Crankcase Explosions, Scavange, Piston Cooling Methos

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• Click to edit Master text styles

– Second level
• Third level
Crankcase explosions
– Fourth level
» Fifth level
Anglo-Eastern
Anglo-Eastern Maritime Academy
Maritime Academy
1
©
Crankcase explosions
•Crankcase
Click to edit Master
explosions text styles
happily are not an everyday
occurrence
– Second but levelwhen they do occur can lead to
extensive damage, fire and possible loss of life.
• Third level
Experience indicates that such explosions can be most
dangerous – Fourth
in the level
large slow speed engines. The
consequences have
» Fifth levelbeen more pronounced in the
large engines because the design must be such that
the crankcase doors are light enough to handle
manually and, at the same time, large enough to
permit access; also the doors are not normally
constructed to withstand excessive pressure effects or
explosion.
2
©
• There is a continuing updating of all engine designs
with higher bearing pressures, increased thermal
• Click to and
stresses edittemperatures,
Master text thus
styles
making increased
demands
– Secondon cooling and lubricating systems. It is
level
therefore
• Thirdall the more vital to ensure that when a
level
failure does occur and may produce conditions
– Fourth level
favourable»to an explosion, firstly the explosion
Fifth level
should be averted or, in the extreme case, the effects
be controlled. This leads us to a consideration of the
cause of crankcase explosions and the methods used
both to control their effects and to monitor
conditions in a crankcase.

3
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Oil mist in crankcases
• Click
betweento theedit
air/oilMaster
• The figure gives the relationship
text
ratio and the styles
temperature for a typical
– Second
crankcase level
oil. This shows the
upper• and lower limits of
Third level
inflammability and indicates that
spontaneous combustion
– Fourth level can
occur at a temperature of 270°C
with a mixture»having
Fifth level
an oil
content of 13% by weight. This
figure also shows the two
separate regions in which
ignition can take place with a
band of temperature between
where no ignition is possible.

4
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• TheClick
aboveto work edit Master
also established title
that style
overheating
of mechanical parts and the creation of what has
commonly been called a ‘hot spot’ can result in the
formation of an explosive mixture which, in turn, is
• Click
ignitedtobyedit
theMaster
hot spottext styles
itself. The overheated area
thus becomes
– Second levelboth source and ignitor of the
explosive medium. It is important to note that it .is
the •condition
Third levelof the air/oil mixture in the vicinity of
the overheating
– Fourth levelwhich is the controlling factor in
determining whether
» Fifth level an explosion will take place
and not the general condition in the crankcase. In a
trunk piston engine entry of flame past the piston
into the crankcase could also act as ignitor.

5
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• Under normal conditions a crankcase contains a mixture of
mechanically generated spray and a small amount of
condensed mist resulting from the vaporizing of oil from
• bearings
Click to and other
edit parts attext
Master working temperature. The larger
styles
droplets of oil do not constitute a hazard in themselves and
normal
– Secondcrankcase
level breathing and circulation of the air
maintain a stable condition whereby any vaporized oil is
• Thirdin
condensed level
the cooler parts of the space but with the
mixture –remaining
Fourth leveloutside the limits of flammability. In the
normal course of events,
» Fifth level with a typical crankcase oil, the
mixture becomes over rich and above the limit of
flammability before the minimum ignition temperature is
reached. Provided the stable conditions in the crankcase
persist the presence of a hot spot will not inevitably lead to
an explosion.

6
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• The dangerous situation arises when the degree of
overheating leads to accelerated vaporization of the oil
which may be accompanied by cracking and oxidation to
form gases and vapours even more hazardous than the oil
• Click
mist. Antoexplosive
edit Mastermixturetext styles
can then result which may be
ignited
– Secondby the overheated part. Any changes in the stable
level
conditions in the crankcase can lead to hazard. These can
arise•from
Thirddilution
level of the overrich mixture caused, for
instance–by removal
Fourth level of an inspection door and changes in
the air circulation patterns induced by the moving parts,
» Fifth level
including stopping and starting of the machine. Each may
have the effect of bringing an explosive mixture to this hot
spot area with consequent risk of ignition.

