DG Set

DIESEL
GENERATOR
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DIESEL GENERATOR

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DIESEL GENERATOR

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DIESEL GENERATOR

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DIESEL GENERATOR

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DIESEL ENGINE MODEL NISSAN
544

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Methods of generating electricity
There are seven fundamental methods of directly

transforming other forms of energy into electrical energy:
1.Static Electricity:- It is an imbalance of

electric charges within or on the surface of a material.
The charge remains until it is able to move away by
means of an electric current or electrical discharge.
Static electricity is named in contrast with
current electricity, which flows through wires or other
conductors and transmits energy. from the physical
separation and transport of charge (examples:
triboelectric effect and lightning)
2. Electromagnetic induction :- where an
electrical generator, dynamo or alternator transforms
kinetic energy (energy ofsystems
Prolific motion) into electricity. This14is
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Methods of generating
electricity
3. Electrochemistry :-, the direct transformation of
chemical energy into electricity, as in a battery, fuel cell or
nerve impulse Electrochemistry, the direct transformation
of chemical energy into electricity, as in a battery,
fuel cell or nerve impulse.
4.Photoelectric effect :-the transformation of light into

electrical energy, as in solar cells
5.Thermoelectric effect :-the direct conversion of

temperature differences to electricity, as in
thermocouples, thermopiles, and thermionic converters

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Methods of generating
electricity
6.Piezoelectric effect :-from the mechanical strain of electrically
anisotropic molecules or crystals. Researchers at the US
Department of Energy's Lawrence Berkeley National Laboratory
(Berkeley Lab) have developed a Piezoelectric generator sufficient
to operate a liquid crystal display using thin films of M13
bacteriophage.
7. Nuclear transformation :- the creation and acceleration of

charged particles (examples: betavoltaics or alpha particle
emission) Nuclear transformation

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DIESEL GENERATOR
Introduction
Why Diesel Generator is required
Type of diesel generator
Parts of diesel generators
Starting procedure of a diesel generator

1. Pre-starting checks
2. Running parameters Stopping
Trouble detection and trouble shooting

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DIESEL GENERATOR
Why maintenance routine is required.
Maintenance routine of diesel generator set
Ill effects of under load running of a Diesel

generator
Generator glossary
Parts of generator
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INTRODUCTION

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INTRODUCTION
Diesel Generator Set is a device, which is the

combination of Engine and Generator which is
used to produce electricity. It has mainly two
parts.
Prime Mover
Generator/alternator

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INTRODUCTION
What is the use of diesel generator ?
Why it is required and how it is used ?
The diesel generator are facilitating the multi
role in all the sectors like domestic, hospitals,
hotels, railway stations, communication systems,
shopping malls, theaters, industries, factories,
site works, air conditioning emergency supply,
emergency evacuation, fire and safety, operation
of pumps, marine uses for electricity etc
Its multi purpose uses and availability in
various power requirement stimulating the
customers.
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WHY DIESEL GENERATOR IS REQUIRED

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The diesel generator is the alternate substitute of
power.
Power requirement can be general:-The needs of on
site generation of emergency and stand by electricity
to building code requirement and to cover risk
economic loss due to loss of electric power.
Specific requirement of a diesel generator:- The diesel
generators are specially used as below :-
Lightings
Control power
Transportation
Mechanical system
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Heating
Production
Refrigeration
Space conditioning
Fire protection
Data processing
Life supports
Communication systems
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In the industrial field the diesel generators is
feeding the power for operation of the heavy
equipments
Having the diesel generator consumer do not

face the problems of power supply cut.
By the availability of diesel generator the

consumer are able to facilitate the assigned task
to the customer and it is saving the time of
consumer.
Diesel generators are giving comfort in day to day

life. Prolific systems & Technologies
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QUALITY OF A GOOD DIESEL GENERATOR

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Basic design features of a good diesel generator
set are :
Firm cylinder body design
Low vibration
Low noise
Smooth running
High efficiency
Long life
Adequate intake
Positive water cooling
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Small thermal radiation.
Superior performance.
Air intake system of a good diesel generator set.

A good diesel generator set should be equipped
with dry-type air filter and air resistance indicator.
It should be using turbocharger to ensure

adequate air intake, and performance is
guaranteed.
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Fuel system of a good diesel generator set:-
Good fuel system
Unique speed protection device
Low-pressure pipeline, few pipelines
Low failure rate and high reliability; high-
pressure injection
Full burning of fuel
Equipped with fuel supply system and oil return
check valve.
safe and reliable use
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Exhaust system of a good diesel generator set
A good diesel generator set adopt pulse dry-type

exhaust pipe which use exhaust energy
effectively and develop the engine performance
fully .
Exhaust pipe and bellows equipped are easy to

connect.

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Cooling system of a good diesel generator set
A good diesel engine should adopted centrifugal

pump within positive water-cooling.
large-flow gives good cooling effect which can

effectively reduce the thermal radiation and
noise.
Unique spin-type water filter to prevent rust and

corrosion, control the acidity and remove
impurities.
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Lubrication system of good diesel generator set
A good diesel generator should have variable

flow oil pump with signal control of the main oil
path, and adjust pump volume according to
pressure of the main oil, optimize oil volume
access to the engine; low oil pressure (241-
345kPa) (1kpa=98kg/cm), these measures can
effectively reduce the pumping power losses,
increase power and improve engine economy.

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Power output of good diesel generator set
A good diesel generator set should have

Crankshaft pulley with double-grooved power
output is equipped before absorber, and multi-
grooved driving pulley is also installed at the
front end of the diesel generator set, which both
can carry front-end power output device

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DIESEL GENERATORS
Domestic DG set Domestic DG set

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PRIME MOVER

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PRIME MOVER
The prime mover is mechanical assembly /engine part
which is used to drive the generator.
The engine can be rated as per power generation
requirement. It may be small, medium and big.
The engine is having various parts and the total
mechanical power while running is stored in fly wheel.
The fly wheel and generator is connected with the
flexible coupling.
The main function of the prime mover is to rotate the
generator.
The mechanical power is used to drive the generator,
and finally in the generator it is converted into the
electrical power. Prolific systems & Technologies 36
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ADVANTAGES OF DIESEL POWER PLANTS
Advantages of adopting Diesel Power Plants are

Low installation cost
Short delivery periods and installation period
Higher efficiency (as high as 43 45 %)
More efficient plant performance under part
loads
Suitable for different type of fuels such as low
sulphur heavy stock and heavy fuel oil in case of
large capacities.
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TWO STROKE ENGINE

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TWO-STROKE
ENGINE
A two-stroke engine is a
combustion engine that
completes the
thermodynamic cycle in
two movements of the
piston (one revolution
of the crankshaft)
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TWO-STROKE CYCLE
1- Combined power and
Exhaust stroke as the
piston moves down .
2- Induction and compression

as the piston moves up
again.
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THE TWO STROKES
ARE :
1 - Compression stroke,
which start by closing the
inlet and exhaust ports.
2 - Power or expansion
stroke, which start by
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MODE OF OPERATION OF THE TWO-
1 - The STROKE ENGINE
compression and
fuel intake
The fuel/air mixture is first
drawn into the crankcase
by the vacuum that is
created during the upward
movement of the piston.
At the top of the stroke,
the spark plug ignites the
fuel mixture. The burning
fuel expands, driving the
piston downward Prolific
stroke of
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MODE OF OPERATION OF THE TWO-
STROKE ENGINE
2- Power Stroke
As the piston finally
bottoms out, the intake
port is uncovered. The
piston's movement has
pressurized the mixture
in the crankcase, so it
rushes into the cylinder,
displacing the remaining
exhaust gases and filling
the cylinder with a fresh
charge of fuel, as shown
here: Prolific systems & Technologies
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LOOP
SCAVENING

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THE PRINCIPLE OF THE WAY THE 2-STROKE ENGINE WORKS:
1- Intake
2-Crankcase compression
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3- 4-
Transfer/Exhaus Compression
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5- Power
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Advantages Of Two-Sroke Disadvantages of the
Engines Two-stroke
1- Two-stroke engines don't last 1- Two-stroke engines do not
nearly as long as four-stroke have valves, which simplifies
engines due to the lack of their construction and lowers
lubrication system. their weight.
2- Two-stroke oil is expensive

2- Two-stroke engines fire once
every revolution. This gives
3- Two-stroke engines do not two-stroke engines a significant
use fuel efficiently. power boost.
3- Two-stroke engines can work

in
4- any orientation,engines
Two-stroke which can
be important
produce a in
lotsomething
of like
apollution
chainsaw. .
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COMPARISON BETWEEN TWO STROKE AND FOUR STROKE
ENGINE
Four-Stroke Engine Two-Stroke Engine
1- The complete cycle 1- The complete cycle

requires two revolutions requires one revolutions
of the crankshaft to of the crankshaft to
complete. complete.
2- Lower power because 2- Higher (theoretically

of one stroke in two twice) because of one
revolutions. stroke every revolution.

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TWO-STROKE PARTS
1 - PISTON
The piston performs the
following functions :
(1) Forms a movable gas-tight

plug to confine the charge in
the cylinder.
(2) Transmits to the

connecting rod the forces
generated by combustion of
the charge.
(3) Forms a guide and
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PISTON
* Pistons areMATERIALS
made of aluminum in small engines
or cast iron in larger slower- speed engine.
* Aluminium alloy pistons almost used in all
modern engines because :
1- The aluminium alloy is of lower strength than

cast iron.
2- The aluminium alloy is light weight.
3- Its higher Coefficient of thermal expansion.
4- The thermal conductivity of aluminium is

about three times that of iron. this, enables
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aluminium pistons to run at temperatures
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THE MAIN PARTS OF A
PISTON ARE :
1 - The top, which
may also
called the
Head or
Crown.
2 - The Ring belt.
3 - The Pin
bosses.
4 - The Skirt.
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2 - PISTON RINGS
The main functions of piston rings are :
(1) To form a pressure seal, preventing blow-by

of the gases, including combustion products
at high temperatures.
(2) Control of the flow of oil in enough quantity

to the skirt and to the rings themselves, while
preventing excessive amounts from entering
the combustion chamber.
(3) The transfer of heat from the piston to the

cylinder walls.
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The piston ring of an internal
combustion engine must be
designed with sufficient heat
resistance to withstand exposure
to high temperature gas.

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3-CONNECTING ROD:
* The crankshaft connecting rod
mechanism transforms reciprocative
motion to rotational motion.
There are bearing portions at both

ends, the piston side is called the
small end, and The
crankshaft side, the big end.
* The bearing portions receive load

from the weight of the piston and the
connecting rod .

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CONNECTING ROD
MATERIALS
The connecting rod, usually a
steel or alloy forging (though
sometimes aluminum in small
engines ).connecting rod
Problems that
face
1- Failure of the bearings, the connecting rod should be
made as light as possible.
2- Buckling, the rod portion usually has an I-beam

shape because of the high rigidity-to-weight ratio of this
shape.
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4-
CRANKSHAFT
The crankshaft converts reciprocative motion
to rotational motion. It contains counter
weights to smoothen the engine revolutions.

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TYPES OF CRANKSHAFT
There are two types of crankshaft :
1- The monolithic type

used for multi-cylinder engines,
2- The assembled type fabricated from separate

Elements
which is mainly used for motorcycles.
The type of crankshaft determines what kind of

Connecting rods are used .
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CRANKSHAFT MATERIALS
Most of crankshaft has been a steel forging,
nodular cast iron crankshafts are also accepted
normal practice in automotive engines the
crankshaft is supported in main bearing.
.
THE STRENGTH OF THE SHAFT DEPENDS

PRIMARILY ON THAT OF THE MATERIAL FROM
WHICH IT IS MADE.

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piston to the
connecting rod
and provides a
bearing for the
connecting rod
to pivot upon as
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The flywheel is fastened to
rear of the crankshaft. The
energy imparted to it during
the power stroke is sufficient
to keep the crankshaft turning
through the idle strokes until
it receives another impulse
thus producing a smooth

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4 STROKE DIESEL CYCLE

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TERMINOLOGY
TDC: Top Dead Center, piston position farthest
from crankshaft
BDC: Bottom Dead Center, piston position
nearest to crankshaft
Bore: Diameter of cylinder or piston face
Stroke: Distance that piston moves from TDC to
BDC
Crankshaft : Along with the piston pin and connecting
rod it converts the up and down motion
(reciprocating) of the engine to spinning
(rotary) motion.
Connecting rod : Connecting the piston and piston pin to the
crankshaft. 69
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Suction stroke Compression stroke

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Expansion stroke Exhaust stroke

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PARTS OF ENGINE
C: Crankshaft
E: Exhaust camshaft
I: Inlet camshaft
P: Piston
R: Connecting rod
S: Spark plug/fuel injection
V: Valves. Red : exhaust,

Blue : intake
W: Cooling water ducts

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PRINCIPLE OF 4S DIESEL GEN SET
Diesel Engine mainly works on below strokes
SUCTION STROKE
In this stroke, the piston moves down from the top

dead centre. As a result, inlet valve opens and air
is drawn into the cylinder. After sufficient quantity
of air with pressure is drawn, suction valve closes
at the end of the stroke. The exhaust valve
remains closed during this stroke

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COMPRESSION STROKE
In this stroke, piston moves up from the bottom
dead centre. During this stroke both inlet and
exhaust valve are closed. The air drawn into the
cylinder during suction stroke, is entrapped inside
the cylinder and compressed due to upward
movement of the piston. In diesel engine, the
compression ratio used is very high as a result, the
air is finally compressed to a very high pressure
up-to 40 kg/cm2, at this pressure, the temperature
of the air is reached to 1000 oC which is enough to
ignite the fuel
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CONSTANT PRESSURE STROKE
In this stroke, the fuel is injected into the hot

compressed air where it starts burning,
maintaining the pressure constant. When the
piston moves to its top dead centre, the supply of
fuel is cut-off. It is to be said that the fuel is
injected at the end of compression stroke and
injection continues till the point of cut-off, but in
actual practice, the ignition starts before the end
of compression stroke to take care of ignition lag

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WORKING OR POWER STROKE
In this stroke, both inlet and exhaust valve

remain closed. The hot gases (which are
produced due to ignition of fuel during
compression stroke) and compressed air,
now expand adiabatically, in the cylinder
pushing the piston down and hence work is
done. At the end of stroke, the piston finally
reaches the bottom dead centre
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EXHAUST STROKE
In this stroke, the piston again moves upward. The

exhaust valve opens, while inlet and fuel valve are
closed. A greater part of the burnt fuel gases
escape due to their own expansion. The upward
movement of the piston pushes the remaining
gases out through the open exhaust valve. Only a
small quantity of exhaust gases stay in the
combustion chamber. At the end of exhaust stroke,
the exhaust valve closes and the cycle is thus
completed
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As there is some resistance while operating in

inlet and exhaust valve and the some portion of
burnt gases remains inside the cylinder during
the cycle, resulting the pumping losses.
This pumping losses are treated as negative

work and therefore subtracted from actual work
done during the cycle.
This will give us net work done from the cycle.

