General design criteria for diesel-generator sets for nuclear power plants

This paper covers the design criteria for Diesel-Generators for Nuclear Power Plants. It deals with applicable standards, loading, design performance, and characteristics to be considered in the selection of diesel-generator set and its auxiliary system. This paper also discusses engineered safety features loads together with loss of power safe shutdown loads and their starting sequence, analysis of voltage and frequency response and the dieselgenerator ability to start various load blocks successfully to meet the Reactor Emergency core cooling requirements.Rangarao, G.Power Apparatus and Systems, IEEE Transactions on1358-1366July 1975

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I E E Z

Transactions on Power Apparatus and Systems, vol. PAS-94,

no.

4 , July/August 1975

GENERAL DESIGN CRITERIA FOR DIESELGENERATOR SETS FOR NUCLEAR POWER PLANTS Gururajarao Rangarao Ebasco Services Incorporated New York, N.Y. ABSTRACT This paper covers the design criteria for DieselGeneraton for Nuclear Power Plants. It dealswith applicable standards,loading, design performance, and characteristics to be considered in the selection of diesel-generator set and its auxiliary system. This paper also discusses engineered safety features loads together with loss of power safe shutdown loads and their starting sequence, analysis of voltage andfrequency response and the diesel-generator ability to start various load blocks successfully to meet the Reactor Emergency core cooling requirements. INTRODUCTION Diesel-generators in nuclear power plants play a vital role as a reliable wurce of standbypower to supply all safety features loads in the event of loss of the preferred off-site power concurrent with loss of coolant accident and also be capable of- supplying normal safe shutdown loads. Themost significant features to be considered in selecting a diesel-generator system are the fast-start andquick loading capabilities within maximum time limit specified by reactor manufacturer and its performance reliability and confidence level' conforming to the AEC design criteria. Minimum Number of DieselGeneratorUnits for a Nuclear Steam Supply System Dieselgenerator capacity must be sufficient to supply the engineered safety features loads upon LOCA on one unit, concurrent with the safe shutdown of the second unit. Dieselgenerator must be capable of supplying standby power as required in (a) above, with single failure on either unit engineered safety features systems not supplied by the shared diesel-generator. Although the minimum number of dieselgenerators required for a two-unit nuclear power station may be three including the one with adequatecapacity aswell as capability to conform to the above requirements (a) and (b), it is desirable to use two dieselgenerators for each unit in a multiunit station. This latter arrangement will permit complete separation between the redundant engineered safety features systems in a multi-unit power station. Standards Established standards and procedures in dieselgenerator system are governed by the following technical groups: AEC ANS ANSINEMA ASME DEMA IEEE NEPA OSHA TEMA

In the main design of the nuclear steam supply system the a two emergency core cooling system comprises of minimum redundant cooling systems to avoid reactor core meltdown after a loss of coolant accident (LOCA). Each redundant core cooling system is categorized as engineered safety features system also called as engineered safeguard system requiring an independent standby power source, which is supplied from the diesel-generator unit started automatically by a LOCA signal. Modem nucleai power plants range in sizes 900 MW and above. Most PWR and HTGR reactors require two emergency core cooling systems A BWR reactor is designed with three redundant c o o h g systems, LPCS, LPCIandHPCS. Hence each PWR or HTGR NSSS requires two diesel-generator systems whereas BWR NSSS requires three diesel-generators, one of which is specifically required as standby power supply for the HPCS emergency core cooling system.

us AEC:
us AEC:
ANS: ANSI: -

Most standards and guides often used are the following for the dieselgenerator system: Regulatory Guides:' RG 1.9, RG 1.28, RG 1.29, RG 1.47 and RG 1.53 Design Criteria 3, 17 and 18 56.1, 56.12, 56.13, 56.14 and 56.15 (Reamtly assigned numbers and 56.1 replaces 30.1)

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C1, C50.12,C50.13, C50.5, C57.12.00, C57.12.90, and C57.13 1 Boiler and Pressure Vessel Code Section In, Code Class 3, and Section VI11 2 - Power Test Code Number 17 for Internal Combustion Engines

