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7.0

415 V SWITCH GEAR

7.01 INTRODUCTION
Auxiliary supply for electrical equipment of 175 KW and less is at 415 V
for the units of Neyveli Thermal Power Station II. 6.6KV/415V service
transformers provide power to the system. The HT supply is obviously from
the 6.6KV system of the station. Broadly the above service transformers
have got three ratings viz. 750KVA (used in CWP House), 1000KVA (used in
WT Plant) and 1600KVA (used in all other locations). The nameplate details of
these transformers are as under:

7.02 1600 KVA TRANSFORMER

Voltage.

: HV 6600 Volts.
: LV 433 Volts.

Current.

: HV 140 Amps.
: LV 2133 Amps.

Vector group.

: DY 11.

Type of cooling.

: ONAN.

Tap Changer.

: 22.5 % (Off load).

7.03 1000 KVA TRANSFORMER

Voltage.

: HV 6600 Volts.
: LV 433 Volts.

Current.

: HV 87.5 Amps.
: LV 1334 Amps.

Vector group.

: DY 11.

Type of Cooling.

: ONAN.

Tap Changer.

: 22.5 % (Off load).

7.04 750 KVA TRANSFORMER

Voltage.

: HV 6600 Volts.
: LV 433 Volts.

Current.

: HV 65.5 Amps.
: LV 1000 Amps.

Vector group.

: DY 11.

Type of Cooling.

: ONAN.

Tap Changer.

: 22.5 % (Off load).

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7.04 DESCRIPTION OF THE 415 V BUS BARS

The main bus bars are made of aluminium and insulated with
polyurethane paint. These are laid out horizontally at the top of the supply
modules. Two such sets of bus bars are available, one for the front panel and
other for the rear panel. These bus bars have a fault withstanding capacity of
40 KA 1 sec.
The vertical bus bars (drop buses) are also made of aluminium and
insulated with polyurethane paint. There are two sets per one column of the
modules, one for the front panel and the other for the rear panel of that
column.

7.05 DESCRIPTION OF THE CIRCUIT BREAKERS

The circuit breakers are roller mounted and can be racked in and
out of a sub cubicle. There are safety shutters for the fixed isolating contacts,
so that when the breaker is completely drawn out from the cubicle, a plate
on either side of the breaker frame operates a pivoted arm causing the
shutters to close thereby completely covering the entire cable and bus bar
plug connections. Another safety interlock is provided such that the breaker
cannot be racked in or out when the breaker is in closed condition. The
circuit breaker frame is connected to the main earth terminal, mounted at
the rear of the sub cubicle, through a sliding contact.
The closing of the breaker is achieved by the closing spring, which is
charged by an electric motor. The spring recharging is automatic following
the closure of the circuit breaker. The motor wound spring closing units are
fitted with emergency manual charging facility also.

7.06 ENGLISH ELECTRIC CIRCUIT BREAKER

Spring-loaded hinged access flap is provided on the front door for
isolation. The breaker has three distinct positions, Service/Test/Isolated, with
in the cubicle and a racking cam and slide rails operated from the front of the
equipment achieve this. Isolated condition simplifies inspection and from this
position the circuit breaker can be completely removed from the housing.
The breaker can be withdrawn to Test & Isolated positions with the
cubicle door closed. A mechanical Indicator Charged/Free is provided to
indicate the state of closing springs. ON/OFF mechanical Indicators and also

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Service/Test/Isolated position Indicators are provided to indicate the status
and position of the breaker respectively.
In the three distinct positions of the breaker, the supply availability to
the main circuit and control circuit are as given below:
Breaker
Position
SERVICE
TEST

Electrical Connection
Main Circuit
Control Circuit
Connected
Connected
Disconnected

ISOLATED

Disconnected

Description
Normal service Position
Position for close/ open check

Connected

and control circuit operation

Disconnected

Test.
Breaker completely isolated.

