INTERNATIONAL MARITIME UNIVERSITY OF PANAMA

NAUTICAL SCIENCES FACULTY

NAUTICAL ENGINEERING DEGREE WITH EMPHASIS IN MARINE
ENGINEERING

TITLE:
MAIN ENGINE LUBE OIL DISTRIBUITION

PRESENTED BY
KARIM EDUARDO SOWLEY DELGADO
3-731-38

June, 2017
 Approval sheet

Approved By:

________________________________

DEAN OF FACULTY

DATE:
________________________________

ii
 Dedication

I want to dedicate this work first to God, and to my parents who supported me in
order to finish my studies at UMIP. I also dedicate this sea project my brothers,
friends and staff on board M/T Captain Michael and M/T Nectar, and special to the
teachers and engineers at UMIP

iii
 Acknowledgement

First of All i am grateful to God for giving me life energy knowledge and strength
along this path, I thank to my parents; Victor Sowley and Alba de Sowley; for giving
their support throughout my years I have spent as a cadet. They have supported
me not only financially but emotionally and mentally thus becoming my main
source of motivation that has led me to this point which is not a culmination but the
beginning of my professional career. I thank my brothers Victor and Taysser for
they have being real role models for me since their accomplishments as
professionals gave me motivation. I thank to my friend, colleague Manuel De Jesus
Bonilla for he has been a tutor. I deeply thank the personnel on board the vessels
M / T Captain Michael and M/T NECTAR for their support, guidance and friendship
on board. Last but not least, I thank Professor Moises Ricord, Norberto Muñoz &
Bladimir Rivera for their insight support and tutoring to write up this sea project.

iv
 Executive Summary

On a two-stroke crosshead engine, lubricating oil is distributed 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), while 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. On some engines, the oil supply to the crosshead bearing is boosted in
pressure to about 12 bars by a second set of pumps. This oil is also used to operate
the hydraulic reversing gear in some engines. The cylinder liners on a two stroke
engine are lubricated using separate injection pumps which use a different
specification of oil type. The oil which is led to drillings in the liner is suitable to deal
with the acids produced by the burning of high Sulphur fuels.

v
 Introduction

The lubrication of moving parts is crucial to diesel engine performance and

longevity. Lubricating oil reduces friction between components, separates
opposing surfaces and prevents metal-to-metal contact. It also acts as a coolant
and mitigates the effect of corrosion. However, the condition of the oil tends to
deteriorate with use, mainly due to contamination and chemical activity.

The manufacturer’s manual for the engine will provide details of the quality and
properties of lubricating oil required. The manual will also include guidance on how
the oil should be monitored and maintained while the engine is running to ensure
that it remains suitable for use. Such advice is generally based on research
findings, operational experience, ongoing analysis and other factors including
technical common sense. The details will also include a margin of error to minimize
the risk of the engine being damaged as the lubricating oil deteriorates, but the
extent of this margin is hard to tell.

vi
 Index

Approval sheet.......................................................................................................ii

Dedication............................................................................................................. iii

Acknowledgement ................................................................................................iv

Executive Summary .............................................................................................. v

Introduction ...........................................................................................................vi

Index .................................................................................................................... vii

Figure Index......................................................................................................... xii

Table Index ......................................................................................................... xiv

CHAPTER 1 ......................................................................................................... 1

1.1 Lubrication: origins and importance ............................................................. 2

1.2 General Objective ........................................................................................ 3

1.2.1 Specific objectives................................................................................. 3

1.3 Justification.................................................................................................. 3

CHAPTER 2 ......................................................................................................... 4

2.1 The lubricant................................................................................................ 5

2.2 Lube Oils Properties .................................................................................... 6

2.2.1 Dispersancy .......................................................................................... 6

2.2.2 Corrosion Protection ............................................................................. 6

2.2.3 Water Tolerance.................................................................................... 7

2.2.4 Filterability ............................................................................................. 7

2.2.5 Anti-Foaming/Air Entrainment ............................................................ 7

2.2.6 Compatibility with Tank Coating Paint ................................................... 8

vii
 2.2.8 Viscosity and Viscosity Index ................................................................ 8

2.2.9 Thermal Stability ................................................................................... 8

2.2.10 Detergency .......................................................................................... 8

2.11Alkalinity .................................................................................................. 9

2.2.12 Crosshead Assembly Lubrication Requirements................................. 9

2.2.13 Oxidation Stability ............................................................................... 9

2.3 The System lubrication .............................................................................. 11

2.3.1The Lubrication of Bearings, Crosshead Shoe, Drive Gear/Chain,

Crankcase. ................................................................................................... 12

2.3.2 Piston Cooling ..................................................................................... 12

2.3.3 Other Lubricated Components (e.g. Turbocharger, Camshaft, Exhaust

Valve, PTO/PTI Units, etc.) .......................................................................... 13

2.4 THE CYLINDER LUBRICATION ............................................................... 14

2.4.1 Cylinder Lubrication System. .......................................................... 15

2.4.2 Performance Features of Cylinder Lubricants ..................................... 16

2.4.3 Distribution on the Liner Surface ......................................................... 16

2.4.4 Wear Control ....................................................................................... 17

2.4.5 Deposit Control ............................................................................... 17

2.4.6 Lubricating Oil Influence on the Catalyst System for Emission

Control 18

2.4.7 Oil Feed Rates .................................................................................... 18

2.4.7 Running-in....................................................................................... 20

2.4.8 Selection Criteria for Cylinder Lubricants ............................................ 22

2.4.8 Wear and Economics of Cylinder Lubrication ................................. 23

viii
CHAPTER 3 ....................................................................................................... 24

3.1 Lubrication Systems type .......................................................................... 25

3.1.1 Dry sump/oil premix ............................................................................ 25

3.1.2 Oil injection.......................................................................................... 25

3.1.3 Wet sump ............................................................................................ 26

3.2 Composition of the system on two stroke slow speed crosshead engines 26

3.2.1 Piping .............................................................................................. 28

3.3 The Cooling Circuit ................................................................................ 29

3.4 The Engine Lubrication .......................................................................... 29

3.4.1 Components description ..................................................................... 30

CHAPTER 4 ....................................................................................................... 41

4.1 The need for Cleaning and Protecting ....................................................... 42

4.2 Combustion Products and BN Depletion ................................................... 43

4.3 Water ......................................................................................................... 44

4.4 CLEANING AND PROTECTION METHODS ............................................ 45

4.5 THE LUBE OIL CLEANING SYSTEM ....................................................... 45

4.5.1 Centrifugal Separator Feed Pump....................................................... 46

4.5.2 Oil Pre-Heater ..................................................................................... 46

4.5.3 Centrifugal Separator .......................................................................... 49

4.6 Importance of Correct Separation Temperature ........................................ 51

4.7 Types of Centrifugal Separators ................................................................ 51

4.7.1 Centrifugal Separator Waste ............................................................... 52

4.7.2 Effect of Separation on Lube Oil Analysis ........................................... 54

4.8 Crosshead Engine Stuffing Box Leakage Oil............................................. 55

ix
 4.9 THE ENGINE PROTECTION SYSTEM .................................................... 56

4.9.2 Filter Types ......................................................................................... 57

CHAPTER 5 ....................................................................................................... 60

5.1 Circulation Oil System ............................................................................... 61

5.2. Crosshead lubrication ............................................................................... 64

5.3 Piston Cooling ........................................................................................... 66

5.4 Axial vibration Damper .............................................................................. 67

5.5 Camshaft Bearing Lubrication ................................................................... 68

5.6 Exhaust valve ............................................................................................ 69

5.7 Turbocharger Lubrication .......................................................................... 70

5.8 Cylinder Lubrication ................................................................................... 72

CHAPTER 6 ....................................................................................................... 74

6.1 Bearing Oil System .................................................................................... 75

6.2 Turbocharger System ................................................................................ 76

........................................................................................................................ 77

6.3 Crosshead Lubricating System.................................................................. 78

6.3.1 inside the crosshead ........................................................................... 78

6.4 Servo a Control Oil Systems ..................................................................... 80

6.4.1 Control Oil Pump ................................................................................. 80

6.4.2 Servo Oil System ................................................................................ 80

6.5 Piston Cooling ........................................................................................... 83

6.6 Axial Damper ............................................................................................. 84

6.7.1 Opening .............................................................................................. 85

6.7.2 Closing ................................................................................................ 85

x
 6.8 Main Bearing Lubrication ........................................................................... 86

6.9 Cylinder Lubrication ................................................................................... 87

6.9.1 Cylinder lubricating oil ......................................................................... 87

6.9.2 Arrangement of Cylinder Lubrication Pump ........................................ 88

6.9.3 Cylinder Lubrication Pump .................................................................. 88

Conclusions .........................................................................................................xv

Recommendations .............................................................................................. xvi

Bibliography ....................................................................................................... xvii

Glossary ........................................................................................................... xviii

xi
 Figure Index

Figure 2.1 Lube Oil Circulation. .......................................................................... 11

Figure 2.2 A typical arrangement of a cylinder lubricating system Source: Source:
Guidelines for the lubrication of two stroke crosshead engines .......................... 15
Figure 3.1 Two stroke crosshead engine lube system source: ........................... 28
Figure 3.2 gear and rotary pumps. ..................................................................... 31
Figure 3.3 rotary vane pumps. ............................................................................ 32
Figure 3.4 lube oil purifier. .................................................................................. 36
Figure 3.5 tube type lube oil cooler. .................................................................... 38
Figure 3.6 Plate type lube oil cooler ................................................................... 39
Figure 4.1 Sludge removal vs fuel grade. ........................................................... 42
Figure 5.1 Captain Michael M/E lube oil System. ............................................... 62
Figure 5.2 Lubrication inside............................................................................... 63
Figure 5.3 Lube oil Flow inside Crosshead. ........................................................ 65
Figure 5.4 Piston cooling. ................................................................................... 66
Figure 5.5 Piston cooling. ................................................................................... 67
Figure 5.6 Camshaft Bearing Lubrication. .......................................................... 68
Figure 5.7 Hydraulic Exhaust Valve actuation. Source: Doosan Man B&W MCC-
6S70 main engine instruction Manual ................................................................. 70
Figure 5.8 Turbocharger lubrication .................................................................... 71
Figure 5.9 Cylinder Lubrication. .......................................................................... 73
Figure 6.1 M/T Nectar Bearing Oil System ......................................................... 77
Figure 6.2 Crosshead Lubrication ....................................................................... 78
Figure 6.3 Crosshead lubrication. ....................................................................... 79
Figure 6.4 Servo and Control Oil System. .......................................................... 82
Figure 6.5 Piston Cooling. .................................................................................. 83
Figure 6.6 Axial Vibration Damper. ..................................................................... 84
Figure 6.7: Exhaust Valve Actuation ................................................................... 86

xii
Figure 6.8 Main Bearing Lubrication. .................................................................. 86
Figure 6.9 Cylinder Lubrication System and Pump Unit. .................................... 89

xiii
 Table Index

Table 2.1 Lubricant properties for system. Source Guidelines for the lubrication of
two stroke Crosshead engine ............................................................................. 10
Table 4.1 Composition of Centrifugal separator waste. ...................................... 53
Table 4.2 Source of Contaminants. .................................................................... 59

xiv
CHAPTER 1
Backgrounds
The background of Main Engine Lubricating System is quite interesting. A lubricant
is an organic substance introduced to reduce friction between surfaces in mutual
contact, which ultimately reduces the heat generated when the surfaces move. It
may also have the function of transmitting forces, transporting foreign particles, or
heating or cooling the surfaces. The property of reducing friction is known as
lubricity.

1.1 Antecedents

Lubricants have been in some use for thousands of years. Calcium soaps have been
identified on the axles of chariots dated to 1400 BC. Building stones were slid on oil-
impregnated lumber in the time of the pyramids. In the Roman era, lubricants were
based on olive oil and rapeseed oil, and well as animal fats. The growth of lubrication
accelerated in the Industrial Revolution with the accompanying use of metal-based
machinery. Relying initially on natural oils, needs for such machinery shifted toward
petroleum-based materials early in the 1900s. A breakthrough came with the
development of vacuum distillation of petroleum, as described by the Vacuum Oil
Company. This technology allowed the purification of very nonvolatile substances,
which are common in many lubricants.

Lubricating oil for a marine diesel engine achieves two objectives; it must cool and
lubricate.

Keeping the internal combustion engine from seizing as it goes through its rotating
and reciprocating motions is a science unto itself. The oil does the actual job of
eliminating friction between the moving parts, but it is the lubrication system that
allows the oil to do its job. Oil needs to be sent to the proper regions of the engine
and at the correct amount, or a catastrophic failure will occur: The metal parts
become so hot from friction that they literally weld themselves together.

2
1.2 General Objective

To explain how the lube oil is distributed inside the Main engine.

1.2.1 Specific objectives

 To know the different functions of Lube oil inside the main engine.
 To identify the lube oils used in Main Engine according to their job.
 To identify the differences of properties of each type of oil.
 To describe the components of the lubricating system.
 To discuss the main difference of use, distribution and components of
lubrication oil of the engines dealt with on board.

1.3 Justification

Due to the superficial look when we observe this topic, it is necessary to know that
the job of lubrication oil inside the main engine involves far much more than
lubrication process itself. Size of main engine requires full knowledge and
experience when it comes to deal with main engine lubrication system especially
with big ships. For that reason the importance to base research on use of lubes in
main engines and learns how engine designers build up different lubrication systems
makes out topic interesting and fascinating. Lubricants distribution, duties and
performance is no doubt worth discussing.

