ML20116N114

Rev C to Calculation FC-05916, Operating Temp Limits for DG-1 & DG-2

ML20116N114
Person / Time
Site:	Fort Calhoun
Issue date:	11/09/1992
From:	OMAHA PUBLIC POWER DISTRICT
To:
Shared Package
ML20116N100	List: ML20116N097 ML20116N114
References
FC-05916, FC-5916, NUDOCS 9211230197
Download: ML20116N114 (37)

Text

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SUMMARY

SHEET Rev.No. C METHODS To determine the Diesel Generator Upper Ambient Air Temperature Limit, the following steps are necessary.

1. Determine the KW Capacity of the diesel generator without considering the effects of elevated air temperature on jacket water temperature or turbo charger intake.

2. Predict Turbocharger intake temperature at elevated conditions

3. Predict Jacket Water temperatures at elevated conditions:

a. Determine fan flow rates at elevated temperarures

b. Compare fan flows to required flows to maintain jacket water at 190 F and 208 deg F

4. Determine Deration factors from the predicted jacket water temperatures and turbocharger intake temperatures J. Plot Ocread o m> e r " = H ~ ?"M neq" ired L^*d e nr c::P. dci;;;

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FC-Sai6 PRODUCTION ENGINEERING CALCULATION SUhWAARY SHEET Rev.No. C-ASSUMPTIONS

1. Ambient air pressures are considered constant

2. The diesels are in a cold shutdown condition with the jacket water at a temperature of 3 25 F prior to the s&srt of the accident.

3. Turbocharger inlet air temperature delta T with outside ambient air does not change dramatically with outside air temperature increases, le the outside air temperature to turbocharger intake delta T from 90 dog F ambient can be used to predict turbocharger intake temperatures at 110 deg F ambient conditions.

4. The radiator fan intake is equivalent to outdoor temperature +

1 deg F. This is validated by test data gathered during the last test performed on DG-2.

For DG-1, the test data requires some interpretation. During the hot weather testing performed in 1991, the outdoor ambient temperature recorded was 95 deg F with fan inlet temperatures of 96 deg F on the north side of the radiator and 100 F on the south side. The majority of air flow in DG-1 entering the fan comes from the north side of the engine (ref EA-90-091 rev 0 ,

attachment 8.8 fig 6A and & 7a). The configuration of the equipment in the room is such that a natural plenum is formed between the north wall and the engine skid through which the fresh air travels. The air on the south side is mostly eddies  !

formed from fan blade tip recirculation containing heat rejected from the radiator.

The 1 dog F assumption is justifiable based on the following factors:

a. The fan shroud / fan blade tip clearance was reduced substantially wher. the new fan blades were installid. This resulted in reduced tip recirculation,

b. The majority of the makeup air comes from the north side of the engine down the natural plenum

c. Any preheating of the air supplying the radiator is done by heat rejected by the radiator or the diesel engine itself.

Heat removal from the engine by this air reduces the thermal i loading on the jacket water cooling system. Air that 1 backwashes from the blade tip / fan chroud gap removes heat l

from the radiator but is not measured as fan flow during testing, which indicates that more air cooling is supplied to the radiator than can be meausured in a test configuration. jh l

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SHEET Rev.No. o ASSUMPTIONS required to respond to a large break LOCA is considered to be the required load for the diesels. Additional optional loads that may be desired to assist operations in accident response, such as station air compressors, are not included in the required electrical load calculations.

6. Although the new fans draw more air , the air flow in the room is such that the turbocharger inlet air temperature is assumed to be unaffec-!nl.

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SHEET Rev.No. C INPUTS / REFERENCES REF.

NO.

1. Letter From Ted Fryar to Randy Hueller , Dated 2/10/80 contained in EA-FC-90-062 r 2 Attachment 8.2-b 4 1

2. HWO 913677 Replace Fan with Substitute Replacement Item per EC) ,91-306  ;

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3. MWO 913676 Replace Fan with Substitute Replacement Item per EC) j 91-306 j

4. Diesel Generator Deration Curves from EA-FC-90-062 r 2 Attachment 8.2-a

5. Fax Transmission from Young Radiator Company to Dan Borcyk datec 4/8/91

6. Fax Transmission from Young Radiator Company to Dan Borcyk datec .

4/15/91 found in EA-FC-90-062 r 2 Attachment 8.9a

7. FCO3382 r 4 Diesel Generator LOCA Loads

8. Mechanical Engineering Review Manual Seventh Edition

9. EA-FC-90-062 r 2 Diesel Generator Upper Temperature Operating Limits

10. O P - ST- D G - ooo 7-D ie.s c t. G.c,.J cutoc 2. c e.< coc. "

Rd o urut,ce 1992.

