O-Engineers

May 2019
Learning & Guiding

Gravitascope
Page-15
 Editor’s Note
The pressure is the norm
nowadays on engineers in
their respective field, we did
not learn time orientation in
our education years, so as
per our thinking the main aim of any “On
the Job Training Period” is to learn time-
bound job completion techniques.
We are working hard on some articles re-
lated to these techniques, we are contacting
some of the authors to contribute in this
field, and other time-oriented techniques,
we hope we will bring some good stuff in
next editions.
Feedback &
Advices
*. Please include articles on smart grid
(Engr. Rafeh Aziz)
*. Improve Graphical works in articles
(Engr. Mohmmad Ishtiaq Rind)
*. Where is horrible boss series?
(Engr. Saleem Langah)
*. It is good plateform, your team provided
for, new writers.
(Engr. Mirza Azlaan Ahmed)
*. Please include project management arti-
cles.
(Engr. Hidayat ali Soomro)
 Table of Contents

Simple temperature Transformer Protection

compensated voltage
Stability Test
regulator for a car
(Page-1) (Page-35)

Gravitascope Voltage to Frequency

(Page-15) Converter
(Page-42)
How to Report Electrical in-
cident? Engineer of the Month
(Page-21) (Page-44)

Book of the Month (Page-

45)
Simple temperature compensated
voltage regulator for a car

Engr. Mahesh Ojha

Most of the described amateur voltage
regulators for the car, as well as industrial
regulators that complement mass-pro-
duced cars, are designed to maintain an un-
changed stable voltage at the generator ter-
minals. With increasing load (switching on
headlights, fan and other consumers) the
voltage drop on the wires increases, and the
voltage of the power supply network de-
creases, respectively, and the charging cur-
rent of the battery decreases.
To stabilize the voltage at the battery ter-
minals, the regulator input is connected
directly to the battery. As is well known
[L], for normal recharging of a battery, the
voltage at its terminals should be increased
with decreasing temperature. Therefore, the
independence of the voltage regulator sta-
bilized by temperature should be consid-
ered a great disadvantage. Even if the regu-
lator is able to adjust the voltage depending
3 4
on the temperature of the engine compart-
ment, this is not enough. Tuned to the op-
timum mode in summer, the regulator puts
the battery in a difficult position in win-
ter, when the air under the hood warms up
quickly, and the battery itself only after a
few hours of driving. As a result, the bat-
tery remains undercharged, and in the cold
season it is necessary to recharge it.
If the regulator is adjusted for optimal per-
formance in cold weather, in summer it will
recharge the battery, and you will have to
periodically add distilled water to it. The
best solution is to control the temperature
of the battery itself and the voltage at its
terminals. Such a regulator is described, but
it is rather complicated, it contains an elec-
tromagnetic relay and deficient stabistors in
the temperature sensor. The voltage regula-
tor described here does not contain a relay;
low-power silicon diodes are
used as sensors. In addition, it is much
easier under the scheme. The required ab-
solute temperature coefficient of voltage
(TKN), which the regulator must provide,
is equal to -40.5 mV / ° С or in relative
units -0.298% / ° С.

