PROJECT PROBLEM

: :

TALCHER 500 MW Unit 3 TRIPPING OF UNIT BECAUSE OF SUDDEN, RANDOM, LARGE DROP IN TRIP FLUID PRESSURE IN THE GOVERNING SYSTEM.

Observations: The above unit was restarted in Sep 2005 after a shut down to repair a boiler tube leak. Site reported that unit was tripping because of sudden, random, large drop in trip fluid pressure in the Governing System. . The behavior was unpredictable and unexpected in a unit that had been generating normally, for the last few years, since it was commissioned. Site engineers immediately took the following steps taken to diagnose the fault. These are described in the table below:
Sl.No. 1. Combination of valves stroked All HP/IP stop and control valves opened. LPBP system not opened. IP and LP Stop and Control valves opened. HP CVs kept in closed condition. HP ESVs kept full open to get full trip fluid pressure. HP, IP stop and control valves along with one set of LPBP stop and control valves opened. HP and LP BP stop and control valves opened. IP SVs open. All valves open i.e. HP, IP and LPBP stop and control valves opened along with WI valves. Observations No dip in trip fluid pressure occurred. No dip in trip fluid pressure occurred

2.

3.

No dip in trip fluid pressure occurred

4.

No dip in trip fluid pressure occurred Until opening of 4 sets of valves i.e. HP, IP stop and CVs, no dip in pressure observed.

5.

While opening LPBP CV1& CV2 there is a sudden dip in trip fluid pressure. From 9.3 to 5.0 ksc and CF pump current decreased, CF tank level increased, CF pressure dropped from 38/11 to 33/6 ksc. The pressure did not recover from 5.0 ksc. Any 5th valve opening led to this drastic drop in trip fluid pressure.

Sl. No 1. 2. 3. 4. 5.

Parameters

Before 5th CV opening 9.3 ksc 177 Amps 38 ksc 11 ksc 658 mm

After 5th CV opening 5.0 ksc 162 Amps 33 ksc 6 ksc 642 mm

Trip fluid pressure CF pump current HP CF pressure LP CF pressure Tank level from top

Following actions were additionally taken, on 13.9.05 and 14.9.05, to improve the performance of the Governing System and components, based on general experience: 1. The pilot valves of HP/IP/LPBP CVs were serviced and put back. 2. A new CF pump was replaced (the 2 nd pump was not available owing to its bearing failure). 3. 4 barrels of CF was topped up in the tank increasing the level by 80 mm.

4. N2 pressure of all accumulators was checked. LP accumulators N2 pressure was normal.(5.5 ksc). Among all in the HP , only 2 nos. accumulators in the canal were having no gas pressure. 5. Water Injection slide valves in LP BP rack were serviced. 6. The trip solenoids for LPBP temperature protection were also checked and found healthy. 7. The plate type filters in the governing rack and the LPBP rack inlet were opened and cleaned. Some debris was found in the filter body. 8. Foam inside the CF tank was removed continually with a makeshift ejector. Further to above, the following were also done to improve the system performance: 1. All Accumulators were vented by opening the drains on the fluid side. 2. All plate type filters were rotated by hand. 3. All duplex filters were rotated by hand. 4. All coolers were vented on the fluid side. 5. Accumulator drains in HPCV1 & 2 were kept 2 turns open, to remove foam if any. 6. HPCF drain in 32-bar header in the canal was throttled by 50%. After all this was done, the turbine was rolled again with full LPBP system in service. During this trial, the trip fluid pressure stayed steady at 9.0 ksc, but dipped to 8.3 ksc at 3000 rpm. The drain in 32-bar HP header was immediately closed to about 75 % to regain the pressure of 9.5 ksc. After synchronizing the turbine and loading to 100 MW, the governing pressures held firm till the LPBP valves were closed. 5 minutes later the unit tripped on a sudden, large, dip in trip fluid pressure. After this event, TG was put on turning gear. Further checks were done which revealed the following:

1. There were no external fluid leakages or abnormal conditions in the CF tank or piping or control valves. 2. The bucket filter of the CF tank was fouled partially with black particles and flakes of soft material. 3. The dip in fluid pressure was not observed when any 5 of the 6 control valves of HPT, IPT, and LP Bypass were opened together. However when 6 valves opened together the trip fluid pressure dipped. This behavior was repeated every time the combinations were changed. 4. The IP stop valves were found tripping while closing manually with the help of test valve. This was not seen when the same operation was tried with the HP stop valves. Each stop valve was operated independently. 5. The U-loop drain of the IP stop valve block assembly was found running hot. This was not observed in the other similar running units. 6. The IP stop valves test valves were opened and inspected. Inside, it was seen that the test valve pilot of IP stop valve 2 was not achieving full travel. The pilot was restricted in its travel and was stuck somewhere in between. The pilot and sleeve were dismantled and taken out for inspection. A small ridge formation was seen on the sleeve inner diameter around 7-8 mm from top. This was removed by cleaning / polishing. The full, free movement of the pilot in the sleeve was ensured. The test valves were reassembled and the governing system was checked and found OK. Analysis: The problem was finally identified as an internal, trip fluid, leakage in an IPSV2 test valve and it was a difficult and time-consuming search. It always usually is so. That is because this Governing System covers a large physical area, and the fluid enters and drains through many components via piping that goes up and down, at different elevations and floors, and in and out of spaces that cannot often be seen. Leaks

could conceivably occur anywhere! The discovery that trip fluid loss in the test valves of IP Stop Valves, was affecting the full system, was a significant insight, and a big step forward. As trip fluid is the genesis, the source for all fluid pressures in control functions, various anomalies like control valves closing abruptly, stop valves tripping suddenly, could now be correlated. While doing the search it was equally important to remember that the control fluid CF pumps are very optimally selected and do not have large margins for delivery of flow and pressure. They are double pressure pumps, which deliver just adequate quantities of control fluid at each of the designed pressures i.e. notionally 8 bar and 32 bar, but actually more. If the demands on their capacity are exceeded because of malfunctioning of governing components, they will behave unpredictably. Conclusions: Initially foam in the tank was thought to be contributing to loss of pressure in the governing system. Looking at above facts, we can be assured that it has not played any part in the pressure loss. Possibly, fluid carried dirt to critical components and caused malfunction i.e. sticking of moving parts. It is important to understand the significance of this outcome. We can generalize cautiously and lay down a few guidelines for analysis and troubleshooting as below: 1. In governing systems that are tested, proven, and in regular, healthy running condition, it is wise to begin with the approach that the fault is at the component level. It also means that the search must believe that the designed system is basically otherwise working well. 2. Whenever there is a specific malfunction, the fault can usually be narrowed to a single faulty component, in a generally clean and working system. Attempts to service components must be linked to understanding of the existing problem (sometimes servicing of healthy components may lead to new problems). In this case it was the IPSV-2 test valve pilot only that was malfunctioning and causing trip

fluid pressure loss. Servicing it solved the total governing system problem. 3. Foam, in small quantities, in control fluid is not likely to cause a pressure loss if the CF tank level is adequate, and the CF is otherwise clean and healthy. 4. Governing systems, which work with hydraulic elements, must have fluids that are very clean and healthy. Filters a nd purification systems need to be in good condition, and regular use, so that they can adequately maintain the health of the governing fluids. 5. Governing systems should be kept working within parameters that were designed. Repair or preferably, replace, unhealthy components to maintain system in best condition always.

TEST VALVE ASSEMBLY -- IP STOP VALVE

Pilot travel stopped 7-8 mm before top. Loss in trip fluid pressure was because X was draining continuously to C and fluid demand exceeded designed supply when all valves were opened.