Flare Systems

FLARE PROTECTION SYSTEMS
Introduction
Most people look at flares as simply a fire on top of a structural support pipe to burn
gases. To the public, they often appear as a source of smell, smoke, noise, fall-out, and
light. This discussion covers factors in the location of a flare, the equipment involved and
the design factors. In addition, it explores the most common factors which are involved in
accidents.
o single element involved in the safe and satisfactory operation of a process plant is
more important than the flare system for operational or emergency relief of quantities of
flammable substances in either the liquid or the gaseous phase.
!mergency releases originating from safety valves, vapor blowdowns, process stream
diversion and equipment drainage, which cannot be discharged directly to the atmosphere for
reasons of safety or pollution control, are routed through closed systems to a blowdown
drum where liquids and vapors are separated.
" flaring system consists of facilities to safely combust vented hydrocarbons. The ideal
operating condition would be to eliminate the need for flares as this wastes hydrocarbons
which could become products and thereby improve profits. #owever, facilities to recover
large amounts of released hydrocarbons under emergency conditions are not economically
$ustified at this time. The equipment to recover daily leakage rates of hydrocarbons is
$ustifiable.
The flare provides a means of safe disposal of the vapor streams from these facilities, by
burning them under controlled conditions to ensure that ad$acent equipment or personnel are
not exposed to ha%ard. In addition, pollution control and public relations requirements must
be met.
" typical flaring system consists of collection piping within a unit, a flare line to the site, a
knockout drum to remove liquid hydrocarbon from the gas stream, an optional liquid seal to
provide positive header pressure without surging and protect against flashbacks, a flare
stack with flare tip, an optional steam system to maintain smokeless burning, a fuel gas system
for pilots together with igniters and instrumentation.
" typical refinery flare will use several utilities when in operation& power, steam, fuel
and gas. The careful design, operation and maintenance of the flare system can minimise
the costs of these expensive utilities.
Integrated Training Program / Phase B F!are Protection S"stems Page # of $$
Co%"right & '(() Internationa! *uman Resources +e,e!o%ment Cor%oration
LESSON #
F!are T"%es and A%%!ication
In general there are three types of flares available for onshore use
'( The elevated flare
)( The groundflare
*( The burn pit flare
"lthough the three basic designs differ considerably in required capital and operating
costs, selection is based primarily on pollution and public relations considerations, i.e.
smoke, luminosity, air pollution, noise and available space.
#- E!e,ated F!ares
!levated flares are the simplest and most
widely used, offering safe and efficient
combustion of waste gases with varying
degrees of smokeless burning. +y the use of
steam in$ection and effective tip design,
heavy hydrocarbons can be burnt
smokelessly.
,team in$ection, used to reduce smoke
pollution, introduces a source of noise and a
compromise between smoke reduction and
noise is usually necessary. If correctly
designed the elevated flare provides the best
dispersion characteristics for malodorous
and toxic combustion products and is the
general choice for either total flare loads, or
for handling over-capacity releases in
con$unction with a groundflare. -or most
applications the elevated type is the only
acceptable means of flaring .dirty gases.,
i.e. gases high in unsaturates, hydrogen
sulphide or those which have highly toxic
combustion products.
E!e,ated F!are
Integrated Training Program / Phase B F!are Protection S"stems Page ' of $$
'- .round/!ares
/arious designs of proprietary groundflare are available.
,mokeless operation can generally be achieved 0with or without assist media depending
on design(, with essentially no noise or luminosity problems, provided that the design
rate to the flare is not exceeded. #owever, since the flame is near ground level,
dispersion of stack releases needs to be carefully considered.
The groundflare is suitable for .clean. gases 0i.e. where toxic or malodorous
concentrations are unlikely to be released through incomplete combustion or as
combustion products(, offers very low noise characteristics and reduces the visual effect
of a flame, which is concealed at all times.
It should not be used in locations upwind of ad$acent residential areas. 1enerally, it is not
practical to install a groundflare large enough to burn the maximum release load and the
usual arrangement is in combination with an elevated relief flare. The latter is normally
provided with steam in$ection, but smoke may be accepted during the-small number of
ma$or releases.
