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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'C although experiments have shown two seperate
temperature ranges, the other between 270 - 300'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 350oC
Ignition occurs at under 500oC
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
Crankcase doors
These when properly designed are made of about 3mm thick s7teel with a dished
aspect and are capable of withstanding 12 bar pressure. They are securely dogged
with a rubber seal arrangement.
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'C to 250'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.
Specifically the regulations are;
1. Non-return doors must be fitted to engines with a bore greater than
300mm, at each cylinder with a total area of 115sq.cm/m3 of gross
crankcase volume. The outlets of these must be guard to protect personnel
from flame. For engines between 150 to 300mm relief doors need only be
fitted at either end. Below this bore there is no requirement. The total clear
area through the relief valve should not normally be less than 9.13cm 2/m3
of gross crankcase volume
2. Lub Oil drain pipes to the sump must extend below the surface and multi
engine installations should have no connections between the sumps
3. Large engines, of more than 6 cylinders are recommended to have a
diaphragm at mid-length and consideration should be given to detection of
overheating (say by temperature measuring probes or thermal cameras)
and the injection of inert gas.
4. Engines with a bore less than 300mm and a crankcase of robust
construction may have an explosion door at either end
5. Means of detection of oil mist fitted.
Continuous extraction by exhauster fan may be used but this tends to be costly,
flame gauzes must be fitted to all vents. Similarly a continuous supply of air can be
used to reduce gas mist levels.
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
Shown above is the Graviner oil mist detector. This is in common use in slow speed
and high speed engines. The disadvantage of this type if system is that there is a lag
due to the time taken for the sample to be drawn from the unit and for the rotory
valve to reach that sample point. For this reason this type of oil mist detector is not
commonly used on higher speed engines.
Modern detectors often have the detection head mounted in the probe, the probe is
able to determine the condition of the crankcase and output an electrical signal
accordingly
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 emiter 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.
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, gearcase) 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'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.
The free area of each relief valve is to be not less than 45 cm2.
The free area of the relief valve is the minimum flow area at any section
through the valve when the valve is fully open.
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
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.
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.
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.
Alarms
Alarms giving warning of the overheating of engine running parts,
indicators of excessive wear of thrusts and other parts, and crankcase oil
mist detectors are recommended as means for reducing the explosion
hazard. These devices should be arranged to give an indication of failure of
the equipment or of the instrument being switched off when the engine is
running.
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.
Crankcase access and lighting
Where access to crankcase spaces is necessary for inspection purposes,
suitably positioned rungs or equivalent arrangements are to be provided as
considered appropriate.
When interior lighting is provided it is to be flameproof in relation to the
interior and details are to be submitted for approval. No wiring is to be
fitted inside the crankcase.
Fire-extinguishing system for scavenge manifolds
Crosshead type engine scavenge spaces in open connection with cylinders
are to be provided with approved fixed or portable fire-extinguishing
arrangements which are to be independent of the fire-extinguishing system
of the engine room. </UL< ul>