Air Start System

Air Start System

Marine diesel engines normally use high pressure
compressed air for starting them. High pressure (30 bar)
compressed air is led to the cylinder during the power
stroke. To minimize risk of starting airline explosion as well
as to facilitate starting of engine with minimum delay, the
starting air valve in the cylinder head does not open when
the pressure of air on top of the piston is more than that of
the incoming compressed air. There are normally means of
starting a diesel engine locally as well as from a remote
place (engine control room and bridge).
Two start air receivers (bottles) having
relief valve and drain
Air distributor consists of series of pilot valves, one for each
cylinder, arranged radially around a cam, timed to engine
Bursting disc
Flame Trap
Air compressors
Turning gear interlock
Classification Society Rules - Initial
starting arrangements
• Equipment for starting the main and auxiliary engines is to be provided
so that the necessary initial charge of starting air or initial electric power
can be developed on board ship without external aid. If for this purpose
an emergency air compressor or electric generator is required, these
units are to be power driven by hand starting oil engine.
Air compressors
• Two or more air compressors are to be fitted having a
total capacity, together with a topping-up compressor
where fitted, capable of charging the air receivers
within 1 hour from atmospheric pressure, to the
pressure sufficient for the number of starts required.
The capacity of the main air compressors is to be
approximately equally divided between them. 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.
Air compressors
• A small fusible plug or an alarm device operating at
1210C is to be provided on each compressor to give
warning of excessive air temperature. Each
compressor is to be fitted with a safety valve so
proportioned and adjusted that the accumulation with
the outlet valve closed will not exceed 10 % of the
maximum working pressure. 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.
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 non-reversible type. At
least two air receivers of approximately equal capacity
are to be provided.
Draining of Air Bottles, Isolating non-return valve between
air bottle and engine, Bursting disc or Flame arrestor

• The air discharge pipe from the compressors is to be

led direct to the starting air receivers. Provision is to
be made for intercepting and draining oil and water in
the air discharge for which purpose a separator or
filter is to be fitted in the discharge pipe between
compressors and receivers. The starting air pipe
system from receivers to main and auxiliary engines is
to be entirely separate from the compressor discharge
pipe system. Stop valves on the receivers are to
permit slow opening to avoid sudden pressure rises in
the piping system.
Draining of Air Bottles, Isolating non-return valve between
air bottle and engine, Bursting disc or Flame arrestor

• Valve chests and fittings in the piping system are to be of ductile

material. Drain valves for removing accumulations of oil and water are
to be fitted on compressors, separators, filters and receivers. The
starting air piping system is to be protected against the effects of
explosions by providing an isolating non-return valve or equivalent at
the starting air supply to each engine.
Draining of Air Bottles, Isolating non-return valve between
air bottle and engine, Bursting disc or Flame arrestor

• In direct reversing engines bursting discs or flame arresters are to be

fitted at the starting valves on each cylinder; in non-reversing and
auxiliary engines at least one such device is to be fitted at the supply
inlet to the starting air manifold on each engine. The fitting of bursting
discs or flame arresters may be waived in engines where the cylinder
bore does not exceed 230 mm.
Interlocks on starting

• 1. Turning gear is disengaged : The turning gear acts

as a lock to the engine, preventing it from turning
during maintenance etc. Therefore cranking the
engine with the T/G engaged will cause much damage
to the T/G as well as the engine.
• 2. Distributor position is as ordered and in end
position: The starting air distributor cam position is
checked to be in the right end position, as ordered at
the telegraph before a start signal is forwarded.
Interlocks on starting

• 3. Main Lub Oil. pressure is present: A hydraulically -

operated valve, sensing L.O. pressure blocks the start
signal in absence of L.O. pressure.
• 4. Air spring pressure is present: In engines with
pneumatic closing of exhaust valves, the absence of
this air spring pressure, causes a block of starting air
signal.
• 5. Aux blower running: In engines with constant
pressure turbocharging, if the auxiliary blower is not
started or has failed. the starting signal is blocked
usually.
Slow turning

