Lube Oil System

6/5/2021 Lube Oil System - an overview | ScienceDirect Topics
Lube Oil System

Lube oil systems installed without accumulators will eventually cause
critical (un-spared) unit trips that will expose the user to significant
revenue losses.
From: Forsthoffer's Best Practice Handbook for Rotating Machinery, 2011
Related terms:
Compressors, Gas Turbines, Rotors, Steam Turbines, Turbines, Lube Oil, Oil
Pressure, Oil Pump, Oil System
Maximizing Machinery Uptime

In Practical Machinery Management for Process Plants, 2006
Cleaning machinery and process piping is an engineering task.

Lube and seal oil systems, and steam and process gas piping require a thorough
cleaning before a new machinery train can be commissioned. Cleaning seal and
lube oil systems is also often required during a machinery turnaround. In practice,
however, cleaning these systems rarely gets the attention deserved. The reasons are
multiple; following are some typical stories:
• The process department claims that the process gas piping is already clean
because it was flushed. Translation: “Someone dumped the water after the
hydrostatic test!”
• Blowing steam lines is left to the process personnel without any practical
engineering guidance. As a result, the lines are blown for long periods or until
the noise cannot be tolerated any longer. Targets are not installed, flow rates
are inadequate, and flow meter orifices left in the line are damaged; yet no one
is certain that the lines are really free of damaging debris.
• Cleaning lube and seal oil lines proceeds for days, but the gauze pads still
remain full of metallic particles. Shortcuts are then taken when the project
schedule is jeopardized.
• Small but crucial lines are forgotten. Buffer gas supply lines and balance lines
are often ignored. Yet these lines feed gas that must flow through restricted
passages or through labyrinth seals. Small metal shavings or weld slag left over
from piping fabrication can cause considerable damage when caught between
rotating and stationary parts.
Most of these problems could have been avoided if an engineer would have taken
time to follow-up on the job rather than to leave these seemingly mundane tasks to
untrained personnel. Cleaning lube oil lines sometimes involves a variety of
methods depending on the situation. Just circulating oil is usually inadequate.
Metal particles, for example, tend to get trapped at the bottom of vessels, in check
valves, and behind baffles. Calling in a contractor who uses a chemical cleaning
https://www.sciencedirect.com/topics/engineering/lube-oil-system 1/24
method will not help if the problem is caused by a fluid velocity that is too low to
entrain the metal particles. In this instance, bubbling air or nitrogen at the bottom
of the vessel or behind the baffle can sometimes be sufficient to dislodge metal
particles in a short time.
Read full chapter

URL: https://www.sciencedirect.com/science/article/pii/S1874694206800167
Auxiliary Systems
Michael Forsthoffer, in Forsthoffer's Component Condition Monitoring, 2019
Compressor Lube Oil Systems

Figs. 7.1 and 7.2 show a couple of different views of a compressor lube oil console,
and a typical lube oil system P&ID is captured in Fig. 7.3.
Fig. 7.1. Pump side view of lube oil console.
Fig. 7.2. Filter side view of compressor lube oil system.
Fig. 7.3. Lube oil system schematic.