Enc!osed .round F!are
Integrated Training Program / Phase B F!are Protection S"stems Page $ of $$
$- Burn Pit F!ares
The burn pit is of simple construction, with low capital and operating costs, and can
handle liquid as well as vapour hydrocarbons.
The si%ing of pit flare systems is essentially the same as for pipe flares without the
knock-out drum. The flare header should slope down to the pit to allow full drainage of
liquids.
The flare pit will be si%ed for the largest flame length, taking account of thermal rise and
the predicted volume of liquids to be held. The pit should slope away from the flare tip
and the pit orientation should minimise wind blowing into the flare tip.
2emotely ignited pilot burners are essential for the protection of personnel due to the
possibility of unburnt hydrocarbons remaining within the pit bund.
There is no means of controlling emission from a low pressure flare and as such their use
should be limited.
Burn Pit F!are
Integrated Training Program / Phase B F!are Protection S"stems Page ) of $$
LESSON '
F!are Com%onents
The 0asic com%onents o/ an e!e,ated /!are s"stem can 0e summari1ed as /o!!o2s3
'( -lare tip
)( "ir ingress seal
*( ,tack riser and structure
3( -lashback protection
4( 5nock-out drum
6( Ignition system
#- F!are Ti%
There are a num0er o/ di//erent designs o/ /!are ti% a,ai!a0!e3
7ipeflare tips
,team flare tips
#igh pressure sonic flare tips
"ir blown flare tips
7ipeflares are the most commonly used general purpose tips, but do not provide any
degree of smokeless combustion unless the gas is predominantly methane and has a
molecular weight less than )8. -or smokeless combustion the simplest and most
common type of tip, which uses steam as a smoke suppressant, is the generic 9:rown of
Thorns9 tip which in$ects steam through a number of no%%les located on a manifold
positioned around the circumference of the tip.
;ther types use the e$ector principle to premix air into the steam through a manifold at
the base of the tip. The pre-mixed phase then flows through a number of internal tubes
within the tip, emerging to mix co-currently with the flare gas. This type of tip is more
efficient than the 9:rown of Thorns9, operates with lower noise characteristics and
provides a greater extent of smokeless capacity.
<here steam is not available, air blown flares will provide a percentage of smokeless
burning. The tip incorporates a series of flow vanes designed to maximise the mixing of
flare gas and primary air provided by a blower = fan included as part of the flare system.
Integrated Training Program / Phase B F!are Protection S"stems Page 4 of $$
<here the relief gas is at high pressure 0mainly available on offshore oil and gas
production platforms( the driving force of the gas may be used to promote smokeless
combustion at sonic velocities. -or turndown conditions, consideration is given to the
design of a variable slot tip, which will ensure smokeless combustion at relief rates from
maximum to purge.
Standard Barre! F!are Ti%
Section A-A
Standard Barre! F!are Ti%
,team Inlet
>I"
,ection "-"
Air Assisted Ti%
7inecone
+lades
2etention 2ing
Mu!ti Points F!are Ti%
'- Air Ingress Sea!s and Purging
There is a danger of severe explosion in the flare system if the flare pilots are ignited
before the flare system has been purged from the beginning of the system all the way to
the flare. To assure low or %ero oxygen levels, a volume of non-condensable gas equal to
ten or more times the volume of the flare system is used. The flare system includes all
piping from the relief valves to the stack and rising to the elevation of the flare at the
burning point.
The pilots should be ignited only after the system has been purged and preferably while
purge gas is still being admitted. If the purge gas is combustible, the burning of the purge
gas at the flare will be proof of pilot ignition.
-lare systems are sub$ect to potential flashback and internal explosion since flammable
vapour = air mixtures may be formed in the stack or inlet piping by the entry of air. The
pilot constitutes a continuous ignition source. -lares may be provided with flashback
protection, which prevents a flame front from travelling back to the upstream piping and
equipment, or may be positively purged with hydrocarbon or inert gas to ensure a non-
flammable atmosphere within the stack. The most common cause of a stack explosion is
where air has entered the plant and has passed through the flare header as an explosive
mixture.
