đặt vấn đề

The high-performance cylinder engine lubrication system of the ship

is one of the very important systems, which greatly affects the economy
as well as the safety and reliability of diesel engines. From classic
mechanical lubrication systems to modern electronic lubrication systems.
Many studies in the world in the past several years have increasingly
promoted the development of modern diesel engines. After these studies,
the systems have been improved and perfected to suit the harsh working
conditions of the piston piston ring, as well as to the sudden change of
load.
The development and improvement of lubrication systems is
considered to be excellent, including the Alpha electronic lubrication
system, which has met the requirements for both lubrication time and
quality. achieve high efficiency during operation, reduce oil consumption.
After that, there are still things that need to be improved in the
exploitation process
From the above matter the group decided to choose the topic. "
Research the structure and working principle of alpha electronic
lubricating system for marine diesel engines, suggestion of method
operation of system effectively"
2. Overview of research situation in the field of Graduation thesis
Based on the structural principles of the types of systems already
applied on the ship and the types of modern lubrication systems being
used.
3. Research objectives of Graduation thesis
Researching the structure and operation principle of alpha electronic
lubrication system, analyzing the advantages and disadvantages of the
system
4. Research subject and scope
The classic lubrication systems, and electronic alpha lubrication
systems are being fitted on modern ships
5. Research method
Based on the theory of all cylinder liner lubrication methods that have
been used on ships ever, and improved cylinder liner lubrication methods,
given the advantages and disadvantages of the methods, especially
especially the modern lubrication method and then suggestion of method
operation of system effectively"
6. Result
Understand the structure and operating principles of the system. Since
then, suggestion of method operation of system effectively
 Chapter 1: Overview
The meaning of lubrication
Cylinder liner lubrication is performed for a number of reasons, listed
here in order of importance:
- Reduce friction between piston rings and cylinder liner
- Neutralize acid
- Seal between piston rings and cylinder liner
- Clean, by taking away debris, fuel and lubricant
I. Overview of the types of cylinder liner lubricating oil systems used
on ships
To get an overview of the types of lubrication systems that have
been used and are being used on ships, the group has briefly listed the
main characteristics of the systems in the table below, typically 5 systems.
Lubrication systems that have been used today are. Splash lubrication
system and Force Feed lubrication system. And modern electronic
lubrication systems Alpha Lubrication and Swirl Injection Lubrication
and Wärtsilä Pulse Jet Lubrication. The table below gives us an overview
of the types of lubrication systems.
 Injection frequency
Control
Revolution Revolution
System
synchronised independent
Traditional system

Splash depends on
Lubrication crankshaft
Yes
System revolution
speed
Force Feed mechanical
lubrication system Yes

Wärtsilä Pulse Jet Every cycle or electric

New developments

Lubrication intermittent
Swirl Injection Mechanical
Every cycle or
Lubrication or electric
intermittent
Alpha Lubrication Every cycle or electric
intermittent
Table 1: Characteristics of given system types
Mainly in the past, there have been two types of lubrication systems
used: splash lubrication and forced lubrication.
Above are 5 typical lubrication systems that have been used on
ships, for 2 classic lubrication systems, the Splash Lubrication System is
no longer used on the ship, the force feed lubrication system is still also
appeared on some old ships, while 3 modern electronic lubrication
systems are widely used and improved over time to meet the requirements
of the job. Below is a detailed analysis of the systems to better understand
the characteristics as well as the advantages and disadvantages of the
systems.
1.1. Splash Lubrication system
 For high-speed internal combustion engines, cylinder liner lubrication
has the following characteristics:
- The pressure and temperature of combustion process is very low, so
the pressure of the piston rings on the cylinder surface is small, the level
of pulse due to fuel burning is low, the average speed of piston rings is
low, ...
- Very short stroke piston, piston and cylinder arranged near the
crankshaft, in direct contact with the crankcase
- Using good quality fuel, low sulfur content, combustion products in
clean combustion chamber, ...
The aforementioned characteristics make the implementation of
lubricant group of cement cylinder group relatively convenient. Most
small, medium and high-speed engines do not need separate cylinder-ring
lubrication systems. Typically, engines using lubricating oil are splashed
directly from the crankshaft. Some engines have a hose attached to the
crankshaft, which is considered an active 'splashing' process.

Figure 1.1:Splash Lubrication system [1]

 As in this lubrication system, the lubricant is drawn from below the
main engine crank with a pump with a fairly high oil pressure. The oil
will pass through a manometer indicating the lubricant pressure passing
through the pipe. The lubricant will then pass through the filter,impurities
will be retained to avoid clogging the system. Then go into the pipe which
is drilled in the shaft of the engine then go into cooling the bearings, the
bearing and then follow the hole drilled in the arm lever and then go up to
cool the piston top, cooling for bearings at the piston pin, then the oil will
fall below. A small amount of lubricant passes through the holes on the
piston side, a small part of which is lost to the combustion chamber.
Here, the lubricating oil will be burned together with the system's
fuel oil, one of the piston rings that will scrape the lubricant from the
pistons' holes back into the cranks. At the same time the amount of
lubricant for the bearings after lubrication is completed, it will squeeze
out and will be splashed into the wall of the lubricating cylinder for the
cylinder based on the force of the hand. Piston rings will scrape the oil so
that the oil can evenly lubricate the cylinder liner , which is then brushed
back down to the tops. The faster the engine spins, the more and more oil
will splash off
The oil returned to the cranks will be reused by the filter system
later, to ensure the best oil quality, avoiding deposits or impurities that
affect lubrication as well as longevity. of the lubricated parts. Nowadays,
lubrication based on the principle of splashing is no longer applied to
lubrication because the amount of lubricant for lubricating cylinder liner
is not guaranteed, and the engine life is also greatly reduced.
Usually a large well maintained engine will consume only 0.5 g /
KWh of lubricating oil.
1.2 Force Feed lubrication system [2]
The forced cylinder lubrication system is responsible for supplying
lubricating oil to the cylinder to lubricate the cylinder liner
Diagram of the classic cylinder lubrication system (first generation)
is depicted in Figure 1.2. The basic equipment includes: 1 - cylinder
(liner); 2 - oil tank; 3 - oil consumption measurement tank; 4 - pump
assembly; 5 - motorized transmission; 6 - manual transmission and 7 -
non return valve.

