Industrial Visit Reports: College of Engineering Trivandrum

Industrial Visit Report
COLLEGE OF ENGINEERING TRIVANDRUM
INDUSTRIAL VISIT REPORTS
Submitted in partial fulfilment of the requirements for the award of

Bachelors of Technology Degree in
Electrical and Electronics Engineering
University of Kerala
Submitted by
K B ANANDU
B-Tech
Electrical and Electronics Engineering
University Register No: 14400055
Department of Electrical Engineering

College of Engineering Trivandrum
Thiruvananthapuram-16
2017
Department of Electrical Engineering, College of Engineering, Trivandrum. 1

ACKNOWLEDGEMENT
The satisfaction and euphoria that accompany the successful completion

of a task would be incomplete without the mention of the people who
made it possible, whose constant guidance and encouragement crowned
our effort with success.
I thank the Almighty for bestowing his blessings and grace which
enabled us for the successful completion of this training. I extend my
sincere gratitude to The Chairman, KSEB Ltd. for the granting us the
permission for conducting the visits.
I would also like to thank the Executive Engineer, Sabarigiri
Hydroelectric PowerStation.
I would also like to thank Deputy Chief Engineer, Brahmapuram
Diesel power plant for extending his help despite his busy schedule.
I would like to extent my sincere gratitude to Suresh Kumar, Chief
General Manager, KELTRON Karakulam for his support guidance and
overwhelming inspiration.
I also acknowledge my gratitude to other members of faculty in the
Department of Electrical Engineering, my family and friends for their
whole hearted cooperation and encouragement. Above all, I thank GOD
Almighty, without whose help, I wouldn’t have reached this far.
K B ANANDU
CET

SUMMARY OF INDUSTRIAL VISITS
Sl. PLACE OF VISIT DATE OF VISIT PAGE NUMBER

No
1. SABARIGIRI 24-05-2017 4
HYDROELECTRIC POWER
STATION, MOOZHIYAR
2. BRAHMAPURAM DIESEL POWER 31-05-2017 13

PLANT, KOCHI
3. KELTRON, TRIVANDRUM 11-08-2017 35

SABARIGIRI
HYDROELECTRIC POWER
STATION
Moozhiyar, Pathanamthitta, Kerala,
South India

HYDROELECTRIC POWER
Hydro means ”water”. So, hydropower is ”water power” and hydroelectric

power is electricity generated using water power. Potential energy (or
the ”stored” energy in a reservoir) becomes kinetic (or moving energy).
This is changed to mechanical energy in a power plant, which is then
turned into electrical energy. Hydroelectric power is a renewable
resource.
In an impoundment facility , water is stored behind a dam in a reservoir.
In the dam is a water intake. This is a narrow opening to a tunnel called
a penstock. Water pressure (from the weight of the water and gravity)
forces the water through the penstock and onto the blades of a turbine.
A turbine is similar to the blades of a child’s pinwheel. But instead of
breath making the pinwheel turn, the moving water pushes the blades
and turns the turbine. The turbine spins because of the force of the
water. The turbine is connected to an electrical generator inside the
powerhouse. The generator produces electricity that travels over long-
distance power lines to homes and businesses. The entire process is
called hydroelectricity.

SABARIGIRI POWERHOUSE
Sabarigiri hydroelectric project was the first domestically designed and

implemented hydroelectric project in Kerala. This was the biggest of the
hydroelectric projects taken up for construction by the Kerala State
Electricity Board (KSEB) at that time. Sabarigiri Hydroelectric Project
(IHEP) is the second largest hydro electric project in Kerala. The project
was commissioned in 1966 with an installed capacity of 300 MW. The
RMU of the Project was undertaken during the period from 2005 to 2009,
increasing the installed capacity to 340 MW.
The water for the plant is collected with the help of a series of dams like
Pamba dam, Anathode dam and the Kakki dam. The water to the
generating station is taken from the Kakki dam and is fed to the turbine
generator set for electricity production. It uses Allis Chambers
manufactured vertical axis impulse type 4 jet Pelton turbine.

Two reservoirs contribute the water required for operation of the project.:
1. PAMPA RESERVOIR
This reservoir is formed by the Pamba dam constructed across Pamba
river. The water from this reservoir is flowing to the Kakki reservoir
through an underground tunnel of length 3.21 km.
Water Speed Area Catchment Area - 90.88 sq. km
Average Rainfall - 4572 mm
Full Reservoir Level (FRL) - 3236 Ft (Above MSL)
Minimum Drawdown level (MDDL) - 3160 Ft (Above MSL)
Effective Storage at FRL - 31.45 MCM
2. KAKKI RESERVOIR
This reservoir is formed by construction of a dam across Kakki river. The

water received from the Pamba reservoir and the rainfall received in its
own catchment area form the water resource of this reservoir. The intake
of the Powerhouse is from this reservoir.
Water Speed Area - 17.6 sq. km
Catchment Area - 225.51 sq. km
Average Rainfall - 4572 mm
Full Reservoir Level (FRL) - 3200 Ft (Above MSL)
Minimum Drawdown level (MDDL) - 3135 Ft (Above MSL)
Effective Storage at FRL - 447.76 MCM
Energy Equivalent at FRL - 722 MU
Average head at power house - 2499 ft

The Power Station was commissioned during 1966 -67 with six
generators having vertical shaft pelton turbine as the prime mover. After
power generation, water from the power station is released to the
Moozhiyar reservoir.
DETAILS
Project Commissioned :1966

Main reservoir : Kakki
River dammed : Kakki and Anathode rivers
(tributaries of Pamba)
Name of Dam : Kakki
Height of the dam : 1.16 m
Crest length of the dam : 336 m
Altitude above sea level main reservoir
Maximum : 981.46 m
Minimum : 908.3 m
Design Capacity (M We) : 335
Finn Capacity (M We) : 153
SG Wh per year at water head (m) : 750
Configuration of Power Houses : One Surface Power House
Electrical Power Grid connected : Regional Grid
At full reservoir level,
Surface Area : 17.51 sq.km.

Altitude : 981.46 m
Capacity of main reservoir at ERL : 460 MM Cum
Usefül : 446.8 MM Cum
Energy content at FRL : 916 GWh

Location of the powerhouse

Place - Moozhiyar
Village - Seethathode
Taluk - Ranni
District - Pathanamthitta
Before Renovation, Modernisation and Uprating (RMU) works

Installed Capacity - 300 MW
Prime Mover - Vertical shaft pelton turbine
Date of Commissioning of the units
Unit Rating Date of

Commissioning
U1 50 MW 18.04.1966
U2 50 MW 14.06.1966
U3 50 MW 29.12.1966
U4 50 MW 22.06.1967
U5 50 MW 09.09.1967
U6 50 MW 26.11.1967
RMU works were undertaken in the Power Station from 2005 to 2009 .
During renovation work unit No. 4 was also up rated to 55 MW and put
into service on 11-2-2007. In a fire accident that happened 16-5-2008,
unit No 4 was completely destroyed. The whole machine parts were
dismantled and new machine was erected with an enhanced capacity of

60 MW on 6-5-2014 The unit No 4 Capacity of units 4 and 6 were

enhanced by 10 MW each and all other units were enhanced by 5 MW.
Thus the total installed capacity of the station is 340 MW. The new
capacity rating and commissioning dates of renovated units are as below
After Renovation, Modernisation and Uprating (RMU) works

