All About Emergency Generator on

Ships
by Amit Abhishek
The role of the Emergency generator on the ship is to provide backup power for the
emergency loads in case the main generator fails or blackout condition. It is part of the
larger emergency machinery and systems installed on large ships related to the engine
room.

Located outside the machinery space these are much smaller in size and capacity.
Although the true power and size are determined by the size of the ship and their type;
container, tanker, or bulk carrier.

The construction and operational features of an emergency generator are much like that
of the main generator on board. Consisting of rotor, stator bush, fan and rectifier
assembly along with its housing.
The emergency generator supplies electric power to some of the most important
instruments, devices, and machinery on a ship like; the emergency pumps, emergency
compressors, emergency lighting, emergency alarms, navigation equipment, ventilation
fans, and emergency steering motor.

An emergency generator can have an electric or crank start mechanism. In case of

electric start the power source should be independent of the engine room power supply.

Emergency Generator on Ships

 SOLAS Regulations For Emergency Generator On Ship
 What is The Purpose of Emergency Generator?
 Where Emergency Generator Is Located?
 Emergency Generator Alarms and Trips
 Emergency Generator Starting Procedure

SOLAS Regulations For Emergency Generator On

Ship
As per IMO SOLAS 74 convention each ships is required to have an emergency
generator to maintain essential services. They should be self contained provided with
independent fuel supply.
This emergency generator must be located at a safe place away from the main power
source. Ideally above the uppermost continuous deck. This ensures there should be no
further damage to the emergency generator from any major accident in the engine
room.

An emergency generator is connected to its own emergency switchboard connected in

parallel with the main switchboard. Both the emergency generator and its switchboard is
located in the same compartment.
Further, it should be capable of providing continuous power for at least 18 hours in case
of cargo ships and 36 hours in case of passenger ships. Then there is this requirement
to self start within 45s of power failure.

According to SOLAS regulation an emergency generator must be fully operational for up

to 10 degree of trim and 22 and a half degrees of list. Then there is the need to start
anytime at 0°C temperature.

There should be at least two different methods to start. They are also required to be
fitted with safety devices to restrict them from running in parallel with the main generator
under any condition.

What is The Purpose of Emergency Generator?

For safe operation of the ship you need continuous power supply to emergency services
and instrument on board. Thus additional generator are provided on board dedicated for
emergency services to make up for the sudden demand for emergency power.

As per SOLAS regulation 19, they must include independent fuel supply and must have
at least two modes of starting. Electric, pneumatic, hydraulic or manual. Further it
should self start within 45 seconds of power failure.
Such generators are used on a ship in event of main generator failure, engine room
flooding, and starting the ship from blackout condition.

Critical systems and instruments such as the watertight door, navigation, alarms,
communication equipment, steering gear, and emergency lighting need a relatively
stable and reliable source of power.
This is provided by the emergency generator that supplies both 220 and 440 V
electricity to critical systems onboard via an emergency switchboard.
Where Emergency Generator Is Located?
As per IMO SOLAS 74, the emergency source of power along with all necessary
equipment, fuel tank, switch board and starting power shall be kept in one dedicated
space. Generally above the uppermost continuous deck not forward of the collision bulk
head.

Further this dedicated compartment should have access to the open deck. The fuel tank
is kept along with the generator to keep the system well isolated from the engine room
system.

To ensure normal operation of the generator in extreme cold condition; antifreeze

solution is added to the fuel tank. The size of this tank depends on the emergency
power requirements of the ship.

Under normal conditions when the emergency generator is not operational; the
emergency switchboard take powers from the main switch board using a u chord known
as the inter connector.

Image Credit: IMO | License: CC BY 2.0

Emergency Generator Alarms and Trips
Several alarms and trips are fitted on generators to ensure their safety and avoid any
further damage or accident. On most cases it is the irregular maintenance and lack of
overhauling that leads to such condition.

There are various risks involved in the safe operation of the diesel engine. Alarms and
trips are one of the compulsory safety equipment installed on generators. They are
installed to avoid a high risk of explosion/Fire/malfunction leading to damage to life and
property.