Figure 1.2: Force Feed lubrication system

The principle of operation of the system: lubricating oil from the
No. 2 tank is brought to the oil consumption tank 3, to measure the
amount of oil needed. Pump No. 4 pump assembly is equipped with a
pump number equal to the number of cylinders of the engine, which is
responsible for transporting lubricating oil. Each pump is connected to an
inlet hose and its own adjustable oil flow can be adjusted. Depending on
the cylinder diameter, normally each cylinder can be arranged from 2 to 6
oil nozzles. For large cylinders, the number of oil supply nozzles will be
more
The pump assembly can be driven from the motor shaft itself and
manually driven. Transmission from the main shaft of the engine can
allow to change the gear ratio, allowing the amount of oil supplied to the
engine to be changed.
The transmission from the engine allows the time of lubrication according
to the position of the cylinder in the cylinder
Liquid lubricant, supplied at a number of points around the cylinder
surface. To evenly lubricate the entire circumference, a wavy groove is
created on the cylinder. The oil supply point is located at the 'wave crest',
from which it flows in a groove so that it can be supplied evenly
throughout the circumference (Figure 1.3 and 1.4)

Figure 1.3: oil supply groove inside the cylinder

Figure 1.4: oil supply groove inside the cylinder

 As such, the cylinder lubrication system is designed with the
following adjustments:
- Calibrate the amount of oil in one pump of each pump assembly;
- Control the total amount of lubricating oil in a period of time;
- General adjustment for the pump assembly according to the engine
operating mode;
- Calibrate the time of spraying;
1.3. Disadvantages and advantage of traditional cylinder lubrication
system
Advantage : The biggest advantage of the traditional cylinder liner
lubrication system is simple, low cost, simple operation and adjustment
Disadvantage :Traditional forced cylinder lubrication system as
introduced, mechanical control and adjustment, liquid lubrication (flow).
The required accuracy level is unsatisfactory, so the lubrication efficiency
is not high.
The cylinder lubrication system as described has huge oil
consumption but the lubricant film created on the cylinder surface is
unsatisfactory. The lubrication mode between piston rings and cylinder
liner is actually considered as the limit mode. The degree of abrasion due
to friction of piston rings and cylinder liner parts is very large. When
developed in the direction of motor load, the mechanical cylinder
lubrication system does not fully meet the requirements of quality,
efficiency and reliability.
 Figure 1.5 amount of oil sprayed from ring 1 to ring 4
The system cannot create a uniform oil film on the cylinder mirror
surface, poor lubrication quality, increased cement wear, reduced life and
reliability.
As described in Figure 1.5 ,. The lubricating oil comes in liquid form,
concentrates at one point and is scrape when the piston moves up and
down. when it moves up and down. The consequence of `` scrape '' the oil
particles is to make the oil by going to the combustion chamber, which
makes the quality of burning fuel create more dirt inside the combustion
chamber, the content of PM granulation increases simultaneously, oil
redundant sweep of wind cavity also increased. Due to the poor
lubricating properties of the oil film, the amount of oil needed for
lubrication must increase, making the oil consumption more expensive.
The amount of oil sprayed into the area sprayed with oil (from cement
No. 1 to cylinder No. 4) actually accounts for only about 38%, the rest is
sprayed on the fourth and goes to the combustion chamber and the rest
falls almost wasted [3]
 Figure 1.6 Adjusting the quantity of oil supplied by stroke adjustment
The traditional type lubrication system uses a stroke adjustment screw
as described in 1.6
Figure 1.6 Which corresponds to the highest position of the cam, is the
position of the top dead point of the oil supply piston. The suction stroke
of the pump can be changed by such adjustment screw, essentially
adjusting the timing of lubrication.
The structure of the devices in the cylinder lubrication system has
caused great errors in the timing of oil supply. The best time to supply oil
to the engine cylinder also exists from 0 to 10 gqtk (crankshaft rotation)
compared to the time when the cylinder No. 1 covers the oil supply hole
Quality lubricate piston ring - cylinder liner also requires continuous
adjustment, consistent with the work parameters in the engine cylinder.
However, the only adjustment regime that the traditional system uses is to
increase the amount of oil supplied to the operating mode decided by the
miner.
Traditional lubrication system has shortcomings: high consumption
of lubricant, poor lubrication quality, average lubricating oil pressure is
not very high (about 1.5 Mpa), the movement speed of Uneven lubrication
of the piston pump makes the spraying speed also unstable. Preliminary
lubrication before the engine starts must be done manually, with a high
degree of abrasion; excess lubricant causes soot in the combustion
chamber and contaminates the sweeping chamber; ...
II. Types of electronic lubrication systems available today
1.4: Wärtsilä Pulse Jet Lubrication [4]
1.4.1 : Main Components
Pulse lubrication module: includes a pump with electronically
controlled time lubricator: up to 8 consecutive nozzles around the
cylinder bushing. Servo oil supply unit (on RTA motor) or reducer
pressure (on RT-flex motor) Control system. Angle sensor
1.4.2 : Pulse Lubricating Module
Each cylinder will be equipped with a module and formed by a pump,
solenoid valve, electronic monitoring device, pressure sensor and
accumulator. The lubrication module is time and provides a predetermined
amount of cylinder lubrication and measurement at high speeds for the
lubricant. It does that with an exact time that the engine control system
set