(Courtesy of M.E. Crane Consultant).
The purpose of a lube oil system is to continuously provide cool, clean oil to the
bearings and gear (if applicable) at the proper pressure, temperature, and flow rate.
Therefore, the major components of any lube oil system are as follows:
• Reservoir
• Main and auxiliary pumps
• Back pressure control valve (to bypass excessive flow back to the reservoir if PD
pumps are selected)
• Coolers—with temperature control valve to control temperature being supplied
to bearings.
• Filters—with differential pressure monitoring
• Lube oil supply pressure control valve
Table 7.1 is a spreadsheet indicating the key parameters to monitor on a typical
lube oil system.
Table 7.1. Lube Oil System Condition Monitoring
Equip #: Date
System Name: Time
Specified Actual
Component/item Value Value Comments
Oil reservoir
Level
Oil temp. (C)
Air in oil?(Y/N)
Gas in oil?
Oil sample?
Pumps
Aux. pump operating?
P2 (bar)
Suction noise?
Suction filter Δ P (bard)
Vibration (μm)
Brg. bracket temp. (C)
Couplings
Noise?
Strobe findings
Turbine driver
Operating speed (RPM)
Trip speed setpoint (RPM)
Vibration (μm)
Gov. hunting?
Trip lever condition
Gov. oil condition
Motor driver
Operating?
Equip #: Date
System Name: Time
Specified Actual
Vibration (μm)
Axial shaft movement (μm)
Fan noise?
Relief valves
Passing?
Set pressure (bar)
Pump P2 press. (bar)
Check valves
Aux. pump turning backward?
Noise?
Back pressure valve
% Open
Stable?
Valve noise?
Set pressure (kPa)
Maintained pressure (kPa)
Transfer valves
One bank operating?
Noise?
Coolers
Δ T oil
CW valve pos.
Cooler operating?
Vent valves open?
TCVs
% Open
Set temp. (C)
Stable?
Actual temp. (C)
Filters
Δ P (bar)
Equip #: Date
System Name: Time
Specified Actual
Vent valves open?
Last filter change
Accumulators
Precharged pressure (bar)
Last PM date
Lube oil PCV
% Open
Set pressure (bar)
Actual pressure (bar)
Stable?
Control oil PCV
% Open
Set pressure (bar)
Actual pressure (bar)
Stable?
Lube oil rundown tank (or emerg.

pump)
Pump or tank?
Pump operating?
Tank overflow
Lube oil supply lines
Leaks?
Noise?
Vibration (μm)
All the parameters listed in Table 7.1 should be checked initially as a baseline, then
re-checked when there is a bearing or gear (if applicable) condition change. Of the
parameters listed in the table it is worth noting a few key items that may not be
normally checked. They are as follows:
• Back pressure control valve position (only applicable with PD pumps)—This is
the most important parameter to monitor any oil system as it essentially tells
the flow of the pumps. If the valve begins closing, it indicates that either the
pumps are wearing or flow is being bypassed somewhere else in the system
(relief valves passing). As soon as this valve begins to close, the cause should be
investigated, since once the valve is fully closed it is only a matter of time
before the system pressure drops enough for the auxiliary pump to hopefully
start up.
• Temperature control valve position—This indicates the effectiveness of the
coolers. As the control valve bypasses less flow around the coolers and when
the setpoint cannot be met, the cooler should be switched over to the
nonoperating cooler. If the temperature setpoint can still not be met, it
indicates the cooling water temperature or flow is not proper.
• Filter differential pressure—This should be used to change over to the
nonoperating filter at a set value (usually 15 psi or 1 bar), and the dates of filter
changeover should be documented. If the frequency of filter changeover has
increased, this indicates that there is entrained dirt/buildup in the system and a
system flush should be performed during the next planned shutdown.
• Accumulator precharge check—This is a sensitive check that many facilities do
not want to perform online, since you need to drain the accumulator to check
the N2 precharge. That said, if your accumulator precharge is not present, the
protection is already gone, and your compressor train is at risk. This is
recommended to be performed online every three months. On new systems (or
systems upgrading to an accumulator) it is highly recommended to install two
100% capacity accumulators, so when one is checked online, you are fully
protected against any transients.
Another important component to be checked regularly on all systems is the
condition of the oil. Fig. 7.4 discusses oil analysis checks and the threshold limits
for them.
Fig. 7.4. Oil analysis checks.
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URL: https://www.sciencedirect.com/science/article/pii/B9780128095997000075
Centrifugal pumps
Maurice Stewart, in Surface Production Operations, 2019
3.11.6.4 Force-feed (pressurized) systems

As shown in Fig. 3.127, force-feed systems use a small rotary pump to move liquid
from the bearing housing reservoir, through a cooler and then back to the
bearings. Hydrodynamic lubricated bearings (sleeve bearings) may require a
pressurized lube oil system. The pressurized lube oil system is normally designed
to supply oil at a suitable pressure to the pump bearings, driver, and any other
driven equipment, including gears and continuously lubricated couplings. Detailed
requirements for a pump pressurized lube oil system are outlined in API Standard
610 and API Standard 614.
Fig. 3.127. Schematic flow diagram of a typical pressurized lube oil system.
Steps in selection of a pressurized lube oil system are as follows:

