ML20147G488
| ML20147G488 | |
| Person / Time | |
|---|---|
| Site: | Rancho Seco |
| Issue date: | 02/11/1988 |
| From: | Arzani V, Scheffler W DUKE ENGINEERING & SERVICES |
| To: | |
| Shared Package | |
| ML20147G420 | List: |
| References | |
| NUDOCS 8803080241 | |
| Download: ML20147G488 (140) | |
Text
{{#Wiki_filter:., ME0A-PROBLEM REPORT-RANCHO SECO 88-l' PRELIMINARY REPORT RANCHO SECO PIPING VIBRATION 1 TOI DIESELS A & B BY DUKE ENGINEERING AND SERVICES CHARLOTTE, N.C. 8803080241 880225 {DR ADOCK 05000312 DCD
PURPOSE
~The purpose of this calculation is to document the verification process that has been used to determine the structural adequacy of certain piping systems for the vibration environment sustained. These systems, identified below, are support systems for the two TDI diesel generators installed at the Rancho Seco Nuclear Power Plant in the Sacramento Municipal Utilities District, Sacramento, California.
SCOPE The scope of piping included in this document are listed in Tables IA and 1B by system and isometric drawing number. VIBRATION MEASUREMENT PROCESS , METHOD - Vibration was measured using handheld vibration meters by scanning the piping in all directions with a velocity transducer. Vibration levels were recorded at the locations noted on the isometrics included in this report. (Figures Al thru A41 and B1 thru B41) In addition, vibration data to be used as input to computer analysis of running deflection shapes was collected with hand held or magnet held accelerometers at pre-determined points on the pipe and anchor points. All data was collected while the engine was running at rated power (3000 KW). ; INSTRUMENTATION - The instruments used for measuring vibration are shown ' in Appendix 1. Calibration certification is also given in the appendix. PARAMETERS MEASURED - Measurements were made in velocity for all piping qualified by velocity criteria. For piping qualified by computer analysis using operating deflection data, measurements were made in r acceleration and double integrated by hand to get spectral displacement. The frequency range of interest for all measurements was 10-1000 hz. VIBRATION ACCEPTANCE CRITERIA The vibration acceptance criteria is in accordance with "Requirements for Preoperational and Initial Start-up Vibration Testing of Nuclear Power Plant Piping Systems, ANSI /ASME OM3-1982" l METHODS OF QUALIFICATION The basic method of qualification was the velocity method as per l paragraph 5.1.2 of OM-3. There was some, but very limited, use of the displacement method as per paragraph 5.1.1. In the most complicated system, jacket water return, qualification was done by detailed stress analysis using SUPERPIPE, Version 220, 1/30/87 computer code. Measured operating spectral peak response of the system was used to obtain displacement input for the computer model. Stresses were calculated for the operating shape for each significant spectral response frequency. At the maximum stress points for each of these operating shapes, the stresses caused by all significant operating shapes were vectorally combined with respect to the local coordinate system of the pipe. With respect to phase, the components were assumed to be in-phase. Scress allowables were in accordance with OM-3 (82) and C2K2 values were taken from ASME Ill 2
RESULTS The results of velocity measurements are shown in Table 2A for the "A" diesel and in Table 2B for the "B" diesel. These tables also show the C2K2 val sed in the cal measurementresuStsfor
- a. The criteria an accordanYw th OM-3 criterkulatien of the allo $able velocities i the turbeeharger are presented in Table 3. The piping locations where OM-3 vibration criteria are not met are identified in the tables.