Figure 1.7 Pulse Lubricating module

1.4.3 Lubricator
The oil is fully distributed by the lubricator when the oil pulse is
precisely supplied into the piston ring. Then evenly distributed on the
cylinder liner surface. This system can be equipped with up to 8
lubricators and they are arranged around the cylinder diameter and are
arranged uniformly and continuously, ensuring the oil is evenly
distributed on the cylinder liner surface. Spraying time will control oil
distribution on the vertical axis
1.4.5. Crank angle sensors
In order to control the lubricant (and fuel) injection time, the system
must know the exact position of the rotation of each Piston . To be able to
do this, two rotation angle sensors are installed at the two free ends of the
crankshaft. the accuracy of these sensors is up to 0.1 degree. The
computer automatically compensates for errors and changes in the
crankshaft process, thereby giving the most accurate data.
The function of these sensor is to determine the exact position of the
connecting rod and the angle of rotation. Information from the sensors
will be sent to the engine controller, which will provide the programmed
actions to the relevant parts.
Sometimes, some problems can occur with sensors such as
broken,worn out, most likely due to exposure to high temperatures.Many
modern sensor are closed devices so it will be less likely to be damaged
by external factors
1.4.6. Working Principle
The system works according to the basic principle of supplying the
cylinder oil according to the pressure at the time directly and accurately
into the piston rings, from which it will be distributed around the cylinder
liner by piston rings.
Each lubrication module has its own supply lines, one for cylinder
lubricating oil and the other for servo oil. It exchanges signals with the
MCU through a duplicated system that sends signals to the solenoid valve
and processes data from the pressure transmitter. Each module is equipped
with a backup supply line when unexpected events occur
 Figure 1.8 Wärtsilä pulse lubricating system diagram
Control and supervision The pulse lubrication system (PLS) is
managed by the Wärtsilä motor control system (WECS).
The cylinder oil is supplied precisely at the specified position of the
piston during movement. This position is continuously controlled and
monitored by the control system from analyzing the signals sent from the
rotation angle sensors.
When the working cycle ends, the directional valve in the lubricating
module will bring the servo oil to the upstream side of the central piston,
then return it to its original position. The measuring chamber is filled with
lubricating oil to get ready for the next cycle.
PLS tabs are mounted on the upper part of the cylinder bushing,
thanks to the PLS pump, the oil pump does not depend on the pressure in
the cylinder. This spray time is in the range of 8-10 m / s
1.4.7.Control and Monitoring System
The impulse lubrication system is controlled and monitored by
WECS. After starting the lubrication with the motor control system, all
electronics related to the corresponding lubricant will activate the
electromagnetic valve in action. When the pressure sensor sends a signal
to ALM, a lubricating pulse is triggered (electro-hydraulic). When the
pressure is within the allowable range for a signal to be sent, a successful
lubrication is reported
In the event of any problems such as oil blockage, oil shortage, lack
of hydraulic drive power or improperly operated valves, an error signal is
sent to WECS.
1.4.8 Advantage of Wärtsilä Pulse Jet Lubrication
On the other hand, PLS also has its own advantages. Although one of
them is shared similarly to the Alpha Lubrication System, such as the
ability to reduce the filling speed, and by reducing this operating cost, or
the pumping of lubricating oil and measuring the amount of lubricant.
With the most accurate and fastest time and high efficiency, it also
improves the cylinder oil distribution on the lining by pulse jet system.
The amount of cylinder lubricating oil supplied is also proportional to the
sulfur content in the fuel as with the alpha lubrication system

1.5. Swirl Injection Lubrication [5]

As introduced at the CIMAC conference in Hamburg in May 2001,
the Swirl Injection Principle system (SIP lubrication) was developed
based on the desire to achieve the most safe and reliable operation.
This principle is how the oil is distributed over the cylinder bushing
as fully and as little as possible. Applying the same lubricator as
conventional lubrication methods over time - but with the pressure valve
and nozzle instead of the conventional one-way valve in the cylinder liner
- can inject a small drop into the cylinder liner . This allows the oil film
to evenly distribute over a horizontal section of the pipe wall before the
piston rings pass through the upward motion and distribute it vertically.
When distribution takes place by spraying oil on the cylinder liner
surface, traditional grooves are no longer needed. Instead, a small nozzle
is designed to allow cylinder oil to travel to the cylinder sleeve. Refer to
Figure 1.9

Figure 1.9 sip Lubrication system

When spraying lubricating oil cylinder liner has expired after closing
the exhaust valve and there still exists a sweeping airflow, swirling brings
water droplets to settle down into the pipe as desired and no oil mist
phenomenon occurs. Please see figure 1.10

Figure 1.10: Principle for SIP distribution of cylinder oil on the cylinder
liner wall
 Provide CLO successive sprays to effectively cover the upper
circumference of the cylinder bushing, before passing through the piston
rings, as wear is usually greater at the cylinder head. This is achieved
without "Starving" the lower sections, piston rings and piston ring
grooves.
Provide CLO successive sprays to effectively cover the upper
circumference of the cylinder liner, before passing through the piston
rings, as wear is usually greater at the cylinder head. This is achieved
without "Starving" the lower sections, piston rings and piston ring
grooves.
SIP lubrication is to provide new CLO at each piston stroke of a
diesel engine, to achieve fresh alkalinity to neutralize acids from sulfuric
fuel combustion.
SIP valves (Figure 1.11) are designed with the same principles as
traditional valves

Figure 1.11 Sip Valve

As the pressure in the oil column from the lubricating oil and to the
injection valve is decisive, when the oil injected from the lubricator oil is
pumped into the cylinder liner, the back pressure is significantly higher
than the non-return valves applied according to Lubrication time as usual.
SIP lubrication is applied regardless of the engine.
 SIP lubrication is shown as in the picture 1.12 and Figure 1.13. As
can be seen from the design of the system, the mechanical connection or
the electric shaft can provide synchronization between the motion of the
crankshaft and cylinder lubrication oil injection time.

