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Technical Bulletins > TB - 1000LPM Installation Advice 0601_1

Technical Bulletins > TB - 1000LPM Installation Advice 0601_1

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Technical Bulletin – 1000LPM Installation Advice 06/01 ‘The Refuelling Specialists’

Document Title:
Technical Bulletin
Revision No: 1
Description: Installation Guidelines on the
Banlaw Pipeline 1000LPM
Refuelling System
Issue Date: 06/01
To ensure the proper and safe operation of the Banlaw Quick-Fill Dry-Break Refuelling
System, a number of factors need to be considered in the set-up and design of the fuel tank
and delivery system.
The Banlaw 1000LPM system, incorporating the B1000 series' nozzle and AUS43 receiver,
requires some additional measures to be undertaken. These factors are designed to ensure
the additional refuelling rate of this high flow system does not compromise the inherent
safety and reliability of the mainstream Banlaw refuelling system.
1. DeIivery Network
The specification and layout of a refuelling installation needs to consider a number of key
areas unique to the dry-break quick-fill refuelling system. These include; pipework design,
pump selection, and the installation of a break-away valve and a nozzle operating sign.
Given due consideration, such factors will promote a safe and reliable refuelling system.
a) to both combat the generation of static electricity and reduce the head loss in the
pipework both upstream and downstream of the refuelling nozzle, Banlaw Pipeline
recommend a minimum size of 2.5¨ (bore diameter) for all hose, pipe and fittings.
b) all hose must be wire braided hydraulic pressure hose, with swaged (crimped) hose tails
÷ the equivalent of Ryco T1 series hose.
c) To minimise the magnitude of head loss (restriction to flow) downstream of the nozzle
receiver, the number and nature of fittings needs to be closely monitored. Long radius
elbows are preferred, whilst any check valve (if required) should be of the "swing¨ type,
rather than the "lift¨ or "ball¨ types. Any control valves must be maintained in the fully
open position and appropriate measures employed to ensure a valve is not turned off
unless required by maintenance staff. Minimising the head loss leading into the tank will
assist in maintaining the nozzle ON until after the vent has closed at tank full condition
i.e. prevent premature nozzle shut-off.
d) Banlaw recommend the use of EBS-RAY V series vane pumps (or equivalent) with their
equipment. These positive displacement pumps provide reliable performance, and
maintain a consistent flow-rate to the nozzle during refuelling. To establish a maximum
pump head and thus prevent overpressurisation of the delivery line and nozzle, these
pumps come with an integral adjustable bypass valve which can be set by a competent
person to suit a variety of refuelling applications.
e) To prevent the spillage of fuel and minimise damage to the delivery system, Banlaw
recommend the use of an in-line dry-break breakaway valve installed upstream of the
nozzle. This valve effectively becomes the weak link in the system in the event of a
vehicle "drive-away¨. Without the use of such a valve, considerable structural damage
and spillage of fuel can result if a vehicle is moved whilst the nozzle remains connected.
For flow-rates in excess of 800LPM Banlaw recommend the use of a 3¨ valve, i.e. the
Banlaw AUS4W-75.
f) To both limit contamination entering the front-end of the nozzle and provide a convenient
and secure lodging for the nozzle whilst not in use, Banlaw recommend the use of a
nozzle mounting anchor i.e. AUS22 049. This "dummy¨ receiver is fixed to a structure in a
safe and convenient location on the service vehicle or at the fuel farm. This gives
operators a fixed point for storing the nozzle, and promotes a long working life for the
nozzle.
Technical Bulletin – 1000LPM Installation Advice 06/01 ‘The Refuelling Specialists’
g) To satisfy an employers obligations under various OHS&E regulations, Banlaw
recommend the use of a nozzle operating sign (AUS OPSIGN-2) which provides simple
stepwise information on the proper operation of the nozzle. The sign is manufactured
from steel, and comes with a reflective front surface for easy use under limited lighting.
Many operators have found the sign invaluable for the purposes of nozzle operation and
quick-fill system troubleshooting.
