Document preparation by Rohan Perera

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LUBRICATION OF IC ENGINES-Definition and objects.
Lubrication is the admittance of oil between two surfaces having relative motion.

The movement of various engine parts under high speed and load conditions creates the requirement for an
engine lubrication system. Without some lubricant, friction between parts would quickly wear and generate
heat causing severe engine damage and eventually seizure.

Lubrication systems in a diesel engine may accomplish one or more of the following tasks:

 Reduce friction between moving parts, which minimizes engine wear, and the creation of heat.
 Cools a variety of internal engine parts and removes some heat from the engine.
 Removes dirt, abrasives and contaminants from inside the engine.
 Assists sealing of the combustion chamber by forming a film between the piston rings and the
cylinder wall.
 Absorbs shock loads between bearings and gears thus, cushioning and protecting engine parts while
minimizing engine noise production.
 Stores an adequate supply of oil for lubricating internal engine parts.
 Minimizes corrosion of internal engine.

How the lubrication system accomplishes some of the above tasks is a function of a number of lubrication
system components. The basic components of the lubrication system include the following.

 Motor Oil.
 Oil Pan.
 Oil Filter
 Oil Cooler.
 Oil Pressure Indicator
 Oil Pump.
 Oil Galleries.
 Pressure regulating valve

An internal combustion engine would not run for even a few minutes if the moving parts were allowed to
make metal-to-metal contact. The heat generated due to the tremendous amounts of friction would melt
the metals, leading to the destruction of the engine. To prevent this, all moving parts ride on a thin film of
oil that is pumped between all the moving parts of the engine.

Once between the moving parts, the oil serves two purposes. One purpose is to lubricate the bearing
surfaces. The other purpose is to cool the bearings by absorbing the friction generated heat. The flow of oil
to the moving parts is accomplished by the engine's internal lubricating system.

Oil is accumulated and stored in the engine's oil pan where one or more oil pumps take a suction and pump
the oil through one or more oil filters as shown in Figure 12. The filters clean the oil and remove any metal
that the oil has picked up due to wear. The cleaned oil then flows up into the engine's oil galleries. A
pressure relief valve(s) maintains oil pressure in the galleries and returns oil to the oil pan upon high
pressure. The oil galleries distribute the oil to all the bearing surfaces in the engine .Once the oil has cooled
and lubricated the bearing surfaces, it flows out of the bearing and gravity-flows back into the oil pan. In
medium to large diesel engines, the oil is also cooled before being distributed into the block.

This is accomplished by either an internal or external oil cooler. The lubrication system also supplies oil to
the engine's governor.

Modes of Lubrication:-In reciprocating internal combustion engines, oil films must be established and
maintained under extreme operating conditions ( temperature ,speed ,load, and pressure ) and a
variety of different types bearings and motions. The bearings and motions encountered are as follows.

1. Sliding contacts -
a). Rotating Journal bearings- Crankpins, crankshafts, camshafts, valve mechanisms etc
b). Oscillating Journal bearings- Piston pins, knuckle pins, rocker arm bearings etc
c). Reciprocating Slipper bearings- Pistons, piston rings. Valve stems, cross heads etc.

2. Meshing contacts Worm, bevel, spur and helical gears.

3. Rolling contact Ball, roller and needle bearings. Document preparation by Rohan Perera
 Document preparation by Rohan Perera
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There is a wide variation in the lubrication requirement for different bearing surfaces and therefore the
lubricant selected for a particular engine should provide the greatest number of lubricating properties as
required.
There are four modes of lubrication found in
marine diesel engines. The particular mode for each
part of the engine depends on several factors,
primarily the type of relative motion between two
surfaces and the relative speed between them.

1. Hydrodynamic Lubrication or Full film Lubrication

2. Boundary Lubrication or thin film Lubrication
3. Squeeze film lubrication
4. Hydrostatic lubrication.

IMPORTANT -Description about the modes of lubrication is given to be written in class

Lubrication Systems
The main parts of an engine which needs lubrication are as follows.

