Lube Oil requirements for Diesel Engines

Crankcase
The oil has to serve two purposes;
1. reduce friction
2. Cool bearings
A good quality mineral oil will serve the purpose of reducing
friction to an acceptable level depending upon the metals involved and
other conditions such as temperature. All oils will oxidize and this reduces
its effectiveness as a lubricant. Oxidation will also cause deposits which
can block passage ways and coat working parts. The rate of oxidation will
depend upon temperature, the higher the temperature the more rapid the
rate. Anti oxidants are available which reduce the rate, also additional
properties can be achieved by the use of additives.
Under high temperatures an oil is liable to thermal degradation
which causes discoloration and changes the viscosity. Additives cannot
change an oils susceptibility to this degradation. The refining process can
remove compounds which effect the thermal stability of the oil and also
those that lower oxidation resistance. Most of the chemicals found in an oil
will react more or less with oxygen, The effects of this oxidation is always
undesirable. Hence, a major objective of the refining process of a mineral
oil is to remove those hydrocarbons i.e. the aromatics, the small amount of
unsaturated together with molecules containing sulphur, oxygen and
nitrogen.
Unfortunately these same molecules are those that improve the
boundary lubrication performance. Hence, a careful balance must be
struck. The use of anti-oxidants make a slightly better balance although
there usefulness is limited.
Tin based white metal is susceptible to hardening as an oxide
layers from on the surface.

These tin oxides are a grey -black in appearance and are

extremely hard. There formation reduces the bearing clearance as the
oxide layer is thicker than the original white metal material from which it
formed. The oxide has a lower coefficient of friction than the original white
metal but it will cause problems if it brakes up as fragments will become
embedded edge on in the white metal and can score the pin.
Contamination
Water
Water from,
1. bilge's
2. Jackets
3. Sea via coolers
4. leaky seals or washing in purifiers
5. Condensation
Problems caused by water contamination,

Water leads to corrosion especially if there is sulphur

present due to fuel contamination

forms emulsions which are not capable of withstanding

high loads

removes water soluble additives when centrifuged out

leads to possible bacterial attack

Fuel
May be heavy residual or light diesel/gas oil and can be sourced to faulty
to cylinder combustion or faulty seals on fuel p/ps.
Problems

Increases viscosity for hfo, reduces viscosity for D.O.

reduces flashpoint

Introduces impurities such as sulphur

dilutes lub oil when in large quantities

Solid impurities
i.e. carbon from the cylinder combustion process, particularly of
importance with trunk piston engines but also for crosshead engines with
inefficient diaphragm. The carbon can lead to restrictions and blockages of
oil ways causing bearing failure. Straight mineral oils hold 1% carbon in
suspension, dispersant oils hold about 5%.
Bacterial attack
Certain bacteria will attack oil but water must be present. The bacteria may
exist in a dormant state in the oil but water is required if they are to
reproduce.. The bacteria digest the oil causing breakdown emulsions to be
formed, acidity increases, dead bacteria block filters and corrosive films
form on working surfaces.
In summary their must be three essential conditions for
microbiological growth;

There must be a source of carbon- present in the oil

There must be some bacteria or fungal spores presentthese are almost universally present in the atmosphere

There must be free water present

Two other factors which encourage the growth are a slight acidity in the
water (pH 5 or 6) and a slightly raised temperature (20 to 40 oC) which can
lead to rapid growth.
Biocide additives are available but they are not always
compatible with other desired additives and can lead to large organic
blockages if treated in the machinery. The best solution is to avoid the
presence of water. If mild attack takes place the oil may be heated in the
renovating tank to above 90oC for 24hrs before being returned to the sump
via the centrifugal separator. For a severe attack the only solution is

complete replacement of the charge followed by sterilization of the system.

It may be noted that on replenishment the bacteria may be present in a
dormant state in the new charge.
Test results of crankcase oils
Viscosity-Increases due to thermal degradation or hfo contamination,
reduces with diesel oil contamination, corrective action needed if it
increases by 25% from new oil.
Water content-Corrective action required at 1%
Insoluble Sediments-basically the result of wear and oxidation, corrective
action at 1% by weight
Ash-a measure of incombustibles in the oil sample, corrective action at
0.13% by weight
TAN-Total acid number consists of the strong acids (mainly sulphuric acid)
formed in the combustion process and weak acids resulting form oxidation
of the lub oil.
SAN-Strong acid number, the oil should be renewed if any is detected
TBN-Total base number indicates the alkaline reserve particularly
important for trunk piston engines
Closed flash point-highlighted fuel contamination, corrective action if
reduces by 30oC from new

Cylinder lub oil

The type of cyl l.o. 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;

a. 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
b. the oil must provide an effective seal between the rings
and liner
c. only a soft deposit must be formed when the oil burns
d. alkalinity level (total base number or TBN) must match the
acidity of the oil being burnt
e. detergent and dispersant properties are required in order
to hold deposits in suspension and thus keep surfaces
clean
Additives
All oils for all purposes can be designed to give particular properties
through the careful use of additives to the base mineral oil stock.
Common additives are;

Antioxidants-these are used in all oils to reduce the rate at

which oxidation occurs and are especially useful were the
lub oil cools the piston

Extreme pressure agents these are compounds of

phosphorus, Sulphur or Chlorine which increase the
strength of the oil film under conditions of high
temperature or pressure.

Dispersants or detergents-found in trunk piston engine

oils and cyl l.o. these keep surfaces clean by holding
deposits in suspension.

Viscosity index improvers- these prevent excessive

changes in viscosity with change in temperature

Other additives can be defined by name such as anti-wear,

anti-corrosion, anti-bacteria, anti-foaming etc.
When running in, the cylinder lube oil injector pumps may be

filled with a straight mineral oil without anti-wear properties- typically the
crankcase oil- once this small reserve of oil is exhausted, running in
carries on with normal cylinder lube oil. The flow of oil is increased to carry
away metallic particles.
Problems caused by stuffing box leakage oil entering crankcase
Low speed engines are particularly at risk from crankcase lubricant
contamination caused by cylinder oil drainage past the piston rod gland
and combustion products. This can lead to severe damage of engine
crankcase components and reduction of life of oil which is normally
expected to last the lifetime.
There has been a general increase in the viscosity and Base number of
crankcase oils over recent years particularly for engines built since the
early 1980's. Increased alkalinity, viscosity and insoluble, fuel derived
elements such as vanadium and oil additive derived elements such as
calcium, suggest that the contamination is from the cylinder oil drainage.
Deterioration of the crankcase oil has led to the expensive necessity of
replacing up to 50% of the sump, this is particularly of concern as it is
often only a temporary measure.

Four causes are put forward,

1. New crankcase oil contaminated with new cylinder oilunlikely
2. Cylinder oil draining being recycled and returned to the
sump-very likely as it is a common practice to purify oil

leaking through the gland, tests done on this purified oil

found high amounts of insoluble
3. Leakage past rod gland- very likely, high pressure
scavenge air can blow cylinder oil and dirt past the top
scrapper ring and sealing rings into the piston rod drain
tank, and even possibly directly into the sump. A problem
that worsens with age and wear.
4. leakage of exhaust valve lubrication system-unlikely
From above the suggestion is the most likely cause for
contamination is leakage past the piston rod. It is seen that maintenance
of the stuffing box is of the utmost importance. Tell tales and drainage lines
should be proved free and use of oil drained from the uppermost drain
should not be allowed even after purification due to the high level of
contamination which can destroy the properties of the oil in the sump