1as purging is used to protect flare systems from explosions which would result from
ignition of a hydrocarbon mixture with air which backflows into the stack. Most
hydrocarbons are considered safe and nonflammable with 6? or less oxygen in the
mixture. #owever, when large amounts of hydrogen are present, a lower oxygen level is
required. To make allowances for the effect of hydrogen, the minimum oxygen
concentration is a function of the molecular weight of the purge gas.
"ny gas or mixture of gases which cannot reach dew point at any condition of ambient
temperature normal to the $obsite can be used as a purge gas for flare systems. This gas
may also be referred to as .sweep. gas.
,team as a purge gas is not recommended for two reasons. The first is that the steam is at
an elevated temperature and the steam content of the flare will shrink as the steam cools
and condenses. The second is that as the steam condenses, water will be left in the flare
system which presents a free%ing ha%ard and by its @wettingA action encourages
accelerated corrosion
The purge gas should enter the flare system immediately downstream of the relief valve
so that the purge gas will .sweep. the entire system. If there is more than one header
feeding into the flare each header must be purged.
It is recommended that there be a pressure switch immediately upstream of the orifice
which regulates purge volume so that an alarm will sound if the purge gas pressure
upstream of the limiting or regulating orifice falls below a set point. It is further recommended
that the purge gas pass through a strainer in which the mesh openings are not more than one-
quarter the diameter of the limiting orifice for purge gas regulation.
Integrated Training Program / Phase B F!are Protection S"stems Page #( of $$
This is achieved by the use of a continuous minimum flow of gas designed to prevent
air being drawn into the flare system via the flare tip, or otherwise. This is known as the
purge gas flow. <ithout a special flare seal device fitted, the purge gas flow would need
to have a velocity of between 8.* to 8.6 m=sec in order to be effective
2ecommend Minimum -lammable 1as 7urge for Tall -lare ,tacks
" purge gas volume which will create an upward velocity in the flare riser at 8.8* meter
per second is normally recommended where the molecular seal is used for the flare. If a
fluidic seal is used the purge gas velocity would be 8.8') meter per second.
>epending on the application and client preference elevated flare stacks may
be fitted with a molecular seal 0also known as the labyrinth seal( or fluidic seal.
Integrated Training Program / Phase B F!are Protection S"stems Page ## of $$
Mo!ecu!ar Sea! 9La0"rinth Sea!:
The Molecular ,eal works by relying on the density difference between the purge gas
and air. <hen the purge gas is lighter than air it forms a gas rich %one at the top of the
seal that air cannot penetrate, conversely when the purge gas is heavier than air the seal
is formed at the base of the device.
In this way only a very low continuous purge flow is necessary to maintain conditions
within the seal.
" unique advantage of the molecular seal is that it will maintain safe conditions in the
upstream riser for several hours in the event of a loss of purge gas.
Integrated Training Program / Phase B F!are Protection S"stems Page #' of $$
.as In!et
.as Out!et
.as In!et
.as Out!et
F!uidic Sea!
The -luidic ,eal 0"B,( is a frustro-conical device which is located as an integral part
of the flare tip, welded within the main body of the tip $ust above the main flange.
<ith all flare tip operations, under low relief conditions, air will slowly diffuse down
the inside walls of the tip. The -luidic ,eal design acts to locally increase the velocity
of purge gas through the seal, thereby moving any air back out of the tip. The "ir Bock
,eal is of simple rugged construction and has no moving parts, requiring the absolute
minimum of maintenance.
Com%arison o/ Mo!ecu!ar and F!uidic Sea!s
'. The Molecular ,eal prevents the ingress of air into the main flare system for a period
of )-3 hours 0in the event of purge gas failure( due to the buoyancy effect discussed
earlier. The "ir -luidic ,eal has no hold-up capacity therefore if purge fails then the
system is rapidly exposed to air ingress.
). The Molecular ,eal requires a purge rate of 8.88* m=sec. The -luidic ,eal requires a
purge rate of approximately 8.8') m=sec 0these are both based on flare tip exit area(.
*. <hilst the Molecular ,eal requires a lower rate, the decrease could result in the flame
burning within the flare tip reducing life time.
