Analyzing Lubricating Oil Used Onboard A PDF

Myanmar Maritime University
Department of Marine Engineering
Analyzing Lubricating Oil Used Onboard and

Modern Main Engine’s Lubricating System
Mg Nyan Lin Htet

ME 2
Mg Htet Paing Oo Maung
ME 6
Mg Zaw Htet Oo
ME 43
Mg Wai Lin Htun
ME 80
Mg Tin Aung Lin
ME 83
Final Year Project

November, 2012
Thanlyin
Analyzing Lubricating Oil Used Onboard and

Modern Main Engine’s Lubricating System
Mg Nyan Lin Htet

ME 2
Mg Htet Paing Oo Maung
ME 6
Mg Zaw Htet Oo
ME 43
Mg Wai Lin Htun
ME 80
Mg Tin Aung Lin
ME 83
A Paper Submitted to the Department of Marine Engineering in
Partial Fulfillment of the Requirements for the Award of the
Degree of Bachelor of Engineering (Marine Engineering)
November 2012
Thanlyin
We certify that we have examined and recommended to the
Department of Marine Engineering for acceptance of the paper entitled
“Analyzing Lubricating Oil Used Onboard and Modern Main Engine’s
Lubricating System” submitted by Mg Nyan Lin Htet, ME-2, Mg Htet Paing
Oo Maung, ME-6, Mg Zaw Htet Oo, ME-43, Mg Wai Lin Htun, ME-80, Mg
Tin Aung Lin, ME-83 in partial fulfillment of the requirements for the award
of the degree of Bachelor of Engineering (Marine Engineering).
Board of Examiners:
1. Dr. Myat Lwin …………………
Head of Department (Chairman)
2. U Soe Tint
Engineer Superintendent .….........................
MOT 1st Class Engineer (FG) (External Examiner)
Ship Surveyor, Examiner and
Director, DMA (Retd)
3. Dr. Thu Han Tun …………………..

Lecturer (Member)
Head of Department of Marine Mechanical
4. Daw Myint Myint Maw ………………….

Assistant Lecturer (Supervisor)
i
Acknowledgement
First of all, the authors would like to express their respects and heartfelt
thanks to their Rector Dr. Charlie Than and Pro-Rector Dr. Myat Lwin
(Academic) of Myanmar Maritime University (MMU) for their valuable
advices, guidance and cooperation.
The authors wish to thank Daw Saw Thandar Shwe (Lecturer, Head of
Department of Marine Engineering Acting) for her kind help. The author
also like to thank U Soe Tint (Visiting Lecturer) and U Min Han Tun, Chief
Engineer (Retd), Myanmar Navy who gave beneficial comments during first
draft presentation.
The authors gratefully acknowledge Daw Myint Myint Maw,

Supervisor, for her guidance, criticism, many ideas and continuous support.
A complete destination of this thesis will not be reached without her
encouragement.
Very very special thanks to Deputy Director U Soe Naing (1)

(Engineering and Ship Survey, Department of Marine Engineering) who
supplied necessary books, answered numerous queries and added his wealth
of experience, sharing his precious time. The authors successfully compiled
this thesis with his undimensioned and enthusiastic assistance.
Many thanks go to U Kyaw Win, Chief Engineer (Retd), Myanmar Five

Star Line who also provided important information about latest Wärtsilä and
MAN B&W engines and gave a clear explanation between them.
Finally, we thank U Hote Sein (Retd), Myanmar Navy, U Kyaw Soe

Myint (Retd), Myanmar Navy from Sinmalike Shipyard and the authors
desire to render special thanks to all teachers of MMU for patient and
thorough teaching with sincere benevolence.
ii
Abstract
Over the past decade, there have been significant advances in the field
of marine diesel engines such as ‘camshaft-less electronically controlled
engine’ series. This book has been written with a view to fulfilling the
necessary studies of marine engineering students to be in touch with up-to-
date information on present day engines which have replaced by the older
series.
In this thesis, not only lubricating oil which has been familiarized by
marine engineering students but also electrically controlled camshaft-less
engine’s lubricating oil circulating and operating systems are inscribed. By
constructing a separate chapter, important cylinder lubricating systems are
also composed in details with latest systems. This thesis provides an easy
and in-depth understanding of lubricating oil as well as today’s main engine
lubricating systems. Also, this thesis perfectly gives simple insight into the
working of lubricating system.
A distinctive feature of this thesis is that the authors make an effort to

submit modern lubricating systems thoroughly and completely. Another is
the authors’ opinions which deals with modern systems compared to
convectional systems are also recommended.
This thesis can give useful knowledge about engine lubrication for
marine engineering students and this knowledge will provide them for
continual standing up as a professional marine engineer.
iii
Table of Contents
Acknowledgements i
Abstract ii
Table of Contents iii
List of Figures vii
List of Tables ix
Nomenclature x
Chapter Title Page
1 Introduction
1.1 Background 1
1.2 Objectives 2
1.3 Scope of the Thesis 3
2 Lubricating Oil Specification and
Lubrication Classification
2.1 Lubricating Oil 4
2.2 Important Properties for Engine Lubricating Oil 4

2.2.1 Viscosity 4
2.2.2 Viscosity Index 4
2.2.3 Pour Point 5
2.2.4 Flash Point 5
2.2.5 Oxidation Stability 5
2.2.6 Cracking Stability 5
2.2.7 Carbon Residue 6
2.2.8 Demulsibility 6
2.2.9 Load Carrying Ability 6
iv
2.2.10 Alkalinity 6
2.2.11 Total Acid Number and Total Base Number 7
2.2.12 Detergency and Dispersancy 7
2.3 Additives 7
2.3.1 Additive Functions 8
2.4 Functions of Lubricating Oil in an Engine 9
2.5 Engine Lubricating Oils 9
2.5.1 Slow Speed Diesel Engine Oil 11
2.5.2 Medium Speed Diesel Engine Oil 14
2.5.3 High Speed Diesel Engine Oil 16
2.6 Lubrication Classification 17
2.6.1 Hydrodynamic Lubrication 17
2.6.2 Boundary Lubrication 19
2.6.3 Hydrostatic Lubrication 20
2.6.4 Elastohydrodynamic Lubrication 21
3 Circulating and Operating System of Lubricating Oil
3.1 Typical Two Stroke Main Engine Lubricating Oil 22
Circulating System
3.2 Lubricating Oil System of Wärtsilä RT-flex 60C 24
3.2.1 Main Engine Lubricating Oil Circulating 24
System
3.2.2 Lubricating Oil Operating System 30
3.2.3 Cylinder Lubricating Oil Supply System 32
3.2.4 Main Lubricating Oil System Components 32
3.3 Lubricating Oil System of MAN B&W S70ME-C 34
3.3.1 Main Lubricating Oil Circulating System 34
3.3.2 Lubricating Oil Operating System 40
3.3.3 Main Lubricating Oil System Components 41
v
4 Cylinder Lubricating System