Further, they help monitor and safeguard the normal operation of the machinery. The
purpose of the safety alarms is to bring a malfunction to the attention of the
watchkeeping officer on duty.
While the trips act as a safety mechanism that shuts down the machinery in case there
is not much time to inform or no action has been taken and immediate safety measures
needed to be taken to protect the machinery.

Reverse current, irregular frequency, over speed, low lube oil pressure, low oil sump,
low bearing oil level, high bearing oil temperature, and over load are some conditions
where a normal generator should trip.

Further, it should give alarms on low jacket water pressure, low bearing oil level, high
bearing oil pressure, and low lube oil pressure.

But since the emergency generator is part of the critical machinery on board responsible
for the safe operation of the ship. There are all alarms and just one trip in the form of
over speed trip so that it should not self trip when needed; even if things are not in
order.

Emergency Generator Starting Procedure

On ship it is part of the weekly routine to check and inspect emergency generator; its
fuel tank, lube oil sump, battery charge level and coolant in radiators. Once done we
test run the generator manually under no load.

As per SOLAS ( safety of life at sea ) regulation, an emergency generator should self
start within 45 seconds of power failure. Although it should start within few seconds of
the power failure.

You can test the automatic start of the generator by disengaging the breaker that
connects the main switchboard to emergency switch board.
You can use the manual push start button on its control panel to start it manually on
battery. To run on no-load condition just for the test press the test button while keeping
it still on automatic.
In event primary starting procedure fails you need to use the hydraulic start mechanism
that includes a manual reciprocating pump, spring loaded assembly and an actuator
valve that needed to be opened before start.

How To Successfully Parallel

Generators ? | Step By Step
by Amit Abhishek

When two or more generators with same frequency, voltage and phase difference are
connected to the bus-bar; such that it increase their overall capacity, ease of
maintenance, and active load management. Then they are called to be connected in
parallel; and the method used is called paralleling. While the process used in this
method to assist is known as synchronizing. It is an effective way to increase the overall
power output of a plant; with much better control and ease of maintenance.

This helps do the job without spending money on buying high capacity generators. The
process is used where the demand for power is variable with extreme points; too low
and too high power demand. For two generators to be synchronized; the waveform of
their output must match with one another. This can be achieved by using a
synchroscope or dark and bright lamp methods. To ensure further safety; it is required
to keep the incoming generator at sightly higher frequency.

A generator already connected to the bus bar is called running generator; while the one
which need to be synchronized to connect is called incoming generator. A generators
frequency reduce slightly once it is applied to active load; and thus an increased
frequency help it avoid running as a synchronous motor. Moreover a generator is not
connected to the bus bar under stationary condition as; it will cause high induced emf in
stator winding causing it to short circuit.
Connecting Three Phase Generators In Parallel
Heavy industries and ship with high power demand are installed with two or more three
phase generators; to effectively share the load and provide increased output when
needed. For two generators to be synchronized they must have equal number of phase;
same phase angle, same voltage, frequency and identical voltage sine curve
( waveform ). This means the RYB connection point of bus bar; should be connected to
RYB terminals of incoming generator and not RBY.

An three phase incoming generator can be synchronized to the one connected to the
bus bar; using bright lamp, dark lamp or synchroscope method. For generators to be
properly synchronized they must be locked finally to the system frequency; irrespective
of their initial speed or frequencies. Once synchronized they must share the total load
according to their individual capacity and not equally. For generators to share equal
loads they must be identical in most aspects.
When two generators are connected in parallel their e.m.f E1 and E2 are in opposite
phase; with respect to their internal circuit while in shame phase for external circuit.
Under this condition if one generator tries to move out of synchronization; their internal
circuit will subjected to synchronizing current. This synchronizing current denoted by Is =
Er / Zs reestablish synchronicity between the two alternators.
Here; Er is the net resultant voltage of the system while the Zs is the impedance of
synchronization. The different method used to achieve this synchronization are given
below.
Synchronizing 3 Phase Generators Using Synchroscope
While all modern control panel either on ship or large industry have facility to parallel
generators automatically; it is necessary to understand and prepare to do it manually in
case. A synchroscope is a device used to measure the degree of synchronization; so
that we can close the breaker at the right time. It represents the relative speed of the
incoming machinery with the help of a pointer. If it moves anti clock wise then the speed
of incoming generator is less; while is more if it moves clockwise.

