RSK Notes

Unit - 6
Air Compressor
RSK Notes
Introduction - Air Compressor RSK Notes
 An air compressor is a mechanical device that converts power (often from an electric motor) into potential energy stored
in compressed air.
 An air compressor is a mechanical device which increases the pressure of air by reducing its volume.
 It works by drawing in ambient air, compressing it to a higher pressure, and then storing it in a tank for various
applications.
 An air compressor is able to reduce the volume of air as it is compressible and increases the density during the
compression process.
 Air on ships is mostly compressed by reciprocating
compressors which are mainly being considered here for the
study.
 The energy supplied to the air compressor during the
compression process is converted into heat as the volume of
air is decreased.
 As the air gets heated, kinetic energy of the molecules
increases which exert force on the cylinder wall and this
force is reflected as increase in pressure.
 The heat generated during the compression process has to
be constantly removed for proper functioning of the air
compressor.
 Depending on the requirement, compression of air may take
place in several stages.
 Air is cooled between each stage and subsequently after the
compression too.
Uses of Compressed Air on Ship RSK Notes
 For starting of main engine, auxiliary engine, emergency generator and emergency fire pump.
 For automation and control air for main and auxiliary engine.
 For different application on the deck side and in engine room such as chipping, drilling, buffing, pressurized water jet
cleaning etc. by use of pneumatic tools and machinery.
 For overhauling machinery by use of pneumatic tools and hydraulic jack.
 For pressure testing of different machinery parts, pipeline etc.
 Compressed air is also used for ships whistle and fog horn.
 It is used in life boat for heaving up the later, if air motor is attached as a heaving provision.
 For supplying water to accommodation and various parts of the ship through hydrophore by keeping the later pressurized
with air.
 For conducting aerobic breakdowns of the on board sewage in sewage plant.
 For pressurized spray painting.
 Used in soot blowing of boiler and economizer.
 Used in portable pneumatic pumps like Weldon pumps for oil, water and bilge transfer.
 For general cleaning and services.
 The above mentioned are the most common purposes for which compressed air is used. The application and uses may
differ from ship to ship.
 RSK Notes
Main Air Compressor
Parts of a Marine Air Compressor RSK Notes
 An air compressor is one of the most important equipment's on a ship which needs special care and routine
maintenance.
 First we will know the basics of the marine air compressor by first getting familiarized with the different parts:-
 Cylinder Head
 Suction and Discharge valves
 Cylinder liner
 Piston
 Piston Rod
 Connecting rod
 Un-loader Valve
 Big end bearing and Main bearing
 Crank shaft
 Frame and crankcase
 Oil pump
 Suction Filter
 Inter-cooler
 After-cooler
 Driving Motor
 RSK Notes

Main Air Compressor

(Tandem arrangement)
Working Principle of Air Compressors RSK Notes
 Every air compressor follows obeys Boyle’s Law which states, “The product of pressure and volume of the mass of a
confined gas is constant and proportional to the temperature.”
 Mathematically, PV∝T
 A general working principle of these compressors is listed below:-
 The compressor, usually a piston-cylinder arrangement or other
types as discussed below, is a work-absorbing device.
 The air from the atmosphere is sucked into the device.
 Compression Process - When an air compressor draws in air, it
increases the pressure by reducing the volume of the air.
 As the volume decreases (due to the compressor's mechanism), the
pressure increases, demonstrating Boyle’s Law.
 Storage - In the storage tank of the compressor, Boyle's Law helps
explain how the air remains compressed.
 As more air is pumped into the tank, the volume of air in the tank
increases, leading to increased pressure until the tank reaches its
maximum capacity.
 Heat Generation - The compression of air (where volume decreases)
can also lead to increased temperature.
 Boyle’s Law highlights the importance of managing this heat during
the compression process to prevent overheating and maintain
efficiency.
RSK Notes
Types of Compression Process RSK Notes
Isothermal compression
 Compression at constant temperature. If the air in a cylinder and all the heat due
to compression is removed, and the heat is maintained constant through out the
process, then this would represent Isothermal compression.
 P,V₁=P₂V, or PV=C.
 As per Boyle's law, the pressure of a gas varies inversely as the volume.
 Efficiency - Isothermal compression is more efficient than adiabatic compression
(where temperature increases during compression) because it requires less work
input to compress the gas.
 Cooling Systems - To approximate isothermal compression, marine air
compressors are equipped with cooling systems, such as water jackets or
external heat exchangers, to dissipate heat generated during the compression
process.
Adiabatic compression
 If all heat due to compression is retained, no heat being lost, then the compression process is adiabatic.
 PV"=C.
 Work Input - Adiabatic compression typically requires more work compared to isothermal compression for the same
increase in pressure, due to the temperature rise.
Polytropic compression
 if heat is removed, the compression process will be neither Isothermal nor Adiabatic, but somewhere in between the two.
 This type is known as Polytropic compression. PVy=c.
 Polytropic compression is relevant in marine air compressors where varying operational conditions can lead to different heat
transfer characteristics. This approach can be especially useful in multi-stage compressors.
 RSK Notes

