ML20073P319
| ML20073P319 | |
| Person / Time | |
|---|---|
| Site: | Fort Saint Vrain  |
| Issue date: | 04/15/1983 |
| From: | Lee O PUBLIC SERVICE CO. OF COLORADO |
| To: | Jay Collins NRC OFFICE OF INSPECTION & ENFORCEMENT (IE REGION IV) |
| References | |
| P-83132, NUDOCS 8304250128 | |
| Download: ML20073P319 (99) | |
Text
- -
PUBLIC SERVICE COMPANY OF COLORADO P. O. BOX 84O DENVER. COLORADO 8020e April 15, 1983 OSCAR R. LEE Fort St. Vrain v.c'**'"
Unit No. 1 P-83132 9,19 f\
lir. Jchn T. Collins, Regional Administrator ,
_Z Nuclear Regulatory Conmission i -
Region IV Office of Inspection and Enforcenent l JpR 2 I 933 i 611 Ryan Plaza Drive, Suite 1000 j Q_.- -
Arlington, TX 76012 __
~
DOCKET N0: 60-267
SUBJECT:
Fort St. Vrain CRDri Temperature
REFERENCES:
(1) R. Clark (NRC) letter to 0.R. Lee (PSC) dated 12/2/82 (G-82384)
(2) Fort St. Vrain FSAR Section 3.2.3.4.2 (3) Fort St. Vrain Technical Specification SR 5.1.1 (4)' Fort St. Vrain FSAR Section 3.5.3, Table 3.5-6
Dear Mr. Collins:
In response to your request to provide a commitment in the form of a Technical Specification which will limit the Fort St. Vrain (FSV)
Control Rod Drive Mechanisms' (CRDM) maximum operating temperature to 215 F, our Engineering Department has evaluated the LANL study which was submitted to us by reference (1). This report concluded that the maximum CRDM operating temperature of 215 F will not be exceeded at 100% reactor power providing all the orifice valves are open at least 40%. A review of the effects of keeping the orifice valves open a minimum of 40% up to 100% power, along with our position on limiting the operating temperature of the CRDM's to 215 F is discussed in this letter.
8304250128 830415 PDR ADOCK 05000267 P PDR
P-83132 Page 2 After reviewing' the LANL study, PSC's Engineers could not identify the logic used in selecting 215 F as a temperature limitation. There weren't any specific details mentioned in the LANL Report which indicated why the CRDM's would be expected to experience problems at temperatures greater than 215*F. Therefore, we have concluded that this maximum operating limit was selected without any supportive technical basis.
In addition to the lack of technical basis, it is our position that restricting the orifice valve position to greater than 40% open at 100% power would pose unacceptable operational problems. Operation
-in this manner would lead to loss of temperature control for older fuel regions ar.d would make control of steam temperatures virtually impossible. fiore importantly, newly fueled regions would be starved-of flow necessary to maintain compliance with FSV Technical Specification LCO 4.1.7 (Core Inlet Orifice Valves,. Limiting Condition for 0paration). As a result, in order to run the CRDM's at '
less than 215 F teaperature, we would be forced to run newer fuel at much higher than normal temperatures, pessibly sacrificing some fuel particle integrity. Therefore,.we tave concluded that restricting -
the orifice valve position to 40% mininun opening at 100% power level is not comoatible with the safe or efficient operation of Fort St.
vrain.
It is important to make a distinction between the CRDM operational considerations and safe shutdown functional capability considerations. Imposing a limit on CRDM maximum operating temperature micht be benefici61 from an operational standpoint.
However, the safe shutdown functional capabilities and, therefore, the safety and well-being of the public are not affected by high temperatures. No electrical or other power source is required to achieve full insertion of the rods and no power source of any kind is required to limit the speed of the rod insertion during a scram (reference (2)). Hence, it is apparent that regardless of whether the temperature of the control rod drive mechanisms are limited to 215 F, or allowed to operate at the predicted maximum temperature of 250*F, the plant has the capability of achieving a safe shutdown configuration, thus protecting the public from any radiological emergency due to failure of a CRDM. In addition, Fort St. Vrain has a completely independent, redundant reactivity control system, the Reserve Shutdown System, that can shut down the reactor in the unlikely event that the normal control rod system malfunctions.
An in-situ performance test on the CRDH's is performed weekly when
, the plant is at power to assure the control rods can be ' inserted properly. This. " Rod Drop" test is run in conjunction with a temperature surveillance test on the CRDM's (Reference (3) and Attachment 1). The present rod drop test is the most reliable and informative means of monitoring the safe shutdown functional capability of the control rod drive mechanisms on a continuing basis under all power conditions.
,_ - - - , - - , , - - - - - - , - . y _m .- _. _ _.,.---#..
P-83132 Page 3 GA Technologies Inc. (formerly General Atomic Company) performed a detailed analysis' to determine the -thermal expansion and mechanical interference effects in the CRDM gear mechanisms due to high temperatures (Attachment 2) . This analysis assumed a maximum temperature of 280 F based on extrapolation of actual data taken with the reactor at a power level of 40%. Worst case tolerance combinations at 280*F resulted in probabilities of the gears jamming of less than one in one million for one CRM1 and one in one billion for two CRDM's failing to scram. The control system design provides adequate shutdown margin even with the two maximum worth rod pairs withdrawn (reference (4)). PSC has reviewed and concurs with this analysis.
The follcwing is a summary of research conducted on the temperature
, limits of the CRD motors. Electrically, there are three areas of '
concern: the motor, the cable, and the penetration connection. An analysis of the motor shows it to be capable of withstanding an ambient temperature of 272 F (Attachment 3). The cables are rated at 267 F (see Fig. 1). The connectors are rated up to 350'F (see Fig. 2 and Fig. 2). Therefore, the limiting electrical component (neglecting an synergistic effects) from a thermal standpoint would be the cables 257 F).
PSC has reviewed the recommendations in the LANL report to decrease the temperature of the CRDM's. Only the LANL re::ommended items 1 and 2 are realistic fcr implementation at FSV. The additional cooling of purge gat cello be designed into the helium purification system, but t this option is the least effective from a thermal standpoint. It is not feasible for all rnds to have the purge flow rate increased simultaneously because the additional amount of purified helium required would exceed the available capacity from the helium purification system. Increased helium flow in selected CRDM's is feasible, but this would be very difficult to administer operationally.
PSC's position is that no technical specification temperature limit should be imposed upon the control rod drive mechanisms. We have based our decision on the fact that the operational history of the CRDM's has displayed no signs of problems due to thermal effects, the temperature rating of the components, and the CRDM's are in-situ tested routinely more frequently than Technical Specification surveillance requirements. Also, as we mentioned earlier, the fact that the electrical operation of the CRDM's is not necessary for safe shutdown of the reactor was an influencing factor for our decision.
We will continue to closely monitor the operation of the control rod drive mechanisms, and we will keep our records on their operational history up-to-date. NRC concurrence with this position is requested.
m P-83132 - Page 4 If you have any ' questions please contact Mr. J.R. Reesy at (303) 571-8406.
Very truly yours, h
- 0. R. Lee, Vice President Electric Production ORL/DYA:pa-Enclosures ATTACHMENTS
- 1. Fort St. Vrain Surveillance SR-RE-4-W
- 2. W. A. Graul,." Fort St. Vrain Control Rod Drive Mechanism -
Thermal Expansion Effects", GA Letter GP-1014, June 9, 1981
- 3. I.- G. Khamis, " Reply to D. W. Ketchen", GA Memo FSV-ME:DWK:19:78 i LIST OF FIGURES
- 1. Shim Motor; Gulf General Atomic Dwg. # SLR-D1201-218 2.
- 3. Closure Assembly; ITT Canr.on Catalog;Gulf Genaral pg. 233 (1980Atomic edition Dwg). # SLR-D1201-275
c.
UNITED STATES OF AMERICA NUCLEAR REGULATORY COP 91ISSION
' In the Matter.
)
)
Public Service Company of Colorado )' Docket No. 50-267
' Fort St. Vrain Unit No. 1 )
~
- 0. R. Lee, being duly sworn, hereby deposes and says that;he is Vice President of Public fervice Company of Colorado; that he-is duly authorized to. sign and file-with the Wuclear Regulatory Commission the attached ~ response to the.NRC Letter frou R. Clark to 0. R. Lee dated December 2, 1982 (G-82384); that he is familiar with the content.thereof; and that the matters set forth therein are true and correct.to the best of his knowledge, information and belief..
- 0. R.-Lee W
Vice President-l
- STATE OF (M )
. COUNTY OF d
- Subscribed.and sworn to before me, a' Notary Public in and for on this AfY day of OAdd' , 1983.
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PUBLIC SERVICE COMPANY OF COLORADO 3;.gg_c_g FORT ST. VRAIN NUCLEAR GENERATING STATION Issue 1 Page 1 of 8 TITLE: CRD TEM ERATURE DATA COLLECTION DEPARTMENT: RESULTS ISSUANCE
~ l AUTHORIZED .m[ m'5 BY t ns0"gw EORc 49 6 0t:.0 Z Z 1982 7j,C" 11- z9 - 92, N / - / 5-[.3 Do not start test before -/ f 7 3 Week # .3 and riust Le completed by '/ 'c2 / 8.8 Sch. Cle-k This procedure cannot be run in its entirety for the following reasons:
- 1. This system is not operating.
- 2. Thi's system ir not required to be operating and has a frequency of one month or less (reference Technical Specification, paragraph 2.18). -
- 3. Reactor is in " scrammed" condition.
- 4. Loop I is in " Loop Shutdown" condition.
- 5. Loop !! is in " Loop Shutdown" condition.
- 6. IA Helium circulator is in " tripped condition".
- 7. IB Helium circulator is in " tripped condition".
I 8. 1C Helium circulator is in " tripped condition". l l *
- 9. ID Helium circulator is in " tripped condition".
l Other l 10. l
- 11. Reschedule test for Department Supervisor
. som sn.32. sus i 6
, PUBLIC SERVICE COMPANY OF COLORADO SR-RE-4-W FORT ST. VRAIN NUCLEAR GENERATING STATION Issue I
. Page 2 of S 1.0 PURDOSE The purpose of this test is to provide for regular temperature recordings of the CR0 assemolies that are equipped with temperature devices.
2.0 CRECAUTIONS LIMITATIONS AND SOECIAL ASSISTANCE None. 3.0 PREREOUISITES 3.1 Test Equipment Last Calicration Name Identification No. Date None Qi/A4 Af -J H'1 9 ._ _ 3.2 References a.0 AUTH3RIZATIONS 4.1 Departmental Approval ,A////[ /-//d3'
, ept. Supervisor Date l
4.2 Mech /Elec Clearance Issued, if required: Number Not Recuired
- 4.3 Radiation Work Permit Issued, if required
- Number Not Recuired -
4.4 Permission to initiate test /5 [ / -/ 9-f y' Shift W ervisor Date i' I l l - l l l
. FORM 372 22 3643
\ O 1
PUBLIC SERVICE COMPANY OF COLORADO SR-RE-A-W [ FORT ST. VRAIN NUCLEAR GENERATING STATION fg 5.0 PROCEDURE 5.1 PRELIMINARY CHECKS 5.1.1 The temperatures are to be read when the reactor power level is 2 50'4 or the core Ap is 2 3 psid and, a) As soin as possible after weekly cor. trol rod drop tests (SR 5.1.lb-M) have been performed. b) When the reactor j steady-statt power level is chan5ed :10*4 or tors. This test can be done at the same time that the linear power channels are calibrated because of the change in the power level. V 5.2 TEST PROCEDUT.E (FOR DATA COLLECTION CNLY) 5.2.1 The temperatures to be rv 1 are the CRD motor, orifice valve motor plate and upper helium environment temperatures of the CRD's which have had RTD's (Resistance Temperature
- Devices) installed in the aforementioned areas. RTD's will eventually be installed in all the CRD assemblies as the CRD's are pulled out for maintenance and refueling over the next few years.
