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Air-start system
Air-start system
Air-start system
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An air-start system is a power source used to provide the initial rotation to start large diesel engines and gas turbines.

Diesel engines

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Direct starting

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Compared to a gasoline (petrol) engine, a diesel engine has a very high compression ratio, an essential design feature, as it is the heat of compression that ignites the fuel. An electric starter with sufficient power to turn a large diesel engine would itself be so large as to be impractical so there is a need for an alternative system.

An air start system has three main components along with various safety components, namely the air start injector, the distributor and the air receivers. When the system is initiated, starting air from the receivers is distributed by the distributor unit to each respective air start valve according to the firing order of the engine’s cylinders. Safety components include flame traps, to prevent air line explosions, a turning gear interlock which ensures that air-start cannot be initiated when the turning gear is engaged, relief valves and isolation valves, as well as drain valves at certain points along the system. Control components include the control valves and remote air-start valves.[1] A direct start system as used on a marine slow-speed diesel is required to have up to 12 starts on a non-reversing engine or 6 starts on a reversible, or geared, engine.

When starting the engine, compressed air is admitted to whichever cylinder has a piston just over top dead center, forcing it downward.[2] As the engine starts to turn, the air-start valve on the next cylinder in line opens to continue the rotation. After several rotations, fuel is injected into the cylinders, the engine starts running and the air is cut off.

To further complicate matters, a large engine is usually "blown over" first with zero fuel settings and the indicator cocks open, to prove that the engine is clear of any water build up and that everything is free to turn. After a successful blow ahead and a blow astern, the indicator cocks are closed on all the cylinders, and then the engine can be started on fuel. Significant complexity is added to the engine by using an air-start system, as the cylinder head must have an extra valve in each cylinder to admit the air in for starting, plus the required control systems. This added complexity and cost limits the use of air-starters to very large and expensive reciprocating engines.

Caution, loud audio. A compressed air starter on a 3300 kW diesel engine-generator set.

Starter motor

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Another method of air-starting an internal combustion engine is by using compressed air or gas to drive a fluid motor in place of an electric motor.[3] They can be used to start engines from 5 to 320 liters in size and if more starting power is necessary two or more motors can be used. Starters of this type are used in place of electric motors because of their lighter weight and higher reliability. They can also outlast an electric starter by a factor of three and are easier to rebuild. Engines operating in underground mining activities tend to operate on this type of starter system to reduce the risk of an electrical system igniting flammable material.

All vane type air starters should have a lubricator installed to insure long-life and maximum performance.[4] Lubricators give the moving parts a needed friction barrier, reduce metal corrosion and keep vanes sealed properly against the cylinder walls. Even the so-called lube-free air starters require lubrication to prolong trouble free life. Two basic lubricator devices are typically employed. One is an in-line or reservoir type that typically stores up to 2 quarts of lubricant, and is installed along the air supply line. The second style of lubricator is a small one shot device that dispenses a measured amount of lubricant every time the starter is engaged. Installed directly onto the air inlet of the starter, the in-line lubricators are self priming pneumatic pumps that require a 1/4″ lubrication line piped from as far away as 4 feet. Air Starter lubricators perform best using misting type, non-detergent oils such as diesel fuel or Marvel Mystery oil. If emissions are a concern, there are environmentally friendly type lubricants available on the market.

Not all air starters require lubrication. Turbine type air starters do not require air motor lubrication, although some turbine air starters do use an oil filled transmission that may require periodic inspections and maintenance.

Gas turbines

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Air-starter high pressure on a Cummins Engine. It is mounted at the flywheel housing in the engine. The starter when receive air or gas start to engage the pinion in the ring-gear. After engine gets the firing speed pinon disengage.

Compressed air has been used to start gas turbine engines using air impingement starting (in which air is directed at the engine turbine blades through nozzles in the turbine casing, used on US Navy General Electric J79 engines). It is much more efficient to use an air turbine starter (ATS) which is usually mounted on an accessory gearbox.[5] An early axial compressor turbojet had an ATS located in the compressor nose cone (eg particular variants of the J79).

Air impingement starting was not used for US military aircraft after the F-4B, A-5A[6] and F-5 as the pneumatic energy requirement was several times greater than when using an air turbine starter. The gas turbine compressor required to start a J79 with impingement starting was sufficient to start two J79 engines simultaneously in a B-58 when using air turbine starters.[7]

An ATS has its own turbine and gears to change its low torque and high speed to low speed and high torque at the engine mounting pad. Further gears in the engine gearbox connect to the engine shaft (high pressure spool on multi-spool engines). Compressed air is sent to the ATS turbine from the aircraft auxiliary power unit ( bleed air from the gas generator or from a free-turbine load compressor, eg PW901 APU), from an already-running engine (bleed air) on a multi-engined aircraft or, for early jet aircraft, from an air compressor mounted on ground support equipment.