Installed capacity - 340 MW
Firm annual generation capability - 1338 MU
Power evacuation : The power generated in the station is evacuated

using six 220 kV feeders including the interstate Moozhiyar -Theni
feeder .
Unit Rating Date of
Commissioning
U1 55 MW 03.12.2009
U2 55 MW 07.02.2009
U3 55 MW 17.03.2008
U4 55 MW 06.05.2014
U5 55 MW 05.05.2006
U6 55 MW 0.1.07.2005

Generation in MU for the past few years
Year 2009- 2010- 2011- 2012- 2013- 2014-

10 11 12 13 14 15
Generat 1402.39 1372.63 1434.71 862.34 1635.44 1224.84

- ion in
MU
The 300 MW Sabarigiri Hydro Electric Project, which was added to the
Kerala System in 1966, enjoyed the special status of having a capacity
higher than the capacities of all the other projects (including Sholayar
which was also in the final stages of commissioning in 1966), in the
Kerala system put together. Sabarigiri also elevated Kerala to a power
surplus state in 1966.
ALTERNATOR
The hydro electric generators have vertical shaft and are salient pole
synchronous generators. The alternator were made by Allis Chambers.
Technical Specifications
Apparent Power : 64.7 MVA
Rated Power : 55 MW
Voltage Rating : 11000 Volts
Phases :3 Φ
Frequency : 50 Hz
Power factor : 0.85 pf lagging
No. of Poles : 12
Rotor rated speed : 500 RPM

CONCLUSION
It is the second largest generating station in Kerala with an installed

capacity of 340MW. It consists of four 55MW and two 60MW generators.
They contribute to around 2% of the annual energy demand of the state.
All the important parts, the working and maintenance of the plant have
been studied.

BRAHMAPURAM DIESEL
POWER PLANT
Kochi, Kerala, South India

INTRODUCTION
BDPP generates a maximum power of 106.6 MW. It was commissioned

in the year 1999. In the past, industrial area around Kochi used to
experience appreciable power shortage during peak load times. The
commissioning of BDPP into the grid had a great impact on this area
often during the failures of the major power generation in Kerala. Power
is generated using five 21.32 MW engines. The switching to grid use a
M.V system and a switchgear system. A low voltage is provided for the
internal power demands. The prime mover used is SEMT-Pielstick.
Alternators are of GEC-Alstom. The control of the plant is monitored by
PLC system.
DIESEL GENERATOR HALL
The DG hall houses the entire prime mover alternator set. The
prime mover used at BDPP is SEMT Pielstick diesel engines. It is a 4-
stroke turbo charged and inter cooled engine with direct twin fuel
injection. The engine uses two fuels - primary fuel being LSHS. Diesel is
used for starting and stopping purposes.
● Cylinder bore : 460 mm

● Stroke : 580 mm
● No. of valve : 2 inlet& 2 outlets
● Cylinder configuration : 18 in v form
● V-angle : 45
● Compression ratio : 14:1
● Direction of rotation : clockwise
● Cylinder output : 1050 kW
● Speed : 500 rpm
● Piston speed : 9.7 m/s
● Mean effective pressure : 26.1 bar
● Firing pressure : 200 bar
● Charge air pressure : 3.1 bar

The engine has 18 cylinders, arranged in two banks with 9 cylinders in

each bank. The banks are aligned in V - shape at an angle of 45
degrees. The cylinders have a diameter of 46 cm. The firing order of the
engine is given below:
A1-B8-A7-B6-A4-B3-A2-B9-A8
B5-A6-B1-A3-B7-A9-B4-A5-B2
The piston reciprocates in these cylinders with a stroke length of 580 cm.
each cylinder has a set of valves – inlet valve and exhaust valve and a
fuel injection system. A cam mounted on a cam shaft operates these
valves. The cam shaft is coupled to the crank shaft with asset of gears.
The profile of the cams is arranged suitably for the perfect timing of the
operation of the valves. Cam shaft is composed of a number of cams
connected together to form a single shaft. This arrangement provides an
economic method for replacement of individual cams during faults. The
fuel injection system can be broadly divided into two parts -pressurizing
unit and atomizing unit. Pressurizing unit consists of a plunger which
reciprocates in a cylinder called barrel. These together forms a fuel
pump which pressurize the fuel to about 450 bars. Atomizing units are
nozzles which provide a fine spray of fuels into the cylinder. Two
nozzles–main nozzle and pilot nozzle are present in each cylinder. A
cam provides the up and down motion of the plunger in the barrel.
The speed of the engine is maintained constant even when the load on
the alternator varies. This is attained with the help of a governor. It
adjusts the fuel input to the cylinder with load, which more fuel is
supplied when the load is high and less fuel when the load is low. The
quantity of fuel is controlled by providing a helical groove on the plunger.
The relative angular position of the groove with spill pot determines the
amount of fuel injected to the cylinder. This angular displacement is
obtained by a rack and pinion arrangement.

A mechanical over speed trip device is fitted at one end of the cam shaft.
A centrifugal force which comes to play at high speeds of the shaft
activates the device and the fuel supply is cut off. This device is set for a
speed of 565 rpm. A safety valve is provided at the top of the cylinder. It
is set for a maximum pressure of 240 bars. To improve the efficiency of
the engine a turbocharger is provided which is a turbine- compressor
system. The turbine is driven by the exhaust gas which in turn drives the
compressor. Hence the air is compressed to about 3 bars. The
compressed air is cooled to maintain a particular temperature using HT
water. The turbocharger works at 15000 rpm. For every 150 hrs the
turbine is washed which is known as turbo wash.
STARTING
The starting sequences of the engine are given below
1. Start
2. Blow Through Process
3. Starting air cranks the shaft[120rpm]
4. Diesel ignition started[350rpm]
5. Excitation started[5MW-10%.of rated load]
6. LSHS ignition started[7MW]
7. Back field excitation stared
Maximum over speed of the machine is limited such that engine will
electrically trip at 555 rpm and if the relay is not operated mechanical
tripping occurs at 565 rpm. The signal voltage corresponding to 555rpm
is 8.46 volt.
Engine starting conditions
● Lube oil inlet pressure > 0.57 bar

● Fuel oil inlet pressure > 0.2 bar
● Starting air pressure > 18 bar

● HT water A bank outlet temperature > 60° C

● HT water B bank outlet temperature > 60° C
● Turning gear disengaged
● Mechanical over speed put down inactive
● Electric pneumatic stop valve closed
● Earthing switch open
● MCB not open in AVR circuit
● Protection relay fault inactive
● Breaker trip alarm inactive
● Shutdown alarm inactive
● Engine stopped
● Power plant emergency stop inactive
● CFC emergency stop inactive
● CFE emergency stop inactive
Safety Check Conditions
● HT/LT Water : 3bar normal

: 2bar alarm
: 1.5 bar trip
● Lube Oil : 4bar normal

: 3bar alarm
: 2bar trip
● Electrical over speed : 555 rpm

● Mechanical over speed : 565 rpm

Running condition of Engine
● Charge air : 2.9 bar

● Starting air : 20.5 bar
● LT water : 3.4 bar
● HT water : 2.9 bar
● Fuel : 0.2 bar
● Lube oil : 4.6 bar
● Speed : 500 rpm
● Ignition pressure : 170 bar
ALTERNATOR
Alternator (3-phase) is used to convert mechanical energy into

electrical energy. The alternator is a synchronous machine which runs at
synchronous speed generating 3-phase supply. Rating of alternator used
in this plant is 21.32MVA, 11KV, 0.85pf.The winding used is double slot
lap winding. Rotating pole is a salient pole type. There are 12 poles. The
machine runs at 500 rpm.
N= 120f/p
P= no of poles=12,
N= speed in rpm=500