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SUMMARY

SHEET Rev.No.- C CONCLUSIONS OG-1 will operate within its 2000 hr Deration Curve Limits under the following conditions:

1. 50 % Ethylene Glycol / Water coolant mixture ambient air temperature 5 107 F (JW temp < 190 F)

2. Treated Water Coolant Mixture ambient air temperature 4 110 F (JW temp < 208)

3. 50 % Ethylene Glycol / Water Coolant mixture ambient air temperature $ 110 F Turbocharger air temperature < 115 F Jacket Water temperature 4 208 DG-2 will operate within its 2000 hr Deration Curve Limits under the following conditions:

1. 50 % Ethylene Glycol / Water coolant hirtr a ambient air temperature 4 110 F (JW temp < 208 F)

2. Treated Water Coulant Mixture ambient air temperature ( 110 F (JW temp < 208)

Discussion:

DG-1 Above 107 F ambient air temperature, DG-l's Jacket Water temperature is expected to exceed 190 F. Per conversations with Morrison Knudsen, the 200-208 curve must then be used for determining the doration factor. This accounts for approximately 7 % reduction in diesel generator derated capacity. If the present turbocharger inlet temperatures predicted for this ambient air cos.Sition are used,107 F becomes the upper ambient air temperature li3it for DG-1. If the turbocharger air can be supplied at just S F above ambient, the limiting' ambient air temperature can be raised to 110 F.

As stated in previous versions of thic calculation, the alternative method of achieving a 110 F ambient air temperature limit is to replace the 50 % Ethylene Glycol / Water coolant mixture with treated water. This increases engine coolant efficiency and improvea radiator performance, and accounts for a substantial base power increase.

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SHEET Rev.No.- r CONCLUSIONS DG-2 Due to the load reduction performed during the 1992 Refueling Outage, DG-2 is in a satisfactory configuration up to 110 F with SO % Ethylene Glycol / Water as a coolant media. Although the Jacket Water temperature exceeds 190 F, it remains below 208 F in this temperature range. Because the demand war, reduced on this Diesel Generator, the dorated power, even with the 7 % reduction from the jacket water exceeding 190 F, exceeds the most severe accident demand load.

Jacket water temperature data collected during the warm weather testing performed in 1991 for both diesels were lower values than predicted by analysis. This testing was performed raing treated water as a coolant media. Confirmation testing with 50 % Ethylene Glycol is expected to yelld data indicating that the same is true for that coolant mixtuve and may indicate that the 107 F ambient air temperature 1.'. it derived in this calculation can be increased.

Due to the increasud fan flow on the DG-1 radiator cooling system, the ambient air termperatures should be at least 95 F for this testing to be performed. This is required to ensure that all the flow passes through the radiators and that maximum ambient air temperature can be acevrately established.

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From the Doration curvo (Ref 4) select the doration % for thu corresponding Jacket Water and Turbocharger Inlot Temperatures Note From discussion in EA-FC-90-062 r 2 the Jacket Wator system does not immediately warm up. Usually it takes more than 15 minutos of engine operating time before the TCV valvo is fully open at.d the Jacket Water has reached its normal operating setpointn scm e s N #e-The Turbocharger intake temperature is taken from

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[8 12 mg 22 l 1scrm= 32u.upscr*= 368s.so p,scr== 2722.22 ,scr= 294s.u y scrne Zut.tip];scre 329c tscr== 32so ;scre 3533.33Ascrne

!$ Temp.= 1374 Temp.= 132 M Temp.= 138 s tierp.= 137 5 Temp.= 137 k,;.Terp.= 132 f fesp.= 133 Te g .= 1283l Temp.= sacar&

133  :

E

• s 4

scrte= 3100 serp 3294.44 b-scius scfM= 2722.22 scTm 1966.67hscr* 2683.333scTn= 2744.44 $scTm= 329G.4&rlstre 3361.11k y$1 esp.= 125 Temp.= 127 fiesp.= 2553 132lg gficap.= 133 gTerp.= 134 fesp.= 127 Tese.n 132 Teg.= 122 Temp.= 120 ~

l a w = t.