Compared with electric starters, air-starters have a higher power-to-weight ratio so are used on large engines as an electric starter would be too big and, with its cables, too heavy and expensive. However, for smaller engines, which don't need as much starter power, an electric starter is more suitable. It has a dual function as a generator (is known as a starter/generator) at speeds above which the engine no longer requires starter assistance.[8]

See also

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Air-start system

View on Grokipedia
from Grokipedia
An air-start system is a pneumatic mechanism designed to initiate the rotation of large diesel engines and gas turbine engines by delivering to generate the high required for cranking, as electric starters lack sufficient power for such applications. These systems are widely employed in demanding environments where reliable, high-torque starting is critical, including , turbine engines, and heavy industrial or vehicular diesel setups, offering advantages like reduced weight, lower risk, and simpler maintenance compared to battery-dependent alternatives. In marine two-stroke diesel engines operating below 300 rpm, at around 30 bar (435 psi) is admitted into designated cylinders via air start valves, forcing pistons downward to turn the and achieve firing speed, after which fuel combustion sustains operation; the also supports emergency stopping and reversing. For gas engines, air turbine starters utilize ground-supplied or air (30–50 psi) to spin a wheel mechanically linked through reduction and a to the engine's high-pressure , disengaging automatically once self-sustaining speed is reached. Common components across these systems include an for generating pressure, a storage receiver tank sized for multiple starts (e.g., 12 startups), pilot and automatic control valves for air distribution, an air distributor aligned with the engine's , and safety elements like starting interlocks, relief valves, and flame traps to mitigate risks such as or backfiring. Air-start systems can operate via direct cylinder admission or indirect air motor drive, with air treatment essential to remove contaminants like moisture and oil, ensuring longevity in harsh conditions such as maritime or industrial settings.

Fundamentals

Operating Principles

An air-start system is a pneumatic method that employs high-pressure , typically at 25-30 bar, to deliver the torque required for cranking large diesel engines, independent of electrical power sources. The principles described here primarily apply to diesel engines; gas turbine air-start systems use lower pressures and turbine mechanisms, as detailed in the applications section. This approach leverages stored to overcome the high inertia of engine components in applications where reliability is paramount, such as and industrial power generation. At its core, the system operates on thermodynamic principles of gas expansion, where high-pressure air is admitted into cylinders or a pneumatic starter motor, driving pistons or turbine blades to initiate rotation. The expansion converts the in the into mechanical work, propelling the . This process can be described by the work equation for expanding gas under approximate constant pressure: W=PΔVW = P \Delta V where WW is the work done, PP is the initial pressure, and ΔV\Delta V is the volume change during expansion. The rapid release of air ensures sufficient force to achieve initial turnover speeds. Air-start systems differ from electric or hydraulic alternatives by generating no electrical sparks, rendering them ideal for explosive atmospheres in environments like oil platforms or ships, where ignition risks must be minimized. Their development emerged in the early alongside marine diesel engines, prioritizing robustness for remote operations without dependency on vulnerable electrical infrastructure. The operational stages commence with pre-lubrication, circulating through bearings to mitigate startup wear, followed by controlled air admission to begin cranking. Air flow continues until the engine attains self-sustaining speed—typically 20-30% of rated RPM for diesels—enabling compression ignition to maintain independently, at which point the air supply disengages.

Key Components

The air-start system relies on several core hardware elements to store, generate, and deliver for initiating rotation in large diesel . Air receivers serve as the primary storage units, typically cylindrical vessels constructed from seamless to withstand high pressures while ensuring structural integrity. These tanks hold at 25-42 bar and are sized to support 6-12 consecutive starts without recharging, with capacities ranging from 30 to 2,500 liters depending on size—for instance, providing sufficient volume for diesels through internal drains that remove accumulated . Compressors generate the initial supply of , often employing multi-stage reciprocating designs for efficiency in reaching the required pressures of up to 28 bar, though screw-type variants are used in some integrated systems. These units, typically lubricated to minimize oil contamination, deliver capacities around 200-625 L/min and may integrate with the engine's cooling circuits to manage heat during operation, ensuring reliable recharging of the receivers. Distributors and valves enable precise timing and control of air admission into the cylinders. The air , often a rotary mechanism synchronized with the 's or via gears or cams, sequences pilot air signals to open valves in the correct order for forward or reverse rotation. Air start valves (ASVs), typically pilot-operated and spring-loaded for quick response, are mounted on heads and activated by or low-pressure pilot air at 28 bar, allowing controlled bursts while non-return valves prevent reverse flow. Piping and fittings form the high-pressure network connecting these elements, using large-bore lines rated for 28 bar to minimize pressure drops during delivery. Key features include non-return valves to block and traps—often consisting of wire or tubular arrestors—to quench potential flames from explosions, alongside valves and bursting discs for protection; regular draining points address oil and water accumulation in the lines.