1. Start the incoming generator and warm it up while increasing its speed to the meet the
required operational frequency.
2. Monitor in the control panel whether the incoming generator have the same voltage and
frequency that of the bus-bar.
3. Make sure both of your generators have the same phase sequence.
4. Make necessary adjustments if required to meet identical voltage, frequency and phase
sequence.
5. Now switch on the synchroscope and monitor the movement of pointer.
6. If the pointer moving anticlockwise increase the speed; if it moves fast along clockwise
direction reduce the alternator speed.
7. Keep the speed of incoming generator slightly more than that on load; such that the
pointer moves very slowly clockwise.
8. Engage the breaker just before the pointer reach midnight ( 12’O Clock ); it is the
moment when the incoming generator is in phase with the bus bar.
9. Once done decide whether you need both generators on load or need to shut down the
running generator.
10. This can be achieved by lowering the governor switch of running generator while
increasing for incoming generator.
11. Switch off the synchroscope.
12. Switch off or trip the breaker for the running generator; now the generator is on standby.
Synchronizing 3 Phase Generators Using Lamp Method
Proper synchronization for an alternator can be achieved by using either; dark lamp or
one dark two bright lamp method. It is an cheap alternative for the expensive
synchroscope for the job. In dark lamp method all the three bulb is connected across
the same phase; i.e RR’, YY’, BB’ with a voltmeter connected across two phase of the
bus bar and terminals of incoming generator. On other hand one dark and two bright
lamp method have; one lamp connected in phase while others out of phase to the bus-
bar i.e RB’, YY’, BR’.
The basic idea behind working of dark lamp method is that; when the two generators
are in synchronicity their net resultant frequency will be zero. You can consider it by
this; if bus-bar frequency is 60 Hz and that of incoming generator is 50 Hz then resultant
frequency is 10 Hz. At this point in time all the three lamps will remain dark. Initially
when there is a difference between these frequencies the resultant frequency will cause
the lamp to flicker ( On and OFF ) concurrently.

Just in case if these bulb don’t flicker concurrently its a clear cut indication of incorrect
phase sequence; stop the incoming generator and replace the terminal positions. In the
process the breaker is closed when during the dark phase of the light when the net
frequency is almost 1. Similarly we can use two bright and one dark method to do it
more efficiently.
Steps To parallel Generators By Two Bright One dark Lamp Method

1. Start the Prime mover of the alternator and bring it to its rated speed.
2. Connect the three lamps and a voltmeter to its terminal as shown in the above figure;
following two bring and one dark lamp method.
3. Check whether the incoming generator have the same voltage as of the bus-bar.
4. If not; increases the voltage by changing field current in the alternator till it mach up with
that of the bus bar.
5. Watch for the bulb flicker and decide whether it follows an anticlockwise or clockwise
pattern.
6. An anticlockwise movement indicates slow speed while a clockwise movement indicate;
fast speed of the incoming generator in respect to the bus bar or running generator.
7. Change the speed of the alternator accordingly to reduce the flicking of the bulb to
nearly zero or as low as possible.
8. Now close the breaker at moment when the bulb connected in phase is dark while the
others two are equally bright.
9. Once done decide whether you need both generators on load or need to shut down the
running generator.
10. This can be achieved by lowering the governor switch of running generator while
increasing for incoming generator.
11. Now disconnect the supply to the lamps and turn off the step down transformer
connected if any.
12. It is a general practice for high voltage generators to connect these lamps via an step
down transformer.
13. Switch off or trip the breaker for the running generator; now the generator is on standby.

Connecting Single Phase Generators In Parallel

A single phase generator can be synchronized and then connected in parallel by using
dark lamp or bright lam method of synchronization. Other than the dark lamp and one
dark two bright lamp method in three phase generator; here we only use two lamps for
the whole process. For dark lamp method; the lamps are connected in phase to the
terminal and the bus bar as shown in the diagram. While for bright lamp method they
are connected out of phase to each other.