So the voltage produced is of frequency 50Hz. The speed of alternator is

low compared with turbo generator, so salient pole rotor is used. Five
such alternators are used.
The excitation system used in this plant is brushless excitation. In this

system the ac exciter driven by the main synchronous machine has
stationary field and rotating armature. The 3-phase power from the ac
exciter is fed along the main shaft to the rotating silicon diode 3-phase
rectifier mounted on the same shaft. The output from the alternator is
also given along the main shaft to the main alternator field without any
slip rings and brushes. So this system is called brushless excitation
system.
Specification of exciter
· Input : 76V, 9.1 A
· Output : 146V, 405 A
· RPM : 500
· Frequency : 66.7
· Capacity : 59.1 KW
· Connection : Star
· No. of stator poles : 16
· No. of rotor pole : 96
· Rotor DC terminal Resistance : 0.5 ohm
GENERATING TRANSFORMER
Specifications
● Type : outdoor
● No. of winding per phase : 3

● Cooling : ONAF
● Rating : 38 MVA
● Voltage : 11/110 KV
● Current : 1996.85 A at LV
: 199.68 A at HV
● Connection : Delta / Star

● Tapping : On load
● Normal tap position : 6
● Make : BHEL
STATION TRANSFORMER
The 4 ST's installed in the plant provide the low voltage of 433V for
the station purposes. Its capacity is 2000KVA with 11000/433V rating.
There is one standby station transformer
MV SWITCH GEAR
The MV Switchgear is located in the MV room. In this plant there

are 5 generators each producing a voltage of 11KV. There are 4
transformers and one transformer standby. The outputs of 2 generators
are connected to a single bus. Thus, there are four buses in total (Bus A,
Bus B, Bus C, Bus D). For the outputs of the 2 generators to be
connected to a bus it must be synchronized, the voltage, frequency &
phase of each generator output should be same. The bus bar current is
2000 ampere. All these operations are done in MV Switchgear room.
This room mainly consists of circuit breakers. There are different type of
circuit breakers, e.g. Vacuum CB, SF6 CB. The main use of CB is to
quench the arc that is formed when a conducting line is open circuited.
Here we use vacuum CB. The circuit breaker current carrying capacity is
1250 ampere.
The output of generators is connected to MV room by cables. They are

connected to bus through circuit breakers. Now the bus voltage is 11KV

and it has to be stepped up to 110 KV. For this bus is connected to a

step-up transformer through a circuit breaker. Each generator is
grounded through 635ohm resistor. This resistance bank is known as
Neutral Grounding Resistance [NGR]. For measuring the bus voltage
and current there is a potential transformer. The bus is connected to the
station transformer through a circuit breaker. The station transformer
provides the working voltage for the machines and motors in the plant.
There are so many relays such as 1. Trip Circuit Supervision Relay,
2.0ver Current Relay, 3.Over Fluxing Relay, 4.Earth Fault Relay,
Stripping Relay, 6.Definite Time Relay. Lightning Arrester is also
provided for protection.
LV SWITCH GEAR
LV switchgear is located in the LV room. Low voltage switch gear

supplies power to all the motors and machines within the plant. LV
switch gear is constituted by a number of buses called MCC (Motor
Control Cubicle). Such 14 MCCs are present in the plant. Supply to the
MCCs is taken from the station transformers. The MCC works at 440V.
Outputs of the four transformers are connected to four different MCCs
through Circuit breakers. These MCCs are also interconnected through
Circuit breakers. This interconnection helps in providing supply to any of
the MCCs if supply is present in at least one MCC. Separate MCCs are
present for each engine. The supply to drive the auxiliary system of each
engine is taken from the corresponding MCC. So a total of 8 MCCs are
responsible for the supply to the engines. MCC9 is considered as the
most important MCC as all the important operations in the plant gets
supply from this MCC. Supply to MCC9 is ensured always. A black start
generator is connected to MCC9 so that supply can be obtained from it
even during a complete blackout of the entire power grid. The operations
of the other MCC are given below:
● MCC 10 -Lighting purpose

● MCC11 -Fuel treatment house
● MCC 12 -fire water pump house

● MCC 13 -water treatment plant

● MCC 14 –BPCL
BATTERY ROOM
In the battery room, there are 55 cells of 2 volts each, giving 110V.
It has a capacity of 300 Ah. It is a float rectifier cum boost charger. The
battery supplies the necessary dc voltage for display and lighting
purposes at emergency
BLACK START DIESEL GENERATOR
It is provided to prevent the plant shut down during the grid failure.
It is an AC generator Specification of generator are given below.
● Rating : 500KVA
● Voltage : 415
● Current : 695.6
● Speed : 1500 rpm
● Rotor : Salient pole
● Excitation : Self excited ac
Parallel Operation
Back synchronizing is done as given below.
● Speed is increased to get the rated frequency

● The synchro-scope switch is closed and the governor of the
incoming set is adjusted until the pointer of the synchro-scope
is rotating as slow as possible.
● Excitation is increased around the rated voltage.
● As the pointer of the synchro-scope approaches the top
vertical position when rotating in the clockwise direction, main
switch is closed.
● The governor is adjusted to take the rated load.

ENGINE AUXILIARY SYSTEMS
Engine auxiliary systems are necessary for the proper functioning

of the Diesel Engine. Even though the auxiliary system is not a part of
the engine, it ensures that all the necessary conditions required for the
engine to operate are met. It is provided near by the diesel engine and
for each engine a separate auxiliary system is present. The Engine
Auxiliary System consists of the following parts:
● Fuel system
● Lubricating oil system
● Compressed air system
● Cooling water system
● Charge air and exhaust gas system
FUEL SYSTEM: FUEL TREATMENT HOUSE
The fuel system is the most important auxiliary system of an

engine, the fuel being the most necessary criterion for the engine to
function. BDPP uses two types of fuels for the running of the Diesel
Engine. The primary fuel is LSHS (Low Sulphur Heavy Stock), also
named HFO (Heavy Fuel Oil). Diesel is the secondary fuel. It is also
termed as LFO (Light Fuel Oil). Correspondingly, the fuel system is
divided into two: HFO System and LFO System.
LSHS lies among the last products obtained in petroleum refineries. It is

a tar like substance having very high viscosity and low pour point. A
single engine requires about 3 tone fuels for working one hour. Hence
the low cost and low Sulphur content of LSHS makes it more prominent
in use as a fuel than diesel. But diesel is used while starting and
stopping an engine except during emergency where the engine is
stopped with LSHS.
While starting, diesel is passed into the engine and after the load
reaches 30% of engine capacity of 21.32MW (i.e. about 6.5MW), the fuel
is switched to LSHS. Diesel is used when the plant is shut down for a

long period for maintenance. LSHS is flushed out and diesel is fed in
using a selector valve. The use of LSHS here can cause it to clog the
pipes as it solidifies unless the temperature is maintained at a critical
temperature.
HFO system: The fuel used here is provided by Bharath Petroleum

