LUBRICATING OIL SYSTEM

LUBRICATING OIL SYSTEM
13 LUBRICATING OIL SYSTEM

Prediction The lubrication system of an engine provides Its main function is to The lubricating oil is also used as

The lubrication system of an engine provides a supply of lubricating oil to the various moving parts in the engine. Its main function is to enable the formation of a film of oil between the moving parts, which reduces friction and wear. The lubricating oil is also used as a cleaner and in some engines as a coolant.

Lubricating oil system
Lubricating oil for an engine is stored in the bottom of the crankcase, known as the sump, or in a drain tank located beneath the engine. The oil is drawn from this tank through a strainer, one of a pair of pumps, into one of a pair of fine filters. It is then passed through a cooler before entering the engine and being distributed to the various branch pipes.

Lubricating oil system - MCT
Lubricating oil for an engine is booked / stored / placed in the bottom of the crankcase, known as the sump, or in a drain tank located beneath the engine. The oil is run / carried/ drawn from this tank through a strainer, one of a pair of pumps, into one of a pair of fine filters. It is then fitted / flown/ passed through a cooler before entering the engine and being distributed to the various branch pipes.

The branch pipe for a particular cylinder may feed the main bearing, for instance. Some of this oil will pass along a drilled passage in the crankshaft to the bottom end bearing and then up a drilled passage in the connecting rod to the gudgeon pin or crosshead bearing.

An alarm at the end of the distribution pipe ensures that adequate pressure is maintained by the pump. Pumps and fine filters are arranged in duplicate with one as standby. The fine filters will be arranged so that one can be cleaned while the other is operating. After use in the engine the lubricating oil drains back to the sump or drain tank for re-use. A level gauge gives a local read- out of the drain tank contents. A centrifuge is arranged for cleaning the lubricating oil in the system and clean oil can be provided from a storage tank.

Insert the phrase in the right place in the sentence
An alarm the distribution pipe ensures that adequate pressure is maintained by the pump. (at the end of ) Pumps and fine filters are arranged with one as standby. (in duplicate) The fine filters will be arranged one can be cleaned while the other is operating. (so that) After use in the engine the lubricating oil drains back to the sump or drain tank. (for re-use) A level gauge gives the drain tank contents. (a local read-out of) A centrifuge is arranged for cleaning the lubricating oil in the system and from a storage tank. (clean oil can be provided)

Supply the missing verb
An alarm at the end of the distribution pipe ________ that adequate pressure is ________ by the pump. Pumps and fine filters are ________ in duplicate with one as standby. The fine filters will be arranged so that one can be ________ while the other is ________. After use in the engine the lubricating oil ________ back to the sump or drain tank for re-use. A level gauge ________ a local read-out of the drain tank contents. A centrifuge is ________ for cleaning the lubricating oil in the system and clean oil can be ________ from a storage tank.

The oil cooler is circulated by sea water, which is at a lower pressure than the oil. As a result any leak in the cooler will mean a loss of oil and not contamination of the oil by sea water. Where the engine has oil-cooled pistons they will be supplied from the lubricating oil system, possibly at a higher pressure produced by booster pumps, e.g. Sulzer RTA engine. An appropriate type of lubricating oil must be used for oil- lubricated pistons in order to avoid carbon deposits on the hotter parts of the system.

Supply the missing term
The ___________ is circulated by sea water, which is at a lower pressure than the oil. As a result any ___________ in the cooler will mean a loss of oil and not ___________ of the oil by sea water. Where the engine has ___________ they will be supplied from the lubricating oil system, possibly at a higher pressure produced by ___________ , e.g. Sulzer RTA engine. An appropriate type of lubricating oil must be used for oil-lubricated pistons in order to avoid ___________ on the hotter parts of the system.

Cylinder lubrication – guessing from the context
Large slow-speed diesel engines are __________ with a separate lubrication system for the cylinder liners. Oil is __________ between the liner and the piston by mechanical lubricators which __________ their individual cylinder. A special type of __________ is used which is not recovered. As well as lubricating, it assists in forming a gas seal and __________ additives which clean the cylinder liner.

Cylinder lubrication Large slow-speed diesel engines are provided with a separate lubrication system for the cylinder liners. Oil is injected between the liner and the piston by mechanical lubricators which supply their individual cylinder. A special type of oil is used which is not recovered. As well as lubricating, it assists in forming a gas seal and contains additives which clean the cylinder liner.

Describe the passage of lube oil

Study the verbs used in describing the flow of lube oil in the previous slides – provide their noun collocates lubricating oil is stored in the ...... is drawn from is passed through .....

Guessing from previous knowledge: The Basics of the Lubricating Oil System
Lubricating oil for a marine diesel engine achieves two objectives; it must cool and ___________. The oil is taken from the ___________ tank usually underneath the engine by a screw type pump. It is cooled, ___________ and supplied to the engine via the oil inlet pipe or inlet rail at a pressure of about 4 bar. On a ___________ 4 stroke engine the oil is supplied to the main bearings through drillings in the engine frame to the crankshaft main bearings. Drillings in the crankshaft then take the oil to the crankpin or ___________. The oil is then led up the ___________ to the piston or gudgeon pin and from there to the piston cooling before returning to the ___________.