Figure 1.12 Mechanical driven Sip lubrication

Figure 1.13 Electrical driven Sip Lubrication

 To remove the limitations of the mechanical lubricator cylinder
completely to bring oil into the injection valve of the SIP, R & D systems,
it is too early to go into details and establish if such new ideas will really
bring. again significant efficiency advantage. However, however, it could
be a precondition for change based on future applications
1.6 Alpha Lubrication system
Alpha Lubrication is an electrical / hydraulic controlled lubrication
system, the amount of lubricating oil is timed for the diesel engine
cylinder. with electric-driven lubricating guns and synchronized with
diesel engines
Alpha lubrication is based on the principle of time-based lubrication.
But it is done by modern equipment which is improved and developed
based on the principle of lubrication over time but saves lubricant for the
cylinder. Thereby reducing the amount of oil consumed for lubrication,
achieving high economic efficiency while ensuring lubrication quality

Figure 1.14 Diagram of operation principle of alpha electronic

lubrication system
 The system is presented with the following information (Figure 1.15 ),
the lubrication efficiency of the system is superior to the classical
lubrication system, compared to the time lubrication with one-way valve
installation, lubricating alpha Greatly improves the spraying time more,
and thus the lubrication level is greatly red

Figure 1.15 Measured pressure in the lubricating oil quills

and timing of lube oil injection

Lubrication injection time is determined based on the position of the

crankshaft from the sensors installed on the crankshaft head. These
signals are processed by the programmed ALCU control unit (including
MCU, SBU, BCU and HMI units as described in Figure 1.15). When the
time is determined and taken by the electrical signal, it is possible to
change the injection time when the engine is in the process of performing
the job. The CLO injection is controlled by a solenoid valve that directs
the pressure from the pump side to the lubricator
Each lubricator is equipped with multiple pistons provided. before
each injection of lubricating oil is fixed. When the start lubrication time is
calculated, the total amount of lubrication controlled by the number of
revolutions of the diesel engine during fuel injection is ignored.
Lubrication usually takes place in every 4th to 7th diesel engine piston
stroke. Intermittent lubrication will be applied.
The Non return valves are drilled two holes horizontally, each hole
on each side, spraying CLO tangent to the cylinder surface. The CLO is
pumped into the piston rings, thereby distributing the CLO to the cylinder
surface as a lubricant over time.
Whether the cylinder lubricating oil is sprayed more or less will
depend on conditions such as, for example, engine load, engine revs,
etc.If the Alpha lubrication system is equipped with appropriate Cylinder
Oil Control Alpha and AC applications. The amount of lubricant depends
on the sulfur content of the fuel oil.
The application of electronic and hydraulic devices in Alpha
lubrication brings flexibility and high accuracy. amount of lubricant will
be sprayed based on sophisticated algorithms,
1.6.1 Advantage of Alpha lubriction system
This system easily shows some clear advantages with older systems,
the CLU3. The injection is done directly into the piston ring package at
very high pressure. One of the most important improvements is that the
time in this case is made Because the electronic signals are very accurate
and flexible in time. By this method the amount of oil sprayed is accurate
and is significantly reduced and proportional to the sulfur content. The
lubrication control is easy and accurate. This system also has a more
outstanding feature that is for the engine stopped, before the engine is
started the cylinder liner has been pre-lubricated, so make sure the
lubrication takes place as desired.
1.7 Compare the advantages and disadvantages of two mechanical and
electronic lubrication systems
Evaluation
Mechanical system
criteria
(Lubricator) The camshaft of the oil pump
is driven by the engine
camshaft. The pressure during
the spraying process is uneven
and is affected by the motor
rotation speed.
(Pump stroke) Change (by screw adjusting
the amount of lubricant
supplied to the engine
cylinder)
Injection Low 4 - 5 bar, changes in the
pressure entire process of oil supply
into the cylinder makes spray
quality changes
Injection Revolution
frequency synchronised
(Timing) . Discrepancies between
cylinders, deviations from
design due to many factors
such as pump cluster technical
condition, wear of mechanical
transmission system, engine
operating time
(Feed rate) 1.2 - 1.6 g/kW.h
(Consumption) Adjustment depends on the
engine rotation speed
How to adjust Adjusting by changing the
the amount of usefull stroke of the
lubricant reciprocating piston rod (with
supplied into the adjusting screw), is
engine cylinder complicated and the accuracy
is not high
Residual oil in Many, dirrty scavenging air
sweeping wind manifold
cavity
Electronic Alpha system
Hybrid pressure boosting
pump by electric motor
combined with energy storage
tank helps to equalize the
pressure and is not affected
by the engine rotation.
fixed.
. High 40 - 50 bar, stable
during oil supply, distributed
over a larger surface area,
more evenly spread
Can fix
Fixing and optimizing the
feeding time, ensuring
accuracy, not affected by
mechanical abrasive
elements, so it does not
change after the operation
time of the engine.
Approximately 0.8 g / kW.h
depending on the content of S
(sulfur) and the type of
cylinder oil used.
Depends on the speed of
rotation and engine load
Adjusting by setting
parameters on the control
screen (HMI) makes it
simple, accurate and
convenient
Alittle , fresh
 Table 2: compare between two mechanical and electronic lubrication systems