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GENERATOR

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GENERATOR
The generator is power generating assembly in

which the mechanical energy is converted into
electrical energy.
How it is generated , so it is generated by cutting

electromagnetic forces(E.M.F.) inside the casing
and further being feed to the consumer.
EMF:- The force produced by electrical magnet

is known as Electro magnetic Force.
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TYPES OF DIESEL GENERATOR SETS
The Diesel Generator can be divided as follows
Self Exited Diesel generator Set.
Separately Exited Diesel generator Set

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ENGINE DIAGRAM

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ENGINE DIAGRAM

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1.PARTS OF ENGINE
Top compression
ring
2. 2nd
Engine compression Engine parts
parts
ring 11. Big-end bearing
3. Oil control ring shell
4. Piston 12. Push rod
13. Cam follower slide
5. Gudgeon pin
14. Roller
circlips 15. Cam follower guide
6. Gudgeon pin 16. Guide retaining bolt
7. Connecting rod 17. Dipstick
8. Brake servo 18. Dipstick tube
vacuum pump gasket 19. Dipstick tube bolt
9. Core plug
10. Connecting rod
bolt Prolific systems & Technologies
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PARTS OF ENGINE
20. camshaft
Engine parts Engine parts
21. Oil jet tube 30. Oil filter head
22. Drive pin 31. Fuel lift pump
23. Camshaft thrust 32. Fuel lift pump gasket
plate 33. Spacer if fitted
24. Camshaft bearings 34. Brake servo vacuum
25. Main bearing shell pump
26. Baffle plate 35. Crankcase breather
27. Core plugs pipe
28. Oil pressure switch 36. Oil filter head gasket
29. Thermostatic valve 37. Baffle plate gasket
assembly 38. Oil filter element

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PARTS OF DIESEL GENERATOR

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PARTS OF ENGINE

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PARTS OF DIESEL GENERATOR
The diesel generator is comprises with various

parts those are as mentioned below
Crank case
Crank shaft
Crank shaft fly weights
Connecting rod
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PARTS OF DG SETS
Connecting pin
Piston
Piston rings
Cylinder
Cylinder jacket
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PARTS OF DG SETS
Cylinder head
Inlet valve
Outlet valve
Big end bearing

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PARTS OF DG SETS
Small end bearing
Injectors
Air intake manifold
Exhaust manifold

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PARTS OF DG SETS
Air intake filter
Exhaust muffler
High pressure fuel pump
Turbo charger

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PARTS OF DG SETS
Fresh water pump
Lub oil filter
Fuel filter
Fine fuel filter
Starting mechanism:- It may be air, battery or

by hand/manual start
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PARTS OF DG SETS
Fly wheel
Fly wheel coupling and bushes
Shock vibration mounts
Radiator
Lub oil cooler
Fresh cooler
Various size and types of nut and bolts.

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Aturbocharger, orturbo(colloquialism),
from the Greek "" (mixing/spinning)
CH TUR
is aforced inductiondevice used to allow
more power to be produced for an engine
of a given size. A turbocharged engine can AR BO
be more powerful and efficient than a GE
naturally aspirated enginebecause the R
turbine forces more intake air,
proportionately more fuel, into the
combustion chamber than if atmospheric
pressure alone is used.
Turbochargers were originally known as
aturbosuper chargerswhen all
forced inductiondevices were classified as
superchargers, nowadays the term "
supercharger" is usually applied to only
mechanically-driven forced induction
devices.The key difference between a
turbocharger and a conventional
superchargeris that the latter is
mechanically driven from the engine often
from a belt connected to thecrankshaft,
whereas a turbocharger Prolific
is driven by the
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engine'sexhaust gasturbine. Compared to
TURBO CHARGER

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TURBO CHARGER

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TURBO CHARGING Vs
SuperchargerSUPERCHARGING
In contrast to turbochargers, superchargers are not
powered by exhaust gases but driven by the engine
mechanically.Belts, chains, shafts, and gears are
common methods of powering a supercharger. A
supercharger places a mechanical load on the engine to
drive.For example, on the single-stage single-speed
superchargedRolls-Royce Merlinengine, the
supercharger uses up about 150horsepower(110kW).
Yet the benefits outweigh the costs: For that 150hp
(110kW), the engine generates an additional 400
horsepower, a net gain of 250hp (190kW). This is where
the principal disadvantage of a supercharger becomes
apparent: the internal hardware of the engine must
withstand the net power output of the engine, plus the
150 horsepower to drive the supercharger.
In comparison, a turbocharger does not place a direct
mechanical load on the engine.It is more efficient
because it useskinetic energyof the exhaust gas to
drive the compressor.Prolific
In systems
contrast to supercharging, the
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principal disadvantages of turbocharging are back-
TWIN CHARGER

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TWIN CHARGER
Twincharger refers to a compound forced induction system
used on some piston-type internal combustion engine. It is a
combination of an exhaust-driven turbocharger and an
engine-driven supercharger, each mitigating the weaknesses
of the other. A belt-driven supercharger offers exceptional
response and low-rpm performance as it has no lag time
between the application of throttle and pressurization of the
manifold. Combined with a large turbo which would offer
unacceptable lag and poor response in the low-rpm range,
the proper combination of the two can offer a zero-lag power
band with high torque at lower engine speeds and increased
power at the higher end. Twincharging is therefore desirable
for small-displacement motors, especially those with a large
operating rpm, since they can take advantage of an
artificially broad torque band over a large speed range.
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DIAGRAM OF LUBRICATION SYTEM

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DIAGRAM OF LUBRICATION SYTEM

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Lubrication is an art of admitting a lubricant (oil, grease,
LUBRICATION SYSTEM
etc.) between two surfaces that are in contact and in
LUBRICATIO
relative motion. The purpose of lubrication in engine is to
N
perform one or several of the following function:-
To reduce friction and wear between the moving parts
and thereby the energy loss and to increase the life of
engine.
To provide sealing action e.g. the lubrication oil helps the
piston rings to maintain an effective seal against the high
pressure gasses in the cylinder from leaking out into the
crankcase.
To cool the surface by carrying away the heat generated
in engine components.
To clean the surface by washing away carbon and the
metal particles caused by wear.
Of all these function, the first function is
considered to be the most important one. In internal
combustion engines, the problem of lubrication become
more difficult because of the high temperature
experienced during the combustion process and by the
wide range of temperature encounter throughout the
cycle. So the energy losses from the friction between
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LUBRICATION OF ENGINE COMPONENT
In the reciprocating engine there are many
surfaces in the contact with each other and
therefore they should be lubricated to reduce
friction. The principal friction surfaces requiring
lubrication in an internal combustion engine are :-
Piston and cylinder
Crankshaft and their bearings
Crank pin and their bearing
Wristpin and their bearing
Valve gear
Turbocharger bearings
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TYPE OF LUBRICATION SYSTEM
The function of lubrication system is to
provide sufficient quantity of cool, filtered oil
to give positive and adequate lubrication to all
the moving parts of an engine. The various
systems used for internal combustion engine
may be classified as:-
Mist lubrication system

Wet sump lubrication system
Dry sump lubrication system
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MIST LUBRICATION SYSTEM
This system is used where crankcase lubrication is not suitable. In two
stroke engine, as the charge is compressed in the crankcase, it is not possible to
have the lubrication oil in the sump. Hence mist lubrication is used in practice. In
such engine, the lubrication oil is mixed with the fuel, the usual ratio being 3% to
6%. The oil and fuel mixture is inducted through the carburetor. The fuel is
vaporized and the oil in the form of mist goes via the crankcase into the cylinder.
The oil which strikes the crankcase walls lubricates the main and connecting rod
bearings and the rest of oil lubricate the piston, piston rings and the cylinder.
The advantage of this system is its simplicity and low cost as it does not require
an oil pump, filter, etc. however there are certain disadvantage which are
enumerated are following:
It cause heavy exhaust smoke due to burning of lubricating oil partially or fully
and also forms deposit on piston crown and exhaust port which are affect
engine efficiency.
Since the oil come in close contact with acidic vapor produced during the
combustion process get contaminant and may result in the corrosion of bearing
surfaces.
This system call for a thorough mixing if effective lubrication. This requires
either separate mixing prior to use or use of some additive to give the oil good
mixing characteristics.
During closed throttle operation as in the case of vehicle moving down the hill,
the engine will suffer from insufficient lubrication as the supply of fuel is less.
This is an important limitation of system.
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WET SUMP LUBRICATION SYSTEM
In the wet sump lubrication system, the bottom
of the crankcase contains an oil pan or sump
from which the lubricating oil is pumped to
various engine components by a pump. After
lubrication these parts, the oil flow back to the
sump by gravity. Again it is picked by a pump
and re-circulated through the engine
lubricating system. There are three varieties in
the wet sump lubricating system. They are:
The splash system
The splash and pressure system
The pressure feed system

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WET SUMP LUBRICATION SYSTEM

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This type of lubricating system is used in light duty
SPLASH SYSTEM
engine. The lubricating oil is discharge into the bottom of
the engine crankcase and maintained at a predetermined
level. The oil is drawn by the pump and delivered through
a distributing pipe extending the length if the crankcase
into the splash trough located under the big end of all
the connecting rods. These troughs were provided with
overflows and oil in the trough are therefore kept at a
constant level. A splasher or dipper is provided under
each connecting rod cap which dips into the oil in the
trough at every revolution of the crankshaft and the oil is
splashed all over the interior of crankcase, into the
pistons and onto the exposed portion of cylinder walls.
The oil dripping from the cylinder is collected in the sump
where it is cooled by the air flowing around. The cooled
oil is then re-circulated.

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SPLASH SYSTEM

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SPLASH AND PRESSURE
LUBRICATION SYSTEM
In this system, the lubricating oil is supplied under pressure
to main and camshaft bearing. Oil is also supplied under
pressure to pipes which direct a stream of oil against the
dipper on the big end of connecting rod bearing cup and thus
the crankpin bearing are lubricated by the splash or spray of
oil thrown up by the dipper.

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PRESSURE FEED SYSTEM
In this system, the oil is drawn in from the sump and forced to all the
main bearings of the crankshaft through distributing channels. A
pressure relief valve will also be fitted near the delivery point of the
pump which open when the pressure in the system attains a
predetermine value. An oil hole is drilled in the crankshaft from the
center of each crankpin to the centre of an adjacent main journal,
through which oil can pass from the main bearing to the crankpin
bearing. From the crankpin it reaches piston pin bearing through a
hole drilled in the connecting rod. The cylinder wall, tappet roller,
piston and piston rings are lubricated by oil spray from around the
piston pins and the main and connecting rod bearings. The basic
components of the wet sump lubricating system are (1) pump
(2) strainer (3) pressure regulator (4) filter (5) breather.
Oil is drawn from the sump by a gear or rotor type of oil pump
through an oil strainer. The strainer is a fine mesh screen which
prevents foreign particles from entering the oil circulating system. A
pressure relief valve is provided which automatically keep the delivery
pressure constant and can be set to any value. When the oil pressure
exceed that for which the valve is set, the valve open and allow some
of the oil to return to the sump thereby reliving the oil pressure in the
system. Prolific systems & Technologies
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DRY SUMP LUBRICATION SYSTEM
In this system, the supply of oil is carried in an external
tank. An oil pump draws oil from the supply tank and
circulates it under pressure to the various bearing of the
engine. Oil dripping from the cylinder and bearing into
the sump is removed by the scavenging pump which in
turn the oil is pass through a filter, and is fed back to the
supply tank. Thus oil is prevented from accumulating in
the base of engine. The capacity of the scavenging
pump is always greater than the oil pump. In this system
a filter with a bypass valve is placed in between the
scavenging pump and the supply tank. If a filter is
clogged, the pressure relief valve opens permitting oil to
bypass the filter and reaches the supply tank. A separate
oil cooler with either water or air as the cooling medium,
is usually provided in the dry sump system to remove
the heat from the oil.
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DRY SUMP LUBRICATION SYSTEM

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PROPERTIES OF LUBRICANTS
The duties of the lubricant in an engine are many and varied in a scope. The
lubricant is called upon to limit and control the following:
Friction between the component and metal to metal contact
Overheating of the component
Wear of component
Corrosion
Deposit
To accomplish the above function, the lubricant should have the following :
Suitable viscosity
Oiliness to ensure adherence to the bearing, and for less friction and
wear when the lubrication is in the boundary region, and as a protective
covering against corrosion
High strength to prevent the metal to metal contact and seizure under
heavy load
Should not react with the lubricating surface
A low pour point to allow floe of the lubricant at low temperature to the
oil pump
No tendency to form deposit by reacting with air, water, fuel or the
product of combustion
Cleaning ability
Non foaming characteristics
Non toxic and non inflammable
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COOLING SYSTEM

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COOLING SYSTEM
Need for cooling system
During the process of converting thermal energy to
mechanical energy high temp are produced in the cylinder of
the engine as a result of the combustion process. A large
portion of the heat is transferred to the cylinder head and
walls, piston and valves. Unless this excess heat is carried
away and these parts are adequate cooled, the engine will be
damaged. A cooling system must be preventing damages to
vital parts of the engine, but the temperature of these
components must be maintained within certain limits in the
order to obtain maximum performance from the engine.
Hence a cooling system is needed to keep the engine from
not getting so hot as to cause problems and yet to permit it to
run hot enough to ensure maximum efficiency of the engine.
The duty of cooling system, in other word, is to keep the
engine from getting not too hot and at the same time not to
keep it too cool either.
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CHARACTERISTICS OF EFFICIENT
COOLING SYSTEM
The following are the two main characteristics
desired of an efficient cooling system
It should be capable of removing about 30% of heat

generated in the combustion chamber while maintain
the optimum temp of the engine under all operating
conditions of engine.
It should remove heat at a faster rate when engine

is hot. However during starting of the engine the
cooling should be minimum, so that the working
parts of engine reach their operating temperature in
short time. Prolific systems & Technologies
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TYPE OF COOLING SYSTEM
In order to cool the engine a cooling

medium is required. This can be either
air or a liquid accordingly there are two
type of systems in general use for
cooling the IC engine. They are
Liquid or indirect cooling system
Air or direct cooling system

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LIQUID COOLED SYSTEMS
In this system mainly water is used and made to circulate
through the jackets provided around the cylinder, cylinder-head,
valve ports and seats where it extracts most of the heat.
It consists of a long flat, thin-walled tube with an opening,
facing the water pump outlet and a number of small openings
along its length that directs the water against the exhaust valves.
The fits in the water jacket and can be removed from the front end
of the block.
The heat is transferred from the cylinder walls and other parts
by convection and conduction. The liquid becomes heated in its
passage through the jackets and is in turn cooled by means of an
air-cooled radiator system. The heat from liquid in turn is
transferred to air. Hence it is called the indirect cooling system.
Water cooling can be carried out by any of the following five
methods
Direct or non-return system
Thermosyphon system
Forced circulation cooling system
Evaporative cooling system
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DIRECT OR NON-RETURN SYSTEM
This system is useful for large installation where plenty
of water is available. The water from a storage tank is
directly supplied through the inlet valve to the engine
cooling jacket. The hot water in not cooled for reuse but
simply discharged.
2.4.2) Thermosyphone system
The basic principle of thermosyphone can be explained
with respect to fig. heat is supplied to the fluid in the
tank A. because of relative lower density, the hot fluid
The hot fluid
travel flow
up, its through
place is being the pipe taken by comparatively cold
p1fluid
to from
the tank B where
the tank B through it get pipe p2.
cooled. Thus the fluid circulates
through the system in the form of
convective current.
For engine application the tank a
represent the cylinder jacket while
tank B represent a radiator and
water act as a circulating fluid.
The main advantage of this system Principal of thermosyphon system
is its simplicity and Prolificautomatic
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circulating of the cooling water.
FORCED CIRCULATING COOLING SYSTEM
This system is used in large number of automobile like cars,
buses and even heavy trucks. Here, flow of water from radiators to
water jacket is by convection assisted by pump.
The main principle of this system is explained with the help of block
diagram as shown.
The water or coolant is circulated through jacket around the part
of engine to be cooled, and is kept in motion by a centrifugal pump
which is driven by the engine. The water is passed through the
radiator where it is cooled by the air drawn through the radiator by a
fan and by the air draft to the forward motion of the vehicle. A
thermostat is used to control the water temperature required for
cooling. It consist mainly four component radiator, fan water pump
and a thermostat.