The light bulb will flicker with alternate dark and bright phase based on the net resultant
frequency of generators. Now when the frequency and voltage of the running generator;
is matched with that of the incoming generator the bulb will not glow. It is so because
the root mean square value; of their voltage for the waveform is in equal but opposite
magnitude. This can be represented in general by two equal but opposite waveform; as
in below diagram.

Similar to that in three phase alternators close the breaker in the middle of the dark
phase or period. The two output are in exact phase opposition at that point of time. If not
done properly the generator might not synchronize; which lead to reverse power trip or
simply called blackout. Pay special attention during the process as in single phase
generators; even if the magnitude of output voltage of each generator be same the net
resultant voltage may be different.

Parallel Operation of Portable Generators – The Easy Way !

No one ever wants to get into complexity of manually synchronizing generators;

specially when it comes to portable generators at home or camp ( Picnic ). It’s not just
require attention and experience but could also damage the generator if things goes
wrong.

With all that advancement in technology we want something which; take care of all this
important stuff for us and is easy to use. You can check out my personal favorite
parallel kit for generators with its price Over Here on Amazon. You just have to plug it in
the outputs and then start together to enjoy increased / combined output.
But its not the only product out there so pick the one which is compatible with your
generator and is cost effective. For most portable generators they have dedicated
socket for connecting paralleling cables termed as “Parallel output” or just “Parallel”.
Connect the both ends of cable on both of the generator and the internal generator
control with inbuilt program for parallel operation will take care of it.
Conclusion
Two or more generators are run in parallel on ship, industries and power plants to share
load; increase power output, provide ease of maintenance and reduced operational
cost. A generator can be run in parallel by providing proper synchronization and
effective load sharing. While all generator panels either local or in control room have
automatic synchronization facility; it is not uncommon to see a backup manual
synchronization method provided for emergency.

Excitation Voltage – Definition, Types

& Working
by Amit Abhishek

Excitation / Excitation voltage or more precisely excitation system of a generator ( A.C )

is one of the leading sphere of doubts and questions asked in interviews. While these
big machineries work on the Faraday’s law of electromagnetic induction. They need
some source of energy not just to produce magnetic field but to control it avoiding
voltage variations. After-all controlling magnetic field will automatically control the
voltage output of the alternator.

But how do they produce such stable magnetic field? This is when excitation comes in
to part; A D.C voltage is supplied to the rotor field windings from a D.C generator
connected in synchronous on the same shaft. Flux is produced in the field windings of
the rotor by the D.C supply; while the level of excitation depends on the load current,
speed and power factor of the machine.

What is Excitation Voltage?

An excitation voltage or current is the amount of electric energy ( D.C ) feed into the
field winding of an alternator rotor to produce magnetic flux / field. The output voltage of
an alternator depends upon the magnetic field and so the excitation voltage. So a
device called automatic voltage regulator is installed and used to control the final output
by adjusting excitation voltage. Conventionally a D.C generator synchronized and
coupled with the alternator on the same shaft is used for this purpose.
While most designs use conventional D.C generator, few designs also use D.C battery
for this purpose. The alternator which supply its own excitation voltage are are called
self excited alternators. The only problem with them for both A.C and D.C generator is
too keep them isolated from the external load for the initial starting period. For D.C
generators or exciter the field excitation is generated only when the poles posses some
some residual magnetism. Upon rotation of generator shaft the residual magnetism
generate a small voltage in the armature. This lead to generate even more field strength
and so more output voltage and so on and so on.

Q. Why only D.C is used for Excitation in

Alternators?
Excitation voltage or current is supplied to the field windings of a rotor to produce a
static magnetic field. If we use alternating current instead of direct current; we will get a
fluctuating magnetic field. This will generate alternating magnetic flux in the stator
windings leading to unpredictable and unstable voltage and power supply which may
cause distortion and high risk for burning armature windings. Even if we some how tap
the output it won’t be pure sinusoidal three phase supply. This is why the field windings
of a rotor must be exited by direct current to avoid all those disadvantages.