Starting Methods for Diesel Engines

Direct Air Admission

The direct air admission method involves injecting directly into the cylinders of a to initiate movement and rotation. This technique is particularly suited for large, slow-speed engines where high starting is essential. , typically at 30 bar, is supplied from receivers through a starting air manifold and admitted via air start valves located in the heads. The air enters the cylinders when the pistons are at or just past top dead center (TDC), expanding rapidly to drive the pistons downward and generate rotational force. To ensure smooth cranking, air is admitted sequentially into 2-3 cylinders at a time, controlled by a starting air distributor that times the valve openings according to the engine's and position. This overlap in air delivery—typically 15° to 90° of crank angle—maintains continuous regardless of the engine's initial crank position, while providing sufficient power to overcome compression resistance. For reversible engines, such as those in marine applications, the must be positioned at 0° or 180° (with appropriate pistons at TDC) to enable direction-specific sequencing via pilot air s that direct flow for ahead or astern operation. Air start injectors, or non-return check s, prevent backflow of gases into the system once firing begins. System requirements include adequate air volume and pressure to achieve multiple starts without recharging. Receivers must hold enough compressed air for at least 12 consecutive starts, with a typical minimum of 0.7 m³ per cylinder at 30 bar for large engines to ensure full cylinder filling and torque development. Before fuel injection, a "blowing through" procedure purges the cylinders and manifolds of condensate, oil, or residual exhaust by admitting air without fuel admission, preventing dilution or corrosion during startup. Drains in the pipelines are essential to remove accumulated moisture, as undrained condensate can reduce system efficiency. This method excels in engines exceeding 500 kW, such as two-stroke marine diesels from manufacturers like MAN Energy Solutions and , where it delivers high starting torque for cold conditions without requiring gear reduction mechanisms or external motors. The direct cylinder force eliminates the need for mechanical linkages, simplifying the design and enhancing reliability in harsh environments like offshore . It is the standard for low-speed, two-stroke engines in shipping, providing rapid acceleration to firing speed—often under 10 seconds. Historically, direct air admission evolved from designs in early diesel locomotives, where systems addressed the challenges of starting heavy-duty engines without . Modern implementations incorporate electronic controls for precise timing and actuation, improving safety and efficiency over mechanical predecessors.

Pneumatic Motor Starting

Pneumatic motor starting utilizes to power an external that engages the engine via a geared connection to the ring gear, providing controlled cranking for ignition. These motors are commonly vane-type, featuring a rotor with sliding vanes in a cylindrical that expand under air to generate , or piston-type designs that use reciprocating pistons for production. Examples include the 150BM series vane motors, which deliver breakaway of 136-210 Nm depending on inlet , with overall capabilities ranging from 94 to 650 Nm across similar models; this output is typically geared down at a of 10:1 to 15:1 to match the engine's for high starting while maintaining motor speed. Air consumption during a start varies by engine size but generally ranges from 0.7 m³ for smaller units to several cubic meters for medium-duty applications, ensuring efficient use of stored . This starting method is particularly suited to medium-displacement diesel engines of 5 to 300 liters, where it offers a high and reliability in demanding conditions without the overheating risks of electric alternatives. It finds widespread application in trucks, equipment, and locomotives, powering engines in environments requiring robust, explosion-proof operation. Notable examples include air starters designed for engines, such as those from and A/M Air Starters, which support displacements up to 320 liters in industrial settings like mine haul trucks and rail systems. Unlike direct air admission methods used in large marine diesels, starting provides smoother, continuous cranking ideal for these mid-sized setups. In operation, from storage receivers at 110-250 psig activates or relay valves to engage a clutch mechanism, such as a or pre-engage pinion, which meshes with the flywheel ring gear to initiate continuous motor rotation until the achieves self-sustaining speed, typically within 10-20 seconds. To mitigate wear on internal components like vanes, is supplied through air-mist oilers that atomize oil into the incoming air stream, forming a fine that coats moving parts and reduces without requiring separate reservoirs.

