Tribology and Engine Lubrication

Purpose of Lubrication
 Reduce the frictional resistance

Protect the engine against wear.
Serve as a cooling agent by picking

up heat.
Remove all impurities from

the
lubricated region.
Form a seal between piston rings and

the cylinder walls to prevent blowby.
2
Types of Lubrication Systems
There are a few main types of lubrication systems used: -
I. Hydrodynamic Lubrication
II. Hydrostatic Lubrication
III. Boundary Lubrication
IV. Elastohydrodynamic Lubrication
Hydrodynamic Lubrication
1. In this type of lubrication, the oil forms a continuous oil film
of adequate thickness between the moving surfaces.
2. The film is formed due to the motion of the moving parts and
the self-generated pressure. For example, journal
bearings of Main Engine have hydrodynamic lubrication.
3. A film is formed between the main bearing and the journal of
the crankshaft with the help of a wedge formed by the rotating
shaft.
4. Thrust bearings with a tilted pad design also have this type of
lubrication as they form a converging wedge to obtain
hydrodynamic lubrication.
Hydrostatic Lubrication
1. Where oil film cannot be formed due to the motion of moving
parts, the oil pressure has to be supplied externally. Such type
of lubrication is known as Hydrostatic lubrication.
2. For slow-moving heavy parts, their relative motion is not
enough to provide self-generated pressure for lubrication and
hence pressure is provided externally with the help of a pump.
3. Many crosshead bearings design requires an additional
crosshead lubrication pump to boost the pressure for crosshead
bearing lubrication because the pressure cannot be self-
generated.
Boundary Lubrication
1. In this type, there is a thin film between two rubbing
surfaces, which might have a surface contact.
2. Boundary lubrication is used because of relatively slow
speeds, high contact pressure and rough surfaces. For
example, boundary lubrication in main engines occur
during starting and stopping due to the above-
mentioned conditions.
Elastohydrodynamic Lubrication
• In this type of lubrication, the lubricating film thickness
considerably changes with elastic deformation of
surfaces.
• This is seen in-line or at the point of contact between
rolling or sliding surfaces, for example, rolling contact
bearings and meshing gear teeth.
• Elastic deformation of metal occurs and there is an
effect of high pressure on the lubricant.
Lubrication Systems
❖ Mist lubrication Two Stroke engines

 Wet sump lubrication Four
 Dry sump lubrication Stroke
Engines
The wet sump system is employed in
small engines,
relativelysuch as automobile engines,
While the dry sump system is used in

large stationary, marine and aircraft engines.
3
Mist Lubrication Systems
In two-stroke engines, the charge is

compressed in the crankcase, and as such it is
not suitable to have the lubricating oil in the sump.
Therefore, such engines are lubricated by adding

3
% to 6 % oil in the fuel tank itself.
The oil and fuel mixture is inducted through

the carburetor.
The fuel gets vaporized and the oil, in the form

of mist, goes into the cylinder through the
crankcase. The main advantage with this system
lies in the simplicity and low cost as the
4
system does not require any oil pump, filter etc.
WET SUMP LUBRICATION SYSTEMS
In the wet sump system, the bottom of

the crankcase contains an oil sump (or pan)
that serves as the oil supply reservoir.
Oil dripping from the cylinders and bearings

flows by gravity back into the wet
sump where it is picked up by a pump
and recirculated through the engine
lubricating system.
The types of wet sump systems used are:
1. the splash and circulating pump system

2. the splash and pressure system
5
3. the full force-feed system
SPLASH AND CIRCULATING PUMP SYSTEM
C a m s ha f t
C o n n e c t in g r o
d be a r i n g s
M
a
i
n
b
m a in e
b e a r in g
Lo w e r a
r O il
o il p a n
i t ro u g h s
n
g
O il p u m p
6
O il S t r a i n e r
SPLASH AND PRESSURE SYSTEM
Cam shaf
t
C o n n e c t in g r o d b e a ri n g s
M a in b e a r in
g
m a in
b e a rin g
O il p u m p
7
O il S t r a i n e r
FULL FORCE FEED SYSTEM
HOW ENGINE LUBRICATION SYSTEM
WORKS.MP4
Cam shaft
End leakage connecting rod bearing

from rod Main bearing
Header main
line bearing
Oil pum p
8
Oil Strainer
Wet oil sump
Suction pipe for oil
DRY SUMP LUBRICATING SYSTEM
Vent
To
Pressure
Bearings release
valve
Oil
Cooler
Supply
Oil pum Tank
p
E ngine crankcase
Filter B y-P
ass Presuure
D ry sum relief valve
p
Strainer Filter
9
S cavenging pum
p
CLASSIFICATION OF
LUBRICANTS
• Animal
• Vegetable
• Mineral
• Synthetic
16
Types of Lubricating Oil
Q Vegetable oils been used in the

past,
have especially for racing car engines.
The main advantages of these oils are their
high film strength, and they have a good
lubricity.
Q Later, formulated mineral

have
speciallyreplaced their
performance
use engines. high
Mineral oils are readily oil in
available
most effective. They readily respondand
cost to
additives, and can produced ins a wide
be range of
viscosities.
The main disadvantage lies with its
content that affects cold performance and
wax 17
can clog filters.
ANIMAL LUBRICANTS
• Lubricants with animal

origin:
– Tallow
– Tallow oil
– Lard oil
– Neat’s foot oil
– Porpoise oil
• These highly stable at normal

temperatures
are
• Animal not be used
internal
may because
thfe
lubcroicmabnut stion r 18
ps roduce fatty acids. oy
VEGETABLE LUBRICANTS
• Examples of vegetable lubricants are:
– Castor oil, Olive oil, Cottonseed oil
• Animal and vegetable oils have a
lower coefficient of friction than most
mineral oils but they rapidly wear away
steel.
Mineral Lubricants
• These lubricants are used to a large
extent in the lubrication of aircraft
• internal
There combustion
are engines. of mineral
three classifications
lubricants: 19
– Solid, Semisolid, Fluid
SYNTHETIC
LUBRICANTS
• Because the high operating
temperatures
of of gas-turbine engines,
it necessary to develop
lubricants
became which would retain
characteristics at tempertahteuirres
cause petroleum that
evaporate and break down.
lubricants to
• Synthetic do not
down easily and do notbreak
lubricants produce
coke or other deposits.
20
Properties of Lubricating Oil
❖The oil used in an engine must serve

as a lubricant, a coolant and an agent
for removing impurities.
❖It must be able to withstand high

temperatures without breaking down.
The oil must operate over a good
range of temperature.
❖They must not oxidize on the chamber

walls, piston crown or at the
rings. piston
Oil have high strength to
prevesnhtoulmetal-to- even
metal dunder extreme filcontact
10
loadsm.
PROPERTIES OF LUBRICATING OIL
(a)Viscosity: The lubricating oil
should have the correct 11
viscosity so that it flows easily
to all the moving parts.
❖If oil viscosity is too high, more
work is required to pump it
and to shear it between the
moving parts. This results in
greater friction work,
reduced brake work and hence
reduced power output.
❖Viscosity is highly
dependent on temperature,
increasing decreasing
with
temperature.
❖The fuel consumption may
increase by as much as 15 %.
Selecting right viscosity- Rating of Lubricating Oil
❖ Lubricatin oil generally rated using a

scale by the SAE
visgcosity ei
Commonly .
stablished useds viscosity grades
SAE 5
are: SAE 10
SAE
20
SAE
30
SAE
40
SAE
45
❖The oil with lower SAE grades is
viscous and is viscosity
used in cold-weather
50 less
Modern high temperature,
operation. high close 12
speed, etonlgeirnaensceuse high viscosity
grades oil.
RATING OF LUBRICATING OIL – VISCOSITY INDEX
❖ When certain polymers are added to oil,

temperature dependency of oil viscosity is
the
reduced. These oils have low viscosity grades when
they are cold and higher as they become hot.
❖ As for example, SAE 10W- SAE 5W- SAE 10W-

means
30 that the oil has a grade 20 40
10 when it is cold (W stands for SAE 5W- SAE 10W-
winter) and 30 when it is hot. 30 50
❖ Commonly used oils in SAE 5W- SAE 15W-

40 40
category are: this
SAE 5W- SAE 15W-
50 50
SAE 10W- SAE 20W-
30 50
13
Rating of Lubricating Oil
(b)Specific Gravity: This property is

importance except as an
and volume. The specific gravityof of oil
indicator
varies
from 0.85 to 0.96. little of
weight
(c)Pour Point: It indicates the
temperature below which the lubricating oil
loses its fluidity and will not flow or circulate in
the system. This characteristics of the oil is
important at low temperature.
14
Rating of Lubricating Oil
(d) Oxidation Stability: Oxidation

stability of an oil is its resistance
to oxidation. Due to oxidation, oil
forms deposits on the piston rings,
and thereby loses its lubricating
property. Some inhibitors are
used to counteract these tendencies.
(e) Acidity and Neutralization Number:

lubricating oil should have Th
neutralization
low number is a measure eof
aacciiddiitcy.or
alkaline contents of oil.(TAN NumbeTr)he
(f) Oiliness: Oiliness is responsible for
the boundary layer of molecules that can 15
adhere
after mostor of
cling
the to
oilagets
metal surface and
displaced or provide
lubrication
squeezed out.
Alkalinity
1. The lube oil alkalinity plays an important part in marine engines.