1. Main Crankshaft bearings. 2. Big End bearings

3. Small end and gudgeon pin bearings 4. Piston rings and cylinder walls.
5. Timing gears 6. Camshaft and camshaft bearings.
7. Valve mechanisms. 8. Valve guides, valve tappets and rocker arms

Various lubrication systems used in IC engines can be classified as :-

1. Wet Sump Lubrication System

2. Dry Sump Lubrication System
3. Mist Lubrication System

1. Wet Sump Lubrication System

This system employ a large capacity oil sump at the base of crank
chamber, from which the oil is drawn by a low pressure oil pump and
delivered to various parts.

Oil there gradually returns back to the sump after serving the
purpose.

In wet sump lubrication system there are few different

methods of lubricating the components.
They are known as:-
a). Splash Lubrication
b). Combination splash force feed Lubrication
c). Force feed Lubrication and
d). Full force-feed Lubrication.

a). Splash Lubrication Figure 6-29.—Splash-type lubrication system.

The splash system is no longer used in automotive engines. It is widely used in

small four-cycle engines for lawn movers, outboard marine operation, and so on.

In the splash lubricating system (fig. 6-29), oil is splashed up from the oil pan or
oil trays in the lower part of the crankcase. The oil is thrown upward as droplets or
fine mist and provides adequate lubrication to valve mechanisms, piston pins, cylinder walls, and piston
rings. In the engine, dippers on the connecting-rod bearing caps enter the oil pan with each crankshaft
revolution to produce the oil splash.
A passage is drilled in each connecting rod from the dipper to the bearing to ensure lubrication. This system
is too uncertain for automotive applications.
Document preparation by Rohan Perera
 Document preparation by Rohan Perera
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b). Figure 6-30.—Combination splash and force-feed lubrication system

In a combination splash and force feed (fig. 6-30),

oil is delivered to some parts by means of splashing
and other parts through oil passages under pressure
from the oil pump. The oil from the pump enters
the oil galleries.

From the oil galleries, it flows to the main bearings

and camshaft bearings. The main bearings have
oil-feed holes or grooves that feed oil into drilled
passages in the crankshaft. The oil flows through
these passages to the connecting rod bearings.

From there, on some engines, it flows through holes

drilled in the connecting rods to the piston-pin
bearings.

Cylinder walls are lubricated by splashing oil thrown off from the connecting-rod bearings. Some
engines use small troughs under each connecting rod that are kept full by small nozzles which deliver oil
under pressure from the oil pump. These oil nozzles deliver an increasingly heavy stream as speed
increases.

At very high speeds these oil streams are powerful enough to strike the dippers directly. This causes a much
heavier splash so that adequate lubrication of the pistons and the connecting-rod bearings is provided at
higher speeds. If a combination system is used on an overhead valve engine, the upper valve train is
lubricated by pressure from the pump

Figure 6-31.—Force-feed lubrication system.

Unlike the combination system the connecting-rod
bearings are also fed oil under pressure from the pump.

Oil passages are drilled in the crankshaft to lead oil to the

connecting-rod bearings. The passages deliver oil from the
main bearing journals to the rod bearing journals. In some
engines, these opening are holes that line up once for every
crankshaft revolution.

In other engines, there are annular grooves in the main

bearings through which oil can feed constantly into the hole
in the crankshaft. The pressurized oil that lubricates the
connecting- rod bearings goes on to lubricate the pistons and
walls by squirting out through strategically drilled holes. This lubrication system is used in virtually all
engines that are equipped with semi floating piston pins.

d).Full Force Feed Lubrication System

In a full force-feed lubrication system (fig. 6-32), the main bearings, rod bearings, camshaft bearings,
and the complete valve mechanism are lubricated by oil under pressure.

In addition, the full force-feed lubrication system provides

lubrication under pressure to the pistons and the piston pins.

This is accomplished by holes drilled the length of the

connecting rod, creating an oil passage from the connecting rod
bearing to the piston pin bearing.

This passage not only feeds the piston pin bearings but also
provides lubrication for the pistons and cylinder walls. This
system is used in virtually all engines that are equipped with
full-floating piston pins
Figure 6-32.—Full force-feed lubrication system.-The full-force-feed system is identical to the force-feed
system except that the connecting rod is drilled to supply oil under pressure to the piston pin.
 Document preparation by Rohan Perera
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2. Dry Sump Lubrication System:-

In this system oil

from the sump is
carried to a
separate storage
tank out side the
engine cylinder
block. The oil
from the sump is
pumped by
means of a sump
pump (scavenge
pump) through
filters to the
storage tank. Oil
from storage tank
is pumped to the engine cylinder through oil cooler.Oil pressure may vary from 3 to 8 bar.
Dry sump lubrication system is generally adopted for high capacity engines

3. Mist Lubrication

This sort of lubrication is used for two stroke cycle engines. Most of
these cycle engines are crankcharged, ie., they employ crankcase
compression and are thus not suitable for crankcase lubrication.

