LUBRICATION SYSTEM

Engine oiling

Lubrication through pressure. . .

 Engine oiling

and spray. . .
The structure of pressure lubrication system provides:
• oil pan baffles;
• oil suction strainer,(5)
• oil pump, (3);
• regulator valve;
• pressure relief valve,(1);
• oil filter, (2);
• oil passages:
- main gallery, and
- oil passage to connecting rod bearing, connecting rod,
piston;
- oil passage to main bearings, cylinder head oil gallery,
chain tensioner, timing chain;
- oil passage to turbocharger;
• oil cooler
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The lubrication system provides both lubrication and

cooling of engine components.

Typically a multi-grade lubricant is pumped through

the engine from oil pan through filters a regulated level

If the oil pressure becomes too high, a portion is returned

to the pan.

The oil that is delivered to the turbocharger is drained back

To the oil pan, and the oil that is passing through the cooler
is delivered through a regulator valve to the oil gallery.
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A relief valve on the oil pump limits the oil pressure to

725 kPa and the filter’s bypass valve allows oil to bypass
the filters if a pressure drop of 175 kPa or more between
filter inlet outlet.

The oil cooler usually has a bypass to maintain optimum

flow rate of oil through the cooler. The regulator valve
stabilize the oil pressure at about 310 kPa by returning
excess oil to the oil pan.

The oil from the cooler is directed to main gallery.

The oil from main gallery is distributed, under pressure,
to the crankshaft main bearings; the connecting rod and
piston bearings; the camshaft bearings; rocker shaft; the
camshaft follower; roller pin and bushing, and to any other
components requiring lubrication.

In many cases, several components must have internal

Oil passages to get oil from main gallery to the bearing
interface, examples: cylinder block, crankshaft, connecting
rod, and the rocker arm assemblies.

Lubrication of the gear train may be facilitated by holes in

the bull gear recess area of the cylinder block that are
Connected to the gallery.
The bearings and shafts of other assemblies are
frequently splash-fed through holes in their housing.

To lubricate external assemblies can be used a flexible oil

Line from the cylinder block.

The oil passages must be designed to provide satisfactory

Oil flow rate at both, cold and worm engine operating
conditions.
 Engine oiling

Oil pumps
• Driven by distributors, gear on camshaft, or crankshaft
The oil pump should be designed to provide the volume of
oil needed to avoid unnecessary power consumption.
A margin (10%) will be added to cover the increased
volume required at older engines (wear phenomenon).
Two types of oil pump are used:
Gear type pump;
Rotor type pump.
The inlet tube should have a large cross section area
and bends with generous radii.
The oil pick-up screen (suction strainer) should have a total
flow area at least 1.5 times that of the inlet tube and be as
low in the oil pan as possible to prevent admission of the
air into the pump.
 Engine oiling

Oil pumps with pressure relief valves

Gear type pump Rotor type pump

REGULATOR
The oil pressure regulator valve must stabilize lubricating
oil pressure, regardless of oil temperature. The regulator
valve should be designed to minimize energy loss when
oil is being bypassed
RELIEF VALVE
The relief valve is generally located on the outlet of oil
pump. This valve is designed to bypass oil at as low
pressure as in order to minimize wasted power.
Some times is used a common body for the relief valve
and regulator.
 FILTERS
The filter are designed to remove solid particles from
engine oil (combustion residue, metal particles and dust)
and maintain the lubricating capability of the oil in the
intervals between changes.
Some manufacturers use a bypass valve in the filter which
bypass the oil if the pressure drop becomes exccesive
due to filter plugged.
Technical solutions:
1) Full-flow filters protect entire oil circuit because
particles which cause wear are trapped during first pass
through circuit.
Fine mesh paper filters have proven effective as filtration
element.
Full-flow filter must incorporate a bypass valve to
prevent interruption of oil supply should the filter get
clogged.

Bypass filters remove only 5 to 10% of the oil from

engine’s lubricating system and return the oil to the oil
pan after filtering. These filters are used in conjunction
with full-flow filters, and remove extremely fine
particles.
 Engine oiling

Full flow oil filtering system

• Oil pump output flows
through filter first
• Bypass circuit for restricted
filters will allow oil to
flow to engine
Oil cooler
The oil cooler maintain the oil temperature within its
optimum temperature range.
If the oil is too cold, it will not flow freely, and will
require more power from the engine for proper
circulation.
If the oil is too warm the oil film will not be thick
enough to support bearing load, and it cannot carry
enough heat away from engine components (piston)
An oil bypass with small orifice should be provided
around the oil cooler to maintain optimal oil flow
through the cooler and to the engine.
Dipstick
The dipstick is inserted into the oil pan in order to
check the amount of oil in the engine oil pan.
Marks on dipstick indicate “low” and “full”.
The difference between “low” and “full” marks on
dipstick should be large enough to contain the quantity
of oil consumed during the service interval.
This prevents the operator from being forced to add oil
between service intervals.
The level of oil in the oil pan at “low” mark must be
high enough to ensure that the oil pump inlet is not
exposed to air.
Oil pan
The engine oil , when not being circulated ,is stored in
the oil pan. The oil pan must have enough capacity to
carry enough oil to last at least one service interval.
The volume also needs to be high enough to minimize
the oil aeration.
The shape of the oil pan is dependent on sump location.
Engine oiling

Oil pan baffles

• To keep oil in sump during braking,
accelerating, and cornering
Engine oiling

Oil pan windage tray

• To prevent oil aeration in the sump
Crankcase ventilation
Vapors formed within the engine need to be removed
from crankcase, gear train and valve compartment.
This can be accomplished with a slight pressure that is
maintained in the engine crankcase by the normal
seepage of air and combustion gases past the piston
rings.
The crankcase pressure is determined by the rate of
combustion gas leakage past the piston rings and by
restriction of the gases as they pass through the
breather system.
 Engine oils

API, SAE, and ASTM

“S” - Spark ignition
“C” - Compression ignition
 Engine oil additives

Viscosity index improvers

• To reduce viscosity change with heat
Detergents
• To dissolve varnish and sludge
Dispersants
• To keep sludge, carbon and other materials from
recombining and suspends them in oil to be drained
Scuff inhibitors
• To reduce friction and wear
Antifoam and antioxidants
• To prevent foaming and to slow oxidation in oil