About the same relative temperature coef-

ficient of voltage have low-power silicon
diodes with a direct current of several mil-
liamperes, as well as stabilizers, which are
several diodes connected in series. The ab-
solute TKN of one diode is about -2 mV
/ ° C, which, when the voltage across it is
650 mV, gives a relative value of -2 / 650 =
-0.307% / ° C. Note that the relative value
of the TKN circuit of several diodes or sta- Conclusion B of the regulator is connected with a separate wire to the positive terminal of
bilizers does not depend on their number. the battery, conclusions I and W - to the output of the rectifier bridge of the generator and
The regulator circuit is shown in Figure on to its excitation winding, respectively. The common wire of the regulator is connected to
Next page. the car body at the place of installation of the regulator. A chain of eight diodes VD4-VD
11 is attached to the battery case and has thermal contact with it. This circuit serves as a
thermo-dependent source of reference voltage with the required TKN. When the car
5 6
ignition is turned off, the voltage at output
I is absent, the transistors VT1-VT3 are
closed, the supply voltage to the operation-
al amplifier DA1 is not supplied, the tran-
sistors VT4-VT6 are also closed, the initial
collector current of transistors VT1 and
VT2, which is immeasurably less than the
battery self-discharge current, is consumed
from the battery . When the ignition is
turned on, transistors VT1-VT3 open,
through the transistor VT3 the supply volt-
age is supplied to the OA DA1. The voltage
from the positive terminal of the battery
through the transistor VT2 is supplied to
the divider R5R6R7, and from the slider
of the resistor R6 to the inverting input of
the op-amp DA1. The non-inverting input
of the op-amp voltage is supplied from the
circuit of the diodes VD4-VD11. While
the motor is off, the voltage taken from the
slider of resistor R6 is less than the
7 8
voltage drop across the VD4-VD11 diodes,
the output at the OS is voltage close to the
battery voltage and the transistors VT4-
VT6 are open, current flows through the
generator excitation winding.
After starting the engine, the generator
starts to generate current, the voltage on
the battery increases, the operational am-
plifier DA1 switches, transistors VT4-VT6
close, current. produced by the genera-
tor, decreases, as a result of which the OU
switches again and the current increases
through the generator excitation wind-
ing. Opening and closing of the transistors
VT4-VT6 occurs with a frequency of sev-
eral tens or hundreds of hertz, maintaining
the required voltage at the terminals of the
battery. Positive feedback through the resis-
tor R12 provides the op amp hysteresis and
turns the op amp into a Schmitt trigger. Ze-
ner diode VD2 matches the output voltage
of the op-amp with the switching threshold fiberglass - The drawing of the board is
of the transistor VT4. Of particular note is shown in Figure mention below.
the role of the Zener diode VD1, closed in
the normal mode of operation of the regu-
lator. If it were not there, then if the wires
going to the VD4-VD11 temperature sen-
sor were broken, the current through the
generator excitation winding would flow
continuously, the voltage of the on-board
network would increase dramatically,
which is dangerous for both the battery and
other power consumers. Zener diode VD1
when disconnecting the temperature sen-
sor opens and begins to work as a source of
reference voltage. Although the voltage in The VT6 transistor is installed on the board
the on-board network increases, it is not as without a heat sink on two brass bushings,
significant as in its absence. the base and emitter pins are soldered di-
Design. All elements of the regulator, ex- rectly to the board. The board is designed
cept for the diodes VD4-VD11, are placed for installation in the case of an electro-
on a printed circuit board with dimensions mechanical relay regulator РР-24 on three
of 93x60 mm made of 1.5 mm thick brass racks with threads.
9 10
The conclusions are the corresponding con-
clusions on the body. The temperature sen-
sor consists of three 80x30x2 mm plates,
one brass and two glass-textolite, stacked
in a package. A window of 50x8 mm in
size is cut through in the middle fiberglass
laminate plate approximately in its middle.
Eight diodes connected in series are laid in
this space. The leads from the MGTF-0.14
wire are placed in a PVC tube laid in a nar-
row groove, sawn in the middle plate.
The whole construction is glued together
into a single whole with epoxy putty, it also
filled the inner cavity of the middle plate.
The brass plate must be tinned before glu-
ing, all parts of the sensor must be carefully
degreased. The sensor leads are soldered
directly to the corresponding points on the
circuit board. Conclusions it is desirable for
reliability to additionally attach to the body
of the regulator with a small clamp.
11
The brass plate sensor is slightly pressed
into the preheated battery filling mastic. If
it does not have a mastic fill, the brass plate
should be pressed against the flat portion
of the side surface of the battery case with
a rubber ring cut from the wheel chamber.
Conclusion B of the regulator is more con-
venient; it is connected not to the positive
terminal of the battery, but to the positive
current terminal of the starter.
Details. In the controller, instead of
КТ3102А (VT1, VT3, VT4) and КТ208К
(VT2) practically any low-power silicon
transistors of the corresponding struc-
ture can be used. Transistor VT5 must al-
low a collector current of at least 150 mA;
here you can use transistors from the series
KT208, KT209, KT313, KT3108, KT814,
KT816 with any letter index. Preference
should be given to transistors in a metal
case. Zener VD2 - any voltage of 3.3 ... 7 V.
12
Diode VD3 can be any direct current at
least FOR. It is convenient to mount the
KD206 series diodes on the board, since an
anode is connected to their case. Capaci-
tors C1, C2, C4 - KM5 or KM6, NW-K53-1
or K53-4. The use of capacitors series K50
or K52 is undesirable. L1 throttle - DM-0.1;
fixed resistors - MT or MLT, trimmer R6 -
СПЗ-19а. Adjust the device should be in a
certain order. First, an adjustable source of
constant voltage up to 16.5 V is connected
to the output B of the regulator and to the
case and the current consumed from it is
measured. The microammeter meter at
100 μA should not be noticeably deflected.
Next, between the output W and the com-
mon wire connect a 120 Ohm resistor with
a power of 2 W with a parallel connected
voltmeter (or a low-power incandescent
lamp for a voltage of 18 ... 24 V).
Conclusion I connect to the same source,
13
setting its voltage equal to 13.6 V, and the resistor R6 set a switching threshold at which the output
voltage at the output W is close to zero when the source voltage increases in excess of 13.6 V and close
to the supply voltage at decreasing the voltage below this value. Then the circuit of diodes VD4-VD11
is disconnected and the Zener diode VD1 is selected, achieving the analogous switching of the regu-
lator at a supply voltage of 16 ... 16.5 V. With the selection, if necessary, you can switch on one or two
low-power silicon diodes in direct direction. More precise adjustment is carried out on the car.
Fully charging the battery, a voltmeter (better digital) measures the voltage at its terminals without
load. Start the engine without a starter and the resistor R6 set the measured value of the voltage at the
terminals of the battery. In the presence of an ammeter on a vehicle, the charging current value can
serve as a criterion for correct adjustment of the device after 5 ... 10 minutes after starting the engine
with the average rotational speed of the crankshaft and the charged battery. The current must be within
2 ... 3 A, regardless of the power of the included load.
The above-described regulator with the traditional thermocompensated Zener diode D818E, instead of
the VD1 and VD4-VD11 diodes, worked on the GAZ-24 for several years. In the summer, it was nec-
essary to add water to the battery, in the spring and autumn - to recharge it. After installing the VD4-
VD11 sensor, the need for these operations has disappeared. Together with the use of a thyristor-tran-
sistor electronic ignition unit with an elongated spark, which ensures a quick start of the engine in a
wide variety of operating conditions, the described voltage regulator made it possible to bring the bat-
tery life to nine years.
14
Gravitascope