When fuel burns, the fumes carry sulphuric acid which can cause
acidic corrosion.
2. For a trunk piston engine or four stroke engines, the main lube oil is
responsible for piston and liner lubrication; hence it comes directly in
contact with the combustible fuel.
3. Therefore alkalinity of lube oil is important for controlling acidic
corrosion.
4. For two stroke engines, separate grade of lube oil is used as cylinder
oil and its alkalinity depends on the engine fuel grade (HFO or LSFO).
Oxidation resistant
1. Lube oil is always in contact with air and thus oxygen presence in oil
is inevitable.
2. Moreover, at high temperature of the oil, the oxidation rate increases.
After 85̊ degree C temperature, the increase in every 10̊ degree C of oil
oxidation rates doubles itself leading to sludge formation, acid
production and bearing corrosion.
3. Hence additives are added to maintain keep these things in check.
Lube oil temperature is controlled by passing it through lube oil cooler
.
Additives
❖ Corrosion and Rust Inhibitors
❖ Anti-foam Agents
❖ Detergent-Dispersants
❖ Pour Point Improvers
❖ Oiliness and Film-strength

Agents
21
Load carrying capacity
1. It is also one of the important characteristics of lube oil which mainly

depends upon the viscosity of the oil.
2. The load subjected to different internal parts of the marine engine is
very high; hence the load carrying capacity must be enough to
withstand the pressure inside the engine.
3. If this is not achieved then oil will be forced out and metal to metal
contact will result in wiping out and wear down of the machine.
Thermal conductivity
1. The internal parts of marine engine are always in movement producing

heat energy.
2. This heat energy has to be carried away or else it might lead to wear
down due to thermal stresses.
3. The lube oil must cool down the internal parts to avoid such a situation
and must have a good thermal conductivity.
Detergency
1. Detergency of the oil is obtained by adding some metallic based

additives which will prevent the build up of small deposits in the metal
surface.
2. In two stroke engine, the cylinder oil detergency is very important as it
removes the deposits from the ring pack area and keeps the
combustion space as clean as possible
Disperency
It is the property of the lube oil which prevents impurities to mix up with
itself and keeps them suspended on the surface. This makes it easy for the
separator or clarifier to remove it from the oil.
High Flash Point
1. The flash point is the minimum temperature at which the oil vaporizes
to give an ignitable mixture of air.
2. The flash point should always be on the higher side so that in case of
increase in temperature of the oil, fire hazard can be avoided.
3. Normally for marine engine lube oils, the flash point is always higher
than 220̊ C.
Low Demulsification Number
It is not practically impossible to completely avoid contamination of oil with

water. The low demulsification number of the oil helps in easy separation of
water from the oil in the separator or when stored in the settling tank.
8 MORE ENGINE TERMS EVERY MARINE ENGINEER
SHOULD KNOW
1. VISCOCITY
2. VISCOCITY INDEX
3. CLOUD POINT
4. POUR POINT
5. FLASH POINT
6. SAE NUMBER
7. Total Base Number (TBN)
8. Total Acid Number (TAN)
1. VISCOSITY OF OILS
• Viscosity of oil is defined as the ability of the oil to flow. It is the property of the liquid
which tends to prevent relative movement between adjacent parts within itself.
• Generally, thicker the fluid, higher is its viscosity; whereas thinner liquids have lower
viscosity.
2. VISCOSITY INDEX
• Viscosity Index is a term which is mainly related to marine lubricating oils. It can be
defined as the change in viscosity of the oil which takes place as a result of change
of temperature.
• Higher the viscosity index of the lubricating oil better is the quality. This means that
lubricating oil with higher viscosity index has only a small change as a result of large
temperature difference.
• As a general practice, various additives are added in the oil to improve the viscosity
index of the lubricating oil.
• Viscosity index is a dimensionless number.
3. CLOUD POINT
• Cloud point is the term which is related to the wax formation in the oil.
• Cloud point indicates the temperature at which waxes begin to form in the oil.
• Gradually, the wax formed crystallizes and clogs the filters.
• The cloud point helps in finding out the tendency of the oil to form wax.
4. POUR POINT
• Pour point of the oil can be defined as the temperature at which the oil stops to flow.
• Pour point is lowered using additives known as pour point depressants.
5. FLASH POINT
• Flash point of oil can be defined as the lowest temperature at which the oil will give
off sufficient inflammable vapour to produce a flash when a small flame is brought
to the surface of the oil.
6. SAE NUMBER
• SAE number of the oil indicates its viscosity based on classification involving two
temperatures. Every lubricating oil comes with a specific SAE number. The Society of
Automotive Engineers is responsible for the classification of SAE numbers.
7. TOTAL BASE NUMBER (TBN)
• Total Base Number (TBN) can be defined as the measure of reserve alkaline additives that are put
into the lubricating oil to neutralize the acids. It determines how effectively the acids formed during
the combustion process can be controlled.
• Higher the TBN better is the capability to fight oxidisation and corrosion, and to improve viscosity
characteristics. It also allows longer operating period between lubricant changes under harsh
operating conditions.
• Diesel engines burning low grades of fuel show high rate of liner wear as low grade fuel
have higher sulphur content. This high sulphur content leads to corrosive wear to the liner
surface. Thus, alkaline lubricating oil is used to protect the liner surface against corrosive
attack by neutralizing the sulphur derivative compounds. The TBN is generally between 8-10
for marine lubricating oils.
8. TOTAL ACID NUMBER (TAN)
• Technically, the total acid number (TAN) of the oil indicates the deteriorating
condition of the lubricating oil. Higher the TAN, more acidic is the lubricant, and
further are its chances of getting more deteriorated.
• TAN also indicates the potential of the oil to cause corrosion problems, leading to
component failure. The TAN should not be more than 2 for marine lubricating oils.
PRIMARY PURPOSE OF LUBRICATION
• To keep a clean layer of lubricating oil film / luboil film between the contacting
surfaces of the running parts / moving components in order to prevent friction, heat
& metal-to-metal wear / abrasive wear.
• To keep a clean layer of lubricating oil film / luboil film between the contacting surfaces of the running
parts / moving components in order to prevent friction, heat & metal-to-metal wear / abrasive wear.
• 2. SECONDARY PURPOSE OF LUBRICATION
2.1 COOLINGIn passing through the engine, part of the heat is absorbed / picked up by the circulating oil.
Therefore, it is made to pass through the cooler before being recirculated.
2.2 NEUTRALISATION OF ACID PRODUCTS OF COMBUSTION (sulphuric acid)
2.3 CLEANING
• Washing away of wear detritus due to surface rubbing / friction. Therefore, the oil is filtered and
centrifuged.
• Oil also cleanses hot moving parts from carbonaceous deposits.
• 2.4 SEALING
This is the case with the piston & liner where the oil provides a gas seal sa well as
lubrication.
• 2.5 PREVENTION FROM CORROSION
Hot corrosion is caused by vanadium

Cold corrosion is caused by sulphur
LUBRICATING SYSTEM DIVISIONS
4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM:

Passages / ducts & piping.
4.2 EXTERNAL PART OF THE SYSTEM:
Sump, pumps, coolers, strainers & filters and purifiers. This system is of pressure type or
forced lubrication type.
LUBRICATING SYSTEM DIVISIONS
4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM:

