ML20234D649

Crankshaft Torsional Vibration Measurements Emergency Diesel Generator 'A' Rancho Seco Nuclear Power Plant

ML20234D649
Person / Time
Site:	Rancho Seco
Issue date:	01/31/1987
From:	Bercel E STONE & WEBSTER ENGINEERING CORP.
To:
Shared Package
ML20234D507	List: A11745, Evaluation of DSR-48 Emergency Diesel Generator Crankshafts at Rancho Seco Nuclear Generating Station ML20234D506 ML20234D524 ML20234D615 ML20234D649
References
14850.35-AV3, ERPT-M0020, ERPT-M20, TAC-63030, NUDOCS 8801070121
Download: ML20234D649 (29)

Text

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'T ' E R PT. M OORG

. Report NO. 14850.35-AV3 JAN. 1987 i

CRANKSHAFT TORSIONAL VIBRATION MEASUREMENTS EMERGENCY DIESEL GENERATOR- 'A' RANCHO SECO NUCLEAR POWER PLANT PREPARED FOR SACRAMENTO MUNICIPAL UTILITY DISTRICT PREPARED BY E. BERCEL VIBRATION ENGINEERING l

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STONE & WEBSTER ENGINEERING CORPORATION BOSTON, MASSACHUSETTS 8801070121 DR 871229 g ADOCK 05000312 PDR l i

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TABLE OF CONTENTS

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J Section Title Page l

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SUMMARY

AND CONCLUSIONS ............... 3 1.0 OBJECTIVES ...................... ..... 4 2.0 TEST' EQUIPMENT ..................... .. 4 2.1 Diesel Generator Data ............ . 4 2.2 Instrumentation .................... 4 2.3 Calibration ........................ 5 3.0 MEASUREMENT AND TEST PROCEDURE ........ 5 3.1 Measurement Techniques . ........... 5 3.2 Test Procedure ..................... 5 Variable Speed Test .......... ..... 5 Variable Load Test ...... .......... 6 Transient Tests .................... 6 3.3 Data Reduction ..................... 6 4.0 TEST RESULTS .......................... 7 4.1 Variable Speed-No-Load Test ........ 7 4.2 Rated Speed, Variable Load Test .... 7 4.3 Transient Tests ................ ... 8 APPENDIX .............................. 9 Table 1 Instrumentation Frequency Response Data,  :

Table 2 Torsional Vibration Data Variable Speed Test Table 3 Torsional Vibration Data Variable Load Test Figure 1 Instrumentation Schematic Figure 2 Variable Speed Data Plot Figure 3 Frequency Spectrum 440 rpm Figures 4-8 Variable Load Data Time Domain Figures 9-13 Variable Load Data Frequency Domain Figure 14 Variable Load Data Plot Figures 15-17 Fast Starts

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SUMMARY

AND CONCLUSIONS On November 15 1986 crankshaft torsional vibration measurements were performed on the Emergency Diesel Generator 'A' at the Rancho Seco Nuclear Plant. A careful review of the results indicate that the measurements are consistent and reliable.

At all load levels the 4.0 order (the firing frequency) was the dominant frequency component. All orders and the overall torsional vibration increased linearly with engine load. Both of those observations are normal for the type of engine involved.

The torsional vibration amplitudes at 100 and 110 per cent rated load were 1.2 and 1.3 degrees p p respectively. Those values are considerably lower , nan than the corresponding torsional vibration levels observed on two identical engines with identical crankshafts at the Shorehem and River Bend stations.

The crankshaft . stresses calculated for those engines were below DEMA's allowable stress values for both the single order and combined responses at all loads. Since the crankshaft of the three engines are identical, it may be concluded that the torsional vibration levels of the crankshaft of the Rancho Seco engine are acceptable.

The first natural frequency of the torsional system was found to be 38.3 Hz. This is in good agreement with TDI's Holzer calculations. The crankshaft resonance was excited in all fast starts. The largest response measured during a fast start was 2.9 degrees peak-to-peak. This value is close to what was ,

measured en an identical engine at River Bend. j 1

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1.0 OBJECTIVES The objective of. the tests was to measure and record the torsional vibrations of the free end of the crankshaft under variable speed and variable load conditions. The torsional vibration data were to be reduced and presented in order to provide input for the stress analysis of the crankshaft.