*. The "ir Bock ,eal has the following advantagesC
,imple, open free path to atmosphere
o plugging
!asy to install
;ffers no wind loading to the support structure. The Molecular ,eal is heavy and
adds considerably to the overall system weight increasing structural loads and
increasing costs of the riser.
o maintenance. If the Molecular ,eal corrodes or is blocked, it has to be
replaced requiring complete system shutdown.
o drainage or corrosion problems. The Molecular ,eal has the potential to
corrode at its base and within its drain line, especially with sour gas relief.
/ery low capital and installation costs. The Molecular ,eal is expensive due to its
si%e and complicated fabrication of the internal baffle arrangements. "n extra
drain line is required to grade. " full *68D inspection platform is also required for
access to the drain and hand holes at the base of the Molecular ,eal.
:an be used in a hori%ontal position i.e. burn pits and angled flaring for offshore
applications. The Molecular ,eal can only be used vertically.
Integrated Training Program / Phase B F!are Protection S"stems Page #$ of $$
The -luidic ,eal is a simple low cost device with significant technical and commercial
advantages over the Molecular ,eal as described above. The use of Molecular ,eals is
quite uncommon now, as industry has recognised that they create more problems than they
solve. Indeed the offshore oil production industry 0orth ,ea - offshore E5=orway=
>enmark( without exception uses -luidic type seals instead of Molecular ,eals due to
structural and weight saving advantages of great significance in the design of offshore
production facilities where weight and cost is at a premium.
Integrated Training Program / Phase B F!are Protection S"stems Page #) of $$
-lare Tip
F!uidic Sea!
Integrated Training Program / Phase B F!are Protection S"stems Page #4 of $$
F!uidic Sea! Beha,iour
+iode Pine;Cone
Bocated integrally at the base of the flare tip the >iode 7ine -:ane avoids air entry
inside the flare system. It is built with conical spoilers in order to create a gas flow ring
by presenting a smaller cross-sectional area to the rising gases, thereby reducing the
volume of gas needed to maintain the fixed purge velocity. " continuous flow of purge
gas causes air flow reversal. The gas seal is positioned at a number of nominal
diameters from the stack exit.
<hen a flare is filled with a gas which is normally lighter than air, there is a natural
tendency for such gas to decant, being replaced by air, consequently a flammable
mixture will result. " flow of gas avoids the decanting action and prevents air from
penetrating deeply into the sack. The depth of air penetration is a fraction of the gas
velocity. -or this reason, the device is effective only using the adequate purge gas flow
rate 0
)
, :;
)
or other oxygen free gases(. This flow will create a minimum gas velocity
through the smaller spoiler.
$- Stac< Riser and Structure
-or most elevated flare systems, the greatest cost item is the support structure.
,everal criteria need to be considered in order to determine the support mechanism C
-lare relief rates and duration
Thermal reduction
,moke emissions and pollutants noise
Bocation of other plant and proximity to the flare personnel access regulations
Structures
1uyed
-ree standing derrick
1uyed derrick
-lare tip removal equipment
.u"ed - this type of structure is usually the least expensive to build but in some cases
the guy wires result in restrictions on the use of ad$acent land in addition to normal
spacing restrictions.
+erric< - this type of structure is well suited for tall structures sub$ect to strong winds or
where large thermal ranges are expected. The structure can be designed such that the
flare stack may be demounted for maintenance purposes, removing the requirement for
plant shutdown if the flares are arranged as duty=standby.
The height of this type can be )88 m.
Se!/;Su%%orting - this type of structure is designed so that the flare riser pipe has no
lateral structural support. -or short flares this is the least expensive system to erect and
maintain.
This system is applied for flares with a height less than 48 meters. The self-supporting
flare is economical and easy to erect, and requires relatively less installation space.
The most common is the guyed stack, which is generally the lowest cost option.
#eights of up to approximately '48m have been successfully employed, "lthough these
are few, most refinery stacks being in the 68-'88m range. " limitation for guyed stacks is
the range of process temperature encountered when in service. This variation in
temperature will cause the stack to expand and contract with resultant stretching or
loosening of the guy wires. " service range of )88 to *88D: is usually limiting in this
case.