Passages / ducts & piping.
4.2 EXTERNAL PART OF THE SYSTEM:
Sump, pumps, coolers, strainers & filters and purifiers.
This system is of pressure type or forced lubrication type.
5. LUBRICATING SYSTEMS IN LARGE MARINE DIESEL ENGINES OF CROSSHEAD CONSTRUCTION
5.1 A TOTAL LOSS SYSTEM ( feeding the cylinders )
5.2 A CIRCULATING SYSTEM ( lubricating the running gear & cooling the piston
6. DESCRIPTION OF A LUBRICATION PROCEDURE
L.O. pressure pumps draw the oil from the drain tank / lub oil tank / pan through the suction strainers.
The drain tank is fitted with a level gauge.
Pumps discharge oil through fine filters to the cooler ( the discharge pressure ensures that there will be
no leakage of salt water into the oil in the event of faulty cooler.)
L.O. thermostatic valve, mounted on the cooler, regulates the oil temperature flow of either the
lubricating oil or the cooling water.
Regulating valves control the oil distribution and its pressure in all moving components.
Pressure gauges are fitted before and after the filter(s)
The system is fitted with a number of alarms: pressure loss alarm, oil level alarm in drain tank,
temperature alarm, pressure relief valves ( usualy mounted at pump discharge.)
Oil should be permanently purified at sea. It may be also heated to assist purification.
1. The complexity of motorship lubricating oil (LO) systems is the
result of the number of different grades of oil required. A geared,
medium speed diesel plant will usually require different grades of
oil for the main and auxiliary engines, and other grades for
gearing and miscellaneous uses.
2. A LO system for a low speed diesel plant will be equally
complex, involving at least two grades of oil for the main engine
(one for the circulating system and the other for the cylinders)
and a third for the auxiliary engines.
3. It is important to note that most trunk piston engines do not use a
separate grade of oil for cylinder lubrication.
4. Oil draining from bearings and cooling passages to the bottom of
the crankcase passes into a drain tank (or remote sump) built into
the double bottom below the engine, from which it is drawn by
the LO circulating pump for redistribution via a cooler and a
filter.
5. Although the drain tank is shown as an integral part ofthe double
bottom structure, in some cases independent tanks have been
installed.
6. In smaller engines the additional cost and complexity of a drain
tank are often eliminated in favor of a wet sump formed by the
crankcase bottom. The suction bell mouths clear the bottom by
about 100 mm to avoid ingesting water or sediment, and may
incorporate a foot valve to keep the suction line full when the
pump is stopped.
7. The drain tank or wet sump must be so designed that suction will
be maintained at the most extreme conditions of list, trim, and
CHARECTERISTICS OF LUBE OIL SYSTEM
1. Filtered oil is distributed to engine bearings, for
1. The LO circulating pumps are most often governing and control service, to valve gear, and,
positive displacement rotary pumps, and in on trunk piston engines as well as some
larger plants are fitted in duplicate. crosshead engines, to pistons for cooling.
2. Both pumps are motor driven in 2. Some of these services may require higher
installations with low speed diesels, but pressure oil, which can be obtained by fitting
higher speed engines are often fitted with booster pumps in the line.
an engine-driven pump, relying on the 3. Usually oil is also supplied to turbocharger
motor-driven pump for standby service. bearings from the circulating oil pumps, but
3. Each pump will have a coarse suction some turbochargers are provided with their own
strainer for its own protection. Providing self-contained LO system. In either case the
turbochargers must be provided with an
each pump with its own suction line is an
emergency supply of LO, as they will continue to
advisable precaution.
spin at high speed following a LO failure.
4. A full flow filter is provided in the pump
4. In crosshead engines, the crankcase, and
discharge line before or after the cooler. It therefore the circulating oil, is protected by the
may be of the duplex, basket type, but piston rod packing from contamination by
better filtration will be provided by a combustion products blowing by the piston
disposable-element or self-cleaning simplex rings, whereas this kind of contamination in
unit, with a standby filter in a bypass. trunk piston engines is usually inevitable.
1. There is the possibility of a crankcase overpressure
1. While a straight mineral oil with corrosion and
condition or explosion in any diesel engine.
oxidation inhibitors is usually recommended for the
2. A common pattern begins when an overheating bearing
circulating oil of most crosshead engines regardless
vaporizes oil, creating an explosive mixture which can
of the fuel in use, manufacturers of trunk piston
then be ignited by further overheating of the bearing or, in
engines generally recommend a detergent oil with
trunk piston engines, by blowby.
alkaline additives (measured as total base number or
3. To give warning of overheating bearings, alarm systems of
TBN) matched to the likely sulfur content of the fuel
large engines include temperature probes at major
to be burned.
bearings within the crankcase, while photoelectric oil mist
2. While the circulating LO in a crosshead engine rarely
detectors continuously sample the air drawn from likely
requires replacement in the normal course of events,
accumulation points within the crankcase.
this is not usually the case with trunk piston engines,
4. To minimize the possibility of the crankcase being
where, in most cases, the LO must be renewed
breached by a primary pressure rise and of air entering to
periodically.
cause a secondary explosion, large engines are fitted with
3. The life of trunk piston engine LO, already extended
spring-loaded pressure relief valves (usually mounted on
by the regular addition of fresh makeup oil to
the crankcase doors) which open to relieve an
compensate for oil burned in cylinder lubrication, can
overpressure and then snap shut. In addition, the
be further extended by taking such extra measures as
crankcase vent pipe is restricted in size to limit the ingress
the fitting of additional extra -fine filtration loops
of air.
and, if necessary, the occasional addition of chemical
5. The extent of additional automation of the system will
additive packages to the oil
vary, but will typically include automatic changeover for
the pumps, low pressure alarms, a low LO pressure trip,
1. Main engine cylinder oil system. Crosshead engines 1. Cylinder oil is a high viscosity mineral oil, with a TBN
are fitted with an independent cylinder oil system matched to the anticipated sulfur content of the
for lubrication of the piston rings. fuel.
2. The cylinder oil is stored in one or, preferably, two 2. Two cylinder oil storage tanks provide flexibility in
tanks and is transferred daily to a small capacity this regard by enabling cylinder oil of different TBN
measuring tank, from which it passes by gravity to to be carried.
the cylinder lubricators on the engine. 3. Cylinder oil storage tanks are filled from deck by
3. The lubricators are precisely calibrated injectors, gravity, a fact which may preclude filling the
measuring tank from the storage tanks by gravity as
mechanically driven by the engine and timed to
well, necessitating a small hand- or motor-driven
inject a metered quantity of the oil into the transfer pump.
cylinder as the piston ring pack rises past the 4. In trunk piston engines in good condition, cylinder
injection points. lubrication consumes up to 1 g/hp-hr or more of
4. In crosshead engines in good condition the circulating oil, which usually reaches the ring pack
cylinder oil consumption may range from below 0.5 and cylinder liner walls by a controlled leakage from
glhp-hr to below 1.0 glhp-hr. the wrist pin bearing.
5. Because the quantities of oil injected per stroke are 5. In some of the larger medium speed engines,
small, the measuring tank provides for circulating oil is injected for cylinder lubrication in
the same manner as described above for cylinder oil
consumption to be determined accurately as a
in low speed engines.
drop in level over an elapsed time period.
1. L O storage, transfer, and purification system. While smaller high
speed main engines may rely solely on filtration and occasional oil
changes to maintain the quality of the circulating oil, most larger
main engines are arranged for continuous bypass purification
using centrifugal purifiers.
2. Two purifiers are shown, although one is a standby unit, and it is
often possible, by means of blanked cross connections or shared
components, to rely on a reserve F.O. purifier for standby.
3. Normally, the purifier draws from a bell mouth in the suction well
of the main engine drain tank and returns the oil to the forward
end of the same tank, thereby avoiding short-circuiting.
4. The purifier suction will generally be located aft of the circulating
pump suction, and lower-about 50 mm above the tank bottom-to
draw water before it reaches the circulating pump suctions.
5. The main L.O. storage tank, with a capacity equal to at least one
charge for each engine it serves plus sufficient margin to meet
miscellaneous needs, is filled from deck by gravity, while the
settling tank is normally empty.
1. Should an engine's circulating oil be massively
1. Purifier connections can be provided for batch
contaminated, for example by water, it can be
purification of auxiliary engine LO but are
transferred to the settler using the transfer pump,
unlikely to be used, since relatively small
and fresh oil brought down from the storage tank.
quantities are involved, since the alkaline-
If the oil cannot then be redeemed by a
additive detergent oil will require renewal at
combination of settling and purification, it can be
intervals in any event, and since there is
discharged ashore or to a barge for reclamation.
potential for contamination of the main engine
2. Modern purifiers tend to be self cleaning and fully
oil.
automated. Generally purifier feed pumps are
2. When auxiliary engines of substantial size are
attached, positive displacement units, requiring
involved, however, a separate purifier may be
3. The L.O. purifiers to be located on the floor plates
justified. The fixed piping shown for filling and
to minimize the suction lift required from the
draining the auxiliary engine sumps may not be
main engine drain tank.
provided for smaller installations.
4. An alternative arrangement would place a motor-
3. An analogous problem exists in medium speed
driven purifier feed pump on the floor plates, to
diesel plants, where the reduction gear contains
provide more flexibility in purifier location.
a straight mineral oil that is subject to water
5. In most installations, oil leaves the purifiers under
contamination from condensation within the
sufficient head to reach the settling tank, but
gear case, but which would otherwise last
where this is not the case, a discharge pump must
indefinitely.
be fitted.
DIFFERENT SYSTEMS OF LUBRICATION
The main engine has three separate lubricating oil systems:
1. Main lubricating oil system.
2. ROCKER ARM Lubrication system
3. Turbocharger lubricating oil system
4. Cylinder oil system.
5. Cross head lubrication
6. Piston rod stuffing the box and scavenge space drain
system
Main Engine: Main bearing, Gear drive and Piston
Cooling Lubricating oil system
1. The main or crankcase lubrication system is supplied by one of two pumps, one of which
will be operating and the other is on standby, set for automatic cut-in should there be a
lubricating oil pressure reduction or primary pump failure.
2. The main LO pumps take their suction from the main engine sump tank and discharge oil
via the main LO cooler, which takes away the heat. An automatic backflushing filter unit
with a magnetic core helps to remove any metal debris.
3. The plate-type LO cooler is cooled from the low temperature central cooling freshwater
system.
4. The supply pressure in the main lubrication system depends on the design and requirement
and is generally around 4.5 kg/cm2. LO supply to the cooler is via a three-way valve which
enables some oil to bypass the cooler.
5. The three-way valve maintains a temperature of 45°C at the lubricating oil inlet to the
engine. The main LO system supplies oil to main bearings, camshaft and camshaft drive.
MAIN ENGINE LUBE OIL SUMP TANK:
• It is located under the engine in the double bottom and is surrounded by cofferdams.
• A sounding pipe to know the level of lube oil in the sump is provided, along with a
sounding pipe for cofferdam to know if there is any leakage.
• Cofferdam needs to be inspected on regular basis to know any signs of leakages. The
main engine Lube oil sump consists of a level gauge, sounding pipe, air vent pipe,
heating steam coil, manholes, suction pipe and valves for LO pump and LO purifiers.
Main Engine: Main bearing, Gear drive and Piston
Cooling Lubricating oil system
A branch of lube oil goes to an articulated arm or a telescopic pipe to the
crosshead from where it does three functions
1) some oil travels up the piston rod to cool the piston and then comes
down,
2) some oil lubricates the crosshead bearing and the shoe guides
3) the remaining oil passes through a hole drilled in the rod connecting to
the bottom end bearing.
4) A branch of lube oil is led to the hydraulic power supply unit for
actuation of exhaust valves, to the thrust bearings, to the moment
compensator and the torsional vibration damper. The cooling effect of
the oil at the vibration dampers is important.
SYSTEM DESCRIPTION
• The lubrication system of an engine provides a supply of lubricating oil to the various moving
parts in the engine. Its main function is to enable the formation of a film of oil between the
moving parts, which reduces friction and wear. The lubricating oil is also used as a cleaner and in
some engines as a coolant.
1. Lubricating oil for an engine is stored in the bottom of the crankcase, known as the
sump, or in a drain tank located beneath the engine.
2. The oil is drawn from this tank through a strainer, one of a pair of pumps, into one of a
pair of fine filters.
3. It is then passed through a cooler before entering the engine and being distributed to
the various branch pipes.
SYSTEM DESCRIPTION
1. Lubricating oil for an engine is booked / stored / placed in the bottom of the crankcase,
known as the sump, or in a drain tank located beneath the engine.
2. The oil is run / carried/ drawn from this tank through a strainer, one of a pair of pumps,
into one of a pair of fine filters.
3. It is then fitted / flown/ passed through a cooler before entering the engine and being
distributed to the various branch pipes.
4. The branch pipe for a particular cylinder may feed the main bearing, for instance. Some
of this oil will pass along a drilled passage in the crankshaft to the bottom end bearing
and then up a drilled passage in the connecting rod to the gudgeon pin or crosshead
bearing.
LUBRICATION CIRCUIT
1. An alarm at the end of the distribution pipe ensures that adequate pressure is
maintained by the pump.
2. Pumps and fine filters are arranged in duplicate with one as standby. The fine filters will
be arranged so that one can be cleaned while the other is operating.
3. After use in the engine the lubricating oil drains back to the sump or drain tank for re-
use. A level gauge gives a local read- out of the drain tank contents.
4. The main LO pumps have large motors and are generally fitted for autotransformer
starting; after a start, the autotransformer must be allowed to cool down for 20 minutes
before another start is attempted. Restarting is inhibited for 20 minutes between starts.
LUBRICATING PUMPS
• The lubricating oil supply pumps may be driven directly from the engine, or they
may be driven separately. If these pumps are engine driven then a separately driven
pump is included with which the lubricating oil system can be fully primed before
the engine is restarted after any prolonged shutdown.
SUPPLY THE MISSING WORDS
• The lubricating oil supply pumps may be … _______ directly from the engine, or they
may be driven _______. If these pumps are engine driven then a separately driven
pump is _______ with which the lubricating oil system can be fully _______ before the
engine is restarted after any prolonged _______.
FILL IN THE BLANKS
• Study the verbs used in describing the flow of lube oil in the previous slides –
provide their noun collocates
Lubricating Oil Lubricating Oil