Materials used in Air Compressor

 Casing and cylinder cover -- Cast iron casting
 Piston -- Cast iron, steel or Aluminium .(Aluminium being the preferred material for use
on the LP piston due to its large diameter)
 Gudgeon pin bushes -- Phosphor bronze
 Connecting rod -- Forged steel
 Crankshaft -- Spheroidal graphite (S.G) Cast Iron
 Crank pin bearings -- Steel backed white metal lined thin shell
 Piston & scraper Rings -- Cast Iron
 Cooler tubes -- Copper(Inner cooler=single pass)
 Bursting Disc -- Brass(After cooler=double pass)
 Valve plates -- vanadium steel (heat treated and ground to provide the required hardness
and surface finish)
 Valve seats -- Mild steel
Air Bottles RSK Notes
 Main and auxiliary diesel engines on
motor ships and auxiliary diesel engine
on steam ships require air pressure of
20 to 30 bar for their starting.
 Service and control air at a pressure of 6
to 7 bar is required for ships which is
usually obtained from high pressure air
through reducing valves.
 Safety valves are normally fitted to the
air receivers which prevent pressure rise
above 10% of the working pressure.
 There is a requirement that if the safety
valves can be isolated from the receiver,
then air bottle must be equipped with
fusible plugs (melting point 150°C) to
release the air with full flow in case of
fire.
 Air Bottle Parts & Mountings
1. Body, 2. Compressed Air Charging, 3.
To M/E, 4. Manhole, 5. Service Air Line,
6. Drin, 7. Name Plate, 8. Pressure
Gauge, 9. Pressure switch, 10.
Pressure Transmitter, Safety Relief
Valve.
 RSK Notes
Effect of moisture in compressed air system
 Moisture is always present in air and is undesirable as it corrodes
the compressed air system.
 Capacity of air to hold moisture is dependent on its temperature
i.e.. higher the air temperature, greater is its capacity to hold
moisture.
 Every 15°C increase in air temperature, doubles its water holding
capacity.
 To remove the moisture from air, temperature of air must be
brought down below its saturation temperature such that the free
moisture is condensed.
 Inter coolers between the stages and after cooler condense the
moisture retained by the air.
 Air traps equipped at the drains ensure that condensate is
automatically removed as it is separated.
 Moisture should be regularly drained off from air bottles to prevent
corrosion in the system.
 In pneumatic control systems, moisture is highly undesirable.
 Thus, moisture left after draining the condensate from air bottles, is
removed by using absorption or refrigeration type air dryers.
Working of Un-Loader RSK Notes
 When starting a compressor motor, since the load on the motor is
very high the starting current is also high.
 In order to avoid further loading of the compressor an un-loader
arrangement is provided which is normally pneumatic or solenoid
control and which releases the pressure during the starting of the
compressor.
 Once the current comes down to the running value, the un-loader
closes automatically.
 Normally a timer function is used for opening and closing of un-
loader.
 Air contains moisture and during the compression process some
amount of moisture gets released.
 Liquid in any form is incompressible and if some amount of oily
water mixture is present inside the cylinder then it will damage the
compressor.
 To overcome this problem un-loader is used.
 During starting un-loader comes in action and releases all the
moisture accumulated inside the cylinder.
 Intermediate operation of un-loader is also selected so that during
the process of compression any moisture or oil accumulation cannot
take place inside it.
 During stopping the compressor un-loader is operated so that for
the next starting the cylinder will remain moisture free.
 RSK Notes

