ML17157A089
| ML17157A089 | |
| Person / Time | |
|---|---|
| Site: | Susquehanna  |
| Issue date: | 03/19/1990 |
| From: | PENNSYLVANIA POWER & LIGHT CO. |
| To: | |
| Shared Package | |
| ML17157A088 | List: |
| References | |
| MT-024-024, MT-24-24, NUDOCS 9003280188 | |
| Download: ML17157A089 (37) | |
Text
MT-024-024 Revision 0
DIESEL ENGINE ANALYSIS AND LOAD BALANCING 90032SOi88 9003i9 gDR ADGCK 05000387 PBf
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MT-024-024 Revision 0
Page 2 of 19 SECTION 1.0 PURPOSE 2', SCOPE
3.0 REFERENCES
4.0 DEFINITIONS 5.0 TOOLS AND EQUIPMENT 6.0 PRECAUTIONS TABLE OF CONTENTS PAGE 7.0 PREREQUISITES 8.0 PROCEDURE 9.0 FINAL ACCEPTANCE CRITERIA/POST MAINTENANCE TESTING 10.0 RECORDS ATTACHMENT ATTACHMENTS PAGE A
Tools and Equipment B
Data Sheet C
Fuel Injection Pump Control Linkage D
Governor Fuel Control Linkage 10 18 19
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Page 3 of 19 1.0 PURPOSE To balance the load, horsepower, as evenly as possible between all cylinders:
NOTE THe adherence level of this procedure is Step By Step Conditional.
2.0 SCOPE
- 2. 1 This procedure collects data to determine if the load is balanced between the cylinders.
If the load is not balanced this procedure will direct adjustments be accomplished in accordance with other procedures.
2.2 In order to balance the load between each of the cylinders it will be necessary to operate the engine at normal operating temperature and at 4000 KW.
2.3 For efficient and smooth operation, the engine cylinder loads must be balanced.
This equal load condition can be obtained by balancing the peak firing pressure within the acceptable range on each cylinder.
Firing pressure can be affected by many variables;
- however, the most predominant variables are fuel injection nozzle and fuel injection pump operation.
2.4 The fuel injection nozzle is a spring-loaded hydraulically operated valve that is inserted into the combustion chamber.
The nozzle is set to actuate at 3500
+ 100 psi and inject finely atomized fuel in a
symmetrical pattern into the combustion space.
If a nozzle either fails to actuate at the correct pressure or fails to deliver the fuel as stated before it will result in a firing pressure that may be significally different from other cylinders, 2.5 The fuel injection pump is driven by the engine camshaft and consists of a single pumping element that meters,
- times, pressurizes and controls the fuel being delivered to the injection nozzle.
The pump can be timed by changing the shim height between the pump and its base.
2.6 Each fuel injection pump control rack has graduated
- marks, in mi llimeters, which register with a pointer on the pump housings Each injection pump is connected to a
common control shaft on each side of the engine.
The two control shafts are in turn actuated by the mechanical governor.
To ensure that each cylinder is receiving the correct amount of fuel, all the injection pump control racks must be within 0.5 millimeters of each other.
MT-024-024 Revision 0
Page 4 of 19 2.7 The peak firing pressures will be determined by installing an engine analyzer to the cylinder's indicator test cock.
Several different types of engine analyzers are currently available and all of them display firing pressures.
The major difference between analyzers is the additional data that can be analyzed.
This procedure allows the use of any or all types of analyzers listed on Attachment 'A'.
3.0 REFERENCES
- 3. 1 AD-QA-501, Maintenance Procedure Program 3.2 Cooper Bessemer Document QCG-6724, Power Cylinder Load Balance Procedure 3.3 IOM 183; Cooper Bessemer Instruction Manual (OG 501A-D)
- 3. 4 IOM 749; Cooper Bessemer Instruction Manual (OG 501E) 3.5 MT-024-007, Fuel Injection Nozzle Removal, Testing 8 Installation 3.6 MT-024-008, Diesel Generator Timing and Valve Lifter Adjustments 3.7 TP-024-087, Data Collection For 'E'/G Combustion Intake Air Temperature Test
- 4. 0 DEFINITIONS None E.