7
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• An alternative explanation of delayed ignition that it is likely
that the machinery part heats up through the low
temperature ignition region without producing flame
• because
Click to ofedit
the length
Master of the ignition
text delay at low
styles
temperatures. When the temperature reaches the non-
– Second
ignition bandlevel
between 350°C and 400°C. shown in figure,
there• will
Thirdbelevel
vaporization of the oil without ignition, which
can promote formation of an explosive mixture. If now the
– Fourth level
engine is stopped, or for any other reason cooling is
introduced, »theFifth level
temperature of the heated part will fall into
the region where an explosion can occur. The rate of cooling
will determine when the explosion will take place and can be
some minutes after stopping the machine.

8
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Click toExplosion
edit Master
effects
title style
• The magnitude of the explosion may
vary between a mild ‘puff’, which
produces a small amount of white
smoke and detonation, which causes
extensive damage and the emission
of–flame.
Second level
Research has indicated that
ignition of the hydrocarbon/air
mixture• within
Thirdan level
enclosure, initially
at atmospheric pressure, does not
– Fourth
create a pressure levelthan 7 bar.
greater
The violence of »anFifth
explosion
level will
however depend on the composition
and quantity of the explosive mist,
the speed of propagation of flame
and of pressure rise within the
crankcase.

9
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• The pressure wave of the primary explosion is followed by a
negative pressure, and if air is permitted to enter the
crankcase, a further mixing of oil and air occurs which may
• result
Click in
toa secondary
edit Masterexplosion.
text Figure
stylesshows that the
instantaneous pressure wave is extremely short and is
– Second
followed by alevel
relatively long negative pressure during which
the incoming gases air mixes thoroughly with the oil mist,
• Third level
with the result that the secondary explosion can be more
– Fourth level
violent than the first.
» Fifth level
• In the assessments of all the reported incidences of crankcase
explosions, it was apparent that the chief causes of explosions
were associated with the overheating or seizure of pistons
and bearings.

10
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Click
Prevention
to edit Master
of explosions
title style
• It is clear
Click to editthat elimination
Master of either an
text styles
explosive mixture or a source of ignition will
– Second level
completely remove the possibility of an
• Third level
explosion. For
– Fourth levelthe latter, overheating of parts
is an ever» present
Fifth level possibility, while the former
can only be achieved by flooding the
crankcase with an inert gas to reduce the
oxygen level below 10%. The provision of
means to monitor conditions in the crankcase
is usually made.
11
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Click toDesign
edit Master
aspects
title style
• In a small engine it is possible to design the crankcase to
• Click to edit
withstand Master
the forces text
likely to styles by an explosion.
be produced
However
– Second thislevel
would be impractical in the larger engine. In
these engines the maximum realizable pressure resulting from
• Third level
an explosion can be reduced by subdivisions since the
maximum pressure
– Fourth levelis proportional to the distance of flame
travel and the crankcase volume. In practice, however, only
» Fifth level
partial subdivision is feasible as access is required for
assembly and maintenance and the solution has been to
incorporate other means of limiting the maximum pressure.
Designers have done much to reduce hazards by minimizing
the risk of overheating and seizure and considerable attention
has been given to the design and securing of crankcase door.

12
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Click
• Such doorsto on edit Master
larger engines title style
are capable of
withstanding reasonably high pressure while
retaining a light weight. Crankcase doors for some
small
• Click and medium size engines are in fact made
to edit Master
from reinforced plastictext stylesConstruction from
materials.
such materials
– Second levelallows easy forming of a dished
shape to obtain
• Third level the benefits associated with hoop
stress. Similar attention is given to securing
– Fourth level
arrangements since the spacing of bolts and clamps
» Fifth level
on the door must be such as to ensure that the door
is not blown off by the initial explosion or sucked in
during the negative pressure period.

13
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• Crankcase breather pipes are fitted to relieve
internal crankcase pressure due to expansion
• Click to editshould
and these Master betext stylesas practicable.
as small
– Second
For marine levelengines, classification societies
stipulate that these pipes should be led to a
• Third level
safe space
– Fourthon deck. Preferably they should be
level
» Fifth level
fitted with flame arrestors and where there is
more than one engine, the pipes should not
be inter-connected.