2.0 TEST EQUIPMENT ..

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Diesel Generator Data 2.1 Engine Manufacturer Transamerica Delaval Type DSR-48 Serial No. 81015-3057 Rated Output 3500 kW Bore & Stroke 17" x 21" L Engine speed 450 rpm l Firing Order 1,4,7,3,8,5,2,6 Generator Generator Output 3500 kW, 3-phase .

4375 kVA 607.2 Amps.

Service Factor 1.0 2.2 Instrumentation The following instrumentation was used during the test and in subsequent data analysis.

Description Make Model Serial No.

Torsional vibration transducer HBM BD 720 Carrier amplifier for above HBM KWS 3073 91215 Preamplifier Trig-Tek 205A 103 Top-dead-center indicator SWEC PE 3 Magnetic tape recorder (FM) TEAC R-71 160362 Dual-channel spectrum analyzer Nicolet 660B 5620079006 System control computer HP 9826 2205A04469 4

(. - - - - - - - _ _ _ _ _ _ _ _

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• ke The instrumentation system used in the measurements and data

}y analysis ,c) illustrated in block-diagram form in Figure 1. The ,

e frequenc;iresponse characteristics of the individual components  !

and that of the' system are tabulated in Table 1. l 1

a 2.3 Cal'ihration

, s to The tdreional vibration measurement system was calibrated end to end. With tae transducer mounted on the free end of the crankshaft a static input was applied to the transducer by deflecting th6 internal seismic mass with a magnet. The internal e

arrangement of the transducer, specified by the manufacturer, provides a + /* 3. 0 3 degree movement of the seismic mass between two precisely spLced stops. The resulting output of the system was reccrded on magnetic tape. ""e overall measurement accuracy ,

based on the above calibration is estimated to be +/- 0.008 degree.

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3.0 MEASUREMENT, ' REST AND ANALYSIS PROCEDURE 3.1 Measurement Techniques The torsional vibration transducer was mounted on the forward end of the-crankshaft and the vibration. signal was transmitted to the recording' equipment through~a set of slip-rings integral with the transducer. The reference signal that indicated the top-dead-center position of piston No. 7 was obtained as follows. The flywheel was painted black over one half of its perimeter and white over the other half. A photoelectric' sensor was positioned in place of the. flywheel pointer in such a way that the passing of .the black to white transition below the sensor was coincidental with the TDC position of the No. 7 piston within 0.15 degrees. The circuitry associated with the sensor generated a zero based square wave whose falling edge was coincident in time with the reference TDC position.

3.2 Test Procedure p

Variable Speed Test l

l The engine was started up and allowed to operate for 15 minutes I at rated speed-no-load. Using the mechanical governor, the speed was varied trom 400 rpm to 470 rpm in ten steps. The engine was allowed to stabili=e for three to five minutes at each speed and then a two-minute tape recording of the torsional vibration and q 5 L -_ - - - - _ - - - - - - - - - - - _ - - - - _ - - - - - _ _

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the top-dead-center reference signals was taken. Negligible speed variation was observed during data recording.

Variable Load Test After completion of the variable-speed tests the engine was brought to synchronous speed and synchronized on the external I grid. The generator load was then increased to full rated load in steps of 25 per cent, and then further increased to 110 per cent rated load. At each load level the system was allowed to stabilize for three to five minutes after which a two minute tape recording of the torsional vibration and the top-dead-center reference signals was taken.

Transient Tests The fast-start of the engine was recorded three times. Torsional' vibration and the TDC reference signals were recorded. The signal from the torsional vibration transducer represented the crankshaft acceleration with the torsional oscillations superimposed on it.

3.3 Data Reduction The tape recorded data were analyzed as follows. The torsional vibration signal was processed in the frequency domain to determine the frequency content corresponding to the engine orders and half orders. The analysis was performed in the 0-50 Hz range covering 6.5 engine orders. The ensemble average of 16 instantaneous spectra was obtained for each operating condition.