…….
Is stored in the
…….
Is drawn from
…….
Is passed through
…… …….
…… …….
GUESSING FROM PREVIOUS KNOWLEDGE:
THE BASICS OF THE LUBRICATING OIL SYSTEM
• Lubricating oil for a marine diesel engine achieves two objectives; it must cool and
___________.
• The oil is taken from the ___________ tank usually underneath the engine by a screw
type pump. It is cooled, ___________ and supplied to the engine via the oil inlet pipe
or inlet rail at a pressure of about 4 bar. On a ___________ 4 stroke engine the oil is
supplied to the main bearings through drillings in the engine frame to the
crankshaft main bearings. Drillings in the crankshaft then take the oil to the crankpin
or ___________. The oil is then led up the ___________ to the piston or gudgeon pin and
from there to the piston cooling before returning to the ___________.
LUBRICATION CIRCUIT
a) An alarm the distribution pipe ensures that adequate pressure is maintained by the pump.
(at the end of )
b) Pumps and fine filters are arranged with one as standby. (in duplicate)
c) The fine filters will be arranged one can be cleaned while the other is operating. (so that)
d) After use in the engine the lubricating oil drains back to the sump or drain tank. (for re-use)
e) A level gauge gives the drain tank contents. (a local read-out of)
f) A centrifuge is arranged for cleaning the lubricating oil in the system and from a storage
tank. (clean oil can be provided)
HEAT EXCHANGER AND FILTERS
LUBE OIL SYSTEM ANCILLARY EQUIPMENT
SUPPLY THE MISSING VERB
• An alarm at the end of the distribution pipe ________ that adequate pressure is ________ by
the pump.
• Pumps and fine filters are ________ in duplicate with one as standby.
• The fine filters will be arranged so that one can be ________ while the other is ________.
• After use in the engine the lubricating oil ________ back to the sump or drain tank for re-
use.
• A level gauge ________ a local read-out of the drain tank contents.
• A centrifuge is ________ for cleaning the lubricating oil in the system and clean oil can be
________ from a storage tank.
LUBRICATION CIRCUIT
• The oil cooler is circulated by sea water, which is at a lower pressure than the oil. As
a result any leak in the cooler will mean a loss of oil and not contamination of the oil
by sea water.
• Where the engine has oil-cooled pistons they will be supplied from the lubricating oil
system, possibly at a higher pressure produced by booster pumps, e.g. Sulzer RTA
engine. An appropriate type of lubricating oil must be used for oil- lubricated pistons
in order to avoid carbon deposits on the hotter parts of the system.
SUPPLY THE MISSING TERM
• The ___________ is circulated by sea water, which is at a lower pressure than the oil.
As a result any ___________ in the cooler will mean a loss of oil and not ___________ of
the oil by sea water. Where the engine has ___________ they will be supplied from the
lubricating oil system, possibly at a higher pressure produced by ___________ , e.g.
Sulzer RTA engine. An appropriate type of lubricating oil must be used for oil-
lubricated pistons in order to avoid ___________ on the hotter parts of the system.
DESCRIBE THE PASSAGE OF LUBE OIL
THE BASICS OF THE LUBRICATING OIL SYSTEM
• Lubricating oil for a marine diesel engine achieves two objectives; it must cool and lubricate.
• The oil is taken from the drain tank usually underneath the engine by a screw type pump. It is
cooled, filtered and supplied to the engine via the oil inlet pipe or inlet rail at a pressure of
about 4 bar.
• On a medium speed 4 stroke engine the oil is supplied to the main bearings through drillings
in the engine frame to the crankshaft main bearings.
• Drillings in the crankshaft then take the oil to the crankpin or bottom end bearings.
• The oil is then led up the connecting rod to the piston or gudgeon pin and from there to the
piston cooling before returning to the crankcase.
CRANKPIN AND MAIN BEARING
LUBRICATION
• Again, some oil is used to lubricate the large end bearings whilst the remainder leaves
via the groove in the centre of this bearing and up the passage in the connecting rod to
the small end.
• Here some of it is used to lubricate the small end and the gudgeoun pin bearings in the
piston, whilst the remainder is conducted through the passages in the gudgeon pin and
the piston itself, to the cooling belt behind the rings and to the crown of each piston.
• Oil, which has been used to cool the piston, is then released and falls back into the
engine sump. From the sump the oil is drained into the lubricating oil tank for re-use. In
most cases this is a gravity drain to a tank in the double bottom.
SUPPLY THE MISSING WORD
• Again, some oil is used to _______ the large end bearings whilst the remainder leaves
via the _______ in the centre of this bearing and up the _______ in the connecting rod
to the small end. Here some of it is used to _______ the small end and the gudgeon
pin bearings in the piston, whilst the remainder is _______ through the passages in
the gudgeon pin and the piston itself, to the cooling belt behind the rings and to the
_______ of each piston. Oil, which has been used to cool the piston, is then released
and falls back into the _______ . From the sump the oil is _______ into the lubricating
oil tank for re-use. In most cases this is a _______ drain to a tank in the double
bottom.
SUPPLY THE MISSING INFO
• Some oil is used to lubricate … … … whilst the remainder leaves via the groove in the
centre of this bearing and up the passage in … … … .
• Here some of it is used to lubricate the small end and … … … , whilst the remainder
is conducted through the passages in the gudgeon pin and the piston itself, to the
cooling belt behind the rings and to … … ….
• Oil, which has been used to cool the piston, is then released and … … … .
• From the sump the oil is drained into … … … for … … …
• In most cases this is a gravity drain to … … …
INSERT THE WORDS IN THE RIGHT PLACE
• The satisfactory operation of any engine on adequate of lubricating oil to all its moving parts
(supply, depends).
• The pump the oil from the lubricating tank and it through a and filter to the engine (draws,
passes, cooler) .
• Inside the engine it enters the main gallery on which is situated the pressure regulating valve.
• Any excess oil is by this valve into the engine sump (divereted).
• The remainder, at the regulated pressure, to the main bearings and to the camshaft and valve
rocker gear (passes; feeds) .
• A part of the oil the main bearings is used to lubricate the bearings themselves, whilst the
remainder is via the central grooves and drillings in the crankshaft to the large end bearings.
(entering; conducted)
LUBRICATING OIL COOLERS
1. In its passage through the engine the oil picks up a certain amount of heat, and this has to
be extracted from it before it next enters the engine. For this purpose it is pumped
through a cooler.
2. The cooler consists of a number of closely packed tubes leading from headers, one at each
end, enclosed in a casing.
3. The casing contains the passages for the lubricating oil whilst the cooling water is passed
through the tubes from one header to another.
4. This arrangement directs the cooling water, which is usually sea water, to the inside of the
tubes which are more easily cleaned (by passing rods through them) than the outsides.
• In its passage through the engine the oil picks up … … … , and this has to be extracted
from it before it … … … .
• For this purpose it … … … .
• The cooler consists of a number of … … … leading … … … , one at each end, enclosed in

a casing.
• The casing contains the passages for … … … whilst the cooling water is passed through
the tubes … … … .
• This arrangement … … … , which is usually sea water, to the inside of the tubes which
are more easily cleaned (by … … … ) than the outsides.
THERMOSTATIC BYPASS VALVE
• As the oil becomes very viscous when cold, it is essential to have a temperature
control so that it is kept at a level which is neither too hot nor too cold. A
thermostatic valve is mounted on the cooler which senses the temperature of the
lubricating oil and regulates the flow of either the lubricating oil or the cooling water
accordingly.
• Pressure gauges are fitted to show the lubricating oil pressure before and after the
filter. Any abnormally high difference in reading between the two gauges indicates
that the element is blocked and should be changed or cleaned according to the type.
FILL IN THE BLANKS
• As the oil becomes very _______ when cold, it is essential to have a temperature
control so that it is kept at a _______ which is neither too hot nor too cold.
• A thermostatic valve is _______ on the cooler which _______ the temperature of the
lubricating oil and _______ the flow of either the lubricating oil or the cooling water
accordingly.
• Pressure _______ are fitted to show the lubricating oil pressure before and after the
_______.
• Any abnormally high difference in _______ between the two gauges indicates that the
element is _______ and should be changed or _______ according to the type.
FILL IN BLANKS
• … … … are provided with the separate lubrication system for the cylinder liners.
• … … … between the liner and the piston by mechanical lubricators which supply their
individual cylinder
• .… … … is used which is not recovered.
• … … …, it assists in forming a gas seal and contains additives which … … … against
cold and hot corrosion of the cylinder liner.
OPERATION OF THE MAIN ENGINE
LUBRICATING OIL SYSTEM
It is assumed that the engine is stopped but is being prepared for starting.
• a) Check the level of oil in the main engine sump tank and replenish if necessary
• b) Ensure that the low temperature central cooling system is operating and that freshwater is circulating through the main LO
cooler
• c) Ensure all pressure gauge and instrumentation valves are open and that instruments are reading correctly
• d) Ensure that the steam heating is applied to the main LO sump tank if the temperature of the LO is low
• e) Set the line and make sure all right valves are open. Normally it is assumed that main engine lubricating valves are left open
• f) Select one main LO pump as the master (duty) pump and the other as the standby pump
• g) Keep the LO system circulating and allow the temperature of the system to gradually increase to normal operating temperature
• h) Check the outlet flows from the individual units. Check that temperatures are similar and that all pressure gauges are reading
correctly
• i) When lubricating system temperatures and pressures are stable, the engine may be started. The main engine lubrication system is
replenished from the main LO storage tank
LUBRICATION OIL PURIFICATION
• A centrifuge is arranged for cleaning the lubricating oil in the system and
clean oil can be provided from a storage tank.
• Main Engine LO purifier takes suction from main engine LO sump and purifies the oil.
Its feed temperature is maintained around 90 degrees Celsius (as maximum density
difference is achieved at that temperature) to allow efficient separation.
• The engine LO must be tested frequently in order to determine whether or not it is fit
for further service. Samples should be taken from the circulating oil and not directly
from the sump tank.
CENTRIFUGAL OIL CLEANERS IN THE LUB OIL SYSTEM
QUESTIONS AND DISCUSSION
• What does the lubricating oil system provide ?
• Where does the lube oil pass before entering the engine ?
• What is the role of the pressure regulating valve ?
• What are the main lubricating points inside the engine ?
• Describe the flow of the lubricating oil to the camshaft and valve rocker gear.
• How is the piston cooled ?
• What is a gravity drain ?
• How is a supply pump driven ?
• In which case should the lubricating oil system be primed ?
• How is the lubricating oil cooled ?
• What control instruments is the lubricating system supplied with ?
• How are the cylinder liners of large slow speed engines lubricated ?
SAY WHICH OF THE FOLLOWING STATEMENTS ARE TRUE AND WHICH ARE FALSE
AND STATE WHY
1. The function of the lubricating system is not only to provide a film of oil between the moving parts in the engine but
also to use oil as cleaner and a coolant.
2. Large marine diesel engines generally have two systems of lubrication: a total loss system feeding the cylinders and
a circualting system lubricating the running gear and cooling the piston.
3. The lube oil tank is a “drain tank” situated in the structure of the vessel high above the engine.
4. A pressure regulating valve is used to increase the pressure of the oil before it enters the engine.
5. The lubricating oil supply pump can be either engine driven or separately driven.
6. The lube oil supply pump driven directly from the engine is also known as the priming pump.
7. If the lube oil supply pump is driven independently it is necessary to include also a priming pump.
8. The lube oil is cooled making it pass through a bundle of tubes surounded by sea water.
9. In the cooler sea water is circulated at a lower pressure than the oil to prevent the contamination of the lube oil in
case of leakage.
THE AUXILIARY EQUIPMENT OF THE LUBRICATING SYSTEM IS LISTED BELOW IN A
DESCRIPTIVE FORM. GIVE APPROPRIATE SINGLE WORDS OR COMPOUNDS FOR EACH
OF THEM.
• 1. The bottom of the crankcase where lube oil is collected _________________________
• 2. The device that forces oil through the lubricating system ___________________________
• 3. Fine mesh strainers used to free oil from solid matter ___________________________
• 4. The container under the engine for storing lube oil ___________________________
• 5. The automatic temperature-sensitive device in the cooling system ___________________________
• 6. Instruments for measuring pressures ___________________________
• 7. The device for expelling air pockets from the pipe-line ___________________________
• 8. The heat exchanger arranged to remove Heat from lube oil ___________________________
• 9. Instruments for measuring temperatures ___________________________
• 10. Rotary machine used for centrifugating contaminants from fuel or lube oil ___________________________
• 11. The container where oil and water or sludge separate naturally ___________________________
• 12. Mechanical device for controlling pressure ___________________________