," Q@'

h7gg-g;3yTMy . N ;N9E_  !

l[ 14 J 24 -,! ; 34 g 44 *: 54 64

. 74 86 H 94 .

j(scrM= 2833.33j scin= 3294.44 l setM= 2555.56 scTm 2855.56 l scfm= 1544.64 sct> 2738.89]pscFM* 2733.33 scfM= 3311.11:, scFM= 2763.33EI Temp.= 121 , Temp.= 124 l Temp.= 128 tesp.= 127 (Temp.= 125 teap.= 120) Temp.= 125 temp.= 118 Temp.= 114g

-;

• P; * .

33 scTW= 2033.33 scrM= 1977.78! scrMr 2&35.56 scTM= 2888.89 thscTW= 1950g+scfm 2277.78kscrs= 2168.89 scrs= 2678.89 ' scTp 183Ch Te q.= 117' Niemp.= 122 feep.= 118 $7eap.= 119 . Teep.= 115 T eq.= 116 feep.= 113 Temp.= 110k 118 pTemp.=

f$df5E MIz b ixTIE!EE1 b E55 'r#EEM* N 3b'E hC N N b a T125Pd Totet calculated flees Rate = 1123253.3lScfm average Temperatire in Duct = 1 127.51]Degreees F "T1 7

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I bd TsQ CERTIFICATE OF CALIBRATION AND TESTING 8350 982

' \\lfid TSI Model TSI Serial No. < l

.j} 's.2 Description VELOCICALC PORTABLE AIR VELOCITY METER k Calibration Standard WIND TUNNEL CALIBRATION SYSTEM, SERIAL NO. 14I liv >4 CAllBRATION VERIFICATION RESULTS '

Calibration Instrument Percent Diference as a

$4.9Qsj Standard Output Diference Percent of Tolerance 100 % 0 + 100%

4

$lk Std Ft/ Min Std Ft/Hin -

• g felp] 35.7 35.0 -1.9 * *

(

l*> 4 65,2 69.0 5.9 *

pt i$h> 'd 150.4 159.5 6.1

• S //11 325.0 332.2 2.2 '

6 648.9 664.3

• 2.5

• i.f

• 997.6 1477.2 1021.3 2.4 *

• 1519.2 2.8 *

• 4 2514.0 2559.8 1.8 *

• ighi. r 44S3.6 4499.2 0.3 **

' i 6993.2 7035.7 0.6 **

t f 8205.9 8164.2 -0.5 e' f~. Indicated Temperature at 32*F 32 3 140*F 140 6 y

& Standard Conditions Ambient Temperature: 21.1 *C t2.3% ofreadsnq 2f/m (30-300),

10f/m (500-2000), 30f/m (2000-6000),

hel{m > 9 Baromerne Pnssure: 760.0 mmHg 100fim (600010000)

' \lho,&' -

c. 751 incorporated does hereby cernfy that all matenals, components. and merkmanship used in the manufacture of V thu equspment are an stnct accordance usth the opphcable specyfcanons agreed upon hv TSI and the customer 4h y4 V

.9 6

and usth all publuhed specutf canont. Allperformance and acceptance tens requsred unIder thus contract were successfully conducted accdrdsng to requsred specsjicanorr, funhermore. all test and cahbranon data supphed .

