ML20128C009
| ML20128C009 | |
| Person / Time | |
|---|---|
| Site: | Calvert Cliffs  |
| Issue date: | 01/29/1993 |
| From: | Denton R BALTIMORE GAS & ELECTRIC CO. |
| To: | NRC OFFICE OF INFORMATION RESOURCES MANAGEMENT (IRM) |
| References | |
| TAC-M68525, TAC-M68526, NUDOCS 9302030263 | |
| Download: ML20128C009 (45) | |
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l BALTIMORE GAS AND i
ELECTRIC 1650 CALVERT CUFFS PARKWAY. LUSBY, MARYLAND 20657-4702 RoeERT C DENTON Vict PREstDENT NVCLE AR ENERQY teio) aeo 44ss January 29,1993 U. S. Nuclear Regulatory Commission Washington, DC 20555 A'ITENTION:
Document Control Desk
SUBJECT:
Calvert Cliffs Nuclear Power Plant Unit Nos.1 & 2; Docket Nos. 50-317 & 50-318 Emergency Diesel Generator Project - Diesel Generator Qualification Report
REFERENCES:
(a)
Letter from Mr. D. G. Mcdonald, Jr. (NRC) to Mr. G. C. Creel (BG&E), dated Octoby 10,1990, Response to Station Blackout Rule (TAC Nosah8525 andW526)
(b) letter from Mr. D. G. Mcdonald, Jr. (NRC) to Mr. G. C. Creel (BG&E), dated February 12, 1991, Response to Station Blackout Rule (TAC Nos. 68525 and 68526)
Gentlemen:
In response to the requirements of 10 CFR 50.63, Baltimore Gas and Electric Company is adding two safety-related diesel generators at our two-unit Calvert Cliffs Nuclear Power Plant. These diesel generators will not only enhance our ability to meet station blackout requirements, but they will also provide spare capacity for future plant modifications. After the installation of the new diesel generators is complete, we will have one diesel generator dedicated to each of the four engineered safety features busses, with the fifth diesel generator used to mitigate station blackout conditions and as a standby for any of the four dedicated diesel generators. The NRC has resiewed and approved the basic concept of our station blackout response capability as both an alternate AC and AC independent site (References a and b). This approval was contingent upon our submittal to the NRC of design information concerning: the new diesel generator installation, the change in out on-site emergency electrical system and the alternate AC source. The attachment to this letter is one of the submittals requested.
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As noted in previous correspondence, we have chosen SACM dicsci generators for installation at our facility. We will rsubmit a description of the dicsci generators and their stpport systems to the NRC in a separate report. We commit to design and qualify the dicscis in accordance with Regulatory Guide 1.9, Revision 3 (draft) and IEEE 38719M.11us letter describes our qualification program -
which establishes the acceptability of the diesel generators for service as safety related standby power supplies.
i t
IEEE 38719M requires that qua,ilicatien of the diesel generators 'be. accomplished by the -
performance of type tests, analysis, or a combination of both. Paragraph 7.1 of the standard provides the details of the required testing. One of the required test sequences is to perform start and load.
acceptance tests of the dicsci generators to establish their capability to start and necept bad within the period of time to sati.fy plant design rcquircruents. The standard defines an acceptable test -
series; however, it also notes that other methods may also be found equivalent for the level of reliability to be demonstrated. We wish to deviate from this test series in the IEEE Standard. The-Attachment to this letter presents our alternatim method. Although the standard requires a total of 300 valid start and load tests, we ate proposing to actform 35 start and load tests for each diesel generator r.;t.
Previous start and load tests for 11e same diesel engines and generators, and engineering analysis are presented in support of this reduced testing program. We conclude that the program to test the dicsci generators at the manufacturer's facilities and on site will provide significant assurance that the dicscis will meet the intent of the regulations and the engineeritig design requirements.
We request the NRC review and a?prov: the basis for our testing program. Because the tcsting program outlined here is scheduled to begin at the SACM factory on May 7.1993, we request approval of this approach prior to May 1,1993. The approval date is requested to ensure that the testing program is determined to be consistent with the requirements in IEEE 38719M prior to the heginning of the testing cycle.
Should you have any questions regarding this matter, we will be pleased to di:, cuss them with you.
Very truly yours, zw
?
RED / PSF / psf /dtm Attachment cc:
D. A. Brune, Esquire J. E. Silberg, Esquire R. A. Capra, NRC D. G. Mcdonald, Jr., NRC T. T. Martin; NRC P. R. Wilson, NRC
- R. I. McLean, DNR J. II. Walter, PSC
-s
4 KU2LC.l!AIENLU1 SAChl 1)lESEL GENERATOR QlJALIFICATION REPORT 1.0 M(U'OE The purpose of this report is to establish that the qualincetion requiremems outlined in LEES 387 (1984) will be met for the SACM tandem dlcscl generators (GEN SETS) by a l
combinatkm of previous qualification testing, engineering analysis, and functional testing of
(
the Calvert Cliffs GEN.SETv performcd both at the vendor's facilities and in the field.
2.0 OUAI,lFICATION REOUIREMEN11i l
he qualification requiremems for diesel generators used as emergency power sources for nuclear power stations are identified in Section 7 ofIEEE 387 (1984). Qualification testing is intended to provide sufHcient confidence that the emergency power sources (diesel generators) will meet the engineering design requirements under all ex ccted environmental L
conditions. As described in IEEE-387, qualincation is accomplished the performance of l
type tests or analysh, or a combination of both. We prepose to qua ify the Calve,t Cliffs G EN-SETS by a combination of testing and analysis. The testing recommendations, extracted from IEEE 387, include a load capability test, start and load acceptance tests, and margin tests. An described in Section 3.0, these diesel generators have been previously type-i tested. Therefore, we propose a more limited testing program than described by IEFE387 Paragraph 7.2.2.
3.0 OtJAI,IFICATION TESTING A.
liglous Onall0 cation Testing l-Qualification test results from five representative sites, using the SACM-designed Model UD45 diesels (the same as those purchased for Calvert Cliffs) are listed in this' I
section.
Enclosure (1) identifies the major components and parameters of cach of the five sites listed below and provides a comparison to our GEN. SETS.
l 1.
Krummel y'
Start and load acceptance tests as defined in IEEE 387 (1972) werc conducted for the Model 'UD45 diesel at the Krummel Nuclear Plant-in l
Germany. The site was supplied with three V16 and three V20 versions of the Model UD45 diesels, The V20 version, due to-its larger capacity, was aelected by the utility for type testing to qualify both Model UD45 diesels.
Site testing on one of the GEN-SETc included over 600 successful test cycles.
(start and load) without a failure. Enclosure (2) contains a discussion of the L
test methodology and results obtained during these test cycles, it should be noted that the qualiGeation testing successfully performed at the Krummel facility for the Model UD45 diesel exceeds the present E
IEEE-387 (1984) and NRC recommendations with respect to start and load reliability.
a, 1
4,.
MTACU11ENT. (0 -
SACM DIESEI, GENERATOR QUALIFICATION-REPORT 2
Elfstricite dcFrancrdts Start and load acceptance tests,. according to IEEE-387 (1972) were perforrned on the dicscl generators at the EdF.Cruas Nuclear Plant in France. The testing included over 1,500 successful starts without a failure on a Model UD45 engine. Based on these tesi results, a reliability of1.0 was achlev This execeds the present French reliability standards of.99 based-on the last 100 start attempts or.95 based on the last 20 start attempts. A summary (Enclosure 3) lists the test starts and subsequent loading.
Again, the number of st.ccessful starts on this Model UD45 dier.cl greatly exceeded present IEEE-387 (1984) and NRC requirements.
3-65.12 The tandem OEN. SETS for the Asco Nuclear Plant in Spain, powered by Model UD45 engines, were successfully start and load tested. Regulatory.
Guide 1.9, Revision 2, was used as a guideline for testing. Factory testing of these t. cts included over 100 starts with various subsequent loadmg profiles successfully applied. Enclosure (4) covers this facto y testing as well as subsequent field testing, 4.