1. Determine bearing heat rejection and required oil flow for bearing size and
speed.
2. Select the shaft-driven oil pump and/or auxiliary oil pump. Select an oil pump
of adequate capacity or rating for the appropriate rpm, including driver oil
requirements, if specified.
3. Select the heat exchanger. The heat exchanger must meet all heat transfer
requirements, including driver requirements when specified.
4. Select the filter to meet micron particle size and flow requirements for the
pump and driver bearings.
5. Select the reservoir (it should have a minimum of three minutes retention
time). Divide the required oil flow, including driver requirements, into the
reservoir capacity to obtain retention time.
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URL: https://www.sciencedirect.com/science/article/pii/B978012809895000003X
Flushing of Lube Oil Piping System

Dipak K. Sarkar, in Thermal Power Plant, 2017
7.1.3 Oil Filters

Oil filters are used in all types of lube oil systems. Oil filters in general contain a
screen or fiber mat that removes particles from oil by physically trapping them in
or on the screen or mesh. Generally a duplex filter (Fig. 7.2) or two filters each of
100% capacity are installed in parallel. During normal operation, one of these
filters remains in service, and the other one either is taken under maintenance or
kept as standby. In clean oil, pressure drop across the filter is about 10 kPa.
Pressure drop will start increasing when the lube oil system is put in normal
circulation. A filter is construed to be clogged or choked when pressure drop across
it reaches or exceeds 50 kPa. The standby filter is then taken into service; after that,
the clogged filter is isolated and the filter element/strainer basket is taken out for
cleaning with air blowing or any other means as recommended by the
manufacturer. Once the element is cleaned, it is reinstalled inside the filter. This
filter is then kept under standby duty.
Fig. 7.2. Half cross-section of duplex filter.

Reproduced with permission of Eaton.
Read full chapter

Diesel power plant

Kenneth Storm, in Industrial Process Plant Construction Estimating and Man-
Hour Analysis, 2019
7.31 Installation of lube oil system (pump and tanks) estimate
Description MH Qty Unit Qty Unit IW
Lube oil system (pump and tanks) 0
Lube oil service tank 1000 gal 20.0 1 EA 0 EA 0
Dress out—filling, suction, drain, vent, 60.0 1 EA 0 EA 0

overflow
Instrument 4.0 5 EA 0 EA 0
Clean lube oil tank 12,000 gal 40.0 1 EA 0 EA 0
Description MH Qty Unit Qty Unit IW

overflow
Flushing filter 10.0 1 EA 0 EA 0
Flex rubber bellows 4.0 21 EA 0 EA 0
Bolt up 3.0 42 EA 0 EA 0
Used lube oil tank 4000 gal 20.0 1 EA 0 EA 0

overflow
Pipe bridge platform with stairs 360.0 1 EA 0 EA 0
Pipe supports 10.3 33 EA 0 EA 0
AB (PS) 2.1 122 EA 0 EA 0
Lube oil pump unit 40.0 1 EA 0 EA 0
Bolt down 4.0 4 EA 0 EA 0
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Lube, Seal and Control Oil System Best Practices

W.E. Forsthoffer, in Forsthoffer's Best Practice Handbook for Rotating Machinery,
2011
Arrangement options
In this section we will briefly discuss a few arrangement options available for
lubrication systems. As mentioned, the arrangement of auxiliary systems directly
determines system reliability since arrangement determines accessibility to
component parts that must be serviced and calibrated while critical equipment is
operating. Attention must be drawn to particular applications and the need to
maximize component accessibility. It is recognized that certain applications contain
minimal space for auxiliary equipment and that equipment must be arranged for
the available spaces.
Integral auxiliary systems
Refer to Figure 7.9.8. Such a system incorporating the lube oil system in the
baseplate of the critical equipment is used in remote applications and frequently
on platforms since space is at a premium. This system should be reviewed
thoroughly in the design phase to optimize accessibility. Note that even though
space is minimal, major components can be arranged such that accessibility is
possible.
Fig 7.9.8. Modularized oil console arrangement

