Report on Industrial Training

Submitted By:
 Tahsin Tanveer Ahmed ID 201118056
 Shahriar Parvez ID 201118058
Department of Mechanical Engineering
Military Institute of Science and Technology

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PREFACE
Electrical engineering education has undergone some radical changes during the past couple
of decades and continuous to do so. Out of all topics electricity generation, protection,
controlling, monitoring and transmission are some of those. Especially generation is vital
factor for the perspective of Bangladesh as we know electricity crisis is a common problem
in our country due to the lack of our fuel energy.
However, several kinds of fuel can be used such as gas, water, steam, nuclear, wind, diesel
and any other duel fuel. In this case mixture of gas and air is used into the Wärtsilä Engine
(20V34SG). This document has three parts; mechanical part and electrical part and
automation part including all control system for both the engine and the alternator.
Mechanical part deals with engine such as all parts of engine, control and starting air
system, engine wiring, and engine cooling and lubes oil system, engine control system,
different kinds of engine module, exhaust system etc. Electrical part deals with alternator,
control room, LV room, HV room, equipments of switch yard and switch gear,
communication system with Ethernet cable etc. Automation part deals the automation
system, instrumentation system, control module etc.
Mechanical part emphasizes the concept of various types of Wärtsilä Engine Control System
(WECS) by using different modules. In particular the concept of safety system of engine is
monitored by Engine Safety Module.
Electrical part emphasizes the concept of various types of control system over the switch
yard equipments as well as communication protocol where data’s are transmitted at a rate
of 10Mbps by using optical fiber cable. It deals with different kinds of relay which are vital
factor for power system as well.
Automation part emphasizes the concept of various types of control module(MCM700,
CCM-10, Power module), instrumentation sensor.
This document precisely provides indispensable information for power system and all things
are collected together which have modern reliability.

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ACKNOWLEDGMENTS
We take this opportunity to express our profound gratitude and deep regards to
MAJ GEN MD SIDDIQUR RAHMAN SARKER, HDMC, PSC Commandment, MIST,
Brig Gen Habibur Rahman Kamal, psc Director Academic (Dean), MIST & most importantly
Captain Anwarul Haque Chowdhury (E), psc, (Head &, Senior Instructor Department of
Mechanical Engineering (ME) for their continuous support to make our industrial training a
successful one.
We also like to thank our CC Wg Cdr G.M. Jahangir Alam, Instructor Class A,
Department of Mechanical Engineering (ME) for his exemplary guidance, monitoring and
constant encouragement throughout the course of this training. The blessing, help and
guidance given by him time to time shall carry me a long way in the journey of life on which
I am about to embark.
We also take this opportunity to express a deep sense of gratitude to Anisur Rahman,
Deputy Manager (Plant), SUMMIT POWER Ltd. , Maona Plant for his/her cordial support, valuable
information and guidance, which helped us in completing this task through various stages.
We are obliged to staff members of (SUMMIT POWER Ltd., Maona Plant), for the
valuable information provided by them in their respective fields. We are grateful for their
cooperation during the period of our assignment.
Lastly, we thank almighty, our parents, brother, sisters and friends for their constant
encouragement without which this assignment would not be possible.
Thanks to all.
1. Tahsin Tanveer Ahmed ID: 201118056
2. Shahriar Parvez ID: 201118058

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Table of Contents
1.1 BACKGROUND ...................................................................................................................................7
1.2 PURPOSE OF STUDY...........................................................................................................................7
1.3 OBJECTIVES OF THE PROJECT & THESIS ..............................................................................................8
1.4 IMPORTANCE OF ELECTRICAL ENERGY ...............................................................................................8
1.4.1 CONVENIENT ENERGY FORM.......................................................................................................8
1.4.2 EASINESS TO CONTROL ...............................................................................................................8
1.4.3 FLEXIBILITY..................................................................................................................................8
1.4.5 CHEAPNESS.................................................................................................................................8
1.4.6 CLEANLINESS...............................................................................................................................8
2.1 INTRODUCTION .................................................................................................................................9
2.2 OBJECTIVES........................................................................................................................................9
2.3 VISION...............................................................................................................................................9
2.4 MISSION ............................................................................................................................................9
2.5 QUALITY POLICY ..............................................................................................................................10
2.6 SUMMIT'S CORE VALUES: ................................................................................................................10
2.7 PLANT ADDRESSES...........................................................................................................................10
3.1 PLANT DESCRIPTION........................................................................................................................12
3.2 SWITCHYARD...................................................................................................................................12
3.3 SWITCHGEAR...................................................................................................................................12
3.3.1 BUS-BAR ...................................................................................................................................13
3.3.2 ISOLATOR..................................................................................................................................13
3.3.3 CIRCUIT BREAKER......................................................................................................................13
3.3.4 PROTECTIVE RELAYS..................................................................................................................13
3.3.5 LIGHTNING ARRESTER...............................................................................................................14
3.3.6 SYSTEM GROUNDING................................................................................................................14
3.3.7 FUSE .........................................................................................................................................15
3.4 GENERATING SET.............................................................................................................................15
3.4.1 ENGINE.....................................................................................................................................15
3.4.2 GENERATOR..............................................................................................................................15

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3.5 ELECTRICAL AND CONTROL SYSTEM DESCRIPTION...........................................................................16
3.5.1 OPERATION MODES ..................................................................................................................16
3.5.2 PARALLEL OPERATION...............................................................................................................16
3.5.3 ISLAND OPERATION ..................................................................................................................16
3.6 CONTROL PANELS............................................................................................................................16
3.6.1 COMMON CONTROL PANEL ......................................................................................................16
3.6.2 SYNCHRONIZING CONTROL UNIT ..............................................................................................17
3.6.3 GENERATING SET CONTROL PANEL ...........................................................................................17
3.6.4 MANUAL CONTROL UNIT ..........................................................................................................18
3.6.5 LOCAL CONTROL PANELS ..........................................................................................................18
3.6.6 CONTROL PANEL IN THE ENGINE AUXILIARY MODULE...............................................................19
3.7 PLC SYSTEM .....................................................................................................................................19
3.8 WOIS WORKSTATION.......................................................................................................................20
3.9 WISE WORKSTATION .......................................................................................................................24
3.10 GENERATOR PROTECTION:.............................................................................................................27
3.11 CONTROL FUNCTIONS....................................................................................................................27
3.12 START AND STOP ...........................................................................................................................27
3.13 SYNCHRONIZATION........................................................................................................................28
3.14 ENGINE SPEED AND LOAD CONTROL..............................................................................................28
3.14.1 SPEED DROOP CONTROL .........................................................................................................28
3.14.2 KW CONTROL..........................................................................................................................28
3.15 GENERATOR OUTPUT CONTROL.....................................................................................................29
3.15.1 VOLTAGE DROOP CONTROL ....................................................................................................29
3.15.2 POWER FACTOR CONTROL ......................................................................................................29
3.16 CONTROL OF AUXILIARY SYSTEMS..................................................................................................29
3.16.1 AUTOMATIC START AND STOP OF AUXILIARY UNITS................................................................29
3.16.2 RADIATOR CONTROL...............................................................................................................30
3.16.3 ALARM HANDLING..................................................................................................................30
3.17 SAFETY FUNCTIONS .......................................................................................................................30
3.17.1 ENGINE START CONDITIONS....................................................................................................30
3.17.2 AUTOMATIC SHUTDOWN AND ENGINE STOP..........................................................................30
3.17.3 LOAD REDUCTION ALARM.......................................................................................................30

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3.17.4 AUTOMATIC LOAD REDUCTION...............................................................................................30
3.18 ENGINE CONTROL SYSTEM.............................................................................................................30
3.18.1 SPEED CONTROL .....................................................................................................................31
3.18.2 AIR FUEL RATIO CONTROL.......................................................................................................31
3.18.3 WASTE-GATE CONTROL...........................................................................................................31
3.18.4 CYLINDER BALANCING CONDITIONS........................................................................................31
3.18.5 KNOCK CONTROL ....................................................................................................................32
3.18.6 GAS PRESSURE CONTROL ........................................................................................................32
3.18.7 SAFETY CONTROL....................................................................................................................32
4.1 GENERAL INFORMATION .................................................................................................................33
4.1.1 ENGINE SPECIFICATION.............................................................................................................33
4.2 ENGINE BLOCK.................................................................................................................................34
4.3 OIL SUMP ........................................................................................................................................34
4.4 HYDRAULIC JACK..............................................................................................................................34
4.5 MAIN BEARING ASSEMBLY...............................................................................................................35
4.6 CRANKSHAFT...................................................................................................................................35
4.6.1 COUNTER WEIGHTS ..................................................................................................................36
4.6.2 FLANGE.....................................................................................................................................36
4.6.3 CRANKSHAFT DEFLECTIONS ......................................................................................................36
4.7 VIBRATION DAMPER........................................................................................................................37
4.8 PLAIN BEARING................................................................................................................................38
4.9 CONNECTING ROD...........................................................................................................................38
4.10 CYLINDER LINER.............................................................................................................................39
4.11 ANTI POLISHING RING:...................................................................................................................39
4.12 FLYWHEEL......................................................................................................................................40
4.13 PISTON ..........................................................................................................................................40
4.14 PISTON RINGS:...............................................................................................................................40
4.15 PISTON CROWN.............................................................................................................................41
4.16 CYLINDER HEAD.............................................................................................................................41
4.17 VALVES ..........................................................................................................................................41
4.18 MULTI-DUCT..................................................................................................................................41
4.19 PRE-CHAMBER...............................................................................................................................42