Prairic Island Start and load acceptance tests, as defined in Regulatory Guide 1.9,-
Revision 3 (draft) and IEEE-387 (1984), were conducted for the two tandem GEN SETS (UD45) at the Prairie Island Nuclear Power Plant. Factory testing of these sets included 35 starts on cach set with load acceptance reached within 10 seconds. A summary (Enclosure 5) lists the starts and subsequent loading.
5.
Yoncewang The four tandem GEN. SETS for the Yonggwang Nuclear Plant in Korea, powered by Model UD45 engines, were successfully start and load tested.
IEEE 387 (1984) and Regulatory Guide 1.9, Revision 2, were used as'a guideline for testing. Factory testing of th se sets included over 300 starts with load acceptance reached within 10 seconds. Enclosure (6) covers this testing and subsequent loading.
B.
6fJ vsis l
SACM has prepared an engineering evaluation of tandem versus single-driven GEN-SETS. The results of the evaluation are contained in Enclosure (7).
l l
i g..
'L NITACIIMENT m SACM DIESEL GENERATOR QUALIFICATION REPORT An additional engineering evaluation prepared by the EdF based on th : SACM Model UD45 diesel indicates a very high confidence level for these types of SACM engines. Another document,' Tim Reliability of Emergency Generator Sets: Study.
9 Experimentation Operational Experiences," has been prepared by EdF and SACM for presentation at OPERA 89 (Operability of Nuclear Systems.in Normal and-Adverse Environments, Lyons, France, Septernher 1989). The paper reports on the characteristics cf emergency diesels and presents reliability statistica on GEN SETS in senice with EdF at the time of document preparation.
j q
The results of each of these evaluations establishes that the Model UD45 dieselis i
qualified, either tandem or single, for use ar. a' reliable emergency power source in i
nuclear power plants.
Additionally, SACM has implemented design chan:cs to improve reliability and reduce excessive wear in the Model UD45 diesel eng nc. Each design enhancernent I
has been evaluated by SACM and found not to impact the qualification of the dicsci u
generator. The sxcific contribution of these changes to the overall increased
'1 reliability is difficu t to determine since no previous failures were attributed to the areas that were modified. The effuiveness of these improvements was verified by a rigorous 1500 start test program at the EdF.Cruas Nuclear Plant.
C.
Factory Tntirig Initial testing will consist of vendor specified combined " break in" test runs, dicsci engine performance test run and generator testing on each GEN-5ET to verify acceptable GEN-SET operation. Qualification, ating will be performed on each GEN SET to verify load capability, start and load acceptance, and margin. We believe that these facto:y tests will verify the capacity, capability and reliability of the GEN. SETS. A synopsis of the methodology for each of these areas is listed below:
1.
LGJipanahutLTsa.ts Each GEN-SET will be tested to demonstrate its capability to cany the loads as follon:
Load equal to continuous rating until the engine oil and water system.-
i a.
l temperatures reach equilibrium plus one hour.
L l
b.
Short-time kilowatt nameplate load (110%) operation for a continuous period of two hours.
Rated kilowatt nameplate load (100%) operation for a continuous c.
period of 22 hours2.546296e-4 days <br />0.00611 hours <br />3.637566e-5 weeks <br />8.371e-6 months <br />.
d.
Loss of short time load transient response, with_ verification that engine overspeed value remains within acceptable limits.
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3
1 ATTACllAIENLLO SACM DlESEL GENERATOR QUALIFICATION REPORT c.
Light or no load operation followed by a load a 50% of the continuous rating for a minimum of 0.5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br />.
The above test sequence (24 hour2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> run) will be performed without in'ctruption on each GEN SET. Premature termination of this test will require a repeat of the test.
2.
Statunijnad Acceptance Tests A v: ries of tests will be conducted to establish the capability of the GEN SET to start, accept loads within a speci0ed period of time, to meet the plant design requirements.
Start testing of both GEN SETS, followed by 50% of the continuous a.
kilowatt rating applied in a 1.tep lcad, will be demonstrated 30 times with the GEN-SET at "kcep warm" temperatures. Five additional start and load cycles will be performed from normal engine operating temperatures. The ability of the GEN-SET to start, accelerate to rated speed in s 10 seconds, and supply the 50% step. load for a period of time to reach engine equilibrium conditsons, will be the acceptance criteria for this test.
The modified number of start and load cycles, together with the subsequent field testing,will adequately establish the GEN SET start reliability arid load assumption capability.
This method is also consistent with the present effort to reduce excessive wear by testing, recently addressed by the NRC (NUREG/CR 0660, 4440, 4557 and 4590), while still verifying the overt.li reliability of the GEN SET.
b.
Each GEN SET will be subject to one simulated loading r.equence, using Calvert Cliffs load values. The test load values that are specified will be made up of both resistive and motor loads. The values chosen allow for an increase in "feguard loads.
A combination of motor (capacitive load) and resistive load, equal to the fiist sequenced load, will be applied with voltage, frequency and load values monitored until steady state conditions are reached. At that time, the motor load will be removed and the rernaining resistive load will be increased to a value equal to the steady-state value of the motor load.
The nest sequenced step. load will then be simulated using a combination of motor and resistive loads applied to the generator already supplying power to the total steady-state loads from any Trevious step (s).
Wree motors of different horsepower rating.
(approximately 250,750 and 1,000 llP) will be used to produce the required motor load value The size of the motor load will be changed as required to closely match the values specified for each sequenced step-load. This simulation of the step-loading sequence will be continued unti.I the rated 5,400 KW generator load value is 1,
4
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0 A'ITACIIMENT (1) i SACM DIESEL GENERATOR QUALIFICATION REPORT achieved. A loss of 110% load will.be initiated with voltage and frequency (speed) monitored during the transient.
Acceptance will be based on successfully starting, accelerating to rated speed, and su aplying the first and succeeding simulated loads until ated load is ac;ueved. Acceptance will also be based on a loss of load not causing a diesel generator trip.
3.
Margin Tesh he purpose of the margin test is to demonstrate the OEN SET's capability to start and carry loads that are greater than the magnitude of the most severe step load. Two margin tests will be conducted to ensure that the unit can withstand a step load (10% > largest single step) a 3 plied to the GEN-SET.
%c acceptance criteria for this test is given m ILIEE387184, paragraph 7.23.
D.
b'Itc Testing We plan a series of onsite tests to verify in. situ performance of the GEN SETS and associated support systems. The major areas of the test program are listed below together with a summary of the primary objectives for each phase. The test program will be conducted using Regulatory Guide 19. Revision 3 (draft)', as a test guideline.
All phases of testing will be controlled by written test procedures-to document -
methodology, results, and compliance with existing guidelines. The varinus phases of the test program are as follows:
1.
.Comoonent Prercquisite Testing h
The objective of this initial testing phase w:ll be to verify controls, setpoints, and initial operation of the various components are per design.
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l 2.
Diesel Generator Pre-ooerational Testing l'
i4 His initial system iest will concentrate on the following 'ateas of the emergency power system: controls, interlocks, alarms and monitoring system l
for the GEN SET and various support systems Starting air systent logie and capability will also be demonstrated, as well as " keep warm" temperature control for the water and lube oil sptems. Initial operation of the GEN SET, -
under the supervision of the vendor, will also occur during this time to reverify the operation of the dicsci engine and controls.
'!he draft version of the Regulatary Guide that we base our program on is the version issued by the NRC in April 1992.
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ATTACIIMEb'JM)
SACM DIESEL GENERATOR QUALIFICATION REPORT In compliance with Rep;otory Guide 1.9, Revision 3 (draft), Section 2.3.1, 25 in. situ start demands, followed by manual loading of the GEN SET to 80 90% of continuous rating (KVA and power factor) for a minimum period of one hour, will be performed on each GEN. SET. Start criteria, as defined in Regulatory Guide 1.9, will be used as acceptance criteria to determ!nn that no start failures occur during this test.
3.