These engines are lubricated by adding 2-3 per cent of lubricating

oil to the fuel tank. The oil and fuel mixture is induced to the
engine through the carburetor . The gasoline is vaporized and the
oil in the form of mist goes via crankcase to the cylinder. The oil
which impinges on the crankcase walls lubricate the main and
connecting rod bearings and rest of oil which passes on the
cylinder during charging and scavenging periods , lubricates the piston , piston rings and the cylinder.

Another method of mist lubrication is that the compressed air is passed through a venture and Oil,siphoned
from a reservoir by the air flow, is atomized into a fine spray. Baffles downstream from the venturi nozzle
causing the larger oil particles to coalesce and return to the reservoir as shown in the diagram.The
remaining air-oil-mixture is Oil Mist.

Lubrication of different Engine parts:-

Main bearings :-
Lubrication of main bearings when there is no force feed lubrication system is employed can be done
by a ring or chain type feeder as shown in the diagram. It consist of
a ring which is bigger in diameter
than the shaft.

The lower part of the ring is dipped

in an oil reservoir. Due to the rotation
of the shaft the oil is carried by the
ring and lubricate bearing . This
system works in the principle of
adhesion. This type of lubrication is
useful for medium speed engines.

Small end bearings, valve gear pins rocker shafts and crankpins etc
are sometimes lubricated by drip lubrication system in certain engines.

In drip system oil is fed to the correct position drop by drop , from an oil cup
as shown in the diagram.

Although it is not an efficient method yet it is the most convenient way of

lubricating the external machinery parts of engines and machines. Document preparation by Rohan Perera
 Document preparation by Rohan Perera
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COMPONENTS OF LUBRICATING OIL SYSTEM
OIL FILTERS
An oil filter is a device used to decontaminate oil that contains suspended impurities. A major application is
in forming part of the lubrication system of engines in which filters are typically detachable units due to the
need for regular service or replacement. The filtration of oil in engines is essential for enhancing longevity
and performance.

Mechanical
Mechanical designs employ a filtration element made up of layers of media, such as paper, to arrest various
types of suspended contaminants. As material builds up on the filtration media, the efficiency of the filter is
reduced and oil-flow is restricted. This requires the periodic replacement, or cleaning, of the filter or its
media.

Bypass filters only act upon a portion of the engine oil flow, typically less than 10%, whereas those that
filter the whole stream are known as full-flow filters. In some engine designs, a primary full-flow filter is
accompanied by a secondary bypass filter, with the latter filtering particles too small for the primary. This
dual-filter design can increase the time between subsequent servicing of the lubrication system.

Many full-flow mechanical filters incorporate an integrated pressure relief valve to allow a bypass mode. If
the filtration element becomes completely clogged, this valve allows oil to bypass the filter, protecting the
engine from oil starvation. The valve may also open in very cold conditions if a high viscosity oil is used.

Oil Pumps.:-
The oil pump in an internal combustion engine is usually a gear type driven by the camshaft or crankshaft
or a rotor type. Oil pressure varies quite a bit during operation, with lower temperature and higher RPM's
increasing pressure to a maximum of about 4 bar. To ensure that the oil pressure does not exceed the rated
maximum, a spring-loaded pressure relief valve routes oil back to its source once pressure exceeds a preset
limit. The oil pump usually sucks the oil out of the engine's oil pan through a wire mesh strainer and pumps
the oil through an oil filter before it goes to the bearings Most of the lubricating pumps fitted to small
engines and medium speed engines are gear wheel type pumps driven by the engine. In most medium
speed engines and slow speed engines a LO priming pump is fitted which is electrical driven which can be
used as a stand by pump.

a. General.
Oil pumps are mounted either inside or outside of the crankcase, depending on the design of the engine.
They are usually mounted so that they can be driven by a worm or spiral gear directly from the camshaft.
Oil pumps generally are of the gear or the rotor type.

