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    Generel Lube Theory

    Uploaded by

    Wagner Guimarães
    The document discusses cylinder lubrication for two-stroke engines. It explains that cylinder oil is needed to clean parts from combustion deposits through detergency, transport deposits away from the combustion chamber, lower friction through lubrication, and control corrosion with additives. Insufficient detergency was observed with an oil having poor detergency properties, while proper cleaning was achieved with oils of higher detergency level down to dosages of 0.60g/kWh. Optimal lubrication was established at 0.61g/kWh dosage, as oil film thickness remained sufficient down to this level. Low-sulphur fuels were also discussed as causing bore polish issues without proper additization.

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    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd

    Generel Lube Theory

    Uploaded by

    Wagner Guimarães
    66 views20 pages
    The document discusses cylinder lubrication for two-stroke engines. It explains that cylinder oil is needed to clean parts from combustion deposits through detergency, transport deposits away from the combustion chamber, lower friction through lubrication, and control corrosion with additives. Insufficient detergency was observed with an oil having poor detergency properties, while proper cleaning was achieved with oils of higher detergency level down to dosages of 0.60g/kWh. Optimal lubrication was established at 0.61g/kWh dosage, as oil film thickness remained sufficient down to this level. Low-sulphur fuels were also discussed as causing bore polish issues without proper additization.

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    1. Generel lube theory

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    The document discusses cylinder lubrication for two-stroke engines. It explains that cylinder oil is needed to clean parts from combustion deposits through detergency, transport deposits away from the combustion chamber, lower friction through lubrication, and control corrosion with additives. Insufficient detergency was observed with an oil having poor detergency properties, while proper cleaning was achieved with oils of higher detergency level down to dosages of 0.60g/kWh. Optimal lubrication was established at 0.61g/kWh dosage, as oil film thickness remained sufficient down to this level. Low-sulphur fuels were also discussed as causing bore polish issues without proper additization.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    66 views20 pages

    Generel Lube Theory

    Uploaded by

    Wagner Guimarães
    The document discusses cylinder lubrication for two-stroke engines. It explains that cylinder oil is needed to clean parts from combustion deposits through detergency, transport deposits away from the combustion chamber, lower friction through lubrication, and control corrosion with additives. Insufficient detergency was observed with an oil having poor detergency properties, while proper cleaning was achieved with oils of higher detergency level down to dosages of 0.60g/kWh. Optimal lubrication was established at 0.61g/kWh dosage, as oil film thickness remained sufficient down to this level. Low-sulphur fuels were also discussed as causing bore polish issues without proper additization.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 20

    Cylinder Lubrication, latest experience

    Why lube 2-stroke cylinders?

     To clean the moving parts (Ring,


    grooves and ring lands) from
    deposits formed by the combustion
    (detergency)
     To transport deposits - dissolved or
    neutralised by the oil - away from
    the combustion chamber
     To lower the friction and prevent
    seizures by separating the liner and
    rings by an oil film.
     To apply additives, to control
    corrosion

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Insufficient detergency !
    •6S60MC-C engine
    •Test bed dosage (ample oil)
    •A 30BN oil with pour
    detergency level !!

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Insufficient detergency !
    •6S60MC-C engine
    •Test bed dosage (ample oil)
    •A 30BN oil with pour
    detergency level !!

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Insufficient detergency !
    •6S60MC-C engine
    •Test bed dosage (ample oil)
    •A 30BN oil with pour
    detergency level !!

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Sufficient detergency ?
    •6S90MC-C VLCC engine
    •Oros combustion chamber
    •Alu-coated CPR piston rings
    •Slide fuel valve
    •High cyl. oil dosages (1.2 g/kWh)
    •Cylinder oil with 70BN

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Sufficient detergency ?
    •8SC0MC Car-carryer, 42,773 running hours
    •At 15000 running hours: Cyl.inder Lubricator
    fitted with 3.5 mm pistons instead of 6 mm
    •High topland piston
    •Alu-coated CPR piston rings
    •Slide fuel valve
    •Low cyl. oil dosages 0.55 g/kWh the last
    4019h
    •Cylinder oil Taro special 70
    •Piston never pulled

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Conclusion regarding detergency (cleaning):


    Proper cleaning require a good cylinder oil
    with a high detergency level.
    All cylinder oils, from BN80 down to BN40,
    approved by MAN B&W, has a detergency
    level capable of cleaning at least down to
    0.60 g/kWh.

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Why lube 2-stroke cylinders?

     To clean the moving parts (Ring,


    grooves and ring lands) from
    deposits formed by the combustion
    (detergency)
     To transport deposits - dissolved or
    neutralised by the oil - away from
    the combustion chamber
     To lower the friction and prevent
    seizures by separating the liner and
    rings by an oil film.
     To apply additives, to control
    corrosion

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    To transport deposits - dissolved or


    neutralised by the oil - away from the
    combustion chamber:
    No problem
    draining
    scavenge boxes
    at lube oil
    dosages in the
    range of 0.60
    g/kWh and up-
    wards

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Conclusion regarding transportation:


    No problem draining scavenge boxes at
    lube oil dosages in the range of 0.60
    g/kWh and up-wards.

