GENERAL DESCRIPTION

The compressors type XAS 97 DD - XAS 185 DD7 are silenced, single-stage, oil-
injected screw compressors, built for a nominal effective working pressure, ranging
from 7 bar (102 psi) up to 10.3 bar (150 psi).

Engine

The compressor is driven by an oil-cooled diesel engine. The engine’s power is

transmitted to the compressor through a heavy-duty coupling.

Compressor element

The compressor casing houses two screw-type rotors, mounted on ball and roller
bearings. The male rotor, driven by the engine, drives the female rotor. The element
delivers pulsation-free air. Injected oil is used for sealing, cooling and lubricating
purposes.

Compressor oil system

The oil is boosted by air pressure. The system has no oil pump. The oil is removed
from the air, in the air/oil vessel at first by centrifugal force, secondly through the oil
separator element. The vessel is provided with an oil level indicator.

Regulation

The compressor is provided with a continuous regulating system and a blow-down

valve which is integrated in the unloader assembly. The valve is closed during
operation by outlet pressure of the compressor element and opens by air receiver
pressure when the compressor is stopped.

When the air consumption increases, the air receiver pressure will decrease and vice
versa. This receiver pressure variation is sensed by the regulating valve which, by
means of control air to the unloader and engine speed regulator, matches the air
output to the air consumption. The air receiver pressure is maintained between the
pre-selected working pressure and the corresponding unloading pressure.

Cooling system

Engine and compressor are provided with an oil cooler. The cooling air is generated
by a fan, driven by the engine.

Safety devices

A thermal shut-down switch protects the compressor against overheating. The air
receiver is provided with a safety valve.

The engine is equipped with low oil pressure and high oil temperature shut-down
switches.

How Do Rotary Screw Air Compressors Work?

All compressors work using a mechanical element that physically reduces the volume
air takes up, compressing it. In a rotary screw compressor, that mechanical
component is a pair of screws. These two screws are meshed together and turn
continuously. Air enters and is then compressed in the gap between the screw
threads. Here’s how oil-flooded rotary screw air compressors work:

Air flow

The system comprises:

AF Air filter

AR/OS Air receiver/oil separator

UA/UV Unloader assembly with unloader valve

CE Compressor element

BDV Blow-down valve

MPV Minimum pressure valve

LV Loading Valve

Air enters the compressor through the air filter (AF). Filtration of the inlet air takes
place in three stages:

- centrifugal dust separation

- paper filter element

- safety cartridge (optional)

There is a vacuum indicator (VI) installed along the inlet line which gives an
indication when the pressure drop over the filter element is too high - filter element
needs to be replaced.

Air then travels through the inlet manifold into the unloading valve.
From the unloading valve, the air then enters into the compressor elements.
Both oil and air enters the compressor elements (CE), where they combine into a
mist. Air mist travels the length of the matching rotary screws and become
compressed.
At the element outlet, compressed air and oil pass into the air receiver/oil separator
(AR/OS). The tank uses centrifugal force to make the oil molecules come together,
forming droplets that fall to the bottom of the tank.

In

the air receiver/oil separator (AR/OS), most of the oil is removed from the air/oil
mixture: the remaining oil is removed by the separator element. The oil collects in
the receiver and on the bottom of the separator element. The oil can then be
recycled into the air compressor for the next batch of air.

The air then enters a secondary separation filter, which further purifies the air and
removes more of the oil.
The air treatment shown above is optional which may or may not be installed in
some applications. Other air treatment options include Aftercooler, Water separator,
Fine filters and Re-heater.

The oil-free air then exits the system, into a reserve tank or the connected air tools
or machinery.

Oil system

The system comprises:

AR/OS Air receiver/oil separator

RV/UA Regulation Valve/Unloader Valve

OC Oil cooler

OF Oil filter

The lower part of the air receiver (AR) serves as oil tank. Air pressure forces the oil
from the air receiver/oil separator (AR/OS) through the oil cooler (OC) and oil filter
(OF) to the compressor element (CE).
The compressor element has an oil gallery in the bottom of its casing. The oil for
rotor lubrication, cooling and sealing is injected through holes in the gallery.