The Basics of the Lubricating Oil System
Lubricating oil for a marine diesel engine achieves two objectives; it must cool and lubricate. The oil is taken from the drain tank usually underneath the engine by a screw type pump. It is cooled, filtered and supplied to the engine via the oil inlet pipe or inlet rail at a pressure of about 4 bar. On a medium speed 4 stroke engine the oil is supplied to the main bearings through drillings in the engine frame to the crankshaft main bearings. Drillings in the crankshaft then take the oil to the crankpin or bottom end bearings. The oil is then led up the connecting rod to the piston or gudgeon pin and from there to the piston cooling before returning to the crankcase.

Oil is also supplied to lubricate the rocker gear operating the inlet and exhaust valves, and to the camshaft and camshaft drive. The oil then drains from the crankcase into the drain tank or sump. The oil in the drain tank is being constantly circulated through a centrifugal purifier. This is to remove any water and products of combustion plus any foreign particles which may be in the oil.

MCT Oil is also supplied to lubricate the rocker equipment / arrangement / gear operating the inlet and exhaust valves, and to the camshaft and camshaft drive. The oil then flows / drains / runs from the crankcase into the drain tank or sump. The oil in the drain tank is being constantly circulated through a centrifugal filter / purifier / strainer. This is to remove any water and products of combustion plus any foreign parcels / participles / particles which may be in the oil.

Provide the caption (text) for each picture below

The cylinder liner must be lubricated as well
The cylinder liner must be lubricated as well. This is so that there will be a film of oil between the piston rings and the liner and also so that any acid produced by combustion of the fuel is neutralised by the oil and does not cause corrosion. Some of this lubrication will be supplied by so called "splash lubrication" which is the oil splashed up into the liner by the rotating crankshaft. However larger medium speed marine diesel engines also use separate pumps to supply oil under pressure to the cylinder liner. The oil is led through drillings onto the liner surface where grooves distribute it circumferentially around the liner, and the piston rings spread it up and down the surface of the liner. A pre lub pump is sometimes fitted especially to engines where the main pump is engine driven. This pump is electrically driven and circulates oil around the engine prior to starting.

Supply the missing info
The cylinder liner must be This is so that there will be a film of oil between and also so that any acid produced by combustion of the fuel is neutralised by the oil and does not cause corrosion. Some of this lubrication will be supplied by so called "splash lubrication" which is the oil by the rotating crankshaft. However larger medium speed marine diesel engines also use separate pumps to supply to The oil is led through drillings onto the liner surface where grooves distribute it circumferentially around the liner, and the piston rings spread it the surface of the liner. A pre lub pump is especially to engines where the main pump is engine driven. This pump is electrically driven and circulates oil around the engine

On a two stroke crosshead engine lubricating oil is supplied to the main bearings and camshaft and camshaft drive. A separate supply is led via a swinging arm or a telescopic pipe to the crosshead where some of it is diverted to cool the piston (travelling up and back through the piston rod), whilst some is used to lubricate the crosshead and guides, and the rest led down a drilling in the connecting rod to the bottom end or crankpin bearing. Oil is also used to operate the hydraulic exhaust valves.

On some engines, the oil supply to the crosshead bearing is boosted in pressure to about 12 bar by a second set of pumps. This oil is also used to operate the hydraulic reversing gear for the engine. The cylinder liners on a two stroke engine are lubricated using separate injection pumps which use a different specification of oil. The oil which is led to drillings in the liner is able to deal with the acids produced by the burning of high sulphur fuels.

Insert the phrase in the right place
the oil supply to the crosshead bearing is boosted in pressure to about 12 bar by a second set of pumps. on some engines, This oil is also used the hydraulic reversing gear for the engine. to operate The cylinder liners are lubricated using separate injection pumps which use a different specification of oil. on a two stroke engine The to drillings in the liner is able to deal with the acids produced by the burning of high sulphur fuels. oil which is led

Lubricating Oil Sump Level
The level of lubricating oil indicated in the sump when the main engine is running must be sufficient to prevent vortexing and ingress of air which can lead to bearing damage. The sump level is to be according to manufacturers/shipbuilders instructions . The ‘Sump Quantity’ is always maintained at the same safe operating level and is given in litres. It is essential that the figures are mathematically steady and correct from month-to-month, taking into account consumption, losses and refills and reported . The ‘Sump Quantity’ is calculated with the engine stopped, but the lubricating oil pump in operation, thus keeping the system oil in circulation. Sufficient reserve quantities of lubricating oil must always be held, i.e. to completely fill the main sump and sufficient quantities of other lubes must be held to cover the intended voyage plus 20%. Lubricating oils are a major expenditure item, therefore, all purchasing must be pre-planned with the aim of buying the maximum amounts from the cheapest supply sources which are primarily the US, Europe and Singapore. Lub oil requisitions should be sent to the office at least 10 days before the intended port of purchase and clearly indicate if the vessel requires supply in bulk or in drums.

Pre-Lubrication Pumps – underline the key terms
They provide an essential part of the lubrication system on many types of engine in particular auxiliary engines with engine driven lubricating oil pumps. They provide a supply of oil to the bearings prior to start up and limit the length of time that boundary lubrication exists, and shorten the time when hydrodynamic lubrication commences. They must be maintained and operated in accordance with the manufacturers’ instructions.

