ML20073E809

Final Test Rept CRD Performance Evaluation Testing W/ Driveline Misalignment, Including Test Correlation W/Hatch Unit 1

ML20073E809
Person / Time
Site:	Hatch
Issue date:	09/07/1994
From:	Charnley J, Loui R, Rodabaugh J GENERAL ELECTRIC CO.
To:
Shared Package
ML19304C549	List: HL-4696, Forwards Response to NRC 940915 RAI on Ehnp Unit 1 Core Shroud Stabilizer Design Submitted for NRC Review of 940902. Results of Final Stress Analysis & Summary of Dynamic Testing Previously Performed for GE by Hitachi Also Encl ML20073E795 ML20073E809
References
NUDOCS 9409290214
Download: ML20073E809 (37)

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t Attacliment 3 Final Test Report CRD Performance Evalnation Testing willi Driveline Misalignment 9409290214 DR 94o973 p ADCCK 05000321 PDR

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September 1994 i

i FINAL TEST REPORT CRD PERFORMANCE EVALUATION TESTING ,

WITH DRIVELINE MISALIGNMENT

. DRF B11-00604 TP&P 511.1590  ;

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Prepared by /N h2M t .te '7/ 7/74

' ' I Responsible Test Engineer R.K. Loui p to ed by Test Requestor J. Charnley Date 7 d kY

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Approved by Date ~7 $[M7 N '

Project Manager J. Rodabaugh i

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DISCLAIMER OF RESPONSIBILITY FOR FINAL TEST REPORT  ;

This report was prepared as an account of research and development work performed by General Electric Company. It is being made available by General Electric Company without consideration in the interest of promoting the spread of technical knowledge. Neither General Electric nor the individual author:

A. Makes any warranty or representation, express or implied, with respect to the accuracy, completeness, or usefulness of the information contained in this report, or that the use of any .

t information disclosed in this report may not infringe privately owned rights; or B.. Assumes any responsibility for liability or damage which may result from the use.of any information disclosed in this report.

l DISTRIBUTION b Name MlC J.E. CHARNLEY 571 C.W. DILLMANN 571 E.Y. GIBO 771 R.K. LOUI (2) 529 LIBRARY (2) 528

• . i TABLE OF CONTENTS EaBa i

1.0 INTRODUCTION

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2.0 CONCLUSION

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3.0 TEST CONFIGURATION 1  !

4.0 TEST PROCEDURE AND RESULTS 2  ;

4.1 CRD Functional Testing 2 i 4.2 VisualInspection OfInternals 4 5.0 RECOMhENDATION 4 i LISTING OF TABLES, FIGURES AND APPENDIXES Appendix A Test Correlation To Hatch Unit 1 ,

Appendix B CRD Operating Data ,

Appendix C Misalignment And Wear Results l

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. CRD PERFORMANCE EVALUATION TESTING WITH DRIVELINE MISALIGNMENT ,

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1.0 INTRODUCTION

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CRD System testing was recently completed utilizing a D-Lattice driveline configuration.

Testing was conducted to evaluate CRD scram performance under abnormal core plate and top guide -f misalignment conditions. The control rod and fuel bundles were also inspected for wear as a consequence of the misalignment as testing progressed.

Testing targeted BWR/4 operating conditions.

Detailed testing requirements were contained in TP&P 511.1590 Rev. A. Relevant data to be I maintained in DRF Bl1-00604. See Appendix A for an explanation of how the actual core plate displacement configuration being used can be correlated to Hatch Unit 1.

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2.0 CONCLUSION

Overall CRD scram performance was unaffected for the maximum static misalignment condition (core  :

plate = 0.500 inch, top guide = 0.200 inch in opposite direction).

There were no significant differences in scram time with core plate misalignment of 0.500 inches with ,

or without top guide misalignment. l Post-test inspection of the test vessel internals showed minimal wear for the conditions explored 1 during test.  !

3.0 TEST CONFIGURATION A BWR/S CRD (S/N 7341) was used during test. The only available D-Lattice control rod (P/N l 706E855G1 S/N 818) was modified previously and contained spacer pads instead of the standard pins l and rollers. l The 30-inch test vessel was configured for BWR/4 operation, including a BWR/6 hydraulic control l I

unit which was modified for BWR/4 operating parameters.