Engr. Vali Tayyab

The forces of mutual attraction between
any two bodies located at a distance of one
meter from each other and with a mass
of each of them in one ton are only about
0.006 g. The gravitational forces are so
small that they can only be observed with
the help of bulky devices are used except in
universities and planetariums.
Meanwhile, for educational and cognitive
purposes, it is important to have instru-
ments that allow one to observe gravita-
tional forces between bodies, whose mass
would not exceed a few kilograms. The dif-
ficulty of manufacturing such devices is
that. that they should record almost imper-
ceptible.
But difficult is not always impossible. The
experienced teacher and honored inventor
of the RSFSR Sh. ​​L. Livshits nevertheless
made such a device, and its design is ex-
tremely simple.
17
The device is installed horizontally on a
fixed platform - for example, on a table.
Then inside the small tubes enter a drop of
tinted liquid. Both drops should be at the
same level. After that, through short tubes,
the vessel is filled with water or any other
liquid to a level at which the lower part of
the septum is completely immersed in the
liquid, and a 2-3 mm air layer will remain
until the vessel lid. When the liquid in the
vessel calms down, the taps close. The de-
vice is ready for operation.
Now, if a trial load is brought closer to one
of the ends of the device, or the person’s
surface is approached by a gravitational
force, it tilts. At the same time, part of the
liquid from one half of the vessel will go to
the other - the one to which the object was
approached or the person approached. And
since the movement of fluid in the
19
separated parts of the vessel is associated with the
movement of the air gap, the tinted liquid droplets
in small tubes will also move. In our case, the right
drop will rise to a certain height, and the left drop to
the same height. Removing the sample load from the
right end of the instrument or approaching the load
to the opposite end will cause reverse displacements
of tinted droplets.
The sensitivity of this device is provided by the ratio
of the cross-section of smaller tubes and the surface
area of ​​the liquid in the tank. For example, if the sur-
face area of ​​the liquid in each half of the vessel is 8
dm2, and the cross-sectional area of ​​the thin tubes is
1 mm2, a change in the liquid level per micron will
cause the colored droplets to shift relative to each
other by several centimeters. This is quite enough to
observe the mutual attraction between the test body
and the liquid in the vessel.
20
How to Report Electrical
incident?