• Is an alternative to blow through. In bridge controlled

ships, bridge may take considerable time to start
engine even after handing over engine to bridge. Since
F.O., L.O., and F. W. systems are running after handing
over control to bridge. there is a chance of fluid
accumulation in the unit if there is a leak of any of
these fluids. To prevent a hydraulic lock from
damaging the engine when starting with such a fluid
accumulation in the unit. slow turning feature is
provided.
Slow turning

• After a preset time on bridge control, usually 30 mts.,

the engine goes into slow turning mode automatically.
The engine does not turn in this mode, only the
indication will be on. When the engine is started from
bridge when in this mode, the engine turns over
slowly first for one complete revolution and then
starts. Slow turning is accomplished by controlled
admission of starting air. Slow turning can be initiated
manually from E.C.R. and also cancelled from bridge.
Bridge control

• Three repeated starts are usually carried out automatically in case of

start failure at the first attempt. However the bridge start is blocked at
low level of start air pressure which leaves sufficient air for the engineer
attending, to start locally. On bridge controlled ships the start air from
air bottles is to be always left open during sea passage also.
Why start air admission before
TDC?
• In order to make maximum utilization of the entire start air period, it is
essential that the unit is fully pressurized with full starting air pressure
right at TDC. If the start air admission starts at TDC, due to mechanical
delay, by the time unit is full pressurized and the air exerts a turning
torque, the unit will be well past TDC, which represents a loss of starting
air range.
Why start air admission before
TDC?
• Hence the start air admission is slightly before TDC so that at TDC the
unit it full pressurized to turn the engine. Admission of air before TDC
does not turn the engine other way than the required direction due to
the cylinder which is overlapping which exerts much greater turning
torque in the required direction.
Why inverse cams are used as stating air
cam ?
• Inverse cam is preferred as starting air cam since it provides the easiest
arrangement of taking the rollers out of action once the engine has
picked up on fuel. This will reduce wear and tear of air distributor valve
when engine is running normally on fuel. Also, with the inverse cam
arrangement, there is no possibility of mistimed admission of starting air
in case of stuck pilot valves or broken spring.
Air Starting system components
• 1. Main or Automatic air start valve: This valve as the name suggests
opens automatically during start and closes after the start. Isolation
between engine and air bottle is the main purpose. This valve may
incorporate a non return valve to stop the flame front in case of a
starting air line explosion. In some cases, the non return valve may be a
separate component.
Main or Automatic air start valve
• The automatic valve is also used for blocking an engine start or putting
into service. Provision for manual opening can also be provided. Slow
turning device, if fitted, is incorporated in the automatic valve. Latest B
& W design of automatic valve is a simple ball valve actuated by a piston
through a rack.
Air distributor

