Transcript OILCHECK PTY LIMITED ABN 56 001 554 310 ccntents

OILCHECK PTY LIMITED
ABN 56 001 554 310
ccntents
This CD has been prepared to provide an understanding of the various parts of
the oil industry and particularly the Oil Analysis component. It takes you through
a brief summary of Lubrication, Filtration, Components of Lubricants including
where base oils come from, Testing of lubricants and the sources of some of
the finding of the individual tests and how the wear process works.
The presentation has hyperlinks to the various sections of the CD to enable you
to select and peruse the areas of interest without necessarily going through the
whole CD. These have been supplied as table of contents items to simplify
access to the various sections.
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This is a Microsoft PowerPoint 2002 presentation. Should your version of
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PowerPoint viewer program has been included that will permit you to access
the presentation. Click onto PPview97 and follow the prompts for installation.
I hope that you find this presentation informative and interesting. You can find
out more about Oilcheck Pty Ltd on our website at www.oilcheck.com.au.
Michael J Morrison BSc MRACI MASTM MSTLE
Managing Director
OILCHECK PTY LIMITED
ABN 56 001 554 310
TABLE OF CONTENTS
INTRODUCTION:
LUBRICANT GROUPS
LUBRICATION:
FRICTION
SURFACE EFFECT ON FRICTION AND WEAR
LIQUID LUBRICANTS
LUBRICATION TYPES
MOLECULAR SHEARING
SEMI SOLID LUBRICANTS
SOLID LUBRICANTS
REFINING
BASICS OF REFINING
REFINERY SCHEMATIC
FUELS
MINERAL BASE OIL
SYNTHETIC BASE OIL
EFFECTS OF SYNTHETIC LUBRICANTS
OIL AND OIL ADDITIVES
VISCOSITY INDEX IMPROVER
DETERGENT AND DISPERSANT
ANTI-WEAR ADDITIVES
POUR POINT DEPRESSANT
CORROSION INHIBITORS/ANTI-OXIDANTS
ANTI-FOAM
EXTREME PRESSURE ADDITIVE
AFTER MARKET ADDITIVES
FILTERS
CLASSIFICATION
MICRON SIZE COMPARISONS
FILTRATION PROCESS
TABLE OF CONTENTS (CONTINUED)
FILTER TYPES
FIBROUS FILTERS
POROUS MEDIA FILTERS
SURFACE FILTRATION
EDGE FILTERS
FILTER RATINGS
GENERAL FILTRATION
STANDARDS
ISO 4406
ISO REPORTING
SAE AS 4059
BETA RATINGS
APPLICATIONS FOR TESTING
LOADER
DUMP TRUCK
EXCAVATOR
MARINE
ROAD TRANSPORT
CRANE
REFRIGERATION
AIRCRAFT
CRITERIA FOR TEST SELECTION
ENGINE SCHEDULES
ENGINE SCHEDULE TESTS
ENGINE WEAR METAL LOCATIONS
DRIVE/TRANSMISSION SCHEDULES
DRIVE TRANSMISSION TESTS
TABLE OF CONTENTS (CONTINUED)
HYDRAULIC/STEERING SCHEDULES
HYDRAULIC/STEERING SCHEDULED TESTS
REFRIGERATION COMPRESSOR SCHEDULED TESTS
AIRCRAFT-GAS TURBINE SCHEDULED TESTS
TEST DESCRIPTIONS
METAL ANALYSIS BY INDUCTIVELY COUPLED PLASMA -ICP
FOURIER TRANSFORM INFRA-RED – FTIR
Nitration and Oxidation
VISCOSITY TESTS
VISCOSITY INDEX
PARTICLE QUANTIFIER INDEX – PQ
ACID INDEX
DISPERSANCY
FUEL DILUTION BY GAS CHROMATOGRAPHY – GC
PENTANE INSOLUBES/RETAINED SOLIDS/FILTERGRAM
PARTICLE SIZE ANALYSIS
TOTAL ACID NUMBER
TOTAL BASE NUMBER
WATER BY COULOMETRIC KARL FISHER METHOD
SAMPLING
SAMPLE DESCRIPTION SHEET
SAMPLING GUIDELINES
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REPORTING
ENGINE REPORT EXAMPLE
HYDRAULIC/DRIVE REPORT EXAMPLE
GRAPHICAL RESULTS AND COMMENTS- ENGINE
GRAPHICAL RESULTS AND COMMENTS – HYDRAULIC/DRIVE
TABLE OF CONTENTS (CONTINUED)
COMPILATION OF REPORT - ENGINE
COMPILATION OF REPORT – HYDRAULIC/DRIVE
WEBSITE INTRODUCTION
NETINSPEC LOGIN
CUSTOMER PAGE
EQUIPMENT PAGE
REPORT PAGE
GRAPHICAL REPRESENATIONS
PRINTABLE REPORT
SAMPLE REGISTRATION VIA NETINSPEC
BARCODE ENTRY
SAMPE DETAIL ENTRY
WEAR MECHANISMS IN SUMMARY FORM
SURFACE FATIGUE WEAR
ADHESIVE WEAR
DELAMINATION WEAR
ABRASIVE WEAR.
MAXIMISING THE OIL LIFE IN EQUIPMENT
RULER PRESENTATION
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INTRODUCTION
For the value of Oil Analysis Condition Monitoring and
Preventive Maintenance to be fully realised, the end user must
have a basic understanding of the lubrication process and the
various lubricants used. Lubricants are called on to perform
many functions in today’s increasingly complex operating
environments. As such, lubricants themselves have evolved to a
high state of technological development to ensure correct
performance and protection of the lubricated equipment.
This presentation serves to provide an overview of lubrication
and show why it is beneficial to undertake Condition Monitoring
of equipment through an effective Oil Analysis Program. Such a
program is applicable to any industry or environment that utilises
lubrication, for example, Mining, Construction, Transport,
Agricultural, Aircraft, Shipping, and Refrigeration.
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LUBRICATION
A dictionary definition of lubrication is “...the process of
smearing with oil, grease, etc to reduce friction”. Probably as good a
definition as you might find from conventional sources, butWhat is Lubrication ?
What properties are required in a lubricant ?
What can affect these properties and how can these
effects be monitored to maximise lubricant and equipment usage ?
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Lubricants can be divided into five main
groupings, i.e. :
ENGINE OIL
HYDRAULIC OIL
TRANSMISSION/DRIVE OIL
GREASE
SOLID
Before a detailed study of lubrication can be
embarked upon however, a digression into
basic physics is necessary to depict the
major factor in the lubrication process.
That factor is
Friction
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FRICTION
Friction is an accumulation of Forces that tend to prevent motion
between surfaces that are designed to move relative to each other. The
extent of these frictional forces directly relates to the load placed on the
surfaces. The smaller the Area Of Contact , the greater the effect of the
Load per square millimetre. Point loading on rough surfaces is typical in
most applications in engineering, where the microscopic highs and lows
of the surfaces support the applied load.
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HOW SMOOTH IS THE
SURFACE OF A BALL BEARING?
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X 100 magnification
X 200 magnification
For example, consider the bearings in an internal combustion engine,
mating gear teeth in a gear box or the piston of a hydraulic ram. In
each of these cases, surface roughness is a critical factor. A simple
example of the effect of surface roughness on motion is to take two
metal working files, secure one to the bench and place the other on
top and then add a load to the top file. Try to slide the top file out
from beneath the load. It is difficult to achieve the desired motion due
to the surface roughness.
Frictional forces
resist motion
LOAD
UPPER FILE
Point Loading
LOWER FILE
Desired motion
BENCH
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If you take a very close look at even the “smoothest” surfaces
that would be encountered in engineering applications, each surface
would consist of microscopic high and low spots as depicted below in
cross section. The metal to metal contact would only be on the high spots
(called asperities) with the consequent point loading. Point loading leads
to a High Coefficient Of Friction which generates enough frictional
heat to cause the two surfaces to weld microscopically and then stretch
and shear and generate wear metal particles as the motion of the surfaces
continues. The welding and then shearing, in addition to generating wear
debris particles, also leaves microscopic highs and lows on the moving
surfaces which can weld and shear etcetera etcetera. The generated
debris leads to wear due to erosion of the surfaces by impacting on the
surfaces and by embedding in the surfaces causing abrasive wear.
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WEAR
WEAR IS TYPICALLY
REFLECTED IN FOUR
MAIN MECHANISMS
SURFACE FATIGUE WEAR
ADHESIVE WEAR
DELAMINATION WEAR
ABRASIVE WEAR
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SURFACE FATIGUE WEAR
TRAPPED PARTICLE CAUSES SURFACE STRESS WHICH
CRACKS AND FAILS TO RELEASE MORE PARTICLES
LOAD
LOAD
LOAD
LARGE NON-FERROUS
FRAGMENT FROM A
LARGE JOURNAL
BEARING
MAGNIFICATION X120
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ADHESIVE WEAR
WELD OCCURS
WELD FRACTURES
AND GENERATES PARTICLES
ADHESIVE WEAR DEBRIS FROM A TRANSMISSION
120X MAGNIFICATION
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DELAMINATION WEAR
ROLLER BEARING WEAR
MAGNIFICATIONX 160
JOURNAL BEARING WEAR
MAGNIFICATIONX 160
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ABRASIVE WEAR
TWO BODY
THREE-BODY
HARD
SOFT
SOFT
HARD
120X Magnification
PARTICLES FROM A GEAR BOX FAILURE
DUE TO THREE-BODY ABRASIVE WEAR
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The possible “solution” of fine polishing these
asperities to make the surfaces “smoother” would entail
extremely expensive and time consuming processes
which would not be economically feasible. Another way of
effectively reducing the effects of the asperities is to
introduce a material between the surfaces thus forcing
them apart. By “filling in the surface imperfections”
the point loading is dramatically reduced and hence the
coefficient of friction is reduced. Motion can thus be
achieved more easily.
There are three main types of friction-reducing
materials and these can be used singularly, or in
combination as the application dictates. They are:
LIQUIDS
SEMI-SOLIDS
SOLIDS
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Extensive research has been carried out in liquid lubricants,
including those that incorporate the advantages of solid lubricants.
The main thrust of such research has been in establishing the
correct lubricant thickness under varying environmental
conditions. Accordingly, recommendations of lubricant Viscosity
(the term used for lubricant thickness) should be adhered to rigidly.
While the viscosity of the lubricant at one temperature may be
satisfactory to maintain the desired clearances, it is the lubricant’s
ability to maintain these clearances at higher or lower temperatures
that determines the lubricant’s suitability.
The variation of the viscosity of a lubricant with temperature is
called its Viscosity Index (VI). An oil with the least amount of
variation of viscosity with temperature has the highest VI while
conversely the greater the variation the lower the VI. In instances
where wide ranges of temperatures can be experienced such as
internal combustion engines, the VI is an important parameter.