Lubrication Schedule and Orders -
The Chief Engineer is responsible to establish a list of machinery requiring periodic lubrication onboard the vessel. The Fleet Superintendent is responsible for agreeing the specifications and grades of oil for this list of machinery with the nominated lubrication oil supplier. A copy of the lubricating oil schedule shall be made available onboard the vessel and in the office.

Lubrication Schedule and Orders – supply the missing info
to establish a list of machinery requiring periodic lubrication onboard the vessel. The Fleet Superintendent for agreeing the specifications and grades of oil for this list of machinery with the nominated A copy of the lubricating oil schedule shall onboard the vessel and in the office.

Chief Engineer’s jobs and duties
The Chief Engineer shall ascertain the location of all the lubricating oil storage tanks and establish the safe-filling capacities of these. This information shall be made available to the office. Some grades of oil may be taken and stored in drums on board at safe locations agreed with the Master and lashed safely for bad weather conditions. When an order for lubricating oil supply is made, the Chief Engineer shall specify whether it is in bulk or in drums. The choice of lubricating oil for air compressors is to be discussed with the Management Office. When agreed, synthetic oil is to be used.

Bunkering of lubricating oils shall be handled with the same care as the previous chapter due to the risk of pollution. In addition, it must be borne in mind that the auto-ignition temperature of lubricating oils is much lower than fuels therefore utmost safety precautions must be taken.

Regular inventory of lubricating oils shall be kept under the responsibility of the Chief Engineer, separating broached and unbroached oils. These shall be recorded in a lube oil soundings book and corrected for trim/list similar to the fuel soundings book.

The Chief Engineer is responsible for placing orders for all lubricating oils and greases for a period of time and/or the forthcoming voyage, as applicable. The calculations for the lubricating oil consumption and next voyage requirements should be done by a senior Engineer and checked by the Chief Engineer. Each requirement for lubricating oil must be done by a Requisition Form in the purchasing system, using the lubricating oil account code, specifying the grades, quantities and whether in bulk or in drums.

ascertain the location of all the lubricating oil storage tanks
Writing skills: Study the four slides above and list the Chief Engineer’s duties with respect to lubrication oil system ascertain the location of all the lubricating oil storage tanks etc.

Losses of Lubricating Oils
All possible preventative action must be taken, to ensure that lubricating oil losses are kept to a minimum. There are to be no discrepancies between the quantity of lubricants on board, and the totals entered in the Engine Room Log Book and the regular returns made to the relevant Management Office. Accurate entries must always be recorded, and any indication of abnormal losses or consumptions advised immediately, to the relevant Management Office. Regular and vigilant tours of the Engine Room by watchkeepers, or duty engineers are essential to check for oil leaks. Lubricating oil coolers using sea or fresh water as the cooling medium, must also be periodically checked for oil leakage.

Losses of Lubricating Oils
All possible preventative action must be taken, to ensure that lubricating oil losses are There are to be no ______________ between the quantity of lubricants on board, and the totals entered in the ______________ and the regular returns made to the relevant Management Office. Accurate entries must , and any indication of abnormal losses or consumptions advised immediately, to the relevant _________________. Regular and vigilant by watchkeepers, or duty engineers are essential to check for oil leaks. Lubricating oil coolers using sea or fresh water as the cooling medium, must also be for _________________.

BP – AS

Insert the words in the right place
The satisfactory operation of any engine on adequate of lubricating oil to all its moving parts (supply, depends). A typical lubrcating oil system is shown in Fig.13.1. The pump the oil from the lubricating tank and it through a and filter to the engine (draws, passes, cooler) . Inside the engine it enters the main gallery on which is situated the pressure regulating valve. Any excess oil is by this valve into the engine sump (divereted). The remainder, at the regulated pressure, to the main bearings and to the camshaft and valve rocker gear (passes; feeds) . A part of the oil the main bearings is used to lubricate the bearings themsaelfs, whilst the remainder is via the central grooves and drillings in the crankshaft to the large end bearings. (entering; conducted)

Again, some oil is used to lubricate the large end bearings whilst the remainder leaves via the groove in the centre of this bearing and up the passage in the connecting rod to the small end. Here some of it is used to lubricate the small end and the gudgeoun pin bearings in the piston, whilst the remainder is conducted through the passages in the gudgeon pin and the piston itself, to the cooling belt behind the rings and to the crown of each piston. Oil, which has been used to cool the piston, is then released and falls back into the engine sump. From the sump the oil is drained into the lubricating oil tank for re-use. In most cases this is a gravity drain to a tank in the double bottom.

Supply the missing word
Again, some oil is used to _______ the large end bearings whilst the remainder leaves via the _______ in the centre of this bearing and up the _______ in the connecting rod to the small end. Here some of it is used to _______ the small end and the gudgeon pin bearings in the piston, whilst the remainder is _______ through the passages in the gudgeon pin and the piston itself, to the cooling belt behind the rings and to the _______ of each piston. Oil, which has been used to cool the piston, is then released and falls back into the _______ . From the sump the oil is _______ into the lubricating oil tank for re-use. In most cases this is a _______ drain to a tank in the double bottom.

