1

 POWER PLANT SWITCHYARD ARE SWITCHING STATIONS

WHERE DIFFERENT CONNECTIONS CAN BE MADE BETWEEN
VARIOUS TRANSMISSION LINES.

2
• CONNECT •A - Busbar

• CONNECT & DIS-CONNECT •B - Disconnector (Isolator)

• CONNECT, DIS-CONNECT & DETECT •C - Circuit Breaker

• DETECT & TRANSFORM •D - Current Transformer

• DETECT & TRANSFORM •E - Voltage Transformer (PT)

• PROTECT & SAFETY •F - Earthing Switch

• PROTECT •G - Surge Arrestor

3
BUSBARS
(long heavy
tube type)

4
 THE PURPOSE OF ISOLATOR OR DISCONNECTS IS TO ISOLATE
EQUIPMENT. DISCONNECTS ARE NOT USED TO INTERRUPT
CIRCUITS; THEY ARE NO-LOAD DEVICES.

 A TYPICAL USE OF DISCONNECTS IS TO ISOLATE A CIRCUIT

BREAKER BY INSTALLING ONE DISCONNECT ON EITHER SIDE OF
THE CIRCUIT BREAKER (IN SERIES WITH THE BREAKER).

5
DISCONNECT SWITCH
( moving contact rod (A) &
contacts with flexible
fingers (B) )

B
A

6
 IS USED TO INTERRUPT CIRCUITS WHILE CURRENT IS FLOWING
THROUGH THEM. THE MAKING AND BREAKING OF CONTACTS IN A
OIL TYPE CIRCUIT BREAKER ARE DONE UNDER OIL, THIS OIL
SERVES TO QUENCH THE ARC WHEN THE CIRCUIT IS OPENED.

 SOME RECENTLY DEVELOPED CIRCUIT BREAKERS HAVE NO OIL,

BUT PUT OUT THE ARC BY A BLAST OF COMPRESSED AIR; THESE
ARE CALLED AIR BLAST CIRCUIT BREAKERS. ANOTHER TYPE
ENCLOSES THE CONTACTS IN A VACUUM OR A GAS (SULFUR
HEXAFLUORIDE, SF6) WHICH TENDS TO SELF MAINTAIN THE ARC.

7
 Operating
Mechanism
Panel
CIRCUIT BREAKERS
( Connected in a
typical 3-phase circuit )

Position
Indicator

8
 IT IS INTENDED TO PROTECT PEOPLE WORKING ON THE
GROUNDED EQUIPMENT. IT DOES THIS BY COMPLETING A CIRCUIT
PATH, THEREBY REDUCING THE VOLTAGE DIFFERENCE BETWEEN
THE EQUIPMENT AND ITS SURROUNDINGS.

 IT IS ALSO IMPORTANT THAT THE PROTECTIVE GROUND NOT BE

ACCIDENTALLY REMOVE, THAT IS WHY ALL THE EARTHING
SWITCHES, DISCONNECT SWITCHES AND CIRCUIT BREAKERS ARE
ALL INTERLOCKED TO EACH OTHER AND PROPER/CORRECT
SEQUENCING MUST BE FOLLOWED.

9
 CURRENT TRANSFORMER ARE USED WITH AMMETERS, WATT
METERS, POWER-FACTOR METERS, WATT-HOUR METERS,
COMPENSATORS, PROTECTIVE AND REGULATING RELAYS AND THE
TRIP COIL OF CIRCUIT BREAKERS.

 THE CURRENT TRANSFORMER IS CONNECTED DIRECTLY IN SERIES

WITH THE LINE.

10
11
 VOLTAGE TRANSFORMER – ALSO KNOW AS POTENTIAL
TRANSFORMER, ARE USED WITH VOLT-METERS, WATTMETERS,
WATT-HOUR METERS, POWER-FACTOR METERS, FREQUENCY
METERS, SYNCHROSCOPES AND SYNCHRONIZING APPARATUS,
PROTECTIVE AND REGULATING RELAYS AND THE NO-VOLTAGE AND
OVER-VOLTAGE TRIP COILS OF AUTOMATIC CIRCUIT BREAKERS.

 ONE TRANSFORMER CAN BE USED FOR A NUMBER OF

INSTRUMENTS AT THE SAME TIME IF THE TOTAL CURRENT TAKEN
BY THE INSTRUMENT DOES NOT EXCEED THAT FOR WHICH THE
TRANSFORMER IS DESIGNED AND COMPENSATED.

 THE ORDINARY VOLTAGE TRANSFORMER IS CONNECTED ACROSS

THE LINE, AND THE MAGNETIC FLUX IN THE CORE DEPENDS UPON
THE PRIMARY VOLTAGE

12
13
14
 A SWITCHGEAR OR ELECTRICAL SWITCHGEAR IS A GENERIC TERM
WHICH INCLUDES ALL THE SWITCHING DEVICES ASSOCIATED
WITH MAINLY POWER SYSTEM PROTECTION.

 IT ALSO INCLUDES ALL DEVICES ASSOCIATED WITH CONTROL,

METERING AND REGULATING OF ELECTRICAL POWER SYSTEM.

 ASSEMBLY OF SUCH DEVICES IN A LOGICAL MANNER FORMS A

SWITCHGEAR.

 THE SWITCHGEAR INCLUDES CIRCUIT BREAKER, CURRENT

TRANSFORMER, VOLTAGE TRANSFORMER, PROTECTION RELAY,
MEASURING INSTRUMENT, ELECTRICAL SWITCH, ELECTRICAL
FUSE, MINIATURE CIRCUIT BREAKER, LIGHTENING ARRESTOR OR
SURGE ARRESTOR, ELECTRICAL ISOLATOR AND OTHER
ASSOCIATED EQUIPMENT.

15
 THE ABILITY TO DETECT A FAULT WITHIN A SPECIFIED ZONE OF A
NETWORK AND TO TRIP THE APPROPRIATE CB(S) TO CLEAR THIS
FAULT WITH A MINIMUM DISTURBANCE TO THE REST OF THAT
NETWORK.

16
 Pickup of Operation of
Fault protection element protection element

Assertion of relay Action of relay

trip logic signal trip contact

Circuit breaker
Fault cleared
opening

17
 IT IS THE TIME BETWEEN THE INSTANT OF FAULT AND INSTANT OF
FINAL ARE INTERRUPTION.

 IT IS THE SUM OF RELAY-TIME AND CIRCUIT BREAKER-TIME.

