There is a wide range of safety valves available to meet the many different applications and performance criteria demanded by different industries. Furthermore, national standards define many varying types of safety valve.
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The ASME standard I and ASME standard VIII for boiler and pressure vessel applications and the ASME/ANSI PTC 25.3 standard for safety valves and relief valves provide the following definition. These standards set performance characteristics as well as defining the different types of safety valves that are used:
ASME I valve - A safety relief valve conforming to the requirements of Section I of the ASME pressure vessel code for boiler applications which will open within 3% overpressure and close within 4%. It will usually feature two blowdown rings, and is identified by a National Board ‘V’ stamp.
ASME VIII valve - A safety relief valve conforming to the requirements of Section VIII of the ASME pressure vessel code for pressure vessel applications which will open within 10% overpressure and close within 7%. Identified by a National Board ‘UV’ stamp.
The following types of safety valve are defined in the DIN standard, which relates to safety valves sold in Germany and other parts of Europe:
EN ISO lists the following definitions of types of safety valve:
Note; this additional force (supplementary load), which may be provided by means of an extraneous power source, is reliably released when the pressure at the inlet of the safety valve reaches the set pressure. The amount of supplementary loading is so arranged that if such supplementary loading is not released, the safety valve will attain its certified discharge capacity at a pressure not greater than 1.1 times the maximum allowable pressure of the equipment to be protected.
The following table summarises the performance of different types of safety valve set out by the various standards.
The common characteristic shared between the definitions of conventional safety valves in the different standards, is that their operational characteristics are affected by any backpressure in the discharge system. It is important to note that the total backpressure is generated from two components; superimposed backpressure and the built-up backpressure:
Subsequently, in a conventional safety valve, only the superimposed backpressure will affect the opening characteristic and set value, but the combined backpressure will alter the blowdown characteristic and re-seat value.
The ASME/ANSI standard makes the further classification that conventional valves have a spring housing that is vented to the discharge side of the valve. If the spring housing is vented to the atmosphere, any superimposed backpressure will still affect the operational characteristics. Thiscan be seen from Figure 9.2.1, which shows schematic diagrams of valves whose spring housings are vented to the discharge side of the valve and to the atmosphere.
Thus, the superimposed backpressure acts with the vessel pressure to overcome the spring force, and the opening pressure will be less than expected.
In both cases, if a significant superimposed backpressure exists, its effects on the set pressure need to be considered when designing a safety valve system.
Once the valve starts to open, the effects of built-up backpressure also have to be taken into account. For a conventional safety valve with the spring housing vented to the discharge side of the valve, see Figure 9.2.1 (a), the effect of built-up backpressure can be determined by considering Equation 9.2.1 and by noting that once the valve starts to open, the inlet pressure is the sum of the set pressure, PS, and the overpressure, PO.
(PS + PO) AN = FS + PB AN which simplies to Equation 9.2.3
Thus, the superimposed backpressure acts with the vessel pressure to overcome the spring force, and the opening pressure will be less than expected.
In both cases, if a significant superimposed backpressure exists, its effects on the set pressure need to be considered when designing a safety valve system.
Once the valve starts to open, the effects of built-up backpressure also have to be taken into account. For a conventional safety valve with the spring housing vented to the discharge side of the valve, see Figure 9.2.1 (a), the effect of built-up backpressure can be determined by considering Equation 9.2.1 and by noting that once the valve starts to open, the inlet pressure is the sum of the set pressure, PS, and the overpressure, PO.
(PS + PO) AN = FS + PB AN which simplies to Equation 9.2.3
Balanced safety valves are those that incorporate a means of eliminating the effects of backpressure. There are two basic designs that can be used to achieve this:
Piston type balanced safety valve.
Although there are several variations of the piston valve, they generally consist of a piston type disc whose movement is constrained by a vented guide. The area of the top face of the piston, AP, and the nozzle seat area, AN, are designed to be equal. This means that the effective area of both the top and bottom surfaces of the disc exposed to the backpressure are equal, and therefore any additional forces are balanced. In addition, the spring bonnet is vented such that the top face of the piston is subjected to atmospheric pressure, as shown in Figure 9.2.2.
Bellows type balanced safety valve.
A bellows with an effective area (AB) equivalent to the nozzle seat area (AN) is attached to the upper surface of the disc and to the spindle guide.
The bellows arrangement prevents backpressure acting on the upper side of the disc within the area of the bellows. The disc area extending beyond the bellows and the opposing disc area are equal, and so the forces acting on the disc are balanced, and the backpressure has little effect on the valve opening pressure.
The bellows vent allows air to flow freely in and out of the bellows as they expand or contract.