Lubrication of the bearings is ensured by oil injected into the bearing housings.

The injected oil, mixed with the compressed air, leaves the compressor element and
re-enters the air receiver, where it is separated from the air as described in section
above.
The oil that collects in the bottom of the oil separator element is returned to the
system through scavenging line (SL), which is provided with a flow restrictor (FR).

In the air receiver/oil

separator (AR/OS), air pressure forces the separated oil through the oil cooler (OC)
where the heat is removed by cooling air from engine cooling fan. Cooled oil then
flows to the oil filter (OF) for filtration.
Oil filter (OF) is installed in the return line from the oil cooler where the returned oil
back to the system is filtered of debris. The by-pass valve opens when the pressure
drop over the filter is above normal because of a clogged filter.

Incorporate in the filter is a thermostatic by-pass valve (TBV) on most design. The
thermostatic by-pass valve starts opening when the oil temperature is 80°C (176°F).
The oil then by-passes the filter without being filtered. For this reason, the oil filter
must be replaced at regular intervals.

Continuous regulating system

The system comprises:

RV Regulating valve

UA Unloader Valve

SR Speed regulator

The compressor is provided with a continuous regulating system. This system is

provided with a blow-down valve (BDV) which is integrated in the unloader assembly
(UA). The valve is closed during operation by outlet pressure of the compressor
element and opens by air receiver pressure when the compressor is stopped.
When the air consumption increases, the air receiver pressure will decrease and vice
versa. This receiver pressure variation is sensed by the regulating valve which, by
means of control air to the unloader, matches the air output to the air consumption.
The air receiver pressure is maintained between the pre-selected working pressure
and the corresponding unloading pressure.

When starting the compressor, the unloader valve (UV) is kept open by spring force,
the engine runs at maximum speed. The compressor element (CE) takes in air and
pressure builds up in the receiver (AR).

Regulating valve

The regulating valve regulates the effective pressure in the air receiver. It also
provides regulating pressure to:

- unloading valve to regulate the air inlet according to the air requirements.
- speed regulator in other to regulate the engine speed to reduce fuel consumption.

- blow down valve in other to blow off the air receiver pressure once the
compressor has shutdown.

The receiver air pressure is supplied to the air inlet port at the bottom of the
regulator valve where it goes into the valve assembly. The valve assembly is spring
loaded and hold the valve assembly down until the output pressure is high enough
to lift the diaphragm up via the air passage shown. This pressure exists the regulator
valve through the outlet air port.

There are different ways to control pressure, and each way has it's own pros and
cons. The main 3 ways that are used in a typical industrial compressed air system
are:

- load/unload control

- Modulating (continuous) control

- VSD (speed control)

Since this article is about unload running, we'll focus on the load/unload compressor
type here.

Load/unload compressors have two pressure setpoints: an upper setpoint and a

lower setpoint. The compressor regulates the pressure between these two setpoint.
When the lower pressure is reached, the compressor starts 'pumping air'. This
setpoint is called the 'loading setpoint'. To avoid an ever-last uncontrolled rise in
pressure, the compressor has an upper setpoint, called the 'unload setpoint' - where
the compressor stops pumping air. Due to air usage, the pressure will fall again, until
the lower setpoint is reached and the compressor starts up again.

Load vs unload vs stopped

Industrial oil-injected rotary screw compressors are at any time at 1 of 3 conditions:

- Loaded

- Unloaded

- Stopped
As explained before, when the lower setpoint is reached, the compressor switches to
'loaded'. When the compressor runs 'loaded', it is actually compressing air and
pumping it into the system.

When the upper setpoint is reached, the compressor switches back to 'unload'.
When the compressor runs 'unloaded', it is still running, but it is not compressing any
air. It's in 'standby' and the compressed air output is 0.