• The air distributor may be basically of two kinds, the rotary

type, and the pilot valve and inverse cam type. The rotary
distributor designs are common in generators and also is used
in some main engines too. The pilot valves may be mounted
separately and the inverse cams also separately mounted on
the main camshaft next to each unit instead of grouping them
together as a distributor. This arrangement is found in
reversible four stroke engines. The pilot valve along with the
inverse cam is termed the distributor which controls the timing
of air admission for a particular unit. Pilot valves are also prone
to getting stuck and hence of non corrodible material.
Start air distributor B & W engine
• The pilot valve is a spool type valve
held up by spring pressure during
normal running of the engine. The
other end of the spool valve bears on
an inverse cam when operating air at
30 bar (or starting air pressure) is
admitted into the space below piston
1. This pressure acts on the top of
piston 2 and also on bottom of piston
1. The top of piston 2 area being larger.
the resultant force is to keep the pilot
valve spool pressed onto the inverse
cam against the spring pressure. If the
inverse cam position allows, the pilot
spool further moves down.
Start air distributor B & W engine
• This movement does the following:
• 1. The operating air inlet is cut off by the piston 1 covering the
hole though which operating air was admitted, which traps the
30 bar operating air pressure in the space between piston 1 &
2. This means that even if the external operating air line is
vented, the trapped air keeps the pilot valve at the activated
position till the inverse cam mechanically pushes it back. This is
the arrangement that ensures that those units in the starting
air range. at the instant of changing over form air start to fuel
run, continues receiving starting air though external operating
air is vented.
• 2. The line to start air valve which is vented is
connected to the pilot air line, This is by the piston 3
covering the vent and at the same time allowing air
into the start air valve line. During normal running, the
pilot valve is kept off the cam preventing unnecessary
wear. There are as many pilot valves as the number of
units. Reversal of start air distributor is by shifting the
shaft axially by a pneumatic cylinder.
Start air valves on cylinder head
• The starting air valve in
cylinder head of each unit
admits air into the cylinder
during starting.
Pneumatically operated start
air valves are used and the
start air valve designed such
that if the unit is firing, the
combustion pressure
prevents the start air valve
form opening even if the
pneumatic pressure for
opening is present from the
distributor.
Start air valves on cylinder head
• With pneumatic operation of start air valve, the application of
pilot air to start air valve does not necessarily mean the valve
opens, but depends on the pressure in the cylinder. This has
reduced of chance of starting air line explosion greatly. The
valve piston and liner etc are of non corrodible material, so
that moisture content in the pilot air does not cause corrosion
and eventually jamming of valve. Grease points are provided
outside for lubrication. Flats or screw driver slots on top of
valve spindle enables checking of valve freeness. SULZER
design has both opening and closing pilot air; whereas B & W
uses only opening air, closing is done by spring force
Reversing of a Diesel Engine

• Reversed running of a diesel engine can best be understood by

considering individually the four processes given below that takes
place during engine operation.
1. Inlet,
2. Exhaust.
3. Starting air admission,
4. Fuel injection.
Reversing of a Diesel Engine

• These four processes are timed in relation to power piston movement,

which gives their timings. The timings are given in relation to any Dead
Center, TDC or BDC, as “X” degrees before Dead center to “Y” degrees
after Dead Center. Each of the four individual processes mentioned
above are controlled by cams. Each one may or may not need
repositioning for reversed running of the engine.
Reversing of a Diesel Engine

• Whether reversal arrangement in needed for a

particular process depends on the disposition of the
total cam angle about roller contact point on the cam,
when the unit in question is at dead center. If a
certain process commences “X” degrees before dead
centre and terminates “X” degrees after dead centre
(symmetric timing), then there is no need for a
reversal arrangement. Therefore for the first three
processes, reversal arrangement is needed when the
timing is asymmetric.
Reversing of a Diesel Engine

• Methods of repositioning timings for engine reversal, can be broadly

classed into following two types.
1. Using same cam for ahead and astern running.
2. Using a different set of astern cams for astern running, by shifting
the cam shaft axially.
Using same cam for ahead and
astern
• When the same cam is used for ahead and astern running, it
means that the angular relation between the crank shaft and
cam has to change or the point at which the roller is
activated has to be shifted. This angular relation change can
be achieved by any of the following methods.
1. By turning the cam shaft (along with the cams mounted on
it) through the required angle in the required direction
keeping the crank shaft stationary.
2. By turning the cams alone on the cam shaft.
3. The point of actuation of the roller can be changed by
shifting the roller transverse to the engine.
Using a different set of astern cams
• In this case the cam shaft is shifted axially to bring into play a different
set of astern cams. In four stroke engines this is the only method used.
Using a different sets of ahead and astern cams means that the cam
shaft has to be axially shifted for reversal. In order to achieve this, the
cams have a gradual flow from one to the other so that the roller cam
smoothly move from one cam to the other.