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4.20 VALVE MECHANISM.......................................................................................................................42
4.21 ROCKER ARMS ...............................................................................................................................43
4.22 THE CAMSHAFTS............................................................................................................................43
4.23 CAMSHAFT PIECES.........................................................................................................................43
4.24 CAMSHAFT DRIVING GEAR.............................................................................................................44
4.25 TURBOCHARGER............................................................................................................................44
4.26 CHARGE AIR COOLER (CAC)............................................................................................................45
5.1 LUBRICATING OIL SYSTEM................................................................................................................46
5.1.1 LUBRICATING OIL COOLING.......................................................................................................47
5.1.2 LUBRICATING OIL FILTERS .........................................................................................................47
5.1.3 PRE-LUBRICATION.....................................................................................................................47
6.1 GAS REGULATING UNIT (GRU)..........................................................................................................48
6.2 THE LEAN-BURN CONCEPT...............................................................................................................49
6.3 GAS ADMISSION SYSTEM .................................................................................................................50
6.4 PRE-CHAMBER GAS INJECTION ........................................................................................................50
6.5 MAIN GAS INJECTION ......................................................................................................................50
7.1 CHARGE AIR SYSTEM........................................................................................................................51
7.2 CHARGE AIR FILTER..........................................................................................................................51
7.3 CHARGE AIR SILENCER .....................................................................................................................52
7.4 IGNITION SYSTEM............................................................................................................................52
7.5 EXHAUST WASTEGATE.....................................................................................................................53
7.6 FUNCTION OF EXHAUST WASTEGATE...............................................................................................53
7.7 WASTEGATE POSITIONER.................................................................................................................54
7.8 AIR/FUEL RATIO CONTROL...............................................................................................................54
7.9 COMPRESSED AIR SYSTEM ...............................................................................................................54
7.10 STARTING AIR COMPRESSOR .........................................................................................................55
7.11 INSTRUMENT AIR...........................................................................................................................56
7.12 ENGINE STARTING CONDITION ......................................................................................................57
7.13 EXHAUST GAS SYSTEM...................................................................................................................57
8.1 COOLING WATER SYSTEM................................................................................................................58
8.2 PREHEATING UNIT ...........................................................................................................................59
8.3 EXPANSION VESSEL..........................................................................................................................59

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8.4 RADIATOR........................................................................................................................................59
9.1 POWER TRANSFORMER ...................................................................................................................60
9.2 TRANSFORMER EQUIVALENT CIRCUIT..............................................................................................60
9.3 MEASURING DEVICES.......................................................................................................................61
9.4 CURRENT TRANSFORMER (CT) .........................................................................................................61
9.5 POTENTIAL TRANSFORMER (PT).......................................................................................................62
9.6 ON LOAD TAP CHANGING TRANSFORMER .......................................................................................62
9.7 SPECIFICATION OF POWER TRANSFORMER......................................................................................63
9.8 TRANSFORMER PROTECTION...........................................................................................................63
9.9 ALTERNATOR ...................................................................................................................................64
9.10 ALTERNATOR COMPONENTS (AVK)................................................................................................64
9.11 AUTOMATIC VOLTAGE REGULATOR (AVR) .....................................................................................65
9.12 GENERATOR FAULTS ......................................................................................................................65
9.13 GENERATOR PROTECTION..............................................................................................................66
9.14 AC/DC MOTOR...............................................................................................................................66
9.15 MOTOR PROTECTION.....................................................................................................................66
9.16 POWER FACTOR IMPROVEMENT....................................................................................................67
9.17 POWER TRI-ANGLE CALCULATION..................................................................................................67
9.18 DISADVANTAGES OF LOW POWER FACTOR....................................................................................68
9.19 POWER FACTOR IMPROVEMENT EQUIPMENTS .............................................................................68
9.20 MV (11 KV) BUS-BAR PROTECTION.................................................................................................68
9.21 HV (33 KV) LINE PROTECTION.........................................................................................................68
9.22 DC- SYSTEM ...................................................................................................................................69
9.23 LV- SWITCHGEAR ...........................................................................................................................69
9.24 MV- SWITCHGEAR .........................................................................................................................70
9.25 CIRCUIT BREAKERS.........................................................................................................................71
9.25.1 AIR CIRCUIT BREAKER (ACB) ....................................................................................................71
9.25.2 SULPHER HEXAFLUORIDE (SF6) CIRCUIT BREAKER ...................................................................71
9.25.3 VACUUM CIRCUIT BREAKER (VCB):..........................................................................................71
10.1. GENERAL ......................................................................................................................................72
10.2. SAFETY IS YOUR RESPONSIBILITY..................................................................................................72
10.3. USE OF PERSONAL PROTECTION EQUIPMENT ...............................................................................73

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10.3.1. HEARING PROTECTION..........................................................................................................73
10.3.2. GOGGLES & FACIAL PROTECTION ...........................................................................................73
10.3.3. GLOVES..................................................................................................................................73
10.3.4. PROTECTIVE SHOES ...............................................................................................................73
10.3.5. HAND AND POWER TOOLS .....................................................................................................73
10.3.6. HAND AND PORTABLE TOOLS.................................................................................................73
10.4. WORKING ENVIRONMENT - NOISE................................................................................................73
10.5. OPERATION & MAINTENANCE ......................................................................................................74
10.5.1. GENERAL................................................................................................................................74
10.5.2. GENSET..................................................................................................................................74
10.5.3. HEATERS ................................................................................................................................74
10.5.4. SEPARATORS..........................................................................................................................74
10.5.5. WELDING ...............................................................................................................................74
10.5.6. RADIATION.............................................................................................................................74
10.6. WORKING AT HEIGHTS..................................................................................................................74
10.7. FIRE PROTECTION .........................................................................................................................75
10.7.1. GENERAL................................................................................................................................75
10.7.2. TIDINESS ................................................................................................................................75
10.7.3 FIRE EXTINGUISHERS...............................................................................................................75
Appendix ………………………………………………………………………………………………………………….………………………….78

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Chapter – 01
INTRODUCTION TO POWER GENERATION
1.1 BACKGROUND
For growing development of a country, electricity has a vital role in all sectors. For the
proper utilization, is required to transmit and distribute the electrical power through proper
way. During the early years small local generating stations supplied power to respective local
loads. Each generating station needed enough installed capacity to meet the local peak loads
Bangladesh is an underdeveloped country. Its socio-economic structure is gradually increasing.
So, the demand of power is extending day by day and thus the importance of Generation.
Transmission and Distribution are becoming more complicated. An electric power system
consist of three principal components are the generation system, transmission system and the
distribution system. The increasing uses of electric power for domestic, commercial and
industrial purposes necessities to provide bulk electric power economically. This is achieved
with the help of suitable comer generating units known as power plant or electric power
generating stations. An electric power station is an assembly of equipment in which energy is
converted from one form or another into electrical energy. Electrical equipment of a power
station include generators, transformers switch gears and control gears. The transmission links
are the connecting links between the generating stations and the distribution system and lead
to the power systems over interconnections. It is required to proper distribute the electric
power to the consumer by a network n called the distribution system.
1.2 PURPOSE OF STUDY
To study the small power system it is possible o study the large power system. The
overall system is discussed here. The direction of line flow, how the losses arc created in the
transmission and distribution, specially reducing the drops of that line are possible to know by
study the system loss of a typical power system. To fine the system loss the load flow study
must be necessary lad flow studies are essential in planning the future development of the
system because satisfactory operation of the system depends on the knowing the effects of
interconnections with other power system of new load, new generating stations and new
transmission lines before they are installed. The main purpose or this study is essential for
determining the voltage and angles at buses and the flow on transmission lines with the rapid
expansion of the system network resulting from. Interconnections of the whole system and the
installation of large generating sets, line flow and bus to be calculated.

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1.3 OBJECTIVES OF THE PROJECT & THESIS
 Study of the Electrical Energy.
 Study of power system of SUMMIT Power limited, Maona plant.
 Study on parallel operation and electrical protection system.
 Operation and maintenance of distribution system.
1.4 IMPORTANCE OF ELECTRICAL ENERGY
We need energy in various forms like heat light sound etc. The development of new
technology made it possible to convert electrical energy into any form of energy. This gives
electrical act an important position in the world. The miming of the modem industrial suture
depends on the low cost and the uninterrupted supply of electricity. Electrical energy is
considered to be superior over other energy forms the following facts gives the proof for it.
1.4.1 CONVENIENT ENERGY FORM
Electrical energy could be considered as the most convenient form of energy. It could
be converted from one loon into any other. For example we know that a bulb glows when
current passes through. It is the conversion of electrical energy into light energy
1.4.2 EASINESS TO CONTROL
The machines or devices which works on electrical energy can easily be controlled i.e.
an electric motor could be switch on and off with in a very easy manner where as a mechanical
engine needs much energy to get started. And we could provide much easy way to control
machines with help of electric devices such as regulators, voltage controllers etc.
1.4.3 FLEXIBILITY
Another important aspect of electricity is the flexibility; it is very easy to carry electricity
from one place to other by using conductors.
1.4.5 CHEAPNESS
Electrical energy is much cheaper compared to other forms of energy. The cost of
production and availability is much larger compared to other feints of energy and hence it is an
inevitable component in all sectors of the modem world.
1.4.6 CLEANLINESS
It is not associated with polluting factors such as smoke, dust, fumes, poisonous thus
helping to create a healthy atmosphere for each and all living organism in the world.