Types of Excitation System

Magnetic flux and speed are the two key elements for emf generation in an alternator. A
rotor field winding produce a strong magnetic field when subjected to direct current.
Various ways can be implemented to supply direct current to the rotor windings; but the
two main types are static and rotary. While the rotary method may include A.C or D.C
exciter mounted on the same shaft; a static exciter utilizes thyristor to rectify A.C current
to produce D.C.

A Typical excitation system with d.c generator mounted on the same shaft for providing excitation
voltage.

1 ) D.C Excitation

In a typical conventional alternator we have a small d.c generator called main exciter is
coupled on the same shaft as of the alternator. The direct current produced by the
exciter upon shaft rotation is then feed to the rotor windings through brushes and slip
rings. This excitation voltage is then controlled by varying field current of main exciter
through a pilot exciter.

An automatic voltage regulator is then used to control both pilot and main excitation
voltage according to the demand at the output terminal. Thus by controlling excitation
voltage to the rotor field windings; final output voltage of an alternator can be changed
or keep constant. While for most of the design the primary and main exciter are
mounted on the same shaft; but for some designs they may be separately driven by a
motor.

2 ) A.C Excitation

A ) Thyristor / Static Excitation

A static excitation method used the power from the alternator itself to supply excitation
voltage. It provide faster and better response with low cost of operation. Typically they
utilize a thyristor rectifier to convert A.C to D.C which is then feed into the rotor using
brushes and slip-rings. First the output from the alternator is step down using a
excitation transformer and then rectified to feed into the rotor.

This is an unpopular but most effective mode of excitation as it helps reduce the
operating costs eliminating cost of maintenance, frictional loss and loss due to
commutator and windings. A separate source of energy is used during the start for the
excitation process; it is done so because there is no output current at the output
terminal of the alternator to rectify.

Generally, A separate battery bank is used to provide the initial excitation current to
reach the desired rated rpm and rated voltage. Once it reach the rated voltage the static
excitation took in and maintain the field excitation.

brush less Excitation system

B ) Brush-less Excitation

It is an excitation method with armature winding of exciter on the same shaft. Basically
this system consists of a rectifier, main exciter and a pilot exciter with permanent
magnet fields ( I mean generator with permanent magnet producing magnetic fields ).
The output of the armature is feed to the rectifier and then to the rotor field windings.
This arrangement of armature and rotor on the same shaft eliminates the need for slip
rings and brushes.
The absence of parts and problem such as commuter, brushes, slip rings and carbon
dust ( problem ) significantly improve the reliability and performance of the alternator. It
also helps reduce the cost of maintenance. In some design even additional electronic
detector are fitted to give alarms and trips upon diode failure.

Automatic Voltage Regulator

A sudden change in the load current of a generator can lead to change in its output
voltage. This is due to the voltage drop / dip in the winding of a generator. An
unregulated excitation system would be thus unacceptable / UN-feasible for
maintaining power output at variable load. On ship and land based plants there is a
regular fluctuation in the load demand; if remained unregulated this would destabilize
the generators.

The magnitude and structure of the voltage dip largely depends on the load and
repentance characteristics of the generator; while the recovery depends upon the
A.V.R, governor and the excitation system. An automatic voltage regulator acknowledge
the output voltage of a generator and change the excitation voltage accordingly.

Automatic Voltage Regulator ( Construction )

Construction & Working

Although design of the automatic voltage regulator ( A.V.R ) change with the
manufacturer; there are some basic key elements like transformer ( attached to the
voltage sensing unit ), rectifier, transistor and thyristor remain the same. A voltage
sensing unit rectify and step down the voltage to the low D.C voltage in proportional to
the alternator terminal voltage.
This D.C output voltage is then compared for the set / desired value with the help of a
comparator. Any difference win between will trigger an error signal which then feed into
the thyristor circuit. A thyristor acts as a rectifier and a switch controlling the amount /
magnitude of the excitation voltage or current. Generally on ship there is always one or
two spare A.V.R available to be replaced upon suspected failure.

Other key features of an A.V.R includes:

 Quick Response.
 High KVAR for proper current sharing during parallel operation.
 Under or Over voltage alarms and trips
 Quick excitation voltage buildup during start of the generator.
#NOTE: I will look forward for your helpful comment ( even critical ) and
recommendations to improve this Article ( What is Excitation Voltage And Its System? ).

