9/6/2021 LUBE OIL

APL Assignment

Muhammad Hassaan Siddique

APL INTERNEE
Introduction:
The lubricating oil for a diesel engine needs a variety of properties. It must be able to clean
engine components and keep them clean, it must neutralize acids, transfer heat, fight rust and
corrosion in addition to its main job of lubricating the engine for a very long time. Since
lubricating oil is a product influenced in its quality by a variety of stresses, monitoring of the oil
quality, adequate oil maintenance, as well as its timely replacement if needed (partially or
totally) must be ensured. Also, the selection of the type and grade of lubricant to be used should
be based on the relevant engine operating conditions and service conditions.
Since the Roman era, many liquids, including water, have been used as lubricants to minimize
the friction, heat, and wear between mechanical parts in contact with each other. Today,
lubricating oil, or lube oil, is the most commonly used lubricant because of its wide range of
possible applications. The two basic categories of lube oil are mineral and synthetic. Mineral
oils are refined from naturally occurring petroleum, or crude oil. Synthetic oils are manufactured
polyalphaolefins, which are hydrocarbon-based polyglycols or ester oils.
Although there are many types of lube oils to choose from, mineral oils are the most commonly
used because the supply of crude oil has rendered them inexpensive; moreover, a large body of
data on their properties and use already exists. Another advantage of mineral-based lube oils is
that they can be produced in a wide range of viscosities—viscosity refers to the substance's
resistance to flow—for diverse applications. They range from low-viscosity oils, which consist
of hydrogen-carbon chains with molecular weights of around 200 atomic mass units (amu), to
highly viscous lubricants with molecular weights as high as 1000 amu. Mineral-based oils with
different viscosities can even be blended together to improve their performance in a given
application. The common 1OW-30 motor oil, for example, is a blend of low viscous oil (for easy
starting at low temperatures) and highly viscous oil (for better motor protection at normal
running temperatures).

Categories of lube oil:

The two basic categories of lube oil are:

 mineral 
 synthetic
  Mineral oils are refined from naturally occurring petroleum, or crude oil. Synthetic oils are
manufactured polyalphaolefins, which are hydrocarbon-based polyglycols or ester oils.

Principal functions of engine oils

Basically, the principal functions of the engine lubricant are as follows.
1. Reduce friction
2. Minimize wear of engine components including corrosive wear
3. Removal of heat
4. Protection of engine components against harmful deposits
5. Sealing
Apart from these basic functions, the lubricants are also expected to control against any deposit
formation in the lubrication system (circulation lines, check valves and sight glasses). In
merchant marine terminology, diesel engine lubricants are classified as follows:
1. Cylinder oils
2. System oils for crankcase lubrication of crosshead engines
3. Crankcase oils for medium or high speed trunk piston engines.

TYPES OF LUBRICANTS
There are 4 types of lubricants:
i Oil.
ii Grease.
iii Penetrating Lubricants
iv Dry Lubricants.

The 2 most common lubricants with the most used are oil and grease. However, dry and penetrating
lubricants are still in use. It’s important to understand when we should and should not be using these
different types of lubricants.

OIL
It is a thin liquid that comes in different “weights” or viscosity, the lower the weight number,
the thinner the oil. At times, additives can be mixed with the oil to prevent oxidizing and
corrosion.
When to use oil
 On hinges, bearings, tool maintenance, sharpening blades
 Need lubrication, but don’t want to take everything apart, so you wick the oil into a
small space

Don’t use oil when

 The machine or part needing lubrication looks dirty or dusty. Adding oil to a dirty or
compromised area will cause additional friction or the oil will “gum up.” Additionally, if
the surface isn’t clean, oils that are lower in viscosity will drip or run.