STATE WHICH EQUIPMENT IS USED TO:
• control and measure the oil pressure • _____________________

• control and measure the oil • ______________________
temperature
• ______________________
• keep oil clean
• _______________________
• provide the oil supply to the system
.FIND IN LIST B ONE-WORD SYNONYMS TO THE TWO-WORD VERBS GIVEN IN LIST
A
A B
go into a. absorb
get out from b. divert
set running c. draw
turn away d. enter
flow off e. drain
take out f. release
fall back g. leave
let go h. return
carry off i. start ,
REPLACE THE BOLDFACE WORDS IN THE FOLLOWING SENTENCES WITH THEIR
CORRESPONDING ONE-WORD ALTERNATIVES:
• The heat produced by frictional resistance in the bearings is picked up by the circulating lubricating oil and
this heat is carried off by sea water passing through the oil cooler.
• Used lubricating oil flows off to the crankcase and then through strainers to a tank by gravity.
• The lubricating oil is taken out from the sump or drain tank and passed through a cooler and filters before
returning to the engine.
• The pressure regulating valve turns away any excessive amount of oil returning it to the engine sump.
• After the exhaust has been used to drive the turbo blower, it is let go out into the atmosphere.
• Air, after getting out from the impeller, goes into the diffuser.
• Before a large diesel is set running it must be warmed through by circulating hot water through the jackets.
• Oil, which has been used to cool the piston, falls back into the engine sump.
FILL IN THE BLANKS WITH THE SUITABLE PREPOSITIONS: AT, FROM, IN, INTO, OF, ON,
PER, THROUGH, TO UP, WITH, EACH PREPOSITION IS USED ONLY ONCE.
• Modern diesel engines are built ____________ pressure lubricating systems. The
crankcase is oiltight and all the rubbing or sliding surfaces have a continuous flow
_______________ clean, cool lube oil pumped _________ them. The lube oil which drips
off the running gear is usually collected ___________ the bottom of the crankcase
_____________ which it flows _____________ sump tank. A lubricating oil pump picks
______________ the oil from the tank and is passed ____________ a strainer and cooler
before entering ______________ the engine. The pump discharges 1 to 2 gallons of oil
_________ hour _________ a pressure of 2.3 to 3.6 kp/cm, depending ____________ the
builder’s design.
ROCKER ARM LUBRICATION
• Oil is also supplied to lubricate the rocker gear operating the inlet and exhaust
valves, and to the camshaft and camshaft drive.
• The oil then drains from the crankcase into the drain tank or sump.
• The oil in the drain tank is being constantly circulated through a centrifugal purifier.
• This is to remove any water and products of combustion plus any foreign particles
which may be in the oil.
ROCKER ARM LUBRICATION
1. Oil is also supplied to lubricate the rocker equipment / arrangement / gear

operating the inlet and exhaust valves, and to the camshaft and camshaft drive.
2. The oil then flows / drains / runs from the crankcase into the drain tank or sump.
3. The oil in the drain tank is being constantly circulated through a centrifugal filter /
purifier / strainer.
4. This is to remove any water and products of combustion plus any foreign parcels /
participles / particles which may be in the oil.
TURBOCHARGER LUBRICATING OIL SYSTEM
• The turbocharger bearing lubricating system can be completely separate from the main engine lubricating
system or can be feed through the main engine lubricating system, depending on the design.
• It is essential to have a separate filter for TC lubrication which is generally a duplex filter. From the
duplex filter outlet, the turbocharger LO flows to the inlet manifold supplying turbochargers.
• The outlet of LO from turbochargers have a sight glass to make sure the flow is continuous. Under
normal circumstances, a LO supply is always maintained to the turbochargers in order to ensure that they
are always available for service and to prevent damage.
• A-LO supply must be maintained when the engine is stopped, as natural draught through the
turbocharger will cause the rotor to turn. Hence, the bearings must be lubricated.
CYLINDER LUBRICATION
• Large slow-speed diesel engines are provided with a separate lubrication system for
the cylinder liners. Oil is injected between the liner and the piston by mechanical
lubricators which supply their individual cylinder. A special type of oil is used which
is not recovered. As well as lubricating, it assists in forming a gas seal and contains
additives which clean the cylinder liner.
CYLINDER LUBRICATION
CYLINDER LUBRICATING SYSTEM
• Large slow speed engines are provided with the separate lubrication system for the
cylinder liners.
• Oil is injected between the liner and the piston by mechanical lubricators which
supply their individual cylinder.
• A special type of oil is used which is not recovered. As well as lubricating, it assists in
forming a gas seal and contains additives which clean and protect against cold and
hot corrosion of the cylinder liner.
CYLINDER LUBRICATION SYSTEM
• The load-dependent lubrication of the cylinders is performed by a separate cylinder lubrication

system.
• Cylinder lubrication is required in order to lubricate the piston rings to reduce friction between
the rings and liner, to provide a seal between the rings and the liner, and to reduce corrosive wear
by neutralising the acidity of the products of combustion.
• The alkalinity of the cylinder lubricating oil should match the sulphur content of the HFO
supplied to the engine.
• If the engine is to be run on low sulphur fuel oil for a prolonged period, advice must be sought
from the cylinder oil supplier and the engine builder as to the most suitable cylinder oil to use.
• The ability of an oil to react with an acidic reagent, which indicates the alkalinity, is
expressed as TBN. It stands for Total Base Number.
• It should correspond to the sulphur percentage of fuel oil to neutralise the acidic effect
of combustion. When high sulphur fuel oil is used for Main engines, a high TBN grade
of cylinder oil needs to be used.
• When the main engine is a “change-over” to Low Sulphur Fuel Oil (LSFO) or Low
Sulphur Marine Gas Oil (LSMGO), low TBN cylinder oil needs to be used.
SALIENT POINTS OF CYLINDER LUBRICATION
• The cylinder liner must be lubricated as well

The cylinder liner must be lubricated as well. This is so that there will be a film of oil between
the piston rings and the liner and also so that any acid produced by combustion of the fuel is
neutralised by the oil and does not cause corrosion. Some of this lubrication will be supplied
by so called "splash lubrication" which is the oil splashed up into the liner by the rotating
crankshaft. However larger medium speed marine diesel engines also use separate pumps
to supply oil under pressure to the cylinder liner. The oil is led through drillings onto the liner
surface where grooves distribute it circumferentially around the liner, and the piston rings
spread it up and down the surface of the liner. A pre lub pump is sometimes fitted especially
to engines where the main pump is engine driven. This pump is electrically driven and
circulates oil around the engine prior to starting.
SALIENT POINTS OF CYLINDER
LUBRICATION
• Cylinder lubrication is an accessory applied to facilitate the operation of a two-
stroke crosshead diesel engine. Failure in operation may cause considerable
damage and can render an engine inoperative. All four cylinder lubrication systems
described and considered below are assumed capable of performing their function
with satisfactory stability and reliability, to be relevant in search of efficiency.
• Many factors affect the condition attainable with proper cylinder lubrication, also in
establishing what proper cylinder lubrication at a given situation is. This is mirrored
in the rather flexible specifications of guiding feed rates from the engine designers
and engine builders, and the deviations from these in actual engine operation.
REASON FOR CYLINDER LUBRICATION
• Cylinder lubrication is performed for several reasons, which are here

