Transcript LESSON THIRTEEN - University of Rijeka

LUBRICATING OIL SYSTEM
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The lubrication system of an engine provides
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Its main function is to
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The lubricating oil is also used as
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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.
http://www.machineryspaces.com/lubrication.html
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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.
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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.
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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.
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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 readout 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.
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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)
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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.
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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 oillubricated pistons in order to avoid carbon
deposits on the hotter parts of the system.
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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.
◦ 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.
◦ 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
lubricating oil
lubricating oil
is stored in the
......
is drawn from
......
is passed through
......
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......
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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
___________.
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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.
http://www.marinediesels.info/Basics/lubric
ation_system.htm
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Oil is also supplied to lubricate the rocker
gear operating the inlet and exhaust valves,
and to the camshaft and camshaft drive.
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The oil then drains from the crankcase into
the drain tank or sump.
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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.
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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
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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.
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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 .......................
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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.
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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.
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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
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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 .
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.
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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.
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....................... 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
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A copy of the lubricating oil schedule shall
....................... onboard the vessel and in the
office.
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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.
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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.
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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.
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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.
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ascertain the location of all the lubricating
oil storage tanks
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etc.
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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.
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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 _________________.
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BP – AS
http://www.marinediesels.info/Basics/lubrication_system.htm
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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)
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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.
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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.
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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 … … …
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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.
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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 _______.
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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.
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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.
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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.
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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.
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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.
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… … … 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.
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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 ?
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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.
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
_________________________
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___________________________
___________________________
___________________________
___________________________
___________________________
___________________________
___________________________
___________________________
___________________________
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control and measure the oil pressure
control and measure the oil temperature
keep oil clean
provide the oil supply to the system
A
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go into
get out from
set running
turn away
flow off
take out
fall back
let go
carry off
B
a. absorb
b. divert
c. draw
d. enter
e. drain
f. release
g. leave
h. return
i. start ,
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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.
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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.
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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 500
do 600 C, a kod brzohodnih od 700 do 850 C;
temperaturna razlika ulazno-izlaznog ulja iznosi od 100
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.
1. PRIMARY PURPOSE OF LUBRICATION
1. 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.
1. 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.
2. SECONDARY PURPOSE OF LUBRICATION
1. 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.
2. SECONDARY PURPOSE OF LUBRICATION
2.1 COOLING
1. 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.
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.
1. 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.
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)
1. 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.
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
1. 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.
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.
1. 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.
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
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. LUBRICATING SYSTEM DIVISIONS
4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM:
4. LUBRICATING SYSTEM DIVISIONS
4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM:
Passages / ducts & piping.
4. LUBRICATING SYSTEM DIVISIONS
4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM:
Passages / ducts & piping.
4.2 EXTERNAL PART OF THE SYSTEM:
4. LUBRICATING SYSTEM DIVISIONS
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. LUBRICATING SYSTEM DIVISIONS
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. LUBRICATING SYSTEM DIVISIONS
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. LUBRICATING SYSTEM DIVISIONS
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
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.
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.
 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.)
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.
 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.
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.
 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.
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.
 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)
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.
 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.)
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.
 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.
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
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.
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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-itskind.
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

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 settime for that particular engine load.
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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
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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.

Reduction in Cylinder oil Feed rate –up to 0.7
gm/kwh and thus reduction in operating cost

8 Ways To Optimize Lubricating Oil
Usage On 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.

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.

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 400-500 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.

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.

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.
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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

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.

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.
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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

8 More Engine Terms Every Marine Engineer
Should Know
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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.
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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.
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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.
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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.
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
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.
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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.

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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.


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.