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Chapter – 02
COMPANY PROFILE
2.1 INTRODUCTION
Summit Power Limited (SPL), sponsored by Summit Group, is the first Bangladeshi
Independent Power Producer (IPP) in Bangladesh in private sector providing power to national
grid. SPL was incorporated in Bangladesh on March 30, 1997 as a Private Limited Company. On
June 7, 2004 the Company was converted to Public Limited Company under the Companies Act
1994.
Summit Power Limited in 2001, has successfully established three power plants of 11
MW capacity each, for sale of electricity to Rural Electrification Board (REB) on Build, Own and
Operate basis at Savar, Narsingdi and Comilla. During 2006 and 2007 in each of the above three
places, 2nd unit was commissioned enhancing the capacity of SPL to 105 MW. In 2009 SPL with
its 99% owned two subsidiaries has established 4 new power plants raising its capacity to 215
MW. In 2011 SPL has commissioned another power plant of 102 MW capacities at Narayanganj
under Summit Narayanganj Power Limited, where SPL has 55% ownership.
In the year 2011 Summit Power Limited has consolidated its position further by
acquiring 53,955,326 numbers of ordinary shares of Khulna Power Company Limited (KPCL). It
gives SPL the status of 18.7% of the ownership of KPCL and with that status an additional
capacity of 50 MW (approximately) has been added with that of SPL being the total capacity of
367 MW.
Considering the immense opportunities, the company is striving to establish more
power plants around the country. The fast-growing company has set a mission to expand the
company with a power generation capacity to the tune of 1000 MW, which is a modest 20% of
the electricity requirement in Bangladesh.
2.2 OBJECTIVES
• Generate and provide uninterrupted reasonably priced electricity to our customers.
• Efficient utilization of capital, machines, material and human resources.
• Continuous improvement of customer satisfaction and resource management.
2.3 VISION
To provide quality & uninterrupted electricity to the vast majority of rural Bangladesh
for their personal, social & economic development.
2.4 MISSION
"Empowering Bangladesh, we can & we will." To expand the company into a power
generation capacity to the tune of 1000 MW this is 20% of the total electricity requirement of
Bangladesh and maintains that level.

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2.5 QUALITY POLICY
We are committed to generate and provide uninterrupted supply of electricity to our
customers as per their demand by meeting all the requirements of Power Purchase Agreements
signed between the company and the valued Customer.
We integrate the philosophy of "Pioneering Spirit" with "Continuous Improvement" by efficient
utilization of Capital, Machines, Materials and Human Resources.
2.6 SUMMIT'S CORE VALUES:
• Ethics - Integrity with honesty & sincerity.
• Customer Satisfaction - Goal with quality supply of electricity.
• Belongingness - Instilled by compact teamwork with respect for each other.
• Transparency - Providing unrestricted accurate and timely information about company's
performance and financial aspects.
• Goodwill - To build goodwill through long term and congenial approach with customers.
• Opportunity - Believe in equal opportunity, based on merit.
2.7 PLANT ADDRESSES
Ashulia, Savar 45 MW
Madhabdi, Narshingdi 35 MW
Chandina, Comilla 25 MW
Ullapara, Sirajganj 11 MW
Maona, Gazipur 33 MW
Jangalia, Comilla 33 MW
Rupganj, Narayanganj 33 MW
Madanganj, Narayanganj 102
• Paid Up Capital: Tk. 3,943,601,640
• Sponsors: Summit Industrial and Mercantile Corporation (Pvt.) Ltd. & Euro Hub
Investments Ltd.
• Off taker: Bangladesh Power Development Board (BPDB), Rural Electrification Board
(REB)
• Number of Employees: 265
• Total electric output: 317 MW
• Engine type: CATERPILLER G3616, CATERPILLER G3516, Wärtsilä 16V34SG,
Wärtsilä 20V34SG, Wärtsilä 18V46GD, GE JGS 620 GS-NL
• Year of Starting Commercial Operation: 2001

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Chapter – 03
PLANT OVERVIEW
Radi
atorTransforme
r-1
SUB STATION
Dormitory
RMS
Transforme
r-2
St
or
er
St
or
er
W
or
ks
St
or
er
Container
Sec
urit
Auxiliary
Tx-1
Auxiliary
Tx-2
Silencer
Diesel
Gener
ator
room
Fire
pum
p
D
M
Pla
Security
Post
Maintenance room(1
st
floor)
MV room (Ground
floor)
Control Room(1
st
floor)
LV room (Ground
floor)
Engine-4
Engine-3
Engine-2
Engine-1
Alt
ern
Alt
ern
Alt
ern
Alt
ern
GRU
GRU
GRU
GRU
DoorSecurity
mess
Guard
room
ACQ
MOD
ACQ
MOD
ACQ
MOD
ACQ
MOD
BJA
Panel
BJA
Panel
BJA
Panel
BJA
Panel
E
N S
W
Pipemodule

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3.1 PLANT DESCRIPTION
The power plant includes engines, generators and the auxiliary equipment needed for
power production. The engine and the generator are mounted on a common base frame,
constituting a generating set. The auxiliary equipment is mainly mounted on modular units.
The generating sets and part of the auxiliary equipment are located in the power house. The
power house includes an engine hall, a control room and rooms for LV and MV switchgears. A
crane is installed in the engine hall.
The power plant operates on fuel gas. The engines have closed-circuit cooling water systems
with cooling radiators outside the power house.
The power plant includes a control system and a power distribution system. The power
production is mainly controlled from the central control panel and from the operator's
workstation.
3.2 SWITCHYARD
The area in a substation where outdoor equipments are installed is called switchyard.
The outdoor equipments are connected systematically in a switchyard. In a substation, the
switchyard performs an important role for switching of the incoming & outgoing power. This is
the main workhouse of the station. The control room gets the required data about voltage,
current and fault levels from the switchyard. Systematic and simple design of the switchyard
helps in obtaining reliability of supply without any disturbance.
3.3 SWITCHGEAR
The apparatus used for switching, controlling and protecting the electrical circuits and
equipments is known as switchgear. Every electrical circuit needs a switching device and a
protective device. Switch-gear is a general term covering a wide range of equipment that
includes switches, fuse, circuit breaker, relays, isolator, lightning arresters, current transformer,
Potential transformer, control panels and various associated equipment.
Number of engines 4
Engine type W20V34SG
Power output 35 MW
Capacity 33 MW
Fuel Source Gas
Frequency 50 Hz

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3.3.1 BUS-BAR
When a number of generators or feeders operating at the same voltage have to be
directly connected, bus-bar is used as the common electrical component. Bus-bars are made up
of copper rods that operate at constant voltage.
3.3.2 ISOLATOR
Isolator is used to disconnect any section or unit from all live parts of a substation. It is
normally a knife switch designed to open a circuit under no load. The main purpose of using
isolator is to isolate one portion of a circuit from the other. It should never be opened until the
circuit breaker in the same circuit has been opened and should always be closed before the
circuit breaker is closed. Isolators are usually placed on either side of the circuit breakers for
safety during maintenance and troubleshooting.
Based on the position of the isolator in the system, it can be classified in three ways:
1. Line isolator : isolates an incoming or outgoing line from the bus
2. Bus isolator : isolates two section of the bus
3. Transformer isolator : isolates the transformer from the bus or the lines
3.3.3 CIRCUIT BREAKER
Circuit-breakers are the switching and current interrupting devices. Basically a CB comprises a set of
fixed and movable contacts. The contacts can be separated by means of an operating mechanism. The
separation of current carrying contacts produces an arc. The arc is extinguished by a suitable medium
such as dielectric oil, air, vacuum, SF6 gas. The CBs are necessary in every part of the substation. It is so
designed that it can be operated manually under normal condition and automatically under fault
condition.
3.3.4 PROTECTIVE RELAYS
Protective relay and relaying system detect abnormal conditions like faults in electrical circuit and
operate automatic switch-gear to isolate faulty equipments from the system as quick as possible. This
limits damage at the fault location and prevents the effects of the spreading into the system. The
secondary function of a protective relaying system is to provide and indicate the location of fault which
is helpful for the maintenance people.
A relay is a device which detects the fault and provides information to the circuit breaker for circuit /
current interruption.