 FAULT CLEARING TIME = RELAY TIME + BREAKER

TIME

18
 RELAY TIME:

 THE RELAY TIME IS THE TIME BETWEEN THE INSTANT OF

OCCURRENCE OF FAULT AND THE INSTANT OF CLOSURE OF RELAY
CONTACTS

 CIRCUIT BREAKER TIME:

 THE BREAKER TIME IS THE TOTAL OF TIME TAKEN BY OPERATING

MECHANISM TO OPEN TO CIRCUIT BREAKER CONTACTS AND THE
ARCHING TIME. IT IS ALSO CALLED TOTAL BREAK TIME.

19
 THE PURPOSE OF COMMISSIONING IS TO SATISFY, TO PRE-
DETERMINED STANDARDS, THAT ALL THE EQUIPMENT ERECTION IS
CORRECT AND THAT ALL THE EQUIPMENT CONNECTIONS / CABLES
HAVE BEEN INSTALLED IN ACCORDANCE WITH THE APPROVED
ERECTION DRAWINGS AND DIAGRAMS.

20
1. INSPECTION OF DIFFERENT COMPARTMENTS FOR EVERY
SWITCHGEAR BAY INCLUDING BUS-BAR COMPARTMENT, CIRCUIT
BREAKER COMPARTMENT, ISOLATORS & EARTHING SWITCHES
COMPARTMENT AND CABLE BOX COMPARTMENT.
2. CIRCUIT BREAKERS OF THE SAME RATING SHALL BE
FULLY INTERCHANGEABLE.
3. INSPECTION OF THE CIRCUIT BREAKER PARTS AND ITS FUNCTION,
ALSO SF6 GAS PRESSURE AND OTHER RELATED WORKS.
4. INSPECTION OF CIRCUIT BREAKERS OPERATING MECHANISM AND
ITS FUNCTION PARTICULARLY THE ONES OPERATED BY
HYDRAULIC OR PNEUMATIC SYSTEM.
5. INSPECTION OF ISOLATORS & EARTHING SWITCHES PARTS AND
ITS FUNCTIONS.
6. INSPECTION OF THE OPERATION & CONTROL CIRCUITS FOR THE
CIRCUIT BREAKERS ISOLATORS AND EARTHING SWITCHES.
7. INSPECTION OF THE CONTROL AND RELAY BOARDS.
21
1. CHECK THE TRANSFORMER OIL LEVEL.

2. CHECK ALL VALVES OF THE TRANSFORMER ARE IN THE SERVICE

POSITION.

3. CHECK THE COOLING FANS OPERATION.

4. CHECK THE AUTOMATIC TAP CHANGER OPERATION.

5. CHECK FOR THE TRANSFORMER PROTECTION FUNCTIONS,

6. CHECK THAT THE SERVICE SETTINGS ARE ADOPTED FOR OIL

TEMPERATURE & WINDING TEMPERATURE INSTRUMENTS.

7. GENERAL INSPECTION OF ALL TRANSFORMERS PARTS TO ENSURE

ITS HEALTHY CONDITION.

22
1. INSPECTION OF THE BATTERIES AND ITS CHARGERS FUNCTION.

2. INSPECTION OF THE AIR COMPRESSORS AND ITS FUNCTION, ALSO

TO CONFIRM ITS SERVICE SETTINGS.

3. INSPECTION OF THE LT BOARD AND ENSURE THE FUNCTION OF

CIRCUIT BREAKERS AND ISOLATORS.

4. INSPECTION OF THE LOCAL TRANSFORMERS AND ENSURE THE

RELATED PARTS HEALTHINESS, ALSO SERVICE TAP POSITION
ADJUSTMENT FOR MANUAL TAP CHANGER

5. INSPECTION OF THE FIRE FIGHTING EQUIPMENT AND CONFIRM

'ITS FUNCTION, SETTINGS AND RELATED ALARMS & SIGNALS.

23
6. INSPECTION OF THE POWER CABLES TAILS (FOR FEEDERS AND
TRANSFORMERS) AND ITS RELATED OIL GAUGES AND TO
CONFIRM ITS FUNCTION, SETTINGS, ALARMS, TANK PITS, FIRE
RESISTANT COATING AND ALL OTHER RELATED WORKS.

7. INSPECTION OF CONTROL CENTER COMMUNICATION AND

TELEMETRY EQUIPMENT.

8. INSPECTION OF SWITCHYARD MAIN EARTHING SYSTEM AND

CONNECTION OF ALL EQUIPMENT TO THE EARTH.

24
 CHECK THAT EACH BAY IS PROVIDED WITH MAIN AND BACK UP
PROTECTION RELAYS.

1. CHECK THAT THE EQUIPMENT HEALTHINESS & NOTHING

ABNORMAL TO BLOCK ITS FUNCTION AND THE RELAY SERVICE
SETTINGS ARE ADOPTED.

2. CHECK THAT THE TEST / SERVICE SWITCHES FUNCTION AND ALL

THE SWITCHES ARE IN THE SERVICE POSITION.

3. INSPECTION OF THE PILOT CABLE MARSHALLING CABINETS AND

CONFIRM ALL WIRES CONNECTION WITH CLEAR
IDENTIFICATIONS

4. CHECK THAT ALL ALARMS AND SIGNALS OF THE SWITCHYARD ARE

RECEIVED AND CONNECTED TO CONTROL CENTER.

25
5. CHECK THE FUNCTION OF THE TAP CHANGER AUTOMATIC VOLTAGE
REGULATOR, EITHER INDIVIDUAL OR PARALLEL.

6. CHECK THE FUNCTION OF THE SYNCHRONIZING EQUIPMENT (IF

APPLICABLE) FOR CLOSING OR BLOCKING THE CLOSING IN CASE
OF NOT SYNCHRONIZED SYSTEM.

7. CHECKS THE FUNCTION OF THE AUTO RECLOSURE EQUIPMENT (IF

APPLICABLE) AND THE INTERTRIP EQUIPMENT.

26
27
 A VISUAL CHECK WILL BE CARRIED OUT ON ALL ELECTRICAL
EQUIPMENT, INTERNALLY AND EXTERNALLY, TO DETERMINE THAT
NO TRANSIT/ERECTION DAMAGE HAS OCCURRED (OR WHERE THIS
HAS HAPPENED THAT SATISFACTORY RECTIFICATION WORK HAS
BEEN DONE).

 ALL CONTROL AND RELAY PANELS, LOCAL CONTROL PANELS,

SWITCHGEAR AND ELECTRICAL DEVICES WILL BE INTERNALLY
CHECKED FOR COMPLIANCE WITH THE APPROVED DRAWINGS AND
APPROVED CONNECTION WIRING DIAGRAMS.

 ALL RELAYS WILL BE VISUALLY CHECKED TO SEE THAT THERE IS

NO PACKING, DIRT, METAL SWARF, ETC., PRESENT IN THE MAGNET
GAPS OR ON THE CONTACTS.