How To Overhaul Electrical Motors

On Ship And Industries ?
by Amit Abhishek

Everything that is ever built or created has a self life; and it takes proper care and
maintenance to prolong their life span. An electrical motor with its five major parts; rotor,
stator, winding, terminal box and bearings require overhaul from time to time to ensure
safe operation. If not; the first thing which happens is the gradual decrease in insulation
resistance.

This leads to short circuit and failure of electrical motors. Thus to ensure safety and
operation of electrical motors; the first line of defense is to add proper ventilation and
anti-condensation heaters to maintain dryness. But still continues deposition of dust, oil,
grease and moisture; together with the growing age of insulation makes it even more
important to overhaul the system.

The other major reason why an electric motor is overhauled; is when it came in contact
with water. There is a general understanding to overhaul all electric motors; in case of
engine room flooding or water leaks. The process involves complete de assembly of
electric motor, visual inspection, insulation checks, repairs, final check and reassembly.
Let us learn in details about what that actually is, the process involved and what they
mean to the maintenance of electrical motors.
Requirements And Safety For Maintenance
Procedure
It is required to take safety precautions before maintenance or repair; whether on ship,
working on shore based industry or in your own workshop. Take proper permission from
concerned authorities; before working on any of the electrical motors. If required give
advance notice; and prepare documentation for the repair.

Arrange all insulated and special tools required for the repair following manufacturer
guidelines. Wear all personal protective equipment such as; protective cloths, gloves,
shoes and most important hard hat available on ship and industrial complex. You can
get all of these easily on amazon from the link over here for your workshop or personal
use.
Isolate the designated electric motor from main power supply; and drain the associated
connected system before inspection and repair. Make sure the motor is electrically
grounded; to the ships hull or ground neutral as in industries. Once done isolate any
electrical connection to the electrical motor locally.

Make sure all critical spares to be needed are available before hand on ship. Put
Designated “MAN AT WORK” sign in different parts of the engine room as in ship or
workspace in industry. Now start the overhaul procedure from dismantling of motor
cover and initial visual inspection; about which we will discuss below.

Maintenance Procedure To Overhaul Electrical

Motors
The main aim for the maintenance of electrical motor is to ensure; low contact
resistance, high insulation resistance, bearing lubrication, proper air gap and overall
dryness of the motor assembly. Ideally the motor have very less air gap between the
rotor and stator which; gradually decrease even further over time as the shaft deviates
from its rotational axis.

Under no circumstance the rotor and stator winding’s should tough each other; as it will
be uneconomical then to repair the motor. Thus electrical motors are overhauled and
repaired based on their working hours. If you pay attention to your maintenance
checklist provided; you will notice the whole operation consists of five major part.
The de assembly, visual inspection, cleaning, tests, repairs, bearing lubrication and
repair, reassembly and performance checks. We will discuss in details about each of
them below on one on one basis.

1 ) De-Assembly of Electric Motor

The first step in dismantling electrical motor is to decide whether to dismantle in place or
out of place; based on its size, orientation and ease of dismantling. Once decided
isolate the pump electrical supply; open local connection point and check for insulation
resistance. Once done; isolate the pump locally removing wires connecting to different
terminal points.

Separate the motor assembly with any associated system such as pumps and
compressors. Now using a chain block slowly lift the motor assembly and put it
horizontally on the plane surface retaining all of its shims, nuts-bolts and other
associated hardware.

Now using a spanner of definite size or wrench remove all fasteners ( nut-bolt ) from the
motor front cover. See if the cover is easily removable or not; if not apply a gentle tap
from soft hammer all around the cover. Now remove the cover or housing and put
marks on it; then repeat the process on the other side of the motor on end housing or
cover.