].nlegrated Snfeguards Pre-operationalIsdng ne objective of this final test series will be to demonstrate the emergency-power source response to simulated loss-of-offsite power (LOOP), safety mjection and the combination of LOOP and safety injection demands using the actual plant loads, as activated by the loss-of coolant incident (LOCl) sequencer. This verification of LOCl sequencer loading is also intended to demonstrate that the LOCl segurncer operation and load group assignments have not been changed as a result of this diesel generator addition. Included in this test series is a demonstration of the GEN SET's hot engine restart capability aad redundant unit testing.
4.
Plant Surveill;n)ce Tem Once the GEN. SETS have completed pre. operational testing, sitrveillance tests will be performed as defined by Technical Specifications. These tests will be described in conjunction with a request to incorporate the new GEN.
SETS into the Unit 1 and Unit 2 Technict.1 Specifications. Review and approval by the NRC of the surveillance test program will be requested.
4.0 ILillllLQ1!6LIEIMURN ISS11ES This section addresses other issues related to the quali0 cation of the diesel generators.
These issues are addressed in greater detWI in a separate design report.
A.
Setsmic Qualification Section 7.4 of IEEE 3871984 addresses the seismic qualification of diesel generators.
The GEN-SETS for Calvert Cliffs will meet these setsmic qualification' requirements.
He GEN-SET equipment will be qualified by testing, analysis, or by a combination of testing and analysis which meets the criteria of JEEE 3441975 and Regulatory Guide 1.100(1988). The GEN-SET purchase specification delineates the Calvert Cliffs site.
specific seismic spectral response criteria. His spectral response criteria has been previously submitted to the NRC in the Civil Engincenng Design Report (December
- 18. 1992). The diesel engines and the generators have been previously qualified to criteria which we will confirm envelopes the Calvert Cliffs-specific criteria. Some peripheral equipment such as the auxiliary desk and the control panel will be directly qualified to the Cahert Cliffs specific-criteria.
l 6
ATTACilMENT,nl SACM DIESEL GENEllATOR QUALIFICATION REPORT 11.
jitplronanttuuhmilicallon un_d Aning.}hqulinments The GEN SET systems being provided to Calvert Cliffs will be located in a mild environment as defined in the GEN. SET purchase specification. The system com;mnents me supplied to the requirements of the,urchase specification. The mild environment is denned as an environment that wouk, at no time be significantly more seveie than the environment which occurs during normal plant operation, including anticipated operational occurrences.
The engine room design air temperature ranges frorn,+50*F to,+120*F. This is based on an outside ambient temperature range of 0 F to +95 F. The humidity design criteria for of the equipment is 10 to 100% relative humidity, non-condensing.
De plant surveillance test program will address the vendor recommendations applicable to the safety related equipment and located in a mild environment to ensure continued satisf actory performance.
Section 7 3 of IEEE 387-1984 describes the aging requirements impo,cd on JL1 generators. The aging requirements of the components and assemblics will be classiDed and qualiBed for the GEN-SET prior to be,ng placed in service.
5.0
[DjiCLUh]DE Thc qualification recommendations of IEEE 387 (1984) will be met. The only departure fra n the testing suggested by IEEE 387 (1984), Paragraph 7.2.2, is the reduction in the nu nber of starts followed by the r.uggested 50% step-load per GEN SET, from a total of 300 to 35 per GEN-SET (or a total of 70 starts for a combination of two GEN-SETS).
%e justincation for this reduction and the quali0 cation of GEN SETS is based on the following:
A.
Previous successful qualiGeation testing has been performed ns described in Section 3.0.
Major engine cranking and start :ystem components used in the qualification testing at Krummel, EdF.Cruas, Asco, Prairie island and Yonggwang Nuclear Plants, are the same as those of our GEN SETS. Where component supplier differences occur, testing at other S ACM installations has established their reliability.
11 The similarity between tandem and single engine-driven GEN-SETS has been addressed, both by engineering analysis and field test results. Therefore, the combined 2,400 successful start and load cycles, detnonstrated at the Krummel and EdF Cruas sites, coupled with the Asco plant testing, ham more than adequately established the consistency and start reliability of this Model UD45 design.
C, SACM engineering documentation, in the form of component analysis, calculations and evaluations reports, with field test data feedback, establishes a sound basis for tandem venus single engine-driven diesel generator reliability (Enclosure 7).
D.
Factory and site testing will be performed in accordance with tl.e recommendations of IEEE-387 (1984) and Regulatory Guide 1.9, Revision 3 (draft). His includes 35 factory qualiGeation test starts with 25 additional site test star ts on each GEN SET s
in accordance with Regulatory Guide 1.9, Revision 3 (draft).
)
7-
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ENCLOSURE (1)
DIESEL GENEllATOlt SITE SPECII'IC COMI'AltlSON -
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ENCLOSURE (1) -
COMPARISON TABLE
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. D.~ ps KRUMMEL EdF CRUAS ASCO NSP YONGGWANG BG&E E
Prame Island Caree Cafvert Chas 1.0 GENERAL CHARACTERSTCS l
1.1 Unit Mocet UO45 V20 55-0045 V20 SS-UD45V16 SS-UD45 Vis S5-UD45V20 550 UD45 V16 SS-l
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Single Ge+
Seg's Gen-Tandem Gam-Tandem Gen-Tandem Gen-Tae Gen-l Set 1 Ero ne Set 1 Engme Set 2 Ergnes Set 2 Engmes Set 2 Encices Set 2 Ers.nes
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& 1 Generator
& 1 Gene a or
& 1 Generator
& 1 Generator
& t Generator
&nGeaeraws l
1 1.2 Service Nuctos.r Nurdear Amiear Nuclear Nuclear
. Nuclear 1
l Emergency Emergency Eic+ wo cy E +g (p E6 e g-si E i-w.4p l
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1.3 En6 w m.,
Mad uld Mdd
%3d Wd Wd 1.4 Ambient Condit;ons
+ 32 *C mad
+40*C
+38"C
+38*C
+38*C
+40*C I
+ 5 *C mei
+ 5 *C
+TO*C
+10*C
- 17 *C
+10*C l
+ 42 *C indoor
+50*C
+49*C
+49*C
+50*C
- 49'C i
s l
f 1.5 Elevation 30 Feet.
340 Feet 154 Feet 695 Feet Sea Level 45 Feet h
1.6 Humidiv 20 to 90 %
90 to 13) %
to to 100 %
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l 1.7 Engrne Modet UD45 U045 UD45 UD45 UD45 0045 t
1.8 Type of Engine V20 S50 V20S50 V16 S5D V16 SSD V20 S50 V16 SSD i
1.9 Coupling 1x Basde 1m Dashc 2x Eastc 2x Baste 2x BasSc 2m Eashe s
WLKAN VULKAN VUUW4 STROAAAG STRCMAG STROVAG l
EZ 201S EZ 2C1S EZ171S GEF3500 R GEF 3500 R GEF 2900 R
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CoupFog size is drtforent between a V16 and V20.. The quantity of power Ah and svailable coupling space dictates the couphng manufacturer. STROMAG provides a coupling ecurvaled to the VUU(AN but requires es space,longtadmally when assembed. Two coupkngs are requaed oes a Tandem GEN-SET.
1.10 Generator S4EMENS 1DK38-Jewnont-Jaumont-Jeumont-Jeumort-Jeumont i
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ENCLOSURE (1)
COMPARISON TABLE nem h a;,c.6-KP/JMMEL EcFCIUAS ASCO NSP YONGGwANG BG&E l
Prase Island Carmt C3,es I
Per Cytieder 329 (V20) 280 is? '
237 163 239 312 (V14 I
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to ENGINE CH7JVCTERSTCS I
2.1 Code Frsncf French.
French French French F.py.h 22 Stafutard Manufacturers Marr#acturers Mat.:factteem Maaufacturers Manu'ac*sers Manufacma 2.3 Bora D1A 240 mm 240 mm 240 mm 240 mm 240 mm 240 mm 9.45 art.
