Damage Prevention From Diesel Crankcase Explosions: Enginemen's Magazine, February, 1952
Damage Prevention From Diesel Crankcase Explosions: Enginemen's Magazine, February, 1952
Damage Prevention From Diesel Crankcase Explosions: Enginemen's Magazine, February, 1952
D
If engines could be built, main-
tained and operated in such a man-
IESEL engines are generally bulges before the train could proceed ner as never to develop any over-
considered to be inherently through bridges . heating sufficient to reach the igni-
safe" engines . Unfortunately, The Internal Combustion Engine tion temperature in the crankcase
however, a very real and serious Laboratory of the U. S . Naval En- while operating, we would not have
potential danger exists in the crank- gineering Experiment Station has crankcase explosions . While this is
cases of most engines . This danger been investigating this problem from the ideal approach, unfortunately, it
consists of the possible explosion of the ship's operation standpoint, and is not always possible with any snake
the lubricating-oil vapors which are it is the purpose of this paper to of engine or in any operating service.
mixed with air in the crankcase . present some of the results of these In view of this, the Navy is proceed-
Some size engines are worse than investigations . As the world's largest ing with its crankcase explosion in-
others ; some makes or types are user of diesel engines, the U. S. Navy vestigations along the lines of mini-
worse than others . Engines that are has a vital interest in correcting any- rnizing the effect of the explosion by
not properly designed, operated or thing which impairs the efficiency of protecting as much as possible the
maintained, generally are the worst its ships or crews. equipment and personnel . To do
offenders .
Three examples will serve to in-
dicate the seriousness of the problem
by illustrating the violence which
may accompany a crankcase explo-
sion. The passenger liner Reina del
Pacifico had a crankcase explosion
which killed 28 men and injured
25 in the engine room. Another
explosion in Rushville, Indiana, re-
sulted in wrecking a building and
the loss of two lives . The third
example is a streamlined train which
had an explosion severe enough to
bulge out the sides of the locomotive.
It was necessary to hammer in these
and thus prevented fresh oxygen confession on their part that their explosion chamber equipped with
from reaching the hot spot, prevent- engines are particularly susceptible the crankcase door under test . This
ing the secondary explosion. to explosions. chamber is connected by piping to
Limitations of Experimental Work Results of our tests have shown a blower and necessary valving and
that several otherwise satisfactory metered fuel supply . As it was im-
The best way of conducting ex- crankcase door installations are very possible to reproduce exactly the gas
periments on crankcase explosions ineffective in providing protection composition that exists in the crank-
would be actually to produce such against crankcase explosions. The case, a mixture of chemically pure
explosions in the crankcase of a most serious deficiencies have been propane (Ca1Is) and air was used.
running engine under controlled con- the method of securing the door to Propane was selected because of all
ditions and with proper instrumen- the engine and the method and the paraffinic hydrocarbons, propane
tation . This procedure, because of material used for the gasketing be- has the highest rate of flame propa-
the associated accident and fire tween the door and the door opening. gation and would probably give an
hazards, and the need for special explosion pressure as high or higher
precautions, would require an ex- The tests conducted by the Navy
are divided into two categories as than would be encountered during an
penditure of more funds than are follows explosion in a crankcase.
available for this type of work . Prior to each test, the circulating
Neither is an academic study of the 1 . Tests of explosion-relief type
doors designed to relieve the initial blower was operated to ventilate the
theoretical aspects of petroleum-air tank and piping and to clean out all
mixture explosions necessary for explosion pressures and thereafter
to seal the crankcase from the inrush traces of the burned gases from the
this phase of the problem. previous explosion and to fill the
The Navy's approach to this prob- of fresh air following the explosion.
2. Tests of plain type doors to system with a fresh charge of air.
lem is to maintain and operate its From the known volume of the tank
engines as carefully as operational withstand the pressures of the crank-
case while other relief means are and piping, and the temperature and
requirements will permit in an effort barometric pressure of the air in
to avoid the conditions which lead operating to prevent excessive pres-
sure rise in the crankcase. the tank, the correct amount of the
up to crankcase explosions ; then, propane gas to produce the desired
to be able to contain the explosion Test Setup and Procedure air-gas ratio could be determined .
and limit or prevent as much as The setup for these tests is shown After all openings to the atmosphere
possible the effects of crankcase ex- iii Figs. 2 and 3, and consists of an were closed and with the circulating
plosions and fire which sometimes
follows.
As a result of the foregoing, a
program is under way to test and
develop adequate crankcase covers
for all types of engines in common
use in the Naval service that are
known to be subject to crankcase
explosions. Incidentally, the pro- Fig. 7. Relief plate
gram also includes tests on ttivo=cycle type of crankcase
engine air box covers as this prob-
lem is verv similar. door.
