ML20062K353

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BWR Power Plant Training, Revision 5
ML20062K353
Person / Time
Site: Dresden Constellation icon.png
Issue date: 10/14/1974
From:
GENERAL ELECTRIC CO.
To:
Shared Package
ML17174A578 List:
References
NUDOCS 8012160512
Download: ML20062K353 (28)
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Text

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R;visi n 5 TTA C # /46 A> T 1 Issued 10/14/74

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.o INV A. EMERGENCY PO'a7.R - DIESEL GI2iERATORS AND BATTERIES B. REFERENCES

1. Design Documents
a. P&ID M-173
b. Electrical Schematics 12E2430,12E2350-12E2357,12E2389
2. Equipment Manual Chapter 10
3. SAR - Section 8.2.3 4 Technical Specifications, Section 3 9.C & 3.9.D
5. Western Engine Company Diesel Manual
6. GM Electro-Motive Power Manual C. 03JECTIVES
1. Learn design basis for Diesel Generators.
2. Be familiar with auxiliary systems supplying Diesel Generators.
3. Know load requirements for accident and loss of normal power conditions.

4 Be familiar with local manual start procedure and sequence of events.

5. Learn Diesel Generator trips.
6. Learn basic 250v DC power distribution.
7. Learn basic 125v DC power distribution.
8. Learn basic 24/48V DC power distribution.

9 Learn technical specifications associated with the Diesel Generators and the batteries.

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8012160 @

G EN ER AL h ELECTRIC

D. 3RIEF DESCRIPTION

1. Desi6n basis of diesel generators:
a. provides an alternate source of AC electrical power in the event of a loss of all off-site power.
b. Cesigned to start and carry the largest vital loads required under pcstulated accident conditions.
c. Designed to start autc=atically within 10 seconds and accept full

(' 'T lead within 30 seconds upon less of all nor=al power scurces.

2. Diesel Generator Description
a. 20 cylinder, cCO RFM, 26CCkw, h160V, 3%, 60 hert: nachine.
b. Either Diesel Generator available to a unit is capable of carrying the ECCS power requirements within the 2 hour2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br />,10% overicad rating of the diesel (28Mkw). .
c. Either Diesel Generator is capable of carrying all loads necessary for a safe shutdown of the unit.
d. Auxiliary systems required for Diesel Generator cperation
1) Lubricating oil
2) Puel oil 31 starting air l v 4) Cooling water r
5) Turbocharger l

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E. CCMPOErr DESCRIPIICN

1. Diesel Generator Auxiliaries
a. Lubricating oil (Figure 1)
1) The scavenging oil pump takes a sucticn frem the engine oil pan.

pu=ps the oil throu6h a filter and eccler, and prevides a suc-tion to the piston oil pump and the =ain oil pump.

21 The pisten oil pu=p supplies oil for the cooling of the pisten and lubricaticn of the pisten pin bearing surfaces.

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t E. 1. a. Lubricating Oil (Figure 1) (Continued)

3) The main oil pump supplies the other moving engine parts such as the main bearings, gear train, cas shaft, rocker arms, etc.
4) The oil cire pump provides lube oil for the turbocharger. It also provides a small flow back to the main oil system during shutdown operation. This flow, along with the immersion heater in the water system, maintains the main oil system in standby readiness.
b. Fuel Oil System (Figure 2)
1) During start action, the electric driven priming pump supplies fuel oil to the injector system.
2) At > 200 RPM, the electric pump is cut-out and the engine driven fuel pump takes over, k
3) The 750 gallon " day" tank provides enough fuel to operate for 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br />.

h) Fuel must be transferred from the 15,000 gallon Diesel storage tank with the diesel oil transfer pump to continue operation.

This is accomplished automatically by level switches on the

" day" tank.

5) An emergency fuel cutoff valve is provided in event of a fire

(- or other emergency. It should not be used indiscriminately, as the fuel oil also provides cooling to the injectors, and they may be damaged.

c. Starting Air System- (Figure 3)
1) Two air starting motors engage a flywheel ring gear if the starting solenoid valve is energized.
2) Air, supplied by h air receiver units, cranks the starting motor.
3) Receiver pressure is maintained at 250# by 2 air compressors.

