ML18116A364
| ML18116A364 | |
| Person / Time | |
|---|---|
| Site: | Surry, North Anna  |
| Issue date: | 07/23/1979 |
| From: | Sheets M GENERAL ELECTRIC CO. |
| To: | |
| Shared Package | |
| ML18116A363 | List: |
| References | |
| 491HA689, NUDOCS 7908160472 | |
| Download: ML18116A364 (41) | |
Text
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e 491HA689 TOPICAL REPORT GENERAL ELECTRIC VERTICAL INDUCTION MOTORS..
INSIDE CONTAINMENT RECIRCULATION SPRAY PUMPS FOR THE SURRY AND NORTH ANNA STATIONS OF VIRGINIA ELECTRIC POWER COMPANY THIRD ADDITION TO COVER REBUILDING MOTORS USING NEW BEARINGS Docket Naso 50-280 and 50-281 M. Wo Sheets
~~
July 23,. 1979
e
- 1.
PURPOSE
- 2.
INTENT
- 3.
HISTORY
- 4.
QUALIFICATION
- 5.
SUMMARY
e INDEX Page 1
1 1
4 7
APPENDIX A - Bearing and Grease Manufacturers' Reports 8
APPENDIX B - Surrmary of Qualification Topical Report 18 APPENDIX C - Motor Assembly Drawing
'2l APPENDIX D - Test Data of Motors Run at North Anna on 24,.
Pumps with 01 d Bearing Construct ion APPENDIX E - Test Data of Motor Run at San Jose with 21 New Bearing Construction Plus Thrust Load APPENDJX F - Test Data of Motor Run on Pump at Bingham Hill amette Pump Company APPENDIX G - Test Data of Motors Run at North Anna on 3 J Pumps with New Bearing Construction APPENDIX H -
Surrrnary of 8 Motors for Surry and North 38 Anna Stations APPENDIX I - Letter from MRC on 9200 Series Bearings 40 Compared to the 7200 Series Bearing
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- 1.
- 2.
. e PURPOSE The purpose of this addendum is to show that the changes on Model
. 5K63l9XJ1B to 5K6319XJ1C and 5K6319XlD, because of bearing failures and unavailability of some.material, will not affect the qualification of these motors covered by Dockets 50-280 and 59-281 and _the Topical Report on G. E. Vertical Induction Motors Inside Containment Recirculation Spray Pumps for Virginia Electric Power Company.
INTENT The intent of this addendum is to show, through test and analysis that changes listed below will not affect qualification.
2.1 Change in beaiing to a single row angular contact split inner ring bearing.
2.2 Addition of spacer rings to fill space in lower endshield housing where.the single row angular contact split inner ring bearing is used:*
- 2.3* The use of larger, double labyrinth seal at the outside of the lower endshie~d where the shaft leaves the motor to offset the enlargement of the diametric clearance where the shaft passes through the lower endshield to prevent rubbing of the shaft.
-2.4 thange sealing materials at location where leads extend from the motor.
2.5 Added bearing thermocouple to lower bearing at lower end of motor.
- 3.
HISTORY The above motors were qualffied by test in 1973 through testing. See Topical Report and Docket No. 50-280 and Docket No. 50-281.
At the time of the test, the test motor was subjected to a number of heat runs at General Electric San Jose and at Franklin Institute Research Laboratory before the motor was subjected to five temperature/pressure excursions similar to five loss of coolant postulated design basis events as required by IEEE 334-1971.
Follm*ling the excursions> the motor was subjected to a post-accident test. During the test, no problems were noted. *After the test, the motor was examined and no problems were noted.
The bearings and grease were sent to the manufacturers for analysis.
In all cases, the manufacturers concluded that the bearings were still us-able.
See Appendix A for a copy of the reports from the bearing and grease manufacturers and Appendix B for a summary from the Topical Report.
Foll owing the above test, additional running tests were made on motors during the construction of the Surry Station.
No problems were detected.
During the pump run-in test at North Anna No. 2, one.motor, Model 5K63l9XJ1B, S/N JJJ 919019, stalled. The motor was returned to Gerieral 1
e Electric San Jose and a lower bearing failure was found.
The bearing in-ternal parts had frozen due to tightening up of the bearing partso The motor.was rebuilt and again failed. Again, the motor was returned to San Jose and again the problem was a lower bearing failure. After reviewing the failure and discussing the problem with the bearing manufacturers and the General Electric Laboratory, it was concluded that the failure was due to the bearing seizing due to the elimination of the internal bearing clearance due to low internal bearing clearance, shaft heating due to motor loading of the TEFC construction where the rotor heat is carried off by the shaft to a greater degree than other motor construct ions and an accumulation of tolerances on the lower motors parts. See assembly drawing in Appendix C.
