ML20137Y264
| ML20137Y264 | |
| Person / Time | |
|---|---|
| Site: | Grand Gulf  |
| Issue date: | 11/30/1985 |
| From: | Louzecky P ENGINEERED APPLICATIONS CORP. |
| To: | Berlinger C AFFILIATION NOT ASSIGNED |
| References | |
| NUDOCS 8512110002 | |
| Download: ML20137Y264 (33) | |
Text
___ -__ _ _ _______ _
ENGINEERED APPLICATIONS CORPORATION ENGINE ENGINE ENGINEERING AND DESIGN CONSULTANTS SYSTEM DES /GN ANAL VSTS 1674 Witherbee Road. Troy. Michigan 48084 SPECIAL/STS Phone 313-646-6439 ul November 30, 1985 Mr. Carl Berlinger, 1201 Korman Drive, Potomac, Md. 20854
Subject:
Report on Grand Gulf T.D.I. Engine Division 1, Unit 1, that Oversned.
Dear Carl:
I enjoyed very much working with you on the reference project as you have such a good understanding of engines and their problems.
Enclosed is my report on the visit to Grand Gulf to examine the Division I engine.
The Grand Gulf people were doing a very Eood job of overhauling and up grading the engine.
If they continue doing their good work the engine will operate almost as well as a new engine.
The bedplate will not be a problem.
The main bearing caps are more than strong enough to hold it.
There are, however, two problems that were not answered i
during my visit.
The first is: the crankshaft,is it straight?
I think it is but Grand Gulf had not checked it out.
The other problem is the generator armature.
Did the overspeed jar the coils loose?
The increase in centrifugal force at 700 RPM is almost two and one-half times (2h) the force at 450 RPM.
If the coils are even slightly loose they will work in their slots and down the road they may short out.
Does Grand Gulf plan to contact T.D.I. or Electric Products Company.
(The generator Manufacturer) about this problem or do they plan to meg out the armature more often to be sure.
Also, if I can be of further help or you desire more information, please let me know.
4 d
Enclosed is my statement for my work.
Would you give it to the proper people? Thank you.
Sincerely yours, br[kDO
\\M 6
8 I Paul J. Louzecky k
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VISIT TO THE GRAND GULP. NUCLEAR POWER STATION TO EXAMINE THE T.D.I. DSRV-16-4 DIVISION 1, y
UNIT 1, ENGINE WHICH OVERSPED.
- l INTRODUCTION A visit was made to the Grand Gulf nuclear Power Station of Mississippi Power and Light Company at Port Gibson, Mississ-ippi on November 21st. and 22nd., 1985 The purpose for the visit was to examine the damage to engine Division 1 of Unit 1 that resulted when the engine over sped.
The findings of this engine damage are as follows:
CONCLUSIONS AND RECOMMENDATIONS t
1.
The cracking of the T.D.I. engine bedplate resulted from the engine overspeed.
The cracks are very tight and it does not appear that they will cause any operating problems with continued use of the bedplate.
It is recommended, how-ever, that the cracks be inspected at these bearing supports after about 300-400 hours of engine operation.
t FaAA also concluded that the bedplate was satisfactorily for use.
2.
The crankshaft looked good and is satisfactory to
~ use,providingthealignmentcheckstobemadeshowthatit is OK.
3.
The crankpin and main bearing shells were so badly
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damaged that the hl?kEWNW~V i'Nh4;kW,y must be replaced with'ned sNis11s.i(f'h ',r
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1 2e 14 Connecting Rod No. 5 overheated and must be re-placed.
5.
The other engine parts looked good except for two connecting rod bolts and No. 6 liner L.B., which must also be replaced.
6.
It is also recommended that whenever changing (drain-ing) the oil in the governor that two quarts of oil be added regardless of the reading on the sight glass and that the engine be air rolled to help distribute the oil in the system.
j Then, after a very short runthe oil level be again checked I
and oil added as required.
In this way there will always be sufficient oil in the governor for its operation.
The Woodward people say that the governor must have a minimum of 1300-1500 cc of oil for operation.
7.
The engine part inspection performed by GrandGulf was very thorcugh and all questionable engine parts are to be replaced.
DISCUSSION b,
ii.9J
! N?#Nf 1.
POSSIBLE CAUSE OF OVERSPEEDING f'
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It was reported by the Grand Oult people that the 1
, ~ _
1 accident occurred on November 5, 1985..
p It probably resulted y
from insufficient oil in the Woodward Governor following a governor oil change.
The governor was examined by Woodward Governor and tested.
Taey confirmed the findings.
The E
governor tiad about 750 cc of oil, while a minimum of about a Y 5.f M G :jr,k %
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1300 cc is required for governor operation.
1S The engine governor is_ a combination of electrid and mechanical control and is shown diagrametically by Figure -1.
The electric governor controlsthe oil system with the mechani-cal governor inorder t'o improve the Sovernor response time.