Bellows failure is an important concern when using a bellows balanced safety valve, as this may affect the set pressure and capacity of the valve. It is important, therefore, that there is some mechanism for detecting any uncharacteristic fluid flow through the bellows vents. In addition, some bellows balanced safety valves include an auxiliary piston that is used to overcome the effects of backpressure in the case of bellows failure. This type of safety valve is usually only used on critical applications in the oil and petrochemical industries.
In addition to reducing the effects of backpressure, the bellows also serve to isolate the spindle guide and the spring from the process fluid, this is important when the fluid is corrosive.
Since balanced pressure relief valves are typically more expensive than their unbalanced counterparts, they are commonly only used where high pressure manifolds are unavoidable, or in critical applications where a very precise set pressure or blowdown is required.
This type of safety valve uses the flowing medium itself, through a pilot valve, to apply the closing force on the safety valve disc. The pilot valve is itself a small safety valve.
There are two basic types of pilot operated safety valve, namely, the diaphragm and piston type.
The diaphragm type is typically only available for low pressure applications and it produces a proportional type action, characteristic of relief valves used in liquid systems. They are therefore of little use in steam systems, consequently, they will not be considered in this text.
The piston type valve consists of a main valve, which uses a piston shaped closing device (or obturator), and an external pilot valve. Figure 9.2.4 shows a diagram of a typical piston type, pilot operated safety valve.
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The piston and seating arrangement incorporated in the main valve is designed so that the bottom area of the piston, exposed to the inlet fluid, is less than the area of the top of the piston. As both ends of the piston are exposed to the fluid at the same pressure, this means that under normal system operating conditions, the closing force, resulting from the larger top area, is greater than the inlet force. The resultant downward force therefore holds the piston firmly on its seat.
If the inlet pressure were to rise, the net closing force on the piston also increases, ensuring that a tight shut-off is continually maintained. However, when the inlet pressure reaches the set pressure, the pilot valve will pop open to release the fluid pressure above the piston. With much less fluid pressure acting on the upper surface of the piston, the inlet pressure generates a net upwards force and the piston will leave its seat. This causes the main valve to pop open, allowing the process fluid to be discharged.
When the inlet pressure has been sufficiently reduced, the pilot valve will reclose, preventing the further release of fluid from the top of the piston, thereby re-establishing the net downward force, and causing the piston to reseat.
Pilot operated safety valves offer good overpressure and blowdown performance (a blowdown of 2% is attainable). For this reason, they are used where a narrow margin is required between the set pressure and the system operating pressure. Pilot operated valves are also available in much larger sizes, making them the preferred type of safety valve for larger capacities.
One of the main concerns with pilot operated safety valves is that the small bore, pilot connecting pipes are susceptible to blockage by foreign matter, or due to the collection of condensate in these pipes. This can lead to the failure of the valve, either in the open or closed position, depending on where the blockage occurs.
The terms full lift, high lift and low lift refer to the amount of travel the disc undergoes as it moves from its closed position to the position required to produce the certified discharge capacity, and how this affects the discharge capacity of the valve.
A full lift safety valve is one in which the disc lifts sufficiently, so that the curtain area no longer influences the discharge area. The discharge area, and therefore the capacity of the valve are subsequently determined by the bore area. This occurs when the disc lifts a distance of at least a quarter of the bore diameter. A full lift conventional safety valve is often the best choice for general steam applications.
The disc of a high lift safety valve lifts a distance of at least 1/12th of the bore diameter. This means that the curtain area, and ultimately the position of the disc, determines the discharge area. The discharge capacities of high lift valves tend to be significantly lower than those of full lift valves, and for a given discharge capacity, it is usually possible to select a full lift valve that has a nominal size several times smaller than a corresponding high lift valve, which usually incurs cost advantages.Furthermore, high lift valves tend to be used on compressible fluids where their action is more proportional.
In low lift valves, the disc only lifts a distance of 1/24th of the bore diameter. The discharge area is determined entirely by the position of the disc, and since the disc only lifts a small amount, the capacities tend to be much lower than those of full or high lift valves.
Except when safety valves are discharging, the only parts that are wetted by the process fluid are the inlet tract (nozzle) and the disc. Since safety valves operate infrequently under normal conditions, all other components can be manufactured from standard materials for most applications. There are however several exceptions, in which case, special materials have to be used, these include:
The principal pressure-containing components of safety valves are normally constructed from one of the following materials:
For extremely high pressure applications, pressure containing components may be forged or machined from solid.
For all safety valves, it is important that moving parts, particularly the spindle and guides are made from materials that will not easily degrade or corrode. As seats and discs are constantly in contact with the process fluid, they must be able to resist the effects of erosion and corrosion.