A two stroke crosshead diesel engines relies on different types of oils since different
parts require different oil properties to achieve right functioning, which is affected by
the temperature concentration and contaminants. Also, lube oils inside a main
engine are used to actuate some movable parts where high oil pressure plays very
essential role.

3
 CHAPTER 2
LUBRICATION PROPERTIES IN TWO STROKE CROSSHEAD DIESEL
ENGINES

4
Lubrication of all contacting moving parts is essential in order to reduce friction and
wear as well as carry away heat. Oils employed for cylinder lubrication also provide
additional services in that they neutralize the acid products of combustion due to the
burning of fuels containing sulphur. There are essentially two distinct engine
lubrication systems, that for the crankcase and associated areas such as the
camshaft system and that for the cylinder.

2.1 The lubricant

The engine lubrication is separated into two major areas employing two or three
types of lubricants respectively:

(i) Cylinder lubrication, comprising the protection of piston rings, piston

grooves and cylinder liners from the effects of combustion processes.

(ii) System lubrication, encompassing bearings and camshaft

lubrication, cooling of piston undercrowns and functioning as
hydraulic fluid for valve actuation.

(iii) Specialized oils for hydraulic circuits, gear oils in PTO/PTI systems
or for turbocharger bearing lubrication.

For the lubrication of the bearings, and for piston cooling, an alkaline lubricant of BN
between 4 and 12 of SAE 30 viscosity grade is normally recommended. The system
oil performs its several functions by means of a circulating supply and maintenance
system and remains in service for extended periods.

For the lubrication of cylinders the oil must have sufficient viscosity at operating
temperatures to maintain a hydrodynamic film to prevent metal to metal contact
between piston rings and the liner walls. Also the lubricant needs good spreading
characteristics to provide an oil film over the whole swept area of the liner and be
able to neutralize acidic products. When high Sulphur heavy fuel oils are burnt these
various requirements generally are met by oils with viscosities within the SAE 5O
grade and whose alkalinity, a measure of neutralizing capability, is indicated by a BN
of about 70 mgKOH/g.

5
Engines are evaluated on performance. As lubricants are an integral part of the
engine and its systems, they provide an essential contribution to the total
performance and reliability of the installation.

Therefore the criteria that accurately specify the key functions of the lubricants are:

 To "protect" the engine's components and mechanisms which - without an

appropriate lubricant - would fail.
 To ensure that the lubricated engine components remain in a serviceable
condition for an acceptable period.

2.2 Lube Oils Properties

The lubricating oils used must be designed to meet all the requirements necessary
as specified by the engine designers/builders.

In particular lubricating oil properties required for satisfactory lubrication of the

various components within the crankcase are:

2.2.1 Dispersancy
The dispersancy defines the ability of the oil to maintain in suspension all
contaminants, eg used cylinder oil draining from the stuffing box. All the impurities
must be transported by the oil to the purifier where most are removed. The
dispersancy is also very important when the oil returns to the oil tank. It helps prevent
the settling out of impurities which could lead to sludge in the bottom of the tank.

2.2.2 Corrosion Protection

This property is necessary to protect surfaces of bearings and other sensitive engine
components from corrosion, especially in the presence of water contamination.

6
2.2.3 Water Tolerance
The oil must be water tolerant but still provide basic lubrication even when
contaminated with some water. Persistent and prolonged water contamination is
conducive to microbiological attack which can lead to filter blockage and corrosion
of engine parts.

2.2.4 Filterability
Filterability must be safeguarded in the event of water contamination. The lubricant
should also be tolerant of used cylinder oil drain contaminants and have adequate
dispersancy to transport solid contaminants to the centrifuge for removal. Good
maintenance, good "house-keeping" and a well-planned system design also help to
keep stagnant areas to a minimum and free from deposits. In adverse condition, eg
in rough sea, deposits could get agitated and "over-load" the filters.

Also recommends a planned oil top-up practice to avoid destabilizing the system oil
charge leading to sludge precipitation and filter blockage.

The oil is circulated through the engine, at approximately 15 times per hour. During
this circulation, air and oil are mixed intensively. Thus, the oil must be able to control
foaming and air entrainment because both can lead to adverse lubrication
conditions. Anti-foaming characteristics need to be carefully balanced with the air
release properties.

2.2.5 Anti-Foaming/Air Entrainment

Contamination from cylinder drainings is possible via the stuffing box. Compatibility
of the system oil with cylinder drainings is important to avoid deposits settling out
and to maintain all entrained solid contaminants in suspension for removal in the
purifier. Cylinder oil contamination can also impair the water tolerance/demulsifying
properties of the system oil.

Contamination should be reduced to a minimum by design and maintenance efforts.

Some operators require that both the cylinder oil and system oil are from the same
lubricant manufacturer to ensure compatibility.

7
2.2.6 Compatibility with Tank Coating Paint
Consideration needs to be given to "lubricant tank coating" compatibility to avoid
adverse chemical reaction with the paint surface. The latter can result in removal of
the paint from the tank surfaces and the debris blocking the oil ways and causing oil
starvation of the lubricated areas. Only paints compatible with mineral oil based
lubricants should be used.

2.2.8 Viscosity and Viscosity Index

To ensure optimal hydrodynamic lubrication, it is desirable to have a stable and
sufficiently viscous lubricant in the bearing. Viscosity Index (VI) is an indicator of
viscosity change with temperature, and therefore is an important parameter.
However in practice, specified minimum viscosity at 1OO°C and maximum viscosity
at 40°C seem more appropriate. Note also that in practice the viscosity is often also
affected by cylinder oil draining contamination - hence the engine needs to be
designed with acceptable viscosity tolerance.

2.2.9 Thermal Stability

The oil is exposed to high temperatures during its passage through the engine,
especially when cooling the piston undercrown which may be at a temperature of
typically 230°C. An adequate thermal stability is essential.

2.2.10 Detergency
In engines with oil cooled pistons, the oil has to keep the piston undercrown clean
from oxidized and thermally degraded products as well as contaminants, eg
used cylinder oil draining’s through the stuffing box. This property of the lubricant is
called high temperature detergency.

The same oil is circulated to the crankcase where it is acting as a cleaning agent to
remove deposits from crankcase walls and from engine components in motion such
as piston rod, crankshaft, counterweights, etc. This cleaning effect is called the low
temperature detergency.

8
As the working area of the oil system is separated from the combustion area (i.e. the
piston and liner), the detergency property of the system oil is less stressed than that
of a cylinder lubricant or medium speed engine lubricant.

2.11 Alkalinity
This property indicates enhanced anti-oxidant and anti-rust characteristics of the
system oil compared to a premium mineral oil. It is not provided in the context of
prevention of corrosive wear as in the case of cylinder oils. The alkalinity is defined
by the base number (BN).

2.2.12 Crosshead Assembly Lubrication Requirements

For this application, the lubricant must ensure good sliding characteristics for which
lubrication properties, such as acceptable viscosity, spread ability and reliable
adhesion to metal surfaces are important.

2.2.13 Oxidation Stability

Good oxidation stability is required as the lubricant is in contact with air at high
temperature within the engine. eg piston undercrowns.

EP/Anti-wear required when the system oil is used to lubricate cams and gears (such
as in power- take-off systems).

9
Table 0.1 Lubricant properties for system.

Source Guidelines for the lubrication of two stroke Crosshead engine

10
2.3 The System lubrication

The purpose of the system lubricant is to:

(a) Provide lubrication to the crankshaft bearings, camshaft and

crosshead slides;

(b) Provide lubrication for ancillary drives such as power-take-oPs.

(c) Provide cooling to pistons when required by engine design;

(d) Perform the functions (a) to (c) for extended periods.

System lubricants are formulated to meet the wide ranging load and lubrication
requirements. They remain in service for extended periods and require only to be
replenished due to losses and to be effectively cleaned in a separator.

With a system oil consumption of 0.1 to 0.2 g/kWh and a system content of
typically0.75 to 1.5 kg/kW (dependent on engine design) the time to replenish the
entire volume in the crankcase system is approximately 7500 hours.

Figure 0.1 Lube Oil Circulation.

Source: Guideline for lubrication of two stroke crosshead Engine

11
To obtain the maximum life of the crankcase lubricant it is necessary to achieve a
balance between replenishment and cleaning. Failure to achieve the correct balance
could result in the lubricant becoming unfit for further service and necessitating a
complete oil change.

In addition, knowledge of the key performance characteristics of the fresh oil and the
oil in service is required. Details listed on the Technical Data Sheet for a fresh oil
should inform the user on what he has ordered, and that the product is meeting the
engine manufacturer's specifications. They allow conformance control but cannot
give complete information on the performance to be expected in an individual engine
under individual conditions. The system lubricant is specifically required to provide

2.3.1The Lubrication of Bearings, Crosshead Shoe, Drive Gear/Chain,

Crankcase.
The engine's system lubrication equipment supplies oil to the engine bearings,
crosshead shoe, gear/chain drive, all parts within the crankcase needing lubrication.
For many two-stroke crosshead engines today, piston cooling oil and camshaft
lubricant are supplied from the same system.

When the oil enters the engine and operates in the engine journals and bearings,
there must be an oil film of suitable thickness. To achieve this, the viscosity grade is
defined by the engine designer, taking into account the engine characteristics and
temperature conditions. Typically SAE 30 lubricants are used.

2.3.2 Piston Cooling

The oil enters the piston rod to reach the piston under crown space where it is used
as a coolant medium. For that purpose, the oil must show good resistance against
degradation in the presence of air. Oxidation stability is more important here than in
the crankcase application mentioned above. Other important properties required in
this application are thermal stability, high temperature detergency, dispersancy,
water separability and anti-foaming.

12
2.3.3 Other Lubricated Components (e.g. Turbocharger, Camshaft, Exhaust Valve,
PTO/PTI Units, etc.)
The Camshaft. Some engine designs have a dedicated lubrication system and some
use the lubricant taken from the crankcase system.

Wherever the lubricant film is insufficient or temporarily interrupted, the metallic

surfaces, have to be protected by anti-wear (AW) and extreme pressure (EP)
properties of the lubricant. Although such properties are advantageous for camshaft
lubrication, they are more critical in PTO/PTI systems where specific load carrying
is essential.

 PTO/PTI (Power Take Off/Power Take In). For lubrication of the PTO drive
gear wheel, there may be a minimum "load carrying" requirement as
measured by an anti-wear and EP gear test. (FZG performance)

Note: The system oil application here should not be confused with the hydraulic oil
lubrication for the constant speed gear drives for PTOs which may require a separate
lubricant with a much higher FZG and specific hydraulic oil performance.

 Exhaust vaIve Hydraulic Control System. In the function of a hydraulic oil, the
foaming, air release, load carrying, and water tolerance properties are
relevant.
 Turbocharger Bearing Lubrication (some engine designs). Requirements
here are for lubricity, oxidation stability, thermal stability and anti-foam.

Many engine designs have turbochargers with a separate dedicated oil charge and
needing a special lubricant.

Other parts of the engine having separate dedicated systems and utilizing special
lubricants are:

(e) Turning Gear. Has its own separate oil system and is typically filled with an
ISO VG 220 gear lubricant.

(g) Hydraulic Governor: A lubricant of suitable viscosity at typical operating

temperature would normally be specified by the equipment manufacturer.
13
The lubricant also needs to have rust and oxidation inhibitors and good anti-foam
and air release properties. Depending on the equipment manufacturer, a suitable
lubricant (eg turbine oil, hydraulic oil) of an appropriate viscosity is normally
acceptable, but sometimes system oil may be approved if its viscosity falls within the
application requirement.

2.4 THE CYLINDER LUBRICATION

The purpose of cylinder lubrication is to:

 Provide a hydrodynamic film between rings and liners. [Lubrication]

 Provide a gas seal between rings and liners. [Sealing]
 Protect the liners, pistons and piston rings from the harmful effects of the
combustion of heavy fuel oils. [Detergency]
 Provide an elective fluid to neutralize acidic components. [Alkalinity]
 Minimize deposit formation to allow free movement of piston rings.
[Detergency, dispersancy]

Cylinder lubricants are specially formulated to perform in the specific environment of

the combustion chamber. As engine development proceeds the temperature and
pressure conditions to be endured by lubricant and engine components alike
become ever more severe.

The correct engine operation ensures that the optimum provision of the cylinder
lubricant to the critical ring/liner interface is maintained. Detailed advice on cylinder
liner temperature distributions, oil feed rates, oil injection timings and maintenance
to ensure the necessary protection is given in the engine manufacturers’ instruction
manuals.

The selection of a lubricant depends upon the quality of the fuel, the mode of engine
operation and the economic criteria applied by the owner. This could result in a wide
range of different lubricants being required in the operation of the engine. To simplify
the choice certain principles are applicable as described in the following paragraphs.

14
2.4.1 Cylinder Lubrication System.
The cylinders in a crosshead engine are lubricated by a separate system working on
a once-through principle, i.e. fresh lubricating oil is directly supplied to the cylinders
to provide lubrication for the liners, pistons and piston rings. The main components
of such a system are the storage tanks, lubricators delivering the oil under pressure
to the individual cylinders, the necessary pipe system and a control device securing
and adjusting the necessary flow rates and timing.

Figure 0.2 A typical arrangement of a cylinder lubricating system

Source: Guidelines for the lubrication of two stroke crosshead engines

15
A service tank holding a supply of about 48 hours of normal consumption is typically
located in the engine room. From this tank the oil flows by gravity to the lubricators.
The lubricators can be of di6erent design piston-type pumps, either driven
mechanically or more commonly on modern engines by a hydraulic system. The
lubricators force the oil through pipe connections via check valves to the individual
cylinders where a number of bores in the liner wall feed the oil onto the surface of
the cylinder liners. The bores called quills are connected by grooves, machined in
the liner surface. The quills provide an effective distribution of the oil around the liner
and to the piston and piston rings. Thus, by the circumferential arrangement of the
quills and by the movement of the piston the oil supplied by the lubricators is spread
over the surface of the liner enabling the oil to build up a film necessary for the
lubrication of the cylinder.