Limited (BPCL). It is pumped to 2 HFO storage tanks, in their yard, by
unloading pump unit. Each tank has a capacity of 5OOkl. According to
its need KDPP transfers LSHS from the storage tank to HFO buffer tank
using a transfer pump through a3-way valve. There are two buffer tanks
of capacity 600kl each.
The HFO contains a large amount of impurities and it has to be purified

before it can be used, hence it is passed through a HFO separator which
uses a centrifugal action to clean the fuel off impurities. The fuel is then
stored in a HFO day tank. There is 2 Day tank of 300kl capacity each
.These HFO day tank contained clean purified fuel ready for use. The
sludge from the HFO separator is collected in a sludge tank and sent for
treatment.
The HFO feeder pump pumps the fuel to the HFO booster unit at a
pressure of around 4 to 5 bar. From here, fuel passes to the fuel oil unit
and finally to the engine.
HFO FUEL SYSTEM
1. Unloading pump
2. HFO storage tank (2*5000kl)
3. HFO transfer pump
4. HFO buffer tank (2*600kl)
5. HFO separator
6. HFO day tank (2*3000kl)

7. HFO feeder pump
8. HFO booster unit
9. Fuel oil unit
10. Diesel engine
11. Storage tank
LFO System: The fuel, which is diesel in this case, is brought by BPCL
and stored in their LFO storage tanks using an unloading pump. There
are two storage tanks of 450kl capacity each. The LFO transfer pump
pumps diesel to LFO day tank. Purifiers are not necessary here as diesel
is a clean fuel. There is no chance of contaminations. The LFO day tank
has a capacity of 200kl. The LFO feeder pump supplies LFO to the
booster unit and finally to the engine.
The Booster unit is an important part of fuel system. There are four
booster units, one for two engines. The booster unit starts with a three-
way change over valve. The two inlets are the LFO &HFO from their
respective day tanks. The type of fuel required can be selected using
this valve. The selected fuel is then passed through an auto filter; the
impurities up to 300 microns are removed. The fuel then approaches the
de aeration vessel were air present in it are removed. The fuel which has
to enter the engine requires a pressure of 7-9 bars. Much pressure is
lost as the fuel travels from the day tank to the booster unit. A booster
pump in the booster unit gives the necessary pressure to the de aerated
fuel. The fuel is pumped to steam heaters and then to a viscosity meter.
There is a particular range of values of viscosity which the fuel must
have for the proper functioning of the engine. This valve is adjusted by
the combined action of steam heaters and viscosity meters. Viscosity of
a fuel depends on temperature. As temperature increases viscosity
decreases. Thus, a proper temperature is given to the fuel to adjust the
viscosity. The viscosity of LSHS is 730 CST at 50 degrees Celsius and
about 80-22 CST at 100-110 degree Celsius. This is the working
temperature, viscosity and necessary adjustments are made. The fuel is

finally ready for use and is send to the engine as required through the
fuel oil unit.
LFO FUEL
1. Unloading pump
2. LFO storage tank
3. LFO transfer pump
4. LFO day tank
5. LFO feeder pump
6. LFO booster unit
7. Fuel oil unit
8. Diesel engine
LUBRICATING OIL SYSTEM
This system is concerned with the lubrication of the engine parts.

Lubricating oil used at BDPP is ARGENA X40 and is of grade SAE 40. It
also serves as the coolant for the engine. Lubricating oil is stored in the
sump of the engine. The sumo has a capacity of 12kl. For proper
working of the engine, the viscosity of the lubricating oil must be in the
range of 12 to 19 SCT. The normal working temperature of lubricating oil
is 60-70 0C. The quality of lubricating oil is determined by TBN (Total
base number) value. For fresh oil it is 40. When the lubricating oil passes
through the engine parts impurities and suspended particles get mixed
with it. This reduces the quality of the oil. As a result, the LO has to be
filtered from time to time. Filters and separator are used for this purpose.
Two types of filters are used: automatic filter (30 micrometer) and safety
or fine filter (63 micrometer). Pumps are provided to control the flow of

lubricating oil in the engine. A pre-lube pump ensures that there is

sufficient lubricating oil pressure when the engine is started. Another
pump maintains the flow of lubricating oil when the engine is running. If
the temperature of the lubricating oil exceeds 54 0C a three-way valve
redirects the oil flow through a LT cooling system.
COMPRESSED AIR SYSTEM
For small diesel engines a dc motor is used for starling. The diesel
engine used at BDPP is started with compressed air. Here, the air used
is compressed to a pressure of 13 to 30 bar and is stored in air vessels.
This highly compressed air is supplied to the engine for starting it. When
this high-pressure air enters the cylinder, the piston is pushed
downwards. By timing the supply of air to different cylinders, the piston is
made to reciprocate within the cylinder. The timing of air supply to the
engine is attained by means of a cam mechanism driven by a shaft
coupled with the engine shaft.
Compressed air system is also used for sudden stopping of the engine.
The high-pressure air from the air vessel throws the fuel governor to stop
position when the engine is to be stopped suddenly. The compression of
air is attained with the help of two compressors. The compressed air is
then stored in air vessels nearby the engine. The compressed air system
can be broadly divided into two parts:
Starting air system: This system is concerned with the starting of the
diesel engine. To start the engine, the air pressure must be well above
18 bars. Thus, the air pressure is always maintained in between 18 and
30 bars. This high-pressure air is supplied to the engine during starting
time. Working air system: This system is concerned with sudden
stopping of the engine end controlling of the pneumatic valves at
different locations in the plant. The pressure required in the working air
system is about 7 to 8bar. Any fault for this system causes the complete

shutdown of the plant as almost all of the valves are controlled by this
system and it is required for the emergency operations in the plant.
COOLING WATER SYSTEM
As the engine works at high temperature, a cooling system is

necessary. At BDPP, the coolant used is water. The cooling system is
composed of two sub cooling systems. They are: HT Cooling system:
High Temperature cooling system is used for the cooling of parts
operating at high temperature. Here HT water is used to avoid the
damage when low temperature water is used on hot metal parts. HT
cooling is mainly used for cooling if engine parts. HT water is maintained
at temperature of about 70 to 95 0C. The usual working temperature is
85 c. when temperature of water falls below the required limit, a three-
way valve operates and water flows through a temperature maintaining
device. This device maintains the required temperature with the help of
steam from the steam system.
LT Cooling system: Low temperature cooling system is used for cooling

parts whose operating temperatures are low. LT system is used for the
cooling of lubricating oil. Here water is maintained at a temperature of 40
to 50 0C. here also a three-way valve which operates when the
temperature falls below the present value, is used. This valve directs the
flow of water to a healer to maintain the temperature.
CHARGE AIR AND EXHAUST GAS SYSTEM
The engine is required to deliver power at maximum possible efficiency.

The power output of the engine is given by
P= PmALN/n, N in rps
Thus, the efficiency of the engine can be increased by increasing the

mean effective pressure, Pm of the air supplied to engine. This can be
attained by increasing the quantity of air sucked into the engine during
suction stroke. For this, charge air is provided to the inlet valve during
suction stroke. Charge air used has a pressure of 3.1 bars.