 ALL CONNECTIONS WILL BE CHECKED FOR TIGHTNESS ON THE

RELAYS AND AT ALL OTHER WIRING TERMINATIONS INCLUDING
THE TERMINAL BLOCKS.

28
 AN EARTH SURVEY IS CARRIED OUT FOR EACH SWITCHYARD AT
THE BEGINNING OF THE CONTRACT IN ORDER TO OBTAIN A VALUE
FOR THE SITE EARTH RESISTIVITY WHICH IS REQUIRED AS PART
OF THE EARTHING DESIGN BRIEF.

 STANDARD EARTHING TESTS ARE CARRIED OUT DURING THE

ERECTION STAGE BY THE ERECTION STAFF. ON COMPLETION OF
THESE TESTS, A COPY OF THE RESULTS OBTAINED MUST BE
SUBMITTED TO THE PROJECT COMMISSIONING ENGINEER FOR HIS
APPROVAL AND RETENTION.

 THESE TESTS WILL BE REPEATED DURING THE ACCEPTANCE

TESTING STAGE BY THE ERECTION STAFF IN LIAISON WITH A
COMMISSIONING TEAM MEMBER,

29
 ALL INTER-PANEL BUS WIRING WILL BE TESTED AND CHECKED IN
ACCORDANCE WITH THE APPROPRIATE TERMINATION DIAGRAMS.

 INSULATION CHECKS WILL BE MADE USING A 500V MEGGER ON

EACH BUS WIRE TO EARTH AND FROM EACH BUS WIRE TO ALL
OTHERS.

 THESE CHECKS SHOULD BE CARRIED OUT WITH ALL INDIVIDUAL

FUSES, LINKS, MINIATURE CIRCUIT BREAKERS, ETC., OPEN OR
REMOVED AT

a. THE SOURCE OF SUPPLY AND

b. ALL INCOMING AND OUTGOING CIRCUIT PANELS AND

SWITCHGEAR.

30
 THE BATTERIES AND CHARGERS WILL BE CHECKED TO SEE THAT
THEY HAVE BEEN ERECTED / ASSEMBLED CORRECTLY IN
ACCORDANCE WITH THE MANUFACTURERS RECOMMENDED
PROCEDURES.

 THE TESTS THAT ARE CARRIED OUT AT THIS STAGE WILL BE TO

DETERMINE THAT THE BATTERIES AND CHARGERS ARE
FUNCTIONING CORRECTLY, WITHIN THE RECOMMENDED
TOLERANCES, SO THAT THEIR PERFORMANCE CAN BE RELIED UPON
DURING THE COMMISSIONING OF THE REST OF THE SWITCHYARD
EQUIPMENT.

 THE ACTUAL ACCEPTANCE TESTS, INCLUDING THE TIME-

CONSUMING DISCHARGE TESTS, ARE CARRIED OUT TOWARDS THE
END OF THE COMMISSIONING PROGRAMME.

31
 THESE TESTS ARE CARRIED OUT IN ACCORDANCE WITH THE
FORMAT OF THE WORKS SITE TEST REPORT.

 THE TESTS CONDUCTED ARE:

1. BUS-BAR AND CONNECTIONS - CONDUCTIVITY TESTS

2. CIRCUIT BREAKER - CONTACT RESISTANCE CHECKS

3. CIRCUIT BREAKER - CONTACT TIMING TESTS

4. MECHANICAL AND LOCAL ELECTRICAL OPERATIONAL CHECKS

5. AIR AND GAS LEAKAGE TESTS

6. SF6 GAS PRESSURE SWITCH SETTING CHECK

7. COMPRESSED AIR SYSTEM SEQUENCE CHECKS

32
 THE TESTS CARRIED OUT WILL BE:

 INSULATION TEST

 FLICK TEST

 THE POLARITY OF THE VT WILL BE CHECKED BY CARRYING OUT

THE FLICK TEST.

33
 400, 220,132 AND 66KV CT TESTS THE TESTS CARRIED OUT
WILL BE:

 INSULATION TEST

 FLICK TEST

 RESISTANCE TEST

 SATURATION TEST

34
 WHERE MORE THAN ONE CT IS IN EACH PHASE OF A CIRCUIT,
TESTS WHERE PRACTICAL WILL BE CARRIED OUT TO PROVE THE
CT'S ARE POSITIONED CORRECTLY SO THAT ARRANGED OVERLAP
OF ZONES OF PROTECTION IS CORRECT THIS MAY BE CARRIED OUT
BY
a. A VISUAL INSPECTION
b. A CONTINUITY TEST.

 FLICK TESTS WILL BE DONE ON ALL CT'S IN A GROUP TO PROVE

THAT THEY ARE CONNECTED TO THE PROTECTION IN THE SAME
POLARITY.

 THESE TESTS WILL ALSO BE DONE ON CT'S MOUNTED IN

TRANSFORMER BUSHINGS.

 THE FLICK TEST RESULTS SHOULD BE COMPARED WITH THOSE

EXPECTED FROM THE SCHEMATIC DIAGRAMS.

35
 TESTS CARRIED OUT WILL BE:

1. CT RATIO AND POLARITY TEST

2. BUSBAR INTER-GROUP CT RATIO AND POLARITY TESTS
3. RELAY OPERATION TESTS
4. BUSBAR PROTECTION OPERATION AND STABILITY TESTS
5. UNIT PROTECTION OPERATION AND STABILITY TESTS
6. DIRECTIONAL OVER CURRENT OPERATION AND STABILITY TESTS

 PRIMARY CURRENT SHALL BE PASSED THROUGH EACH CT TO

PROVE ITS RATIO AND POLARITY WITH REFERENCE TO OTHER CT’S
IN ITS GROUP. ALL RELAYS AND INSTRUMENTS WILL BE PROVED
TO BE WIRED IN THE CORRECT PHASES.

36
 ALL CURRENT "TEST TERMINALS" WILL BE CHECKED FOR CORRECT
PHASING, CT SHORTING SWITCHES WILL BE PROVED AND ANY
WITHDRAWABLE RELAYS SHOULD HAVE THEIR SHORTING
CONTACTS CHECKED.
 TRANSFORMER BIASED DIFFERENTIAL PROTECTION. THE TWO
GROUPS OF CT’S, (ONE ON THE 220 KV SIDE AND ONE ON THE
15.75 KV SIDE OF THE TRANSFORMER) SHOULD EACH BE PROVED
FOR RATIO AND POLARITY, AND THE DIFFERENTIAL RELAY
PROVED TO OPERATE FOR PHASE-PHASE, AND PHASE-EARTH FAULT
INJECTION ON EACH SIDE OF THE TRANSFORMER. WHEN THE
TRANSFORMER IS ENERGIES, ON LOAD TESTS WILL BE USED TO
PROVE STABILITY.