DEMA:4 IEEE:~ NEMA: NEPA: OSHA: TEMA :

1 - Standard Practices for Stationary Diesel a s Engines and G 28-72, 11565, 279-71,308-74,323-14,324-71, 32671,338-71 and 387-72
1 - M G I Standard Publication for Motors and

A multi-unit nuclear power station may share a diesel-generator between two units to meet each of the following requirements:

Generators National Fire Protection Codes Federal Occupational Safety and Health Administration Standards, Parts 1581 and 1910 Tubular Exchangers Standards

Paper T 74 5074 recommended and approved by the IEEE Power Generation Committee of the IEEE Power Engineering Society for presentation at the 1974 Joint IEEE/ASME Power Generation Technical Conference, Miami Beach, Ha., September 15-19, 1974. Manuscript submitted May 16, 1974;made available for printing August 7,1974.

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Diesel-Generator Capabilities and Performances:2 1. The required capabilities of each diesel system are as follows: fast starting b) load accelerating c) load shedding d) ability to accept and carry loads up to the rated capacity e) maintain frequency and voltage within specified limits. 1. Continuous nameplate rating should exceed the maximum load required at any time; this guarantees continuousoperationat a high availability greater than 95 percent capacity with an annual maintenance interval. The continuous rating of the diesel must be governed by the larger of the LOCA or normal shutdown condition.

Standby Auxiliary Power System Figure 1 represents Medium and Low Voltage emergency bus systemAwith DieselGenerator No. 1connected to the Medium Voltage (MV) Bus A-1. This scheme indicates one of thetwo standby power systems, normal Medium Voltage Bus A with its connection withunit auxiliary and start-uptransformers. The combinationof loads on M V Bus A-1 and on LV Bus Al-1 makes up the load blocks which are discussed in later part of the paper for dieselgenerator
sizing.

2.

The dieselgenerator should be capable of reaching rated speed and voltage within 10 seconds after receiving a signal to start from remote unattended automatic control system. It shall also be capable of accepting full load from the tenth second within the specified t i m e interval (usually 10 + 20 seconds). In addition to supplying rated emergency loads each diesel unit must be capable of supplying sufficientpower for both its mechanical and electrical auxiliaries. The diesel-generator should be capable of starting, in accordancewith the acceleratingandsupplyingloads specified loading sequence or restartand accelerate the largest motor (load) after its tripout when the diesel was fully loaded. The more stringent of either condition governs in selecting the sizes. The following AEC Regulatory requirements' will apply during loading sequence: 1.The frequency drop must be within 5 percentfrom the rated at anytime and recover to 98 percentof normal in less than 2 seconds. 2.

Load Study

EYRGEIKV LOIOS

L.V. B U I A 1 . l

ONE LINE DIAGRAM

The voltage drop must be within 25 percent from the rated voltage at its terminal and recover to 90 percent of normal in less than 2 seconds.

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Diesel-generator hould be capable of supplying all ECCS loads and supporting equipment loads (i.e., battery charger, etc.) or the load required for a normal safe shutdown -whicheveris larger.

e)The speed of the diesel-generator does not exceed 115 percent of nominal speed during recovery from the transients caused by shedding the largest single load.
TABULATION I BWR (1100 Mwl LDCA SAFE SHUmOWN BLOCK *TIME LOAD *TIME LOAD IkWl I k W ) WECOND) NQ. WECONOL

If the magnitude of the total load is such that the generator cannot accept it in onestep,it has to be sequenced so thatthe coolant will always be available in the required quantity and on or before the required time limit.

PWR ( 9 0 0 SAFE SHUTDOI(N LOAD *TIME & & WECONDL

MWl

560

LOAD (kW)

LOCA *TILIE jSECONDI

1
2

250
1340

10 15

1700

10 15

200
500

10 13
16

10 13
16
H

1340

800

3
4 5
6

( 1 5 0 2 0

8 5 0 2 0

400

450
500

TIME FROM DIESEL STARTING CHECK WHETHER LARGEST SINGLE LOAD TO RESTART EXCEEW THE LAST LOADING STEP, IF S O , THE LATTER WND~TIONW L IL GOVERN.