b. RotorType Oil Pump

The rotor oil pump makes use of an inner rotor with lobes that match similarly shaped depressions in the
outer rotor. Figure 51 shows the manner in which the two rotors fit together. The inner rotor is off center
from the outer rotor. The inner rotor is driven
and, as it rotates, it carries the outer rotor
around with it. The outer rotor floats freely in the
pump body. As the two rotors turn, the openings
between them are filled with oil. This oil is then
forced out from between the rotors as the inner
rotor lobes enter the openings in the outer lobes.
This action is much like that in the gear type
pump.

c. GearType Oil Pump

(figure 52 ). Geartype oil pumps have a primary
gear that is driven by an external member, and
which drives a companion gear. Oil is forced into
the pump cavity, around each gear, and out the
other side into the oil passages. The pressure is
derived from the action of the meshed gear
teeth, which prevents oil from passing between
the gears, forcing it around the outside of each
gear instead.
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The oil pump incorporates a pressure relief

valve, a spring loaded ball that rises when
the desired pressure is reached, allowing the
excess oil to be delivered to the inlet side of
the pump.

Cylinder Liner Lubrication

In trunk type piston engine oil spraying under
pressure from the small end bearing or from
a nozzle (in some engines) lubricate the
cylinder liners.

But in two stroke crosshead engines because

the cylinder is separate from the crank case
there is no lubrication as of a trunk piston
engine Oil is supplied through drillings in the
liner. Grooves machined in the liner from the
injection point spreads the oil circumferentially around the liner and the piston rings assist in spreading the
oil up and down the length of the liner.. The correct quantity of oil can be injected by opening a valve from
a pressurized system, just as the piston ring pack is passing the injection point.

Oil is pumped to the cylinder liner for lubrication by a mechanical pump as shown in the figure. Engine
driven cam operates this mechanical lubricators and oil is sent to the oil holes in the liners through pipes
connected. A single cylinder may have about eight holes and a cluster if these lubricators form a single unit
.
Work principle of a conventional cylinder lubricator

It is clear that the conventional cylinder lubrication

system is still an effective one because there are
not increasing number of defects in cylinder parts.

Figure 1 illustrates the conventional cylinder

lubrication system. For a B&W type engine, the
injection duration is set from 10º to 0º before the
first piston ring passes on the oil quill.

With a mechanical cylinder lubricator unit, the plunger stroke is varied by controlling the return travel of
plunger, thus adjusting the oiling rate.

Swirl Injection Principle (SIP) For Cylinder Lubrication.

This method was recently introduced for cylinder lubrication system for 2-stroke marine diesel engines.

Within two years, more than 100 vessels have begun to use this lubrication system.
It can be applied to all three major engine designs i.e. MAN B&W, Wärtsilä-Sulzer and Mitsubishi, with equal
benefits. Document preparation by Rohan Perera
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The cylinder lubricator pumps the oil to the SIP valves mounted in the cylinder liner wall. Spraying from all
valves ensures covering the entire circumference of
the cylinder liner. The injection takes place when the
exhaust valve is closing and well before the piston
passes the injection quills in the upward movement.
The centrifugal power of the scavenging air swirl
ensures that the droplets settle horizontally well
distributed on the liner wall. This allows the piston
rings to make the vertical distribution of the injected
cylinder oil when they pass in the continued upward
movement. Thus, an optimal distribution of cylinder oil
is attained with a minimum of oil quantity injected.

Electronic cylinder lubrication

Exact injection timing of cylinder lube oil is
essential for efficiency. A move to electronics
for the control of this has been made by some
large slow speed engine manufacturers.

The system is based on an injector which

injects a specific volume of oil into each
cylinder on each ( though more normally
alternate) revolution of the engine. Oil is
supplied to the injector via a pump or pumps.
A computer, which is synchronised to the
engine at TDC each revolution, finitely controls
the timing .
Generally most efficient period for lubrication
is taken at the point when the top rings are
adjacent to the injection points.

The injection period is governed by the opening of a return or 'dump' solenoid which relieves system
pressure.

Quantity can be adjusted by manually limiting the stroke of the main lubricator piston, by altering the
injection period or by the use of multiple mini-injections per revolution.
The high degree of accuracy with this system allows for lower oil consumption rates.