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VI of around 100 is indicative of a paraffin base
which is oxidation resistive. Lower VI’s can be
tolerated where the operating environment is not
subjected to the same amount of temperature
variation or possibility of external contamination
such as in a gear-box or hydraulic system. For the
stability factor among others, however, paraffin
base oils are preferred for these applications.
Modern base oils are are grouped in classifications
which identify the type of base oil. Mineral oils
generally refer to the lube fraction product from the
refining process of crude oil that has been
separated and purified. Categorised as a GROUP I
base oil it is typically about 95% saturated
hydrocarbon and 5 % aromatic hydrocarbon
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content. There is more on classifications later.
The liquid type material is generally employed
where it can be easily contained and relatively
protected from external contamination. These
include Oils (vegetable, petroleum, synthetic), or
other fluids such as water or solvents in combination
with additives (discussed later). For simplicity only,
consider all of these liquid lubricants as acting in a
similar manner.
A liquid can be considered as consisting of “balls”
that are able to slip and slide over each other but
are nevertheless “stuck” together. If the size of the
balls can used to represent the thickness of the
lubricant, the method of providing a lubricant film
can be explained.
.
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By forcing the “balls” between the surfaces which are to move
relative to each other, the asperities effect can be overcome to
varying degrees depending on the “size” of the “balls”. If the
lubricant is too thin, the balls cannot fully support the load and
keep the surfaces apart sufficiently to permit unimpaired motion.
So if one of the two surfaces is harder than the other, then the
softer material will be gouged away by the asperities of the harder
material. Microscopic particles of the worn material will be picked
up by the lubricant and carried around the system
000000000000000000000000000000000
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=
OIL MOLECULES - TOO
SMALL TO SEPARATE
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THE SURFACES
(VISCOSITY IS TOO LOW)
Better surface separation can be achieved with a thicker
lubricant made of bigger “balls” that are still small enough to slide
over each other while still being in contact with the surfaces at all
times. The surfaces are constantly “wet” with lubricant.
0000000000000000000000
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=
OIL MOLECULES ARE OF
SUFFICIENT SIZE TO SEPARATE
THE SURFACES AND PERMIT
MOTION WITH SURFACES
“WETTED” AT ALL TIMES WITH
THE LUBRICANT.
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OIL VISCOSITY IS CORRECT
Even thicker lubricants can maintain a satisfactory surface
separation but the “balls” may be too large to maintain constant
surface “wetness” during motion. With a fixed clearance dictated
by the applied load to the surfaces, the “balls” cannot squeeze into
the gap and prevent the surfaces contacting and wearing.
00000000000000
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000000000000
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0000
=
OIL MOLECULES ARE TOO LARGE.
ALTHOUGH THEY CAN SEPARATE THE
SURFACES, THE SURFACES CANNOT
BE MAINTAINED CONTINUALLY WET
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WITH LUBRICANT.
OIL VISCOSITY IS TOO HIGH
A lubricant film will adhere to surfaces upon which it comes in
contact. This is referred to as Boundary or Thin Film lubrication.
It is the main source of lubrication in equipment upon starting from
rest. In this case the asperities can and will make contact and wear
occurs. The lubricant does not move.
How Does The Oil Get in?
.
BEARING CENTRE
SHAFT
CENTRE
As relative motion between the surfaces starts and speed
increases, particularly rotational motion, the boundary lubrication
film is increased as the lubricant is forced between the surfaces. As
the film thickness increases, some of the lubricant will move with
the moving surfaces and then finally a significant amount will flow.
This latter process is known as Hydrodynamic Lubrication. A
combination of the two types of lubrication occurring as the film
builds up is referred to as Mixed Lubrication. (see next slide)
PRESSURE AREA
How Does The Oil Get in?
83
.
BEARING CENTRE
Starting Up
OIL IN
How Does The Oil Get in?
SHAFT
CENTRE
PRESSURE AREA
.
86
BEARING CENTRE
Increased
OIL IN
The fluid film, the boundary lubricant, which develops pressures
sufficient to carry the load and hence permit motion, is increased
due to the “wetted” surfaces dragging more “balls” (molecules)
between the surfaces when these commence rotating.
A situation will be encountered at which the maximum film
thickness is achieved. The oil molecules can be considered as a
wedge that continually supplies replacement lubricant to maintain
this film thickness. The faster the rotation, the greater the
separation until maximum thickness is achieved. Conversely, as the
rotation slows down the film thickness diminishes. The same
principle applies to meshing gears.
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At Rest
SHAFT CENTRE
PRESSURE AREA
How Does The Oil Get in?
.
BEARING CENTRE
87
Full Speed
OIL IN
PRESSURE AREA
SHAFT CENTRE
88
Liquid movement increasing
Liquid stationary or hardly moving
Surface
Liquid moving freely
Distance from surface
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A term “Molecular Shearing” should be mentioned at this point.
The forcing of the lubricant molecules between the surfaces causes
a strain on the molecules which are primarily long chain
hydrocarbons. If the strain applied is great enough, the molecule
can break. With normal paraffin oils the Shear Stability is good.
The oil molecules possess great bond strength. With VI improved
oils however, this is not necessarily the same. VI improvers are
generally very large molecules, considerably larger than oil
molecules. They may be considered as being “coiled up”. Under
load and heat, the molecule uncoils initially but this leaves it
weakened and further loading can cause the molecule to “shear”
into smaller coiled up molecules. This results in a thinner oil with
all its consequences concerning boundary layer thickness
mentioned earlier. It follows that VI improved oils may not
necessarily be a good option in areas of high shear potential such as
gear boxes and manual transmissions.
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Consider now the semi-solid lubricant case. Grease
is the most common semi-solid lubricant and is mainly
comprised of oil that has been artificially thickened with
usually a lithium or aluminium based soap or clay such
as diatomaceous earth e.g. bentonite. Greases are
generally employed where problems associated with
containment of a liquid lubricant are encountered.
Greases can also incorporate “tackifiers” to make the
lubricant adhere to the gear teeth during their operation
such as is the case with open gear lubrication. The
“ball” analogy previously described for liquid lubricants
is also applicable to semi-solid lubricants.
Semi-solid lubricants can also include waxes and soaps
that fill the asperities and assist relative motion by
temporarily supporting the loaded surface. The
application is not as efficient as liquid lubricant or
grease situations.
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The solid lubricant method of friction reduction entails “filling-in”
the surface imperfections with a material that has a good load bearing
capability but can easily shear when motion is commenced. Typical
examples of such solid lubricants are Molybdenum Disulphide, and
Graphite. Both of these materials have structural characteristics that can
be portrayed as a deck of playing cards. The deck can support a
considerable top load, while motion can still be achieved due to the low
shear strength of the material. Molybdenum Disulphide has a load
carrying capability greater than 5 times that of steel and yet has a very
low shear strength that permits motion by layers of the Molybdenum
Disulphide sliding over each other while supporting the load. Coatings
such as these can be applied by bonding processes for completely dry
lubrication applications, or they can be and are successfully incorporated
into formulated liquid lubricants that combine the attributes of both solid
film and liquid lubrication. Mention should also be made of the
introduction between the rough surfaces of plastic type materials such as
“ teflon” that have applications in some instances. Previous
REFINING
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Crude oils are mixtures (fractions) of hydrocarbons in varying
proportions. The refinery process in its simplest terms is the process of
SEPARATION OF THE FRACTIONS BY BOILING POINT
MODIFICATION OF THE FRACTIONS INTO END PRODUCTS &
PURIFICATION OF THE END PRODUCTS.
The products are many and varied in consistency and type as seen in the
accompanying simple schematic of a refinery operation. From an oil
analysis perspective, the lube oil fractions, as well as the fuels, are of
most interest. The Lube Oil Fractions through further processing will
produce paraffinic, naphthenic and aromatic type base oils, all of which
have their own particular uses. Paraffinic oils (saturated and
predominantly straight chain hydrocarbons) are most stable to oxidation
which is desirable in engine, hydraulic, transmission, turbine, gear and
compressor use, while naphthenic (saturated, branched chain
hydrocarbons) and aromatic (unsaturated cyclic hydrocarbons) base oils
are required in low temperature use such as in refrigeration and air
conditioning.
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COMPRESSOR
L.P.G.
RUBBER RAW MATL.
REFORMER
ALCOHOL
CRUDE
VACUUM DISTILLATION TOWER
PETROL
THERMAL
CRACKER
CATALYTIC
CRACKER
PLATFORMERS
AVIATION
GASOLINE
REACTOR
JET FUEL &
KEROSENE
HEATING OIL & DIESEL
LUBE OIL BASE STOCK
FUEL OIL
WAXES
BITUMEN
SULPHUR
FILTER
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FUELS
Fuels have gone through more refinement in the last decade or two and includes
elimination of lead anti-wear/anti-knock additive for gasoline except for aviation gasoline
and the reduction in sulphur content of diesel fuel from the 0.5 % permissible content to
the recent limit of 0.05 % with a further refinement to 0.005% by 2006. These
refinements have been legislated to reduce the particulate (smog production) content
and the air pollution due to lead and sulphur/nitrogen oxides. The extraction of the
sulphur by hydrogen reaction (called hydrodesulphurisation) leaves the diesel with little
to no lubricating ability for injector pumps and injectors and this must be compensated
for by the addition of a lubricity additive similar to that used in jet fuels.
USE OF RENEWABLE RESOURCES IN FUEL
Addition of renewable resources has also been adopted in many countries and these
include the use of alcohol in petrol and vegetable oils in diesel fuel (called biodiesel).
The amount of the renewable resources added to each of these fuels is still under
consideration. Problems encountered with alcohol in petrol include loss of power by
about 3 % for 10% alcohol content, the increase in its conductivity that may cause
corrosion in fuel systems and the increased moisture content in the fuel due to the ability
of the alcohol/petrol mix to absorb water. For vehicles designed to use this sort of fuel,
these problems can be reduced as long as the alcohol content is kept to an acceptable
level (10% for standard production type vehicles). Analysis of fuels from time to time
may be necessary in determination of failure modes, and for monitoring the condition
and quality of fuels.
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MINERAL BASE OILS
The lubricating oil fractions from the refinery after purifying and de-waxing are
referred to as base oils. For engine, transmission, drive, hydraulic, compressor
and turbine the more paraffinic the oil the more stable the oil is to oxidation. As
the oil comes out of the normal refinery process, the composition is typically 95
% saturates (paraffinic and naphthenics in a ratio of approximately 1:1 for
higher viscosity oils and 1.5:1 for lower viscosity oils) and 5 % aromatics and
this type of oil is classified as GROUP I. VI of Group I is typically less than 100.
