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Design of Transmission Element

DESIGN OF TRANSMISSION ELEMENT

ASSIGNMENT NO.2

Lubricating oils: Properties, additives, selection of lubricating

oils

Sub
Submited By:

Mr. Atharva Choudhari

Mr. Om Dagade
Mr. Pranav Datir

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Table of Contents

1. Need of Lubrication .............................................................................................................................. 4

2. Lubricant Properties ............................................................................................................................ 5
3. Lubricant Additives ........................................................................................................................ 12
4. Lubricant Advantages ........................................................................................................................ 13
5. Lubricant Application ........................................................................................................................ 13
6. Selection of Lubricant ........................................................................................................................ 14
7. Lubrication Method ................................................................................................................. 19

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List of Figure

Figure 1 Rust and Corrosion Inhibitors ............................................................................................................... 7

Figure 2 Anti-wear (AW) Agents ........................................................................................................................ 8
Figure 3 Dispersants .......................................................................................................................................... 10
Figure 4 Anti-foaming Agents........................................................................................................................... 11
Figure 5 critical gear oil selection ..................................................................................................................... 15
Figure 6 Types of Gear Oils and the Usage....................................................................................................... 16
Figure 7 Recommended Viscosity for Enclosed Gears ..................................................................................... 17
Figure 8 Reference Viscosity for Worm Gear Lubrication ............................................................................... 18
Figure 9 Ranges of tangential speed (m-s) for spur gears and bevel gears ....................................................... 20
Figure 10 Ranges of sliding speed (m-s) for worm wheels ............................................................................... 20
Figure 11 Adequate oil level ............................................................................................................................. 22

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❖ Need of Lubrication
Lubrication can be defined as the application of oily or greasy substances, also called ‘lubricants’, in
order to reduce friction and allow moving machine parts to slide smoothly past each other.
Lubricants form a film between the metal surfaces of machine parts to avoid metal-to-metal contact
and to keep the machine running efficiently. Lubricating oils serve a few purposes, including
providing surface-wear protection, preventing corrosion of metal surfaces, and cooling the internal
parts of the gearbox. Lubricating oil is so vital that you should perform oil level checks at regular
intervals and replace it if the levels are too low.
Industrial equipment/machineries, the surface of mechanical parts will have physical contact on
neighboring parts to establish a relative motion between them. During the operation of equipment,
those contacting surfaces are subjected to friction which depends on the area of material, properties
of the material, etc. which is undesirable. It leads to progressive damage thereby resulting in a
material loss which is defined as wear. Friction and wear also generate heat and responsible for the
overall loss in system efficiency. All of them contribute to significant economic costs due to
equipment failure, the cost for replacement and downtime.To reduce the power loss and also wear
and tear of moving parts, a foreign substance called lubricant is introduced in between rubbing
surfaces. The lubricant keeps the mating surfaces apart.

Functions of lubrication:

• To lubricate each part of the bearing, and to reduce friction

• To carry away heat generated inside bearing due to friction and other causes
• To cover rolling contact surface with the proper oil film in order to prolong bearing fatigue life
• To prevent corrosion and contamination by dirt
• Used to reduce the friction and wear and tear amongst the components of the machinery.
• It reduces the energy and consumption of lubricant.
• Lubrication can reduce the generation of heat which can result in maintaining a consistent
temperature.
• Used to reduce the noise made by the increased friction level.
• Foremost is that it reduces the damage from corrosion and also avoids the insertion of
contaminants at the work site.

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❖ Lubricant Properties

The main properties of lubricants, which are usually indicated in the technical characteristics of the
product, are:
• Viscosity
• Viscosity index
• Pour point
• Flash point

Viscosity
Viscosity describes the flow behavior of a fluid. The viscosity of lubricating oils diminishes as
temperature rises and consequently is measured at a given temperature (e.g. 40°C). The viscosity of a
lubricant determines the thickness of the layer of oil between metallic surfaces in reciprocal
movement. The most widely used unit of measurement of viscosity is the centistokes (cSt).