Further tests on four other motors were made on pumps with a thermocouple mounted against the outer race of the lower bearing. After running at least 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> with the pumps operating at the loaded condition, no prob-1 ems were detected.
The bearing temperatures showed no rapid rise, which would indicate a tightening of the bearing.
Two of the tested motors were installed in the North Anna No. 1 Station and determined operable and will be rebuilt with the new construction when the plant is refueled~
Appendix D shows the test results on the motors in North Anna No. 1.
While the above tests were conducted, work was done in General Electric San Jose to simulate the failure.* After the failed motor was repaired~
it was tested with two different double row bearings with different in-ternal fits made by New Departure and Fafniro The New Departure bearings with internal clearances of approximately.0004*in. tightened up under overloads similar to that seen in the failure, even when the endshield bearing housing diameter was increased to allow the bearing to grow more freely radially. Temperature rise was measured by 2. t-.hermocouple on the outer race of the bearing.
Bearings with looser in::* *:rnal clearances made by Fafnir (.0011") were also tested at San Jos2 on
~ *e rebuilt motor.
No unusual change in bearing temperature was detected d\\:ring both full load and overload tests on the motor with the Fafnir bearing.
Based on these results, the Fafnir bearing was installed in the two motcirs removed from Surry No. 1 and tested on pumps in the North Anna No. 2 Station.
Both motors indicated bearing tightening due to excess temperature detenn_ined by the thernocouple during the pump load test. It was concluded that the difference in results from the San Jose General Electric test and the North Anna test was due to the fact that the motors at North Anna could have had tighter tolerances and that the test at North Anna was run with external pump thrust loading on the motor while the test at San Jose was run with no external thrust loading on the motor.
To use the double row bearing successfully on all motors, it was concluded that the bearing looseness must exceed.0011 in. which was the maximum looseness of the Fafnir bearings.
MRC makes such a bearing but its deliv-ery time would be four to eight months.
To solve the above problem 3 it was decided that the bearings must be changed to an f'.RC single row angular contact split inner ring bearing 2
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e which is a standard stock item for MRC.
This decision was based on past experience with the bearing over a period of 30 years in aircraft recipro-cating engines, air.craft.gas turbines, deep well pumps, and torque conver-ters. This bearing has radial looseness in excess of.005 in., added thrust capacity, and axial endplay in.the order of.020 in. The pumps used by VEPCO made by Bingham Willamette Pump Company will tolerate this endplay.
The only change.required in the construction to use-the bearing is the addition of spacer rings because the new bearing is shorter than the double row bearing.
Both bearings have the same outside and inside diameters.
To test the new bearing, a seven hour run was made at G. E. San Joie on a test motor built up from parts from the failed motor and the Franklin Institute Resarch Laboratory test motor.
The motor was loaded with another 300 hp motor hung to simulate a 2700 lb. thrust load.
The Stone & Webster specification for VEPCO indicated the thrust loading on the motor would be 1700 lb. continuous down.
During the first ten minutes of full load test at 300 hp, a shaft rub occurred. This problem was corrected through re-alignment of test setup and reduced vibration.
The vibration was reduced
- to below.002".
The test was restarted and run at full 1 oad at 300 hp for six hours with no:problems.
Following.the full-load run, the motor was run at an 8% overload for ~n additional 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> with no problems.
Appendix D shows the test data.
The test motor was then sent to Bingham Willamette Pump Company where it was tested on a pump similar to that used by VEPCO.
At the time of in-stallation, it was noted that the radial clearance where the shaft passes through the lower endshield was only.003 in.
The motor was run loaded on the *pump for -six hours at full load, with no problem.
It was noted that the vibralion was in excess of.005 *in.,
The-load was raised to an 8% over-load and within one and one half hour~ rubbing was detected where th~ shaft passed through the endshield.
The motot was shut down and the slinger on the shaft at the lower endshield was removed and the overload test was con-
. tinued.
The motor ran succesfully for an additional six hours, plus four stops and starts, with no rapid rise in bearing temperature.
Appendix E shows this test data.
When the motor was returned to General Electric San Jose and disas~embled the shaft and endshield showed wear, but the bearing and grease looked in excellent shape.
No bearing problems were noted as seen in the earlier failures where the bearing froze due to overheating due to the tighten-ing of the bearing internal parts.
