Professional Documents
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Starting Air Compressors
Starting Air Compressors
Crankcase lubrication
Lubrication of the crankcase in a compressor does not pose any specific
problems and normally consist of splash lubrication with pressurised oil being
fed to shell bearings. Where drip cylinder lubrication is used, this should be
kept to a minimum conducive with liner wear. A standard mineral oil similar to
that used in the main engine may be used, although due to carbon deposits,
higher quality oils are generally used with the most effective being specifically
designed synthetics which have allow a considerable reduction in maintenance
but are costly.
Mineral oils contain a blend of lighter elements such as paraffin's,
and heavier elements such as asphaltenes. During compression the lighter
elements are vaporised leaving the heavy ends, these coat the piston rings and
discharge valves in combination with oxidised oil deposits. These deposits also
coat passage ways and coolers resulting in higher interstage air temperatures.
Deposits on discharge valves cause them to become sticky and leak resulting
in hot air being drawn back into the cylinder for recompression. This increases
the temperature and hence causes greater oxidation and deposits, and so the
condition deteriorates with increasing rapidity.
Temperature can become very high, this may result in oily deposits
at the discharge valves carbonising. Eventually this carbon could glow red and
cause detonation. It is more likely, however, that oily deposits will be carried
over to the air receiver and air start manifold to be ignited by blowpast at the
cylinder air start valve.
Deposits at piston rings cause leakage allowing oil to enter the
cylinder from the crankcase thus increasing the danger it is essential that
crankcase lubrication be kept to a minimum compatible with an acceptable
wear rate. Regular maintenance will minimise oily deposits build up and hence
the risk of explosion
Rotary/reciprocating Compressor
Rotary compressors in general do not require internal lubrication but they are
not suitable alone for providing air at a pressure for starting duties. They can,
however, be linked to reciprocating stages to produce a hybrid compressor.
The compressor is lighter, more compact and better balanced than
an equivalent all reciprocating unit. In basic terms the rotary first stage
supplies air to the reciprocating second and subsequent stages. All stages
being driven by the same shaft
Safety Valve
Materials
Cast iron-Casing, Liners, Pistons( the LP piston is sometimes made from an
aluminium alloy, Cylinder covers Steel- Crankshaft, Conrods, Pistons, Valve
seats Vanadium Steel- Valve plates
Coolers
Plain Tube-
-easy to clean
-must allow for thermal expansion by having one tube plate floating
'U' tube-
Coil tube
-difficult to clean
-expensive
Air Start Systems
Regulations
1. There must be at least two starting air receivers, the total capacity of which will
give 12 starts for a reversing engine or 6 starts fo a non-reversing engine with
CPP.
3. In addition to these there must be a compressor which can be started by hand i.e.
with a dead ship. Note: this is not necessary if one of the compressors is run off
the emergency switchboard
4.
ii. A relief valve or bursting disc on the hp cooler casing in order to protect the
casing from overpressure in the event of cooler tube failure Note: Bursting
discs are generally preferred because they fail and stay failed giving
complete protection. A relief valve will reseat when the compressor is
stopped allowing water to enter the air side.
Air Receivers
There must be a means of access to allow cleaning and inspection of internals.
The internal surface should be protected by a coating which is flexible enough
to move when the metal distorts. Copal varnish is generally used because it
has these properties and willnot easily oxidise. Usually precautions are taken
the same as for an enclosed space when entering. Ventilation is required to the
solvent fumes in the varnish
Drains must be fitted in the lowest part of the receiver
Receivers must be protected by means of a relief valve, if the relief
valve can be isolated from the reciever than a fusible plug or plugs must be
fited. These are usually fitted because in the event of a fire near to the bottle
they will fail and release the entire contents of the bottle rapidly. A relief valve
however will only release air down to its closing pressure which is set point less
blowdown. If the structure of the bottle becomes weakened by the heat then
its ability to withstand even the reduced pressure is weakened an possible
rupture could occur.
The inlet and outlet valves are to be arranged to prevent direct
flow through the bottle with insufficient residence time for moisture to
rpecipitate. Valves to be of the slow opening type to prevent excessive
pressure rises. All attachments should be via a support plate
Safety devices
The automatic valve (Main air start block valve) prevents connection between
the air receiver and air start manifold unless actually in the process of starting.
This minimises the risk of an explosion in the air manifold actually
propagating back to the air receiver where a much more severe explosion is
possible. Safety devices are encorporated in the air start manifold in order to
dissapate the energy of an explosion thus keeping its effects local.
Such devices include flame traps, relief valves and bursting discs
Loss
of air can be kept to a minimum by rotating moveable outer hood to blank off
relief ports. The failed cap should be replaced as soon as possible.
Starting air explosions
Causes-continuous leaking of start valve followed by it sticking open on start.
An oil film may build up on the start air pipe due to oil dscharge
from the compressor. This oil may come from general lubrication or sticky
scraper ring or from the engine room air,
With a continuous leaking valve hot gasses with unburnt fuel will
enter the pipe and turn the oil film into a hot incandescent carbon. When high
pressure air is put on the pipe line an explosion can occur with resultant high
speed high pressure shock wave.
Alternately, air discharged into cylinder during starting may have
an oil mist which can ignite in a hot cylinder. The hot gasses can return
through the start valve. To prevent this the non return valve should be
properly maintained, oil discharge from the compresors should be kept to a
minmum and pipelines inspected nad cleaned when necessary.
To minimise effects a flame gauze should be fitted to the start
valve and ample relief valves, bursting discs or caps fitted. An isolated valve on
the discharge side of the manouervring control valve.