Further refining by varying processes employed by the different oil refiners
removes or converts more waxy products and reduces aromatics content to
below 1% produces oils with more paraffinic and less naphthenic components –
typically 65% paraffinic and 33% naphthenics. These oils, classified as GROUP
II, are more stable than GROUP I oils and are being used more and more in the
longer drain engine oils where resistance to oil oxidation becomes more
important. A VI of greater than 100 is a characteristic of Group II oils.
Reprocessing further to further convert the naphthenics to paraffinics to
approximately 15% leads to a classification of GROUP III. This provides the
base oil with a VI of greater than 120. GROUP III oils when mixed with
appropriate additives can be marketed as synthetic or semi-synthetic products.
Cost to manufacture GROUP II and GROUP III is high and this is reflected in
the price of the finished product.
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SYNTHETIC BASE OILS
Although GROUP III oil based products can be marketed as synthetic or semisynthetic products, they are not truly synthesised in the true sense of the word.
The two main types of synthetic oils are
POLYALPHAOLEFIN (PAO) and ESTER based synthetic oil are chemically
manufactured from appropriate raw materials.
PAO base oils are classified as GROUP IV and have ethylene gas (an olefinic
compound), which can be sourced as a by-product of crude oil refining, as the primary
building block which is polymerised (combined with each to make bigger molecules) to
become a liquid with a predetermined viscosity. PAO blended lubricants, being made
with pure hydrocarbons base oils, are generally compatible with normal mineral oils
that use Group I, II or III base oils which is an important characteristic if the lubricant
used is to be upgraded to a Group IV base product. Group IV base oils are very
oxidation stable and suitable for long drain intervals. VI of greater than 130 is typical of
PAOs.
Ester based synthetic oils are classified as GROUP V and are manufactured from
organic acids and organic bases forming compounds that are stable and fluid at very
low temperatures which make them suitable for a wide range of uses dependent upon
the selection of the raw materials. Alcohol is an organic base and can be produced in
many forms such as diols which are used to produced synthetic DI-ESTERS or other
polymers called polyols which are used to produced synthetic POLYOL ESTERS. VI of
approximately 140 and greater is typical of ester based oils. Previous
EFFECTS OF SYNTHETIC BASE OILS
Some incompatibility of seals can be encountered with synthetic base oils and of these
oils, the ester based products have the greater effect. To overcome these apparent
incompatibilities, blends of PAO and GROUP II/GROUP III oils and PAO and Ester
Based Oils can be used in addition to or instead of replacement of the affected seals.
Some incompatibility with lubricants using only GROUP V base oils and mineral type
base oils may occur and if mixing of the lubricants is possible in use, advice from the
lubricant manufacturers should be sought.
Although GROUP V oils are used, and have been used for a long time (some go back as
far as the early part of last century), in lubricants in their own right such as jet gas
turbine oil, they have found a great acceptance in the lubrication field as an additive to
impart their special capabilities to other lubricants. The lubricants known as semisynthetic oils quite often will incorporate GROUP V oils in the formulation. Additive
manufacture for the oil industry also utilise GROUP V oils in the preparation and
handling of the products due to their stability, low viscosity and high VI.
An added benefit of GROUP V oils is that they are substantially more bio-degradable
than the mineral or PAO hydrocarbon oils. In environmental considerations, the ability to
breakdown in nature, some up to 80 %, is a great plus should spillage or leakage occur
or if recycling of the used lubricants is to be considered.
While GROUP IV and GROUP V base oils have many desirable properties, not the least
of which being their being renewable resources, the selection of a lubricant for a
particular function should include the cost consideration as both oils are expensive to
manufacture.
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OILS AND OIL ADDITIVES
• BASE OIL
• CORROSION
INHIBITOR
• MINERAL
• ANTI-OXIDANT
• SYNTHETIC
• VISCOSITY INDEX
IMPROVER
• ANTI-FOAM
• EXTREME
PRESSURE
• DETERGENT AND
DISPERSANT
• AFTER
MARKET
• POUR POINT
DEPRESSANT
. ANTI-WEAR
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Multigrade oils have been introduced into the modern engines to
give them the capability to lubricate at cold starting in order to
minimise start-up wear while at the same time provide the
capability of maintaining this lubrication at operating temperature.
Base oils by themselves will have a characteristic “thinning out”
over a temperature range. This is measured as its VISCOSITY
INDEX and will generally have a value of 95 to 100 for a good
GROUP I oil. To increase this VI and thus increase the lubrication
ability of the oil at elevated temperatures, an additive called a
VISCOSITY INDEX IMPROVER is added to the blended oil.
Consider the molecules of the VI Improver as being springs which
resist expanding thereby keeping the oil molecules closer together
and therefore maintaining the oil at a thicker viscosity. At cold they
play little part in the lubricant but as the temperature increases they
retard the thinning out.
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Detergents in oil operate principally in the same manner as detergents in the
home. They clean surfaces. By their chemistry, they can also have the effect
of keeping the material removed in suspension until it can be removed by the
system filters or by change-out. These additives also chemically protect oil
from attack and neutralise acids that are formed by fuel combustion.
A term which is common in engine oils is the TOTAL BASE NUMBER (TBN)
(the measure of the oils resistance to acid formation). Engine oils are typically
of TBN 6 to 10 for most applications. You may hear terms such as calcium or
magnesium petroleum sulphonates or phenates bandied about by theorists.
These are the chemicals generally employed to perform the detergent action.
The different metals (calcium and magnesium) produce different amounts of
ash when burnt in an engine during combustion. This ash content, its
formation and its effect on an engine is studied closely by engineers to
determine the extent to which it will adversely affect the longevity of the
engine.
Dispersants are chemicals which when added to oils assist the detergent
additive keep the contamination which it has cleaned from surfaces in
suspension until the contamination can be removed. These products are
chemicals such as succinates and organic amines which may or may not be
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attached to metals in the compounds.
Both product types will contribute to the oxidation value of the lubricant.
Frictional forces within a lubricated system tend to generate wear by
metal to metal contact. The heat generated by this contact is so severe
that the metals weld together and further motion of the surfaces tears
these welded sections apart creating a rough surface and wear debris.
An additive called ANTI-WEAR Additive utilises the heat generated by
relative surface motion to chemically bond with the metal surfaces and
prevent future welding and in doing so retards the wear effect. A typical
anti-wear additive is Zinc Dialkyl (or Diaryl) DithioPhosphate (ZDDP)
sometimes referred to merely as zinc anti-wear additives. The true
chemical structure of the chemicals is important but does nothing to
improve on the above explanation as to why it is there.
Earlier types of anti-wear additives included lead naphthenate, but the
danger to the environment and personnel during manufacture, and later
in disposal of the waste lubricant resulted in the disappearance of this
product.
Phosphate type products such as the ZDDP will contribute to the
oxidation value of the lubricant.
ZDDP also has a protective action within a lubricant by counteracting
oxidation of the oil. It is classed as an anti-oxidant as well as an anti-wear
additive.
Previous
In cold climates, the oil may freeze and starve the
lubricated components of oil causing wear. An additive
that inhibits the freezing characteristics of the oil (in much
the same way as glycol in the cooling system inhibits
freezing of the water) is added.
The name POUR POINT relates to the temperature at
which the lubricant can just flow., ie a couple of degrees
cooler, the oil will in fact NOT FLOW.
Small amounts of sulphurised gelatine type material used
to be added but have now been replaced with methacrylic
(synthetic) material which bonds with the waxy deposits
and prevents agglomeration thus preventing oil
solidification. Nitrogen and oxygen also found in this type
of material and account for, in part, the nitration and
oxidation values in the lubricant.
Previous
Treatment of metal surfaces to prevent oxidation due to entrapped air is
catered for by the inclusion of a anti-oxidant/corrosion inhibitor, again
similar to that supplied in cooling systems. The inhibitor acts in two main
ways:
cover the exposed surfaces with a layer of additive
react preferentially with air thus preventing its attack on
metals surfaces.
Typically the oxidation inhibitors are of the phenol group of compounds
and again will contribute to the oxidation level of the lubricant.
examples:
2,4 dihydro tertiary butyl phenol
butyl acid hydroxy toluene
4,4-bis-(sec butyl amino)-diphenylmethane (UOP225)
Specific anti-oxidant chemicals are present in a lubricant to protect the
lubricant and are designed to be sacrificially consumed. When the antioxidant and corrosion inhibitor levels have been depleted to approximately
30 % of it original value, degradation of the lubricant can occur and the oil
should be redosed, if appropriate, or changed out.
Previous
Air is a lousy lubricant. Air
entrapment in lubricated
components permits metal to
metal contact and results in
excessive wear. An additive must
be included to permit the air to
quickly dissipate from the oil.
This is called ANTI-FOAM
additive and is generally in the
form of a silicone type oil in the
order of up to 10 parts per
million.
Previous
Extreme pressure (EP) additives are typically composed
of Phosphorus/Sulphur compounds which bond to the
moving surfaces under heat of welding and shearing of the
asperities. This bonding imparts a “slippery” surface on the
moving components exposed to wear and provides a better
surface to counteract wear. Gear oils are often referred to
as GL 1, 2, 3, 4, 5 or 6 with GL6 being the lubricant that will
provide the most protection. A gauge of the EP rating is the
sulphur content of the oil.
In engine oils, the detergent/dispersant and the anti-wear
additives also have such an EP effect but to a lesser
degree. This is why engine oil formulations are quite often
used to lubricate gear-boxes and hydraulic systems where
the requirements to oppose wear under load is not as
severe.
Previous
Although this appears to be the age old official oil company line
concerning after-market additives, the formulation chemistry of
lubricants these days is so complex that addition of extra additives to
oils, particularly engine oils, may in fact be detrimental to the equipment
by possible incompatibility of the formulated additives with the added
treatment. This is not to be confused with the “FLUSH-OUT” type
additives whose primary function is to clean engines prior to dumping
oil. The added detergent/dispersant in such products assists the cleaning
of the engine prior to putting new oil in the system.
In some instances, such as cleaning hydraulic systems by external
filtration, supplemental doses of ZDDP may be beneficial if the analysis
indicated that the level has been depleted.
Addition of some Extreme Pressure treatments have in some instances
proved beneficial, while others have shown little or no value. Solid
lubricants such as Molybdenum Disulphide colloidal dispersions or
Graphite dispersions can be beneficial.
Previous
As a general rule,
“If you want a better oil, buy one, don’t try and make it yourself”
FILTRATION
One of the major factors affecting the useable life of a lubricant is its
cleanliness. Accordingly it is appropriate to provide a few details of
filtration and the various classes of cleanliness commonly encountered
Filtration is the physical or
mechanical process of
retention or “capture” of
particles in a fluid by the
passage of the fluid through
a porous filter medium.