I EITT E
See Attachment A for a listing of tools and equipment which may be needed to implement this procedure.
6.0 PRECAUTIONS Do not stand directly in front of or bend over in front of cylinder indicator test cock when being purged.
T. EBI,
- 7. 1 A Technical or Maintenance Engineer is available to perform duties as a
Test Director.
MT"024-024
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Page 5 of 19 7.2 Diesel generator is operating at 4000 KW or as otherwise directed by TP"024-087.
7 '
Cooper-Bessemer service representative is available to assist in balancing the engine.
7.4 Engine analyzer is available for use with personnel knowledegable in its operation, 8.0 PROCEDURE NOTE:
This procedure is only written for one set of data collection.
Should it be necessary to gather additional sets of data then simply attach additional Form MT-024-024-1 to the work authorizing document.
- 8. 1 Engine analysis
- 8. 1. 1 RECORD the instrumentation readings required by Form MT-024-024-1, Attachment B.
NOTE:
The engine governor load limit control knob will have to be readjusted to ensure stable engine operation.
This adjustment will be made by the test director.
- 8. 1.2 TURN the engine governor load limit control knob counterclockwise until resistance is felt,
- 8. 1.3 RECORD fuel injection pump control rack settings in millimeters on Form MT-024-024-1, Attachment B.
CAUTION DO NOT STAND IN FRONT OF OR BEND OVER THE CYLINDER TEST COCK WHEN IT IS OPENED.
- 8. 1.4 Momentarily OPEN and then CLOSE the cylinder indicator test cock to blow out the line of any debris for the cylinder being tested.
- 8. 1.5 ATTACH the engine analyzer pressure transducer to the cylinder indicator test cock for the cylinder being tes-ed.
NOTE:
Exhaust leaks at the cylinder test cock or its fittings will result in lower firing pressures.
- 8. 1.6 OPEN the cylinder indicator test cock for the cylinder being tested.
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Page 6 of 19 8.1.7 RECORD the data required by Form MT-024-024-1, Attachment B,
using the engine analyzer for the cylinder being tested.
- 8. 1.8 RECORD the cylinder exhaust temperature indicated on TI 03429 for the cylinder being tested on Form MT-024-024-1, Attachment B.
- 8. 1.9 CLOSE the cylinder indicator test cock for the cylinder being tested.
- 8. 1. 10 DISCONNECT engine analyzer pressure transducer from cylinde~
indicator test cock for the cylinder being tested.
- 8. 1. 11 GO TO step 8. 1.4 and repeat steps
- 8. 1.4 through 8. 1. 11 unti 1 data has been obtained for all cylinders.
- 8. 1. 12 TURN the engine governor load limit control knob clockwise to the maximum fuel position.
- 8. 1. 13 The engine may be shutdown in accordance with TP-024-087.
- 8. 1. 14 ATTACH engine analyzer data sheets to this procedure.
8.2 Data Interpretation 8.2.1 DETERMINE the maximum average peak firing pressure as follows:
a.
ADD together the individual cylinder average peak firing pressure from -8. 1.7 and RECORD on Form MT-024-024-1, Attachment B.
b.
AVERAGE the sum of individual cylinder peak firing pressures by dividing the sum by the number of engine cylinders on Form MT-024-024-1, Attachment B.
8.2.2 DETERMINE the maximum average firing pressure variation as follows:
a.
RECORD the highest average firing pressure from firing pressures recorded in step 8. 1
~ 7 on Form MT-024-024-1, Attachment B.
b.
RECORD the lowest average firing pressure from firing pressures recorded in step 8. 1.7 on Form MT-024-024-1, Attachment B.
c.
