Lubrication System

Study of lubrication system Mechanical Engineering
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ACKNOWLEDGEMENT
We express our deepest gratitude to our guide Dr G.Venkata
Subbaiah, M.TECH PhD ,Senior Lecturer in Mechanical Engineering
S.V.GOVT.POLYTECHNIC, TIRUPATI, for his constant support. We
are greatly indebted to him for his valuable guidance, Enthusiastic
towards project and fabulous subject.
Our sincere gratitude to Sri. M.V.Ch.JAGADHEESHWARUDU
M.E ,Head of the Department of Mechanical Engineering,
S.V.GOVT. POLYTECHNIC, TIRUPATI, for encouragement in the
project.
We extend our gratitude to our beloved Principal
Sri Dr L.Krishna Sai M.Tech, PhD. S.V.GOVT. POLYTECHNIC,
TIRUPATI, for giving this opportunity of carrying out this project in
our area of interest.
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SRI VENKATESWARA GOVERNMENT POLYTECHNIC

K.T.ROAD TIRUPATHI
DEPARTMENT OF MECHANICAL ENGINEERING
CERTIFICATE
This is to certify that project report entitled
STUDY OF LUBRICATION SYSTEM is to bonafied work
done by C. DEEPTHI SREE (18018-M-027) for the
academic year 2020-2021.
Lecturer Incharge Head of department

Dr.G.Venkatasubbiah, PHD Mr.Jagadeswarudu,M.E
Submitted on ……..
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INDEX
S.No Name of the topic Page no
1 Introduction 6
2 Importance of 9
lubrication system
3 Lubrication and 11
lubricants
4 Selection of 14
Lubricants and
properties of
lubricants
5 Mainly used 15
lubricants and
important
properties of oil
and grease
6 Grease vs Oil 19
7 Principle of 20
lubrication
8 Methods of oil 23
lubrication
9 Types of 38
lubrication system
10 Space-craft 54
lubrication system
11 Aircraft 59
lubrication system
12 Railway track 62
lubrication system
13 Protective devices 66
4
and Fittings
14 Related safety, 70
Care and
Maintenance
15 Conclusion 73
Name of the figures
S.No Name of the Page No

figure
1.1 Lubrication 8
system in Petrol
engine
1.2 Grease gun 24
1.3 Drop feed oilers 25
1.4 Wick feed oilers 26
1.5 Bottle oilers 27
1.6 Ring oiler 28
1.7 Splash oiling 29
1.8 Mist oiling 30
1.9 Centralized oiling 31
system
1.10 Grease cup 34
1.11 Grease gun 34
1.13 Single line system 36
1.14 Single progressive 36
system
1.15 Dual line system 40
1.16 Petrol lubrication 41
system
1.17 Splash lubrication 42
system
1.18 Pressure 44
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Lubrication
system
1.19 Dry sump 45
lubrication system
1.20 Wet sump 50
lubrication system
1.21 Single line 50
progressive
1.22 Single line parallel 51
1.23 Dual line parallel 52
1.24 Lubrication 58
example
1.25 Aircraft 61
lubrication
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Abstract:
The lubrication process is an important process for prevention of

corrosion and wear of bearings. The grease lubrication is used in
rolling contact bearings because it is mixed with oil and additives.
The grease has viscosity of 100 centistokes and max temperature of
121°C / 250 °F. It has self-healing property. Multipurpose grease is
used in perfect for hard to reach location overhead or garage door
high temperature greases is used in 325°F to protect the wear, high
loads, rust, oxidation, water. The oil and air lubrication system is also
called as single line automation system. This lubrication process is
used only for high speed bearing, chains used in industrial propose.
System is used to prevent dirt to reach the sensitive bearing. Oil and
air lubrication is eco-friendly lubrication. The air lubrication system
is mainly used in ships. In this process, air and water mixed and
form boundary layer which is used to reduce the fuel usage which in
turn reduces the drag level and increases the speed of ships.
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Fig1.1 Lubrication in Petrol engine
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Lubricant degradation and problems associated with maintenance

lead to a high percentage of mechanical wear and fatigue. Billions of
dollars are lost annually because of unnecessary repair work that
has to be carried out on manufacturing machines and equipment
that has not been properly maintained and lubricated. There are
various recurring lubrication problems that seem to be widespread
across industries. Companies can avoid these heavy expenses by
implementing well-thought-out maintenance programs.Lubrication
and lubricants are the most important aspect for running a machine
without giving pre-matured failure. It is also used to minimize
power loss, heat generation, wear and tear of mechanical
components as well as for smooth running of the machine.
Production and productivity are very much dependent on
lubrication system.It may seem superfluous to mention that
lubrication is vital to the life of industrial equipment; keeping
lubricant contaminant-free and dry can improve the performance
and extend the service life of your equipment. It is essential to invest
in keeping critical assets protected and making manufacturing plant
operational. Following are some of the benefits of carrying out
regular inspection and maintenance programs:
 Fewer emergency interruptions to operations due to

equipment breakdown.
 Reduced downtime and maintenance costs.
 Reduction in total labor required to maintain facilities.
 Controlled reductions in the inventory of spare parts.
 Increased productivity on the manufacturing floor.
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Lubrication:
Lubrication is the science of reducing friction between two solid
bodies in relative motion by interposing a lubricant between their
rubbing surfaces. It is the most vital singular factor in plant
maintenance. It keeps the plant young; contribute to better profits by
improving the life of the wear components, equipment availability
and reliability. Much work has been done in this direction my
improving lubrication, mechanization, modification of the existing
lubricating system, elimination of lubricant wastage and thus
bringing down the consumption of lubricants and wear parts.
Lubricant:
A lubricant is a substance, usually organic, introduced to
reduce friction between surfaces in mutual contact, which ultimately
reduces the heat generated when the surfaces move. It may also have
the function of transmitting forces, transporting foreign particles, or
heating or cooling the surfaces. The property of reducing friction is
known as lubricity.
Function of Lubricants:
The principal functions of lubricants are:
 Reduce friction.
 Control temperature rise.
 Control wear
 Control Corrosion
 Transmit Power in case of hydraulics
 Washout debris and contaminants
 Decrease power requirement
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 Act as a seal (Seal out contaminants)

 Carry out heat (Sometimes used for cooling)
 Dampen Shock
 Extended useful life of frictional components.
 Reduction in unscheduled machine down time, resulting in
increased production; maintenance; labour and replacement
cost and save energy.
Types of Lubricants:
Lubricants may be gaseous, liquid, plastic or solid. Their
classification according to physical state includes materials and
coatings that are self lubricating. The additives listed under solids are
usually not lubricants themselves but contribute important
lubricating properties, when added to oil.
Gaseous lubricants – Air, helium, Carbon dioxide and others.
Liquid lubricants –
(a) Mineral oils from petroleum crude
 Straight or unadulterated
 Compound with fixed oils or their derivatives
 Compound with special additives.
 Compounded with fixed oils or their derivatives, plus chemical
additives such as polymers and metal soaps.
(b) Fixed Oils
 Animal (acid less tallow oil, lard oils, etc)
 Vegetable (Castor oil, rapeseed oil, Palm oil, etc)
 Fish (Sperm oil, porpoise jaw oil, Palm oil, etc.)
(c) Synthetic fluids - Silicon, silicate esters, phosphate esters,
polyglycols,
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Dibasic-acids esters, chlorofloro carbon polymers; Fluor compounds

(fluoroesters) Neopentyl, polyol esters, polyphenyl ethers.
(d) Soluble oils or compounds
 Mineral oil compounded with emulsifying agents.
 Synthetic fluids compounded with emulsifying agents.
Semi – Liquid/Plastic Lubricants (GREASE)
As per ASTM D288, grease is a solid to semi-fluid product of
dispersion of thickening agent in liquid lubricant. Other ingredients
imparting special properties may be included – is known as GREASE.
GREASE – BASE OIL + Thicker + Additives

Grease is suitable because of following reasons
Accessibility: If the lubricating point is difficult in accessing, Grease
is suitable to use in the machine.
Frequency: If the frequency of lubrication is long, then Grease is
suitable.
Starting Stage: In some large equipment; starting stage lubrication is
ensured by grease.
Type of Product: In food, textile type industries, product may be
damaged due to the presence of oil, so Grease is efficiently used.
When the load is applied on the grease, the soap will release from
oil. The pressure again redirects the oil to go back to soap. This
phenomenon is known as sweating. Under the load the grease is
PLASTIC, and when the load is released again it is solidified.
Different form of Greases:
 Soap thickened mineral oils.
 Soap thickened Mineral oils with special additives.
 Yarn fibres saturated with fluid grease.
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 Semi fluid grease.

