ML19246C364
| ML19246C364 | |
| Person / Time | |
|---|---|
| Site: | Monticello  |
| Issue date: | 05/30/1979 |
| From: | Clemenson F Office of Nuclear Reactor Regulation |
| To: | Ornstein H NRC OFFICE OF THE EXECUTIVE DIRECTOR FOR OPERATIONS (EDO) |
| References | |
| NUDOCS 7907240414 | |
| Download: ML19246C364 (11) | |
Text
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MAY 3 01979 MEMORANDUM FOR:
H. L. Ornstein, Technical Specialist, Office of TA/ED0 W \\E THRU:
G. Lainas, Chter, Plant Systems Branch, DOR FROM:
F. Clemenson, Plant Systems Branch, D0R
SUBJECT:
EMERGENCY ONSITE DIESEL GENERATORS This is in response to your verbal request on May 2,1979, regarding my knowledge of problems associated with the diesel e.ngine lubrication system and their turbochargers.
In particular, you cited an April 27, 1979 letter from Northern. States Power Ccmpany (Monticello 50-263) regarding some tests recently ccaducted by Electro-Motive Division (EMD) of General Motors Corporation.
It appears that there is a particular time interval following the comnletion of a test run where, should the engine be again sub,iected to a rapid start, the turbocharger thrust bearings may not receive suffici-ent lubrication. This would result in cumulative bearing damage that would result in the failure of the turbocharger.
I contacted Harvey Hanners (University of Dayton Diesel Engine Consultant) and asked for his opinion regarding this problem.
His response was that the problem was not that unusual and he proceeded to describe two different methods he has employed in the past to overcome the problem. Neither method, I suspect, involves extensive modifications.
It will be of interest to find out what modification will be recommended by EMD.
The Plant Systems Branch considers the information contained in the Northern States Power Company's April 27, 1979, letter of sufficient importance that we intend to recommend that an I&E Circular be sent out on the subject.
We have also alerted the Monticello operating reactor project manager of the letter and requested that he keep us infomed on the modifications.
My interest in the diesel engine turbochargers started around June 1975 after reading a Nuclear Safety Infomation card because of possible similarities in reported events at James A. FitzPatrick and Surry Unit 1 as well as some operating limitations cited by Beaver Valley Unit 1.
It eventually was established, for at least one make of diesel engines (General Motors), that there was a decided limitation to the life expectancy of some vital engine P
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MAY 3 01979 components when operating at rated speed at light or no loads.
EMD was reluctant to give me any infomation when I contacted them by telephone in August 1975. Based on their lack of responsiveness, it was then decided to work through an operating reactor plant. We contacted Nine Mile Point Unit 1 (Niagara Mohawk Power Corp.), which we were given to understand had GM diesels like James A. FitzPatrick. Through them we obtained an unofficial copy of the attached GM letter dated June 26, 1975.
It states that after 200 hours0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br /> at synchronous speed and no load it is recommended that the turbocharger be replaced.
The University of Dayton report, NUREG/CR 0660, also contains a letter, in Appendix F from EMD of General Motors which discusses their improved turbo-charger conversion kits for their engines (cony enclosed),
As indicated in the Monticello letter, inadequate lubrication createe
- problems, Conversely a long prelube period also creates problems such as exhaust fires.
Enclosed is a copy of the University of Dayton recomendations relating to the lubrication system.
The NUREG/CR 0660 report was sent to all operating reactors and utilities having a Construction Pemit.
I hope it is read and voluntarily implemented where applicable.
In my view most of their recomendations are down to earth, practical and in most cases they will.ot have a significant adverse impact on the plant.
C7"F. ClemensonL~
Plant Systems Branch Division of Operating Reactors
Enclosures:
1.
EMD - GM letter dated June 26,1975 2.
Recommendations from NUREG/CR 0660 3.
EMD-GM letter dated October 18, 1978 cc w/ enclosure:
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A!EMORANDU.\\1 I
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SUBJECT:
ENGINE LIGilT LOAD OPERATION NUCLEAR STANDDY UNITS
,he 19 Internal co:nbo s t i o n engines operate most reliably at t
for which they are designed.
This is true of EMD
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rating dicsc1 engines as wcl1 as those of other manufacture.
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At extended light load operation, " souping" can be ex-including those pected to occur with.any dicsc1 engine,
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built by E:,lD.
'l h e term " souping" refers to an accumula-tion of lube oil in the exhaust system due to light' load 7pm operation.
Depending upon the amount of " souping" that has taken place, an ex!.aust fire could result when the J
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engine is suddenly loaded.
4 If an engine has been running lightly loaded it can be i
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" cleaned out" by following the recommendation.c listed below:
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n ioads Operation at synchronous speed at t
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i between 0 and70%:
After three (3) hours f
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of operation, run the engine at a minimum y).
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!1 of 40% load for a mininum of 30 minutes to clean out c: haus t stacks.