4.1 Purpose of Cylinder Lubrication 44
4.2 Four Stroke Trunk Piston Engine Case 44
4.3 Two Stroke Crosshead Engine Case 45
4.4 Accumulator and Quill System (CLU 3 System) 45
4.4.1 Lubricating Accumulator 45
4.4.2 Lubricating Quill 46
4.4.3 Working Principle 46
4.5 Wärtsilä Pulse Jet Lubricating System 48
4.5.1 Main Components 48
4.5.3 Control and Monitoring System 52
4.6 MAN B&W Alpha Lubricating System 54
4.6.1 Main Components 54
4.7 Disadvantages of Accumulator and Quill System 58
4.8 Advantages of Modern Cylinder Lubricating 59
Systems
4.8.1 Advantages of Pulse Lubricating System 59
4.8.2 Advantages of Alpha Lubricating System 59
5 Maintenance and Onboard Tests of Lubricating Oil
5.1 Maintenance of Lubricating Oil 61
5.1.1 Types of Contaminants and Oil Maintenance 62
5.1.2 Lubricating Oil Purification System 64
5.1.3 Engine Protection and Monitoring System 65
5.2 Onboard Testing of Lubricating Oil 67
5.2.1 Sampling 67
vi
5.2.2 Portable Test Kits 68

6 Conclusion and Recommendations
6.1 Conclusion 77
6.2 Recommendations 78
References 81
vii
List of Figures
Figure No Figure Name Page
Fig 2.1 Effect of Surface Finish in Hydrodynamic Lubrication 18
Fig 2.2 Horizontal Journal Bearing 18
Fig 2.3 Fluid Film and Boundary Lubrication 20
Fig 2.4 Hydrostatic Lubrication 21
Fig 3.1 Typical Lubricating Oil Circulating System 23
Fig 3.2 Main Engine Lubricating Oil Circulating System of 25
RT-flex 60C
Fig 3.3 Lubricating Oil System on the Engine 27
Fig 3.4 Piston Cooling and Crosshead Lubrication Circuit 28
Fig 3.5 Wärtsilä Connecting Rod with Oil Inlet Holes 28
Fig 3.6 Wärtsilä Crosshead with Oil Inlet Pipes 29
Fig 3.7 Wärtsilä Crosshead with Piston Cooling and Crosshead 29
Lubricating Oil
Fig 3.8 Turbocharger Lubricating System 30

Fig 3.9 Servo Oil and Control Oil Operating System 32
Fig 3.10 Main Engine Lubricating Oil Circulating System 34
Fig 3.11 Engine Driven Hydraulic Power Supply Unit and Main 35
Engine Lubricating System
Fig 3.12 Circulating Oil (Inside the Engine) 36
Fig 3.13 Lubricating and Cooling Oil for Crosshead, Piston, 37
Crankpin and Main Bearing
Fig 3.14 Lube Oil Diagram for MAN B&W Turbocharger 39
Fig 3.15 Hydraulic Loop of the Main Engine 40
Fig 4.1 Accumulator and Quill System 47
Fig 4.2 Pressure Difference during a Cycle 48
Fig 4.3 CLU3 System 48
viii
Fig 4.4 The PLS Lubricating Module with Lubricator 50

Connections and Associated Electronics for Eight
Lubricators
Fig 4.5 Servo Oil Supply Unit for RTA Engines 50
Fig 4.6 Overview Pulse Jet for RT-flex Engines 53
Fig 4.7 Block Diagram of the Electronic Control System 53
Fig 4.8 Pump Station and Starter Panels 54
Fig 4.9 Alpha Lubricator 55
Fig 4.10 Alpha Lubricator Control Unit 55
Fig 4.11 Angle Encoder 56
Fig 4.12 Back Up for Angle Encoder 56
Fig 4.13 HMI Panel 57
Fig 4.14 Principle of Alpha Lubricator System 60
Fig 5.1 Lubricating Oil Purifying System 65
Fig 5.2 Three Tube Rolling Ball Method 70
Fig 5.3 Flow Stick Viscometer 70
Fig 5.4 Sample Oil in Satisfactory Condition 70
Fig 5.5 Sample Oil’s Viscosity too Low 70
Fig 5.6 Sample Oil’s Viscosity too High 71
Fig 5.7 Insoluble Content Test 71
Fig 5.8 MARTECHNIC´s Equipment 72
Fig 5.9 Filling 10 ml Sample Oil 73
Fig 5.10 Filling Reagent Solution 73
Fig 5.11 Components of MARTECHNIC´s Testing Kit 74
Fig 5.12 Filling Reagent 75
Fig 5.13 Filling Sample Oil 75
Fig 5.14 Shaking Cell 76
Fig 5.15 Reading Result 76
ix
List of Tables
Table No. Table Name Page

Table 2.1 Commonly Used Lubricating Oil Additives 10
Table 2.2 TBN versus Sulphur Selection 12
Table 2.3 Slow Speed Engine Cylinder Oil s 12
Table 2.4 Slow Speed Engine System Oils 14
Table 2.5 Medium Speed Diesel Engine Oils 16
Table 5.1 Table for Calculating Y Value 76
Chart 2.1 Base Number Depletion of Crank Case Oil 15
In Service
x
Nomenclature
ALCU alpha lubricator control unit
ALM advanced lubricating module
AMS attended machinery space
BCU backup control unit
BN base number
CLU cylinder lubricating unit
cSt centi-stoke (kinematic viscosity)
DAH differential pressure alarm, high
DC direct current
DPI differential pressure indicator
EP extreme pressure
FS flow switch
FIVA fuel injection and electronic exhaust valve activation
HCUs hydraulic cylinder units
HMI human machine interface
HPS hydraulic power supply
ICU injection control unit
KOH potassium hydroxide
LAH level alarm, high
LAL level alarm, low
LED light emitting diode

xi
LI level indicator
LS level switch
MCR maximum continuous rating
MEP mean effective pressure
MCU master control unit
PAL pressure alarm, low
PI pressure indicator
PLS pulse lubricating system
PS pressure switch
PSL pressure switch, low
PT pressure transmitter
RCS remote control system
SAE society of automotive engineers
SBU switch board unit
SOLAS safety of life at sea
TAH temperature alarm high
TAN total acid number
TBN total base number
TC turbocharger
TDC top dead centre
TE temperature element
TI temperature indication
VI viscosity index
xii
WIO water in oil
WECS Wärtsilä engine control system

1
Chapter 1
Introduction
1.1 Background
Man’s use of lubricants goes back into the mists of antiquity. Over the
ages many materials have been used as lubricants and as a result of
experience, have been gradually superseded by better ones. Nevertheless,
certain lubricants comprised of a somewhat primitive mixture of animal fat
and calcium soap formed grease which was used by Egyptians to lubricate
their chariot wheels as early as about 1400 B.C. Even before this, animal fats
such as tallow were used as lubricants in primitive machines, the earliest of
which were propably the slider or sledge and the wooden wheel. So, it can be
assumed that the art of lubrication is almost as old as the use of the wheel.
Today, lubricants are ubiquitous part of daily life with vital

applications from industrial machinery to joint replacement. As civilizations
developed, today of lubricants are produced from crude petroleum which is a
naturally occurring material coming from the ground and is found in many
parts of the world. As it comes from the earth, crude oil is a raw product
valuable to the degree to which it may be converted into commercial
products such as petrol, paraffin, diesel fuels, lubricating oils, and furnace
fuel oils.
It is not a considerable case such that why lubricants are essential in