It was concluded that the problem at Bingham Willamette was due to the close clearance where the shaft passes through the endshield (.003 in. radially), excess vibration (over.005 in.)., the radial looseness of the bearing (over.005 in.) and the addi-tional heating of the shaft at overload.
To eliminate the shaft to endshield problem, the endshield opening was increased to give a greater radial clearance around the shaft wbere it passes through the endshield.
To minimize this increase, the labyrinth sealing slinger on the lower end of the endshield was made larger in dia-meter, one labyrinth surface was added*, pl us the labyrinth clearances were 3
e made close~and the distance the lab seal sits on the shaft was made long~r.
The overall length of the seal was increased at least.4 in. 'See the assem-bly in Appendix C.
By making the above changes, the possibility of rubbing by the slinger to the endshield was eliminated, even with the tighter clear-(
ances.
The three Surry motors which were held in the Richmond General Electric Service Shop along with the 2 motors from North Anna No. 2 have been converted to the new design and all five, plus the motor rebuilt in San Jose have been successfully run-in at the North Anna installation. See Appendix G for test data.
The other two motors which tested successfully in the North Anna No. 1 Unit will be conv~rted to the new bearing construction and retested. in the North Anna site as indicated on Page 2.
The failed motor was rebuilt with the new bearing construction at General Electric San Jose, using parts from the failed motor and the Franklin Institute Research Laboratory motor.
Upon checking the stator from the failed motor at an 80% of NEMA AC high potential test (1536 volts) the stator failed. *This failure was attributed to the fact that this motor had gone through a stall during one of the bearing failures.
The stator was rewound for the rebuilt motor and tested at the NEMA AC high potential test of [2 (460) *+ 1000 VJ= 1920_volts.
All the other motors which were converted to the new bearing construc-ti.on have successfully passed the 1536 volt hig~ _p_otential test.
No further problems are expected from the new bearing construction because the test motor with the new bearing construction ran through full load tests, both at San Jose and Bingham Willamette Pump Company, without prob-lems, with the tighter shaft to endshield clearances. Actually the motor ran through two of the three overloads with no problems.
The opening of the endshield will give added safety factor to the design.
Further proof of the new design is the 6 successful run-in tests run on the 6 different motors in the North Anna facility.
Appendix H gives a list of the eight motors used in the Surry and North Anna Stations and shows the construction of each, plus reference to the tests run on each motor *
. 4.
QUALIFICATION This section of the Addendum gives data to show that the qualification made in 1973 will not be affected by the changes made i.n the motor dis-cussed above.
To show the effects on qualification, the following data is presented.
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e Sin 1gle Row Angular Contact Split Inner.Ring Bearing.
The new MRC 9218 single row angular contact split inner ring lower thrust bearing will not affect qualification because it is ball bearing Jike the double row ball bearing used in the test motor during qualifi-cation. The double r_ow bearing *opercited through the qualification test and was still usable at the end of the test. See letters from the bearing and grease manufacturers in Appendix A.
Both the 9218
~nd the double row beari~gs are locked in this motor construction, can carry thrust in both direction, and have equal protection with reference to contaminants entering the bearing during the qualification test. Actually, the MRC 9218 bearing will carry more thrust and, because of its cage construction, can give better protection against contaminants entering the bearing.
The only part of the qualification that could be affected is the seismic.
The new bearing has greater radial clearance and internal endplay than the double row bearing.
The endplay will be no problem because the rotor weight will hold the bearing down during running and starting.
The MRC 9200 series single row angular contact split inner ring bear-ing is simi1ar to the 7200 series angular contact bearing used in high thrust*vertical motors in respect to radial clearance and in-
. ternal endplay.
MRC indicates that when the endplay is taken up by the rotor weight, th~ split inner ring bearing has better contact and less looseness than the 7200 series angular contact bearing. Also, MRC uses both the 7200 and the 9200 series in tandem.
To do this, the radial looseness of the bearings must be similar. The 7200 series.angular contact bearing has been seismically tested in a 1250 hp Class IE motor for the General Electric Nuclear Energy Division.
During the test> the angular contact bearing saw g loading in the order of 9g.
Based on the results of the test, the MRC 9218 single row angular contact split inner ring bearing will not be affected by the.42 g requirement which the original motor was subjected to during the qualification test. Appendix I gives a copy of the letter from MRC covering the bearing capacity and the comparison to the 7200 series angular contact bearing.
4.2 Bearing Space Ring The addition of these steel rings, as shown in the assembly draw-ing in Appendix C, will not affect qualification.
Both rings are.
held in place during the locking of the bearing and cannot move dur-ing the running and starting of the motor.
