There was a problem sending you an sms. Check your phone number or try again later.
We've sent a link to the Scribd app. If you didn't receive it, try again.
Fig. below shows a lubricating oil system for a large main engine. Pressure pumps, strainers and fine filters are in duplicate, one set being used while the other acts as standby. Fine filters should be capable of being cleaned without interruption of the oil flow. Mesh size will depend upon the bearing materials and clearances: in most large engines it is 50 microns. Capacity of the system must be adequate for the type of installation. If the engine has oil-cooled pistons the capacity and throughput will be increased accordingly.
Lubricating oil pressure pumps draw oil from the engine drain tank through suction strainers, the tank suction being clear of the lowest point to avoid picking up any water or sludge which may have settled. The pumps discharge at pressure through the oil cooler, ensuring that sea water at its lower pressure cannot leak into the oil system in the event of a fault in the cooler. The oil then passes through the fine filters to the engine. It will be distributed to all bearings, piston cooling, sprayers, exhaust valve actuators, control systems etc.
Various sections of the lubricating system may require different pressures and to accommodate this engine driven booster pumps may raise the supply pressure, while pressure reducing valves and restricted orifices may reduce pressure or flow to other parts.
Used oil drains to the bottom of the crankcase and passes through strainers by gravity to the drain tank. Drain returns are kept remote from the pump suction and must be submerged to reduce aeration and to make a safe seal. With oil-cooled pistons each piston oil return has its temperature monitored and it then passes through a sight glass before returning to the crankcase.
The oil drain tank is usually built into the ship's double bottom but it must be surrounded by a coffer dam to prevent any contamination from leakages. It is fitted with an air vent, level measuring gauge and sounding pipe. Central positioning of the level gauge will reduce fluctuation in readings due to pitching and rolling at sea. The tank must be of sufficient size to accommodate the full charge of oil. Its interior surfaces may be coated to prevent rusting due to condensation on its non-flooded surfaces. The system should also have low pressure, high temperature and low tank level alarms fitted.
Lubricating oil purifiers for diesel or turbine lubrication plants are normally arranged to operate on the continuous bypass system. In this system oil is drawn from the engine sump or drain tank by the purifier feed pump, delivered through a heater to the purifier at 70-90\u00b0C, then discharged after purification by the purifier discharge pump to the engine sump or main lubricating pump suction.
The system layout may vary slightly depending upon the engine arrangement, etc., but undoubtedly the best possible arrangement for the continuous bypass purification of lubricating oil is to take oil for the purifier from a point in the lubrication plant where the oil has passed through the engine, had time to settle, and therefore should be at its dirtiest. Then deliver the purified oil adjacent to the suction for the main lubricating oil pump.
Generally the layout of piping, tanks, etc., for the purifier permits operation on the batch system of purification if desired. In the batch system, the contents of the engine drain tank or sump would be discharged to a dirty oil tank and the drain tank or sump would be replenished with clean or new oil. The lubricating oil in the dirty oil tank can then be purified at leisure. It is most important that water content in the oil is eliminated or kept to a minimum.
Fig. below shows the variation of throughput rate of lubricating oil continuously bypassed to the purifier against the quantity of impurities in the system. The optimum purifier throughput rate is approximately one third of the maximum purifier
Under normal operation it is recommended that after shutting down the main engine the purifier should be kept running for about 12 hours in order to minimise corrosion due to acid vapours condensing as the engine cools down.
Water washing of detergent lubricating oil must not be carried out otherwise excessive
depletion of detergent additives will occur, in addition, emulsion troubles may be
Now bringing you back...
Does that email address look wrong? Try again with a different email.