Previous
CLASSIFICATION OF
FILTRATION
•MACRO FILTRATION - >2 MICRON IN SIZE
•MICRO FILTRATION
- 2 MICRON TO 0.2
MICRON IN SIZE
•ULTRA FILTRATION
- < 0.2 MICRON IN SIZE
Previous
COMPARATIVE GUIDE FOR
SIZES OF PARTICLES
(MICRON)
Previous
FILTRATION PROCESS
• Gravitational separation from fluid- achieved
by rotational forces applied to the fluid
eg Glacier
• Depth retention - direct interception and /
or adsorption
• Surface retention - direct interception and /
or adsorption
Previous
BASIC FILTRATION
MECHANISMS
FIBROUS
• cellulose
• cotton
• micro
fibre glass
• synthetics
Previous
POROUS MEDIA TYPE
FILTERS
• SINTERED
METAL
•CAST
CERAMIC
•CAST
PLASTIC
•FOAMED
POLYMERS
Previous
SURFACE FILTRATION
MEDIA
•SCREEN
•ETCHED SHEET
•CAST
MEMBRANE
•EDGE
•STACKED DISC
Previous
EDGE FILTER TYPE
PRINCIPLES
Previous
FILTER RATINGS
ABSOLUTE RATING
Diameter of largest hard spherical
permitted to pass
NOMINAL RATING
Based on % of largest particles permitted
to pass
BETA RATING
Ratio of upstream particles of nominated
size with downstream particles
Previous
FILTRATION
Removal of contaminants is necessary to extend the service life of lubricants. This is
achieved by filtration. There are many types of filters on the market and some use
centrifugal force to separate contaminants from the lubricant, others metal discs, while
most employ cellulose or paper elements as the filtering medium. Some of these
mediums claim filtration to 0.1 micron.
Centrifugal filters are becoming more popular with engine manufacturers as evidenced
by the inclusion of these filters as an option or in some cases supplied standard.
Although not new technology, they have been in use for well over thirty years,
centrifugal filters, used in by-pass mode, employ engine oil pressure to spin the rotor
to effect separation of the solid contaminants which can be readily removed.
All filters will reduce the solid matter contamination to the appropriate micron size
without detriment to the properties of the lubricant, that is, they cannot remove the
additives from the oil formulations. Even polymers employed as viscosity index
improvers and tackifiers will pass through the filters as they are dissolved in the oil
base. A good rule of thumb to use when considering filtration of oil is "If It Can Be
Removed By Filtration It Shouldn't Be There".
Detergent and dispersants additive in an engine lubricant formulation works on the
basis of Physical Attraction to contaminants such as particulate matter and water.
When a filter medium stops particles of a size greater than its rated size, some
detergent\dispersant may initially be temporarily held back due to its adherence to the
particle. However this adhesion may be broken by the oil flow through the filter,
leaving the particle entrapped in the medium. The detergent\dispersant is free then to
continue its function.
Previous
With modern engine lubricants, the filters will halt only particles of size greater than its
micron rating due to the strong concentration of dispersancy resulting in good adherence
to particulate matter. Ideally, a filter rated at 5 microns or less is required to protect the 510 micron fluid film thickness normally encountered in the lubricated region. However,
this fineness of filtration may cause oil flow problems and these filters are generally
placed in a by-pass mode with the normally rated 25 micron filter left in full flow.
Protection of a system from premature wear can be attained by filtering out particles of
as small a size as possible and should be exercised where appropriate.
As filtration of Hydraulic and Transmission oils is also utilised, the life of filters and
lubricants should also be monitored for effective control of maintenance in these
compartments. The work of the NASA programmes for fluids used in aircraft
applications has provided the general lubricant market with a Cleanliness Rating Level
which can allow decisions to be made about oil cleanliness and filter effectiveness. ISO
(International Standards Organisation) 4406 and AS (Australian Standards) 4002 codes
have also followed suit as have the various military and industry codes
SAE AS (Aerospace Standard) 4059 particle size analysis levels up to 10
(ISO 20/19/16) is generally acceptable for normal operation in most applications of
Hydraulic and Transmission Fluid. Greater than level 10 could indicate that the filters
are blocked and should be replaced. Continued usage at levels greater than 10 could
result in premature wear in the respective areas. Ideally, Condition Monitoring
Programmes should include Particle Size Distribution analysis for Hydraulic and
Transmission systems that incorporate forced lubrication and filtration to gauge the
effectiveness of the filtration.
Previous
INTERNATIONAL STANDARD 4406
MEASUREMENT RANGE: >4um / >6um / >14um
MORE THAN
5 000 000 particles/ml
LESS THAN
10 000 000 particles/ml
ISO CODE
30
2 500 000
5 000 000
29
1 300 000
2 500 000
28
640 000
1 300 000
27
320 000
640 000
26
160 000
320 000
25
80 000
160 000
24
40 000
80 000
23
20 000
40 000
22
10 000
20 000
21
5 000
10 000
20
2 500
5 000
19
1 300
2 500
18
640
1 300
17
320
640
16
160
320
15
80
160
14
40
80
13
20
40
12
10
20
11
Previous
etc……..
ISO REPORTING
> 4 MICRON / >6 MICRON/ >14 MICRON
INCLUDES
SILT
&/OR DIRT
+
FINE WEAR
&/OR DIRT
INCLUDES
INCLUDES
FINE WEAR
COARSE WEAR
&/OR DIRT
&/OR DIRT
+
COARSE WEAR
&/OR DIRT
+
COARSE WEAR
&/OR DIRT
Previous
SAE AS 4059
MAXIMUM CONTAMINATION LIMITS
(particles/100ml)
Size – ISO 11171
>4um(c)
> 6um(c)
> 14um(c)
>21um(c)
>38um(c)
>70um(c)
Calibration (Projected
CLASSES
Area Equivalent Diameter)
000
195
76
14
3
1
0
00
390
152
27
5
1
0
0
780
304
54
10
2
0
1
1560
609
109
20
4
1
2
3120
1220
217
39
7
1
3
6250
2430
432
76
13
2
4
12 500
4860
864
152
26
4
5
25 000
9730
1 730
306
53
8
6
50 000
19 500
3 460
612
106
16
7
100 000
38 900
6 920
1 220
212
32
8
200 000
77 900
13 900
2 450
424
64
9
400 000
156 000
27 700
4 900
848
128
10
800 000
311 000
55 400
9 800
1 700
256
11
1 600 000
623 000
111 000
19 600
3 390
512
12
3 200 000
1 250 000
222 000
39 200
6 780
1 020
Previous
BETA RATING
Ratio of upstream particles of nominated size
with downstream particles
BETA RATIO
EFFICIENCY
1
0%
2
50 %
20
95 %
50
98 %
100
99 %
200
99.5 %
1000
99.9 %
Previous
Loader
Marine
Dump Truck
Road Transport
Excavator
Aircraft
Refrigeration
Previous
Crane
Metals: - Hydraulic system
Metals:
- Transmission
System
Iron, –Valve/pump
motor bearing
& gears/thrust washer
Chromium
Iron
, – Bearing/gears/thrust
Rams/liners/bearings
washer
Metals:
- -Drives
See later slide
for metals in
engine
Chromium
Copper
– Port
- Gears/bearings
Plate/pump motor
bearing/thrust washer
Iron, – Gears/bearing/thrust
washer
Hydraulic
Lead
Copper
– Pump
– Bearing/thrust
motor bearing/bushings
washer/friction discs/spacers
Chromium
- Bearings
Lead
Aluminium
– Bearing/bushings
– Dirt/liners/rams
Copper
– Bearing/thrust
washer/spacer
Silicon
Aluminium
– Dirt/sealant
– Dirt/converter
material/anti-foam
Lead – Bearing/bushings
Engine
Transmission
Silicon
Zinc
– Anti-wear/Anti-oxidant
– Dirt/sealant
additive
pad
Aluminium
– Dirt material/anti-foam/clutch
Calcium
– Detergent material/anti-foam
Additive additive
Silicon
– Dirt/sealant
Zinc – Anti-wear/Anti-oxidant
Final Drive
Magnesium
- Detergent
Additive
Final Drive
Calcium
–
Detergent
Additive
Zinc – Anti-wear/Anti-oxidant additive
Phosphorus
Anti-wear/Anti-oxidant
additive/EP additive Differentials
Magnesium
- Detergent
Additive
Calcium – Detergent
Additive
Magnesium
Additive
Phosphorus - Detergent
Anti-wear/Anti-oxidant
additive/EP
additive
Previous
NEXT
Phosphorus - Anti-wear/Anti-oxidant additive/EP
additive
Courtesy of Hitachi Construction and Mining Australia for reference purposes only
Applications
Metals: - Hydraulic system
Metals: - Drives
See later slide
for metals in
engine
Iron, –Valve/pump motor bearing &
Iron, – Gears/bearing/thrust
washer
gears/thrust
washer
Chromium--Rams/liners/bearings
Bearings
Chromium
Copper––Port
Bearing/thrust
Copper
Plate/pumpwasher/spacer
motor
Engines
Pump Drive
bearing/thrust washer
Lead – Bearing/bushings
Lead – Pump motor bearing/bushings
Aluminium – Dirt
Aluminium – Dirt/liners/rams
Silicon – Dirt/sealant material/anti-foam
Silicon – Dirt/sealant material/anti-foam
Zinc – Anti-wear/Anti-oxidant additive
Zinc – Anti-wear/Anti-oxidant additive
Hydraulic
Swing Drive
Final Drive
Calcium – Detergent Additive
Calcium – Detergent Additive
Magnesium - Detergent Additive
Magnesium - Detergent Additive
Phosphorus - Anti-wear/Anti-oxidant
Phosphorus
- Anti-wear/Anti-oxidant
additive/EP additive
additive/EP additive
Previous
Courtesy of Hitachi Construction and Mining Australia for reference purposes only
NEXT
Applications
Metals:
Metals:
Metals:
- Hydraulic
- Drives
- Transmission
system System
Iron
Iron
Iron
, –Valve/pump
, –,Gears/bearing/thrust
– Bearing/gears/thrust
motor bearing
washer
washer
&
Hydraulic
Differential