\\1 4.3 Larger Double Labyrinth Sealing Slinger and the Enlargement of the Opening Where the Shaft Passes Through the Lower Endshield The new slinger is made of brass, which is the same m~terial used in the slinger used in the original test motor.
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The new slinger is made larger in diameter (5 in. dia-meter compared to 4.625 in.), has one added axial labyrinth surface (.5 tbtal axial labyrinth length compared to.25 in.), has tighter clearance at the axial labyrinth surface (.032 in. compared to.0925 in. mean diamet-rical clearance), longer shaft fit (.515 compared to.320 mean length),
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and less runout between shaft hole and axial labyrinth fits (.005 in.
TIR)~
The overall length of the sealing surface was increased by at least.4 in.
The longer ~haft fits prevent cocking of the slinger, thus preventing rubbing.
See the assembly drawing in Appendix C for details on the above assembly.
The new slinger, with the above changes, will m1n1m1ze the effect of the larger radial clearance(.0055 additional radial mean clearance) where the shaft passes through the endshield.
The above assembly limits the amount of contaminants that can enter the lower end of the motor during the five pressure excursions during the qualification test~ The length of the path as compared to the size of the path, plus centrifugal force from the running of the motor, limits the amount of contaminants ihat can *enter the motor during the pressure excursion.
Based on the original tests, it was concluded that the only time contaninants can enter the motor is during the five pres-sure excursions and that the amount was minimal and had no effect on the motor winding or the bearing operation. See the test conclu-sions in Appindix B.
The new slinger should offset the larger shaft clearance, thus no additional contaminants should. enter the motor during the five pressure excursions and affect the operation of the motor.
Even if additional contaminants did enter the motor, their passage through the bearing would be more restricted because of the large cage construction of the 9218 bearing which acts like a shield as compared to the double row bearing used on the FIRL test motor.
If they pass through the bearing; they would then have to pass through the explosion proof shaft seal, which is two inches long and is located between the bearing cap and the shaft, plus the inboard labyrinth sealing slinger at the bearing cap.
If it did pass through all the seals, it would still only collect in the endshield and not affect the winding which is four inches above the endshield and separated by an air deflector.
Based on the above data, it is concluded that the above changes will not affect the qualification of the motor. See Appendix C for motor assembly drawing.
4.4 Moisture Detector/Heater Lead Seal The seal ~aterial was changed to a new epoxy because the epoxy used in the original seals is no longer available on the market.
The new epoxy, which is Epoxylite 2603, has been aged 240 hours0.00278 days <br />0.0667 hours <br />3.968254e-4 weeks <br />9.132e-5 months <br /> at 200° C.
(11,000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> at 140° C. or 22,000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br />. at 130° C.), irradiated to 2 X 108 rads, vibrated, seismically tested, environmentally tested at 350°- F./80°.PSIG, and post-environmentally tested for 100 days in steam.
The seal was not *affected by the above test and the motors were qualified. The motors are used for hydrogen rejection fans for the Washington Public Power Service Nuclear Plants. The tests are the property of the fan manufacturer which is Buffalo Forge.
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- The 'change in sealing materials would not affect the motor qualifi-cation because all the tests run on the hydrogen rejection fans were f
more severe than the VEPCO requirements.
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4.5 Bearing Thermocouple The bearing thermocouple is a device which will not be required to op-erate during the accident and, if it fails during the motor life, it can be replaced without affecting the motor performance or motor op-eration. Similar designs have been used on motors which have been subjected to seismic levels as high as 9 g's, without affecting the mo-tor operation.
The 1250 hp motor, discussed in 4.1, had bearing tem-perature thermocouples at the top bearing which saw accelerations as high as 9 G I s.
- 5.
SUMMARY
Based on the data sh60n in this Ad~end~m, _it is concluded that the changes
. made in Model 5K6319XJ1B to Model 5K6319XJ1D will not affect the qualifica-tion of the insid~ containment recirculation spray pump motors for the Sur-ry and North Anna' Stations for Virgina Electric Power Company~ as covered by Dockets 50-280-and 50-281.
Also, it is ~oncluded that the changes made will prevent further lower bearing problems w*ith the aboye motors.
MWS/djh/Engrg-10 7
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APPENDIX A
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BEARING & GREASE MFG. REPORT ON MATERIAL FROM FIRL TEST MOTOR
- 1.
LETTER FROM TEXACO ON REGAL AFB3 GREASE
- 2.
LETTER FROM NEW DEPRTURE ON LOWER 5218 DOUBLE ROW BEARING
- 3.