2. Tank Design
The proper design of the tank is a crucial part of the quick-fill installation. Many tanks were
originally designed for more conventional non-pressurised low refuelling rate systems i.e.
splash-fill, and require modification prior to the installation of quick-fill equipment. The key
areas are; pressure rating, location of the correct type of vent, and other factors such as
baffle design as mentioned in separate Banlaw Technical Bulletins.
a) although during normal operation of the system the tank pressure should not reach the
emergency relief pressure of the Banlaw tank vent, the tank must be designed to
withstand a pressure greater than this relief pressure. The same applies to any fittings
and components hydraulically connected to the tank.
b) Banlaw offer two relief settings for each vent model. The "light system¨ incorporates the
same relief setting as the standard rail series vent of 49kPa, whilst the standard system
uses the higher relief setting of 110kPa. These pressures indicate the gauge pressure at
which the vent will start to relieve excess vapour pressure from within the tank ÷ see
information on tank vents later in this document.
c) The short-term pressurisation of the tank at the completion of refuelling will in turn
pressurise the fuel supply and return network for all diesel engines connected to the tank.
In some instances, this pressurisation of the fuel supply will cause the engine to rev or
flood, whilst the pressurisation of the fuel return network may inhibit the required
pressurisation of the tank required for nozzle shut-off. Cummins engines are especially
prone to these concerns, as are smaller engines. To prevent the pressurisation of the fuel
return line a small in-line check valve should be installed (i.e. Banlaw AUS3W). To
prevent engine revving, the engine may be shut down during refuelling, or appropriate
steps made to ensure any revving does not pose a safety risk i.e. vehicle transmission in
neutral and any PTO's disengaged.
d) Flow-rates in excess of 800LPM will require 2 BanIaw tank vents per fueI tank. This will
ensure minimal pressurisation of the tank, until both vents close simultaneously at the
completion of refuelling. NB: A single vent may be used on some applications, although
up to 25kPa of tank pressurisation will occur whilst the tank is filling.
3. Tank FiIIing Point
The location and discharge point of the delivery line into the tank will affect the performance
of the Banlaw system. The main issues are; excessive diesel foaming, static electricity
generation, and restriction to fuel flow entering the tank.
a) side entry: the discharge point for any application must not exceed a distance of 150mm
from the base of the tank (AS1692)
b) top fill: the fuel must be conducted through a fully enclosed pipe (drop tube) to a distance
not exceeding one pipe diameter from the base of the tank (AS1692). NB: This distance
may be insufficient when using small diameter pipe and when running at flowrates in
excess of say 600LPM (estimated). Banlaw recommend this distance be extended to a
maximum of 150mm is such circumstances ÷ as in part (a).
c) as described in section 1, the design of the discharge point and drop tube (if applicable)
must be such that restriction to flow is minimised. Measures that will minimise such
losses include; using a minimum of 2.5¨ bore pipe (3¨ recommended) for a drop tube with
Technical Bulletin – 1000LPM Installation Advice 06/01 ‘The Refuelling Specialists’
long radius bends, and ensuring the discharge point of any delivery line is terminated at a
distance from any tank surface or baffle plate equal to that described in points (a) and (b).
d) Vertical bottom entry: is discouraged unless low flowrates are used until sufficient fuel
exists in the tank to restrict subsequent foaming as the rate is increased to maximum.
Such flow control is beyond the design of most refuelling installations, and as such
bottom fill is discouraged wherever possible. If this point of entry must be used, then it is
strongly recommended that a pipe be manufactured and installed inside the entry point to
direct the flow of fuel horizontally ÷ as per side entry.
4. The BanIaw Tank Vent
The operation of the Banlaw quick-fill tank vent, is perhaps the most misunderstood facet of
quick-fill technology. There are various key areas which need to be considered prior to
installing a vent into a tank, mainly; location of the vent w.r.t. surrounding tank structure, the
function and limitations of the relief device, the purpose of the vent breather, and the correct
vent model to be used.
a) Using a ¾¨ bore vent valve, the Banlaw quick-fill tank vent is designed to ensure the tank
remains unpressurised during refuelling until such time as the fuel level reaches a level
towards the mid-height of the vent ball cage. At this point, the vent will close and thus
effectively create an air-tight seal within the tank. The delivery of fuel will continue until
such time as the pressurisation of the tank ullage provides sufficient back pressure within
the delivery line causing the nozzle to shut-off.
b) As mentioned in section 2(d), it is recommended that refueIIing rates in excess of
800LPM use 2 BanIaw vents per tank. NB: Due to the ½¨ bore vent valve and lower
relief pressure (65-70kPa) of the Wiggins ZV10 vent, Banlaw do not recommended that
this vent be used with refuelling rates in excess of 500LPM, being the capability of the
Wiggins ZZ9A1 nozzle.
c) The small 1/16¨ diameter bleed hole in the vent valve within the vent cap will allow the
tank ullage to gradually return to atmospheric pressure at the completion of refuelling.