Viscosity index
The viscosity index is a characteristic used to indicate variations in the viscosity of lubricating oils
with changes in temperature. The higher the level of the viscosity index, the lower the variation in
viscosity at temperature changes. Consequently, if two lubricants with the same viscosity are
considered at a temperature of 40 °C, the one with the higher viscosity index will guarantee:
• better engine starts up at low temperatures (lower internal friction)
• a higher stability of the lubricating film at high temperatures

Viscosimetric classifications
There are a number of viscosimetric classification systems that indicate, usually with a number, a
more or less limited viscosity range. The aim is to provide, along with the viscosity index, a rapid
indication of the most appropriate choice of lubricant for a specific application.
ISO VG degrees are widely used to classify industrial oils. Each degree identifies a kinematic
viscosity gap measured at 40°C. SAE degrees are used in the field of engine oils and gear oils.

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Pour Point
The pour point refers to the minimum temperature at which a lubricant continues to flow. Below the
pour point, the oil tends to thicken and to cease to flow freely.
Flash point
The flash point is the minimum temperature at which an oil-vapor-air-mixture becomes inflammable.
It is determined by progressively heating the oil-vapor-air-mixture in a standard laboratory receptacle
until the mixture ignites.

❖ Lubricant Additives
Lubricant additives are organic or inorganic compounds dissolved or suspended as solids in oil. They
typically range between 0.1 to 30 percent of the oil volume, depending on the machine.
Additives have three basic roles:

Enhance existing base oil properties with antioxidants, corrosion inhibitors, anti-foam agents and
demulsifying agents.

Suppress undesirable base oil properties with pour-point depressants and viscosity index (VI)
improvers.

Impart new properties to base oils with extreme pressure (EP) additives, detergents, metal
deactivators and tackiness agents.
Types of Lubricant Additives there are many types of chemical additives mixed into base oils to
enhance the properties of the base oil, to suppress some undesirable properties of the base oil and
possibly to impart some new properties.

Anti-oxidants
Oxidation is the general attack of the weakest components of the base oil by oxygen in the air. It
occurs at all temperatures all of the time but is accelerated at higher temperatures and by the
presence of water, wear metals and other contaminants. It ultimately causes acids (which produce
corrosion) and sludge (which results in surface deposits and viscosity to increase) to form. Oxidation

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inhibitors, as they are also called, are used to extend the operating life of the oil. They are sacrificial
additives that are consumed while performing their duty of delaying the onset of oxidation, thus
protecting the base oil. They are present in almost every lubricating oil and grease.

Rust and Corrosion Inhibitors

Figure 1 Rust and Corrosion Inhibitors

These additives reduce or eliminate internal rust and corrosion by neutralizing acids and forming a
chemical protective barrier to repel moisture from metal surfaces.
Some of these inhibitors are specific to protecting certain metals. Therefore, an oil may contain several
corrosion inhibitors. Again, they are common in almost every oil and grease. Metal deactivators are
another form of corrosion inhibitor.

Viscosity Index Improvers

Viscosity index improvers are very large polymer additives that partially prevent the oil from thinning
out (losing viscosity) as the temperature increases. These additives are used extensively when blending
multi-grade engine oils such as SAE 5W-30 or SAE 15W-40.
They are also responsible for better oil flow at low temperatures, resulting in reduction in wear and
improved fuel economy. In addition, VI improvers are used to achieve high-VI hydraulic and gear oils
for improved start-up and lubrication at low temperatures.
To visualize how a VI-improver additive functions, think of the VI improver as an octopus or coil spring
that stays coiled up in a ball at low temperatures and has very little effect on the oil viscosity.
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Then, as the temperature rises, the additive (or octopus) expands or extends its arms (making it larger)
and prevents the oil from thinning out too much at high temperatures. VI improvers do have a couple of
negative features. The additives are large (high molecular weight) polymers, which makes them
susceptible to being chopped or cut up into small pieces by machine components (shearing
forces). Gears are notoriously hard on VI-improver additives. Permanent shearing of the VI-improver
additive can cause significant viscosity losses, which can be detected with oil analysis. A second form of
viscosity loss occurs due to high shearing forces in the load zone of frictional surfaces (e.g., in journal
bearings). It is thought that the VI-improver additive loses its shape or uniform orientation and therefore
loses some of its thickening ability. The viscosity of the oil temporarily drops within the load zone and
then rebounds to its normal viscosity after it leaves the load zone. This characteristic actually aids in the
reduction of fuel consumption.There are several different types of VI improvers (olefin copolymers are
common). High-quality VI improvers are less susceptible to permanent shear loss than low-cost, low-
quality VI improvers.