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l Scram testing began with the vessel internals in alignment. As testing progressed, the core plate and the top guide were misaligned per requester supplied requirements as follows:

Core Plate Uoner Guide Test 1 0.000 0.000 l

l Test 2 0.250 0.000

( Test 3 0.500 0.000 l

Test 4 0.500 0.200 (in opposite direction)

Test 4 displacements simulated the primary mode of the shroud during a seismic event.

4.0 TEST PROCEDURE AND RESULTS l 4.1 CRD Functional Testing Using the standard BWR/4 scram accumulator charge combination of 575 psig N2 precharge, with a final water charge of 1510 psig (1510/575), a total of four accumulator scrams were accumulated.

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! Two of the scrams were performed at zero vessel pressure and the remaining two at cold hydrostatic l pressure of 1050 psig. Two full stroke drive traces, full stroke settle friction and ten collet cycles l

preceded the accumulator scrams.

Testing concluded with a repeat of the above tests after the vessel depressurized to ambient vessel pressure. ,

The above test sequence was repeated at each of the misalignment conditions. Also, for the maximum misalignment condition, two accumulator scrams were conducted at 850 psig cold hydrostatic vessel pressure.

CRD performance was monitored as testing progressed. Testing under BWR/4 operating conditions was completed satisfactorily. CRD performance data ranges are summarized on the next page.

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Test Result Summarv l Data Range l Misalignment (inch) l Vp l Scram (sec) l Drive (in/sec) l Settle Fr (psig) l Core Plate Top Guide Psig 90 % Up Down Notch 00-48 0.000 0.000 20 1.860-1.950 2.97-3.17 2.86-2.92 43-48 0.000 0.000 1050 2.252-2.282 0.250 0.000 20 1.910-1.966 3.17-3.21 2.86-2.90 37-48 ,

0.250 0.000 1050- 2.228-2.242 O.500 0.000 20 1.918-1.962 3.10-3.23 2.88-2.91 35-45 ]

0.500 0.000 1050 2.263-2.284  :

0.500 0.200 20 1.906-1.928 3.10-3.18 2.84-2.91 35-47 0.500 0.200 850 2.430-2.445 l 0.500 0.200 1050 2.246-2.258 i

The above results showed that with a core plate misalignment of 0.500 inches with and without top  :

guide misalignment, the scram data indicated no significant difference. l

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! At the conclusion of testing additional data points were taken for core plate misalignment of 0.625 inches while holding the top guide at 0.200 inches. The additional data points are summarized below:  :

Core Plate Top Guide Psig 90 % Up Down Notch 00-48 >

0.625 0.200 20 1.870-1.932 2.99-3.08 2.73-2.80 27-45 0.625 0.200 850 2.500-2.600 0.625 0.200 1050 2.305-2.326 0.625 0.200 700* 2.933-3.163 0.625 0.200 850* 2.758-2.791 f 0.625 0.200 1050* 2.586-2.624 18-51 l

• Hot Testing  ;

l Complete results of the operating data are shown in Appendix B of this report.

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1 4.2 Visual Insocction OfInternals l Following completion of each test phase, the vessel internals (control rod, fuel bundles) were removed and visually inspected for evidence of test damage. l Visual inspection of the control rod as testing progressed showed no obvious damage. No major dings or nicks were noted. The fuel channels showed normal wear. Observed scratches had no ,

obvious depth.

Sketch of core plate and top guide misalignment is shown in Appendix C. Also shown are sketches and photographs of observed scratches on the control rod and fuel channels.

5.0 RECOMMENDATION A

None, data submittal only.

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3 APPENDIX A TEST CORRELATION TO HATCH UNIT 1 I l i

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The CRD performance evaluation testing with driveline misalignment data can be used in the same manner as the previous allowable static core plate displacement.

From GENE-771-44-0894, the allowable dynamic displacement (DD) of the Hatch Unit I core plate is equal to:

DD=0.9x2.5SD/SFmi.