Wheel Motor or Hub or
Final Drive
gears/thrust washer
Chromium
Chromium
- Bearings
- Gears/bearings
Chromium- Rams/liners/bearings
Copper
Copper
– Bearing/thrust
– Bearing/thrust
washer/spacer
washer/friction
Copper
– Port Plate/pump motor
discs/spacers
Lead
– Bearing/bushings
bearing/thrust
washer
Lead – Bearing/bushings
Aluminium
– Dirt
See
later slide
Lead – Pump motor
bearing/bushings
Aluminium – Dirt/converter
for metals
in
Silicon
– Dirt/sealant
material/anti-foam
Aluminium
– Dirt/liners/rams
Silicon – Dirt/sealant
material/antiengine
Zinc
– Anti-wear/Anti-oxidant
additive
Silicon
Dirt/sealant
foam/clutch
pad material/anti-foam
Zinc
Calcium
– Anti-wear/Anti-oxidant
– Detergent Additive
additive
Zinc
– Anti-wear/Anti-oxidant
additive
Engine
Calcium
Magnesium
– Detergent
Detergent
Additive
Additive
Calcium
–-Detergent
Additive
Magnesium
Phosphorus
- Detergent
- Anti-wear/Anti-oxidant
Additive
Magnesium
- Detergent
Additive
additive/EP -additive
Transmission
Phosphorus
Anti-wear/Anti-oxidant
Phosphorus
- Anti-wear/Anti-oxidant
additive
/EP additive
additive
/EP additive
Previous
NEXT
Engine
Courtesy of Hitachi Construction and Mining Australia for reference purposes only
Applications
Metals: - Hydraulic system
Metals:
- Transmission
System
Iron, –Valve/pump
motor
bearing &
Hydraulic
Transmission
Engine
gears/thrust washer
Iron, – Bearing/gears/thrust washer
Chromium- Rams/liners/bearings
Chromium- Gears/bearings
Copper– Port Plate/pump motor
Copper– Bearing/thrust washer/friction
bearing/thrust washer
discs/spacers
Lead – Pump motor bearing/bushings
Lead – Bearing/bushings
Aluminium – Dirt/liners/rams
Aluminium – Dirt/converter
Silicon – Dirt/sealant material/anti-foam
Silicon – Dirt/sealant material/antifoam/clutch pad
Zinc – Anti-wear/Anti-oxidant
additive
Calcium –Zinc
Detergent
Additive
– Anti-wear/Anti-oxidant
additive
Magnesium
- Detergent
AdditiveAdditive
Calcium
– Detergent
Phosphorus
- Anti-wear/Anti-oxidant
Magnesium
- Detergent Additive
additive/EP additive
Phosphorus - Anti-wear/Anti-oxidant
additive/EP additive
Engine
NEXT
Previous
Equipment
See later slide for
metals in engine or
use engine button
below
Metals: - Transmission System
Metals: -Iron
Drives/Differentials
, – Bearing/gears/thrust washer
Iron, – Gears/bearing/thrust
washer
Chromium- Gears/bearings
ChromiumCopper
- Bearings
– Bearing/thrust washer/friction
discs/spacers washer/spacer
Copper– Bearing/thrust
Lead – Bearing/bushings
Lead – Bearing/bushings
Engine
Aluminium
– Dirt/converter
Aluminium
– Dirt
Silicon – Dirt/sealant
material/antiSilicon – Dirt/sealant
material/anti-foam
Transmission
Differential
foam/clutch pad
Zinc – Anti-wear/Anti-oxidant additive
Zinc – Anti-wear/Anti-oxidant additive
Calcium – Detergent Additive
Calcium – Detergent Additive
Magnesium - Detergent Additive
Magnesium - Detergent Additive
Phosphorus - Anti-wear/Anti-oxidant
Phosphorus - Anti-wear/Anti-oxidant
additive/EP additive
additive/EP additive
Previous
NEXT
Engine
Equipment
See later slide for
metals in engine or
use engine button
below
Hydraulic
Drive
Engine
Transmission
Differential
Metals: - Hydraulic system
Metals:
- Transmission
System
Iron, –Valve/pump
motor
bearing &
Metals:
- Drives/Differentials
gears/thrust
washer
Iron, – Bearing/gears/thrust washer
Iron, –- Gears/bearing/thrust
Chromium
Rams/liners/bearingswasher
Chromium- Gears/bearings
Chromium
- Bearings
Copper
– Port Plate/pump
motor
Copper– Bearing/thrust washer/friction
bearing/thrust washer
discs/spacers
Copper
– Bearing/thrust washer/spacer
Lead – Pump motor bearing/bushings
– Bearing/bushings
LeadLead
– Bearing/bushings
Aluminium – Dirt/liners/rams
Aluminium
Aluminium
– Dirt– Dirt/converter
Silicon – Dirt/sealant material/anti-foam
Silicon
– Dirt/sealant
material/antiSilicon
– Dirt/sealant
material/anti-foam
foam/clutch pad
Zinc – Anti-wear/Anti-oxidant
additive
Zinc – Anti-wear/Anti-oxidant additive
Calcium –Zinc
Detergent
Additive
– Anti-wear/Anti-oxidant
additive
Calcium – Detergent Additive
Magnesium
- Detergent
AdditiveAdditive
Calcium
– Detergent
Magnesium - Detergent Additive
Phosphorus
- Anti-wear/Anti-oxidant
Magnesium
- Detergent Additive
Phosphorus - Anti-wear/Anti-oxidant
additive/EP additive
Phosphorus
additive
/EP additive- Anti-wear/Anti-oxidant
additive/EP additive
Previous
NEXT
Engine
Equipment
Metals: - Gas
Hydraulic
Turbine
system
Engine
Iron, ––Valve/pump
Valve/shaft/thrust
motor washer/fan
bearing & blades
Metals: - Gear Box System
Tail Rotor
Gearbox
Intermediate
Gearbox
Main Rotor
Gearbox
Hydraulic
Engine
gears/thrust washer
Chromium – Shaft/bearings
Iron, – -Bearing/gears/thrust
Chromium
Rams/liners/bearingswasher
Copper – Bearing/thrust washer/fan blades
Chromium
- Gears/bearings
Copper
– Port Plate/pump
motor
Aluminium
–
Dirt/housing
bearing/thrust
Copper–washer
Bearing/thrust washer/spacers
Magnesium
– Housing
Silver
–
Bearing
Silver – Bearings
Silicon
– Dirt/sealant
material/anti-foam
Aluminium
–
Dirt/liners/rams/housing
Aluminium – Dirt/housing
Silver
– Bearings
Magnesium
Housing/rams
Silicon ––Dirt/sealant
material/anti-foam
Tin
– Bearings
Nickel
– Bearing
Silver
- Bearings
Nickel
– Fan
bladesshaft
Titanium
–
Pump
Titanium – Gear teeth
Titanium
– Fan Blades
Silicon
–
Dirt/sealant
Nickel – Bearingsmaterial/anti-foam
Phosphorus
- Housing
Anti-wear/Anti-oxidant
Magnesium
Magnesium – Housing
additive/EP additive/Synthetic Base oil
Phosphorus
- Anti-wear/Anti-oxidant
Phosphorus
- Anti-wear/Anti-oxidant
additive
/EP additive/Synthetic
Base oil oil
additive
/EP additive/ Syntheticbase
NEXT
Previous
Equipment
Metals: - Refrigeration
Compressor System
Iron, –Valve/pump motor gears/thrust
washer/liner/piston/shaft
Chromium- Pistons/liners/bearings
Copper– Motor windings/pump motor
bearing/thrust washer/heat exchanger tubes
Compressor
Lead – Pump motor bearing/bushings
Tin – Pump motor bearing/bushings
Aluminium – Dirt/main bearings
Silicon – Dirt/sealant material/anti-foam
Zinc – Anti-wear/Anti-oxidant additive
Sodium – Chiller water inhibitor
Phosphorus - Anti-wear/Anti-oxidant
Previous
additive/EP additive
CRITERIA FOR TEST
SELECTION
Some analyses for various pieces of equipment can be
split into different schedules dependent upon the desired
aim of the analysis as such. A brief description of this
split is as listed.
• EQUIPMENT CONDITION
MONITORING (Sch 1)
• EQUIPMENT MONITORING +
LUBRICANT OVERVIEW (Sch 2)
• EQUIPMENT AND LUBRICANT
CONDITION MONITORING (Sch 3)
Previous
Metals
ICP
Viscosity 100 C
Viscosity 40 C
Water by FTIR
Viscosity Index
Oxidation
Nitration by FTIR
PQ Index
T.B.N
Soot by FTIR
Fuel Dilution GC
As optional test
Soot by TGA
RULER
Acid Index
Previous
Dispersancy
NEXT
Engine
Metals
ICP
Water
Glycol by FTIR
Optional
Oxidation
- A measure
of theby FTIR
Nitration
RULER
remaining useful life of
the anti-oxidant additive
T.B.N, by FTIR
Soot by TGA
- A measureSoot
of the
by total
FTIR
soot content of an oil
Fuel Dilution GC
Previous
Engine
NEXT
Acid Index
Dispersancy
Viscosity 100 C
-wear metals and additives
plus contamination
-condensation of blow-by gas
or coolant leakage
-an indication of anti-oxidant
additive performance in the oil
-Total Base Number is the
oil’s protection against acidity
-soot causes oil to thicken and
needs
-fuelto
dilution
be monitored.
can indicate
FTIR
leaking
measures
injectors
soot >0.8
or poor
micron
ring
seal. Fuel thins out the oil.
- blow-by gases form acid with
water and these can
-soot,
water,
dirtsump
and
acculumate
in the
wear debris accumulate
in
the oil isand
are kept
-viscosity
measured
to
ensure theby
correct
oil is used
separate
the dispersant
and that the effects of
contamination are monitored
Air supply possible dirt
ingress source. Silicon &
Aluminium
Iron
Chromium
Iron
Chromium
Cam/Follower
Turbocharger
Iron or
Aluminium
Rings
Aftercooler
Plus
Silicon – Anti-foam additive
Iron
Chromium
Conrod
Crankshaft
Iron
Chromium
Cylinder Head
Piston
Iron
Chromium
Iron or
Aluminium
Small End Bearing
Zinc – Anti-wear/Anti-oxidant additive
Big End Bearing
Calcium – Detergent Additive
Main Bearing
Magnesium - Detergent Additive
Flywheel
No contribution to
wear metal values
Cooling
system
possible
source of
Sodium,
Boron
Potassium,
Copper.
Copper,
Lead, Tin
Copper, additive/EP additive
PhosphorusCopper,
- Anti-wear/Anti-oxidant
Courtesy Cummins Engine Company- Reference purposes only
Lead, Tin
Lead, Tin
Previous
NEXT
Wear Metals
ICP
EITHER
Water by FTIR
Viscosity 40 C
ISO Grade
Oxidation
Nitration by FTIR
OR
PQ Index
Retained Solids
Filter gram
Viscosity100 C
SAE Grade
Previous
NEXT
Metals
ICP
Water by FTIR
Oxidation
Nitration by FTIR
-wear metals and additives
plus contamination
-mainly sourced from leakage
past seals
-an indication of anti-oxidant
additive performance in the oil
-large metal (>35um ) particles
PQ Index
Viscosity 40 C
ISO Grade
OR
Viscosity100 C
SAE Grade
are detected by their effect on
a magnetic field. Smaller
paticles have less of an effect.