'lif QrJ hv 151 has been obranned war standard.s whose accuractes are traceable to the Nanonal inmtute of Standards d

ijy{9 s C Technolo is denvryfrom accepted values ofphyncal constants.(NIST) or has been venfied usch respec

to snstrument GQ .i

[ght 'd Applicable NIST Test Report Report Number-S h

• DC volta e Barometr c Pressure 100061 P-8077 Date 7-30-92 5-13-87 Date Last Verified 7-30-92 -

5-26-92 3

• }'e 4 4 Temperature 19-35'c O'c 213426 246369 216642 3-19-80 9-13-90 10-19-91 9-24-91

• t' 60'c 9-13-90 9-24-91

• j@t U Pressure 040J/34FB2:001-2 10-23-85 1-16-92 .M 4

Velocity: (cage Blocks) 738/231633-84 6-25-84 10-23-91 t@V M*>4 (Frequency) 84071101 7-11-84 6-11-92 &*r 1 Un; 'd Dewpoint 248330 6-10-91 11-21-91 Yd] t g Oct 16, 1992 CihbratTed by~ ' '

Calibration Date -

1 i y !! TSI Incorporated 3failing Address: P.O. Box 64394 St. Paul. MN 55164 USA ,

Ig,J Indmtrial Test Instruments Group Shipping Addnss: 500 Cardigan Road St. Paul. MN 55126 USA g

j g,;

, Phone: (800) 876 9874 or (612) 490-2588 Fax: (612) 490 2874

.m I

,4.' .

Calc Preparation, Review and Approval .

oED-0P-3.5 Page 1 of 2 CALCULATION NUMBER Reviewer's Checklist-Calculations -

(Ch59/& K0 YES NQ N/A l

1. Is Calculation Cover Sheet attached and completed, as required,to the calculation?

y '

j

2. Is the calculation objective stated? Was -

this achieved 7 K

3. Are inputs correctly selected dnd incor- V porated into the analysis? A 4 Have inputs and/or assumptions which require confirmation at a later data, been identified on the Calculation Cover Sheet and in the v  ;

calculation body? A

5. Are the applicable codes, standards, ,

regulatory requirements, and other references including issue and addenda identified such that they are traceable to source document? N

6. Was an appropriate calculation method used?

Was the basic theory appropriate? Y. _

7. Have assumptions been noted and justified? X

8. Are the calculations free of arithmetic g errors?

9. Is the calculation consistent with the design basis requirements? E

10. Is the conclusion stated? Y

11. Is the calculation leg ble and suitable for microfiiming7 X i_

PED-0P-3.34 Rev. 2 .

i

. . . . . , . . ~ , , . . _ , . . _ , , , _ .

kJ s

i Calc Prenaration, Review and Approval PED-0P-3.5 Page 2 of 2 CALL ~jlATION NUMBER Reviewer's Ch'cklist-Calculations .

F, C/57/G fc YES M N/A

12. Are all blocks on the Calculation Cover Sheet addressed correctly? X

13. Have Forms r:ED-0P-3.2, 3, 4 and 5 been used .y and correctly completed?

14. If the calculation has been prepared to supersede another calculation, has all the valid information been transferred in the new calculation? [

REVIEWER COMMENTS:

l t

I i

cf / 'A '"

i j

.2nf,3 -

i n'/Z/fZ.

3 Reviewer jate l

i t

PE0-0P-3.35 Rev. 2 l

l

p ,

q y '

-} = Calc Preparation, Review ana_Aoproval PE3-0P-3.7-Paoe 1 of 1 1 CALCULATION- NUMBER

! Independent Reviewer's Checklist - Calculations :I

]:.

\ f [ 9,f 9/ ( h y , C/ ' I YES  !LO. - N/A-

1. Are the calculation methods accurate and appropriate? M

2. Are input data sufficiently_ detailed? 2

3. Are the calculation cssumptions reasonable? I 2

4. Has-the basis for engineering judgement been included in-the calculation, when used? v' A- -

5. Is the calculation documented sefficiently such that-the analysis is understandable to someone competent in the discipline without recourse to the Preparer? I

6. Have the design interface requirements been satisfied? 2

7. Are-'the results s.asonable and do they resolve the calculation objective? A' B. If an alternate calculation was used to verify the-adequacy of the analysis, is it- o attached to the calculation?, X

9. If qualification testing was used to verify the adequacy of the analysis, has:it been.:

documented using a retrievable source, or y-attached to the calculation? A 10.- Are calculations involving Technical-Specification values and associated margins of safety identified? M,-

.. g H INDEPENDENT REVIEWER COMMENTS:"

dY Independent Reviewer / '

/ //kf9&

Datt '

PED-QP-3.38 --

. Rev. 2 P " -

.. . . - ._- - .- . . . -