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Operation at idic speed (440 - 520 RPM):
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After four (4) hours of operation, run the
'F-cngine at a minimum of 40% load for a
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ininimum of 30 minutes to clean o"t exhaust
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l stacks.
s 200 hour0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br /> accumulativ'?
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At synchronous speed and no load, a
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l time limit has been placed on turbochargers in existing i
nuclear installations.
After 200_ hours of no load this component should be replaced.
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.j[f' The " shelf life" limit of the head to liner seals is five (5) years from the time of engine build-up.
Build-i up date can be determined from the engine serin 1 number; for example, 71-J1-1010 means the.cngine was build in September, 1971 (i.e. J is ninth in alphabet excluding i'
"i" and September is ninth month).
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The preceding information has been established for nuc1 car standby engines only.
This information. represents Ele ctro- -
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Mutive's current knowledge and experience.
As future im-3 provements are made to the engine, these criteria may bc modified.
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Pre-Lube -- All Engine Starts Except True E=ergency It is recommended that pre-lube periods for general engine lubrication of a maximum of approximately 3 to 5 minutes he required preceding all engine starts except for an actual or simulated emergency start.
Pre-lube periods of more than approximately 5 minutes are to be only by specification or recommendation of the particular engine manufacturer.
(Various engine problems may be caused by excessively long pre-lube periods.)
2.
Pre-Lube -- All Engine Starts Including Actucl or Simulated Emergency Starts A long " drain down" concurrent with an engine shut down of several days to several weeks can result in a nearly empty engine lube oil piping system.
As much as 5 to 14 seconds may elapse from the start of cranking until full lube oil pressure is attained even though full engine speed may simul-taneously be reached in less than 5 seconds.
The resulting momentary lack of lubrication may result in metal-to-metal contact in bearings such as the engine crankpin bearings and turbocharger bearings causing damage in " pulling" or " wiping" the bearing surface producing invipient or actual failure.
Immediate full speed with nearly dry bearing surfaces is a much more severe condition than a more gradual speed increase.
However, the emergency condition of readiness does require immediate full speed for generator service.
Starting of the pre-lube oil pump at the same instant as the start of any engine cranking under all circumstances would add to the oil flow displacement of the engine lube oil pump and would expel the air and establish the necessary oil f.ilm in the bearings as quickly as possible.
An electrically driven pre-lube oil pump accelerates to full speed quite rapidly with full delivery while the engine V-9
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driven pump acelerates more slowly with the engine and with
"'e correspondingly elower initial pumping rate.
Recommendations:
It is recommended that the engine pre-lube pump be started by the same signal which initiates the cranking of the An engine and be stopped when the engine stops cranking.
alternative approach would be to start the pre-lube pump by the same signal but stop the pump when the pressure in the engine lube oil header has achieved a predetermined level.
In either case, the implementation of this recammendation should be carried out in close consultation with the respective engine manufacturer.
On some engines, the pre-lube pump is an integral part of the engine lube oil heating system used while the DG unit is in the standby mode.
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October 18, 1970 f
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Mr. Harvey W. Hanners j
Senior Research Engineer l
University of Dayten 300 College Park Ave.
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Dayten, OH 45469 i
Dear Mr. Hanners:
f Your October 5 letter asks for confirmation of our information given in our phene conversation approximately a week ago having to do with the cot.versien of certain turbochargers to the heavy duty gear type.
You mentioned particu-1arly 20 cylinder engines.
While many, in fact most, of the engines in emergency standby service at the various nuclear power plants are 20 cylinder left-hand rotation engines, some of these engines are 16 and 12 cylinder and a few are right-hand rotation.
a tandem installatien The right-hand rotation engines are used where there is with two engines driving a single generator.
1 m, therefore, including infor-mation to cover all of these various types.
for A det.ription of the job that would be done and an estimated cost of it each of the different types are as follows:
Section 1.
Conversion of 12, 16, and 20 cylindel.' turbos from E4 (Industrial, Standard Gear Ratic) left-hand rotation to E9 (Industrial, Heavy D ty Gear Ratio) left-hand rotation.
$ 9550.
lA.
Gear Ccnversien Only:
Includes renewal of ccmplete turbine wheel assembly, clutch assembly, carrier shaft assembly, idler gear, idler gear stubshaft and retainer plate, carrier drive gear, and turbine inlet scroll support. Also includes modifica-tien to idler gear suppcrt and redeweling.
575.
1B.
Turbo Upgrade:
This includes modificatic..s t'o bring turbo up to latest duct drain E9 specifications, such as pressurized exhaust "no spin" ccmpresser bearing, and chreme sealing arrangement, rings.
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Mr. Harvey Hinners Octcber 18, 1978 Section 1 (Con't)
$ 1400.
1C.
Turbo Basic
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This includes dis,ssembly, cleaning, inspect.on, reassem-bly with new gaskots, seals, nuts and bolts, turbo test and paint.
I Since we cannot sell the gear conversion only, as listed in 1A, the total estimated conversion sell price would be the sum of 1A., lE., and IC., er
$11,525.
$ 3000.
1D.