Some times you may be required to remove the bearings from shaft. In one such
condition use a hydraulic or mechanical bearing splitter with small and medium
electrical motors; while use a spring loaded hydraulic bearing puller for large motors as
on ship and heavy industries. A bearing splitter set cost between 40 to 120 dollars in
average; click over here to check its current price on amazon.
Now Based on the size of the motor use chain block or hands or hydraulic roller
assembly to remove its rotor. Give extra care to ensure under no circumstance the
stator winding touch with the rotor; during the process as it damage both rotor and
stator assembly. Once done the motor is ready for inspection.
2 ) Visual Inspection of Electric Motor

The first thing which we ever look for in electric motor once dismantled; is the signs of
dust and moisture. Dusts are the sole contributor of damage due to local over heating;
while moisture leads to sudden decrease in insulation resistance. We look upon the
stator, its winding’s, core, rotor assembly and bearings; along with seals, brushes and
their holders if present.

We look up-close at the stator winding’s for any sign of damage or local over heating.
Winding’s tends to loose their original colour when they are subjected to over heating.
Carefully examine its core for any signs of running or damage due to any form of
contact with the rotor assembly; mostly caused due to worn down or faulty bearing.

Many a times you can easily notice the burned out smell as you disassemble; caused
due to over heating of winding’s in recent time. Next give a quick look at the rotor
assembly for any signs of damage; as its generally require little to no service in the
entire motor life. Most rotors are laminated using steel core which further helps detect
any signs of damage.

Once done; the only two things you need to pay attention to are the ventilation ducts
and bearings health. Electrical motors with open ventilation system; generally have the
problem of chocked or too dirty air inlet ports. These ports needs to be in good condition
along with any associated fan; to provide adequate cooling.

To detect if the bearings have worn down or damaged; by listening to the sounds it
makes and freeness when the shaft rotates. The other method is by using portable
vibration detectors. But in most case we just replace them based on their running hours.
3 ) Reconditioning An Electric Motor

Reconditioning electrical motors means cleaning, repair and replacement of parts if

required. Start by cleaning ventilation ducts in the motor followed by the winding’s and
associated parts. Use a soft blow of air at not more than 1.8 bar to blow-off the dust
from surface. If required you can also use non ionic water based solvent; to clean off the
debris, dust and foreign particles.

In case the motor is flooded with sea water on ships and marine application; flush the
motor with fresh water. Then using an low power heater or lamp; dry up the system with
proper arrangement ( using external fan ) to assist vapors to get out of the motor
assembly.

In places where you have found signs of overheating; find the possible cause and fix it.
Use similar tactics such as heating coil and winding’s to improve insulation resistance.
Do not heat the coils or winding at more than 120 degree Celsius; using an electric
heater or winding’s oven.

Remove and replace bearings with a new one based on running hours, damage or
signs of misalignment. If there is only a slight increase in vibration; this can be solved by
pulling the bearing out, cleaning and then applying proper grease and lubrication. If the
winding’s seems to have lots of burn marks, damage or is just hard to recover; its time
to burn and strip the old winding and rewind accordingly.

4 ) Reassembly of Electrical Motors And Final Test

Heat up the winding’s for one last time and check insulation resistance to compare with
the previous readings. Now clean the rotor shaft with a nice clean cloth or tissue; and
apply light oil or grease on to it. Place a new bearing along the shoulder of the rotor
shaft. Slowly push the bearing evenly till it go freely; then apply a soft tap of hammer on
the inner edge of the bearing to push it further towards its default position.

Now place the bearing locking nut or key in position and put the end cover on top of
rotor shaft. Then place the rotor assembly along with the end cover or housing inside
the stator maintaining its alignment. Use a soft hammer to push the end cover on top of
the rotor shaft. Once placed inside use the fasteners and locking nut to secure to its
position.

Place the end cover on the other side of the motor along with the fan if any and box up
the system; securing them together using lock nut, tie rod and bolts using reverse
tightening method. Once reassembled move the motor back to its original position using
chain block; and secure to the foundation area using fasteners, shims and other locking
arrangement.
Make sure its firmly secured to the foundation area or block and not misaligned. If so
make necessary adjustments before connecting back with the pump or associated
system. Connect the electrical connections and do a final testing for one last time; do
not forget to check the freeness of the shaft.