So, with low oil in the governor neither the electric nor mechanical governor can control the oil pressure to the power piston and shut the engine down.
The engine also has an overspeed governor.
See Figure
-2.
On overspeed this Sovernor actuates a butterfly valve that shuts off the air to the engine.
This governor, it is understood, was set to operate between 517 and 535 RPM.
How-ever, it takes about. 2 to 2.5 seconds to operate.
The Delaval people reported that at full fuel rack and no load the engine acceleration is about 100 revolutions per sec. per.sec.
Based on this information the overspeed RPM of the engine was about 650-700 RPM.
700 RPM engine speed will be used in the calcula-tions in this report.
ENGINE EEDPLATE After the accident the engine was dismantled for inspec-
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The engine crankshaft is bedded in the badplate and held in place with bearing caps.
Inspection of the bedplate in the main bearing cap saddle area showed that there were crgeks from the main bear-ing bolt holes to the bearing cap dowels of bearings No. 3, 5, and 7, bo,th on the left and right bank sides.
Also, each of ru
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5e U S t SPEED ADJUSTING .t... g SCREW E ly. a t i SERVO LIMIT r9 ADJUSTING SCREW gggy NNNNNNNNNNNNg 2//j. 2 / / lill :- $lll$l$ Illl@L._3 D 3 / RESET SPRING fg g Wj,0,0,g g 3 9,o,$ 7//,,. SPEED OR00P BRACKET g y g g y ' TERMINAL SHAFT ~' b / \\ b SPEED ADJUSTING LEVER / 4 q N\\ . O ,TERMIN AL LEVER \\
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- ovERSPEED GOVERNOR Woodward Governor Company reserves the right to update any portion of this publication at any time, 3
Woodward Governor Company is believed to be correct and reliable. However, no responsibility is .. 7 i I Governor Company for its uw unless otherwise expressly undertaken, 8 d = I ~ s. .,-_-_,_,-..,-_.r-_ = - - - -,.,,,.. - -. _ - - -,. -, - - - - - -, -m-,.-
6. l i these bearing saddles had cracks from the bearing shell bore to the dowell hole. See Figure -3. i Taese c2 acks are all very tight and' generally could not I I be seen without a liquid penetrant. Figures -4 and -5 are, 1 l pictures of the cracked area, but the cracks are not visible. i j i l r l j i l l f i I '.b ? ~f,* .t % f,. < ' .y \\ i g .cs i l 1 / i Figure -4 No. 5 Main Bearing Saddles i Left Bank l l. 1 i r i e 4 0 t g, [, i m* . h g' _ #' 7m." .. r.' .' f. i.I .,j g i+ e .. ~, ~
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10 i.. CRANKSHAPP e 9 Because of the overheating of the aluminum bearbg. f ~ l' shells, bearing metal was welded to the crankshaft. The metal was removed from the shaft journals by an outside engine service company. The bearing journals were then i l polished. Figure-16 shows a polished journal. l l p -- I ~ z fg.+ l r-1 l (.- t 1 1 hl, 't 3 w .a l .u p - w-u1 n. w s 1. - em Figure -16 No. 4 Crankpin Polished. Inorder to be sure that no other damage was done to the crankshaft the main 6 earing journals will be checked for run. i . gm pj g._ j .s g g r. out? Inorder to be sure the shaft is 'not bent 'ii the%edplate ' ' " ~ ' 7 - Q. - }= 7 distorted, a crank cheek deflection test will also be made. Oy P' CRANKSHAPP TORSIONAL VIBRATIONS ^ Appendix II shows the critical speeds that were passed through as the engine oversped. Appendix II also shows the 'I estimated, vibratory ar.plitudes of these criticals. KIN / :j.y py v - :. r. -P"!.YMMd! ' dAi;*SYiW ;. i6. i if<A;c. A Pc 4:f b h. gNi ' JH T L 'i O i, 1 % U. 4j. ff j, pg.4 p. ;.va. g ?.00 4 g 3 ( g y gj ,,,-g,,
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11 i Because these criticals were passed through it would have been nice to look at one flywheel bolt. Because,.of _ the difficulty of removing a bolt for inspection and because these vibratory amplitudes were about 1/3 of the amplitudes measured in starting at San Onofre, it was decided that an inspection of a flywheel bolt was not ncessary. MAIN BEARING CAPS The main bearing caps that hold the main bearing shells in place were inspected. They did show some working of the cap to bedplate interface, but besides this slight fretting the Grand Gulf people said that their inspection showed no cracks. CRANKCASE eng. A liquid penetrant inspection of the crankcase over No. 5 main bearing was made at the request of Mr. Carl Berlinger. The inspection showed no cracks. Besides this inspection the cylinder liner support and crankcase top deck were also in-spected and no cracks found. E- ~ CONNECTING ROD [ '- J~2" U