LETTER FROM SKF ON UPPER 63162Z BALL BEARING C
- . C
({~~~:
Port Arthur, Texas, March 15., 1973
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- J
- Ronan Les Angeles, Cal~rorn~a GENEP)\\L ELECTRIC CO.
SAN JOSE, C.A. LIFOR.NIA J
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J1~ !..:*.~:-~*;~~_Cl_::,:::~:-'.::*; _[-=:_j Your February*21 subject me~orandQm requested that
~e ax~illi-~e sc~e used Regal A?3 2.Grease samples apparently subjected to pure gamma radiation in an electric motor
- _performance test.*
The* grease samples were enclosed in folded metal f'oil. -*
The only identification given**-..;as that shown u..r1der sample identification on Table I, attached.
Only a small amount*of each samole was available which limited our examination to e~~ssion-spectrographic, infr~red. and X-ray*diffraction examina-tion..
Pertinent information is given in Table I, attached.
The samoles wer*e brown due to iron oxide contamination.
The textures o:r* the first trJXee greases showed varying degrees of lumpiness and were of' sof't consistency.
The fourth sample appeared to approximate normal texture and c*onsistency.
Aside fro!:'l the lt::.;1piness the grease would be expected to provide lu.brica tion.
The f'irst three grease samples listed contained high percentages of' 2.sh 19.4-35.0 wt;t.
The rourth sample had an a.=h content o~ 1.31 wt% compared with a typical value of 0.33 wt% for Rege.1 AFB 2. Basis effiission spectrographs the con-t~rn1n~n~R r~n~o~~n+oa* h= ~~o ~~~ -~~e "~~~--~~--~,- 4-~~
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.!"'"'-C""""vl.1_;,,,,1,.LO.*J.v-L..:y.
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. containing ~aterials ** In sample 421-FS-73 X-ray diffraction analysis showed the presence of Fe-01.L and~ F~OQ *. The.
ur~identified material was too comofex and. result~d in undefi:na.ble patterns~
~-*-----~~-------------------------------------~--------------~-~
- We were unable to locate in our*reference material details ot:
the test - IEEE Guide for Class I ?<1otors I:;.stalled Inside the -
Contain.raent ot: Nuclear Power Stations.
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PETROLEL>< PRODUCTS RESEARCH&. TECH:'<,"'IC-U.
March 19, 1973 General Electric Company 2155 South First Street*
San Jose, Calif'ornia 95150
.Attention Mr. M.. W. Sheets
Dear s*irs:
TEXAC01:,.;c.
3350 WILSHIRE BOl;LEV ARD LOS ANGELES, CALIF. 90010 Ir. your let'ter of February 12, 1973, you requested examination of four small samples of' used Regal AFB2 which had been exposed to radiation in an electric motor at Franklin Institute. laboratories.
The attached copy of' Mr. W. T. Shepherd*' s lette_r of' March 15, 1973 to ::ie gives results of' laboratory testing.
The g*':'eases appeared to be in a condition which *would afford satisf'actory lubrication, but the presence or. iron oxide indicates that corrosion or wear has occurred in the bearing surf'aces.
The extent of' such corrosion and/or wear can only be determined by an examination of' the various motor co~ponents.
It is noted that calcium was present in small ano:1nts in three of' the four samples.
Calcium is not present in Regal AFB2, and its presence s-:..iggests that some calcium soap grease r:,E..y. have been used at some ti.::J.e in these motor bearings*o 3JR:EE Attachment
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M~ IL - O - G fjA M 1'~
- R., J. Rona.Ji 2 -
March 15, 1973
- The ores*ence of* excessive arnou."rlts of ira'n oxide in the greases fro~ the top and bottom of' the top bearing and the top of the bottom bearing incicate that these bearings experienced
- a:mreciable 1-:e2.r and/or corrosion.
The bottom bearing sample
- contained appr~ciably less iro~ o~.ide.
Infrared analyses did not show a close relation~hip to unused Regal AFB-2, but at sa~e time there was no evidence th.3.t the grecses had undergone substantial deterioration *
. :::.lectron ;:1icrograpP.S showed the presence of 11 thium soaps in a ll rour sa:::r::>les.
Heat1ng the greases for the ash test indicated II presence of: scrr?.e water by crac1r..11ng," but the amoun.t present
~as judged to be *mini.mal *.
In. summary, the perfor.nance of Regal A~ 2 under the
'. ;*<tSEE test cond.i. tions is not clear f'rom the condition and analyses o~ the saranles.
- We assume the ouroose of the IEEE test is to.