Load > Unload > Stop

For the reasons outlined above, we try to limit the start per hour and we do this by
using the load/unload cycle to regulate pressure and only fully stop the compressor
after a certain time of unload running (which means air demand is very low at that
time). The load/unload cycle in a typical compressed air system will last anywhere
between 10 seconds and a few minutes (or longer), depending on a lot of factors
(compressor capacity, air demand, air receiver size, pressure setpoints).

Unlike those cute little piston workshop compressors, industrial screw compressors
can't simply be started and stopped all the time to control pressure.

Starting and stopping often brings the following problems:

1. Timing: to start up an air compressor takes at least 10 to 20 seconds. This time is
often too long to accurately control pressure - since the pressure will drop below the
setpoint during that time.

2. Motor overload - it takes a lot of power to start up a compressor - if constantly

starting and stopping, electric motors and electric controls (contactors, cables) will
overheat.

3. Bearings. Starts and stops and the worst for bearing - since there is no oil pressure
film built up, there is direct metal to metal contact during these times.

For these reasons, there are limits to how many starts we can do per hour.

Unloading valve

How is unloading done?

How do we 'unload' an air compressor? We do that by closing the air inlet. The inlet
valve is usually pneumatically controlled by control air pressure (regulating pressure)
to the 'unloading valve'.
The unloading valve is situated between the inlet air filter and the screw elements. It
is bolted directly on the screw element's housing.

When starting the compressor, the unloader valve (UV) is kept open by spring force,
the engine runs at maximum speed. The compressor element (CE) takes in air and
pressure builds up in the receiver (AR).

When the air consumption increases, the air receiver pressure will decrease and vice
versa. This receiver pressure variation is sensed by the regulating valve which, by
means of control air to the unloader, matches the air output to the air consumption.
The air receiver pressure is maintained between the pre-selected working pressure
and the corresponding unloading pressure.

With the inlet valve is closed by controled air, there is no air sucked in and the
compressor output is 0. A strong vacuum is created between the closed inlet valve
and the 'sucking side' of the screw element. But, the internal pressure is kept at a
minimum required internal unload pressure. This pressure is normally between 2.5
and about 3.5 bar. This is the internal pressure inside the compressor when it is
running unloaded with inlet valve closed.

This internal pressure is needed for two reasons:

- To keep the oil circulating

- For control air

The main reason is the circulation of oil. Screw compressors don't have a separate oil
pump. The oil flows around due to internal pressure differences between the screw
elements inlet side and outlet side. During unload, we have to maintain a minimum
pressure to keep this oil flow going!

There is a small hole, or bypass in the inlet valve that allows the screw compressor to
suck in a little bit of air. This air is used to maintain a minimum internal unload
pressure. To keep this internal unloading pressure constant, the same amount of air
that is sucked in is also blown-off. For this purpose there’s a blow-off valve/opening.
A balance is creating by the air input and the blow-off and the pressure settles
around a value - dependent on the calibration of these holes. This small, constant
flow of compressed air is very important to keep the oil flowing around during
unload.

During loading, this blow-off is closed (it would be a waste of compressed air and
reduce the overall efficiency of the machine). During unload, this blow-off is opened.

Blow down valve

A blow-down valve (BDV) is fitted in the unloader assembly to automatically

depressurise the air receiver (AR) when the compressor is stopped. A check valve is
also integrated into the unloader assembly. During working process (compressor
loading), a control pressure from the receiver tank is sent to the blow-down valve
and pushes it to the right to close the small hole or bypass in the inlet valve
connecting to the blow-down valve.
When the air compressor unloads (stops sucking air) but still running, the inlet valve
is closed by controled air from the receiver tank (regulating pressure), there is no air
sucked in and the compressor output is 0. A strong vacuum is created between the
closed inlet valve and the 'sucking side' of the screw element. There is a small hole,
or bypass in the inlet valve that allows the screw compressor to suck in a little bit of
air through a spring loaded check valve. This air is used to maintain a minimum
internal unload pressure. As stated earlier, screw compressors on most design do
not have a separate oil pump. The oil flows around due to internal pressure
differences between the screw elements inlet side and outlet side. During unload,
we have to maintain a minimum pressure to keep this oil flow going for bearings and
components lubrication.
During shutdown (compressor stopped), the receiver's pressure returns to the inlet
side of the screw compressor, but the inlet valve is held closed by control pressure
from the receiver tank, as the tank still holds pressure in the system. Since there is
no escape route for this return pressurized air, it passes through the bypass hole to
the check valve which is also held closed (spring loaded). The returned receiver
pressure then pushes the blow-down valve to the left against it's control pressure
from the receiver tank. This control pressure is vented to atmosphere through a vent
hole in the blow-down valve. The pressure in the receiver tank will continue to relief
through the blow-down valve until it is no more.

