Académique Documents
Professionnel Documents
Culture Documents
2014
PIEAS
Dedication
This work is dedicated to my beloved parents. All I have and will
accomplish are only possible due to their love and sacrifices
ii
ACKNOWLEDGEMENTS
All praises to The Allah Almighty who has created this world of knowledge for us. He is
The Gracious, The Merciful. He bestowed man with intellectual power and
understanding, and gave him spiritual insight, enabling him to discover his Self know
his Creator through His wonders, and conquer nature. Next to all His Messenger Hazrat
Muhammad (SAW) Who is an eternal torch of guidance and knowledge for whole
mankind.
Many individuals have been supportive and instrumental in assisting me with this work,
and I owe them a debt of gratitude. I am deeply thankful to my respective teachers from
mechanical department especially respected Engr. Dr. Javed Hyder , whose continuous
guidance, feedback, advice and encouragements have been truly exceptional. I would
like to appreciate Pakistan Nuclear Regulatory Authority (PNRA) for their kind
cooperation in providing us the best faculty for the nuclear power plant systems
(N.P.P.S) course and their helping attitude inspired me greatly and helps me out. I would
also like to say thanks to all the staff from PNRA especially Dr. Ayub, Mr. Ahsan, Mr.
Moazzam, Mr. Bilal and also Mr. Waqas who always helped us and used to spend a lot
of time for sharing and discussing about the subject. Finally, it would not be justified if I
dont mention the support of my session fellows. All of my friends have been very
encouraging and accommodating for me.
iii
Table of Contents
1
3.2
Design Basis...................................................................................................................... 6
3.3
3.4
3.5
3.6
4.1.1
4.2
5
Breaker ........................................................................................................................... 14
5.2
5.2.1
Design Basis............................................................................................................ 15
5.2.2
5.2.3
5.2.4
5.2.5
5.2.6
5.2.7
5.3
5.4
5.5
5.6
5.7
5.8
5.9
Exhaust ........................................................................................................................... 23
iv
5.10
6
6.2
6.3
TABLE OF FIGURES
Figure 1: Emergency Diesel Generator and subsystem ................................................................... 3
Figure 2: EDG Building Layout .......................................................................................................... 4
Figure 3: A typical generator installation supplying standby power [4] .......................................... 5
Figure 4: Diesel Engine Efficiency graph over gasoline Engine ........................................................ 8
Figure 5: Generalized EDG Subsystem Layout [5] ....................................................................... 11
Figure 6: Simplified EDG train schematic. ...................................................................................... 14
Figure 7: Events of EDG subsystem................................................................................................ 24
Figure 8: Root cause distribution for complete CCF events .......................................................... 25
diesel generators (namely water and air cooling) and experience-based recommendations
for approaching related new projects.
At the beginning of an additional diverse diesel generator installation project an extensive
external events analysis needs to be carried out to properly define the site-specific risks
(for example flooding, earthquake, tornado, shock wave, man-made hazards, extreme
ambient temperatures) [1]
Emergency
Diesel
Generator is
a standby
generator which
may
include
lighting, electric generators, fuel cells, uninterruptible power supplies and other
apparatus, to provide backup power resources in a crisis or when regular systems fail.
An emergency generator system is a very specific system with very specific equipment. It
consists of the generator, engine, exhaust system, engine electrical system, fuel system
and lubrication system.
During emergency condition, the genset can start automatically. The time from receiving
the starting signal to reaching the rated speed and voltage should be within l2s. Then the
load group will be loaded automatically according to a specified loading sequence. After
automatic loading sequence, some unimportant loads can be loaded manually by operator
in main control room according to the genset operating condition.
Short circuit occurs on the three or two phases of the genset caused by external
fault for duration not less than 3 seconds.
Over voltage reach up to 1.4 times the nominal voltage at 50 Hz for 4 seconds.
One main reason for the diesel engines excellent fuel economy is that it burns far
more air than fuel.
In a gasoline engine, its air intake is carefully restricted and controlled by the
carburetor for a 15:1 air to fuel ratio.
However, in the diesel engine, the air intake is unrestricted
The diesel engine compresses at a very high ratio of 14:1 to 25:1.
The higher the compression ratio, the more power is generated.
The main limiting factor to compression ratio is based on the knock limits of the
fuel.
Knock is the term used to describe the auto ignition that occurs when a fuel
ignites because the pressure in the cylinder is such that combustion occurs.