Safety Devices fitted on Air Compressor & System

 For safe and reliable operation, air compressor and systems are equipped with following safety devices:-
 Relief valve - for each stage of air compressor.
 Pressure switch - for auto cut In/Out.
 Bursting disc - on inter and after cooler.
 Un-loader valve – to protect the prime mover from over load/ reduced the starting torque.
 Low Lubricating oil pressure alarm & trip.
 High air temperature alarm & trip.
 Low Cooling water alarm and trip
Intercoolers and After-Coolers RSK Notes
Intercoolers and after-coolers are essential components in air compressors on ships to enhance performance and efficiency.
Intercoolers
 An intercooler cools the air leaving the first stage outlet before the second stage inlet.
 Temperature Reduction - Intercoolers cool the compressed air between stages of a multi-stage compressor. As air is
compressed, its temperature rises significantly; cooling it before the next stage reduces the work required for further
compression.
 Improved Efficiency - By lowering the temperature, the density of the air increases, allowing more air to be compressed in
the same volume. This results in better efficiency and reduced energy consumption.
 Preventing Damage - High temperatures can lead to wear and tear on compressor components. Intercoolers help mitigate
this risk, extending the lifespan of the equipment.
After-Coolers
 An after cooler cools the air leaving the final stage that goes out from the compression unit.
 Final Cooling - After-coolers cool the air after it has been fully compressed. This is crucial for reducing the temperature of
the air before it enters storage tanks or is used in various applications.
 Moisture Removal - Cooling the air causes moisture to condense, which can then be removed. This is vital because
moisture can cause corrosion and reduce the efficiency of pneumatic systems.
Drain valve after air cooler
 Moisture is always associated with atmospheric air which weighs approximately 10% of the air.
 As large volume of air is compressed by the compressor, moisture should be removed.
 When the compressed air is passed through inter / after coolers, moisture gets condensed corresponding to its saturation
temperature.
 Thus, drain valves are provided after the inter and after coolers for the removal of condensed moisture.
 Drains valves are usually provided with air drain traps for automatic removal of condensate.
Effect of oil in compressed air system RSK Notes
 Although cylinder lubrication is an essential requirement for proper functioning of air compressors but it should be
kept minimum to prevent the dangers associated with it in the compressed air systems.
 Oily vapors are carried along with the compressed air which get condensed in the air bottles.
 Having a high flash point of lubricating oil indicates you have a lower fire hazard when exposed to high temperature
heat sources.
 When operating equipment at high temperatures a high flash point is important, generally compressor lubricating oil
not having a flashpoint below 210℃ and the use of synthetic lubricating oil to reduce a hazard.
 Oil should be frequently removed from air bottles by draining it along with the condensate.
 Deposition of oily layer in the diesel engine staring air pipe can result in its explosion if the starting air valve has been
leaking.
 To prevent the explosion of the starting air pipe, explosion relief valves/bursting discs/Flame arrester are equipped
either on the starting air manifold or cylinder's starting air pipe.
 Oil is very harmful in pneumatic control system as it can clog the system.
 Absorption filter is used to remove oil from control air.
 Auto drain to be checked for proper functioning and well maintained to avoid oil carry over.
 The oil separator at discharge of the compressor is fitted to remove oil contents.
 Some ships are equipped with oil free compressor for control air which use piston rings made up of PTFE (poly-tetra-
fluoro-ethylene) having self-lubricating properties.
 Such compressors works intermittently and the cooling water is able to maintain the liner and valves temperature
within safe limits to prevent distortion of components.
Three Stage Filter for Control Air RSK Notes
Pressure limit on single stage compressors RSK Notes
 Single stage compressors are generally used for service or control air. Although service or control air on ships is usually
obtained by throttling the starting air to 6 or 7 bar.
 Independent service or control air compressors with single stage compression are also seen on some ships.
