A crankcase explosion is a product of primary and secondary explosions occurring in the

crankcase of the main engine. In fact, it is one of the greatest threats to safety on the ship.

It happens primarily because of the ignition of oily mist present within the engine crankcase.
While the source of mist and heat is the presence of a hot spot. A hot spot can appear at various
parts of the crankcase; often due to negligence or poor/improper maintenance and
housekeeping.

If not checked its consequences can be dangerous and devastating; including but not limited to extensive
damage to the engine, loss of life, injury, and property.
Here the majority of damage occurs due to the secondary explosion; which follows the primary
one. The presence of oil, heat, and air triggers the first explosion.

This adds up the heat and further evaporates the oil; which then explodes again in contact with
the fresh charge of air. Just like any other explosion, it does not happen accidentally and has
many tell-tell indications.

For example, just before the explosion, the engine will show sudden noise, irregular running,
high exhaust temperature, a sudden increase in load and smell of oil mist.

Thus safety device in the form of an oil mist detector is installed to check and avoid crankcase
explosion in the first place. Even if it does happens its effects are minimized with the help of
crankcase relief valves.

What Is Crankcase Explosion?

How Crankcase Explosion Occurs?
All it needs is a combination of heat, air and flammable substance to catch fire or explosion.
Unfortunately, all three are always present in the crankcase space.

There is lots of lube oil, air, and pockets of the hot spot. Because of the reciprocating action of
the engine; there is a lot of churning of lube-oil producing smaller oil particles up to 200
micrometres in dia.

Now when this small particle gets in contact with the hot spot; it evaporates and converts into
the oil mist after reaching cooler reasons. Under normal conditions, the mist generated is too
little to ignite.

But in the event of multiple hot spots, the mist formation is larger. Now if this air-fuel fixture is
well within the flammable region it self ignite when it came in contact with another hot spot.

The first explosion then propagates within the crankcase as a flame front with a shock wave.
This then aids in the formation of more small oil particles vaporizing oil in its path.

If not relieved in time this can rapture crankcase door and relief valves. The low-pressure area
that followed then suck in fresh air from the damaged door and leaky relief valves.

This then leads to the formation of another flammable mixture. Which then in contact with hot
spot causes a secondary, more violent explosion. This explosion will damage the main engine,
injure crew member or even cause death.
What Is Hot Spot And Why Does It Occur?
The term hot spot refers to a localized heat source originated mostly due to rubbing of parts
(friction between two surfaces ), spark, blow past, etc. It is one of the main causes of equipment
failure.

In the marine diesel engine, a hot spot can occur due to overheating of parts; improper
maintenance, hot gas blow past, failure of lube oil bearings, insufficient clearance, poor quality
of lube oil and scavenge fire.

A localized heat source is termed as a hot spot; only if its temperature is above the ignition point
of working fuel. For example, the hotspot temperature in the crankcase is between 200 to 400
degrees Celsius.

One can detect the presence of a hot spot by simply touching the surface of the crankcase door.
Some other methods to detect the presence of hot spots in an engine are:

1. Heavy noise with the abnormal operation of the engine.

2. Oil mist detector alarms, which indicate the presence of oil mist.
3. High lube oil temperature alarms or just too high lube oil temperature.
4. The appearance of dense mist from the breather pipe.
5. Irregular operation of engine sudden surge in exhaust temperature.

How To Prevent Crankcase Explosion

Crankcase explosion can be prevented by avoiding the generation of a hot spot in the first place.
If such a hot spot does exist and oil mist form necessary action must be taken to avoid an
explosion.

The formation o hot spot can be avoided by adequate cooling of the engine. Furthermore, lube
oil filters must be changed regularly, ODM pipes blow though and the quality of lube oil must be
maintained.

Any abnormality in terms of noise or operation must be looked after. In addition, we also need to
ensure there is proper cylindrical lubrication in the engine; no oil leaks, all alarms and safety
trips working.

Other things that need to be looked for to avoid hot spots are; proper drainage of scavenging
space, maintenance of stuffing box, proper operation of lube oil purifier, etc.

Now if the hot spot appears oil mist detector inform us of the presence of oil mist. Then engine
speed is reduced or sometimes stopped and lubrication increased to counter heat formation.

After 30-40 minutes when the engine cools down, the crankcase door is being opened under
supervision. The crankcase is inspected for hot spots especially at bearings, piston, piston rod,
guides and stuffing box.

The crankcase door should not be opened till the engine is sufficiently cooled. Seniors, the
bridge must be informed and firefighting equipment is kept on standby. After inspection, if
noting found engine is restarted and the incident is logged.

Crankcase Safety Devices

There are various safety devices such as the crankcase exhaust fan, relief valve, bearing
temperature sensor, breather pipe, oil mist detector, lube oil temperature sensor, and alarm.

Together they play an active role in the safety and protection of the main engine from the
crankcase explosion.

Out of them, there is two safety device; “oil mist detector” and “crankcase relief valve”; that
plays a greater role in the protection against the possible crankcase explosion.

1) Oil Mist Detector

Oil mist detector is a safety device fitted in marine diesel engines to check and monitor
crankcase environments for the presence of oil mist. It can detect the presence of oil mist within
its flammable range.

Thus it helps in early indication preventing primary crankcase explosion. An ODM (Oil mist
detector) consists of six parts; a reference tube, sampling point, extraction fan, light source,
measuring tube and rotary vane.

These two parallel tubes of equal length (reference and measuring tube); with its photoelectric
cell and common light source comprise the main detector element.