SUBTRACT 8.2.2.b from 8.2.2.a to obtain variation and RECORD on Form MT-024-024-1, Attachment B.
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Page 7 of 19 d.
RECORD all cylinders which exceed the maximum allowed variation on Form MT-024-024-1, Attachment B.
8.2.3 REVIEW data recorded in step 8. 1.3 and RECORD fuel injection pump numbers that exceed the maximum fuel rack setting variation of 0.5 mi llimeters on Form MT-024-024-1, Attachment B.
8.2.4 Any fuel injection pump control rack setting which diviates more than 0.5 millimeters and was noted in step 8.2.3 must be readjusted in accordance with section 8.3 of this procedure.
NOTE:
The evaluation process to determine what component is faulty requires that the data recorded'in steps
- 8. 1. 1, 8. 1
~ 7, 8.2.2 and 8.2.3 be reviewed along with the pressure volume diagrams, if plotted, to determine any corrective actions.
8.2.5 EVALUATION of engine analyzer data to determine required action is as follows:
NOTE:
Fuel injection nozzles are replaced in accordance with MT-024-007.
a.
If the data reviewed indicates a faulty fuel injection
- nozzle, RECORD faulty nozzles on Form MT-024-024-1, Attachment B that require replacement.
NOTE ( 1):
Fuel injection pump timing can be changed by adjusting the pumps shim stack height.
Approximately 13 mils will change timing by 1
degree and 1 mi 1 will affect firing pressure by 5 psi.
NOTE (2):
Fuel injection pump timing is adjusted in accordance with MT-024-008.
b.
If the data reviewed indicates an incorrectly timed fuel injection pump, RECORD which fuel injection pumps require reshimming and how much shim must be added or taken away on Form MT-024-024-1, Attachment B.
8.3 Fuel Linkage Adjustments NOTE (1): This section of the procedure only. needs to be performed if either the fuel control shaft or. the fuel pump control rack is out of adjustment.
MT-024-024 Revision 0
Page 8 of 19 NOTE (2): Either or both subsections may be performed as deemed appropriate.
8.3.1 Fuel. injection pump control rack adjustment.
NOTE ( 1): This subsection may be performed with the engine in operation or shutdown.
NOTE (2): This subsection will be performed to adjust any pump that is not within 0.5 millimeters of the other pumps.
NOTE (3): Refer to Attachment C for adjusting nut and jam nut location.
'a
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LOOSEN jam nut on the adjusting screw.
b.
C.
TURN the adjusting screw CW or CCW as necessary to achieve the correct fuel control rack setting.
TIGHTEN the jam nut to lock the adjusting screw in position.
8.3.2 Fuel control shaft adjustment.
NOTE ( 1): This section of the procedure can only be performed with the engine shutdowns NOTE (2): Refer to Attachment D for location of governor fuel control linkage components.
a
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ISOLATE and DEPRESSURIZE control air to the actuating cylinder (14, ATT D).
b.
COLLAPSE the actuating cylinder (N, ATT 0).
C.
d.
CHECK load limit control knob on engine governor set at max fuel position.
Using a wrench ACTUATE the g'overnor lever (8, ATT D) to maximum fuel position.
NOTE:
Fuel injection pump control rack setting at maximum fuel is 40 mi llimeters on OG 561A-D and 44 millimeters on OG 501E.
READ and RECORD all fuel injection pump control rack settings on Form MT-024-024-1, Attachment B.
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Page 9 of 19 f.
Using a wrench, ACTUATE the governor lever (8, ATT D) to minimum fuel position.
NOTE:
Fuel injection pump control rack setting at minimum fuel is 0 +0-1/2 mi llimeters.
g.
READ and RECORD all fuel injection pump control rack settings on Form MT-024-024-1, Attachment B.
h.
If fuel injection pump control racks do not go to 44 mi llimeters, ADJUST the span adjustment (13, ATT D).
i.