 If the surface area is wet or will become wet, this will wash the oil away. This is a
common misconception since oil does make things water-resistant. However, the oil
absorbs the water and over time it will lower its adhesion and wash off the parts that
needed lubrication in the first place.
 GREASE
It is made by mixing oil, a thickener, (usually a lithium-based soap), and at times additional
lubricants, like PTFE (Teflon). Due to how it’s made, it has the same lubricating properties
as oil. However, its texture and stickiness help it adhere to surfaces better. Greases come
in a variety of consistencies, the thinnest being similar to ketchup, the thickest coming close
to a block of cheddar cheese.
When to use grease
 On gears, bearings, chains, linkages.
 Need the lubrication to stick to the surface for a long period.
 Want to sell out particles of dust or water droplets.
 Use the machine so seldom that you may forget to oil it.

Don’t use grease when

 Our machine has fast-moving or fine parts and grease could slow it down or create
too much resistance.
 If we need to keep the area clean, moving parts can fling grease around.
 When we have fine or fast-moving mechanisms where thick grease would create too
much resistance.

Penetrating lubricant
Penetrating lubricant is not long-lasting lubrication, its only use is for infiltrating tiny cracks,
adding lubrication, and breaking up rust.
When to use penetrating lubricant
 Loosening stuck nuts or bolts. Whether they’re covered in rust or years of debris, this
will set them free.

 Removing chewing gum (it happens), adhesive stickers, and warehouse repair tasks.

Don’t use penetrating lubricant when

 This cannot be used in place for other lubricants, never use this product on bearings
or other parts. It doesn’t last long and will damage your machine.

Dry lubricant
It is a great alternative when we can’t use oil or grease that will attract dust and dirt. At a
molecular level, the tiny particles that make up dry lubricants (like graphite) are super
slippery. Dry lubricant usually comes in a spray form that’s been mixed with water, alcohol,
or another solvent that eventually will evaporate away leaving behind a thin film of lubricant
to reduce friction.
When to use dry lubricant
 On threaded rods, locks, hinges
 Need to avoid using a lubricant that attracts dust or dirt
 Surfaces may be exposed to extremely high heat or pressure. If this occurs, oils will
start to oxidize.
Don’t use dry lubricant when
 The application surface will be exposed to liquids or solvents that can wash away the
remaining lubricant.
Crosshead Engine Oils
Crosshead engines generally burn residual fuels. In this type of engine, separate systems are used
for:-
 cylinder lubrication (which is a total-loss system)
 crankcase lubrication
Different properties are required for the oils used for these two applications.

Cylinder Oils
One of the most important properties of the cylinder oil is a high alkalinity to combat the
corrosive sulphuric acid derived from combustion of sulphur in the fuel; this fuel sulphur can be
up to around 5 per cent (m/m).. Because cylinder lubrication is a “total-loss” / ”once through”
system

System Oils
The crankcase of the crosshead engine is separated from the combustion side. The division is
achieved by a piston rod gland. Although in principle the system oil is not directly exposed to
contamination by combustion by-products or used cylinder lubricant, in practice some
leakage/contamination through the piston rod gland does happen. In addition, whilst some
crosshead engine designs with water cooled pistons still exist, most of the recently introduced
models have pistons cooled by the system oil.
System oils possess a degree of alkalinity reserve together with dispersant properties. System oils
used in engines with oil cooled piston may be exposed to high piston undercrown temperatures.
In these circumstances enhanced thermal and oxidative properties of the system oil are also
required. Such alkaline system oils have the advantage that they protect the internal engine parts
against corrosion by strong acids which may enter the oil by leakage of used cylinder oil draining
through the piston-rod gland. Their dispersancy properties minimize sludge deposits and keep
the piston undercrown, piston under-space (crosshead gland) and the crankcase clean.
Notwithstanding these properties, such oils are usually designed to have good water and sludge
separation properties so that water and sludge contaminants may be readily removed by normal
shipboard purification processes. Normally the system oil is not designed for oil change at
regular intervals.