1300

25
MANUALLY APPLIED

4 6 6 2 5

500

19

19

&

22

4 0 0 2 2

3 30 00 02 25 5
3%
4230

7
TOTAL

28
<40

3% 3180

28

< 4 0

4290

2270

<40

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LOSS OF Q K) L Am ACCIDENT (LOSP-LOCA)

BWR

LOSS OF OFF-SITE POWER AND SAFE SHUT DOWN (LOW-SSD)

za

&r
0 0

w
TIME& SECONDS

I
0 5 1

t '1 I

I 2

I 0 2

TIME -SECONDS

FIG. 2 LOAD STUDY (LOW-LOCA)

FIG. 3 LOAD STUDY LO^-^)

Tabulation I indicates the typical load data for BWR and FWR reactors and the load study is illustrated in Figures 2 and 3.

Generating Sizing: From the tabulation it is evident thatfor loss of coolant accident concurrent with loss of off-site power, the total emergency load requirement is maximum. Hence the diesel unitcontinuous rating should have sufficient margin above thismaximumload to meet contingecies. For example in the above case selecting 4350 kW for the BWR and 3250 kW for the PWR will provide an adequate size for the diesel-generator capacity. It can be seen that the above load studies vary widely for the type, size and design of each reactor. The load indicated in each block represents the motor loadsofpumps,fans, valves, control panel feeds and any heater feeds.

kVA

Generator Capacity and Short-time Rating All per unit (PU)quantities are in terms of generator capacity in LRC - locked rotor current in terms of full load current

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At an instant of the load block

ISF =
Ss
= =

Full load current Motor slip at starting = 1.0 Motor slip under normal running condition (Slip synchronous speed is expressed in percentage of speed) Rotor resistance in ohms Rotor reactance at standstill
z

Indicates the quantities in complex number form

*
let RL = running load in kVA at Power Factor COS 8 1
-N

0 . 8

r
X

= =

SL

= starting load in kVA at Power Factor

COS 82

0.2

For an induction motor Rotor torque Rotor input Rotor copper loss/slip

Generator capacity Gc (nameplate rating) is:

(RL+SL)

'lo% = 100%

1.1 (RL+SL)

direct on line starting

I
S =

LRC; where a

r =x

IC

with at least 10% margin and where the combined power factor for Gc = Cos 8

Generator Short-time capacity GSL is:

G i L = (R:

S L x LRC

i n PU;
Then the total torque with runniIig and starting loads

GE let in PU

We know that IGs&G*sL and largest is under resistive condition. Hence generator manufacturer shall select generator short-time capacity equal to or exceeding s which will provide enough margin to take the i n r u s h of the largest starting loads. These short-time ratings shall exceed the longest starting time of the biggest motor on the medium voltage (MV) Bus. Also the trip setting timing enough of the motor overcurrent relay shall be provided with selective margin between themotor starting time and generator short-time rating forlocked rotor condition. This way we have a guarantee that the diesel-generator can take the locked rotor current of the motor until the motor tripping time.

Let ET be the normal full load torque for all the emergency loads under normal running condition and TG is maximum torque equivalent of generator capacity Gc Then TG = 1.0 (PU)in base quantities

b4

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For any starting motor TSS = TSF (LR02
S

Engine Sizing by Sequential Loading:5 Let the emergency loads of DieselGenerator be the induction motors. TR = Running load torque of the loads already connected to the generator

L 2Sa J

For the starting motor let TSM= TSS = Maximum load torque Starting load torque Starting current Full load torque
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TSM = TSM in (PU) =TSM

TG where TSF TG

ISS =
TSF =

-*

Starting motor in kVA Generator capacity in kVA

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(ie any starting load can be expressed in percent or PU of generator capacity). Let us study the case in which the largest motor is started when all the rest of the emergency loads are already connected to n g generator and ~ ~ i normal. Consider the case. for the largest motor let Tk = full load torque starting torque rest of the loadsrunning torque = BT

By providing at least 10 percent excess margin, the engine maximum torque can be evaluated from the largest torque

From this torque, the engine maximum capacity in hp can be determined. The following tabulation gives the motor starting torque constant for typical slip and locked rotor current capabilities.