9 45 in.
9.45 w'.
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24 Stroke 220 mm 22C m m 220 mm 220 mm 22C mm 220 mm 8 66 frs. -
8 66 irt 6 66 h' S 66 in 866 irt 8.66 h 2.5 Number o8 Cyrsoders (1x)2G (1x) 20 (23) 16
@) 16 (2n) 20
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I a
I 26 Oyunder Artangement V 50" V 50" V 50" VEr V Srr y so-Angie 2.7 Number of Main Bearings (1x) 12 9 d 12
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'2.8 icta! Disptaw.ent 204.48 204.4i-t63 5 = 2 8 1635 x 2 8 204.4a2i 163.5 x 2 I t2472 in3 12472lrs3 2 m 9977in3 2 x 9977in3 2 x 12472 irt3 2x9077 m3 2.9 -
Pistort Speed 11 m.see t1 m/sec .311 m/see 3 8 m/sec 3.3 m/see.
88 m/see t-353 ft/sec 35.5 ft/sec 35.5 ft/sec 28.9 ft/sec I2 L9 ft/sec 2S.9 ft/see i
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ENCLOSURE (1) COMPAFl! SON TABLE Mert Desenp.m KRUMMEL EdF C3%JAS ASCO NSP YO C ANG BG&E Prame Wand Code Ca%4 Ge's 4.1 Lube Gt Fhe GPM 78m3 /Hr Tam 3 /Hr 7Bm3/W Sam 3 /Hr sam 3 /Hr sam 3/w 343 GPM 343 GPM 343 GPM 299 GPM 299 GPM 299 GPM 4J Lube 01 F%ssu-o PS1 6.4 to 6S bar 6 4 to 6.9 bar S 4 to &9 bar s 4 to 6 9 ber 6.4 to 6.S tar 6.4 to 6 9 bar 92.3 4 100 92 8 to 100 923 to 100 92 8 to 100 328 to 100 92.8 to 700 PSI PSI PSI PSI PSI PS! 4.3 Oil Pump - FWerences 200457 200457 200457 200457 200457 NLT200457 - t+,smber 2 2 2x2 2x2 2n2 2x: )L 44 Lube On tacha:ge; No. 2 2 2x2' 2m2 2z2 2m2 j l 4.5 - tube 01 Discharghg l2 2 2s2 2x2 2x2 2x2 Valve No. 1 46 t.ube Of FiMer - No. 2 2 2=2 2m2 2m2 2m2 j - Type Sag 4 3 Sirqw 3 Segle 2 Doubee 2 Ote 7 lO:xsbis 2 sements Eaments sement Em sernems h wna 4.7 Prelubrication AC) Yes Yes Yes Yes Yes Yes Pretube Backup (DC) No No Yes Yes Yes No I 48 Pretube Heater . Type Yes Yes Yes Yes Yes Yes .Aesistors Exchange < Aesistors Enchanger Exctranger Enchaiger i' 49 Tvbocharger Lubncat.on -Type Se%cicat. Se#4.ubncat Seifh. Sett-Lubricat. SeN-Lubncat-Se84.ubncat. t 5.0 WATER COOUNG SYSTEM a i-i - 1-9
,11 s 8 9 6 6 E ' 7 5 5 S C M6 5 5 M aM 0 1 8 1 1 3 G r 4 t t 3 1 0 4T B r e L s ) 2 P rP / 4 n 4 5 5 v t T / ) 1 1 2 la aL 0 7 1 o 7 1 nG mG C c & 1 k u 5 0 0 0 9 D 8 D o1 T t 5 it O T s 2 T s s D DH a 4 4 2 2 ]dDC 6 D Y Y 1 2; ) CT H e o 1 L a L e e 1 (. 1 } 2 t Y N 1 ) G 0 V 3 M 13 e W$ 4 3 0 2 6 G c 0 3 1 1 8 o e G C s ) e M H M / 4 n 4 5 t T t N f / ru& L 1 a 7 1 1 3 P 3 P 6 C k 3 mG
- w. G D
8 D D Y r 9 t 5 CT 0 0 T s 2 T s s T s 0 0 H e o 5 8 0 L a 1 L e e L 2 ( Y N 3 2 O C $ D Y Y D 1 ~ i 9 6 8 6 2 1 9 4 3 1 c,. M 0 1 8 r 0 3 1 P i nTi HM r M 2 - n 4 5 t i 1 uL rP G P / 4 6 1 o 7 1 1 c & mG n D 8 G 3 n S e D O 4 n a 5 5 0 0 9 t 5 f s CT 5 7 3 7 0 T s 2 T s s T a s r H e e 6 1 5 0 L a L e e L 1 P 1 2 ( Y ' 2 D C 6 D Y Y O 1 E 9 6 3 0 1 8 L 0 3 1 r r 2 - n 4 s ) B H M H M ) / 4 ( A O uT 1 L / / 3 P 3 P 6 1 o E T C c & mG mG D I 6 1 3 r 4 D S e 9 t 8 5 0 T s 5 T s R N A C T s 0 2 0 1 0 L a 8 L e o o e 8 9 4 M N Y t 7 1 5 2 D C 5 D f N - 2 U O f 0 S S 1 I O R L A C P 6 N M 3 S 3 3 3 E A 3 O U 1 8 93 r 1 s ) t T H M C R 2 M / 4 n 4 t / / C wL 3 P 3 P 6 1 r 2 o 6 1 3 F c & mG mG D f 5 C u 9 t d 3 0 0 a 2 0 T s 6 T s CT e c 0 6
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ENCLOSURE (1) ' COMPARISON TABLE item Doss.,tipbon KRUMMEL EdF CRUAS ASCO NSP YONCGvvANG BG&E Prarne WaM Cor+e CaNert Ce?s Cyfinder injection l- - A Side Yes (10 cyf ) Yes (10 cyt.) Yes (2x3 cy!) Yes Cb8 cyl) Yes Ce to cy0 Yes Ex8 cy0 - B Side ' No Yes (10 cyt ) Yes Cb8 cyt) Yes Qx6cy!) Yes (2x10 cy9 Yes (238 cvi) t 6.2 Startmg Aswmbly 2000c3 200985/200983 2006t6/200648 200845/200846 200845/. M . M /200646 200647/200645 200847/200648 200847 7J0848 200647/200848" / 6.3 Startmg Ar Filter Yes Yes Yes Yes Yes Yes 6.4 Startmg AirValve Yes - SEITZ Yes - SEITZ Yes - SBTZ Yes - SBTI Yes - SBTZ Yes - SEITZ 6.5 initial Startmg Pres. 35< P < 40 bar 35 < P< 40 bar 35< P< 40 bar 35 < P< 40 ba; 35 < P< 40 bar 35< P c 40 bar 508 to 580 psi 508 to 580 psi 508 to 580 psi SOS to 580 psi 508 to 5A0 pse 508 to 580 psi 6.6 Capacity Of Ar 2 x 250 L 2 x 40P L 2x(2 x 400 0 2x(2 m 500 L) 2xQ m 400 LI 2 (2 m 500 O hvers 2 x 15255irt3 2 m 24208 in3 2x2x24408 in3 2m2m 305toac 2x2x24408 in3 2x2 a 30510 in3 i 6.7 Air Dryer No Yes Yes Yes Yes Yes 7.0 COMBUSTK)N NR SYSTEM 7.1 Combuston Ar Filter 2 x Dry 2 m Dry 2 m Od Baen 2 Dry 2 m Ory 2xDy TVp3 72 Combustion Asr Pipeng ' N/A A!! N/AA!! Yes Yes Yes Yes ie Engine Mour1ed Erigine Moun*cd i 7.3 - Mr intake Suction Max. 200 mm CE 200 mm CE 200 mm CE 200 mm CE 200 rnm CE 200 mm CE j Pressure (tatsi sys.). 5 in H2O Sin H2O 8mH2O 8 in H2O sbH2O 9 in H2O Dean Filters.. }7.4 Turbocharger Type BBC VTR 321 BBC VTR 321 BBCVTR 25t BBC VTR25t BBC VTR 25t BBC VTR 25i j . Number g2 2 2m2 2x2 2a2 2m2 4 11 m y w & ~ - -, 'vi e r- --v- >+4.-
y ENCLOSURE (1) COMPARISON TABLE item Desenpbon KRUMMEL EdF CRUAS ASCO NSP N 4ANG BG&E Prairie ita~3 Cor+e Caw CWs 7.5 intake At Pressure 23 + /- 0.3 bar 2.t + /- 0 3 bar 13 +/-0 3 bar t 7 +/- 03 bar 17 +/-03 bar 1.7 + /- 0 3 bar 29 to 38 psi 26 to 34 psi 15 to 23 pse 20 to 29 psi 20 tc 29 ps 20 to 29 pm 7.6 intake Air Tempe ature 55% + /- 3'C 56% + /- 3"C 55t+ /- 3*C 60"C + /- 3"C 60 "C + /- 3 *C STC + /- 3*C 77 Com%ston Aer Flow 9 8 Kg!sec 8.8 Kg/sec 5 Kg/see + /- 5% 5 2 Kg/sse + /- 5% 52 Kg/see + /- 5% 5.2 Kg/sec + /- 5% et 30cC / 760 rnmHg (41630 lb/hrt (41630 lb/tw) (41630Ib/hr) 8.0 EXHAUST SYSTEM +i 8.1 Exhaust Temperature: After Turbo 400"C 380 t 440 t 450"C 45 crc 450"C Betore Turbo S2(TC 570 t 550 t S00"C 600"C 600*C 2L2 Exhaust Volume By 18 7 m3/sec. 163 m3/see 10.1 m31see 10.7 m3/sec 10 7 rrG/see 107 m3/see Temperature 8.3 Exhaust Back Pressure 250 mm CE 250 mm m 250 mm CE 250mm OE 250 mm CE 250 mm CE (Total System) Max to iri H2O to in H2O to irt H2O 10 h H2O toirt H2O toiri H2O Allowable 84 Silencer Type Hrwtrorttat VerDca! Vert: cal % Lw,W Hanzontal hwi2 9.0, MISCELUWEOUS 9.1 Govemor Type EUROPA 1102 EUROPA t t02 BOSCHHa3 WOODWAFU WOODWARD WOODWARD EGB 35P EGB 35P EG8 35P Hydraulic Hydraune Hydrau:ic Eh Eh Electro-C *e OrJy On!y Hydraube Hyctraube Hydraube -12