37
 THE SECONDARY INJECTION TESTS WILL BE MADE TO PROVE THE
RELAYS, TRANSDUCERS AND METERS ARE OPERATING AND
MEASURING CORRECTLY.

 SECONDARY INJECTION TESTS WILL CONSIST OF 'A.C.' INJECTION

INTO THE RELAY COILS TO PROVE THAT THE RELAY CALIBRATION
IS CORRECT

 A RECORD OF THE RELAY TYPE, SERIAL NUMBER, AND ITS SETTING

RANGE SHALL BE RECORDED.

 THE SECONDARY CURRENT INJECTION SHALL TAKE PLACE FROM

THE POINT AT WHICH THE PRIMARY INJECTION CHECKS WERE
MADE ON THE CT'S.

38
 OPERATION OF EACH CIRCUIT BREAKER, ISOLATOR, EARTHING
SWITCH OR OTHER PIECE OF EQUIPMENT WILL BE PROVED TO BE
FREE OR LOCKED ACCORDING TO THE INTERLOCK CONDITION
SHOWN ON THE SCHEMATIC DIAGRAMS.

 SYNCHRONIZING SEQUENCE TESTS WILL BE MADE BY SECONDARY

INJECTION OF VOLTAGE AT THE "VT TEST TERMINALS" ON THE,
APPROPRIATE PANELS. CARE MUST BE TAKEN TO ENSURE THAT
THE VT SECONDARY ARE ISOLATED FROM THE VT VOLTAGE
CIRCUITS SO THAT NO HIGH VOLTAGE IS DEVELOPED AT THE VT
PRIMARY CIRCUITS.

39
 THE TESTS CARRIED OUT WILL BE: -
1. LOCAL AND REMOTE OPERATIONS OF ALL ISOLATORS, EARTH
SWITCHES AND CIRCUIT BREAKERS

2. LOCAL AND REMOTE INDICATIONS OF ABOVE

3. ELECTRICAL INTERLOCKS OF ABOVE

4. SYNCHRONIZING SEQUENCE TESTS (INCLUDING SECONDARY

INJECTION OF VOLTAGE SELECTION SCHEME)

5. GAS MONITORING SEQUENCE TESTS

6. ALARM SEQUENCE TESTS

7. TRIPPING TESTS

40
 SEQUENCE TESTS WILL BE CARRIED OUT TO PROVE ALL
ELECTRICAL CIRCUITS ARE OPERATING CORRECTLY AS SHOWN IN
THE SCHEMATIC DIAGRAMS.

 THE CONTROL CIRCUITS WILL BE TESTED BY THE MANUAL

OPERATION OF ALL CLOSE-TRIP SWITCHES FROM ALL POSITIONS,
FOR ALL CIRCUIT BREAKERS, DISCONNECTING SWITCHES (LINE
SWITCHES), GROUND SWITCHES (EARTH SWITCHES), AND OTHER
DEVICES IN ACCORDANCE WITH THE SCHEMATIC DIAGRAMS.

41
 THE OPERATION OF ALL PROTECTION CIRCUITS WILL BE PROVED
TO BE IN ACCORDANCE WITH THE PROTECTIVE GEAR SCHEMATIC
DIAGRAMS.

 THE TESTS WILL BE CONDUCTED BY MANUALLY MAKING EVERY

MAIN RELAY CONTACT OR INITIATING DEVICE AT SOURCE AND
OBSERVING CIRCUIT BREAKER TRIPPING, AUXILIARY RELAY
OPERATION, LOCK-OUT RELAY OPERATION AND ANY OTHERS.

 TRIPPING INITIATED BY EACH RELAY IN A PROTECTION SCHEME

WILL BE TESTED WITH THE APPROPRIATE TRIP LINK IN AND OUT
TO PROVE THAT THE LINK IS CONNECTED AND LABELED
CORRECTLY.

42
43
 A CIRCUIT BREAKER IS A MECHANICAL SWITCHING DEVICE,
CAPABLE OF MAKING, CARRYING AND BREAKING CURRENTS
UNDER NORMAL CIRCUIT CONDITIONS. IT IS ALSO CAPABLE OF
MAKING AND CARRYING CURRENTS FOR A SPECIFIED TIME AND
BREAKING CURRENTS UNDER SPECIFIED ABNORMAL CIRCUIT
CONDITIONS, SUCH AS THOSE OF A SHORT CIRCUIT.

44
Fixed
Fixed
contact
contact
ARC ARC IS QUENCHED
ARC
BY MEDIUM

Moving
Moving
contact
contact

OPERATING PRINCIPLE
OF BREAKER

IN A CIRCUIT BREAKER 45
 CIRCUIT BREAKER CONSISTS OF TWO CONTACTS:
 FIXED CONTACT.
 MOVING CONTACT.

 MOVING CONTACT IS USED TO MAKE AND BREAK THE CIRCUIT

USING STORED ENERGIES IN THE FORM OF SPRING OR
COMPRESSED AIR.

 SPRING, PNEUMATIC OR OIL DAMPING IS USED TO ARREST THE

SPEED OF MC WHILE CLOSING.

 FC CONTAINS A SPRING WHICH HOLDS THE MC AFTER CLOSING.

46
 CIRCUIT BREAKER CONSISTS OF TWO COILS:
 CLOSING COIL –USED TO CLOSE THE CIRCUIT.
 TRIPPING COIL-USED TO TRIP THE CIRCUIT.

 THESE COILS ACTIVATE THE STORED ENERGY AND DIRECTS THE

MC TO OPEN OR CLOSE.

 DC BATTERIES ARE USED TO ENERGIZE THESE COILS.

 SOLENOIDS ARE USED TO CLOSE OR TRIP IT.

 CBS ARE USUALLY ARRANGED WITH PILOT DEVICES TO SENSE A

FAULT CURRENT AND TO OPERATE THE TRIP OPENING
MECHANISM.

47
48
 VARIOUS ROUTINE TESTS ARE PERFORMED FOR ENSURING
THE QUALITY, PERFORMANCE OF A CIRCUIT BREAKER AND
THESE ARE
1. POWER FREQUENCY OVER VOLTAGE WITHSTAND TEST

2. DIELECTRIC TEST ON AUXILIARY CIRCUIT AND CONTROL

CIRCUIT

3. MEASUREMENT OF RESISTANCE OF MAIN CIRCUIT OR CONTACT

RESISTANCE TEST

4. TIGHTNESS TEST OR SF6 GAS LEAKAGE TEST

5. DESIGN AND VISUAL CHECKS

6. MECHANICAL OPERATION TESTS.

49
 ERECTION WORK IS COMPLETE & ERECTION COMPLETING
CERTIFICATE IS OBTAINED.

 COMPRESSED AIR SYSTEM IS COMMISSIONED

 CHECK LEAKAGES ON THE BREAKER AT ALL JOINTS, AIR TANK

SAFETY VALVE, AT SUPPORT

 INSULATOR MOUNTING & AT BIFURCATION CHAMBER MOUNTING

CONTROL INSULATOR.