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E. 1. c. Starting Air Systas (Figure 3) (Continued)

4) At > 200 Rr'(, the starting solenoid valve is de-energi:ed, interrupting air to the startir4 cotors and venting the pressure off.
5) This causes the air motors to stop and disengage.
6) If systes pressure is reduced to 175 psig, sufficient pressure rer ains to start the Diesel Generator ence with no air compressor action.
d. Cooling Water System (Figure k)
1) Cooling water circulates thrcush cared pas: ages in the cylinder liners and heads. It also supplies the aftercooler on the turbocharger.
2) A constant te=perature is maintained by the te=perature regu-lating valve which centrois the flow of engine water thrcugh the heat exchangers.
3) A bypass line provides fast engine war.:up and a constant flow of engine .ater.

b) Heat exchanger cooling is provided by the Diesel Generator

' ccoling water pumps (located in the crib nouse).

i C Si Lube oil is also ecoled by the diesel cooling water system.

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6) An expansion tank provides a surse volu?.e and makeup capability, l
7) 'No star driven centri ^2 sal pu=ps provide the motive force.

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8) A 15 kw i=:ersien hester is provided to maintain the diesel in l

standby readiness (var =ed up),

a) Itatural circulatien will force the cooling .ater through i

the system.

j b) he oil cocler now becc=es an oil " heater" and the flow t

frcm the oil cire pump is . armed to keep the oil system in

! standby readiness.

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E. 1. e. Turbocharger

1) The diesel is turbocharged to force more air into the engine, increasing the power of the engine.
2) The turbocharger is driven by the engine gear train at low leads and by exhaust gas at high loads (>70%).

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3) An aftercooler reduces the te=perature or the air, increasing its density and allowing more oxygen to be forced into the engine.

F. INSTRUMENTATION

l. Control Room Indications Instrument Type Range DGJ&2/3vatts indicator 0 - 3.5 kilowatts i DG 2&2/3 VARS indicator -2400 to +2400 kVARS DG2&2/3 frequency indicater 58 to 62 hertz DG 2 to bus 24-1 current indicator 0 - 600 a=ps DG 2/3 to bus 23-1 current indicator o - 600 amps DG2&2/3 voltage indicator o - 5.25 kilovolts

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2. Local Instn1=ent Type Range Starting air pressure , gage 0 - 600#

I Lube oil te=perature into filter gage 0 - 250,F.

Cooling water temperature engine inlet gage 50 - 300 F.

l engine utlet gage 0 - 250 F.

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F. 2. Local (Centinued)

Instru=ent  ?/re Range Lube oil pressure Eage 0 - 20C#

Cooling water pressure gage 0 - 200M Fuel oil pressure gage 100 psig

- 3 Major Trips & Interlocks Item Setroint Pi'r_ction Diesel Generator Alarm 19CC F. Shuts devn Diesel Generator Hot Engine (Eigh Trip 20CCF.

  • water temperature) (bypassed in ECCS condition)

Low Water Pressure (45 psi within 2 Shut down Diesel Genersto9

,=in. of reaching 600 REM (bypassed in ICCS condition)

Low 011 Pressure <21 psi within 90 Shut dcwn Diesel Generator seconds after reach-ing 200 RFM (bypassed in ICOS cenditien)

  • High Crankcase Causes oil to be Shut down Diesel ~enerator Pressure du= ped to crankcase, and prevent possible fire Diesel Generator in crankcase.

will trip on low oil pressure within 90

. seconds. (3ypassed in ICOS condition]

I'.tderfrequency when <55 hert: Shut dcwn Diesel Generator Generator supplying bus Engine Cverspeed Flyweight device Shut dcwn Diesel Generater cuts off fuel injec-tien k.

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F. 3. Major Trips & Iaterlocks (continued)

Item Setpoint Punction Generator High Shut down Diesel Generator bifferential Current Diesel Generator Sequences the starting Output Breaker of ECCS motors to pre-vent ov'erload.

G. SYSTEM OPERATIONAL

SUMMARY

1. Local Start Procedure & Sequence of Events Note: The Diesel Generator cannot be synchronized from the diesel room.

It can only be started and run.