- predict,*1h;t perf'or7i;ance can be-expected in 2.ctual service. In this regard GE should establish the source of iron oxide and how it :::.ay re12.te to lubrication az:1.d/or corrosion. Prior studies u..,d.er static conditions have indicated that Regal AFB B will.
experience degradation by radiat1on~leve~s of 3.0 x*10 roentgens
~n a partial vacuum and by 1.2 x 10° roentgens in air* *. Regal A?3 2 af'ter dos2.ges of 1.2 x 10° roentgens was subjected to the P.""lgh Te:.:perature Perf'orrr:ance Test., 10,000 rpm (F.T.M.ST.No. 791B
?-!ethod* 333.1) *. Hours to f'ailu=e at 250;)F were 3048, 880, 3036***
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W.. T. SHEPHERD*
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- Sample Number* PARL~ ~FS*73.
- Sample Identification (Source)
Odor Color Texture I
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Estimated_Sampl~~si~e~:grama
- Test Results
,419 TABLE I Used Rcgnl AFB 2 Orriaaea*
G~neral Electric Companx 420 *
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! 1 Top or Top B'earing. ' Bott'on1 or I ** Top', of Bottom: '. ! 'Bottom pf (Shielded Be<;1ring)..
rop Bearing, Beari_ng.'
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1 !. Bottom:.Bearing ;
- . : *. (Shielded..
'. : Bearing)
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- :* B'urnt
- ,, :Burnt' '. : *:
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Burnt C ;*,.*
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- Brown 1 r I
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- Brown Brown:
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I Soft with some.' ' ' Soft & I:
lumps
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- lumpy. :
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IQtermediat~;~ '.:: Mealy but not 1
, texture,.
- :. * :.:. lumpy, *1 lumpy. *.
- : ;, *., : essentially 3
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Ash, Wt.%
. 19.4
'. ~. *: ', * *21 4
- . 35*.o::
- .:... 1.31 Emission*Spectrographic Analysis of Ash Major Component.
10-100% of Ash Minor Components 1-10% of Ash
. Iron
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' ' * ** I Lithium:,.
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I Lithium Components in Small.Amounts I
- : *. * *. '. : Calc!uin o
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.Calcium :.
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- From motor teated per IEEE 334 Guide for Claas I _Motors Installed Inside the Containment of Nuclear Power Stations.
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. \\>J Sample Number PAHL* -FS~73 X-ray Diffraction Analysj.s Hexane Insolubles
- IIcxnno Inoolub loo J\\ ah Electron Micrographa Lithium Soap Fibers 419 Major Unidentified
+ Lithium Soap 0\\ Fc2o3 +
_Unidentified Present 420 Unidentified Present
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421..
Present 1i22 Lithium Soap
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l-!arch 20, 1973 C-eneral Electric Company Large AC }~tor & Generator Depto P.o.. Box 6376 San Jose, Ca.. 95.150 Attention: Mr. M.W. Sheets, Project*Engineer Gentle.:;en:
2704 SOUTH GRAND AVENUE SANT A ANA, CALIFORNIA 92705 TEL. (714) 540-2402 Enclosed is our engineering laboratory's report #E-17014 covering their analysis of the NDH #5218WL1270A bearing, G.E. part nuober 629A218DR, which the ~Titer picked up at the tine of his visit with you on February 21.
As the report indicates, as received the bearing contained considerable foreign matter.
However, it: had not failed and, in our opinion, was capable of an indefinite amount of additional service *
. i:e hope the information is useful to you. If you have any ~Jestions regarding the report please let us know.
Very truly yours, l'IEW DEPARTURE-HYATT BEARINGS
,a/e~~
W.co* Willey, Sales Engineer
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NO: E-17034 DATE: 3-15-,,7 3
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0/VlS/DN OF OEN£RA1. MOTDRS CORPORA770N ENGINEERING SERVICE REPORT DH SALESfl,AN: \\V. C. Willey A.LES OFFICE: Berke1ey General q~p~ric Co.
BEARING SIZE AND QUANTITY 15218W L1270A (1\\
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CIR =989 (CUST C j (2-21-73)
San Jose, California SUBJECT OF INVESTIGATION During an inspection of a 300 hp vertical shaft motor at a Virginia Electric Power installation, water w2S found in the lower housing, the housing which locates the 5218W bearing. The bearing is now submitted as removed* from the motor for l\\"b H examination and comments. G. E. would like to_.know what problems can be anticipated based on the present condition of the bearing.
CONCLUSION
'This bearing, as received, contained a TTJ.apping compound" consisting of wear size magnetic particles and a lithium soap grease. The bearmg also resisted hand rotation efforts due to thickness of the compound.