 ALIGNMENT IS ALSO CHECKED.

 CHECK THAT ALL AUXILIARY CONTACTS N/0, N/C PROVE AS PER

THE SPECIFICATIONS.

 TRIP & MAKE COILS HEALTHINESS & CONTINUITY IS CHECKED

 PRESSURE SWITCH CONTACTS & SETTING ARE CHECKED.

50
 ALL INSULATOR ARE CLEANED AND INSPECT WHEREVER POSSIBLE
FUNCTIONALLY CHECK
 HAND VALVES
 NRV
 DRAIN PLUGS
 RECEIVER PRESSURE RELIEF VALVE
 LOCAL PRESSURE GAUGE & OTHER INDICATOR.

 CHECK D.C. & A.C. SUPPLIES ARE AVAILABLE.

 CHECK CONTROL RELAYS IN THE CUBICLES.

 CHECK HEATER CONNECTIONS

 CHECK EARTH STRAP CONNECTION

 FITTING OF END COVERS ON ARC CHAMBERS IS CHECKED.

51
 NOW THE FOLLOWING TESTS MAY BE CARRIED OUT:

 FILLING THE BREAKER TO NORMAL PRESSURE: OPEN THE BALL

STOP COCK IN CONTROL CUBICLE TO FILL BREAKER AIR TANK TO
ABOUT 5kg/cm . CHECK FOR LEAKAGE IF ANY.

 OPEN THE DRAIN PLUG TO REDUCE PRESSURE TO 1.5 kg/cm2. THIS

OPERATION IS REPEATED FOUR TIMES. IN THIS PROCESS MAKE
SURE THAT THE HIGH PRESSURE SIDE PRESSURE NEVER FALLS
BELOW TWO THIRD OF ITS NORMAL VALUE. FILL THE BREAKER TO
NORMAL PRESSURE IN STEPS. CHECK THE SAFETY VALVE
OPERATING PRESSURE.

 OPENING PRESSURE = (PO+4) + 0.5 atg. RESETTING PRESSURE =

(PO+2.5) + 1 atg. PO = SERVICE PRESSURE OF THE BREAKER

 THE HIGHER PRESSURE CAN BE OBTAINED BY MANUALLY

ACTUATING THE AUXILIARY RELAY IN THE AUTOMATIC PRESSURE
SUPERVISION CIRCUIT.

52
 CONTACT RESISTANCE IS MEASURED SEPARATELY FOR ALL THE
FOUR CONTACTS IN EACH PHASE. FINALLY THE TOTAL RESISTANCE
IS MEASURED.

 CIRCUIT BREAKER IS CLOSED FROM THE LOCAL MANUAL CONTROL

<5C THE OPERATION OF THE BREAKER & INDICATOR
FUNCTIONING ARE CHECKED.

53
 FOLLOWING PRESSURE ARE OBSERVED

a. RECLOSING BLOCKING PRESSURE

b. CLOSING BLOCKING PRESSURE

c. OPENING BLOCKING PRESSURE, IN THE DESCENDING ORDER.

CHECK WITH RISING PRESSURE THE RESETTING VALUE SHOULD
BE 0.3 ATM. (APPROX) ABOVE THE OPERATING VALUE. SLIGHT
DIFFERENCES IN THE GAUGE READING TO THE LABELING IS DUE
TO THE ERROR IN THE GAUGE.

54
 MEASURE THE TIMINGS OF OPERATION USING SUITABLE TIME
RECORDER.
a. CLOSING TIME) 60 & 40 ms AS SPECIFIED
b. OPENING TIME) BY MANUFACTURER
c. MAXIMUM DISCREPANCY BETWEEN POLES - 5 ms

 CLOSE & OPEN OPERATION TIME TESTS ARE CONDUCTED ON EACH

INTERRUPTER AND POLE. FOR THE BREAKER CLOSE-OPEN &. OPEN-
CLOSE TESTS ARE CARRIED OUT. THE PRESSURE DROPS &
REFILLING TIME TAKEN TO REACH SERVICE PRESSURE ARE
RECORDED.

 WHERE RESISTANCE SWITCHING IS APPLICABLE RESISTOR

INSERTION TIME AND PART RESIST INSERTION TIMES ARE TO BE
RECORDED DURING BREAKER CLOSING.

 RESISTANCE INSERTION TIME = TIME MEASURED FROM THE

INSTANT OF TOUCHING OF THE LAST CONTACT OF THE CLOSING
RESISTOR TO THE INSTANT WHEN THE FIRST INTERRUPTING
CHAMBER CLOSES.
55
 PART RESISTOR INSERTION TIME = TIME MEASURED FROM THE
INSTANT OF TOUCHING OF CONTACT OF THE CLOSING RESISTOR
TO THE INSTANT WHEN THE LAST INTERRUPTING CHAMBER
CLOSES.

 RESISTANCE INSERTION TIME SHOULD BE MORE THAN 5 M SEES.

WHERE AS RESISTOR INSERTION TIME = 8 + 2 MS.

56
 THIS IS DONE BY SIMULATING A CONTINUOUS TRIP COMMAND BY
SHORT CIRCUITING THE LOCAL CONTROL (LCS) THUS ENERGISING
THE TRIP COILS.

 COMMAND CONTINUOUS 'CLOSE' BY HOLDING THE LCS IN CLOSE

POSITION. CHECK THAT ONLY CLOSE OPEN OPERATION IS
POSSIBLE.

57
 OPERATION OF POLE OUT OF STEP PROTECTION; FIRST
DISCONNECT ONE OF THE CLOSING COIL TERMINAL & GIVE A
'CLOSE' COMMAND.

 CHECK THAT THE POLES WITH UNBROKEN CLOSING COILS, CLOSE

AND TRIP AFTER A TIME DELAY SET BY THE TIMER.

 DISCONNECT ONE OF THE TRIP COILS FROM THE CONTROL

TERMINAL BLOCK & A TRIP COMMAND.

 CHECK POLES WITH UNBROKEN TRIP COILS TRIP IMMEDIATELY,

FOLLOWED AFTER A TIME LAG, SET IN THE TIMER, BY POLE WITH
BROKEN TRIP CIRCUIT.

 TIMINGS ARE RECORDED IN BOTH THE ABOVE CASES & THE

PROCESS IS REPEATED FOR OTHER TWO POLES.

58
 PICK UP VOLTAGE TRIP : THE D.C. CONTROL SUPPLY VOLTAGE IS
REDUCED EXACTLY TO 50% OF ITS RATED VALUE. GIVE A 3 POLE
TRIP COMMAND <5C CHECK THE OPERATION OF THE BREAKER.