There are variations in the arrangement of the quills, the number of the oil quill rows,
their positions relative to the top dead center and the shape of the distribution
grooves, representing the different designs of the individual engine builders.

2.4.2 Performance Features of Cylinder Lubricants

The requisite features of the cylinder lubricant that enable it to provide protection to
piston rings/liners and exhaust systems are detailed below.

2.4.3 Distribution on the Liner Surface

The ability of the cylinder lubricant to spread out over the whole swept area of the
liner depends upon:

Viscosity at the temperature of the liner wall; capability to wet the metal
surface, to adhere to it, and to form a coherent film on the surface.

In order to achieve this the cylinder lubricant must be formulated to balance its
rheological or viscometric properties with the appropriate surface activity derived
from the active, performance enhancing additives.

16
2.4.4 Wear Control
Once the cylinder oil has been distributed across the liner surface, it has to ensure
that the running surfaces of both liner and piston rings are protected against wear
processes induced within the combustion chamber. The principal mechanism of
wear is corrosive which is counteracted by the inclusion in the lubricant of corrosion
inhibitors typically a high alkalinity, inorganic base. This component is derived from
stable, colloidal dispersed carbonates, hydroxides or acetates. Highly over based
detergents are typically employed.

Given the pressures between rings and liners, the oil film also has to provide
sufficient load carrying capacity to resist the adhesive wear arising from metal to
metal contact. This feature may be enhanced, for example by ensuring a:

Thick oil film even at the highest values of the wall temperature or by incorporating
specially selected anti-wear additives.

In addition to corrosive and adhesive wear processes, the ingress of particulates

from combustion gases may give rise to abrasive wear. There is only a minimal role
for the lubricant in this instance since the oil film thickness may be less than the
nominal average size of the particles. Such particles may promote wear, depending
upon their origin and composition. Particularly damaging particles are catalyst fines
found in heavy fuel oils.

2.4.5 Deposit Control

The continuing optimal operation of the two-stroke crosshead diesel engine depends
substantially upon the correct behavior of piston rings. Given adequate protection
from wear processes, the rings and piston grooves need to retain their initial clean
state for as long as possible. This may be achieved by way of the anti-fouling
performance of the cylinder oil. In turn this depends upon the detergency and
dispersancy imparted to the oil and its ability to protect the metal surfaces from
deposit forming precursors generated during fuel combustion and by thermo-
oxidative changes to the lubricant itself.

17
Since the cylinder oil is used on a "once-through" basis, the risks of exhaust duct
fouling and turbocharger deposits must be minimized by careful selection of oil
components. If deposits derived from the combustion of oil stick to the turbocharger
blades and nozzle ring then surging can occur. In more extreme cases burning of oil
mists may lead to turbocharger over speeding or even explosions. Good
maintenance, regular cleaning and adequate but not excessive cylinder oil feed rates
will minimize deposit formation. Additionally the ability to prevent fouling of scavenge
spaces represents an important area for oil performance.

2.4.6 Lubricating Oil Influence on the Catalyst System for Emission Control
If selective catalytic reduction is used for NOx emission control, fouling of the catalyst
channels by calcium sulphate may occur. This may result in an increased pressure
drop and an uneven flow distribution over the catalyst. Fouling may be minimized by
choosing a catalyst with the appropriate catalyst geometry or by installing cleaning
devices.

If oxidation catalysts are used to reduce hydrocarbons and carbon monoxide

emissions, poisoning of the catalyst is possible. Some catalyst types, mainly
precious metals, are quite sensitive to zinc and phosphorus. As some cylinder
lubricants may contain zinc and phosphorus, this should be taken into account by
seeking the advice of the catalyst manufacturer.

2.4.7 Oil Feed Rates

To perform the lubricating functions a certain quantity of oil must be delivered to the
cylinders.

The quantity of cylinder oil to be supplied to the engine is usually expressed in grams
per kilowatt hour (g/kW-hr) and should be adjusted according to the needs of the
specific engine or the mode of operation. Normally, the primary setting of the
lubricators refers to the nominal output of the engine.

18
In modern designs, the quantity of oil is controlled by a device varying the oil flow in
relation to the speed and output of the engine. This device ensures safe and
economical oil supply at all loads and speeds. In addition each lubricator element
can usually be adjusted to meet the needs of a single cylinder unit, possibly during
running-in after an overhaul.

Since the designs of the individual engine builders may vary in several details, it is
necessary to refer to their detailed instructions given in their relevant literature such
as instruction books, service bulletins etc. whenever an adjustment is to be carried
out.

Feed rates are subject to a number of technical considerations. Excessive feed rates
can promote fouling of the engine by build-up of deposits on piston crowns, exhaust
valves and in the scavenge ports, while too low feed rates promote wear of piston
rings and liners. The type of wear may be corrosive attack of these components
because of insufficient supply of alkalinity. In this case, there is not enough reagent
to neutralize the acids formed in the combustion of Sulphur containing fuels. A
secondary effect of corrosive attack on the liner material is abrasive wear. This is
caused by particles loosened from the matrix of the liner material and transported by
the movement of the piston rings along the piston stroke. Another type of wear,
known as adhesive wear (scuffing), occurs mainly when the oil film between the
piston rings and the liner breaks down causing direct contact and micro welding
between these two components. Too low feed rates enhance the risk of scuffing of
piston rings because a certain amount of oil is needed to build up and maintain a
hydrodynamic oil film all over the swept surface of the liner.

While generally feed rates of between about 1.0 to 1.6 g/kWhr are recommended for
modern engines it may be advisable to deviate from such figures under certain
circumstances. Factors which may influence the cylinder lubrication are:

• Type of fuel used, primarily its sulphur content

• Load pattern of the engine operation

• cooling water temperature setting

19
• Water removal efficiency in the scavenge air

• running-in condition of rings and liners

The combustion of higher-Sulphur fuel produces more acids which need also more
alkalinity for their neutralization than for fuels of comparably lower Sulphur content.

Engines operating constantly at full load also need maximum protection since there
is less safety margin against a possible overloading or other irregularities in service.

Engines not operating at the optimal cooling water temperature may be subjected
either to:

(a) Increased acid formation because the liner temperature is well below the acid
dew point.

(b)Thinning of the oil film if liner temperature is too high.

In either case a reduced supply of cylinder oil would be detrimental.

The technical considerations reviewed above form the basis for an informed choice
of lubrication for the task and ultimately for safety and optimized economy of
operation.

2.4.7 Running-in
The running-in of new engines or new liners and piston rings after an overhaul is
regarded as a critical phase in engine operation. It is advisable to observe a number
of safety precautions which have been well proven in practice to safeguard against
damage of cylinder liners and piston rings. Use of low-Sulphur fuel, i.e. of less than
about 0.S”fo Sulphur content, is to be avoided during the running-in phase because
there is insufficient acid produced which is considered helpful to promote some
corrosive wear.

20
If such fuels cannot be avoided, the running-in process must possibly be extended
over a longer period and the load increased carefully with frequent visual control of
the condition of the piston rings. While engine builders have their own
recommendations to be followed for the running-in procedure, some general
recommendations regarding the cylinder lubrication aspects are given. They are:

(a) The main purpose of the running-in procedure in a diesel engine is to achieve
as quickly as possible the bedding-in of the piston rings on the liner surface. This
ensures a good sealing effect which prevents the blow-by of the hot combustion
gases which in turn can destroy the oil film between the liner and the piston ring. A
new liner with insufficiently bedded-in rings cannot endure full power. Therefore, the
engine speed and load can only gradually be increased over several hours of
operation to give the rings the opportunity to adapt to the increasing combustion
pressure.

(b) The bedding-in process is facilitated by some corrosive wear of the liner. For
this reason, a lubricating oil with a high neutralization effect i.e. with a high BN is not
desirable during the first few hours of the running-in phase. In the past it was
considered good practice to use an oil, without any neutralization effect, to promote
corrosive wear. Modern highly loaded, crosshead engine operate at higher liner wall
temperatures which cause coking and deposit formation of such oils. Instead, a light-
alkaline detergent type oil is normally recommended since these oils have enough
detergency to control fouling of the piston ring area. The viscosity of the running-in
oil is the same as the normal cylinder oil namely SAE 50.

(c) If running-in has to be carried out with low Sulphur fuel ie of less than 0.5%
Sulphur content, then the process should be extended and the load increased
carefully. Normally a low BN cylinder oil would be preferred.

(d) The very first hours of the running-in process should be run with an increased
feed rate and this should be decreased in steps over several hours until the nominal
feed rates are reached.

21
While the initial running-in process as described here is in the order of some 10 to
20 hours, it takes several thousand hours before the optimum condition of the piston
ring/liner system is established. This will result in normal values of liner and piston
ring wear rates.

The above guidance is for an ideal situation. Sometimes a low BN, SAE 50 oil is not
available. Also one lubricator box may supply two cylinders and only one cylinder
may require running-in. In such circumstances the normal cylinder oil is to be used
at an increased feed rate. Also greater vigilance is to be exercised on the running-in
condition of the rings and liners by more frequent visual inspections during a slow
increase in engine power.

2.4.8 Selection Criteria for Cylinder Lubricants

Several key features of the engine operation and installation need to be specified in
order to determine the type of oil to be selected. The following factors have to be
taken into account:

 Fuel in use and type of operation.

A list of current specifications on fuels for diesel engines is

ISO8217/CIMAC specification. Supplier specifications where/if different
Engine manufacturer’s minimum requirements

The following are examples of operation that are different from normal HFO and high
alkaline cylinder oil usage and may require different types of cylinder lubricants:

Running-In: If a running-in oil is required this should have a viscosity of SAE 50 and
a low BN. Cylinder Oil Detergency is needed

Dual Fuel Operation: Normally gas and diesel fuel. For a suitable lubricant refer to
the engine builder.

Poor Fuel Quality: Some heavy fuel oils give rise to combustion problems which
increase demands on lubricant performance. Detergency and dispersancy are more
important than the BN of the lubricant.

22
Emission: If special fuel has to be used for prolonged periods then the lubricant
quality and feed rate need to be adapted.

2.4.8 Wear and Economics of Cylinder Lubrication

Minimizing operational costs is a balance between acceptable wear rates of engine
cylinder liners and piston rings (and thus time between overhaul) and the amount o1
cylinder oil consumed. The following are some of the factors that have to be taken
into account:

Average Engine Load Factor: Low or high lubricant feed rates may give rise to high
wear rates.

Design/Age of Engine: More modern engines are less sensitive to corrosive wear
due primarily to higher liner temperatures.

Alkalinity Throughput: Increased alkalinity throughput does reduce wear. Use of

higher base number lubricants and the selected feed rate needs to be balanced
against the overall cost of engine operation

Oil Film Viscosity: The lubricant should have a viscosity high enough to provide a
hydrodynamic film on the liner but low enough to be able to spread across the whole
surface.

23
 CHAPTER 3
SYSTEM LUBRICATION LAYOUT

24
The efficiency of the lubricating oil system is crucial for the performance and safe
operation of the engine. Much attention therefore, has to be paid to its design and
construction.

3.1 Lubrication Systems type

Three systems are commonly used being the dry sump lubrication for small two
stroke engines, the wet sump for two and four stroke engines and increasingly for
larger outboards, oil injection.

3.1.1 Dry sump/oil premix

The dry sump method uses pre-mixed oil in the petrol fuel supply in ratios of from
40:1 to 20:1 as per the manufacturer’s recommendation. The fuel/oil mix is inducted
through the crankcase so depositing a film of oil on the moving surfaces on its travel
to the cylinder. Dry sump engines have the advantage of lightness and simplicity.
The cooling fins on cylinder heads castings used by air cooled motors are not as
ideal for slow marine applications as for fast motorbikes, so water cooling is often
required leading to greater complexity in design. Two strokes premix engines are
also prone to oiling of the spark plug gap if start up is not immediate. Accurate mixing
the oil and fuel may not be convenient in a seaway.

3.1.2 Oil injection

The engine runs from a fuel tank but has a separate tank for the oil. Under pressure
from a crankshaft driven oil pump, the oil is injected into the inlet port/s by way of the
crankcase, so lubricating the engine. In simpler engines the pump is operated by a
cable co-joined to the throttle that may be adjusted for volume with a fine tuning
screw. While low oil level alarms are fitted to sophisticated motors, their simper
cousins’ oil tanks must be visually monitored constantly to avoid the serious damage
that would result from running dry. In more complex engines electronic management
systems are independent and adjust the oil volume to the engines optimum
requirements throughout its throttle range, so providing smoke free operation with
ideal lubrication.

25
The disadvantage of oil pumps driven by the crankcase is that they do not fully
function until the engine is operating, thus allowing momentarily dry spots. While this
is of minimal consequence for the small dry sump two stroke that supply oil/fuel
for the starting power stroke, in larger diesel engines electrically driven oil pumps
may be fitted to pre-lube the system for some minutes prior to start up.

3.1.3 Wet sump

The drawing below shows a basic wet sump lubrication system. Oil is stored in the
wet sump from where it is sucked through a sediment strainer, through an oil cooler
arrangement to the oil pump.