STRUCTURAL MODIFICATIONS Several structural modifications were made in order to reduce the vibration to acceptable levels. The need for these modifications was determined by measuring vibrations, by evaluating previous failures and/or by modal analysis. These modifications are described below. TURBOCHARGER Supp0RT - An E-W/ver.tical support / restraint was added on the west side in the form of a strut pinned at both ends. The strut attaches to the turbocharger support frame at the upper end and to structural steel framing at the lower end. The framing was added by tying into existing structural support steel. The need for the strut was determined from running vibration measuremer,ts, modal analysis and operating deflection shape analysis. The natural frequency of the existing system was 32 hz. The primary forcing frequency from the engine is 30 hz. Present vibration level is shown in Table 3. EXHAUST MANIFOLD SHROUD - An exoskeleton structure was added to the shroud to stiffen and strengthen the shroud structure. Modal and operating deflection shape analysis revealed that the 4" jacket water header which was supported by the shroud was moving excessively. The header supports consisted of pipe clamps bolted to thick plates welded to the 3/16" thick shroud skin. The flexibility of this arrangement combined with the high energy loading from the engine had resulted in fatigue failure of the shroud skin at the support plate interface. With the addition of the exoskeleton structure, the header supports were moved away from the skin and connected to the added structure. All bolted joints in the shroud supports were shimmed where necessary to obtain interface contact prior to torquing of bolting. 1 l 3 l l
l LUBE Oil RETURN TO PRESSURE CONTROL VALVE - This piping had experienced a-history of very high vibration and at least one fatigue failure. In I addition to external piping vibration measurements, pressure pulsations were measured with dynamic pressure transducers. This revealed pressure spikes on the order of 300 psi P-P on top of a' static pressure of 92 psi. This extreme pressure pulsation condition, combined with the existence of seven elbeus-in the system, and further combined with structural ! resonance with the fundamental forcing frequency of the pump, created a vibration response unmanageable with restraints. The system design went through many iterations to de-tune the resonance condition and to reduce the pressure pulsations in the line. Eventually, the pressure pulsations-were reduced drastically with the.use of an in-line expansion tank at the , exit of the pump. The vibration on the line was reduced to levels that ' are acceptable by the OM-3 velocity criteria. However, on subsequent runs of the "A" engine, the pressure pulses increased suddenly and drastically and could not be controlled through adjustment of the pressure control valve. Similar excursions of pressure have occured also on "B" engine. However, adjustment of the pressure control valve on each occasion has reduced the vibration to acceptable levels. Based on the l OM-3 velocity criteria, the vibration level on this system on both A and i B units during these times of pressure pulse excursion was unacceptable. ' However, if the"B" engine excursions continue to be correctable by control valve adjustments, the resulting vibration levels are acceptable. The resolution of this problem has been reassigned to others. JACKET WATER RETURN LINE The modifications to the exhaust shroud also included modifications to the supports to the 4" header on this line. (See Exhaust Manifold , Shroud) Additionally, a vertical support at the juncture of the 4" i header with the 6" header was re-located and re-designed. A vertical support on the 1)" return line from the exhaust shroud was also added. This support is supplied by the 6" header at the 6" header support location. The entire piping configuration in this general area was changed by SMUD simultaneous with the addition of the shroud exoskeleton. Other support / restraints have been removed from the lines coming from the , turbocharger and one support / restraint has been re-designed to provide 1 only N-S restraint on these small lines. All of these modifications have i , been made to reduce the vibrations from resonance with engine produced excitation. This piping was analyzed using operating displacements. ' Based on this analysis, B engine met the requirements of OM-3 (82). Certain portions of the small piping on A engine da not meet the requirements of OM-3. SMUD has decided to replace this piping with j stainless steel piping which has higher endurance limits. In addition, i the connection of this piping to the shroud will be evaluated by strain gaging and/or detailed stress analysis by others. TURBOCHARGER LUBE OIL SUPPLY LINE (l") j A restraint was added to this line to reduce vibration. The problem was discovered when the threaded (NPT) connection to the turbocharger housing started leaking during a run. The pipe was replaced. It was observed that the thread engagement on this connection was only 3/8". From the standpoint of "good design practice" in a high vibration environment, this appears to be inadequate. The vibration was acceptable after the restraint was installed. 1 4