 Mineral oil thickened with non soap gelling agents.
 Block grease (non-flowing at room temperature).
Solid Lubricants: Solid lubricants are rarely used but commonly it is
added with other lubricants to increase its some of the properties.
Some examples of solid lubricants are Graphite, Molybdenum
disulfide, mica, talc or soap, lead carbonate, wax, etc.
Additives: Additives are the substances which are added with the
lubricants to fortify some of their properties. Some of the Additives
are Metallic phosphates, few additives, metallic oleates, metallic
chlorides, Metallic sulphides, metallic stearates, metallic oxides and
metallic oxalates.
Selection of Lubricants:
Factors to be considered to select a correct lubricant are:
 The operating factors of equipment such as speed, load
and temperature.
 Equipment condition-whether old or new, etc.
 Compatibility of the lubricant with materials in contact.
 Operating environment - Dust, Hot Water, etc.
 Operating condition – continuous or intermittent.
 Lubricants application methods, Lubricant maintenance
system.
 Clearances between moving parts.
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PROPERTIES OF LUBRICANTS:
 Must have a high flashpoint. [It is the temperature where

beyond this the lubricant vaporised and burned.]
 Viscosity should be high. [It is the attraction force acting
between the molecules of the lubricant.]
 Pour Point. [It is the lowest temperature where lubricant can
flow without any disturbances.]
 Chemical Stability. [It should not react with any parts of the
engine].
 It should not corrode metallic surfaces.
 It should keep lubricated parts clean.
 It should remain stable under varying temperature.
Application:
 Punching presses
 Capstan laths
 Hobbing machines
 Milling machines
 Shaping machines
 Turing laths
 Slotting machines
 Spring making machines
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Mainly used lubricants:

Lubricant is widely used when reduced friction and wear is
needed. The main function of lubricant is to introduce a shear
able or viscous layer between sliding surfaces. As the solid to
solid contacts are replaced by the solid to lubricant contact, the
shear strength between the interfaces is reduced .Lubricant on
the magnetic tapes helps to reduce the friction and wear. The
lubricant layer covers some of the asperities, providing a
boundary lubrication condition, thus reduces the shear
strength when asperities contact with each other. Typically,
fatty acids and acid ester family are used as lubricants on the
tape surface. As magnetic tapes are usually used as the long-
term archive, the long-time stability of the lubricant is one of
the major figures of merit to evaluate the lubricant. It has been
known for a while that fatty acid esters have could decompose
when there is enough water molecules (i.e., hydrolysis).
Moreover, some lubricant can volatilize after long periods of
time, as the fatty acid molecules diffuse to the tape surface.
Important Properties of Oil:
 Proper fluidity or plasticity under conditions of operation.
 Film strength commensurate with loads.
 Chemical stability.
 Adhesiveness to bearing surface.
 Lubricity or oiliness or slipperiness to the degree required
by operating factors.
 Purity i.e. freedom from contaminants that detract from
the efficiency of the lubricant.
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 Non-corrosive characteristics.
 Rust proofing capability.
 Resistance to water wash.
 Resistance to foaming.
 Good sealing properties.
 High viscosity index.
 Fire resistance.
 Minimum of volatility or out gassing.
 Resistance to the effect of nuclear radiation.
 Good emulsifying qualities.
Important properties of grease:

Consistency: Consistency is defined as the degree to which a plastic
material resists deformation under the application of a force. In the
case of lubricating greases it is the measure of relative harness or
softness, and may indicate something of flow and dispensing
properties. As per National Lubricating Grease Institute (NLGI)
grade, Consistency, similar to viscosity varies with temperature.
Cone Penetration: The cone penetration of grease is determined with

the ASTM (American Standard of Testing Material) Penetrometer.
After sample is prepared, the cone is released and allowed to sink
into the grease under its own load for 5 sec. The depth the cone has
penetrated is the reads in tenths of a millimetre and reported as the
penetration of the grease. Since, the cone will sink further into softer
greases. ASTM penetrations are normally measured at 25 deg. C.
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Dropping point: The dropping point of any grease is the temperature

at which a drop of material falls from the orifice of a test cup under
prescribed test condition.
Resistance to oxidation: Resistance to oxidation is an important

characteristic of grease intended for use in rolling element bearings.
Both the oil and fatty constituents in grease oxidize; the higher the
temperature faster is the rate of oxidation. When grease oxidizes it
generally acquires a rancid or oxidized odour and darkens in colour.
Simultaneously, organic acids generally develop and the lubricant
becomes acid in reaction. These acids are not necessarily corrosive,
but may affect the grease structures causing hardening or softening.
Resistance to Water: The ability of grease to resist water washout

under Conditions where water may splash or impinge directly on a
bearing is an important property.
Oil Separation: The resistance of a grease to separate oil from

thickener involves certain compromises. When greases are used to
lubricate rolling contact bearings a certain amount of bleeding of oil
is necessary in order to perform lubrication function.
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Grease Vs Oil
In most applications there is no choice. In some cases both can be
used. Compared with grease oil is better coolant, generates less
internal friction, is easier to handle and apply, and forms a more
uniform film. But there are certain applications where grease has the
advantage.
Grease Oil
Stays longer Has less internal friction
Drips less Serves high speeds

Serve certain extreme condition Serves close tolerance.
. Provide better sealing Serves as a coolant
Requires less frequent Flushes away contaminants.
Lower costs Lower costs
Parameters Grease oil

Load Ok Ok
Temperature Upto120 Upto90
degrees degrees
Speed Upto35000 Upto5,50,000
Inaccessibility of location Good Bad
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Dust environment Good Bad

Vertical bearing Good Bad
At low temperature Bad Good
When the pressure of Bad Good
lubricant is to vary
Layout complexity Bad Good
PRINCIPLE OF LUBRICATION
To maintain a film of Lubricant between the surfaces in running
condition any
One of the following principles of lubrication prevails.
 Hydro dynamic Lubrication
 Hydrostatic Lubrication.
 Elasto-hydrodynamic Lubrication
Hydrodynamic (Thick film) Lubrication:
The formation of a thick fluid film that will separate two surfaces
and support a load as the two surfaces moves with respect to each
other, internal friction in the fluid causes it to be drawn into the
space between the surfaces. The force drawing the fluid into space A
is equal to the force tending it out, but since the cross -sectional area
the outlet section is smaller than inlet, the flow of fluid is restricted
at the outlet. The moving surface tries to “compress” the fluid to force
it through the restricted section with result the pressure in the fluid
rises. The thickness of the film in this case is high enough to
eliminate any contact between the surfaces, thus the coefficient of
friction micron is even in the order of 0.005.
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Development of Hydrodynamic Film in a Journal

Bearing:
 Firstly the machine is at rest with the oil shut off and the oil has
leaked from the clearance surface. Metal to metal contact exists
between the journal and the bearing.
 Secondly, when the machine has been started and the oil
supply turned on filling the clearance space, the shaft begins to
rotate counter clockwise and friction is monetarily high so the
shaft tends to climb the left side of bearing.
 Finally , as it does this, it rolls onto a thicker oil film so that the
friction is
Reduced and the tendency to climb is balanced by the tendency
to slip back.
 As the journal gains speed, it draws more oil through the
wedge-shaped space between the bearings. Pressure is
developed in the fluid in the lower left portion of the bearing
that lifts the journal and pushes it to right.
 Under steady condition the upward force developed in the oil
film just equals the total downward load and the journal is
supported in the slightly eccentric position.
Hydrostatic film Application:
One of the more common applications of the hydrostatic principle is
an “oil lifts” for starting heavy rotating machines, such as steam
turbines, large motor steel mills and rotary ball and rod mills.
Because metal to metal contact exists
Between the journal and the bearings when the journal is at rest,
extremely high torque may be required to start rotation and damage
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to the bearings may occur. By feeding oil under pressure into the
pocket machined into the bottom of the bearings, the journal can be
lifted and floated on fluid films. When the journal reaches a speed
sufficient to create hydrodynamic films the external pressure can be
turned off and the bearing will continue to operate in the
hydrodynamic manner.
Elasto-hydrodynamic Film Lubrication:

In the case of rolling contact bearing as the ball or roller on their
raceways, the lubricant is carried into the convergent zone
approaching the contact area and as the pressure on oil increases.
The viscosity increases. As the viscosity
Increases, the pressure further increases. This hydrodynamic
pressure developed in the lubricant is sufficient to separate the
surface at the leading edge of the contact area and as the lubricant is
drawn into the contact area and as the lubricant is drawn into the
contact area the pressure on it increases further together with the
viscosity. Due to this high viscosity and the short time required for
the lubricant to be carried through the contact area, the lubricant
cannot escape and separation of the surface can be achieved. Hydro-
dynamic & Hydrostatic films are for sliding contact surfaces whereas
Elasto-hydrodynamic film is for rolling contact surfaces.
Boundary Lubrication:
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If none of the above conditions exists the condition will be of

boundary Lubrication. Boundary larger lubrication is obtained when
the thickness of the lubricating film is of the same order of
magnitude as the individual oil molecules. This condition may
present when the quantity of oil is insufficient or the relative
movement between surfaces is too low. The coefficient of friction
micron in these cases is high-as high as 0.1, and on the incipient
metallic contact, can rise to 0.5. When the coefficient rises, friction
losses also increase. These are converted into heat, which raises the
temperature of the lubricant, thereby reducing its viscosity so that
the load carrying capacity of the film is even lower in the most case
so low that the surfaces seize together.
METHODS OF OIL LUBRICATION:

 Once through oiling / all loss method.
 Oil reservoirs / Reuse method.
 Circulating oil systems.
Once through oiling: Once through oiling is so named because the
oil passes
Through the bearing only once and is lost for further use. Method of
this type
Includes oil cane lubrication, drop feed oiling, gravity feed bottle,
wick feed Lubrication.
 Oil can Lubricator: This is the direct application of oil to a
moving machine part from a hand oil cane. It is used for small
bearings, chains. This method has limitations. The excess oil
runs off bearing. The parts operate with insufficient oil until
next oiling.
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Fig1.2 Grease can

 Drop feed Oilers: When a more uniform supply of oils is
required, a drop feed oiler may be used. It consists of a shut off
lever, feed adjustment, oil chamber, needle valve and sight
glass. The dropping of the oil through the drop feed oiler can
be regulated and checked from time to time see that the oil is
continuing to feed properly.
Fig1.3 Drop feed oilers
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25
 Wick Feed Oiler: The wick feed oiler consists of an oil reservoir
and a wool wick. The wick draws oil from an oil cup by the
capillary and siphoning action of the wick and feed it into an
opening in the bearing. The amount of oil being delivered to
the bearing can be regulated by changing the size of the wick.
The reservoir should be kept well filled, because the rate of oil
feed depends on level of the oil in the reservoir.
Fig1.4 Wick feed oiler
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The Bottle Oiler: The bottle oiler consist of an inverted glass mounted
Above the bearing and filled with a sliding pin which rests on the
journal. When the journal rotates, it vibrates the pin. The vibration
in encourages the flow of oil from bottle to the bearing through the
space between pin and its sleeves.
Fig1.5 The Bottle oiler
Reuse Methods: As referred to “all loss” lubrication, the lubricants

supply to the bearings gradually leaks away and is not reused. In
short, the bearing passes through the region of mix film lubrication
and operates much of the time under boundary conditions. A closer
approach for maintaining a safe oils supply may be accomplished
with application devices such as wick feed oilers, drop feed cups
bottle oilers. Even with regular application of small amount of
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lubricant, their film bearings require proper selection to control

wear and provide satisfactory service life. Reuse method of oil
application include circulating supplying lubricant for one or more
machine and self contained system such as bath, splash, food and
ring oiling.
a) Chain Oiling: Chain oiling is similar to ring oiling except that a
small linked chain is substituted for ring. Chain will carry larger
volume of oil than does the ring.
b) Oil Collar: An oil Collar may be used to carry oil from reservoir to
journal which are rotating at high speed so that rings and chains
would slip. The
Collar fastened to the journal rotates carrying the oil to an over head
scraper which removes and distribute oil to bearing and gears.
c) Ring Oiling Method: In ring oiling method, a metallic ring larger
in diameter than journal rides on it and turns as it rotates. The ring
dropping into oil, carries oil to the top of the journal where it flows
along and around the journal providing lubrication before returning
to the reservoir.
Fig1.6 Ring oiling method
Splash Oiling: In this method, some moving parts are in direct

contact with oil in the bottom of the casing. As the moving part
turns, it splashes and carries the oil in to the other parts within the
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casing keeping them well supplied with lubricant. This is very

reliable method of lubrication. In I.C. engine compressor, the
crankpin connecting rod which coming in contact with oil level
during rotation splashing out the oil to the surrounding and oil is
carried out to the desired locations. In gear boxes, one gear dips into
the oil and carries to the moving parts and to the meshing zones of
the gears. The gear teeth carry oil directly to some gears and splash it
to others and to collecting through which leads it to bearing not
reached by splash. In all method of reservoir lubrication it is
important that the reservoir be checked for proper oil level either by
dip sticks
Fig1.7 splash oiling
Mist Oil Systems: In oil mist lubricators, oil is atomized by low

pressure (0.7 to 3.5 bar) compressed air forming a practically a dry
mist or fog, that Can be practically a dry mist or fog, that can be
transported relatively long distance in small tubing. When the mist
reaches the application point it is condensed or collapsed into larger
particles that wet the surface and provide lubrication.
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Fig1.8 Mist oiling system

CENTRALISED OIL CIRCULATING SYSTEM:
a) Reservoir
b) Pump
c) Cooler
d) Filter/Strainer
e) Different Gauges etc.
This system explains a typical example. Returning oil drains to a
settling compartment, enters into reservoir. Water and heavy
contaminants settle at power point from which they can be drained.
Particularly purified oil overflows a baffle to a clean oil
compartment. The clean oil pumps takes oil through a suction
strainer and pumps it to a cooler and then to Bearing, Gears and
other lubricated parts. The pressure desired in the oil supply piping’s
is maintained by means of a relief valves which discharges to the
reservoir. A continuous by-pass purification system takes 5 to 15%
of the oil in circulation system through a pump from point above the
maximum level of separated water in the reservoir and pumps it
through a suitable filter back to the clean oil compartments.
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Fig1.9 Centralised oil circulation system
GREASE LUBRICATING EQUIPMENTS:

(a) H5A Grease Gun: It is a small screw plate pinned Grease gun. It is
lever type. Capacity – 5 lbs. Max. Pressure- 2,500 psi. with 7 ft. hose
with ¼” hose fitting or coupler in delivery line.
 Discharge – 1/3 ozs or 10 gm/stroke.
 Height – 13.5”, Length-21”, Width – 5.25”.
Operating Instructions for H5A Grease Gun:

 Fasten the hose coupler on the fitting to be lubricated.
 Move the handle up & down until lubrication is completed.
 Release the handle, it will automatically move to its neutral
position, releasing pressure in the hose and permitting the hose
to be uncoupled from the fitting.
 Remove coupler, pulling it to one side and off.
 After using the gun pump slightly dampen a ray with oil and
mesh the hose.
 Then, wipe off the hose drip. This step will prolong the life off
your hose.
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 Replace follower on the stem, and turn the crank to the right-
clockwise-until the fill lower is back in position.
 Replace cap on cylinder.
 Open the air relief valve. Turn the crank to the right until
lubricant begins to ooze out at the valve opening. Then close
the valve.
 Swing the pawl lever and handle up, into normal operating
position.
 Move the handle up and down until lubricant appears at the
hoes coupler.
Maintenance Instructions for H5a Grease Gun:
After lubricating an extra tight bearing, swing the pawl lever and
handle unit back on to the cylinder to prevent damage to the pawl
level, stem, head casting, follower or other working parts of your
lubricating gun.
Removing air pockets:
 Continued pumping will remove normal air pockets.
 Larger air pockets may be quickly removed by opening
the air release valve and turning the crank slightly to the
right.
Correcting the faulty gun operation: If there is lubricants in the gun
but it cannot be pumped out:
 Remove the hose.
 Operate the pump. If lubricant flows, the hose is plugged
up. Clean or replace hose, as necessary. If lubricant does
not flow, the pump screen is probably clogged with
foreign material and should be cleaned.
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(b) Air Operated (Goliath) Grease Pump: It is an air operated grease

gun. It has heavy duty construction for longer life in difficult
operating condition. Front caster wheel and rear wheel tyres are
made of rubber to suit in rough plant, garage floor, etc. It is supplied
with 7 feet hose with control valve. Helix arm and worm gear
construction assure positive mechanical priming to handle heavier
grease even in cold weather with no air pockets. The rugged air
motor develops greases pressure 33 times the air pressure applied.
METHODS OF GREASE APPLICATION:

There are three methods of applying grease:
 By hand
 By hand operated mechanical devices like grease gun, which
delivers the Grease to one point at a time.
 By centralized grease systems which supply a number of points
at a time from a central reservoir.
Hand Application: As the name implies is the application of the
grease directly to the parts by hand. Ball and Roller bearings are
greased by fingers into the space between the balls and rollers.
Grease application is also done to open Gears and Guiders.
Hand Operated Mechanical Devices:
(a) Grease Cup: It consists of a small reservoir for holding the Grease
and pressure is exerted by screwing it down and forcing the grease
into the Bearing
33
.
Fig 1.10 Grease cup
(b) Grease Gun: The grease gun is a very popular device for grease
lubrication at the various lubricating points. The gun delivers the
grease by operating the lever, in turn grease is forced into the fittings
to reach the bearing surface.
Fig 1.11 grease gun
PURPOSE OF LUBRICATION SYSTEM:
 Lubrication reduces friction by creating a thin film between

the parts.
 Minimise wear securely between the moving parts.
 Lubrication also avoids the moving parts not to come in
contact with each other.
 Oil used for lubrication serves as a cleaning agent in an
engine as it moves the dirt particles to oil pan or filter.
Smaller particles are filtered by oil filter while larger ones
are retained by oil pan.
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 The main purpose of engine lubrication is that it also serves

as cooling system; lubricating oil cools the main parts of
engine and transferred the hot oil into cooler oil in the oil
pan.
 The oil creates a seal between the cylinder walls and piston
rings and reduces the exhaust gases pass by.
 The oil also acts as a cushioning agent when the bearing
suddenly experiences heavy loads.
Fig1.13 Purpose of lubrication system
Centralised Grease Lubrication System:
(a) Single line system: The three way valve, operated manually
or automatically, either directs pump pressure into the
supply line or relieves the pressure in the line to permit the
spring return to reset the values.
35
Fig1.14 single line system

(b) Dual line (FARVAL) system: The four way valve operated
manually or automatically directs pump pressure to one line and
then the other. When one line is pressurized the other line is
relieved.
FWA Grease Pump:
Figure 1.15 Dual line
36
Application: Lubrication of not more than 36 points with small

quantities of grease, particularly for conveyor system, presses,
construction machinery etc.
Reliability: Every lubrication point receives the correctly metered

quantity of lubricants either continuous or at particular intervals, at
our choice. No lubricating point is over or under lubricated. The
lubricant fed to the lubricating point is always clean.
Economy: Manual lubrication is more costly.
Advantages: Transport of lubricant through piping is clean and
avoids unnecessary losses in transferring from one container to
another, very much suitable for lubricant conservation. Lubricants
cost are reduced. Plant remains cleaned.
Work Design: All lubrication lines are plumbed directly from the
pump to the lubrication points. The lubricant is metered by the
pump, the quantity being adjustable. The pump may be operated
manually or by an electric motor.
Mode of operation: The worm which is fitted to the drive shaft
engaged the worm wheel, which is attached to the vertical
distributor sleeve. This sleeve rotates the scraper with wedge plate,
which pushes the greases out of the container through the strainer
into the Gear Box. The rotating movement of distributor sleeve is
transmitted to the distribution cylinder through the two Bevel gears
which has transmission ratio of 1:1.The cam plate which is fixed on
top of the distribution cylinders turns with the latter and moves each
cylinder up & down once or three times per revolution depending on
the rise of the cam plate (single/three). During the suction stoke a
quantity of lubricant is drawn through the suction port of the
37
distribution cylinder. During the feeding stroke the lubricant is

forced out of space through the pressure port into the outlet ports.
CENTRIFUSE (OIL – RECLAMATION)

The principle of separating and purifying liquids by centrifugal
force in the disc type centrifuge is equally easy to understand, for the
discs divide the liquid into thin layers so that centrifugal force can
act on the thin liquid strata most. In the bowl of a centrifugal oil
purifier, a mixture of oil water and dirt will be separated by
centrifugal force into three layers. Each whirling particle or droplet
will lend to “fly out” like the ball on the string. The dirt will go to the
periphery of the bowl. The water will form the next layer and the oil.
Lightest of the three, will collect at, and be discharged from, the
point nearest the centre.
Techniques of Separation:
Definitions:
Throughput: This means the quantity of liquid supplied per unit

time. The throughput is given in cu.m/h or I/h (lmp.galls/h).
Reception ability: This means the largest liquid quantity that the
bowl can treat per unit time, expressed in cum/h or 1/h (Imp.
Galls/h).
Clarification: A liquid-sludge separation in which the machine is
used for separating off particles, normally solids, having a higher
specific gravity than that of the liquid.
Purification: A liquid-liquid separation in which the machine is used
for separating two intermixed liquids, which are insoluble in each
other and have different specific gravities. Solids with specific
38
gravities higher than those of the liquids can be separated off at the
same time.
Factors influencing the Separation:

Difference in Specific gravity: The centrifugal force acts on all
particles proportionally to their specific gravity. This applies to solid
particles as well as to fluid particles. The greater the difference in
specific gravity, the easier the separation.
Size and shape of Particles: The larger the particle, the quicker is the
sedimentation. The particles to be separated off must not be so small
that the mixture is getting near colloidal state. The smooth and
round particle is easier separated off than the irregular and
elongated one. Rough treatment such as in pump can split the
particles, with reduced size and separating speed as a result.
Viscosity: The more fluid a liquid is, the quicker is the separating
process and the better the separation. In other words, low viscosity
improves the separation result. The viscosity can in many cases be
reduced by heating.
Time in centrifugal field: If the separation is not satisfactory, the

throughput must be reduced. Lower throughput gives a better
separating result.
Types of Lubrication System:

 Petrol system
 Splash system
 Pressure system
39
 Semi-pressure system
 Dry sump system and
 Wet sump lubrication system
Petrol system:
This system is generally used in the two-stroke petrol engines like

scooters, motorcycles. In this type of system, a certain amount of oil
is mixed with petrol itself. Therefore 3 to 6% of oil mixed with fuel.
This proportion should be proper. If this proportion is less, the
danger of oil starvation causes damage to the engine. If this
proportion is more, the engine gives dark smoke and excessive
carbon deposits on the cylinder head.
Fig 1.16 Petrol lubrication system
40
Splash Lubrication System:

This is the most popular type of lubrication system duly used in cars
extra.This is one of the cheapest methods of the lubrication system. It
consists of a scoop, which is fitted at the lower end of the connecting
rod as shown in the diagram. As when the engine runs scoop
splashes, the oil from oil through by centrifugal force to all engine
parts. Splash lubrication system is used on small, stationary four-
stroke engines. In this system, the cap of the big end bearing on the
connecting rod is provided with a scoop which strikes and dips into
the oil-filled through at every revolution of the crankshaft and oil is
splashed all over the interior of crankcase into the piston and cover
the exposed portion of the cylinder is shown in the figure below. A
hole is drilled through the connecting rod cap through which the oil
passes through the bearing surface. Oil pockets are provided to catch
the splashed oil over all the main bearings and also the camshaft
bearings. From these pockets, oil passes to the bearings through a
drilled hole. The surplus oil dripping from the cylinder flows back
the oil sump in the crankcase.
Fig1.17 splash lubrication system
41
Pressure Lubrication System:

This system is used, because the splash system is not sufficient for
larger engines like Ambassador, Jeep, Ashok Leyland, and others. Oil
from the sump will be supplied to the engine parts through main
galleries, via strainer and filter. The pressure of oil is about 2 to
4kg/cm2. For camshaft and timing gears, oil is supplied by a separate
line through the pressure reducing valves.
This type of system, oil is pressurized by using a gear pump
Fig 1.18 pressure lubrication system
Semi-Pressure Lubrication System:

In this type of system the oil pressure between 0.4 to 1 kg/cm2. In
this system, some parts are lubricated by the splash system and some
parts are by a pressure system. The parts such as cylinder wall,
piston, piston pin, connecting rod extra are lubricated by splash
system and remaining parts are by a pressure system.
42
Dry Sump Lubrication System:

This system consists of two pumps. One scavenging pump placed
below the sump, other pressure pump placed at the tank.
Scavenging pumps supply lubricating oil to the main tank through
the filter and, Pressure pump supplies oil to the different parts of an
engine through the oil cooler. A dry-sump system gets you a couple
of bonuses: First, it means the engine can sit a little lower, which
gives the car a lower centre of gravity and improves stability at
speed. Second, it keeps extra oil from soaking the crankshaft, which
can lower horsepower. And, since the sump can be located
anywhere, it can also be any size and shape. In this system, the
pressure of oil is about 4 to 5 kg/cm2. Here sump is kept dry. Hence
called a Dry sump lubrication system. This type of system is used in
the sports car, and certain military vehicles extra. In brief, an engine
lubrication system in which the lubricating oil is carried in an
external tank and not internally in a sump.
The sump is kept relatively free from oil by scavenging pumps,
which return the oil to the tank after cooling. The opposite of a wet
sump system. The pumping capacity of scavenging pumps is higher
than that of the engine-driven pumps supplying oil to the system.
43
Fig1.19 Dry sump lubrication system
Wet Sump Lubrication System:

In this system, the oil is delivered from the sump strainer to different
engine parts. In this system, the pressure of oil is about 4 to 5kg/cm2.
After lubrication oil is drawn back to the oil sump. In this case, the
oil is always present in the sump. Hence called a wet sump
lubrication system. The advantage of a wet sump system is its
simplicity. And the oil is close to where it will be used, there aren't
too many parts to engineer or repair, and it's relatively cheap to
44
build into a car.
Fig1.20 Wet lubrication system
Lubrication system in two stroke engine:
Two-stroke lubrication
Two-stroke engines collect some oil beneath the crankshaft;
however, 2-stroke engines use a total-loss lubrication system that
combines oil and fuel to provide both energy and engine lubrication.
The oil and fuel are combined in the cylinder’s intake tract and
lubricate critical components such as the crankshaft, connecting
rods and cylinder walls. Oil-injected 2-stroke engines inject the oil
directly into the engine, where it mixes with the fuel, while pre-mix
2-stroke engines require a fuel/oil mixture that is combined before
being installed in the fuel tank. In general, 2-stroke engines wear
more quickly than 4-stroke engines because they don’t have a
dedicated lubricant source; however, high-quality 2-stroke oil
significantly reduces engine wear.
45
Lubrication system in four stroke engine:

Four-stroke lubrication
Four-stroke engines are lubricated by oil held in an oil sump. The oil
is distributed through the engine by splash lubrication or a
pressurized lubrication pump system; these systems may be used
alone or together. Splash lubrication is achieved by partly
submerging the crankshaft in the oil sump. The momentum of the
rotating crankshaft splashes oil to other engine components such as
the cam lobes, wrist pins and cylinder walls. Pressurized lubrication
uses an oil pump to provide a pressurized film of lubricant between
moving parts such as the main bearings, rod bearings and cam
bearings. It also pumps oil to the engine’s valve guides and rocker
arms.
Automatic lubrication system:
An automatic lubrication system (ALS), often referred to as

a centralized lubrication system, is a system that delivers controlled
amounts of lubricant to multiple locations on a machine while the
machine is operating. Even though these systems are usually fully
automated, a system that requires a manual pump or button
activation is still identified as a centralized lubrication system. The
system can be classified into two different categories that can share a
lot of the same components.
Oil systems: Oil systems primary use is for stationary manufacturing
equipment such as CNC milling
46
Grease systems: Grease primary use is on mobile units such

as trucks, mining or construction equipment.
Oil versus grease can vary even though their primary use is mostly
stationary for oil and mobile for grease, some stationary
manufacturing equipment will use grease systems.
Reason for Automatic lubrication:

Automatic lubrication system is designed to apply lubricant in small,
measured amounts over short, frequent time intervals. Time and
human resource constraints and sometimes the physical location on
machine often make it impractical to manually lubricate the points.
As a result, production cycles, machine availability, and manpower
availability dictate the intervals at which machinery is lubricated
which is not optimal for the point requiring lubrication. Auto lube
systems are installed on machinery to address this problem.
Benefits:
Auto lube systems have many advantages over traditional methods of
manual lubrication:
 All critical components are lubricated, regardless of location or

ease of access
 Lubrication occurs while the machinery is in operation causing
the lubricant to be equally distributed within the bearing and
increasing the machine’s availability.
 Proper lubrication of critical components ensures safe
operation of the machinery.
47
 Less wear on the components means extended component life,

fewer breakdowns, reduced downtime, reduced replacement
costs and reduced maintenance costs.
 Measured lubrication amounts mean no wasted lubricant.
 Safety - no climbing around machinery or inaccessible areas
(gases, exhaust, confined spaces, etc.).
 Lower energy consumption due to less friction.
 Increased overall productivity resulting from increase in
machine availability and reduction in downtime due to
breakdowns or general maintenance.
 In this system lubrication the engine parts are lubricated under
pressure feed.
Components:
A typical system consists of controller/timer, pump w/reservoir,
supply line, metering valves, and feed lines. Regardless of the
manufacturer or type of system, all automatic lubrication systems
share these 5 main components:
 Controller/Timer – activates the system to distribute lubrication

can be linked to a POS system.
 Pump with Reservoir – stores and provides the lubricant to the
system
 Supply Line – line that connects the pump to the metering
valves or injectors. The lubricant is pumped through this.
 Metering Valves/Injectors– component that measures/dispenses
the lubricant to the application points.
48
 Feed lines - line that connects the metering valves or injectors

to the application points. The lubricant is pumped through this.
Types:
There are several different types of automatic lubrication systems
including:
 Single Line Parallel systems

 Dual Line Parallel systems
 Single Point Automatics
 Single Line Progressive systems (or Series Progressive)
 Single Line Resistance
 Oil Mist and Air-Oil systems
 Oil re-circulating
 Chain lube systems
The 4 most commonly used Automatic Lubrication System types are:
 Single Line Parallel,

 Dual Line Parallel and
 Single Line Progressive.
 Multi port direct lubricators.
Single line progressive:

A single line progressive system uses lubricant flow to cycle
individual metering valves and valve assemblies. The valves consist
of dispensing pistons moving back and forth in a specific bore. Each
piston depends on flow from the previous piston to shift and displace
49
lubricant. If one piston doesn’t shift, none of the following pistons

will shift. Valve output is not adjustable. Operation begins when the
controller/timer sends a signal to the pump to start the lube event.
The pump then feeds lubricant into the supply line which connects
to the primary metering valve, for either a pre programmed amount
of time or number of times as monitored through a designated piston
cycle switch. Lubricant is fed to the multiple lubrication points one
after another via secondary progressive metering valves sized for
each series of lubrication points, and then directly to each point via
the feed lines.
Fig1.21 Single line progressive
Single line parallel:

The first single-line parallel system for industry was introduced in
1937 by Lincoln Engineering (now known as Lincoln Industrial) in
the United States.
A single line parallel system can service a single machine, different
zones on a single machine or even several separate machines and is
ideal when the volume of lubricant varies for each point. In this type
of system, a central pump station automatically delivers lubricant
through a single supply line to multiple branches of injectors. Each
injector serves a single lubrication point, operates independently and
may be individually adjusted to deliver the desired amount of
50
lubricant. Operation begins when the controller/timer sends a signal

to the pump starting the lube cycle. The pump begins pumping
lubricant to build up pressure in the supply line connecting the
pump to the injectors. Once the required pressure is reached, the
lube injectors dispense a predetermined amount of lubricant to the
lubrication points via feed lines. Once the entire system reaches the
required pressure, a pressure switch sends a signal to the controller
indicating that grease has cycled through to all the distribution
points. The pump shuts off. Pressure is vented out of the system and
grease in the line is redirected back to the pump reservoir, until the
normal system pressure level is restored.