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a. Selector switch (local) in manual.
b. Press " Engine Start" pushbutton.
1) This picks up the engine start relay which: .

a) Starts fuel priming pump motor.

bi Opens air starting solenoid valve.

c) Starts 15 second timer for engine start failure relay (ESFR).

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(l' ESFR will stop the start sequence if 200 RPM is not reached within 15 seconds.

d) Energi:es the speed sensing relays so that it may energize the excitation start relay when the engine reaches 800 RPM.

e i Energi:es the engine control relay which has a 5 minute dropout time delay to keep the engine running 5 minutes after unloading.

l (1) Provides engine coolin6

2) At 200 RPM:

a) ESTR is removed from the circuit.

! b' Stops fuel priming pump motor, l c) Closes air starting solenoid valve.

I d) Starts 90 second timer.

l (1) If oil pressure is not >21 psig in 90 seconds, the

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diesel is tripped.

t e' De-energizes immersion heater.

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G. 1. b. Press "Ingine Start" pushbutton. (Continued)

3) Ingine speed can be controlled by using the governor.

Going to " Raise" increases RPM.

4) At 600 RPM: .

a) If bearing oil pressure not >51 psig within 2 minutes, we get " Oil Pressure Fault" indicator (alar:s only).

- bi If water pressure not >45 psid within 2 minutes, the engine is shut dcwn.

2. Local Stop Procedure .
a. Decrease frequency using " lower" cn gcVernor centrol switch,
b. Press "Ingine Stop" push'autton.
c. Engine runs for 5 minutes, then shuts acwu.

3 se=ote Start Sequence

a. Diesel selecter switch (local) .:ust be in re=ote.

r b. Place Diesel centrol switch (?snel 8) to " start".

c. Sequence will be the sa:e as local start until 600 RPM.
d. At 600 BPM 11 Voltage Ixcitation Start relay picks up.
2) Field flashing relay flashes field with 125V DC.
3) Lines up excitation circuit.

k) Starts 2 ninute timer for oil and water pressure as in b.k.a) and b).

e. Field flashing is cut cut at =33C0 volts.
f. Sp.ed and/or voltage :.sy be manually adjusted from the centrol recm.
g. 2.e Diesel Generster nust be paralleled if the energency bus is live.

's It .-ill autc atically close onto the bus if it is dead (after the diesel reaches speed and voltage).

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G. SYSTEM OPERATIONAL

SUMMARY

(Continued) 4 A, atic Emergency Start Sequence (Control Switch in Auto)

a. Caused by:
1) 28 drywell pressure or
2) -59" reactor water level or
3) Undervoltage on its e=ergency bus (es).
b. Identical to remote start sequence except:
1) Fast start relay picks up which:

a) Prevents engine shutdown due to low oil or water pressure,

( high water temperature, and positive crankcase pressure,

c. If the emergency bus is energized, Diesel Generator will start upon receipt of 2# dryvell pressure or -59" reactor water level signals and run unloaded,
d. If the emergency bus is de-energized, Diesel Generat.or will auto-( =atically start and close onto the emergency bus.
1) Closure of the Diesel Generator output breaker interlocks the ECCS loads on that emergency bus so they start sequentially.

a) Prevents overloading diesel on starting current inrush.

5 Diesel Generator 2/3 Output Breaker Control

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a. Two keylock switches are provided for the operator to select the preferred unit in the event of simultaneous demand for the 2/3 Diesel Generator.
b. Both switches are normally left in the " Normal" position.
c. Referring to Figure 5, astume the following conditions.

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1) Both Unit 2 and Unit 3 are operating at power, no ECCS condi-tions exist. Both keylock switches in "Nor al".

a) Bus 23 to sus 23-1 breaker (s) would be closed and the b contact would be open in the closing coil circuit.

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G. 5 c. 1) Both Unit 2 and Unit 3 are operating at power, no ECCS condi-tions exist. Both keylock switches in "Nor al". (Continued) b) There is no loss of coolant in Unit 3 so the contact in the closing coil circuit veuld be closed and the centact in the trip coil circuit would be c' pen.

c) The keylock switch contact in the closing coil circuit would be cpen and the centact in the trip coil circuit would be closed.

d) Diesel Generator 2/3 to sus 33-1 breaker is cpen so the b centact in the cicsing coil circuit would be closed, el The 2/3 Diesel Generator is not at preper speed and voltage so the closing coil contact is open.

f) The closing coil circuit is not cecplete and the Diesel Generster 2/3 to Bus 23-1 breaker would not be closed.

