

4.1.5. Opening for main cable entry :-

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4.1.6 Opening for supply water pipe :

4.1.7 Opening for drain water pipe :-

4.2.1 Receipt of Material & Inspection :

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4.4 Location of the condenser :

4.6 Placement of the Equipment :

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4.8 Refrigerant piping :-

a) Cable should be laid on cable tray.

4.11 Pressure Testing :-

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4.15 Testing During Gas Charging :

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A. WINDOW A.C. UNIT :

B. SPLIT A.C. UNIT :-

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1. WINDOW A.C. UNIT :-

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4 Starting Capacitor i. Compressor short cycle i. As discussed above

NORMS OF ENGINE ALTERNATORS FOR DIFFERENT TYPES OF TELECOM

(1+1) 1.5 TR (1+1) 1.5 TR