Some oil is used to lubricate … … … whilst the remainder leaves via the groove in the centre of this bearing and up the passage in … … … . Here some of it is used to lubricate the small end and … … … , whilst the remainder is conducted through the passages in the gudgeon pin and the piston itself, to the cooling belt behind the rings and to … … …. Oil, which has been used to cool the piston, is then released and … … … . From the sump the oil is drained into … … … for … … … In most cases this is a gravity drain to … … …

The lubricating oil supply pumps may be driven directly from the engine, or they may be driven separately. If these pumps are engine driven then a separately driven pump is included with which the lubricating oil system can be fully primed before the engine is restarted after any prolonged shutdown.

Supply the missing words
The lubricating oil supply pumps may be … _______ directly from the engine, or they may be driven _______. If these pumps are engine driven then a separately driven pump is _______ with which the lubricating oil system can be fully _______ before the engine is restarted after any prolonged _______.

In its passage through the engine the oil picks up a certain amount of heat, and this has to be extracted from it before it next enters the engine. For this purpose it is pumped through a cooler. The cooler consists of a number of closely packed tubes leading from headers, one at each end, enclosed in a casing. The casing contains the passages for the lubricating oil whilst the cooling water is passed through the tubes from one header to another. This arrangement directs the cooling water, which is usually sea water, to the inside of the tubes which are more easily cleaned (by passing rods through them) than the outsides.

In its passage through the engine the oil picks up … … … , and this has to be extracted from it before it … … … . For this purpose it … … … . The cooler consists of a number of … … … leading … … … , one at each end, enclosed in a casing. The casing contains the passages for … … … whilst the cooling water is passed through the tubes … … … . This arrangement … … … , which is usually sea water, to the inside of the tubes which are more easily cleaned (by … … … ) than the outsides.

As the oil becomes very viscous when cold, it is essential to have a temperature control so that it is kept at a level which is neither too hot nor too cold. A thermostatic valve is mounted on the cooler which senses the temperature of the lubricating oil and regulates the flow of either the lubricating oil or the cooling water accordingly. Pressure gauges are fitted to show the lubricating oil pressure before and after the filter. Any abnormally high difference in reading between the two gauges indicates that the element is blocked and should be changed or cleaned according to the type.

As the oil becomes very _______ when cold, it is essential to have a temperature control so that it is kept at a _______ which is neither too hot nor too cold. A thermostatic valve is _______ on the cooler which _______ the temperature of the lubricating oil and _______ the flow of either the lubricating oil or the cooling water accordingly. Pressure _______ are fitted to show the lubricating oil pressure before and after the _______. Any abnormally high difference in _______ between the two gauges indicates that the element is _______ and should be changed or _______ according to the type.

Large slow speed engines are provided with the separate lubrication system for the cylinder liners. Oil is injected between the liner and the piston by mechanical lubricators which supply their individual cylinder. A special type of oil is used which is not recovered. As well as lubricating, it assists in forming a gas seal and contains additives which claean and protect against cold and hot corrosion of the cylinder liner.

… … … are provided with the separate lubrication system for the cylinder liners.
… … … between the liner and the piston by mechanical lubricators which supply their individual cylinder. … … … is used which is not recovered. … … …, it assists in forming a gas seal and contains additives which … … … against cold and hot corrosion of the cylinder liner.

QUESTIONS AND DISCUSSION
What does the lubricating oil system provide ? Where does the lube oil pass before entering the engine ? What is the role of the pressure regulating valve ? What are the main lubricating points inside the engine ? Describe the flow of the lubricating oil to the camshaft and valve rocker gear. How is the piston cooled ? What is a gravity drain ? How is a supply pump driven ? In which case should the lubricating oil system be primed ? How is the lubricating oil cooled ? What control instruments is the lubricating system supplied with ? How are the cylinder liners of large slow speed engines lubricated ?

I. Say which of the following statements are TRUE and which are FALSE
I. Say which of the following statements are TRUE and which are FALSE. If FALSE state why. The function of the lubricating system is not only to provide a film of oil between the moving parts in the ngine but also to use oil as cleaner and a coolant. Large marine diesel engines generally have two systems of lubrication: a total loss system feeding the cylinders and a circualting system lubricating the running gear and cooling the piston. The lube oil tank is a “drain tank” situated in the structure of the vessel high above the engine. A pressure regulating valve is used to increase the pressure of the oil before it enters the engine. The lubricating oil supply pump can be either engine driven or separately driven. The lube oil supply pump driven directly from the engine is also known as the priming pump. If the lube oil supply pump is driven independently it is necessary to include also a priming pump. The lube oil is cooled making it pass through a bundle of tubes surounded by sea water. In the cooler sea water is circulated at a lower pressure than the oil to prevent the contamination of the lube oil in case of leakage.