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Air cooled system

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AIR COOLED SYSTEM
In the air cooled system a current of air is made to flow past the
outside of the cylinder barrel, outer surface area of which has been
considerably increased by providing cooling fin as shown in fig. this
method will increased the rate of cooling. This method is mainly
applicable to the engine in the motorcycles, small cars, airplanes
and combat tank where motion of the vehicle gives a good velocity
to cool the engine. The value of heat transfer coefficient between
metal and air is appreciably low. As a result of this the cylinder wall
temperature of the air cooled cylinder are considerably higher than
those of water cooled type.

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ADVANTAGE OF LIQUID COOLING SYSTEM
Compact design of engine with appreciably smaller frontal
area is possible.
The fuel consumption of high compression liquid cooled
engine is rather lower than for air cooled ones.
Because of the even cooling of the cylinder barrel and due
to jacketing makes it possible to reduce the cylinder head
and valve seat temperature.
In case of water cooled engines, installation is not
necessarily at the front of the mobile vehicle, aircraft etc.
as the cooling system can be conveniently located
wherever required. This is not possible in case of air
cooled system.
The size of engine does not involve serious problem as far
as the design of the cooling system is concerned. In case
of air cooled engines particularly in high horsepower range
difficulty is encounter in the circulation of requisite
quantity of air for the cooling purpose.
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LIMITATIONS
This is a dependent system in which water

circulation in the jackets is to be ensured by
additional.
Power absorbed by the pump for water
circulation is considerable and this affects the
power output of the engine.
In the event of failure of the cooling system
serious damage may be caused to the
engine.
Cost of the system is considerably high.
System requires considerable maintenance of
its various parts.
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ADVANTAGE OF AIR-COOLING SYSTEM
The design of the engine becomes simpler as no water
jackets are required. The cylinder can have identical
dimensions and be individually detachable and therefore
cheaper to renew in case of accident etc.
Absence of cooling pipes, radiator, etc. makes the
cooling system thereby minimum maintenance
problems.
No danger of cooling leakage etc.
The engine is subjected to freezing troubles etc., usually
encountered in case of water coolant engines.
The weight of the air-cooled engine is less than that of
water-cooled engine, i.e., power to weight ratio is
improved.
In this case, the engine is rather a self-contained unit as
it requires no external components like radiator, header,
tank etc.
Instalation of air-cooled engines is easier.
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LIMITATIONS
Can be applied only to small and medium sized
engines.
In places where ambient temperature are lower.
Cooling is not uniform.
Higher working temperature compared to water-
cooling.
Produce more aerodynamic noise.
Specific fuel consumption is slightly higher.
Lower maximum allowable compression ratios.
The fan, if used absorbs as much as 5% of the
power developed by the engine.
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DIESEL GENERATOR FUEL PUMP AND
FUEL GOVERNING SYSTEM

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BLOCK DIAGRAM OF FUEL SYSTEM

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HIGH PRESSURE FUEL INJECTION
PUMP

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FUEL PUMP
FUEL PUMP
A fuel pump is an essential component on a

diesel generator or other internal combustion
engine.
Fuel pump is designed to supply the fuel under

pressure to the engine as per the engine
requirement.
The fuel has to be pumped from the fuel tank to

the engine and delivered under high pressure to
the fuel injector.
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FUEL PUMP
Generally the fuel injection pumps are engine

driven. The timing of the fuel pump is set as per
the cylinders firing order .
The high pressure fuel goes to the fuel injector
and opens the injector ports, by pressure and
fuel spayed inside the cylinder.
In case of the fuel tank is located at far distance
from the generator one additional pump is
mounted on the engine to initially lift the fuel from
the fuel storage tank and supply under low
pressure to the high pressure fuel injection
pump.
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OBJECTIVES OF THE INJECTION SYSTEM
The injection system of the compression ignition

engine should fulfill the following objectives
consistently and precisely:
Meter the appropriate quantity of fuel, as

demanded by the speed of, and the load on,
the engine at the given time.
Distribute the metered fuel equally among

cylinders in a multi-cylinder engine.
Inject the fuel at the correct time (with respect

to crank angle) in the cycle.

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Inject the fuel at the correct rate (per unit time

or crank angle degree).
Inject the fuel with the correct spray pattern

and sufficient atomization as demanded by the
design of the combustion chamber, to provide
proper penetration also.
Begin and end injection sharply without

dribbling or after injection.

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OBJECTIVES OF THE INJECTION
SYSTEM
To accomplish these objectives, a number of
functional elements are required. These constitute
together, the fuel injection system of the engine.
These elements are as follows.
Pumping elements to transfer the fuel from the
tank to the cylinder, along with the associate
piping and hardware.
Metering elements to measure and supply the
fuel at the rate as desired by the speed and load
conditions prevailing.
Metering controls to adjust the rate of the
metering elements for changes in load and
speed of the engine.
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Distributing elements to divide the metered fuel

equally among the cylinders in a multi cylinder
engine.
Timing controls to adjust the start and stop of

injection.
Mixing elements to atomize and distribute the

fuel within the combustion chamber.

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FUNCTION OF FUEL INJECTION
EQUIPMENT
The function of fuel injection equipment is to supply the
engine with fuel in qualities exactly metered in
proportion to the power required and timed with utmost
accuracy, so that the engine will deliver that power
within the limits prescribed for fuel consumption,
exhaust smoke, noise and exhaust emissions.
The fuel must be injected through suitable nozzles at
pressures high enough to cause the required degree of
atomization in the combustion chamber and to ensure
that it mixes with sufficient air for complete combustion
in the cycle time available.
In multi cylinder engines the periods of injection, the
timing and the delivered quantity must be accurately
metered to ensure an even balance between the
cylinders. Prolific systems & Technologies
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FUNCTION OF FUEL INJECTION EQUIPMENT
For an engine developing 3kW at 60rev/s,
of cylinder capacity 0.2 liter the fuel
delivery at full load would be
approximately 10mm3 in 1.2ms, repeating
this 30 times every second. At no load
the quantity will be reduced to
approximately to 3mm3.
In general terms the injection period and
the pressure increase with engine size:
small direct injection (DI) engines will
have a period about 25 degrees crank
travel and an injection pressure
exceeding 400bar whilst large engines
may have periods approximating
40degrees with pressures Pvt. Ltd in excess 141
of
FUNCTION OF FUEL INJECTION EQUIPMENT
The equipment for a six cylinder medium-sized high
speed turbo charged vehicle engine developing 110kW
at 43.3rev/s will have a full load delivery of 65mm 3 with
an injection period of approximately 26degrees crank
travel.
The nozzle will have a total orifice area of
approximately 0.247mm2 (equivalent to four holes of
0.28mm diameter) and the peak injection pressure will
be about 450 bar.
To meet a NOx emission standard of 10g/kWh the
injection period will have to be reduced to about 23
degrees crank angle for the same hole diameter.
This will increase the probable peak line pressure to
650 bar. Prolific systems & Technologies
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FUEL INJECTION SYSTEMS
There are two main classifications for fuel-injection

systems, namely.
air injection which had become obsolete but

now some interest has been shown by
researchers (however very high pressure is
required for air) and
solid (or airless) injection systems.

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FUEL INJECTION SYSTEMS
The airless, mechanical, or solid injection systems
consist of three types :
Individual pump system: This consists of a
separate metering and compression pump for
each cylinder.
Distribution system: This consists of a single
pump for compressing the fuel (which may also
meter), plus a delivery device for distributing the
fuel to the cylinders (which may also meter).
Common rail system: A single pump for
compressing the fuel, plus a metering element
for each cylinder.
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INDIVIDUAL PUMP SYSTEM

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DISTRIBUTION SYSTEM

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COMMON RAIL SYSTEM

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ALTERNATIVE PUMP INJECTOR SYSTEM

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PUMP INJECTOR

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m f C D An 2 f p

m f C D An 2 f p
360 N
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SPRAY STRUCTURE

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FUEL FILTER

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FUEL FILTER
A low pressure (2.5 bar) transfer pump or
fuel feed pump is required to lift the fuel
Fuel filter
from the tank, to overcome the pressure
drop in the filters, and to charge the
metering or pressuring unit. Three filters
are recommended, namely
A primary stage (a metal- edge
filter to remove coarse particles,
larger than 25 microns).
A secondary stage (a replaceable
cloth, paper or lint element to remove
fine particles from about 4 to 25
microns) and.
Final stage (a sealed, non-replaceable
element) to remove fine particles that
escaped the secondary stage.
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QUANTITY OF FUEL AND THE SIZE OF NOZZLE
ORIFICE
The quantity of fuel injected per cycle is dependent
on the power output of the engine. The size of
droplets depend on the velocity which should be of
the order of 400 m/s. As mentioned earlier, this
velocity is given by
V f C d 2 gh
where h is the pressure difference between injection

and cylinder pressures, measured in meters of fuel
column.
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THE VOLUME OF FUEL INJECTED PER SECOND, Q, IS GIVEN BY
.
2 60 N i
Q d V f
4 360 N 60
where d is the diameter of one orifice in m,
Ni is the number of injections per minute, =

N/2 for a 4-stroke engine,
N is the engine speed in rev/min,
is the duration of injection in crank angle

degrees,
Q is expressed usually in mm3/degree crank

angle/liter cylinder displacement
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GOVERNOR
Governor is a sensitive device which
controls the function of engine
automatically, the fuel supply as well as
speed of the engine.
A device which controls the quantity of
fuel as per load conditions in order to
maintain a constant speed.
The fuel governor are designed to
regulate the fuel supply to the engine at
various load condition. it is monitoring
and controlling the engine demand of
fuel from low load to high load and
high load to low load.
The fuel governor is mounted on the fuel
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FUNCTION OF GOVERNOR
The major function of the governor is determined

by the application of the engine.
In an engine that is required to come up and run
at only a single speed regardless of load, the
governor is called a constant-speed type
governor.
If the engine is manually controlled, or controlled
by an outside device with engine speed being
controlled over a range, the governor is called a
variable speed type governor.
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FUNCTION OF GOVERNOR
If the engine governor is designed to
keep the engine speed above a
minimum and below a maximum, then the
governor is a speed-limiting type
The last category of governor is the load
limiting type.
This type of governor limits fuel to ensure
that the engine is not loaded above a
specified limit.
Note that many governors act to perform
several of these functions simultaneously.
Enginethis provides the engine with a
built-in shutdown device
Pvt. Ltd to protect the
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TYPES OF GOVERNORS
The type of governor used on diesel engines
is dependent upon the application required.
The six basic types of governors are as
follows:
Mechanical type governor:-Mechanical
centrifugal flyweight style that relies on a
set of rotating flyweights and a control
spring; used since the inception of the
diesel engine to control its speed
Power assisted servo mechanical type
governor:-Power-assisted servo
mechanical style that operates similar to
the mechanical centrifugal
Pvt. Ltd flyweight but
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TYPES OF GOVERNORS
Hydraulic governor
Hydraulic governor that relies on the
movement of a pilot valve plunger to
control pressurized oil flow to a power
piston, which, in turn, moves the fuel
control mechanism.
Pneumatic governor governor
That is responsive to the air flow (vacuum)
in the intake manifold of an engine. A
diaphragm within the governor housing
is connected to the fuel control linkage
that changesProlific
itssystems
setting
& Technologies
with increases
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or decreases in the vacuum
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TYPES OF GOVERNORS
Electro mechanical governor :-

Use a magnetic speed pickup sensor on
an engine-driven component to monitor
the rpm of the engine. The sensor sends
a voltage signal to an electronic control
unit that controls the current flow to a
mechanical actuator connected to the fuel
linkage.
Electronic governor :-
uses magnetic speed sensor to monitor
the rpm of the engine. The sensor
continuously feeds information back to the
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USES OF GOVERNOR
The following is an explanation of the operation
of a constant speed, hydraulically compensated
governor using the Woodward brand
governor as an example.
The principles involved are common in any
mechanical and hydraulic governor.
The Woodward speed governor operates the
diesel engine fuel racks to ensure a constant
engine speed is maintained at any load.
The governor is a mechanical hydraulic type
governor and receives its supply of oil from the
engine lubricating system.
This means that a loss of lube oil pressure will
cut off the supply of oil to the governor and
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cause the governor to shut down the engine.
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USES OF GOVERNOR
The governors, used on heavy-duty
truck applications and construction
equipment, fall into one of two basic
categories:
Limiting-speed governors, sometimes
referred to as minimum/maximum
models since they are intended to
control the idle and maximum speed
settings of the engine. Normally there is
no governor control in the intermediate
range, being regulated by the position of
the throttle linkage.
Variable-speedProlific
orsystems
all range governors that
& Technologies
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USES OF GOVERNOR
Engine at any given speed. Prevents
overloading the engine at whatever speed it may
be running. Load-control, used for adjusting to the
amount of load applied at the engine to suit the
speed at which it is set to run. Pressure
regulating, used on an engine driving a pump to
maintain a constant inlet or outlet pressure on the
pump.
At this time on heavy-duty truck and Construction
equipment applications, straight mechanically
designed units dominate the governor used on
non electronic fuel injection systems.
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USES OF GOVERNOR
Mechanical Governors
In most governors installed on diesel engines

used by the Navy, the centrifugal force of
rotating weights (fly balls) and the tensions
of a helical coil spring (or springs) are used
in governor operation.
On this basis, most of the governors used on

diesel engines are generally called
mechanical centrifugal flyweight.
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CROSS SECTION OF FUEL SYSTEM WITH DASHPOT
GOVERNOR
Lever. Governor housing
Load stop pin Cover.Sleeve control shafts Inside
(two) fuel passage.
Housing for
fuel Injection pumps.
ft.
Drive gear for fuel transfer pump

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is o v
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rie
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G
id
ar
PRE CHECKS BEFORE STARTING A
DIESEL GENERATOR