Anti-wear (AW) Agents

Figure 2 Anti-wear (AW) Agents

These additives are typically used to protect machine parts from wear and loss of metal during boundary
lubrication conditions. They are polar additives that attach to frictional metal surfaces.
They react chemically with the metal surfaces when metal-to-metal contact occurs in conditions of mixed
and boundary lubrication.
They are activated by the heat of contact to form a film that minimizes wear. They also help protect the
base oil from oxidation and the metal from damage by corrosive acids.
These additives become “used up” by performing their function, after which adhesive wear damage will
increase. They are typically phosphorus compounds, with the most common being zinc
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dialkyldithiophosphate (ZDDP). There are different versions of ZDDP — some intended for hydraulic
applications and others for the higher temperatures encountered in engine oils. ZDDP also has some anti-
oxidant and corrosion-inhibition properties. In addition, other types of phosphorous-based chemicals are
used for anti-wear protection (e.g., TCP).

Extreme Pressure (EP) Additives

These additives are more chemically aggressive than AW additives. They react chemically with metal
(iron) surfaces to form a sacrificial surface film that prevents the welding and seizure of opposing
asperities caused by metal-to-metal contact (adhesive wear). They are activated at high loads and by the
high contact temperatures that are created. They are typically used in gear oils and give those oils that
unique, strong sulphur smell. These additives usually contain sulphur and phosphorus compounds (and
occasionally boron compounds).They can be corrosive toward yellow metals, especially at higher
temperatures, and therefore should not be used in worm gear and similar applications where copper-
based metals are used. Some chlorine-based EP additives exist but are rarely used due to corrosion
concerns. Anti-wear additives and extreme pressure agents form a large group of chemical additives that
carry out their function of protecting metal surfaces during boundary lubrication by forming a protective
film or barrier on the wear surfaces. As long as the hydrodynamic or elastohydrodynamic oil film is
maintained between the metal surfaces, boundary lubrication will not occur and these boundary
lubrication additives will not be required to perform their function. When the oil film does break down
and asperity contact is made under high loads or high temperatures, these boundary lubrication
additives protect the wearing surfaces.
Detergents

Detergents perform two functions. They help to keep hot metal components free of deposits (clean)
and neutralize acids that form in the oil. Detergents are primarily used in engine oils and are alkaline
or basic in nature. They form the basis of the reserve alkalinity of engine oils, which is referred to as
the base number (BN). They are typically materials of calcium and magnesium chemistry. Barium-
based detergents were used in the past but are rarely used now.Since these metal compounds leave an
ash deposit when the oil is burned, they may cause unwanted residue to form in high-temperature
applications. Due to this ash concern, many OEMs are specifying low-ash oils for equipment
operating at high temperatures. A detergent additive is normally used in conjunction with a

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dispersant additive.

Dispersants

Figure 3 Dispersants

Dispersants are mainly found in engine oil with detergents to help keep engines clean and free of
deposits. The main function of dispersants is to keep particles of diesel engine soot finely dispersed
or suspended in the oil (less than 1 micron in size).
The objective is to keep the contaminant suspended and not allow it to agglomerate in the oil so that
it will minimize damage and can be carried out of the engine during an oil change. Dispersants are
generally organic and ashless. As such, they are not easily detectable with conventional oil analysis.
The combination of detergent/dispersant additives allows more acid compounds to be neutralized and
more contaminant particles to stay suspended. As these additives perform their functions of
neutralizing acids and suspending contaminants, they will eventually exceed their capacity, which
will necessitate an oil change.