7.07 L & T CIRCUIT BREAKER

The breakers can be set with a special handle to four distinct positions.
Viz. SERVICE, TEST, ISOLATED & MAINTENANCE. Out of these four positions,
the first three positions are achieved with the door fully closed. In the
Isolated position the door of the cubicle can be opened and the breaker is
drawn out by hand to maintenance position. Complete access to the inner
parts is available in this position.
When the closing springs are in charged condition a yellow flag in the
front indicates it. ON/OFF flag indication is also available to indicate the
status of the breaker.
In the different positions of the breaker, the availability of supply to the
main circuit and control circuit are similar to that of English Electric Circuit
breaker as indicated in the table above section.

7.08 LAYOUT
The 415V system (Fig-1) comprises 36 service transformers. The split
up details are as follows.
1. 2 Nos. Units Service Transformer (Total 2 X 4 = 8) 1600 KVA
2. 2 Nos. ESP Transformer each unit (Total 2 X 4 = 8) 2000 KVA
3. 4 Nos. Station Service Transformer 1600 KVA
4. 4 Nos. AC & Ventilation Transformer 2000KVA
5. 4 Nos. Lighting Transformer 315 KVA
6. 4 Nos. AHS Transformer - 2000KVA
7. 2 Nos. CWPH Transformer 1250 KVA

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8. 2 Nos. DM Plant Transformer 1250 KVA

7.09 UNIT CUM EMERGENCY SWITCHGEAR (UCES)

Each unit has got two 415 V buses viz. USS-A and USS-B. The unit
service transformer (UST)-A feeds USS-A where as UST-B feeds USS-B.
UST-A gets its 6.6 KV supply from the respective 6.6 KV unit bus-A
through MOCB. The LT side (415V) of this transformer is connected to USS-A
through an ACB (Normal Incomer).
The connections UST-B is similar to that of UST-A except that it gets its
6.6 KV supply from the respective 6.6 KV unit bus-B and the LT side is
connected to USS-B.
Both the buses can be inter connected through a Bus Coupler (B/C-2)
which is normally in open condition.
Normal/ emergency switchgear is provided at both the buses and
they are getting their normal supply from USS-A and from USS-B through bus
coupler breakers 1&3 (ACB). If this normal source fails, the reserve Diesel
Generator starts automatically and supplies power to this buses through
Emergency DG incomer at both the ends.

7.10 STATION SERVICE SWITCHGEAR (SSS):

This LT panel is supplied by English Electric.
The layout comprises of two buses viz SSS-1 and SSS-2. SSS-1 bus consists
of two bus sections, each fed through an individual transformer and they can
be connected through a bus coupler when one transformer in service. Similar
arrangement is made for SSS-2 also.
The HT supplies of these transformers are from 6.6 KV station buses C3B
and C4B respectively.

7.11 AHS SWITCHGEAR

This LT panel is also supplied by L&T. This switchgear has also got two
buses (PCC-1 AND PCC-2) fed by four transformers AHT-1, AHT-2, AHT-3 and
AHT-4. AHT-1 & 2 feed PCC-1 & AHT-3 & 4 feed PCC-2.

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AHT-1 & 3 get their supply from 6.6 KV station bus-C5A through SF6
Breakers. The LT sides of these transformers are connected to PCC-1 through
ACBs.
AHT-2 & 4 get their supply from 6.6 KV station bus-C5B through SF6
Breakers. The LT sides of these transformers are connected to PCC-2 through
ACBs.

7.12 CWPH SWITCHGEAR

This is also supplied by English Electric. The layout of this switchgear
consists of two transformers CWPT-A and CWPT-B feeding two buses CWPH
switchgear-A & CWPH switchgear-B respectively through the incomer
breakers. Both the buses are coupled by a bus coupler breaker (ACB).
Normally this breaker will be kept opened. The HT supplies for these
transformers CWPT-A and CWPT-B are from 6.6 KV station buses C3B & C4B.

7.13 WTP SWITCHGEAR

This LT panel is also supplied by L&T. The layout is similar to CWPH
switchgear. The HT supplies for DMPT-A and DMPT-B are from 6.6 KV station
buses C3B & C4B respectively.