marine engines. A percentage of power generated within the engine
cylinders is lost due to friction. Thus reducing friction will not only increase
the life of a component but also increase engine efficiency. So, lubricating
oil is supplied to the moving surfaces to greatly overcome and reduce
friction and in doing so, lubricating system comes into necessary. Even
Egyptians applied lubricant to their wheels, it is sure that marine engines
2
have been equipped with suitable systems since 1876 when Otto first
developed spark ignition engine and 1892 when Diesel invented the
compression ignition engine.
Lubricating systems are taking a turn for the better since a past few
decades when MAN B&W and Wärtsilä invented camshaft less intelligent
engines in 1997 and 2001 respectively. In these engines, the camshaft
functions are replaced by an electronically controlled set of actuators. In
doing so, hydraulic portion becomes necessary to activate actuators. This
requirement is fulfilled by the lubricating system by increasing lube oil
pressure by booster pumps, not requiring extra hydraulic medium. So,
lubricating system performs not only engine lubrication but also engine
operation. Therefore, today’s lubricating systems are greatly more important
rather than before. These modern lubricating systems are being distributed
by MAN B&W and Wärtsilä companies into marine engine industries
because of their efficient working capacity. And, marine engine companies
are still modifying lubricating systems to be better and better.
1.2 Objectives
When this thesis is compiled, there are many educational fields to

choose from, e.g. naval architecture, environmental fields, etc. But, if the
thesis is done upon marine engineering, it is sure that it will be very
beneficial and gain advantages for marine engineering students.
Again, marine engines are equipped with many essential systems, e.g.
cooling systems, lubricating systems, etc., for continuous running, good
maintenance and optimal performance. All these systems are important and
interdependent upon each other throughout the operating lifetime of the ship,
which means that when a system comes into defective conditions, main
propulsion engine and its auxiliaries will not run properly. So, a marine
engineer is responsible for various systems which propel and operate the
3
ship and must have an excellent competency in engine systems so as not to

face with such problems. For marine engineering students, all engine
systems are interesting and having a clear understanding of a certain system
is desired. So, for choosing only one system is decided to analyze on details
and know about it thoroughly. Then lubricating system is chosen.
The thesis is composed of with the following objectives:
(1) To understand the necessity and functions of lubricating system.

(2) To analyze specification of lubricant with respect to its functions,
physical and chemical properties, maintenance, purification and
onboard tests
(3) To clearly understand modern lubricating oil circulation system and
lubricating system of main engine
(4) Finally, to understand theoretically and practically about engine
lubrication in a short time while embarking as a career on board.
1.3 Scope of the Thesis
This thesis is constructed with six chapters, but its main contents can
be simply divided into lubricant and lubricating system. Chapter 1 introduces
early history of lubricants and why lubricant takes part as an essential role in
marine engine in its background. Next, some important functions, physical
and chemical properties and characteristics of lubricant that a marine
engineer should know are described in chapter 2. After that, complex piping
systems of lubricating oil are inscribed in chapter 3. So as to understand
more and more, two modern main engine lubricating systems; MAN B&W
and Wärtsilä engine systems are studied and inscribed. Then, separate
cylinder lubricating systems are described in chapter 4, also with different
modern types of Wärtsilä and MAN B&W. Chapter 5 includes maintenance
and analyzing tests of lubricating oil which have to be carried out onboard.
Then, the thesis is concluded and recommended in the last chapter.
4
Chapter 2
Lubricating Oil Specification and Lubrication Classification

2.1 Lubricating Oil
Lubricating oil means a substance which will make the slippery and
reduce friction, eliminate asperities and prevent cohesion when interposed
between moving parts of machinery.
2.2 Important Properties for Engine Lubricating Oil
2.2.1 Viscosity
This can be considered to be the most important property of an oil

since friction, wear and oil consumption are more or less dependent on this
characteristics. It is an expansion of internal resistance to flow. The viscosity
of oils changes with temperature, falling when temperature rises and will
increase when temperature drop. The higher the viscosity value, the greater
is the force needed to move adjacent surfaces or to pump oil through a
passage.
Choice of suitable viscosity with respect to working temperature is

very important. Use of too low viscosity oil may lead to metal to metal
contact and wear because of the oil film being very thin. Use of too heavy oil
may lead to power losses due to internal friction of the oil.
2.2.2 Viscosity Index
The rate of change of viscosity of an oil in relation to change of

temperature is indicated by its viscosity index (VI). An oil of low viscosity
index has a greater change of viscosity with changing temperature than an oil
of high VI. VI is important especially when oils are subjected to large
variations in temperature as in the case of engines being started from cold in
5
low temperature conditions. VI scale is from 0 to 100 and for good crankcase
oil it must be 75 to 85.
2.2.3 Pour Point
This is the lowest temperature at which an oil will barely flow under
controlled test conditions. In conjunction with viscosity it determines
whether an oil is suitable for cold weather operation or not. High pour point
lubricating oils usually cause difficulty in starting in cold weather due to the
inability of the lubricating oil pump to pump oil through the lubricating
system. The pour point of oil can be lowered by the addition of pour point
depressants.
2.2.4 Flash Point
Flash point is the lowest temperature at which an oil forms an

inflammable mixture with air. The flash point of an oil is the fire hazard
measure used in determining storage dangers. Engine crankcase oil flash
point should be as high as possible to prevent crankcase explosion. The
closed flash point for crankcase lube oil is around 220°C.
2.2.5 Oxidation Stability
Oxidation of an oil takes place at all times but is increased when the
oil is agitated and heated in the presence of air and moisture. Oil which
oxidizes slowly will have a longer useful life than one with poor oxidation
stability, since in the oxidation process, soluble products are formed which
increase the viscosity and acidity of an oil until it is unfit for further service.
Chemical additives are added to improve the oxidation stability of
lubricating oils.
2.2.6 Cracking Stability
Cracking is the property of the oil to be stable and resist cracking at

6
high temperatures. Cracking is the breakdown of molecules into smaller

sizes at high temperatures. As a result, the oil will not have adequate
strength, thin oil film will form and viscosity of the oil will decrease.
2.2.7 Carbon Residue
Carbon residue is the amount of carbon remaining after evaporating

off the volatile portion by heating the oil. This is especially important in
cylinder oil. High carbon residue causes gumming of piston rings preventing
their movement in the grooves. So, diesel engine oil should have a low
carbon residue, as this will reduce ring sticking.
2.2.8 Demulsibility
Demulsibility refers to a lubricant’s ability to readily separate from

water. Oils used in force-feed lubrication systems should possess good water
separability to prevent emulsification, for example, water ingress into the
lube oil requires the water to be separate (not miscible), so that water can be
removed.
2.2.9 Load Carrying Ability
The ability of a lubricant to maintain an effective lubricating film