II. The auxiliary equipment of the lubricating system is listed below in a descriptive form. Give appropriate single words or compounds for each of them. 1. The bottom of the crankcase where lube oil is collected _________________________ 2. The device that forces oil through the lubricating system ___________________________ 3. Fine mesh strainers used to free oil from solid matter ___________________________ 4. The container under the engine for storing lube oil ___________________________ 5. The automatic temperature-sensitive device in the cooling system ___________________________ 6. Instruments for measuring pressures ___________________________ 7. The device for expelling air pockets from the pipe-line ___________________________ 8. The heat exchanger arranged to remove Heat from lube oil ___________________________ 9. Instruments for measuring temperatures ___________________________ 10. Rotary machine used for centrifugating contaminants from fuel or lube oil ___________________________ 11. The container where oil and water or sludge separate naturally ___________________________ 12. Mechanical device for controlling pressure ___________________________

III. State which equipment is used to:
control and measure the oil pressure control and measure the oil temperature keep oil clean provide the oil supply to the system

IV. Find in List B one-word synonyms to the two-word verbs given in List A.
A B go into a. absorb get out from b. divert set running c. draw turn away d. enter flow off e. drain take out f. release fall back g. leave let go h. return carry off i. start ,

Replace the boldface words in the following sentences with their corresponding one-word alternatives: The heat produced by frictional resistance in the bearings is picked up by the circulating lubricating oil and this heat is carried off by sea water passing through the oil cooler. Used lubricating oil flows off to the crankcase and then through strainers to a tank by gravity. The lubricating oil is taken out from the sump or drain tank and passed through a cooler and filters before returning to the engine. The pressure regulating valve turns away any excessive amount of oil returning it to the engine sump. After the exhaust has been used to drive the turboblower, it is let go out into the atmosphere. Air, after getting out from the impeller, goes into the diffuser. Before a large diesel is set running it must be warmed through by circulating hot water through the jackets. Oil, which has been used to cool the piston, falls back into the engine sump.

VI. Fill in the blanks with the suitable prepositions: at, from, in, into, of, on, per, through, to up, with, Each preposition is used only once. Modern diesel engines are built ____________ pressure lubricating systems. The crankcase is oiltight and all the rubbing or sliding surfaces have a continuous flow _______________ clean, cool lube oil pumped _________ them. The lube oil which drips off the running gear is usually collected ___________ the bottom of the crankcase _____________ which it flows _____________ sump tank. A lubricating oil pump picks ______________ the oil from the tank and is passed ____________ a strainer and cooler before entering ______________ the engine. The pump discharges 1 to 2 gallons of oil _________ hour _________ a pressure of 2.3 to 3.6 kp/cm, depending ____________ the builder’s design.

VII. Translate into English:
Ulje za podmazivanje ne služi samo da smanji mehaničko trenje već I da hladi ležajeve tako da održava temperaturu u dopuštenim granicama. Temperatura ulja kod sporohodnih motora iznosi od do 600 C, a kod brzohodnih od 700 do 850 C; temperaturna razlika ulazno-izlaznog ulja iznosi od do 150 C. Sisaljka za podmazivanje siše ulje iz kartera preko usisnog ventila I tlači ga kroz dvostruki čistilac i hladnjak u sabirnu cijev, odatle u ležajeve, a iz ležaja curi u karter. Kod motora manjih snaga ulje se dovodi u jedan temeljni ležaj, a odalte se kanalima koljenastog vratila provodi u sve leteće i ostale temeljne ležaje.

PRIMARY PURPOSE OF LUBRICATION

To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear.

To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear. 2. SECONDARY PURPOSE OF LUBRICATION

To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear. 2. SECONDARY PURPOSE OF LUBRICATION 2.1 COOLING

To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear. 2. SECONDARY PURPOSE OF LUBRICATION 2.1 COOLING In passing through the engine, part of the heat is absorbed / picked up by the circulating oil. Therefore, it is made to pass through the cooler before being recirculated.

To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear. 2. SECONDARY PURPOSE OF LUBRICATION 2.1 COOLING In passing through the engine, part of the heat is absorbed / picked up by the circulating oil. Therefore, it is made to pass through the cooler before being recirculated. 2.2 NEUTRALISATION OF ACID PRODUCTS OF COMBUSTION (sulphuric acid)

To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear. 2. SECONDARY PURPOSE OF LUBRICATION 2.1 COOLING In passing through the engine, part of the heat is absorbed / picked up by the circulating oil. Therefore, it is made to pass through the cooler before being recirculated. 2.2 NEUTRALISATION OF ACID PRODUCTS OF COMBUSTION (sulphuric acid) 2.3 CLEANING

To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear. 2. SECONDARY PURPOSE OF LUBRICATION 2.1 COOLING In passing through the engine, part of the heat is absorbed / picked up by the circulating oil. Therefore, it is made to pass through the cooler before being recirculated. 2.2 NEUTRALISATION OF ACID PRODUCTS OF COMBUSTION (sulphuric acid) 2.3 CLEANING Washing away of wear detritus due to surface rubbing / friction. Therefore, the oil is filtered and centrifuged.

To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear. 2. SECONDARY PURPOSE OF LUBRICATION 2.1 COOLING In passing through the engine, part of the heat is absorbed / picked up by the circulating oil. Therefore, it is made to pass through the cooler before being recirculated. 2.2 NEUTRALISATION OF ACID PRODUCTS OF COMBUSTION (sulphuric acid) 2.3 CLEANING Washing away of wear detritus due to surface rubbing / friction. Therefore, the oil is filtered and centrifuged. Oil also cleanses hot moving parts from carbonaceous deposits.