ENCLOSURE (1) COMPARISON TABLE . tem w,oc FRemEL EcF CRUAS ASCO NSP YCNGGWANG BG&E COMPARISON TABLE %.m wano ccree cam o. s 92 Aunifiares Desk Yes Yes Yes2x Yes 2x Yes2m Yes2x 93 Anowabie Pressu e 0.4 bar 0.4 bar 0.4 bar 0 4 bar 0.4 bar 0 4 bar r Drop For Extema! 5.8 psa 5.8 psi 58 psi 5.8 psa 5 8 pse 5 a ps, Rpang & PS!Ccdmg Equipere l l l 13
i ENCLOSURE (2) KitUhth!EL NUCLEAll PLANT TEST PROGRAh! SUhth1ARY - l e' l t e yy a a ++ m -
ENCLOSURE (2) T4UMMEL NUGLEAR PJANT TEST PROGRAM
SUMMARY
1. EQUIPME1[T DESCRIPTION A total of six (6) diosol generator set (GEN-SETS) woro supplied: A. Three diosol generator
- sets, with SACM model UD45V16S5D diosol, each driving a siemens generator, rated at 6900V, 50 liz, 1500 rpm, and 3160 KW continuous.
B. Three diesel generator
- sets, with SACM model UD45V20S5D diosol, each driving a siemens generator, rated at 6900V, 50 liz, 1500 rpm, and 4390KW continuous.
II. fEST CRITERIA Testing was performed according to the German Nuclear requiroments which have addressed the IEEE 387 and NRC Regulatory Guidos for recommended testing methodology and acceptance critoria. III. TEST PROGRAM A. FACTORY TESTING Standard SACM factory testing for each of the six diosols was performed by SACM prior to shipment to the site. A 100-hour load test of a UD45V20S5D engine was successfully performed. Testing was witnessed by the Bureau Veritas and documented in their report DVAT 0168971D12. SACM for this particular contract, did not perform any testing of the customer-supplied, SIEMENS generator, or combined GEN-SET testing at the SACM factory. 1
ENCLOSURE (2) B SITE TESTING Site testing verified over 100 hours of load carrying _ capability on_a V20 version diesel generator set per the following loading schedules LOAD I%) DURATION COMM MT 0 < 10 seconds Start with manual loading 100 80 hours 110 1 hour 110 2.5 hours 75 2.5 hours 50 2.5 hours 25 2.5 hours l 15 4 minutes Note 1 l 100 6 minutes Note 1 25 4 minutes Note 2 100 6 minutes Note 2 ,1 50 4 minutes Note 3 100 6 minutes Note 3 ) 75 4 minutes Note 4 ) 100 6 minutes Note 4 Notes 1. This 15 to 100 to 15 per cent cycle was repnated_50-times 2. This 25 to 100 to 25 per cent cycle was repeated 50 timos 3. This 50 to 100 to SQ per cent cycle was repeated 18 timas 4. This 75 to 100 to 75'per cent cycle was= repeated 50 times i Throughout this base-load and transient-load demonstration test, Lno failures occurred. - Multiple start and load tests were conducted by the utility on a V20 GEN-SET as qualification data for all.the V16 and V20 versions,- in-a. two phase test program. 1. PHASE A Testing consisted of engine start, followed by sequenced ' step-loading, with the diesel generator carrying this total load until equilibrium temperatures.were reached. Load shed consisted of' a-reverse in the -sequence loading unti1~all load had been removed. The-engine was then 4 cooled to the " keep warm" temperature ' values in 4 hours. 1The _ start-load-unload cycle was -repeated Over 200s-times withoutL a - failure of--the GEN-SET'to.~ accelerate and pickup the ' step loads applied during the: sequence. After this series of
- tests, an inspection was performedL and no abnormal-engine wear-was indicated.
p
- 4 2
s-i ENCLOSURE (2)
- 2. PilASE B
.t. Qualification testing continued on the same GEN-l SET. Testing -cons!sted of engine start, followed by sequenced stop-loading, with the diosol gonorator carrying this total load until equilibrium temperaturos were reached. Load shed consisted of a reverso in the sequeneo loading antil all load had boon removed. i B. With the engine still running, tho Joads were again sequenced.on the diosol genurator, held until steady-state occurred, and then removed in a sequenced fashion. C. This particular scenario (B), with the engine
- running, was repeated an additional
- time, for a total of three sequenced loadings por test cycle (A + B + C).
The entiro cycle was repeated, after engine cooldown to the. " keep l warm" temperature values. A total of 400 cycles or 1200 sequence.stop-loadings woro demonstrated during phaso B of the testing with no failures of the GEN-SET to start or accept the loads. Post inspections of the GEN-SET indicated no abnormal engino-wear after more than 600 starts and 1400 sequenced stop loadings were imposed on the generator. Acceptance testing por German requirements was conducted on both the V16 and V20 version of the SACM-diosol generator sets. The test consisted of 99 hours of continuous load at 100 por cent rating with I hour at greator than 110 per cent of generator rating. No failures occurred during this ondurance demonstration. -Survo111ance testing continues with monthly verification-of 100 por cent output capability for a 1 hour period. This monthly testing-is concluded with a fast start followed by automatic sequencer loading. Annually, each of the diesel generator sets is. tested for 24 hours continuous output of 100 percent - followed by an overload of 110 per cent for 1 hour. 3
ENCLOSUltE (3) EdF CitUAS NUCLEAlt l'LANT TEST 1*llOGilAM SUMMAltY
ENCLOSUFIE (3) EdF-CRUAS NUCLEAR PLANT TEST PRQQBAM
SUMMARY
I. FOUIPMENT DESCRIPTIOS Eight (8) diosol generator sets, with SACM model UD45V20S5D diosol, oach driving a Joumont-Schnoider generator, rated at 6900V, 50 Hz, 1500 rpm, 4000 KW cc.ntinuous. II. TEST CRITEEJA Testing was performed according to the French Nuclear requirements ) which have addressed the IEEE 387 and NRC Regulatory Guides for i recommended testing methodology and acceptanco critoria. In addition the EdF test program the initiated to verify that-the problems found in the BUGEY and FESSENHEIM connecting rods had indood been resolved. III TEST PROGRAM A. FACTORY TESTING Standard SACM factory testing of the
- diosol, gonorator, and the combined diosol generator set performance was conducted for each of the above eight GEN-SETS, An additional diosol generator was built and factory testod to the SACM standards. This ninth diesel generator set became the designated test set used by EdF to establish the qualification for the SACM diesel generator sets.