(Courtesy of Fluid Systems, Inc.)
Horizontal console (no components on the reservoir)

Please refer to Figure 7.9.9. This console arrangement is fairly typical of a critical
equipment lubrication system. Note that the positions of components afford ample
space for maintenance and equipment calibration. In addition, note the placement
of interconnecting piping, thus allowing for maximum mobility on the console.
Fig 7.9.9. Horizontal oil console arrangement

(Courtesy of G.J. Oliver, Inc.)
Reservoir integral with component

Refer to Figure 7.9.10. This arrangement is frequently used in restricted space
locations, or could be the result of an attempt by the original equipment vendor to
minimize cost. Careful scrutiny of arrangement design early during the project can
avoid problems. Note from the figure that even though all components are
mounted on the reservoir, accessibility is maximized to components. In this case,
the reservoir was mounted approximately three feet below grade, thus allowing all
components to be within easy maintenance reach.
Fig 7.9.10. Modularized oil console arrangement

(Courtesy of Fluid Systems, Inc.)
Best Practice 7.10

If the main oil pump driver must be single stage steam turbine observe the
following best practices for maximum steam turbine reliability:
• Use an eductor for the steam seal system
• Select a control valve actuator with 50% additional force than required
• Do not use hand valves
• Install oil condition monitoring bottles at the bottom of each bearing
bracket
• Do not use a sentinel valve
The above best practices will ensure optimum main oil pump driver reliability
and result in a serviced unit of 99.7% reliability or greater.
Lessons Learned
Steam turbines used for main oil pump drivers have the lowest reliability of oil
system components and are responsible for most oil system trips.
Benchmarks
This best practice has been used since 1990 to produce oil systems of highest
reliability, and has resulted in unit reliabilities above 99.7%.
Read full chapter

Reciprocating compressors
Maurice Stewart, in Surface Production Operations, 2019
9.7.2 Cylinder/packing lubrication system

Packing/cylinder lubrication can be provided from a forced-feed compressor lube
oil system. For very cold installations, immersion heaters and special lube oils must
be considered. If the lube oil temperature gets too cold, the oil becomes too
viscous and does not flow and lubricate properly.
The flow required to lubricate the packing and cylinders is quite small. The
pressure necessary to inject the lubricant at these locations is quite high, so small
plunger pumps (force-feed lubricators) such as shown in Fig. 9.80 are used.
Fig. 9.80. Schematic diagram of a force-feed lubricator.
The lubricator assembly with reservoir is mounted on the end of the compressor.
The piston in each lubricator is driven by the camshaft contained in the reservoir.
This camshaft is belt driven off the compressor crankshaft. On the piston
downstroke, oil is drawn into the lubricator cylinder from the sight well. The void
created in the airtight sight well is filled by oil drawn up from the reservoir. On the
piston upstroke, the oil in the cylinder is injected out through the discharge check
valve to the distribution system. The number of drops seen falling into the sight
well is the amount of oil discharged by the pump. The design should provide extra
lubricator slots in the reservoir as well as a low oil reservoir level or no-flow
shutdown valves.
Each pump feeds one level of compression (i.e., first stage, second stage, third
stage, etc.). Divider blocks are used to distribute the flow equally from the
lubricator, between cylinders and packing cases. These blocks consist of a series of
cylinders and pistons all mounted on a common shaft, as shown in Fig. 9.81.
Fig. 9.81. Example of a divider block.

Courtesy of Lincoln Controls.
As the high-pressure oil entering the block strokes the common piston, different
inlet and exhaust ports of the blocks line up. When the ports line up, a preset
amount of oil flows through the ports of the divider block. The block and system
are typically designed by the compressor manufacturer. Oil is supplied to this
system from the frame lube oil system or from an overhead tank. This oil comes in
contact with (and is contaminated by) the gas being compressed. Gas/lube oil
compatibility should be checked.
Read full chapter

Lubrication
Meherwan P. Boyce, in Gas Turbine Engineering Handbook (Fourth Edition), 2012
Seal Oil System