If all good its time to start the motor and monitor its performance for a while before
considering fit till next maintenance.
What Goes Wrong With Motor And How to
Identify Problems ?
Let’s face it; not every one have this luxury as we ( marine engineers ) do to perform
preventive planned maintenance. While preventive planned maintenance are efficient
and save money in long run; not everyone is capable to spend on unnecessary repairs
when the parts is still functional and not yet damaged.
So its important to know what are the thing which generally go wrong in an electrical
motor; and how to identify them just before any serious damage happen. While
electrical motors can malfunction in a many different ways; but only eight causes
accounts for majority of problem.

They are extreme operating condition, Over-Current, vibration, lower insulation

resistance, Overheating, dirt and moisture. Let us understand each of them how they
leads to faults and problem on a one on one basis.

1 ) Extreme Working Condition

Every machine including electrical motors that’s ever built are tested and designed to
perform at their capacity; under a definite range of working condition. One of the
important factor that plays role in deciding life of motor or regularly of their maintenance;
is the temperature of the surrounding area and the motor itself.

A motor is designed to work efficiently within a temperature range of -25 to 45 degree

Celsius. Prolonged working under condition below and above; leads to change in
insulation resistance and life of bearings. Similarly poor hygiene such as poor ventilation
or chocked ventilation ports of a motor; can leads to over heating and winding’s burnout.

2 ) Over Current

The electrical motors draw in current to their winding’s in order to produce necessary
field to produce torque. Now when more than stated current pass through these
winding; the situation is called as over current. These winding’s are designed to carry
the rated current safely for indefinite interval of time.

An over current condition can be caused due to short circuit, high voltage or too low
voltage forcing winding’s to draw heavy current. This can leads to over heating and
burning of the winding’s. Furthermore this negatively affects the resistance of the
insulation and electrical contact points.

3 ) Vibration

The vibration in electrical motors can be due to a number of reasons including; poorly
secured motors to their platform, improper alignment, damaged bearings and corrosion.
It can be both external as well as internal; the external vibration loosen the fasteners,
electrical connections and lock nut while internal vibration leads to damage and rubbing
of surfaces.
Other than normal wear and tear it also negatively affects the efficiency and power
output; and thus need to be keep in check. This can be done by proper maintenance
and regular monitoring of vibration levels.
4 ) Lower Insulation Resistance

One of the leading cause of motor failure; lower insulation resistance accounts for
almost 70 percent of total motor failure. It is a situation in which the insulation resistance
decrease over time; generating scope for leakage current to flow and short circuit the
wingdings. While its easy to know of its effects its harder to actually detect on time.

Initially the insulation resistance have an resistance value as high as 1 mega ohm; but
with time, heat, moisture and damage the resistance gradually reduce to alarming
extent. In such condition it no longer avoid electrical contact between the conductor and
the winding’s; thus resulting in short circuit of motor winding’s.

5 ) Overheating

If lower insulation resistance is the mother of all motor troubles; overheating is definitely
his father. A motor can generally over heat under very high or too low voltage condition;
when it takes in more current within winding’s then it really should at first place
generating lots of heat.

Another reason why electrical motors overheat are the poor air ventilation, over loading
and extremely hot surrounding environment. This leads to loss of insulation, power and
efficiency loss in short run while winding burnout, damage to bearings and damaged
stator in long run.

6 ) Dirt And Moisture

Foreign particles such as dust and small metal pieces can stick to the ventilation ducts
and restrict passage of fresh air. Furthermore deposited dust on winding’s restricts
proper heat dissipation and often leads to over heating. Many a times small scraps of
metal or rock get in between the stator and rotor assembly; restricting shaft movement.

On another hand moisture can corrode parts of the electric motor while equally reducing
insulation in place. It latch on to the shaft, rotor and the bearings corroding and
restricting their working. It lead to leakage current, loss of efficiency and damage to
parts due to corrosion making the motor in-workable.
Common Problem Indicating Scenario’s

1. Any wobble of the shaft along with increased vibration and noise is an indication of
misalignment and bearings worn down.
2. Any pungent smell like that of burning wires or plastic is an indication of over heating.
3. If the motor casing or body heats up its the sign of improper or chocked ventilation ports.
4. Any signs of spark in the system is an indication of loose electrical connection or
physical damage to rotor and stator.
5. If its performance have decreased in near past and just suddenly stops while running; its
a clear indication of winding short circuit.