(See data sheets for recording of temperatures.)
~
M Lc /O d
~ /p,.r<tr Test Conouctdr )S ture Date
- PORM 372 22- 3643 C
s PUBLIC SERVICE COMPANY OF COLORADO SR-RE-a-W ue 1 FORT ST. VRAIN NUCLEAR GENERATING STATION 4c S 5.2.2 All temperatures should be less than 300*F, if not, contact Results Department Supervisor. p (,ff!Q nf - 0
/ Nest Con tor' Sigriat e Date
- F OR M 372 - 22 3643 6
PUBLIC SERVICE COMPANY OF COLOR ADO. SR-RE-a-W FORT ST. VRAIN NUCLEAR GENERATING STATION Issue 1
. Page e, er,8 DATA SHEET f.f n Averace Core Reactor CCWER '/ T/ % Inlet Temp! (f 6 3 "F Primary Coplant Core t.? PSID c.2, h h F' ow '76s 2 %
1 10RIFICE l CRJ T~CR0 10RIrTC'E VALVE IUPPER HELit ti l REGION iPOSITION lPCSITION JMCTOR TEiP. IMOTOR PLATE lENVIRONMEh.T l l l(% OPEN) l(ldChES) ) ('F) l TEMP. ('F) ITEMP. (*F) l I ! l 1 1 I I i_/_f i_,j.?u. t i f .(_l (Sc. 2. I f 7.2 cf I e <,es . c/ 1 1 / 1 NA l LU f- 1 A W. .P l /43.2_ l /_5',f ' i 1 ad __t ! x. I !.L'10 L l 1 9.0 X l dea I ;M ' 4 ;
! .5 ! I.QIr4 f 19 0. *Ll f *70 s C. I / Ph
- h" l / *72 o st I lE i 4 2,0 I f a c , ?__ t .0/ 3, / I cp ac, 7 I .z. +- ' I l =t r i 3 3. t- l MEl e ss ,c 1 .a ao n ! # A- I ,
I l i I I I I I I I l i I I I ! I _l l I I i___ i i ! I i i i i l I I i l i i I ._ .8 . I I I I ! ! I I i l i l i I I I I I I I I I I i l I I I I I I I I I I i l I I I I I i l i I I I I I I I I I I I I I I I I I I I I I I I I I I I I l l l l ! l .I I i I l I i i l I l l 1 I I I I I I I I I I I I I I I I I I I I I I i 1 I I I I I I I I I I i l I i l I I I I I I I I J (L. 2n~g /-Jo J 3 Test Conc tor Sigr #ur' Date
. FORM 372 22 3643 6
PUBLIC SERVICE COMPANY OF COLORADO SR-RE-c-W FORT ST. VRAIN NUCLEAR GENERATING STATION IS5ue 1 Page 6 of 8 DATA SHEET Average Core Rea:: tor POWER % Inlet Temp. 'F P'imary Coolan*. ~ Core aP PSIO , F'ow % l JORIFICE CRD-~~'i CRB 10RTETCf VA1.VE ldCEIR rih.IQi!
- I REGION (F05ITION l POSITION idOTOR TEMr>. j$t0 TOR PLATE liNVIROEMENT ,
I l(*. OPEN) l(INCHES) 1 (*F) (TEMP. (*F) l TEM?. (4) { - l L,., ___ : I l- _ l -- I 1._ ( l_ l --- _..'__,..___ f __ _t I i_ __ l 1 __ i i ! i I i ! l l I I i I ! _I I I I I I I 1 1 1 1 I l I L 7T 1 I i
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1 I I i i l i I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I i l I I i l i i i l I I LL Test Con m
.W Fignatur
<- x o Date
. FORM 372 22' 3643 6
PUBLIC SERVICE COMPANY OF COLOR ADO SR-RE-4-W FORT ST. VRAIN NUCLEAR GENERATING STATION {ssue1 vage 7 of 8 6.0 TEST CONDUCTOR'S rep 0RT 6.1 Were any procedure changes or deviations made to the test and CCCF/PDR init ated? (Attach copies if applicable) Yes No
~
6.2 Were all steps suc:sssfdiy ct.mpleted as stated in test. Yet#Wo 7%hk. 6.3 If the a.-mr to 6.2 is NC, notify Department Supervisor ena list conditions anc/sr pTR number (s): , A' _ 6.4 Test qsmpleted exdpt fot- ite:n no.ed in 6.3
.i ' D% / -~ a20 ' (
7esT it.ductor Date 6.5 Test sheets and data s1 mids reviewd and approved except fer items noted ir. 6.3 lepa Y tr.h.g~ % cssertative int ,Yeare e J .2Date L c - G--_3 _ ~ 7.0 DEPARTMENT SUpEPNISOR'S/ TEST CONDUCTOR'S REVIEn' (If tne answer tn 6.2 is YE5, sections 7.0 lird 8.0 are not applicable go to Section 9.0) 7.1 Does the failure described in 6.3 require any action or impose any limit to operation per the applicable LC0(s)7 Yes No N/A 7.2 Applicable LC0(s) Action or Limit 7.3 Is the reason test is not being completed at this time due to plant or equipmerjt status? . Yes No N/A 7.4 If the answer to 7.3 is YES, list condition (s) and/or PTR number (s): 7.5 Is retest necessary for items listed in 6.3 and/or 7.4? Yes No N/A
. FORM 372 22 3643 6
PUBLIC SERVICE COMPANY OF COLORADO SR-RE-a-W O
,- FORT ST. VRAIN NUCLEAR GENERATING STATION fg 7.6 If the answer to 7.5 is YES; list specific section(s) or i step (s) to be retested. I 1
Dep . Supervisor / Test Conductor Date - 8.0 RETEST SECTION (If the answer to 7.5 is NC go to Sectic, 9 0) S.1 Verify satufactory retest cf sectica'.2) or tro(s) listec in 7,6 i 0 Retast Co.1ouctor Date 8.2 Retest reviewed. Department Represen:ttivT Date 9.0 APEROVAL3 9.1 Test results approved. Satisfactory esults confirm comp iance '+1th apolict V-LCC(s). 1 4) w nd /-2 0 ~?) DepartmentSupe(#1sor Date 9.2 Notification of satisfactory test results and test conclusion: j su /#E0 -$ $ 1 Shift Supervisor Date 9.3 Requires Station Manager evaluation: l . Department Supervisor Date 9.4 Station Manager Date 10.0 DATA SHEETS RECEIVED. VERIFIED SECTION 9.0 COMPLETE. AND SURVEILLANCE TEST RECORDS UPDATED.
]$nnm V sea k /-2n -73
' Seneculing Tecnnician Date f
l l
- FORM 372 22 3643 0
j$cq ti *C &-}7-$l GENWIAL ATOtac C08dPANY PO. BOX 81600 SAN oIEGo, CAUFoRMA 92138 (714) 455 3000 June 9, 1981 GP-1C14 on
.11. D. W. Warembourg 3y.b*I
-rf Manager, Nuclear Production Fublic Service Company of Cclorado 16805 Road 19 1/2 ,
Platteville, CO 80651
Subject:
Fort St. Vrain Control Rod Drive Mec5;aniszt - Thennal E:tpansiott ; Ef.fects Dear Mr. Warembourg-In the process of reviewing the furetion of the Fort St. Vrain control rod drive mechanism, a concern was raised regarding potential for gear jamming under worst case toleran::e stack-up and high temperature operating conditions. Although this was considered to be a highly ; unlikely event, a review was initiated at GAC expense to quantify the ; extent of any potentLil interference and to assess the likelihood of encountering a problem. Results of these investigations showed that the chances of encountering a failure to scram is extremely remote (less than 1 in 1,000,000). In addition, the rod drop surveillance tests, currently conducted regularly during plant operation and as higher temperatures are encountered during fluctuation testing above 70% power, give positive assurence that the mechanism remains functional. The following summary memos and design calculations are enclosed for your information and use:
- 1) CE:MDD:RR:124:81, " Control Rod Drive Mechanism - Thermal Expansion Effects," dated 31 March 1981.
- 2) CE:MDD:ECH:123:81, " Thermal Expansion of the Control Rod Mechanisms at 280 F," dated 31 March 1981.
- 3) SAB:035:RL:81, '? Control Rod Drive Clearances," dated 24 March 1981.
A/O Lt=&fCWJE l2q- !O
GP-1014 page 2
- 4) Design Doc. No. 906015, " Control Rod Drive Clearances," dated May.11, 1981.
- 5) Design Doc. No. C-12-006, " Control Rod Drive Component Clear-ances at 2800 F," dated April 22, 1981.
A copy of this material has been sent to Mr. Swart by separate lerter. Should you have any questions, please contact R. Rosenberg at (714) 455-2174. . Verr truly yours, i t ! 111am A. Graul, Manager Fort St. Vrain Project , i l Enclosures i 5 I e t l i l l i l - . - . , . - - - . , . ~ _ _ _ _ . __ . - -_. . -- _ . - - - - - _ _ _ -
INTERNAL CORRESPOUDENCE GA 1078 FROM R. Rosenberg IN REPLY Proj. 1900 REFER TO CE:MDD:RR:124:81 To G M CC DATE March 31, 1981 suBJE.'T Control Rod Drive Mechanism - Thermal Expansion Effects 3tef: a) Memo CE:MDD:ECH:123:81, E. C. Harvey to R. Rosenberg, " Thermal Expansion of Centrol Rod Drive at 280 F" dated 3/31/81. i b) Maso SAB:035:P2.:81, R. 1sary to Files, " Control Rod Drive , Clearsaces" dated 3/24/81. . 1 The effects of thermal exuansion en ths ability cf the control tr#J driver to scram upon dentud were assessed (see Reference a, atteched) for environnental temperatures up to 2EO#F. Under worst case tolerance. stack-up conditions two areas were
- found where gears potentially could ja
- s, however, an in-depth review of hoch areas has lead to the conclusion the contrcl red drives should perform the scram function normally. ~
I In the firrt instance a situation startingi at 120*F could occur in the instrument gear train which would cause these gerrs to jam (again, assuming worst case tolerance stack-ups), Eowever, sufficient torque is produced by the dead weight of the cont.rol rods to fail tha jammed gear teeth c.nd permit a scram to occur. f In the second instance, jaming of the main gear train under worst case c:nditions could occur at 145 F. Reference b a--e4nes j the probability of the multiplicity of tolerances involved all i - going to their = v4m m limits and also aligned to produce the worst i case conditions. The conclusion of reference b) is the chances of this occurring in one drive are less than 1 in 1,000,000 and in two or more drives the chances are less than 1 in 1,000,000,000. ER:ce - c.c: 1. A. B. Old E. Harvey . R. Leary D. Alberstein EDF I
-MTERNAL CORRESPONDERCE gAto7s 1
Mou E. C. Harvey Y '" REFER TO Proj. 1900 CE:MDD:ECH:123:81 To L Rosenberg DATE March 31, 1981 SU8 JECT Thermal Expansion of the control Rod Drive Mechanisms at 280*F < Raf. 1. " Control Rod Drive Clearances at 280*F", E. C. Harvey, Document C-12-006, 29 January 1981.