Fig1.22 Single line parallel
Dual line parallel:

A dual line parallel system is similar to the single line parallel system
in that it uses hydraulic pressure to cycle adjustable valves to
dispense measured shots of lubricant. It has 2 main supply lines
which are alternatively used as pressure / vent lines. The advantage
of a two-line system is that it can handle hundreds of lubrication
points from a single pump station over several thousand feet using
significantly smaller tubing or pipe. Operation begins when the
controller/timer sends a signal to the pump to start the lubrication
cycle. The pump begins pumping lubricant to build up pressure in
the first (the pressure) supply line while simultaneously venting the
51
second (vent) return line. Once the required pressure is reached, a

predetermined amount of lubricant is dispensed by the metering
devices to half of the lubrication points via feed lines. Once the
pressure switch monitoring main supply line pressure indicates a
preset pressure in the line has been reached, the system is
hydraulically closed. The controller shuts off the pump and signals a
changeover valve to redirect lubricant to the second main supply
line. The next time the controller activates the system, the second
main line now becomes the pressure line while the first line becomes
the vent line. The second line is pressurized and the entire process is
repeated lubricating the remaining lube points.
Fig1.23 Dual line parallel
Multi point direct lubricator:

When the controller in the pump or external controller activates the
drive motor, a set of cams turns and activates individual injectors or
pump elements to dispense a fixed amount of lubricant to each
individual lubrication point. Systems are easy to design, direct pump
to lube point without added accessories and easy to troubleshoot.
52
Advantages:
 Consistent lubrication and oil consumption is reduced greatly
 More effective lubrication results because the oil enters the
engine in larger size droplets
 There is much less unwanted carbon deposited on the spark
plugs, cylinder heads, pistons and exhaust system.
 There is much less exhaust smoke
 Refueling is simplified.
Disadvantages:
 The system is more complicated compared to manual pre-
mixing, although it is easier for the end user.
 If for any reason the oil pump fails to operate properly, chance
of damaging the engine is very high.
 The two-stroke oil tank in scooters and motorcycles is usually
hidden from direct view of the rider and needs filling up
occasionally. Without any indicator to indicate oil level, it is
possible for a novice rider to forget to fill up the oil tank. This
can end up starving the engine of oil and cause damage.
53
Spacecraft lubrication systems:

According to the nature of operation, the lubrication systems used in
high speed attitude control systems can be broadly classified as
passive lubrication systems and active lubrication systems.
Passive lubrication systems:

The passive systems, also known as continuous systems, supplies
lubricant continuously to the bearings and is driven by centrifugal
force or by surface migration force. The centrifugal lubricators; the
oozing flow lubricators, wick feed systems, porous lubricant
reservoirs etc come under this classification.
Active lubrication systems:
The active lubrication systems also known as positive lubrication
systems, supplies a control demount of lubricant to the bearings
when it is actuated by external commands. The command to actuate
the lubricator is executed when a demand for lubricant arise. The
demand is indicated either by an increase in power consumption as
a result of increased bearing frictional torque or by increase in
bearing temperature resultant of increased bearing friction torque.
Different versions of positive lubrication systems are available with
different actuators such as solenoid valves, stepper motors etc.
The Hughes Aircraft Company developed a command able oiler in
which a solenoid operated piston moves inside a reservoir, one end
of which acts as a cylinder. A quantity of oil equal to the cylinder
volume is discharged during every operation. The oil coming out of
the cylinder is directed to the bearings through 1.5 mm stainless
steel tubing. The capacity of the reservoir is 6 grams and the
54
quantity delivered per stroke is 45 mg. This system had been used in
the Intelsat IV satellites. The positive lubrication system (PLUS)
developed by Smith and Hooper is of solenoid operated type. In this
system, the oil is stored in a metallic bellow and is pressurized by a
compression spring. The high pressure (500 kPa) oil is delivered to
the bearings by actuating the solenoid valve connected to the
reservoir. The amount of oil delivered is 0.2 to 5 mg for 125
milliseconds opening of the valve. The amount of oil delivered
depends on the reservoir pressure, oil temperature and plumbing
flow resistance. The positive–pressure feed system Proposed by
James18) consisted of a spring loaded metallic bellow in which oil is
stored under pressure. A release valve when operated, the oil flows
out to the line through the metering bellows and the metering valve.
The lubricant feed line which terminates near the bearing delivers
oil to the bearing surface. The amount of oil delivered is controlled
by the metering bellows. The Marchettiet al19, 20) developed an in-
situ on demand lubricator, which consists of a porous material
cartridge to which an electric heater is attached. The cartridge is
impregnated with oil and is attached to the stationary race of the
bearing. When the cartridge is heated, due to the higher thermal
expansion of the oil compared to the porous material, oil flows out of
the cartridge. The oil coming out of the cartridge is migrated to the
bearing surfaces due to the low surface tension of oil compared to
the bearing metal. The system has been evaluated using a spiral orbit
tribometer and proved its feasibility to use in long-lived Spacecraft’s.
The positive lubrication systems mentioned above are high pressure
systems in which the lubricant is stored under pressure except the
in-situ lubricator. These systems are more prone to leak which
55
results in failure of the system. This paper describes the development

of a positive lubrication system in which the oil is stored under
ambient pressure, which can be used for long-term lubrication of
high speed systems like momentum/reaction wheels etc.
The command lubrication system:

The command lubrication system is an active lubrication system
developed for supplementary lubrication of high speed mechanisms
requiring remote lubrication. In this system, unlike the systems
mentioned above, the lubricant is stored at ambient pressure and
thus the chances of leak are the minimum.
The design features of the system are presented in the following
sections.
 Design of CLS:
The CLS consists of a metallic bellows, a micro stepping motor, a
frictionless ball screw, injection nozzle and capillary tubes. The
stainless steel bellows act as the oil reservoir in which the oil is
stored under ambient pressure. This pressure is usually the internal
pressure of the momentum/reaction wheel or CMG, if it is placed
inside the system and is usually varies between 15 torr and 350 torr.
The bellows is of compression type having a swept volume of
approximately 1.5 cm3, i.e. the difference between the normal state
and fully compressed state. The micro stepping motor, which is the
actuator, is a geared motor having a torque capacity of 130 N-m and
is driven through the drive electronics. The motor shaft is connected
to the reservoir bellows through the ball screw. The high precision
frictionless ball screw is of miniature type having 3 mm (M3 size)
screw. It is properly lubricated with space proven lubricant and
56
protected from contaminants. One end of the screw is rigidly

connected to the motor shaft. The housing/nut of the ball screw is
attached to the bellows through the link. The ball screw converts the
rotary motion of the motor shaft into liner motion and thus actuates
the bellow. On the delivery end of the bellows, a nozzle is attached
which connects the capillary tubes; stainless steel capillary tubes are
of 0.5 mm in diameter and are suitably shaped to reach up to the
bearings. The delivery end of the tube which acts as the delivery
nozzle is ground and squared and is coated with anti migration film.
The coating will help in the formation of oil droplet by preventing
spreading of oil around the nozzle tip. The reservoir is fully charged
with lubricant before it is being assembled with the drive motor. Oil
filling is done by dipping the bellows assembly in oil kept under
vacuum. The vacuum level is maintained at 10-2 torr until all the
air molecules are removed. During oil filling, temperature is
maintained at 50 °C. After filling, the outlet port is immediately
closed with a dummy cover to prevent contamination. The total mass
of the system is about 60 mg including lubricant and the mounting
bracket. CLS delivering oil to bearing unit outer space.
Functioning of CLS:
Most high speed bearings used in spacecraft are assembled with an
initial charge of lubricant. Typically, in a momentum wheel bearing
with phenolic retainer, the initial oil is about 60 to 80 mg. This
initial charge of oil is sufficient for normal operation up to three
years and then it will start showing symptoms of abnormality which
indicate the demand for lubricant. In spacecraft, the demand for
lubricant is indicated either by an increase in bearing temperature
57
as a result of increased bearing friction torque or increased motor

current to maintain the rotational speed. In such situation, the drive
motor of the CLS is actuated for a predetermined period of time to
deliver oil to the bearings. When the motor shaft rotates, the ball
screw attached to it also rotates. The housing/nut of the ball screw
which is rigidly mounted on the bellow moves linearly and presses
the bellow. As a result, the pressure of oil in the reservoir bellows
increases and it flows out through the capillary tubes. At the delivery
tip of the tube, oil forms a drop and when the size of the drop is
sufficiently large, it touches the rotating outer space of the bearing
unit. From the outer space, the oil flows axially to the bearing due to
centrifugal force. It is to be noted that the tubes are routed through
the stationary part of the bearing unit so it is stationery. The set-off
distance i.e. the distance between the nozzle tip and the rotating
element of the bearing is determined from the size of the oil droplet.
It was experimentally determined that the weight of a drop of oil
(Kluber PDP-65 oil) is approximately 8 mg and the size is about2.5
mm. therefore, the set-off distance in this case is 2mm. The nozzle
tip can be suitably located near the bearing depending on the design
of the bearing unit to ensure oil discharge to bearings.
Fig 1.24 Lubrication example
58
Lubrication system in aircrafts