In the event of an excessive temperature variation, a guyed derrick can be used or even a
free-standing derrick structure.
" structure offering great operational flexibility is the $ack-up derrick. This allows flares
and risers to be dismounted for replacement and = or repair while a second flare system
remains on-line. o plant downtime is necessary. This is a system much favoured by
certain operators.
F!are Ti% remo,a! E=ui%ment 9 Retracta0!e +a,it
Integrated Training Program / Phase B F!are Protection S"stems Page '( of $$
*ori1onta! Sea! +rum
Try Cock for
Checking
Hydrocarbon
)- F!ash0ac< %rotection
<ater seals are used to provide a positive seal against air ingress and flashback and also to
maintain the upstream header at a positive pressure.
<ater seal drums can either be hori%ontally or vertically mounted and must be correctly
si%ed to prevent water carryover through the flare stack under normal operating conditions.
Ender emergency conditions it must be expected that the water will be carried away by the
high flare gas velocities. -ast water makeup is therefore important to maintain the seal
integrity.
" common problem with water seals is one of pulsation caused by water moving from side
to side, causing the gas flow to vary periodically with time 0the period is generally about '
second(. This causes the flare flame to rise and fall and also the flare noise to fluctuate.
The <ater ,eal vessel is fitted with a special saw tooth dip leg and anti-pulsation baffle
to minimise pulsing. The water level is preferably maintained by a constant overflow
weir, in combination with a suitable 9,9 bend drainpipe. -illing rates will be sufficient to
reestablish the seal within 4 minutes if the seal is broken.
The seal vessel may be equipped with an internal steam coil I sparger for winterisation
purposes as required.
Integrated Training Program / Phase B F!are Protection S"stems Page '# of $$
>ertica! Sea! +ram 9 Pa!se!ess T"%e :
Integrated Training Program / Phase B F!are Protection S"stems Page '' of $$
4- ?noc<;Out +rums
5nockout drums are used to prevent ha%ards associated with flaring gas containing liquid
droplets. <hich called carryover 0flaming rain ( the drum must be large enough to effect
the desired liquid-vapor separation, and have a holding capacity to contain any anticipated
slug of liquid. 5nock-out drums are designed to remove liquid droplets of excessive si%e from
the gas stream and to return the collected liquid to the process=drain.
Most flares can handle a liquid mist up to the point where the oil droplet settles to grade
faster than it is consumed by the fire surrounding it. 1enerally, this is considered to
represent 688 micron particles. In truth, different flare tips can handle different liquid rates.
The kinetic energy flare tips, because they take a significant pressure drop at the tip, can
handle higher liquid loads than an open pipe flare. .-laming rain. is a real design case for
flare with liquid potential.
,i%ing to "7I 27-4)' recommendations is generally adequate but the knockout drum
should be sited as close as practically possible to the flare stack and should not possess any
internals liable to blockage.
*ori1onta! ?-O- +rum
Integrated Training Program / Phase B F!are Protection S"stems Page '$ of $$
Integrated Training Program / Phase B F!are Protection S"stems Page ') of $$
>ertica! ?-O- +rum
Integrated Training Program / Phase B F!are Protection S"stems Page '4 of $$
Integrated >ertica! @ater Sea! A ?-O- +rum
5- F!are Pi!ot and Ignition S"stems
;ne of the main considerations for flare ignition is reliability of operation. "n ignition
system must be capable of fast performance and repeatability of use over and over again,
under all environmental and operating conditions.
Ignition Pane!s
" complete range of ignition panels is available, designed for manual or automatic
operation or a combination of both.
These s"stems 2i!! ignite the /!are ti% %i!ots /rom remote !ocations either through3
1) conventional -lame -ront Ignition techniques
or
2) #igh !nergy ignition.
Ignition Pane!
Pi!ots
The number and position of the pilots depends on the flare type and diameter.
The pilot ignitor no%%les have been developed over many years of operational experience
and offer maximum reliability of ignition and stability in winds in excess of ')8mph 0)88
km=hr(. The pilot ignitor no%%le and venturi mixing assembly is fabricated from alloy steels
to ensure a long service life. -or cases where pilot fuel gas has a high sour content,
specialised alloys are used.
