PROJECT : PROBLEM :

TALCHER STPP UNIT-3 1. UNIT TRIPPING DURING AUTOMATIC TURBINE TESTER (ATT) OF VALVES 2. MTV NOT RESETTING DURING ATT OF PROTECTIVE DEVICES

ATT of valves was successfully proved at no load condition. But while on load, Unit was tripping during resetting of IP Stop Valve (IPSV). While proving ATT, IPSV servomotor oil is getting drained and filling of oil during resetting causes dip in trip oil pressure. To overcome this, drain line was raised with a loop upto servomotor elevation. With this the ATT of valves was successfully proved at 500 MW Units of Simhadri and Ramagundam, but at NTPC Talcher, unit-3, this drain modification, did not prove successful. During overhaul of Unit-3, after about 3 years of operation, scoring marks were observed in the contact surfaces between servomotor piston and piston disc of IP Stop valve servomotors. The scoring marks observed were, as if made by a metal particle rammed between the piston and piston disc. Refer enclosed figure for contact surfaces. Blue matching revealed improper contact in IPSV 1 & 2 servomotors. The contact surface was repaired by lapping and polishing with oilstones in IPSV 1 servomotor. But as the damage in contact surface was more in IPSV 2 servomotor, its internals were replaced with spare. In HP and IP stop valve servomotors, the springs were found to be epoxy painted instead of electroplating. The paint was removed completely as it is detrimental to Control fluid.

HP header drain was fully open earlier. The valve was closed to keep only 30% open. This was done to improve the operating pressures in the system. NRV provided in the control oil line (in governing rack) to develop auxiliary start up fluid for resetting of MTV, while carrying out the ATT of protection devices. Union assembled to NRV was blocking the oil flow path. Earlier experience of similar problem at Ramagundam was resolved by machining the union. The union ID was machined for about 6 mm length and 3 mm on its ID was removed, to have increased flow area. After carrying out the above modification, the various fluid pressures in the governing rack are as follows: Before overhaul Pump current 177 Amps HPCF pressure 36 KSC LPCF Pressure at rack 9.0 KSC Trip fluid pressure 8.25 KSC Aux trip fluid pressure 6.0 KSC After overhaul 165 Amps 38 KSC 10.5 KSC 10.0 KSC 7.5 KSC

ATT valves and protection devices were proved successfully at barring speed and at 250 MW. A dip of 0.2 to 0.8 KSC was observed in trip oil pressure during testing of valves, which is a normal behaviour. BHEL/Hardwar has advised that ATT is to be carried out only upto a load of 250 MW as presently 500 MW sets are with 2 ESV combination compared to earlier 4 ESV combination.

Contact Surface s