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3.3.5 LIGHTNING ARRESTER
Lightning arresters are protective devices used to divert the surge voltage due to
lightning. It is used in electrical power system to protect the insulation on the system from the
damaging effect of lightning. In times of lightening, it conducts the high voltage surges on the
power system to the ground.
Working Principle: The figure-2 shows a basic form of a surge arrester. It consists of a
spark gap in series with a non-linear resistor. One end of the diverter is connected to the
terminal of the equipment to be protected and the other end is effectively grounded. The
length of the gas is so adjusted that normal line voltage is not enough to cause an arc across the
gap but a dangerously high voltage will break down the air insulation and form an arc. The
property of the non-linear resistor is that its resistance decreases as the voltage/ current
increases and vice-versa.
Figure-2: Lightering Arrester & V-I Characteristics of Non-linear Resistor
The action of lightening arrester is as under:
 Under normal condition, it conducts no current to the earth and the gap is non-
conducting
 In case of high voltage, the air insulation across the gap breaks down and an arc is
formed, providing a low resistance path for the surge to the ground.
3.3.6 SYSTEM GROUNDING
Earthing or grounding means making connection to the general mass of earth. The use of
earthing is extensive at every part of the power system. Earthing connections are made from
the generators to the consumer’s equipment.
Earthing may be divided into:
1. Natural earthing
2. General earthing
The objective of earthing is:
1. To reduce the voltage stresses due to switching and lightning surges.
2. To maintain the fault current to satisfactory and safe values.
The various methods of earthing generally used in a substation are:
1. Solid earthing
2. Resistance earthing

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3.3.7 FUSE
A fuse is a short piece of metal, connected in series with the load circuit, which melts
when excessive current flows through it and thus breaks the circuit for device protection. Fuse
elements are lead, tin, copper, zinc, silver etc.
Fig-3: Characteristics of a fuse
The time required to cut off the fuse depends upon the magnitude of excessive current. The
greater the fault current, the shorter the time required by the fuse to cut off. The
characteristics of a fuse are shown in figure-3 for clear understanding of fuse operation.
3.4 GENERATING SET
The generating set consists of an engine and a generator, mounted on a common base frame.
The base frame is flexibly mounted on the foundation using steel spring elements. A flexible
coupling connects the engine and the generator.
3.4.1 ENGINE
The engine is a four-stroke lean-burn gas engine, designed to operate on natural gas. The
engine is equipped with turbochargers and intercoolers. A small part of the auxiliary
equipment, including the lubricating oil circulation system and the engine-driven cooling water
pumps, is built on the engine.
3.4.2 GENERATOR
The engine drives a synchronous three-phase generator. The air-cooled generator has a shaft-
mounted cooling fan and air filters. The generator is also equipped with an anticondensation
heater. The excitation of the generator is controlled by an automatic voltage regulator, installed
in the control cabinet of the generating set.

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3.5 ELECTRICAL AND CONTROL SYSTEM DESCRIPTION
3.5.1 OPERATION MODES
The generating set can be operated in automatic or manual mode. The control mode
selection is made with the "generating set control" switch on the manual control unit. In
automatic mode, the control system selects the engine and generator control methods
according to the "parallel with grid" signal. In manual mode, the engine and generator control
modes are selected with switches on the manual control unit. Some control modes are enabled
only when the generating set is in parallel with the grid.
3.5.2 PARALLEL OPERATION
If the generating set is in parallel with the grid, the grid will determine the frequency
and voltage. Any fluctuation in grid voltage or frequency is followed by the generating set. An
increase or decrease in the output of the generating set does not affect the network frequency
or voltage, provided that the power plant is relatively small compared to the total network
capacity. Parallel operation requires that the generating set is synchronized with the grid.
3.5.3 ISLAND OPERATION
In island operation mode, the power plant feeds an isolated network. The control
system of the power plant controls the frequency and voltage in the network.
3.6 CONTROL PANELS
The control system of the power plant includes a central control panel for control of the
generating sets and a number of local control panels for control of auxiliary equipment. The
central control panel includes a control cabinet for each generating set, as well as a section for
control of common processes.
3.6.1 COMMON CONTROL PANEL
The common control panel enables centralized supervision and control of the common systems
in the power plant. The common control panel is mainly used for controlling the positions of circuit
breakers in the power distribution system and for manual synchronization of breakers. The control
cabinet contains a PLC for control of common auxiliary systems and for synchronization. The control
panel includes frequency and voltage meters, a synchronoscope and a synchronizing control unit that
are used when synchronizing breakers in manual mode. The control cabinet also contains an automatic
synchronizer. The positions of the circuit breakers in the power distribution system are indicated in the
mimic diagram on the front panel of the control cabinet. The switches in the mimic diagram allow the
operator to open or close breakers and select breakers for synchronization. A switch on the control
panel selects which breaker in the low voltage switchgear will be opened if the two main breakers and
the two tiebreakers are all closed. A power plant shutdown can be initiated with an emergency stop
button on the control panel. Pushing the button causes an immediate shutdown of all engines in the
power plant. The control panel includes also a plant shutdown reset button.

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3.6.2 SYNCHRONIZING CONTROL UNIT
When and why needed?
1. When two electrical generating sets or systems are paralleled to the same power distribution
system, the power sources must be synchronized properly.
2. Without proper synchronization of the oncoming unit or system, power surges and mechanical
and electrical stresses will result when the tie or generator breaker is closed.
Condition of synchronizing
1. Phase sequence
 During installation phase seq. has to be checked with HV-sticks.
 Phase angles has to match with the grid.
 Needs FREQUENCY fine tuning and SPEED settlement.
2. Frequency
 Frequency has to match with the grid.
 Needs SPEED/FUEL incrase/decrease adjastment.
3. Voltage
 Frequency has to match with the grid.
 Needs VOLTAGE incrase/decrease adjastment.
Manual synchronization of circuit breakers is carried out from the synchronizing control unit in the
common control panel.
The control unit includes a switch for selecting manual or automatic synchronization mode. It also
contains switches for adjusting the frequency and the voltage, as well as a button for closing the circuit
breaker.
3.6.3 GENERATING SET CONTROL PANEL
The control cabinet for control of the generating set contains equipment for output monitoring,
synchronization and generator protection, as well as a manual control unit.
The front panel of the control cabinet includes meters for monitoring the phase current, power factor,
active power, reactive power, voltage and frequency of the generator. A selector switch selects which
phase voltages are connected to the voltage meter. The control panel includes a power monitoring unit,
a generator protection relay and a differential current relay. An emergency stop button on the control
panel allows the operator to initiate an immediate shutdown of the engine.

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3.6.4 MANUAL CONTROL UNIT
Manual control and adjustment measures for the generating set are carried out from a control
unit in the generating set control panel.
Fig : Manual control unit
The control unit includes a switch for selecting manual or automatic mode, as well as control mode
selection switches for the engine and the generator. It also contains switches and buttons for starting
and stopping the engine, starting the synchronization, opening and closing the generator breaker, and
loading the generating set. In addition, indication lamps with reset functions for engine shutdown and
breaker trip are included.
3.6.5 LOCAL CONTROL PANELS
The auxiliary units in the power plant are mainly operated from local control panels. Part of the
engine-specific auxiliaries are controlled from the control panel in the engine auxiliary module. Common
auxiliary units are mainly controlled from control panels mounted close to the equipment. Some
auxiliary units can be set for operation in either automatic or manual mode. If a control switch is set to
position "A" (automatic), the unit is automatically started and stopped according to signals from the
control system or local instrumentation equipment. If a switch is set to position "1", the unit is run in
manual mode. A unit is stopped by turning the control switch to position "0". Some control switches
have to be turned to position "S" to start the unit in manual mode. Also, if a unit is automatically
stopped when set for manual operation, it is started again by turning the switch to position "S". When
released, the switch returns to position "1" and the manual operation continues.

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3.6.6 CONTROL PANEL IN THE ENGINE AUXILIARY MODULE
The control panel in the engine auxiliary module is used for controlling part of the engine-
specific auxiliaries, including equipment installed on the generating set and in other locations outside
the module. The following units are controlled from the control panel in the engine auxiliary module:
● Pre-lubrication pump.
● Preheating unit.
● HT circulation pump.
● Generator anti-condensation heater.
● Exhaust gas ventilation unit.
The control unit for the turning gear of the engine is located on the side of the control cabinet.
3.7 PLC SYSTEM
The programmable logic controller (PLC) system is the core of the control system.
The PLC system includes a PLC for each generating set, and a common PLC. Each PLC includes a central
processing unit (CPU), which contains the control functions, and a number of I/O cards for collecting and
transmitting process signals. The PLC system controls the operation of the generating sets and some of
the auxiliaries. It collects data, executes controls, generates alarms and performs measurement scalings
for the WOIS terminal. The main control functions of the generating set PLC are engine start and stop,
engine speed and load control, generator output control, synchronization and control of auxiliary
systems. The engine speed is controlled by the PLC together with the engine control system. The
common PLC collects data and controls operations that are common for the generating sets in the
power plant. The WOIS reads values from the PLC memory. Control commands and setting values from
the WOIS workstation are automatically transferred to the PLC.
The PLC system consists of one common PLC, one engine vice PLC and one WECS per Gen-set and one
operator’s station. For this system Ethernet is used for communication between the PLCs and the
operation’s station. The WECS system controls and monitors the engine while the PLC controls and
monitors engine auxiliaries and common systems. The WECS and PLC system collect and scale data from
the inputs and sends the data to the operator’s station through the Ethernet.
Fig: PLC Configuration

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3.8 WOIS WORKSTATION
The Wärtsilä Operator's Interface System (WOIS) provides a user interface to the PLC system. It
consists of a computer with the necessary software, connected to the control system of the power
plant. The WOIS workstation is mainly used for monitoring the generating sets and the auxiliary systems,
while most of the operations are performed at the control panels. At the WOIS workstation, the
operator can view the present status of the processes in the power plant and send commands to the
PLC, for instance to acknowledge alarms and change parameters and setpoints. The WOIS workstation is
used for monitoring the power plant by visualizing essential digital and analog information, such as:
● Active control mode
● Active engine running status (for instance starting, loading or unloading)
● Generator power output
● Breaker positions
● Temperature and pressure readings and setpoints for auxiliary systems
● Possible active derating
● The start conditions and whether they are fulfilled or not.
The WOIS includes various displays for supervision of the plant. Graphic pictures showing status
information and continuously measured values are available for processes related to different
generating sets and common systems. Trend displays are available for analogue values, and various
reports can be used for long-term supervision of the power plant. The WOIS workstation is also used for
alarm handling. An alarm list shows all active alarms and allows the operator to acknowledge the
alarms. An event list shows events in the power plant, such as changes in breaker positions or in the
running status of pumps and motors. The WOIS presents information on several display levels. The most
important information about the status of the main components in the plant is presented in the
overview display. The process displays give more information about the different processes and
systems, using graphical symbols and numerical values. Detailed information about analogue
measurements is available in object windows.
WOIS Image:
Fig: Plant Overview