B. SITE TESTING A comprehensivo test program was conducted at the EdF-CRUAS nuclear plant. The sequence of the tonting conducted was as follows: STARTS S,y.p1EOUENT LOAD / ACTIVITY PHASE A 14 No-load applied after start. 1 Step load of.40 por cent applied Note: The Phase A cycle was repeated 20
- times, with 20 engine inspections between repeats, for a total of 300 successful starts-and 20 step-load demonstrations.
STARTS SUBSEOUENT LOAD / ACTIVITY PHASE _B 14 No-load applied after start. 1 Step load of 40 per cent applied 1
ENCLOSURE (3) - Note: The Phase B cycle was repeated 10 times,-'with 10 engine inspections between repeats, for a total of 150 successful starts _and' 10 step-load deaonstrations. P_HASE C The sequence listed in PHASE B above was repeated an additional seven (7) times. The total of successful starts under this test _ phase equaled 1050, with 70 additional engine inspections and 70 step-load demonstrations. The total of all of the field tests listed above is computed as follows: STARTS 40% STEP LOAD INSPECTIONS PHASE A 300 20 20 PHASE B 150 10 10 PHASE C 1050 70 70 TOTAL 1500 100 100 No failures were encountered throughout this - rigorous test sequence. Dieso.' generator start times throughout the testing remained 'in a range >
- 7. 5 to 8. 5 secor.ds.
The-last er.gtne inspection after completion of all ' testing, did however indicate a modification wan required in the symmetrical _ design of the piston ring spacing, as well as relocction of the -_ uppermost ring on the piston. This change 'n ring-to-ring spacing and.the re-location on the piston has be'en made to-all SACM engines.. The inspention further confirms that the previous connecting rod problem at BUGEY and FESSEPHEIM had been resolved by SACM. A report prepared by the EdF utility acknowledges the reliability of these.SACM model UD45 engines for' nuclear plant application. 2
ENCLOSURE (4) ASCO NUCLEAR PLANT TEST PROGRAM
SUMMARY
c- - - ( i 5
.~ ENCLOSURE (4) .i ASCO NUCLEAR PLANT TEST PROGRAM
SUMMARY
I. EQUIPMENT DESCRIPTION Four (4) diesel generator sets, with two _ ( 2 ) SACM model UD45V16SSD~
- diesels, connected in a
tandem configuration driving .a --Jeumont-Schneider generator, rated at-
- 6900V, 50 Hz, 1500
- rpm, 4500KW cont.tnuous.
II. EST CRITERIA Testing was performed according to the Spanish Nuclear requirements which have addressed the IEEE 387 and NRC Regulatory Guides _-for recommended testing methodology and acceptance criteria. Utilizing: the l: KRUMMEL s te tests as a qualification baals, the 300 start with subsequent 50 per cent step-loading tests were not. required.' III. TEST PROGRAM A. FACTORY TESTING Standard SACM factory testing of each_ diesel, generator, and, the combined diesel generator set performance was conducted for each-of the above tandem-driven GEN-SETS. Each tandem-driven GEN-SET was tested in accordance?with'the following test schedule: L STARTS LOADING COMMENTS l 7 Non> Train _A Starting Air Receiver? capacity 7 None Train B Starting Air. Receiver capacity. 1 50% Sequence loading up'to-this value 0 106% From a load plateau of 50%, sequence loading up_to.5370 KW 0 146%
- From a load plateau of 4780 KW,-sequence loading up to'6580 KW l
80% Step-load of.3600 KW'. applied followed-.by.. an 0 38 %-additionalfstep~1oad 3 seconds--later of 1700 KW j 0 +117% Load reject transient response' verified-by step 5300 KW load reduction-0 80% step-load of 3600-KW applied'followed by.-: an 0_ 38.% additional step load-3 seconds--later of 1700 KW' O +117t Load reject. transient response _ verified L by step 5300 KW load reduction. 100 None Verification of diesel engine start only i TOTAL 116
- Fun load nameplate value.. Duranon of peak value was 1.5 seconos cuang,
final stage of load sequencing. l 1 l'
ENCLOSURE (4) B. SITE TESTIN_Q Site teating was conducted utilizing the recommendations of the USNRC Regulatory Guide 1.108. Thirty-five (35) valid, consecutive starts, each followed by manual synchronization to the grid and loading to >50 per cunt of generator nameplate, were successfully performed on each GEN-SET with no failures. A total of 140 start-load cycles were successfully completed for this site with four GEN-SETS. A 24-hour continuous load test was performed on each GEN-SET. The 24-hour capacity test consisted of.'oading the GEN-SET to the 110 percent of nominal rating for 2 hours, followed by loading to_the 100 percent of nominal rating for the remaining 22 hour period. The GEN-SET transient load capability was established by simulating a I safeguards and blackout condition, causing safeguerds loads to be sequenced onto the GEN-SET. Periodic testing of the diesel generator sets, ongoing since 1982 for Unit 1 (1985 for Unit 2), continues in the-form-of. a plant surveillance test program. The program consists of two types of tests conducted at both monthly and annually (refueling outage) intervals. The monthly test utilizes one of the four different-start signals (manual, SI, blackout, or coincident S1 + blackout) to inJ11 ate a GEN-SET start. The type of signal used is such that each-variation is demonstrated at least' every 124 days. GEN-SET acceleration. together with voltage and frequency (speed) response are monitored during the test. Startup_is followed by manual loading to 100 per cent nameplate in 60 seconds and held at that value for a one-hour period. The refueling outage -testing consists of automatic start via -a. sim lated SI or SI + blackout, followed by load sequencer application of safeguards loads. Verification of acceleration, voltage and frequency (speed) is performed at this time. Also demonstrated.dering this refueling outage test are loss of largest single load response, full -load rejection, and 24 -hour load capability. 1 L l I 1 2
e. 4 l ENCLOSURE (5) NSP NUCLEAR PLANT TEST PROGRAM
SUMMARY
ll I
- r r-
. a. .,a i ENCLOSURE (5) NR.E.NUQLEAR PLANT TEST PROQRAM_SMMMARY I. EQUJ_0 MENT DESCRIPT1QH Two diesel generatbr sets, with SACM model ' UD45V16S5D diesel, each driving a JEUMONT-SCHNEIDER generator, rated at ~4160V, 6 0.-; H z,; 1 2 0 0 RPM, 5400 KW continuous.- II. TEST CRITERIA b!bb, TEv. an[NeSbd,3N-8$. 2 1 III. TEST PROGRAM. Standard SACM factory testing von conducted for each of the two-conbined diesel generator sets according to the specification DLTC 1604, 21.05.90 (Generating Set Tests). Starting and load acceptance tests without circulation = of raw. cooling water (from 0.to '100% load ~ within approximately 43'sec)-. Duration 5 minutes. A total of 35 startings has been carried out, 30 starts preheated: engines, 5 starts with operating equilibrum temperature. r - Capability test: at nominal power (5400 KW,l1200. RPM, 4160 Volts). An endurance test of 22 hours has been carried out. - Overload test: at -1101 of nominal load during'2 hours. Power 5940 KW at 1200 RPM. Starting and reloading test: the GEN-SET has been started and reloaded at 110% for 1 hour. Test at stable load: These tests were to have the nominal power, output of the GEN-SET varying from 0 to 100% and from 100% to.0'in steps of 25%.of the nominal power 1.e O to 25% load 1350 KW at 1200' RPM' 25 to 50% load 2700 KW at 1200 RPM 50 to 75% load 4050 KW at 1200 RPM 75 to 100% load 5400 KW at 1200 RPM and return. - Overspeed test : with the GEN-SET idling at 1200 RPM,L the speed-has been manually increased to'its overspeed set point : 1380 i 27-RPM (i. 2%). 1
t ENCLOSURE (6) YONGGWANG NUCLEAR PLANT TEST PROGRAM'
SUMMARY
^ I N v {'. n ._____.__ii____.