2) New assu=e a cceplete Icss of nor .al power occurs and bus 23 is de-energized (not en overcurrent),

a' Bus 23 to ?us 23-1 breaker (s) open, closing the b contact in the closing coil circuit.

b) Diesel Generator 2/3 starts and ecces up to speed and voltage.

l c) All contacts in the closing coil circuit for Diesel Ger.erator 2/3 to Bus 23-1 are ncv closed and the breaker will cicse.

d) When the breaker closes, the b contact in Diesel Generator l

2/3 to bus 33-1 closing coil circuit cpens, preventing that breaker free closing even if Urtt 3 leses nor=al power.

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3) xcv assure a st=altanecus loss of ecolant accident and loss l

cf pcwer occurs in Unit 3 Diesel Generator 2/3 is feeding Bus 23-1, both keylock switches are in "Nor .al", and Unit 3 h~ bus 33-1 is de-energi:ed.

a) As seen as the 10CA signal is received the follcwing action takes place:

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G. 5. c. 3) a) As soon as the LOCA signal is received the following action takes place: (Continued \

. (1) Diesel Generator 2/3 to Bus 23-1 trip coil is energized, tripping the breaker.

(2) Diesel Generator 2/3 to Bus 23-1 closing coil circuit is opened.

(3) When Diesel Generator 2/3 to Bus 23-1 breaker trips, the b contact in Diesel Generator 2/3 to Bus 33-1 closing coil circuit closes, completing the circuit and ,the Diesel Generator 2/3 to Bus 33-1 breaker will close.

(!+) When the Diesel Generator 2/3 to Bus 33-1 breaker closes, the b contact in the Diesel Generator 2/3 to Bus 23-1 clos-ing coil circuit opens.

(5) TheendresultisDieselGenerator2/3feedingbus33-1 and bus 23-1 is de-energized.

Note: Diesel Generator 2 and Diesel Generator 3 should have started end closed onto their respective buses.

14 ) Now assume a LOCA occurs in Unit 2.

Both keylock switches are still I- ,

in " Normal".

a) Upon receipt of the LOCA in Unit 2, the trip coil for Diesel Generator 2/3 to Bus 33-1 is energized, tripping the breaker.

b) Diesel Generator 2/3 to Bus 23-1 closing coil circuit cannot be energized however, and the end result is both Bus 23-1 and Bus 33-1 are de-energized and the Diesel Generator 2/3 is running unloaded.

c) To prevent this, the operator could have placed Unit 3 keylock svitch in " Bypass", opening the Diesel Generator 2/3 to Bus 33-1 trip coil circuit and bypassing the Unit 2 LOCA signal. Diesel Gene:ator 2/3 vould stay on Bus 33-1. Bus 23-1 would remain de-energized.

d) The operator could' also transfer Diesel Generator 2/3 to Unit 2, by placing the Unit 2 keylock switch in " Bypass" and returning Unit 3 keylock switch to " Normal".

(1) As soon as Unit 3 switch was placed in "Ner=al", the Diesel Generator 2/3 to Bus 33-1 trip coil circuit would be com-

, s pleted and the breaker would trip. ,

-(2 7 When Diesel Generator 2/3 to Bus 33-1 breaker opened, the

- closing coil circuit on Diesel Generator 2/3 to Bus 23-1 vouldbece=pleted,andtheDieselGenerator2/3wculd close onto Bus 23-1.

G. 5 c.  !+) Now assu=e a LOCA occurs in Unit 2. Both keylock switches are still in "Nor=al". ' Continued) e) By follewir4 the above procedure, the operator could alter-nately energi:e Bus 23-1 and 33-1 as necessary.

d. Refer to the Electrical Distributien Lessen Flan for more informa-

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tion on the keylock switchet.

