Proceedings of 14th International conference „Maritime Transport and Infrastructure - <strong>2012</strong>”THE METHOD OF STARTING AIR SYSTEM CALCULATIONRihards Indriksons*, Janis Kokars**, Igors Kurjanovics****Latvian Maritime Academy, Flotes str. 5B, LV-1016, Latvia, E-mail: rihards1940@inbox.lv**Latvian Maritime Academy, Flotes str. 5B, LV-1016, Latvia, E-mail: janis.kokars@latja.lv***Riga Technical University, Kalku str. 1, LV-1016, Latvia, E-mail: igors.kurjanovics@rtu.lvAbstractThis article deals with a method of calculation for diesel engine compressed air starting systems. Themethod is based on a comparison of the effective work done by the compressed air and the workrequired to compress air during the compression stroke. Correlations have been found between theapproximate time to start the engine and the pressure in the starting air receiver as well as thecompressed air consumption. The approximate correlations for calculating the pressure drop inreceivers, depending on the receiver volume and the volume of air consumption at engine starting,were given. A six cylinder slow speed engine was used in these calculations as an example.KEY WORDS: starting system, efficient work, air receiver.IntroductionOver the past 20 years, the design of ship’s main engines has undergone radical changes.Notable changes of cylinder thermodynamic work cycle parameters are observed. An increase ofthese parameters is associated with the need to increase the relative power and the cylinder indicatedpower efficiency. Significantly increasing the engine stroke to diameter ratio from 1.7 to 2.2 - 2.5 hasincreased thermal and mechanical loads.In the calculation on the basis of LPG tanker's "Kurzeme" main engine MAN B & W 6S50MC parameters, it is evident that the ratio Pz/ Pc, or so-called pressure increase ratio (Lambda), withsignificant increase in the parameters has been reduced to 1,1 - 1,3 instead of the previous 1,4-1,5.This proves the tendency for the transition to greater R in the diesel cycle.The compression pressure in cylinder is equal to 98-100 bars and the maximum combustionpressure reaches 130 bars. Such changes in construction and parameters are making a significantimpact on the engine starting and reversing processes. These processes are significant for mainengines coupled directly to the ship's propeller, despite being of short duration. Although changes inparameters have been made the pressure in starting air vessel remains the same - maximum 30 bars.Calculations are required to ensure correct starting and reversing in the future as Pzandcontinue to grow.PcStarting duration and rotation speed of crankshaft at the end of startingThe work made by air during one revolution of crankshaft at starting of engineW 1 = W 1 * + W 1 ** ,WhereW 1 * – the work made by compressed air during the air supplyW 1 ** – the work made by compressed air after the air supply suspensionW 1 * = A ∙ p g ∙ s 2 ; W 1 ** =p g ∙ V 21 –n 1 – 1 V 3V 2n 1 - 1( 1 )64
Proceedings of 14th International conference „Maritime Transport and Infrastructure - <strong>2012</strong>”where A – the area of cylinder,p g – the pressure of compressed air in the system,s 2 – piston displacement from TDC to the point at which compressed air supplysuspendedn 1 – the polytropic indexV 2 – the volume of cylinder when air supply is suspended,V 3 – the volume of cylinder when exhaust is commencedThe work consumed during the compression W 2 is calculated as follows:W 2 =p a ∙V 4 – p c ∙V c( 2 )n 1 – 1Wherep a – atmospheric pressure, V 4 – the volume of cylinder when exhaust is commenced,p c , V c – the air pressure and the volume of cylinder at TDCAssuming that the water resistance force to the rotation is proportional to the propeller'sangular velocityM prop = k ∙ 2and friction losses taken into account the efficiency at engine starting , the efficient work Wachieved by engine with z cylinders during one revolution of the crankshaft could be approximatelydetermined as follows:W = z( ∙W 1 – W 2 ) – 2∙ k ∙ 2 .According to the theorem of kinetic energy change, crankshaft angular speed of one revolutionin the engine at starting to be determined from the relationship:0,5 J red ∙ ω 2 = Wor, taking in account expression:0,5 J red ∙ ω 2 = z( ∙W 1 – W 2 ) – 2∙ k ∙ 2 .where J red - simplified moment of inertia of the crankshaft with the pistons, connecting rods,flywheels, shaft and propeller after N revolutions:0,5 J red ∙ ω 2 = N [ z( ∙W 1 – W 2 ) – 2∙ k ∙ 2 ] ,Whence we find:0,5 JN =red ∙ ω 2 ( 3 )z( ∙W 1 – W 2 ) – 2∙ k ∙ 2Assuming that the crankshaft moves steadily accelerated at engine starting, starting time tdetermined from the relationship:4 π ∙ Nt =( 4 )ωThe consumption of compressed air and necessary volume of starting air receiverThe consumption of compressed air for one cylinder during one revolution of the crankshaft isslightly less than V 2 . So during N revolutions total air consumption is:Q < N ∙ z∙V 2 .As the compressed air receivers must run at least n times, the total air consumption will be:65