listed in the order of importance: -
a) Reducing friction between piston rings and liner wall
b) Neutralizing acid
c) Sealing between piston rings and liner wall
d) Cleaning, by carrying away wear, fuel and lubricant debris.
LUBRICATION
• The ability of an oil to react with an acidic reagent, which indicates the alkalinity, is expressed
as TBN. It stands for Total Base Number. It should correspond to the sulphur percentage of fuel
oil to neutralise the acidic effect of combustion.
• When high sulphur fuel oil is used for Main engines, a high TBN grade of cylinder oil needs to
be used. When the main engine is a “change-over” to Low Sulphur Fuel Oil (LSFO) or Low
Sulphur Marine Gas Oil (LSMGO), low TBN cylinder oil needs to be used.
• The following criteria determine the control:
• The cylinder oil dosage must be proportional to the sulphur content of the fuel
• The cylinder oil dosage must be proportional to the engine load, ie, the cylinder fuel supply
LUBRICATION
• The quantity of cylinder oil injected at the individual injection points is controlled by the
cylinder lubrication control system. Each cylinder LO injector (quill) is effectively a non-
return valve that is opened by the pressure oil directed to it by the lubricator control system.
• Cylinder oil feed rates can be adjusted, but adjustments must only be made by authorized
personnel only. No adjustment should be made to the engine cylinder lubrication system
without the permission of the Chief Engineer.
• Correct cylinder lubrication is essential for efficient engine operation, minimize lubricating oil
costs, and optimize maintenance costs. It is essential that the cylinder lubricators are correctly
set and that the correct cylinder lubricating oil is used for the fuel being burned.
IMPROTANT CONSIDERATION FOR
LUBRICATION
• Is the efficient consumption of CLO necessarily (and only) a function of
engine load defined as g/kWh, or should other factors such as absolute
engine load and cylinder liner surface area be included in the calculation?
• What is the optimal trade-off between CLO consumption and cylinder
liner wear rate?
• Is BN (base number) in “scrape down” a sign of actual acid
neutralization?
• What are the factors external to lube affecting the lubrication efficiency?
IMPORTANT FACTORS “OUTSIDE” THE CLS
INFLUENCING THE OVER-ALL CYLINDER
LUBRICATION EFFICIENCY
The challenge lies in the ability to distinguish, prioritize and limit the number of factors
and parameters considered in the future development to the ones actually providing
measurable efficiency improvements in practical application
• Application of anti polishing ring
• Cylinder liner temperature
• CLO composition & contamination
• Engine operating load profile
• Fuel oil composition & contamination
• Humidity of scavenging air
• Liner material and execution
OPERATION
• The cylinder lubricating oil is pumped from the cylinder oil storage tank to the cylinder oil
measuring tank which should contain sufficient LO for two days’ cylinder lubricating oil
consumption.
• Cylinder lubricating oil is fed to the cylinder lubrication system by gravity from the measuring
tank; a heater is located in the gravity line and pipe, pipes are electrically “trace heated” i.e. the
outer surface of the pipe is maintained at a certain temperature. The heater and trace heating
maintains a temperature of 45°C at the lubricating unit.
• Before starting the Main Engine, it is necessary to pre-lubricate the liners. Pre-lubrication
before the start can be made manually or by a sequence in the bridge manoeuvring system.
OPERATION
• The cylinder oil measuring tank is replenished from the cylinder oil storage tank using the cylinder
oil shifting pump. In the event of failure of the electrically-driven cylinder oil shifting pump, a hand-
operated pump is provided.
• The electrically-driven cylinder oil shifting pump is started manually, but a high-level switch in the
cylinder oil measuring tank stops the pump when the tank level reaches a high value. The tank is
fitted with a low-level alarm.
• A separate cylinder oil storage tank for use with low sulphur heavy fuel is also fitted, and the
cylinder oil from this tank must be used when the main engine is changed to LSHFO operation. The
cylinder oil measuring tank has an overflow system via a sight glass; the overflow line has a three-
way valve which must be set to direct the overflow oil to whichever cylinder oil storage tank is in
operation.
EFFECTIVENESS OF CYLINDER
LUBRICATION
• The effectiveness of the method is
confirmed through the many years of
application, but the efficiency can be
questioned based on absolute CLO
consumption increase over the years
and the cost distribution seen in fig.
• Typical Cylinder Operating Cost
Distribution, K90MC-engines
TYPES OF CYLINDER LUBRICATION
• Predominantly in the past, there have been two CLSs, based on Timed Lubrication
(MAN B&W & MHI) and on Accumulator Lubrication (Wärtsilä [Sulzer])
respectively.
• There are two important systems used in modern lubrication systems:
• 1) Accumulation and Quill System (Sulzer Engines) and
• 2) Cylinder lubricating units pumping to orifices in the liner (MAN B&W).
• Common for these systems has been the injection of CLO in drops to be
distributed over the surface of the liner through a circumferential zigzag groove,
as the pressure difference over the piston rings presses the oil to move in the
groove, and vertically distributed by the movement of the piston rings.
• Development in the field of cylinder lubrication has begun, sparked by different

factors. The two most important ones being:
• A desire to achieve better timing
• A desire to cut operating costs (achieve efficiency)
• Hence three new systems were developed to achieve this

TIMED LUBRICATION
1. The purpose of timed lubrication, as shown in fig., is to deliver CLO to

the sliding surfaces in the cylinder at a specific time in relation to the
position of the diesel engine piston during its upward movement:
2. The oil is pumped into the cylinder when the piston rings pass the
lubricating orifices, during the upward stroke. (MAN B&W project Guide
1987).
3. Timed lubrication as described above is in practice carried out by means
of lubricators driven mechanically from and synchronously with the
diesel engine.
4. The lubricators are connected by means of couplings and intermediate
shafts to the diesel engine drive, so that CLO is supplied at every diesel
engine piston stroke and at the specific time in the diesel engine cycle.
TIMED LUBRICATION
1. The CLO quantity delivered from the lubricators can be adjusted manually and/ or automatically. The
oil is supplied through non-return valves to the diesel engine cylinder, where the piston rings
distribute it to the cylinder liner surface.
2. To attain the aim of correctly timed lubrication with mechanical lubricators the possible “accumulator”
effect in the supply tube from the lubricator pump to the injection valve in the liner wall has to be
considered.
3. If the supply tube is kept under a sufficient pressure by the counter pressure in the non-return
valve(quills), the desired injection timing is achieved.
4. If the non-return valve pressure is insufficient – as for most engine applications today – the above-
specified requirement to timing is not attained in practice.
TIMED LUBRICATION
• With Intermittent Lubrication is meant an adjustment of the frequency (and

quantity) of injection to meet the engine’s presumed actual need for
lubrication, i.e. injecting more CLO at longer intervals than at every engine
revolution; the frequency of injections with intermittent lubrication can be
determined by signals from sensors, an algorithm or a pre- determined
frequency.
• For timed lubrication, various methods have been applied to attain a higher
degree of efficiency than the basic CLS design includes. Of these can be
mentioned: MEP/BHP dependent regulation, LCD regulation, Intermittent
lubrication etc.
MEP/BHP ADJUSTMENT
• MEP/BHP denotes an adjustment of the stroke in the lubricator oil

pumps to correspond to the mean effective pressure or the actual
engine load.
• The system is a natural consequence of specifying the required CLO
consumption as a function of engine load defined as g/kWh.
• Load dependent regulation, is applied with advantage on many rpm-
dependent engines, but has “only” found general application on
engine installations with fixed rpm
LCD ADJUSTMENT
• LCD is short for Load Change Dependent, and is a method of

increasing CLO injection for short time periods, when thermal
instability in the cylinder due to load changes may cause
exceptionally high risk of corrosive and frictional wear.
• Increased injection of oil is desired at these times to neutralize acid
build-up and reduce friction. Increased lubrication at manoeuvring,
engine stop and start, works as a kind of conservation and priming.
ACCUMULATOR LUBRICATION
• The CLO, which is delivered from each lube point in the lubricator, is
divided by a distributor to more accumulators in the cylinder, however, in
such a way that all the oil from one lube point is distributed to the same
lubrication level.
• Thereby it is possible to lubricate with different quantities in the various
lubrication levels. This is desirable in order to distribute the CLO best
possible according to the assumed need.
• The system allows pre-lubrication of the cylinder, as the lubricators can be
operated independent from the engine revolutions. Likewise, in operation
the asynchronous drive allows load dependent quantity adjustment by
regulating the pumping frequency of the cylinder lubricator.
NEW CLS DEVELOPMENT
• Can one of the existing or a completely new CLS in combination with

a new constellation of influencing factors achieve even higher level of
efficiency than the conventional ones?
• Development in the field of cylinder lubrication has begun, sparked by
different factors. The most important ones being:
• A desire to achieve better timing
• A desire to cut operating costs (achieve efficiency)
• Development of “camless” intelligent engines
PULSE TYPE CYLINDER LUBRICATION
SYSTEM
• In the shipping industry, two giants – MAN Diesel and Wartsila have introduced a
remarkable technology for modern electronically controlled marine engines. Known
as Alpha and Pulse lubrication systems, this new technology is one-of-its- kind.
• In this article we will understand what does pulse lubrication means and how it
helps to reduce the cylinder oil feed rate and eventually the operating costs of the
ship.
• Wartsila- A major player in the marine engine manufacturing industry has
introduced an intelligent cylinder lubrication system in its electronically controlled
engine. This system is popularly known as the pulse lubrication system.
WHAT IS PULSE LUBRICATION SYSTEM?
• A pulse lubrication system is an electronically controlled cylinder oil lubrication

system for Wartsila engines, wherein metered quantity of cylinder oil is injected in to
the liner, depending on the engine load. This ensures that accurate amount of
cylinder oil is delivered inside the liner at the correct set- time for that particular
engine load.
ALPHA LUBRICATION
• Alpha lubrication is an electric/hydraulic lubrication system, dosing the CLO