2.4 SEALING

2.4 SEALING This is the case with the piston & liner where the oil provides a gas seal sa well as lubrication.

2.4 SEALING This is the case with the piston & liner where the oil provides a gas seal sa well as lubrication. 2.5 PREVENTION FROM CORROSION

2.4 SEALING This is the case with the piston & liner where the oil provides a gas seal sa well as lubrication. 2.5 PREVENTION FROM CORROSION Hot corrosion is caused by vanadium

2.4 SEALING This is the case with the piston & liner where the oil provides a gas seal sa well as lubrication. 2.5 PREVENTION FROM CORROSION Hot corrosion is caused by vanadium Cold corrosion is caused by sulphur

3. REQUIREMENTS FOR A TROUBLE-FREE ENGINE OPERATION
2.4 SEALING This is the case with the piston & liner where the oil provides a gas seal sa well as lubrication. 2.5 PREVENTION FROM CORROSION Hot corrosion is caused by vanadium Cold corrosion is caused by sulphur 3. REQUIREMENTS FOR A TROUBLE-FREE ENGINE OPERATION

2.4 SEALING This is the case with the piston & liner where the oil provides a gas seal sa well as lubrication. 2.5 PREVENTION FROM CORROSION Hot corrosion is caused by vanadium Cold corrosion is caused by sulphur 3. REQUIREMENTS FOR A TROUBLE-FREE ENGINE OPERATION 3.1 The type of lubricating oil recomended by the manufacturer must be used.

2.4 SEALING This is the case with the piston & liner where the oil provides a gas seal sa well as lubrication. 2.5 PREVENTION FROM CORROSION Hot corrosion is caused by vanadium Cold corrosion is caused by sulphur 3. REQUIREMENTS FOR A TROUBLE-FREE ENGINE OPERATION 3.1 The type of lubricating oil recomended by the manufacturer must be used. 3.2 The lubricant to be supplied in proper qantities & at the right temperature.

2.4 SEALING This is the case with the piston & liner where the oil provides a gas seal sa well as lubrication. 2.5 PREVENTION FROM CORROSION Hot corrosion is caused by vanadium Cold corrosion is caused by sulphur 3. REQUIREMENTS FOR A TROUBLE-FREE ENGINE OPERATION 3.1 The type of lubricating oil recomended by the manufacturer must be used. 3.2 The lubricant to be supplied in proper qantities & at the right temperature. 3.3 Provisions must be made to remove any impurities entering the system.

4. LUBRICATING SYSTEM DIVISIONS

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM:

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM: Passages / ducts & piping.

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM: Passages / ducts & piping. 4.2 EXTERNAL PART OF THE SYSTEM:

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM: Passages / ducts & piping. 4.2 EXTERNAL PART OF THE SYSTEM: Sump, pumps, coolers, strainers & filters and purifiers. This system is of pressure type or forced lubrication type.

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM: Passages / ducts & piping. 4.2 EXTERNAL PART OF THE SYSTEM: Sump, pumps, coolers, strainers & filters and purifiers. This system is of pressure type or forced lubrication type. 5. LUBRICATING SYSTEMS IN LARGE MARINE DIESEL ENGINES OF CROSSHEAD CONSTRUCTION

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM: Passages / ducts & piping. 4.2 EXTERNAL PART OF THE SYSTEM: Sump, pumps, coolers, strainers & filters and purifiers. This system is of pressure type or forced lubrication type. 5. LUBRICATING SYSTEMS IN LARGE MARINE DIESEL ENGINES OF CROSSHEAD CONSTRUCTION 5.1 A TOTAL LOSS SYSTEM ( feeding the cylinders )

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM: Passages / ducts & piping. 4.2 EXTERNAL PART OF THE SYSTEM: Sump, pumps, coolers, strainers & filters and purifiers. This system is of pressure type or forced lubrication type. 5. LUBRICATING SYSTEMS IN LARGE MARINE DIESEL ENGINES OF CROSSHEAD CONSTRUCTION 5.1 A TOTAL LOSS SYSTEM ( feeding the cylinders ) 5.2 A CIRCULATING SYSTEM ( lubricating the running gear & cooling the piston )

6. DESCRIPTION OF A LUBRICATION PROCEDURE

L.O. pressure pumps draw the oil from the drain tank / lub oil tank / pan through the suction strainers. The drain tank is fitted with a level gauge.

L.O. pressure pumps draw the oil from the drain tank / lub oil tank / pan through the suction strainers. The drain tank is fitted with a level gauge. Pumps discharge oil through fine filters to the cooler ( the discharge pressure ensures that there will be no leakage of salt water into the oil in the event of faulty cooler.)

L.O. pressure pumps draw the oil from the drain tank / lub oil tank / pan through the suction strainers. The drain tank is fitted with a level gauge. Pumps discharge oil through fine filters to the cooler ( the discharge pressure ensures that there will be no leakage of salt water into the oil in the event of faulty cooler.) L.O. thermostatic valve, mounted on the cooler, regulates the oil temperature flow of either the lubricating oil or the cooling water.

L.O. pressure pumps draw the oil from the drain tank / lub oil tank / pan through the suction strainers. The drain tank is fitted with a level gauge. Pumps discharge oil through fine filters to the cooler ( the discharge pressure ensures that there will be no leakage of salt water into the oil in the event of faulty cooler.) L.O. thermostatic valve, mounted on the cooler, regulates the oil temperature flow of either the lubricating oil or the cooling water. Regulating valves control the oil distribution and its pressure in all moving components.