That huge jet turbine engine under the wing of your long-distance
airliner needs lubrication to run just like the more modest car
engine. Yet keeping this complex power plant lubricated presents
more of a challenge than most. Jet turbines revolve at up to 18,000
rpm (revolutions per minute) and internal temperatures can rise
above 1127 °C while the outside air temperature drops to -60 °C.
Such engines also typically lose their oil-based lubricant to the
atmosphere at a rate of around 30cl per hour. This loss represents a
cost to the airline industry, and pollutes the environment. This is
why researchers in the EU-funded ELUBSYS project developed a new
way to cut oil loss from jet turbines, while promoting efficiency and
reliability. The project’s innovative oil seal will also help reduce an
airline’s operating and maintenance costs says project coordinator
Vincent Thomas of Tech space Aero in Belgium. The innovation will
also keep Europe’s aircraft manufacturers competitive and support
future aircraft engine development. Tests by the project partners
indicate that the innovations introduced by ELUBSYS will reduce fuel
consumption by about 0.8 %, oil consumption by 60 % and direct
operating costs by 1 %. “Aircraft engine turbines revolve at too high
a speed for the classic rubberised oil-seals used in the car engine,”
“The extremes of temperature and friction involved would destroy
them. Yet aircraft engines need to stay lubricated like any other
power plant.”Currently, retaining lubricants inside the engine
involves designing labyrinth-type seals within the bearing chamber,
a method that has remained unchanged for some 30 years.
59
Inevitably however, some lubricant always escapes, for example

through vent lines or other parts of the oil circulation system. To cut
waste, the ELUBSYS research team tested and validated an innovative
new design of oil seal that, although it does make direct contact with
the revolving turbine shaft, is constructed from materials that are
able to withstand the extremes of heat and friction found in a jet’s
engine. The new seal is known as a 'brush' seal. Made from carbon-
fibre and Kevlar fibre, it makes direct mechanical contact with the
turbine shaft in the same way as a paintbrush contacts a painted
surface. “This brush seal acts much more like the classic rubberised
oil seal,” Thomas says. “The seal fibres are in direct contact with the
revolving shaft, resisting oil leakage without any need for a
pressurised incoming airflow.” ELUBSYS’ researchers, who included
aero-engine manufacturers MTU (Germany) and SNECMA (France),
designed and built an experimental bearing housing for the new
brush seal. They successfully carried out in-depth testing of the new
oil seal for efficiency, the effects on oil temperature and lubricant
longevity. They also used modelling and test techniques to
investigate heat-transfer processes within the bearing chamber, with
the aim of optimising the cooling of the bearings and so further
reducing overall engine weight. The search for greater lubrication
efficiency led to a better approach for re-circulating the oil and a
more efficient pump. Next-generation aircraft engines will run at
higher speeds, leading to greater temperature stresses on the
lubricant. Maintaining engine safety and efficiency by checking the
quality of that lubricant while in flight will be even more vital. To
this end the ELUBSYS team tested several new types of sensors in the
laboratory to check oil degradation in real-time as a way of
60
estimating when to replace used oil and improving aircraft

maintenance efficiency.
Fig1.25 Aircraft lubrication
Railway track Lubrication system:

Introduction:
A drastic increase in wear is prevalent on rails, wheels and
switches on highly strained areas of track networks. Typical
wear patterns in curves include slip-deformation on the inner
rail (low rail) and lateral wear on the outer rail (high-rail).
Also, noise emission is greatest through curves. Stationary or
Wayside, lubrication systems from FLO Components for rail
flanks and rail heads lower noise emission and considerably
reduce wear on rails, switches and wheels, reducing
maintenance costs and increasing the lifespan of the rail
network. FLO’s high-pressure systems enable the usage of
NLGI 2 class grease, which offers exceptional adhesion to the
rail and wheel as well as better lubrication properties.
61
Operation:
Lubrication systems apply lubricant with a wiper bar that is flanged

to the rail profile. The lube is accurately applied to the contact
surface such as the gauge face or top-of-rail. Sensors detect and
count the axles of the approaching train and initiate a lube event.
The duration of the event which determines the lube supply, is
adjustable and can be set to the applicable conditions. A high-
pressure pump supplies the wiper bars with an exact metered
amount of lubricant. The lube is picked up by the train’s wheel
circumference and evenly distributed on the rail contact area.
Depending on the lubricant and application (gauge face or top-of-
rail lubrication), the distributed lube is evident for kilometres beyond
the lubrication station.
Gauge face lubrication reduces wheel flange friction:

In curved sections, the high rail (outside) wheel runs on the gauge
face. This contact results in semi-continuous friction that
significantly causes wear to the wheel flange and gauge face. The
strong contact friction between wheel and rail surfaces causes noise
emission in the track curve. FLO’s gauge face lubrication system
protects from friction and greatly reduces noise emission.
 Places grease high on the gauge face so it can be carried by

passing wheel flanges and avoiding grease migration to the top
of the rail.
 One gauge face system can supply several curves in succession.
 Brush holds excess grease to be picked up by the next train
which minimises grease waste.
62
Top-of-rail (TOR) protection against the slip-stick effect:
The path of the inner curve wheel is shorter and the wheel runs
toward the rail middle causing tension. When the tension is greater
than the frictional forces, the inside wheel jerks and slips. This slip-
stick effect causes the inner wheel to shudder, resulting in
screeching and wear on the running surface. This effect is especially
prominent on very tight track curves. Applying a minimum amount
of grease on the top-of-rail reduces both screeching and slips
deformation.
Reduces noise emission from restraining rail

friction:
Restraining rails exist to support trains from derailing in curved-
track situations. When the train begins the turn, the outside flange
on the high rail side makes contact with the restraining rail. The
friction from the contact creates high noise emission. FLO’s
restraining rail lubrication system protects the rail from friction and
greatly reduces noise emission.
Precautions:
63
Observing simple precautions and procedures in the handling,

storing and dispensing of lubricants can achieve significant
economic and operating benefits. Economic benefits can be obtained
by the following preventive factor:
 Leakage or spill from damaged or improperly closed
containers.
 Contamination due to exposure of the lubricants to dust, metal
particles and moisture.
 Deterioration caused by storage in excessively hot or cold
environment.
 Deterioration due to prolonged storage.
 Residual oil or grease left in containers at the time of refilling.
 Mixing different brands and types of lubricants that are
incompatible.
 Leaks, spills and drips when changing a reservoir or
lubricating a machine.
Handling: Drums can be unloaded without damage from trucks by

sliding them down with the help of wood or metal skids (05 mm *
2.5 mm). Before unloading the brakes of the truck should be set
firmly and wheel should be blocked. The skid should be securely
attached to the truck.
PROTECTIVE DEVICES
DEVICES TYPES
Level Gauge a) Dipstick
b) Glass Tube
c) Dial (float actuated
pneumatically operated)
64
Level Switch a) Float actuated