The oil pump passes it on to the oil filter to separate contaminants and debris. An oil
pressure gauge is fitted to indicate the viscosity of the oil and the effectiveness of
the system, along with a low pressure warning light and/or alarm. In the case that
the filter or other lines become blocked and an over pressure bypass relief valve will
open to return flow back to the bilge rather than damaging the pump or breaching
the oil lines connections

3.2 Composition of the system on two stroke slow speed crosshead engines

lt is common practice to allow for an oil quantity of between 0.75 to 1.5 kg/kW
(depending on engine design) for the oil tank charge. In order to assure that the
engine's requirements are met the engine manufacturer provides the following
guidelines:

 A principal diagram, showing all components. The oil circuit and the oil
cleaning circuit should be included. The oil type to be used and a
tolerable cleanliness level should be specified.
 Is a simplified system diagram showing all major components?
 The filter type to be installed. A filter size of 50 micron absolute appears
to be a typical recommendation. lt is, furthermore, recommended to
dimension the main filter according to the nominal oil pump capacity
(flow rate) and to the design pressure drop (0.5 bar is typical).
 The required flow rate.

26
 Lubricating oil pressure at inlet to the engine. Inlet/outlet temperature1
max./normal/min.
 The max. Pressure drop in lubricating oil coolers.
 Lubricating oil outlet temperature. (Alternatively lubricating oil outlet
viscosity).
 Heat dissipation requirements.
 A list of all alarms and shut downs should also be available.
Recommended flow rates through a separator.
 Safe operation of an engine very much relies on a qualified
specification of all the above together with the cleanliness level
required.

27
Figure 0.1 Two stroke crosshead engine lube system source:

Source: Guidelines for the lubrication of two stroke crosshead engines

3.2.1 Piping
a) Pipe dimensions have to be in accordance with requirements of the
classification society.
b) The shortest possible piping design with a minimum of bends. Accessibility of
all welds for mechanical cleaning (grinding).
c) Use of the minimum number of flanges, preferably of the spigot type. AII
flanged connections, flanges and valve lengths should comply with
recognized international standards.
d) Clip fitting for prevention of vibration.
e) Piping layouts permitting absorption of expansion. Preferential use of flexible
fittings.

28
 f) Piping in the neighborhood of pumps and heat exchangers in general to be
arranged permitting overhaul of the units with minimum dismantling of the
piping system.
g) Care to be taken to minimize number of pockets in pipe lines. Where pockets
do occur, they must be fitted with drain cocks are valves.
h) Piping should be installed for stress-free mating with the flanges of the engine
and all its auxiliaries (coolers, filters, heaters, thermostatic valves etc.)
i) Install sampling cocks according to CEC M-12-T-91.
j) Pipe vibrators are shock facilities to be considered far flushing application.
k) Flow velocities of oil to be related to the inside diameters of the pipes.

3.3 The Cooling Circuit

lt is essential that the lubricating oil inlet temperature meets the specification of the
engine manufacturer (normally 40-SOºC). The lubricating oil cooler capacity must
be sized accordingly.The lubricating oil cooler can be cooled by fresh water or sea
water.

The following information is necessary for calculating the size of the cooler: heat
dissipation at 110% engine load, lubricating oil flow, maximum pressure drop on oil
side (0.5 bar typical), lubricating oil outlet temperature (45ºC typical),sea water inlet
temperature (32ºC typical) or fresh water inlet temperature (36ºC typical) fouling
margin (+15%).

3.4 The Engine Lubrication

This system consists of two major parts - the lube oil service system and the
treatment system. The crosshead gland (or stuffing box) drain system is dealt with
separately. The system oil line is equipped with a pump, cooler and filter to provide
a constant and uninterrupted flow of cooled and filtered lubricant to bearings, cams,
oil cooled pistons etc. and to the drive of the exhaust valve hydraulic system. An
additional filter may be fitted for the crosshead.

29
A purifier with a lubricating oil heater are fitted to help clean the system oil in the
engine oil tank. The treatment system can also be used to clean system oil in the
storage, settling and renovating tanks.

3.4.1 Components description

The following components are described in more detail:

 Oil pumps
 Relief and regulating valves
 Full flow and bypass filters, magnetic filters
 Heat exchangers and purifiers

Oil pumps

Lubricating oil pumps are positive displacement of the gear, rotor or vane type. Being
engine driven in most engines, they have the disadvantage that it takes several
seconds for the oil to be pumped through the engine on start up. Wear takes place,
especially on cold engines due to metal to metal contact until oil is received. Larger
engines have electrically driven lubricating oil pumps so oil can be circulated for prior
to the engine being started. The oil can also be heated to bring up the temperature
of the engine and minimise differential expansion of the different metals.

Gear type pump

Gear pumps consist of two meshed gears within a closely fitted housing that has
inlet and outlet ports opposite one another. One gear is driven by the engine and in
turning, drives the other. As the gear teeth separate and travel past the inlet, a partial
vacuum is formed. Oil entering the inlet is carried to the outlet in the pumping
chambers formed between the teeth and the housing. They withstand heat and will
pump relatively viscous liquids at medium to high pressure.

30
Figure 0.2 gear and rotary pumps.

Source: www.splashmaritime.com.au

Rotor type pump

In a rotor type pump, there is an inner rotor driven by the engine. The inner rotor has
a number of cam like lobes which mesh with mating parts in a rotor ring. The inner
rotor causes the rotor ring to revolve within its housing with its inlet and outlet port
positioned at 90° to each other. Oil entering the inlet is carried to the outlet by
pumping chambers formed between the cam lobes.

Vane type pump

A vane pump’s slotted driveshaft rotates between closely fitted side plates, and
inside of an elliptical shaped ring. Polished, hardened vanes slide in and out of the
rotor slots and follow the ring contour by centrifugal force.

Between succeeding vanes, pumping chambers are formed which carry oil from the
inlet to the outlet. A partial vacuum is created at the inlet as the space between the
vanes open. Oil is squeezed out at the outlet as the pumping chamber size
decreases.

31
Figure 0.3 rotary vane pumps.

Source: www.splashmaritime.com.au

The fixed rotor vane pump shown above is a modification suitable for hydraulic
pumps for steering or winches. It operates by the solid vanes housed in a slotted
rotor being flung by centrifugal force into the eccentric (nylon) housing on rotation.
The drive direction (by belt, chain, air or hydraulic) determines the flow direction. It
is best suited for clean fluids only. Lube vane pumps are unidirectional and of all
metal construction to cope with metal debris in the oil, however the principles of
operation are similar for a lube dedicated pump.

Control features

Gauges and alarms

Standard commercial vessel practice requires control station positioned low

pressure lights/buzzers connected to a sender unit on the engine block. When the
starter panel is energised (the key is turned on) the sender will earth and activate
the alarms.

Once the engine fires and the alternator is charging, the electrical flow is reversed
so that the circuit does not earth (the light will go out). High pressure alarms and oil
filter pressure alarms may be fitted in more complex control systems.

Relief valve

As the oil pumps are of the positive displacement type, a relief valve must be fitted
to protect the pumps and the lubricating oil system from excess pressure.

32
The relief valve is usually incorporated in the pump body but can be fitted externally
to the pump. Upon opening, the relief valve will cause oil to discharge back to the
suction side of the pump or back to the sump. At start up a cold engine has high oil
pressure, (causing the relief valve to open) dropping as the oil thins out as the engine
reaches normal operating temperature (causing the relief valve to close).

Regulating valve

A pressure regulating valve is fitted to the system to maintain a pre-determined

system oil pressure. The spring pressure can be adjusted to set the valve at the pre-
determined pressure. The valve would normally be opened when the engine is at its
normal operating temperature with the excess pressure being discharged back to
the sump. Any drop in oil pressure caused by wear in the engine or in the pump, is
automatically compensated by the pressure regulating valve until the spring causes
the valve to shut completely.

Filters

An engine may have one or more oil filters of the following types:

Full flow element type filter

The full flow filter requires all the oil to pass through it before entering the oiling
channels. As all oil flowing to the engine must pass through this filter, a by-pass
valve is incorporated in the design to prevent oil starvation in the event of the filter
element becoming blocked. When the outlet pressure of the filter is below that of the
inlet pressure by a predetermined amount, the by-pass valve will open allowing oil
to pass.

A typical opening pressures are 1.24 -1.45 bar (124-145 kPa or 18 to 21 psi). Whilst
the oil now flowing will not be filtered, this if preferable to insufficient oil. To prevent
this undesirable situation, filter element must be changed at the periods
recommended by the engine manufacturer or less if required.

33
Bypass element type filter

The bypass filter continually filters a small portion of the lubricating oil that is bled off
and returned to the sump. The main portion of the oil goes to the engine. (Other
types return the oil back into the flow to the cooler). Eventually all of the oil passes
through the filter.

Centrifugal type filter

This filter is a unit which does not employ an element. It can be used by itself or in
conjunction with replacement element filters. These are centrifugal type filters and
may be driven by the oil pressure or direct from the engine. Any solids in the oil are
flung by a revolving drum to the sides of the rotor, where they will remain until the
unit is dismantled for cleaning. Washing in a suitable cleaner is all that is required to
put the unit back into service.

Magnetic filter

A magnetic oil filter is used to remove small particles of metal usually from the result
of wear. A new or overhauled engine will shed minute particles of metal until it beds
in. A magnetic filter is therefore beneficial in this instance. Regular inspections of the
filter may also draw early attention to a problem. The magnetic filter cannot be used
on its own as it will not filter out the non-metallic foreign particles.

The filter is a full flow type without a by-pass valve. It is so designed that metal
particles fill horizontal gaps between the iron rings from the top and working
downwards but still leave vertical spaces for the oil to flow. The element consists of
a permanent magnet enclosed by a non-magnetic cylinder. A number of iron rings fit
over and are attached to the cylinder. There are small gaps between the iron rings
to attract the metallic particles. The element is situated in a non-magnetic casing.

The oil flow into the top of the filter and out at the bottom. Metallic particles are
attracted and fill the horizontal gaps between the iron rings.

To clean the filter, the cover is taken off and the element is removed. One half of the
iron rings are removed at a time to avoid demagnetisation and cleaned.

34
Installation variations

Some engines are fitted with a full flow filter that removes the larger foreign particles
without restricting the normal flow of oil plus a bypass filter to remove the minute
particles of foreign particles that may be present.

Some engines may be fitted with three filters. The first removes the larger foreign
particles, the third removes the minute foreign particles while the second removes
the intermediate foreign particles.

When changing the elements on both of the above types of filter, the engine
manufacturer’s recommendation as to the element number must be followed. This
is to ensure that the filter has the correct degree of filtration. In addition, some
elements have a built in relief valve while others don’t.

Some engines are set up with dual filters but only one is used at a time. Change over
to the clean, from the dirty filter, can be accomplished whilst the engine is running.

Purifier

Where a large quantity of lubricating oil is used in an engine, it is costly to carry out
oil changes. A purifier is therefore piped into the system to remove impurities and
water so it is possible to use the oil practically indefinitely. Oils used in a purifying
system are usually non-detergent oils as the purifier removes the detergent as well
as the impurities.

35
 Figure 0.4 lube oil purifier.

Source: www.splashmaritime.com.au

Where a large quantity of lubricating oil is used in an engine, it is not cost effective
to carry out oil changes. A purifier is therefore piped into the system to remove
impurities and water so it is possible to use the oil practically indefinitely.

Oils used in a purifying system are usually non-detergent oils as the purifier removes
the detergent as well as the impurities.

It is preferable to install the purifier in a continuous by-pass system. The oil is drawn
from the lowest part in the system, heated to approximately 80° C, passed through
the purifier and returned to the system. Heating the oil helps to separate the water
from the oil.

In the purifier, provision is made to water wash the oil. Hot water together with the
oil is fed into the purifier. When it passes through the water seal of the bowl, the two
are separated and in doing so, a washing action occurs. Water washing rids the oil
of acids which are then discharged with the water.

36
The purifier works on centrifugal action. It has a high speed revolving bowl filled with
cone shaped metal discs with holes in them. The oil is fed into the bowl at the top,
and flows down the centre of the discs. Due to centrifugal force, the heavier solids
are thrown out to the side of the bowl. The water and lighter solids move between
the discs to their outer edge and are discharged. The clean oil, being lighter than the
water, passes through the discs holes to the clean oil discharge. The heavier solids
build up on the side of the bowl and regular cleaning is required. Most purifiers these
days are of the self-cleaning type.

Heat exchangers

Heat exchangers or coolers for a lubricating oil system are commonly of types:

 Shell and tube type or; Plate type.

Shell type:

The shell has an oil inlet and outlet and contains the tube nest. Baffles may be fitted
to increase the oil’s contact period with the entire tubes’ surface. On some coolers,
the oil on the inlet side is prevented from direct contact with incoming oil on the tubes.

Tube nest - The tube nest consists of a tube plate at either end with tubes fitted in
between. Allowance for expansion is required due to the different rates of expansion
of the metals used in the construction and prevent any undue stress on the tubes.
One tube plate is secured at one end of the shell and expansion allowance is by
using twin O rings at the other end for of the tube nest.

The gap between them will indicate a leak from either the oil or the cooling medium.

End covers - An end cover is fitted to each end of the shell. Where there is a flange
on each end cover, the sea water will flow in at one end and out the other end. Where
there is two flanges on one end cover, the sea water will enter and leave via this
cover. A division plate will be fitted in this cover and seals against the tube nest
across its diameter to separate the inlet and outlet flows. The other end cover will
have no flanges.

37
Electrolytic action - To protect the tube nest from electrolytic action, a zinc anode is
fitted in the sea water inlet.

Flow of liquids - In the typical shell and tube type cooler shown below, oil enters and
leaves by the flanges on the shell and circulates around the outside of the tubes.
Sea water is circulated through the tubes and enters and leaves by the end cover/s.