Cylinder lub oil properties

The type of cylinder lubricating oil required will depend upon the cylinder conditions and the engine design
e.g crosshead or trunk piston. However, the property requirements are basically the same but will vary in
degree depending upon the fuel and operating conditions.
Normal properties required are;

 adequate viscosity at working temperature so that the oil spreads over the liner surface to provide a
tough film which resists the scrapper action of the piston rings.
 the oil must provide an effective seal between the rings and liner.
 only a soft deposit must be formed when the oil burns.
 alkalinity level (total base number or TBN) must match the acidity of the oil being burnt.
 detergent and dispersant properties are required in order to hold deposits in suspension and thus
keep surfaces clean.

Behavior depends upon the temperature of the liner, piston crown and piston rings.

TBN and detergency are closely linked. This can have an adverse effect when running on lighter fuels with
lower sulphur content for any period of time. Coke deposits can increase.

Document preparation by Rohan Perera

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. (101)
General classification of lubricants
Mineral lubricants -Fluid lubricants (Oils)

Mineral fluid lubricants are based on mineral oils. Mineral oils (petroleum oils) are products of refining crude
oil. There are three types of mineral oil: paraffinic, naphtenic and aromatic.

Paraffinic oils are produced either by hydrocracking or solvent extraction process.

 Most hydrocarbon molecules of paraffinic oils have non-ring long-chained structure.
 Paraffinic oils are relatively viscous and resistant to oxidation.
 They possess high flash point and high pour point. Paraffinic oils are used for manufacturing engine
oils, industrial lubricants and as processing oils in rubber, textile, and paper industries.

Naphtenic oils are produced from crude oil distillates.

 Most hydrocarbon molecules of naphtenicnic oils have saturated ring structure.
 Paraffinic oils possess low viscousity, low flash point, low pour point and low resistance to
oxidation.
 Naphtenic oils are used in moderate temperature applications, mainly for manufacturing
transformer oils and metal working fluids.

Aromatic oils are products of refining process in manufacture of paraffinic oils.

 Most hydrocarbon molecules of aromatic oils have non-saturated ring structure.
 Aromatic oils are dark and have high flash point. Aromatic oils are used for manufacturing seal
compounds, adhesives and as plasiticezers in rubber and asphalt production.

Types of lubricants.
Most lubricants are oils and greases . However in different special applications other fluids like water and
solids like graphite may perform the function of lubrication. Synthetic oils are also used.

Oils.
The different oils are Mineral oil, fatty oil and Synthetic oil.

Mineral Lubricating oils :-

Mineral oil is a by-product in the distillation of petroleum to produce gasoline and other petroleum based
products from crude oil.

Fatty oils
These are obtained from animal and vegetable origin and are used alone but mostly used after mixing with
mineral oils. The fatty oils exhibit poor keeping quality and may decompose soon. Olive oil,castor oil
rapseed oil ,lard and fish oil are certain fatty oils which are are used in common.

Synthetic lubricants.
They are called synthetic because they are not directly obtained from Petroleum.

Synthetic oil is oil consisting of chemical compounds which were not originally present in crude oil
(petroleum), but were artificially made (synthesized ) from other compounds. Synthetic oil could be made
to be a substitute for petroleum, or specially made to be a substitute for a lubricant oil, such as
conventional (mineral) motor oil refined from petroleum. When a syntheticoil or synthetic fuel is made as a
substitute for petroleum, it is generally produced because of a shortage of petroleum or because petroleum
is too expensive . When synthetic oil is used as a substitute for lubricant refined from petroleum, it generally
provides superior mechanical and chemical properties than those found in traditional mineral oils .

Grease Lubrication
Grease is used to lubricate journal bearings when cooling of the bearing is not a factor, typically if the
bearing operates at relatively low speeds. Grease is also beneficial if shock loading occurs or if the bearing
frequently starts and stops or reverses direction. Grease is almost always used to lubricate pins and
bushings because it provides a thicker lubricant than oil to support static loads and to protect against
vibration and shock-loading that are common in many of these applications.(Explanation regarding the
properties and additives of grease is given in pages below)

. Document preparation by Rohan Perera

 (102) Document preparation by Rohan Perera
PROPERTIES OF LUBRICATING OILS
Lubricating oils are a product of the crude oil refining process. The various properties required of the oil are
obtained as a result of blending and the introduction of additives. The physical and chemical properties
of an oil are changed by additives which may act as oxidation inhibitors, wear reducers, dispersants,
detergents, etc. The important lubricant properties will now be examined.

