FEED BACK 97-98 PROJECT : NORTH CHENNAITPS - 3X210MW UNIT NO.

: 1,2 & 3 PROBLEM : AUTOMATIC TURBINE TESTER RESETTING SOLENOID HISTORY: Automatic Turbine testing arrangement is provided in our turbine to ensure essential protection and controls during operation of the unit Although the system is made ready and simulated at barring speed, we experienced problem in proving it during operation of the turbine at rated speed because of the problem experienced in the resetting solenoid. ACTION TAKEN: ATT programme was tested at barring speed by simulating vacuum availability (MAG 01 CP201), for the following devices and found healthy. 1. Remote trip device no. 1 2. Remove trip device no.2 3. Shaft position trip device. Trip devices have acted and got reset without draining the main trip fluid (MAX 51 CP011 & 12) as envisaged. The above programme was tested again at 600 rpm and found healthy. Overspeed trip device and low vacuum trip device can be checked only at rated speed since primary oil pressure and centrifugal force are required.

When the programme was tried at 3000 rpm rated speed conditions , it got stuck up at resetting step no.52. It is found that the trip devices were in tripped condition and not getting reset Although the reset solenoids were energised (MAX 48 AA201 & AA202), it was not responding. Hence the unit was hand tripped and the ATT programme was again tried. It is found that the programme successfully executed when the machine speed was less than 2000 rpm. At barring speed also the programme was tried and found to be healthy. But repeat test of programme at the rated speed also got stuck up at the same step 52. As the voltage across the solenoid was just 20.5 volts, it is felt that the solenoid was not picking up due to low voltage. Hence the panel voltage was raised such that 24 V was made available for the solenoid. Still it was found that the resetting solenoids were not responding at rated speed. The pressure of oil supplied to the solenoids at barring speed is through AOP which develops around 6 kg/cm2 of oil pressure and at rated speed the oil pressure developed by MOP is around 8 kg/cm2 and hence it is felt that the solenoids are not operating at higher oil pressure probably due to some limitation in actuating mechanism. On inspecting the internals of the solenoids, it is found that the plunger movement of 0.6 mm changes the port of the pilot valve. The initial gap of the solenoid plunger was kept at 10 mm. By trial and error, with a gap of 9.5 to 9.6 mm the solenoid operates even at 21 V, at barring speed as well as at rated speed. The setting details are given in Figure. CONCLUSION: After setting the solenoid plunger gap as shown in the sketch, the operation of ATT was proved. Similar problem was experienced in ATT - test valve solenoids also and the same rectification was carried out and the problem was resolved.