L.O. pressure pumps draw the oil from the drain tank / lub oil tank / pan through the suction strainers. The drain tank is fitted with a level gauge. Pumps discharge oil through fine filters to the cooler ( the discharge pressure ensures that there will be no leakage of salt water into the oil in the event of faulty cooler.) L.O. thermostatic valve, mounted on the cooler, regulates the oil temperature flow of either the lubricating oil or the cooling water. Regulating valves control the oil distribution and its pressure in all moving components. Pressure gauges are fitted before and after the filter(s)

L.O. pressure pumps draw the oil from the drain tank / lub oil tank / pan through the suction strainers. The drain tank is fitted with a level gauge. Pumps discharge oil through fine filters to the cooler ( the discharge pressure ensures that there will be no leakage of salt water into the oil in the event of faulty cooler.) L.O. thermostatic valve, mounted on the cooler, regulates the oil temperature flow of either the lubricating oil or the cooling water. Regulating valves control the oil distribution and its pressure in all moving components. Pressure gauges are fitted before and after the filter(s) The system is fitted with a number of alarms: pressure loss alarm, oil level alarm in drain tank, temperature alarm, pressure relief valves ( usualy mounted at pump discharge.)

L.O. pressure pumps draw the oil from the drain tank / lub oil tank / pan through the suction strainers. The drain tank is fitted with a level gauge. Pumps discharge oil through fine filters to the cooler ( the discharge pressure ensures that there will be no leakage of salt water into the oil in the event of faulty cooler.) L.O. thermostatic valve, mounted on the cooler, regulates the oil temperature flow of either the lubricating oil or the cooling water. Regulating valves control the oil distribution and its pressure in all moving components. Pressure gauges are fitted before and after the filter(s) The system is fitted with a number of alarms: pressure loss alarm, oil level alarm in drain tank, temperature alarm, pressure relief valves ( usualy mounted at pump discharge.) Oil should be permanently purified at sea. It may be also heated to assist purification.

Lube oil - II

Among the several steps that have been taken lately to convert a conventional marine engine in to a modern, smarter 2-stroke marine engine, the development of intelligent cylinder lubrication plays a vital role. The main reason for developing hi tech cylinder lubrication system is to reduce the operational costs of the engine. Moreover, the most expensive lubricating oil is generally used for the engine’s combustion chamber as cylinder lube oil. The development of intelligent cylinder lubrication thus makes perfect sense.

In the shipping industry, two giants – MAN Diesel and Wartsila have introduced a remarkable technology for modern electronically controlled marine engines. Known as Alpha and Pulse lubrication systems, this new technology is one-of-its- kind. In this article we will understand what does pulse lubrication means and how it helps to reduce the cylinder oil feed rate and eventually the operating costs of the ship. Wartsila- A major player in the marine engine manufacturing industry has introduced an intelligent cylinder lubrication system in its electronically controlled engine. This system is popularly known as the pulse lubrication system.

What is Pulse Lubrication System?
A pulse lubrication system is an electronically controlled cylinder oil lubrication system for Wartsila engines, wherein metered quantity of cylinder oil is injected in to the liner, depending on the engine load. This ensures that accurate amount of cylinder oil is delivered inside the liner at the correct set- time for that particular engine load.

Construction and Working of Pulse Lubrication System
There are normally eight quills attached to the cylinder liner in a single row, which gets the oil supply from the electronically controlled dosage pump The oil is supplied to the dosage pump from daily tank via fine filter of 40 microns The quills consist of a duct passage to store metered quantity of oil. The area of this duct passage and the quantity of oil can be altered by changing the position of the central piston There are crank angle sensors attached to the engine which give signals to the control unit in order to inject oil at the correct position of piston movement 200 bar high pressure servo oil reduced to 50 bars are supplied to the lubricator unit, which pressurises the centre piston in the quills. This injects oil inside the liner at adequate pressure for even distribution WECS (Wartsila Engine Control System) which is the master controller of the Pulse lubrication system controls the solenoid valve opening and the oil injection

Each unit is provided with 8 lubricating quills, 2 piping systems of Cylinder oil and servo oil, and A 4/2 solenoid valve to servo oil flow. After receiving signal from the crank angle sensor, at the correct position i.e. between the pack of piston rings, WECS allows the solenoid valve to open and pass the servo oil. This in turn presses the central piston and delivers the oil stored in the duct passage of the quills.

Benefits of Pulse Lubrication System
Reduction in Cylinder oil Feed rate –up to 0.7 gm/kwh and thus reduction in operating cost

Lube oil - III 8 Ways To Optimize Lubricating Oil Usage On Ships

Lubricating oils of different makes and grades are used on board ships
Lubricating oils of different makes and grades are used on board ships. Most of the times, these oils are neither properly labeled nor carefully stored, leading to wrong usage by seafarers. On several occasions, during maintenance work or because of lack of proper routine checks, a lot of lubricating oil is wasted on ships.

1. Study Lubricating Oil Characteristics
Seafarers generally do not study lubricating oil characteristics till the time comes for its usage on a particular machinery. At such times wrong decisions are often taken while selecting the lube oil. Mariners much devote time to study characteristics of lube oils and other important compounds before actually using them on ships.