1).Viscosity
The viscosity of an oil is its tendency to resist flow. A liquid of high viscosity flows very slowly. The higher
the temperature of an oil, the lower its viscosity becomes; lowering the temperature increases the
viscosity.The viscosity must always be high enough to keep a good oil film between the moving parts.
Otherwise, friction will increase, resulting in power loss and rapid wear on the parts.

Oils are graded by their viscosities at a certain temperature. Grading is set up by noting the number of
seconds required for a given quantity (60 ml) of the oil at the given temperature to flow through a standard
orifice. The right grade of oil, therefore, means oil of the proper viscosity.

2. POUR POINT-
The pour point of an oil is the lowest temperature at which the oil will barely flow from a container. At a
temperature below the pour point, oil congeals or solidifies. Lube oils used in cold weather operations must
have a low pour point. (NOTE: The pour point is closely related to the viscosity of the oil. In general, an oil
of high viscosity will have a higher pour point than an oil of low viscosity.)

3. FLASH POINT-
The flash point of an oil is the temperature at which enough vapor is given off to flash when a flame or
spark is present.

4. FIRE POINT-
The fire point of an oil is the temperature at which the oil will continue to burn when it is ignited.

5. AUTOIGNITION POINT-
The auto-ignition point of an oil is the temperature at which the flammable vapors given off from the oil will
burn. This kind of burning will occur without the application of a spark or flame. (For most lubricating oils,
this temperature is in the range of 465° to 815°F.)

6. NEUTRALIZATION NUMBER-
The neutralization number of an oil indicates its acid content and is defined as the number of milligrams of
potassium hydroxide (KOH) required to neutralize 1 gram of the oil. All petroleum products deteriorate
(oxidize) in air and heat.

7. PRECIPITATION NUMBER-
The pre-cipitation number of an oil is a measure of the amount of solids classified as asphalts or carbon
residue contained in the oil.

The number is reached when a known amount of oil is diluted with naphtha and the precipitate is separated
by centrifuging-the volume of separated solids equals the precipitation number. This test detects the
presence of foreign materials in used oils. An oil with a high precipitation number may cause trouble in an
engine. It could leave deposits or plug up valves and pumps.

8. TOTAL BASE NUMBER

The (TBN) is an indication of the quantity of alkali, i.e. base, which is available in a lubricating oil to
neutralise acids.

9. ACIDITY
The acidity of an oil must be monitored to avoid machinery damage and neutralisation number is used as
the unit of measurement.

10.OXYDATION RESISTANCE
The oxidation resistance of a lubricant can also be measured by neutralisation number. When excessively
oxidised an oil must be discarded.

11. CARBON FORMING TENDENCY

The carbon-forming tendency of a lubricating oil must be known, particularly for oils exposed to heat. A
carbon residue test is usually performed to obtain a percentage value. Document preparation by Rohan Perera
. (103) Document preparation by Rohan Perera

12. DEMULSIBILITY
The demulsibility of an oil refers to its ability to mix with water and then release the water in a centrifuge.
This property is also related to the tendency to form sludge.
In anotherwords the demulsibility, or emulsion characteristic, of an oil is its ability to separate cleanly from
any water present- an important factor in forced-feed systems. You should keep water (fresh or salt) out of
oils.

13. CORROSION INHIBISION

Corrosion inhibition relates to the oil's ability to protect a surface when water is present in the oil. This is
important where oils can be contaminated by fresh or salt water leaks.

Modern Lubricants
The modern lubricant must be capable of performing numerous duties. This is achieved through blending
and additives. It must prevent metal-to-metal contact and reduce friction and wear at moving parts.The oil
must be stable and not break down or form carbon when exposed to high temperatures, such as where oil
cooling is used.

Any contaminants, such as acidic products of combustion, must be neutralised by alkaline additives; any
carbon build up on surfaces must be washed away by detergent additives and held in suspension by
adispersant additive. The oil must also be able to absorb water and then release it during purification, but
meanwhile still protect the metal parts from corrosion.