If the settings on an entire bank of fuel injection pump control racks are not 44 mi llimeters then ADJUST the right or left bank lever (3, ATT D) as necessary.
j.
If an individual fuel injection pump control rack is not within 0 '
mi llimeters then ADJUST that pump in accordance with 8.3. 1.
9.0 FINAL ACCEPTANCE CRITERIA/POST MAINTENANCE TESTING
- 9. 1 Combustion air manifold temperature is between 105 and 110 F.
9.2 Maximum fuel injection pump control rack variation is 0.5 millimeters.
9.3 Maximum average peak firing pressure of all cylinders is 1690 psi.
9.4 Maximum engine firing pressure variation between the highest and lowest cylinders is 160 psi.
9.5 Maximum turbocharger exhaust inlet temperature is 1200 F.
9.6 Diesel generator loaded to 4000 KW + 100 KW.
10.0 RECORDS 10 '
Attach a copy of Attachment B to the Work Authorizing Document 10.2 Original Attachment B should be returned to maintenance diesel engineer.
T AE E
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Attachment A
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Page 10 of 19
'OOLE AEO ETGEIPEEET Engine analyzer (either 'of the following)
EN SPEC 1000 EN SPEC. 3000 BETA 250 Mechanics Tool Box Page 1 of 1
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Attachment B
MT-024-024 Revision 0
Page ll of 19 Diesel No.
LOAD BALANCE DATA SHEET WA I
- 8. 1. 1 RECORD the following parameters:
Instrument Combustion Air To Left Manifold Combustion Air To Right Manifold Jacket Water From Engine Lube Oil From Engine (5) (4)
Spray Pond Temp (3)
ESW Intercool er Outl et Temp (4)
Ambient Air Temp Engine Speed Generator Watts (OC 519) 1L Cylinder Exhaust Temp 2L Cylinder Exhaust Temp 3L Cylinder Exhaust Temp 4L Cylinder Exhaust Temp 5L Cylinder Exhaust Temp 6L Cylinder Exhaust Temp 7L Cylinder Exhaust Temp 8L Cylinder Exhaust Temp 9L Cylinder Exhaust Temp 10L Cylinder Exhaust Temp Inst.
No.
TI 03418 TI 03418 TI 03418 TI 03418 AET 01/02 TI 01114 VMT 08 SI 03497 GWM TI 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429
~Readi a oF oF oF oF oF oF oF RPM KW oF Oe oF oF oF oF oF oF oF oF FORM MT-024-024-1, Rev.
0, Page 1 of 7 (File R7-1)
Attachment 8
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Page 12 of 19 (1)
(1)
Instrument 1R Cylinder Exhaust Temp 2R Cylinder Exhaust Temp 3R Cylinder Exhaust Temp 4R Cylinder Exhaust Temp 5R Cylinder Exhaust Temp 6R Cylinder Exhaust Temp 7R Cylinder Exhaust Temp SR Cylinder Exhaust Temp 9R Cylinder Exhaust Temp 10R Cylinder Exhaust Temp Inst.
No.
TI 03429 T,I 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429 TI 03429
~Readin oF oF oF oF oF oF oF oF oF oF Turbocharger Inlet Exhaust Temp TI 03429 Turbocharger Outlet Exhaust Temp TI 03429 8.1.3 Fuel Injection pump control rack settings oF oF 1L 2L 3L 4L 5L 6L 7L SL 9L (1) 10L (1)
~sett in C linder No.
1R 2R 3R 4R 5R 6R 7R 8R 9R (1) 10R (1)
~Settin FORM MT-024-024-1, Rev. 0, Pa'ge 2 of 7 (File R7-1)
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Attachment B
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Page 13 of 19 8.1.7 Engine Analyzer Oata CYL NO 1L 2L 3L 4L 5L 6L 7L 8L 9L 1
10L 1
1R 2R 3R 4R 5R 6R 7R 8R 9R 1
10R 1
HP 2
IMEP 2
PRESSURE (2
ANGLE FIRING OEVIATION 2
PRESS TOTAL HP Horsepower IMEP - Indicated Mean Effective Pressure FORM MT-024-024-1, Rev.