 The reason for limiting the pressure on air compressors working with single stage is to prevent the explosion in the cylinder
due to ignition of vaporized lubricating oil, similar to diesel engines.
 Thus, single stage compressors have a pressure limit of 7 bar above which air temperature exceeds the limit (>150°C)
resulting in carbonisation of lubricating oil and causing fouling of valves.
 High air temperature also distorts valve components which is kept within limits by cooling the cylinder and its cover.
Pressure ratios in multi-stage compressors
 Pressure ratios in multistage air compressors are in geometric progression which means P₁ = (P2xPo),
 Ships are usually equipped with compressed alr system having maximum pressure either 30 or 25 bar using two stage
compressors for starting diesel engines.
Advantages of multistage compression
 Work done in compressing the air is reduced which saves power consumption.
 Due to proper cooling, lot of mechanical problems such as thermal distortion of parts, overheating etc. are avoided.
 Due to low air temperature, less difficulties are experienced in lubrication of piston rings and cylinder.
 Low temperature of air reduces fouling and carbonization of lubricating oil and maintains valves in cleaner condition.
 Helps in reducing the moisture of delivered air which is undesirable in compressed air systems as it causes corrosion.
 Multi-staging is also helpful in increasing the volumetric efficiency of compressor.
 Purpose of intercooling is to provide high density of air for subsequent stage.
 Cooling the air also assists in removal of moisture.
Starting and Stopping procedures RSK Notes
Checks before Starting the Air Compressor
 Check the lube oil in the crankcase sump by means of dipstick or sight glass.
 All the valves of compressor discharge must be in normally open condition.
 If any manual valve is present in un-loader line, it must always be kept open.
 All alarms and trips - Lube oil low pressure, water high temperature, over load trip etc. must be checked for operation.
 All valves in cooling water line must be in normally open position.
 Cocks for all the pressure gauges must be in open position.
 Air intake filter should be clean.
 If compressor has not been started from long time than it should be turned on manually to check for the free movement
of its parts.
 Air compressors are started in the unloaded condition.
 Compressor operation is usually automatic although following procedure is adopted for manual operation:-
 Confirm that compressor outlet and receiver filling valves are open.
 Ensure that cooling water valves are correctly positioned.
 Ensure that oil level in crankcase & lubricator are normal.
 Ensure drains are kept open, turn compressor by hand.
 Ensure that operational D/G can take the compressor load.
 Start the compressor and check cooling water / lube oil pressures, close the drain valves and monitor receiver
pressure.
 Ensure that motor current, noise level, vibration etc. are normal.
 Before stopping the compressor, open the drain valves.
 During the automatic operation, drains are kept open by magnetic un-loader until oil pressure is established.
 On stopping the compressor, drains are opened once again.
Automatic operation of Air Compressors RSK Notes
 One of the air receivers remains standby while the other is in use with its filling, outlet and pressure switch
valves open.
 When the ship is at sea, one of the compressors is selected to operate on automatic mode.
 When the pressure in the receiver drops to 22.5 bar, pressure switch cuts in the compressor .
 Starter panel keeps the un-loader open for few seconds so that lubricating oil pressure is established before
loading it.
 When drain valves close, pressure starts to build up until
30 bar when pressure switch cuts out the compressor and
the drain valves are opened.
 During the ship's maneuvering, engine's starting air
requirement can be considerable which requires both the
compressors to be on automatic mode.
 If the pressure in starting air receiver drops to 18.0 bar,
pressure switch starts standby compressor.
 When the pressure reaches to 27.0 bar, pressure switch
cuts off the standby compressor, whereas another
compressor will continue to work until pressure reaches
30.0 bar.
 During an emergency when pressure drops below 12.0
bar, standby receiver can be used for engine movement.
Air Compressor suction and delivery Valves RSK Notes

 The valves are most important part of an air compressor.