'- 6. Remote Stop Sequence (Frem Centrol Room)

a. Reduce generator lead with governor,
b. Cpen Diesel Generator cutput breaker.
c. Place centrol switch in " Auto",
d. Diesel Generator 1111 centi:me to run for 5 minutes, then shutdown.
1) This allows ecoling water to cool the turbocharger and engine.
7. Local Stop Sequence
a. Press the "Stop" butten.
1) Engine will centinue to run for 5 minutes for cooling purposes.
b. In the event of a fire er other energency situation, the diesel can te stepped i==ediately by
1) Fulling the fuel injector rack handle. (Preferred nethod)
2) Closing the energency fuel shutoff valve. (Can cause cverheat-ing of injector tips) b . ; . 7,; .

G. 8. Loads supplied by the Diesel Generator are grouped into two main categories as follows:

a. Loads which are required for loss of coolant accident conditions.

These loads start automatically upon restoration of emergency bus voltage by the Diesel Generator. (Table 1)

b. Loads required to safely shutdown the plant without , equipment damage following a complete loss of normal power from 100",, power situation. (Table 2)

In addition to supplying the loads listed, the Diesel Generator System

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L is available on a manual basis, to feed other loads including essen-tially all of the equipment on buses 23, 24, 23-1, 24-1 of the kl60V system, and lower systess connected to the 4160V system.

H. RELATIONSHIPS WITH OTHER SYSTD4S , ,

I( l. The Diesel Generatofb supply backup electrical power to hky buses 23, 24, 23-1, 24-1 and 34-1. '

2. The Diesel Generator cooling water system utilizes part of the service water piping for return of cooling water.
3. 12SV DC supplies field flashing power and the air start solenoid. The Unit 2/3 diesel is supplied by both batteries via an auto transfer switch.

l I. TECHNICAL SPECIFICATIONS

1. See Electrical Distribution Lessen Plan.

J. BRIEF DESCRIPTION OF BATfERIES l .

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1. Desira asis of Batteries
a. Designed to supply DC power for various pumps, valves and control

( power during normal and emergency conditions.

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J. BRIIT DESCRIFfICE OF BATIERIES (Continued)

2. 250V DC 3atter/ (Figure 6)
a. Sized to carry its required load for eight hours withcut recharging.
b. Consists of 120 individual glass enclosed cells connected in series.

A control panel, nor=al and standby battery chargers, and a distri-butien network complete the system.

c. All the leads nor. ally powered by the 250V DC system can be supplied by battery chargers,
d. Eatter/ chargers can be powered from cultiple sources, including the Diesel Generator.
e. . Removable copper links have been provided such that the pcwer supply to the reactor building bus can be =anually transferred frca the Unit 2 batter / (nor=al source) to the Unit 3 batter / (reserve source).
f. A ground detection device annunciates and records the first ground, making cultiple faults unlikely.
g. Less of 25CV DC wculd pose no i=cediate threat to the plant if it is in a ner-al operating or shutdown conditien. However, rm.:r/

backup or energency systens would be unavailable in an emergency

'~- situation.

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h. Both the IECI and the Isolatica Condenser systems would be out of serrice and the plant wculd have to be shut dcwn and depressuri:ed to (90 psig within 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br />.
1. Majcr leads are listed in Table 3 3 125V DC 3atter/ (Figure 7)
a. Si:ed with a capacity to supply ecergency power for a time deeced adequate to safeguard the plant until nor:a1 sources of power are restored.

l b. Consists of c0 individual glass enciesed cells cennected in series.

A centrol panel, normal and star.dby batter / charger, and a distri-Lution network cc=plete the syste=.

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,y---m---- ,- ,,-,,-,,-v-n--

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t J. 3 125V DC Battery (Figure 7) (Continued)

c. Au the loads noreally powered by the 250V DC system can be supplied by battery chargers,
d. Battery chargers can be powered from multiple sources, including the Diesel Generators.
c. The Unit 2 turbine building reserve bus is normally supplied from Unit 3 battery and the Unit 3 reserve bus is normally supplied from Unit 2 battery, p f. Copper disconnect links allow the reactor building distribution y panels to be fed from either turbine building panel. (Normally turbine building main bus)
g. A ground detection device annunciates and records the first ground, making multiple faults unlikely.
1) A single fault probably will not render the battery inoperable.