Lhit Exchange Repairs:
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Many of the elements usually included in average turbo repair have already been considered in above conversion
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breakdown, J.ncluding turbine wheel and clutch.
Additional I
repairs required will depend on conditice of Ead Order Return.
However, it is estimated that an additional $3000, f
will cover " normal" remanufacture for compenents not pre-viously covered, such as turbine inlet scroll, both dif-fusers, no::le ring, impeller cover, and main doweling ccm-Severe damage to main doweling components will g
ponents.
elevate charges past $3000, r
i Total Unit Exchange charge for remanufacture and conversion is estimated as follows:
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Ccnversion E:
'te = $11,525.
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Estimated Remar..acture Range = $ 500 to $ 3000.
Section 1. Total = $12,025 to $14,525.
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Section 2.
Conversion of 12, 16, and 20 cylinder turbes frem ES (Marine, Standard Ratio) right-hand rotation to i
ES (Marine, Heavy Duty Ratio) right-hand rotation.
$ 8900.
2 A.
Gear Conversion Only:
Same as lA., except does not include idler gear renewal, idler f. ear suppcrt mcdificatien, er redoweling.
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October 18, 1978 e. Harvey Hanners
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Turbo Upgrade:
for pressure drain Includes modification to exhaust duct arrangement.
$ 1400.
2C.
Turbo Basic:
Same as listed for 1C.
$10,400.
Total estimated conversien sell price
$ 3,000_.
2D.
Uni Exchange Repairs:
Same estimate as ID.
is estimated Total unit exchange charge for remanufacture and conversion as follous Conversion Estimate = $10,400.
500. to $ 3,0C0.
Estimated Remanufacture Range = $
Section 2. total = $10,900. to $13,400.
These estimates should Please keep in mind that these are not firm prices.
be censidered reascnable until April 1979.
h r" which lists I am also attaching a sheet which is entitled simply "Turboc arge in the other in the first column the various types of engines and it showsgers of both the sta b h columns part numbers for new and unit excha-'e tur oc ar'nvene oaning an engine of this From this listi
- by finding that part number gear and heavy duty type.
slumn showing the utex number kind can determine which turbocharger he now in the second column can refer then to the flua, h t he new has.
of the heavy duty F"ar turbocharger that will replace w ahe wants from our Customer should order the heavy duty gear utex number thathe b
This part number is bears.
Rebuild Dept.
charger under whatever number his turbocharger nowAt the same time he should order a ne is also given en this on a nameplate on the turbocharger. drive gear if he needs one and the same table d ence he has this on hand
. m the turbocharger he has ordered ande the replacement turbo en his prcperty he can then make arrangements to tra EMD will sh h EMD Febuild for the cne new on the enginc, returning the removed turbo to t e ill be partially His invoice, as explained in the cost estimates icove, w determined by the condition of the turbo that he returns.
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,LecTa o.ectoes ComposationMoTive Divisto JE=Caa6 October 13, 1978 Mr. Harvey Hanners The warranty on any unit exchange turbocharger is for one year starting the day it is placed in service.-
Your statement that the gear drive is understood to be capable of carrying the echarger drive load with the engine at no load and full speed, as currently There is an estimated tspracticed in nuclear pcwer plants, is essentially true.
Hewever, with tne way tire limit of 2000 hours0.0231 days <br />0.556 hours <br />0.00331 weeks <br />7.61e-4 months <br /> running under these conditions.
nuclear power plant protection engines are operated, this number of hours represents c gcod many years of cperation.
I would like to state ene mere time that EMD does not reccmmend the operatien it is equipped with heavy of an engine at full speed ne load whether or not Such operation is not cnly hard on the turbocharger, but will E centinue to feel duty turbes.
af fect the life of many other parts in the engine also.
l that efferts must be made to eliminate the need for such operation, particular y when the engine is in such critical service c.s these are.
If there is any other information I can furnish, please advise.
Very truly yours, w
W. A. Gardner, Assistant General Service Manager Marine & Industrial WAG /p1 Encl.
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TYTE OT PRESENT (ST/. AFl GEA?.)
TUTURE (HEAVY DUTY f.'
E:iGl::E NEU UTEX N D.'
UTEX r
f 12-E45 LH 8.736855 8413708 pu91383 8492060 hi 1C-645 LH B3C1223 8372778 849f823 8492861 i
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20-E45 LH 36072 8377586 8491825 8492062 E
h NOTT-T' ~ FrI'fu 8419 L DRIVE GEAR MUST Bi REPLACED BY E
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803923' 4:2N ANY Of THE ABOVE TU.30S API CONVERTED E
C 12-645 RH Ow9663 8379297 9336195 9084531 e
F F
15-645 RH 8363760 8379295 9084533 9087158 r
I 20-645 RH 8374986 8380125 9085863 9093612 g
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NOTE:
CONVERSION OF RH ENGINE TURBOS DOES NOT REQUIRE E
El DRIVE GEAR REPLACEMENT, THEY ARE NOW EQUIPPED WITH I
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