under high loads or pressures is a measure of its load carrying or extreme
pressure (EP) characteristics. Load carry ability is very important property,
because metal to metal contact can easily occur if the oil has no good load
carrying ability. So, the load carrying ability of a lubricant is usually
enhanced by the addition of EP additives.
2.2.10 Alkalinity
When a considerable ability to neutralize acids is required, as in oils
for diesel engines burning high sulfur fuels, highly alkaline detergent type
materials are used. The concentration of these materials in an oil, and an
7
indication of the oil’s ability to neutralize acids, is given by the total base
number (TBN), also called the alkalinity value.
Many of the highly alkaline oils serve as cylinder oils in large two-
stroke crosshead engines, which is a once-through use. In engines in which
the same oil serves as both the cylinder and crankcase oil, it is desired to
monitor the alkalinity of the oil as a method of determining whether it is still
capable of performing its neutralization function.
2.2.11 Total Acid Number and Total Base Number
One of the tests to measure the condition of used engine lube oil is
the neutralization value. This measure the ability of an oil to react with a
base reagent which indicates the acidity expressed as total acid number
(TAN).
A modification of the test using an acidic reagent gives the total base
number (TBN). The results are expressed in terms of milligrams of
potassium hydroxide required to neutralize one gram of sample oil for both
TAN and TBN. TBN for an oil used for crosshead type diesel engine
crankcase is 8mg KOH/gram of oil and for a trunk piston engine using heavy
oil is 30 mg KOH/gram of oil. If TAN value is more than normal, it can lead
to acid corrosion. If TBN value is more than normal, it can cause abrasive
wear.
2.2.12 Detergency and Dispersancy
Detergency and dispersancy is the tendency to colloidally suspend,

disperse and wash away any harmful combustion products in the oil.
Additives are usually added to the oil to improve of dispersing these harmful
deposits.
2.3 Additives
Additives are chemical compounds added to lubricating oils to impart

8
specific properties to the finished oils. Some additives impart new and useful
properties to the lubricant, some enhance properties already present, while
some act to reduce the rate at which undesirable changes take place in the
product during its service life.
Additives for lubricating oils were used first during the 1920s, and
their use has since increased tremendously. Today, practically all types of
lubricating oil contain at least one additive, and some oils contain additives
of several different types depending upon engine design and operation
conditions.
2.3.1 Additive Functions
The type of additive used depends largely upon the service for which
the oil is required, but the main types in general use and their purposes are
listed below. They fall into two main groups; those which effect the
chemical characteristics and those that affect the physical characteristics.
(1) Chemical Characteristics
(a) Anti oxidants
(b) Anti corrosion or anti rust additives
(c) Wear reducing agents
(d) Detergent dispersant additives
(e) High alkalinity additives, to combat corrosive wear when

burning high sulphur content residual fuel
(f) Anti-bacterial additives
(2) Physical Characteristics
(a) Pour point depressants
(b) Anti foam agents

9
(c) Viscosity index improver
(d) Adhesive agents
(e) Solid dispersal additives
(f) Emulsifying agents
A list of commonly used lubricant additives is provided in Table 2.1.
2.4 Functions of Lubricating Oil in an Engine
A lubricating oil with the necessary properties and characteristics will

provide a film of proper thickness between the bearing surfaces under all
conditions of operation, remain stable under changing temperature
conditions, and not corrode the metal surfaces. If the lubricating oil is to
meet these requirements, the engine operating temperature must not exceed a
specified limit. In internal-combustion engines, lubricating oil serves six
functions:
(1) Controls friction between load-bearing surfaces
(2) Reduces wear by preventing metal-to-metal contact between moving

parts
(3) Limits the temperature by carrying away heat from fluid friction and
combustion of fuel
(4) Reduces corrosion by coating metal parts and by flushing debris from
between moving parts
(5) Damper mechanical shock in gears
(6) Forms a seal on the walls of the cylinders
2.5 Engine Lubricating Oils
Generally, the amount of lubricating oil used for main propulsion

engine is 5000kW then the amount will be between 7500 and 15000 liter.
There are three different marine diesel applications:
10
Table 2.1 Commonly Used Lubricating Oil Additives
Additive Type Compound Used Function
Extreme Sulfur-phosphorus compound Increase load carrying

Pressure ability
Antioxidant Hindered phenols. Amines Prolong oil life by

slowing oxidation
Antifoam Silicones Control foaming in

forcefeed systems
Detergent or Calcium sulfonates Prevent deposition of

Dispersant carbon
Alkalinity Calcium carbonates Neutralize acidic engine

(TBN) byproducts
Antiwear Zinc dithiophosphates Reduce wear
Pour Point Methacrylate polymers Lower pour point

Depressant
VI Improvers Organic polymers Improve VI
(1) Slow-speed, two-stroke crosshead engines (60 – 250 rpm)

(2) Medium-speed, four-stroke trunk piston engines (400 – 1000 rpm)
(3) High-speed, four-stroke engines (> 1000 rpm)
11
The properties of lubricating oils used in these engines will be studied

below.
2.5.1 Slow Speed Diesel Engine Oil
Slow-speed, two-stroke crosshead engines are the predominant

marine propulsion engines, also in use for land-based power generation
applications. Lubrication of crosshead engines is separated into cylinder and
crankcase lubrication.
2.5.1.1 Cylinder Lubricating Oil
For the effective lubrication of diesel engine cylinders, an oil is

required that will form a tenacious and unbroken film on the cylinder walls
to protect the parts from wear and prevent gases from leaking through the
minute spaces between the rubbing surfaces of the cylinder and piston rings.
The cylinder oil must be not only thick enough to form a tenacious
and unbroken oil film but also thin enough to spread evenly over the whole
surface. This property is dependent to a great extent upon the viscosity of the
oil. If the viscosity is too great, the oil will not spread sufficiently, rapidly
and a proportion of the oil will be thrown out of the bottom of the cylinder
on the down strokes of the piston, while other parts of the cylinder surface
will run more or less dry. Moreover, a too viscous oil may cause high
frictional losses, excessive cylinder liner and piston ring wear and leakage
past the piston rings. A thin oil, low viscosity oil, will run down the cylinder
wall immediately upon leaving the injection holes, without being given an
opportunity to spread around the cylinders.
The general requirement for cylinder oil viscosity is SAE 50, with a
few exceptions where SAE 60 may be used.
In the case of alkalinity, generally, 70 BN cylinder oils cover the

vast majority of uses. A correct balance must be established between base
12
number and applied oil feed rate and the sulphur level of the fuel. A table of
sulphur versus base number of lubricating oil is shown in table 2.2.
Table 2.2 TBN versus Sulphur Selection
Sulphur Content in Fuel TBN value
Less than 0.25% 10 mg KOH/g
0.25 to 1% 10 to 20 mg KOH/g
1 to 3% 70 mg KOH/g
Above 3.5% More than 70 mg KOH/g
Table 2.3 Slow Speed Engine Cylinder Oils
Chevron SAE Viscosity Grade Base Number Application