Pi!ot 2ith F!are Front Ignition
Pi!ot 2ith high Energ" Ignitor
F!ame Front .enerator
"lmost without exception, flare pilot ignition is performed by using a flame front
generation system.
This method involves filling a small bore pipe, which runs from the flame front generator
panel to the flare tip, with a combustible gas = air mixture. The mixture is ignited by a
spark in an ignition chamber on the panel, generating a flame front which travels to the pilot
and lights it at the tip.
This technique is well known, and established throughout the industry. #owever its
performance is affected by a number of factors which combine to present problems in the
field making it unreliable i.e.
0i( -lame front lines always collect large quantities of water, which require draining before
ignition
0ii( :hanges in fuel gas compositions and the use of wet air conspire to defeat operators
0iii( Bong term pipe corrosion and lack of maintenance reduce the probability of a good
ignition.
The ma$or safety problem with the ignition system is the use of a high hydrogen content
fuel for air-gas ignition.
-lare pilots can be serviced through either individual flame front lines or via a splitter
manifold located on the flare tip.
-uel gas and instrument air are supplied to .the ignition chamber in the correct quantities
via an on / off valve, needle valve and restriction orifice. The mixture is then ignited using
an electric spark.
The resulting flame front will travel down ignition line0s( to light each pilot either
separately or through a splitter manifold. This flame front may be transmitted for
distances of up to ',888 meters along standard small bore pipe work.
The panel will continuously monitor the pilot burner flames via the installed
thermocouples and should a failure be detected a visual alarm will be raised in the --1 and
at the same time an alarm will be activated in the control room via remote contacts.
The -lame -ront 1enerator 0--1( is of free standing easel type construction fabricated
from carbon steel. The framework will be open to atmosphere onto which are mounted the
instrument and electrical enclosures certified for the specified area classification and
weatherproof to I764 0minimum(. The panel will provide the functions of pilot ignition and
monitoring of pilot status via thermocouples located in the pilot no%%le heads. The !nd
boxes will be housed in steel enclosures that will be fitted with a heater 0if required( to
maintain the internal temperature at acceptable levels.
The --1 is offered as a standard proprietary item of equipment and can be supplied for
either manual or automatic operation or a combination of both.
7ilot fuel gas and purge supply can be accommodated as a modification to the system if
required.
Natura! +ra/t F!ame Front .enerator
In situations where compressed air is not available, the atural >raft -lame -ront
1enerator can be used.
The principle of the atural >raft --1 is straightforward. -uel gas at moderate
pressure is e$ected through a small drilling forming the $et of a venturi inspirator. The
action of the gas $et passing through the throat of the venturi causes a local drop in
static pressure, which causes air to be drawn into the venturi intakes and mixed with the
gas. The resulting gas=air mixture passes through an ignition chamber via a length of ).
= *. piping to the flame front connection of the flare pilot.
Integrated Training Program / Phase B F!are Protection S"stems Page $( of $$
In this way a continuous length of piping is filled with a flammable mixture which
when sparked in the ignition chamber will ignite and send a flame front through the
).=*. line to light the pilot.
This is similar to a conventional --1, which uses compressed air in lieu of an inspirator
to achieve the same result.
The other main advantage that the atural >raft --1 has over the compressed air type
is in its ease of use and its wide tolerance of set pressures.
The atural >raft --1 is normally set up to operate at a certain fuel gas pressure e.g )4
psig. !xperience has shown that typically the unit will still function correctly over about a
'6 psi range therefore providing you set the gas pressure within the range 'F-** psig the
system will work reliably In addition, it is extremely repeatable, when set up in the above
manner it will work first time every time. This is certainly not true of the compressed air
type where air and gas pressure are critical to within a few psi and repeatability is difficult
to achieve.
The design of atural >raft systems can be up to 'F8m pipe run incorporating bends,
fittings and splitter manifolds.
The atural >raft --1 is of freestanding easel type construction, fabricated from carbon
steel. The framework will be open to atmosphere onto which is mounted the instrument
and electrical enclosures certified for the specified area classification and weatherproof to
I764 0minimum(. The !nd boxes will be housed in steel enclosure0s( that will be fitted with
a heater 0if required( to maintain the internal temperature to acceptable levels.