- 2. " Thermal F <
at 280T",qansica of the Contrel E. C. Harvey, Memo MHE l'edODD;ECE:6~:81. Drive Assembly Cemnonent:a ' l
- 3. " Control lod Clearances", R. Leary, Kenc SAH:0.35:2L:E1.
i SUMMART 1 An analysis, reference 1, was made to detemin the maximun (best) . or minimum (worse) case clearances between various c =ponents on the ? Yt. St. Vrain Control Rcd Drive Assembly at a torperature of 280*/. No problems are anticipater, due t7 the inc: ease h clearance between the main d:-ive bearing bushings .tnd the housings Jsee Flaures 1 ard 2) . Also, no pr .blems are s.nticipated due to the resultant clearance increasa b<etween the baaring burhings located 1.n the pide pulley cssembly (see Figure 3). The potentiometer gere trn1% cae Figure 2, has two i alumints: gears in mesh with stainless steel gears. The gears are mounted on shafts in mechsnite castings. This combination of materials results in a worse case- interference of .0C32 inches due to a net center dis anca decrease between the gears. If the tolerance build-up at 280 results in an interference condition, the torque available at the drum shaft, due to the static weight of the control rod, is ( sufficient to strip the aluminum gear teeth, thus a scram would not t be inhibited. However, a l'ss o of position readout and " rod-in" j' indication would occur. A potential .0007 inch interference is possible between two gears in the main drive gear system at 280 F for a worse case tolerance i condition, which could inhibit a control rod scram. However, it is i
-extremely unlikely that all components will in fact be at the worst tolerance. A statistical analysis was made, see reference 3, and
( based on conservative assumptions, a very low (%10-6) probability of an interference in any given drive is calculated. The probability of two or more interferences among the 37 control rod drives is found to be extremely remote (510-9). l f
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R. Boxaberg March 31, 1981 DISCUSSION OF ANALYSIS
, 1. Bushing SLR-D1201-209 and Housing SLR-D1201-207 (see Figure 1)
The stainless steel bushing is press-fitted into an aluminum housing at room temperature. A worse case clearance of .0007 inches is possible at 280 F. The switch assembly housing will retain the bushing, and no problems are anticipated. 1 i 2. Gear SLR-D1201-208,and Housing SLR-31201-207 (see Jjigure_2), l The stainless steel gear is press-fitted into the aluminum , housing at room tecperature. A worse case clearance of .0007 inches is possible at 280*F. The getr is held in place by a dog-point set screw, and is therefere seceptably retained. I Bearing SLR-D1201-239 and Bushing SLR-D1201-2C9, plus Eearing 3. 1T.R-D1201-260 and Gear SLR-D12G1-200 (see Fir,u,re y ( A .0007 inch worse casa cicarance exists at room camperature. The materialg are sistlar, thtrefore ths came clearance treuld exist at 280 F. l
- 4. Pctentiometer Gear Train SLR-D120_1-208, -239. -241, -242, and HousirRs SLR-D1201-230, -231 (see Ficure 2) ,
^
Gears and Housings Center Clearance at R'esultant Clearance Part Numbers Distance 68*F ,or Interference at
~
Decrease 2800F at 280*F Min. Max. , Worst Best Tolerance Tolerance Case Case ! SLR-D1201-208, -239 Interference Clearance SLR-D1201-230, -231 .0019" *.0004" .0132" .0015" .0013" SLR-D1201-241, -242 Interference Clearance SLR-D1201-230, -231 .0041" .0009" .0153" .0032" .0112"
*At 280*F A potential interference condition exists between both pairs of gears in the potentiometer gear train (see tabulation above and graph number 1). If an interference condition occurs the torque available at the drum shaft due to static weight of the control rod is sufficient to strip the aluminum gear teeth. A force four times the ult 1= ate bending strength of the gear teeth exists in the event of an inter-farence, thus a scram would not be inhibited, however a loss of position readout and " rod-in" indication would occur.
R. Roxubsrg March 31, 1981
- 5. Guide Pullevs SLR-D1201-213, -1, -2, -3 and Bushines SLR-D1201-213-4,
-5, plus Eearines SLR-D1201-216 (see Figure 3)
. The stainless steel bushings are press-fitted into the aluminum pulleys at room tecperature. A worse case clearance equal to .0005 inches maximum is possible at 280 F. The bushings in the pulley, and the pulleys are not held captive at 280"F, thus the rotation of the pulleys could be inhibited. If this were to occur a scram would not be inhibited, because the cables would slide.
The bearings and bushings are manufactured from sit:11ar materials, therefore, the tolerance fit that exists at room temperature vould exist at 280 F. i
- 6. Rinn Gear SLR-D1201-202-7 and Pinjen S1R-D1201-202-6 (sen Fleure 1)
The pinion and ring gear en;;agement clearance (verse case) increases .6006 inches at 280 F, and therefore no problem at this , location is expected.
- 7. Gear Train SLR-D1201 -202-2, -3, -4, -5, -6, -10, -11 and b usings SLR-D1201-230, -231 (see Figure 1) i Gears and Housings ~ Cancer lC1sarance 7suultant ClearanctI~7 '
Past Numbers Distance at 66 7 or hterference .at I Decrease 250"7 - at 280 F Min. I' m . TcTit t Iest
~
Tolerance Tolerance Case Case
~
SLR-D1201-202-10, -11 ~ Clearance Clearance and .0007" .0009" .0150 .0002" .0157" SLR-D1201-217, -230,
-231 SLR-D1201-202-2, -3 Interference Clearance 4
and .0011" .0004" .0130" .0007" .0119" SLR-D1201-230, ~231 SLR-D1201-202-4, -5 Clearance clearance and .0006" .0008" .0206" .0002" .0200" SLR-D1201-230, -231 The gears are manufactured from nitra11oy 135 and are. mounted in mechanite castings. The center distance decreases on each mating gear set at 280 F (see tabulation above). A potential .0007 inch interference is possible between gears SLR-D1201-202-3 and
-4 for a worse case tolerance condition at 280 F, which would inhibit a control rod scram. However, this same pair of gears
R. Ro:caberg March 31, 1981 could have a max 1=um clearance of .0119 inches for a best tolerance case. This relationship is shown in graph number 2. It is extremely unlikely that all the tolerances (17) will be in a worse case condition. A statistical analysis was made, see reference 3,
, - and s based on what are believed to be conservative assu=ptions a very low (%10-6) probability of an interference in any given drive
- c. N- is calculated. The probability of two or more interferences among 37 control rod drives is found to be extre=ely remote (s10-*).
If the control rods are lowered 3.1 inches during control red surveillance drop tests, gear SLR-D1201-202-3 would rotate one
.. revolution. This would be an indication that no interference exists.
ECE:ce . ec D. Alberstein
'J. K. Anderson G. C. Bramblert
- 3. C. Envke
- l. . R. A. B. Old
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INTinN AL CGR31:?3%0 E.5 CE p , GA in7s
, IN REPLY FROM R. Leary REFER TO SAB:039:RL:81-TO Files DATE March 24, 1981 susJECT Control Rod Drive Clearances Ref. 1.: " Control Rod Drive Clearances at 280*F," E. C. Harvey, Document C-12-006.
SUMMARY
In the cited reference, a " worst" case control rod drive clearance
~
analysis for gears 2 and 3 is presented which indicates a possible inter-farence at 280*F. Seventeen components of the total clearance are identi-
- fled together with their associated tolerances. If the most unfavorable tolerance is selected for each component, a minimum clearance of 0.0004" at 68* results. This is not sufficient to accommodate an anticipated 0.0011" center distance decrease at 280*F. -However, it is extremely
==1hly that all seventeen c.omponents will in fact'be at the " worst"
- tolerance. The analysis presented here treats this problem from a statistical point of view. Based on what are believed to be conservative, even pessi=istic, assu=ptions, a very low (%10-8) probability of an inter-farence in any given drive.is calculated. The probability of two or more interferences scong 37 control rod drives is found to be extremely re
- pote
- $10-9 DISCUSSION ,
The tolerances from Ref. 1 for the seventeen components of the total clearance for gears 2 and 3 are presented in the " worst" and "best" condi-tion columns in Table 1. If the " worst" condition values are summed, the t overall clearance is 0.0004' at 68'F. This is not adequate to allow an anticipated 0.0011" center distance decrease at 280*. However, it is implausible that all seventeen components will actually be at the " worst" condition tolerance. In order to estimate the actual. probability of an interference, a statistical treatment is necessary. -
- The following assumptions are made. ,
- 1) The seventeen components of the total clearance are independent and additive -- that is, the total clearance is simply the sum of the individual components.
- 11) Each component can be treated as a random variable with a
' normal (Gaussian) distribution. The mean and standard deviation, due to lack of explicit data, are determined using engineering judgment.
l 4
, . - . _ . . - _ - . - _ - , , ~ . , , _ , - . . _ _ - _. ..,.,_. ,_.- - . _ _ _ _ . _ _ . _ - - _ _ . - - . - . _ . . . _ _ _ - ._ _ ,
Table.1 Worst Best Standard
, H* *",,
Condition Condition Deviation c) Gear 2 - composite tol. 0.0008 0.0000 0.00060 0.00010 b) Gear 3 - composite tol. 0.0011 0.0000 0.00083 0.00014 c) Tooth thinning Gear 2 (0.0024) (0.0047) (0.00355) 0.00058 Gear 3 (0.0027) (0.0054) (0.00405) 0.00068 d) Radial play - bearing 10A (0.0004) (0.0006) (0.00050) 0.00005 c) Radial runout'- beiring 10A 0.0006 0.0000 0.00003 0.00015 f) Eccentricity - bearing shafts 0.0005 0.0000 0.00038 0.00006 g)' Eccentricity - housing 0.0005 0.0000 0.00038 0.00006 h) Radial. clearance - housing (0.0003) (0.0008) (0.00042) 0.00006 i) Radial clearance gear 2 brg. 0.0002 (0.0001) 0.00013 0.00004 j) Radial play - bearing 4C (0.0004) (0.0006) (0.00050) 0.00005 k) Radial runout - b=aring 4C 0.0006 0.0000 0.00030 0.00015 .
