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Topic : Lubrication
Function of a lubricant
A lubricant will reduce friction and wear, it will keep metal surfaces clean by
carrying away possible deposits and providing a seal to keep out dirt. A
lubricating oil will carry away the heat generated in bearings and gears, etc.,
preventing overheating, seizure and possible breakdown.
1. Abrasive wear
Abrasive wear in an engine can be caused by
• rust particles finding their way between moving surface
• wear metal particles trapped between moving surface
• catalytic fines entering the combustion chamber with the fuel during
combustion
2. Adhesive wear
When piston reaches TDC, the boundary lubrication fails to protect the surfaces.
Spot heat builds up and metal to metal adhesion occurs. This results in metal
tear and hard particles scratching the well machined surface, leading to a
condition called scuffing.
3. Corrosive wear
Sulphuric acid formed during combustion corrode the liner surfaces.
R.B, 22.12.2004
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Singapore Maritime Academy
Singapore Polytechnic
2
Topic : Lubrication
Whatever the oil type, the dangers are the same, and these stem from
contamination of the oil from various possible sources.
R.B, 22.12.2004
L2..DOC
Singapore Maritime Academy
Singapore Polytechnic
3
Topic : Lubrication
The Cylinder lubricating system uses a different type of lubricant as the job it is
required to perform differs from that of the system oil.
The cylinder lubricant must be of a higher viscosity so that it can form a good
lubricating film between the liner and the piston rings.
It must also withstand the heat variations in the combustion area and must deal
with the combustion products.
Under normal running conditions this oil will typically be an alkaline cylinder
lubricating oil of SAE 50 viscosity.
The alkalinity is indicated by the TBN (Total Base Number ) rating of the lubricant.
The TBN value most suitable for the cylinder lubricating oil depends largely on the
sulphur content of the fuel used. Typical values for sulphur content of 0.5 to 1%
may be between 20 to 25 TBN. For sulphur content over 1.5% the TBN number
may be 70 or higher.
R.B, 22.12.2004
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Singapore Maritime Academy
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Topic : Lubrication
Once the correct lubricating oil is chosen the correct feed rate must be
established in accordance with the engine builder's recommendations.
The feed rate has a critical effect on good engine operation apart from the
question of oil consumption. With a too low feed rate the danger of the oil film
breaking down causing blow-by or additional wear is increased.
Too high a feed rate is a waste of lubricant and money. The correct feed rate will
allow the formation of the lubricating film between the liner and the rings and will
give maximum protection at the piston reversal points.
Cyl oil from tank
Burette
1/2 litre
Filling
valve
The cylinder oil consumption burette is a useful means of checking the oil
consumption of individual lubricator boxes to help ensure that the oil is distributed
across the boxes as intended.
The volume between the two internal discs is 1/2 litres. Given the
temperature-density characteristics of the oil, the actual mass of the oil during
R.B, 22.12.2004
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Singapore Maritime Academy
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its use in engine calibration can be calculated from the oil temperature. Calibration
time lies typically between 3 - 10 minutes depending on the oil consumption rates
and the speed/power of the engine, (if the oil feed drive is speed/power
dependent).
In slow speed operation, the use of heavy fuel oil with high sulphur content makes
the job of the cylinder lubricant very difficult. Even high alkalinity oils cannot hope
to neutralise all the sulphuric acids which are produced during combustion.
The cooling system must be operated so that the piston and cylinder liner
temperature is not dropped below the temperature at which the Sulphuric acid
may condense on the cylinder liner.
So, to help the lubricant in neutralising the acid, the engineer must ensure that
the temperature of the scavenge air should be maintained in accordance with the
manufacturers' recommendation. Too low a scavenge air temperature will
result in condensation with the risk of moisture entering the cylinders; too high a
scavenge air temperature will adversely affect the combustion characteristics of
the engine.
Engine Run-in
Critical to this lubrication area is the way the engine has been run-in
at commissioning. A good run-in procedure will create a good wear-in of the
cylinder liner and piston ring. A good gas seal is obtained between them whereby
a thin oil film provides reliable and effective lubrication.
Module : MT3001, AMR Stage A 6-6
Topic : Lubrication
So, the cylinder lubricating oil must create a lubricating film between the
piston ring and the liner, and must maintain effective lubrication. It must also
combat corrosive wear. The use of the correct lubricant and the correct feed
rate for the engine load will help to achieve the best result from the lubricant.