2. Prevent Leakages Leakages of lubricating oils must be tackled, especially on deck and engine room pipe lines to prevent wastage and accidents due to slipping. This includes checking of leakages at mooring stations and in deck crane houses and power packs. Some older vessels consume even liters of lube oil per month on these systems. Keeping a close watch on ships by following proper watch keeping procedures can help a great way in reducing unnecessary loss of lube oils.

3. Proper Filtration is Important
Lubricating oils in modern diesel engines are used for reducing friction, preventing corrosion and acting as a cooling medium. This makes purification and filtration of such oils of utmost importance. Filter cleaning should not to be left to motorman alone and chief or second engineer must check the filters before cleaning and boxing up after cleaning.

4. Regular Testing of Lube Oil is Necessary
On board analysis of lubricating oil must be carried out and regular testing by shore laboratory every 3-6 month as per company procedure. The sample should be taken after the separation and filtration of oil, before it goes into the engine. A responsible engineer should collect the samples. Oil suppliers give good instructions on sampling points and procedures, which should be followed.

5. Check Viscosity of Oils
The viscosity of lubricating oil could be expected to increase gradually during operations due to oxidation and polymerization of oil compounds and increase of solid contents in the oil. Main engine crankcase oil should be regularly replenished with fresh oil should be supplied to keep the sump level sufficiently high in case of oil cooled pistons. General reason for unexpected viscosity decrease of the oil could be due to fuel oil dilution such as diesel oil finding way into the crankcase. On main engines, good inspection of under piston spaces before cleaning is very indicative of faults.

6. Oil in Water is Dangerous
Water in oil is obviously dangerous. Maximum allowed water content in engine lubricating oil is 0.3 vol-% or weight -%. Water can find way to crankcase from strange places like a hole in the crankcase air vent on upper deck ( less frequented) or from a wasted manhole door joint below the floor plates on tank top ( rarely checked). Proper check must be made to prevent ingress of water into oil.

7. Close Monitoring of Lube Oil Usage in Machinery
Oil used in Air Compressors and other important machinery need to be closely monitored to check if enough lubrication is reaching the pistons and also if there is too much oil consumption. Lubrication on this machinery is generally neglected until some problem develops and, therefore, regular check and maintenance are required.

8. Education and Training are Important
These days there are good CD’s provided by Oil Companies and Purifier makers and these should be viewed and discussed on board ships. Manuals and other important guides for oils used on ships must also be studied for efficient usage on ships. Lubricating oils are costly and good planning should be done for buying and storing them at the cheapest port. Shipping companies should also monitor any price rise of lube oils in near future and fill up the ship’s tanks beforehand accordingly.

Lube oil - IV 8 More Engine Terms Every Marine Engineer Should Know

1. Viscosity of Oils Viscosity of oil is defined as the ability of the oil to flow. It is the property of the liquid which tends to prevent relative movement between adjacent parts within itself. Generally, thicker the fluid, higher is its viscosity; whereas thinner liquids have lower viscosity.

2. Viscosity Index Viscosity Index is a term which is mainly related to marine lubricating oils. It can be defined as the change in viscosity of the oil which takes place as a result of change of temperature. Higher the viscosity index of the lubricating oil better is the quality. This means that lubricating oil with higher viscosity index has only a small change as a result of large temperature difference. As a general practice, various additives are added in the oil to improve the viscosity index of the lubricating oil. Viscosity index is a dimensionless number.

3. Cloud Point Cloud point is the term which is related to the wax formation in the oil. Cloud point indicates the temperature at which waxes begin to form in the oil. Gradually, the wax formed crystallizes and clogs the filters. The cloud point helps in finding out the tendency of the oil to form wax.

4. Pour Point Pour point of the oil can be defined as the temperature at which the oil stops to flow. Pour point is lowered using additives known as pour point depressants.

5. Flash Point Flash point of oil can be defined as the lowest temperature at which the oil will give off sufficient inflammable vapour to produce a flash when a small flame is brought to the surface of the oil.

6. SAE Number SAE number of the oil indicates its viscosity based on classification involving two temperatures. Every lubricating oil comes with a specific SAE number. The Society of Automotive Engineers is responsible for the classification of SAE numbers.

7. Total Base Number (TBN)
Total Base Number (TBN) can be defined as the measure of reserve alkaline additives that are put into the lubricating oil to neutralize the acids. It determines how effectively the acids formed during the combustion process can be controlled. Higher the TBN better is the capability to fight oxidisation and corrosion, and to improve viscosity characteristics. It also allows longer operating period between lubricant changes under harsh operating conditions.

Diesel engines burning low grades of fuel show high rate of liner wear as low grade fuel have higher sulphur content. This high sulphur content leads to corrosive wear to the liner surface. Thus, alkaline lubricating oil is used to protect the liner surface against corrosive attack by neutralizing the sulphur derivative compounds. The TBN is generally between 8-10 for marine lubricating oils.

8. Total Acid Number (TAN)
Technically, the total acid number (TAN) of the oil indicates the deteriorating condition of the lubricating oil. Higher the TAN, more acidic is the lubricant, and further are its chances of getting more deteriorated. TAN also indicates the potential of the oil to cause corrosion problems, leading to component failure. The TAN should not be more than 2 for marine lubricating oils.

LUBRICATING OIL SYSTEM

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