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PRE CHECKS BEFORE STARTING A DG SET
Check previous entry in log book.
Check for any defect entered in the log book.
If defect was there check for rectification have
been done or not.
If not then eliminate/report that existing defect
and then only start the dg set.
Visual inspection of the engine and generator
parts:-check for any external damage. Loose
fittings, cover removed etc.
Check freeness of the engine:- by 2-3 revolution
of hand turn, hand turning gear.
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Check air intake system:- the air which is going to the
engine should be clean, passage should be obstruction
free. No blockage should be there in the intake area.
Exhaust system:-check for exhaust out let is clear,
there should be no any obstruction in the exhaust line.
To enable proper discharge of exhaust gases to the
atmosphere.
Check lub level:-The lub oil should be level in both
the cases as below.
Dry sump:-in case of dry sump check level in
circulating tank by viewing in gauge glass.
Wet sump:-check the lub oil level in the engine sump
with the help of dip stick. It should be 3/4 level.
Pvt. Ltd
Check fuel level in the fuel circulating tank:-it should be
working level or more than half of the tank.
Check for lub oil cooling system:-check fresh water in
expansion tank/radiator, the fresh water should be always
top up.
The fresh water is cooling both lub oil as well as cylinder
liners.
The fresh water is stored in cylinder jackets, and it is
continuously circulated both the fresh water pump.
The fresh is always mixed with anti corrosion liquid so as
to minimize the corrosion inside the engine system and
improve the cooling efficiency of the fresh water.
Generally the mixing ratio of anti corrosion liquid is 1:15.
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Check for fresh water cooling system:- if the fresh water is
also cooled by some media, like sea water then prepare
the sea water system for fresh water cooling. Open all
associated valves inlet and outlet valves etc
Prepare starting system
If by air- prepare air system for starting the engine for that
open the air valves leading to the starting mechanism
If by battery-check battery supply is available for the
staring the generator
Check for any loose fittings:-check any nut bolt are loose,
if find loose tighten it, fly wheel coupling nut bolt are loose
then tighten it. If you find any other loose gears tighten
before the exploitation of the dg set
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HOW TO START DIESEL GENERATOR SET

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Switch on battery supply if battery start
Open air supply valve if air start
Switch on control panel supply
Press start button
Engine start at idling speed and checks for the

followings
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LUB OIL PRESSURE
The lub oil pressure is first and primary check point
after starting the engine.
lub oil pressure should come immediately after
starting the engine.
Check for lub oil pressure watch pressure gauge.
If pressure does not come stop the engine do not
run the engine without the lubrication.
The minimum pressure comes during starting is
3.0 to 5.0 kgf/cm2 .
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Check for any abnormal noise:- Listen the noise
of the engine, if you find any abnormal noise
coming out from the engine, notice it and try to
rectify, if unable stop the engine and report.
Engine speed:- Initially at idling speed-1000

rpm, when satisfied with all the parameters
increase the speed of the engine and take on
load the generator.
Fresh water pressure:- The fresh water pressure

should be in between 2.0 to 3.5 kg/cm2.
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AFTER STARTING CHECKS

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AFTER STARTING CHECKS
Fresh water temperature:-during the starting it should be
35-45 degree centigrade
Lub oil temperature:-during the starting the lub oil

pressure should be:- 37-50 degree centigrade
When inspections of whole engine is completed and all

the parameters are satisfactory.
Increase the speed of the engine up 1500 rpm i.e. rated

rpm of the generator, and put on load the generator set.
Minimum load on the generator set should be always

50%, not less than that, why because it will invite some
problems to the engine.
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RUNNING PARAMETERS OF DG SET

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RUNNING PARAMETERS OF DG SET
After starting the DG set check all parameters regularly and
make entry in the log book. Check following running
parameters
Lub oil pressure :- 3.0-5.0 kgf /cm 2

Lub oil temperature :- 80-100 C
Fresh water pressure :- 2.0-3.0 kgf/cm 2
Fresh water temperature :- 75-85 C
Sea Water Pressure if fresh water is cooled by sea water
:- :- 2.0-3.0
Kgf/Cm2
Rpm :- 1500
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PROTECTION DEVICES

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PROTECTION DEVICES
The protection devices are given for safe operation of the

diesel generator. sophisticated sensors switches are
given to protect the Diesel Generator set in case of any
eventuality. Those safety devices are as follows:-
Low lub oil warning protection device:- operates at
pressure drops to 1.2 kg/cm2
Low lub oil pressure trip:-when the pressure exceeds the
warning level and reaches down to 0.8 kg/cm2
High fresh water temperature warning protection :- 87 C
High fresh water trip:-when the temperature of the fresh
exceeds the very high and reaches up to the 95C, the
protection device automatically sends the signal to the
control panel and stops the engine for safety of the
engine.
Over speed trip:- 1650 rpm
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STOPPING PROCEDURE OF A DIESEL
GENERATOR SET

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STOPPING PROCEDURE OF A DG SET
Off load diesel generator set:-while switching off

the DG set off load the DG set so as to it may
run at low rpm for cooling down the bearing and
the sudden jerk should not come on the engine
parts.
Bring down engine rpm to 1000.
Run engine for 5-10 min for cooling down the

parts and bring lub oil temperature below 70 C.
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STOPPING PROCEDURE OF A DG SET
Press stop button for stopping the engine.
Close all associated systems valve.
Make entry of the stopping time in the log book.
Calculate the running hours of the dg set. It help

while performing the maintenance routine on DG
set. It will work as reference for the unknown
person.
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TROUBLE FINDING
AND
TROUBLE ELIMINATING

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TROUBLE FINDING AND TROUBLE ELIMINATING
During the operation of a diesel generator set the trouble

may occur.
How to localize the trouble and rectify existing trouble
that is the professionalism of a good operator.
Maintainer at the instant he should come on the
conclusion that here is the problem, he must be aware of
problem causing factor.
How it has occurred, how it can be eliminated, and the
counter action of that particular defect.
When the trouble has occurred first locate the problem
and then initiate the action to repair the defects.

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During the operation the following defects may

be noticed:-
Lub oil temperature shooting up:-In this case
check the followings.
Lub oil level :- if the level of lub oil has gone
down add the accurate grade of oil to bring
working level mark.
Check for lub leakages:-check if any lub oil is
leaking from the system, Pump, filter. If you
found try to stop that leakage.
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Check lub oil temperature gauge:-if it has gone defective
or functional.
Lub oil pressure decreasing:- when you find that lub oil
pressure is decreasing the following may be route causes
Leakage in lub oil system:-if there is any leakage in lub oil
system, due to low oil in pump suction area the pressure
may start decreasing, so check for the any leakage and if
any try to eliminate the same
Check for lub oil pump is operational or not:- Check if the
pump has gone defective or not, check by filling by hand
or opening some small union which may give you the
pressure just after the pump or it can be performed by
opening the pursing cock provided on the pumps body. so
by this we can check the functional check of the lub oil
pump Prolific systems & Technologies
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If fresh water temperature is increasing:-check for

the following:
Leakage in fresh water system, if any try to
arrest the leakage.
Check fresh water level in expansion tank if less
try to add warm fresh water to compensate the
decreased level.
If exhaust temperature is shooting up
Check for if air intake filter is blocked, choked,
air filter has became dirty replace with new air
filter.
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If abnormal noise is heard while running the diesel

generator set:-check for the following
Check for intake and exhaust system for any
blockage. if any remove the obstruction.
Check for any loose fittings:- If find loose nut
bolts, if possible without stopping the engine
tighten it and check for vibration.
Check for fly wheel coupling is misaligned:-check
by seeing only do not touch while running engine.
if find such any loose in coupling stop the engine
and rectify the defect.
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Check for fuel level in fuel tank:-If level has gone
down at bottom of the tank and engine is unable
to take a suction.
starvation will occur and excessive noise will heard
from the engine and finally engine will stop.
That may lead to major damage in fuel system as
well as engine parts also, the fuel system will get
choked and whole system will be requiring for
flushing out, priming of fuel line and filling of fuel
tank with fresh fuel and start the engine.
This happened why because dirty fuels goes inside
the fuel system and choking the whole system
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If black smoke is being discharged through the exhaust duct:-
when the diesel engine is discharging black smoke, the
following reasons may as follows:
Combustion does not taking properly:- Un burnt fuel is
coming out of the exhaust duct.
Carbon deposition in the cylinder heads, piston, piston
crown, exhaust duct, exhaust manifold. So for this defect
chemical cleaning is remedy, as when the routines on the
engine is carried out.
Injector might have gone defective:-The injectors might be
dripping fuels it may be not atomizing the fuel properly. this
may lead to dropping the fuel contents into the cylinder it may
also be going to the engine sump. some amount of the fuel
are also being carried out with exhaust of engine. this is also
characteristics of black smoke.
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TROUBLE SHOOTING CHART

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ERRATIC RUNNING
Probable cause Remedy
Fuel adulterated Replace
Filter insert(s) clogged Replace
Air in fuel systems Ventilate
Pump injection timing Readjust
incorrect
Pump control rack\ toothed Replace \ recalibrate
quadrant worn-out
High pressure pipes / joints Refit/ replace
leak
High pressure pipes Clean / replace
restricted
Spray hoses clogged, Clean/ replace
needle sticky, poor spray
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STARTING TROUBLE
Battery weak/ starter Check electrical systems
defective refit/ replace
No fuel in tank Fill up tank
Tank breather hole blocked Clean
Low pressure pipe blocked Clean/ replaced
Filter insert(s)/ clogged Replace
Overflow valve sticky /leak Replace
Air in fuel system Ventilate

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Governor stop leaver not fully Rectify
disengage
incorrect
Excess fuel device defective Rectify
Injection pump worn-out Recalibrate/ overhaul
Spray holes clogged, needle Clean/ replace
sticky, poor spray
Air filter / exhaust system Clean / replace
clogged
Engine compression poor/ Overhaul
partially seize
Valve sticky/ spring broken/ Replace /reset
clearance incorrect

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KNOCKING SOUND
incorrect
Pump facing incorrect/ Recalibrate
unequal delivery
Pump delivery valve stuck / Replace and recalibrate
spring g broken
Opening pressure high Reset
Nozzle stuck in opening Replace
position/ spring broken
Spray hoses clogged, needle Clean/ replace
sticky, poor spray
Engine compression poor/ Overhaul
partially seize
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Valve sticky /spring broken Replace/ reset
clearance incorrect
Big end/ main bearing worn Overhaul

out
Excessive carbon depositing Decarbonizes

in combustion chamber

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LOSS OF POWER
Pump injection timing incorrect Readjust
Pump facing incorrect/ unequal Recalibrate

delivery
Pump delivery valve stuck / Replace and recalibrate
spring broken
Throttle linkage broken/ loose Refit/ replace
Nozzle stuck in opening position/ Replace
nh spring broken
Maximum speed setting too low Readjust
Injection timer advance incorrect Repair

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Injector not sealing in cylinder Clean seating/ replace washer
head
Position of nozzle incorrect Rectify
Air filter / exhaust system Clean/ replace

clogged
Cooling / lub oil system faulty Rectify
Cooling plate worn out/ burnt Replace
Engine over load Avoid overloading

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EXCESS FUEL CONSUMPTION
Fuel leaking Rectify
Excess fuel device e defective Rectify
Idling speed setting too high Recalibrate
Full load/ course of delivery too Recalibrate
high
Opening pressure too low Reset
Nozzle needle lift excessive Replace
replace
Air filter /exhaust system clogged Clean/ replace

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Injector not sealing in cylinder Clean seating/ replace
head washer
Air filter / exhaust system Clean/ replace

clogged
Cooling / lub oil system faulty Rectify
Cooling plate worn out/ burnt Replace
Engine over load Avoid overloading

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EXCESSIVE SMOKE
Excess fuel , device defective Rectify

high
Opening pressure low Rectify

nh spring broken

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OVERHEATING
Excess fuel , device defective Rectify

high
Opening pressure low Rectify

nh spring broken

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WHY
MAINTENANCE IS REQUIRED ?

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WHY MAINTENANCE IS REQUIRED ON
DIESEL GENERATOR
Diesel engines comprise the vast majority of prime
movers for standby power generators because of
their reliability, durability and performance under
load.
Diesel powered generators are depended on for
back-up power systems in the most critical
locations: hospitals, airports, government buildings,
Tele communications facilities.
Nuclear power plants.
In standby power applications, diesel generators
can start and assume full-rated load in less than
10 seconds. Prolific systems & Technologies
Pvt. Ltd
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DIESEL GENERATOR
This remarkable set of credentials is unique to diesel
engines, but like any mechanical device, maintenance
is critical for ensuring that a diesel powered stand by
generator will start and run when needed.
Facilities with qualified in-house technical personnel
can often perform required preventive maintenance on
diesel generators.
Other facility managers prefer to contract with a local
service provider or power system distributor for regular
maintenance service especially if they have generators
in multiple locations. (For unplanned maintenance,
engine repairs or overhauls, it is always best to use
qualified diesel service technicians.)
Pvt. Ltd
DIESEL GENERATOR
For example
If the generator set will be used frequently or
subjected to extreme operating conditions, the
recommended service intervals should be
reduced accordingly. Some of the factors that can
affect the maintenance schedule include.
Using the diesel generator set for continuous
duty (prime power).
Extreme ambient temperatures.
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WHY MAINTENANCE ROUTINE ON A
DIESEL GENERATORS
The maintenance routine is the maintenance work
which is performed on the diesel generator to improve
its followings:
Efficiency
Safer operational conditition
To achieve proper output, safety of the diesel generator.
To increase the life of diesel generator.
Safety of man and material etc.
The maintenance routine can be divided into following
groups they are as follows:
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MAINTENANCE POINTS FOR DG SET
Actions performed to keep machine & system functioning. They are as follows :
1. Preventive maintenance : The care and servicing by the personnel for the purpose of maintaining the
equipment & facilities in satisfactory operating condition by doing systematic inspection, detection and
correction of incipient failures either before they occur or before it develop into a major defect.
Maintenance including tests, measurements, adjustments and parts replacement performed

specifically to prevent faults from occurring.
2. Predictive maintenance : It helps to determine the condition of in-service equipment in order to predict
when maintenance should be performed.
3. Breakdown maintenance : Where equipment is run down to its breaking down and maintenance is
carried out after the breakdown. This may include replacement of complete equipment or same parts
of the equipment. It is only to enhance useful life of the particular equipment that follows with
preventive and corrective maintenance.
4. Shutdown maintenance : It is a planned shutdown for the plant for major maintenance. It is to be
planned in advance in terms of cost of maintenance, time and cost of shutdown.
5. Corrective maintenance : Its a maintenance task performed to identify, isolate & rectify a fault so that
the failed equipment, machine or system can be restored to an operational condition within the
tolerances/limits established for in-service operations. Corrective maintenance can be sub-divided into
immediate corrective maintenance in which work starts immediately after the failure and deferred
corrective maintenance in which work is delayed in conformance to a given set of given rules.
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DIFFERENCE BETWEEN PREVENTIVE AND
PREDICTIVE MAINTENANCE
While both preventive and predictive maintenance have
the same objective of preventing any losses to the company
and to keep plant and machinery running in top condition,
they differ in approach and requirements.
Preventive maintenance is carried out at regular intervals

whereas predictive maintenance is based upon the condition
of the equipment that needs to be monitored all the time.
Preventive maintenance is carried out when the

machinery is in the shut down condition while predictive
maintenance is done with the plant in running condition.
Predictive maintenance relies heavily on information & its
correct interpretation.
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PREVENTIVE MAINTENANCE