 EMERGENCY TRIP : MANUAL EMERGENCY TRIPPING FROM THE

SOLENOID VALVES PROVIDED ON Y POLE OF THE BREAKER IS
CHECKED.

59
60
 DESCRIPTION: IT CONSISTS OF A SUPPORTING INSULATOR,
DRIVE MECHANISM, ROTATING INSULATOR, OPERATING
MECHANISM AND THE CONTACT DRUMS. THIS IS A MOTOR
OPERATED UNIT.

61
 FOLLOWING GENERAL CHECKS ARE FIRST MADE
 CHECK THE INSULATORS ARE NOT DAMAGED AND THEY ARE
PROPERLY CLEANED.
 ALL MOVING PARTS ARE WELL LUBRICATED.
 DOUBLE & SEPARATE EARTHING HAS BEEN DONE AT
 CHANNEL BASE
 OPERATING BOX MECHANISM
 EARTHING BLADE
 ISOLATOR STRUCTURE BASE.

 MECHANICAL INTERLOCK IS PROVIDED BETWEEN ISOLATOR Ac

EARTH SWITCH. THE CONTROL CABLE ENTRY INTO THE OPERATING
MECHANISM BOX IS NOT PUTTING HINDRANCE TO THE OPERATION
OF ISOLATOR OR EARTH SWITCH. CONTROL CABLE WIRING OF THE
ISOLATOR AND EARTHING SWITCH IS PROVIDED ACCORDING TO
RELEVANT DRAWING. 62
 Thank You!
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JAISWAL

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TUTEJA

63
 A CIRCUIT BREAKER IN WHICH THE CURRENT CARRYING
CONTACTS OPERATE IN SULPHUR HEXAFLUORIDE OR SF6 GAS IS
KNOWN AS AN SF6 CIRCUIT BREAKER.
 SF6 HAS EXCELLENT INSULATING PROPERTY. SF6 HAS HIGH
ELECTRO-NEGATIVITY. THAT MEANS IT HAS HIGH AFFINITY OF
ABSORBING FREE ELECTRON. WHENEVER A FREE ELECTRON
COLLIDES WITH THE SF6 GAS MOLECULE, IT IS ABSORBED BY THAT
GAS MOLECULE AND FORMS A NEGATIVE ION.
 THE ATTACHMENT OF ELECTRON WITH SF6 GAS MOLECULES MAY
OCCUR IN TWO DIFFERENT WAYS,

 THESE NEGATIVE IONS OBVIOUSLY MUCH HEAVIER THAN A FREE

ELECTRON AND THEREFORE OVER ALL MOBILITY OF THE CHARGED
PARTICLE IN THE SF6 GAS IS MUCH LESS AS COMPARED OTHER
COMMON GASES. WE KNOW THAT MOBILITY OF CHARGED
PARTICLE IS MAJORLY RESPONSIBLE FOR CONDUCTING CURRENT
THROUGH A GAS.
 HENCE, FOR HEAVIER AND LESS MOBILE CHARGED PARTICLES IN
SF6 GAS, IT ACQUIRES VERY HIGH DIELECTRIC STRENGTH.
 NOT ONLY THE GAS HAS A GOOD DIELECTRIC STRENGTH BUT ALSO
IT HAS THE UNIQUE PROPERTY OF FAST RECOMBINATION AFTER
THE SOURCE ENERGIZING THE SPARK IS REMOVED.
 THE GAS HAS ALSO VERY GOOD HEAT TRANSFER PROPERTY.
 DUE TO ITS LOW GASEOUS VISCOSITY (BECAUSE OF LESS
MOLECULAR MOBILITY) SF6 GAS CAN EFFICIENTLY TRANSFER HEAT
BY CONVECTION.
 SO DUE TO ITS HIGH DIELECTRIC STRENGTH AND HIGH COOLING
EFFECT SF6 GAS IS APPROXIMATELY 100 TIMES MORE EFFECTIVE
ARC QUENCHING MEDIA THAN AIR.
 DUE TO THESE UNIQUE PROPERTIES OF THIS GAS SF6 CIRCUIT
BREAKER IS USED IN COMPLETE RANGE OF MEDIUM VOLTAGE AND
HIGH VOLTAGE ELECTRICAL POWER SYSTEM.
 THESE CIRCUIT BREAKERS ARE AVAILABLE FOR THE VOLTAGE
RANGES FROM 33KV TO 800KV AND EVEN MORE.
 THE SF6 GAS IS IDENTIFIED AS A GREENHOUSE GAS, SAFETY
REGULATION ARE BEING INTRODUCED IN MANY COUNTRIES IN
ORDER TO PREVENT ITS RELEASE INTO ATMOSPHERE.

 PUFFER TYPE DESIGN OF SF6 CB NEEDS A HIGH MECHANICAL

ENERGY WHICH IS ALMOST FIVE TIMES GREATER THAN THAT OF
OIL CIRCUIT BREAKER.
 THERE ARE MAINLY THREE TYPES OF SF6 CB DEPENDING
UPON THE VOLTAGE LEVEL OF APPLICATION-

 SINGLE INTERRUPTER SF6 CB APPLIED FOR UP TO 245 KV(220 KV)

SYSTEM.

 TWO INTERRUPTER SF6 CB APPLIED FOR UP TO 420 KV(400 KV)

SYSTEM.

 FOUR INTERRUPTER SF6 CB APPLIED FOR UP TO 800 KV(715 KV)

SYSTEM.
 THE WORKING OF SF6 CB OF FIRST GENERATION WAS QUITE
SIMPLE IT IS SOME EXTENT SIMILAR TO AIR BLAST CIRCUIT
BREAKER.

 HERE SF6 GAS WAS COMPRESSED AND STORED IN A HIGH

PRESSURE RESERVOIR.

 DURING OPERATION OF SF6 CIRCUIT BREAKER THIS HIGHLY

COMPRESSED GAS IS RELEASED THROUGH THE ARC IN BREAKER
AND COLLECTED TO RELATIVELY LOW PRESSURE RESERVOIR AND
THEN IT PUMPED BACK TO THE HIGH PRESSURE RESERVOIR FOR
RE UTILIZE.
 THE WORKING OF SF6 CIRCUIT BREAKER IS LITTLE BIT
DIFFERENT IN MODERN TIME.

 INNOVATION OF PUFFER TYPE DESIGN MAKES OPERATION OF SF6

CB MUCH EASIER.

 IN BUFFER TYPE DESIGN, THE ARC ENERGY IS UTILIZED TO

DEVELOP PRESSURE IN THE ARCING CHAMBER FOR ARC
QUENCHING.
 HERE THE BREAKER IS FILLED WITH SF6 GAS AT RATED PRESSURE.