In order to measure the time averaged peak-to-peak amplitude of the torsional oscillations of the free end of the crankshaft  ;

synchronous time averaging of the signal was performed. The TDC l reference signal served as the synchronizing trigger for this analysis. This assured that each time window was positioned at precisely the same point in the engine cycle. The number of samples averaged was 32. Since each sample contained 1.5 engine cycles the resulting average represented 48 engine cycles. All overall peak-to peak torsional vibration measurements were based on the above described synchronous time average.

The transient events were captured in the time domain on the signal analyzer and plotted. The feature of the torsional vibration transducer that its output at low frequencies is proportional to angular acceleration was utilized to obtain a crankshaft speed vs time plot during the start-up.

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. J 4.0 TEST RESULTS 4.1 Variable Speed-No-Load Test Traditionally, the variable speed test is performed to determine l the first torsional resonant frequency of the crankshaft. The i spectral content of the torsional vibration measured at the i various engine speeds is tabulated in Table 2. The peaks corresponding to the first twelve engine half-orders are given.

The values shown were obtained from frequency spectra not presented in this report. The peak-to-peak overall vibration amplitudes obtained from the synchronously time averaged data are also presented.

The overall torsional vibration and its frequency components corresponding to the 1.5, 2.5, 4.0, 4.5 and 5.5 engine orders have been plotted against engine speed in Figure 2. The first torsional resonance of the crankshaft is evident in the 415 rpm region in the curve corresponding to the 5.5 order component. At that speed the 5.5 order corresponds to 38 Hz. which can serve as an estimate for the frequency of the first torsional resonance.

The resonance is also visible in the vibration spectra in Figures 3 and 8 through 13 measured under various operating conditions.

It is particularly clear in in Figure 3, measured at 440 rpm where it is not obscured by other peaks. The' frequency read from Figure 3 is 38.3 Hz. The resonance is excited by small random disturbances of the system and it is detected readily under most operating conditions. Therefore, it is evident that the variable speed test is not strictly necessary for the determination of the frequency of the first torsional resonance of the crankshaft.

4.2 Rated Speed-Variable Load Test The synchronously averaged time-domain plots of the torsional vibration measured under the various load conditions are presented in Figures 4 through 8. Figures 9 through 13 contain the frequency spectra measured at the same operating conditions.

The vibration amplitudes corresponding to the various engine orders and the overall value of the torsional vibration have been tabulated in Table 3. The overall values were measured in the time-domain plots. The 1.5, 2.5, 4.0, 4.5 and 5.5 orders and the overall peak to peak torsional displacement have been plotted against engine load in Figure 14.

At all load levels the 4.0 order (the firing frequency) is the dominant frequency component. All orders and the overall torsional vibration increased linearly with engine load. Both of those observations are normal for this type of engine. The torsional vibration amplitudes at 100 and 110 per cent rated load were 1.2 and 1.3 degrees p p respectively. Those values are 7

considerably lower than the corresponding torsional vibration levels observed on two identical engines with identical crankshafts at the Shorehem and River Bend stations.

4.3 Transient Tests The torsional vibrations of the crankshaft recorded during three fast-starts of the engine have been plotted in Figures 15 through

17. The output of the torsional vibration transducer is proportional to torsional acceleration at frequencies below 3.0 Hz and to torsional displacement at frequencies above that.

Consequently, the steady state value of the trace in the center portion of the plot is the relatively constant angular I acceleration of the crankshaft. The oscillations superimposed on it represent torsional vibration. The bottom trace in each figure is the corresponding time history of the rotational speed of the crankshaft. It was obtained by numerical integration of the acceleration time history. As such it is a close approximation of the actual engine speed vs time curve.

During fast start the various higher engine orders pass through the first resonant frequency of the crankshaft. The strongest response, 2.86 degrees p-p occurred in the second fast start.

That amplitude is very close to the response measured at River Bend.