Engr. Ahsan Aleem

On Friday, 15th August 2014 at about electrocuted. He was then taken to Hospital
where he was pronounced dead on arrival.
0130hrs, HT AOC Falas team compris-
ing of 3P Supervisor(Sup) (M/S PeopleX),
Lineman(L/M)(victim, 3P M/S PeopleX)
and Karkun were dispatched from Colony
centre to attend tripping of “11 KV” feeder.
After attending different faults, at about
0735hrs, L/M along with Sup were required
to connect HT cable leads of red and blue
phase on “PMT No. 5”. On reaching the
site, Sup contacted OPN Control room
for shutdown of “12th lane + 13th” feeder
from Grid station which was immediately Findings:
granted. L/M climbed on phase bracket via General:
MTL for gaining access to connect the red · L/M had an overall working experi-
and blue phase of HT cable leads. After ence of about 8-9 years with local utility as
verifying absence of supply on busbar, and third party worker (M/S PeopleX).
placing short & ground on DO, he started · He did not attend any safety training
the task of connecting red HT cable lead to conducted by Corp. HSEQ in 2014 which
busbar but no sooner than he compromised was notified to regional safety coordinator
the safe distance of HT cable, he got via email dated 6th May 2014.
23 24
· Supervisor has been working with
Utility for 7 years through 3P PeopleX and
for last 4 years in affected region.
· Tool box talk was conducted by dis-
patch supervisor at the time of dispatch.
· Circuit of “11 KV” feeder was not
discussed at time of TBT which was the re-
sponsibility of dispatch supervisor.
· Gang was dispatched at 0130 hrs to
attend tripping of “11KV” feeder which was
tried by Supervisor through shift engineer
and was normalized.
· At about 0530 hours, gang received
another complaint from Local center
through dispatch supervisor regarding
“check meter and all LT leads burnt out”
at “Phase VII” PMT which was also in the
loop of “PMT No. 5” at that time backfed
through “11KV” feeder.
· As all links were blown out at “Phase
VII” PMT, Sup directly gave clearance to
25
composite gang from local center which
replaced the LT leads and check meters of
PMT.
· At about 0700 hrs, composite gang
gave clearance to Sup who then reached site
and requested shift engineer for putting off
“12th lane + 13th” feeder after which L/M
reconnected all links at DO of PMT at 0735
hrs. Karkun was not taken to site by super-
visor.
· After completing the job, gang moved
towards “PMT No. 5” to connect the red
and blue phase of HT cable leads.
· Gang was working on “PMT No. 5”
which was being backfed through “11KV”
feeder since 13th August 2014, due to grid
shutdown on “Another 11KV” feeder. This
operation was also performed by Sup who
assumed that feeding was reversed in the
next shift.
26
· Gang was unaware of the fact that the
feeding of “PMT No. 5” was still on “11KV”
feeder instead of “12th lane + 13th” feeder.
· The gang incorrectly requested for
shut down on “12th lane + 13th” feeder.
This false assumption wasn’t corrected by
shift engineer in OPN control room who
was in direct contact with Sup.
· The circuit was live as it was being fed
by “11 KV” feeder and not by “12th lane +
13th” which was shut down but the condi-
tion could not be detected as incoming blue
and red phase of HT cable lead were de-
tached on “PMT No. 5” and yellow phase
HT cable lead was detached on upstream
on “PMT No. 4”, therefore, it did not show
any voltage when tested on DO.
· After verifying absence of supply on
busbar, and placing short & ground on DO,
L/M started to connect the red HT cable
lead to busbar.
27
· L/M did not check absence of sup-
ply on HT cable leads which were live and
would have indicated to the gang that they
have taken shutdown of the wrong feeder.
· Supervisor himself didn’t verify ab-
sence of supply on all conductors which is a
clear violation of Line Isolation SOP.
· As soon as L/M compromised safe
distance with HT cable lead, which was
live, he was electrocuted.
· He was in full PPEs which included
helmet, safety belt, safety shoes and re-
mained suspended in his harness till he was
brought down.
· Both his hands and thighs showed ex-
tensive burning and electrocution marks.
· Victim was taken to Hospital where
he was pronounced dead on arrival.
Control room:
· On 13th August 2014, load of “12th
28
lane + 13th” feeder was shifted on “11KV”
feeder due to grid shutdown on “Another
11KV” feeder. Previous Duty shift engineer,
recorded the operation in logbook, emailed
the change to all concerned and marked it
on network in pencil, as a temporary back
feeding.
· After finishing duty, previous shift
engineer, handed over charge to next shift
engineer (accompanied by Junior shift en-
gineer and Manager Operation) and com-
municated information regarding back
feeding of all feeders.
· In the same shift, Junior shift engi-
neer received a request from AOC to re-
verse operations performed on load of
“12th lane + 13th” and revert back to its
original feeding but after consulting with
Manager, Junior shift engineer declined
AOC’s request due to peak hours and 14th
August holiday.
29
· “Shifting of PMTs” form promulgat-
ed from DCDO office, which was required
to be filled if an operation is not reversed
within 24 hours, was not filled by senior
and junior shift engineers and Manager.
Nor the shift engineers read the logbook
before taking charge on duty which they
have to do as per 11kV network manual
(published on 1st Jan’14).
· On the accident date, 15th August
2014, On Accident Junior shift engineer
was on duty in Local Control room. He has
an experience of about 7 months in HT
OPN, and was accompanied by 2 seniors;
Manager and On Accident senior Shift En-
gineer.
· At about 0735 hours, On Accident
Junior shift engineer received shutdown
request from Sup. At that time he did not
know about the current feeding of “PMT
No. 5” as he had not read the logbook.
30
· After the incident occurred, feeding
of PMT marked with pencil on network by
Previous Shift Engineer were found erased.
· Manager and On Accident senior
shift engineers were all aware of the opera-
tions performed on 13th August 2014 but
did not accept the marking of isolation on
the network diagram in control room dur-
ing investigation.
· Three shift engineers, along with
Manager, failed to read the logbook indi-
cating they ignored the defined processes.
Accident Analysis
A case of violation of SOPs at OC as well as
on worksite where a routine job was com-
pounded by a series of errors performed
by Supervisor Aamir and Shift Engineers
in control room due to which the original
feeding of accident site PMT could not be
ascertained. The modification made by shift
31
engineer in the logbook and marked in the
network was neither seen or read by the in-
coming staff nor communicated to site su-
pervisor by shift engineers.
Root Cause:
o Operation Control Room Error – On
Accident junior Shift Engineer did not
communicate the correct feeding to site
supervisor due to which wrong feeder was
switched off.
o Violation of Line Isolation SOP – As the
site supervisor failed to test for the absence
of supply on all conductors.
Recommendations:
· Strict disciplinary action to be tak-
en against supervisor(M/S Peoples) as per
“Reward Reprimand Procedure SP” (clause
8.0 S.No 1 & 4) for violation of Line
32
Isolation SOP. ·11kV rubber gloves to be used, instead of
·Recordable warning and safety marks to be present gloves, as a last resort to avoid such
deducted from APA of: accidents in future.
·Manager , Shift engineers for violating
roles and responsibilities mentioned in pg. At the end of this article, below mention
45 of 11kV network manual (published on pictures are mentioned as evidence
1st Jan’14).
·Dispatch supervisor for not conducting
proper TBT (not informing supervisor
Aamir regarding current feeding details of
“11 KV” and “12th lane + 13th”).
· Safety marks to be deducted from APA of
DGM for not ensuring implementation of
11kV network manual (published on 1st
Jan’14) in HT OPN in which the respon-
sibilities of a shift engineer while taking
charge are clearly defined.
· Refresher training of 11kV network man-
ual (published on 1st Jan’14) to be conduct-
ed on regional level.