The flow of sea water is opposite to the flow of the oil. The best efficiency is obtained
by liquids moving in opposite directions to each other (by contra-flow).

Figure 0.5 tube type lube oil cooler.

Source: www.splashmaritime.com.au

Cleaning - The sea water will leave behind more deposits than the oil as scale in the
tubes so it will be necessary to periodically clean them. The end covers can be
removed and a wire brush pushed and drawn through each tube, this being the
reason why the sea water flows through the tubes.

38
Plate type cooler

Construction - The plates are corrugated metal pressings of horizontal or chevron

pattern to make them stiffer but of thinner material. This also increases turbulent flow
so contributing to efficient heat transfer. Turbulence, as opposed to smooth flow,
causes more of the liquid contact with the plates. It also breaks up the boundary
layer of liquid which adheres to the metal and acts as a heat barrier in smooth flow.
However, turbulence can cause plate damage due to erosion.

Joining the plates - Each plate is separated from the adjacent plate with a joint
material (nitrile rubber), which is bonded to the plate with adhesive. The joint material
is positioned to stop the oil and sea water from leaking out of the cooler and to direct
the flow of both liquids along their correct paths. This allows the oil to be pumped
along the top of the plates and flow down every second pair of plates, returning out
of the bottom outlet. The sea water flows in at the bottom of the plates and passes
up the adjacent pair of plates, returning out of the top outlet. The best efficiency is
obtained by liquids moving in opposite directions to each other (by contra-flow).

Figure 0.6 Plate type lube oil cooler

Source: www.splashmaritime.com.au

39
Cooler assembly - The inlets and outlets are attached to the fixed end plate. The
movable end sits in the horizontal carrying bars and the plates are also located and
supported by these. The flow ports at the corner of the plates are arranged so that
the cooling liquid and the liquid being cooled pass between alternate pairs of plates.

Cleaning - If cleaning is needed to remove deposits, use should be made of special

soft brushes. Chemically cleaning may be recommended where hard deposits have
accumulated. Before cleaning, coolers are isolated from the system by valves and
blanks or by removing pipes and blanking the cooler flanges. Flushing is necessary
after the cleaning agent has been drained from the cooler.

Advantages - Plate coolers are smaller and lighter than a tube cooler giving the same
performance. No extra space is needed for dismantling (a tube cooler needs
clearance at one end to remove the tube nest). Plates can be added in pairs, to
increase capacity and similarly damaged plates are easily removed, if necessary
without replacement. Cleaning is simple as is maintenance. Turbulent flow helps to
reduce deposits which would interfere with heat transfer.

Disadvantages - In comparison with tube coolers in which leaking tubes are easily
located and plugged, leaks in plates are sometimes difficult to find because they
cannot be pressurised and inspected with the same ease. Deteriorating joints may
be difficult to remove and new joints difficult to re-bond. Tube coolers are preferred
for lubricating oil because of their pressure differential. There are a large number of
expensive joints and plates on plate coolers.

40
 CHAPTER 4
LUBRICANT TREATMENT

41
For safe and satisfactory engine performance, contamination of the system oil has
to be kept to a minimum. Careful attention is necessary to prevent combustion
products, unburned fuel, used cylinder oil and scavenging air impurities
contaminating the system oil. Additionally the oil used for piston cooling can be
subjected to oxidation on hot piston under crowns giving rise to further
contamination.

4.1 The need for Cleaning and Protecting

During the operation of the engine, a variety of contaminants are formed, which end
up dispersed in the lube oil or deposited on the internal surfaces of the engine.

Most of the impurities are produced by the engine itself but some can come from
different external sources, e.g. the oil refill and the vent pipe. The contaminants
consist of wear debris, combustion products, partly-burned or raw fuel, water and
decomposition products from the additives or the lube oil itself. The actual
contaminants and level of contamination will depend on the type of engine, medium
speed or crosshead, engine operation, and the fuel used.

Figure 0.1 Sludge removal vs fuel grade.

Source: CIMAC Treatment of System Oil

42
Figure (data from Alfa-Laval from field tests onboard ships and power stations gives
an indication of the amount of sludge (lube oil contaminants) that is removed from
the lubricant by the centrifugal separator. A typical sludge production rate is
approximately 70 mg/kWh when burning HFO 380 (HFO = Heavy Fuel Oil). This
means that a 10 000 kW engine produces about 0.7 kg sludge per hour. This sludge
must be removed from the oil system in order to safeguard a good function of the
engine.

In crosshead engines, a piston rod stuffing box separates the combustion chamber
And the scavenge air space from the crankcase. The cylinder is lubricated by a high
BN SAE 50 cylinder lubricant and the crankcase is lubricated by a low BN SAE 30
system oil, which is also used to cool the piston (except for some older designs which
use water for piston cooling). The system oil is treated and re-used whereas the
cylinder lubricating oil is a once-through product.

4.2 Combustion Products and BN Depletion

During the combustion process sulphur present in the fuel is converted into sulphur
oxides. A minor part of the sulphur oxides reacts with water to form sulphuric acid.
In medium speed engines, sulphuric acid entering the lube oil (either in the cylinder
or in the crankcase via blow-by) is neutralized by the over-based additives with
formation of calcium sulphate. As a result, the BN of the system oil is reduced.
In crosshead engines, the system oil is contaminated through the stuffing box with
waste cylinder lubricant containing both used (calcium sulphate) and unused (BN)
additive. The waste cylinder lubricant contaminant is often higher BN than the
system oil, and this will result in the increase of system oil BN.
When the engine is running on heavy fuel oil (HFO) with a high sulphur content,
calcium sulphate often becomes one of the major contaminants in the lube oil.
The other solid contaminants from combustion are soot and ash particles.

43
4.3 Water

Water in the system oil is undesirable as it can interfere with lubrication and there is
the risk of corrosion. The lube oil can be contaminated with fresh water and/or sea
water.
Fresh water can enter the lube oil by leakage from:
• Coolers
• Cylinder cooling jackets
• By poorly set or optimized centrifugal separators
• By condensation, e.g. after the engine is stopped, some of the water vapor, present
in blow-by gases, condenses to water droplets and becomes dispersed in the lube
oil, High water content can lead to the over based additive precipitated as insoluble
calcium carbonate.
In crosshead engines, the system oil can be contaminated with water entering the
crankcase through the stuffing box. This may happen when water in the scavenge
air is not removed sufficiently in the charge air cooler. Salt water in the system oil
originates from leakages of coolers that are using seawater.
The centrifugal separator should be able to remove the water from the system oil.
However, sometimes water contamination leads to the formation of a stable
emulsion which will not settle or centrifuge out. Water and emulsion are harmful
since it reduces the load-carrying capacity of the oil. In such a case the oil will have
to be renewed.
Alkaline detergents and other additives are sensitive to depletion by water forming
sludge that is deposited in the centrifugal separator.
Seawater is corrosive and therefore potentially harmful. When the oil is contaminated
with seawater, the lube oil supplier should be contacted.

44
4.4 CLEANING AND PROTECTION METHODS

The removal of particles and water from the lube oil is done by centrifugal separators.
Additionally filters also help to protect the engine against the larger harmful particles.
The filter separates particles from the oil by retaining particles bigger than the mesh
size of the filter media. Filters are, however, limited in their sludge and water handling
capability.
Filters can only be justified as the sole cleaning equipment for small engines
operating on gas oil. Filters only are not sufficient for large engines or engines
operating on heavy fuel oil.
The separation of particles and water droplets in a centrifugal separator is dependent
of the particle size and the density difference between the particle and the oil. The
oil viscosity at the separation temperature has a strong influence on the particle
removal. The centrifugal separator has a large sludge handling capability and can
remove theoretically particles down to a size of one micron. The centrifugal separator
can also remove large volumes of water from the oil.
Normally both a filter and a centrifugal separator are installed. The main task of the
filter is to protect the engine from harmful particles. The filters are therefore typically
placed in the full flow system. The centrifugal separator task is to keep the oil clean
from particles and water. This is done by removal of particles and water from the oil
with intermittent discharge of separated sludge to a separate sludge tank.

4.5 THE LUBE OIL CLEANING SYSTEM

The task of the lube oil cleaning system is to remove particles and water from the
lube oil and to keep the level of contaminants at an acceptable level.

45
Design
The major components of the lube oil cleaning system are:
• Centrifugal separator feed pump
• Lube oil pre-heater
• Three-way-valve for re-circulation of the oil during start up and in alarm situations
• Centrifugal separator
• Centrifugal separator sludge tank

4.5.1 Centrifugal Separator Feed Pump

A positive displacement pump operated at constant capacity should be installed
close to the lube oil sump/tank with a strainer on the suction side of the pump to
protect the pump from coarse solids in the oil.
The flow rate to the centrifugal separator should be constant to maintain good
separation. Preferably the pump motor should be of low speed to minimize agitation
of the oil and avoid emulsification if water is present.
In order to increase the dwell time in the tank and minimize foaming, the suction pipe
of the pump should be fitted close to the bottom of the lube oil sump/tank and
sufficiently far from the lube oil return line of the crankcase.
In many typically installations, the back-flushed oil from the full flow filter is returned
to the sump tank. Ideally this return line should be at a location close to the
centrifugal separator suction.

4.5.2 Oil Pre-Heater

The recommended processing temperature for a lube oil cleaning system is 95 ±
2ºC.
The maximum temperature should not exceed 100°C in order to prevent any water
that may be present from boiling. The temperature control is of utmost importance
for the centrifugal separator in order to operate at the highest possible efficiency

46
Preheating of lube oil before separation is done in heaters which are carefully
designed and controlled in order to avoid operational problems and minimize energy
consumption.
The most common heaters on board ships are steam heaters.
Other fluid heat sources are hot water and thermal oil.
A large proportion of the smaller tonnage ships and the power industry use electric
heaters. Some of the most common sources of problems with lube oil cleaning
systems are undersized heaters, heaters that have very poor temperature control
and components that are not adapted to each other (to form a well operating control
system).
In case steam is used as heat source it is very important that the steam valve is of
the correct size. A valve with “equal percentage characteristics” is recommended.
When the system is operating at the recommended flow rate, the steam valve should
have a flow margin of 25 to 50% to ensure good control.
In case of electric heating, the heating elements should be specially designed for
lube oil pre-heating. Local overheating may lead to depletion of the additives and to
deposits on the heating surface. To avoid this, the electric load on the heater element
should be less than 2.0 W/cm2, depending on the type of heater.
In order to avoid temperature fluctuations the temperature control should be of the
Proportional Integral type (PI-type). A Proportional-Controller (P-type) always has a
built-in temperature offset and is therefore not preferred.
There can be several reasons why the temperature cannot be kept constant:
• The temperature controller is of the Proportional-Controller type
• The heater is undersized
• The heater is dirty
There is an important difference between electric heaters and those operating on
steam, hot water or thermal oil. The fluid operating heaters, are by design safe in
that the temperature in the heater will never exceed the temperature of the heating
medium. In such heaters, the heat transfer is the dependent parameter adapting to
prevailing temperature, flow conditions and the degree of fouling on the heating
surface.

47
Electric heaters, on the other hand, have a constant heat transfer with the
temperature as the dependent parameter. The temperature is not limited by the
heating process itself and will rise very high if not regulated by the control system.
Such heaters should always be equipped with a mechanical temperature guard.
When selecting heaters for preheating of the lube oil, the following factors should be
considered (especially for heaters with high surface load such as electric heaters):
• The oil flow through the heater should be turbulent in order to have optimum
thermal efficiency and to avoid deposits on the heating surfaces.
• The temperature on the surface of the heating elements should not be too high.
• The heater must not have “dead” zones where the oil flow is zero or close to zero.
This could lead to hot spots with fouling as a consequence.
• There should be no “short cuts” of oil flow in the heater.
• The contact time between the oil and the heating surface should not be longer than
necessary. A short retention time also gives a system with a fast response to
changes in the process parameters ensuring fast and accurate control of the lube oil
temperature. A short retention time should not lead to an undersized heater.
Steam / Hot Water / Thermal Oil Heaters.
The most common lube oil pre-heater is of the shell-and-tube design. The design is
simple and it is easy to inspect, clean and repair the heating surface. The shell can
be with or without baffles inside. Heaters without baffles may suffer from irregular
flow conditions, which can result in poor heat transfer.
There are certain disadvantages connected with shell-and-tube heaters:
• The size is large and much space is needed for dismantling the tubes.
• Slow temperature control due to large oil volume
• Poor turbulence or even laminar flow leading to fouling and slow temperature
control.
• Complete cleaning is very difficult, especially for fin-type tubes.

48
Plate Heat Exchangers
Plate-heat-exchangers (PHE) are frequently used as lube oil pre-heaters. The PHE
provides both a short retention time and a highly turbulent flow. The size is much
smaller than that of a shell-and-tube heater. The PHE is easy to disassembly,
maintain and repair. Single plates can be replaced if necessary.
A special type of PHE is the braised PHE with the corrugated steel plates braised
together.