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Anti-foaming Agents

Figure 4 Anti-foaming Agents

The chemicals in this additive group possess low interfacial tension, which weakens the oil bubble
wall and allows the foam bubbles to burst more readily. They have an indirect effect on oxidation by
reducing the amount of air-oil contact. Some of these additives are oil-insoluble silicone materials
that are not dissolved but rather dispersed finely in the lubricating oil. Very low concentrations are
usually required. If too much anti-foaming additive is added, it can have a reverse effect and
promote further foaming and air entrainment.

Friction Modifiers
Friction modifiers are typically used in engine oils and automatic transmission fluids to alter the
friction between engine and transmission components. In engines, the emphasis is on lowering
friction to improve fuel economy.
In transmissions, the focus is on improving the engagement of the clutch materials. Friction
modifiers can be thought of as anti-wear additives for lower loads that are not activated by contact
temperatures.

Pour Point Depressants

The pour point of an oil is approximately the lowest temperature at which an oil will remain
fluid. Wax crystals that form in paraffinic mineral oils crystallize (become solid) at low
temperatures. The solid crystals form a lattice network that inhibits the remaining liquid oil from
flowing. The additives in this group reduce the size of the wax crystals in the oil and their interaction
with each other, allowing the oil to continue to flow at low temperatures.
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Demulsifiers
Demulsifier additives prevent the formation of a stable oil-water mixture or an emulsion by changing
the interfacial tension of the oil so that water will coalesce and separate more readily from the
oil. This is an important characteristic for lubricants exposed to steam or water so that free water can
settle out and be easily drained off at a reservoir.

Emulsifiers
Emulsifiers are used in oil-water-based metal-working fluids and fire-resistant fluids to help create a
stable oil-water emulsion. The emulsifier additive can be thought of as a glue binding the oil and
water together, because normally they would like to separate from each other due to interfacial
tension and differences in specific gravity.

Biocides
Biocides are often added to water-based lubricants to control the growth of bacteria.

Tackifiers
Tackifiers are stringy materials used in some oils and greases to prevent the lubricant from flinging
off the metal surface during rotational movement.
To be acceptable to blenders and end users alike, the additives must be capable of being handled in
conventional blending equipment, stable in storage, free of offensive odor and be non-toxic by
normal industrial standards.
Since many are highly viscous materials, they are generally sold to the oil formulator as concentrated
solutions in a base oil carrier.
A couple of key points about additives:
More additive is not always better. The old saying, “If a little bit of something is good, then more
of the same is better,” is not necessarily true when using oil additives.
As more additive is blended into the oil, sometimes there isn’t any more benefit gained, and at times
the performance actually deteriorates. In other cases, the performance of the additive doesn’t
improve, but the duration of service does improve.

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Increasing the percentage of a certain additive may improve one property of an oil while at the same
time degrade another. When the specified concentrations of additives become unbalanced, overall
oil quality can be affected.
Some additives compete with each other for the same space on a metal surface. If a high
concentration of an anti-wear agent is added to the oil, the corrosion inhibitor may become less
effective. The result may be an increase in corrosion-related problems.

❖ Lubricant Advantages

Keep Friction and Wear at Bay

Lubrication does more than make surfaces slick and slippery. It provides a coating to prevent metal-
on-metal contact between the surfaces of moving parts. No matter how polished and smooth these
surfaces may appear, they actually have rough surfaces at a microscopic level. Tiny peaks (called
asperities) stick out and scrape against opposing surfaces, causing friction. Friction interferes with
smooth motion. It also causes heat, increases surface wear and can lead to equipment failure. Proper
lubrication creates a layer of film between moving parts to thwart friction, thereby promoting
smoother operation and longer equipment life.
Protect Equipment
The protective layer formed by lubrication helps safeguard component surfaces against rust and
corrosion by preventing them from coming in contact with water or other corrosive substances.
Lubricants also serve as conduits that suspend and carry away contaminants to filters or other
separators in the system where they can be removed and not harm components.
Enhance Temperature Control
Lubricants absorb heat, drawing it away from surfaces. Depending on the application, a lubricant
either dissipates the heat or transports it to a cooling device. In either case, lubricants help keep
operational temperatures in balance and reduce the risk of heat-related component damage.
Improve the Life Span, Efficiency and Reliability of Machinery
By minimizing friction, wear, excessive heat, rust, corrosion, contamination and more, lubrication
helps equipment do its job longer, more consistently and more effectively. Lubrication significantly
reduces exposure to many causes of potentially costly equipment breakdowns and failures.