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e APPENDIX l

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.w TABLE 1 RANCHO SECO NUCLEAR POWER STATION BASELINE VIBRATION SURVEY, DG 'A' NOV. 13, 1986

SUMMARY

OF FREQUENCY RESPON2E CHARACTERISTICS Flat Equipment Model Serial No. Frequency Responce, H3 Tors. Transducer HBM BD ., 720 3-1000 Dicpt Cal. due 1/24/87 Signal Conditioner HBM KWS 3073 91215 0-1000 Cal. due 6/24/87 Preamplifier Trig-Tek 205B 103 0-100,000 Cal. due.7/23/87 Tape Recorder Teae R-71 160362 0-1250 Cal. due 4/16/87 FFT Analyser Nicolet 660B 5620079006. 1-20,000 Cal. due 10/8/86 Overall System Response Acceleration 0-1000 Displacement 3-1000

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Table 2 TORSIONAL VIDRATION TEST, VARIABLE SPEED RANCHO SECO NUCLEAR POWER STATION, DG 'A' NOVEMBER 1986 Torsional Vibration Data Degrees Engine 400.0 rpm 410.0 rpm 415.0 rpm 420.0 rpm 425.0 rpm Orders p-p pp p-p pp pp.

0.5 0.051 0.050 0.047 0.048 0.016 1.0 0.003 0.005 0.002 0.004 0.004 1.5 0.070 0.069 0.070 0.073 0.070 2.0 0.003 0.003 0.004 0.004 0.001 2.5 0.059 0.062 0.062 0.060 0.062-3.0 0.002- 0.002 0.002 0.003 0.003 3.5 0.023 0.026 0.025 0.027 0.027 4.0 0.121 0.117 0.128 0.132 0.123 4.5 0.020 0.024 0.026 0.027 0.030 5.0 0.002 0.005 0.005 0.009 0.008 S.5 0.135 0.268 0.271 .0.177 0.167 6.0 0.023 0.016 0.014 0.010 0.010 Overall 0.340 0.458 0.468 0.359 0.356 Engine 430.0 rpm 440.0 rpm 450.0 rpm 460.0 rpm 470 0 rpm Ordars p-p p-p p-p p-p pp 0.5 0.052 0.046 0.056 0.043 0.012' I 1.0 0.004 0.004 0.004 0,004 0.005 1.5 0.069 0.071 0.075 0.072 0.070 2.0 0.004 0.005 0.005 0.006 0.007 2.5 0.064 0.064 0.066 0.06b 0.066 3.0 0.002 0.002 0.003 0.003 0.001 3.5 0.025 0.027 0.028 0.027 0.027 4.0 0.128 0.139 0.158 0.167 0.175 i

'4. 5 0.031 0.034 0.038 0.041 0.053 5.0 0.010 0.013 0.020 0.027 0.010 5.5 0.122 0.079 0.058 0.047 0 037 6.0 0.008 0.008 0.006 0.006 0.005 Overall* 0.332 0.317 0.331 0.336 0.344

• Overall p p degrees, determined from  !

synchronous time averaging L __ _ _ _ _ :-_1 _ _ _ _ _ _ _ __ _ . _ _ . _ ____ ___ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ . _ _ _ - . _ _ . _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

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Table 3 j l

TORSIONAL VIBRATION TEST, VARIABLE LOAD RANCHO SECO NUCLEAR POWER STATION, DG 'A' NOVEMBER 1986 Torsional Vibration Dat,a in Degrees Engine Load kW 875 1750 2625 3500 3850 Engine Torsional Vibration Orders p-p p-p pp pp p-p 0.5 0.071 0.053 0.097 0.189 0.217 1.0 0.001 0.002 0.005 0. 00;! 0.00P 1.5 0.121 0.184 0.241 0.308 0.343 2.0 0.005 0.004 0.003 0.001 0.002 2.5 0.099 0.147 0.192 0.244 0.265 3.0 0.001 0.001 0.001 0.003 0.002 3.5 0.043 0.066 0.086 0.104 0.113 4.0 0.254 0.039 0.515 0.633 0.670 4.5 0.053 0.080 0.106 0.128 0.133 5.0 0.038 0.061 0.079 0.092 0.101 5.5 0.085 0.130 0.178 0.221 0.233 6.0 0.007 0.000 0.013 0.015 0.016 Overall* 0.510 0.753 0.979 1.210 1.290

• Overall p p degrees determined from synchronous time averaging l

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