 The suction and delivery valves are usually of the same type, the only difference being
in the spring load and lift.
 The 1st stage suction valve will only open when the first stage cylinder pressure is below
atmospheric pressure.
 The discharge valve will open only when the 1st stage cylinder pressure is in excess of
that in second stage cylinder.
 The pressure difference necessary for the opening of valves is caused by the movement
of the compressor pistons.
 The valves function as spring-loaded non-return valves, with the air only being able to
flow in one direction.
 Mostly plate type valves are used.
 They have a low inertia of moving parts and good flow characteristics since large area
for flow for a small lift.
 The plates are subjected to shock loading both on opening and closing.
 RSK Notes

1. Valve seat
2. Valve guard
3. Non-metallic rings
4. Coil springs (4,5)
6. Central bolt
An exploded view of the compressor valve has been shown and the overhaul RSK Notes
procedure is as follows:
 Remove the split pin and open the castle nut.
 Dismantle all the parts and soak in kerosene or clean diesel oil.
 Clean all the parts with a soft brush. In case of a hard deposit a copper plate
of washer can be used for the scraping action.
 Check the valve plates and the valve seats for any damage and cracks. If any
signs of fatigue cracks on the valve plates are present, then the valve plate
must be replaced with new ones. The valve plate must never be turned over
and used as it can lead to fatigue failure.
 The valve plate and the valve seat must be separately lapped on a surface
plate using fine and extra fine grinding paste.
 Thereafter all the parts must be washed with diesel and cleaned with
compressed air.
 The valve should then be assembled, with the lapped surface of the valve
plate and the valve seat facing each other.
 After the overhaul the valves have to be checked for leakage. The space above
the valve plate should be filled up with water or light oil like kerosene. If after
a few minutes no drop in level or leakage is there then the valve is satisfactory
for the use.
 While installing care should be taken to avoid the interchange of the suction
and the discharge valves, as it could lead to an explosion due to over
pressurization of the compression chamber.
 AIR COMPRESSOR - TROUBLE SHOOTING RSK Notes
Operational Defects Causes
 Suction filter is choked.
 Un-loader of first stage is leaking.
 First stage suction valve is not closing properly, resulting in compressed air
First stage discharge pressure is low leakage.
 First stage suction valve is not opening fully, leading to less intake of air.
 Relief valve after first stage is leaking.
 Piston rings of first stage are badly worn out.
 Inter-cooler air passage is chocked.
 2 Second stage suction valve is not closing properly, allowing air to escape from
First stage discharge pressure is high 2nd to 1st stage.
 Discharge valve of first stage is malfunctioning.
 Suction valve for second stage is leaking or malfunctioning.
Second stage discharge pressure is  Piston rings of second stage are worn out,
low  Relief valve of second stage is leaking.
 Un-loader of second stage is leaking.
 Compressor discharge valve or air bottle filling valve is shut.
Second stage discharge pressure is  Second stage discharge valve is malfunctioning. After cooler air passage is
high choked.
 Air bottle is over pressurized.
 AIR COMPRESSOR - TROUBLE SHOOTING RSK Notes
Operational Defects Causes
 Spring of relief valve is malfunctioning thus lifting below the set pressure.
Relief valve of first stage is lifting  Discharge valve of first stage is not opening.
 Intercooler air passage is blocked. Suction valve of second stage is leaking.
 Water leakage inside the compression chamber due to crack in the jacket.
 Relief valve is malfunctioning and lifting below the setting pressure.
Relief valve of second stage is  Compressor discharge valve or air bottle filling valve is closed. Blockage in
lifting the after cooler air passage.
 Water leakage inside the compression chamber due to crack in the jacket.
 Low lubricating oil pressure trip:-
Compressor is running for abnormally long time due to which oil viscosity has
reduced.
Less lubricating oil / low lubricating oil pressure due to choked filter / worn
out bearings / oil pump.
Compressor trips repeatedly  High air temperature trip
Compressor is running for abnormally long time.
Fouled air coolers.
 Motor overload
Compressor or motor seizure.
Supply to one of the phases is missing.
 RSK Notes

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