CHEMXCAL ADDITION TANK INLET PIPING A restraint was added to this line on the B engine to de-tune the line away from a resonant condition. The initial velocity level was 7 IPS-PK. The vibration level is now 2 IPS-PK, COMBUSTION All INTERCOOLER AND WALKWAY PLATFORM The intercooler is mounted on the east side of the engine with five upper brackets and two lower brackets. The walkway platform was initially supported by the intercooler and, thus, the intercooler support brackets. Inspection of these joints revealed that the joints were not tight. After re-lubricating the bolts and re-torquing to TDI specifications, the joints still had gaps. On the "A" diesel, a shim o.2" thick machined with compound angles was required to properly shim the lower bracket before torquing the bolts. On the "B" engine, three broken bolts were found during the re-torquing process. None of these bolts were broken by the retorquing process. All of these bolts on the "B" engine were replaced. Before the bolts were removed for re-torquing, they were torqued to the TDI specified torque in order to assure structural integrity before beginning work. One of the broken bolts was actually torqued to specification even though it was already completely severed. This was possible because it failed at an angle, leaving several partial threads intact inside the threaded hole in the engine. This shows that simply torquing bolts without removing them first is inconclusive with regard to structural integrity. By unmagnified visual examination, we conclude that these bolts failed in fatigue resulting from vibration loading on the non-preloaded joint. The combination of non-parallel bracket joint surfaces and insufficient bolt pre-load allods the vibration load on the joint to result in cyclic strain on the bolts sufficient to result in fatigue failure. FUEL OIL LINE TO SUPPLY HEADER Restraints were added to this line. In addition, rubber inserts were 1 added in the restraints for energy absorption. Initial vibration was 16-18 IPS-PK. Present vibration level in active areas is 6-8 IPS-PK which is considered acceptable by OM-3 criteria. i l STARTING AIR PIPING - GENERATOR END l I An existing restraint was modified to increase stiffness and thereby detune resonance with engine excitation. Initial vibration level was l 7 IPS-PK. Present vibration level is 4.2 to 4.5 IPS-PK which is 1 acceptable by OM-3 criteria. TURBOCHARGER LUBE OIL RETURN LINE Because of a previous piping failure at the turbocharger connection, the piping was redesigned to obtain flexibility in the vertical direction. An expansion loop was added in the middle of the span and the loop was restrained laterally by connecting the loop to the combustion air line. The major vibration source became the combustion air line as a result of this tie-in. The pipe was analyzed (See Appendix II) according to the deflection criteria and was acceptable. i I l 5
CONCLUSIONS The following piping, as it is now constructed, does not meet the requirements of OM-3 (82).
- 1. Jacket Water Return Line - A Engine REASON: Small piping from exhaust shroud and turbocharger does not meet stress criteria based on computer analysis.
Stress at highest point is 20,680 PSI vs 10,000 PSI allowed by OM-3 (82). However, SMUD has issued design documents to replace this piping with stainless steel which will meet OM-3 (82) requirements.
- 2. Fuel Oil Tubing (1") from pump to filter REASON: OM-3 (82) Velocity Criteria is exceeded.
Velocity is 9 IPS-PK vs 7.9 IPS-PK allowed by OM-3 (82) Criteria. SMUD has issued support designs to reduce these levels to acceptable limits. The following piping is not included in this report because the evaluation of this piping was reassigned to Engineering Dynamics, Inc.. Lube Oil Discharge Piping to Pressure Control Valve and to Lube Oil Cooler - Unit A All other piping included in the scope of this document has been evaluated for vibration response at 3000 MW load, and is considered to be operable in the vibration environment measured. SUPPORTING CALCULATIONS Calculations supporting vibration evaluation are included in Appendix II. i OVERALL ASSESSMENT OF VIBRATION PROBLEMS The major sources of piping excitation are 1
- 1. Engine
- 2. Lube Oil Pump The derivation of excitation frequencies is as follows:
- 1. Engine Speed 450 RPM 7.5 bz Firing frequency (single) 3.75 hz (composite) 30.0 hz Harmonics - Multiples of 3.75 hz Side bands - Multiples of 3.75 hz 6
OVERALL ASSESSMENT OF VIBRATION PROBLEMS (Continued)
- 2. Lube Oil Gear Pump Speed 612 RPM 10.2 hz Lobe pass frequency 61.2 hz Harmonics - Multiples of 61.2 hz The lateral engine vibration is over 2 IPS-PK at the top of both engines and the major engine-generated frequency is 30 hz. In the jacket water ,
return piping on "A" engine, 18.75 bz (5th order of firing frequency) has 1 a major effect also. In addition, the engine spectra includes all harmonics of 3.75 hz to 100 hz. With this close spacing of excitation frequencies, it is quite evident that de-tuning of resonances would be almost impossible. Performed by '2-II" N V. G. Arzani 'V /
- Approved by b uv '
74 W. Scheffler / I
- The final report and approval is withheld pending receipt of final as-built !