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h. The 125V DC system is vital to plant operation as it supplies control power to all 4 kv breakers in the plant. Therefore, all 4160V break-ers will fail "as is".
i. Since ECCS logic is DC and energize to function, all ECCS systems will will be disabled. They win not start autcmatically, and cannot be started manually from the control room.

l ', J. The auto depressurization logic and solenoid valves are 125V DC l and would not function to control pressure.

I h. The unit diesel (either Diesel Generator 2 or Diesel Generator 3)

! wculd not start automatically and the operator could not start it I

because starting controls, including the solenoid operated air start valve, are DC and. energize to function.

Note- The 2/3 diesel would still be operable because its control power is supplied by either Unit 2 or Unit 3 battery throu6h an auto-transfer switch.

1. The turbine would trip and the reactor would scram, but the genera-tor would not trip. This could cause the generator to motorize, vin d lling the turbine.
m. Major loads are listed in Table 4.

(b

J. 4 24/h8V DC Nuclear Instrument Supply System (F16 ure 8)

a. Provides electrical power for Source and Inter:ediate Range monitor-ing syste=s and some Process Radiation conitors,
b. Consists of two duplicate 24/48V DC systems. Eac,h system consists of two 24 volt batteries connected in series to a distribution panel.

s c. Four tattery chargers supply the batteries. (Tso nor ally on standby.)

d. Loss of 24/h8V DC would cause SAM and IRM Inoperative trips.

Loss of both batteries vould cause a scram if the mode switch was in Startup.

e. Operator would lose all indication on SEM's and I?Ms.

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Estimated bhp Equipment Required

1. Cne Core Spray Pxnp 860
2. Two Low Pressure Coolant Injection Pumps 1200 (600 each)

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3. Standby Gas Treatment Equipment 55 4 AC Powered Valves Required for Emergency Conditions 80
5. Emergency AC Lighting 35
6. Diesel Generatoc Auxiliaries (Cooling dater Pump and Starting Air Compressor) 37 2267 total bhp i

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  • motor f e ey f .93

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TA3Il. 1 -

LOADS RESTARTING (CR STARTING) AUTOMATICALLY FOLLCWING A LCSS OF C00LANI ACCIDENT 1

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Ecuipment Estimated bhp Recuired

1. One Low Pressure Coolant Injection Pump 600
2. One Containme'nt Cooling Service Water Pump k80 3 Reactor Building Closed Cooling Water ,

Pump 300 4 Three Dryvell Cooling Blowers 90 (30 eacht O '

5. Service Fater Pump 1000 Hp.

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6. Emergency AC Lighting 35
7. Demineralized Water Pump (For Isolation Condenser) 20
8. Essential Instrumentation and Battery Charger 60 9 Diesel Auxiliaries (Cooling water Pump and Starting Air Compressor) 37 2632 bhp total kw required = 2632 x .746 = 2104 kw l motor efficiency of .93 l

t TABLE 2 -

LOADS REQUIRED FOR SAFE SHUTDOWN OF PLArn WITHOUT l

TQUIREC DAMAGE r0L!.641NG A CCMPLETI LOSS OF l NCEMAL POWER l I

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TURBINE BUILDING BUS ~

1. Main Turbine Dnergency Bearing Oil Pump - 40 Hp.
2. Emergency Hodrogen Seal Oil Pump - 7.5 Hp.

3 Essential Service System }c Set D-C Drive Motor - 50 Hp.

h. Recirculation K, Set Coastdown Lube Oil Pump - 5Hp.-

C REACTOR BUILDING BUS I

1. HPCI Turbine Auxiliary 011 Pump - 40 Hp.
2. HPCI Turbine Emergency Bearing 011 Pump - 7.5 Hp.

3 HPCI Turning Gear - 1.5 Hp.

h. Various other valves and components on the HPCI System
5. DC primary containment isolation valves on main steam line drains, shutdown coolir4 system, cleanup system and isolation condenser t TABLE 3 - MAJOR 250V DC LOADS

'IURBIRE RIILDING MAIN BUS

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1. kl60V Breaker Control (Main feeder breakers to buses 21, 22, 23, 2h1
2. L80V Breaker Control (Main feeder breaker to buses 25,26,27) 3 DG 2 and DG 2/3 Controls
4. Turbine EHC System
5. Main Generator Controla
6. 345 kv Breaker Control
7. Turbine Building and control Room DC Lighting