The knock limit of the fuel is determined by the point at which the engine begins
to shake.
The higher the knock limits, the higher the compression ratio, the more power is
generated.
The following graphs also show s the efficiency of the diesel engine over gasoline
engine.
10
During recovery from transients caused by disconnection of the full load, the
speed of the diesel generator unit should not exceed the nominal speed plus 75
percent of the difference between nominal speed and the over-speed trip set point
Each diesel generator will be started automatically in any of the following
conditions
Manual Starting Each diesel generator can be manually started either by a control switch
located on the main control board or by a control switch located on the diesel generator's
local control panel. A two position select switch (MCR/LOCAL), located on the control
panel in the main control room, is used to select the location control. Its position is
monitored by indicating lights in the main control room.
Breaker
Generator subsystem
11
12
A safety injection signal without a loss of offsite power will automatically start the EDG;
however, the EDG output breaker will not close. The EDG train will not supply power to
the safety-related bus for safety injection events unless a low-voltage condition exists.
The EDG will remain at rated speed and voltage with the output breaker open until
manually stopped. Should a LOCA occur during loss of offsite power, the bus is first
stripped of all loads (automatic load shedding), except for selected feeds for motoroperated valves, and isolated from offsite power sources before the loading sequence
begins. After the bus is stripped of loads, the EDG output breaker automatically closes,
and the load sequencer automatically restarts selected equipment at a preset time interval
onto the affected safety-related bus.
A low-voltage condition on the safety-related bus requires automatic starting of the EDG
and closing of the output breaker to supply electrical power to designated equipment on
the affected bus. Should a loss of offsite power on any safety-related bus occur, the bus is
tripped of loads by a load-shedding scheme? Automatic loading of the safety-related bus
begins after the EDG has obtained rated speed and voltage and the EDG output breaker
has closed. During an under-voltage condition, the EDG train operates independently
without being in parallel with any other electrical power source. When normal power
again becomes available, the EDG train can then be paralleled with the grid, unloaded,
secured, and returned to standby condition.
13
For most testing purposes, the EDG train is manually started, brought up to speed,
synchronized to the plant power system, and loaded. Normally, voltage is regulated
automatically. If offsite power is lost during parallel operation with the plant electrical
system, the EDG output breaker will open automatically via an under-frequency relay.
The under frequency relay protects the EDG from an over-load condition during parallel
operation. The under-frequency relay opens only the output breaker and is interlocked to
operate only in parallel operation. Once the output breaker has been opened by the underfrequency relay, an undervoltage condition on the affected bus will exist, causing the
output breaker to reclose automatically. Operation of the EDG train from this point is
similar to the loss-of-offsite-power or under-voltage condition discussed earlier.
14
15
timing of emergency loads that are loaded onto the safety-related bus. The purpose of this
equipment is to prevent the instantaneous full loading (ECCS loads during a LOCA vent)
the engine when the output breaker is closed.
16
the missile protection area. The air passes through a filter, inlet damper, silencer and
heater before entering the diesel engine turbocharger.
The turbocharger is operated by the kinetic energy of the exhaust gas and compresses the
combustion air, which then passes through an intercooler before entering the individual
cylinders. Compressed combustion air is supplied to the ejector of the crankcase
ventilation system. The air flow through the ejector creates a vacuum that removes
combustible vapors from the engine crankcase..
The intercooler is a heat exchanger, supplied with DGCWS to cool the intake air that has
been heated by compression. The cooled compressed air forces more air into each
cylinder during the intake portion of the combustion cycle, increasing the horsepower of
the engine. The compressed air is required for the EDG to meet its rated output. The
exhaust gas system, which consists of pipes, emission control equipment, and an exhaust
gas silencer, is insulated to reduce radiated heat in the EPGB to an acceptable level.
The layout of the main components (i.e., piping, filters, and valves) provides the space
required to permit inspection, cleaning, maintenance, and repair of the system
After Cooler
17
Intake and exhaust silencers to attenuate the sound levels both in the EPGB and
outside the building to meet site requirements.
Filter(s) to separate dirt from the injection stream remove dust and small particles
from the combustion air supply to the turbochargers.
Pipes and ducting to route the air into the engine to minimize pressure drop, and
piping to route exhaust from the engine to meet backpressure specifications of the
engine manufacturer.