drawings, and the verification of analysis validity in accordance with these i drawings. TOIVIBRA.RPT 7
TABLE 1A PIPING IS0 METRICS TDI DIESEL - A Jacket Water System Drawing No. Rev. DCN 10019-4-XX-1 0 OA 10019-6-HC-1 0 OA 10019-26-HC-1 0 OC 10019-6-XX-1 0 OB 10019-2-HC-1 0 OC 10209-6-XX-1 0 OA 10209-5-XX-1 0 OA 10209-2-XX-1 0 0 10403-6-XX-1 0 0 10405-6-XX-1 0 0 10409-26-XX-1 0 0 10411-2-XX-1 0 0 10413-8-XX-1 0 0 10503-2-XX-1 0 0 66003-26-XX-1 0 OA Lube Oil System Drawing No. Rev. DCN 10013-3-XX-1 0 0 10023-11-XX-1 - OA 10205-21-XX-1 0 0 10207-5-XX-1 0 0 10207-4-XX-1 0 00 10207-4-XX-1A 0 0 l 10211-4-XX-1 0 0 l 10211-4-XX-2 0 O 10211-4-XX-3 0 0 , 10211-4-XX-4 0 0 10211-11-XX-1 0 OA 10211-3/4-XX-1 0 OA 10219-8-XX-1 0 0 10301-2}-XX-1 0 0 10303-2-XX-1 0 0 10303-2-XX-2 0 0 10303-2-XX-3 0 0 10303-i-XX-1 0 0 8
l TABLE 1A (Continued) PIPING IS0 METRICS TDI DIESEL - A Fuel Oil System 10011-1-XX-1 0 OA 10011-2-XX-1 0 OA 0 0 10011-1}-XX-1 10017-11-XX-1 0 0 10027-1-XX-1 0 OA Combustion Air System 10019-14-XX-1 0 0 Starting Air System 10111-3-XX-1 0 OA 10111-3-XX-2 0 OA 10117-3-XX-1 0 OA l 9
TABLE IB PIPING IS0 METRICS TOI DIESEL - B Jacket Water System Drawing No. Rev. OCN 10018-4-XX-1 0 OA 10018-6-HC-1 0 OA 10018-6-XX-1 0 OC 10018-21-HC-1 0 OC 10018-2-HC-1 0 OD 10208-6-XX-1 0 OA 10208-5-XX-1 0 OA 10208-2-XX-1 0 0 10402-6-XX-1 0 0 10404-6-XX-1 0 0 10408-21-XX-1 0 0 10410 2-XX-1 0 0 10412-8-XX-1 0 0 10502-2-XX-1 0 0 66002-21-XX-1 0 0 Lube Oil System Drawing No. Rev. OCN 10012-3-XX-1 0 08 10022-li-XX-1 - OA ! 10204-21-XX-1 0 0 l i 10206-5-XX-1 0 0 10206-4-XX-1 0 00 10206-4-XX-1A 0 0 10210-4-XX-1 0 0 10210-4-XX-2 0 0 10210-4-XX-3 0 0 ; 10210-4-XX-4 0 0 l 10210-11-XX-1 0 OA ' 10210-3/4-XX-1 0 0 10218-8-XX-1 0 0 10300-21-XX-1 0 0 10302-2-XX-1 0 0 10302-2-XX-2 0 0 10302-2-XX-3 0 0 10302-1-XX-1 0 0 10
i I i i TABLE 1B (Continued) PIPING IS0 METRICS TOI DIESEL- B Fuel Oil System Drawing No. Rev. DCN 10010-1-XX-1 0 OA 10010-2-XX-1 0 OA 10010-11-XX-1 0 0 10016-li-XX-1 0 0 10026-1-XX-1 0 OA Combustion and Starting Air System Orawing No. Rev. OCN 10018-14-XX-1 0 0 10110-3-XX-1 0 OA 10110-3-XX-2 0 OA 10116-3-XX-1 0 OA t 11
~
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\
9 DIE 5EL A sh.E4 ic, Fue L ott sysre M - SYS TE.r/1/ P IPE Point Vel . Allo w<.ek M E As oR.E D g2. Du gg, (N/qc _ p k PipIN G E6. JG G i t.f. N o. 2. om-3 loot i-z" yy-5g. ) 2" 2.1 E 9,3 ^ 2. , 2
' 2,5 2 2.