timed to the diesel engine cylinder, with the lubricators being driven
electrically synchronized with the diesel engine.
• Alpha lubrication is based on the principles of timed lubrication, but is
performed with new equipment developed to improve the timing based on the
philosophy that an improved timing gives possibilities for saving cylinder oil.
• Alpha lubrication alleviates shortcomings of proper injection timing due to
non-return valve design in conventional timed lubrication, and thereby
provides possible reduction in recommended CLO consumption.
ALPHA LUBRICATION
ALPHA LUBRICATION
• The timing is determined based on signals indicating the position of the diesel engine
crankshaft. These signals are processed by a programmed control unit ALCU (consisting
of the units MCU, SBU, BCU and HMI)
• As the timing is executed with electric signals, it is possible to change the injection
timing as the engine is running. The injection of the CLO is controlled by a solenoid valve
directing the pressure from the pump station to the lubricators.
• Each lubricator is equipped with more supply pistons, which supplies a fixed pre-
adjusted quantity per injection. As the lubrication is timed, the total lubrication quantity
is controlled by the number of diesel engine revolutions during which injection is skipped.
Lubrication typically takes place during each 4th to 7th diesel engine piston stroke. I.e.
intermittent lubrication is applied.
ALPHA LUBRICATION
• The non-return valves are equipped with two holes horizontally, one at each side, which
delivers the CLO tangentially with the cylinder surface. CLO is injected onto the piston
rings, which in turn distribute the CLO to the cylinder surface as for timed lubrication.
• The regulation of the CLO quantity can be made based on various parameters, e.g. engine
load, engine rpm etc. If the Alpha lubrication system is equipped with Alpha Adaptive
Cylinder Oil Control, ACC, regulation can be made based on the sulphur content of the fuel
oil.
• The application of electronics and hydraulics in Alpha Lubrication gives and takes
flexibility. It is possible to apply sophisticated algorithms for calculating proper CLO
quantity, but at the same time, the possibility of injecting fresh (alkaline) CLO at every
engine revolution does not exist.
SWIRL INJECTION LUBRICATION (SIP)
• The Swirl Injection Principle (SIP lubrication) system was developed based on
a desire to attain operating efficiency based on a re-thinking of the application
and not least the use of the CLO.
• The principle is not tied to the technology of timing and dosing the CLO, but to
how the oil is distributed on the cylinder liner wall, in order to give a good
circumferential distribution and an adequate (alkaline) oil film with as little oil
as possible.
• Applying lubricators similar to solutions for conventional timed lubrication –
but with pressurized valves and spray nozzles instead of conventional non-
return valves in the liner wall – it is made possible to inject a spray of droplets
tangentially to the cylinder liner wall.
• This allows (with proper injection timing) an oil film to develop over a horizontal section of the liner wall before
the piston rings pass in the upward movement and take care of the final vertical distribution. As distribution
takes place by spraying the oil to the cylinder surface, the traditional zigzag groove is no longer necessary.
Instead, a small injection groove is required to allow the cylinder oil to pass on its way to the cylinder liner wall.
• When injecting the spray of CLO droplets timed just after closure of the exhaust valve, and while a steady
scavenging air flow still exists, the swirl carries the droplets to settle on the liner wall as desired, and no
emission of oil mist takes place.
• Delivery of overlapping sprays of CLO to effectively cover the circumference of the upper part of the cylinder
liner, before the passage of the piston rings is intended, as the wear is normally larger at the top of the cylinder
liner. This is achieved without “starving” the lower part, piston rings and piston ring grooves.
• SIP lubrication is based on delivery of fresh CLO at every diesel engine piston stroke to have fresh alkalinity to
neutralize acid from the combustion of the sulphurous fuel.
HJ SIP VALVE
HJ SIP VALVE
• The SIP valves are designed according to the same principles as traditional fuel
valves.
• As the pressure in the oil column from the lubricator and to the injection valve is
decisive for, when the oil pumped from the lubricator is injected to the cylinder
liner, the counter pressure is considerably higher than for the non- return valves
applied with conventional timed lubrication. SIP lubrication is applicable
irrespective of engine design.
• either a mechanical connection or an electric shaft can provide the
synchronization between the crankshaft movement and the timing of the cylinder
lubricator pumping.
SIP DRIVE OPTIONS
CONSTRUCTION AND WORKING OF PULSE
LUBRICATION SYSTEM
• There are normally eight quills attached to the cylinder liner in a single row, which gets the oil supply
from the electronically controlled dosage pump
• The oil is supplied to the dosage pump from daily tank via fine filter of 40 microns
• The quills consist of a duct passage to store metered quantity of oil. The area of this duct passage and
the quantity of oil can be altered by changing the position of the central piston
• There are crank angle sensors attached to the engine which give signals to the control unit in order to
inject oil at the correct position of piston movement200 bar high pressure servo oil reduced to 50 bars
are supplied to the lubricator unit, which pressurises the centre piston in the quills. This injects oil inside
the liner at adequate pressure for even distribution
• WECS (Wartsila Engine Control System) which is the master controller of the Pulse lubrication system
controls the solenoid valve opening and the oil injection
CONSTRUCTION AND WORKING OF PULSE
LUBRICATION SYSTEM
• Each unit is provided with 8 lubricating quills, 2 piping systems of Cylinder oil and
servo oil, and A 4/2 solenoid valve to servo oil flow.
• After receiving signal from the crank angle sensor, at the correct position i.e.
between the pack of piston rings, WECS allows the solenoid valve to open and pass
the servo oil. This in turn presses the central piston and delivers the oil stored in the
duct passage of the quills.
BENEFITS OF PULSE LUBRICATION SYSTEM
• Reduction in Cylinder oil Feed rate –up to 0.7 gm/kwh and thus reduction in
operating cost
EFFICIENCY AND EQUIPMENT
SELECTION
• The CLS developments add complexity to the selection of system to be applied,
but also give previously unknown possibilities for achieving the sought efficiency
based on a case-by-case evaluation. Additionally it gives a platform from which to
influence and support further developments in the field.
• New functions and new equipment may induce shipbuilders, -owners and –
managers to change attitude towards cylinder lubrication. Maybe reductions in CLO
consumption can even justify shorter lifetime to wear components such as piston
rings and cylinder liners, everything else being equal. The recent developments
may just have scratched the surface of completely new possibilities.
EFFICIENCY AND EQUIPMENT
SELECTION
• Hans Jensen Lubricators A/SManufacturer of cylinder lubrication equipment since
1923, HJL is approved supplier of CLS equipment to MAN B&W, Mitsubishi and
Wärtsilä 2-stroke slow speed crosshead diesel engines.
• A considerable and broad expertise has been attained in the field of cylinder
lubrication systems. This experience is applied to all new developments and in our
advisory functions, to the benefit of our business partners.
• HJL has been and aims at remaining in the forefront of development in the field of
cylinder lubrication. With a total staff of 50 employees entirely devoted to the field
of cylinder lubrication, it is paramount to maintain a leading position when it comes
to innovation and product quality.
• The cylinder liner must be ________________
• This is so that there will be a film of oil between _____________ and also so that any acid produced by
combustion of the fuel is neutralised by the oil and does not cause corrosion.
• Some of this lubrication will be supplied by so called "splash lubrication" which is the oil __________________by
the rotating crankshaft.
• However larger medium speed marine diesel engines also use separate pumps to supply_______________ to
________________
• The oil is led through drillings onto the liner surface where grooves distribute it circumferentially around
the liner, and the piston rings spread it _____________the surface of the liner.
• A pre lub pump is ________________especially to engines where the main pump is engine driven. This pump is
electrically driven and circulates oil around the engine ________________
CYLINDER LUBRICATION – GUESSING FROM
THE CONTEXT
• Large slow-speed diesel engines are __________ with a separate lubrication system
for the cylinder liners. Oil is __________ between the liner and the piston by
mechanical lubricators which __________ their individual cylinder. A special type of
__________ is used which is not recovered. As well as lubricating, it assists in forming
a gas seal and __________ additives which clean the cylinder liner.
CROSS HEAD LUBRICATION
• On a two stroke crosshead engine lubricating

oil is supplied to the main bearings and
camshaft and camshaft drive.
• A separate supply is led via a swinging arm or
a telescopic pipe to the crosshead where
some of it is diverted to cool the piston
(travelling up and back through the piston
rod), whilst some is used to lubricate the
crosshead and guides, and the rest led down a
drilling in the connecting rod to the bottom
end or crankpin bearing. Oil is also used to
operate the hydraulic exhaust valves.
1. On some engines, the oil supply to the crosshead bearing is boosted in pressure to
about 12 bar by a second set of pumps.
2. This oil is also used to operate the hydraulic reversing gear for the engine.
3. The cylinder liners on a two stroke engine are lubricated using separate injection
pumps which use a different specification of oil.
4. The oil which is led to drillings in the liner is able to deal with the acids produced by
the burning of high sulphur fuels.
1. the oil supply to the crosshead bearing is boosted in pressure to about 12 bar by a
second set of pumps. on some engines,
2. This oil is also used the hydraulic reversing gear for the engine. to operate
3. The cylinder liners are lubricated using separate injection pumps which use a
different specification of oil. on a two stroke engine
4. The to drillings in the liner is able to deal with the acids produced by the burning of
high sulphur fuels. oil which is led
PISTON ROD STUFFING THE BOX AND
SCAVENGE SPACE DRAIN SYSTEM
• The piston rod gland or stuffing box provides a seal for the piston rod as it passes
through the separating plate between the crankcase and the scavenge airspace.
• The stuffing box has two sets of segmented rings that are in contact with the piston rod;
the upper set of rings scrape crankcase oil from the piston rod, and the lower set of
rings prevent oily deposits in the scavenge space from entering the crankcase.
• In the middle of the stuffing box, there is a ‘dead space’ which should normally be dry
if the rings are working effectively.
• Any oil or scavenge space material that enters this space is drained directly to the oily
bilge drain tank.
LUBRICATING OIL SUMP LEVEL
1. The level of lubricating oil indicated in the sump when the main engine is running must be
sufficient to prevent vortexing and ingress of air which can lead to bearing damage.
2. The sump level is to be according to manufacturers/shipbuilders instructions . The ‘Sump

Quantity’ is always maintained at the same safe operating level and is given in litres. It is
essential that the figures are mathematically steady and correct from month-to-month,
taking into account consumption, losses and refills and reported .
3. The ‘Sump Quantity’ is calculated with the engine stopped, but the lubricating oil pump in
operation, thus keeping the system oil in circulation. Sufficient reserve quantities of
lubricating oil must always be held, i.e. to completely fill the main sump and sufficient
quantities of other lubes must be held to cover the intended voyage plus 20%.
PRE-LUBRICATION PUMPS – UNDERLINE THE KEY
TERMS
1. They provide an essential part of the lubrication system on many types of engine in
particular auxiliary engines with engine driven lubricating oil pumps.
2. They provide a supply of oil to the bearings prior to start up and limit the length of
time that boundary lubrication exists, and shorten the time when hydrodynamic
lubrication commences.
3. They must be maintained and operated in accordance with the manufacturers’
instructions.
LUBRICATION SCHEDULE AND ORDERS
• The Chief Engineer is responsible to establish a list of machinery requiring periodic

lubrication onboard the vessel. The Fleet Superintendent is responsible for agreeing the
specifications and grades of oil for this list of machinery with the nominated lubrication oil
supplier. A copy of the lubricating oil schedule shall be made available onboard the vessel
and in the office.
• Lubricating oils are a major expenditure item, therefore, all purchasing must be pre-
planned with the aim of buying the maximum amounts from the cheapest supply
sources which are primarily the US, Europe and Singapore. Lub oil requisitions
should be sent to the office at least 10 days before the intended port of purchase
and clearly indicate if the vessel requires supply in bulk or in drums.
LUBRICATION SCHEDULE AND ORDERS – SUPPLY THE MISSING INFO
• _________________to establish a list of machinery requiring periodic lubrication

onboard the vessel.
• The Fleet Superintendent __________________ for agreeing the specifications and
grades of oil for this list of machinery with the nominated __________________
• A copy of the lubricating oil schedule shall ____________________ onboard the vessel
and in the office.
CHIEF ENGINEER’S JOBS AND DUTIES
• The Chief Engineer shall ascertain the location of all the lubricating oil storage tanks
and establish the safe-filling capacities of these. This information shall be made
available to the office. Some grades of oil may be taken and stored in drums on
board at safe locations agreed with the Master and lashed safely for bad weather
conditions. When an order for lubricating oil supply is made, the Chief Engineer shall
specify whether it is in bulk or in drums. The choice of lubricating oil for air
compressors is to be discussed with the Management Office. When agreed,
synthetic oil is to be used.
WRITING SKILLS: STUDY THE FOUR SLIDES
ABOVE AND LIDT THE CHIEF ENGINEER’S DUTIES
WITH RESPECT TO LUBRICATION OILSYSTEM
• ascertain the location of all the lubricating oil storage tanks