Applications in Gas Turbines

Air Turbine Starters

Air turbine starters (ATS) are pneumatic devices that initiate the rotation of gas turbine engines by harnessing compressed air to drive a turbine wheel, which in turn powers the engine's compressor through a geared connection to the accessory gearbox. These systems emerged in the 1950s to meet the demands of early jet engines, providing a lightweight alternative to electric starters for high-torque applications in aviation and industrial settings. Unlike direct air impingement methods, ATS employ a mechanical drive train to achieve precise speed control and efficient energy transfer. The core design of an air turbine starter features a compact axial-flow wheel, typically 100-200 mm in , constructed from lightweight materials such as aerospace-grade alloys or blades to withstand high rotational speeds up to 50,000 RPM. at 30-50 psig enters through vanes, spinning the to generate 50-200 horsepower, which is then transmitted via a planetary gear reduction system and an overrunning to the engine's high-pressure shaft. This setup ensures high output from a small, lightweight package—often one-fourth the weight of comparable electric starters—making it suitable for space-constrained installations. For instance, the ATS converts pneumatic energy into mechanical using a starter air for precise control, emphasizing in its compact form factor akin to an office wastebasket. Integration occurs directly on the engine's accessory gearbox, where the ATS connects via a drive coupling to rotate the until self-sustaining speed is reached, typically accelerating to 20% of N2 (high-pressure rotor) speed within 10-20 seconds before automatic disengagement. Air supply derives from external ground carts, auxiliary power units (), or cross-bleed from another , with the incorporating a transmission that includes , an reservoir for , and a mounting for secure attachment. Similarly, the CFM56 , powering commercial airliners, employs an ATS like the Unison CFM56-7B model for durable, low-maintenance initiation of the cycle. Efficiency is enhanced by gear ratios ranging from 20:1 to 50:1, which step down the turbine's high RPM to match the engine's required cranking speed while maximizing torque delivery and minimizing air consumption. The TDI 56 Series, for example, delivers 90-210 hp at 50-150 psi using a single planetary gear reducer and for smooth torque distribution, optimizing start cycles in turbines. In aero-derivative and industrial units, the ATS integrates into the auxiliary gearbox to support fast startups in power generation and mechanical drive roles, reflecting evolutionary refinements from designs to modern high-reliability systems. These features collectively reduce overall , use, and intervals compared to heavier alternatives.

Air Impingement Starting

Air impingement starting utilizes high-velocity jets of directed onto the compressor blades of a gas turbine engine to initiate rotor acceleration. The , supplied from an external source, impinges directly on the blades, imparting momentum that causes the rotor assembly to spin and reach the necessary ignition speed for introduction and . Once the engine achieves self-sustaining operation, the air supply is terminated, allowing the to accelerate under its own power. This method relies on the fluid dynamic impulse from the air jets rather than mechanical connections, making it distinct from geared starters. The system typically features a manifold or ring of multiple nozzles positioned around the or within the casing to ensure even distribution of the air jets across the blade tips. is delivered from ground support units, units, or high-pressure bottles, with typical operating pressures ranging from 40 to 50 psig to achieve effective impingement while maintaining a large volumetric flow. The nozzles are designed to direct the air tangentially or at an optimal angle to maximize on the blades without causing excessive wear or imbalance. One key advantage of air impingement starting is its mechanical simplicity, as it eliminates the need for additional rotating components like turbines or reduction gears, resulting in a lighter overall system suitable for weight-sensitive applications such as small auxiliary turbines or backup starting in . This design reduces complexity and potential failure points, making it ideal for environments where minimal engine modifications are preferred. It has been particularly effective in engines where and mass constraints are critical. Despite these benefits, air impingement starting is less efficient than alternatives, demanding significantly higher volumes of —often 3 to 5 times more energy input—due to the direct momentum transfer losses and lower torque delivery compared to pneumatic motors. This inefficiency led to its gradual phase-out in modern gas turbine engines after the 1970s, replaced by more effective air turbine starters that provide better control and lower air consumption. Historically, it found application in early jet engines and military variants, such as those in the F-4 Phantom's naval configurations, where simplicity outweighed efficiency for rapid deployment.