Product
Taro Special 50 70 High sulphur fuel, all

HT 70 engine designs
Taro Special 50 40 Low sulphur fuel, all

HT LS 40 engine desings
Modern lubricants for both large crosshead engine cylinders and dual
purpose lubricants in trunk-piston engines are now almost invariably blended
with special additives to impart, or improve detergency/dispersancy
properties, acid-neutralizing properties, oxidation stability, corrosion
resistance and load-carrying properties. In crosshead engine, cylinder oil has
has a TBN value of 70 mg KOH/g and a SAE 50 viscosity.
13
An example of cylinder oil manufactured from Chevron is followed

in table 2.3.
2.5.1.2 Properties of Crankcase Oil
At one time, system oils used in low speed engines were straight
mineral grades without additive. Although in some engines, they were used
to cool piston as well as to lubricate the bearings, the relatively low
temperatures involved placed no undue stress on them. But today’s of oil-
cooled pistons, it has to remove increasing quantities of heat with the higher
engine power ratings. So, a straight mineral oil may break down in the piston
cooling spaces and form carbonaceous deposits that could block oil ways. To
prevent the formation of such deposits, an oxidation inhibitor must be
incorporated in the oil and detergent properties are also desirable.
The engine must also be protected against internal rusting and

corrosion, because there is always a possibility that water, from leaking
coolers (for examples). A rust inhibitor is needed to prevent corrosion.
Another important property of the system oil is alkalinity needed to
neutralize any strong acid that enters the oil from cylinder-oil drainings due
to worn piston rod glands.
Moreover, to prevent the formation of insoluble deposits a certain

amount of dispersancy is desirable. If dispersancy is too high the insolubles
become so finely divided and so strongly suspended in the oil, that they
cannot be readily removed by centrifuges or filters. Therefore a dispersant
additive must strike the right balance between keeping the engine clean and
allowing adequate removal of insoluble and water by the oil cleaning
treatment.
Generally, crankcase oil has a TBN value of between 5 and 30 and a

SAE 30 viscosity for marine slow-speed engine system oils. Besides the
14
main engine application, the system oil is commonly used for the
intermediate shafting and stern tube as well.
Table 2.4 Slow Speed Engine System Oils
Chevron Product SAE viscosity Base Application

grade Number
Veritas 800 20 5 System top-up or partial

Marine 20 replacement
Veritas 800 30 5 General use

Marine 30
2.5.2 Medium Speed Diesel Engine Oil
Medium-speed, four-stroke trunk piston engines are used for both

propulsion and diesel generator applications. Unlike slow-speed engines,
there is no separation between cylinder and crankcase lubrication, and the
system oil needs to fulfill the requirements for both. Being directly exposed
to blow-by gases and fuel leakage, the oil requires much higher dispersancy
to cope with contamination.
Since medium speed engines have splash lubrication, the base number
of medium speed engine oils can be lower than slow speed engine cylinder
oils, while maintaining the required quantity of alkaline additive. In trunk
engines, cylinder oil has a TBN value of 30 mg KOH/g and a SAE 30, 40 or
50 viscosity.
15
Like slow-speed engine cylinder oils, the medium speed engine oils
require sufficient detergent and dispersant properties to allow marine diesel
and heavy fuel operation.
During operation, as in low speed engines, the alkalinity (base

number) of the oil in service depletes due to acid neutralization. Base
depletion is compensated by fresh oil additions necessary to make up for oil
consumption. The ideal situation is to establish a balance between lube oil
consumption and base depletion, maintaining a base number equilibrium
above the condemning limit, as shown in chart 2.1. In addition to the regular
30 and 40 base number oils, most oil companies have also introduced 50, 55
or 60 base number products. An example of Chevron’s medium speed engine
oils are described in table 2.5
Chart 2.1 : Base Number Depletion Of Crank Case Oil In Service

16
Table 2.5 Medium Speed Diesel Engine Oils
Chevron SAE Base Application
Product viscosity Number

grade
Delo 1000 30,40 12 Marine Diesel Oil Operation

Marine 30,40
Taro 40 XL 40 40 40 HFO Operation
Taro 50 XL 40 40 50 HFO operation/low oil

consumption
Taro 60 XL 40 40 60 HFO operation/very low oil

consumption
2.5.3 High Speed Diesel Engine Oil
Onboard deep-sea marine vessels, high-speed diesel engines are

mainly used in emergency equipment such as generators, fire pumps, air
compressors, and life boats. Inland marine and fishing vessels use high-
speed diesels for propulsion and generators.
Since emergency equipment is located outside engine room spaces and

is exposed to variable ambient temperatures, lubricant oil for such
applications needs to have a viscosity suitable for cold start conditions, while
maintaining the required viscosity at operating temperature. A multigrade
SAE 15W-40 (which means the oil can be used in low temperature as well as
in high temperature) is generally recommended. SAE 30 and 40 grades are
available for propulsion engines.
17
2.6 Lubrication Classification
2.6.1 Hydrodynamic Lubrication
Hydrodynamic lubrication or full fluid film lubrication is ideal

condition under which to operate any piece of machinery is at its minimum
friction and therefore mechanical efficiency is maximum and wear of the
moving parts is eliminated. It is the lubrication in which the shape and
relative motion of the sliding surfaces causes the formation of a fluid film
having sufficient pressure to separate the surfaces. So marine engineers
desire to have hydrodynamic lubrication in every moving engine parts, but
due to operational conditions, this cannot be obtained in some components.
The oil film may be very thin with finely finished working surfaces but the
rougher the finish the thicker must be the oil film to ensure complete
separation, figure 2.1.
Figure 2.2 demonstrates development of hydrodynamic film in a

horizontal journal bearing. In drawing “A,” the journal is at rest and the
weight of the journal has squeezed out the oil film at “E” so that the journal
rests on the bearing surface. As rotation starts, as shown in drawing “B,” the
journal has a tendency to roll up the side of the bearing. At the same time,
fluid adhering to the journal is drawn into the contact area at “F.” As the
speed increases, an oil wedge is formed at “G.” The pressure of the oil
wedge increases until the journal is lifted off the bearing at “H,” as shown in
drawing “C.” Drawing “D” shows the condition at full speed. The journal is
not only lifted vertically, but is also pushed to the left by the pressure of the
oil wedge so that the resultant force from the fluid pressure acts along the
line “PO”. The minimum fluid film thickness at full speed will occur at “J”
and not at the bottom of the bearing.
18
Fig.2.1 Effect of Surface Finish in Hydrodynamic Lubrication
Fig.2.2 Horizontal Journal Bearing

19
The essential factors affecting the establishment of fluid film lubrication are:
(1) The viscosity of the oil – the higher the viscosity the more readily will
the fluid film be formed
(2) The speed of rotation or sliding – the higher the speed the easier it is
to form the fluid film
(3) Bearing load – the higher the load the more difficult it is to achieve
fluid film lubrication
(4) The fineness of the surface
(5) In journal bearings, the diameter of the journal, the length of the
bearing and the bearing clearance are all important
(6) There must be ample supply of oil
(7) There must be convergence between fixed and moving surfaces
2.6.2 Boundary Lubrication
A well-designed fluid film bearing will operate with a full fluid film
under most circumstances, but under less than ideal conditions, such as
during start up and shut down, the fluid film may become so thin that contact
may be made between the rubbing surfaces. This condition is called
boundary lubrication and is compared to fluid film lubrication in figure 2.3.
When the bearing surfaces are greatly magnified, peaks on the surface,
referred to as asperities, are evident. During boundary lubrication conditions,
the asperities of one surface come in contact with the other surface and are
torn or worn off. So boundary lubrication can be made more effective by
including additives in the lubricating oil that provide a stronger oil film, thus
preventing excessive friction. Some reciprocating equipments, such as
pistons in compressors or engines on boundary lubrication entirely.
20
Fig.2.3 Fluid Film and Boundary Lubrication
2.6.3 Hydrostatic Lubrication