 THERE ARE TWO FIXED CONTACT FITTED WITH A SPECIFIC

CONTACT GAP.

 A SLIDING CYLINDER BRIDGES THESE TO FIXED CONTACTS.

 THE CYLINDER CAN AXIALLY SLIDE UPWARD AND DOWNWARD

ALONG THE CONTACTS.

 THERE IS ONE STATIONARY PISTON INSIDE THE CYLINDER WHICH

IS FIXED WITH OTHER STATIONARY PARTS OF THE SF6 CIRCUIT
BREAKER, IN SUCH A WAY THAT IT CAN NOT CHANGE ITS
POSITION DURING THE MOVEMENT OF THE CYLINDER.

 AS THE PISTON IS FIXED AND CYLINDER IS MOVABLE OR SLIDING,

THE INTERNAL VOLUME OF THE CYLINDER CHANGES WHEN THE
CYLINDER SLIDES.
 DURING OPENING OF THE BREAKER THE CYLINDER MOVES
DOWNWARDS AGAINST POSITION OF THE FIXED PISTON HENCE
THE VOLUME INSIDE THE CYLINDER IS REDUCED WHICH
PRODUCES COMPRESSED SF6 GAS INSIDE THE CYLINDER.

 THE CYLINDER HAS NUMBERS OF SIDE VENTS WHICH WERE

BLOCKED BY UPPER FIXED CONTACT BODY DURING CLOSED
POSITION.

 AS THE CYLINDER MOVE FURTHER DOWNWARDS, THESE VENT

OPENINGS CROSS THE UPPER FIXED CONTACT, AND BECOME
UNBLOCKED AND THEN COMPRESSED SF6 GAS INSIDE THE
CYLINDER WILL COME OUT THROUGH THIS VENTS IN HIGH SPEED
TOWARDS THE ARC AND PASSES THROUGH THE AXIAL HOLE OF THE
BOTH FIXED CONTACTS.

 THE ARC IS QUENCHED DURING THIS FLOW OF SF6 GAS.

 DURING OPENING OF THE BREAKER THE CYLINDER MOVES
DOWNWARDS AGAINST POSITION OF THE FIXED PISTON HENCE
THE VOLUME INSIDE THE CYLINDER IS REDUCED WHICH
PRODUCES COMPRESSED SF6 GAS INSIDE THE CYLINDER.

 THE CYLINDER HAS NUMBERS OF SIDE VENTS WHICH WERE

BLOCKED BY UPPER FIXED CONTACT BODY DURING CLOSED
POSITION.

 AS THE CYLINDER MOVE FURTHER DOWNWARDS, THESE VENT

OPENINGS CROSS THE UPPER FIXED CONTACT, AND BECOME
UNBLOCKED AND THEN COMPRESSED SF6 GAS INSIDE THE
CYLINDER WILL COME OUT THROUGH THIS VENTS IN HIGH SPEED
TOWARDS THE ARC AND PASSES THROUGH THE AXIAL HOLE OF THE
BOTH FIXED CONTACTS.

 THE ARC IS QUENCHED DURING THIS FLOW OF SF6 GAS.

 BOTH INSULATION RESISTANCE TEST (IR VALUE TEST) AND
POLARIZATION INDEX TEST (PI VALUE TEST) ARE CONDUCTED ON
HV MACHINE TO DETERMINE SERVICE CONDITION OF THE
INSULATION.

 IN HV MACHINES AND WINDING ARE LIKELY TO BE AFFECTED BY

MOISTURE AND CONTAMINATION.

 PI TEST IS CONDUCTED SPECIALLY TO DETERMINE THE DRYNESS

AND CLEANLINESS OF WINDING INSULATION.
 IN INSULATION RESISTANCE TEST, A HIGH DC VOLTAGE IS
APPLIED ACROSS, CONDUCTOR AND GROUND MORE SPECIFICALLY.

 THE VOLTAGE IS APPLIED ACROSS THE INSULATOR.

 DUE TO THIS APPLIED HIGH DC VOLTAGE THERE WILL BE A

CURRENT THROUGH THE ELECTRICAL INSULATOR.

 BIG DIVIDING THE APPLIED VOLTAGE BY THIS CURRENT WE GET

THE ACTUAL RESISTIVE VALUE OF THE INSULATOR.
 SAY THE APPLIED HIGH VOLTAGE IS V AND CORRESPONDING
CURRENT THROUGH THE INSULATOR IS I. HENCE AS PER OHM’S
LAW THE VALUE OF INSULATION RESISTANCE IS

 THIS TEST IS GENERALLY DONE BY MEANS OF MEGGER.

 MEGGER GIVES REQUIRED DIRECT (DC) VOLTAGE ACROSS THE
INSULATOR AN IT ALSO
 SHOWS THE RESISTIVE VALUE OF INSULATOR DIRECTLY IN MOHM
RANGE.
 THE MEGGER ARE GENERALLY OF 500 V, 2.5 KV AN 5 KV.
 500 V MEGGER ARE USED FOR INSULATION TEST UPTO 1.1 KV
RATED INSULATION.
 FOR HIGH VOLTAGE TRANSFORMER, OTHER HV EQUIPMENT AND
MACHINES, 2.5 OR 5 KV MEGGER ARE USED.
 IN INSULATION RESISTANCE TEST, A HIGH DC VOLTAGE IS
APPLIED ACROSS, CONDUCTOR AND GROUND MORE SPECIFICALLY.

 THE VOLTAGE IS APPLIED ACROSS THE INSULATOR.

 DUE TO THIS APPLIED HIGH DC VOLTAGE THERE WILL BE A

CURRENT THROUGH THE ELECTRICAL INSULATOR.

 BIG DIVIDING THE APPLIED VOLTAGE BY THIS CURRENT WE GET

THE ACTUAL RESISTIVE VALUE OF THE INSULATOR.
 AS ALL INSULATORS ARE DIELECTRIC IN NATURE THEY HAVE
ALWAYS A CAPACITIVE PROPERTY.

 DUE TO THAT, DURING APPLICATION OF VOLTAGE ACROSS THE

ELECTRICAL INSULATOR, INITIALLY THERE WILL BE A CHARGING
CURRENT.

 BUT AFTER SOME TIME WHEN THE INSULATOR IS TOTALLY

CHARGED, THE CAPACITIVE CHANGING CURRENT BECOMES ZERO
AND THEN ONLY RESISTIVE CONDUCTIVE CURRENT PRESENTS IN
THE INSULATOR.

