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SAVEAIR™
ELECTRONIC AIR START SYSTEM
For
Air-In-Head-Equipped Integral Compressor Engines
• Replaces existing air-in-head starting systems
with solid-state microprocessor-based control technology
• Reduces starting air consumption by as much as
70% per start
• Eliminates "dead spots"”
• Eliminates manual barring of engine – increases
operator safety
• Provides more reliable remote starting
• Eliminates failure prone mechanical air start
and cam actuated valves
• Less costly and complex than ring-gear based
starting conversion systems
• “Universal” system can be installed
on virtually any suitable engine
• CSA certified for use in Class I, Division 2,
Group C and D hazardous areas
The Exline-Altronic SaveAir Electronic Air Start System
brings solid-state electronic
control to the starting function on air-in-head starter-equipped
integral compressor engines. Eliminating virtually all
of the mechanical air-start related components, the
solid-state SaveAir system introduces significant operational
advantages, including a substantial reduction in the
required starting air (up to 70%) and the elimination
of starting "dead spots".
The SaveAir system replaces the existing OEM or pneumatic
air distributor system with an innovative position sensing
device (the Logic/Distribution
Module) to determine the precise angular location of
the engine crankshaft. Given accurate radial position
data, the SaveAir system electrically actuates air-starting
solenoid valves which precisely control both the turn-on
time of the in-head valves as well as the duration of
the air admission events during startup. These unique
capabilities enable the SaveAir system to deliver starting
air to those cylinders which are most appropriate given
the angular position of the crankshaft – virtually
eliminating engine starting “dead spots”–
and to dramatically reduce the amount of air ultimately
required for the engine start. The net effect of the
SaveAir system is more reliable remote starting, improved
operator safety (no mechanical barring), reduced air
consumption, and more efficient compressor station operation.
All SaveAir control electronics are "universal”"
in their design and common to all air-in-head starting
applications. Engine specific Logic/Distribution Module
flanges and/or adaptors allow easy installation on virtually
any engine. Please refer to the SaveAir™
Application Guide for additional details. Configuration
and monitoring of the SaveAir system is accomplished
through the use of the system Display Module or via
the PC-based terminal program supplied with every system.
The Exline-Altronic SaveAir is certified for use in
Class I, Division 2, Group C and D hazardous areas by
the Canadian Standards Association (CSA).
 Download our SaveAir™ Brochure
The
SaveAir™ Theory of Operation
The
SaveAir™ Start Sequence
The
Exline-Altronic SaveAir™ Electronic Air Start
System
Typical
SaveAir™ System Configurations
SaveAir™
Terminal Program
Specifications
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The SaveAir™ Theory of Operation
The Exline-Altronic SaveAir Electronic Air Start
System is designed to be retrofit to almost any
engine utilizing the air-in-head starting method.
A description of the function of the major components
and their integrated operation appears below:
The Logic/Distribution Module is installed in place of the
existing pneumatic or mechanical air start distributor, or on a
shaft turning at cam speed for those engines that admit their
starting air via a cam actuated configuration. This innovative
device provides a highly accurate source of crankshaft position
data, both while the engine is at a stop and while running.
The SaveAir Output Module accepts the angular position data
derived by the Logic/Distribution Module and electronically
actuates the start air solenoid valves to admit high pressure
starting air into the appropriate cylinder(s).
Monitoring and system troubleshooting is made simpler and
more convenient by the operator Display Module. This interface
device gives the user access to all of the setup, monitoring, and
diagnostic capabilities of the system. An included SaveAir Terminal Program offers the same functionality for remote
access and control.
In operations, the starting sequence is begun in the normal way
by manually or remotely actuating a valve which pressurizes the
engine’s air supply piping. The SaveAir system automatically
senses the rising pressure (via a pressure transducer input) or
else reacts to a contact closure from a pressure switch in the air
piping. The SaveAir system knows the precise crank position of
the engine at all times and automatically applies air to the
cylinder(s) in optimum position to deliver the maximum torque
to the engine. User configurable “maps” of air admission angle
and duration of the air event versus engine speed allow the user
to regulate the cranking speed to the optimum value without
wasting air. Turning off the air before the intake and exhaust
ports (valves) open eliminates both wasted air and starting air
back pressure in the intake and exhaust manifolds. The user can
also configure a purge cycle to purge the engine thoroughly
without wasting starting air. The system outputs a “purge
confirm” signal which can be utilized by the starting control
system to energize ignition if so desired. When the user specified“running” rpm is reached and maintained for a user specified
number of revolutions, the starting air is automatically turned
off and locked out until the system is reset. |
The SaveAir™ Start Sequence
The sequence described below outlines the SaveAir system
startup and associated screens that would appear through
the process on the system Display Module and in the
Terminal Program:
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TRYING - A system start has
been initiated, but the engine
has not yet begun to rotate. |
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ROLLING - The engine is
rolling on starting air, but has
not yet exceeded the use-rdefined purge RPM. |
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PURGING - The engine
starting speed has exceeded
the user-defined purge RPM,
but has not yet completed
the user-defined number of
engine cycles. |
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STARTING - Purging has
been completed and the
purge confirm output has
been activated. |
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FIRING - Indicates that
the unit has reached a preconfigured
RPM known to be
associated with “light-off” or
engine operation based upon
in-cylinder combustion. |
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RUNNING - Final stage of the
start cycle. The engine is now
running and starting air is
shutoff and locked out until
system reset. |
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The Exline-Altronic SaveAir™ Electronic Air Start System
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Typical
SaveAir™ System Configurations
Pneumatic air distributor with pilot-actuated
air-in-head valve |
Cam actuated start valves with pressure-actuated
in-head check valves |
Installation of the SaveAir system on engines with an existing
pneumatic air distributor (OEM or aftermarket) and pilot
actuated in-head starting valve represents the least complex installation requirements to the user.