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Reduce the Downtime and Costs Associated with Maintenance and Repair
Because properly lubricated equipment runs longer and more reliably, operations don’t need to be
interrupted as frequently for maintenance and repairs. Therefore, lubrication reduces costs to
maintain, repair and replace equipment and parts. Plus, minimizing operational interruptions helps
improve productivity which, in turn, increases revenue potential.

❖ Lubricant Application

Selecting the right lubricant, amount of lubricant and correct application of the lubricant are essential
to the successful performance of any friction surfaces in machinery because lubricants serve three
purposes.

(i) It reduces friction between moving parts by separating them.

(ii) It reduces wear and tear of the moving parts.
(iii) It minimizes the power loss due to friction.
(iv) It provides the cooling effect: During circulation, it carries the heat from hot moving parts and
delivers it to the surrounding.
(v) It provides a cushion effect.
(vi) It provides the cleaning action.
(vii) It provides a sealing action. It helps the piston rings to provide an effective seal against high-
pressure gases in the cylinder from leaking out.
(viii) It reduces noise.

❖ Selection of Lubricant

Three essential attributes when selecting gear oil

Gear oil is made up of two critical components: base oil and additives. Additives impart desirable
properties and suppress undesirable ones. The additive package is the backbone of the lubricant’s
performance, and a strong backbone will provide the performance and protection you need. When
selecting gear oil, there are three essential attributes to consider:

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One – The gear oil must remain thermally stable and not oxidize at high temperatures, thus avoiding
the creation of sludge or varnish. Keeping the oil from oxidizing will lengthen drain and replacement
intervals. As a general rule of thumb, for every 18 degrees F (10 degrees C) increase in fluid
temperature above 140°F (60°C), oxidation will reduce the service life of a lubricant by half.

Two – If you have an enclosed gearbox application that is heavily loaded or subject to shock loading,
you need gear oil with extreme pressure properties. Gear oil with an EP additive will protect the gear
surfaces against extreme pressures.

Three – Gear oil must fight contamination that enters the system, especially water. The oil must be
able to demulsify, which allows for easy removal of the water from the gearbox.

Figure 5 critical gear oil selection

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Gear oils are categorized by usage: 2 types for industrial use, 3 types for automobile use, and also
classified by viscosity grade.

Figure 6 Types of Gear Oils and the Usage

It is practical to select a lubricant by following the information in a catalog, a technical manual or

information from the web site of the oil manufacturer, as well as following the JIS, JGMA and
AGMA standards. Table shows the proper viscosity for enclosed-gears, recommended by the oil
manufacturer.

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Figure 7 Recommended Viscosity for Enclosed Gears

NOTE 1．Applicable for spur gears, helical gears , bevel gears and spiral bevel gears where the
working temperature (oil temperature) conditions should be between 10 and 50 C deg.
NOTE 2．Circulating lubrication or splash lubrication is applied.

After making a decision about which grade of viscosity to select, taking into consideration the usage
(for spur gear, worm gear pair etc.) and usage conditions (dimensions of mechanical equipment,
ambient temperature etc.), then choose the appropriate lubricant.

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Selection of Lubricants for the Worm Gear Pair

After selection of the proper viscosity in accordance with usage (applications of spur gears, worm
gears, etc.) and the conditions (size of the device used in, ambient temperature etc) check the brand
of lubricants from product information offered by oil manufacturers.
Table indicates reference values for proper viscosity recommended in accordance with strength
calculations (JGMA405-01(1976)). lists some of the representative lubricants used for worm gears.

Figure 8 Reference Viscosity for Worm Gear Lubrication

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❖ Lubrication Methods

Methods of Lubrication

There are three gear lubrication methods in general use:

(1) Grease lubrication.
(2) Splash lubrication (oil bath method).
(3) Forced oil circulation lubrication.