At BDPP a compressor is provided for each engine to supply charge air

required for that engine. The compressor is a blower driven by a turbine.
The exhaust gas from the engine rotates the turbine and hence the
blower also rotates sucking in air from atmosphere through automatic oil
bath air filters and then supplies the charged air into the engine. Due to
compression, the temperature of air rises. LT water is used to cool the
air.
Exhaust gas from the engine is at very high temperature. By using this
high temperature exhaust gases for other purpose the overall efficiency
of the plant can be increased. At BDPP, the exhaust gas from the engine
is used for a number of purposes. Exhaust gas from each engine is used
to drive the charge air system of that engine. Steam or the steam system
is generated by boilers which use the exhaust gas for boiling water.
Such boilers are connected to engines 4, 5 and 8
DEMINERALIZING PLANT
Demineralization is done using the principle of reverse osmosis. First of

all, the ground water stored in a tank. Using a reciprocating pump some
fixed quantity of NaOH is added to it in order to precipitate the
components which will solidify and become a sludge after chemical
reaction. For proper mixing of NaOH a blower is used. Sludge is
removed and water is stored in a raw water tank. From raw water tank it
is pumped to filter namely Iron Remove Filter [IRF]. Then it is passed
through dual media filter[DMF].The output of this unit is fed to cartridge
filter in which particle sized up to 10 microns are sieved out. From
cartridge filter water is passed through softener which contains resins.
Then permeate is added to enhance reverse osmosis. Flow meter is
used to measure the quantity. Water is again filtered in a Bag filter
[5micron] before feeding to the Reverse Osmosis unit [RO]. For reverse
osmosis to occur the water should be at high pressure [7bar] for that a
multi stage pressure pump is used. RO unit demineralize water
completely and for 6 cubic meters, 2.5 cubic meters DM water and 3.5

cubic meters reject water is produced. The DM water is stored in a

storage tank from which it supplied to the necessary units. After the
passage of 40 cubic meter water the resin which loses its quality has to
be regenerated. Regeneration is done using salt water. Reject water is
used to backwash IRF. At start backwash is done thrice.
WATER TREATMENT SYSTEM
1. NaOH
2. Bore well
3. Air pumping
4. Storage tank
5. Iron RF
6. Dual RF
7. Cartridge filters
8. Softeners
9. Softeners
10. Reverse osmosis
11. Tank

BOILER UNITS
The specifications of the steam rator are given below:
● Type : steam 3250

● Output : 2.17MW
● Max. Operation pressure : 1.3 MPa
● Max. Operating temp : 195° C
● Min. Operating temp : 0° C
● Volume : 0.8 cubic metres
The steam rator is associated with a diesel burner as accessory. Diesel

burner provides the necessary heat to the steam boiler. It is a water tube
boiler with bent tubes. It is used to provide the steam for feed water,
HFO heating.
Water is drawn from a tank using a feed pump which is a constant

discharge centrifugal pump. The drawn water is then fed to a hydracell-
a three diaphragm reciprocating pump with eccentric-pump. Since it is a
variable speed machine it regulates the output feed water according to
the load.
There is a spring loaded safety valve with 13bar operating pressure. Two
pressure gauges for the steam pressure and hydracell water- pressure.
A steam separator is used for separating the steam and the condensate.
The condensate is then fed to the steam rator. A pressure regulating
valve operating at 4 bars is also provided. The range of feed water is 8.2
-9.0 pH, which ensures enough alkalinity to prevent corrosion. The
working pressure is about 7 bar.
Once the diesel engine is started there is no need of steam rator. The
exhaust flue gas from the machine is used to produce the required
steam in a Exhaust Gas Boiler [EGB] The exhaust gas input to the EGB
is controlled by a actuator-damper arrangement. The actuator used to

convert the air energy to mechanical energy. Damper is the exhaust

input controller. A circulating water pump provides the required heated
water to the EGB. It is a counter flow burner. The steam produced is
brought to steam drum where the condensate is separated. The required
amount of steam to the DG room is regulated using a consumer valve.
The common mounting on the steam drum are safety valve, air vent,
soot blow valve, stop valve, water level indicator, blow off cock etc. the
exhaust from EGB is released to the atmosphere.
CONTROL ROOM
The whole plant is controlled -from the control room. There are 8
control cubicle for each alternator engine set namely
CFC1,CFC2........CFC8.The details such as voltage generated, power
factor, frequency, load current, engine rpm etc for each set is shown in
these cubicles display panel. Generator synchronization can be done
from the control room. The control system employed is PLC (Program
Controlled Logic). All the functions and operations at BDPP are
completely automated through the PLC (Programmed Logic Control)
system. This is a completely automated system which runs 24 hours and
lakes note of all the details concerning the operation of the plant. PLC
used at BDPP is programmed in COCEPT. The PLC system consists of
a number of panels which contains modules that are responsible for
some functions. The control room in the power plant houses the main
panels of the PLC system. Power plant control system consists of a
number of sub systems each of which takes care of a specific part of the
plant. All subsystems are coordinated by a central system located at the
control room. The control system has two parts - one located at the
central control panel in the control room and the other part at the
location of control i.e. near the engine. This part is called Genset control
panel. Such a panel is provided for each engine.
Each genset section has meters protection relays transducers and

operating switches. The genset section is controlled from the control
panel. Control of the operation of each genset is done by the control unit
located at control panel.

Control panel has switches and push buttons for synchronizing

equipment’s and control mimics for the plant MV and LV systems.
Engine wise functions can be monitored at the operator's computer
terminal. The engine panel contains speed controller, speed measuring
system, PLC for Genset hardwired switches, engine shutdown and
breaker circuits.
Engine wise protection relays are located on another panel in addition to

those present on the local control panel which are attached to their
respective units. All PLCs and WOLS stations are inter connected by
dual mode bus +. Exhaust gas and boiler systems also own their own
PLC which is also interconnected by dual mod bus. The layout of the
PLC system is shown.
The sensors and transducers are connected to the input module of the
local control panel. The input module transfers the data to the processor
which consists of the logic sensor and program. The output from the
processing section is fed into the output module. A single module can
accept up to 64000 inputs. A number of such modules are used to
handle all the control and coordination operations of the plant. The
modules are connected to a back plain. One such back plain contains
modules handling inputs, CPU, RIO head or drop and power supply. RIO
head is present at the central control panel of each section. To this, lines
from RIO drops from each individual panel are connected. RIO taps are
provided to take multiple lines from a single RIO head. The RIO head
then sends the data to the CPU. The CPU processes the data and gives
necessary signals to the concerned section
FIRE EXTINGUISHING PLANT
In this unit all necessary equipment driving forced water is provided for
fire extinguishing. It consists of motors for driving water pumps. When
the cortisol bulb in transformer bursts the surrounding water outlet points
sprays water automatically. In a fire unit there are 2 main motor pumps
of 90 KW rating. There is a jockey pump of 11kw. Main motor pumps are
used for 4 to 7 bar water spray. Diesel engine pump is used for 5 to7

bar. Jockey pump is used for 6 to 7 bar pressure. There are various
outlets across the power plant for fire extinguishing purposes. CO2 and
foam extinguishers are also employed.
CONCLUSION
BDPP is the one of the major power plant in Kerala. It forms the
main power back-up solution for the increasing load demands there.
Being a diesel-plant it has to assure perfect cleanliness. The plant is
designed for continuous working and as per international standards. The
plant setup is done by MAN B&W, Germany. All the important parts, the
working and maintenance of the plant have been studied.

KELTRON EQUIPMENT
COMPLEX
Karakulm, Thiruvananthapuram,
Kerala, South India

INTRODUCTION
Keltron is India’s first and the largest electronics corporation in the State
sector. Keltron has been a catalyst in making electronics work in almost
every aspect of our daily life, since 1973.
Keltron, Kerala State Electronics Development Corporation Limited, is

a public sector Electronics Company located in Kerala. It’s
headquartered at the capital city of Kerala, Thiruvananthapuram. The
company is under the direct control of the State Government of Kerala.
KELTRON is a multi-product, multi-centric organization based in

KeralaProducing a wide range of products starting from discrete
electronics components to complex equipment and systems.Within five
years of its inception, Keltron had set up a production centre in every
district of the State. More than 2,000 people were engaged directly or
indirectly by Keltron for the manufacture of electronic goods. Keltron
products are brought to the customers through a nation-wide marketing
and sales network with Marketing Offices in Mumbai, Delhi,Kolkata,
Chennai, Bangalore, Ahmedabad, Hyderabad,Kochi and Trivandrum.
Management
Keltron is a Public Sector Undertaking owned by the Government of

Kerala and is managed by a Board of Directors.