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Fig: Electrical system
Fig: Electrical HV system
Fig: Starting air system

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Fig: Automation system
Fig: Genset 1 engine temperature
Fig: Genset 1 generator system

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Fig: Genset 1 fuel system
Fig: Genset 1 lube oil system
Fig: Genset 1 cooling system

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Fig: Genset 1 exhaust gas & charge air
Fig: Genset 1 control display
3.9 WISE WORKSTATION
The Wärtsilä Information System Environment (WISE) is used for follow-up of the power production and
the engine condition, as well as for long-term diagnostics of the engine. The WISE calculates and saves
important measurement values, and allows the operator to view and print reports. The WISE gets the
information from the WOIS. The reporting system calculates and shows daily, monthly and yearly
production reports of the generated power and the fuel consumption. The production reports include
minimum, maximum and average values. The WISE provides daily reports of various measured values,
such as temperatures. The minimum, maximum and average values are calculated and stored. The
measurements can be viewed as trend displays, which enables long-term follow-up of the plant
performance. An electronic logbook is used for recording operation and maintenance activities. The
logbook stores automatically inserted events, such as engine starts and stops, as well as events entered
by the operator. The WISE supports storage and viewing of electronic plant documentation.

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Fig: WISE workstation (Plant overview)
Fig: WISE workstation (Genset)
Fig:
WISE workstation (Common)

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Fig: WISE workstation (Genset 1-2)
Fig: WISE workstation

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3.10 GENERATOR PROTECTION:
To protect the generator, the generator breaker is tripped by the generator protection relay in
case of a fault. The generator protection relay includes a number of protection functions, such as:
● Over current
● Overvoltage/under voltage
● Over frequency/under frequency
● Reverse power
● Earth fault
● Loss of excitation
The protection system also includes a differential current relay.
3.11 CONTROL FUNCTIONS
The main functions of the control system are:
● Start and stop of the generating set
● Synchronization
● Engine speed and load control
● Generator output control
● Control of auxiliary systems
● Monitoring and alarm handling
● Safety functions, such as start blocking, shutdown and load reduction.
The generating set can be controlled in automatic or manual mode. In automatic mode, which is
the normal operating mode, the control system takes care of start and stop, loading and unloading, and
generator output control. In manual mode, the loading and unloading as well as the generator output
control must be done manually by the operator. The safety functions, such as checking of the start
conditions, work in the same way as in automatic mode.
3.12 START AND STOP
Start: The engine is started from the WOIS workstation or from the manual control unit on the
generating set control panel. When a start command is given, the control system performs a gas leakage
test and starts the gas regulation system. Before the engine can be started, all starting conditions have
to be fulfilled. If the gas leakage test is not passed, the starting sequence is cancelled and an alarm is
generated. If the engine is not running within a preset time after opening the starting air valve, the start
failure alarm is activated.
Normal Stop: When a stop command is given, the control system starts to unload the generating set.
When the unloading is complete, the generator breaker is opened, and the engine is stopped. When the
engine has stopped, the exhaust gas system is ventilated in order to empty the system of explosive
gases.
Emergency Stop: An emergency stop of the engine can be activated with a button on the generating set
control panel. Pushing the emergency stop button causes an immediate shutdown of the engine.

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3.13 SYNCHRONIZATION
Closing a generator breaker or a common circuit breaker when there is voltage on both sides of
the breaker requires that the breaker is synchronized. During the synchronization, the frequency and
the voltage are adjusted to bring the generating set into synchronism with other generating sets on the
same bus bar or the public grid. The synchronization can be performed manually by the operator or
automatically by the control system. The synchronization mode is selected from the synchronizing
control unit on the common control panel. When the generating set is operated in automatic mode, the
synchronization is automatically activated after the start of the engine. In manual mode, the
synchronization must be activated manually. A generator breaker is selected for synchronization with
the "synchronizing" switch in the manual control unit. A common circuit breaker is selected with the
corresponding button in the mimic diagram on the common control panel. The PLC system checks that
the conditions for synchronization are fulfilled. During automatic synchronization, the automatic
synchronizer performs the necessary adjustments. To adjust the frequency and the phase, the automatic
synchronizer orders engine speed changes, and to equalize the voltages, it changes the generator
excitation. As soon as these parameters are matched within preset tolerances, a breaker close command
is given. If manual synchronization is selected, the frequency and the voltage are adjusted by the
operator. Before the breaker can be closed, the frequency, voltage and phase deviations have to be
within preset limits.
3.14 ENGINE SPEED AND LOAD CONTROL
● Speed droop control.
● kW control.
When the "generating set control" switch on the manual control unit is in position "auto", the control
mode is selected by the control system. When the switch is in position "manual", the control mode
selection is made with the "engine control" switch. The PLC prohibits selections that would result in
conflicting operation modes.
3.14.1 SPEED DROOP CONTROL
Speed droop mode is the typical control mode for smaller grids or island operation. In the speed
droop control mode, the generating set shares the load with the grid or other generating sets according
to a linear speed droop curve. The speed droop curve specifies the speed reduction (droop) at increased
engine load. At load changes, the engine speed reference is adjusted in accordance with the speed
droop curve to maintain the nominal frequency. The engine load is determined by the system load. In
automatic mode, the PLC calculates the speed reference (the operator can change it from the WOIS
terminal). In manual mode, the speed is regulated by increasing or decreasing the fuel supply with the
"fuel" switch on the manual control unit.
3.14.2 KW CONTROL
kW control is enabled only in parallel operation. In the kW control mode, the active power of
the generating set is maintained at a preset level irrespective of system load or frequency. In automatic
mode, the operator can enter the power setpoint at the WOIS terminal. The active power will be slowly
increased to the set value after the breaker has been closed. In manual mode, the power is regulated by
increasing or decreasing the fuel supply with the "fuel" switch on the manual control unit.

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3.15 GENERATOR OUTPUT CONTROL
The output of the generator is controlled by the generator excitation system along with the
automatic voltage regulator (AVR). The AVR controls the DC field current in the rotor and adjusts the
excitation as required to compensate for load changes.
The following generator control modes are available:
● Voltage droop control
● Power factor control.
The control mode selection is made with the "generator control" switch on the manual control unit
when the "generating set control" switch is in position "manual". In automatic mode, the control system
selects the generator control mode based on the “parallel with grid” signal.
3.15.1 VOLTAGE DROOP CONTROL
In the voltage droop control mode, the generating set shares the reactive load with other
generating sets and the grid in relation to the sizes of the units. This is the typical operating mode for
smaller grids or island operation. The sharing of the reactive load is done by adjusting the reference
voltage of the generator according to a linear voltage droop curve. In automatic mode, the voltage is
automatically regulated, while in manual mode, the operator may adjust the voltage with the
"excitation" switch on the manual control unit. A control method called voltage droop compensation
enables the reactive power to be shared equally between generators connected in parallel while
maintaining a constant voltage in an island system.
3.15.2 POWER FACTOR CONTROL
In the power factor control mode, the power factor of the generating set is kept constant at a
preset level. The power factor control mode is enabled in parallel operation only. In automatic mode,
the PLC sends increase or decrease commands to the AVR in accordance with the set value. The AVR
adjusts the generator excitation current to keep the power factor constant, independent of changes in
the active power. In manual mode, the operator can give increase or decrease commands with the
"excitation" switch on the manual control unit.
3.16 CONTROL OF AUXILIARY SYSTEMS
3.16.1 AUTOMATIC START AND STOP OF AUXILIARY UNITS
Units in the auxiliary systems are normally set into automatic mode. In automatic mode, the
units are started and stopped by the control system or by local instrumentation equipment. The "engine
running" signal controls the preheater, the pre lubrication pump and the generator anti-condensation
heater. These units are switched on when the engine is stopped, and correspondingly switched off when
the engine starts.
The gas regulating unit operates according to the load of the engine, and it is activated when the engine
starts. The control system also controls the exhaust gas ventilation unit, which is operated in connection
with the stopping sequence of the engine.