Medium Speed Trunk Piston Engine Oils

Medium speed trunk piston diesel engines employ a single lubrication system for the entire
engine, however, in some instances the cylinders are also fitted with lubrication quills, through
which oil is fed. Nevertheless even in these cases, splash-lubrication also contributes
significantly to the amount of oil on the cylinder walls. Whilst the need for extreme pressure
(EP) / anti-wear properties is less marked than for high speed engines, these properties are often
incorporated in order to widen the shipboard application of this class of oils to other equipment
such as reduction gears. Multigrade oils find little application in this class of engines.
Some medium speed trunk piston engines burn distillate fuel and their lubrication requirements
are similar to those for high-speed trunk piston engines burning this type of fuel. But, most
medium speed trunk piston engines are normally designed to burn residual fuel containing
sulphur up to 5.0% m/m, and need crankcase lubricants with an appropriate level of alkalinity –
i.e. having suitably high Base Number (BN) - to neutralize the corrosive combustion acids that
may contaminate the oil. Medium speed trunk piston engine oils contain additives imparting a
high level of oxidation and thermal stability, detergent / dispersant characteristics, protection
against corrosion of both ferrous and non-ferrous materials and anti-foam characteristics.
Medium speed trunk piston engine oils generally contain relatively little or no ashless dispersant
additives since they can negatively affect water separation performance.
The crankcase oil in a trunk piston engine is continuously exposed to combustion products,
whereas – apart from unavoidable indirect contamination – the system oil in a crosshead diesel
engine is not. The alkalinity reserve of the new lubricant is selected on basis of engine design,
typical sulphur content of the fuels to be burnt and the oil consumption rate. The latter is
determined primarily by the engine design and secondly by operating conditions. In any case, the
engine builders should be consulted for their guidance. In the case of low to very low oil
consumption (0.50 down to 0.10 g/kWh), the engine builder’s requirement for adequate service
BN translates into a demand for lubricant BN grades as high as 50-55. The key deciding factor
for such higher BN grades is the impracticality or undesirability of frequent oil changes to
maintain service BN above the minimum limit. It is well known that BN providing additives also
often give detergency power to the oil.
In addition, certain alkaline additives also contribute to the anti-oxidation capacity of the oil. It is
therefore important to observe the BN of the oil in service not only as a measure of neutralizing
capacity, but also as a measure of its detergency power and anti-oxidation reserve. However, the
above varies and depends greatly on additive technology. Trunk piston engine burning residual
fuels should be fitted with a centrifuge purifier/separator which help clean its lubricating oil.
Under normal conditions of oil consumption, trunk piston engine oils do not require oil changes
for a very long time, perhaps up to several years for large engines, provided that
a) the centrifuge capacity is not too small and kept in correct operation,
b) combustion conditions are normal
c) the oil is not contaminated with raw residual fuel. A trunk piston engine oil is therefore
required to have at least moderate dispersancy properties and an excellent water separation
characteristics such that contaminants/water transported by the lubricant to the purifier can be
effectively removed.

High Speed Trunk Piston Engine Oils

High speed trunk piston diesel engines employ a single lubrication system for the entire engine.
Their lubricants must be capable of working under adverse conditions that promote oxidation /
nitration and thermal breakdown of the oil, and that lead to oil contamination, especially by soot
and other combustion products. Corrosive products may be present in the oil, resulting from
both:
 oil oxidation (weak acids that corrode bearings in particular)
 strong acids from combustion of sulphurous fuels.
The strong acids are corrosive to ferrous components, such as cylinders and piston rings. To
provide satisfactory lubrication under these conditions, the crankcase oils must contain
detergent/dispersant, acid-neutralizing (alkaline) and anti-oxidant additives. Anti-foam additives,
pour-point depressants and anti-wear (extreme-pressure) additives for valve trains are also
commonly used. Multigrade oils are occasionally used for small high speed trunk piston engines
and they usually contain polymeric viscosity index improvers, as well as specialised mineral oils
or synthetic oils with an inherently very high VI. High-speed trunk piston engines burn distillate
fuels without exception. High-speed trunk piston engines require their oil to be changed at the
regular set intervals; this helps control oil stress from both operating conditions and engine
design. Economical pressure on the operators is relatively low due to the small oil sump size. In
most cases, the oil is simply treated with a filter without centrifuge purifier due to limited engine
room space. Therefore, the oil is required to have excellent dispersancy properties, which helps
suspend/control insolubles, but which also means it is poor in water separation characteristics.
Hence when contaminated with water, the oil can easily become a stable emulsion to the extent it
needs renewal.