-viscosity is measured to
ensure the correct oil is used
and that the effects of
contamination are monitored
Previous
Wear Metals
ICP
Total Acid Number
Retained Solids
Water by KF
Viscosity 40 C
ISO Grade
Filter gram
Oxidation
Nitration by FTIR
OR
Particle Size
Analysis
Viscosity100 C
SAE Grade
Previous
-wear metals and additives
Metals
ICP
plus contamination
-mainly sourced from leakage
past seals and condensation
Water by KF
-an indication of anti-oxidant
Oxidation
Nitration by FTIR
additive performance in the oil
Total Acid Number
-as oil oxidises, acid number
increases
-cleanliness determination of
the oil reported in ISO and
SAE
AS4059
classes
-total
amount
of solid
matter
indicates
effectiveness
in
oil that isis
greater
thanto1 of
-viscosity
measured
micron
inpicture
size
-a microscope
of
ensure
the
correct
oil is used
-A
measure
offilters
the
Particle Size
Analysis
Retained Solids
Filter gram
optional
Viscosity 40 C
RULER
particles
and that
of
interest
the effects
of oil
remaining
useful
life in
of the
contamination
are monitored
the
anti-oxidant additive
Previous
-wear metals and additives plus
Metals
ICP
contamination
-mainly sourced from leakage past
seals and condensation
Water by KF
-known as TAN, as oil oxidises,
Total Acid Number
acid number increases
-a check on the oils’ ability to flow
Pour Point
at low temperatures
-an indication of acid present due to
Free Chlorides
Oil Content
Viscosity 40 C
as received
Previous
Viscosity 40 & 100 C
And Viscosity Index
refrigerant breakdown generally
associated
with water
and high
-an indicator
of separator
water
effectiveness
bycontent
determining the
-viscosity
is measured
amount(as
of received)
gas present
in oil.
to ensure that sufficient lubrication
-viscosityability
is measured
after purging
is present
of gas to ensure correct grade is
used.
-wear metals and additives plus
Metals
ICP
contamination
-mainly sourced from leakage past
sealsisand
condensation
-viscosity
measured
to ensure the
correct oil is used and that the
effects of contamination are
monitored
Water by KF
Viscosity 40 & 100 C
And Viscosity Index
-as oil oxidises, acid number
Total Acid Number
increases
-cleanliness determination of the oil
Particle Size
Analysis
Retained Solids
Optional
Filtration Ratio
RULER
Previous
Chlorine
reported in ISO/ SAE AS4059 or
Boeing classes indicates
-total amount
of solid
effectiveness
of matter
filters in oil
-A
measure
of the
that
is greater
than 1 micron in size
-a measure
of oil
thickening
when
remaining
useful
life
of
compared to new oil (not
the-anti-oxidant
chlorine can additive
indicate insulation
hyperlinked)
breakdown if found at >200 ppm in
oil.
ICP – Inductively Coupled Plasma
The oil sample mixed with a solvent, to thin the
sample allowing it to be pumped, is burnt in a
plasma torch which is basically superheated gas
(argon) at approximately 13000oC. The light
emitted from the sample during burning is a
mixture of the light given off by each of the metals
present. This mixture of light is separated into the
individual metals and the amount of light is
equivalent to the amount of metal present.
Each metal has a specific light wavelength which
identifies it from other metals
Iron, Chromium, Copper, Lead, Tin, Aluminium are some of the usual wear metals
expected from compartment components
Sodium, Potassium,Silicon are typically contaminants metals from environment or
cooling system
Calcium, Magnesium, Zinc, Molybdenum, Phosphorus are typical of the different
Previous
additive metals found in lubricants
FTIR- FOURIER TRANSFORM INFRA-RED
By looking at the scan through the infrared section of the light spectrum produced
by a laser beam as it passes through a thin
oil film, a “fingerprint” of the oil is
obtained.
This allows measurement of
oxidation and nitration values,
water content, Pentane
Insolubles (soot above 0.8
micron) content, glycol and
TBN for engine oils and
chlorine. The presence or
otherwise of synthetic type oils
can also be determined.
Previous
Return to engine
schedule
Engine oils must retain a significantly greater amount of
soot in suspension for the engine to comply with the
latest environmental legislations for clean air from
exhausts. The life of a lubricant must therefore depend
on exactly how much soot is retained without detriment
to the lubrication properties of the oil.
Typical CH4 and CI4 range of lubricants have been formulated with improved
base oils (GROUP II and GROUP III and in some case GROUP IV) for
oxidation stability and dispersants that are active at the expected higher engine
temperatures and are rated to significantly exceed 6.5% soot.
Soot by Thermo gravimetric Analysis (TGA) involves driving off all the base oil
component of a known weight of the lubricant at 660oC under a stream of
nitrogen so that the oil does not burn. The weight of the residue, which is the
solid component of the oil additives plus the soot from combustion of the fuel, is
recorded and oxygen is then added in place of nitrogen. While the temperature
in the TGA furnace is raised to 900oC the soot burns off first and this weight
loss is calculated by the instrument and recorded. This is the % soot content of
the oil.
Previous
Nitration A major component of air is the gas nitrogen. In extreme cases, it can react with the
lubricant and oxygen to produce an effect called nitration. In compartments such as gear boxes or
hydraulic systems, the nitration effect would be minimal since the exposure to air and high heat
(>300 deg C) is rarely encountered. However, in the combustion process in engines, the
temperatures exceed 600 degrees C. Oxygen, Nitrogen, fuel and lubricating oil combine to form
nitration products including nitrogen oxides which by and large are exhausted to atmosphere. Some
can however, find its way past the rings and into the crankcase. Once in the crankcase the nitration
product will combine with soot, oxidation and sulphation products and remain as the ingredients of
Pentane Insolubles content as previously discussed. The nature of the soot (carbon formed by
incomplete combustion of the fuel) is such that nitrogen oxides and nitration products are absorbed
and retained in the sump oil. Again, as in the case of oxidation, the infra-red signature of the
lubricant shows the extent of presence of nitration. As would be expected, the value for a new oil is
low as nitrogen based products are used sparingly in normal lubricant production. As the soot
content of the used oil increases, so does the nitration level. Acid Index is affected by nitration.
Oxidation Lubricants will oxidise when exposed to air or products of combustion in engine oils. The
oxidation level can be determined using infra-red signatures of the lubricant and any increase in
oxidation from the “new oil” value (typically 18), is a measure of how the oil is standing up to the
harsh environment in which it must operate. The smaller the number quoted in the report, the lower
the amount of oxidation. Conversely a high oxidation level will indicate the likelihood of the oil
thickening and eventual failure of the lubricated component due to a lack of effective lubrication. In
applications where the lubricant has only minimal exposure to air such as sealed gear
compartments and hydraulic systems, the oxidation level would not be expected to increase to the
same extent as occurs in engine lubrication. As such, the lubricant life is generally longer in these
compartments than in engines. Oxidation preventing additives, called oxidation inhibitors, are
generally incorporated into most formulations to counteract the effect that oxygen and heat, the
major cause of the oxidation, have on the lubricant.
Previous
Viscosity (oil thickness measurement) of new and
used oils characterise the lubricant as to its grade.
Viscosity grades are listed as SAE or ISO.
ISO grades are specified at 40oC in centistokes
(cSt) or mm2/s as +/- 10% of the nominated value.
For example ISO 46 has a viscosity range of 41.4
to 50.6 cSt (46 +/- 10%)
SAE grades are specified at 100oC. For example,
SAE 40 grade oil has a viscosity range of 12.5 to
16.3 cSt, with the next grade following on ie SAE
50 range is 16.3 to 21.4 cSt etc.
A set volume of lubricant to be tested is introduced by vacuum into specially designed
tubes on the Cannon Auto Viscometer (CAV). After soaking at the required temperature,
the oil is allowed to flow. The time taken for the oil to pass indicated calibration points is
automatically measured and the time in seconds is multiplied by the calibration factor for
the appropriate tube to give the viscosity in cSt or mm2/s. This is repeated and recorded
if it complies with the appropriate reproducibilty criteria.
Previous
The Viscosity Index (VI) of the lubricant is a
calculated value based on the viscosity values
at 40 C and 100 C. Again, like the viscosity
value itself, the VI can be used to characterise
or confirm the identity of a lubricant as monograde or multi-grade.
A MONO-grade oil has a VI typically between 95
and 105. This is generally a function of the
base oil of the lubricant.
A MULTI-grade oil has a VI typically greater
than 120. This is achieved normally by
introduction of a polymer type compound, called
a VI Improver, to the lubricant during
formulation.
Previous
Large particles
indicate abnormal
wear and have greater
effect on magnetic
field
N
S
Smaller ferrous
particles have lesser
effect on magnetic
field and are typical
of normal wear
Particle Quality (PQ) measures the effect of the wear particles on a magnetic field. When
calibrated on known standards, index or relationship number can be produced and from this criteria
for satisfactory, significant and severe wear can be determined and reported as the PQ Index.
The effect of the particles on a magnetic field can be used to detect the type of wear. Small
fragments( <10 micron) would have the least effect on a magnetic field, while larger chips (>35
micron) would have a larger effect increasing with chip size increases.
Normal Wear:
Small wear particles due to typical welding/breaking cycle. (PQ < 200)
Significant Wear: Medium sized particles causing gouging of metal and resulting in
large than normal particles being generated. These in turn become
the cause of even larger particle generation. (PQ > 200 but < 600)
Severe Wear:
Large particle occurrence which may reflect presence of metal particles
due to fatigue fracture or pitting of the metal components. This
production of large metal chips can in turn induce enough wear to cause
further disintegration and rapid onset of failure. (PQ > 600)
Previous
1
2
3
4
5
Acid Index test procedure utilises the reaction acid, that can be extracted from the
oil by water, on an indicator solution, which is sensitive to acid content. The
indicator changes colour through 5 separate steps. The ratings are listed below:
1
Typical of new oil with little or no water extractable acid. Oil is suitable for
use.
2
Typical of a used oil with low acidity level. Oil is suitable for further use.
3
Typical of used oil with a medium acidity level. Oil is suitable for further use.
4
Typical of a used oil whose acidity level has increased to a point where the oil
requires changing.
5
Typical of used oil with significant acidity level.
change.
The oil is overdue for a
The acidity comprises blow-by gas condensations of sulphur oxides, nitrogen
oxides, water, and oil oxidation.
Previous
Dispersant additives are incorporated in engine oil formulations to avoid
accumulation of contaminants such as water and soot that result in
sludging. It can adversely affect the engine operation through filter
plugging, deposition on moving surfaces and by thickening of the oil to an
extent that lubricant supply will be restricted leading to oil starvation.
Dispersancy is simply assessed using the "blotting paper" test and is
judged as:
GOOD
Satisfactory dispersant properties in oil.
FAIR
Unsatisfactory dispersant properties that require that
the oil be changed. Other parameters of analysis will normally be adverse
also.