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3.16.2 RADIATOR CONTROL
The motors of the radiator fans are controlled by a frequency converter. The fans are started
and stopped based on the operation of the engine. The set point to the frequency converter is based on
the cooling water temperature in the return line from the radiators.
3.16.3 ALARM HANDLING
An alarm condition arises if an analogue value exceeds the alarm limits or if a binary alarm signal
is received. The WOIS workstation is used for handling alarms from the generating set and auxiliary
units. Alarms are shown in the alarm list of the WOIS workstation. Analogue values exceeding the alarm
limits are also indicated by a red background colour in the process displays. All alarms have to be
acknowledged by the operator, even if the alarm condition has been removed. Acknowledged alarms
remain in the alarm list until the alarm condition is removed.
3.17 SAFETY FUNCTIONS
3.17.1 ENGINE START CONDITIONS
● Generator breaker is open.
● Starting air and control air pressure is high enough.
● Lubricating oil inlet pressure is high enough.
● HT water outlet temperature is high enough.
If any of the start conditions are not fulfilled, the start command is not accepted.
3.17.2 AUTOMATIC SHUTDOWN AND ENGINE STOP
Highly critical situations activate an immediate shutdown of the engine without first unloading, for
instance:
● Emergency stop
● Low lubricating oil pressure
● High cooling water temperature
● Over speed.
The reason for the shutdown is indicated at the WOIS terminal. Less critical situations, for instance a
generator breaker trip, activate a controlled stop of the engine.
3.17.3 LOAD REDUCTION ALARM
Poor operating conditions that do not require an engine stop activate a load reduction alarm.
When this alarm is activated, the operator must reduce the load.
3.17.4 AUTOMATIC LOAD REDUCTION
Automatic load reduction (derating) takes place when required by the ambient conditions.
3.18 ENGINE CONTROL SYSTEM
 Speed control
 Air fuel ratio control
 Cylinder balancing control
 Knock control
 Gas pressure control
 Ignition control
 Safety control
o Start block
o Alarm
o Shutdown
o Emergency stop

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3.18.1 SPEED CONTROL
 The desired speed is set from WOIS(550-780rpm)
 The speed is kept by a PID controller that adjusts the opening
 Time of the main gas valves
 Fixed duration at start of the engine
 The speed PID controller is activated 20 rpm below speed set point
 Hardwired signals from encoder to all CCU’s
 Each cylinder sends the engine speed on CAN bus to MCU
 The MCU calculates average value and sends main gas duration reference on CAN bus to CCU’s.
3.18.2 AIR FUEL RATIO CONTROL
 The Waste gate lets part of the exhaust gases beside the oversized turbochargers.
 A 4-20mA set point is sent by the MCU to the WG I/P-converter which controls the WG actuator
with instrument air
 A PI controller adjusts the WG so a certain charge air pressure is kept
 Open loop control- no feedback signal from WG position
 Alarms when WG cannot keep AFR set point
 Linear correction for charge air temperature
 High charge air temperature--- more pressure
 Low charge air temperature--- less pressure
 Compensation for exhaust gas average temperature
 Exhaust gas average temperature too high--- more pressure
 Exhaust gas average temperature too low--- less pressure
 The engine is operating in the optimum operating point, regardless of changing site ambient
conditions. Exhaust waste gate valve used on high load. Air by-pass valve used on high loads.
 Charge air pressure and temperature combined with exhaust gas average temperature
compensation used for waste gate control giving same engine performance regardless of
changing ambient conditions.
3.18.3 WASTE-GATE CONTROL
 Used on high loads to obtain correct air flow into the cylinder
 One throttle valve used for both exhaust banks
 Charge air pressure used as main input parameter
 Correction to pressure point if exhaust gas average temperature is not within specified values
3.18.4 CYLINDER BALANCING CONDITIONS
 The exhaust gas temperature after each cylinder is controlled
 Main gas duration is adjusted 1% at a time so the reference temperature is kept within a
window of .
 Reference value for each cylinder is average temperature + an offset value (T_Adjust)
 Measurement + T_Adjust = temperature seen by MCU
 Positive T_Adjust→ less gas, temperature down
 negative T_Adjust→ more gas, temperature up

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3.18.5 KNOCK CONTROL
 At knock vibration, certain frequency is formed
 Detected by knock sensors mounted in each cylinder head
 The piezoelectric knock sensors send a mV signal to the KDU
 KDU sends the knock value on CAN bus to MCU
3.18.6 GAS PRESSURE CONTROL
 The pressure set point is sent by MCU to gas regulating unit
 Analog 4-20mA signal equals 0-1 bar
 The pressure is adjusted so a certain main gas duration is obtained
 Main gas duration 0,5ms too long → pressure up
 Main gas duration 0,5ms too short → pressure down
3.18.7 SAFETY CONTROL
START BLOCK
 MCU restarted
 Low lube oil pressure
 air pressure & HT water
 Turning gear engaged
 Engine speed not zero
 Power supply failure CCU
ALARM
 Low control air pressure
 Low start air pressure
 Low HT & LT water pressure
 Low lube oil pressure
 High HT water outlet temp.
 High cylinder liner temp.
 High main bearing temp.
 High exhaust gas temp.
 Too lean air/fuel ratio
 High internal temp. CCU
 Low lube oil level
 Nominal speed not reached
SHUTDOWN
 Heavy knock
 High crankcase pressure
 Main gas duration max time
 High load at current speed
 CAN bus failure CCU
EMERGENCY STOP
 Over speed from encoder
 Speed deviation
 Degassing failure
 Power supply failure
 Sensor Failure Alarm:
 Exhaust gas temperature
 Main bearing temperature
 Knock sensor failure
 Charge air temperature
 HT&LT water temperature

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Chapter - 04
DESIGN AND FUNCTION OF ENGINE
4.1 GENERAL INFORMATION
 Use of a lean gas mixture for clean combustion.
 Individual combustion control & monitoring.
 Stable combustion, ensured by a high energy ignition system and pre-combustion chamber.
 Efficient heat recovery design.
 Minimal consumables.
4.1.1 ENGINE SPECIFICATION

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4.2 ENGINE BLOCK
 The engine block is cast in one piece.
 Jacket water distributing pipe and charge air receiver are integrated.
 Internal passages for lubricating oil.
 Crankshaft is under slung, that imparts very high stiffness to the engine block, providing
excellent conditions for main bearing performance.
 The engine block has large crankcase doors allowing easy maintenance.
Fig: Engine block
4.3 OIL SUMP
 A lightweight welded design
 It is bolted to the engine block from below and
sealed by an O-ring
 Suction pipes for main lube oil pump.
 Main distributing pipe for lube oil.
4.4 HYDRAULIC JACK
 Mounted between the main distributing pipe and
main bearing caps.
 Is used to lower and lift the main bearing cap.
 Lubrication oil is led to the main bearings and
Crankshaft through this jack.

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4.5 MAIN BEARING ASSEMBLY
 Two hydraulically tightened main screws from below.
 Two horizontal side screws are binding the bottom of the engine block to each main bearing cap
 Special tightening sequence for the bolts.
Fig: 4.5 MAIN BEARING ASSEMBLY
4.6 CRANKSHAFT
 Forged in one piece.
 Crankshaft is equipped with oil drillings that are leading oil from main bearing to connecting rod
big end bearings.
 Counterweights on each web to balance the rotating masses.

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4.6.1 COUNTER WEIGHTS
Counter weights balance the crankshaft .The weight of the piston and connecting rod, in combustion
with the offset of the rod journal will produce a violent vibration if the crankshaft were not balanced.
4.6.2 FLANGE
The crankshaft flange is the mounting structure for the engines flywheel. The center of the flange has a
pilot hole for the transmissions input shaft or torque converter.
1. Main journal
2. Rod journal
3. Counter weights
4. Snout
5. Flange
4.6.3 CRANKSHAFT DEFLECTIONS
Causes of crankshaft deflections:
 Crankshaft bearing wear
 Lack of proper lubrication system
 Improper crankshaft balancing
 Improper bearing support
 Engine vibration
Crankshaft deflection gauge (Digital): It is an instrument for deflection measuring. It can measure
0.001mm deflection.

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Measurement: Excessive deflection can causes crankshaft breakdown as well as main bearing and crank
pin wear.After six months operation crankshaft deflection should be taken and keep +/- 0.5mm
tolerance limit.
Deformation gauge setting: In wartsila 20V34SG there is a punch mark for setting the gauge in the
crankcase.
Position of taking Reading: Usually five position selected for measuring deflection.Right side,Left
side,Bottom and two position near top(about 30 degree apart from vertical position)Positions are shown
in the figure-A,B,C,D & E.
4.7 VIBRATION DAMPER
 Damper can be installed to the free end of the crankshaft.
 Driving gear for engine driven pumps.

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4.8 PLAIN BEARING
 The crankshaft bearings are carrying the gas forces acting on the pistons and the weight of the
rotating & reciprocating mass.
 The main bearings and the big end bearings are of tri-metal design with steel back, tin-antimony
overlay.
 Typical Tri-metal bearing layers are
o Tin Flash, Sn
o Overlay, SnSb
o NIckeldam, Ni
o Lining, CuPb
o Shell, steel
Fig: Plain Bearing
4.9 CONNECTING ROD
 The connecting rod is made out of forged steel alloy.
 Three piece-design, which gives low dismantling height and optimal bearing geometry.
 Piston overhaul is possible without touching the big end bearing and the big-end bearing can be
inspected without removing the piston.
 Oil is fed up to the piston through a drilled channel in the connecting rod.