Factors Affecting Oil Degradation

The following parameters of engine design and operating condition affect oil degradation:

Specific Lube Oil Consumption (SLOC, g/kWh )

Specific lube oil consumption (SLOC) is defined as oil consumption in grammes per hour per
unit of output in kilowatt of the engine. In this document, lower oil replenishment / top-up is a
direct consequence of lower SLOC.
The oil consumption of conventional trunk piston diesel engines has been in the range 1 -1.5
g/kWh, however new engine designs have an oil consumption typically in the range 0.2 - 0.8
g/kWh. This reduction in oil consumption results from the incorporation of “special” rings which
are inset into the upper part of the cylinder liner. These “special” rings are described as flame
rings, anti-polishing rings, carbon-cutting rings, burner rings, fire rings, calibration rings, piston
cleaning ring or scuff rings. Such “special” rings, installed at the top of the cylinder liners, give a
controlled clearance with the piston crown. Consequently, the crown land deposit is reduced to
the extent that, when the piston tilts during thrust and antithrust motions, rubbing of the crown
land against the cylinder liner surface is minimal. Bore polish caused by the carbon build-up is
thereby prevented. With less or no bore polish, and with significantly reduced hot carbon wiping
the cylinder liner, the oil consumption will be significantly reduced.
Another explanation of reduced oil consumption is the improved gas sealing of the ring pack
against the cylinder liner due to better distribution of gas pressure to the back of the piston rings.
The improved gas distribution is the direct consequence of the cleaner piston crown land brought
about by the application such “special” rings.
The reduced oil consumption will directly influence oil degradation through reduced oil top up.
This will be reflected by e.g. an increase in viscosity, and a reduction of BN. Therefore,
considering all other parameters, the oil consumption must be seen as the key factor influencing
oil degradation.

Specific Lube Oil Capacity (or Sump Size) - kg/kW

The specific oil capacity (or sump size or oil charge) is defined as the nominal quantity (kg) of
lubricant circulated in the engine per unit of output (kW). The specific oil capacity is about 0.5 -
1.5 kg/kW in engines of dry sump design. Engines of wet sump design generally have a specific
oil capacity of 0.1 – 1.0 kg/kW. The specific oil capacity does not directly affect the maximum
or the equilibrium level of the oil deterioration. However, the specific oil capacity influences the
speed with which a lubricant deteriorates during service. The smaller the specific oil capacity is,
the faster the oil degradation attains an equilibrium level.

System Oil Circulation Speed

Lubricants are subjected to degradation by the blow-by gas, including soot and NOx, during the
residence time in the crankcase. Thus the time required for each circulation of the total oil
volume affects the speed of oil degradation. The time required for one circulation of the total
bulk oil is about 1.5 – 6 minutes with the trend towards smaller oil volumes and therefore shorter
circulation times.

NOx Content in the Crankcase Atmosphere and Influence on Lubricant

Lubricant degradation by NOx may proceed by two main paths
 The first one is the normal oxidation of lubricants. Here NOx behaves as a precursor and
catalyst promoting an oxidative reaction. NOx is very reactive in creating nitrites, nitrates
and nitro-compounds. These are sources of free radicals that usually initiate oxidative
reactions.
 The other path involves the direct nitration of the lubricant and its oxidation products to
produce mainly soluble organic nitrate and, to a lesser degree, nitro-compounds. These
nitration products are unstable and subsequently undergo polymerization to form
products which are similar to those obtained from oxidation. Hydro-peroxides and
alcohols formed during the oxidation are converted to nitrates by reaction with NOx as
well. These contribute to a 15 high increase in acidity and viscosity of the lubricant. If
allowed to accumulate, products derived from both degradation pathways eventually
agglomerate, become insoluble, and appear as deposits on engine parts.

Metals in Lubricant Systems

Copper in particular acts as a strong catalyst for oxidizing the lube oil. Copper and copper alloys
in total have an extremely deleterious effect on lubricants. Microscopic particles of wear metals,
particularly copper and iron, in used oils also work as oxidizing catalysts.