Conclude
The research and development of electronic lubrication system is an
important achievement significantly contributes to the entire diesel engine
development process in the world. System applications. This on modern
diesel engines not only increases the economic efficiency for the entire
dynamic system thanks to a significant reduction in lubricant consumption
and increased lubrication efficiency. meet the wishes of the manufacturer,
But also limit the impact of environmental pollution from the engine
contributes to a cleaner diesel engine by producing a smaller amount of
waste oil, the combustion chamber of the engine has less black smoke due
to the lower percentage of lubricant mixed into the combustion chamber.
Through calculation theory as well as in the actual exploitation of
electronic lubrication systems fully meet the reliability for long term
servicing of marine diesel engines..
In which the alpha electronic lubrication system is a widely used
system and is showing that this is a reliable and highly effective system,
the following is my permission to analyze more clearly the system.
lubricating alpha electronics so that they have a more detailed view of this
system, to give the most efficient exploitation plans for this system.
 CHAPTER 2: RESEARCH STRUCTURE AND OPERATION
PRINCIPLES OF ALPHA LUBRICATOR 707X-40C SYSTEM FOR
MARINE DIESEL OF MAN B&W DIESEL A/S
Parameter of system :
Pump station feeds cylinder oil to lubricating devices with the
following parameters:
 Cylinder Lub. Oil Pressure:
- Normal Service Value : 4.0 ÷ 5.0 Mpa (40 ÷ 50 bar)
- Alarm min : 3.5 Mpa (35 bar)
- Alarm max : 6.0 Mpa (60 bar)
 Cylinder Lub. Oil Temperature:
- Normal Service Value : 30 – 60° C
- Alarm max : 70° C
 Specifications of system :
- Discontinuous lubrication (usually lubricating oil is sprayed into the

cylinder liner lubricating after every 4 revolutions of the engine).

- Average lubrication pressure in the pipeline from the lubricating device to
the cylinder liner fairly high .
- The amount of oil applied to each injection is 3 to 4 times the amount of
oil sprayed each time of the mechanical lubrication system.
- The speed of oil injection is quite uniform because the moving speed of
lubricating oil piston is quite stable.
- The impact of oil injection ends very quickly.
- The amount of oil exactly spraying into the area to be sprayed with oil
(from No. 1 to No. 4 oil rings) has been significantly improved, reaching
about 71% and the wasted oil has been significantly reduced.
- Easy to pre-lubricate when the engine is not running just by pressing the
PRELUB button on the control panel.
- Flexible speed control by changing parameters set on the Human Machine
Interface, we can be controlled according to the change of load (LCD
rule) or controlled according to useful pressure average (MEP rule). [6]
- Reduce the amount of exhaust oil from the savenging air jacket due to the
reduction of cylinder oil intake and use more effective lubricating oil.
 - Reduce the amount of sediment concentrated in the exhaust gas pipe.
- Reduce the amount of sediment on top piston, oil ring groove.
 Maker system : Mitsui Engineering & Shipbuilding Co., Ltd

2.1 STRUCTURE OF SYSTEM :

The Alpha Lubricator System is divided into 7 main components :
- Pump station and starter panel
- Lubricator units
- Alpha Lubricator Control Unit – ALCU
- Load transmitter
- Trigger system (Shaft encoder)
- Backup trigger system
- Human Machine Interface – HMI

2.1.1 Pump station and starter panel

Figure 2.16. Pump station and starter

panel
1- Starter panel 2- Pump 3- Suction tank
The pump station consists of two individually operating pumps,
heating coil, filters and a suction tank.
The power supply to the pump station starter panels is taken from
two separate circuit breakers, one supplying each pump.
Function of pump station : Supply cylinder oil to Alpha Lubricator
2.1.2 Lubricator units
 The lubricator units, one for each cylinder. , each comprise two
lubricators for engines with a cylinder diameter of 700 ÷ 980 mm and one
lubricator for medium and small engines.
Each lubricator unit is equipped with one accumulator with nitrogen
pre-pressure of 25-30 bar on the inlet side, and one accumulator on the
outlet side of each lubricator with nitrogen pre-pressure of 1.5 bar.
Each lubricator features 3, 4, 5 or 6 pistons, depending on engine
type, a feedback pickup and a solenoid valve.
7
8
6 9

1- 4 10
Accumulator membrane
7- Coupling 3 11
2- Intermediate pipe
2 122
8- Nut
13
1
3- Plug screw
9- Hydraulic block
Figure 2.17. One-Lubricator
4- Unit Hydraulic block
10- Screw
5- Nut 11- Enclosure,
complete
6- Ball valve 12- Shim
13- Lubricator

6
7
 5
8
4

3 9

2 100
1 11

Figure 2.18. Two-Lubricator Unit

1- Ball valve 7- Lubricator

2- Distributor block 8- Terminal box, complete
3- Ball valve 9- Coupling
4- Coupling, minimess 10- Distributor block
5- Studs 11- Cable
6- Accumulator membrane

Figure 2.19 Alpha Lubricator

2.1.3 Alpha Lubricator Control Unit – ALC

 The 24 V DC power is supplied from two individual power sources,
from different breakers in the UPS unit.
A terminal block interfaces all electrical connections to the engine.

Figure 2.20. Alpha Lubricator Control

Unit
Alpha Lubricator Control Unit ( ALCU) consists of 3 main electrical
units are comprised in one steel cabinet
The three units are:
- Master Control Unit (MCU)
- Backup Control Unit (BCU)
- Switch Board Unit (SBU)
The three main electrical units for controlling the lubricating oil
2.1.4 Load transmitter
The load transmitter is connected to the fuel rack, therefore
continuously transmitting the fuel index % to the MCU, which calculates
the engine load from this information and the detected engine rpm.
1
 2

Figure 2.21. Load Transmitter

1- Fuel Rack
2- Governor Speed Fuel Control Shaft
3- Load Transmitter Connection

2.1.5 Trigger System (Shaft encoder)

The shaft encoder is connected to the front of the crankshaft, and
the signals are transmitted to the computer panels via a terminal box.
 For engines on which the rank shaft fore end is not available for
angle encoder installation, a trigger ring and tachograph pickups are
installed at the turning wheel.