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4.10 CYLINDER LINER
The cylinder liner and piston designs are based on Wärtsilä’s extensive expertise in tribology and wear
resistance acquired over many years of pioneering work in heavy-duty diesel engine design. The bore-
cooled collar design of the liner ensures minimum deformation and efficient cooling. Each cylinder liner
is equipped with two temperature sensors for continuous monitoring of piston and cylinder liner
behavior.
The main functions of cylinder liners:
Formation of sliding surface:
 The cylinder liner,serving as the inner wall of a cylinder,forms a sliding surface for the piston
rings while retaining the lubricant within. The most important function of cylinder liners is the
excellent characteristics as sliding surface and these four necessary points:
 High anti-galling properties.
 Less wear on the cylinder liner itself.
 Less wear on the partner piston ring.
 less consumption of lubricant.
Heat Transfer: The cylinder liner receives combustion heat through the piston and piston rings, and
transmits the heat to the coolant.
Compression gas sealing: The cylinder liner prevents the compressed gas and combustion gas from
escaping outside.
4.11 ANTI POLISHING RING:
Anti-polishing rings are used to prevent carbon build-up in the cylinder
liner. The carbon polishes the cylinder liner leaving it with a smooth
surface. A smooth surface cylinder liner is bad because the lube oil won’t
be able to stick to the liner.
Fig: Anti polishing ring

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4.12 FLYWHEEL
The flywheel is bolted to a flange at the rear end of the crankshaft.It is statically balanced & completely
machined.
4.13 PISTON
 Strong design to carry the gas forces of the combustion.
 Two parts:
o Piston crown, forged steel
o Skirt, aluminium with graphite coating
 Top fastened with four bolts.
 Floating gudgeon pin with circlips.
 Piston skirts is pressure lubricated oil cooling of the crown.
 A piston pin, also known as a wrist pin, is a hardened steel pin which connects an engine's piston
to a connecting rod.
 Two types of piston pins are used in modern engines.
o The full rotating pin.
o The press-fit pin.
Fig: Piston crown & piston skirt
4.14 PISTON RINGS:
Pistons have two compression rings (1&2) and one oil ring (3)
Compression rings
 Compression rings are metal seals that fit between pistons and cylinder
walls in internal combustion engines.
 The main purpose of compression ring is to help piston to absorb the
gas force inside cylinder.
Oil Scraper ring
 Oil scraper rings are the rings on the piston that scrape the excess oil
off the cylinder walls on the down stroke of each piston.
 The main purpose of oil scraper ring is to prevent fuel, air and combustion gases from escaping
into the crankcase.

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4.15 PISTON CROWN
 The piston crown is located in the very top of the piston, also called piston dome.
 The primary function of piston crowns is to transmit the power which is developed due to
combustion of fuels.
4.16 CYLINDER HEAD
 Cylinder head is made out of nodular cast iron.
 Is fixed by four hydraulically tensioned screws.
 The head is of the double deck design and cooling water is forced from the periphery towards
the center giving efficient cooling in important areas.
 Weight of a complete cylinder head is 430kg.
4.17 VALVES
 Inlet valve
o Stellate sealing face
o Diameter 112 mm
o Sealing angle 20°
 Exhaust valve
o Stellate sealing face
o Diameter 107 mm
o Sealing angle 40°
 Valve rotators on all valves.
4.18 MULTI-DUCT
 Air transfer from air receiver to cylinder head.
 Introduction of an initial swirl to the inlet air for optimal part load combustion.
 Exhaust transfer to the exhaust system.
 Cooling water transfer from the cylinder head to the return channel in the engine
block.
 Insulation/cooling of the exhaust transfer duct
 Support for the exhaust system, including insulation.

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4.19 PRE-CHAMBER
 The pre-chamber is the ignition source for the main fuel charge, and is one of the key
components of a lean burn spark-ignited engine.
 A mechanical pre-chamber valve is used to control gas admission.
 The pre-chamber valve is operated by the camshaft through a push rod and a rocker
arm.
 The valve is located close to the pre-chamber to prevent combustion gas back flow into
the gas supply.
4.20 VALVE MECHANISM
The valve mechanism of consists of:
 Camshaft and tappet.
 Pushrod and rocker arm.
 Valves and springs
 Valve rotator

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4.21 ROCKER ARMS
Rocker arms (lever) are part of the vavle actuating mechanism. It is designed to pivot on a pivot pin or
shaft that is secured to a bracket. The bracket is mounted on the cylinder head. In wartsila 20V34SG
engine there are two ends operates with the rocker arm. One end is in contact with the top of the valve
stem(inlet, outlet & pre chamber valve), and the other end is actuated by the camshaft.
4.22 THE CAMSHAFTS
Camshaft is a rotating cylindrical shaft used to regulate the injection of vaporized fuel in an internal
combustion engine. It is designed to control the operation of the valves and fuel injection pump usually
through various intermediate parts. In 20V34SG engine Roller type cam follower is used.
 The camshaft is built out of one cylinder cam pieces with separate bearing pieces in between.
 There are three cams in one camshaft piece, one for the inlet and one for exhaust valves and
one for the pre-chamber valve.
 The camshaft is driven by the crankshaft through the gear train.
4.23 CAMSHAFT PIECES
 The camshaft pieces has two fixed cams and one bolted-on cam.
 Forged steel, induction hardened contact surfaces.
 Weight of one cam shaft piece is 92kg.

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4.24 CAMSHAFT DRIVING GEAR
 Split gear wheel on the crankshaft.
 Hydraulic tightening of the intermediate gear wheels.
4.25 TURBOCHARGER
Turbocharger is a mechanical device which converts the thermal and kinetic energy of exhaust gas into
air pressure that can be fed into the cylinders to improve the engine efficiency.
It consists of an exhaust driven turbine and a compressor mounted on the same shaft. The rotational
speed of T/C at full load for W20V34SG engine is about 23000 rpm.
How TurboCharger Works: The way a turbocharger works is the exhaust coming out of the engine is
pushed through a turbine. This turbine is mounted on a shaft,which in turn spins an air compressor.
When compressed air with a turbine,it gets hotter. The problem with hotter air is that it contains less
Oxygen (O2) than cooler air,so there is less O2 to help burn extra fuel that’s going into the engine.
So,there used a intercooler.
Fig: Turbocharger working principle

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Advantages of using Turbocharger:
 As the combustion air is pre-compressed by the Turbocharger before being fed to the engine,
the charge air pressure increases and more air mass (consequently more fuel in the same
proportion) is fed into the combustion chamber (cylinder). The burning of more air/fuel in the
cylinder increases the power output of the engine.
 The engine driven turbocharger improves the quality of combustion and thereby improves the
engine efficiency.
 In a turbocharged engine, some of the exhaust gas energy which would be lost normally is used
to drive the Turbocharger without additional power losses
 Engine torque can be adjusted by adjusting the charge air pressure (with a wastegate)
 The T/C improves the engine torque at lower rpm.
 It reduces the size and mass of the engine.
Disadvantages:
 Turbocharger needs cooling and lubricating systems.
 Mechanical stress on engine components will increase.
4.26 CHARGE AIR COOLER (CAC)
Charge air cooler (CAC) is used to reduce the temperature of charge air before it enters the cylinder.The
CAC is made of copper tubes and copper fins. Water is circulated through the tubes and air flows
through the fins. The heat is transferred from hot air to cold water. The fins increase the cooling
surfaces and thereby increase the cooler efficiency.
.
Fig: charge air cooler
Advantages of CAC:
 The CAC reduces the over-heating and thermal stresses of the engine components
 It increases the density (amount) of air entering the cylinder and thus increases the engine
output and efficiency.
Disadvantages:
 The CAC needs an extra water cooling circuit.
 In high humidity climate, water is condensed in the charge air receiver.

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Chapter-05
LUBRICATING SYSTEMS
5.1 LUBRICATING OIL SYSTEM
The lubricating oil circulation system provides the engine with clean lube oil at the correct pressure and
temperature. Besides lubricating the engine, the oil also removes the heat of the engine. The oil is
circulated through the filtering and cooling system by an engine-driven pump.
Fig: Lube oil circulation system
This lube oil pump is directly driven by the crankshaft of the engine. The pumps, the filters and the
temperature control circuits are built on the engine. The engine lube oil system also lubricates the
turbochargers. The circulation pump draws oil from the oil sump of the engine and pumps it through
lube oil cooler. A three-way valve in the lubricating oil circuit regulates the oil flow to the cooler and
controls the temperature of the oil. The oil flows through an automatic filter before it enters the engine
and the turbochargers. The back-flushing oil from the automatic filter is cleaned in centrifugal filters and
sent back to the sump.
A pressure control valve is used to adjust the oil pressure in the system. The oil from the automatic filter
flows through a number of paths as shown in Fig-15. Most of the oil flows to the main bearing and into
the crankshaft and ends up into the pistons. The rest of the oil flows to the camshaft bearing, camshaft
driving mechanism, rocker arm bearings, gear wheel bearings, valve mechanism and turbocharger
bearing.
Lube oil system consists of the following components:
 Circulation pump
 Pre-lubrication pump
 Lube oil cooler
 Temp. control valve (thermostatic valve)
 Automatic filter
 Centrifugal filters
Fig-: Lube oil circulation system

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The following fig- shows the lube oil system components in details and the direction of lube oil flow
through the engine:
1) Centrifugal filter
2) Prelube pump
3) Lube oil pump
4) Pressure Regulating valve
5) Thermostatic valve
6) Lube oil cooler
7) Lube oil filter
8) Pressure gauge
9) Oil dipstick
10) Camshaft bearings
11) Gudgeon pins
12) Rocker arm bearings
13) Lube oil pipe to T/C
14) Lube oil pipe from T/C
Fig: Lube oil flow inside the engine
5.1.1 LUBRICATING OIL COOLING
The temperature of the lubricating oil circulating in the engine increases during operation and the oil
must therefore be cooled. The lubricating oil is cooled in a heat exchanger by water from the low-
temperature cooling water circuit of the engine. The cooler consists of a tube stack inserted in a jacket.
The oil flows through the cooler outside the tubes, while the cooling water flows inside the tubes. Thus
the heat of the lube oil is absorbed by the cooling water. A temperature control valve directs the
lubricating oil to the cooler according to the temperature of the oil.
5.1.2 LUBRICATING OIL FILTERS
The lubricating oil filtration system includes an automatic filter and a centrifugal filter. The automatic
filter includes a number of filter candles that clean the oil. Before leaving the filter unit, the oil flows
through a protective filter. The filter candles are cleaned by automatic back-flushing. The back-flushing
oil flows back to the oil sump through the centrifugal filter. The automatic filter is equipped with a
differential pressure indicator and overflow valves. If the differential pressure rises too high (indicating
inadequate cleaning of the filter candles), the overflow valves open and the oil is filtered only through
the protective filter.
5.1.3 PRE-LUBRICATION
An electrically driven pre-lubrication pump is connected in parallel with the main circulation pump. Pre-
lubrication is done prior to starting the engine and during stand-by condition. It is equipped with an
adjustable pressure regulating valve.