However, a thorough cleaning restored the bearing to a useable condition. \\Vhile no measurable lapplng had occurred to the rolling contact surface, continued service (as received} would have resulted in an increase in internal clearance and a loss of lubricity which may be manifested as vibration (noise), ball separator malfunction characteristics, to an inadequate lube failure with heat stressed balls and raceways.
('.
OPIES TO:
1NVESTIGATED BY APPROVED BY 15
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SKF INDUSTRIES, INC..
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ENGINEERING AND RESEARCH CENTER General Electric Company San Jose, California 95125 Attention:
Mr. -M. W. Sheets Project Engineer*
Subject:
~~W*bearing_6316 ~Z
- BALL AND ROLLER BEARINGS March 27, 1973 In 300 HP G.E. Vertical Totally Enclosed Motor For Nuclear Power Stations
~[;s[r Reference RG 939225 Gentlemen:
This confirms our telephone report on the condition of this bearing removed from the motor in the Franklin Institute test and that you sent to us for ev.aluation.
By definition to a bearing manufacturer, a bearing failure means that stage in a bearing's life where fatigue spalling occurs.
By that standard, the bearing did not fail..
No one can predict the life in an used bearing, so the life remaining is unknown~
The details of our observations follow.
The shield on the marked side spins freely and the other is ~ightly loose.
- The internal radial looseness is now 100 micrometers (.00411) greater than the maximum of a normal internal clearance range.
(For this size of bearing the normal internal clearance is from
.0004" to.0012".)
Both ball paths are discolored gray and show a wavy pattern.
The ball paths exhibit the ~ondition_ known as frosting.
Both rings are now highly mag~etic.
The O.D. of the
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ELEVEN HUNf?RED FIRST AVENUE. KING OF PRUSSIA. PENNSYLVANIA 19406 TELEPHONE: 215 - 265 -1900
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General Electric Corn~any San Jose. Califor~ia 95125 Page 2 e
SKF INDUSTRIES, INC.
outer ring exhibit~ fretting corrosion from minute movement between it and the housing bore.
In the event you would like to have this bearing for further discussion. we will hold it for three *weeks i"
before scrapping.it.
\\.
Truly yours
~[;g[r INDUSTRIES. INC.
- _
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Chief Service Engineer 11
e APPENDIX B
SUMMARY
OF QUALIFIED TOPICAL REPORT BASED ON TEST AT FIRL (SECOND ADDENDUM DATED £/12/73) 18
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e III. CONCLUSION
. Below are the conclusions to the report.
- 1.
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The motor was suc~essfully heat aged to egual 40 years of life and subjected to a garrma radiation dosage of 8
2 x 10 roentgens as specified by the Stone & l'iTebster specification.
The motor was given a seismic test egual to that specified by the specification without any noticeable effect on the motor.
- 3..
The* motor was successfully put through a design basis*
even environmental simulation and.found to be still in an operable condition at the end of the test based on
.the following:
A.
B.
The motor including cables and terminations which are same as used by the Vir~inia Electric Power Compa.I1 in field installations, did not.fail or show any indication of unbalance throughout the entire test.
- Following the final full load test; the motor success...;
fully passeq a high potential test of 2/3 X (twice rated voltage+ 1,000 VAC) *which is egual to.1280 volt for 1 minute and at all times meggered in*excess of the minimum recommended insulation resistance level specified by IEEE Number 43 of 1.46 megohms for 460 volt motors.
Before the high potential test, the insulation resistance reading was 100 megohms *.
After the test it was 88 megohms and after the disasse~bly at the Philadelphia Service Shop it was up to 220 meg ohius.
The above differences are from the effects of moisture in the winding.
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Co T::i.e final inspection showed that the spray solution did enter t..1-ie_ r.iotor during the test.
From observations
~ade during the test.by disconnecting *the pressure tap(
. in the botto~ endshield, the solution was found after L~e first transient but not after the second through fifth transients or during the seven day test.
The only tine the motor was runnin~ during*the pressure increase was during the first transient.*
Fro::i observations made during*disassernbly, the.solution@
entered through the *top be~ring and ran. down the motor into the lower bearing and.. endshieldsG.. Based ~n the insulation resistance and. high.potential tests covered in~B, the winding shoivs.little effect from the solution.
T"ne bearings *which were analyzed by both bearing manufactu.
following the disassenlbly had grease satura_ted with the spray solution 1 its residue ar:id iron oxide washed from the cast iron parts and corrosion from the above, did not fail and are.still operable~
(
The grease from the motor was sent to the Texaco Oil Co~pany who reported that even with the grease saturated wi t..ri the saine :raaterial seen in the bearings, it still had lubrication life left in it. -
D.
