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2-stroke and the other is 4-stroke. when we talk about diesel engine it mean it
was a compression engine (CIE) which need compression or in another word high
pressure condition for the fuel to burn to start the ignition.The different between
this two type of engine is show in table 1.1 below.
2-stroke
4-stroke
Light engine
Heavy engine
2.1.2 Component
Reservoir/air bottle
2-stage compressor-
Solenoid valve
Master/pilot valve
Automatic valve
Distributor
http://www.marinediesels.info/Basics/air_start/air_distrib.htm
Diagram 2.9 show the picture of a Distributor.the function of distributor is
as a times admission of pilot air to operate cylinder air start valves in correct
sequence, so that engine starts in the desired direction.Its usually consist of a
series of pilot valves.The timing is controlled by a camshaft so the air start
valves can be open at a right sequence.One for each cylinder arranged radially
around a cam.
Cylinder air start valves
Diagram 2.11 and 2.10 show the Cylinder air start valves which is located
in the cylinder head.When the distributor admit the flow of the line the air will
come enter through the air start valves.The pressure will flow into the cylinder
and move the piston down.
Flame trap
Prevents passage of flame from cylinder to manifold in the event of a
jammed cylinder air start valve. The flame trap will prevent any combustion in
the cylinder passing to the air start line and causing an explosion. Diagram 2.13
show the picture of Flame Arrestor Sulzer RTA.
http://www.marinediesels.info/2_stroke_engine_parts/Other_info/air_start_explosi
ons.htm
Bursting cap
Ruptures to relieve excess pressure in the event of a start air line
explosion.The connection to each air start valve is fitted with a protection device.
This can be either a flame trap or a bursting disk.A bursting disk will limit any
pressure rise by bursting. Diagram 2.14 show Bursting Cap.
the air compressor number must have 2 or more than and also have the
ability to refill a tank from empty in just 1hours in atsmospheric pressure.Also the
pressure is sufficient for the number of start the required. At least one of the air
compressors is to be independent of the main propulsion unit and the capacity of
the main air compressors is to be approximately equally divided between them.
The capacity of an emergency compressor which may be installed to satisfy the
requirements of first start is to be ignored.
b. Maximum discharge air temperature
The compressors are to be so designed that the temperature of the air
discharged to the starting air receivers will not substantially exceed 93'C in
service. A small fusible plug or an alarm device operating at 121C is to be
provided on each compressor to give warning of excessive air temperature. The
emergency air compressor is excepted from these requirements.
c. Safety Valves
For every compressor,a safety valve must be install and all the pressure
inside the tank must not exceed 10% that the max limit if not the safety
valveshould operate and control the pressure back. The casings of the cooling
water spaces are to be fitted with a safety valve or bursting disc so that ample
relief will be provided in the event of the bursting of an air cooler tube. It is
recommended that compressors be cooled by fresh water.
Air Receiver requirements
Air Receiver capacity
Where the main engine is arranged for air starting the total air receiver
capacity is to be sufficient to provide without replenishment, not less than 12
consecutive starts of the main engine, alternating between ahead and astern if
of the reversible type and not less than six consecutive starts if of the nonreversible type. At least two air receivers of approximately equal capacity are to
be provided. For scantlings and fittings of air receivers
For multi-engine installations, the number of starts required for each
engine will be specially considered.
2.1.4Operation of system
http://www.marineinsight.com/mari
ne-safety/how-to-prevent-startingair-line-explosion-on-ships/
Diagram 2.15 show the air starting system plan.The air in the reservoir is
then send to the master and the automatic valve by opening the receiver stop
valve .At this time the master and automatic valve arein a closed position.The
turning gear at this time is disengaged.
By switching the master valve to the on position,the air will enter the
distributor slide valve and also to the automatic valve operating chamber..
The automatic valve is now open and air passes to each cylinder air start
valve and to the distributor. Depending upon distributor position, pilot air will
pass to either one or two of the cylinder air start valve operating chambers
opening the valves and allowing start air to enter the cylinders.
As the engine rotates the distributor passes pilot air in the correct
sequence to each cylinder air start valve until minimum cranking speed is
reached. At this point air admission is ended and the fuel is injected and the
engine will run like normal.
Overlap
To ensure that the engine will start in any position it is necessary to
incorporate overlap in the start air valve operation. This means that before one
valve closes the valve for the next cylinder in firing sequence must be open.
Typically, the overlap should be about 15 degrees of crank rotation.
The potential air admission period (AAP) for each cylinder is from a point
just after TDC to the point at which the exhaust is open. The required air
admission period for a 2-stroke engine is given by:
AAP =
360
+ Overlap
No. of Cylinders
For engines with four cylinders or less this can cause problems, depending
on the exhaust timing, requiring the use of some form of starting assister.
Where there are a large number of cylinders involved such that the
required AAP is much less than the potential AAP then it is common to find that
some cylinders are not used for air start purposes. With V type engines this may
mean that only one bank of cylinders is fitted with air start equipment.
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 manoeuvring control valve.
Relief Valve: It is fitted on the common air manifold which supplies air to the
cylinder head. Normally fitted at the end of the manifold and it lifts the valve in
the event of excess pressure inside the manifold. The advantage of relief valve is
it will sit back after removing the excess pressure and thus continuous air is
available to engine in case of manoeuvring or traffic.
Bursting Disc: It is fitted in the starting air pipe and consist of a perforated disc
protected by a sheet of material which will burst in case of excessive pressure
caused due to air line explosion. It also consist of a protective cap such
constructed that if the engine is required to run even after the disc has been
ruptured, the cap will cover the holes when it is turned. This will ensure that in
manoeuvring or traffic air is available for engine at all time.
Non Return Valve: Positioned in between the Air Manifold and Air Receiver, it will
not allow the explosion and its mixture to reach the air bottle because of
unidirectional property of N.R. valve.
Flame Arrestor: It is a small unit consisting of several tubes which will arrest any
flame coming out of the cylinder through leaking start air valve. It is fitted on
every cylinder before the start air valve.
The starting air pressure should be such that it provides enough speed to
the piston during its compression stroke for quickly compressing the charge air
and reaching the required temperature to initiate combustion of the injected fuel.
The starting air pressure is generally of the same range for both the main
propulsion engines and the auxiliary engines i.e. between 25 and 42 bars. If the
air pressure goes higher than this, then the components of the engine should be
sturdy and robust to cater for the same.
The regulation says that the starting air reservoirs should be able to
provide 12 consecutive starts without replenishment. For non-reversible engines,
6 consecutive starts are sufficient.