- 1) Eccentricity - bearing shafts 0.0004 0.0000 ,0.00030 0.00005 m) Eccentricity - housing 0.0005 0.0000 0.00038 0.00006 n) Eccentricity - gear 3 0.0004 0.0000 0.00030 '0.00005 o) Radial clearance - housing 0.0003 (0.0003) 0.00015 0.00008 p) Radial clearance - brg. 4C (0.0001) (0.0004) (0.00018) 0.00004 l q) Radial clearance - gear 3 0.0000 (0.0004) (0.00010) 0.00005 l
Clearance. (0.0004) (0.0133) (0.0055) 0.00093 [ l l
o For most . component,s, engineering. judg=ent indicates that the =anufac- . turing process might bias the mean toward the " worst" condition side of the tolerance range. For such components, a mean value was computed from a weighted average of the " worst" and "best" condition va' lues, with 75% weighting on the " worst" value. Thus the assumed mean value is three times closer to the " worst" condition than the "best." The assumed standard deviation is half th'e difference between the aiYand the " worst" ' value, so the " worst" value is a "2a" lisit on the distribution. For several components, namely c, d, e, j , and k in Table 1, it was thought that the manufacturing process might bias the mean toward the "best" condition or at least no worse than the midpoint of the colerance range. Bare a 50% weighting on both the " worst" and "best" values (i.e. range midpoint) was used. The standard deviation was calculated as above. The assumed means and standard deviations are listed in Table 1. It follows from assumption 1) and the laws of statistics that the mean clearance is the sum of the individual-component means with standard deviation' equal to the square root of the sum of the squares of the individual component standard deviations.- These values are computed to be - Mean Clearance 0.0055" Scandard D'eviation 0.00093" Based on these values, the probability of an interference at 280* or
~
equivalently a clearance of less than 0.0011" at 68* can be found from tables of the normal distribution. It is seen that the value 0.0011" is approximately 4.7 standard deviations below the mean clearance, i.e., (0.0055 - 0.0011)/0.00093 = 4.7
- The probability of obtaining a value this small is extremely remote -
actually beyond the limits of most tables of the normal distribution. A useful approvimation for such extreme values is given by i l 2
-x /2 -
1
- P (x) =
- lii where P(x) is the probability of obtaining a value more than x-standard deviations below the mean. For x = 4.7, the formula yields a probability of 1.4 x 10-6, 1
l l l
~
. Based on this value, the probability of a single interfe'r.ence among 37 control rod drives is approximately 5 x 10-5 The probability of two interferences is given by f T2 f 335
! 37)l (2j ./ x 10-6lj - l( 1 - 1.4 x 108 I
{(l.4 j
, = l'.3 x 10-9 The probability of more than two interferences is so remote as to be negligible. .
RL:sc , , cc: D. Alberstein G. Bramblatt / W. Davison *
- W. Graul E. Harvey
. R. Old '
W. Simon e 0 e 9 0 9
e , '3A 148eCEV.11/801 ISSUE
SUMMARY
E-Control Rod Drive Clearances - O V&S APPROVAL LEVEL 2 5 DESIGN DISCIPLINE SYSTEM 00C. TYPE PROJECT 00CUMENT NO. ISSUE N0/LTR. M 12 CFL 1900 906015 A QUALITY ASSURANCE LEVEL SAFETY CLASS 1FICAT10N SElSMIC CATEGORY ELECTRICAL CLASSIFICATION I . 2 I IE
/ PPROVAL PREPARED ISSUE
/Ih!SSUE DATE gy gg ENGINEERING QA PROJECT DESCRIPTION g R. Leary W. on Petty- G.
W1 1 INI ,{ g Bramblett Initial Release CONTINUE ISSUE
SUMMARY
ON GA FORM 1485-1. NEXTINOENTURED DOCUMENTS FT. ST. VRAIN 905982 NON CONTROLLED ' l COPY l Verify issue Status with Document Control Prior to Use i REV SH REV SH 29 30 31 32 33 34 35 38 37 38 39 40 41 42 43 44 45 48 47 48 49 50 51 52 53 54 55 56 REV SH 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 l 21 22 23 24 25 26 27 28 PAGE 1 0F 6
vENERAL ATOMIC COMr ANY GA'268 A REV.9.n CALCUl.ATIONS FOR Control Rod Drive Clearances QOC EQU!P.NO DISC SYSTEM 12 00C.TYPECFL PROJ.1900 00C. NO. 90MI-3PAGE 2 0F 6 PREPARED BY R. Leary DATE 4/29/81 INDEP. REVIEWER H. St. John DATE 4/29/81 REVIEWED BY H. St. John DATE 4/29/81 REF. DOCUMENTS: APPROVED BY W. Davison DATE 4/29/81
SUMMARY
In the cited reference, a " worst" case control rod drive clearance analysis for gears 2 and 3 is presented which indicates a possible ihter- ~- ~~ ference at 280*F. Seventeen components of the total clearance are identi-fled together with their associated tolerances. If the most unfavorable tolerance is selected for each component, a =4=4 = clearnnes of 0.0004" at 68* results. This is not sufficient to accommodate an anticipated 0.0011" center distance decrease at 280*F. However, it is extremely n=141=17 that all seventeen components will in fact be at the " worst" tolerance. The analysis presented here treats this problem from a statistical point of view. Based on what are believed to be conservative, even pessimistic, assumptions, a very low (%10-6) probability of an inter-farence in any given drive is e=1r"1=ced. The probability of two or more
. interferences among 37 control rod drives is found to be extremely remote *
- $10-9 DISCUSSION I
The tolerances from Ref. 1 for the seventeen components of the total clearance for gears 2 and 3 are presented in the " worst" and "best" condi-tion columns in Table 1. If the " worst" condition T,alues are summed, the overall clearance is 0.0004" at 68*F. This is not adequate to allow an anticipated 0.0011" center distance- decrease. at 280*. However, it is" - - - - - implausible that all seventeen components will actually be at the " worst" condition tolerance. In order to estimate the actual probability of an interference, a statistical treatment is necessary. The following assumptions are made. , The seventeen components of the total clearance are independent 1)3 and, additive - that is, the total clearance is simply the sum of the individual components.
- 11) Each component can be treated as a random variable with a normal (Caussian) distribution. The mean and standard deviation, due to lack of explicit data, are determined
,using engineering judgment. - - - - - - - - - - - - - - - ---
Ref. 1. " Control Rod Drive Clearances at 280*F," E. C. Harvey,._ _ . . _ _ Document C-12-006. ~~ ~ - - - - - ~ ~ ~ ~ ~ --
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~ '
- pee. d 1cf.,0/[ N
~ '
Worst Basi ~ ~ ',, ~$randard Condition Condition Deviation _ a) Gear 2 - composite toi. - 0.0008 0.0000 0.00060' O.00010 b) Gear 3 - composite tol. 0.0011 0.0000 0.00083 0.00014 c) Tooth *h4a=4=g Gear 2 . (0.0024) (0.0047) (0.00355) 0.00058 Gear 3 (0.0027) (0.0054) (0.00405)- 0.00068 d) Padini play - bearing 10A (0.0004) (0.0006) (0.00050) 0.00005~ e) Radial runout - bearing 10A 0.0006 0.0000 0.00003 0.00015 f) Eccentricity - bearing shafts 0.0005 0.0000 0,00038 0.00006 g) Eccentricity - housing 0.0005 0.0000 0.00038 0.00006 h) Radial clearance - housing (0.0003) (0.0008) (0.00042) 0.00006 i) undini clearance gear 2 brg. 0.0002 (0.0001) 0.00013 0.00004 j) Radi=1 Play - bearing 4C (0.0004) (0.0006) (0.00050) 0.00005 k) und4=1 runout - bearing 4C 0.0006 0.0000 0.00030 0.00015 ,
- 1) Eccentricity - bearing shafts 0.0004 0.0000 0.00030 0.00005 m). Eccentricity - housing 0.0005 0.0000 0.00038 0.00006 n) Eccentricity - gear 3 0.0004 0.0000 0.00030 0.00005 o) nad4=1 clearance - housing 0.0003 (0.0003) 0.00015 0.00008 p) Radimi clearance - brg. 4C (0.0001) (0.0004) (0.00018) 0.00004
^
q) Radial clearance - gear 3 0.0000 (0.0004) (0.00010) 0.00005 Clearance (0.0004) (0.0133) (0.0055) 0.00093 e I e m me e - we .
- - . - - , . . - - , - - g ,w--.--,-, m
l
%e 4 elG ,
Dee.1t 'Yo fo CI V k l
, l For most componener, engineering judgment indicates that the manufac-turing process might bias the mean toward the " worse" condition side of the tolerance range. For such components, a mean value was computed from a . _ _ _ _
weighted average of the " worst" and "best" condition values, with 75% weighting on the " worst" value. Thus the assumed mean value is three times closer to cha " worst" condition than the "best.~" The assumed. . . . . _ . . _. standard deviation,' is half the difference betsen the gand the " worst" . i value, so the " worse" value is a "2a" limit on the distribution. For several components, namely c, d, e, j, and k in Table 1, it was thought that the manufacturing process might bias the mean toward the "best" I condition or at least no worse than the midpoint of the tolerance range. . Here a 50% weighting on both the "worsc" and "best" values (i.e. range midpoint) was used. The standard deviation was a=1ent=*ed as above. The assumed means and standard deviations are listed in Table 1. It follows from assumption 1) and the laws of statistics that. the mean clearance t is the sum of the individual component means with standard deviation equal l to the square root of the sum of the squares of the individual component standard deviations. These values are computed to be Maan Clearance 0.0055" Standard Deviation 0.00093" . , Based on th'ese values, the probability of an interference at.280* or
~
equivalently a clearance of less than 0.0011" at 68' can be found from tables of the normal distribution. It is seen that the value 0.0011" is ( , approximately 4.7 se==dmed deviations below the mean clearance, i.e., (0.0055 - 0.0011)/0.00093 = 4.7
- i The probability of obe=4=4ag a value this smal1~1s extremely remote " * --- - - ~
, actually,beyond the limits of most tables of the normal distribution. l A useful approximation for such extreme values-is given by *-- ~ - - ~ *- ~ ^ ~
~
-s /2 -
P 6) = *
/27 where P(x) is the probability of obemining a value more than x-standard deviations below the mean. For x = 4.7, the formula yields a probability of 1.4 x 10-6, e'.. S 9 _- .;@.r*>','Po._
- s-.
- C"* i 9 *=t Q.' 9.
- 1 9* 1 - . - , _. A
Me 5 S'
, e ..
poa. 3 90 (o ol$ A
. . Based on.this value,.the probability of a single interference among.
37 control rod drives is approximately 5 x 10-5 The probability of two interferences is given by f I 37)j lf1.4 x 10-6521 ( 1 - 1.4 x 10 6 l
$35 YAN A {\ .
]
= 1.3 x 10-9 The probability of more than two interferences is so rem 6t;e as to be negligible.
S e f e 6 1
. . n . n n-.- . . .