The compressor seal oil system is designed and furnished with instrumentation
similar to the lube oil system shown in Figure 15-4. The only essential difference is
how the end-supply control is handled. Since much higher pressures (1,500–2,500
psi) (103.4214–172.3689 Bars) are often involved, the pumps are usually a positive
displacement-type. This requires a pressure control valve spilling oil back to the
reservoir. This oil supply is available to an elevated head tank that is provided for
each shaft seal. The head tank is pressured by its own process-seal pressure
connection, so the seal oil supply system pressure must be maintained at a level to
supply the highest pressure seal. The oil rate to each seal is maintained by tank
level control from the supply system. The tanks are provided with a high/low-level
alarm to the control room. The low alarm warns of excessive oil consumption by
the seal and also calls for backup pump start along with the various pressure
switches and the high-level alarm warns of primary pump turbine failure in a
similar manner to the lube oil system.
Figure 15-4. Seal oil system.
A degassing facility is also provided to separate gas contaminants from the seal oil.
Figure 15-5 shows a typical degassing drum arrangement. A gas-tight baffle and a
liquid seal should divide the degassing drum into two sections to confine the
separated gas to one side of the drum. The gas side of the drum should be vented
and provided with an inert-gas purge. To assist in degassing the oil, the drum will
be heated by electricity or steam.
Figure 15-5. Typical degassing drum arrangement.
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Wärtsilä
Malcolm Latarche, in Pounder's Marine Diesel Engines and Gas Turbines (Tenth
Edition), 2021
W64 engine details