T;

Ti =

- Tb

5.5

LRC

s% h$s (ZT)S 3 4 5 6 3 4 5 6 3 4 5 6 0.91 1.21 1.51 1.82 1.08 1.44 1.80 2.16 1.27 1.69 2.11 2.54 0.819 1.119 1.419 1.729 0.989 1.349 1.709 2.069 1.179 1.599 2.019 2.449

where BT = Normal full load torque for all the emergency loads

MkM a4.2 a41 a=0.2 a*. 1 1.82 1.45 1.25 1.13 1.82 1.45 1.25 1.13 1.82 1.45 1.25 1.13 3.41 2.60 2.13 1.82 3.41 2.60 2.13 1.82 3.41 2.60 2.13 1.82 1.729 1.359 1.159 1.039 1.729 1.359 1.159 1.039 1.729 1.359 1.159 1.039 3.3 19 2.509 2.039 1.729 3.319 2.509 2.039 1.729 3.319 2.509 2.039 1.729

(ET)= T : Then total torque

+T :
+ T;

= BT- T ;
we know T i = Tk (LRQ2 S Hence (ZT); = BT Tk +: T

6.0 (LRCI2 S

for starting torque condition Similarly for maximum torque condition

6.5

Dividing by TG

Tabulation 2 Typical Motor Torque Constants (BTfevaluatedat SLF = 1.0

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The above tabulation shows for typical motor slips the motor torque constants and the maximum starting torque when the starting load factor is 1.0 for starting torque and maximum torque condition. r is less than 0.2 the starting torque condition yields If the ratio a= the largest and it is better to design engine capacity with short-time maximum rating.

Generator Subtransient Reactance:

is mainly determined by The generator subtransient reactance the maximum allowed voltage drop of 25 percent as established in the design criteria:

To derive an expression for subtransient reactance diesel-generator let us study model given below:
=

for the

(starting load factor in Pv)

DlESEL GENERATOR
EG

X ;

xc

x;;
STARTING MOTOR

where Mks = Motor constant for starting torque = ( L R C ) ~s MkM = Motor constant for maximum torque = ~2 + a2 2sa From Eq. 3 determine (CT)S and (XT)M and pick the largest torque and let it be = (BTf
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I
I

LOAD

RUNNING LOAD

Fig. 6 Generator Load Schematic

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All the data given below is complete vector quantities

Generator Symmetrical Short Circuit Level: Consider the following case: a) b) Whole nuclear system is running normal Dieselgenerator is connected parallel to the medium voltage normal and emergency buses for testing purposes

XM = Xc =

II

Motor subtransient reactance Cable reactance Generator subtransient reactance Current at any instant Generator terminal voltage Voltage behind generator reactance Running load current Starting load current Generator current when all emergency loads are running normal Totalload in kVA Generator capacity in kVA Generatorshort-timerating I R + I ~at - an instant

4=
EG
IR
1s
=

I = VG =
=
=

c) Dieselgenerator is not supplying any load either to system auxiliary or emergency loads. d) A fault occurs at the medium voltage normal system.

IG

Using all the symbols in complexphasorquantities, the fault contribution by DieselGenerator can be evaluated by the following:

PM =
G,
=

GSL =

in kVA

V = GI G X ' ~ =

whenEG = 1.OPU VG,= 0.75 PU I X G = 1.0- 0.75 = 0.25 PU where I is expressed m PU of generator current Fromthis derivation it is evident thatthe maximum fault contribution is approximately four times the short-time rating of the dieselgenerator, which is around 50 to 80 MVA symmetrical. This additional fault contribution due to running parallel operation of the diesel unit with system not only increases the medium voltage switchgear fault level but also imposes a restriction to reduce the main generator and system fault contribution by increasing the unit auxiliary transformer reactance. This increase in the transformer reactance inherently increases the voltage drop in the normal buses under normal running condition. This situation is inherently bad for the low voltage motors and starters which in turn may drop out if the voltage of the bus is not up to the rated value. Therefore while rating the capacity of the medium voltage switchgear and sizing the unit auxiliary transformerreactance, it is betterto include the fault contribution of the dieselgenerator to get better system condition.