- l
'. w u s c ev. w ooi Ne Gfb CALCULATION REVIEW REPORT TITLE: APPROVAL LEVEL 2 Control Rod Drive Clearances I GAL LEVEL Ol8CIPL!NE SYSTEM 00C. TYPE PROJECT DOCUMENT NO. ISSUE NOJLTR. I M 12 CFL 1900 906015 A l INDEPENDENT REVIEWER:
NAME M S Ib D b u i ORGANIZATION 6IA REVIEWER SELECTION APPROVAL: BR MGR ' v vg w -y
> OATE b s ;
II REVIEW METHOD: YES NO ERROR DETECTED ARITHMETIC CHECK doue
# neM f-LOGIC CHECK ALTERNATE METHOD USED SPOT CHECK PERFORMED M#*b COMPUTER PROGRAM USED .
REMARKS: (ATTACH UST OF DOCUMENT 3 USED IN REVIEM Tk e c.A k W 3 L ol: c a W . + L . I- .-4 .;
- 3 '1 c.c A -. l e a & vi ves .~< ~ =y x x9ee f, o a Yk su e rq t, i k l- E. A X /0 ~5 /rs'w,,o c w a //
fad . TLQ w % Le r- O .c u L[-i C. i, / y ve-ok fe f us My tk cd e m (o_ % l b t wi g CN ud o. 4.s u % p M wa , CALCULATIONS FOUNO TO BE VAUD AND CONCLUSIONS TO BE CURRECT:
. INDEPENDENT REVIEWER / DATE 0 /
SuaNeup I._.___...__, _ _ _ _ . _ _ _ _ , . . _ . . _ _ _ _ _ . . . _ . _ . . . _ . _ _ _ _ _ _ _ _ _ _ . . _ . . _ . _ _ . _ _ _ _ _ _ . . _
,
- G .156SMEV.11/803 ISSUE
SUMMARY
MLE: CONTROL ROD DRIVE COMPONENT h DV&S APPROVAL LEVEL 2 CLEARANCES AT 280 7 O DESIGN DISCIPLINE SYSTEM 00C. TYPE PROJECT DOCUMENT NO. ISSUE N0/LTR. M 12 CFL 1900 C-12-006 A QUALITY ASSURANCE LEVEL SAFETY CLASSIFICATIOh SEISMIC CATEGORY ELECTRICAL CLASSIFICATION I 2 I 3 PREPARED Vl ISSUE ISSUE DATE 8Y DESCRIPTION ENGINEERING QA PROJECT d berg s/ / A APR 33 g E.C.Harvey .Ro 7.Bramgb ,t v Initial Issue [
'T '). Pet cor d k eo r ating Project:
y - CONTINUE ISSUE
SUMMARY
ON GA FORM 1485-1. NEXTINDENTURED DOCUMENTS FT. ST. VRAIN GADR-10 NON CONTRCLLED COPY Verify issue Status with Document Control Prior to Use REV SH REV SH 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 REV SH 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 PAGE 1 0F 45
GA 268 A REV.9-77 udNERAL ATOMIC COMPANY CALCULATIONS FOR Centrol Rod Drive Component clearances at 280 F YhbOC CADR 10 EQUIP. NO D-1201 DISC x SYSTEM 1 000. TYPE cyt, PROJ.1900 00C.NO kn /p PAGE 2 0F PREPARED BYE.C.Harvev
~ 1.9 DATE 3/13/81 INDEP. REVIEWER B.C.Hawke DATE REVIEWED BY R. Old M DATE 3/13/81 REF. DOCUMENTS:
APPROVED BY h DATE 3/13/81 SLR-D1201-200 O
i ,. , ne w s GENERAL ATOMIC COMPAN . CALCutArtoms Pon C o M at c'_o i G.co OG.w C e o t.- F*rt 'e ts "" C LTA (1 Af.10.5 S A"* 13Q #E sou P. No. O 12o t l PROJ. NO. $$ c Q CALC NO. C = d =00f, /gl PAGE h CP As$ PREPARED Sy k . Q A g, V a{ y DATE 2 9 1 A N 3 ) REP. OCCuMENTS: # naviewso av OAra CW A R C E. N !. 1931-100 APPaovao sv oats D o c.u m tg N-r GAOR1C - TABLE o f: C.o NTENT t. P Ac. c l.o In Ts.c ou t. r s o m Ar* o bmmAny . . 4-2.0 Li t.T ops M A"r eiG s ah R EP a s.w N cT S 5 30 CLEAs. A M c4 % & E, w sm a) Com"?'s.ot. S.o D ComPo w ?gTS 3 AT 23o*F 3.1 8 Coh1e. DPVm honInc3 i$ Su s.% INCLEAS.AN Gs C.f 3.1 C M t. Deum bbi.sg k (oa Aa. C. LEAss.Aw c.k- 9 33 Cohk Du.vm EMHinG .) EEAnin s Ct. TEA 4 An ut )o 3,4 C.N,h. Ocom Gee 4 g,eAnin6 Chmack lo 35 GsAat TkAi,4 inGAse men T - Fo reu rwms- eE. 12. l 3.fo (au t o r- Pvu.s y ' 4 St ssver c trAaAncr 25 3 -7 Cavs or. ?1.htt sy SLElliv E afSEArt.tn(2 Ct.ENLAu CE %6 3.S ILin & GEAs in 6A c.einewT- . 1T 3 *1 Co E Ae. T8AtN 2.MGAGE" MENT 19 e A c.w A r se N in chute ern DEMT R.E Nt EW REF#ce.T 45 e _..,,-----n ,.- , , - - - - . - 7.-, . - , -- - . , . , . w,.- - - . . - - . -, e-- --,---e-,
g , y, GENERAL ATOMIC COMPANY cAi.cVLATIONS POR s.O P4T Ao L R.4 O h CLAv C fi O re C :P N E el " C L F PA 4 A *
- C E S "" T S C* I sculp. NO. D lle 1 l PROJ. NO. I Cg g g CALC.NO. C - 12. -ddd/M PAGE Ig. OP PREPARs0 eV % . H A A.V Tf DATE 't 7 J A u $ $ REP. DOCUMENTS:
; Reviews 0 sY DATE APPROVSO SY CATE
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GENERAL ATOMIC COMPAN.
,, cat. cut.Artous Pom Con "? ILo b 8to C h' W 6 C o tw t' ari 9 N"" CLFme Am c', A- 7.S c" C soute. NO. D )"3 o( lPROJ.NO. NOO CALC.NO. C == 1 "L -gpM PAGE $ OF PnePAREo BY d
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2, t DATE 27 3 Au 3 I mar. oocuusNTs: maviewso sY cars APPmovto SY cATE 2,. o L,ivr o I: 'In A rwst.) AL R.EFers.EN CES . . . L1 S av o ea r e n ua e A t t.e y DI c, e c.s, r i4C.- A L.u tw m o m A3,n M Filing Code: AI-192 L!!=L. bin ;.45 A G Y ALUMUM A356
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NOVEi,1::ER 1933 DIGEST d , DATA CN WORLD WlDE METALS AND ALLOYS r.wsha s, Ensineering Atisys Digest. fee. Upper Mente! air New Jersey ALUMINUM A356 (Heat Treatable Aluminum Casting Alloy) Aluminum A3M is a sma and permanent mold casting alloy that trsponds to an age-hardening heat treatment. It is re omme:tAJ for .urur;ft and miestle compuntais ulterc high strength and corrosion registance are required. Composition: Physical Constams: Silicon 6J.7J Specific gravity Magnenum 2.67-2.68 0.20 0.40 Density,Ib/cu.in.
- Copper 0.097 0.20 mas. Metting range. OF Iron 1035-t 135 0.20 max. Electrical conductivity, f. IACS Manganese 3943 0.10 max. Thermal conductivity, e g.s. unats Zinc 0.36 0.40 0.10 max. Thermalcoef. expansion /oF Titanium 0.20 max.
- 68 2120F 11.9 x 104 Others, each 0:05 max. 68 5720F 13.0 x 104
, total 0.15 max. Modulus of elasticity, psi Aluminum 10J x106 Remainder
- 2. ,*L E P4 Ov4E 5.ft.\ 4 (",, A t.L a $f D 3 r.g;-c., t- ) 4 (,. - S S*T' 4.A.t o C, Filing Code: 55 93 ElR ALLEGMENY LUD.UM 4400 j [}y SEPTIM5!P. 1959 g;ggg7 j -- DATA ON WORLG W:DC M TALS AND ALLOYS ---- Pabihhd h*
Engineering .uiors Digest, Inc. Upper Montclair, Nor Jerse
- ALLEGHENY LUDLUM 440C (Higli. Carbon Cliromium Stainless Steel, Type 440C)
ALLEGHENY LUDLUM 440C is a general purpose, hardeneta highw:arbon chromiu:n steel designed ro provid stainless properties with maximan h.rJness and high str:ng:h. Composillom Pitysical Constants: Carboa 0.93 1.20 SpeciSc gravity 7.68 Manganew 1.23 rnar. Density, Ib/cu. in. 0.277 Silicoa 1.00 mar. Specine hear, BIU/lb/*r. (32 212*F.) 0.11 Phosphorus 0.04 mar. Electrical resistance, ohms /cir. mil. fr. 361 Sulphur 0.04 max. Thermal coef. expansion'*F. (32 212*F.) 0.0000036 Chromium 16.50 18.00 Thermal conducuvity, BTUifrVfuhr/*F (68 212*F.) 203 Molybdenum 0.75 mar. Modulus of elssocity, psi 29,000,000 Nickel 0.50 mar. Sancmre Martensitic Iron h = Madae
- - - - --m -, v'~ m-'
* .G A 2EE R E V. E.79 GENERAL ATOMIC COMPAN\
,, CALCULATIONE FOR C.0 re'TS.o t So O b la W T domt 37 P11=.e3 T* CLE AQ. A PJ C SS A'? 7. 3 13 S EQUIP. NO. D 1 *Le l lPROJ.NO. j og g g CALC NO. C, == \ "J,, dCMA l PAGE 6 CP PREPARED SY $ . Q A 2.V sy CATE'2*y.S A M $ l REP. OCCUMENTS: #
REVIEWED SY QATE APPROVED SY OATE
- 23. h si r4 er er P t N (= alt oY bit,er c. a r IN C .
- MI'm. A 66 o y. t h ~
mo o s se n a c Q , ,, Filing Code SA-24 gg g steel.Asioy
, NITRALLOY 135 MODIFIED DIGEST Q m===
DATA ON WORLD WIDE METALS AND ALLOY $ Published by EasianerinE A!!cy Digest. Lac. Upper Mocteiair. Prr .'crwr NITRALLOY 135 MODI
- LED (Nitriding Steel)
NITRAU.OY 135 ?.'ODIFIED i: a special a!Ioy steel which can be nitrided, that is, surface hardened wit:acut rM .pm ching by the scrion of ammonia gas ze tehtively low temperatures. ( Also known as Nitrallov Type G Modmed). Composition: Physical Constants: C2: bon 0.'S.045 Densi:y, Ib./cu. in.' Mangsnese O.233 0.40 0.70 Therms! cunductivi:y, BTU /hr/ft'/fr/*F $ 212*F. Silicon 30 0.20-0.40 Thermal coef. exp:nsion/*F. (32-932*F.) Chromium
. 0.0000065 1.40-1.30 5 hear, BTU /lb./*F.
Aluminum 0.11-0.12 0.85 1.20- ical resistance, microhm cm Molybdenum 27 29 0.30 0.45 Modulus of elasticity, psi Iron R *** a'3** 29 30x105
- 2. 4 N Ar4hS.co C eh MEE 14 A 4 l"?"E" M E'P k t.. y WhW4 bat *
- 5. ) N.Y.
9, u u s,= ,-i n M A un , R vts,.A ar.t. y Pa y % TABLE V APPROXIMATE RATES OF THERMAL EXPANSION Reen Temperst::re to TYPE 2Co*F 400 F 600*F 800*F 1000*F 1200*F 1400*F 10CO*F All Times 10
- Inches Per fach Per 'T GFJO 5.85 5.95 6.35 6.80 7.90 S.05 GC40 5.45 5J5 6.25 6.70 7.50 9.00 GA50 5.05 5.35 6.10 6.50 7.20 7.80 CVM 5.00 510 6 fM G.40 7 05 7 EO 7 ?-) 8,30 AQ 5.00 5.55 625 6.50 6./ 5 i.ZO i.iU dJO AQll) 6.65 9.40 10.95 9.75 8.15 8.20 3.40 9.10 AOC') 5.85 5.95 7.70 7 75 7.05 720 7.55 8.:'O cit 10.00 1020 10.40 10.20 10.10 10JO 10.60 HR 525 5.95 6.15 6.35 7.15 7J5 8.25 9.30 HS 5.35 6.25 6.35 6.50 7.00 7.20 7.40 7.50 SP30 5.85 5.95 3.15 6.40 6.85 7.05 7.25 7.35 5H100 6.55 6.65 6.75 6.80 7.40 7.80 8.25 8.50 SF60 5.15 6.10 625 6.50 6.95 7.10 7.35 7.40 AQill water quenched.