This is similar to hydrodynamic lubrication except that the oil
pressure is supplied by an external source. It can be seen in slow moving
heavily loaded components, where sufficient oil pressure cannot be
generated due to its relative motion and hence, external oil pressure from a
pump is required.
In marine applications, the most difficult bearing to lubricate is the

crosshead or gudgeon bearing, especially in two stroke engines. Loads are
very high and the motion is non-continual as the bearing oscillates over a
fairly short arc. Under such condition, a suitably designed hydrostatic
bearing offer some advantages. But owing to extreme high loads and slow
relative movement, crosshead lubrication falls into boundary lubrication.
Some manufacturers fit high pressure oil pumps on the way to crosshead to
supply oil directly to the bearings.
21
Fig.2.4 Hydrostatic Lubrication
2.6.4 Elastohydrodynamic Lubrication
In instances of very high unit loads and high speeds, such as are
experienced in ball and roller bearings, cams, and some gears, establishing or
maintaining an oil film with adequate thickness for normal hydrodynamic
lubrication is difficult. In these special cases, the lubricant is compressed and
extremely high pressures are developed. The high pressures increase the
lubricant’s viscosity and elastically deform the metal surfaces. This allows
the load to be spread over a larger area and increases the load carrying
capacity. This is referred to as elastohydrodynamic lubrication.
22
Chapter 3
Circulating and Operating System of Lubricating Oil
3.1 Typical Two Stroke Main Engine Lubricating Oil Circulating

System
Lubricating oil is stored in the bottom of the crankcase, known as the

sump or in a drain tank located beneath the engine. The oil is drawn from
this tank through a strainer, one of a pair of pumps into one of a pair of
filters. It is then passed through a cooler before entering the engine and being
distributed to the various branch pipes. The lubricating oil is supplied to the
main bearings, crosshead bearings, camshaft and camshaft drive, vibration
dampers, turbocharger and so on. Some of the turbochargers are supplied by
turbocharger lubricating oil from separate turbocharger lubricating oil tank,
see figure 3.1.
Most of 2 stroke crosshead engines are fitted with independent

cylinder oil systems, for the lubrication of the piston rings. They use separate
pumps to supply oil under pressure to the liner. The cylinder oil is stored in
one or more or, two tanks and is transferred daily to a small capacity tank by
gravity from which it passes to the cylinder lubricators on the engine.
All the circulating oil are drained or returned to the drain tank. It is
very important to keep the engine lubricating oil as clean as possible. Water
and solid contaminants held in suspension are to be removed using
centrifugal separators as shown in figure 3.1. Separator type is self-cleaning
purifier. Separator is running continuously all the time, so as to reduce
particles and water contaminants to get pure lubricating oil. The pump takes
circulated system oil from the drain tank through a suction filter. The oil then
passes through a heater to the separator. And the purified oil is stored in the
clean lubricating oil tank or supplied to drain tank for continuous circulation.
23
Separator also takes the dirty oil from the dirty lube oil tank or residual tank.
Then the sludge are discharged to the sludge tank.
Fig.3.1 Typical Lubricating Oil Circulating System
Moreover, pressure gauges are placed in the system to indicate the

pressures of the lubricating oil entering the strainer, leaving the strainer and
entering the engine. Through a change in pressure readings at these gauges,
troubles such as air binding of pumps, broken supply lines or dirty strainers
24
may be localized and remedied. For the safe operation, alarm systems are
also installed in the lubrication system which will be discussed in chapter 5.
3.2 Lubricating Oil System of Wärtsilä RT-flex 60C
3.2.1 Main Engine Lubricating Oil Circulating System
The Wärtsilä RT-flex 60C engine is a camshaft-less low-speed,

direct-reversible, two stroke engine, fully electronically controlled. RT-flex
60C engines are designed for running on a wide range of fuels from marine
diesel oil (MDO) to heavy fuel oils (HFO) of different qualities. Main
features are; bore 600 mm, stroke 2250 mm, and number of cylinders 5 to 9.
The lubricating system for 6 cylinders will be presented, so all the
parameters only concern to a number of 6 cylinders.
The engine is designed to operate with a dry sump. The drain tank is
located under the engine sump and the system oil is stored in the drain tank.
The pressure main lubricating oil pump takes the system oil pass through the
suction strainers from the drain tank and supplied to the lubricating oil cooler
and full flow filter. After passing through the full flow filter, the oil enters
into the engine, see figure 3.2.
Engine lubrication is achieved using two separate systems; the main

lubricating system, including turbochargers, and the cylinder lubricating
system. The main lubricating system for the engine lubrication comprises a
combined low and high-pressure system supplied from the lubricating oil
drain tank. The low-pressure circuit supplies the main bearings, including
turbochargers. The main bearing oil is also used to cool the piston crown, to
lubricate and cool the torsional damper and the axial detuner, to lubricate, if
fitted, the electrical second order balancer and to feed the high-pressure
circuit, see figure 3.3. The high-pressure circuit includes the crosshead
lubricating circuit, see fig 3.4 and servo oil operating system, see figure 3.3.
25
Fig.3.2 Main Engine Lubricating Oil Circulating System of Wärtsilä RT-flex

60C
26
001 Main engine RT-flex60C
002 Lubricating oil drain tank
003 Heating coil
004 Suction filter
005 Lubricating oil pump
006 Lubricating oil cooler
007 Automatic temperature control valve; constant temperature at engine

inlet 45°C
008 Lubricating oil filter
009 Reduction piece (only when required)
010 Deck connection
011 Cylinder lubricating oil storage tank
012 Cylinder lubricating oil daily service tank
013 Crosshead lubricating oil pump
014 Automatic oil filter (on engine)
015 Pressure control valve
(a) Oil pipe drain supply unit outlet
(b) Oil leakage pipe exhaust valve outlet (driving end)
(c) Oil pipe turbocharger outlet
(d) Lubricating oil inlet
(e) Cylinder lubricating oil inlet
(f) Crosshead lubricating oil inlet
(g) Horizontal lubricating oil drain from bedplate (for testbed only)
27
(h) Vertical lubricating oil drain from bedplate (standard execution)
(i) Oil drain pipe, servo system outlet
Fig.3.3 Lubricating Oil System on the Engine

28
Fig.3.4 Piston Cooling and Crosshead Lubrication Circuit
3.2.1.1 Low Pressure Circuit
Main bearing lubricating oil supply to main bearing is of 4.0 to 5.5

bar pressure. The main bearing oil, at an operating pressure of 4.0-5.5 bar, is
also used via one of the articulated levers, see figure 3.5, 3.6, 3.7, to cool the
working piston crown. Part of the piston cooling oil is used to lubricate the
guide shoes and the guide shoe pins, see figure 3.4. The vibration dampers
are viscous type damper and main bearing oil is supplied for this dampers.
The return oil is drained back into the sump, see figure 3.3.
Fig.3.5 Wärtsilä Connecting Rod with Oil Inlet Holes

29
Fig.3.6 Wärtsilä Crosshead with Oil Inlet Pipes
Fig.3.7 Wärtsilä Crosshead with Piston Cooling and Crosshead Lubricating