0, Page 3 of 7 ( File R7-1)
Attachment B
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Page 14 of 19
- 8. 1.8 Cylinder exhaust temperature CYL NO 1L 2L 3L 4L 5L 6L 7L SL 9L 1
10L 1
CYL EXH TEMP CYL NO 1R 2R 3R 5R 6R 7R SR 9R 1
10R 1
CYL EXH TEMP STEP NO.
8.2. 1.a Total of all firing pressures.
8.2. 1.b Divide total in 8.2. l.a by the number of cylinders.
8.2.2.a Highest individual average firing pressure.
8.2.2.b Lower individual average firing pressure.
8.2.2.c 8.2.2.a - 8.2.2.b
= variation.
8.2.2.d Record cylinders which exceed maximum variation.
RESULT ACCEPTANCE NA
< 1690 psi
< 160 psi FORM MT-024-024-1, Rev. 0, Page 4 of 7 (File R7-1)
Attachment B
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Page 15 of 19 8.2.3 Record fuel injection pump control rack settings that vary more than 0.5 millimeters.
8.2.5.a Record what fuel injection nozzles require replacement.
8.2.5.b Record which fuel injection pumps require reshimming and how much shim should be added or removed:
FORM MT-024-024-1, Rev. 0, Page 5 of 7 (File R7-1)
Attachment 8
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Page 16 of 19 8 '.2.e Fuel Injection pump control rack settings C linder No.
1L 2L 3L 4L SL 6L 7L SL 9L (1) 10L (1)
~Settin C linder No.
1R 2R 3R 5R 6R 7R 8R 9R (1) 10R (1)
~settin 8.3.2.g Fuel Injection pump control rack settings C linder No.
1L 2L 3L 4L 5L 6L 7L SL 9L (1) 10L (1)
~Settin C linder No.
1R 2R 3R 4R 5R 6R 7R SR 9R (1) 10R (1)
~Settin FORM MT-024-024-1, Rev.
0, Page 6 of 7 (File R7-1)
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Attachment B
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Page 17 of 19 NOTES:
(1)
Applies only to OG 501E (2)
Information may not be displayed on some analyzers in which case enter a
NA for that value.
(3)
No installed instrumentation on OG 501E.
(4)
Readings are obtained from the indicated computer points.
(5)
Spray pond temperature should be taken from the ESW loop in service.
General Remarks:
FORM MT-024-024-1, Rev.
0, Page 7 of 7 (File R7-1)
Attachment C
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Page 18 of 19 FUEL INJECTION PUMP CONTROL LINKAGE Fuel Pump I
Bracket Set Screw Bushing Control Shaft Fuel Control Rack Bolt, Nut
'and Was hex'pring Ad)usting Screw Jam Nut Clutch Lever Bolt and Nut Rod End and Yuts Fue'1 Pump Pedestal Taper Pin (2)
Bracket Bolts (2)
Page 1 of 1
5 NT-024"024 Revision 0
Page 19 of 19 GOVERNOR FUEL CONTROL LINKAGE 0
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13 17 0
1.
2.
3.
4.
5, 6.
7.
Bolt Control Shaft Lever & Bank adj.
Taper pin Bolt Rod End Contr ol Rod 8.
9.
10.
11.
12.
13.
Governor Lever Governor Shaft Engine Head Governor Adjustable Rod Span adjustment 14.
15.
16.
17.
18.
19.
Control Cylinder Control Bracket and Shaft Control Rod Support Bracket Support Camshaft Housi'ng Page 1 of 1
ATTACHMENT 2 to PLA-3359
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SCOPE DOCUMENT DCP 90-9013 CONCURRENCE:
NPE RESPONSIBLE ENGINEER NPE SUBGROUP LEAD APPROVAL:
NPE GR UP SUPERVISOR-MECH NIC L DESIGN
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SCOPE DCP 90-9013 Page 2 of 3 SCOPE DESCRIPTION Regulate the diesel-generator intake air temperature to approximately 110'F.