7.14 ESP SWITCHGEAR

This LTSWGR panel is also supplied by M/S SHIBSHA INSTRUMENTS LTD
Each unit has got two ESP transformers ESPT-A and ESPT-B feeding two buses
ESP switchgear-A and ESP switchgear-B through the incomer breakers, Both
these buses are coupled together by a bus coupler breaker (ACB) which is
normally kept opened. The Ht supply for ESPT-A and ESPT-B are from the
respective 6.6 KV unit buses A and B respectively.

7.15 MOTOR CONTROL CENTRES (MCC)

a) Each unit has got the following MCCs.
1. Boiler Auxiliary MCC (BAMCC).
2. Boiler Valve MCC-1 (BVMCC-1).
3. Boiler Valve MCC-2 (BVMCC-2).
4. Turbine Auxiliary MCC (TAMCC)
5. Turbine Valve MCC-1 (TVMCC-1).
6. Turbine Valve MCC-2 (TVMCC-2).
7. Water Soot Blower MCC (WSBMCC).

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8. Steam Soot Blower MCC (SSBMCC).
9. Emergency MCC-1 & 2
10.

AC Distribution Board (ACDB)

11.

Chemical Feed MCC

12.

Main DCDB

13.

Ventilation MCC

b) Apart from the above MCCs the following MCCs are also available to
cater the needs of station facilities.
1. Station Service MCC 1&2
2. Fuel Oil Pump House MCC.
3. H2 Plant MCC.
4. DM plant MCC - 1 & 2
5. CW MCC 1 & 2

7.16 BOILER AUXILIARY MCC

This has got two buses A and B coupled through a bus coupler ACB.
Which will be normally kept opened. Bus-A is getting supply from UCES-A
through a feeder, which has got ACBs at both ends. Similarly B bus is getting
from UCES-B through an identical feeder.

7.17 BOILER VALVE MCC 1 & 2

The boiler valve MCC is getting supply through two feeders, one from
Bus-A and the other from Bus-B of Boiler Auxiliary MCC. Each feeder has got
an isolating switch and a fuse unit on the boiler MCC side and at the boiler
valve MCC side. The isolating switch units of the two feeders at the Boiler
valve MCC side are mechanically interlocked by a key in such a way that only
one can be closed at a time.

7.18 TURBINE AUXILIARY MCC

This has got two buses A and B coupled through a bus coupler ACB.
Which will be normally kept opened. Bus-A is getting supply from UCES-A
through a feeder, which has got ACBs at both ends. Similarly bus-B is getting
from UCES-B through an identical feeder.

7.19 TURBINE VALVE MCC 1 & 2

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The Turbine valve MCC is getting supply through two feeders, one from
Bus-A and the other from Bus-B of Turbine Auxiliary MCC. Each feeder has
got an isolating switch and a fuse unit on the Turbine MCC side and at the
Turbine valve MCC side. The isolating switch units of the two feeders at the
Turbine valve MCC side are mechanically interlocked by a key in such a way
that only one can be closed at a time.

7.20 SOOT BLOWER MCC.

It is getting supply from Bus-A of BoilerAUX. MCC through a feeder,
which has got an isolating switch and a fuse at the Boiler MCC side and an
isolating switch at the soot blower MCC side.

7.21 FUEL OIL PUMP HOUSE MCC

This MCC is supplied by English Electric. This is getting supply from DM
plant MCC and switchgear through two feeders.

7.22 H2 PLANT MCC

This MCC is supplied by C&S. The supply is from Station Service Swgr1.

7.23 AUXILIAR SUPPLIES USED.

Each switchgear is having the following supplies.
1. 110 V,

1,

2. 220 V,
3. 24 V,

a.c.

Control supply.

D.C. Control supply.

a.c.

Winding heating supply.

4. 240 V,

1,

a.c.

Panel and motor space heating supply.

5. 415 V,

1 ,

a.c.

Test supply.

a.c.

Alarm supply.

6. 110 V,

1,

1 ,

7.24 110V A.C., 1 CONTROL SUPPLY

This control supply is used for the auxiliaries, which are controlled by
contractors.

This

supply

is

obtained

through

415/110V,

1,

control

transformer which is getting the 415V supply from power feeder of the same
auxiliary after the isolating switch and fuse units or from the 415V test bus
depending upon whether the module is in service or test position
respectively.