POOR
Unacceptable or no dispersant properties in oil. Oil in
this state will be considered overdue for change and will also be reflected in
adverse test results in other areas.
Previous
Gas Chromatography can precisely
determine the fuel dilution in a
lubricant to as low as 0.1% v/v by
separating and quantifying the actual
fuel content.
Flash point drop is another method used
by some laboratories for fuel dilution with
a + or – 4% level of fuel contamination.
Determining the extent of the
contamination by fuel by accurate
means is essential for the effective
monitoring of engine performance.
An indication of fuel dilution can be determined from viscosity value
decrease, however “sooting”, another product of incomplete combustion of
fuel, can have a thickening effect and thereby disguise fuel dilution
problems.
Previous
continued
GC or Gas Chromatography is, in
essence, boiling the fuel out of the oil
into a confined space (chromatography
column) in a stream of inert gas and
using a specific detector (flame
ionisation) to determine how much of
the fuel is present by using standards.
Values of 0.1% and upwards can be
measured by the instrument. Some
engines are critical at 2.0% fuel dilution.
Other methods such as Flash Point
and Viscosity comparison may detect
3-4% fuel dilution.
Previous
Pentane Insolubles content in engine oils and Retained Solids content of other oils
are determined by filtration to 0.8 micron and weighing the filtered material. In
engine oils, the insoluble matter, filtered out using Pentane solvent, is principally
soot and some gummy residue , dirt and wear debris. In other oils the insoluble
matter is more likely to be wear debris and dirt.
Photomicrograph of the solids of interest filtered from the oils other than engine oils
are taken and downloaded onto the report. This can aid in identification of the type
of contamination and also in some cases the wear procedure.
Previous
By passing a laser beam though a moving stream of the
lubricant, particles of the various sizes present will stop the
laser light getting to the sensor in proportion to the size of
each particle (that is the larger the particle the larger the
“shadow” and the less energy getting to the sensor and vice
versa). These “shadows” are counted and the sizes, based
on the above principle, are computed and reported for
predetermined size ranges that have been established for
cleanliness of lubricants.
Results can be presented utilising Aerospace Standards
(SAE AS 4059), ISO 4406, or any other standard appropriate
for determining oil cleanliness after calibration to ISO11171.
Particle sizing is useful mainly in forced lubrication systems,
where the cleanliness can be controlled by filtration. Splash
lubricated applications are not ideally suited because the
sample in all likelihood would not be representative and there
generally are no controllable means of reducing the particle
count.
Previous
Oil formulations generally will have some
acidic properties. The acidity
determination is known as Total Acid
Number (TAN) and is measured by the
amount of base it takes to neutralise the
acid present in the oil. The value is
expressed in mgKOH/g, ie milligrams of
potassium hydroxide per gram of oil that is
needed to the react with the acid present.
Acid in systems can lead to corrosion
products if left too long in the system and
is counteracted by adding anti-oxidants
into the oil’s formulation at manufacture
which prevent the acid forming by being
preferentially used up during service.
When the antioxidant has been consumed
the TAN will start to rise.
Previous
Engine oil formulations generally will
include additive which impart a basic nature
to the oil. When analysed, this is known as
the TOTAL BASE NUMBER (TBN) by test
method ASTM D2896 and is measured by
the amount of acid it takes to neutralise the
base present in the oil. The value is
expressed in mgKOH/g, ie milligrams of
potassium hydroxide per gram of oil that is
equivalent to the amount of acid needed to
the react with the base present. The TBN is
included in the formulation to counteract
acid formation due to oil oxidation and
more particularly the acids formed on
combustion of fuels.
The analysis for TBN is similar and uses the
same equipment as the analysis for TAN
Previous
The accurate measurement of water in lubricants is
critical. In instances where the water content must be
of a low level such as in hydraulic systems and
turbines, the method used uses a method called
Coulometric Karl Fisher. The method can detect water
in the parts per million (ppm) range and is accurate to
+/- 0.5 ppm. This method is used to standardise the
FTIR Method for water contents greater than 200 ppm
(0.02%).
Water can be separated from the lubricant at normal
operating temperatures by the frictional heat of the
moving surfaces and if it is present in sufficient
quantities can lead to the water boiling off and
causing metal to metal contact in these lubricated
areas which can lead to seizure of bearings, pistons
etc.
Previous
WE WANT TO KNOW
THE DETAILS OF
THE COMPARTMENT
BEING SAMPLED
WE WANT TO KNOW
WHICH EQUIPMENT
AND WHICH
COMPARTMENT IS
PARTICULARLY
BEING
SAMPLED
WE WANT TO KNOW
HOURS/KILOMETRES
ON
AND HERE
WHO
YOU
ARE
BY
AND HERE
OIL
NAME OR
HOURMETER/ODOMETER
CUSTOMER
READING
NUMBER
OPERATING HERE
LOCATION
OIL TYPE AND GRADE
HAS THE OIL BEEN
CHANGED OR NOT
WE NEED YOUR
ACCURATE INPUT
Previous
SAMPLE WHAT?
The oil sampled from the compartment should be
identical to the oil that the compartment
experiences in operation.
The oil to be sampled must be well circulated
and be at its normal operating temperature
Effective condition monitoring using oil analysis is greatly
Always draw
the sample
from theintervals
same point
inas
the250
enhanced
by sampling
at regular
such
compartment.
Dedicated
sampling
points
compartments
hours/500hours
etc. In this
way, the
oils on
under
test would
are
recommended
to ensure
sample consistency.
Avoid
have
experienced
similar
operational
life
for
similar
periods
Ensure that the sampling point is clean and dry before
selecting
areas
of restricted
flow
such
that be
a representative
and samples
the
oil analysis
results
can
readily
taking
to avoid
contamination
of thecompared.
sample.
sample cannot be taken.
Sampling
at more frequent
intervals
may
be requested
If using
the sampling
tubing and
vacuum
sampling
pump,to
Engines
: e.g.
retaining
tube;
sampling
port track a
confirm
an dipstick
abnormal
condition
or free
to
more
closely
ensure
that the tubing
is kept
of external
Transmissions,suspected
Differentials,
Final Drives
and Planetaries:
abnormal
occurrence.
contamination.Avoid using
rags that
leave lint particles.
e.g. oil level point ; dipstick retaining tube; sampling port
Use only thefill'
amount
tubing
required
by cutting
to
Hydraulics:'oil
port ofofthe
reservoir,
ensuring
the sample
length
according
to dipstick
location Previous
is taken from
the mid-level
; sampling
port.
SAMPLE WHEN?
SAMPLE WHERE?
SAMPLE HOW?
REPORTING
COMPILE THE RESULTS INTO A
STUCTURED FORMAT THAT WILL
ALLOW A READY RECKONING OF
CONDITION.
eg
Read the current and historical
results across the page
Read the test identifications down
the page
View the results in graphical format
to assess the condition of the
equipment and lubricant
Previous
ENGINE REPORT
EASY TO READ
TABULAR FORMAT
PAST HISTORY
ACROSS THE PAGE
CAUTION VALUE
ON RIGHT HAND
COLUMN
CONCISE DIAGNOSIS
REPORT SIGNED BY
AUTHORISED ANALYST
Back page includes
graphs of the results in
easy to view format, with
“Did You Know” information
tips and Statement of
Quality policy
Previous
ENGINE
GRAPHICAL RESULTS
AND
NORMALISATION
Wear metals are generated
over time and the results
obtained can be compared to
each other per time period.
Other results, however, such
as water content or dirt
ingress, represent finite
condemnation limits and are
not normalised.
Previous
HYDRAULIC/DRIVE REPORT
EASY TO READ
TABULAR FORMAT
PAST HISTORY
ACROSS THE PAGE
CAUTION VALUE
ON RIGHT HAND
COLUMN
DEBRIS PHOTOMICROGRAPH
CONCISE DIAGNOSIS
REPORT SIGNED BY
AUTHORISED ANALYST
Back page includes
graphs of the results in
easy to view format, with
“Did You Know” information
tips and Statement of
Quality policy
Previous
HYDRAULIC/DRIVE/TRANS
GRAPHICAL RESULTS
AND
NORMALISATION
Wear metals are generated
over time and the results
obtained can be compared to
each other per time period.
Other results, however, such
as water content or dirt
ingress, represent finite
condemnation limits and are
not normalised.
Previous
Ferrous viscosity
or iron particles
of size
greater than
Checking
values
and
comparing
Status symbol for quick reference
35 micron
can have anenables
effect on
a magnetic
these
withas
specification
control
of
to
the
sample
condition
Includes
Equipment
details
such
as
make
Usingand
a Ferrous
Debris monitor,
the
oilfield.
selection
contamination
with
other
Report
Number
and
date
of
report
model
and
compartment
By looking at PQ
the Index
scanand
produced
by aThe
laser
beamthe
asunder
it
is
supplied.
higher
PQ
products such
aswell
fuelas
and
other oil types.
test
as
equipment
type
and
passes
through
a
thin
oil
film,
a
“fingerprint”
of
the as
oil
is
Operational
Information
such
Index,
the
larger
the
particles
and
vice
versa
o
VISCOSITY @ 40 C
Viscositylocation.
is measured
by heating
the lubricant
Inclusion
of
Serial
Number
obtained
which
allows
measurement
of
oxidation
and
OTHER
oil
type
and
grade,
top-up
oil
used,
o
VISCOSITY @ 100 C
to a specified
temperature
(40
or
100
Celcius)
Unitthe
ID
is also
necessary
to
nitration values, waterand
content,
Pentane
Insolubles
whether
oil
was
changed
out
CHEMICAL
VISCOSITY INDEX
and timing
its flow between
calibration
consolidate
previous
history.
(FTIR Soot) content and
TBN
for
engine
oils.
The
and
fuel
type
if
appropriate
Customer
information
including
TESTS
PQ
Index
FUEL DILUTION
points. The Viscosity Index
is
a
numerical
N
presence or otherwiseLegend
of
synthetic
type
oils
can address
also
be
for
abnormal
values
by
Customer
code,
name
and
Other
information
required
includes
METALS
relationship between the two viscosities
at
Smaller
ferrous
Fuel
Dilution
through
leaking
injectors
determined.
S
colour
and
numbers
CONTENT
and
contact
details
dateand
sampled,
service life Spectrosof the
Metalparticles
detection
by ICP
Spark
Emmission
Large
different
temperatures.
particles
have lesser
or poor ring seal can be detrimental
to
lubricant
and
the
overall
service
life
copy
is
limited
to
10
and
15
micron
sized
particles
indicate abnormal engines at levels as low as
effect
on magnetic
1.5%
in
of the
equipment
(egfield
hour
meter
respectively.
basis
that
where
large
wear
particles
and
are typica
wear
and haveOn the
some
engines.