* transport solid
contaminants from the
cylinder to the cleaning
devices, such as filters and
centrifuges;
R.B, 27.5.97
MOD3001\LO2.DOC
Maritime Technology & Transportation Department
Singapore Polytechnic
Module : MT3001, AMR Stage A 6-7
Topic : Lubrication
Bearing Lubrication
The addition of the slightest trace of lubricant to a bearing modifies the friction
force appreciably. The two most important properties of a lubricant would be
oiliness and viscosity. Oiliness is a form of bond between molecules of
lubricant and material surface in which the lubricant is adsorbed by the
material. The adsorbed film is very thin and once formed is very difficult to
remove, which is most advantageous, in this respect colloidal pension
graphite is a very successful additive. If a layer of finite thickness lubricant
exists without material contact, then friction is determined by viscosity, if the
layer is only a few molecules thick then oiliness is the main factor.
dv
F= nA-----
dy
where F= the viscous force required to move one plate over another with a
velocity dv when the area of the plate is A,
thickness of lubricant between surfaces = dy,
n= viscosity coefficient.
Note that fluid film lubrication applies for most bearings of high speed engines
but a guide shoe is a case of boundary lubrication.
R.B, 27.5.97
MOD3001\LO2.DOC
Maritime Technology & Transportation Department
Singapore Polytechnic
unstable region
boundary
Module
lubrication : MT3001, AMR Stage A 6-8
Topic : Lubrication
hydrodynamic lubrication
Coefficient
of friction
viscosity x speed
pressure
3. Bearing Clearance
If this is too large the bearing 'knocks'. This impulsive loading increases
pressure between the surfaces and can cause boundary lubrication. If the
clearance is too small, overheating of the oil, Boundary lubrication and
possible seizure could result.
R.B, 27.5.97
MOD3001\LO2.DOC
Maritime Technology & Transportation Department
Singapore Polytechnic
Module : MT3001, AMR Stage A 6-9
Topic : Lubrication
Journal Bearings
slow fast
at rest
10o 10o
In above figure the amount of clearance and pin shift movement have been
much exaggerated for clarity. When movement first begins the pin climbs up
the journal bearing against the direction of rotation, the friction angle is O .
The layer of lubricant tends to be scraped off so boundary lubrication exists.
As speed increases the oil is dragged behind the pin by viscous action until
the oil film breaks through and separates the surfaces, the line of contact
having moved in the direction of rotation. film lubrication exists.
Scuffing
Break down of the oil film between surfaces causes instantaneous
microscopic tack welding of a surface asperity nature. Further movement
causes tearing out of the material and the resultant condition is known as
scuffing. Most liable to be found when the lubrication film is difficult to
maintain, for example on turbine gear teeth and in l.C. engine cylinder liners.
Pitting
More a fatigue or a corrosion fatigue phenomena, usually the result of too
high contact pressures giving minute cracking at contact surfaces.
R.B, 27.5.97
MOD3001\LO2.DOC
Maritime Technology & Transportation Department
Singapore Polytechnic
Module : MT3001, AMR Stage A 6-10
Topic : Lubrication
Emulsion
Oil which is contaminated or has deteriorated in service will not separate
easily from water and may cause an emulsion in whole or in part.
Emulsification is associated with precipitation of sludge at an increasing rate,
such sludges are formed from accretion of resins and ashphaltenes. The oil
should have a good demulsibility when new and should retain this in service.
Oxidation
A bearing oil subject to oxidation due to a high 'heat load' on the oil in
circulation forms products in the oil which include polar compounds, for
example the fatty acids such as oleic in which the acidic group is polar.
Severe shaft and bearing corrosion can result. Polar substances have a
molecular structure such that one part of the molecule is electrically
negative with respect to the other part. This polar form tends to disperse
one fluid in the other and stabilise the emulsion and tends to favour
orientation at interfaces. Oxidation and corrosion products such as oxides of
iron etc., stabilise emulsions. Antioxidation additives or inhibitors restrict
polar molecule formation. Pure mineral oils normally have a high resistance to
oxidation.
Lacquering
Oxidation and corrosion products plus contamination products lead to
deposit. On high temperature regions hard deposits form thin lacquer layers
on pistons or heavier deposits for example on upper piston ring grooves of
IC. engines. Lacquer varnishes also form on piston skirts. On cooler surfaces
sludge of a softer nature is more liable to be deposited.
2. Surface discontinuities.
R.B, 27.5.97
MOD3001\LO2.DOC
Maritime Technology & Transportation Department
Singapore Polytechnic
Module : MT3001, AMR Stage A 6-11
Topic : Lubrication
4. Oil temperature.
R.B, 27.5.97
MOD3001\LO2.DOC
Maritime Technology & Transportation Department
Singapore Polytechnic