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7.25 220V D.C. CONTROL SUPPLY

This supply is used for the incoming/outgoing feeders, which are
controlled by circuit breakers. This is used by the spring charging motor,
closing coil and the trip coil circuits of the circuit breaker. This supply is
brought from the 220V unit/station D.C. system.

7.26 WINDING HEATING SUPPLY

This supply is used for winding heating of the motors. Each switchgear
has got one 24V winding heating supply bus which gets its supply from some
other 415V bus through an isolating switch fuse and a 415/24V, 1
transformer. From this 24V bus, supply goes to the A and C phase terminals
of the motors through a MCB and a set of contracts of a relay which ensures
that this supply is fed to the motor only when it is not in service. This supply
is used for all the motor up to 30KW rating.

7.28 PANEL AND MOTOR SPACE HEATING SUPPLY

This supply is used for panel/motor space heating. Each switchgear has
got a 240V panel/motor space heating supply bus which gets its supply from
some other 415V bus through an isolating switch, fuse and a 415V/240V, 1
transformer. From this bus, supply goes to the motor space heater through a
MCB and a set of contracts of a relay, which ensures that this supply is
available to the space heater only when the motor is not in service. This is
used for the motors whose rating is more than 30KW.

7.29 TEST SUPPLY

This supply is used for testing of the modules. This 415V test supply is
getting its supply from some other 415V bus through a 415/415V, 1,
transformer with isolating switch and fuse on both primary secondary sides.

7.30 ALARM SUPPLY

This supply is used for annunciating through a hooter whenever any
equipment in that switchgear trips. This 110V Alarm supply bus is getting its
supply from the main 415V, 3 bus through a 415/110V, 1 transformer with
isolating switch and fuses on the primary side and a fuse and link on the
secondary side.

7.31 OPERATING INSTRUCTIONS

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Operating instructions are such that it does not allow paralleling of two
or more transformers for a period more than 2.0 secs.
In the case of unit cum emergency switchgears, the normal incomers
will be in service. When one of the normal incomers trips the Bus Coupler-2
closes on auto.
In the case of station service switchgear, if any one incomer fails the
Bus coupler can be taken into service.
In the case Boiler and Turbine Auxiliaries, the normal incomers will be
in service. When one of the normal incomers trips the Bus Coupler closes on
auto.
In the case of CWPH switchgear, WTP switchgear when one of the
incomer breakers trip, the bus coupler breaker can be taken into service
manually.
In the case of ESP switchgear, auto closing of bus coupler breaker
when one of the incomer breakers trip is not available.

7.32 ISSUE OF LINE CLEAR (L.C) FOR VARIOUS

TRANSFORMER
The procedure for issuing L.C. to the various transformers of 415V
system and also the procedure to normalize the system on return of L.C. are
discussed below.

7.33 ISSUE OF L.C. ON UST-A

CONDITIONS:
1. UST-A and UST-B are feeding UCES-A and UCES-B respectively.
OPERATIONS:
1) Put the trip selector switch at GCD in Incomer-1(I/C-1) position.
2) Put the Bus Coupler Breaker-2 Auto/ Manual switch at GCD in
manual position.
3) Close the Bus coupler Breaker -2
4) Immediately the normal incomer to UCES-A will trip.
5) Trip the HT breaker of UST-A; rack out both HT & LT breakers of
UST-A and isolate their control supplies.

7.34 NORMALISING UST-A AFTER RETURN OF L.C.

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1. Rack in both HT and LT breakers of UST-A and effect their control
supplies.
2. Close the 6.6KV

(HT) breaker of UST-A thereby charging

the

transformer.
3. Switch on the synchronising switch of UST-A.
4. Check for equal readings in the double voltmeter and in the double
frequency meter.
5. Put the trip selector switch at GCD in Bus Coupler (B/C) position
6. Close the normal incomer of USS-A when the synchronising conditions
are satisfied.
7. Bus Coupler-2 breaker of UCES will trip immediately;
8. Switch off the synchronising switch.
9. Check the bus voltmeter of USS-A for normal readings.
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