Angle
encoder

Intermediate
box Figure 2.22. Trigger System
2.1.6. Backup trigger system
The backup trigger system consit of two tachograph pickups in a
box at the turning wheel,therefore transmitting the engine speed (rpm) to
the BCU. The backup pickups are also connected to the MCU for
supervision purposes.

Tachograph

Sensing plate
attach to
flywheel
Figure 2.23 Backup trigger system

2.1.7 Human Machine Interface ( HMI ) Panel

As standard, the HMI panels are mounted in the engine control.
 Figure 2.24. Human Machine Interface Panel
It has a three-position mode switch :
Auto mode : BCU takes over automatically, if MCU cannot maintain
lubrication. If BCU has taken over the control, this mode can only be
removed by manually switching to MCU mode and returning to the
Automatic position.
MCU mode : Forced MCU control.
BCU mode : Forced BCU is in control.
The HMI panel :
- Adjustment of Feed Rate
- Display of Engine Speed, Fuel Index Oil Pressure, Oil Temperature and
Alarm
 From the above components of system , we have the Alpha lubricators
system layout diagram shown in figure 2.25 :
 Figure 1.25. Alpha Lubricator System Layout Diagram
2.2. OPERATION PRINCIPLES OF SYSTEM :
Cylinder oil with a pressure of 40 to 50 bar is supplied from the Pump
Stattion to the Alpha Lubricator and continues to be supplied to the oil
injection and will spray into the engine cylinder when MCU controls the
opening of solenoid valves located at Alpha lubricator.
The feedback signal in the lubricating oil indicator devices has been
injected into the cylinder through the LEDs (Light Emitting Diodes) on
the electrical junction box of each cylinder.
The moment of injection is based on 2 signals at the angle encoder ,
one is the TDC on cylinder 1 and the crankshaft position. Cylinder oil is
injected into the piston rings of the compression stroke.
The amount of cylinder lubricating oil is constant in one time injected.
The feed rate is controlled by the variation of injected frequency.
 The injection frequency is calculated from the load index and speed
and is usually proportional to the average engine pressure (MEP).
However, the speed and load of the engine depend on the control effect.
The lubrication feed rate in MCR (100%) is calculated based on the
correlation between the number of injections / engine speed (rpm) and
piston stroke of the lubricators.
On the HMI panel , adjustment of the lubrication feed rate for separate
cylinders is normally between 60% and 200%. 100% is the basic value.
During normal working, the system is controlled by MCU. If any
failures are detected in the system while the system is operating, the
general alarm system will operate and the details of the alarm will be
displayed on the HMI panel.
If MCU have occur cannot work, the BCU system will automatically
work replace and an indication lamp “ BCU IN CONTROL “ will light.
BCU based on random timing and RPM mode, the injection frequency is
adjusted on the BCU and normally, at a minimum, set to the basic
cylinder oil feeding rate, plus 50%.
If both the MCU and the BCU are malfunctioning, the protection
system will reduce the engine speed (Slow Down).