4.5.3 Centrifugal Separator

Matching of Centrifugal Separator Size to Operation Requirement.
The following parameters should be taken into account when selecting a centrifugal
separator:
• Type of engine (trunk or crosshead)
• Type of fuel (GO, MDO, HFO)
• Engine output
• Number of lube oil passes per 24h (engine manufacturers specification)
With respect to the size and flow rate of a lube oil cleaning plant, the
recommendation from the centrifugal separator manufacturer (or engine maker)
should be followed. In general, the flow rate should be proportional to the power
output of the engine:
Q=k.P
Q = flow rate
k = sizing factor (to be obtained from the centrifugal separator manufacturer or
engine maker)
P = engine output at MCR
4.5.4 Recommendations for Centrifugal Separator Operation
The centrifugal separator should be in continuous operation as the engine is running
in order to ensure removal of contaminants as quickly as possible.
If possible, the centrifugal separator should be in operation also when the engine is
shut down to further reduce the level of contaminants.
49
In the latter case, oil temperature for efficiency separation needs to be maintained
through heaters. Those installations with their separation plant shut down during
engine stop, should consider re-starting the separator prior to engine start-up
because contamination (engine leaks, condensation) could have occurred during
engine stop.
The cleaning systems of auxiliary engines are often designed such that the
centrifugal separator intermittently serves one engine at a time. Depending upon the
operating time between two periods of oil cleaning the discharge time may have to
be shortened during the first couple of hours. In this way the centrifugal separator
will be able to cope with the high level of contaminants at the beginning of the
cleaning phase. The appropriate discharge interval has to be found by trial and error.
The separator should always be operated as a purifier, eg being able to discharge
separated water during operation. The cleaning efficiency mainly depends on:
 The interface position between oil and water in the separator
 The throughput
 The separation temperature
 The "agitation" of the oil: extensive mechanical agitation, pumping and
throttling in valves, etc., can cause emulsion and dispersion of fine
particles.
 The lube oil properties.
The correct interface position should be outside the distributing holes/disc stack but
inside the top disc. lf the interface is allowed to go into the disc stack the separation
efficiency will decrease. lf it is allowed to go outside the top disc the water seal will
break and oil will flow into the water outlet.

In order to maintain the hydraulic balance between oil and water, the separator is
equipped with a gravity disc. The gravity disc sets the position of the interface. During
the operation the interface is inevitably affected by variations in flow and
temperature. Therefore it is of utmost importance to ensure that these parameters
are kept as stable as possible.

50
In the case of both the engine and purifier being stopped then before the engine is
restarted it is recommended that the purifier is run for sufficient time to ensure that
the temperature of the oil in the drain tank is as required for correct engine start. A
minimum of one pass of the volume of the drain tank is passed through the purifier.
It is important that maintenance and operation of the centrifugal separator is done
according to the recommendations of the manufacturer.

4.6 Importance of Correct Separation Temperature

During separation the oil temperature is of utmost importance. The settling velocity
of particles and water in a centrifugal separator follows the (law of nature known as)
Stoke´s Law:
D2 . ( ρp - ρ0 )
Vp = . g c
18 . v . ρ0
Vp = settling velocity of particles
D = particle diameter
ρp = particle density
ρo = oil density
ν = kinematic viscosity of the oil
gc = centrifugal acceleration
The higher the temperature the better the separation efficiency. Both density and
viscosity of the oil decrease when the temperature rises, thereby increasing the
settling velocity.
If the separation temperature is lowered from 95ºC to 90ºC the centrifugal separator
throughput has to be reduced by 22% to maintain the same separation efficiency!!
4.7 Types of Centrifugal Separators

For cleaning of the lube oil there are two types of centrifugal separator systems
available on the market: the purifier system and the clarifier system.
51
The purifier is a centrifugal separator with continuous water outlet which depends on
a water seal that is controlled by a gravity disc. The choice of the gravity disc
depends on the oil density, the oil viscosity, the separation temperature, and the flow
rate. All purifiers have a paring disc for discharge of cleaned oil. Certain types have
also a pumping device in the water outlet.
The clarifier does not have a water seal and gravity disc. Consequently there is no
continuous water outlet. All clarifiers have a paring disc for discharge of cleaned oil.
Separated water accumulates together with separated solid material at the periphery
of the bowl. To protect the centrifugal separator from being overfilled with water the
clarifier system has a water-monitoring device to ensure that no water enters the
cleaned oil outlet. Discharge of solid material and water is done intermittently and
controlled by a timer or water-sensing device. It is important to know that after
discharge the bowl has to be primed with a small amount of water before the oil feed
is started again. This is to give the sludge a consistency to ensure ease of discharge.

4.7.1 Centrifugal Separator Waste

During operation of the centrifugal separator solid material and water are transported
by centrifugal force to the periphery of the centrifugal separator bowl. The material
with the higher density settles at the bowl wall and water accumulates between this
material and the oil.
In case of a highly detergent lube oil the water layer may consist of an oil in water
emulsion as the continuous phase with gradually increasing concentration of
emulsified oil towards the oil phase. When a purifier is used, the water is continuously
discharged through the heavy phase outlet. Only solid material accumulates at the
periphery with the water seal between the solid material and the oil.
When the separated solid material and water is discharged, the oil in the centrifugal
separator bowl is first displaced by water in order to minimize the loss of lube oil.

52
The water fills the centrifugal separator bowl pushing the lube oil out through the
cleaned oil outlet. This displacement can be more or less complete depending on
the type of centrifugal separator. In the case of partial discharge centrifugal
separators, the displacement by water will only comprise that part of the total bowl
volume being discharged. In centrifugal separators with total discharge of the bowl
volume the displacement has to be as complete as possible without overfilling the
bowl as this will result in water ingress into the cleaned oil.
The centrifugal separator bowl volume is partially or totally discharged into the
centrifugal separator sludge tank normally situated underneath the centrifugal
separator.
The water necessary for the operation of the centrifugal separator maneuvering
system also ends up in the centrifugal separator sludge tank.
A typical composition of the material in the centrifugal separator sludge tank is
shown below:

Table 0.1 Composition of Centrifugal separator waste.

Source: CiMAC Lube oil treatment of system oil.

The content in the centrifugal separator sludge tanks is transferred to a common

sludge tank where different waste streams are collected; these include, the settling
and day tank drainage, centrifugal separator waste, and waste from fuel (back- flush)
filters. The composition of the content in the common sludge tank may differ
substantially from that in the centrifugal separator sludge tank. For instance,
drainage from the settling and day tank and reject material from back-flushing filters
may increase the oil content.

53
Normally the waste material in the common sludge tank is landed for disposal at a
substantial cost per ton.
There are systems on the market designed to reduce the landed volume to a
minimum. These include the separation of water and oil for further treatment in the
bilge system or by use of the waste as burner or incinerator fuel.
Sometimes specially designed centrifugal separators are used that separate the
water and oil from the sludge tank. The water quality obtained is such that it can be
transferred to the bilge system for further treatment and the cleaned oil contains in
the order of 1 to 15 % water.
There are chemical demulsifiers available on the market that can be helpful when
there are high levels of emulsion in the sludge tank. Correct dosing of such a
demulsifier can drastically improve the degree of separation.
Separation of water and oil can reduce the initial sludge volume by 80 % or more.

4.7.2 Effect of Separation on Lube Oil Analysis

The efficiency of the centrifugal separator is generally not reflected in the routine
lube oil analysis (viscosity, BN, etc.). For instance, the comparison of the analysis
results of lube oil samples drawn before and after the centrifugal separator, may
reveal no differences. This can lead to the wrong interpretation and conclusion that
the centrifugal separator is not working correctly.
Routine lube oil analysis usually includes viscosity, BN, water, insoluble, oxidation
and inorganic constituents. These may be analyzed using standard industry
methods, but some laboratories also use in-house methods for expediency (when
catering for large number of samples) or for additional proprietary information.
Viscosity is mainly influenced by contaminants that cannot be fully removed by
separation.
BN is normally not influenced by separation.
Reduction of water can only be observed when the water content in the lube oil is
above approx. 0.2%.

54
“Insoluble” test methods measure the amount of contaminants that precipitate from
the lube oil after the addition of a solvent eg pentane, heptane etc. Only a small
portion of these “insoluble” were insoluble in the lube oil before addition of the solvent
and therefore only this small portion belongs to the contaminants that could be
removed by separation.
The main fraction of the so called “insoluble” is not affected by the separation
process. The pentane insoluble are usually in the order of 0.05-2.0% whereas the
separable sludge is in the order of 0.005-0.05% by weight.
Oxidation products are dissolved or dispersed in the oil and therefore cannot be
removed by the separation process.
Inorganic constituents are normally measured by ASTM D5185-02. However, this
method can only measure particles smaller than 5–10 μm. Bigger particles can be
measured if the oil sample is ashed but this is not done in routine analysis.
One method to demonstrate that the centrifugal separator is cleaning the oil
effectively is to measure the number of particles in relation to the particle size.
Usually, large particles (> 5 μm) are removed very effectively. This is important
because bigger particles are more harmful. The efficiency of the removal of smaller
particles is quite low. However, the method is only available in a limited number of
laboratories.

4.8 Crosshead Engine Stuffing Box Leakage Oil

In crosshead engines, the cylinder is separated from the crankcase by a seal

arrangement on the piston connecting rod known as the stuffing box.
In the scavenge space above the stuffing box, a viscous mixture is formed. It consists
mostly of cylinder oil with used and unused additives, system oil, water, and
combustion residues. A part of this viscous liquid continuously drains through the
stuffing box contaminating the system oil.
The stuffing box has a drain pipe and the oil removed through this consists mainly
of system oil and to a lesser extent, scavenge space oil.

55
The amount of stuffing box leakage oil depends on the engine type and can vary
from cylinder to cylinder. The average value in older engines is about 20
l/day/cylinder.
Technical development of stuffing box and connecting rod ((eg harness) in newer
engines has reduced the stuffing box leakage oil amount to 0 - 10 l/day/cylinder.
As the stuffing box leak oil consists of up to 80% system oil, a considerable amount
of system oil might be lost this way. Therefore, some installations are equipped with
a unit to clean the drain oil.
The stuffing box cleaning unit consists of a tank and a fine filter. The drained oil is
pumped through the fine filter of only a few microns mesh and then returned to the
system oil sump.
The fine filter will clean the drain oil of combustion residues and wear particles.
However, used additives will remain in the oil, i.e. a stuffing box cleaning unit will not
prevent increase in the BN and viscosity of the system oil. It is for this reason that
engine builders are not in favor of this practice.

4.9 THE ENGINE PROTECTION SYSTEM

The engine protection system normally consists of the following components:

• Full flow filter, which can be a surface filter or a depth filter
• Safety indicator filter
4.9.1 Task of Full Flow Filter
The task of the engine protection system is to protect the engine from abrasive
particles. Therefore, a filter is installed in the full flow oil circuit just before the engine.
As the centrifugal separator operates in parallel to the full flow circuit and only at a
flow rate typically in the order of 1% of the full flow, there is always the risk that solid
contaminants have not (yet) been removed by the centrifugal separator.
The function of the full-flow filter is to protect the engine from harmful larger particles
rather than to remove sludge.

56
4.9.2 Filter Types
Surface filters are normally used to protect large diesel engines burning heavy fuel
oil. They operate with filter media made of wire mesh. When the pressure drop over
the filter indicates the presence of a sludge layer, the filter elements have to be
cleaned by back flushing; this is done automatically or by manually operation.
Normally the filter mesh is clean or almost clean.
The main parameter of a filter is the mesh size, which is the size of the openings in
the filter.
Absolute mesh size is defined as the size of the biggest spherical particle that will
pass through the mesh (larger particles may pass if they are elongated). This
definition gives a virtual understanding of the mesh openings.
Nominal mesh size, is defined as the size of particles of which 85 to 90% are
retained in practical use. This definition, which is purely empirical, is dependent on
the particle shapes. It does not give a clear understanding of the filter mesh geometry
but gives flexibility to the filter manufacturers.
The nominal mesh size is always smaller than the absolute mesh size. The ratio
between the two depends on the wire structure, the mesh size and on the particle
shape and size distribution. For particles in the range of 5 to 50 microns the ratio of
the absolute to nominal mesh size is of the order of 1.5:1.0.
The selected mesh size depends on the requirements of the engine supplier. The
absolute mesh size of the full flow filter is typically 35 microns (20 microns in terms
of nominal size).
In most cases filters are cleaned by automatic back-flushing. There are two different
systems for automatic back-flushing. In one system the cleaning depends on the
differential pressure across the filter elements. At a pre-set pressure difference back
flushing is achieved through one or more filter elements in a cyclic sequence. A
cleaning cycle counter warns when the frequency exceeds a pre-set value.
The other type of automatic back-flush filter uses disc-shaped filter elements divided
in a number of sectors. The elements are back-flushed one at a time while the
remainder of the filter sectors are in operation.

57
The material from filter back-flushing consists mainly of oil which is returned to the
oil sump.
Safety Indicator Filter
In addition to the full-flow filter mentioned above, a manual duplex safety filter is
usually installed just before the engine. The purpose of this filter is to act as safety
net in case the filter screen of the main filter is damaged. In this case the safety filter
will clog rapidly thereby giving an indication to the operator of a problem with the
main filter.
A general guideline is that the safety filter should have a mesh size of twice that of
the automatic main filter.
A filter with smaller mesh size should never be placed downstream of a filter with
larger mesh size. When looking at the size distribution of particles in lube oil in
service, it appears that the number of particles increases rapidly with decreasing
particle size. The effect of this is that the load on the finer filter is always higher which
reduces its “safety net” capability.

58
 Contamínants Sources Consequences

o Combustion Products o Combustion o lncrease of viscosity and

o Oxidation and deteriored o Cylinder oil BN

cylinder oíl o Acidic products and 0 lncrease of lacquer and
o Calcium salt and degradad cylinder oíl sludge
sulphate. additives o Poor anti-corrosive

characteristics
o Fuel o lncomplete combustion 0 Dilutíon
o Blow-by o Oil mist generation

o Leak from fuel pump o Low oil stability

o Poor fuel atomisation o Deposít formation

o Soot o Poor Combustion of fuel o Deposit formation

o Black colouration,

o lncrease of viscosity
o lncrease in insolubles

o Dust, sand, atmospheric o Fuel o Filter plugging

contamination o Scavenge air o Wear

o Ore powder, etc. from

cargo
10 Water, salt o Leak from cooling system o Rusting

o Blow-by moisture o Oil emulsification

condensate o Deposit formation
o lncorrect operation of o Scale
the purifier o Microbial growth
o lmpact on cleaning

o Metallic debris o Engine parts wear systems

o Wear

o Rust and scale o Deposit formation

Table 0.2 Source of Contaminants.