SD= allowable static displacement from test > 0.5" .

. SFmi.= minimum safety factor l DD=1.125/SFmi, DDoy20.5" l DD,mm,,,c320.75" l

! DDraui21.0" l

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APPENDIX B CRD OPERATING DATA i l

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APPENDIX C i

I MISALIGNMENT AND WEAR RESULTS l

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I Adjustment Tracks .

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i II Adjustment Tracks Direction of Misalignment Direction of Misalignment i

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! Attachnient 4 4

! Ilitachi Testing Report Sum nary i

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, . Attachment 4 Sheet 1 of 8 lilTACIII TESTING REPORT SUAI3IARY Testing was performed in the mid 1970's by Hitachi to determine the scram characteristics

of a control rod du.Sg fuel channel deflections, which simulated seismic conditions. The l testing is documr ute t in HIGE-701-T8. This is a summary of that test report. The test facility is shown in figures 3-a,3-b, and 4. The actuator (Figure 3-b) was used to dynamically excite the four fuel assemblies, control rod, control rod drive and supports.

The horizontal displacement of the fuel assemblies was measured during the excitation.

l The control rod was scrammed while the fuel was vibrating. The time versus control rod l position was measured. Excitation both parallel to and at 45 degrees from the control rod pnncipal axes was considered.

The control rod drive that was used in this test was a BWIU6 drive. A BWR/6 drive can l be used to represent a BWR/4 by reducing the hydraulic control unit pressure. Test j case Il represents such a reduced pressure. Figures 15,17,19, and 21 give the test results for test case II. Figure 15 shows scram time versus % insertion for various fuel mid span (single sided) dynamic displacements in a direction parallel to control rod wing. Figure 19 l shows the same information for displacement at a 45 angle to the control rod wings.

Figure 17 shows the same information as Figure 15, except it is plotted differently. Only l case 11 applies. Similarly Figure 21 is a replot of Figure 19. These results arejudged to j represent how a BWR/4 control rod would scram during a seismic event.

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i Final Stress Intensities and Displacement  !

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Attachment 5 Ilatch Unit 1 Final Stress Intensities and Displacements Sheet 1 of 4 Classification Load Combinations Component Pm Pm allow Pm + Pb Pm + Pb allow Upset OBE + P +T + W Lower Spring 35,500 Sm = 47,500 67,500 1.5Sm = 71,250 Emergency DBE + P + W Lower Spring 32,100 1.SSm = 71,250 90,900 2.25Sm = 106875 Emergency 1/2 SME+P+W Lower Spring 39,600 1.5Sm = 71,250 99,400 2.25Sm = 106875 Faulted 1/2 SME+MSL Lower Spring 39,600 2.0Sm = 95000 99,400 3Sm = 142,500 LOCA + W Upset OBE + P + T +W Upper Bracket 14,300 Sm = 47,500 35,200 1.5Sm = 71,250 Emergency DBE + P + W Upper Bracket 18,300 1.5Sm = 71,250 44,900 2.25Sm = 106875 Emergency 1/2 SME + P + W Upper Bracket 29,200 1.5Sm = 71,250 71,800 2.25Sm = 106875 Faulted 1/2 SME+MSL Upper Bracket 33,500 2Sm = 95,000 94400 3Sm = 142,500 LOCA + W Upset OBE + P + T + W Tie Rod 14,600 Sm = 22,800 14,600 1.5Sm = 34,200 Emergency DBE + P + W Tie Rod 1",600 1.5Sm = 34,200 18,600 2.25Sm = 51,300 Emergency 1/2 SME+ P +W Tie Rod 26,400 1.5Sm = 34,200 26,400 2.25Sm = 51,300