When IR + 1s = the total load current at the load terminal voltage of VM and let the total load is PM

$ = 0.25
GC

(I:

+
+

.)

M '
"G

= 0.25 Gc M '

= (RL

SL x LRC)

= GSL

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where

4is expressed in PU
wax)

Under the worst situation of starting the largest motor with the rest of all the emergency load running in the diesel-generator when GSL = GsL ( ~ ~ 1 is , to be determined to meet the GSL can be evaluated standardperformancecharacteristic. when RL = 0 and SL = 0.909 LRC in PU.

By sizing the dieselgenerator reactance, the voltage drop can be limited within 25 percent whereas the recovery of the voltage within 2 seconds is decided by the motor starting current pattern and the quick response of the voltage regulator. Example: The following are the load data HPCS Diesel Unit design:

X;;

= 0.25

VM -

%L (Max) G '
if VM/VG = 0.95 (allowing 5 percent drop across the cable) men = 0.95 X 0.25 = 0.237 GSL (Max) GSL (Max)

(4)

HPCS Motor Data (Typical)

Motor size = 3000 hp, PF= 0.85, Motor efficiency = 0.88, Shaft efficiency= 0.8, Speed = 500 rpm, Slip = 4%, LRC = 6.5, a = r h = 0.1 Motor size = 3000 x 0*746 ; hp = 2n Ns TF 0.85 x 0.88 3 3000

G ~ (LM ~can ) be easily determined by the equation (1)

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Motor size = 3000 kVA = SL = 0.85 PU

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HPCS motor control center size Total load margin D/G capacity SLF =

Hi
=

150 kVA = RL = 0.05 PU 3150kVA = 0.9PU 350kVA 3500 kVA (A)

Heat input; =Conversion J factor heat mechanical units

in terms of

=
=

2
We

= =

Heat input = (fuel oil lb/sec)x(heat rate Btuhb) Efficiency Work electrical; f = frequency in Hertz/= Inertia = I1 (engine)' I2 (fly wheel) +I3(generator) Angular velocity (radians per second) ~ngular acceleration WRqg Moment of inertia in poudfeet' 32.2 ft2/sec

= = 0.856

3ooO
3500

I = 0 = G)' =

= 1.69;
(0.1)2 + (0.04)2 =1.45 MkM = 2x0.1xo.04 For the largest torque condition
(ST) = 0.909

WR2 = g =

Let all units are in ft-lb 1) H i T J = We 1.4

+S
+

u (Mks

I d 3

(6)

(BT) = 0.909

0.856 (1.69

1.0)

The problem to study is the change in speed during the transients while loading or unloading the diesel-generator. Hi? J 3r

TF = 3500 x 33000 = 36.750 ft-lb 2 x 500*.T (ST) = 1.69 x 36.750 = 62,000 Max.capacity withexcessmargin 1056 and shaft efficiency

We

I a'
I

D/c

under normal running with constant load c3 = 0

= 62000 x 1.1 x2 x5OOXFi 33000 x 0.8 = 8120hp

MN,/60 where ThenHi?J

= We = ~ T L

O x Enginerating = = 0.8 G, = 3500 kVA

1.1 = 48OOhp

(B)

where Ns = synchronous speed in rpm to loads) (given out generator of TL = TR Load Torque in ft-lb Rotational Torque in ft-lb 257 Ns TL = HiQJ 60

GSL = 0.05 + 0.85 x 6.5 = 5.58 PU (Max) GSL = 5.58 X 3500 = 19,550 kVA Designed GSL
'I XG = - 02375 = 0.2375 = 0.0425

zz

20,000kVA Rated for 20

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(C) From Equation (6) at seconds (D)

any loading instant where W = W1 when fuel

%L(Max) i e . 4.25%

5.58

rate is yet to change: G)1 = Hi'lJY T L1 w1 =dl I where TR where Nsl is speed when the wheredl = 60

r3'

FD/G = 4.21 XGSL = 4.21 Frequency Variation637

19,500 = 82,200 kVA Symmetrical Allowed Limitation of NS is 95 percent = 0.95 N, 1 i e d 1 = 0.95 d

dl=

Since thenumber of the magnetic polesof the generator is being fixed, the change in engine speed determines the frequency variation under the following cases: a) b) c) Speed change during start (from zero to the rated) When the load is constant, the speed stay stabilized. Change in loading cause the transients in speed by which engine may accelerate or decelerate with inertia and fueling rate.