Industrial screw compressors are big machine, they can't simply be started and
stopped all the time to control pressure. As stated earlier, starting and stopping
often brings several problems to the compressor. For these reasons, there are limits
to how many starts we can do per hour. When the compressor is stopped, it is very
difficult to restart it with the receiver tank full of pressure hence, the reason why the
blow-down valve is integrated in the system to remove the pressure from the
receiver tank. But the limitation here is that it takes a considerable time for this
pressure to be fully relief off the system before an easy restart as it posses back
pressure to the prime mover or electric motor.
Engine Speed regulator

The
engine speed is controlled pneumatcally by controlled pressure from the regulating
valve to the engine speed regulator. When the air consumption decreases, the air
receiver pressure will increase and vice versa. This receiver pressure variation is
sensed by the regulating valve which, by means of control air to the unloader and
engine speed regulator simultaneously, matches the air output to the air
consumption.

The engine speed regulator is set at maximum speed position during start-up and is
held in this position during the loading stage (compressor pumping air). This enables
the compressor to run at the required maximum speed in other to produce high
pumping efficiency.
When the compressor unloads, the control pressure to the engine speed regulator is
at maximum. The diaphragm and connecting rod of the speed regulator is pushed up
by this pressure against the spring force. This movement is transferred to the engine
speed governor through linkage in other to reduce the engine speed to minimum,
thereby saving fuel and reducing unwanted heat in the compressor system. The
engine will continue to run at this minimum speed until the pressure in the receiver
tank is reduced due to air usage. When the receiver pressure reduces, the control
pressure to the engine speed regulator is also reduced and the spring force returned
the engine governor speed to its maximum position. Also, the control pressure to
the unloader inlet valve is also reduced, the inlet valve until opens and air
compression begins again. This load and unload process is continuous until the
compressor is stopped.
Safety valve

A safety valve is installed on the compressor receiver tank. This valve will open and
blows off the receiver pressure once it rises above the design pressure in other to
prevent the system from damage.

Check valve

A check valve is installed between the compressor outlet line and the receiver tank.
This valve is pushed open because the screw element is compressing air and there’s
a continues flow of air/oil mixture through the outlet. The check valve closes
immediately the compressor is stopped.
Oil stop valve

Oil stop valve (right) and check valve (left) both in a single housing. Not all machines
have both of these valves. Some machines, especially smaller machines, don’t have
these two valves at all! The oil-stop valve and the screw element outlet check-valve
do help to stop the back-flow of air, but their main purpose is to stop the screw
element from flooding with oil when the compressor is stopped. A flooded screw
element would make it harder for the compressor to start up again. This is a bigger
problem on big compressors. So you will see them more often on bigger
compressors compared to smaller compressors.

The oil stop valve is a spring loaded valve that is closed by spring force and oil

pressure in other to prevent the compressor elements from flooding with oil after
shut down. When the compressor is running, air pressure opens the oil stop valve
through a control line from the compressor outlet check valve which allows oil to be
injected into the compressor elements through the oil stop valve. This valve has an
oil drain plug at it's lowest point in other for oil to be drained during repairs.

Minimum pressure valve

The air leaves the receiver via a minimum pressure valve (MPV) which prevents the

receiver pressure from dropping below the minimum working pressure, even when
the air outlet valves are open. This ensures adequate oil injection and prevents oil
consumption. The minimum pressure valve (MPV) also functions as a check valve.