14
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Click Explosion
to edit Master title style
relief valves
It has already been pointed out that it is possible to design the
crankcase of smaller engine to withstand the anticipated maximum
internal pressure of 7 bar but in the case of larger engines
• Click
protectiontoisedit Master
normally by meanstext styles
of relief valves. These must be of
sufficient size, in sufficient number and be placed in positions most
– Second
likely level
to limit the pressure. They should also have the capacity to
close quickly after lifting in order to prevent ingress of air after the
initial• explosion.
Third levelThe valves are normally fitted with flame traps to
prevent emission of flame. Classification Societies have rules which
state that–valves
Fourth level
can only be omitted in engines having cylinder
bores not exceeding
» Fifth 200
levelmm and a gross crankcase volume not
exceeding 0.6m3. Above the 200mm bore size there is a progressive
increase in the number of valves to be fitted until in engines with
cylinder above 300mm bore at least one relief valve is to be fitted in
way of each crank throw, plus a separate valve for each separate
chain case, gear case, etc.
Anglo-Eastern
Maritime Academy
15
©
• TheClick to edit
requirements Master
further title
state that style
the free area of
each relief valve should not be less than 45 cm2 and
the combined free area of the relief valves fitted to
• Click to edit
an engine shouldMaster
not betext
lessstyles
than 115 cm2/m3 based
on the volume
– Second levelof the crankcase. The quick-acting
relief valves
• Third should he made as light as possible to
level
reduce –inertia effects and should be designed to
Fourth level
open at a pressure
» Fifth level not greater than 0.02 N/mm 2
.
The material of the valve must be capable of
withstanding the shock of contact with stoppers at
the full open position.

16
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• AsClick
mentioned to earlier,
edit Master
a crankcasetitle style
explosion can
generate flame and there have been many cases
where the discharge of burning has caused injury to
• personnel.
Click to edit ForMaster textflame
this reason stylesguards or flame
traps are fitted to minimize the danger arising from
– Second
the emission level
of flame. Research has established
that• an oil level
Third wetted gauze greatly increases the
effectiveness
– Fourth of
levela flame trap, wetting of the gauze
being achieved by arranging the gauze assembly
» Fifth level
before the valve and in the path of lubricating oil
spray within the crankcase. As will be noted from
the descriptions which follow later, oil wetted gauze
is not, however. fitted to relief valves in all cases.

17
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•
The figure illustrates an explosion
relief valve, where the flame trap is
arranged to form a single unit with
the valve, the crankcase door being
sandwiched between the two
components. The internal element
supplies the frame for the mild steel
gauze layers and for the spider which
– Second
supports level
the spindle on which the
relief valve rides. The external part of
the assembly
• Third is a, combined valve
level
cover and deflector and is of
aluminium.–The Fourth levelopening
deflector
extends 120 degrees and can be
» Fifthwhich
turned to the direction level is safest
for the issuing hot gases. The valve
itself is an aluminium alloy casting
having synthetic rubber oil and heat
resisting seals A spring, which presses
against a stop in the spider, is used to
retain the valve lid in the closed
position.

18
©
Crankcase
Click monitoring
to edit systems
Master title style
• There are a number of methods by which conditions in a
• Click
crankcaseto may
editbeMaster
monitored text
andstyles
these include temperature
sensing
– Second of parts
level likely to overheat, checking the temperature
of the lubricating oil itself and monitoring the metallic debris
in the• lubricating
Third level oil returns. Temperature sensing would
require a– large
Fourthnumber
level of sensors to be fitted to efficiently
monitor a crankcase besides presenting practical difficulties in
» Fifth level
fitting detectors to moving parts. However such sensing of
main journal bearings and cylinder liners where they enter
the crankcase is common practice. Monitoring of the
temperature and of the metallic debris in lubricating oil has
the disadvantage that there is a delay before the effects of
abnormality are detected. One method which has, however,
found favour is that of oil mist detection.