Engine block: Wärtsilä suggests that nodular cast iron was the natural choice for
modern engine blocks because of its strength and stiffness properties and the
freedom that casting offers. Optimum use was made of current foundry technology
to integrate most oil and water channels, resulting in a virtually pipe-free engine
with a clean outer exterior. Resilient mounting, now common, calls for a stiff
engine frame; integrated channels designed with this in mind thus serve a dual
purpose.
Crankshaft and bearings: advances in combustion development require a crank gear
which can operate reliably at high cylinder pressures. The crankshaft must be
robust and the specific bearing loads kept at an acceptable level; this was achieved
by optimizing the crank throw dimensions and fillets. The specific bearing loads
are conservative and the cylinder spacing (important for the overall length of the
engine) is minimized. Apart from low-bearing loads, the other crucial factor for safe
bearing operation is oil film thickness. Ample film thicknesses in the main bearings
are ensured by the optimized balancing of rotational masses and in the big end
bearing by ungrooved bearing surfaces in the critical areas. All these features
ensure a free choice of the most appropriate bearing material. The other thick-pad
bearing technology concepts proven on the Wärtsilä 46 engine (see p. 698) are also
applied.
Piston and rings: a rigid composite piston with a steel crown and nodular cast iron
skirt has been adopted for highly rated diesel engines for years to secure reliability
in high cylinder pressure and combustion temperature environment. Wärtsilä’s
patented skirt lubrication is applied to minimize frictional losses and ensure
appropriate lubrication of piston rings and skirt. Each ring of the three-ring pack is
dimensioned and profiled for a specific task. The pressure balance above and below
each ring is crucial in avoiding carbon deposits in the ring grooves of a heavy fuel
engine (Fig. 24.28).
Fig. 24.28. Three-ring pack for Wärtsilä 64 engine piston; note the antipolishing
ring incorporated in the upper cylinder liner (top right).
Cylinder liner and antipolishing ring: the thick high-collar type liner is designed with
the stiffness necessary to withstand both pretension forces and combustion
pressures with virtually no deformation. Its temperature is controlled by bore
cooling of the upper part of the collar to achieve a low thermal load and avoid
sulphuric acid corrosion. The cooling water is distributed around the liners with
simple water distribution rings at the lower end of the collar. At its upper end, the
liner is fitted with an antipolishing ring to eliminate bore polishing and reduce
lube oil consumption. The ring’s function is to calibrate the carbon deposits
formed on the piston top land to a thickness small enough to prevent any contact
between the liner wall and the deposits at any piston position. When there is no
contact between liner and piston top land deposits, no oil can be scraped upwards
by the piston; at the same time, liner wear is also significantly reduced.
Connecting rod: a three-piece rod with all highly stressed surfaces machined is the
safest design for engines of this size intended for continuous operation at high
combustion pressures, according to Wärtsilä. For easy maintenance and
accessibility, the upper joint face is placed right on top of the big end bearing
housing. A special hydraulic tool was developed for simultaneous tensioning of all
four screws. An intermediate plate with a special surface treatment is arranged
between the main parts to eliminate any risk of wear in the contact surfaces.
Cylinder head: high reliability and ease of maintenance were sought from a stiff
cone/box-like design able to cope with the high combustion pressure and secure
both cylinder liner roundness and even contact between the exhaust valves and
their seats. The head design is based on the four-screw concept developed by
Wärtsilä and applied for over 20 years. Such a design also provides the freedom
needed for designing inlet and exhaust ports with minimal flow losses. The port
design was optimized using computational fluid dynamics (CFD) analysis in
conjunction with full-scale flow measurements. Wärtsilä’s extensive heavy fuel-
burning experience contributed to the exhaust valve design, the basic criterion for
which is correct temperature; this is achieved by carefully controlled cooling and a
separate seat cooling circuit to secure long lifetimes for valves and seats.
Fuel injection system: the split-pump technology first introduced on the W64 engine
offers advantages in terms of operating flexibility, mechanical strength, and cost-
effectiveness. Fuel injection timing can be freely adjusted independently of the
injected quantity, and tuning of the injection parameters according to the engine’s
operational conditions improves engine performance and reduces exhaust
emissions. Smaller closed-type pump elements—derived from high volume
production of smaller engines—reduce mechanical stresses and enhance reliability,
while lower loads on rollers, tappets, and cams improve pump drive reliability.
This new solution was dictated when injection pump manufacturers suggested that
for such a large medium-speed engine it would be very difficult to produce pump
plungers of the size and accuracy required to secure the reliability associated with
smaller engine designs. Since the output of the Wärtsilä 64 is approximately
double that of the established Wärtsilä 46, it was decided to use two plungers (each
of roughly W46 size) per engine cylinder.
The two plungers have slightly different functions (Fig. 24.29). Both pump fuel at
each stroke and are connected to the same line, from where fuel is led to the nozzle
via a single high-pressure line. Although both plungers pump the fuel in a similar
way, only one of them needs to be controlled to adjust the fuel quantity. This made
it possible to reserve the other plunger for another task: turning it to control the
injection timing during engine operation. New possibilities thus opened up for
controlling different load modes and fuel qualities, even allowing injection
retardation when lower NOx emission values are demanded.
Fig. 24.29. Functions of twin plungers of the fuel pump for the Wärtsilä 64 engine.
A contribution to reliability by the fuel pump design comes from splitting the
plunger loading between two cams and rollers, thus lowering the loading on these
components and underwriting safe operation at injection pressures up to 2000 bar.
The associated tappets for these components are both integrated into the same
housing as the tappets for the inlet and exhaust valves.
The high-pressure fuel system was designed and endurance tested at 2000 bar; an
actual injection pressure of around 1400 bar thus represents a substantial safety
margin. No lubricating oil is required for the pump element because the plunger
has a wear-resistant low-friction coating. A profiled plunger geometry keeps the
clearance between the plunger and barrel small, allowing only minimal oil to pass
down the plunger; the small leakage is collected and returned to the fuel system.
Any chance of fuel mixing with the lube oil is eliminated. Both the nozzle and
nozzle holders are made of high-grade hardened steel to withstand the high
injection pressures and, combined with oil cooling of the nozzles, to foster
extensive nozzle lifetimes.
Low-pressure fuel system safety is underwritten by the Wärtsilä-patented
multihousing concept. The fuel line consists of channels drilled in cast parts which
are clamped firmly on the engine block and connected to each other by simple
slide-in connections for ease of assembly and disassembly. The pumps are
connected together to form the complete low-pressure fuel line with both feed and
return channels; any need for welded pipes is eliminated. Safety is further
enhanced by housing the entire low-pressure and high-pressure systems in a fully
covered compartment.
Turbocharging system: based on noncooled turbochargers with inboard plain
bearings lubricated from the engine’s lube oil system. The Spex turbocharging
system is standard, with the option of exhaust wastegate or air bypass according to
the application. Spex, which exploits the pressure pulses without disturbing the
cylinder scavenging, is described in section ‘Wärtsilä 46’. The interface between the
engine and turbocharger is streamlined, eliminating all the adaptation pieces and
piping formerly used.
Cooling system: split into separate HT and LT circuits (Fig. 24.30). The cylinder liner
and cylinder head temperatures are controlled through the HT circuit; the system
temperature is kept at a high level (around 95 °C) for safe ignition/combustion of
low-quality heavy fuels, including operation at low loads. An additional advantage
is maximum heat recovery. To further increase the recoverable heat from this
circuit, it is connected to the HT part of the double-stage charge air cooler. The HT
water pump is integrated into the pump cover module at the free end of the
engine; the complete HT circuit is thus virtually free of pipes.
Fig. 24.30. Cooling water system of Wärtsilä 64 engine.
The LT circuit serves the LT part of the charge air cooler and the built-on lube oil
cooler. It is fully integrated with engine parts such as the LT water pump with
pump cover module, the LT thermostatic valve with the lube oil module and
transfer channels in the engine block. In addition, the LT circuit provides separate
cooling of the exhaust valve seats and a lower seat/valve temperature, thus
promoting long lifetimes for these components. Directly driven pumps ensure safe
operation even during a short power cut.
Lubricating oil system: all W64 engines are equipped with a complete built-on lube
oil system comprising:
• Pump cover module: engine-driven main screw pump with built-in safety valve;
prelubricating module; electrically driven prelubricating screw pump; pressure
regulating valve; and centrifugal filter for lube oil quality indication.
• Lubricating oil module: lube oil cooler; oil thermostatic valves; full flow
automatic filter; and special running-in filters before each main bearing,
camshaft line, and turbocharger.
On in-line cylinder engines, the lubricating oil module is always located at the
backside of the engine, while on V-engines it can be built on the engine at the
flywheel or free end, depending on the turbocharger position. The lube oil filtration
is based on an automatic back-flushing filter requiring minimal maintenance and
no disposable filter cartridges.
Automation system: an engine-integrated system, WECS, is standard and has these
main elements:
• The main control unit (MCU) cabinet, which comprises the MCU itself, a relay
module with backup functions, a local display unit (LDU), control buttons and
backup instruments. The MCU handles all communication with the external
system.
• The distributed control unit (DCU) handling signal transfer over a CAN bus to
the MCU.
• The sensor multiplexing units (SMU) transferring sensor information to the
MCU.
Software loaded into the system is easily configured to match the instrumentation
and the safety and control functions required for each installation. The MCU
cabinet is well protected and built into the engine; most of the remaining hardware
is housed in a special electrical compartment alongside the engine.
Read full chapter