AQ(2) air quenched.
. . - , , - _ ._., a __ . . _ , , _ . . , . . _ , . _ . . . . _ , , . - - - . , - - - . . . , - . . . . , . _ .
. ' GENERAL ATOMIC COMPAN.
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. ,, cAtcutATiONs POm f,,.c m - t! .n. 9.o b Cc w :Er compon s u? O.s u Am ?. r. AT 7 3:sdF EQUIP. NO. D%14) lPROJ.NO. l933 I 2ALC, NO. C - l '2 - C O Gy/A PACE 7 OP d
PmEPARED EY e , % A g vra/ OATE'2,"1 J A g *3\ mEP. cOcuMENTs: mEVIEWED EY CATE APPROVED EY OATE 2, ,, 5 h A \ um\ PW rw b b %2 L 'i N 40 M J r a THE ALUMINUM ASSOCIATION 750 THIRD AVENUiE, NEW YORK CITY 10017 Issued August 1969 Second Printing August 1970 AVERAGE COEFFICIENT OF THERMAL EXPANSION
- In/lW'C IWIn/'F ALI.OY
-60C 20C 20C 20C -76F 68F 68F 68F to to to to to to to to
+20C 100C 200C 300C +68F 2J2F 392F $72F ,
5050 21.8 23.8 24.7 25.6 12.1 13.2 13.7 14.2 5052 22.1 23.8 24.8 25.7 12.3 13.2 13.8 14.3 ' 5056 22.5 24.1 25.2 26.1 12.5 13.4 14.0 14.5 l 5083 22.0 23.8 24.8 25.7 12.2 13.2 13.8 14.3 5086 22.0 23.8 24.8 25.7 12.2 13.2 13.8 14.3 3154 22.I 23.9 24.8 25.9 12.3 13.3 13.8 14.4 5454 21.8 23.6 24.5 25.6 12.1 13.1 13.6 14.2 5456 22.1 23.9 24.8 25.9 12.3 13.3 13.8 14.4 5457 21.8 23.7 24.7 25.6 12.1 13.2 13.7 14.2 6053 21.8 23.0 24.1 25.2 12.1 12.8 13.4 14.0 6061 21.8 23.4 24.3 25.4 12.1 13.0 13.5 14.I 6063 21.8 23.4 24.5 25.6 12.1 13.0 13.6 I4.2 1 6101 21.6 23.4 24.3 25.2 12.0 13.0 13.5 14.0 6151 21.8 23.0 24.1 25.0 12.1 12.8 13.4 13.9 6951 .... .... . . . . . . . . . . 13.0 ... . 7075 21.8 23.2 24.3 25.9 12.1 12.9 13.5 ....14.4 7079 21.8 23.4 24.7 25.5 12.1 13.0 13.7 14.2 7178 21.6 23.4 24.5 26.1 12.0 13.0 13.6 14.5
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, ,, cAi. cut.Arious son to aT se t. Q.oo O C W C* Com Pa N a NT ( LE Ae Anc 5 5 AT 'ISOT savir. No. D i 2.o t PROJ.NO. I 'l 0 0 CAi.C. No. C.-l'2.-CM l PAoE s or paspAnso sY t, mad.vsy oAre 23.lAN31 map. occuusurs:
REVIEWED sY oATE APPROVEo BY Dart bO D e.h.un tw.a N C ho.eesate.s O.cc. n k C. e .\ Ah Cew Cy om.h-ts a.t i ao* 5 L1 C.W O r um hssng wh Lsk % C 1. scan ta . C A b. O n.o m h s. s u c. e.,u s.- D n.as - 2. 7 M Avaa.i A s A m S + 1.17 D - A55r. T (, ALu min u m C . . G G(aa . 4 h e. n c2.e.r d ku m \ b.p.w s s . s =. i s.t co " hoo s i n e. W) Aw . 0 . D .
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, , cAtcutations Pon C.4 N ar ft.o t R.o o D EW t_T 4.0 re h rs t n T C.\. g AcAN (*: . 8.t l'3 n* E souiP. No. D L'2.0 t l PROJ. NO. \ 8l C Q CALC. NO.( = } Q -C CQ l PAQs {O CP PasPAaso sv i , M Arit.V ='-'/ oAre %3 M ej 1I asp. occuusurs:
naviewso av oars APPROVso sv oars 3.1 CeMe Dw bding cwk6 wing C . \ e m a n u e. Bu s, win c. st R- osioi -c.og u ws\ ssT ar u. Co= M o\ h vnm\ 1xt a b *** 5>6xto e /d 5 (h a wec - 2 Qwn u. : 23 E 9 s w \N r. W\wi r%w.i I, Q = 2.3 3+ 4 Ea. sol"b S ' " - D" ' ~ 5 9 Ek b* *- 2 h h o_\ ssT++oc ' C c.\\ . d%%m rn s a , ww,
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,; cAi.cWi.ATIOms POn C O N "f2 01 940 O f:. W F.~ CCmPce.*!ru"* Ct FA C.Wi t e < a:'" 03c'5 '
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,,,,,,,g GENERAL ATOMIC COMPANT CALCULATIONS PCm CC M T te.o b R.o O OQ W E' d* L'E" All A M c t .
- A "" 4 3 C @
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Pi te.k Dio..= 3.7% o - Graa s t.a - o sso s - t w Po h% s ma% D Av e. (Pi) w w \: rovs r c. -
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A,L = s.it x so-N s.m7) (iso - es,) = . oo st ,,
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,,,,,y, GENERAL ATOMIC COMPAN'.
~
cAteut.Arious som C O N TRob Ado D RW S- CL WARANC3 % AT ?.SO*E sou P. No. Oglot lrmoJ.No. )$ c o calc. No. C - g 2 =co6/A l Pact 13 op PREPAmED SY $eNAG.y Q DATE II dhN &l mEP. ooCuMENTS: Revtewt0 SY DATE Aremoveo sY oats 3.s.i.i o hwo % a.\yek, N wi% aa
. casTaa es s.r *,.i c. c .
PnT t.M bl A . PITCM DM N o m s w A t. (aN TE4. g _ $ E A R = % I,3 G FAR =10$ . ').'7s M I.OS U_ , g,g g gg bi svA en c. r t 7. BActcLAw Go r Ctas,5, 9 A C. rAn a. w rv w +5bP s .o o s To .ao v (gr.aAc.mA 3 *lo .o 't. T o.No. n. so ca 2.s.s.s "To oh '1"wigw s e4 c. To Q&?Asg 9, A cr. t A t.w 1:, econ 5 Co35 p paa (paa A 6 rn A lio , o a T*Ms.11) 'ae (4 c .1.s.t. I r 1 G E A R. -2M , 4 S DP t oo TrsTw 3 1. o 311 - P.O . N 'i m v n 14 &ee.t a n (<,A er 9'ii % <.e. = .oott x 15/2 * .co li5 l %x,- 16 &ed aw 6% OA% c i = . o ot e. x .f. 5/2 = .co a.s s Sea G.\c. 3.s.2.n $ Gent - tot 3 + 8 bP , ito Ter Tw , 375o P.O . f%A - f %. t m Cw4st O u.bn e.s a .o o tt.s x t.s/2 : .c o s o n l In an s- inkk en b% %%c.t : .o oli.1 x 3.5/28 ,o o v,o To TAs NMsmum TR Fure. r ou cENTEA. D l S,""A N C. G b Geo.c's -2o3 4 4 7,9 : . co 18: 5 + Uo o t o i = , o o wo" ToTAs M A X sre.u m bS-bc.t"Tw b Dis."T'awc.-* f:ry CTfr.w S '2.o S 4-13*t: 0 08+ 5 5 i .o o H .S r , cog l l 3,5 ,1, 7. . TorAi G Ma fa.ers fp-r.-oc. (TCE) Co EA rt. - 2.o S TCE ,oo11 CouAa - 2.M TCE : , con 5 (Pes _ A G, m A 1,9o . o 2 tow E A)
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GENERAL ATOMIC COMPAN.
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- leA me cav.sas GENERAL ATOMIC COMPANT
, , cAtcutATious son (.oro w e p c cr2 su e Co rn fo r$ e ri? ct. E A c r. n e s ', c 7 3 2 " E souir. No. O t L) i l paca. No. )9 o o c4Lc. No. C -) 7. -co6/a.l PAos 15 or paarAnno av
- 1. M A st. v EY o^Ta 23 .3 A n s i nar. cocuussTs:
REVIEWED SY DATE APPROVED SY DATE 35.'4 G.EAa'a SLR- bit.o \- 24) 4 2+2 f.n W wsw"t. ak 't, s o
- F .
GEAa 3 Sb l2 - D l ?. oi - 2 + 1 M ATE A 1 A L
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) e, c.c e u. s a. 6 P 's o( P' av = 5,t. x t o" " ( . ts e d (tso - t.3) : . Co o3" e eA Geme bcw Di uha Cete e Di hw u. eba.
h'reGame Di . \ nw se : 2 3n 4 + , cow + .Mo +.o col:2.5302 h Ct.w% Disbn a u\ G es r's h hevs. . d r. 2. 3 o ' F Nouu n e St.R- b)? o )- 13 o y MATsniet.- Ma n m -r GM6e CoeGG.gJ\ T6..\ isp.auo a = 5.12 xto "4/ ira /'aF 3 RJ4 t.+ Ca..,.b D ishw (ym mmum') = t. san l C n% Oghw u. \ w u,_u.c = of o(e,T)= s.i voo~' (1.sanM2So-sh
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g y, ,,,, GENERAL ATOMIC COMPAN .
, cAi. Cut 4TiONs POR f.0MT rLa t R. O b O R.,w E- c_kJL AR. A *1(.T fe, A"t "2.*3 C
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nEviEwto av oATE APPROVEo SY oATE
- 3. . L 7., . I Dt %wh N i 6 h 8 *=, d "T M $
on Ce,dm b; s% e c.
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TooTw T utreMsw G 'To o Q,vA t r4 EA e se LA W 5- . cots .oo35 p e.c C3 ta r . Table 12 Backlash Allowance and Tolerance for Fine-Pitch Spur, llelical and lierringbone Gearing (All Values in Inches) A G=.m u A c, m A '5=4 o . o t Tooth Thinning to Result ng App m b te Backlash Normal Dianetral Obtain Backlash (Note 1) Backlash (per sc.sh) Designation Pitch Eange A11omance Tolerance p
, (per gear) (per gear)
(1) (2) (3) (4) (5) 20 thru 45 .002 0 to .002 ' .004 to .008 4 46 thru 70 .0015 0 to .002 .003 to .007 71 thru 90 .001 0 to .00175 .002 to .0055 91 thru 3)0 .00075 0 to .00075 .0015 to .003
- 2) thru 60 .001 0 to .001 .002 to .004 l B 61 thru 13) .00075 0 to .00075 .0015 to .003 121 thru 330 .0005 0 to .0005 .001 to .002 l
- 2) thru 60 .0005 0 to .0005 .001 to .000 l
C 61 thru 12) .00035 0 to .0004 .0007 to .0015 121 thru 310 .0002 0 to .0003 .0004 to .001
~ ~
~TABLEi2. CIIANGE IN 5155SUREht'sNT OVIR (VIRES $ C.gg l FOR .001" CHANGE IN TOOTH THICKNESS g,.' ' In. Ex. !n'W . d in. Es. In. F.z. Tn.