PRODUCTION CENTRES
1.Keltron Equipment Complex , Karakulm, Thiruvananthapuram
2.Keltron Communication Complex, Kulathur, Thiruvananthapuram
3.Keltron Lighting Division, Moodadi, Kozhikode
4.Keltron Controls, Aroor-Alappuzha
5.Information Technology Business Group, Vellayambalam,

Thiruvananthapuram
6.Keltron Electro Ceramics Limited, Malappuram
7.Keltron Component Complex, Kannur
All production centres and business units of Keltron are ISO 9000
certified.
KELTRON EQUIPMENT COMPLEX (KEC)
KELTRON Equipment complex (KEC) is one of the major manufacturing

units located at Karakulam. KEC is classified into Five Strategic
Business Units (SBU).
POWER
ELECTRONICS
GROUP(PEG)
SPECIAL
SECURITY PRODUCTS
SYSTEM GROUP(SPG)
GROUP(SSG)
KELTRON
EQUIPMENT
COMPLEX
SPACE
IDCP,Training ELECTRONICS
&Data Entry GROUP(SEG)
iTAC

KELTRON EQUIPMENT COMPLEX (KEC)
1. POWER ELECTRONICS GROUP (PEG)

2. SPECIAL PRODUCTS GROUP (SPG)
3. SPACE ELECTRONICS GROUP (SEG)
4. SECURITY & SURVEILLANCE GROUP (SSG)
5. ID Card Project
6. ITAC
Each Strategic Business Units has separate Marketing, Planning,
Store,Production,TestingandQA Departments while Human
Resources , Purchase, Finance, Management Information
System (MIS),Central dispatch (CDS),Enterprise Resource
Planning (ERP)departments are the same.
POWER ELECTRONICS GROUP (PEG):
Power Electronics Group started in 1973 providing tailored solution for

protecting the operation of critical system in various industries.
KELTRON provides seismic qualified UPS Systems of up to 1000 KVA

capacity, based on state-of-the-art IGBT technology. KELTRON were
the first in the country to design and develop 500kVA & 600 KVA UPS
qualifying seismic parameters. The Power Electronics Group (PEG) of
KELTRON is a pioneer in the field of UPS Systems in the country
designing and manufacturing to a diverse range of applications.
KELTRON is a preferred vendor for NPCIL and is approved by leading
organizations such as EIL, NTPC, ONGC, GAIL,BGR Energy Systems
and state Govt departments etc for supply of UPS Systems, Battery
Chargers, Rectifiers, Distribution Panels and related products.
Seismically qualified IGBT based uninterruptable power supply
system(UPS) up to 1000kVA

High frequency IGBT converters

Rectifiers
Industrial Battery chargers
High capacity voltage stabilizers
AC& DC Distribution boards
Static compensator
Solar Inverters and many more.
500 KVA UPS
Salient Features of500 KVA UPS
Indigenously developed highest capacity UPS
 500kVA single module system
 12 pulse charger
 IGBT based PWM technology

 DC bus supported by 2250 AH, 360V Plant battery
 Capable of starting 132kw Induction motor
 IP 31 protection
 Fault diagnosis on PCB front plate itself
 24x7 power supply even when servicing
COMPONENTS OF UPS
Rectifiers and Charger: which converts the normal source AC input to

DC power to the inverter and for charging the battery.

Battery: this is the power storage section and is kept charged either by
the rectifier or a separate charger.
Inverter:Which converts DC power, from either the rectifier/charger or

the battery, to regulated and filtered AC power that is supplied to critical
loads. This section of the Uninterruptible power supply provides an ac
output to the load which is in phase with the input mains supply. Due to
the number of conversions (AC to DC and then DC to AC) and the
filtering involved it can be termed as a 'clean supply'.
Static Switch:Its purpose is to switch the load between the inverter and
the utility mains supply. This arrangement ensures that if the inverter
experiences an overload situation or battery under voltage, it will
transfer the load to the more resilient mains supply. Also a fault on the
inverter will cause the load to be transferred.
Maintenance Bypass: the portion of UPS module which is used to

connect the bypass AC power source to the critical loads while
electrically isolating the static bypass switch, rectifier/charger and
inverter for maintenance purposes. This arrangement allows the load to
be transferred under controlled conditions to the utility mains and the
UPS to be shut down without loss. Normally carried out for routine UPS
maintenance or UPS repair.
FABRICATION SHOP
The importance of iron & steel among other materials is well known for
industrialization and national economy. Metal fabrication is the group of
entire processes employed to shape the metals into the desired form by
melting & casting down to hot/cold working, joining by welding, brazing,

soldering or riveting, belt-fastening & similar other processes. The

fabrication items are made as per the drawing specifications provided by
the concerned purchasers for use with in the service conditions
determined by their expert consultants. It is a glorious era for the Indian
steel sector. Particularly, the governments new national highway plans
coupled with other infrastructure developments are expected to give fillip
to steel consumption. The fact remains that everybody in the country is
aware of the benefits offered by steel. There is a good scope for new
entrants.
Metal fabrication is the group of entire processes employed to shape the

metals into a desired form by melting and casting down to hot/cold
working, joining by welding, brazing, soldering or rewetting, belt
fastening and similar other processes. The fabrication items are made as
per the drawing specifications provided by the concerned purchaser for
use within the service conditions determined by their expert consultant.
Metal fabrication is a value added process that involves the construction

of machines and structures from various raw materials. Large fabrication
shops will employ a multitude of value added processes in one plant or
facility. These large fabrication shops offer additional value to their
customers by limiting the need for purchasing personnel to locate
multiple venders for different services.

A seven tank process is being used for the processing. After every basic
process the material is dipped in a water tank to remove the excess
chemicals. The basic processes involved are:
1. DEGREASING:
In the fabrication of metal components the parts often contain
residual machining lubricants which need to be cleaned before
being surface tested or coated. Consequently, metal component
degreases are widespread throughout the manufacturing sector.
Two common methods of degreasing are liquid solvent cleaning
(cold cleaning) and vapor degreasing. Cold cleaning consists of a
dip tank containing a solvent based cleaning solution at room
temperature. The component is dipped in the tank with a varying
residence time and then removed often with drag out.
2. DERUSTING:
This process removes only the rust from the part; all other exposed
metal along with their tolerances will not be affected. Afterwards,
all types of rust inhibitors are applied to the part for rust protection.
3. PHOSPHATING:
Phosphate coating s are used on steel parts for corrosion
resistance, lubricity, or as a foundation for subsequent coatings or
painting. It serves as a conversion coating in which a dilute
solution of phosphoric acid and phosphate salts is applied via
spraying or immersion and chemically reacts with the surface of
the part being coated to form a layer of intrinsic crystalline
phosphates. Phosphate conversion coatings can also be used on
aluminum, zinc, cadmium, silver and tin.
4. PASSIVATION:
The passivation of stainless steel is a process performed to make
a surface passive, i.e., a surface film is created that causes the
surface to lose its chemical reactivity. Stainless steel passivation
unpotentializes the stainless steel with the oxygen absorbed by the
metal surface, creating a monomolecular oxide film. Passivation

can result in the very much-desired low corrosion rate of the metal.
The passivation of stainless steel is performed when free iron,
oxide scale, rust, iron particles, metal chips or other nonvolatile
deposits might adversely affect the metallurgical or sanitary
condition or stability of the surface, the mechanical operation of a
part, component or system, or contaminate the process fluid.
Passivation is performed on clean stainless steel, providing the
surface has been thoroughly cleaned or descaled.
ELECTRO PAINTING SHOP
Electroplating is a process that uses electrical current to reduce

dissolved metal so that they form a coherent metal coating on an
electrode. The term is also used for electrical oxidation of anions onto a
solid substrate, as in the formation silver chloride on silver wire to make
silver/silver-chloride electrodes. Electroplating is primarily used to
change the surface properties of an object (e.g. abrasion and wear
resistance, corrosion protection, lubricity, aesthetic qualities, etc.), but
may also be used to build up thickness on undersized parts or to form
objects by electroforming.
The various types of electroplating done in Keltron are:

(a) Gold plating
Zinc plating
(b) Silver plating
(c) Zinc yellow plating

(d) Cadmium plating

(e) Aluminum plating (Anodizing)
(f) Chromium plating
ANODIZING
Anodizing is an electrochemical process that converts the metal
surface into a decorative, durable, corrosion-resistant, anodic oxide
finish. Aluminum is ideally suited to anodizing, although other nonferrous
metals, such as magnesium and titanium, also can be anodized.
The anodic oxide structure originates from the aluminum substrate

and is composed entirely of aluminum oxide. This aluminum oxide is not
applied to the surface like paint or plating, but is fully integrated with the
underlying aluminum substrate, so it cannot chip or peel. It has a highly
ordered, porous structure that allows for secondary processes such as
coloring and sealing.
Anodizing is accomplished by immersing the aluminum into an

acid electrolyte bath and passing an electric current through the medium.
A cathode is mounted to the inside of the anodizing tank; the aluminum
acts as an anode, so that oxygen ions are released from the electrolyte
to combine with the aluminum atoms at the surface of the part being
anodized. Anodizing is, therefore, a matter of highly controlled
oxidation—the enhancement of a naturally occurring phenomenon.
PAINTING
After all the above process, the machine part is kept in oven and
gets heated for some time. After that it is painted to prevent corrosion of
the material. Usually spray painting is preferred. Plating, painting, and
the application of enamel are the most common anti-
corrosion treatments. They work by providing a barrier of corrosion-
resistant material between the damaging environment and the structural
material. Aside from cosmetic and manufacturing issues, there are
tradeoffs in mechanical flexibility versus resistance to abrasion and high
temperature.

TOOL ROOM
1. ENGRAVINGMACHINE:
It is used to engrave letters on Metal steel strip which is black polished.

The machine can be adjusted for depth and font size as per the
requirement.
2. LATHE MACHINE
It is known as mother of all machines. It has five parts – head stock, tail
stock, lathe garage, chuck (3 jack and 4 jack). A lathe is a machine tool
which rotates the work piece on its axis to perform various operations
such as cutting, sanding, knurling, drilling, or deformation, facing,
turning, with tools that are applied to the work piece to create an object
which has symmetry about an axis of rotation.
Lathes are used in woodturning, metalworking, metal spinning, Thermal

spraying parts reclamation, and glass-working.
3. SHAPING MACHINE:
It is used for edge shaping and filing. The given aluminum work piece is
held still and the tool is moving. At a time only 5mm of metal is removed.
4. POWER PRESS MACHINE
It is used for lowering the metal sheet in desired shape. It is available in

two capacities – 80 ton and 50 ton.

5. VERTICAL MILLING MACHINE
It is used for drilling out non circular shapes- square, rectangle, triangle
etc. This machine has got motion in all directions. The drill rotates on its
axis giving a straight cut on the metal piece.
6. SURFACE GRINDING MACHINE
It uses permanent magnets to hold the work piece. It is used for finishing
the surface of metal.
7. PILLAR AND RADIAL TYPE DRILLING MACHINE
These are used for drilling grooves for screws in the work piece. Drill bits
of different types are used to obtain the required radius. In radial type,
both clockwise and anti-clockwise motion of the machine is possible,
thus helpful for large work piece.
8. HEAVY HEXABLADE MACHINE
It is used for cutting large steel rods. Oil lubricant is provided so as to

avoid overheat of metal while cutting.
9. SHEAR CUTTING MACHINE
It is used for cutting aluminum, fiber, copper metal sheets/ strips.
Assembling section
This is the final section in the manufacture of the UPS. The

transformer winding section produces transformers as per the
requirements. The PCB section manufactures the PCBs for the UPS.
The mechanical section produces the mechanical assemblies to
accommodate all the above products. The assembling section does the
job of fitting all these parts to form the UPS.

SPECIAL PRODUCTS GROUP
Keltron is identified as one of the reliable suppliers of strategic electronic

products for the Defense and Space Departments of the Government, especially
for Indian Navy.
Since the Strategic Electronic products demand extensive application of a wide
range of state-of-the-art technologies, Keltron his built sustainable relationships
with DRDO Labs such as NSTL, NPOL, RCI and other research organization
like WESEE and C-DAC to acquire such technologies. Keltron has recently
augmented its infrastructure and developed local vendors in order to realize the
indigenization effort of the Indian Navy for achieving self-reliance in defense
production. Keltron is recognized by DQAN as an approved vendor for
manufacture of Navigational equipment and classified items for Ministry of
Defense.
Products
Electromagnetic Log and Re Transmission Unit
Search and Rescue Beacon
Echo sounder
Underwater Telephone
Processor Based Ground Mine
Expendable Bathy Thermograph
Modular Interface for Ship Borne System
Radar Interface Unit
Underwater Wireless Acoustic Communication System

ELECTROMAGNETIC LOG
An Electromagnetic Log, sometimes called an "EM Log", measures the

speed of a vessel through water.
It operates on the principle that: 1 when a conductor (such as water)

passes through an electromagnetic field, a voltage is created and 2 the
amount of voltage created increases as the speed of the conductor
increases.
The process is
1. The EM Log creates an electromagnetic field.

2. A voltage is induced in the water; the magnitude of the voltage
varies depending upon the speed of the water flow past the
sensor.
3. The EM Log measures the voltage created and translates this into
the vessel's speed through water.
Advantages
 No moving parts
 cheaper
Disadvantages
 Salinity and temperature of water affects calibration

 Measurements affected by boundary layer, (water speed slowed
down close to the hull by friction)
ECHO SOUNDER
A marine instrument used primarily for determining the depth of water by

means of an acoustic echo. A pulse of sound sent from the ship is
reflected from the sea bottom back to the ship, the interval of time
between transmission and reception being proportional to the depth of
the water. An echo sounder is really a type of active sonar. It consists of

a transducer located near the keel of the ship which serves (in most
models) as both the transmitter and receiver of the acoustic signal; the
necessary oscillator, receiver, and amplifier which generate and receive
the electrical impulses to and from the transducer; and a recorder or
other indicator which is calibrated in terms of the depth of water.
Echo sounders, sometimes called fathometers, are used by vessels for

navigational purposes, not only to avoid shoal water but as an aid in
fixing position when a good bathymetric chart of the area is available.
Some sensitive instruments are used by commercial fishers or marine
biologists to detect schools of fish or scattering layers of minute marine
life. Oceanographic survey ships use echo sounders for charting the
ocean bottom.
3G Under Water Wireless Acoustic Communication System

(UWACS)
3G UWACS is a state-of-the-art under water wireless acoustic

communication system based on SDR architecture. This system
encorporates advanced modulation and coding techniques in addition to
data recording and analysis features.