1.0 PROBLEM STATEMENT The temperature of the air in the diesel-generator intake air manifolds has been measured to be as low as the mid 30s'F.
Host of the other users of diesels in similar service control the temperature of the intake air to be within the general range of 60'F to 100'F.
The low intake air temperature at Susquehanna is felt to be a contributor to the rapid wear seen on the Susquehanna diesels.
2.0 RECOMMENDED SOLUTION 0
Of the various alternatives, it is recommended that a control valve be added to the intercooler Emergency Service Water outlet just upstream of the present outlet butterfly valve, valve 011048 on the D Diesel.
If required, the outlet butterfly valve may be relocated.
The valve should be an electrically powered, ASME III, seismically qualified, control valve powered from ESS Buses in such a way that the valve is available for throttling service when the associated diesel is running.
3.0 OBJECTIVE OF THE RECOMMENDED SOLUTION This modification will control the flow of Emergency Service Water to the cooler side of the intercooler to control the intake air temperature, measured in the intake manifolds, to a value of about 110'F.
The overall objective is to always keep the intake air somewhere in the range of 95'F to 125'F.
4.0 FUNCTIONAL DESCRIPTION Temperature sensors will sense the temperature of each air intake manifold.
Those values will be averaged to provide the feedback to the valve controls.
The setpoint of the control circuit should maintain about 110'F in the intake manifolds.
The control circuitry will regulate the flow control valve to allow the correct amount of ESW flow to maintain that temperature.
The valve will be seismically qualified and the valve and controls will be designed to fail open or in position, in the case of any failure.
The valves are closed allowing little or no ESW flow when the diesels are not running.
That allows the diesels to start, come up to speed and begin to warm up before there is need for substantial ESW flow.
As soon as the air temperature is warm enough, ESW will begin to flow to maintain 110'F.
The design will allow non-automatic operation of the value by use of open-close push buttons and a manual hand wheel.
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SCOPE DCP 90-9013 Page 3 of 3 5.0 SCOPE DESCRIPTION An electrically powered control valve, seismically qualified and built to ASME Section III, for each diesel (4" for diesels A,B,C 5 D and 6" for diesel E).
The valve must also be manually operable.
Rework the current ASME III spool piece to accommodate the new valve.'dd seismic support as required.
For diesels A,B,C 5 D the present spool piece will acc'ommodate the valve.
For diesel E a new, rerouted spool piece will need to be produced.
Diesel E will require perhaps 10'o 20'eet of ASME III pipe, 2 or 3 elbows and 4 new flanges.
Provide A.C. power, at the appropriate voltage, to power a motor operated control valve.
The power to operate the valve must be available shortly after the ESW pumps for the associated diesel, start.
A high temperature alarm will be provided to alert operators if the intake air temperature exceeds 125'F.
Provide control equipment including temperature elements in the intake manifolds, averaging circuitry, and control electronics.
The point of connection of the Fuel Oil Cooler water return line. will be changed to a point down-stream of the new flow control valve.
That allows constant full flow of ESW through the Fuel Oil Cooler.
Requires 5.'o 10'f 1" steel tubing and fittings.
Diesel E does not require this change.
6.0
- DESIGN, INSTALLATION AND TESTING STRATEGY.
The design work will be done by NPE and issued to the field on the form of DCPs (one for each diesel).
Much of the piping and routing of power cables may be done during operation.
The final rework of the spools to add the valve and reinstall the reworked spool will be done during a diesel outage.
Appropriate NDE and star tup testing will be done to prove the installation.
A test program will be developed to prove the modifications ability to adequately control the intake air temperature.
LONG LEAD ITEMS The new control valves have a lead time of approximately 36 weeks.
They will be scoped and ordered early in the design process.
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