Crankcase explosions

Under normal conditions the

atmosphere in the crankcase when the
engine is running contains a large
amount of relatively large oil droplets
(200 micron) in warm air. Because of
the droplets small surface area to
volume ratio, the possibility of ignition by
a heat source is very low.
Should overheating occur in the
crankcase, say by failure of a bearing,
then a hot spot is formed (typically over
400
0
C although experiments have shown
two separate temperature ranges, the
other between 270 - 300
0
C. Here lub oil
falling on to the surface is vaporised ( in
addition some is broken down to
flammable gasses such as Hydrogen and
acetylene), the vapour can then travel
away from the hotspot where it will
condense.
The condensed droplets, in the form of a
dense white mist, are very much smaller
(6 to 10 microns) than the original and so
have a high surface area to volume ratio.
Ignition by a hot spot (generally of the
flammable gasses which in turn ignite the
fine droplets in the mist), which may be the
same on that cause the original
vaporisation, is now a possibility. Oil mists
are formed at temperatures of around
350
o
C. Ignition occurs at under 500
o
C.

The white mist will increase in size and density
until the lower flammability limit is exceeded
(about 50mg/l is generally found in real
situations ), the resultant explosion can vary
from relatively mild with explosion speeds of a
few inches per second and little heat and
pressure rise. To severe with shock wave and
detonation velocities of 1.5 to 2 miles per second
and pressures of 30 atmospheres produced.
This is the extreme case with pressures of 1.5 to
3.0 bar more normal raising to a maximum of 7.0
bar.
It can be seen that following the
initial explosion there is a drop
in pressure, if the initial
explosion is not safely dealt
with and damage to the
crankcase closure occurs, it is
possible that air can be drawn
in so creating the environment
for a second and possible
larger explosion. The limiting
factors for an explosion is the
supply of fuel and the supply of
oxygen, the air as shown can be
drawn in by the slight vacuum
created by the primary
explosion. The supply of fuel
may be created by the passage
of the shockwave shattering the
larger oil droplets into the small
size that can readily combust.
By regulation, non-returning
relief doors must be fitted to the
crankcase in order to relief the
pressure of the initial wave but
prevent a rapid ingress of air
Vapour extraction fans

These generally take the form of a small
electrically driven fan. They are fitted with
flame traps on the exhaust side.
Although the fans keep the crankcase at a
slight negative pressure thereby
increasing the risk of air being drawn in,
this is seen to be more than compensated
by the removal of flammable vapours and
the reduction in oil leakage.
Crankcase doors

These when properly designed are made of
about 3mm thick steel with a dished aspect and
are capable of withstanding 12 bar pressure.
They are securely dogged with a rubber seal
arrangement.
Crankcase relief valve (setting 0.2 bar)
Due to the heavy force of momentum the gas
shockwave is not easily deflected. Thus any
safety device must allow for a gradual change in
direction, and be of the non-return type to
prevent air being drawn back into the crankcase
The valve disc is made of
aluminium to reduce
inertia. The oil wetted
gauze provides a very
effective flame trap This
reduces the flame
temperature from 1500
0
C
to 250
0
C in 0.5 m. The
ideal location for this trap
is within the crankcase
where wetness can be
ensured. The gas passing
from the trap is not
normally ignitable. The
gauze is generally 0.3mm
with 40% excess clear
areas over the valve.
1. Crankcases are to be provided with lightweight
spring-loaded valves or other quick-acting and self-
closing devices, of an approved type, to relieve the
crankcases of pressure in the event of an internal
explosion and to prevent any inrush of air thereafter.
The valves are to be designed to open at a pressure
not greater than 0,2 bar.
2. The valve lids are to be made of ductile material
capable of withstanding the shock of contact with
stoppers at the full open position.
3. The discharge from the valves is to be shielded by
flame guard or flame trap to minimize the possibility
of danger and damage arising from the emission of
flame.

Number of relief valves

1. In engines having cylinders not exceeding 200 mm bore and
having a crankcase gross volume not exceeding 0,6 m3, relief
valves may be omitted.
2. In engines having cylinders exceeding 200 mm but not exceeding
250 mm bore, at least two relief valves are to be fitted; each valve
is to be located at or near the ends of the crankcase. Where the
engine has more than eight crank throws an additional valve is to
be fitted near the centre of the engine.
3. In engines having cylinders exceeding 250 mm but not exceeding
300 mm bore, at least one relief valve is to be fitted in way of each
alternate crank throw with a minimum of two valves. For engines
having 3, 5, 7, 9, etc., crank throws, the number of relief valves is
not to be less than 2, 3, 4, 5, etc., respectively.
4. In engines having cylinders exceeding 300 mm bore at least one
valve is to be fitted in way of each main crank throw.
5. Additional relief valves are to be fitted for separate spaces on the
crankcase, such as gear or chaincases for camshaft or similar
drives, when the gross volume of such spaces exceeds 0,6 m3.