2.3 : Conclusion
The study of structure, operating principle as well as the response of
the system in the course of work has given us a more detailed view of the
system. In order to understand how the system works, from which to
propose more effective system exploitation
 Chapter 3: Propose a plan to effectively operators alpha lubricator
707X-40C system for marine diesel of B&W diesel A/S
3.1 Procedure operating of system
3.1.1 HMI-panel / Operating panel
As standard, HMI control panel have 3 positions switches is 3 mode:
+ Auto-mode: BCU is automatically, if lubricator cannot maintained
by MCU. If BCU can control, this mode can clear change to MCU mode,
and back Auto position.
+ MCU-mode: forced MCU control
+ BCU-mode: forced BCU is in control
The orange indicator lamp: indicator BCU is control
3.1.2 Control button and indicator lamps on pump station starter
panel
- Starter panel including switches, buttons and lamps
+ Have 3 positions switches control of pumps as following:
• REM.( Remote ): automatically control of pump
• LOC.( Local ): manual start of pump
• OFF: manual stop of pump
- 2 positons main switch: switches off 3x440V AC power supple
- The green indicator lamp: light if pump is running
- The white indicator lamp: light if 3x440V AC from fuse panel is ON
3.1.3 Start-up of system ( Engine not running )
- To fill up pump station with oil cylinder, open valve for oil cylinder
supply line and venting cock. Close venting cock when oil cylinder flow
out into the venting cock.
- Switch on the main switches on the pump station starter panel.
- Switch to “LOCAL” and manually start pump 1 and subsequently
pump 2. Check both pump is running simultaneously.
 - Check that differential pressure indicator on the pump station filter is
green, when one pump operation.
- Check that oil pressure up to 40-50 bar or carry out adjustment
pressure control valve on the top pump station.
- To press an [ESC] and [PRELUB] at the same time on the HMI panel
to active test sequence and check all lubricators also work correctly
watching by LEDs for each lubricators. Stop test sequence we press an
[PRELUB] again.
- Stop pump manually, press “REMOTE” on the starter panel.
3.1.4 Checks during start-up of the engine
- Carry out automatically prelubrication. The pump station will work
automatically and will stop if engine cannot starter shortly after.
- Check carefully pump in the pump station automatically when engine
start and now the oil pressure go up to 40-50 bar.
- Check carefully all the green LEDs flash on the intermediate boxes
for each lubricators.
- Check around control room and on the HMI panel sure that no alarms
is detected.
3.1.5 Periodic checks during normal operation of the engine
- Check that all lubricator points supply oil by:
+ Check carefully that all LEDs for feedback indicator on the
intermediate boxes are flashing.
+ The pressure shocks can feeling from injection of lubricators on each
lubricator pipe.
- Check carefully oil pressure gauge on the pump station and normal
value 40-50 bar.
- Check carefully oil leakages in the system.
3.1.6 Some notes in the operators
 - To effectively operators alpha lubrication system on MAN B&W
diesel engine. First, the operator must follow the steps in the instruction
book to start, operate and maintenance procedure, check and repair
system.
- The operator must monitor and adjust the amount of oil applied to
each cylinder separately. In the course of operation, pay attention if an
alarm signal also fixes the problem
- The operator must read instruction book and learn to the procedure
checking, overhaul, dismantling and mounting system. When the system
operation, the operator focus on system and try heard if have signal alar,
strange noise, sometimes check all devices of system.
- The best way of doing this is carefully monitoring the performance of
the engine and precisely studying of the chemical composition of the
cylinder drain oil
- Operators can suggest ideas to upgrade the system to make the system
more efficient, more economical and more efficient.
3.2 Procedure checking, dismantling, mounting
3.2.1 Checking
- Check oil injection:
+ When the engine stop and normally when system is removed, we
press an ESC+PRELUB button on the HMI control panel and check
everything ensure lubricator also work correctly watch by LEDs in the
box for each lubricator. If cylinder cover or exhaust valve is removed,
check inside liner that all the lubricating points work right way
+ When the engine running: If cylinder cover or exhaust valve is
removed, check inside liner that all the lubricating points work right way.
LEDS supply signal when oil is injection and we check shocks pressure
from injector for each lubricator pipes by feeling with hand
 - Check accumulators: The first, we measured the nitrogen pre-pressure
and after stop both two supply oil pumps, close inlet valve and open
equalizing valve. Next, we measured nitrogen pressure outlet
accumulators.
3.2.2 Dismantling
- Dismantling of lubricators: the engine must stop, stop oil cylinder
pumps. Close the lubricating oil supply pumps and open equalizing valve.
After that, we lift up upper shield, disconnect electrical. Unscrew a 3
screws in the bottom lubricator and disconnect cover pipes around.
Unscew a 4 screws in the side to hydraulic block.
- Dismantling accumulator: the engine be stopped before accumulators
is remove. Stop oil cylinder pumps, close the oil supply valve for
lubricator and opening equalizing valve. Next, carefully unscew
accumulator to maintain oil pressure inside system. And remove
accumulator from the hydraulic block.
3.2.3 Mounting
- Before mounting accumulator we check carefully nitrogen pressure.
After that, we are mounting O-ring new on the hydraulic block and on the
cover with pipes. Mount lubricators and tighten screws on the hydraulic
block. Tighten screws in the bottom of the lubricator to the pipes
connection. To complete, close the equalizing valve and open supply
pump.
3.3 The failure and how to fix it ?
- The MCU unit has three fuses located on the filter board, as indicated
in the drawing below.

MCU Board

FBU Board

Figure 3.26. MCU

fuses
- The BCU unit has three fuses located on the filter board as indicated in
the drawing below:

BCU Board Alarm LED

FBU Board

Figure 3.27. BCU

fuses

3.3.1 MCU power failure

- The MCU power failure alarm is normally close contact. In case the
power to the MCU system is interrupt so alarm will be released. Next, we
start check all breakers and fuses in the UPS cabinet ( see figure 3.26 ).
3.3.2 BCU power failure
- The BCU power failure alarm is normally close contact. In case the
power to the MCU system is interrupt so alarm will be released. Next, we
start check all breakers and fuses in the UPS cabinet ( see figure 3.27 ).
3.3.3 MCU failure
- MCU failure alarm is normally close contact. BCU system detected
that MCU system program execution has halted. We start check if the
power to the MCU system is OK. If the power supply is OK interrupt the
power to the MCU for 5 seconds. We reset MCU, if MCU signal alarm
failure is still active, we will replace MCU. Note that: if power to the
BCU is interrupt, MCU failure will active eventhough system MCU is
working well.
3.3.4 BCU failure
- BCU failure alarm is normally close contact. BCU system detected
fault in the BCU system. We fix that by way check LED on the BCU
panel and read construction book. Note that: BCU not connect to control
panel HMI and haven’t alarm so BCU still be display.
3.4 The protection signals and alarm signals
3.4.1 Signal protecting system and main engine
- Signal "AHEAD / ASTERN" - type of contact normally open and will
close when the main engine is in "ASTERN" mode. This is the input
signal for the ALCU unit.
- Signal "SLOW DOWN" from Alphalub system - The contact type
usually opens and will close when slow down. This is an output signal
from the ALCU unit.
- Signal “MCU STOP” - the main control unit interrupt (in the ALCU
unit) - the type of contact normally open and will close when the MCU
block is off. This is the input signal for the ALCU unit.
- Signal "BCU STOP" - the main control unit disconnection (Backup
Control Unit is in the ALCU unit) - the type of contact normally open and
will close when the BCU block is off. This is the input signal for the
ALCU unit.
3.4.2 Alarm signals
Requirements: must have at least 06 alarm channels to be ready to
connect with Alphalub system including:
 1. Signal "Alphalub common Alarm" - contact type "Normally closed"
with a delay of 0 (0 second). This is an output signal from the ALCU unit.
2. Signal “Alphalub MCU power fail” – contact type “Normally
closed” with a delay of 0(0 second). This is an output signal from the
ALCU unit
3. Signal “Alphalub BCU in control” – contact type “Normally closed”
with a delay of 0 (0 second). This is an ouput signal from the ALCU unit.
4. Signal “Alphalub BCU power fail” contact type “Normally closed”
with a delay of 0 (0 second). This is output signal from the ALCU unit.
5. Signal “Alphalub MCU fail” – contact type “Normally closed” with
a delay of 0 (0 second). This is output signal from the ALCU unit.
6. Signal “Alphalub BCU fail” – contact type “Normally closed” with
a delay of 0 (0 second). This is output signal from the ALCU unit.
3.4.3 Connect to the control system and main engine governor
Requirements: the ALCU unit need 2 input signals connect to the
electric governor including:
1. Signal “LOAD CHANGE DEPENDENT - LCD” –contact type
normally open and will close when main engine in “ ASTERN “ mode.
This is the signal that senses the load put into the ALCU unit to make the
mode of adjusting the amount of cylinder oil supplied to the cylinder
according to the engine load (Load change dependent mode).
2. Signal of the control hand position variable (Telegraph Pos): this is
an Analog signal with a range of 4-20mA and is the input signal of the
ALCU.
3.5 Some notes with operator when operation system
- To effectively operators alpha lubrication system on MAN B&W
diesel engine. First, the operator must follow the steps in the instruction
book to start, operate and maintenance procedure, check and repair
system.
 - The operator must monitor and adjust the amount of oil applied to
each cylinder separately. In the course of operation, pay attention if an
alarm signal also fixes the problem
- The operator must read instruction book and learn to the procedure
checking, overhaul, dismantling and mounting system. When the system
operation, the operator focus on system and try heard if have signal alar,
strange noise, sometimes check all devices of system.
- The best way of doing this is carefully monitoring the performance of
the engine and precisely studying of the chemical composition of the
cylinder drain oil
- Operators can suggest ideas to upgrade the system to make the system
more efficient, more economical and more efficient.