-lare pilots can be serviced either through individual flame front lines or via a splitter
manifold located on the flare tip.
The atural >raft --1 is offered as a standard proprietary item of equipment and can be
supplied for either manual or automatic operations, or a combination of both.
7ilot fuel gas and purge supply can be accommodated as a modification to the system if
required.
E!ectric Ignition Pi!ot
This pilot is a direct electric ignition flare pilot that eliminates the need for conventional
flame front generation systems.
Esing this system the pilot flame is directly lit by a #igh !nergy spark generated ad$acent
to the pilot no%%le.
The term .#igh !nergy. is used to denote ignition equipment which feature sparks formed
by the rapid discharge of large capacitors at relatively low voltage across the semi-
conducting layer of a surface discharge spark plug.
Integrated Training Program / Phase B F!are Protection S"stems Page $# of $$
The spark produced is so powerful that no accumulation of moisture, dirt or oil can prevent
ignition occurring. This makes the #igh !nergy system particularly suited to flare pilots
where exposure to contamination is always likely.
The spark plug forms the upper part of an ignitor rod, which extends from the pilot no%%le
to a point near to the flare tip base flange. "t this point a connection is made with an ultra
high temperature cable 0rated at 688D:( which is run down the flare stack to a point where
the thermal radiation has reduced to an acceptable level. This distance is typically '8m. "t
this point a shielded $unction box is used to connect with a suitable multi-core cable which
is then used to run down the flare stack and to the control panel.
<ithin the control panel is mounted an advanced Thyristor ,witched #igh !nergy 7ulse
Ignitor unit designed to provide a rapid series of powerful sparks at the ignitor head. " key
advantage of this technology is that the interconnecting cable can be virtually any length
enabling the control panel to be located outside the flare sterile area at any convenient
location.
The voltage used for the spark is limited to ).4 k/. This is substantially less than high
tension ignition systems and is markedly less liable to tracking = shorting out.
The ignitor unit can be powered from any available mains ": supply or even from low
voltage >: supplies. !ither standard or explosion proof versions are available.
7ilot flame monitoring is achieved using thermocouples mounted in the pilot no%%les. The
thermocouple is run within small bore conduit and is therefore supported over its entire
length. This simple technique has greatly extended thermocouple service life by preventing
failures due to mechanical fatigue caused by vortex shedding in windy conditions.
The thermocouple signals are run back to the control panel where temperature switches are
used to determine the pilot status. This is displayed via red and green lamps on the panel
front and volt free contacts are provided for client use.
Esing this system it is very straight forward to incorporate automatic re-ignition upon
detection of a pilot flame-out.
Integrated Training Program / Phase B F!are Protection S"stems Page $' of $$
6- @ind +e/!ector
@IN+ +EFLECTOR 9Patented:
>eflection of flare burner flames by wind effects frequently
results in serious problems during the operation of a flare.
>amages on the accessories of the flare unit, such as utilities
piping. cables, ladders, etc. can become so heavy that on
interruption of the flare operation may become necessary.
This problem can be solved by the installation of the patented
wind deflector as on auxiliary element at the flare tipC In a
cylindrically bent grid, flat plates of certain si%es and at
certain spaces are provided.
;n the deflector side. which is exposed to the wind, an air
compression, immediately upstream of the plates, will take
place due to the energy of the wind stream. "fter the air
stream has passed the free vertical spaces between the plates.
a through vortex is formed by the sudden increase of the
cross section so that the wind energy is completely absorbed.
This, no air pressure and accumoulotion will build up on the
flare stock side exposed to the wind. and no vacuum con
form on the lee-side.
In view of the above. a down-deflection of the flame is safety
prevented.
Integrated Training Program / Phase B F!are Protection S"stems Page $$ of $$

Flare Systems

Загружено:

Сведения о документе

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Flare Systems

Загружено:

Авторское право:

Доступные форматы

FLARE PROTECTION SYSTEMS

Вам также может понравиться