The golden rule of power system operation

Say P - active power
     Q - reactive power.
     f  - frequency
     V - line voltage.

Then the golden rule is,
P is directly related with f.
Q is directly related with V.

Even certain experienced staff think that parameters such as line voltage depends on the active power produced and frequency may drop if there is not enough reactive power. This is Totally WRONG.

In other words,
If you are going to change the frequency of the supply you must increase the amount of fuel (eg. steam/diesel/HFO/waterflow) which in turn increases the prime-mover (eg. diesel engine/ gas turbine/ steam turbine/ hydro turbine) speed. But speed governors are meant to regulate this type of frequency variation and to maintain the speed of the prime mover.

If you are going to change the terminal voltage of the supply you must increase the excitation given to the alternator.

But keep in mind that the above are purely applicable to generators running isolated/islanded. Parallel operation and infinite grid operation are bit different and certain parameters can not be independently controlled (for eg. voltage in infinite grid). 

If multiple generators are running in parallel, only by increasing the excitation of all generators - the voltage can be increased, and vice versa. If not, only the reactive power share will change, not the output voltage.

The other important aspect of operating a power system is to do with the power factor. People confuse with whether the power factor must lead or lag. There is another belief, improving the power factor means we try to make the 0.9 to 0.8 lagging. In almost every practical power system (there are few exceptions) , the power factor should be lagging, BUT not necessarily each and every generating set. In other words, even when the system power factor is lagging - one machine may be running with a leading power factor, at the expense of another.

A Bit of Automobile Technology

It would be nice to shift to a non-electrical topic for a change. A brief explanation would be provided about the recent past & current technology available in cars.

Different kinds of Transmission systems:
MT: Manual Transmission - The Coventional Gear selection system
AT: Automatic Transmission - The Automatic Gear selection system
ManuMatic/Tiptronic/GearTronic: Manu(al + Auto)matic system
CVT: Continuously Variable Transmission

5 Speed manual transmission - gears

Automatic transmission lever

Above the letters indicate the following:
1. P - Park
2. R - Reverse
3. N - Neutral
4. D - Drive
5. 2 - Second gear is maximum
6. L - Low/1st gear is maximum

Tiptronic - A type of manumatic/semi-automatic trnasmission

Normally manual transmission employs a clutch but an auto transmission utilises a torque converter instead of clutch.

Few emission control systems:
CVCC: Compound Vortex Controlled Combustion by Honda for complying with emission standards
CC: Catalytic Converter used for treating toxic emissioons

Compound vortex controlled combustion employs a 2nd spark plug near inlet

Various ValveTrain systems:

The valvetrain system having camshaft, valves etc

VTEC: Variable Valve Timing and Lift Electronic Control by Honda
VVT-i : Variable Valve Timing with Intelligence developed by Toyota
SOHC: Single Over Head Camshaft system
DOHC: Double Over Head Camshaft system

Multiple Fuel delivery systems:
Carburettor:Conventional indirect injection
MFI: Mechanical Fuel Injection
EFI: Electronic Fuel Injection

Engine Efficiency Improvement systems:
Intercooler/Aftercooler:
Turbocharger/TurboSupercharger:

Close view of an intercooler - courtesy: wikipedia

A Typical Turbocharger

 Passenger Safety systems:
ABS: AntiLock Braking System
EBD: Electronic Brakeforce Distribution

Emerging Aotomobile Design technologies:
HEV: Hybrid Electric Vehicle cosists of an IC Engine and Electric motors

2010 Toyota Prius: claimed to be the the most efficient & cleanest hybrid

The 'energy screen' of the Prius - showing the interaction between electric motor, IC engine & batteries