1 T L1

3'
T L ~ = HiP J

(3r

H i ? J- d l

- 0.95 d T L ~

1 3 1 0.95 1 3 From the Equation (6) when We = 0 during starting

In order to study the speed changes let us consider the following expression from heat balance.
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Therefore equation 8 can be rewritten interms angular acceleration d'(transient) = 3:/0.95

of starting T L ~ / I (9)

Parallel Oueration of Diesel Generator: The diesel generator shall be capable of running in parallel with station auxiliary power system during the testing periods. Hence the diesel-generator contribution to the fault level shall be included in the medium voltage switchgear design. Under the parallel operation, if a LOCA and/or loss of off-site power occurs, the diesel-generator can be quickly disconnected from the bus. The load shedding on the emergency bus including tripping of the necessary tie breakers shall provide the emergency bus readily available for connecting back the diesel generator and sequentially load.

- T L ~ / I=

1.052g

Once the acceleration rate for the criteria is designed suitable fueling rate Hi and the response can be evaluated asgivenin the reference, by suitable governor. Hgh inertia during starting decreases the acceleration rate by storing energy and increases the time t o start. When the engine is running constant l o a d d 0 inertiadoes not give or store energy. During transients, it is seen that a hgher inertia can control the speed change to an extent within the limit. Hence the total inertia of the diesel system has to be designed suitable such that is less during starting and more at the transients.Thereforecontrolling over the fueling rate, inertia and the designed acceleration limit, the frequency variation can be established within the limit.

Shop tests shall be conducted according to standard and guides on one or more prototypes of the emergency diesel-generator sets to establish the ability to start and accept load within 10 seconds and to load at least 60 percent of their full rating within 30 seconds after the start signal is received. The objective of testing dieselgenerator is to establish a starting reliability of 0.99 with a confidence level8 of 0.95. The total number of tests and available failures to obtain the above limit can be established from the following expressiox8

97.5

c
= = = =

= N

x (1-R)'x

(N-y)

Y! (N-Y)!
where C R Y N Confidence level Reliability Number of failures Number of tests required

f
P

1 . 0

1
-

0 ; 0.75

1 a) b)
22
TIMESECONDS

Design Requirements of Diesel Generator A c ~ e s s o r i e s : ~ ~ ~ ~ ~ Auxiliary System Engine shall be provided preferably with forced closed cooling water system with shaft driven pump and suitable heat exdangers. Lube oil system shall consist of piping, tank, heat exchangers and pumps (separately and shaft driven) to oil with positive displacement supply sufficient lube pressure for bearings, piston ring, crankshaft and other engine parts. Fuel oil system fora nuclear powerplant shall consistof two storage tanks, at least seven days capacity,transfer pumpswith necessary redundant piping connecting to a single day tank having at least four hours capacity. Each diesel engine shall have an independent air starting system consisting of two air receivers supplied by two separate electric motor driven compressors with necessary redundant piping, valves, etc. Each air starting system shall be capable of starting the engine for at least six cold starts. Necessary piping, safeguard features, controls, instrumentations and annunciation points shall be furnished for the entire auxiliary system.

a
c
L
-2

1 . 2 5 1.0

0.75

c 0.5 a

3
18

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26

0.25 r

14

FIG. 7

GENERATOR CURRENT, OUTPUT. VOLTAGE AND FREOUENCY RESPONSE

c)

Refer figure 7 for Voltage and frequency drop analysis Even though the diesel-generator voltage drop is limited by the reactance, the duration of the voltage drop condition remains as of the load currentpattern. If the recovery is not established in the allowed duration, the low voltage bus loads and their contactors may dropoutdueto insufficient voltage. In order to recover rated voltage, a suitable fast acting voltage regulator providing enough boost to the system with wide band of upper andlowerlimits is required. From the fipure, the increase in voltage and current around 2 seconds from the loading time indicates the overshooting effect of the voltage regulator to bring stable voltage. Similarly the frequency variation is recovered by the fast response of the fueling system and of the diesel-generator system inertia. If the the damping effect fueling rate acts fast enough to meetthe angular deceleration, the engine can pick up the speed within 2 seconds to stabilize the frequency.
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d)

2.