Oil
The lubricating oil is also fed to the turbocharger from the lube oil
system of the engine via a feed pipe, see figure 3.8. The lube oil flows
through the non-return valve into the turbocharger casing, from where it
reaches the thrust bearing and the bearing bushes via ducts in the bearing
casing and the bearing body. The lube oil exits the bearing casing through a
drain pipe and flows back into the lube oil system of the drain tank.
The required lube oil pressure of the turbocharger is adjusted with a

pressure reducing valve or an orifice. The oil pressure is checked via a
measuring connection positioned in the lube oil feed downstream of the
pressure reducing valve and the non-return valve.
30
The RT-Flex 60C engine uses two ABB TPL turbochargers with main
bearing oil. Turbocharger bearing oil pressure is 1.0 bar. Minimum pre
lubrication time is 5 minutes and post lubrication time is 5 minutes. Built-in
emergency lubricating tank with adequate lubricating oil is fitted for
emergency shutdown.
Fig.3.8 Turbocharger Lubricating System
3.2.1.2 High Pressure Circuit
The crosshead lubricating oil is same as the bearing lubricating oil

which has been boosted to a higher pressure of about 10 to 12 bar by a
booster pump, see figure 3.2. This allows hydrostatic lubrication which lifts
the crosshead pin off the bearing at every revolution, see figure 3.7. This
crosshead lubricating oil also lubricates the crankpin bearing via the pipe
drilled in the connecting rod, see figure 3.4. The leakage oil is drained back
into the engine sump and then flows into the drain tank by gravity.
3.2.2 Lubricating Oil Operating System
3.2.2.1 Servo Oil Operating System
RT-flex engines are no need for camshaft drive, since all functions
31
are operated by hydraulic pressure (servo oil) under electronic control. Servo
oil is used for exhaust valve actuation and control, see figure 3.9. It is
supplied by a number of swash plate-type axial piston hydraulic pumps
mounted on the supply unit. The number and size of servo oil pumps on the
supply unit depend on the engine output or number of engine cylinders.
There are between three and six servo oil pumps. The system comprises an
engine driven high-pressure servo oil system of about 200 bar, which
provides the power for the hydraulically operated exhaust valve actuation
units and cylinder lubricating unit.
The oil used in both the servo and control oil systems is standard
engine system lubricating oil, and is simply taken from the delivery to the
engine lubrication system. The oil is drawn through a six-micron automatic
self cleaning fine filter to minimize wear in the servo oil pumps and to
prolong component life. After the fine filter, the oil flow is divided, one
branch to the servo oil pumps and the other to the control oil pumps.
The drain and leakage oil are drained back into the drain tank via the
servo oil system drain pipe. Before the engine is started, the hydraulic power
system (or servo oil system) is pressurized by means of a small electrically
driven high-pressure pump.
3.2.2.2 Control Oil
Control oil is supplied at a constant 200 bar pressure at all engine

speeds by two electrically-driven oil pumps, one active and the other on
standby. Each pump has its own pressure-regulating valve and safety valve
attached.
The control oil system involves only a small flow quantity of the
fine filtered oil. The control oil serves as the working medium for all rail
valves of the injection control units (ICU), see figure 3.9. The working
32
pressure of the control oil is maintained constant to ensure precise timing in

the ICU. It is also used to prime the servo oil rail at standstill thereby
enabling a rapid starting of the engine.
Fig.3.9 Servo Oil and Control Oil Operating System
3.2.3 Cylinder Lubricating Oil Supply System
Cylinder liner lubrication is carried out by a separate system,

working on the once-through principle using a high-alkaline oil of SAE 50
grade fed to the surface of the liner through hydraulically actuated quills.
The oil supply rate is adjustable and metered to suit the age and running
condition of the piston rings and liners. The arrangement of daily tank (012)
and storage tank (011) as shown in figure 3.2 can be changed by locating the
storage tank in place of the daily tank.
3.2.4 Main Lubricating Oil System Components
3.2.4.1 Main Lubricating Oil Pump (Low Pressure Pump)
The main lube oil pump is positive displacement screw pumps

having built-in overpressure relief valves. This pump has a flow rate of 218
33
m3/h and pressure of 6.3 bar (for 6 cylinders). The pump works at the
working temperature of about 60°C, system oil type of SAE 30, 50 cSt at
working temperature.
3.2.4.2 Lubricating Oil Cooler
The oil cooler used may be plate or tubular type heat exchanger,
having oil flow rate of 218 m3/h and water of 122 m3/h. Either fresh water or
sea water can be used as cooling medium, normally sea water being cooling
medium. Oil temperature inlet to the cooler is about 60°C and outlet is 45°C.
Oil viscosity at cooler inlet is 50 cSt at 60°C. Working pressure oil side is
about 6 bar and water side is approximately 3 bar. The coolers are usually
operated on a bypass with sufficient oil being passed through the cooler to
maintain the oil supply temperature, within the design range. The
temperature-regulating valve should be arranged so that the oil flow to the
system cannot be shut off. The temperature of the oil inlet to engine is set at
45°C.
3.2.4.3 Lubricating Oil Full Flow Filter
The full flow filter is change-over duplex filter type designed for
in-service cleaning, with differential-pressure gauge and high differential-
pressure alarm contacts. It is automatic back-flushing filter with differential
pressure gauge and high differential-pressure alarm contacts and designed to
clean itself automatically using reverse flow or compressed air techniques.
The drain from the filter is to be sized and fitted to allow free flow into the
residue oil tank. Working pressure is 6 bar. Working temperature is
approximately 45°C. Filter material is stainless steel mesh. Mesh size which
allows sphere passing is max limit 0.05 mm. Inlet and outlet differential
pressure limits are that the clean filter is 0.2 bar max and dirty filter is 0.6
bar max and differential pressure alarm is 0.8 bar max. Bursting pressure of
filter inserts is 0.8 bar min.
34
3.2.4.4 High Pressure Pump (Crosshead Lube Oil Pump)
The high pressure pump (crosshead lube oil pump) is positive

displacement screw or gear types having built in over pressure relief valves.
The lubricating oil inlet to the crosshead has a temperature of 45°C and
viscosity of SAE 30, 95 cSt.
3.3 Lubricating Oil System of MAN B&W S70 ME-C
The S70ME-C engine is a low speed, camshaft-less electronically

controlled two-stroke engines. Main features are: bore 700 mm, stroke 2,800
mm, number of cylinders 5 to 8. The lubricating system for 6 cylinders will
be presented, so all the parameters only concern to a number of 6 cylinders.
3.3.1 Main Lubricating Oil Circulating System
Fig.3.10 Main Engine Lubricating Oil Circulating System