Methods
of
estimating
offormat
normal
etc).
The
report
exist smaller
particles
will also
exist,
this
method
ofwear
fuelreading
dilution
using
Flash
Point
and
greater
effect on
Viscosity
arethe
accurate
toreport
approximately
provides
current
number
trending wear
generation
gives
acceptable
results
magnetic
field metal
3-4%.
Preferable
method
is by Gas
as well
as and
the immediate
past
for condition monitoring
of the
lubricated
surfaces.
Chromatography where fuel can be
report numbers plus the respective
detected to as low as low as 0.1%.
chronological sample numbers
LASER SCANNING
Particle Counter
(ASTM D6786)
ISO 4406 AND SAE AS 4059
REMAIN THE SAME
ALTHOUGH COUNTS MAY
VARY SLIGHTLY
NEW ISO CODE SIZES OF
Previous
4, 6, AND
14 MICRON
OILCHECK
Pty Ltd
IS ON THE WEB AT
www.oilcheck.com.au
AND REPORTS ARE AVAILABLE TO REVIEW AND
DOWNLOAD
Previous
NetInspec allows customers to view their sample results
online, with sample histories, graphs and printable reports.
Login as a single
customer, or customer
group. (ie, as a company
that has a group of
branches/customers of
its own.)
Previous
Search for customers
by different criteria
Search for reports by
different criteria
Search for reports
after or between
certain dates
Click on the hyperlinks
to go the next page
Previous
Customer details
Search for equipment
by different criteria
Search for reports by
different criteria
Search for reports after
or between dates
Click on the sample
bottles to print a
sample registration
form
Click on the hyperlinks
to go to the report
Previous
Equipment and operation details
Sample results with result history
Click on the Info icon to see some
information about the test and/or
substance
Hyperlinks to graphs
Comments and recommendations
Hyperlink to printable report
Previous
The graphs show the trend
between previous sample
results singly or in any
combinations
The graphs can be printed and
viewed three dimensionally, in
a number of different styles
Previous
The printable report fits
nicely onto an A4 sheet of
paper and is less graphically
intense to save on ink and
time when printing. This
page can also be e-mailed.
Previous
Previous
Click here for registration of
sample via the internet
Program will ask for the Barcode number found on
the sample description sheet accompanying the
sample bottle.
K003700
e.g.
Entering the supplied barcode number in
the box allows access to the registration
screen
Previous
Equipment
details
selected in
the program
Information
that is
required to
correctly
identify the
operational
variations eg
Hour on oil,
Type of
Oil/Grade
Previous
Go to
www.oilcheck.com.au
and follow the
links to NetInspec
Previous
MAXIMISING THE OIL LIFE IN EQUIPMENT
Although still considered as the cheapest replaceable component in equipment,
the lubricant, nevertheless, is a finite cost and its ability to protect the equipment
is based more and more on the capabilities of the additives formulated to protect
not only the equipment but also the lubricant. These are the ANTI-OXIDANT
additives mentioned previously. Monitoring the active anti-oxidant level in a
lubricant in which it is included, has in the past been difficult and subjective. An
instrument developed by the Dayton Research Institute (an annex to Dayton
University in the US) has been employed successfully at Oilcheck and overcomes
the shortcomings of prior methods. The instrument was commercialised by a
company called Fluitec and called the RULER which is an acronym for
REMAINING USEFUL LIFE EVALUATION ROUTINE.
The instrument works by way of reacting a small amount of the lubricant
containing the anti-oxidant with another chemical which neutralises the additive.
The amount of chemical remaining is detected by a process called Voltammetry
and the result is compared to a sample of unused oil which also goes through the
same procedure and is saved by the software as the standard for that lubricant.
The readings of the samples are computed by comparison with the standard and
the RUL (Remaining Useful Life) value is produced. Trending the RUL over time
enables predictions of when the Anti-Oxidant additive has been depleted to a
point where it cannot protect the lubricant (usually 30% RUL). At this point
decisions can be made about changing out the lubricant or redosing the antioxidant. The next section is a slide presentation supplied by Fluitec about RULER.
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RULER
PRESENTATION
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RULER Oil Condition Monitoring
•
•
•
•
•
R emaining
U seful
L ife
E valuation
R outine
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RULER Oil Condition Monitoring
Definition:
Remaining Useful Life of lubricants
= Length of equipment operating
time from the time a lubricant is
sampled based on anti-oxidant level
readings of a standard for the lubricant
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RULER Oil Condition Monitoring
Remaining Useful Life dependent on:
ANTI-OXIDANT
OPERATING
CYCLE
RUL
PRESENCE OF
METALS &/OR WATER
BASE OIL
OXIDATION
STABILITY
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RULER Oil Condition Monitoring
RULER & Oil Degradation:
R.U.L.
100%
50%
Anti-Oxidant
Depletion
Critical
Point
Viscosity
TAN
0%
Operating Time (hours; months; km …)
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RULER Oil Condition Monitoring
What is Cyclic Voltammetry ?
 Electrochemical analysis
 determining antioxidants concentration
 determining antioxidants depletion during
lubricant use
 indicating the END of the Useful Life
Remaining Useful Life Evaluation Routine
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RULER Oil Condition Monitoring
auxiliary
electrode
Cyclic Voltage
0 - 1,5 V
working electrode
reference
electrode
11 / 17 sec.
RULER Probe
Solvent + Additives
mixture
RULER
Sand + Insolubles
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RULER Oil Condition Monitoring
What is RULER METHOD ?
LUB OIL/FLUID
SOLVENT
EXTRACTION OF ADDITIVES
OIL PHASE
Substrate +oil
settles down to
bottom of vial
ADDITIVES
in solution
electrolytic cell
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RULER Oil Condition Monitoring
Current milli-amps
Detection & M easurement
of Oxidation Inhibitors
Linear Ramp (Voltage)
Compound “B”
Phenyl - -naphthylamine
NH
Compound “A”
Compound “C”
ZDDP
BHT
OH
(CH 3 ) 3 C
Solution Blank
C(CH 3) 3
CH 3
Voltage increases with time
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C
U
RULER Oil Condition Monitoring
QUALITATIVE +
QUANTITATIVE – PEAK HEIGHT &
QUANTITATIVE – PEAK AREA
ADDITIVE B
R
R
ADDITIVE A
E
N
T
V O L T A G E
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RULER Oil Condition Monitoring
RULER RESULTS:
Comparative Ruler number evaluation
 NEW oil:
STANDARD
 USED oil:
TEST
new
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used
RULER Oil Condition Monitoring
S
T
A
N
D
A
R
D
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RULER Oil Condition Monitoring
T
E
S
T
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RULER Oil Condition Monitoring
RULER TRENDING:
Successive samples measurement
antioxidant additive depletion
FLUID & MACHINE CONDITION
MONITORING
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RULER Oil Condition Monitoring
T
E
S
T
50 H
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RULER Oil Condition Monitoring
T
E
S
T
300 H
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RULER Oil Condition Monitoring
T
R
E
N
D
I
N
G
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RULER Oil Condition Monitoring
RULER CAPABILITIES:
 Used oil condition monitoring
 Incoming batches control
 Additive replenishment/top ups detection
 Detect abnormally operating equipment
 Predict & extend oil change intervals
 Complementary to standard analysis methods
 Now included in ASTM list of methods as
ASTM D6810-02 and ASTM D6971-04
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RULER Oil Condition Monitoring
NORMAL Trending
RUL
CHANGE in operating conditions
(%)
FRESH Oil
replenishment
Operating Time
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RULER Oil Condition Monitoring
What are RULER APPLICATIONS ?
 Industrial Circulating lubricants
 Gasoline & all classes of diesel engines
 Aircraft engine oils
 Steam and gas turbine oils
 Hydraulic oils ; compressor lubricants
 Transmission fluids
 Greases
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RULER Oil Condition Monitoring
APPLICATIONS
Steam & Gas Turbines
Aircraft Gas Turbines
FLUID
R&O industrial
fluids
Ester based
lubricants
Circulating Lub System
Mineral & Synthetic
& Gears, Hydraulics,
Biodegradable
Compressors,
Greases
Transmissions
Mineral and
Combustion engines
Synthetics
RULER
solution
GREEN /
YELLOW
RED
GREEN /
YELLOW
BLUE
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RULER Oil Condition Monitoring
 TURBINE OIL
Comparison of Methods for Oxidation Inhibitor Reserve
High Performance Turbine Oil
Percent of New Oil
100.0
RBOT ASTM D-2272
DSC
80.0
VOLTAMMETRIC
Average
60.0
40.0
20.0
0.0
0
114
179
282
313
398
Days Aged in TOST D-943
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RULER Oil Condition Monitoring
• Practical case: Steam Turb. Lubricating Oil
Steam Tur bine Lubricant & RULER
90
1000
80
70
RBOT (min)
800
60
600
50
40
400
200
0
Dec' 96
Jun ' 97
Dec' 97
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RBOT
TAN
30
Viscoscity
20
Color
10
Water
0
Sept' 98
Operating Time
RUL % AO Value
100
RUL %
RULER Oil Condition Monitoring
 TRUCK ENGINE OIL
0
10
20
30
40
50
60
70
RUL %
TAN
TBN
VISCO
Fe
100
90
68
48
33
21
14
9
10.42
10.47
10.47
10.51
10.51
10.54
10.59
10.62
150
132
103
72
43
32
31
25
61
61
57
58
59
60
61
65
3
5
7
10
35
80
170
240
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RULER Oil Condition Monitoring
• Automotive diesel lubricant test
I
OXYDATION
multimax
120
102
101
100
99
RUL %
80
98
60
97
96
40
VISCOSITE
100
95
93
0
92
0
8
24
32
48
56
72
80
96
ZDDP (%)
RULER area (%)
Viscosité 40°C
94
20
Amines (%)
102
Heures
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AMINES
AMINES
120
RUL %
100
80
HB + Amines
60
Ox multimax
PSA1
40
PSA Nx
20
0
0
4
7
8
23 24 31
32 47
48 55 56
71 72 78
80 95
96 102 143 171 245 311 527
Heures
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RULER Oil Condition Monitoring
WHO ARE RULER USERS ?
APPLICATIONS
OIL & ADDITIVES
Companies
AVIATION
INDUSTRY
AUTOMOTIVE
MILITARY / NAVY
CUSTOMERS
CIBA ; LUBRIZOL ; SHELL ;
TEXACO ; CASTROL ;
AGIP ;ELF ; MOBIL ; QUAKER ;
VALVOLINE ; PENNZOIL
BOEING ; PRATT&WHITNEY ;
TURBOMECA ; MTU
SKF ; GM ; DUKE ; HENKEL ;
SNCF ; FIAT ; VW ; VOLVO
Germany ; Netherlands ; UK ;
France
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