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TURBINE BUILDING RESERVE BUS

1. bl60V Breaker Control (Reserve feeder breakers to buses 21, 22, 23, 24)
2. L80V Breaker Control (Reserve feeder breakers to buses 25,26,27,28,29) l 3 345 kv Breaker control 4 Turbine EHC System 5 Main Generator Controls REACTOR BUILDING BUS
1. kl60V Breaker Control (Feeder breakers to buses 23-1,24-1)
2. 480V Breaker Control (Main feeder breakers to buses 28, 29)
3. Electromatic Relief Valve Con'trols and Solenoid
h. Reactor Building DC Lighting i
5. TIP System Shear Valve Controls
6. HPCI Turhi,ne Controls

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I TABLE h - MAJOR 125V DC LOADS

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f LOW LUBE PRESSURE ALARM / SHUTDOWN g-PS PS Pl TURBO CH ARGER SCAVENGING L LUBE OIL FILTER %

/ PUMP ISH AF T DRIVENI j (

TO MAIN BEARINGS, Ik GE AR TRAIN, CAMSHAFT Pt ROCKERS T TO CYLINDERS 4 .,

S LL

_ MAIN Olt PUMP ISHAFT DRIVEN) - '

PISTON OIL PUMP ISH AFT DRIVEND m

LUBEOIL TURBO CHARGED ENGINE COOLE R STRAINER j L

[- OIL CIRC PUMP (MOTOR DRIVEN)

STRAINER 1 f FILTE RS FIGURE 1. ENGINE LUBRICATING OIL SYSTEM  !

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{- -^- f

$UC TION k FUEL FATTER ,,

h, O E NGIN E-OR AVE N FUEL PUMP EMERGENCY FUEL A A

  • CUTOFF VALVE I

i k

O CHECK VALVE 4

ELECTRIC DR VEN CHECK VALVE PRIMING PUMP

V T r 3

RELIEF VALVE (60 lb) j i l

..V ,ANK k I

3r l g _-yINJECTOR r LTERS y _ g _

m_____, oe P O_ g

,Roo , RELIEF VALVE sioisi STORAGE l j f .

TWO WAV TANK -

I DIESEL OIL INJECTORS DUAL TRANSFER FUEL PUMP FILTER FIGURE 2. DIESEL GENERATOR FUEL OIL SYSTEM t

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  • AIR FILTER 1

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~b c m A EE A

J A g

PA PA P8 Pi PI 1

- = P8

, =

PRIMARY AIR = AIR FILTER RECEIVER UNIT PRESSURE AIR kM A

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RECEIVER UNIT kM l

COMPRESSOR F7 = F7 PS COMPRESSOR CONTROL f P3 l CONTROL [

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I l

L- _

FLYWHEEL l 7, L---

RING GEAR

" q COMPRESSOR COMPRESSOR Pg PR S U PINION b l AIR START ^

f c=. UPPE R + EXH RETRACTED L

~ LUDRICATOR RELAY

_ LE . MOTOR = =

VALVE

_C

  • STRAINER PINION f e-

~

LOWER'

  • ENGAGED L C -

MOTOR "" V

-D EXH 2

dV, START SOLENOlO FIGURE 3. DIESEL START-UP AIR PIPING

i f ^ . ,

FROu 04ESE L COOLING PUMP $

, IN LE T OUTLET m r JL 7 VENT TEMPE R ATURE

'. LIN E REGULATING VALVE F

, a r OO 1 SIGHT

-c + WATER -i  ;

I GAGE EXPANSION TANK f OtL COOLER 1 P l {

4 {COREf-ENGINE

1. CYLINDER LINERS SYPASS LINE l
2. CYLINDER HE ADS _ l }

1 TURBOCHARGER WATER J DISCHARGE AIR PUMPS --

/

8 COOLE R HEAT / ( )

2 I I FXCHANGERS CORE' O

-1

-N IMMERSION HE ATER l

FIGURE 4. DIESEL GENERATOR COOLING WATER SYSTEMS

l l

l i

O SUS 33 TO 80' M 84331 NO """ BR EAKER NOC _ 8REAKER toCONTACT) (b CONTACT)