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Because of the durability of diesel engines, most

maintenance is preventive in nature. Preventive
diesel engine maintenance consists of the
following operations.
General inspection
Lubrication service
Cooling system service

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Fuel system service
Servicing and testing starting batteries
Regular engine exercise
It is generally a good idea to establish and

adhere to a schedule of maintenance and
service based on the specific power application
and the severity of the environment.
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It is generally a good idea to establish and adhere to a
schedule of maintenance and service based on the
specific power application and the severity of the
environment.
For example, if the generator set will be used frequently
or subjected to extreme operating conditions, the
recommended service intervals should be reduced
accordingly.
Some of the factors that can affect the maintenance
schedule include.
Using the diesel generator set for continuous duty (prime
power)
Extreme ambient temperatures
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Exposure to weather
Exposure to salt water
Exposure to dust, sand or other airborne

contaminants.
If the generator set will be subjected to some or
all of these extreme operating conditions.
It is best to consult with the engine manufacturer
to develop an appropriate maintenance
schedule.
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The best way to keep track of maintenance
intervals is to use the running time meter on the
generator set to keep an accurate log of all
service performed.
This log will also be important for warranty

support.
FIGURE 1 shows a typical diesel engine

maintenance schedule for generator sets.
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MAINTENANCE CHART(FIGURE 1)
Maintenance Service time
Items Daily Weekly Monthly 6 Months Yearly
Inspection X
Check coolant heater X
Check coolant level X
Check oil level X
Check fuel level X
Check charge-air piping X
Check/clean air cleaner X
Check battery charger X
Drain fuel filter X
Drain water from fuel tank X
Check coolant concentration X
Check drive belt tension X
Drain exhaust condensate X
Check starting batteries X
Change oil and filter X
Change coolant filter X
Clean crankcase breather X
Change air cleaner element X
Check radiator hoses X
Change fuel filters X Prolific systems & Technologies
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Clean cooling system X Pvt. Ltd
GENERAL MAINTENANCE ROUTINE

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When the generator set is running, operators need
to be alert for mechanical problems that could
create unsafe or hazardous conditions.
Following are several areas that should be
inspected frequently to maintain safe and reliable
operation.
Exhaust system: With the generator set operating,
inspect the entire exhaust system including the
exhaust manifold, muffler and exhaust pipe. Check
for leaks at all connections, welds, gaskets and
joints, and make sure that the exhaust pipes are
not heating surrounding areas excessively.
Repair any leaks immediately.
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Fuel system
With the generator set operating, inspect the fuel
supply lines.
Return lines
Filters and fittings for cracks or abrasions.
Make sure that the lines are not rubbing against
anything that could cause an eventual
breakage.
Repair any leaks or alter line routing to eliminate
wear immediately.
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DC electrical system
Check the terminals on the starting

batteries for clean and tight connections.
Loose or corroded connections create

resistance which can hinder starting.

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Engine
Monitor fluid levels
oil pressure and
coolant temperatures frequently.
Most engine problems give an early warning.
Look and listen for changes in engine
performance, sound, or appearance that will
indicate that service or repair is needed.
Be alert for misfires, vibration, excessive exhaust
smoke, loss of power or increases in oil or fuel
consumption. Prolific systems & Technologies
Pvt. Ltd
232
Lubrication service
Check the engine oil level when the engine is shut down
at the interval specified in running log
Starting batteries
Weak or undercharged starting batteries are the most
common cause of standby power system failures
Even when kept fully charged and maintained, lead-acid
starting batteries are subject to deterioration over time
and must be periodically replaced when they no longer
hold a proper charge
Only a regular schedule of inspection and testing under
load can prevent generator
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Testing batteries
Merely checking the output voltage of the

batteries is not indicative of their ability to deliver
adequate starting power.
As batteries age
Their internal resistance to current at problem or

starting problems.
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Cooling system service
Check the coolant level during shutdown periods
at a interval of few minutes.
Remove the radiator cap after allowing the engine
to cool and, if necessary, add coolant until the
level is about 3/4-inch below the radiator cap
lower sealing surface.
Heavy duty diesel engines require a balanced
coolant mixture of water, antifreeze and coolant
additives.
Use a coolant solution as recommended by the
engine manufacturer.
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COOLING SYSTEM SERVICE CNTD
Inspect the exterior of the radiator for

obstructions and remove all dirt or foreign
material with a soft brush or cloth.
Use care to avoid damaging the fins.
If available, use low pressure compressed air or

a stream of water in the opposite direction of
normal air flow to clean the radiator.
Check the operation of the coolant heater by

verifying that hot coolant is being discharged
from the outlet hose.
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Cleaning batteries
Keep the batteries clean by wiping them with a
damp cloth whenever dirt appears excessive.
If corrosion is present around the terminals,
remove the battery cables and wash the terminals
with a solution of baking soda and water (1/4-
pound baking soda to one quart of water).
Be careful to prevent the solution from entering the
battery cells, and flush the batteries with clean
water when done.
After replacing the connections, coat the terminals
with a light application of petroleum jelly.
Pvt. Ltd
Checking specific gravity
Use a battery hydrometer to check the specific

gravity of the electrolyte in each battery cell.
A fully charged battery will have a specific gravity

of 1.260.
Charge the battery if the specific gravity reading

is below 1.215.

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Checking electrolyte level
Check the level of the electrolyte in the batteries
at least every 200 hours of operation.
If low, fill the battery cells to the bottom of the
filler neck with distilled water.
Generator set exercise Generator sets on
continuous standby must be able to go from a
cold start to being fully operational in a matter of
seconds.
This can impose a severe burden on engine
parts. Prolific systems & Technologies
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However, regular exercising keeps engine parts
lubricated, prevents oxidation of electrical contacts.
uses up fuel before it deteriorates, and in general, helps
provide reliable engine starting.
Exercise the generator set at least once a month for a
minimum of 30 minutes loaded to not less than one-third
of the nameplate rating.
Periods of no-load operation should be held to a
minimum, because unburned fuel tends to accumulate
in the exhaust system.
If connecting to the normal load is not convenient for test
purposes, the best engine performance and longevity will
be obtained by connecting it to a load bank of at least
one-third the nameplate rating.
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Fuel system service

Diesel fuel is subject to contamination and
deterioration over time.
And one reason for regular generator set
exercise is to use up stored fuel over the course
of a year before it degrades.
In additional to other fuel system service
recommended by the engine manufacturer, the
fuel filters should be drained at the interval
indicated in the succeeding routines.

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CONCLUSION
Preventive maintenance for diesel engine generators
plays a critical role in
Maximizing reliability.
Minimizing repairs and.
Reducing long term costs.
By following generally recognized diesel
maintenance procedures and specific manufacturer
recommendations for your application, we have to
assured that our standby power system shall start
and run when we Prolific
need it most.
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DAILY
MAINTENANCE ON DIESEL GENERATORS
Visual inspection of DG set for any external

damages.
Check lub oil level-it should be in working level.
Check fuel level- it should be in working level.
Check fresh water in expansion tank or radiator - it

should be in working level.
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DAILY
MAINTENANCE ON DIESEL GENERATORS
Check freeness of engine by hand turn

Rotate engine 2-3 revolutions, hand turning
gear can be used for high capacity diesel
generator sets.
Check for any loose fittings, if found repair.
Check for any loose pipes, if found repair.
Check for any loose durites, if found repair.

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WEEKLY
MAINTENANCE ROUTINE ON A
DIESEL GENERATORS

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Pvt. Ltd
WEEKLY
MAINTENANCE ROUTINE ON A DIESEL GENERATORS
Weekly maintenance routine on a diesel generator

Apart from the daily routine the following routine
may be carried out on a diesel generators.
Drain sediments from the engine sump or from
the lub oil circulating tank.
Check for any foreign partials are coming any
metallic chips, water-if any of them is witnessed
check further.
If it is more than limit there may any problem in
the engine, so that should eliminated first before
exploitation. Prolific systems & Technologies
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Pvt. Ltd
WEEKLY
Check air filter

Check air filter is clear for any dirt moist, any
obstruction, it should be cleared before starting
the engine.
Check air filter condition indicator position, it

should at the safe position color.
Take a sample of lub oil and do the viscosity

analysis, viscosity should between 180-220 centi
stokes. if it less than 180 then go for the changing
of lub oil.
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WEEKLY
Check fresh water level in the expansion tank or

radiator if less add the fresh water mixed with
anti corrosive solution.
generally the ratio of mixing of solution is 1:15

(1 liter anti corrosive solution and 15 liters of
fresh water.)
Check for any leakage from joints of engine

body, any pumps casings, seals, valves, cocks
etc if found defective go for repair.
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MONTHLY
MAINTENANCE ROUTINE ON DIESEL
GENERATORS
Drain water from fuel
tank
Check coolant
concentration
Check drive belt tension
Drain exhaust
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SIX MONTHLY
GENERATORS
Change oil and fuel filters
Change coolant filter
Clean crankcase breather

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YEARLY
GENERATORS
Change air cleaner
element
Check radiator hoses
Change fuel filters
Clean cooling system

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300 HOURLY MAINTENANCE
ROUTINE ON A DIESEL
GENERATORS

252
Pvt. Ltd
300 HOURLY MAINTENANCE ROUTINE ON A DIESEL
GENERATORS
300 hourly maintenance routine:- when the engine has
attained the 300 hours of running time the following
routine are proposed to carry out on diesel generators.
Change lub oil filter-check for any external damages
in casing, replace new seals, do not over tight it may
damage the seal etc.
Change fuel filter-check for any external damages in
casing, replace new seals, do not over tight it may
Change fine fuel filter-check for any external damages
in casing, replace new seals, do not over tight it may
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300 HOURLY MAINTENANCE ROUTINE ON A DIESEL
GENERATORS
Change fine fuel filter-check for any external damages in

casing, replace new seals, do not over tight it may damage
the seal etc.
Change lub oil by pass filter-check for any external damages
in casing, replace new seals, do not over tight, it may
Change lub oil-drain previous oil totally and tight the drain
plug. Pour a little amount of lub oil of proper grade again
open the drain plug and drain the same so as to flush out the
whole system. after this tighten the drain plug and pour
accurate quantity of oil and check the level, by dip stick or by
sight glass in case of dry sump engine.
Change governor oil- check governor oil and replace it by the
same grade of oil. Prolific systems & Technologies
Pvt. Ltd
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600 HOURLY MAINTENANCE
ROUTINES ON A DIESEL
GENERATOR

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Pvt. Ltd
600 HOURLY MAINTENANCE ROUTINE ON A DIESEL GENERATORS
600 hourly routines on diesel generators:-On

completion of 600 running hours of a diesel
engine apart from all 300 hourly routine
below mentioned routine are proposed.
Changing of air intake filter :- The air intake
filter elements inner and outer are changed
in this routine, the proper fitting of seals
and gaskets are the essentials to be kept in
mind.
Changing of coolant from the engine
cooling system :- First drain the coolant
from the engine andPvt.pour the proper mixed,
Ltd
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1500 HOURS MAINTENANCE
GENERATOR

257
Pvt. Ltd
1500 HOURS MAINTENANCE
GENERATOR
When the diesel generator has attained the
1500 hours of running, the following
maintenance routines are carried out:
Hp fuel pump calibration
Tappet clearance checking by tappet tools
Valve timing
Cam timing
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1500 HOURS MAINTENANCE ROUTINES ON A DIESEL GENERATOR
Firing order
Cylinder head cleaning
Changing of cylinder head gasket
Changing of coolant
Changing of oil
Changing of coolant
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1500 HOURS MAINTENANCE ROUTINE ON A DIESEL GENERATORS
Changing of oil
Changing of air intake filter
Changing of fuel filters
Changing of lub oil filter
Cleaning of fuel tanks
Chemical cleaning of air intake manifold,
exhaust manifold, exhaust duct etc.
Checking of shock vibration(SV) mountings.

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ILL EFFECTS OF UNDER LOAD
RUNNING ON DIESEL GENERATOR
SET

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ILL EFFECTS OF UNDER LOAD
RUNNING ON DIESEL GENERATOR SET
What is under load-
when the diesel generator is running without load or
less than 50% of the rated out of that particular diesel
generator for a prolonged duration is called under
load running. this under load running of a diesel
generator having so many ill effects on the engine,
those are as follows:-
Black smoke discharge
Injector defective-Injectors starts dripping due to
improper combustion inside the cylinder.
Carbon deposit on the cylinder on the cylinder heads,
piston crown. Prolific systems & Technologies
Pvt. Ltd
262
ILL EFFECTS OF UNDER LOAD RUNNING ON DG SET
Less out put.
Efficiency reduces of the diesel generator set.
Defects arises frequently.
Maintenance increase.
High fuel consumption.
Maintenance cost increases.

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ILL EFFECTS OF UNDER LOAD RUNNING ON DG SET
Alignment problems can also arise.

High lub oil consumption.
Exhaust system get choked.
Exhaust temperature rises.
Unburnt fuel goes inside the sump, and get
mixed with lub oil.
Governor start malfunctioning.
Lub oil looses its property, proper lubrication
does not takes place.
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FOUR LETHAL DIESEL ENGINE OIL
CONTAMINANTS
Some contaminants are important to monitor
and analyze because they are root causes of
premature oil degradation and engine failure.
Other contaminants are symptomatic of an
active failure condition that requires a
response other than just an oil change. For
instance.
seal damage leading to fuel dilution or glycol
contamination cannot be remedied by
performing an oil change or switching to a
better quality lubricant.
Such symptom-based contaminants are also
root causes that enable new failures to occur.
The value of oil analysis in detecting problems
early goes without saying.
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Any one of the contaminants described below
Pvt. Ltd
CONTAMINANTS
It is worth noting that problems are more pronounced
when contamination combos exist, such as
high soot load with glycol or
high soot load with fuel dilution.
There are numerous failure pathways and consequential
sequence of events. Thousands of diesel engines fail
prematurely each year aided by the presences of
Glycol,
Fuel,
Soot and
Water in the engine oil.
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CONTAMINANTS

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Glycol CONTAMINANTS
Glycol enters diesel engine motor oils as a result of
defective seals, blown head gaskets, cracked cylinder
heads, corrosion damage and cavitations.
One study found glycol in 8.6 percent of 1,00,000 diesel
engine samples tested. A separate study of 11,000 long-
haul trucks found severe levels of glycol in 1.5 percent of
samples and minor amounts of glycol in 16 percent of
samples.
The following are some of the risks associated with
glycol contamination:
Just 0.4 percent coolant containing glycol in diesel
engine oil is enough to coagulate soot and cause a
dump-out condition leading to sludge, deposits, oil flow
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CONTAMINANTS
According to one study, glycol contamination
results in wear rates 10 times greater than water
contamination alone.
Glycol reacts with oil additives causing
precipitation. For instance, an important antiwear
additive in motor oils, zinc dialkyl dithiophosphate
(ZDDP), will form reaction products and plug
filters when oil is contaminated with glycol. This
leads to loss of antiwear and antioxidant
performance as well.
Glycol has led to cold seizure of engines.
Ethylene glycol oxidizes into corrosive acids,
including the following: glycolic acid, oxalic acid,
formic acid and Prolific
carbonic acid. These acids cause
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a rapid drop in the oil's alkalinity (base number),
FOUR LETHAL DIESEL ENGINE OIL CONTAMINANTS
Glycol contamination substantially increases oil

viscosity which impairs lubrication and oil
cooling.
Oil balls (abrasive spherical contaminants)

form from the reaction of calcium sulfonate
detergent additives (found in nearly all motor
oils) and glycol contamination. These balls are
a known cause of damage to crankcase
bearings and other frictional surfaces within an
engine.