Using the Cooper GMW-8 in the photo as an example,
the retrofit required the removal of the mechanical/
pneumatic air-start distributor, and all of the
associated air tubing to the existing air-start
valves. The Logic/ Distribution Module was mounted
on the air-start distributor drive, with the SaveAir
Output and Display Modules mounted on the engine
(the Display Module can also be mounted in the engine
control panel). The electrically-actuated SaveAir
solenoids are mounted near to each engine air-starting
valve, with their pilot air drawn from the high
volume starting air pipe local to each cylinder
or via a small diameter starting air manifold running
the length of the engine. Each solenoid admits the
high pressure air charge into the associated cylinder
to being and maintain engine rotation. |
Some Clark engines (BA, HBA, and TLA) utilize camshaft-actuated
air starter valves for each cylinder, which in turn
direct high volume starting air directly to in-head starting air
check valves.
Using the Clark BA-8 in the
photo as an example, mounting
of the Logic/ Distributor Module
requires use of an engine
specific SaveAir Mounting
Adapter to adapt it to the
engine camshaft. The OEM cam
actuated air start valves are no
longer used (permanently
eliminating camshaft lobe repairs), and are disabled during
SaveAir installation. The SaveAir electrical solenoid pilot valve
is supplemented with a pilot actuated high volume “relay”
valve. A high-capacity stainless steel flex-hose completes the
installation by connecting to the in-head check valve on each
cylinder. Thus, for these applications, the SaveAir air solenoid
pilot valve trips the associated air handling relay valve which
directly admits the high pressure air into the cylinder for
starting. Refer to the accompanying photos as well as the
SaveAir technical documentation for further installation details. |
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SaveAir™
Terminal Program
• Provides
for simple monitoring and configuration of the
SaveAir system
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Intuitive
graphical user interface (GUI)
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Innovative
remote operator interface (ROI) duplicates the
SaveAir system display for convenient remote access•
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Built-in
data logging and screen capture capability for
system troubleshooting
 The
SaveAir system includes a comprehensive ModBus-RTU-based
Terminal Program for monitoring and configuration.
As an alternative to the system Display Module,
all system setup, including the angles between
cylinders, air initiation, and air duration maps,
and engine-specific RPM settings for purge and
engine run indication, can be configured using
this software. To assist in system installation
and troubleshooting, the Terminal Program also
enables the user to create a Microsoft Excel™
spreadsheet of all operating data associated with
the SaveAir system (speeds, pressures, angles,
etc.) from data logs taken and recorded three
times per second. A unique screen capture option
embedded into the system software also allows
the user to acquire and save the monitored display
and values for future reference or troubleshooting.
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Specifications
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Inputs
(1) Integrated Angular Position Sensor
(1) Discrete Start Signal (Digital)
(1) Pressure Start Signal (4-20mA)
Outputs
(10) or (20) Control Solenoid Outputs
(1) Purge Confirm Output (Digital)
Display
Alphanumeric 2x16 character backlit
Power Requirement
For existing CPU-95 or CPU-2000 Applications:
No power supply upgrade is required
For applications operating without upgraded digital
ignition systems: 24VDC, 5-10 Amps
Temperature
-40° F to +158° F/-40° C to +70°
C
Communications
ModBus RTU Protocol (RS-485)
(Supports Display or PC communications)
Ordering
Information
| Logic/Distribution
Module |
291300-xxx
(1) |
| Mounting
Adapter |
210024-xxx
(1) |
| Output
Module, 10 outputs |
291301-1 |
| Output
Module, 20 outputs |
291301-2 |
| Display
Module |
291302-1 |
| Harness,
Output, 48" |
293023-16 |
| Harness,
Output, 84" |
293026-16 |
| Harness,
Output, 96" |
293028-16 |
| Harness,
Output, 144" |
293027-16 |
| Harness,
Logic to Output, 24" |
293031-24 |
| Harness,
Logic to Output, 48" |
293031-48 |
| Harness,
Logic to Output, 72" |
293031-72 |
| Harness,
Display & I/O, 48" |
293034-48 |
| Solenoid
Valve, standard |
690017-1 |
| Solenoid
Valve Ass’y., Clark engine |
690018-1 |
| In-line
Filter (690017-1) |
615007 |
| Hose
Assembly, Clark engine, 24" |
580035-24 |
| Hose
Assembly, Clark engine, 48" |
580035-48 |
(1) See SaveAir™ Application List for
Details |
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