'to .002+ 0027 .0022 .0024 .0020 .0023 .0017 .0020 .00!$ .0017 EP- E C a b s g o) Ihii:A 1.4 E l v 3
'*20 .0023 .0029 .0025 .0027 .0023 .0024 .0019 .0020 .0016 . 0017 g
- JO to
.09]O .0031 .0026 .0023 .0028 .0024 .0020 .0019 .0016 ~.0017
.0031 .003J .0027 .0029 .0025 .0025 .0020 .0019 .0017 .0016 Yg o g g Qu %g (9t q p 50 100
.00J2 .0034 .0023 .0029 .0025 .0025 .0020 .0019 .0017 .0016
.0035 .00J5":00J0 .0030 .0026, .0026 .0021 .0018 .0017 .0016 Q g / "j,3
* '200 .00J7 .0036 2200J1 .00JO .0027 .0026 .0021 .0017 .0017 .0016 T4W 12 app!ies when using I.723*#,carernst and 1.44 internal gear wires.
a4 us cEv. s.7, GENERAL ATOMIC COMPANN
., CALCULATIONS POR CO N "E /LO L ' E4D D 4.1 U AT (l"OM PON 6N T C.I EASAd9ff 5 hY 130"E EauiP. NO. b i 'LC \ l PROJ. NO. I$SQ CALC.NO. C*\1--CCf/AlPAGE1*'7OF PREPAREo sY i.MAAvEy DATE & c e g,,3 g REP. DOCUMENTS:
REVIEWED BY DATE APPROVED SY DATE 3,. 5 . 7. 1 (* o4? th) GsAa.P%. ,49 OP, tv st- Tesv e IM r6 w S9$ec.\ nn M &J Dis h r( T
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CALCULATIONS POm CO N
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- CALCULATIONS POR con *fRC' P.c Q U P.W G C L liF A Id
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45 oais43 m av.t1/ son CALCULATION REVIEW REPORT TITLE: APPROVAL LEVEL 2 Control Rod Drive Component Clearances at 280*F QAL LEVEL I DISCIPUNE SYSTEM 00C. TYPE PROJECT DOCUMENT NO. ISSUE N01LTR. M 12 CFL 1900 C-12-006 A INDEPENDENT REVIEWER: NAME B. C. Hawka ORGANIZATION Machine Desian & Development (Org. 637) REVIEWER SELECTION APPROVAL: BR MGR R. Rosenbergk DATE 13 March 1981 REVIEW METHOD: YES NO ERROR DETECTED ARITHMETIC CHECK
# M ..
LOGIC CHECK X /fN ALTERNATE METHOD USED SPOT CHECK PERFORMED COMPUTER PROGRAM USED ! REMARKS: (ATTACH UST OF DOCUMENTS USED IN REVIEW) l l l CALCULATIONS FOUND TO BE VAll0 AN CONCLUSIONS TO BE CORRECT:
.lNDEPENDENT REVIEWER
- DA4 dM#
J NATU 6 ~ /
R.- l {, o: r. *C.~,4 ,..s' i s-C.-JT,5PJJAL PO'itEP Ctr.nECE n Wc - s b% . IN REPLY FR03 I. G. Khamis =&A* 6 - REFER TO
- o Distribution CAE:PCC:ICK:020:78 DATE 5/19/78 SUBJECT F.EPLY TO D. W. KEIGEN MEMO, TSV-ME:DWK:19:78 -
A. QUESTIO!S:
- 1. What is effect of high-ta=perature operation on CRD Motors?
- a. Torque-speed Curve (=otor)
- b. iDE-speed Curve (generator)
Answer: 'There vill be a slight change in both operations while functioning as a cocor or a generator due to an increase in the motor resistancs at higher te=peratures (lass than 2720F). The motor co=ponents are rated for a 272c? as shown in Appendi:c A. The tc=perature coefficient of re. sis:cnce for copper is appro:<i=2:siv equal to 0.0022 ch=/ch=/i."?, :hus the change in ar=acure and =oter resistances for a 100 C F chan;2 in temperature is neslisible. ,
- 2. What are the perfor anca characteristics of failed =otor cc:iponents? -
- a. Shorted Windings *
- b. Open Windings
- c. I.oss . of Per=anent Yagnec Answer: Refer to Appendi:s B. ,
- 3. ~ Khat is the =otor perfor=ance with one control rod? -
Answer: The torque on the motor shaf t will be approy.1=stely one half. The motor armature current will be decreased. The scra= ti=c will also be very appro:ci=ately doubled as shown in :his speed torque equation. d 6 o
*1 1
. cAE PCC:ICK:020:78
' 5/19/78
)
Page 2 ) l l
~
WxL = Jg+J dV 1
+ EY 1 de .
l 1 W x L-= (Jg+J) - L dV7+ KV 2 I 2 d' , 2 : when . . weight of two rods W = L = moment arm length Jg = r.ctor inertia J = load inertia reflected to tha =oter shaft V = falling speed while sera ing two rods 7 V., = falling speed while scr=-4ng one ::d K = dyanmfc braking damping constant S = laplace transfer =sr WL = (Ju.. + J,) - SV, (S) + KV.J.(S) - S = (Jg+ ) SV2 (8) + KY2 (3) 2 , Kt Vy(S) = 1 WL = UL 1 = UL M+#L _ K (J g+J)S+1 K T y (S) + 1 J +J g , K 1 K 't
- V2 (J) = 2 UL , & 1 , g "J3+J e
K (Jg+J)S+1 g
*25)+1 2(J3+J) g T 7
l 2 Jg+Jg _
" 2 T y(S) = Jg+Jg T 2(s)
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.~:
'CAE:FCC:ICK:020:78' .
5/19/78 . 7288 3 . . Magnitude' of 1V (S) is slightly less than 2V 2(8)
- Th3 reficceed load inertia to the rotor shaf t is very small.
Tha ti=eresponse ty(S) is slightly larger than T2(3)*
~
Th3 dynamic braking acts like a damper. Ths maximum velocity attained while scr - ing one red is one-half of : hat while scra==ing two rods and it reaches this top speed in a slightly shorter time.
- 4. What are the li=its of dynamic braking for varicus capacitor si=es?
' Answer: The ' capacitor chosen supplies the =agne:izing require =ents for the motor to self-exci:e as a genera:or and to reach the rated vol: age.
Any increase in capacitance will cause unwanted overvol: ages. A
. decrease in capacitance will not self-excite :he genera:or due to the fact that :he added K'.*.tJ. is less than :he =ct:r nagnetizing require ents.
ICK:td. Appendix A'- Maxi =us Te=perature Rerating of Fort St. Vrain - C?S Motor Appendix B - For St. Vrain Control Rod Drive Motor Faults Effects & Characteristics While Operating at High Te=perature Rnferences: l 1. " Application Guide for Shunt Capacitors on Industrial Distribution Syste=s ! at Mediu= Voltage Levels", IEEE Transacticns en Indus:rv A:elications, Vol. IA-12, No. 5, September / October 1976, Donald F. Miller. I
- 2. "Use Capacitors with Large Motors", ?cuer, July' 1971, R. L. !'ailen.
- 3. " Motor Starting with Capacitors", IEEE Transactions on Industrv and General
' Applications, Vol. IGA-5, No. 6, Nove=cer/Decencer 1969, J. A. Zi--er=an &
Wi.tliam u. rd.chardson.
- 4. "A Guide to the Application of Capacitors without Induction Motor Self-Excitation", January 1965, C. F. DeSieno & 3. J. Beaudoin.
Distribution: P. Anderson R. Dalry D. Ketchen S. Luna D. Nau R. Rosenberg RCD /EDF
- - , - ....,,,.,n, . . . , - . , .,,,------..w
- , . , - , - , ,-7 - - -
. Al'i'E:: DIX A i
MAXD M1 TDfPERATURE RERATII!O OF FORT ST. VRAHi ; CRD MOTOR I. G. nae.is : - c O hl.--
- l J
. nat.: W2 Y //976 '
/
O e e i s
+-t--e -v---, ,e ean ,,--,,--,,-.-----<-,--+w. .,.=,c- c------em,--. ,-..--,.-----c-----s =--6w . , . . . - - , - - ----- -- . . - - ---- - - - - - - -
.a-The basic materials of the CRD induction motor are magnetic steel, ctator copper, rotor aluminum and copper, magnet aluminum sheath, an In addition, steel for the enclosure components along with insulation. l bearing materials make up the* main materials of the elements.
Of all these, the insulation fixes the motor operating temperature, d cince the temperature limit of the motor insulation is extremely low ce= par with the limiting te=perature of the major materials. the lead wire and solder, There are other secondary components such as: the slot insulation and the bearing the encapsulating material, the magnet, Their ten:perature 11=it is listed in Table I. lubricant. The rarating of the '=a::i=u= operating te=perature for the CRD :otor it based upon the following:
~
The electrical system is supposed to be free of pollutants such d phase as: 1) voltage variations fre= nominal, frequency variations, unbalance voltages, surges er transients, flickar, disterricn in the sine v:ve and fault disturbances. bearing failure,
- 2) Temperature rise due to any mechanical defects such as:
l td excessive friction, poor ventilation, locked rotor, etc., are neg ec e . The motor operates at a maximum torque of less than 25". of its 13 in-lb 3) rated torque output at a very low duty cycle. . 4) During its cycling period, approximately oncePrevious every five test minutes, the i motor will experience its highest temperature rise. indicates even though at a faster cycling period once every 2 seconds, was only a slight temperature rise (around 40 F) above ambient temperature detected.
- l l
--- --,- -w*----+-r+-r--,----v' g* -w--w, --g--- - --
w --
+ - * - - - +
>l -
. 5) When the CRD scrams, the motor acts as a generator and provides a dynamic braking by dissipating the inertial energy across the bank of the capacitors.
- 6) As "a rule of thu=b" cecnonly applied to =oton insulation life is that for every 10 C rise above rated temperature, winding life will be reduced by one-half, or according to this formula:
Life Expectancy = Rated Life X 1 20 where n = Actual C Rise - Rated C Rise 10 C
- 7) The nc=inal life enpectancy of a coter well maintained and operating at rated load is 20 years.
- 8) The temperature rise is proportional to the lesses in the stator, the rotor and the =echanical friction. The electrical icsses and also the mechanical icsses are proportional to the (corque) . Thus, temperature rise will reasonably conform to this fo=ula:
Degree C Rise = i '~ Rate Rise X (Percent 100 j "otor Load ,
- 9) The CRD coter insulation is Class H, and the tax 1=um d,egree centigrade rise equals 180 C which includes ambient ec=perature, hot spot allcwance (0.1% of the caxi=um rise by resistance) and the rise by resistance temperature.
Using the above equations, assumptions and modes of operations, the CRD motor could be safely and reascnably rersted to operate at a te=perature of 135 C (275 F) and at an insulatien life expectancy of at 1 cast 40 years.
l-
- 3-Calculations
- 1. Motor C Rise = 15 C = 59 F (Higher than the worst temperature '
experienced (40 F) during extensive cycling peried.
- 2. Allow 10 C rise in te=perature due to abnor=al conditions such as excessive radiation or friction torque increase.