• ___________________________________________________
• ___________________________________________________
• ___________________________________________________
• ___________________________________________________
• ___________________________________________________
• ___________________________________________________
LOSSES OF LUBRICATING OILS
• All possible preventative action must be taken, to ensure that lubricating oil losses
are kept to a minimum. There are to be no discrepancies between the quantity of
lubricants on board, and the totals entered in the Engine Room Log Book and the
regular returns made to the relevant Management Office. Accurate entries must
always be recorded, and any indication of abnormal losses or consumptions advised
immediately, to the relevant Management Office.
• Regular and vigilant tours of the Engine Room by watchkeepers, or duty engineers
are essential to check for oil leaks. Lubricating oil coolers using sea or fresh water as
the cooling medium, must also be periodically checked for oil leakage.
LOSSES OF LUBRICATING OILS
• All possible preventative action must be taken, to ensure that lubricating oil losses are
_______________
• There are to be no ______________ between the quantity of lubricants on board, and the totals
entered in the ______________ and the regular returns made to the relevant Management Office.
• Accurate entries must ________________ , and any indication of abnormal losses or
consumptions advised immediately, to the relevant _________________.
• Regular and vigilant ________________ by watchkeepers, or duty engineers are essential to check
for oil leaks.
• Lubricating oil coolers using sea or fresh water as the cooling medium, must also be
_________________ for _________________.
REQUIREMENTS FOR A TROUBLE-FREE ENGINE
OPERATION
• 3.1 The type of lubricating oil recomended by the manufacturer must be used.
• 3.2 The lubricant to be supplied in proper qantities & at the right temperature.
• 3.3 Provisions must be made to remove any impurities entering the system.
LUBE OIL AS HYDRAULIC FLUID
• Among the several steps that have been taken lately to convert a conventional
marine engine in to a modern, smarter 2-stroke marine engine, the development of
intelligent cylinder lubrication plays a vital role.
• The main reason for developing hi tech cylinder lubrication system is to reduce the
operational costs of the engine. Moreover, the most expensive lubricating oil is
generally used for the engine’s combustion chamber as cylinder lube oil. The
development of intelligent cylinder lubrication thus makes perfect sense.
LUBE OIL AS HYDRAULIC FLUID
• The main engine lubrication system also has a subsystem (depends if the main engine is
cam-less or has a camshaft).
• In cam-less engines, a branch from the lube oil inlet to the main engine is provided to
the hydraulic power supply unit.
• The function of HPS is to control the fuel injection and exhaust valve actuators
hydraulically and also drive the cylinder lubrication units.
• In the main engine with a camshaft, a lubrication system feeds to camshaft roller guides
and bearings, which actuates the exhaust valves and fuel pump.
8 WAYS TO OPTIMIZE LUBRICATING OIL USAGE ON SHIPS
1. Lubricating oils of different makes and grades are used on board ships. Most of the
times, these oils are neither properly labeled nor carefully stored, leading to wrong
usage by seafarers. On several occasions, during maintenance work or because of
lack of proper routine checks, a lot of lubricating oil is wasted on ships.
2. Seafarers generally do not study lubricating oil characteristics till the time comes
for its usage on a particular machinery. At such times wrong decisions are often
taken while selecting the lube oil. Mariners much devote time to study
characteristics of lube oils and other important compounds before actually using
them on ships.
8 WAYS TO OPTIMIZE LUBRICATING OIL USAGE ON SHIPS
• Leakages of lubricating oils must be tackled, especially on deck and engine room pipe lines
to prevent wastage and accidents due to slipping. This includes checking of leakages at
mooring stations and in deck crane houses and power packs. Some older vessels consume
even liters of lube oil per month on these systems. Keeping a close watch on ships by
following proper watch keeping procedures can help a great way in reducing unnecessary
loss of lube oils.
• Lubricating oils in modern diesel engines are used for reducing friction, preventing
corrosion and acting as a cooling medium. This makes purification and filtration of such oils
of utmost importance. Filter cleaning should not to be left to motorman alone and chief or
second engineer must check the filters before cleaning and boxing up after cleaning..
4. REGULAR TESTING OF LUBE OIL IS NECESSARY
• On board analysis of lubricating oil must be carried out and regular testing by shore
laboratory every 3-6 month as per company procedure. The sample should be taken
after the separation and filtration of oil, before it goes into the engine. A responsible
engineer should collect the samples. Oil suppliers give good instructions on
sampling points and procedures, which should be followed.
5. CHECK VISCOSITY OF OILS
• The viscosity of lubricating oil could be expected to increase gradually during

operations due to oxidation and polymerization of oil compounds and increase of
solid contents in the oil.
• Main engine crankcase oil should be regularly replenished with fresh oil should be
supplied to keep the sump level sufficiently high in case of oil cooled pistons.
• General reason for unexpected viscosity decrease of the oil could be due to fuel oil
dilution such as diesel oil finding way into the crankcase.
• On main engines, good inspection of under piston spaces before cleaning is very
indicative of faults.
6. OIL IN WATER IS DANGEROUS
• Water in oil is obviously dangerous. Maximum allowed water content in engine

lubricating oil is 0.3 vol-% or weight -%. Water can find way to crankcase from
strange places like a hole in the crankcase air vent on upper deck ( less frequented)
or from a wasted manhole door joint below the floor plates on tank top ( rarely
checked). Proper check must be made to prevent ingress of water into oil.
Shipboard Lubricating Oil Tests
• Viscosity Test
A simple viscosity test of a similar nature to that
described above known as the 'Mobil Flostick' test uses
equal quantities of used and unused oils of the same
2
grade in a testing device. Equal capacity reservoirs are
Januar
filled with the oils which are allowed to reach room
y 2021
temperature, then the device is tilted from the

horizontal and the oils flow down parallel channels.
When the reference oil reaches a reference mark, the
device is quickly returned to the horizontal and the
distance travelled by the used oil in comparison to the
unused oil gives a measure of viscosity.
Ma r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A. F 784
Shipboard Lubricating Oil Tests
•Crackle Test for Water in Oil

If a sample of oil in a test tube is
heated, any water droplets in the
2 sample will cause a crackling noise due
Januar
y 2021
to the formation of steam bubbles-this
test gives indication of small amounts of
water being present. A simple settling
test would be sufficient to detect large
quantities of water in the oil.
Ma r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A. F 785
7. CLOSE MONITORING OF LUBE OIL USAGE IN MACHINERY
• Oil used in Air Compressors and other important machinery need to be closely
monitored to check if enough lubrication is reaching the pistons and also if there is
too much oil consumption. Lubrication on this machinery is generally neglected until
some problem develops and, therefore, regular check and maintenance are
required.
8. EDUCATION AND TRAINING ARE IMPORTANT
• These days there are good CD’s provided by Oil Companies and Purifier makers and
these should be viewed and discussed on board ships. Manuals and other
important guides for oils used on ships must also be studied for efficient usage on
ships.Lubricating oils are costly and good planning should be done for buying and
storing them at the cheapest port. Shipping companies should also monitor any
price rise of lube oils in near future and fill up the ship’s tanks beforehand
accordingly.
Conclusions
In order to minimize friction between the

moving parts and hence wear,
lubrication system in an engine plays
a significant role. The lubrication system
is designed to deliver clean oil at the
correct temperature and pressure to every
part of
the engine.to g
supplied Lubricatin
the oil can
various be
engine
components by a splash system or by a
pressurized system or a by a
combination of both. In two-stroke
engines, oil is mixed with the fuel itself.
22

Tribology and Engine Lubrication

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Tribology and Engine Lubrication

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Purpose of Lubrication

 Reduce the frictional resistance

Serve as a cooling agent by picking

Remove all impurities from

Form a seal between piston rings and

❖ Mist lubrication Two Stroke engines

While the dry sump system is used in

In two-stroke engines, the charge is

Therefore, such engines are lubricated by adding

The oil and fuel mixture is inducted through

The fuel gets vaporized and the oil, in the form

In the wet sump system, the bottom of

Oil dripping from the cylinders and bearings

The types of wet sump systems used are:

1. the splash and circulating pump system

End leakage connecting rod bearing

Q Vegetable oils been used in the

Q Later, formulated mineral

• Lubricants with animal

• These highly stable at normal

❖The oil used in an engine must serve

❖It must be able to withstand high

❖They must not oxidize on the chamber

❖ Lubricatin oil generally rated using a

❖ When certain polymers are added to oil,

❖ As for example, SAE 10W- SAE 5W- SAE 10W-

❖ Commonly used oils in SAE 5W- SAE 15W-

(b)Specific Gravity: This property is

(d) Oxidation Stability: Oxidation

(e) Acidity and Neutralization Number:

1. The lube oil alkalinity plays an important part in marine engines.

❖ Corrosion and Rust Inhibitors

❖ Pour Point Improvers

❖ Oiliness and Film-strength

1. It is also one of the important characteristics of lube oil which mainly

1. The internal parts of marine engine are always in movement producing

1. Detergency of the oil is obtained by adding some metallic based

It is not practically impossible to completely avoid contamination of oil with

2.2 NEUTRALISATION OF ACID PRODUCTS OF COMBUSTION (sulphuric acid)

Hot corrosion is caused by vanadium

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM:

4.1 THE INTERNAL DIVISION OR ENGINE PART OF THE SYSTEM:

Lubricating Oil Lubricating Oil

• The cooler consists of a number of … … … leading … … … , one at each end, enclosed in

• What does the lubricating oil system provide ?

• What is the role of the pressure regulating valve ?

• What are the main lubricating points inside the engine ?

• How is the piston cooled ?

• What is a gravity drain ?

• How is a supply pump driven ?

• In which case should the lubricating oil system be primed ?

• How is the lubricating oil cooled ?

• What control instruments is the lubricating system supplied with ?

• 1. The bottom of the crankcase where lube oil is collected _________________________

• 5. The automatic temperature-sensitive device in the cooling system ___________________________

• 6. Instruments for measuring pressures ___________________________

• 9. Instruments for measuring temperatures ___________________________

• 12. Mechanical device for controlling pressure ___________________________

• control and measure the oil pressure • _____________________

1. Oil is also supplied to lubricate the rocker equipment / arrangement / gear

• The load-dependent lubrication of the cylinders is performed by a separate cylinder lubrication

• The cylinder liner must be lubricated as well

• Cylinder lubrication is performed for several reasons, which are here