Size of relief valves

1. The combined free area of the crankcase relief
valves fitted on an engine is to be not less than 115
cm2/m3 based on the volume of the crankcase.
2. The free area of each relief valve is to be not less
than 45 cm2.
3. The free area of the relief valve is the minimum flow
area at any section through the valve when the valve
is fully open.
4. In determining the volume of the crankcase for the
purpose of calculating the combined free area of the
crankcase relief valves, the volume of the stationary
parts within the crankcase may be deducted from
the total internal volume of the crankcase.

Vent pipes
1. Where crankcase vent pipes are fitted, they are to be
made as small as practicable to minimize the inrush of
air after an explosion. Vents from crankcases of main
engines are to be led to a safe position on deck or other
approved position.
2. If provision is made for the extraction of gases from
within the crankcase, e.g. for oil mist detection
purposes, the vacuum within the crankcase is not to
exceed 25 mm of water.
3. Lubricating oil drain pipes from engine sump to drain
tank are to be submerged at their outlet ends. Where
two or more engines are installed, vent pipes, if fitted,
and lubrication oil drain pipes are to be independent to
avoid intercommunication between crankcases.
Warning notice

A warning notice is to be fitted in a prominent
position, preferably on a crankcase door on
each side of the engine, or alternatively at the
engine room control station. This warning notice
is to specify that whenever overheating is
suspected in the crankcase, the crankcase
doors or sight holes are not to be opened until a
reasonable time has elapsed after stopping the
engine, sufficient to permit adequate cooling
within the crankcase
Detection of oil mist
Crankcase oil mist
detector
(Obscuration)(set point
2.5% L.E.L)
Oil mists can be readily
detected at
concentrations well below
that required for
explosions, therefore
automated detection of
these oil mists can be an
effective method of
preventing explosions
The assembly consists of :
Extraction fan-draws the sample from
the sample points through the
reference and measuring tubes via non-
return valves.
Rotary valve-This valve is externally
accessible and is so marked so as to
indicate which sample point is on line.
In the event on exceeding the set point
, the valve automatically locks onto that
point so giving a clear indication of the
locality of the fault condition.
Reference tube-measures the average
density of the mist within the crankcase, as
there will always be some mechanically
generated mist.
Measuring tube- measures the opacity of the
sample by means of a photoelectric cell as
with the measuring cell. To exclude variables
in lamps a single unit is used with beams
directed down the tube by mirrors.


The photoelectric cell gives an output
voltage proportional to the light falling on it.
In this way the opacity of the sample is
measured, the voltages generated in the cell
in the measuring and reference tubes are
compared in an electronic circuit. The
difference is compared to a potentiometer
varied setpoint which if exceed initiates an
alarm circuit. The alarm circuit, dependant on
installation, will generally declutch the drive
to the rotary valve, give an output signal to
the engineroom alarm monitoring system
and an output to the engine protection
system causing it to slowdown.
The rotary valve also has a position
marked 'O' at which air is supplied to
both tubes, and zero automatically (and
manually if necessary) adjusted at each
cycle. In addition at position 'L' an
average sample of the crankcase is
compared to air.

Crankcase oil mist detector (light scatter)

The disadvantage of
obscuration types is that
they are generally slow to
operate and suffer from
inaccuracies and false
alarms caused by such
things as a dirty lens.
Light scatter do not suffer
from these problems, are
faster reacting and do not
need to set zero during
engine operations.
The relationship between the light
landing on the sensor is nearly
proportional to the oil mist density
therefore the unit can be
calibrated in mg/l.
It is possible to have the sensor
and a LED emitter in a single unit
which may be mounted on the
crankcase. Several of these can
be placed on the engine each with
a unique address poled by a
central control unit. The results of
which may be displayed on the
control room. Having these heads
mounted on the engine removes
the need for long sample tubes
which add to the delay of mist
detection. This makes the system
much more suitable for use with
medium and high speed engines
were otherwise detection would be
impossible.
Actions in the event of Oil Mist detection

The consequences of a crankcase explosion
are extremely serious and the greatest
possible caution in the actions taken should
be exercised.
Should the oil mist detector activate an alarm
condition, then personnel should take steps
to ascertain if the fault is real. They should
initially assumed that it is, the bridge should
be informed and the engines slowed if the oil
mist detector has not already done so.
Should the bridge require maneuverability,
and it is essential that the engine be
operated then consideration of evacuation of
the engine room should be made. Otherwise
the engine should be stopped and turned on
gear until cooled.

The Graviner Oil Mist detector indicates via markings
on the rotary valve which sample point has the high
readings. By inspection of the Graviner, and by
viewing crankcase (or thrust, gear case) bearing
readings it is possible to ascertain whether a fault
condition exists.
Under no circumstances should any aperture be
opened until the engine has sufficiently cooled, this
is taken as normal operating temperatures as an
explosion cannot occur when no part has a
temperature above 270
0
C (Cool flame temperature)
Once cooled the engine can be opened and
ventilated (the crankcase is an enclosed space).
An inspection should be made to locate the hotspot,
the engine should not be run until the fault has been
rectified.