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Chapter-06
GAS SYSTEM
6.1 GAS REGULATING UNIT (GRU)
The gas regulating unit is a vital auxiliary component that controls the flow of gas to the engine together
with the main gas admission valves at the engine. The unit ensures that clean gas be fed to the engine at
the correct pressure, depending on the load of the engine. The gas regulating unit includes manual and
automatic shut-off valves, venting valves, gas regulating valves and a filter. The gas is cleaned in a
cellular filter which is equipped with a differential pressure indicator. A filter is also installed in the
instrument air line. The instrument air is used to operate the gas regulating valves, automatic shut-off
valves and venting valves. The automatic electro-pneumatic valves close upon loss of power or control
air. The solenoid (shut-off) valves remain open as long as the control voltage is present, whereas the
venting valves remain closed as long as the control voltage is present.
Gas Inlet MCC
PCC
Fig: Gas Regulating Unit (GRU)
The GRU has two gas outlet lines to the engine: one for the main combustion chambers, MCC and
another for the pre-combustion chambers, PCC. A gas regulating valve is installed in each line. The
regulating valves regulate the outlet gas pressure based on the control signal of the engine control
system (MCM700). The operation of automatic shut-off/ solenoid valves and venting valves are
controlled by PLC (external automation) during the start and stop sequences. A manual venting valve is
also installed in both MCC and PCC lines. The unit has a connection for inert gas, used for purging the air
of the fuel system after maintenance work in order to avoid explosive mixtures of fuel gas and air in the
system. The unit includes temperature sensors and pressure sensors (pressure transmitter) for
monitoring the temperature and pressure of the gas. The pressure is measured at several locations in
the unit.

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Components of GRU as shown is Fig-01 are as follows:
(1) Manual shut-off valve
(2) Gas filter
(3) Gas regulating valves
(4) Automatic shut-off valves
(5) Venting connection
(6) Inert gas connection
Fig-: GRU automation overview
6.2 THE LEAN-BURN CONCEPT
In a lean-burn gas engine, the mixture of air and gas in the cylinder is lean, means more air is present in
the cylinder than is needed for complete combustion. With lean bern combustion, the peak
temperature is reduced and less NOX is produced. Higher output can be reached while avoiding
knocking and the efficiency is increased as well, although a too lean mixture will cause misfiring. Ignition
of the lean air-fuel mixture is initiated with a spark plug located in the prechamber, giving a high-energy
ignition source for the main fuel charge in the cylinder.
Fig: Lean-burn system

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6.3 GAS ADMISSION SYSTEM
The Wartsila(20V34SG) engine fully controls the combustion process in each cylinder. The brain for
controlling the combustion process and the whole engine is the ESM. The gas admission valves located
upstream of the inlet valve are electronically actuated and controlled to fed the correct amount of gas
to each cylinder.
Fig: Gas admission valve Fig: Section view of Main gas admission (solenoid) valve
6.4 PRE-CHAMBER GAS INJECTION
The pre-chamber gas injection valves are mechanically operated by the cam-shaft of engine.
6.5 MAIN GAS INJECTION
The amount of main gas admitted to each cylinder is controlled by the main gas solenoid valves (Fig-3)
which are connected to the CCM. The amount of gas admitted into the cylinder depends upon the gas
supply pressure and the duration of main gas admission. The gas is admitted further away or closer to
TDC by changing the main gas solenoid valve opening moment (timing) in order to obtain an
Fig: Gas injection control
The WECS system uses pre-set values to optimize this mixture during the operation. Valve duration and
timing are sent to the CCM from the MCM via the Control Area Network (CAN)-bus. Valve duration and
timing can be controlled individually for each cylinder. The timing depends on engine speed and load.
The duration is controlled by the load/speed PID-controller, so that speed or load always matches their
references. The CCM uses the pulses from speed and phase sensor to calculate engine angular position
and engine speed in order to open the valve according to the duration and timing references.

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Chapter-07
AIR SYSTEM
7.1 CHARGE AIR SYSTEM
The Charge air system provides the engine with clean and dry combustion air. The charge air is drawn
into the engine from open environment of the power house. The air first passes through the charge air
filter and silencer units, then into the turbochargers mounted on the engine. Before entering the charge
air receiver inside the engine block, the compressed charge air flows through the charge air cooler
where it is cooled in two stages by water from the cooling water system of the engine. Charge air system
consists of the following components:
(1) Charge air filter
(2) Charge air silencers
(3) Turbochargers
(4) Charge air coolersV1
Air Inlet Engine
Fig: Charge air system overview
7.2 CHARGE AIR FILTER
The charge air filter prevents water and particles from entering the engine. The dry air filter unit consists
of bag filters fixed into a box unit. Before entering the bag filters, the air flows through a weather
Louvre. A differential pressure indicator is installed to monitor the condition of the charge air filter. The
unit is also equipped with a pressure switch that activates an alarm in case of too high pressure (>250
Pa) across the filter. Charge air filter is installed before the engine to reduce the CAC differential
pressure and the wear/corrosion of turbocharger compressor and cylinder liner.
The highest permissible dust concentration in the charge air is 3 mg/m3. The filter should be able to
separate 70% of the particles above 5 mm. The dust concentration and particle size must always be
below this limit to turbocharger inlet.

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7.3 CHARGE AIR SILENCER
The charge air silencer reduces the environmental noise spreading out from the turbocharger and
engine. The operation of the silencer is based on absorptive attenuation. The silencer is equipped with a
condensate drain.
Fig-: Charge air silence
7.4 IGNITION SYSTEM
The ignition module communicates with the MCM, which determines the global ignition timing. The
ignition coil is located in the cylinder cover and is integrated in the spark plug extension.
Fig: Block diagram for Ignition system

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7.5 EXHAUST WASTEGATE
Wastegate valve works as a charge air pressure regulator (controller) that controls the charge air
pressure in the charge air receiver. The exhaust gas wastegate valve, when opened, by-passes partly
exhaust gases over turbocharger thus reducing turbocharger speed and charge air pressure in the air
receiver. The exhaust wastegate system is built on the engine and consists of an actuator connected to
the butterfly valve that controls the exhaust by-pass flow to the turbocharger exh. gas outlet as much as
required to keep the correct charge air pressure.
Fig-: Exhaust Wastegate (Positioner, actuator, Butterfly valve)
7.6 FUNCTION OF EXHAUST WASTEGATE
The wastegate control system gets control air from the compressed air system. The control pressure is
approx. 4 - 6 bar. The instrument air needs to be clean, dry and oil free to secure proper function of the
components.
The wastegate system works as follows:
When the engine is running, air is supplied to the I/P converter (8) and the positioner (9) in the actuator
unit (1). The I/P converter supplies a 0.2-1.0 bar control air pressure to the positioner depending on the
incoming 4-20 mA control signal from the MCM. The positioner pilot valve (11), supplies the actuator (1)
with air pressure (4 to 6 bar) according to the control air pressure from the I/P converter.
Control air inlet
Fig-: 1.Actuator 2.Butterfly valve 8.I/P converter 9.Positioner

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7.7 WASTEGATE POSITIONER
A typical wastegate positioner consists of the following components:
11. Positioner pilot valve
12. Screw
13. Lever
14. Cam
15. Screw
16. Screw
17. Adjusting screw
18. Adjusting screw
19. Ball bearing
A. Control air from I/P converter 0. 2 – 1.0 bar
B. Control air 6 - 8 bar
C. Connections to and from the actuator Fig: Wastegate Positioner component
7.8 AIR/FUEL RATIO CONTROL
The Wärtsilä 34SG uses an exhaust gas wastegate valve to adjust the air-fuel ratio. Part of the exhaust
gas bypasses the turbocharger through the wastegate valve. This valve adjusts the air-fuel ratio to the
correct value regardless of varying site conditions under any load.
The charge air pressure in the receiver is controlled by a wastegate valve, located on the turbocharger
support. The valve can be either an exhaust wastegate valve, or an air by-pass valve. Both types of valve
systems control the turbocharger speed and thereby control the air pressure in the receiver. For this
pressure control, a continuous receiver air pressure, alternatively an average exhaust gas temperature
measurement is carried out and calculated in the MCM. The reference for the PID controller is a load
dependent receiver pressure table, or alternatively a load dependent average exhaust gas temperature
table.
7.9 COMPRESSED AIR SYSTEM
The compressed air is used for starting the engine and operating the pneumatic valves in the control
system. The compressed air system includes two subsystems having separate compressor units. The
high-pressure air of about 30 bar required for starting the engine is provided by the starting air unit,
while the instrument air unit supplies air at lower pressure of about 7 bar to pneumatically operated
devices on the engine and in the auxiliary systems. The starting air unit has an outlet line with a pressure
reducer (regulator), connected to the instrument air system. This enables the starting air unit to be used
as backup for the instrument air compressors. The compressed air from the starting air unit is stored in
air vessels. The compressed air system pipes are equipped with drain valves, located at the bottom of
the bottle for draining condensate from the system.

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