~he cha.i~ber pressure and temperature were controlled continually by varying the steam input, the temperature
- of the spray solution and the use of cooling coils.
Both ch2.Inber pressure and temperature were recorded I continually on a two pen recorder.
During the five transi and the seven cfay test, the chamber was saturated by the steam and _the 20 gallons per minute spray solution.
The o~ly time the pressure differed between the chamber and the inside of the ruotor was during the rapid pressure rises *
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E. ' The spray solution concentration met the Stone&* Webster specification.and was circulated at the ends of each transient and during* the seven day test.:
F.
Because *the t..11errnocouple terminations in the winding 1
~ere exposed*to the ~otor inside al:bient air, the tesperature was affected by the inside*ambient air.
This results in the temperature v~riation seen during the test.
It also counts for the lower temperat1~re seen during G.
the seven day test which were below the expected winding te:woerature *., *In this case,* the thermocouple. measured lower than the actual winding temperature because. the thermocouples were not tight to the.endturns of the winding.
Taking the. above into consider?ttion, *the. winding temperatures never exceeded the l80°C (356°F) rating of the Class H insulation ~sed in the motor.
The thermocouples in t.~e bearings were in~talled in the grease passages in the endshields and the thermocouple terrninations could come in contact with the endshield
- surfaces.
This could account for t~e variations and the high te~peratures seen in the upper bearing thermocouple because *the upper endshield crune in direct contact with the steam entering the chaJnber.
Even with the high temperature and the variations seen, the bearings and grease
. did not fail and ar.e still. in. an.. operable condition.
In summaryi the data. from the test verifies that the tests meet the
- stone & Webster specification and _that the specific Class lE totally.
enclosed fan cooled vertical motor manufactured by the General Electric Conpany passed the test without failure and had continued life and can be used in the containment of the Surry Nuclear Power Station a..'"ld is capable of operating under design basis. even. (DBE} condition *
- 2 !
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.e APPENDIX C MOTOR ASSEMBLY DRAWING WITH NEW AND OLD BEARING CONSTRUCTIONS
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APPENDIX D TEST DATA OF MOTOR RUN AT NORTH ANNA ON PUMPS WITH OLD BEARING CONSTRUCTION
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APPENDIX E TEST DATA OF P.OTOR RUN AT SAN JOSE WITH NEW BEARING CONSTRUCTIO~ PLUS THRUST-LOAD
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APPENDIX F TEST DATA OF MOTOR RUN ON PUMP AT BINGHAM WILLAMETTE PUMP CO. WITH NEW BEARING CONSTRUCTION 9
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APPENDIX H
SUMMARY
OF EIGHT MOTORS FOR SURRY & NORTH ANNA STATIONS
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APPENDIX I LETTER FROM MRC ON 9200 SERIES BEARING COMPARED TO THE 7200 SERIES.BEARING
w MARLIN-ROCKWELL DIVISION General Electric Company San Jose Motor Plant 2155 South First St.
M/C 965 San Jose, CA 95112 Attention:
Mr. M. W. Sheets Project Engineer June 27, 1979
Reference:
Ball Bearing MRC9218U (Alternate MRC9218UDT)
Gentlemen:
. \\
RECEIVED JUL 2 1979 itt:ilfilrRll>.'C Ssin }Clsa tA:tor runt There is no question about the capability of this bearing to withstand a seismic effect radial shock load of 0.5G.
It is our understanding that you have documented the capability of a similar size 7000 series angµlar contact thrust bearing to withstand 9.0G shock load.
A 9000U series bearing of the same size has identical internal characteristics of ball complement, race curvatures, and con-tact angle.
Tb.ese bearings are il.esigned to be capable of being duplex-ed (e.g. 9218UDT) for mounting with a 7000 series bearing in tandem, and equally sharing the thrust load in one direction.
Tne actual radial internal clearance of the 9000U series bearing is less than for the corresponding 7000 series bearing, because of the "gothic arch" configuration of the split inner ring race.
Under radial load the balls contact both halves of the two piece inner ring, instead of the extreme bottom of a race having a complete uni~terrupted radius.
If you have further questions, please do not hesitate to contact us.
Very truly yours,
_;....-----.,_ _,/)4/:,)£-'.
c~'-z-Y4~~-rn--1.-
DW/ar cc:
RLD 840 HINCKLEY ROAD BURL/t.'GAME, CALIFORNIA 94010 PHONE 415-697-9154 Progressi;re Leadership in Precision Bearings non Williams Account Manager, Western Zone
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