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Classification Load Combinations Component Pm Pm allow Pm + Pb Pm + Pb allow Faulted 1/2 SME+MSL Tie Rod 36,600 2Sm = 45,600 36,600 3Sm = 68,400 i LOCA + W Emergency LOCA ONLY Tie Rod 24,000 1.5Sm = 34,200 24,000 2.25Sm = 51,300 Upset OBE + P+T +W Upper Spring 19,900 Sm = 47,500 47,600 1.5Sm = 71250 Emergency DBE + P + W Upper Spring 39,600 1.5Sm = 71,250 94,700 2.25Sm = 106875 Emergency 1/2 SME + P + W Upper Spring 45,300 1.5Sm = 71,250 106,300 2.25Sm = 106875 Faulted 1/2 SME+MSL Upper Spring 45,300 2.0Sm = 95000 106,300' 3Sm = 142,500 LOCA + W ,

i Upset OBE + P + T + W Shroud 4000 Sm = 16900 10,800 1.5Sm = 25350 Emergency. DBE + P + W Shroud 9200 1.5Sm = 25350 21,300 2.25Sm = 38000 Emergency 1/2 SME+P+W Shroud 7,800 1.5Sm = 25350 20,000 2.25Sm = 38000 Faulted 1/2 SME+MSL Shroud 18,700 2Sm = 33800 46,200 3Sm = 50700 LOCA + W t

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Attachment 5 llatch Unit 1 Final Stress Intensities and Displacements Sheet 3 of 4 Classification Load Combination Component Transient Displacements Permanent Displacements Radial Radial Calculated Allowable Calculated Allowable Upset 2 OBE + P + T + W Lower Spring 0.27 0.75 0 0.33 Emergency 1 DBE + P + W Lower Spring 0.56 1.12 0 0.5 Emergency 2 W+ MSL LOCA Lower Spring 0 1.12 0 0.5 Emergency 3 1/2 SME + P + W Lower Spring 0.95 1.12 0.4 0.5 Emergency 4 W + RL LOCA Lower Spring 0 1.12 0 0.5 Faulted 1 1/2 SME+ MSL Lower Spring 0.95 1.49 0.4 0.66 LOCA + W Faulted 2 1/2 SME + RL Lower Spring 0.52 1.49 0 0.66 4 LOCA + W

s Attachment 5 llatch Unit 1 Final Stress Intensities and Displacements Sheet 4 of 4 Classification Load Combination Component Transient Displacements Permanent Displacements Radial Radial Calculated Allowable Calculated Allowable Upset 2 OBE + P + T + W Upper Spring 0.27 N/A 0 0.93 Emergency 1 DBE + P + W Upper Spring 1.5 N/A 0 1.4 Emergency 2 W + MSL LOCA Upper Spring 0 N/A 0 1.4 Emergency 3 1/2 SME + P+W Upper Spring 2.0 N/A 0.2 1.4 Emergency 4 W+ Ru LOCA Upper Spring 0 N/A 0 1.4 Faulted 1 1/2 SME + MSL Upper Spring 2.0 N/A 0.2 1.86 LOCA + W Faulted 2 1/2 SME + RL Upper Spring 2.0 N/A 0.2 1.86 LOCA + W

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l Attachment 2 GENE-771-44-0894 Rev.1 Justification of Allowable Displacements of tiie Core Plate and Top Guide Shroud Repair l

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GE Nuclear Energy 175 Curtner Ave , San Jose, Ca . 95125 C W Dillmann M/C $71 Manager Phone (408)-925-1642 Reactor and Plant Desrgn Engineenng Fax (408)-925 4533 September 7,1994 Mr. Bruce McLeod Georgia Power Co.

SUBJECT:

GE Nuclear Energy Report Number GENE-771-44-0894 Rev 1," Justification for Allowable Displacements of the Core Plate and Top Guide Shroud Repair" Dated 9/2/94

Dear Mr. McLeod:

For your information and use GE is submitting the subject docurnent. This incorporates and addresses the comments from the VIP Repair Committee, 11 should be noted that one comment that is not addressed is the one relative to the basis of the i safety factors. These f actors were set by the FSAR's and are beyond the scope of this report.

This repod is being provided under the Terms and Conditions of the agreement between the Electric Power Research Institute and the General Electric Co., version EPRl/GE93 930120.

Please free to call the writer at (408) 9251842 should you have any questions.

Very Truly yours.

OLtQst 7' C.W. Dillmann cc. Robed Thomas EPRI J.E. Chamley J.R. Isaacs M.A. Ouirin B.A. Mc Allister i

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