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CONTAMINANTS
Fuel Dilution
Frequent starts of an engine, excessive idling and
cold running conditions can lead to moderate fuel
dilution problems.
Severe dilution (excess of two percent) is
associated with leakage, fuel injector problems
and impaired combustion efficiency.
These are symptomatic of serious conditions that
cannot be corrected by an oil change.
According to one reference, 0.36 percent of total
fuel consumption ends up in the crankcase.
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Problems associated with fuel dilution include:
Diesel fuel dilution in cold operating conditions

can cause waxing.
During startup, this can result in low oil pressure

and starvation conditions.
Diesel fuel carries unsaturated aromatic

molecules into the motor oil which are pro-
oxidants.

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CONTAMINANTS
This can result in a premature loss of base
number (loss of corrosion protection) and
oxidative thickening of the motor oil, causing
deposits and mild starvation.
Fuel dilution can drop the viscosity of a motor oil

from say, a 15W40 to a 5W20.

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This collapses critical oil film thicknesses,

resulting in premature combustion zone wear
(piston, rings and liner) and crankcase bearing
wear.
Fuel dilution from defective injectors commonly
causes wash-down of oil on cylinder liners
which accelerates ring, piston and cylinder wear.
It also causes high blow-by conditions and
increased oil consumption (reverse blow-by).
Severe fuel dilution dilutes the concentration of
oil additives and hence, diluting their
effectiveness. Prolific systems & Technologies 274
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CONTAMINANTS
Fuel dilution by biodiesel may result in higher

than normal problems compared to diesel
refined by crude stock. These problems include
oxidation stability, filter plugging issues, deposit
formation and volatility resulting in crankcase
accumulations.

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Soot
Soot is a by-product of combustion and exists in all
in-service diesel engine motor oils.
It reaches the engine by various means of blow-by
during engine operation.
While the presence of soot is normal and expected
for a given number of miles or hours of service on
an engine oil, the concentration and state of soot
may be abnormal, signaling a problem with the
engine and/or a need for an oil change.
Following are some issues related to soot
contamination: Prolific systems & Technologies
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CONTAMINANTS
Combustion efficiency is directly related to the soot
generation rate.
Poor ignition timing, restricted air filter and excessive
ring clearance cause high soot load. Combustion
problems are not solved by an oil change.
New diesel engines designed for lower emissions have
higher injection pressures.
This corresponds to increased sensitivity to abrasive
wear (for example, from soot) between rocker, shaft
and rocker bearing and can lead to rocker arm seizure.
New exhaust gas recirculation (EGR) units on diesel
engines amplify the amount and abrasively of soot
production. Prolific systems & Technologies
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Viscosity increases with soot load. However, high

dispersancy associated with some modern engine
oils may increase viscosity with soot even more.
High viscosity corresponds to cold-start problems
and risk of oil starvation.
Soot and sludge in engines deposit or separate
from the oil in the following areas, all presenting
risks to engine reliability including rocker boxes,
valve covers, oil pans and head deck.
Deposits on engine surfaces interfere with
combustion efficiency and fuel/oil economy.
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CONTAMINANTS
Soot polishes off protective antiwear soap films

in boundary zones such as cam and cam-
follower zones.
Carbon jacking from the buildup of soot and

sludge behind piston rings in grooves can cause
rapid wear of rings and cylinder walls.
This can cause broken or severely damaged

rings during cold-start conditions.

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CONTAMINANTS
Water
Water is one of the most destructive
contaminants in most all lubricants
It attacks additives, induces base oil oxidation
and interferes with oil film production
Low levels of water contamination are normal in
engine oils. High levels of water ingression merit
attention and are rarely correctable by
performing an oil change
The following are some additional notes on
water contamination
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Low levels of water contamination are normal in
engine oils. High levels of water ingression merit
attention and are rarely correctable by performing
an oil change.
The following are some additional notes on water
contamination.
Long idling in wintertime causes water
condensation in crankcase, which leads to loss of
base number and corrosive attack on surfaces,
oxidation of the oil, etc.
Emulsified water can mop up dead additives,
soot, oxidation products and sludge.
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When mobilized by flowing oil, these globular

pools of sludge can knock out filters and restrict
oil flow to bearings, pistons and the valve deck.
Water sharply increases the corrosive potential

of common acids found in motor oil.

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CONTAMINANTS
Failure Development Period
The failure development period can vary
considerably for these contaminants.
Most sudden-death failures from moderate levels
of contamination will usually have one or more
aggravating factors.
Conversely, massive concentrations of one or more
of these contaminants can result in sudden-death
failures unaided by an aggravating circumstance.
There are dozens of other aggravating factors that
can drastically shorten the failure development
period as well. Prolific systems & Technologies
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CONTAMINANTS
More typical is when a moderate problem goes
unnoticed and develops over a time.
There are no motor oil additives that control the
damage caused by these contaminants.
Therefore, proactive maintenance and oil
analysis are critical strategies to counteract
risks.
The cumulative effect of oil contamination on
engine reliability, fuel economy, exhaust stream
emissions and maintenance cost of a large fleet
is massive.
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CONDITION
MONITORING

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WHY CONDITION MONITORING ?
Condition based maintenance and condition
monitoring techniques is required to :
Understanding on Condition Based Maintenance

(CBM).
Discussions on Life cycle patterns.
Potential / Functional failure.
Vibration Monitoring covered in explicit detail.

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The Condition Based Maintenance (CBM) and

Condition Monitoring covers Principles like
Life Cycle
Potential Failure (PF)
Functional Failure (FF)
Vibration Monitoring
Thermography
Oil and Wear Debris analysis

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The Condition Monitoring Training Program
provides a Deep Insight into the various elements
involved in the different monitoring techniques like:
Vibration Amplitude
Vibration Frequency and Vibration Phase
measurement.
Severity Charts
Wear Characteristics
Thermal Imaging and others
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The condition monitoring helps in following:-
Optimum Utilization of DG Set
Maximum availability of Machine
Reliable Operation
Change in Maintenance concept

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CONDITION MONITORING
Effects if DG sets are not monitored
Reliability of Machine
Engine Block Blow Off
If excess crankcase pressure unnoticed
Valve Burning- Consequential Damage to
Turbochargers.
If Exhaust Temperature are not monitored
Crankshaft Seizure.
If bearing temperatures are not monitored Or
Lube oil pressure/temperature is not monitored.
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Critical Parameters to be Monitored
Exhaust Temperature Before and after
Turbochargers
Individual Cylinder
Bearing Temperature
Main Bearing
Big End Bearing
Cooling Water System
Cooling Water Temperature
Cooling Water Pressure
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Critical Parameters to be Monitored
Fuel System
Fuel Pump Rack Positions ( larger machines)
Fuel Oil Pressure/Temperature
Differential Pressure Across Fuel Filters

Charge Air System
Charge Air temperature/ Pressure

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Safety Air Pressure
Differential Pressure Across Air Filters/Coolers
Lub Oil System
Lub Oil Pressure/Temperature
Lub Oil Volume
Crankcase Pressure
Differential Pressure across Lube Oil Filters

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Alarms and Limits
Just installation of monitoring devices Does not

ensure safety of equipments
Devices should alert operator alarm must

appear at trigger point Should stop the machine
on critical values.

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Typical Monitoring devices with Safety feature

Lube oil Pressure Alarm/Stop
Lube Oil Temperature Alarm/Stop
Exhaust Temperature Alarm/Stop
Cooling water temperature Alarm/Stop
Engine Over speed Alarm/Stop
Charge Air Temperature Alarm/Stop

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Differential Pressure Alarm
Across air coolers
Turbochargers Over speed Alarm
Crankcase Pressure Alarm/Stop
Pre Lube oil Pressure Alarm
Over current Stop
Under/Over Frequency Stop

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Monitoring devices for Diesel Generator Set:

Temperature Sensor/Switch
Pressure Transducer/Switch
Cylinder Pressure Indicator
Pressure and Temperature Gauge
Speed Sensors
Power Monitoring Unit
Thermocouples

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Latest Monitoring devices for Diesel Generator Set:
Continuous Measurement of Water in Lube Oil
Crankcase Pressure Monitoring System
Continuous Oil Level Monitor
Wireless big end bearing temperature

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Water Transducer
A Continuous Measurement of Water in Lub Oil

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MONITORING DEVICES FOR DIESEL
GENERATOR SET
Follow up of trends and historitic data
Indicates the margin to water saturation i.e. free
water formation.
On-line and continuous measurement.
Easy to install.
The measurement remains proportional to the
water saturation level of the oil, independent of
type, ageing and temperature of the oil.
Works with all kind of oil systems.

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MONITORING DEVICES FOR DIESEL GENERATOR SET
How can we monitor the crankcase environment
Oil Mist Detector
To enhance the safety, the new product is,

Crankcase Pressure Monitoring System Oil level
is monitored manually 2 - 4 times per day
depending on the routine. The alternative is
Continuous Oil Level Monitor.

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ADVANTAGES OF CBM
Advantages of Condition Based Maintenance
(CBM) is :
Reliable and Economical
Reduced operating costs
Reduced fuel consumption
Reduced maintenance cost
Increased component life time

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ADVANTAGES OF CBM
Reduced number of unplanned stops
Reduced number of failures
Improved maintenance planning
Improved follow up of the installation condition

operation and it helps to improve maintenance.

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CHARACTERISTICS OF FUEL OILS

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Characteristics that determine grade classification
and suitability for given applications are :
Viscosity
Flash point
Pour point
Water and sediment content
Carbon residue
Ash
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Total Base Number (TBN)
Total Acid Number (TAN)

Distillation qualities or distillation temperature
ranges
Specific gravity
Sulfur content
Heating value
Carbon-hydrogen content
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Viscosity is an oils resistance to flow. It
is significant because it indicates the
ease at which oil flows or can be pumped
and the ease of atomization. Differences
in fuel oil viscosities are caused by
variations in the concentrations of fuel
oil constituents and different refining
methods.
Flash point is the temperature at which
an oil must be heated for its vapors to
ignite in a flame. Minimum permissible
flash point is usually prescribed by
state.
Pour point is Prolific
the lowest temperature at
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Water and sediment content should be low to prevent
fouling the facilities. Sediment accumulates on filter
screens and burner parts. Water in distillate fuels can
cause tanks to corrode and emulsions to form in
residual oil.
Carbon residue is obtained by a test in which the oil
sample is destructively distilled in the absence of air.
When commercial fuels are used in proper burners, this
residue has almost no relationship to soot deposits,
except indirectly when deposits are formed by
vaporizing burners.
Ash is the noncombustible material in an oil. An
excessive amount indicates the presence of materials
that cause high wear on burner pumps.
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TBN
Diesel engine oil is continuously exposed to
acidic combustion products and these must
be neutralised before they can corrode
engine parts.
Alkaline additives are present to neutralise
both the acids derived from combustion
(mainly strong sulphuric and nitric acids)
and those weaker, organic acids resulting
from oxidation of the oil during its ageing.
The TBN of an oil is the measure of the
alkaline reserve rather than a measure of
how alkaline an oil is, and is used to
determine the ability of the oil to neutralise
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Maintaining the correct alkaline reserve is critical to
preventing unnecessary corrosion of the upper
piston, piston rings and top end bearing.
Severe depletion of the Total Base Number
(TBN) results in acid corrosion and fouling within the
engine, and additionally, low TBN is indicative of
reduced oil detergency.
Oils continually react with atmospheric oxygen to
produce organic oxidation products that are acidic in
nature.
At ambient temperature, this reaction is very slow
and has little effect upon oil conditions.
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At the elevated temperatures that
exist within an operating engine,
reaction rates are much higher.
This is especially true when localised
heating occurs on sliding surfaces, as
the temperatures can be very much
higher than that of the surrounding
metal.
Combustion and wear products in
solution in the oil can additionally
catalyse the reaction between the oil
and oxygen.
The degradation products are organic
acids, they Prolific
dosystems
not
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& Technologies
311
Total Acid Number oil analysis or TAN
is the measure of both the weak
organic and strong inorganic acids
present in oil.
It is applicable to gearbox, gas engine,
gas turbine and hydraulic lubricants.
Total Acid Number oil analysis (TAN) is
not generally associated with engine
crankcase lubricants unless they are
severely contaminated.
The singular exception to this may be
crankcase lubricants for gas engines.
In this instance, TAN can deplete very
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The distillation test shows the volatility
and ease of vaporization of a fuel.
Specific gravity is the ratio of the density
of a fuel oil to the density of water at a
specific temperature.
Specific gravities cover a range in each
grade, with some overlap between
distillate and residual grades.
API gravity (developed by the American
Petroleum Institute) is a parameter
widely used in place of specific gravity.
It is obtained by the following formula:
(1) where Sp Gr at 60/60F is the ratio of
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the mass of a given volume of oil at 60F
Air pollution considerations are important in
determining the allowable sulfur content of fuel
oils.
Sulfur content is frequently limited by legislation

aimed at reducing sulfur oxide emissions from
combustion equipment.
These laws require sulfur content to be below a

certain level, usually 1.0, 0.5, or 0.3%.

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Sulfur in fuel oils is also undesirable because of the
corrosiveness of sulfur compounds in the flue gas.
Although low-temperature corrosion can be
minimized by maintaining the stack at temperatures
above the dew point of the flue gas, this limits the
overall thermal efficiency of combustion equipment.
For certain industrial applications, the sulfur content
of a fuel must be limited because of adverse effects
on product quality.
The applications include direct-fired metallurgy
where work is performed in the combustion zone.
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CASE STUDIES

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CASE STUDIES
Piston Liner Seizure:
Customer : ABC India Ltd.
Power Source : DG Set
Accident : Seizure in Piston/Liner
Manpower Outage : 72 hours
Production Loss: Un known monetary Loss : 10

Lacs (components)
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CASE STUDY
OBSERVATIONS
Exhaust temperature and bearing temp were o.k.
Lub Oil temp was o.k.

Lub oil pressure was o.k.
Operating Parameters were o.k.
However Crankcase Relief valve operated during

Failure
Piston was seized in liner
Rings were not seized

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CASE STUDY
Small end Bearing was seized.
Big end Bearings were o.k.
Gudgeon Pin suffered multiple cracks due to

seizure.
Lub Oil Pump was o.k.
Connecting Rod was o.k.