LOSS OF COOLANT KEYLOCg _gCLOSEO LOSS OF _ OPEN _ _ KEYLOCK U'I _ / NC OPEN

  • SWITCH IN IN I _ NORMAL 7 .J COOLANT NC IN -

ON U.3 43 NORMAL -^ SWITCH ON 0-2 ^DLOSEO NORMAL IN NORMAL

(

LOSS OF

- " COOLANT OG 2/3 NO ZCC LANT **

A ****' " M NC BREAKER /- TO BUS 231 ,

f (b CONTACT) 7 BREAKER (b CONTACTI

- # ^

(,

NO ANO VOLTAGE NO- ANO YOLTAGE TRIP CLOSING TRIP

( CLOSING COIL COfL 4 COIL b>COfL f . OG2/3 TO BUS 231 OG 2/3 TO SUS 331 i 8RE AKER CONTROL ORE AKER CONTROL O

W

  • FIGURE 5. SIMPLIFIED DG 2/3 OUTPUT BREAKER CONTROL l

\

t

i% y A' =

I

(

480V SUPPLY 480V SUPPLY 480V SbPPLy F ROM MCC Fitou MwC 29 2

  • FROM MCC 38 2 39-2 ON BUS ON BUS 29 480V SUPPLY 39 FROM MCC 20 2 i ON Bus 38 [ {

s, 7---- y ON .U,5 2 250VDC -

250 VDC

- B ATT ERY -

BATTERY SATT T l SATT T g477 3 bb --

UNIT 3 UNIT 2 2/3 hh ..

2

^ m O n m 3 C 3 C 3 C 3 C NC NO NO NC NC NC O

TURS 8LDG 250VOC MCC No.3 TUR8 BLOG 750 VDC MCC No. 2 b o O b b) n b) c)",).-

b) n) n )"cn O) n I .

I

, e a a o o h m ,

{ LIN K LINK h

y RE ACTOR BLOG g REACTOR BLDG 25o VDC MCC No. 3 Y 250 VDC MCC No. 2 Y L A

,) . .) A) A) A) A) i .

u 1 f 1i FIGURE 6. 250 Vdc STATION BATTERY SYSTEM

. . - - r ,

asoV SUPPLY 480V SUPPLY

, 4NOV MiPPLY FROM MCC 38 2 FROM MCC 28 2 480V SUPPL Y FROM MCC 39 2 ON SUS 38 FROM ucc 29 7 sus 38 { ON BUS 28 ON RUS 29 T' ~ ~ ~ ~T

' 75 V**

v 125 vu -

8ATTERY ~

BATT T 8ATT I. BATT

  • ?" O O -G 'M" O O 4 O O '7" UNaf3 UNIT 2 ""

GROUND ^ ^ ' 2 ^ ^

~ GROUND DETECTOR NC W-gg -NO' NO g OETECTOH i , t 125 Vdc MAIN TUR88 LOG 125 Vck MAIN SUS NO 3 TUR8 BLOG BUS NO 2 t)

NC NO NC NC NO NC e ,,

I I

/

125 Voc TURS BLOG NC NC 12$ Voc TUR8 BLOG q7 RES BUS NO 3 0 0 RES 80S NO 2 U 45 NC NC NC g NC NC NC

/ 7 7 8 y , 8 Cu \/ Cu LINK gg LINK REACTOR BLOG 125 Voc REACTOR BLOG 125 Vrte J DIST PNL 3 OtST PNL 2 1 A

~C,1) NC)

,N l

I

/\ Cu Cu /\

LINK LINK l \/  %/

4hV SW GR 33-1 4kV SW GR 231 l

TYPfCAL CONTROL FEEOS TO 4kV SW GR TYPICAL CONTROL FEEDS TO dhv SW GR 341 ANO 480V SW GR 39 241 AND 480V SW GR 29

.[

FIGURE 7.125 Yde STATION BATTERY SYSTEM O(

l

  • l l

I

+2eV 90A

/. - O 6

  • l 4)iaA. j) =A ..- .

O O

.g J

CHARGER 2A .

o -

2 ele 8V nt O ,

a BATTERY 2A o

O

(;

m

==

CHARGER

  • 2A l-1 g o .,

k

?)

?) aa ' 3-0 '

1-124V o)

O O O) 0) e *%

e.

(g,

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