Source: CIMAC Guidelines for lubrication of 2 stroke Crosshead Engine

59
 CHAPTER 5
LUBE OIL DISTRIBUITION IN M/T CAPTAIN MICHAEL (DOOSAN MAN B&W
MCC-6S70)

60
Since mid-1995 we have introduced, as standard, the so called ‘umbrella’ type of
fuel pump for which reason a separate camshaft lube oil system is no longer
necessary.

5.1 Circulation Oil System

The lubricating oil is pumped from a bottom tank, by means of the main lubricating
oil pump (4 40 601), to the lubricating oil cooler (4 40 605), a thermostatic valve (4
40 610) and, through a full flow filter (4 40 615).

RU lubricates main bearings, thrust bearing, axial vibration damper, crankpin

bearings, piston cooling, crosshead, and camshaft and turbocharger bearings. The
major part of the oil is divided between piston cooling and crosshead lubrication.
From the engine, the oil collects in the oil pan, from where it is drained off to the
bottom tank. The engine crankcase is vented through ‘AR’ by a pipe which extends
directly to the deck. This pipe has a drain arrangement so that oil condensed in the
pipe can be led to a drain tank.

Drains from the engine bedplate ‘AE’ are fitted on both sides, for external pipe
connections, we prescribe a maximum oil velocity of 1.8 m/s.

61
Figure 0.1 Captain Michael M/E lube oil System.

Source Doosan Man B&W MCC-6S70 main engine instruction Manual

62
Figure 0.2 Lubrication inside.

Source Man Doosan Man B&W MCC-6S70 main engine instruction Manual

63
5.2. Crosshead lubrication

The crosshead is provided with two guide shoes fitted on the crosshead ends.

The Centre part of the crosshead is designed as a bearing journal which is housed
in the crosshead bearing.

The crosshead bearing cap is provided with a cut out enabling the piston rod to be
assembled with the crosshead journal.

The crosshead is equipped with steel shells lined with bearing metal. The lower shell
is provided with an over layer coating.

The piston rod foot is fastened to the crosshead. To match different engine layouts,
a shim of predetermined thickness is inserted between the piston rod and the
crosshead.

Lubrication The crosshead is provided with bores for distributing the oil supplied
through the telescopic pipe, partly as cooling oil for the piston, partly as lubricating
oil for the crosshead bearing and guide shoes and through a bore in the connecting
rod – for lubricating the crankpin bearing.

The piston cooling oil outlet is led through a control device for each cylinder for the
purpose of checking the temperature and fl ow before the oil is passed on to the lube
oil tank.

In a main bearing, the oil is pumped into the upper shell and it will cool the upper
part of the journal. Since the shaft is rotating, it is cooled on all sides and because
the oil film thickness is very small in the loaded part, the shaft will cool the loaded
bearing half as well.

A crosshead bearing is only oscillating and the lower shell is always loaded. The
cooling oil must be injected between shaft (crosshead pin) and lower bearing.

64
In MAN B&W engines, we have machined a set of channels in the lower crosshead
bearing, in which the cooling oil can pass. The geometry is designed in such a way
that all the loaded square centimeters of the pin are flushed with cooling oil twice,
every engine cycle.

In contrast, the Sulzer crosshead has a plain lower bearing without channels. In
order to inject oil between pin and bearing, they have to supply oil at a much higher
pressure. The injection will take place at around 20 degrees crank angle before TDC,
where the cylinder pressure is still low and upward inertia forces on piston is still
high. There is a short interval, in which the bearing pressure is lower than the oil
pressure".

Figure 0.3 Lube oil Flow inside Crosshead.

Source: Doosan Man B&W MCC-6S70 main engine instruction Manual

65
5.3 Piston Cooling

The piston rod has a through-going bore for the cooling oil pipe, which is secured to
the piston rod top.

Cooling oil is supplied through a telescopic pipe connection on the guideshoe or on

the crosshead and passed through a bore in the piston rod foot and through the
cooling oil pipe in the piston rod, to the piston crown.

The oil is passed on, through a number of bores in the thrust part of the piston crown,
to the space around the cooling oil pipe in the piston rod.

From the bore in the piston rod foot, the oil is led through the crosshead to a
discharge spout and to a slotted pipe inside the engine framebox as well as through
a control device for checking the fl ow and temperature.

The piston rod foot rests on a face cut out in the crosshead pin.

A shim is inserted between the piston rod and the crosshead. The thickness of the
shim is predetermined to match the actual engine layout.

Figure 0.4 Piston cooling.

Source: Doosan Man B&W MCC-6S70 main engine instruction Manual

66
5.4 Axial vibration Damper

The damper consists of a piston and a slit type housing. The ‘piston’ is made as an

integrated collar on one of the main bearing journals, and the housing is mounted on
the pertaining main bearing support.

The axial movement is damped as a result of the restriction incorporated in the bores
which interconnect the oil filled chambers on the two sides of the piston.

Lubricating oil is supplied to both sides of the piston from the main system.

Figure 0.5 Piston cooling.

Source: Doosan Man B&W MCC-6S70 main engine instruction Manual

67
5.5 Camshaft Bearing Lubrication

The camshaft bearings and the fuel and exhaust roller guides are lubricated by the
main lube oil pumps.

The exhaust valve actuators also receive oil from the main lube oil system.

Booster pumps are installed in order to increase the oil inlet pressure.

From the bearings, roller guides and exhaust valve actuators, the oil drains to the
bottom of the bearing housings, where a suitable oil level is maintained to lubricate
the running surfaces of the cams. From here, the lube oil is drained back to the
bottom tank.

Figure 0.6 Camshaft Bearing Lubrication.

Source: Doosan Man B&W MCC-6S70 main engine instruction Manual

68
5.6 Exhaust valve

The hydraulic cylinder is attached with studs and nuts on the air cylinder on top of
the exhaust valve housing.

The exhaust valve is opened by the valve spindle being forced down by the piston
in the hydraulic cylinder.

Throttle/valve:

On some engine types, a combined throttle/valve designed for deaerating the oil
system is fitted at the top of the cylinder.

When the exhaust valve is closed, the pressure in the hydraulic cylinder is low.

A thrust spring opens the valve, enabling oil and air, if any, to escape through the
throttle.

The oil is led through a duct to the space around the air cylinder and is drained off
through a bore X, together with leakage oil from the piston.

When the exhaust valve is activated, the high oil pressure closes the valve, and the
oil flow stops.

Exhaust valve actuating gear

The exhaust valve is actuated by a cam on the camshaft through a hydraulic

Actuating Gear transmission.

The hydraulic cylinder is attached to the camshaft housing by studs and nuts.

A piston enclosed in the hydraulic cylinder rests on a thrust piece in the neck of the
roller guide and is locked to the roller guide by a bayonet joint.

The hydraulic cylinder on the camshaft housing is connected to the hydraulic cylinder
on the exhaust valve by a high pressure pipe.

Oil is supplied from the lubricating oil system through a non-return valve. Leakage
oil from the hydraulic cylinder on the exhaust valve is drained through a pipe
connection.
69
Figure 0.7 Hydraulic Exhaust Valve actuation. Source: Doosan Man B&W MCC-6S70 main engine instruction
Manual

5.7 Turbocharger Lubrication

The system is supplied from the main lube oil system.

The oil is discharged to the main lube oil system. The discharge line is connected to
the venting pipe, E, which leads to open air.

In case of failing lube oil supply from the main lube oil system, e.g. due to a power
black-out or defects in the system, the engine will stop due to shut-down. Lubrication
of the turbocharger bearings is ensured by a separate tank.

The tank is mounted on top of the turbocharger, and is able to supply lube oil until
the rotor is at a standstill, or until the lube oil supply is re-established.

70
Figure 0.8 Turbocharger lubrication

Source: Doosan Man B&W MCC-6S70 main engine instruction Manual

71
5.8 Cylinder Lubrication

The MAN B&W Alpha cylinder lubrication system, is designed to supply cylinder oil
intermittently, every 2 to 20 engine revolutions with electronically controlled timing
and dosage at a defined position.

Cylinder lubricating oil is fed to the engine by means of a pump station which as
standard is mounted on the engine or could be placed in the engine.

The pump station has two pumps (one operating, the other stand-by with automatic
start up) with in-line filters and a heater, the oil fed to the injectors is pressurized by
means of one or two Alpha Lubricators placed on each cylinder and equipped with
small multi piston pumps.

Accumulator tanks on the lubricator inlet pipes ensure adequate filling of the
lubricator while accumulators on the outlet pipes serve to dampen the pressure
fluctuations.

Working Principle

The basic feed rate control should be adjusted in relation to the actual fuel quality
and amount being burnt at any given time. The Sulphur percentage is a good
indicator in relation to wear, and an oil dosage proportional to the Sulphur level will
give the best overall cylinder condition.

The following two criteria determine the control:

• The cylinder oil dosage shall be proportional to the Sulphur percentage in the fuel

• The cylinder oil dosage shall be proportional to the engine load (i.e. the amount of
fuel entering the cylinders).

The implementation of the above two criteria will lead to an optimal cylinder oil
dosage, proportional to the amount of Sulphur entering the cylinders.

72
Figure 0.9 Cylinder Lubrication.

Source: Doosan Man B&W MCC-6S70 main engine instruction Manual

73
 CHAPTER 6
LUBE OIL DISTRIBUITION M/T NECTAR (DOOSAN SULZER RT FLEX)

74
The oil necessary for engine control and lubrication (with the exception of cylinder
and exhaust valve spindle lubrication) is raised by pump to the necessary bearing
oil pressure and by crosshead lubricating oil pump to the pressure necessary for the
crosshead lubrication.

The arrangement of pumps, filters, heat exchangers, etc. is shown on the plant
diagram which is supplied separately from the engine documentation.

6.1 Bearing Oil System

Bearing oil is supplied to oil pipe 10 and main bearings 9 through bores in the bearing
girders via oil inlet pipe 5 on fuel side. Bearing oil is also used to cool the piston via
toggle lever 15.

For actuating the exhaust valves ('hydraulic rod'), oil is led to the exhaust valve
control units via the servo oil system (see also Fig. 'C'). From distributing pipe 18 oil
is also used for the function of fuel pressure control valve 3.06 at the intermediate
fuel accumulator.

The integrated axial damper 8 and if there is a vibration damper 25 are supplied and
cooled with bearing oil.

Oil supply is ensured for the bearings, spray nozzles and fuel pumps via distributing
pipe 18 and internal bores in supply unit 20.

The bearing oil and crosshead bearing oil systems are interconnected through non-
return valve 6.A device (ball valves 36 & 37) for taking oil samples is arranged in the
outlet (drain) for dirty oil 35 from piston underside (see also 0750-1 'Cylinder
lubricating oil').

Remark: Ball valves 36 remain open and ball valves 37 closed during operation.

75
6.2 Turbocharger System

The lubricating oil supply for the exhaust gas turbochargers (lubrication of the plain
bearings and cooling) is ensured by an external lubricating oil system.

The lubricating oil is supplied to turbochargers 29 by a lubricating pump which is

integrated in the plant. The oil is returned via the venting tank 30 (air separator
integrated in the scavenge air receiver) to the lubricating oil tank.

76
Figure 0.1 M/T Nectar Bearing Oil System

Source: Doosan Sulzer RT FLEX 84TD INSTRUCION MANUAL

77
6.3 Crosshead Lubricating System

The lubrication of crosshead pins 9 and bottom end bearings 8 to the connecting
rods is effected through toggle levers 10.

Remark: Should the crosshead lubricating oil pump 4 fail, then the crosshead
lubricating oil system is supplied with bearing oil pressure. Under such conditions
the engine can only be operated at reduced load of 40%.

6.3.1 inside the crosshead

The crosshead lubricating oil 'KE' reaches connecting piece 8, which is fitted to
connecting rod 10, by-passing through support 4, lower lever 6 and upper lever 7.

The oil enters the ring space 'RR' through bore 'BA'. The crosshead pin is lubricated
through bores in the top end bearing shell 9 (see Fig. 'A'). Bore 'OB' through
connecting rod 10 leads the oil to the bottom end bearing.

Figure 0.2 Crosshead Lubrication

Source: Doosan Sulzer RT FLEX 84TD INSTRUCION

MANUAL

78
Figure 0.3 Crosshead lubrication.

Source: Doosan Sulzer Rt flex84-TD Instruction Manual

79
6.4 Servo a Control Oil Systems

The servo and control oil system is provided for controlling the exhaust valve
movement and the injection control units. The required oil is branched off from the
main bearing oil system.

6.4.1 Control Oil Pump

One of the two electrically-driven control oil pumps 6 provides the control oil pressure
of 200 bar, maintaining it over the entire load range. During engine start and at low
load (up to approx. 50%) both control oil pumps are running.

Prior to engine start a servo oil rail pressure of 50 bar is produced via pressure
reducing valve 29 till the engine-driven servo oil pumps 5 deliver the required
pressure.

Upon failure of a control oil pump the second pump ensures the correct pressures.

Attention! The control oil pump must not be put into operation with the oil supply
shut off. The stop valve 18 must be open prior to start-up!

