Skip to main content

Droop in governers

Speed droop is the decrease in engine speed as the engine load it raised. It is a property of many mechanical governors. Speed droop can vary and is often adjustable


Synchronous generators operating in parallel must meet four conditions for synchronous operation - Phase sequence, phase angle, voltage, and frequency.

When load is added to the generator, the speed “droops” or slows down because of the load.

The frequency in a synchronous generator is controlled by the grid it is connected to. The initial speed of the prime mover is set somewhat higher than the RPM required to match the generator frequency with that of the grid. When the load is added, the generator slows in response to the added load and if all the calculations were correct, the generator frequency will match the grid frequency.

This is significant because if the generator runs slower than the grid, then it will act like a motor as the grid tries to bring it up to speed. If it is faster than the grid, then the grid tries to slow it down. Both of these conditions may cause significant damage to the generator stator. In some cases it would destroy the stator.

Therefore, it is imperative that droop is accounted for to prevent damage to the generators as they come on line.

The calculation is simple.

Droop % = (No load rated speed - full load rated speed) / No Load Rated Speed

4% is a common droop percentage. If the full load rated speed is 1800 RPM, the no load rated speed will be 4–5% higher which is about 1875 RPM.

When the grid is already powered and another generator is brought online to meet demand, we must make certain of the four requirements. Voltage and frequency must be as close to the grid as possible. The phases are connected in the same sequence.

The generator is operating at no load speed which produces a slightly higher frequency than the grid. The synchroscope indicator will rotate slowly clockwise indicating the frequency is slightly faster than the grid. As it reaches the 12:00 position, we close the generator breaker which adds load to the generator and slows it down.

If all the calculations were correct, the generator frequency is closely matched to the grid and it generates power rather than consuming power as a motor. We can now tweak the throttle on the generator to resolve any remaining gap in the phase angle between the grid and generator by slightly slowing it or speeding it up to bring the phase angles into perfect alignment. If we start out close then all is well. Too far apart and the smoke will indicate we really messed it up.

Comments

  1. You are doing a great job by writing such informative article. Interesting at the same time. Also check this out Adjustable Dc Power Supply Module. Thank you.

    ReplyDelete
  2. Very well written article. It was an awesome article to read. about motion sensor warehouse lights Complete rich content and fully informative. I totally Loved it.c

    ReplyDelete

Post a Comment

If you have any doubts.Please let me know

Popular posts from this blog

Differences between MC/MC-C and ME/ME-C engines

The electrohydraulic control mechanisms of the ME engine replace the following components of the conventional MC engine: Chain drive for camshaft Camshaft with fuel cams, exhaust cams and indicator cams Fuel pump actuating gear, including roller guides and reversing mechanism Conventional fuel pressure booster and VIT system Exhaust valve actuating gear and roller guides Engine driven starting air distributor Electronic governor with actuator Regulating shaft Engine side control console Mechanical cylinder lubricators. The Engine Control System of the ME engine comprises: Control units Hydraulic power supply unit Hydraulic cylinder units, including: Electronically controlled fuel injection, and Electronically controlled exhaust valve activation Electronically controlled starting air valves Electronically controlled auxiliary blowers Integrated electronic governor functions Tacho system Electronically controlled Alpha lubricators

Main engine interlocks

Interlocks are provided so that the engine can be started or reversed only when certain conditions have been fulfilled. When there is a remote control of engines, it is essential to have interlocks. This reduces the possibility of engine damage and any hazards to the operating personnel. Turning gear Interlock . This device prevents the engine from being started if the Turning gear is engaged. Running Direction Interlock . This prevents the fuel from being supplied if the running direction of the engine does not match the Telegraph. Starting Air Distributor in end position . This prevents starting from taking place if the shifting of the Distributor has not been completed. Main Lube. oil pressure, Piston cooling pressure, Jacket water pressure, and important parameters must be above the required minimum. Auxiliary Blower Interlock . The Auxiliary Blower is provided in case of Constant pressure turbo charging. Air Spring pressure Interlock . In case of the present generation...

Why is a man hole door elliptical in shape?

Any opening in a pressure vessel is kept to a minimum and for a man entry an elliptical hole  is lesser in size than the corresponding circular hole. More over it is prime concern to have a  smoothed generous radius at the corners to eliminate stress concentration. Hence other  geometrical shapes like rectangle and square are ruled out.  To compensate for the loss of material in the shell due to opening, a doubler ring has to be  provided around the opening. The thickness of the ring depends on the axis length along the  dirrection in which the stresses are maximum and the thickness of the shell. It is important to  align the minor axis along the length of the vessel, as the stress in this direction is  maximum. Longitudinal stress: Pd/2t where P= pressure inside the vessel, d= diameter of the arc, t=  thickness of the shell plating  Circumferential stress: Pd/4t  More over a considerable material and weight saving is achieved as...