"When delivery is made on the record . This factor is the ICC's tion on the matter and was told by
fifteen previously ordered, together accepted measurement of railroad engine inspector to lap the brake
with the thirteen recently authorized, operating efficiency in freight serv- valve. But when I asked how one
the Erie Railroad will be within. ice, and the Erie record is one of the could tell when the train line hand
striking distance of its goal of com- best performances of any railroad in on the air gage dropped, whether it
plete diesel ization," it was stated . the United States . was caused by air leakage or the
The increased dieselization pro- In the entire Erie territory from train not being fully charged, I was
gram is paying off in higher operat- New York to Chicago, steam locomo- told that we shouldn't handle leaky
ing efficiency and economies, the an- tives remain on only three divisions trains, but we still have them .
nouncement explained. It is re- at the present time . Ten years ago, "The engine inspector also told
flected in such efficiency factors as the Erie Railroad had 650 steam me to take ten minutes time to
"miles per car per day" which shows locomotives in service compared with charge up a train of from one to ten
an increase of 5 per cent over a year only 127 today, many of which are cars, and 1Y minutes for every car
ago, and "gross ton-miles per train in assignments where very little mile- over ten, but when we tried that we
hour" which set a new high record at age is made. The old steam locomo- were told by our railroad officials
58,400 tons for the first half of 1951, tives have been sold for scrap mostly that we were using too much time
an increase of 3 per cent over the to steel mills where it is badly charging trains . And even then we
preceding year, the previous high needed . were in doubt as to just what air
pressure we did have in our train,
and your advice is helpful to us on
Questions and Answers that matter, but will not work out
when handling trains down our
grades . If you will give us some
The Air Brake 35 pounds reduction. On releasing,
advice in this connection we will
the gage hand came up to full charge
Answers by E. A. MAYLOCK
in fifty seconds, fifteen pounds in surely be thankful to you.
twenty seconds, ten pounds in ten "I have two changes in mind that
2733. Charging Brake Equip- could be made in the air brake
ment.-"The article on `Charging seconds, within a lapse of 1y2 min-
utes between the setting of the brakes equipment on our diesels which
Brake Equipment,' page 104 of the might be the solution to the condi-
August, 1948, issue, and answer No. on a thirty-car train, with retainers
2645 on the same subject matter on . With a six-car train it tools only tions above set forth on our railroad
five seconds for the air gage to show First, reduce the size of the opening
on page 407 of the June, 1950, issue in the feed valve. Second, reduce
of the Magazine were very interest- full charge after a twenty-pound
ing to me. reduction, and the brakes had to be main reservoir air pressure from 140
applied about every forty seconds pounds to 20 pounds higher than
"We have two diesel locomotives on the grade. I do not believe that the train line pressure . Do you
in operation and have had a great any cars will charge that fast, and if think that this would remedy the
deal of trouble with air equipment trouble we are having?"-E . S.
on them ; they are equipped with the not, then how are we to know if we
H-6 brake. cannot tell by the air gage just what ANSWER-To the best knowledge
air pressure we have on trains of this writer, the Baldwin diesel
"We have a very hilly railroad coming down our grades? locomotive is equipped with the
over which to operate, with grades Westinghouse No. 6-SL (switching
ranging from 1 to 4 per cent, and "We carry eighty pounds train
line pressure, and I am satisfied locomotive) brake equipment. This
that is one reason we handle short equipment includes the KH-6-P
trains only, from five to forty cars. that we use up the air faster than
the train can be charged fully. I say pedestal type brake valve, of which
With this equipment we are general- the brake valve portion is similar
ly `flying blind,' without instru- this because in several instances I
went beyond the stopping point at to the H-6 brake valve used with
ments, as far as knowing what the No. 6-ET equipment. The only
pressure is in our train reservoirs the bottom of the grade with, accord-
ing to the air gage, the full eighty difference is in the modification of
and equipment. minor port passages . The charging,
"In handling a train down some pounds of train line pressure . In a
case of this kind what would happen applying and releasing port passages
of our grades, we must set the are of the same capacity in both
brakes as many as seven times in a if an emergency stop had to be brake valves . Likewise, the brake
distance of five miles . With air leaks, made ? valve handle positions and air gage
and we have them here, there is a "With our steam locomotives,
reduction in train line of about having the ET equipment, we did muWO .~,".eu~u~um,~~amoen~tR
twenty pounds of air before checking at times use the air faster than the
the train and releasing. That will train could be recharged but we R This department is maintained for
the purpose of answering questions
give you some idea as to how the could bring the train to a full stop of members covering locomotive run-
air is being used . and hold it there until the brakes ning and repairs, air brake equipment
were fully charged, and go on . How- and diesel motive power.