Types of LUBRICATING OIL Additives

 Detergent additives are used to clean and neutralize oil impurities which would normally cause
deposits (or sludge) on vital engine parts.
 Friction modifiers, like molybdenum sulfide, are used for increasing fuel economy by reducing
friction between moving parts.
 Viscosity modifiers make an oil's viscosity lower for cold starts. Most multi-grade oils have
viscosity modifiers. Some synthetic oils are engineered to meet multi-grade specifications without
them.
 Deposit control additives prevent the formation of soft sludge and hard deposits of impurities.
 Corrosion or oxidation or rust inhibiting additives retard the oxidation of metal inside an engine.
 Antioxidant additives retard the decomposition of the stock oil.
 Anti -wear additives or wear inhibiting additives cause a film to surround metal parts, helping
to keep them separated. (Chlorine and phosphate compounds).
 Pour point depressants improve the oil's ability to flow at lower temperatures.
 Anti-foam agents inhibit the production of air bubbles and foam in the oil which can cause a loss of
lubrication, pitting, and corrosion where entrained air contacts metal surfaces.
 Seal conditioners cause gaskets and seals to swell so that the oil cannot leak by.
 Metal deactivators create a film on metal surfaces to prevent the metal from causing the oil to be
oxidized.
 Extreme pressure agents bond to metal surfaces, keeping them from touching even at high
pressure.
 Dispersants keep contaminants (e.g. soot) suspended in the oil to prevent them from coagulating.
 Wax crystal modifiers are de-waxing aids that improve the ability of oil filters to separate wax
from oil. This type of additive has applications in the refining and transport of oil, but not for
lubricant formulation.
 Oiliness improvement substances such as colloidal graphite and zinc oxide when added to the oil
are valuable in maintaining the oil film.

GREASE
Greases are named as semi fluid lubricants.
Semi-fluid lubricants (greases) are produced by emulsifying oils or fats with metallic soap and water at 400-
600°F (204-316°C).Typical mineral oil base grease is vaseline.
Grease properties are determined by a type of oil (mineral, synthetic, vegetable, animal fat), type of soap
(lithium, sodium, calcium, etc. salts of long-chained fatty acids) and additives (extra pressure, corrosion
protection, anti-oxidation, etc.).
Semi-fluid lubricants (greases) are used in variety applications where fluid oil is not applicable and where
thick lubrication film is required: lubrication of roller bearings in railway car wheels, rolling mill bearings,
steam turbines, spindles, jet engine bearings and other various machinery bearings.
 Document preparation by Rohan Perera

Onboard Lube Oil Tests (104)

For all types of lube oils on ships, following Lube oil tests are carried out:
1. Water Content test
5 ml of sample is taken inside digital water content meter
mixed with 15 ml of reagent containing paraffin or toluene.
Before closing the lid of the digital meter, a sealed sachet
containing calcium Hydride is kept and container closed
tight.
The meter is shaken by hand and the pressure rise due to
the chemical reaction in the test container is shown as water
percentage in the digital display.

2. pH Test

It is done by using a pH paper which changes colour once in

contact with oil and it is then compared with standard
values. This test determines the reserve alkalinity of the oil
sample.
3. Viscosity Test
This test is performed by using a Flow stick in which two paths are
provided for flow of oil side by side. In one path fresh oil is filled and
in other side path used sample oil is filled. Now the flow stick is tilted
allowing oil on both paths flowing in the direction of the tilt due to
gravity. A finish point is provided along with reference points along
the flow stick and the position of used oil is checked when fresh oil
reaches the finish point.

This method shows the contamination of lube oil which may be due to
diesel oil, heavy oil or sludge resulting in change in viscosity.

4. Spot test (Blotter Test)

In this test a drop of lube oil is put on the blotter paper and it is then dried for few hours. The dry spot is
then compared with the standard spot available which determines the insoluble components in lube oil.
5. Flash point test

This is performed by using Pensky Martin closed cup

apparatus which determines the temperature at which the
vapour will flash up when an external ignitable source is
provided. As per the regulation, this apparatus generally
carried on passenger ships.

6. Water Crackle test

It is another method of determining water presence in the lube oil where the oil sample drops are heated in
an aluminium container over a flame. If water is present crackling sound will come.
A regular lube oil monitoring will ensure that machinery will run in good condition and will also give any
warning of deterioration in advance which will avoid sudden breakdowns and save spare costs.
Document preparation by Rohan Perera