6.4.2 Servo Oil System

Oil reaches the servo oil pumps 5 via automatic filter 1, supply pipe 7 and distributing
pipe 17.

Do not operate the engine with the oil supply to the servo oil pumps interrupted.

The stop valve 18 must always be open during operation!

Dependent on the electrically controlled pressure regulating system (nominal

pressure value depending on engine load), the servo oil pumps deliver oil to servo
oil rail 9 via collector block 3 and rising pipe 8. Leakage control points 31 are
arranged at the flanges of the rising pipes and collector block 3

Remark: In every inlet pipe there are flow sensors 32 monitoring the oil supply
through the servo oil pumps. A possible failure of a pump is indicated in the alarm
and monitoring system.

80
For controlling the exhaust valve spindle movement ('hydraulic cam') servo oil is
used which flows to exhaust valve control units 10 and their control valves (rail
valves) via the servo oil rail, and back to the engine via return 46.

Control oil which is branched off from supply pipe 7 after the automatic filter feeds
the control oil pumps.

The control oil pressure of 200 bar is maintained over the entire load range to ensure
actuation ('hydraulic cam') of injection control units 15.

If both control oil pumps fail, the injection control units are controlled with servo oil
pressure via non-return valves 25.

81
Figure 0.4 Servo and Control Oil System.

Source: Doosan Sulzer Rt Flex 84-td

82
6.5 Piston Cooling

The piston crown is cooled by bearing oil. The piston cooling oil 'KO' is fed from the
crosshead pin into the two inlet slots 'EN'. From here it flows outside the oil pipe 6
(arranged in piston rod 5) till spray plate 4. The cooling oil is sprayed into the cooling
bores of the piston crown through nozzles in the spray plate. From there the oil 'OR'
flows through the oil pipe into the crosshead pin from where it emerges sideways.

Figure 0.5 Piston Cooling.

Source: Doosan Sulzer Rt Flex 84td

83
6.6 Axial Damper

The engine is equipped with an integrated axial damper. The duty of the axial
damper is the reduction of axial vibrations.

The damper consists of an upper 1, and a lower cylindrical part 2, which are both
screw fastened to the last bearing girder, and of a damping flange 'FK' which is a
part of the crankshaft. The oil quantity required for the damping is adjusted by means
of a throttling valve.

Bearing oil 'OE' is supplied via orifices 8 into the spaces 'OR' to both sides of flange
'FK' on crankshaft 10. The bigger part of the oil, thus imprisoned, can only circulate
in case of axial crankshaft movements through throttle valve 3 from one space 'OR'
to the other. The remaining part of the oil is drained due to the radial and axial
clearance of the sealing rings as well as the venting screws.

Figure 0.6 Axial Vibration Damper.

Source: Doosan Sulzer Rt Flex 84 td Instruction Manual

84
6.7.1 Opening
Controlled by the piston in the exhaust valve control unit, hydraulic oil 'HO' is pressed
through the connection 14 into the upper housing 3, moving the step piston
downwards. The valve spindle 6, with air spring piston 10 fastened to it, is also
pushed downwards against the pressure in the air spring 'LF. The exhaust valve
opens. The exhaust gas outflow hits rotation wings 17, thereby rotating the valve
spindle.

6.7.2 Closing
When the hydraulic oil pressure from the exhaust valve control unit diminishes (i.e.
the corresponding relief passages have been opened by the control rod in the
exhaust valve control unit) valve spindle 6 is pressed upwards by the pressure in the
air spring 'LF' acting on the air spring piston. The exhaust valve closes. The hydraulic
oil in the upper housing 3 is pressed back to the exhaust valve control unit.

Lubrication Leak oil from step piston is used to lubricate air spring piston 10. Surplus
oil in space 'LS' is drained to leakage oil drain 'LO'. While the exhaust valve closes
oil enters the air spring 'LF' via the air spring piston. The oil accumulating on the
bottom of the air spring (inlet bore 'EB') is atomized by the in-flowing air. This oil mist
lubricates the upper part of the valve spindle.

85
Figure 0.7: Exhaust Valve Actuation

Source: Doosan Sulzer Rt Flex 84 td Instruction Manual

6.8 Main Bearing Lubrication

The main bearings are supplied with oil 'OE' from the bedplate side. The oil reaches
the bearing running surface through groove 'ON' and bores 'OB'.

Figure 0.8 Main Bearing Lubrication.

Source: Doosan Sulzer rt flex 84td Instruction Manual

86
6.9 Cylinder Lubrication

The load-dependent lubrication of the pistons and cylinders as well as of the exhaust
valve spindles is performed by a separate cylinder lubricating system. The amount
of cylinder lubricating oil to each lubricating point can individually be adjusted and is
load-dependent controlled via the remote control system.

6.9.1 Cylinder lubricating oil

Under normal operating conditions, a high-additive, alkaline cylinder lubricating is
required. The alkalinity of the lubricating oil must be chosen with regard to the
Sulphur content of the fuel.

Description of Cylinder lubrication system

The diagram Fig. 'A' illustrates the complete system which consists of the following
components:

• Daily service tank 1 (shipyard delivery)

• Cylinder lubricating pump 8.06, with (one per engine)

• Angular gear box with electric motor 8.16

• Sight glass indicator 8.07 (two per cylinder)

• Terminal box

• Progressive block distributor 8.04 (two per cylinder)

• Lubricating quill 8.09 with accumulator 8.08 (8+8 per cylinder)

• Piston distributor 2 (one per cylinder)

The speed of the electric motor is load-dependent controlled via remote control.

87
Daily Service Tank

The daily service tank 1 for the cylinder lubricating oil must be placed at a certain
height above the engine, allowing the oil to flow down via supply pipe to cylinder
lubricating pumps 8.06 by static pressure. A low level alarm (LAL) is provided for
monitoring daily service tank.

6.9.2 Arrangement of Cylinder Lubrication Pump

The cylinder lubricating pump is designed as a compact self-supporting unit,
mounted between the upper and the cylinder cover platforms.

A central oil feed is arranged on the end module of the lubricating oil pump 1. Stop
valve 5 and piping filter 6 are fitted in supply pipe 4. The piping filter 6 must be
checked periodically for fouling.

6.9.3 Cylinder Lubrication Pump

The cylinder lubricating pump consists of an initial module 1, with one or up to three
middle module(s) 2 depending on the number of cylinders, and an end module 3.

The angular gear box 4 with electric motor 5 and terminal box 6 is flanged onto initial
module 1. Each pump module is equipped with two vertical pump elements 7 (A+D,
for the upper lubricating level), and two horizontal pump elements 8 (B+C, for the
lower lubricating level) which are driven by an eccentric shaft. In the case of an
uneven number of cylinders, pump elements A+B in end module 3 are replaced by
a dummy flange 9, and the corresponding outlet points are closed.

A level indicator switch 11 in the initial module 1 triggers an alarm as soon as the
lubricant quantity fed is insufficient or the piping filter requires.

88
Figure 0.9 Cylinder Lubrication System and Pump Unit.

Source: Doosan Sulzer Rt Flex 84td Instruction Manual

89
 Conclusions

We could learn about the different areas on main engines which use lube oil and the
difference of oils used on system components. We can also learn about the
components and flow outside and inside the engine. Engine oil treatment is highly
important and it is required to keep the good performances of the lube oils. It is
important to bear in mind that engines are designed to rely on oils for different
functions but still in different ways.

Of course, there are many and different factors that can affect the performance of a
ship engine and this is an everlasting challenge for engineers, but if we learn how to
use lube oil correctly and we make sure that oil is distributed in it optimized way, we
can be sure that engine performance and life expectance will be maximized.

There are many new things that cadets and engineers will learn while they are on
board, but I am sure that my findings and experience gained on boar M/T Nectar &
M/T Captain Michael will turn out to be a valuable source of information when it
comes to Main engine lube oil distribution which is very complex fascinating topic.

xv
 Recommendations
Here we have some recommendations to achieve the correct performances of oils:
 Keep the oils free of foreign contaminants.
 Avoid the mixing of the different lube oils inside the engine.
 Keep the filters and strainer equipment clean so to allow the oil flow freely.
 Give correct Maintenance to lube oil cleaning equipment according to
schedule and manuals.
 Make monitoring equipment is working properly.
 Carried oil testing periodically to make sure that the oils are keeping their
properties.
 Make that the sealing equipment inside engine are doing their duty properly.

xvi
 Bibliography
Books
CIMAC Guidelines for the lubrication of 2 stroke crosshead Engines, 1997, 66 pages
CIMAC Lube oil treatment for medium and crosshead engines, 2005, 26 pages
Doosan Man B&W MCC-6S70 main engine instruction Manual, 2012, Volume 1
operation, type jmr 1983; 481 pages
Doosan Sulzer 7RT FLEX 84 TD main engine instruction manual volume 1
operation, t-300012 Plant; 2007, 438 pages
Websites
En.wikipedia.org/Lubricants
http://www.splashmaritime.com.au/Marops/data/text/Med3tex/Engpropmed2.htm#_
4.1_Lubrication_purpose

xvii
 Glossary
Acid
Any substance containing hydrogen in combination with a non-metallic element(s)
and capable of producing hydrogen ions in solution. An acid is capable of
neutralizing or being neutralized by a base.

Acidity

In lubricants, acidity denotes the presence of acidic constituents whose

concentration is usually defined in terms of an acid number.

Additives

A chemical compound or compounds added to a lubricating oil for the purpose of

imparting new properties or enhancing existing properties.

Antifoam Agent

An additive used to suppress the foaming tendency of petroleum products in service.

May be a silicone oil to break up surface bubbles or a polymer to decrease the
numb.er of small entrained bubbles.

Antiwear agent

Additives or their reaction products which form thin, tenacious films on highly loaded
parts to prevent metal-to-metal contact.

API Gravity

An arbitrary scale adopted by the American Petroleum institute for expressing the
relative density of an oil.

xviii
Ash

The ash content of an oil, determined by charring the oil and breaking the residue
with sulphuric acid and evaporating to dryness. Expressed as% by mass.

Base

A compound which reacts with an acid to produce a salt plus water.

Base Number

A measure of the amount of acid-neutralizing additive present in a lubricating oil,

previously known as Total Base Number.

Cams

Eccentric lobes attached to a camshaft and driven by a crankshaft which are used
in most internal combustion engines to open and close valves and sometimes
operate fuel pumps.

Carbon Residue

Coked material remaining after an oil has been exposed to high temperatures under
controlled conditions. Carbon residue is thus an indicator of the cake forming
tendencies of an oil. It can be expressed as Conradson, Ramsbottom or Micro-
Carbon Residue.

Catalyst fines

Small (typically less than 50 micron) particles of aluminum silicate used as a catalyst
in catalytic cracking (cat cracker) refineries. They are sometimes carried over in the
refinery process and can be found in residual fuels. They are very abrasive and can
cause excessive wear in engine parts particularly fuel pumps, injectors, cylinder
liners and piston rings.

Centipoise

The standard unit of dynamic viscosity, usually quoted as centipoise (cP).

xix
Centistoke

The unit of kinematic viscosity, example, and the measurement of a fluid's resistance
to flow defined by the ratio of the fluid's dynamic viscosity to its density; usually
quoted as 'centistokes (cSt).

Cold-end corrosion

Corrosion phenomena at cold area of lower cylinder liner and or piston skirt area due
to H2S04 condensation at those areas.

Cylinder Oil

Lubricating oil having a high BN for the lubrication of the cylinders of crosshead
marine diesel engines and some types of trunk piston engines.

Demulsibility

The ability of a lubricant to withstand the formation of an emulsion with water. This
property is measured in a test which determines the separation of a well-mixed
sample of oil and water, and gives a 'demulsification Number' or 'Value'.

Detergent

A substance added to a lubricant to keep engine parts clean. In engine oil

formulations, the detergents most commonly used are metallic soaps with a reserve
of basicity to neutralize acids formed during combustion.

Emulsibility

The ability of an oil or other non-water soluble fluid to form an emulsion with water.

Engine Deposits

Accumulations of sludge, varnish and carbonaceous residues due to blow-by of

unburned and partially burned fuel, or from partial breakdown of the crankcase
lubricant. Water from condensation of combustion products, carbon, residues from
fuel or lubricating oil additives, dust and metal particles also contribute.

xx
Fire Point

The lowest temperature at which an oil vaporizes rapidly enough to bum for at least
five seconds after ignition under standard conditions.

Flash Point

The temperature to which a combustible liquid must be heated to give off sufficient
vapour to form a momentarily flammable mixture with air when ignited under
specified conditions.

Polishing

Excessive smoothing out of the surface finish of the cylinder bore or cylinder liner in
an engine to a mirror-like appearance, resulting in depreciation of the ring sealing
efficiency and adhesion of the oil to the liner surface, leading to high oil consumption.
Bore polishing can be produced by excessive quantities of combustion products
which build up on the piston lands and rub on the liner, or by ring scuffing.

Rings

The circular metallic elements that ride in the grooves of a piston and provide
compression sealing during combustion. Also used to spread oil for lubrication of the
cylinder liners.

Scuffing

Abnormal wear occurring in engines due to localized welding and fracture. lt can be
prevented through the use of antiwear, extreme pressure and friction modifier
additives.

Sludge

Oil insoluble products formed from lubricants and/or fuels used in internal
combustion engines, and deposited on engine parts other than those in contact with
the combustion space.

xxi
Tribology

The science of lubrication, friction and wear.

Viscosity

The property of a liquid by virtue of which it offers resistance to motion or flow. lt is

commonly regarded as the 'thickness' of the liquid. Viscosity decreases with
increasing temperature.

Viscosity Index

An arbitrary scale used to measure a fluid's change of viscosity with temperature.

xxii