Auxiliary Systems
Michael S. Forsthoffer, in Forsthoffer's More Best Practices for Rotating
Equipment, 2017
Supporting material
See the supporting material in BP 7.4 for details on how all the components within
an oil system function.
See the following table for a general list of items to monitor when there is an issue
in a lube oil system.
Component/item Specified value Actual value Comments
Oil Reservoir
Level
Oil Temp.(°C)
Air in Oil? (Y/N)
Gas in Oil?
Oil Sample?
Pumps
Aux. Pump Operating?
P2 (bar)
Suction Noise?
Suction Filter ΔP (bard)
Vibration (μm)
Brg. Bracket Temp. (°C)
Couplings
Noise?
Strobe Findings
Turbine Driver
Operating Speed (RPM)
Trip Speed Setpoint (RPM)
Vibration (μm)
Gov. Hunting?
Trip Lever Condition
Gov. Oil Condition
Motor Driver
Operating?
Vibration (μm)
Axial Shaft Movement (μm)
Fan Noise?
Relief Valves
Passing?
Set Pressure (bar)
Pump P2 Press. (bar)
Check Valves
Aux. Pump Turning Backwards?
Noise?
Back Pressure Valve
% Open
Stable?
Valve Noise?
Set Pressure (kPa)
Maintained Pressure (kPa)
Transfer Valves
One Bank Operating?
Noise?
Coolers
ΔT Oil
CW Valve Pos.
Cooler Operating?
Vent Valves Open?
TCVs
% Open
Set Temp. (°C)
Stable?
Actual Temp. (°C)
Filters
ΔP (bar)
Vent Valves Open?
Last Filter Change
Accumulators
Pre-charged Pressure (bar)
Last PM Date
Lube Oil PCV
% Open
Set Pressure (bar)
Actual Pressure (bar)
Stable?
Control Oil PCV
% Open
Set Pressure (bar)
Actual Pressure (bar)
Stable?
Lube Oil Rundown Tank (or Emerg. Pump)
Pump or Tank?
Pump Operating?
Tank Overflow
Lube Oil Supply Lines
Leaks?
Noise?
Vibration (μm)
B.P. 7.8:Install a Differential Pressure gauge across seal oil drainers when a
balance line DP gauge or transmitter is not installed on the compressor
By doing this you will essentially be monitoring the balance line DP, since the
suction seal is sealing against suction pressure and the higher pressure seal is
sealing against the pressure behind the balance drum minus any losses across the
inner seal labyrinth, which is minimal. Therefore, an increase in the DP between
the two seal drainers, indicates Balance Drum Labyrinth wear.
L.L. 7.8:Thrust bearing assemblies are frequently changed, without considering
balance system differential pressure trends only to find that balance device
deterioration is the root cause and compressor disassembly is required forcing
a 5–7 day loss of revenue
Read full chapter