There is no single best lubricant and method. Choice depends upon tangential speed(m/s) and
rotating speed(rpm).
At low speed, grease lubrication is a good choice. For medium and high speeds, splash lubrication
and forced oil circulation lubrication are more appropriate, but there are exceptions. Sometimes, for
maintenance reasons, a grease lubricant is used even with high speed.
Table 13.1 presents lubricants, methods and their applicable
ranges of speed.
Grease lubrication can be applied in low speed / low load applications, however, it is important to
apply grease periodically, especially for gears of the open-type usage. Since lubricants diminish or
become depleted in the long term, periodic checks for oil change or refilling is necessary. Usage of
lubricants under improper conditions cause damage to gear teeth. When using gears at high speed /
heavy load, or when using easily worn gears such as worm gears or screw gears, care should be taken
in selecting the right type of lubricant; quantity and methods. The proper selection of lubricant is
especially important.

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Figure 9 Ranges of tangential speed (m-s) for spur gears and bevel gears

Figure 10 Ranges of sliding speed (m-s) for worm wheels

The following is a brief discussion of the three lubrication methods.

(1) Grease Lubrication

Grease lubrication is suitable for any gear system that is open or enclosed, so long as it runs at low
speed. There are three major points regarding grease:
– Choosing a lubricant with suitable cone penetration.
A lubricant with good fluidity is especially effective in an enclosed system.
– Not suitable for use under high load and continuous operation.
The cooling effect of grease is not as good as lubricating oil. So it may become a problem with
temperature rise under high load and continuous operating conditions.
– Proper quantity of grease

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There must be sufficient grease to do the job. However, too much grease can be harmful, particularly
in an enclosed system. Excess grease will cause agitation, viscous drag and result in power loss.

(2) Splash Lubrication (Oil Bath Method)

Splash lubrication is used with an enclosed system. The rotating gears splash lubricant onto the gear
system and bearings. It needs at least 3m/s tangential speed to be effective. However, splash
lubrication has several problems, two of them being oil level and temperature limitation.
1. Oil level
There will be excess agitation loss if the oil level is too high. On the other hand, there will not be
effective lubrication or ability to cool the gears if the level is too low. Table 13.2 shows guide lines
for proper oil level. Also, the oil level during operation must be monitored, as contrasted with the
static level, in that the oil level will drop when the gears are in motion. This problem may be
countered by raising the static level of lubricant in an oil pan.

2. Temperature limitation
The temperature of a gear system may rise because of friction loss due to gears, bearings and
lubricant agitation. Rising temperature may cause one or more of the following problems:
– Lower viscosity of lubricant
– Accelerated degradation of lubricant
– Deformation of housing, gears and shafts
– Decreased backlash

New high-performance lubricants can withstand up to 80 C deg – 90 C deg.

This temperature can be regarded as the limit. If the lubricant’s temperature is expected to exceed
this limit, cooling fins should be added to the gear box, or a cooling fan incorporated into the system.

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Figure 11 Adequate oil level

h = Tooth depth, b = Face width, d2 = Reference diameter of worm wheel, d1 = Reference diameter
of worm

(3) Forced Oil Circulation Lubrication

Forced oil circulation lubrication applies lubricant to the contact portion of the teeth by means of an
oil pump. There are drop, spray and oil mist methods of application.
– Drop Method
An oil pump is used to suck-up the lubricant and then directly drop it on the contact portion of the
gears via a delivery pipe.
– Spray Method
An oil pump is used to spray the lubricant directly on the contact area of the gears.
– Oil Mist Method
Lubricant is mixed with compressed air to form an oil mist that is sprayed against the contact region
of the gears. It is especially suitable for high-speed gearing.

Oil tank, pump, filter, piping and other devices are needed in the forced oil lubrication system.
Therefore, it is used only for special high-speed or large gear box applications.
By filtering and cooling the circulating lubricant, the right viscosity and cleanliness can be
maintained. This is considered to be the best way to lubricate gears.

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