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CASE STUDY LINER

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CASE STUDY
Reason
Material Investigation indicated no problem
With quality of small end bearing or gudgeon
Pin
Piston was seized in liner due to low lub oil
Flow to piston
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CASE STUDY
Seizure has happened gradually
Low lub oil flow caused overheating of
piston top
Lub oil flow was reduced due to ingress of dirt in

piston oil drillings.

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CASE STUDY
How the accident could have been avoided, if

engine was not equipped with
Oil Mist detector
Crankcase Pressure Transducer
Engine Could have been stopped earlier if the

above safety were present.

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CASE STUDY PISTON

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CASE STUDY

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CASE STUDY

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GLOSSARY OF DIESEL & POWER

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Current:-The flow of electrons is known as
current, unit of current is ampere
Resistance:- It is opposition to the flow of

electron. its unit is ohms
Voltage:- The pressure which helps the flow of

electron. Unit volt
Capacitance:-It is properties of storing of current

is known as capaciance.unit of capacitance is
faraday Prolific systems & Technologies
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Potential difference:-It is difference between high
potential to low potential as known as potential
deference. Unit of PD is volt.
Capacity:-Rate of doing work is known as

capacity.
Emf:- It is the force produced by electrical

magnet is known as electro magnetic force.
Frequency:-The cycle of electrons flow per

minute is known as frequency.
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Blackout: Sudden disruption of electrical power
Contactor: It is used in control circuits
Current: The flow of particles charged by
electricity
Alternating Current (AC): Current flowing from
zero to a positive maximum and then back to
zero, flows down again to a negative maximum
to return back to zero.
Direct Current (DC): Current produced by
storage battery or electromagnetic induction,
with a unidirectional flow.
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Diesel Engine: An internal combustion engine in

which fuel oil is burnt by heat produced from air
compression. The most commonly bought
Industrial Diesel Engines are either Rebuilt
Diesel Engine or Used Diesel Engine.
Distribution: Supply of lower voltage electric

power from a centralized substation to the point
of end use.

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Generator: A utility device that converts mechanical
energy into electrical energy, available either in the
form of direct or alternating current.
Backup Generators: Used for fulfilling emergency
load requirement during sudden shortage of power.
Diesel Generator: Starts up and generates power
automatically during power cut.
Dynamo: A mechanical device that converts
mechanical energy into electrical energy through
electromagnetic induction process
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Electric Generator: Generates electricity from a

source of mechanical energy.
Engine Generator: Generates electric power with

the help of natural gas or diesel reciprocating
engine.
Gensets: A handy power generator, converting

fuel into electrical power through mechanical
ways. Clip-on gensets and Under slung gensets
are most popular.
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Glossary OF Diesel & Power
Motor Generator: Normally used either to regulate
or condition power from a raw power source like
electric utility grid.
Non-Utility Generator: Connected to an electric
utility system, Non-utility Generator generates
electricity specifically for those not owned by an
electric utility.
Standby Generator: Used for power backup in
home, Standby Generator is driven by gasoline or
LP gas.
Turbine Generator: Running on gas or steam
turbine, turbine generator generates electricity
through electromagnetic forces caused by steam,
water or wind etc. Prolific systems & Technologies 334
Generator Parts and Internal Components
Alternator: This device converts mechanical
energy into electrical energy
Battery Charge Rectifier: This component
changes AC voltage from the battery charge
windings to DC voltage for charging a battery
Brush: This graphite or copper made conducting
element maintains sliding electrical contact
between static and moving element
Core: Core is the magnetic structure built
lamination in the generator
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Cradle: Covering a generator or engine, this metal
frame provides extra protection from outer
disturbances.
Flywheel: Storing energy in a rotating mass form,
Flywheel is a very active substitution of chemical
batteries.
Ignition Coil: Ignition coil supplies DC voltage to the
spark plugs.
Magneto: Built with permanent magnets, Magneto
is a special kind of alternator that generates current
for ignition in an internal combustion engine.
Rectifier: Rectifier is used for converting alternating
current (AC) to direct current (DC).
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Relay: Normally used in control circuits, relay is a
switch driven by electricity and rules over
contactor by virtue of low amperage contacts.
Rotor: Rotor is the element that on, which the
rotating of a generator depends.
Stator: Stator is the static or unmovable element
of a generator.
Voltage Regulator: By modulating the flow of DC
to the rotor, Voltage regulator maintains optimum
generator voltage, automatically.
Winding: Winding comprises all the coils of a
generator Prolific systems & Technologies
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337
Stator winding: Comprises of stator coils with their
interconnections.
Rotor winding: Comprises of all the rotor pole windings
and connections.
Generator system related terms
Grid: In order to meet the power needs at the grids in
different points, a system of power lines and generators,
interconnected is used. This is a grid.
Load: Load is that the amount of electric power used by
devices associated to electricity generating system.
Off-Peak: A specific period when power demand of a
system is comparatively low. Counted from 10 p.m. until 6
a.m., from Monday through Saturday and during the whole
day on Sunday. Pvt. Ltd
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Off-Peak Rate: This is the rate of cost for power
used during Off-Peak periods.
Peak: Measurement of the maximum load that is

consumed within a specified time period.
Phase: Phase measures the uniform periodic

change in amplitude or magnitude of an
alternating current.
Rated Voltage: The specific voltage measurement

at which an engine generator set can start
functioning.
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Single Point of Failure: Single point of failure is a
location in a redundant system where a single
powers failure results in loss of electrical power
to the critical load.
Standby (Backup) Service: Service through a
permanent connection not normally used but
available in lieu of, or as a supplement to, the
usual source of supply.
Standby Power: This is the backup source of
electrical energy that remains dormant and
starts functioning as soon as a control device
instructs it to function.
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UPS (Uninterruptible Power Supply): Supplies
power automatically and instantly during
shortage of power supply. UPS operation is
dependent on a primary power source such as
the electric utility grid, as it does generate power
itself.
Electric Power Units
Amperage: Measurement of the strength or
intensity of an electric current in ampere.
Hertz (Hz): unit of frequency that is equal to one
cycle per second
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Electric Power Units
Amperage: Measurement of the strength or
intensity of an electric current in ampere
Hertz (Hz): unit of frequency that isequal
toone cycle per second.

Joule: Measurement of electrical energy
equivalent to the work done when a current of
one ampere passes through a resistance of one
ohm for one second.
Kilowatt (KW): Kilowatt is power needed to do
work at the rate of 1000 joules per second.
Kilowatt-hour (KWhr): Total number of kilowatts
used per hour. Or 3,600,000
Prolific joules.
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KVA: KVA is kilovolt-ampere and is the unit
of apparent power. KVA is used for
measuring the power consumption of non-
resistive equipments such as motors,
computers, and most non-incandescent
lighting.
Volt: Potential difference between two
points.
Voltage: Measurement of electrical
potential difference expressed in volts.
Watt: Measurement of electrical power.
One wattis equal Pvt. to1
Ltd joule ofenergyper
343
Ohms law: The temperature remaining
constant the current flowing through a
conductor is directly proportional to the
potential difference and inversely
proportional to the resistance.
Fradays law of electromagnetic induction:-
First law:-When a flux linked or associated
with circuit is changed and enduced emf
will be produced in a circuit the emf lasts
when so long as the change is taking
place
Second law:- The Pvt.
magnitude
Ltd of enduced
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MAIN PARTS OF GENERATOR
Yoke or magnetic frames.

Magnetic core or field core
Field winding
Armature
Armature winding
Commutator
Brushes
Bearings
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PRINCIPLE OF GENERATOR
When a current carrying conductor is placed in

magnetic field it cuts the magnetic flux and
enduced emf will produced.
This is according to faradays law of

electromagnetic induction the emf cause emf if
the circuit is closed.

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DIESEL GENERATOR SET SYSTEM

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DG SET SYSTEM
Diesel engine is the prime mover, which drives an alternator
to produce electrical energy.
In the diesel engine, air is drawn into the cylinder and is
compressed to a high ratio (14:1 to 25:1).
During this compression, the air is heated to a temperature
of 700900C.
A metered quantity of diesel fuel is then injected into the
cylinder, which ignites spontaneously because of the high
temperature.
Hence, the diesel engine is also known as compression
ignition (CI) engine. DG set can be classified according to
cycle type as two stroke and four stroke.
However, the bulk of IC engines use the four stroke cycle.
Let us look at the principle of operation of the four-stroke
diesel engine. Prolific systems & Technologies
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FOUR STROKE ENGINE
Four Stroke - Diesel Engine
The 4 stroke operations in a diesel engine are:

induction stroke, compression stroke, ignition &
power stroke and exhaust stroke.
1st : Induction stroke - While the inlet valve is

open, the descending piston draws in fresh air.
2nd : Compression stroke - While the valves are

closed, the air is compressed to a pressure of up
to 25 bar.
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FOUR STROKE ENGINE
3rd : Ignition and power stroke - Fuel is injected,

while the valves are closed (fuel injection
actually starts at the end of the previous stroke),
the fuel ignites spontaneously and the piston is
forced downwards by the combustion gases.
4th : Exhaust stroke - The exhaust valve is open

and the rising piston discharges the spent gases
from the cylinder.

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SCHEMATIC DIAGRAM OF FOUR STROKE
DIESEL ENGINE

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DG SET SYSTEM
Since power is developed during only one stroke, the single
cylinder four-stroke engine has a low degree of uniformity.
Smoother running is obtained with multi cylinder engines
because the cranks are staggered in relation to one another
on the crankshaft.
There are many variations of engine configuration, for
example. 4 or 6 cylinder, in-line, horizontally opposed,
V(vee) or radial configurations.
A diesel generating set should be considered as a system
since its successful operation depends on the well-matched
performance of the components, namely:
a) The diesel engine and its accessories
b) The AC Generator
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DG SET SYSTEM
A diesel generating set should be considered as a
system since its successful operation depends on the
well-matched performance of the components, namely
The diesel engine and its accessories
The AC Generator
The control systems and switchgear
The foundation and power house civil works
The connected load with its own components like
heating, motor drives, lighting etc
It is necessary to select the components with
highest efficiency and operate them at their optimum
efficiency levels to conserve energy in this system
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DG SET SYSTEM

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Selection Considerations
To make a decision on the type of engine, which
is most suitable for a specific application, several
factors need to be considered
The two most important factors are: power and
speed of the engine. The power requirement is
determined by the maximum load.
The engine power rating should be 10 20 %
more than the power demand by the end use.
This prevents overloading the machine by
absorbing extra load during starting of motors or
switching of some types of lighting systems or
when wear and tear on the equipment pushes up
its power consumption.
Speed is measured at the output shaft and given
in revolutions per minute (RPM). An engine will
Pvt. Ltd
355
DG SET SYSTEM
There will be an optimum speed at which fuel
efficiency will be greatest
Engines should be run as closely as possible
to their rated speed to avoid poor efficiency
and to prevent build up of engine deposits
due to incomplete combustion which will
lead to higher maintenance and running
costs
To determine the speed requirement of an
engine, one has to again look at the
requirement of the load. For some
applications, the speed of the engine is not
critical, but for other applications such as a
generator, it is important to get a good speed
match
DG SET SYSTEM
There are various other factors that have
to be considered, when choosing an
engine for a given application. These
include the following: cooling system,
abnormal environmental conditions
(dust, dirt, etc.).
Fuel quality, speed governing (fixed or
variable speed), poor maintenance,
control system, starting equipment,
drive type, ambient temperature,
altitude, humidity, etc
Suppliers or manufacturers literature will
specify the required information when
purchasing an engine. Pvt. Ltd The efficiency357of
DG SET SYSTEM
Diesel Generator Captive Power Plants
Diesel engine power plants are most frequently used in small
power (captive non-utility) systems.
The main reason for their extensive use is the higher
efficiency of the diesel engines compared with gas turbines
and small steam turbines in the output range considered.
In applications requiring low captive power, without much
requirement of process steam, the ideal method of power
generation would be by installing diesel generator plants.
The fuels burnt in diesel engines range from light distillates
to residual fuel oils. Most frequently used diesel engine sizes
are between the range 4 to 15 MW. For continuous operation,
low speed diesel engine is more cost-effective than high
speed diesel engine.
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Pvt. Ltd
DG SET SYSTEM
Advantages of adopting Diesel Power Plants are
Low installation cost
Short delivery periods and installation period
Higher efficiency (as high as 43 45 %)
More efficient plant performance under part loads
Suitable for different type of fuels such as low

sulphur heavy stock and heavy fuel oil in case of
large capacities Prolific systems & Technologies
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Pvt. Ltd
DG SET SYSTEM
Minimum cooling water requirements.
Adopted with air cooled heat
exchanger in areas where water is not
available.
Short start up time.
A brief comparison of different types
of captive power plants (combined gas
turbine and steam turbine,
conventional steam plant and diesel
engine power plant) is given in Table
9.1. It can be seen from the Table that
captive diesel plant wins over the
other two in Pvt. Ltd terms of thermal
360
DG SET SYSTEM
COMPARISON OF DIFFERENT TYPES OF CAPTIVE
POWER PLANT
Description Units Combined Conventi DG Sets
GT & ST onal
steam
plant
Thermal % 40 60 33 - 36 43 45
Efficiency
Initial Rs / 8500 15000 7500
investment KW 10000 18000 9000
Space % 125 250 100
Requirement
Construction Months 24 30 42 48 12 15
time
Project period Months 30 36 52 60 12
Auxiliary power % 24 8 10 1.3 2.1
consumption Prolific systems & Technologies
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Pvt. Ltd
Load factor KWh / 6000 5000 7200
DG SET SYSTEM
Diesel Engine Power Plant
Developments
The diesel engine developments have
been steady and impressive. The
specific fuel consumption has come
down from a value of 220 g/kWh in
the 1970s to a value around 160
g/kWh in present times.
Slow speed diesel engine, with its flat
fuel consumption curve over a wide
load range (50%100%), compares
very favorably over other prime
movers such as medium speed diesel
engine, steam turbines and gas
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DG SET SYSTEM
The net result lower fuel consumption per kWh
and further increase in overall thermal efficiency.
The diesel engine is able to burn the poorest

quality of fuel oils, unlike gas turbine, which is
able to do so with only costly fuel treatment
equipment.
Slow speed dual fuel engines are now available

using high-pressure gas injection, which gives
the same thermal efficiency and power output as
a regular fuel oil engine.
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Pvt. Ltd
DG SET SYSTEM
Selection and Installation Factors
Sizing of a Genset:
a) If the DG set is required for 100% standby, then

the entire connected load in HP / kVA should be
added. After finding out the diversity factor, the
correct capacity of a DG set can be found out.
)Connected Load = 650 kW
)Diversity Factor = 0.54
)(Demand / connected load)
)Max. Demand = 650 x 0.54 = 350 kW
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Pvt. Ltd
DG SET SYSTEM
% Loading = 70
Set rating = 350/0.7 = 500 kW
At 0.8 PF, rating = 625 kVA