Recommended publications
Forsthoffer's More Best Practices for Rotating

Equipment
Book • 2017
Surface Production Operations

Book • 2018
Forsthoffer's Best Practice Handbook for Rotating

Forsthoffer s Best Practice Handbook for Rotating
Machinery
Book • 2011
Pounder's Marine Diesel Engines and Gas Turbines

(Ninth Edition)
Book • 2009
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6/5/2021 Lube Oil System - an overview | ScienceDirect Topics

Maximizing Machinery Uptime

Cleaning machinery and process piping is an engineering task.

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Compressor Lube Oil Systems

Fig. 7.1. Pump side view of lube oil console.

Fig. 7.2. Filter side view of compressor lube oil system.

Fig. 7.3. Lube oil system schematic.

Table 7.1. Lube Oil System Condition Monitoring

System Name: Time

Oil temp. (C)

Aux. pump operating?

Suction ﬁlter Δ P (bard)

Brg. bracket temp. (C)

Operating speed (RPM)

Trip speed setpoint (RPM)

Brg. bracket temp. (C)

Trip lever condition

Gov. oil condition

System Name: Time

Brg. bracket temp. (C)

Axial shaft movement (μm)

Set pressure (bar)

Pump P2 press. (bar)

Aux. pump turning backward?

Back pressure valve

Set pressure (kPa)

Maintained pressure (kPa)

One bank operating?

Vent valves open?

Set temp. (C)

Actual temp. (C)

System Name: Time

Vent valves open?

Last ﬁlter change

Precharged pressure (bar)

Lube oil PCV

Set pressure (bar)

Actual pressure (bar)

Control oil PCV

Set pressure (bar)

Actual pressure (bar)

Lube oil rundown tank (or emerg.

Lube oil supply lines

Fig. 7.4. Oil analysis checks.

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3.11.6.4 Force-feed (pressurized) systems

Steps in selection of a pressurized lube oil system are as follows:

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Flushing of Lube Oil Piping System

7.1.3 Oil Filters

Fig. 7.2. Half cross-section of duplex ﬁlter.

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Diesel power plant

7.31 Installation of lube oil system (pump and tanks) estimate

Description MH Qty Unit Qty Unit IW

Lube oil system (pump and tanks) 0

Lube oil service tank 1000 gal 20.0 1 EA 0 EA 0

Dress out—ﬁlling, suction, drain, vent, 60.0 1 EA 0 EA 0

Clean lube oil tank 12,000 gal 40.0 1 EA 0 EA 0

Description MH Qty Unit Qty Unit IW

Dress out—ﬁlling, suction, drain, vent, 60.0 1 EA 0 EA 0