> c h ENCLOSURE (0) XG1LNUCI. EAR PLANT TEST PROGRAM
SUMMARY
I. LSIJ2 MENT DESCRIPTION Four diesel generator
- sets, with SACM model UD45V20S5D
- diesels, connected in a
tandem configuration driving a Jeumont-Schneider generator, rated at 4160 V, , 60 Hz, 1200 RPM, 6500 KW continuous. II. T_E.S'LCRITE RI A Testing was performed according to the Korean Nuclear requirements which have addressed the IEEE 387-84 and NRC Regulatory Guidos 1.9 for recommended testing methodology and acceptance criteria. III. TEST PROGRAM Standard SACM factory testing of each diesel, and the combined diesel generator set performance were conducted for each of the above tandem-driven GEN-SE'rS. Those tests were established in conformance with applicable Nuclear Standards. Cach tandem-driven GEN-SETS was tested in accordance with SACM's specification DLTC 1772, dated 4.10.91 (class 1 Diesel generator set combined test report). - Load capability test These tests are to demonstrate the capability of the Diesel generator Unit to carry the rated loads tor the period of time indicated and to successfully reject load. Program: running on no load during 4 hours .. running on 75% load (4875 KW) during 2 hours running on 25% load (1625 KW) during 1/2 hour . running on 50% load (3250 KW) during 1/2 hour starting of DG
- SET, the load has been progressively
.increased to full load 6500 KW. This load has been maintained 20 minutes in order to reach _the temperature eqcilibrum. . continuous rated load test: running on continuous rated load (6500 KW) during 22 hours. Short Time Rating Test: running on short time rating at 7150 KW (110% of load) during 2 hours. Short Time Rating Load rejection Test: At the end of the load sequence
- tests, the load rejection test has been performed by sudden unloading of 7150 KW. This test has been made witu the electric governor.
During the rejection test the speed, voltage and load havc been recorded. GEN-SET speed must not increase more than 75% of the difference between nominal speed and the overspeed trip set point (1380 RPM) or 180 x 0.75 = 135 RPM. The result is an increase in speed of 45 RPM, lower than 135 RPM. Therefore the requirement of IEEE 387 is satisfied. 1 i
~ 1
- ,, y w ENCLOSURE -(6)
- Margin tests: The aim of this test is to demonstrate the Diesel Generator capability-to start and carry loads that are greater then the magnitude-of the most severe step load within thev plant design load profile.
Reference:
IEE 387,84 para 7.2.3 1 SACM procedure DLTC.1575 - para 9.4 H SACM calculation Note DLCL-13.1.987 para 3.4.2. - Load sequence tests: The' aim of this test is to establish-the capability of the Diesel Generator Unit to accept the specified sequence loads.
Reference:
Specification: - 9.165M896 Para 4.05.B - MSS 21-5 Para 9.11 - SACM procedure DLTC 1575 para 9.5 L - SACM calculation note DLCL 13.1.1987 para 3.4.1 L Test process: Eight load steps corresponding to the complete specified l-load sequence have been performed. For each the test has been carried out_ twice: once with electric governor and once with hydraulic governor. - Overspeed Tests: L The aim of theso tes t.s is to -verify the calibration and the functioning of the four pneumatic overspeed devices. With the. genset-idling at 1200 RPM, the speed has been manually increased. to its -overspeed set point: 1400 RPM or to within i 30_ RPM - to _ trip the .genset. l 300 start tests : I: A total of 300 valid start and loading tests has _ been performed - for the qualification of one of the.four. Diesel Generators set-~ delivered - to the Nuclear Power Plant of Yonggwang (Unit 3-4). This test was made in accordance with the requirements fo IEEE 387-84 Chapter 7.2.2 Start and Load Acceptance Tests The Combined Tests of the-diesel generator have been performed and'are in conformity with the applicable specification 9-165 M 896Jor with-the IEEE standard 387,84. l L l I L 2-
z3 s-1, 1 a. .>i ENCLOSURE (7). T SACM ENGINEERING EVALUATIONS '\\. E .i i
> e l ENCLOSURE (7) S_AE _INGINEERING EVALUATIONS The purpose of this review is to discuss single and tandem configured GEN-SET response during various chases of operation, including:
- starting, loading, and steady-state load operation.
Information presented here is based on test results of single GEN-SETS at KRUMMEL and CRUAS nuclear plants, in-service results of tandem GEN-SETS at ASCO, VANDELLOS, KOREAN (YNG) and NSP Prairie Island nuclear plants, and SACM calculations. I. STARTING PHASE A. AIR START SYSTEM Air start system components of the SACM model UD45 engine, and their designed function are identical for cach configuration. The tandem design differs only in the amount of conservatism with the addition of another redundant starting air system, enabling GEN-SET start from any two of four air suppliec. single GEN-SET is approximately 0.36 x '1 he starting failure rate of a 10~4 per start request, aa determined by the actual failure rate experienced in the field. Since a tandem configured GEN-BET, with its redundant starting air system, coulp be considered to have half this failure rate, a value of 0.18 x 10-can be initially assigned to the tandem GEN-SETS.
- However, a risk assessment calculation assigns an additional 0.04 x 10~
per start request due to censiderations of starting air system common mode failures. Thus the total calculateg starting failure rate for a tandem configured GEN-SET is 0.22 x 10' por start request. B. FUEL INJECTION SYSTEM On UD45 engines, engine start and load control is regulated by a governor. The governor, in response to deviation from a nominal speed setpoint physically positions the fuel rack to uniformly permit the fuel injectio:. pump of each cylinder to supply the appropriate amount of fuel. Maximum deviation occurs upon receipt of a start signal with the engine at zero speed, causing full opening of the fuel racks. Pneumatic booster is provided to overcome the inherent lag in governor hydraulic pressure output during engine starting. The
- booster, utilizing starting air system as a pressure source, pressurizes the hydraulic output portion of the governor to provide the instanteneous opening of the fuel racks.