19
©
• The formation of oil mist or
condensed oil vapour is largely
dependent on the relationship of
oil vapour pressure and
• temperature
Click to the oil mist
edit
increasing in quantity Master
as the text styles
temperature
– rises. Oil mist
Second level
detection is based on the
• Third
principle levelis a non-
that there
linear relationship
– Fourthbetween oil
level
mist density and its opacity to
light. The optical» Fifth level
density of oil
mists is fairly high and, with rising
concentration, the intensity of a
light beam directed towards a
photocell is reduced.

20
©
Click to
Oiledit
mistMaster
detectors
title style
• The detector will give alarm and
slow-down at a mist
• Click to edit
concentration whichMaster
is only a text styles
fraction of the lower explosion
– Second
limit, level
LEL, to gain time to stop the
engine before ignition of the oil
• Third
mist can levelA sample
lake place.
taken from– each crank
Fourth levelchamber is
compared in turn withlevel
» Fifth the
combined mist from the
remaining chambers. The
operation follows a procedure
whereby oil mist is continually
drawn by a fan in the detector
from sampling points on the
engine.

21
©
• A rotary valve passes each sample in turn to the Measuring
Tube while the remaining samples (representing the average
oil mist density) are simultaneously passed to the Reference
Tube. The photocells in the Measuring and Reference Tubes
combine to give an output proportional to the difference
• between
Click tothe edit Master
density of thetext styles
oil mist in the one crank chamber
as against the average. Once per cycle the rotary valve passes
– Second
clear air intolevel
the Measuring Tube, the photocells then giving
an output proportional to the average oil mist density.
• Third
Further, as alevel
manual daily operation, air is admitted to both
tubes as–a Fourth
checklevel
for meter zero. If an out-of-balance is
produced the unit level
» Fifth can easily be adjusted to the zero position.
In the case of increased oil mist in an individual crank
chamber, the system is so arranged that an alarm sounds and
simultaneously the rotary valve stops at the position which
caused the alarm. A scale enables the area with excessive oil
mist to be identified. An alarm condition also operates in the
event of the overall oil mist density being excessive when
measured against clear air.

22
©
Crankcase
Click to oil mistMaster
edit detector (light
title scatter)
style
• 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
– Second
problems, level
are faster reacting and do
not need to set zero during engine
• Third level
operations.
The relationship between the light
– Fourth
landing on the sensorlevel
is nearly
proportional to the oil mist density
therefore the unit» can
Fifthbelevel
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.

23
©
• The results of which may be
displayed on the control
room having these heads
• Click
mountedtoonedit
the Master
engine text styles
removes
– Second thelevel
need for long
sample tubes which add to
• Third level
the delay of mist detection.
– Fourth level
This makes the system
» Fifth level
much more suitable for use
with medium and high
speed engines were
otherwise detection would
be impossible.

24
©
Click toPractical
edit Master
aspects
title style
•• The risk of hot spots is always present but is more likely when
Click to edit Master text styles
the moving parts may not have fully bedded in, i.e. after
– Second
overhaul level
or on new engines. If overheating is suspected or
smoke is seen
• Third issuing from the crankcase, the engine should
level
be stopped, but the crankcase doors or other closing covers
– Fourth level
likely to allow ingress of air, should not be removed until
» Fifth
sufficient time haslevel
been allowed for the parts to cool. It is
equally important that an engine should not be re-started
before a fault has been rectified since this has on occasion
also led to crankcase explosions.

25
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– Second level
• Third level
– Fourth level
» Fifth level

26
©

– Second level
• Third level
– Fourth level
» Fifth level

27
©
Measures to be taken when Oil Mist has occurred
• Do not stand near crankcase doors or relief v a l v e s - nor in corridors
near doors to the engine room casing.
• Reduce
1) Clickspeed/pitch
to edit Master
to slow-downtext
level,styles
if not already carried out
automatically,
– Second
2 ) Ask the bridge level
for permission to stop.
3) When the engine STOP order is received:
• Third level
• stop the engine
– Fourth
• close the fuel level
oil supply.
» Fifth level
4) Switch-off the auxiliary blowers.
5) Open the skylight(s)
6) Leave the engine room.
7) Lock the casing doors and keep away from them.
8) Prepare the fire-fighting equipment.
Do not open the crankcase until at least 20 minutes after stopping the
engine. When opening up, keep clear of possible spurts of flame. Do not
use naked lights and do not smoke.