 THAT IS WHY IT IS ALWAYS RECOMMENDED TO DO INSULATION

RESISTANCE TEST AT LEAST FOR 1 MINUTE AS IT IS PROVED THAT
CHARGING CURRENT TOTALLY BECOMES ZERO AFTER 1 MINUTE.
 ONLY MEASURING INSULATION RESISTANCE BY MEGGER FOR 1
MINUTE DOES NOT ALWAYS GIVE RELIABLE RESULT. AS THE
RESISTIVE VALUE OF AN ELECTRICAL INSULATOR ALSO VARIES
WITH TEMPERATURE.
 THIS DIFFICULTY IS PARTIALLY SOLVED BY INTRODUCING
POLARITY INDEX TEST OR IN SHORT PI VALUE TEST. THE
PHILOSOPHY BEHIND PI TEST IS DISCUSSED BELOW.
 ACTUALLY WHEN A VOLTAGE IS APPLIED ACROSS AN INSULATOR
THERE WILL BE A LEAKAGE CURRENT FROM LINE TO GROUND.
 ALTHOUGH THIS LEAKAGE CURRENT IS VERY SMALL IS IN
MILLAMPERE OR SOMETIMES IN MICRO AMPERE RANGE, BUT IT
HAS MAINLY FOUR COMPONENTS

1) CAPACITIVE COMPONENT.
2) RESISTIVE OR CONDUCTIVE COMPONENT.
3) SURFACE LEAKAGE COMPONENT.
4) POLARIZATION COMPONENT.
 CAPACITIVE COMPONENT
 WHEN A DC VOLTAGE IS APPLIED ACROSS IN INSULATOR, BECAUSE
OF ITS DIELECTRIC NATURE THERE WILL BE AN INITIAL HIGH
CHARGING CURRENT THROUGH THE INSULATOR FROM LINE TO
GROUND. ALTHOUGH THIS CURRENT DECAYS EXPONENTIALLY AND
BECOMES ZERO. GENERALLY THIS CURRENT EXISTS FOR INITIAL 10
SECONDS OF THE TEST. BUT IT TAKES NEARLY 60 SECONDS TO
DECAY TOTALLY.

 RESISTIVE OR CONDUCTIVE COMPONENT

 THIS CURRENT IS PURELY CONDUCTIVE IN NATURE FLOWS
THROUGH THE INSULATOR AS IF THE INSULATOR IS PURELY
RESISTIVE. THIS IS DIRECT FLOW OF ELECTRONS. EVERY
INSULATOR SHOULD HAVE THIS COMPONENT OF ELECTRIC
CURRENT. SINCE IN PRACTICE EVERY MATERIAL IN THIS UNIVERSE
PERSISTS SOME SENSITIVE NATURE.
 THE RESISTIVE OR CONDUCTIVE COMPONENT OF INSULATOR
LEAKAGE CURRENT REMAINS CONSTANT THROUGHOUT THE TEST.
 SURFACE LEAKAGE COMPONENT
 DUE TO DUST, MOISTURE AND OTHER CONTAMINANTS ON THE
SURFACE OF THE INSULATOR, THERE IS ONE SMALL COMPONENT
OF LEAKAGE CURRENT THROUGH THE OUTER SURFACE OF THE
INSULATOR.

 POLARIZATION COMPONENT

 EVERY INSULATOR IS HYGROSCOPIC IN NATURE. SOME

CONTAMINANT MOLECULES AND MAINLY MOISTURE IN
INSULATOR ARE VERY POLAR. WHEN AN ELECTRIC FIELD IS
APPLIED ACROSS INSULATOR THE POLAR MOLECULES ALIGN
THEMSELVES ALONG THE DIRECTION OF ELECTRIC FIELD. THE
ENERGY REQUIRED FOR THIS ALIGNMENT OF POLAR MOLECULES,
COMES FROM VOLTAGE SOURCE IN FORM OF ELECTRIC CURRENT.
THIS CURRENT IS CALLED POLARIZATION CURRENT. IT
CONTINUES UNTIL ALL THE POLAR MOLECULES ALLIED
THEMSELVES ALONG THE DIRECTION OF ELECTRIC FIELD.
 IT TAKES AROUND 10 MINUTES TO ALIGN THE POLAR MOLECULES
ALONG ELECTRIC FIELD AND THAT IS WHY IF WE TAKE MEGGER
RESULT FOR 10 MINUTES, THERE WOULD BE NO EFFECT OF
POLARIZING IN MEGGER RESULT.

 SO WHEN WE TAKE MEGGER VALUE OF AN INSULATOR FOR 1

MINUTE, THE RESULTS REFLECTS, THE IR VALUE WHICH IS FREE
FROM EFFECT OF CAPACITIVE COMPONENT OF LEAKAGE CURRENT.
AGAIN WHEN WE TAKE MEGGER VALUE OF AN INSULATOR FOR 10
MINUTES, THE MEGGER RESULT SHOWS THE 12 VALUE, FREE FROM
AFFECTS OF BOTH CAPACITIVE COMPONENT AND POLARIZATION
COMPONENT OF LEAKAGE CURRENT.

 POLARIZATION INDEX IS THE RATIO OF MEGGER VALUE TAKEN

FOR 10 MINUTES TO THE MEGGER VALUE TAKEN FOR 1 MINUTE.
THE SIGNIFICANCE OF POLARIZATION INDEX TEST.
LET I IS THE TOTAL INITIAL CURRENT DURING POLARIZATION INDEX
TEST OR PI TEST.

IC IS THE CAPACITIVE CURRENT.

IR IS RESISTIVE OR CONDUCTIVE CURRENT.

IS IS SURFACE LEAKAGE CURRENT.

IP IS POLARIZATION CURRENT OF THE INSULATOR.

VALUE OF INSULATION RESISTANCE TEST OR IR VALUE TEST, I.E.

VALUE MEGGER READING JUST AFTER 1 MINUTE OF THE TEST, IS-
MEGGER VALUE OF 10 MINUTE TEST, IS

THEREFORE, RESULT OF POLARIZATION INDEX TEST, IS

FROM THE ABOVE EQUATION IT IS CLEAR THAT, IF THE VALUE OF (IR

+ IS) >> IP, THE PI OF INSULATOR APPROACHES TO 1. AND LARGE IR
OR IS OR BOTH INDICATE UNHEALTHINESS OF THE INSULATION.
TH VALUE OF IP BECOMES HIGH IF (IR + IS) IS VERY SMALL
COMPARED TO IP. THIS EQUATION INDICATES THAT HIGH
POLARIZATION INDEX OF AN INSULATOR IMPLIES HEALTHINESS OF
INSULATOR. FOR GOOD INSULATOR RESISTIVE LEAKAGE CURRENT IL
IS VERY TINY.
IT IS ALWAYS DESIRED TO HAVE POLARIZATION INDEX OF AN
ELECTRICAL INSULATOR MORE THAN 2. IT IS HAZARDOUS TO HAVE
POLARIZATION INDEX LESS THAN 1.5.