Here, the light source is reflected through mirrors to the photocell placed on another side of
these tubes. The reference tube is filled with fresh air while the mearing tube has a connection
for sample air to be tested.

The sample air is drawn into these tubes through sampling points with the help of the extraction
fan.

Rotary vane then switches between the sampling points at a fixed interval. This allows for the
detection of oil mist in different cylinders using a single oil mist detector.

Under normal conditions, light can pass through both these tubes; thus producing no potential
difference. Now if the concentration of oil mist increases; less light will pass through the
measuring tube.

This then leads to the formation of a high potential difference between the two photoelectric
cells raising alarm. Then rotary vane stopped to indicate the position of the cylinder unit having
issues.

2 ) Crankcase Relief Valves

The crankcase relief valve is a non-return valve fitted on the crankcase door. It releases any
sudden rise in pressure as in the case of a primary crankcase explosion.

Being a non-return valve it only allows the air to go from inside to out and not vise versa. All
engines except the ones which are too small must be fitted with a similar safety device.

The valve must be spring-loaded to ensure the instantaneous operation and positive closing.

The valve opens in event of a primary explosion dissipating energy. Then it closes instantly as
the pressure drop. The recommended number, size and operating pressure of these valves are
specified by the classification society.

This on many occasions is purely based on risk assessment, power, and volume of the marine
engine.
The relief valve itself consists of a no return disc valve, a valve cover, deflector, a dome-shaped
flame trap, and the valve spring. The disc valve is made of aluminium alloy while the cover of
aluminium.

In event of extreme pressure build-up inside; the spring is compressed allowing passage for the
gas to escape. To avoid any damage to the crew the deflector is made such deflect them
downwards away from operating personnel.

The Function of Top Bracing in Marine

Engine – Complete Guide
What is the function of the top bracing? The longitudinal vibration from the piston movement is
transmitted to the crosshead guides and then to the engine structure ( a very stiff location in the
ship’s hull supporting engine weight ).

Now to protect against the twisting forces it generates in the crosshead guides. Bracing or struts
are fitted on the topmost part of the engine to provide support via the bracing shims and plates.

Because of the large size of marine diesel engines producing in between 100 to 900 horsepower.
These engines produce lots of noise and vibration which if not checked or compensated can
harm the engine and affects ship hull.

Thus effective vibration dampening systems such as the thrust pads, de-tuners, bracing and
struts are used on a ship for the engine. For which bracings and struts are more concerned after
the longitudinal vibration of the engine.
Cause of Longitudinal Vibration In Marine Engine
The vibrating tendency of an I.C Engine depends upon the degree of imbalance for its
reciprocating and rotating parts. This can be better understood by considering the motion of
connecting and piston rod.

At both TDC and BDC the piston and connecting rod are in straight line. Thus all the combustion
forces is is transferred to the crankshaft directed in transverse direction.

But for any moment in between TDC and BDC, we have both longitudinal and transverse
components of the acting force on the connecting rod. While the transverse forces are
transmitted to the crankshaft. The longitudinal forces acting on the crosshead as the guiding
force-generating vibration.

Such a force can cause rocking and twisting of the engine structure. These top bracing’s (friction
/ hydraulic type) are thus attached to the exhaust side of the engine structure to transmit these
vibrations to the ship’s hull.

What If We Not Use Top Bracing Or Other Vibration

Dampers
Its natural tendency of an engine to vibrate especially when it evolves high-speed motions
working in sync. The high operating speed, moving parts, output power, and the combustion
process creates vibration in an I.C engine.
The transverse reaction forces acting on the crosshead as a result of piston movement with
different strokes create a guide force moment. Although not much harmful to the engine under
normal condition

If they resonates with the annoying engine vibrations. These further excites the engine vibration
and cause the engine to rock or twist based on the number of operating cylinders.

Without the presence of sufficient vibration dampers like the top bracing in the marine engine;
the natural frequency of the engine, ship’s side, and its bottom resonates with the mean speed
and guide force moment resulting in a subsequent cycle of never-ending vibration.

If this vibration surpasses a given threshold that the engine structure cannot cope with its
effects it simply results in severe engine damage and large cracks. Other than that we also see
effects such as the:

 Subsequent cracks in various supporting points and attachments.

 Damage or negative impact to the turbocharger and other high speed supporting
machinery at work.
 In the worst case, the engine may become inoperable.
 Severe damage to the engine foundation block and joints.
 Damage to its trust and main bearings.
 Moderate to severe damage to the crosshead, intermediate shaft, and its bearings.
 The least it can do is to cause fatigue failure or drastically reduce the operating life span
of the engine.

Function of Top Bracing in Marine Engine

Under normal condition of running engine for a short while there is not much risk of severe
vibration levels thus damaging the engine. But when it is run for a longer time and with great
power we need to be extra cautious.

The guide force acting on the engine elevates the vibration level. Now when the vibration
frequency resonates with the engine natural frequency; it can lead to a number of unwanted
events from large cracks, damaged bearings to the engine become inoperable.

The top bracing generally fitted on the exhaust side of the engine protect against the twisting
forces it generates in the crosshead guides. Which means such a resonance will happens beyond
the normal engine running speed; thus it reduces the effects of vibration.

Bracing or struts are fitted on the topmost part of the engine to provide support via the bracing
shims and plates. The mechanical top bracing works on the two friction shims and connect
engine and the hull.

These friction stiffeners allows the bracing plates to move and adjust to the varying load
conditions. The other three dampers type fitted on the marine engine to fight against the axial,
longitudinal and torsional vibration are:

 Axial dampers
 Torsional dampers
 Flexible coupling
 Side bracings