This bleed hole must not be obstructed or modified.
d) The integraI emergency reIief vaIve within the vent is not designed as a primary
reIief device. Its task is to ensure that excess vapour pressure within the tank, unable to
be exhausted through the vent bleed hole, can be safely removed from the tank i.e.
similar to a thermal expansion relief device. The emergency relief valve will begin to open
at the nominated tank pressures shown below. If required to vent high rates of air, the
pressure will rise by up to an additional 30kPa. Likewise, if required to exhaust liquid fuel
the pressure within the tank will rise substantiaIIy. If essential, a primary relief device
must be installed on the tank that remains air-tight until its relief setting is reached.
N 49kPa ÷ Banlaw rail series and light series vents (anodised green cap)
N 110kPa ÷ Banlaw standard series vents (anodised red cap)
e) Although the patented splash tube surrounding the ball cage of all Banlaw vents
(excepting the rail vents) does negate much of the turbulence associated with high rate
refuelling and small tank volumes, it is recommended that the tank vent be installed in a
location subject to minimal turbulence. This will ensure proper vent operation and prevent
any splash spillage of fuel during the refuelling operation.
f) The location of the vent on the top surface of the tank is critical to ensuring the correct
operation of the vent. The vent must be instaIIed verticaIIy on the upper most region
of the tank, within an area sufficient to ensure the rate of fuel level increase surrounding
the vent is low enough to allow time for the vent to close, pressurisation of the ullage, and
subsequent shut-off of the nozzle. High rates of fuel level increase ÷ such as when a vent
is installed within a manual fill pipe or similar ÷ will cause fuel spillage from the vent prior
to nozzle shut-down. In short, the vent needs enough time and volume to generate
Technical Bulletin – 1000LPM Installation Advice 06/01 ‘The Refuelling Specialists’
pressure within the tank in order to shut the nozzle off, prior to the elimination of ullage
within the vent region and subsequent spillage of fuel.
g) It is recommended that a breather hose be attached to the exhaust port on the vent cap,
to ensure any vapour and liquid fuel exhausted from the vent is directed to a safe point
away from ignition sources and persons. This point must be in an area not subject to
excessive buildup of dirt and other contamination, so as to prevent blockage of the vent
exhaust and reduce the likelihood of such matter entering the tank through the vent. NB:
Blockage of the vent exhaust (or breather) will create pressurisation of the tank volume ÷
analogous to the vent closing ÷ and lead to premature nozzle shut-off.
h) Cylindrical tanks (w.r.t. horizontal axis) will require an extended tank vent (AUS25C
series) to ensure adequate ullage (vapour space) is provided in the tank prior to nozzle
shut-off. The same may apply to odd-shaped tanks, and other circumstances where
greater ullage is required.
NOTE: refer to Banlaw Technical Bulletin on Quick-Fill tank Vent Theory for specific details
on vent placement and other information.
With over 25 years experience in the design, manufacture, installation, and development of
dry-break quick-fill technology, Banlaw Pipeline can offer factual, relevant and prompt advice
on the use of its equipment. Our technical expertise is fast generating a valuable reputation
throughout the mining, rail, and ports industries. Our undertaking is to provide leading edge
refuelling technology, providing a safe, reliable, and quality service to our extensive and
valued customer base.
Further technical advice on the installation and operation of Banlaw equipment is available
from Banlaw head office or an authorised Banlaw distributor.
BANLAW PIPELINE PTY LTD - CONTACTS
Telephone: +61 (0)2 49714888
Fax: +61 (0)2 49714910
www.banlaw.com
SALES & MARKETING PRODUCTION &
QUALITY ASSURANCE
FUELTRACK &
ELECTRONICS
ENGINEERING
(MECHANICAL)
Nick FORAN Paul BUCKTON John GREGORY Adam PEATTIE
sales@banlaw.com.au paul@banlaw.com.au hoppy@banlaw.com.au adam@banlaw.com.au
Mob: 0408 497212 Mob: 0409 663072 Mob: 0408 492408
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