I
~ _-. -. i >. ENCLOSURE' (7) Both the KRUMMEL and. BG & E designa incorporate the-use of this pneumatic booster assembly to establish maximum - fuel position at the.- time of engine start. At the moment of start, there is no functional-dif ference in the control of the fuel injection system between the KRIJMMEL and BG'& E eng.ne. C. ENGINE IGNITION The engine speed at which auto-ignition takes place inside..the cylinder (engine ignition) depends essentially upon.the engine volumetric compression ratio and combustion air temperature. The two engines of the BG & E tandem GEN-SET design have exactly the same volumetric compression ratio and combustion ' air temperature at aspiration. Engine' ignition therefore occurs at the same shaft speed, approximately 75 rpm. No detrimental . interaction between engines occurs even in the event of a ali: ht shift in ignition'apeed. Either-engine will provide sufficient acceleration to ' increase the shaft speed sufficiently to cause engine ignition of the remaining engine. D. ELASTIC COUPLINGS 1 When tue auto-ignition speed is attained,'each of the two engines'of a tandem GEN-SET provide essentially the same torque..This output torque-equality is based on the fact that each engine has: 1) : an. identical number of cylinders; 2) with equivalent displacement; 3) maximum fuel rack positioning; 4) identical turbocharging; and _5)_ the same' ~ thermodynamic conditions in each cylinder. Each engine-to-generator coupling therefore, transmits an equal amount of torque to initially rotate the generator. E. STARTING INERTIA Two key factors in determining the starting time of a GEN-SET are the Starting Inertia and the RPM plateau which tne GEN-SET must achieve to-become synchronous. For the model-UD45. engines, the-60' Hertz synchronous speed is 1200 rpm, while - for 50 Hertz operation,- the.. synchronous speed le 1500 rpm. 3 2
.c. 3em b ENCLOSURE -(7) GLOBAL SYNCH ROT RING INERTIA MEASURED UD45 SPEED INERTjA PERC{L START TIME S_I_TE TYPE SET ENGINES iraq). (ka-m-) (ka-m ) (seconds) KRUMMEL Single V2055D 1500 590.7 27.5 _7.5 to 7.7 CRUAS Single V20S5D 1500 546.3 32.3 7.7. to 8.0I NSP Tandem V16S5D 1200 1246.7 39.0 7.2 to 8.3 ASCO Tandem V16S5D 1500 1459.0 45.6 < 10 CHINA Tandem V11S5D 1500 864.5 36.0 8.3 to 8.5 YONGWANG Tandem V20S5D 1200 1357.5 33.9 5.4.to.6.1 BG&E Tandem V16S5D 1200 1191.9 37.24 0.0 (calculated) F. CONCLUSIONS During the starting phase, a side-by-side comparison of a. tandem GEN-SET and two single GEN-SETS may be made, on the. condition that_the engines are of the same model design and that the _ operation of_the starting air system and governor are functionall1y t h e s_a m e. Under those conditions, the results of starting tests conducted on a. single-engine GEN-SET engines at the-KRUMMEL plant and those for the BG&E plan 0 can be compared in this fashion. II. OPERATING PHASE A. I.OAD ACCEPTANCE The engine response time-to load changes depen '.s primarily on the governor response and the perfrrmance of the tu hocharging system. From a theoretical point of view, SACM has shown by calculation that-the BGE GEN-SET is capable of satisfying the transient speed-~ criteria, experienced during-step-loadi.ng and loss-of-load sj' tions. The calculation program utilized by SACM since 1976, has bee., proof-tested with resulting high reliability _ and repeatability in predicting GEN-SET performance on numerous nuclear and non-nuclear installations. In application - however, the overall response of the GEN-SET during_a given transient condition is subject to the _following component-responses: 3 3 4 x
, J a,,, ENCLOSURE (7) 1) When there is a large increase in load demanded by the - generator, as during the initial loading phase, the speed of the GEN-SET drops and the governor responds nearly -instantly (within approximately. 100 milli-seconds), to this _ speed variation ~ The governor places the fuel injection pumps in full rack position. Therefore, all of the cylinders receive, during this transition phase,. the same quantity of fuel. The differences in the reaction times of the two governors are less than 0.5 per cent. The differences in load regulation of the power at full rack are also less,than 0.5 per cent. i -2) During thir transient load time, the turbochargers receive-the-same energy from the exhaust gas and due to their_ identical design,- they furnish the same amount of turbocharging (combustion air boost) pressure to each of the two engines. Difference in turbocharging pressure for a given exhaust gas value, caused by fouling and/or inherent component tolerance differences, decreases the instantaneous power response between the two engines by less than 2.0 per cent. The effective cumulative differences, due to governor-and turbocharger response are significantly offset by 'aroviding a total fuel rack travel equivalent to 115.6 per cent of nominal full power. B. STEADY-STATE Two important aspects of stability at steady-state _ consist-of speed' stability and engine-to-engine load divisicn (sharing). Discussion of these two areas is provided below: l
- 1. SPEED STABILITY l
Engine speed staollity depends essentially on the performance of.the ~ governing system. When considering only the hydraulic portion of-the governor units provided at KRUMMEL and BG & E, speed stability-performance is: identical. The DG &_ E choice of the Woodward model EGB35P governor with mode 2301A processor however, greatly enhances the overall system response with - the introduction of an electronic speed control - system _ as _ the primary control element. The hydraulic section of the governor performs a dedicated backup function, with a nominal _setpoint_of'1245-Ipm to permit-a sufficient maneuvering range for the. electronic system corrections required to maintain the desired 1200 rpm setpoint value. 4 y-
.v s ENCLOSURE. (7) 2. LOAD SHARING A. GOVERNOR The diucussion of loa'* sharing as presented here pertains to the: engine-to-engine load sharing as .seen in a tandem GEN-SET configuration. In the past, SACM had utilized a pneumatic load' sharing _ system (e.g. ASCO and ALMARAZ) which controlled the hydraulic governing system satisfactorily. Expressed in terms of power of one ~ engine compared to the
- other, the difference is, at the nominal rating, on the order of 3.5 to 4.0 per cent.
The tandem GEN-SETS of South Korea, Units 9 &_10, are equipped-with a system of electric load sharing. The precision obtained in terms of the difference in power is on the order of 3.0 to 3.5 per_ cent.- The tandem GEN-SETS of VALDECABALLEROS and BG & E are equipped with_an j electronic load-share compensation system. The precision in load 1 sharing with this particular type of system is on the order of 3.0 to 3.5 per cent at the nominal rating. All things belag otherwise equal, this is the expected range for the BG & E GEN-SETS. i The above load-share differences are again' significantly offset by the; 115.6 per cent full fuel injection capability of each engine,
- b. ELASTIC COUPLINGS For the BG & E tandem GEN-SET', t;he maximum torque' that is transmitted S
to each coupling in 26.000 mN (newton-meters). The nominal torque of-the coupling which SACM has chosen for theso-GEN-SETS - Stromag, (1. e type GEF - 2900 R). is 20.000 mN, with a maximum _ torque capability of-87.000 mN. Consequently, the differences in torque value - between eacP engine, as a result of load sharing-tolerances, the order ' of 3.0 .o 3.5 percent, are well within the coupling design margin.
- c. TORSIONAL VTBRATIONAL
'SACM has addressed the torsional vibration responses for the tanc em GES-SET under the following postulated scenarios:
- 1) Two engines onerating in overload (i.e. short-time rating).
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- 2) One engine driving the entire shaf tline, _ including the-second engine which is providing no torque. In this case,-the' power _of.
the tandem GEN-SET is reduced by 50 per cent.
- 3) Single engine operation with the second engine having been:
l uncoupled. In this case, the power of the' tandem GEN-SET is reduced by 50 per cent. !t In call of the above. postulated _ configurations, the tors ional _- vibrations were calculated and.found to be within acceptable limits. The calculation of torsional vibration being performed will. verify that _no' harmful vib' ration occurs within plus - or minus 5 ' percent _ of the . synchronous speed, as required by IEEE-387 (1984), paragraph-5.5.1.2 +5 L r
ENCLOSURE (7) C. CONCLUSIONS A tandem GEN-SET may be directly compared to a single GEN-SET with the condition that the governing systems are the same on each of the engines and that a load sharing device corrects for the small differences between each engine governor response. The precision in terms of power on each engine is on the-order of 3.0 to 3.5 per cent at the nominal power rating. SACM model UD45 engines have shown a high operational reliability with values on the order of 0.74 x 10-3/ hour failure rate for single GEN-10-3/ hour failure rate for tandem configured GEN-SETS and a. 25 x SETS. Tests previously conducted on both single and tandem GEN-SETS'of the same base model design (UD45), have adequat el y established the qualification of the tandem GEN-SETS to be utill ed at.BG & E. The SACM engineering evaluation presented here coupled with the other test and field experience of the UD45 engines (presented elsewhere in this report) and the proposed test demonstrat. ion' programs to be conducted in the factory and at the site, support-the reduction in test starts and the acceptance of this engine design as having been previously qualifjed. 9 6 I ..}}