13 3,E 29 S',2. 4,5 25 hog 7,0 5,5
- 2. 6 ,
7,0 5.o lool 7-lh'/X-91.1 , 2l 6 4E 4, f 28 2,8 2.9 2T 36 2.2 3I i 3.5 I" 32 T, (o 70 6.0 33 70 4,6 l (l}(q c. l .3 3 Fo rt, C A N T i t..Ev CRdb EN D < > F 7' HCod)E R fo g, 2.Lcv /o w r. ope j (2.) Cq -= 1 0 - pt a g t, I l l
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TABL.E ~7 S . . _ _ bi ESE.L. - B . _Yi P I N G v I B r2 A T i o N -- V F_Lo c. I T Y _ _ _ . . _ ' A cc EPra N c1 crtgifti Afh' LEAS OMM ENT5 ._. . L ll . TAcKET VJATer2_ srsT cm SYSTE.M / P IPE Pbmr %l . Allowe d M E Asuf2.E. D g2. 2. Dug 6 % -Pk PiplNG DbJ4G Gif E. N o. oM-3 _
]~ACKET WATER
- Sv P PLY kb witz.-s' xx-sa. I s" 1 Er 2.9 04 z l.2 3 i 0i 104 02.-(,"- XX-sa I (," ( 5 4,o C.8 5
O.8 ' 3 (, 09 7 I . 2. 7 I . 2-C D.l l G" \D 5 4.0 0. (,
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O.7 ll I Z. o.5 12.A' O.6 13 0.35 14 O. 2 1
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- nimee 10207-6g-sH.I G" l5 5 4.O M/A O. C TACK ET WAT6 9-SUPPLT heat *,) 0*b
\ ~l O. 8 4" )% U ./ l.5 (o" l' 4.0 0.%
'" 20 4.1 l.5 3 5" 21
. 0 0.7 5" 22. 5 y ,o og 10208-5".XX-91. l 23 2.0 2M l.4 -
l 4,. 25 4.4 4,0 2G z,9 5" 27 40 l . 2. 28 i I.4 l
, 29 ,
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, 32 ,
I.9 _
.TAcxf.T w Arc R Sr.f'sP C 04LR.FL.o D 10408-2k,-XX-54 I 2.!,, t 1 5 4.' O. Z Z O.ZE 3 3 0.22.
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/q " 2 0.25 2" c 4,3 o.zs l0 o,35
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\
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6 l. 7_ _ _. . . ._ __. .. SygTE M / PIPE. EbwT Vel. Allow 4 d MEAsurLE D Pt PIN G DbJ4G Sit.E. N o. 2. 2 oM-3 D u g6. '"Aac-Pk - Lv 9 E O l t ', CRANK usE VEWT
' 0, f S
l00l2.-3 )Q(-54.1 y l 6 . l 2_ j
!.8 1
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/
Lu r3 E. Ol L i turbo Drz AIN N/A 1002.Z-l@XX-5W.IlM" g O E y,4 /, g 2 3,0 zA 3, z 3 4, G. '/,8 45 a 'M k' ,, - 7 t 5 4,9 5,5 7,0 4A E 3.4 6 40 , o o IE lg" . 2,6 8 6 4' 9 0. 4 5~ l I
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SYSTE.N1/ P IP F. PbiwT %l . Allow < d M EASof26. 0 g2 g2. Du gg. % .pk
?PINGDR>JG Ga te. H 0. Om-3 _
Lost oit: tese u.ron.s N/A lozis-8-xx-s4 I q" ALL $' 3,8 $5 ("" , LUBE O IL. ; keepwa ra u .. . i 10204-2.' -XX-$Wil 24" 3 5 't , l , t{ AL' less A n ormts o.9 10300-80xx-SH.124" 7 5 4,4 3.oVAYtvC. b 8 Z,o l0302- Z"-xw.su,1 lY2 " 9 5 Hi4 '"j, g"" 10 l . 2.