Instrument and Control: a) Each diesel engine shall be designed for manual and automatic start with local control station at the engine and remote control station at Main Control Room.

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Remote shutdown or hot shutdown system, used for safe shutdown of reactor when Main Control Room is inaccessible, shall ovemde control from Main Control Room for the diesel unit. The diesel unit is started automatically for the conditions: 1. 2. following

j)

The following Instruments and Relaying shall be provided: Instruments: Output voltmeterand ammeter, wattmeter, watt-hour meter, varmeter, field ammeter, synchroscope with synchronizing and control switches, frequency meter and elapsed time meter. Necessary indicators for fuel o i l , lube oil, jacket water and thermometers shall be provided on the engine and all other necessary areas. Relays: Generator generatorovercurrent

Loss of coolant accident condition Loss of off-site power.

Initiating start signal for diesel generator shall trip all running loads on the respective emergency buses and start sequential loading after the diesel-generator is connected to the emergency bus and ready for loading. Each diesel unit shall be provided with load frequency control system, speed regulation and fuel injection system suitably available for starting, normal running and transients. Under governor control for overspeed and frequency, the inertia ofthe engine-generator and the connected load shall be considered to include any flywheel effect if necessary. Suitable voltage regulator with fast response characteristic to maintain voltage well above 90 percent in the rated time limit and set limits for over- and underexcitation shall be provided. The auxiliary system controls shall include suitable thermostatic control for lube and fuel oil systems, automatic level control for day tank and automatic pressure control for air starting system. Suitable alarm andindications shall be provided for the following auxiliaries:
1.

differential relay, reverse power, relay with voltage control, gound relay, overvoltage relay, loss of excitation relay, engine overspeed, low lube oil pressure, high crank case pressure, high jacket temperature, high bearing temperature, generator bus fault.

Conclusion: A diesel-generator for a nuclear power station must be designed so as to provide reliable standby power source forthe engineered safety feature load. A typical load study and the equations for evaluating the diesel-generator ratings and reactances are developed taking into considerations the AEC Regulatory guidelines for maintaining voltage and frequency limits of the generator during loading transients. The study of the engine sizing, inertia of the diesel system and fueling rate with reference to transient frequency variation are illustrated for engine manufacturer to probefurther in the diesel design to arrive at an optimum sized diesel engine-generator system with the necessary standards and design capabilities.

Air receiver pressure for Air Starting System Oil levels for day and storage tanks

2.
3.
4.

Temperature and pressure for jacketwater and lube Oil

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Acknowledgement:

Crank case pressure, fuel oil header pressure and intake air manifold pressure and temperature and exhaust temperature and pressure. REFERENCES

I take the opportunity to express my sincere appreciation to my associates, Mr. K K Khanna, and Mr. M J Palossy, for their help in reviewing this paper and my thanks to EBASCO for providing the necessary support in completing this assignment.
E.W. Kimbark Power SystemStability Volume I Page 21-23 Rotational Loads and Inertia H.M. Hardy, T.W. Kearns, LS. Urley The Application of Medium Speed Diesel Engine to Nuclear StandbyGenerator Service. Paper 73 DGP-19. ASME Publication April 1974 k Morcos The Role of Probability on Nuclear Plant Design Consulting Engineer, December, 1973 Photograph of Diesel Engine RV20-4 published under the courtesy of DELAVAL ENTERPRICE

U.S.A. AEC Regulatory Guide RG 1.9 IEEE 387-72 ANS 56.1 DEMA Standards and Practices for Low and Medium. Speed Stationary Diesel and Gas Engines W.T. Pratt, Worked Examples in Electrical Engineering, Hutchinson Scientific and Technical Publication, Page 93-97 (Induction Motor Torques).

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