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DG SET SYSTEM
b) For an existing installation
Record the current
Voltage and power factors (kWh / kVAh) reading at the main
bus-bar of the system at every half-an-hour interval for a
period of 23 days and during this period the factory should
be having its normal operations.
The non-essential loads should be switched off to find the
realistic current taken for running essential equipment.
This will give a fair idea about the current taken from which
the rating of the set can be calculated for existing
installation:
kVA = 3 V I
kVA Rating = kVA / Load Factor
where Load factor = Average kVA / Maximum kVA
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DG SET SYSTEM
c) For a new installation
an approximate method of estimating the

capacity of a DG set is to add full load currents of
all the proposed loads to be run in DG set.
Then, applying a diversity factor depending on

the industry, process involved and guidelines
obtained from other similar units, correct capacity
can be arrived.
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DG SET SYSTEM
High Speed Engine or Slow/Medium Speed
Engine
The normal accepted definition of high speed

engine is 1500 rpm.
The high speed sets have been developed in

India, whereas the slow speed engines of higher
capacities are often imported.
The other features and comparison between

high and medium / slow speed engines are
mentioned below.
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Pvt. Ltd
Factor Slow speed engine High speed engine
Break mean effective low high

pressure - therefore
Low / High wear and
tear and consumption of
spares
Weight to power ratio- High less

therefore sturdiness
More / Less and life
Type of use Continuous Continuous use Intermittent use

use Intermittent use
Period between 8000 hours 3200 hours
overhauls 8000 hours
3200
Direct operating cost Less high
(includes lubricating
oils, filters etc.
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DG SET SYSTEM
Keeping the above factors and available
capacities of DG set in mind, the cost of
economics for both the engines should be
worked out before arriving at a decision.
Capacity Combinations:-
From the point of view of space, operation,
maintenance and initial capital investment, it
is certainly economical to go in for one large
DG set than two or more DG sets in parallel.
Two or more DG sets running in parallel can be
a advantage as only the short-fall in power
depending upon the extent of power cut
prevailing - needs to filled up.
Also, flexibility of operation is increased since
one DG set can be stopped, while the other DG
set is generating at &Ltd
Prolific systems least 50%
Technologies Pvt. of the power
370
DG SET SYSTEM
Air Cooling Vs. Water Cooling
The general feeling has been that a water cooled
DG set is better than an air cooled set, as most
users are worried about the overheating of
engines during summer months.
This is to some extent is true and precautions
have to be taken to ensure that the cooling water
temperature does not exceed the prescribed
limits.
However, from performance and maintenance
point of view, water and air cooled sets are
equally good except that proper care should be
taken to ensure cross ventilation so that as much
cool air as possible is circulated through the
radiator to keep its cooling water temperature
within limits.
371
While, it may be possible to have air cooled
Pvt. Ltd
DG SET SYSTEM
Safety Features:
It is advisable to have short circuit, over load
and earth fault protection on all the DG sets.
However, in case of smaller capacity DG sets,
this may become uneconomical. Hence, it is
strongly recommended to install a circuit
protection.
Other safety equipment like high
temperature, low lube oil pressure cut-outs
should be provided, so that in the event of
any of these abnormalities, the engine would
stop and prevent damage.
It is also essential to provide reverse power
372
relay when DG sets are to run in parallel to
Pvt. Ltd
DG SET SYSTEM
Parallel Operation with Grid
Running the DG set in parallel with the
mains from the supply undertakings can
be done in consultation with concerned
electricity authorities.
However, some supply undertakings ask
the consumer to give an undertaking that
the DG set will not be run in parallel with
their supply.
The reasons stated are that the grid is an
infinite bus and paralleling a small
capacity DG set
Prolific would involve operational
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DG SET SYSTEM
Maximum Single Load on DG Set
The starting current of squirrel cage induction
motors is as much as six times the rated current
for a few seconds with direct-on-line starters.
In practice, it has been found that the starting
current value should not exceed 200 % of the full
load capacity of the alternator.
The voltage and frequency throughout the motor
starting interval recovers and reaches rated
values usually much before the motor has picked
up full speed.
In general, the HP of the largest motor that can
be started with direct on line starting is about 50
% of the kVA rating of the generating set.
On the other hand, the capacity of the induction
motor can be increased, if the type of starting is
changed over toProlific
star delta or to auto transformer
Pvt. Ltd
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DG SET SYSTEM
Unbalanced Load Effects
It is always recommended to have the load
as much balanced as possible, since
unbalanced loads can cause heating of the
alternator, which may result in unbalanced
output voltages. The maximum unbalanced
load between phases should not exceed 10 %
of the capacity of the generating sets.
Neutral Earthing
The electricity rules clearly specify that two
independent earths to the body and neutral
should be provided to give adequate
protection to the equipment in case of an
earth fault, and also
Prolific systems to drain away any
& Technologies
Pvt. Ltd
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DG SET SYSTEM
Site Condition Effects on Performance De-rating.
Site diesel engine output condition with respect to
altitude, intake temperature and cooling water
temperature decrease the diesel engine out put.
Load Pattern & DG Set Capacity
The average load can be easily assessed by logging the
current drawn at the main switchboard on an average
day.
The 'over load' has a different meaning when referred to
the D.G. set. Overloads, which appear insignificant and
harmless on electricity board supply, may become
detrimental to a D.G. set, and hence overload on D.G.set
should be carefully analysed.
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DG SET SYSTEM
Diesel engines are designed or 10% overload for 1 hour
in every 12 hours of operation.
The A.C. generators are designed to meet 50%
overload for 15 seconds as specified by standards.
The D.G.set/s selection should be such that the
overloads are within the above specified limits.
It would be ideal to connect steady loads on DG set to
ensure good performance. Alongside alternator loading,
the engine loading in terms of kW or BHP, needs to be
maintained above 50%.
Ideally, the engine and alternator loading conditions are
both to be achieved towards high efficiency meet 50%
overload for 15 seconds as specified by standards
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Pvt. Ltd
DG SET SYSTEM
The D.G.set/s selection should be such that the

overloads are within the above specified limits.
It would be ideal to connect steady loads on DG
set to ensure good performance.
Alongside alternator loading, the engine loading
in terms of kW or BHP, needs to be maintained
above 50% .
Ideally, the engine and alternator loading
conditions are both to be achieved towards high
efficiency.
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Pvt. Ltd
DG
Sequencing of Loads:
SET SYSTEM
The captive diesel generating set has certain limits in
handling the transient loads.
This applies to both kW (as reflected on the engine) and kVA
(as reflected on the generator).
In this context, the base load that exists before the
application of transient load brings down the transient load
handling capability, and in case of A.C. generators, it
increases the transient voltage dip.
Hence, great care is required in sequencing the load on
D.G.set/s. It is advisable to start the load with highest
transient kVA first followed by other loads in the descending
order of the starting kVA.
This will lead to optimum sizing and better utilisation of
transient load handling capacity of Diesel Generator set.
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DG SET SYSTEM
OPERATIONAL FACTORS:
Engine manufacturers offer curves indicating %
Engine Loading vs fuel Consumption in
grams/BHP.
Optimal engine loading corresponding to best
operating point is desirable for energy efficiency.
Alternators are sized for kVA rating with highest
efficiency attainable at a loading of around 70%
and more.
Manufacturers curves can be referred to for best
efficiency point and corresponding kW and kVA
loading values. Prolific systems & Technologies 380
Pvt. Ltd
Load Pattern: DG SET SYSTEM
In many cases, the load will not be constant throughout the
day.
If there is substantial variation in load, then consideration
should be given for parallel operation of D.G.sets. In such a
situation, additional D.G. set(s) are to be switched on when
load increases.
The typical case may bean establishment demanding
substantially different powers in first, second and third shifts.
By parallel operation, D.G. sets can be run at optimum
operating points or near about, for optimum fuel consumption
and additionally, flexibility is built into the system.
This scheme can be also be applied where loads can be
segregated as critical and non-critical loads to provide
standby power to critical load in the captive power system.
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Pvt. Ltd
DG SET SYSTEM
Load Characteristics
Some of the load characteristics influence efficient use
of D.G.set. These characteristics are entirely load
dependent and cannot be controlled by the D.G.set. The
extent of detrimental influence of these characteristics
can be reduced in several cases.
Power Factor
The load power factor is entirely dependent on the load.
The A.C. generator is designed for the power factor of
0.8 lag as specified by standards. Lower power factor
demands higher excitation currents and results in
increased losses. Over sizing A.C. generators for
operation at lower power factors results in lower
operating efficiency and higher costs. The economical
alternative is to provide power factor improvement
capacitors. Pvt. Ltd
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DG SET SYSTEM
Unbalanced Load:
Unbalanced loads on A.C. generator leads to
unbalanced set of voltages and additional heating
in A.C. generator.
When other connected loads like motor loads are
fed with unbalanced set of voltages additional
losses occur in the motors as well.
Hence, the load on the A.C. generators should be
balanced as far as possible.
Where single phase loads are predominant,
consideration should be given for procuring single
phase A.C. generator.
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DG SET SYSTEM
TRANSIENT LOADING
On many occasions to contain transient

voltage dip arising due to transient load
application, a specially designed generator
may have to be selected.
Many times an un standard combination of

engine and A.C. generator may have to be
procured.
Such a combination ensures that the prime

mover is not unnecessarily
Pvt. Ltd over sized which
384
Special Loads
DG SET SYSTEM
Special loads like rectifier / thyristor loads, welding loads,
furnace loads need an application check.
The manufacturer of diesel engine and AC generator should
be consulted for proper recommendation so that desired
utilisation of DG set is achieved without any problem.
In certain cases of loads, which are sensitive to voltage,
frequency regulation, voltage wave form, consideration should
be given to segregate the loads, and feed it by a dedicated
power supply which usually assumes the form of DG motor
driven generator set.
Such an alternative ensures that special design of AC
generator is restricted to that portion of the load which requires
high purity rather than increasing the price of the D.G.set by
specially designed AC generator for complete load.
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Pvt. Ltd
DG SET SYSTEM
Energy Performance Assessment of DG Sets:
Routine energy efficiency assessment of DG sets

on shop floor involves following typical steps.
Ensure reliability of all instruments used for trial.
Collect technical literature, characteristics, and

specifications of the plant.

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Pvt. Ltd
DG SET SYSTEM
Conduct a 2 hour trial on the DG set, ensuring
a steady load, wherein the following
measurements are logged at 15 minutes
intervals.
Fuel consumption (by dip level or by flow
meter).
Amps, volts, PF, kW, kWh
Intake air temperature, Relative Humidity
(RH)
Intake cooling water temperature.
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Pvt. Ltd
DG SET SYSTEM
Cylinder-wise exhaust temperature (as an
indication of engine loading).
Turbocharger RPM (as an indication of loading on
engine).
Charge air pressure (as an indication of engine
loading).
Cooling water temperature before and after charge
air cooler (as an indication of cooler performance).
Stack gas temperature before and after
turbocharger (as an indication of turbocharger
performance).
The fuel oil/diesel analysis is referred to from an oil
company data. Prolific systems & Technologies 388
Pvt. Ltd
DG SET SYSTEM
Analysis
The trial data is to be analysed with respect to
Average alternator loading
Average engine loading
Percentage loading on alternator
Percentage loading on engine
Specific power generation kWh/liter

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Pvt. Ltd
DG SET SYSTEM
Comments on Turbocharger performance based
on RPM and gas temperature difference.
Comments on charge air cooler performance.
Comments on load distribution among various

cylinders (based on exhaust temperature, the
temperature to be 5% of mean and high/low
values indicate disturbed condition).
Comments on housekeeping issues like drip

leakages, insulation, vibrations, etc.
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Pvt. Ltd
DG SET SYSTEM
Energy Saving Measures for DG Sets:
Ensure steady load conditions on the DG set,

and provide cold, dust free air at intake (use of
air washers for large sets, in case of dry, hot
weather, can be considered).
Improve air filtration.
Ensure fuel oil storage, handling and preparation

as per manufacturers' guidelines/oil company
data.
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Pvt. Ltd
DG SET SYSTEM
Consider fuel oil additives in case they
benefit fuel oil properties for DG set usage.
Calibrate fuel injection pumps frequently.
Ensure compliance with maintenance

checklist.
Ensure steady load conditions, avoiding

fluctuations, imbalance in phases, harmonic
loads.
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Pvt. Ltd
DG SET SYSTEM
In case of a base load operation, consider waste
heat recovery system adoption for steam generation
or refrigeration chiller unit incorporation. Even the
Jacket Cooling Water is amenable for heat recovery,
vapor absorption system adoption.
In terms of fuel cost economy, consider partial use
of biomass gas for generation. Ensure tar removal
from the gas for improving availability of the engine
in the long run.
Consider parallel operation among the DG sets for
improved loading and fuel economy thereof.
Carryout regular field trials to monitor DG set
performance, and maintenance planning as per
requirements. Prolific systems & Technologies
Pvt. Ltd
393
ANY QUESTIONS

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Pvt. Ltd

DG Set

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DIESEL

Prolific systems & Technologies

Prolific systems & Technologies

Prolific systems & Technologies

Prolific systems & Technologies

Prolific systems & Technologies

Prolific systems & Technologies

There are seven fundamental methods of directly

1.Static Electricity:- It is an imbalance of

4.Photoelectric effect :-the transformation of light into

5.Thermoelectric effect :-the direct conversion of

Prolific systems & Technologies

7. Nuclear transformation :- the creation and acceleration of

Prolific systems & Technologies

Starting procedure of a diesel generator

Prolific systems & Technologies

Why maintenance routine is required.

Maintenance routine of diesel generator set

Ill effects of under load running of a Diesel

Prolific systems & Technologies

Diesel Generator Set is a device, which is the

Prolific systems & Technologies

Prolific systems & Technologies

Having the diesel generator consumer do not

By the availability of diesel generator the

Diesel generators are giving comfort in day to day

Prolific systems & Technologies

Air intake system of a good diesel generator set.

It should be using turbocharger to ensure

Exhaust system of a good diesel generator set

A good diesel generator set adopt pulse dry-type

Exhaust pipe and bellows equipped are easy to

Prolific systems & Technologies

Cooling system of a good diesel generator set

A good diesel engine should adopted centrifugal

large-flow gives good cooling effect which can

Unique spin-type water filter to prevent rust and

Lubrication system of good diesel generator set

A good diesel generator should have variable

Prolific systems & Technologies

Power output of good diesel generator set

A good diesel generator set should have

Prolific systems & Technologies

Domestic DG set Domestic DG set

Prolific systems & Technologies

Prolific systems & Technologies

Advantages of adopting Diesel Power Plants are

Prolific systems & Technologies

2- Induction and compression

Prolific systems & Technologies

2- Two-stroke oil is expensive

3- Two-stroke engines can work

Four-Stroke Engine Two-Stroke Engine

1- The complete cycle 1- The complete cycle

2- Lower power because 2- Higher (theoretically

Prolific systems & Technologies

(1) Forms a movable gas-tight

(2) Transmits to the

1- The aluminium alloy is of lower strength than

2- The aluminium alloy is light weight.

3- Its higher Coefficient of thermal expansion.

4- The thermal conductivity of aluminium is

2 - The Ring belt.