/ 1 2" F 93 1,o jg - less ik*n o.9 ,
, 13 ,
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$ l1 SYSTE.M / P IPE Pbis i- Vel . Allo w e .l m e As u rts. D __.,
c2 g2. % -vk
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- KctPWAEM (0mt.) N!A 10302-2.1xx-sH.z. 2." b 6 93 0.9
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I? l.O lo302-21XX-SH3 Z I" l9 5 Ll .1 ) . 2. 3 2" 20 4.2 Si, / 40 2 21 5 4, 3 3,0
=
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- . = = . . .: = . . . . .j 7))EG E L.._ 8 L U S E. o tL_. SYSTEfv1 _.
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,, ,' ~lus %n 102.06-s-XX-58. I 6 19 5 4,O o,9 . _ .
j /' z" 2. 0 4,0 l.2. ._ Zl f l . 2. 5" 22 4.0 2,o 4" 23 '2 , l.4 m 9 21 , l.o _
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l
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' I,5 G 2n C I ,1 7 1,2 6 1,5 o i,c ID l. , 8 12 lib l
l
. i
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)1656 L - 3 Sk.18 417. L v f3 E . cm 5YsTEN1 P ipE Point Ve l . A ll o w <_.d. me AsuRE D SYSTE td/ c2.g2. D v .g g, ig e_pa PtPIN G D N 6 Git 6 N o. om_3 l3 5,0 4,3 "/^ I , 2.
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l021o-4i xx-9 2 lej5,q " Au- . 0 gg lesc han o.9 ... 39 } l.0 S 40 l . (o 102l0-91XK-51,9 9" 4l 5 4 . 2. 1,8 a 2,1 43 2.s
; 9' 2.0 l0210-lk->0( #4.lI kq" 4(o E 4.5 4.0 g S*0 42 3,0
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-t P IPE ibiyy VeI, Allo w 4_ d ME Ayor2E D GYsTE.M / -2. 2 Dv gg, (73ec_pk PrplN G D7.04 G G i 7.6. N 0, om-3 Lv8E of t suPri-Y N/A To flof.KER ARA 5 3* C,9 G )
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Dev,/5tation - Unit File No. _ _ ._ ._
. Subject 7 ;!! Fo ct oit sYST EM By D,t, Sheet No of N ProNem No, Checked By D,te SYS TE.ty)/ P ipt kyr l Ve l . A llo w.e..( M EAsur2E D PlPIN G EflO6 Gi t.E N 0. I 2.
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17 I7. _ _ _ _ _ _ . _ . . . _ . . . . . . . _ P I P E. - l'b wT Wl . All o w* ak. M EA60RE.D SYSTE.M / 1 1 PtplN G Ef2.WG Gi t.E. H 0. OM-3u 1 .Du, .w KE. 8N/se_c- Pk STA t<1'i4 & A I R. (esviso r.o) I'gg 1 l0110-3 XX-CH.2. 3" (, C Eo , ,' 2.5 4., 7 , 38 8 4,0 9 4,0 5,0 4,O 10ll0-3" g-sH.1 7 10- 5' 3 ' [ I 4,3 12 3,4 I3 . 2,0 (" 14 1,2 3" If I 21 --
,4" g J,6 2
17 29 18 l,4 l (" 4 i (" e zo . I,4 1
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l l TABLE 3 TURBOCHARGER VIBRATION VIBRATION-MILS P-P ENGINE AXIAL VERTICAL HORIZONTAL X Y Z A 17 9 19 B 8.5 6.5 19 Measuremerts were made at center line elevation on turbocharger casing under full load conditions. TDI allowables were stated as 25 mils p-p at 30 hz. The above measured values include all frequencies between 10 bz &nd 1000 hz. i l 1 l l 12
_ __, _. _ _ __ J _ _ A_c K_E. i__v>W_rt
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\/ DIESEL GEN. EsulLDING-AREA 17 o EMERGENCY DIESEL GEN.-TLAIN 'A'
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h00lS-4'-MCl ISOMETRIC DIAGRAM DIESEL GENERAlOR BLDGu- ARE A 17 o coar 6n m ri mucrceass' 4
-"sNy_
~ -.M, JACKET WATER SYSTEM-TRAIN A D
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