Safety Features and Maintenance

Safety Mechanisms

Air-start systems incorporate several protective features to mitigate risks such as explosions from ignited lubricants in lines or mechanical failures during startup. Flame traps, often consisting of mesh screens or arrestors, are installed in the lines to quench potential flashbacks by dissipating flame energy and preventing propagation back to the air receivers. These devices are essential in applications where at 25-30 bar may carry oil vapors that could ignite upon entering hot cylinders. Complementing flame traps, burst disks serve as non-reclosing relief devices, designed to rupture at a predetermined to vent excess and avert ruptures during events. Interlocks provide automated safeguards to ensure safe initiation of the starting sequence. A turning gear engagement interlock prevents air admission if the engine's turning gear remains engaged, avoiding potential damage from conflicting rotations. Low-oil pressure cutoffs monitor systems and block startup if pressure falls below safe thresholds, protecting bearings from dry running during initial cranking. protection devices interrupt to halt excessive acceleration and prevent structural failure in both diesel and gas turbine starters. Emergency features enable rapid response to anomalies. Manual dump valves allow operators to swiftly exhaust from the system, isolating potential hazards during faults like valve sticking. Non-return valves, positioned at key points such as the outlet of the main , automatically close to prevent from engine cylinders to air receivers, thereby containing explosions or pressure surges. Compliance with international standards reinforces these mechanisms. For industrial reciprocating engines, ISO 8528-13 mandates that starting systems meet pneumatic safety criteria, including protection and isolation features to minimize risks in generating sets up to 1,000 V. In applications, air starters adhere to FAA airworthiness standards under 14 CFR Part 33 to ensure reliable operation without compromising aircraft safety. These regulations evolved partly from historical incidents, such as the 1980 on the tanker m/t Riva I, where a starting air manifold failure damaged valves and piping, prompting enhanced flame trap designs and bursting disk requirements in subsequent IACS guidelines to address recurring marine hazards.

Maintenance Practices

Routine maintenance of air-start systems begins with daily inspections to prevent accumulation and . Operators should visually check drainpipes from starting air receivers and manifolds for or oily substances, draining condensate as needed to maintain system integrity and avoid or combustible mixtures in the . Additionally, functionality of cover drains must be verified daily to ensure proper expulsion of liquids during operation. These practices help sustain reliable starting performance in marine diesel engines. Periodic testing includes weekly actuation checks of starting air valves to confirm responsiveness and detect sticking or leaks. This involves pressurizing the system, engaging the start sequence with supply isolated, and listening for hissing or observing indicator cocks for air escape, ensuring valves operate without external leakage. testing of receivers and , typically to 1.1 times maximum working pressure, is conducted every six months to verify structural against regulatory standards for pressure vessels in marine applications. Instrumentation alarms for low in receivers and headers should be monitored continuously during surveillance to prompt immediate response. Component servicing focuses on key elements like compressors and distributors to extend service life. For starting air compressors, routine tasks include cleaning air intake filters and inspecting valves every 250 operating hours, with crankcase oil changes at 500 hours to prevent wear and maintain efficiency. Major overhauls, including piston ring replacement and clearance checks, are recommended every 2,000 hours or as per manufacturer guidelines to address accumulating wear. The starting air distributor requires calibration to ensure precise timing, adjusting pilot valves and cam alignment for air admission 5° before top dead center with accuracy within ±2° to support sequential cylinder firing without delay. Lubrication for pneumatic starting motors involves introducing a minimal oil mist (approximately 0.1% oil in the air supply) using non-detergent oils to reduce friction, following schedules outlined in equipment manuals. Starting air valves undergo overhaul upon bursting disc rupture, with O-ring replacements every 12,000 hours using durable fluoro rubber seals to prevent leaks. Troubleshooting common issues enhances system reliability. Low starting torque often stems from air leaks in or valves, diagnosed by applying a solution to joints during pressurization to identify bubbles indicating escapes, followed by tightening or resealing. Valve sticking, potentially from carbon buildup or faulty O-rings, is addressed by disassembly, cleaning with or diesel, and seats for proper sealing. For idle systems in storage, procedures include fully draining receivers and manifolds to remove moisture, isolating valves, and periodic dry air purging to prevent internal during prolonged inactivity. Since the 2010s, modern air-start systems have integrated digital monitoring technologies, such as IoT sensors for real-time , , and , enabling to forecast failures like wear or faults before they impact operations. These advancements, supported by AI-driven analytics, reduce unplanned downtime in marine diesel applications. As of 2025, further developments include AI-driven using IoT sensors for proactive fault prediction in marine air-start systems.

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