For process applications, austenitic stainless steel is commonly used for seats and discs; sometimes they are ‘stellite faced’ for increased durability. For extremely corrosive fluids, nozzles, discs and seats are made from special alloys such as ‘monel’ or ‘hastelloy’.
The spring is a critical element of the safety valve and must provide reliable performance within the required parameters. Standard safety valves will typically use carbon steel for moderate temperatures. Tungsten steel is used for higher temperature, non-corrosive applications, and stainless steel is used for corrosive or clean steam duty. For sour gas and high temperature applications, often special materials such as monel, hastelloy and ‘inconel’ are used.
Levers
Standard safety valves are generally fitted with an easing lever, which enables the valve to be lifted manually in order to ensure that it is operational at pressures in excess of 75% of set pressure. This is usually done as part of routine safety checks, or during maintenance to prevent seizing. The fitting of a lever is usually a requirement of national standards and insurance companies for steam and hot water applications. For example, the ASME Boiler and Pressure Vessel Code states that pressure relief valves must be fitted with a lever if they are to be used on air, water over 60°C, and steam.
A standard or open lever is the simplest type of lever available. It is typically used on applications where a small amount of leakage of the fluid to the atmosphere is acceptable, such as on steam and air systems, (see Figure 9.2.5 (a)).
Where it is not acceptable for the media to escape, a packed lever must be used. This uses a packed gland seal to ensure that the fluid is contained within the cap, (see Figure 9.2.5 (b)).
A test gag (Figure 9.2.7) may be used to prevent the valve from opening at the set pressure during hydraulic testing when commissioning a system. Once tested, the gag screw is removed and replaced with a short blanking plug before the valve is placed in service.
Open and closed bonnets
Unless bellows or diaphragm sealing is used, process fluid will enter the spring housing (or bonnet).
The amount of fluid depends on the particular design of safety valve. If emission of this fluid into the atmosphere is acceptable, the spring housing may be vented to the atmosphere – an open bonnet. This is usually advantageous when the safety valve is used on high temperature fluids or for boiler applications as, otherwise, high temperatures can relax the spring, altering the set pressure of the valve. However, using an open bonnet exposes the valve spring and internals to environmental conditions, which can lead to damage and corrosion of the spring.
When the fluid must be completely contained by the safety valve (and the discharge system), it is necessary to use a closed bonnet, which is not vented to the atmosphere. This type of spring enclosure is almost universally used for small screwed valves and, it is becoming increasingly common on many valve ranges since, particularly on steam, discharge of the fluid could be hazardous to personnel.
Consolidated Pilot Operated Safety Relief Valves (POSRVs) offer the safety you expect, the dependability you require, and the efficiency you need to keep your operations running smoothly. These valves offer a premium performance and numerous technical benefits and operating advantages over traditional Pressure Relief Devices.
Pilot Operated Safety Relief Valves are designed with several features that differentiate it from traditional spring loaded safety relief valves with superior performance, and with a compact design are lighter weight and easier to install in most applications.
Consolidated Pilot Valves offer industry leading performance with both main valve and pilot seat tightness up to 98% of set pressure. This advanced design ensures zero-leakage during normal operating conditions for even the most demanding high-pressure applications.
Remote sense configuration eliminates rapid cycling valve chatter in applications with >3% inlet line loss, enabling Consolidated POSRVs to open and relieve pressure in a stable and efficient manner. The modulating style opens proportionally to your overpressure pilot, ensuring a smooth opening cycle and relieving only required capacity, keeping your operation safe, efficient and reliable.
Certified on gas, liquid and steam, and configured to suit your application with flexible features including an adjustable blowdown, bolt-on modulator, pilot line pressure surge snubber and dozens of optional accessories, ConsolidatedPOSRVs can be configured for any service.
No need to shut down your process to send your PRV to a service shop, conduct a standard set pressure test in the field while your process is running with theConsolidated Field Test Connection accessory. It comes standard with every Consolidated Pilot Valve, and allows you to conduct your set pressure test while the valve is live in service and continuously protecting your pressure vessel.
The Consolidated full-bore POSRVs allows you to maximize capacity with smaller valve sizes, saving you money, space, and weight.
In comparison to a Direct Spring PRV, the Consolidated Pilot Valve offers significant size & weight advantages for a more compact installation. As the main valve size increases, the Pilot Valve remains the same, which further amplifies this benefit as pipe sizes increase.
For corrosive service applications, the Consolidated Series Gen II provides a full-nozzle Pilot Valve design option. With a full-nozzle, the media is isolated from the inlet neck area of the main valve body, allowing you to avoid costly exotic material upgrades in some corrosive service applications.
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