LOG RETRANSMISSION UNIT (RTU)
RTU is designed and developed by Keltron to feed speed and distance

information to various ship-borne equipments in the required format.
PROCESSOR BASED GROUND MINE
The PBGM is an advanced ground mine designed for laying either by

surface ship or submarine in depth of water up to 300 m. the mine
operates under total software control. It detonates by acoustic, magnetic
and pressure or on any combination of these influences by the target.
STEERING GEAR CONTROL SYSTEM
SGCS are used to move the ship in the desired directions in the sea by
controlling the rudder position. The technology courtesy is to Brown
Brothers, UK.
XBT probe
XBT probe expendable bathy thermograph is also developed by SSG for

Indian Navy, which can measure the temperature of sea water up to a
depth of 450M. Keltron is successful in the design, development and
marketing of various type of metal detectors.

SEARCH AND RESCUE BEACON (SRB)
OPERATION
The beacon transmits encoded digital message that contains information

about the beacon, such as its unique identification number, country
where the beacon is registered etc, along with current location of the
beacon. The beacon gets the location from the GPS. Various search and
rescue satellites under the COSPAS SARSAT network receive the
transmitted signals within 52 seconds. The messages are processed and
retransmitted to different ground stations. The Indian Local User
Terminal (LUT) at Bangalore will alert the coastal guard wing at Kochi.
The coast guard at Kochi will initiate rescue operation by deploying
helicopters and informing the concerned department nearest to the spot.
There are two modes of activation for the search and rescue beacon-
manual mode and water activation mode.

The manual mode consists of two switches- test switch (green) gets
automatically turned off when an output signal is produced. Alert switch
(red) keeps on producing the output signals continuously so that there is
no difficulty in locating the person in danger. It is also known as
Emergency Position Indicating Radio Beacon (EPIRB).
The water activation mode produces a signal that is sent to the satellite
when the search and rescue beacon falls into salty water at a depth of
atleast 4m.
NEED FOR SRB:
Due to peculiar oceanographic and climatic conditions prevalent in

Kerala, coast accidents and mishaps at sea particularly during monsoon
season resulting in loss of lives and properties of fisherman are causing
a lot of concern to the state government. Occupational hazards in fishing
industries far exceed the national average particularly in a developing
country like India. It is therefore felt necessary to implement a
comprehensive sea rescue package ensuring safety of fishermen in
distress while fishing at sea.
The search and rescue beacon aims at bringing down fatalities in

accidents at sea.
CODING:
The signal transmitted by the beacon is an encoded signal that consists

of an international code specific for the beacon, a hex code that contains
country code and identification number and a GPS code that contains
latitude and longitude positions.
SPACE ELECTRONIC GROUP
KELTRON space electronics section was established in 1975, for

catering to needs of ISRO for electronics subsystem. Keltron has proudly

partnered ISRO through the history of India’s space program. Right from
the inception of the early SLV/ASLV program through the successful
PSLV and GSLV launch vehicles, and the historic Chandrayan mission -
right up to the present time through the development of the heavy GSLV
Mark III to launch 4 ton satellites into geostationary transfer orbits.
Kelton’s contribution is present in all the critical sub-assemblies and their

testing which includes launch vehicle navigation and guidance
computers, stage processing modules, control electronics modules,
inertial sensing unit’s power module, DC-DC converters, resin electronic
module etc. Our participation extends to the family of ISRO satellites as
well.
The circuit design and PCB fabrication is done by ISRO. Production and
testing of the circuit on PCB is done by KELTRON. Dedicated facilities
established at KEC, Karakulam meet the specialized and sophisticated
requirements of ISRO for GLSV and PSLV.
CONCLUSION:
Keltron is India's first and the largest electronics corporation in the

State sector manufacturing products in frontline segments such as
Aerospace Electronics, Security & Surveillance Systems, Intelligent
Traffic Management Systems, Strategic Electronics, IT Solutions,
Process Control & Instrumentation and Power Electronics. All the
instruments used, testing done, designing and various products are
observed and studied


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COLLEGE OF ENGINEERING TRIVANDRUM

INDUSTRIAL VISIT REPORTS

Submitted in partial fulfilment of the requirements for the award of

Department of Electrical Engineering

Department of Electrical Engineering, College of Engineering, Trivandrum. 1

The satisfaction and euphoria that accompany the successful completion

Department of Electrical Engineering, College of Engineering, Trivandrum. 2

SUMMARY OF INDUSTRIAL VISITS

Sl. PLACE OF VISIT DATE OF VISIT PAGE NUMBER

2. BRAHMAPURAM DIESEL POWER 31-05-2017 13

3. KELTRON, TRIVANDRUM 11-08-2017 35

Department of Electrical Engineering, College of Engineering, Trivandrum. 3

Department of Electrical Engineering, College of Engineering, Trivandrum. 4

Hydro means ”water”. So, hydropower is ”water power” and hydroelectric

Department of Electrical Engineering, College of Engineering, Trivandrum. 5

Sabarigiri hydroelectric project was the first domestically designed and

Department of Electrical Engineering, College of Engineering, Trivandrum. 6

Water Speed Area Catchment Area - 90.88 sq. km

Average Rainfall - 4572 mm

Full Reservoir Level (FRL) - 3236 Ft (Above MSL)

Minimum Drawdown level (MDDL) - 3160 Ft (Above MSL)

Effective Storage at FRL - 31.45 MCM

This reservoir is formed by construction of a dam across Kakki river. The

Water Speed Area - 17.6 sq. km

Catchment Area - 225.51 sq. km

Average Rainfall - 4572 mm

Full Reservoir Level (FRL) - 3200 Ft (Above MSL)

Minimum Drawdown level (MDDL) - 3135 Ft (Above MSL)

Effective Storage at FRL - 447.76 MCM

Energy Equivalent at FRL - 722 MU

Average head at power house - 2499 ft

Department of Electrical Engineering, College of Engineering, Trivandrum. 7

Project Commissioned :1966

At full reservoir level,

Surface Area : 17.51 sq.km.

Department of Electrical Engineering, College of Engineering, Trivandrum. 8

Location of the powerhouse

Before Renovation, Modernisation and Uprating (RMU) works

Date of Commissioning of the units

Unit Rating Date of

Department of Electrical Engineering, College of Engineering, Trivandrum. 9

60 MW on 6-5-2014 The unit No 4 Capacity of units 4 and 6 were

After Renovation, Modernisation and Uprating (RMU) works

Power evacuation : The power generated in the station is evacuated

Department of Electrical Engineering, College of Engineering, Trivandrum. 10

Generation in MU for the past few years

Year 2009- 2010- 2011- 2012- 2013- 2014-

Generat 1402.39 1372.63 1434.71 862.34 1635.44 1224.84

Apparent Power : 64.7 MVA

Voltage Rating : 11000 Volts

Power factor : 0.85 pf lagging

Rotor rated speed : 500 RPM

Department of Electrical Engineering, College of Engineering, Trivandrum. 11

It is the second largest generating station in Kerala with an installed

Department of Electrical Engineering, College of Engineering, Trivandrum. 12

Department of Electrical Engineering, College of Engineering, Trivandrum. 13

BDPP generates a maximum power of 106.6 MW. It was commissioned

DIESEL GENERATOR HALL

● Cylinder bore : 460 mm

Department of Electrical Engineering, College of Engineering, Trivandrum. 14

The engine has 18 cylinders, arranged in two banks with 9 cylinders in