b) Sensing probe
Pressure Gauge a) Borden type
b) Diaphragm
Pressure Switch a) Bellow actuated
b) Piston actuated
c) Borden Tube
Pressure Control Valve a) Standard high lift spring
loaded
b) Direct operated diaphragm
c) Pneumatic control diaphragm
Flow Switch a) Wen Actuated
b) Differential Pressure Switch
with orifice
Spring Relief valve a) Standard
b) Die lift
Differential pressure Switch a) Bellow actuated
b) Piston actuated
Thermometer a) Bi-metallic
b) Vapour Pressure
c) Mercury Inserted
Temperature Control Valve. a) Direct operated
b) Pneumatic Controlled
Diaphragm
LUBRICATION FITTINGS APPLICATION
Single end connector For connecting two pipes or tubes
65
Double ended connector For connecting two separate pipes
Ferrule For connecting treadles tubes
Benzo For controlling flow by adjusting

radial hole
Grease Button Used while inserting grease to

machine
Grease Coupler Used along with grease button

while inserting grease
Plug To close the end of pipe line
Nipple To connect two pipes having

internal threads
Socket To connect two pipes having

external threads
Tee Connects three pipes
Cross Connects four pipes
Elbow Connects two pipes at 900 angle
Bend Connects two pipes at 900 angle

or at more or less
66
angle
Steel pipe Where fixed pipe installation is

required
Copper tube Where more flexibility in pipe

lines are required
Nylon tube Where lay-out is not fixed or for

temporary mounting
Flexible hose In high pressure lines, where pipe

cannot be fixed
Bushing Pipe is being supported
Union Two pipe end can be connected

without turning the
pipes
Hose clamp Used to clamp hoses
Jublee Clamp Used to clamp hose
Hose compression sleeve Used to connect hoses at high

pressure lines
Teflon tape Used to make leak proof joint at

threaded portion
67
RELATED SAFETY, CARE & MAINTENANCE:

 Whole activity of lubrication should be done under some
responsible person.
 Recommended lubricants should be used only.
 One grade of oil should not be mixed with other grade.
 Oil should be protected from contaminants.
 Oil should be allowed to work under recommended
temperature.
 Oil should be checked, clean, filtered and replaced in specified
interval.
 Oil barrel should be handled properly. While unloading from
carrier, care should be taken to avoid damage. Skidding of
drums should be avoided.
 Barrels should be stored categorically based on its grade, use,
etc.
 Barrels should be kept under some roof. It should be avoided
from direct sun, rainwater, moisture, etc.
68
 Barrels should be kept horizontally, keeping their bungs

horizontal.
 Lids of barrel must be kept fully tight to avoid entry of water
vapour, air, water, etc.
 Oils should be transferred from barrel to machine only
through transfer pump.
 Direct contact with operating personal should be avoided.
 Lubricating personnel must take absolute care while handling,
filling oil, for its cleanliness.
 Spillage of oil must be stopped.
 Shop floor must be free from oil and grease to avoid slippage.
 Tools, tackles, lifting devices should be free from lubricants.
 Proper pressure rating of lubricant fittings should be used only.
 Pipe lines must be flushed properly before using fresh oil.
 Filters, strainers, coolers, etc. must be attended in regular
interval.
 Pressure relief valve must be adjusted at right pressure in case
of centralized lubrication system.
 Pump should not be allowed to rotate in reverse direction.
 Condensed water and other impurities must be drained from
reservoir at regular interval.
 Oil level, oil pressure and other leakage should be checked
regularly.
 Hoses should be fitted in proper manner only.
 Flare less joint should be connected carefully to avoid leakage.
 All warning and protecting devices should be in working
condition. These should not be bypassed from system.
69
 Fire extinguisher must be kept ready at different locations to

avoid fire hazard.
 Oil god own should be properly ventilated, clean, lighted and
free from fire hazard. There should be no chance of electrical
short circuit.
 Oil should be filled up only up to required level.
 More greasing should be avoided. It normally damages
lubricating seals any packings.
 Some oils are injurious for our eyes and skin. Avoid touching of
oil.
 Lubrication oil should not be used for cleaning components.
Proper solvents should be used only.
 Lubricants are too costly, avoid misuse of lubricants.
 Lubricating oil should not be used in hydraulic system.
Hydraulic oil has some specific properties, which lubrication
oil does not have normally.
 While using coupler, points of grease buttons should be
cleaned properly.
 The strainer is to be cleaned at regular time intervals.
 Do not allow the jute, rust, bolts etc. to be fallen inside the
grease container.
 Top lead of grease container is to be cleaned time to time.
 The direction of rotation must be clockwise from the back side
of the motor, and it must be ensured.
 All pipes are to be cleaned prior to the installation, by
pressurized air.
 Grease container must be filled when about 3/4th of its grease
has been used.
70
 Before putting power “ON’ to the motor, motor coupling should

be turned manually and watch for any abnormal alarming.
 In case of pumping unit getting higher leakages all related
bolts and screws should be tightened. Discharge line should
also be checked for the free movement of grease in the pipes,
pipes are coming freely or not.
CONCLUSION:
Lubricants have a role to play in improving the energy efficiency of
both automotive and industrial machinery. The technology to do this
is well understood, although care is needed, both by the machine
designer, and by the lubricant formulator, to ensure that any
reduction in lubricant viscosity does not result in
decreased durability. One of the main reasons why such lubricants
are not used more widely is that often lubricants are selected on the
basis of their price alone, without much regard for the impact of the
lubricant on operating costs.
71

Lubrication System

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Lubrication System

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Study of lubrication system Mechanical Engineering

Subbaiah, M.TECH PhD ,Senior Lecturer in Mechanical Engineering

S.V.GOVT.POLYTECHNIC, TIRUPATI, for his constant support. We

are greatly indebted to him for his valuable guidance, Enthusiastic

towards project and fabulous subject.

Our sincere gratitude to Sri. M.V.Ch.JAGADHEESHWARUDU

M.E ,Head of the Department of Mechanical Engineering,

S.V.GOVT. POLYTECHNIC, TIRUPATI, for encouragement in the

We extend our gratitude to our beloved Principal

Sri Dr L.Krishna Sai M.Tech, PhD. S.V.GOVT. POLYTECHNIC,

TIRUPATI, for giving this opportunity of carrying out this project in

our area of interest.

SRI VENKATESWARA GOVERNMENT POLYTECHNIC

DEPARTMENT OF MECHANICAL ENGINEERING

Lecturer Incharge Head of department

Name of the figures

S.No Name of the Page No

The lubrication process is an important process for prevention of

Fig1.1 Lubrication in Petrol engine

Lubricant degradation and problems associated with maintenance

 Fewer emergency interruptions to operations due to

 Act as a seal (Seal out contaminants)

Dibasic-acids esters, chlorofloro carbon polymers; Fluor compounds

GREASE – BASE OIL + Thicker + Additives

 Semi fluid grease.

 Must have a high flashpoint. [It is the temperature where

Mainly used lubricants:

Important properties of grease:

Cone Penetration: The cone penetration of grease is determined with

Dropping point: The dropping point of any grease is the temperature

Resistance to oxidation: Resistance to oxidation is an important

Resistance to Water: The ability of grease to resist water washout

Oil Separation: The resistance of a grease to separate oil from

Drips less Serves high speeds

. Provide better sealing Serves as a coolant

Requires less frequent Flushes away contaminants.

Lower costs Lower costs

Parameters Grease oil

Dust environment Good Bad

Layout complexity Bad Good

Development of Hydrodynamic Film in a Journal

Elasto-hydrodynamic Film Lubrication:

If none of the above conditions exists the condition will be of

METHODS OF OIL LUBRICATION:

Fig1.2 Grease can

Fig1.3 Drop feed oilers

Fig1.4 Wick feed oiler

Fig1.5 The Bottle oiler

Reuse Methods: As referred to “all loss” lubrication, the lubricants

lubricant, their film bearings require proper selection to control

Fig1.6 Ring oiling method

Splash Oiling: In this method, some moving parts are in direct

casing keeping them well supplied with lubricant. This is very

Fig1.7 splash oiling

Mist Oil Systems: In oil mist lubricators, oil is atomized by low

Fig1.8 Mist oiling system

Fig1.9 Centralised oil circulation system

GREASE LUBRICATING EQUIPMENTS:

Operating Instructions for H5A Grease Gun:

(b) Air Operated (Goliath) Grease Pump: It is an air operated grease

METHODS OF GREASE APPLICATION:

Fig 1.11 grease gun