33 34
Transformer Protec-
tion Stability Test

Engr. Qazi Arsalan Hamid

36
37 38
39 40
 Voltage to frequency converter

Abrar Shameem
(Studnet-Final Year)

41
Having an operational amplifier and an in- Engineer of the
tegral timer at your disposal, you can make a
simple, but with quite high parameters, voltage month
to frequency converter (see figure).

Muhammad Adil is
one of the good en-
gineers in the field
of grid station engi-
neering, he graduat-
ed from Ned Univer-
sity Karachi, and
With the element ratings indicated in the dia-
gram, a change in the input voltage from 0 to 5 V then serving in Pakistan’s leading utility
caused a linear increase in the output frequency of company K-Electric, Mr Adil is working as
the device from 0 to 21 kHz (conversion factor 4.2 General manager in his department, and
kGv / V). contributing his engineering skill to im-
In the voltage-frequency converter, you can prove the engineering standards in his field.
use the domestic OU K140UD7 and timer KR-
We appraise and wish that he continue his
1006VI1. To obtain a high linearity conversion,
the resistance deviation of resistors R1-R3, R5 journey of excellence in the engineering
from the nominal should not exceed 0.5%. field.

43 44
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46
Please send your articles and feedbacks before 15th
May 2019, for June 2019 Edition

enpak2017@gmail.com