3.6 Conclusion
- As of June 2004, there have been 130 "Alpha Lubricator" systems
requiring installation on ships and 58 systems have been installed on
newly built ships (according to new machines). Currently, many building
ship companies have been registering to install this lubrication system.
Because over the time of using and operator the system "Alpha
Lubricator", it has been realized that the system operates to ensure
technical safety, significantly saving the amount of lubricant for cylinder
shirts. This is also one of the important factors to improve the economy
when operating ship
 LIST OF ABBREVIATIONS

Symbol Unit Explain

PLS Pulse Lubrication System

WECS Engine Control System WECS

CLO Oil Cylinder liner

SIP Swirl Injection Principle

LCD Load Change Dependent

MEP Mean Effective Pressure

ALCU Alpha Lubricator Control Unit

MCU Master Control Unit

BCU Backup Control Unit

SBU Switch Board Unit

UPS Uninterruptable Power Supply

HMI Human Machine Interface

LED Light Emitting Diodes

TDC o
gqtk Top Dead Center

MCR BHP
PLS Pulse Lubrication System

AC Alternating Current

ALCU Alpha Lubricator Control Unit

BCU Backup Control Unit

ECR Engine Control Room

FBU Fuse Board Unit

HMI Human Machine Interface

LCD Load Change Dependent

MCU Master Control Unit

MEP Mean Effective Pressure

 LEDs Light Emitti ng Diodes

UPS Uninterruptable Power Supply

List Table
Number Name page
Table 1 Characteristics of given system types
Table 2 Compare between two mechanical and
electronic lubrication systems

LIST OF FIGURES
Number Name Page
1.1 Splash Lubrication system
1.2 Force Feed lubrication system
1.3 oil supply groove inside the cylinder
1.4 oil supply groove inside the cylinder
1.5 amount of oil sprayed from ring 1 to ring 4
1.6 Adjusting the quantity of oil supplied by stroke
adjustment
1.7 Pulse Lubricating module
1.8 Wärtsilä pulse lubricating system diagram
1.9 sip Lubrication system
1.10 Principle for SIP distribution of cylinder oil on
the cylinder liner wall
1.11 Sip Valve
1.12 Mechanical driven Sip lubrication
1.13 Electrical driven Sip Lubrication
1.14 Diagram of operation principle of alpha
 electronic lubrication system
1.15 Measured pressure in the lubricating oil quills
and timing of lube oil injection
2.16 Pump station and starter panel
2.17 One - Lubricator
2.18 Two – Lubricator
2.19 Alpha Lubricator
2.20 Alpha Lubricator Control Unit
2.21 Load Transmitter
2.22 Trigger System
2.23 Backup trigger system
2.24 Human Machine Interface Panel
2.25 Alpha Lubricator System Layout Diagram
3.26 Master Control Unit
3.27 Backup Control Unit

REFERENCES
[1]
[2] Vũ Đình Hiển- (2014) - “Nghiên cứu thiết kế hệ thống bôi trơn điện tử
sơ mi xi lanh động cơ Diesel tàu thủy”
[3] TS:Khiếu Hữu Triển/ PGSTS Nguyễn Đai An/KS Hoàng QuangAnh
(2010)- phân tích đặc tính nổi trội của hệ thống bôi trơn sơ mi xylanh
alpha so với hệ thống bôi trơn truyền thống cơ khí thông thường
[4] Analysis of cylinder liners lubrication systems in modern slow speed
marine engines- Barcelona, 4 de juliol de 2018
[5] Shivam Sargam (2019)-Cylinder Lubrication System
[6] Diesel technical department (2002), “Development & Set up
Electronic controlled Alpha Lubricator System High cost saving for
cylinder oil consumption of diesel engine”, MES techno news, MES
technoservice Co., Ltd., Okayama, Japan.