28
©
9) Stop the circulating oil pump. Take off/open all the lowermost
doors on one side of the crank case. Cut off the starting air,
and engage the turning gear.
10) Locate the “hot spot”. Use powerful lamps from the start.
• Click to by
Feel over, edit
handMaster
or with atext styles all the sliding
“thermo-feel”,
surfaces
– Second (bearings,
level thrust bearing, piston rods, stuffing boxes,
crossheads, telescopic pipes, chains, vibration dampers,
• Third
moment level
compensator, etc. Look for squeezed-out bearing
– Fourth
metal, and level
discolouration caused by heat (blistered paint,
burnt oil, oxidized steel). Keep possible bearing metal found at
» Fifth level
bottom of oil tray for later analyzing.
11) Prevent further “hot spots” by preferably making a
permanent repair. Ensure that the respective sliding surfaces
are in good condition. Take special care to check that the
circulating oil supply is in order.

29
©
12) Start the circulating oil pump and turn the engine by means
of the turning gear. Check the oil flow from all bearings, spray
pipes and spray nozzles in the crankcase, chaincase and thrust
• bearing.
Click toCheck
edit for possibletext
Master leakages from pistons or piston
styles
rods.
13) – Second
Start level
the engine.
Af t e r:• Third level
• 15-30 minutes,
– Fourth level
• one hour later,» Fifth level
• when full load is reached
- Stop and feel over:
- Look for oil mist
Especially feel over (by hand or with a “thermo-feel”) the
sliding surfaces which caused the overheating.

30
©
Suppression of the Risk of Crankcase Explosions
• On large diesel engines, the use of inert gas creates a new risk
to the personnel, as venting of the crankcase compartments is
rather difficult. The use of water mist is harmless to the
• Click to edit
personnel and, inMaster
addition,text styles
the water can be removed in the
course
– of thelevel
Second normal lubricating oil cleaning process. By the
inflow of a preheated liquid medium under pressure, a well-
dimensioned sharp-edged nozzle design, with an appropriate
• Third level
length of–the outlet
Fourth levelpipe designed for the actual medium and
its inlet thermo-dynamical conditions, is able to force a
» Fifth level
localized evaporation of the medium inside the nozzle,
utilizing the natural proper-ties of the liquid medium and,
thereby, to produce a flow at the nozzle outlet of the medium
in vapour state. This outflowing vapour condensates into very
small droplets, partly because of the increasing pressure, and
partly because of the mix with the sur-rounding relatively
cooler gases, and thereby forms a mist of the liquid medium.

31
©
• The pressurized hot water (15 bar and 180o C), which is
controlled by the oil mist monitoring system, is injected into
the crankcase, through special sharp-edged nozzles, where it
• Click to editinto
is transformed Master text styles
small droplets of a size below 10 microns.
The water mist system replaces the use of inert gas and,
– Second
thereby, level removes the risk of choking due to the
completely
• Third
lack of level
oxygen. The use of water mist is harmless to the
personnel, and the
– Fourth levelwater can be removed in the normal
lubricating oil cleaning
» Fifth level process. The water mist cannot
prevent an explosion. However, practical tests with explosions
in an air/methane mixture have shown that the pressure rise,
as can be seen in Fig. 3, is considerably reduced, thereby
eliminating the risk of mechanical damage caused by the
pressure wave.

32
©

– Second level
• Third level
– Fourth level
» Fifth level

33
©

Crankcase Explosions, Scavange, Piston Cooling Methos

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Crankcase Explosions, Scavange, Piston Cooling Methos

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Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

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Anglo-Eastern Maritime Academy

• Click to edit Master text styles

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

Anglo-Eastern Maritime Academy

• Click to edit Master text styles

Anglo-Eastern Maritime Academy

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