- 3. Allow 20 C to accoc=edate for a winding life expectancy of 4 ti=es
( 1 ) the n minal life f 20 years, 1 -20 k2 10 / J The maximum ambient tecperatur's the CRD :otor can experience: 180 - (1 + 0.1) X 15 20 = 133.5*C = 272.3 F e9 O
=
I e -- - - - . _ _ _ _ ~ . . . . _ ~ _ , . . . _ , _ . _ . , _ m ,, , , - _ , . , , . . . _ _ _ _ _ _ , _ , , , _ . , , . . _ _ . , . __ . _ _ _ _ _ _ _ _ , _ ,
TEMPERATURE LIMITS OF CRD MOTOR COMPO!iE:TS ITEM NLNBER DESCRIPTIO!! TEMPERATURE LDtIT RE!"J.RKS
'1. Insulation 356 F Class H Insulation
- 2. Lead Wire 302 F Meets Mil-W-16878 (150 C)
- 3. Slot Insulaticn 392 F Glass Fiber
- 4. Encapsulation 300 F Shell Epon 82S with Shell Z (Minimum) Curing Agent
- 5. Lead Wire Solder Above 500 F Electron Seas Method was used to fuse the lead wires.
- 6. Lubricant 750 F Dry Film Lubricant
- 7. Magnet 850 F The Curie Te- perature of Index I is 550c?. (Tenpera-r ture at which =agnet starts losing its =agnetis=.) There will be a slight d:cy in the coercive force of the =a; net by operating at 300 F.
l OO 9 4 e e 0 l S
r. REFERENCES
- 1. Memo, J. F. Hildebrand to D. I. Roberts, "PSC - Examination of CRD #2 Shim Motor", dated 28 March 1975, #MEB:2034:75.
- 2. Memo, J. M. Clazar to R. E. Brandt, " Temperature Limits of PSC Control
& Orificing Assy.", dated June 28, 1973.
- 3. ELECTRIC MACHINERY, by A. E. Fit = gerald and Charles Kingsley, Jr.,
McGraw-Hill Book Company, Inc., Second Edition 1961.
- 4. " Induction Motor Temperature Characteristics", by J. F. Heidbreder, October 1958.
- 5. " Understanding Motor Te=perature Ratings", by L. S. Sherman, Plant Engineering, February 6, 1969.
- 6. " Temperature Rise Considerations for Large Induction Motors", by Edgar F.
Merrill, IEEE Transactions en Industri and General Acelicatiens, Vol. IGA-5, No. 4, July / August 1969.
- 7. " Interpreting Te=perature Measure =ents in Large A-C Machines", by C. J.
Heyne, Power En2ineerinq/ September 1974.
- 8. " Influence of NDIA T Rerate Progras en Integral Horsepeter Motors for the Petroleum Industry", by Richard F. Woll, I:. .:. Transaccians on Industri and General Aeolications , Vol. IGA-5, No. 4,- July / August 1,%. . .
- 9. " Comparison of Application Capabilities of U and T Rated Motors", by R. F.
Woll, IEEE Transa:tiens on Industri A:eli:2tiens, Vol. A-11, No. 1, January / February 1975.
- 10. " Motor Serrice Facter-Why the Confusion?", by R. L. Nailen, October 3,1974
- 11. " Maintaining Scall Electric Motors for Maxi =um Life", by John C. Kosciulek, ~
Plant Enzineerine, June 12, 1975.
- 12. "How to Keep Motors Running", by William H. Mapes, Chemical Eneineering/
July 21, 1975.
- 13. "American National Standard - Guide for Induction Motor Protection",
IEEE Std 238-1969, ANSI C37.92-1972. -
- 14. " Overload Protection of Motors-Four Co=non Questions", by Marc W. Schatz, IEEE Transactions on Industry and General Aeolications, Vol. IGA-7, No. 2, March / April 1971.
- 15. "Stop Those Motor Burnouts", by James W. Wilson, III, Plant Encineering, Septenber 2, 1971.
- 16. "Per=anent Magnets", Index, Materials M.:nual No. 47, Indiana General.
! APPENDIX D FORT ST. VRAIN CONTROL RCD DRIVE MOTOR FAULTS EFFECTS & CllARACTERISTICS WIIILE OPERATING AT HIGII TE!?ERATURE l :s.C ld. -
I. G. Khamis s 3/19/78 4 DISTRIBUTION: P. Andersen - R. Dalry D. Ketchen S. Luna D. Nau , R. Rosenberg I
The main cause of failure of the motor operating at high temperature will be failure in the stator windings. The internal faults occurring are usually an open vinding, a shorted winding, or two windings shorted or paralleled. Also a three-phase, line-to-line fault is likely to occur at the windings' ter=inals. Faults may occur from turn-to-turn in the same phase, or between windings in the same phase of a =ul:1ple winding. Certain types of faults are = ore likely to occur than others due to the details of the =otor design and application. In our case, the CRD :otor is a special one and a historical failure study on it is not available so all kinds of failures will be taken into consideration. A short circuit in the CRD Y connected motor can be: 1) near the line,
- 2) near the =iddle, or 3) near the neutral. The above cases would result in an unbalanced phase or vol: ages and currents across the =c c windings.
Also due to the temperature rise and the unequal dis:ribu:icn of her: wi:hin :he motor internal, unequal stator and rotor resistances =cy occur. The faults can either occur while the CRD induction =achine is acting as a generator or a motor and while it is in =otion, at standstill, jogging up and down or durtag scra=. The effects of the faults would vary wi:h the above instances. For exanple, the motor would not start at standstill during a single-phase failure but it would continue rotating if the failure happens chile 1~t is in motion. Also, one fault could result in another fault. In order to accurately predict the effects of the various faults on the induction machine, a complete si=ulation either on an analog or a digital computer is recoc= ended. Nevertheless, Table I and Table II list most of the various faults and their effect on the motor and generator operation.
TABLE I ,, MOTOR OPERATION CASE FAILURE CONSEQUENCES
- 1. Single-Phase Open Motor at standstill: the resultant electrical torque (difference between positive & nega:ive torque) will not be as large as the starting torque of the =otor. Motor will start hu==ing at standstill. Migh te=pera:ure rise will occur and the overload protection should interrupt the current or a ec=plete burnou: of the motor would result.
Motor running at full speed: the =otor will keep on running at a pulsating torque which is ce= posed of double the line frequency about a low =ean value. The line currents would increase by 173%. If motor is loaded at 60% or less, no protec: ion is adequata, unless loss of phase relay is included. The to cr will overheat due to the high negative current sequence. Also, the open phase voltage increases as the =otor apprcaches synchrenous speed. The =c:cr will sicu down due to nega:ive terque and thus the slip increases.
- 2. Single-?hase The mean value of the torque would be grea:ly Shorted (across reduced and the double frequency oscilla:icns the windings) would be =ostly =arked and : hair =agni:ude is a function of both the a: cent of unb: lance anf speed of the =otar. The ==::: would ci:e a longer ti=e to reach full speed frc= stands:ill.
Short circuit protection should interrup: :he phase where short circuit occurred.
- 3. Two-Phase The =otor will keep on running at a pulsating Paralleled or torque with double frequency as in Case 1 bu:
Shorted Together with larger =agnitude and a greater =ean value.
- Also, if started by other means (=echanical) it will reach synchronous speed at a faster ti=e than Case I. It will not start at standstill by itself. -
- 4. More Than One Motor will co=e to a co=plete halt.
Phase Open
- 5. Unbalanced Rotor An oscillating torque would result and the or Ar=ature intensity of it is related to the =axi=u=
Resistances Due deviation fro: nor=al values. Oscillatiens to Partial Short are = ore pronounced in the rotor resistance in the Bars or unequalness. Windings L
v a :. TABLE I (Continued) CASE FAILURE CONSEQUENCES
- 6. A Three-Phase Line- A very high line current would result but of a very to-Line Fault short duration while the notor is operating a:
steady-state under rated ccnditions. The shore circuit protec: ion should clear this fault.
- 7. Loss of Magnetism No affect on motor operation.
CONCLUSIONS:
- 1. Any fault conditions would resul: in high ta=peratures which sharply reduces the life of the me:or insula: ion.
- 2. To pre.en: bicching the re:: , :he ec::: shou'd be pre:e::ed agains: encessive heating, short circui:s in any cf th's windin;s, a less of any phase current, and an unbalance in sta:or vol: ages.
- 3. In any case, the power to the CRD noter should be interrupted cc=pletely at
. any fault condition and scram should en: ail.
aO G 9 l I l l
. I TABLE II '
GENERATOR OPEPATION CASE ~ FAILURE CONSEQUCICES I l
- 1. Single-Phase Open There will be no build-up of voltage across this phase and thus the dyna =ic braking would be reduced by 87% (V372):. This unbalance would cause an oscillating dyna =ic braking current.
- 2. Single-Phase Shorted As in' Case 1, the only voltage across the i (across the winding) resistance will be the residual volta;;e. :
The dyna =ic braking would be oscilla:ing as j in Case 1 but of slightly larger magni:ude ' t
- 3. Two phases As in Case 1, there will be no build-up across :
Paralleled or the open phase. Tae total dyna =ic braking ' Shorted Together would be reduced but it would be increased i in the paralleled phase. A = ore proncunced oscillation in the dyna =ic braking occurs.
- 4. More Taan One Phase Dr.a=ic braking would be ec=pletely lest.
Open 5.. Unbalance Rctor An oscillcting dym -dc braking would result or Ar=atgre of =agnitude and oscillation which is related i Resistances Due :o the =a: i=u= deviacion frc= nor=al values, to Par:ial Shor: Also, it is =cre prcncunced in :he :::c: side. in the Bars or A cc=plete short in the rotor bars (very unlikely) Windings would cause =a:ci=u= dynamic braking.
- 6. A Three-Phase Line- Tnere ud11 he no v:1:ase build-up c:her than :he to-Line Short residual vol: age. Tne =agnitude of :he dynamic braking would be greacly reduced al=ost negligible.
- 7. -Less of Magnetis: The dyna d e braking will be lost ec=pletely. .
CONCLUSIONS: The worst-case is loss of the dyna =le braking ec=pletely and thus the control l rod drive would free fall. i
/
4'- i l REFERENCES , 1, " Transient Characteristics and Simulation of Induction Motors", F. M. Hughes and A. S. 7.ldred, Proc. IEE, Vol.111, No.12, December 1964. 2 " Simulation of Sy= metrical Induction Machiner/", P. C. Krause and C. H. Thomas, IEEE Transactien en ?cuer Acosratus and Svstems, Vol. PAS-84, No. 11, Nove=bar 1965. 3, "New Concept in Motor and Motor Circuit Protection", Wardel Gcry and Glenn R. Taylor, IEEE Transcetions on Industrv Acelications, Vol. IA-11, No. 5, Septe=ber/Octocer 1975. 4, " Determining Drive Motor Requirements for Rotary Grinding Mills", Raymond C. Jenness, Allis-Chal=ers Encineering Review. 5, "Effect of Unbalanced Voltage on' the Operation of Polyphase Induction Motors", R. 7. Well, IEEE Transactions on Indus:rv A ;11:atiens, Vol. IA-ll, No. 1, January /Februar/ 1975.
- 6. "Stop Those Motor Eurnouts", Ja=es W. "ilsen, III, Plant En2ineerine, September 2,1971.
- 7. " Overload Protection of Meters-Pour Ccc=en Questiens", Mare U.' Schs:::,
IEEE Transactions on Industri.* and General Acolications,, Vol. IGA-7, No. 2, March / April 1971. S, " Effects of Fouer Supply Variati:ns en AC Motor Characteristics", John R. Kinders, IEEE Transactiens en Industrv Aeolicatiens, Vol. IA-8, No. 4, July / August 1971. D 9, "American National Standard - Guide for Induction Motor Protectien", , IEE STD 283-1969, ANSI C37.92-1972 O l i I I l t
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