"There is no way of telling what Only questions submitted for pub.
air pressure we have in our train ever, it is impossible to tell with lication will be answered . Initials of
because as soon as we put the brake the equipment on our diesels- members will be used in this connec .
valve handle in release position the unless you know of some way and tion except that should a brother so
desire he may substitute a nom de
gage hand goes right up to the train will be kind enough to tell us how plume .
line pressure immediately ; and, of it can be done. No attention will be paid to anony-
course, anyone knows that a train "Your advice on how to test as to mous communications . In all cases
will not charge that fast. the correct name, address and lodge
whether a train is fully charged number must be given by the corre-
"As for example, in tests that I before starting out on a run is very spondent.
have made, the brakes were set with good . I tried to get some informa-
Lnginemen's Magazine, February, 1952
connections are the wine Nvith both the brake 1>ilte pressure intist be con- e(lualir.cd . Wlicii this happens any
equipments . stantly maintained at eighty pounds further ))rake pipe reduction does
With the No. 6-SI_ ])rake a itulli- and the brake pipe leakage be within not reduce the auxiliary reservoir
lier is attached to the brake valve the permissible limits . air pressure nor is further increase
handle to annul the rise of full release As to telling to what pressure the in brake cylinder pressure obtained,
position . Similar inilliliers are, brake system is charged, as ex- unless ill( . brake is applied in emer_
however,
6-L"1, also furnished with the No. plained in the August, 1948, Issue ccf gcnncy.
equipment . The nullifier may, the Alatiazine, that an experienced 1 11 1ie nncthosd Of aplfying and re-
however, be removed from the hl I- crtgnicinnan oltserves at a glance the ]casing the brake toi obtain and
6-P brake valve handle if so dcvircd . approximate pressure in. the brake rntaintaiit the required brake cylinder
To avoid overchar-in- the brake svsteni when char-In '- trains lw the air pressure before equalization oc-
system by the use of fill] release drop in brake pipe pressure when curs, v,iries with each ]waking oper-
position, it is recommended that the the brake valve handle is placed in ations, and the fitting ln- akitsg nnethod
nullifier ltc retained on locomotives lap position . He likewise tells by ntntst be developed by experience
lianc]ling slsccrt trains . observing the rate of brake pipe
and practice to shit the particular
Since the No. 6-S1. and No. 6-1?T pressure drop, after the brake-pres- brakins", ccpcratioin .
equipment brake and distributing sure levels Off, whether the rate (of
valves perform the same charging, reduction indicates brake pipe lcak- With reference to the questions
:Lge or that all car reservoirs are not of reducinng the size of the feed valve
applying and releasing functions, it stilt])]\- lxirt, and reducing, the mart
is not clear why brake operations fully charged .
with the No . 6-SI, equipment are The air pressure in the auxiliary reservoir ,sir pressure to twenty
not the same its obtained with the reservoirs cut the cars in the trains, pounds alcove the brake pipe feed
o. 6-LT. (Miring cycling brake ciperaticms, valve setting : the proposed cons-
With forty-second brake applica- nnay similarly be detected ltv olsscry- clitions would reduce the rate of air
tion cN - cles, the indications are that ing the brake pipe ltrcsstire immedi- llmy to the brake pipe, Whicls may
light applications were made to cttcly after the brake valve equalizing cause delay ins releasing ])rake ap-
prevent the trains from stalling, and piston exhatist is closed follmyinti a plications, and cif greater importance,
at short intervals because of the Itrake application . At this tinnne the clelav the recharging of auxiliary
quick pick-ill) in speed with reduc- air pressure in the ati\i1iary reser- reservoirs on the cars . Ilettlt con-
tion in brake cylinder pressure below voirs Oil the cars its the train tyi]1 ltc (I iticnss would contribute detrimental
the holding, value. It was not stated very nearly the same as the ltrakc effects tot ]crake ctlteraticms . The ad-
if the locomotive brake was applied pipe pressure indicated on the brake vanitages of the lan;-c capacity feed
in these operations . A moderate pipe (lage. valve and the high nnain reservoir
brake aphlicatiou on the locomotive The air pressure in the car auml- air pressure, mitweig]t the disad-
would reduce the quick acceleration iary reservoirs remains very nearly vanntatic durinnr ]wake eyelid(, Opera-
and allow more tine between the the same as the brake pipe pressure tions h_y tltc clelav Of Brake reappli-
applications . during service brake applications Cations ()ccftslonse<I lsy the brake pipe
The brake system air pressure until the auxiliary reservoir and being charged tot a ltitiher pressure
should at no time he allowed brake cylinder air in - essures lcecoinnc than that in the car reservoirs .
to reduce below what is required
to provide in effective brake appli-
cation . The sl)ced of the train irtrist
be controlled with brake application
cycles that \vill permit rechar-11111
and maintaining; sufficient air pres-
sure in the car reservoirs to control
the train speed at all times, and be
prepared to stop if necessary . Fail-
ing in this, the train should be
stopped, band ]makes applied and
the train then Ile recharged.
With reference to the statement
that trains were held snore effectively
with the steam locomotive eclriippecl
with No . 6- :T equipment than with
the diesel locomotive equipped with
the No . (i-Sl . equipment : since the
air brake equipments on both loco-
motives perform the sane functions
and provide the sane brake cylinder
air pressures, the holding power of
both locomotives under the same
conditions should be the same.
The time required to charge a
single AP brake equipment zero to
eighty pounds is eight minutes . The
time to charge train of forty cars zero
to eighty pounds is approximately BOSTON AND MAINE 1500 HP ROAD SWITCHER which is used in freight service all
twelve miinites, Burin; which time year and alternates in passenger service in warm seasons .
Brotherhood of Locomotive Firemen and