18
19
G. Instrumentation and control features permit operational testing of the system and
assure that normal protective interlocks do not preclude engine operation during
emergency conditions.
H. Sufficient space permits inspection, cleaning, maintenance, and repair of the
system.
20
Air
compressor
(two stage)
21
During operation of Diesel Generator two fuel oil transfer pumps (back up of each other
continuously supply fuel oil to daily fuel tank. The capacity of daily oil tank ensures that
Diesel Generator can operate for 60 minutes at 1.1 times the rated power.
The diesel fuel oil system is an ESF system. It supplies diesel fuel for the auxiliary
feedwater pump diesel as well as the two site emergency diesel generators. Two
independent trains of fuel oil supply are provided. Each consists of an underground
storage tank, a transfer pump, and transfer piping. Each independent source of fuel
supplies the auxiliary feedwater pump day tank.
The day tank has sufficient capacity (500 gallons) to allow diesel operation at design
capacity (960 gpm at 3400 ft of head) for 10 hours. The minimum allowed level in the
AFW pump diesel fuel oil day tank per Technical Specifications is 450 gallons (69%) to
fulfill the operability requirements for train B of AFW. Each storage tank has sufficient
capacity to
22
Lube oil system for the engine is a wet-sump forced feed system. The system can be
divided into following sub-systems:
Oil Conditioning Sub-System
Running Gear Oil Sub-System
Valve Gear Sub-System
Piston Cooling Oil Sub-System
Valve Seat Lubricating Sub-System
Pre Lubricating Oil Sub-System
23
The diesel engine is cooled by two independent cooling circuits: the engine coolant
system (high temp.) and the charge air coolant system (low temp.). The heat for both
circuits is dissipated via external electrical fan cooling units, tube bundle heat exchangers
or plate heat exchangers. The coolant pump is engine driven.
The cooling water system is designed for 1000 hours continuous operation at rated load,
and 2 hour operation within 24 hours at 10% overload above rated load
Circuit 1
Circuit 2
5.9 Exhaust
The exhaust subsystem consists of the piping and valves installed to direct the engine
exhaust out of the building.
24
25
Cooling, engine, and fuel oil are most likely to result in fail-to-run. I&C, output breaker,
and starting air are most likely to result in fail-to-start. This does not shift significantly
between the set of all CCF events and the set of complete CCF events. Cooling and
engine become much less significant and I&C and fuel oil become much more
significant. The I&C contribution is consistent with the nature of that system since it
controls the EDG during operation and contains the shutdown controls.
26
The fuel oil subsystem shifts from mostly fail-to-run to all fail-to-start between the all
CCF case and the complete CCF case. This is primarily due to most of the fuel oil fail-torun events involving minor leaks.
27
References
[1] http://www.neimagazine.com/features/featurecooling-options-for-emergency-backupdiesel-generators-4159521/
[2] http://www.onr.org.uk/new-reactors/reports/step3-ap1000-civil-engineering-externahazards-assessment.pdf
[3] http://pbadupws.nrc.gov/docs/ML1117/ML11171A319.pdf
[4]http://www.aspenational.org/userfiles/file/Technical%20Papers/2011/ET
011February-TechPaper.pdf
[5]
http://www.mtuonsiteenergy.com/index.php?id=4517&L=0&tx_mcgbsecuredownload_
pi1%5Bfile%5D=media-allsite/pdf/en/brochure/3061871_OE_Brochure_NPP_2_14_lay_ES.pdf&tx_mcgbsecuredo
wnload_pi1%5BfullPath%5D=/fileadmin/fm-dam/mtu_onsite_energy/media-allsite/pdf/en/brochure/3061871_OE_Brochure_NPP_2_14_lay_ES.pdf
[6] http://pbadupws.nrc.gov/docs/ML0705/ML070550033.pdf
[7] NUREG/CR-0660, Enhancement of Onsite Emergency Diesel Generator
Reliability, University of Dayton Research Institute for the U.S. NRC; UDR-TR-79-07;
February 1979.
[8] http://pbadupws.nrc.gov/docs/ML1307/ML13073A704.pdf
[9] http://www.nrc.gov/reading-rm/doc-collections/nuregs/contract/cr6819/cr6819v1.pdf
[10] http://www.oecd-nea.org/nsd/docs/2000/csni-r2000-20.pdf
[11] http://nrcoe.inel.gov/resultsdb/publicdocs/SystemStudies/edg-system-description.pdf