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I r 4_ e_ This engine, being a Vee engine, uses _ a combination of. 9 < :.g, - y ..a;yw.=~. 4 9:y;:pu 9i m yy q.: 3 -. gM ~ master'and link rod to connect the" crankpin' wit 6 the pistons. F-4 s . e .--fg 9 +.,.. u.g m + - < n x 4 + + : y q p ~, -, y- .. w.. +y .:e g[,haAn.Thg.inspectiogshowedthat,the_masterrodsalllookedgoody;p-4;
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s ~ ..v .. -. +.. but one link rod pin, No. 5, showed overheating of the link / rod serrated support and the link rod pin. See Figures -8 and -9. A new complete connecting rod will be installed. p k g % j p g $ f f y g g g g g % g j Q. n g s. n } M l 3 jp N $ m twem mmmm Qgpp ygidi gg T muin 7
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'Ili :heg f Figure -9 Link Rod Pin C' 6- \\ r a i h, The link rod pin is held in place by a' bronze"bushi$h s..o x 9 r ?. I with two straps which carry the link rod inertia forcI. The link rod and piston inertia force at 700 RPM is about 163000 Pounds an,d thd bearing pressure on these straps due to this g."- Iki. t ? h (. a(a 4 - e O. . j,, f O' f
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13. i force, is 8750 PSI. This pressure is very high and it would have been expected that more than one set of rod bearings (two straps ).would have failed. However, it was reported i that the duration of the overspeed was less than 15 seconds, i j so the short running time probably saved the other link rod bushings. The bushings for the other link rod looked good. See Figure-10. / / .( { k' l l ..g e .~ I,. .P s i, e ~- 2 eaJ ~ l Figure -10 Link Rod Bushing showing the Straps that carried the high inertia load. The link rod i bolted to -the. link rod pin with 1 bolts. 4 f N /2f? T/U?ij M <$ M 'E $ f.# d k T M yj @ M @ K I C ?i E M E F F / R J ~ " O ' ? F N j % l,h p.?;j.'?9p i '. >> Calculationsi. Appendir III, show that; the rod'. separated from ~
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s ,..~>~; n..n;9: w ~ cn -- r ) [_.,, the _ piis.' Th's bolts holding the linErod are not' a tigilt-fit, so when this separation occurred the holding bolts were not / A. s.s .,v. 4 4. u-bent. .s - c N. y r
- 4 PISTON PINS (WRIST PINS) AND BUSHINGS
( 1,. The pist'on" pins were removed for inspection and all Ey N 6' !.. W L, ;h%w & looked! good'.MWa mL ' D.. r.y Vy.;,y' m:.'2.%. g upg W ;,y.s N M'%. i ~ y, w,,i .e : : i 4~, M'he:r.5 t n :,
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11.. i-4 The bushings in all the connecting rods were also in-1 l spected and looked good. The inertia. force on.tho'pist'on l ..( <,... 4 I 9 3 w. 3., y. 9 pin bushing, due to the overspeed, was' considerably less than c. the firing pressure, so the bushings showed' no distrds. See l l Figures -11 and -12. 'g N m, :.1% -s 9 i I g s N / / /r ~ / w.
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i I i 1 l I e . y, l Figure -12 Typical Piston Pin 1 i a i 1 I l PISTONS AND LINERS During this engine damage inspection, all the pistons and 1 i liners were removed and inspected. l t The pistons were disassembled (See Figure -13) and inspec-i ted for scuffing and the skirts for cracks and all looked good. 4 ) In disassembling the piston crown from the skirt, two bolt locking plates slightly nicked the skirt. See Figure -14 The knicks were superficial and were removed by polishing. '.E 9f+%. d.-%l#~;n t:s k t. J 'a V M, Wi:h n X-w s. e m p w16rti YsJbVTfs# 4?U M.1 %a,. %x L~ ici'
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Tei 17. 1 i. ...t I j had been deglazed. The people doing the work requested my , t comments. It was suggested that the honing angle'be i.ncreased n< nm,....w::.- { h, from about the present.10 degrees to' abodt.g30 degr,ees on the' m e other liners. Figure -15 shows the honing pattern on the liners for cylinder No. 2 - Right Bank. J I I a }\\ '. 3 .,"..ri-!. f,9.g %.,y,,,g.' h h. g,. 4%' Y #1N 'y $ MIN. r %, :'M. y., s.t M j '*a P+ y& : ; 'w@l3 l= <d.:*. ' '-( , T Q J'f. y ~,% f s. e;~:. . - y',, .p_ Q;1,. q %,?, '..,..'y-. u -~ i 3.; . j. Q ) j,} ' ? -7 -. y l,.. ';.,y,.-. ,,% j n. y. . w 1. 1 ['[ .f. Sg ,..,.j 5 [g,.[ ..J. NM I l " :;/:f.l[:,. e(y',.# k , " : ? ': -; l ;,3.. ' * :. p(: - ; i . ; ~:. ~, L.,:.
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