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Why lube 2-stroke cylinders?

     To clean the moving parts (Ring,


    grooves and ring lands) from
    deposits formed by the combustion
    (detergency)
     To transport deposits - dissolved or
    neutralised by the oil - away from
    the combustion chamber
     To lower the friction and prevent
    seizures by separating the liner and
    rings by an oil film. (Lubricate)
     To apply additives, to control
    corrosion

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    OFTM by BP (Oil Film Thickness Measurements)

    Hamburg. May 2009, Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Feed rate test, 85% load, Alpha


    5.0

    4.5

    4.0

    3.5
    AFT
    3.0
    OFT [um]

    2.5

    2.0

    1.5
    MAN.
    1.0

    0.5

    0.0
    0.30 0.35 0.40 0.45 0.50 0.55 0.60 0.65
    Feed rate [g/bhp at MCR]

    Compression Average all sensors (1 to 7) Compression Average sensor 1-3-5-7 Compression Average sensor 2-4-6
    Expansion Average all sensors (1 to 7) Expansion Average sensor 1-3-5-7 Expansion Average sensor 2-4-6

    Hamburg. May 2009, Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Conclusion regarding oil film:


    The oil film thickness, in the lower loaded
    areas of the liner vary significantly with the
    cylinder oil dosage.
    However, in the high loaded part of the
    liner, the oil film maintains a safe and
    pretty constant oil film at one micro
    millimetre in the range from a very high
    dosage (2 g/kWh) down to 0.60 g/kWh.
    With other words, optimal oil film is
    established at 0.61 g/kWh, and no further
    improvement is obtained at higher
    dosages.

    Hamburg. May 2009, Henrik Rolsted © MAN Diesel


    Cylinder Lubrication, latest experience

    Why lube 2-stroke cylinders?

     To clean the moving parts (Ring,


    grooves and ring lands) from
    deposits formed by the combustion
    (detergency)
     To transport deposits - dissolved or
    neutralised by the oil - away from
    the combustion chamber
     To lower the friction and prevent
    seizures by separating the liner and
    rings by an oil film. (Lubricate)
     To apply additives, to control
    corrosion

    Hamburg. May 2009, Presented by Henrik Rolsted © MAN Diesel


    Low Sulphur Fuel Operation

    Crude oil
    refining

    250 tons Residual fuel

    Ashes Sulphur 8 tons (CH2)n

    S + O2 => SO2 16 tons + H2O => H2SO3 Sulphurous acid

    2SO2 + O2 => 2SO3; SO3 + H2O => H2SO4 250 kg ~ Sulphuric acid
    1 tons BN 70 reduced to BN 20 40 kg CaCO3 consumed
    CaCO3
    Calsiumcarbonat
    40 kg + H2SO4 44 kg = CaSO4 60 kg + H2O + CO2
    Calciumsulfat

    Hamburg. May 2009, by Henrik Rolsted © MAN Diesel


    Low Sulphur Fuel Operation

    Bore polish, the result of


    over additivation

    Hamburg. May 2009, by Henrik Rolsted © MAN Diesel 19


    Low Sulphur Fuel Operation

    Sulphur Condensation:

    Liner temp. and Acid Dew Point 3%S

    300 No condensation
    280
    No condensation
    260
    118 bar° y = 129.99x0.1458
    88 bar° 240

    Temperature
    220

    200

    180 Acid condensation


    160

    140 K90MC LTL


    K90MC HTL
    120 Power (3% Sulphur)

    100
    0 20 40 60 80 100 120 140
    Presure [Bar]

    New design Previous design

    Hamburg. May 2009, by Henrik Rolsted © MAN Diesel 20


    Low Sulphur Fuel Operation

    1.70
    1.60 ACC factor 0.34 g/kWh x S% for Low top land Engines
    1.50
    1.40 ACC factor 0.20 g/kWh x S% for High top land Engines
    1.30
    Absolute dosage (g/kWh)

    1.20
    1.10
    Lower limit set for
    1.00
    hydrodynamic reasons
    0.90
    0.80
    0.70
    0.60
    0.50
    Degree of over additivation
    0.40
    0.30
    0.20
    0.10
    0.00
    0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
    Sulphur %

    Hamburg. May 2009, by Henrik Rolsted © MAN Diesel


    WHY NOT – THE BENEFITS
    Alpha Lubricator

    Liner wear rate as function of lube dosage

    Wear
    1

    0.9

    0.8

    0.7

    Liner wear (mm/1000h)


    0.6

    0.5

    0.4

    0.3
    0.10 mm/1000h
    0.2
    0.05 mm/1000h
    0.1 0.02 mm/1000h

    0
    0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6
    lub e d o sag e ( g / b hp h) Cylinder oil
    CacO3

    Hamburg. May 2009, by Henrik Rolsted © MAN Diesel 22

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