35
The lubricating oil pump draws the oil from the bottom tank and
forces it through the lubricating oil cooler, the filter, (with an absolute
fineness of minimum 50 µm (0.05 mm), and thereafter delivers it to the
engine via two flanges; U and R, see figure 3.10.
(U) is the cooling oil inlet into the engine, see figure 3.11. The main
part of the oil is, via the telescopic pipe, sent to the piston cooling manifold,
where it is distributed between piston cooling and bearing lubrication. From
the crosshead bearings, the oil flows through bores in the connecting rods, to
the crankpin bearings. (U) is also lubricating oil inlet to turbocharger.
(R) is the main system lubricating oil inlet into the engine. The oil
goes to lubrication of the main bearings and thrust bearing. It also supplies
oil to the hydraulic power supply unit and to moment compensator, see
figure 3.11.
Fig.3.11 Engine Driven Hydraulic Power Supply Unit and Main Engine
Lubricating System
36
From the engine, the oil collects in the oil pan, from where it is
drained off to the bottom tank, ‘lubricating oil tank, with cofferdam’.
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 the drain tank, see figure 3.10.
3.3.1.1 Main Bearing, Damper and Thrust Bearing
The pressure of lubricating oil inlet to the main bearing is

approximately 4.3 bar taken from the main system. The vibration dampers
are viscous dampers and the system oil is also supplied to this vibration
damper, see figure 3.12.
The thrust bearing is lubricated by the pressure lubrication system

of the engine. The oil is supplied between the segments through spray pipes
and spray nozzles. The thrust bearing is provided with alarm, slow-down and
shut-down devices for low lube oil pressure and high segment temperature.
Fig.3.12 Circulating Oil (inside the engine)

37
3.3.1.2 Crosshead Lubrication and Piston Cooling
MAN B&W’s crosshead no need to boost their crosshead

lubricating oil supply pressure like Wärtsilä’s crosshead. Oil supply to the
crosshead is via a telescopic pipe from the main lubricating oil supply at a
pressure of about 3 to 5 bar to lubricate crosshead pin and bearing, to cool
the piston and to lubricate the crank pin bearing, see figure 3.13. The
lubricating oil must be injected between shaft (crosshead pin) and lower
bearing. In MAN B&W engines, a set of channels have been machined in the
lower crosshead bearing, in which the lubricating oil can pass. The oil enters
via the cut out channel in the center. The grooves extend right to the edges of
the bearing to ensure a flow of oil, thus lubricating and cooling the bearing.
Fig.3.13 Lubricating and Cooling Oil for Crosshead, Piston, Crankpin and
Main Bearing
38
Oil to lubricate the crankpin bearing is supplied down a drilling

through a bore in the connecting rod from the crosshead.
Some of the lubricating oil goes for crosshead lubrication and rest of
the oil from crosshead passes through the holes bored in the piston rod to the
cooling spaces in the piston. Cooling oil enters from the central tube within
the piston rod and flows under the center of the crown before passing
through the bore cooling holes in the radial direction to piston edges. The oil
comes swirling down behind the piston rings, grooves before returning to the
crosshead by concentric spaces outside the tube in the piston rod. It returns
via the crosshead to a collector where its flow and temperature are monitored
before it drains to the bottom of the crankcase for recirculation and get
collected in the lube oil sump of main engine.
3.3.1.3 MAN B&W Turbocharger
As shown in figure 3.14, the lubricating oil is fed from the lube oil
system of the engine to the lube oil system of the turbocharger via the lube
oil feed pipe (2). A non-return valve (4) is installed in the oil feed pipe of the
turbocharger foot (3). The lube oil flows to the radial and axial lubrication
gaps of the turbocharger via the ring duct (6) in the bearing casing (5) and
bores in the bearings. On top of the bearing casing (5) is a connection for the
pressure gauge (9) and/or the pressure controller (10) for checking or
monitoring the lube oil pressure. The lube oil flows into the lube oil system
of the engine via the lube oil drain (13). The discharge line is connected to
the venting pipe (14), which leads to the deck.
The required lube oil pressure is set by means of a pressure reducing

valve or orifice. In the event of a power failure, direct engine shut-down
from full load, the turbocharger bearings can easily overheat due to a lack of
lubricating oil. To prevent this by using gravitation tank with adequate
lubricating oil is fitted. The tank is mounted on top of the turbocharger, and
39
is able to supply lube oil until the rotor is at a standstill, or until the lube oil
supply is re-established.
Lubricating oil pressure during operation is 1.3 – 2.2 bar at lube oil
inlet temperature 40 – 75 °C. Before engine start up, the pre-lubrication time
is less than 10 minutes, the pressure of 1.3 – 2.2 bar. After the engine
shutdown, the post lubrication time is about 10 – 30 minutes, the pressure is
0.3 – 0.6 bar.
Fig.3.14 Lube Oil Diagram for MAN B&W Turbocharger
1 Feed pipe (engine) 8 Bearing bush
2 Lube oil feed, turbocharger 9 Pressure gauge
3 Turbocharger foot 10 Pressure controller
4 Non-return valve 11 Emergency lubrication tank
5 Bearing casing 12 Overflow and ventilation pipe
6 Ring duct 13 Lube oil drain
7 Thrust bearing 14 Venting pipe

40
3.3.2 Lubricating Oil Operating System
3.3.2.1 Hydraulic Power Supply Unit
In MAN B&W ME series engine, the camshaft has been omitted

and a Hydraulic Power Supply (HPS) unit is utilized. Hydraulic power for
the ME hydraulic mechanical system for activation of the fuel injection and
the exhaust valve is supplied by the Hydraulic Power Supply (HPS) unit.
As hydraulic medium, normal lubricating oil is used, as standard,

taken from the engine’s main lubricating oil system and filtered in the HPS
unit.
3.3.2.2 HPS Connection to Lubricating Oil System
Internally on the engine, lubricating oil inlet (R) is connected to the

hydraulic power supply unit (HPS) which supplies the hydraulic oil to the
hydraulic cylinder units (HCUs).
The hydraulic oil is supplied to the hydraulic cylinder units (HCU)

located at each cylinder, where it is diverted to the electronic Fuel Injection
system, and to the electronic exhaust valve activation (FIVA) system, which
perform the fuel injection and opens the exhaust valve, see figure 3.15.The
exhaust valve is closed by the conventional ‘air spring’.
Fig.3.15 Hydraulic Loop of the Main Engine

41
3.3.2.3 HPS Configurations
The HPS pumps are driven either mechanically by the engine (via a
step-up gear from the crankshaft) or electrically. With mechanically driven
pumps, the HPS unit consists of:
(1) an automatic and a redundant filter

(2) three to five engine driven main pumps
(3) two electrically driven start-up pumps
(4) a safety and accumulator block
With electrically driven pumps, the HPS unit differs in having a

total of three pumps which serve as combined main and start-up pumps, see
figure 3.11. At start one of the two electrically driven start-up pumps is
activated, and it is stopped as soon as the three engine driven pumps have
taken over the hydraulic oil supply. The HPS unit is mounted on the engine
no matter how its pumps are driven.
3.3.3 Main Lubricating Oil System Components
3.3.3.1 Lubricating Oil Pump
The main lubricating oil pump can be of the displacement wheel, or

the centrifugal type. This pump has a flow rate of 305 m3/h and pressure of
4.3 bar (for 6 cylinders engine). The pump works at maximum working
temperature of about 70°C, lubricating oil viscosity specified 75 cSt at 50°C,
lubricating oil viscosity maximum 400 cSt is specified, as it is normal
practice when starting on cold oil, to partly open the bypass valves of the
lubricating oil pumps, so as to reduce the electric power requirements for the
pumps.
The pump head is based on a total pressure drop across cooler and
filter of maximum 1 bar. The bypass valve shown between the main
42
lubricating oil pumps fig 3.13 may be omitted in cases where the pumps
have a built-in bypass.
3.3.3.2 Lubricating Oil Cooler
The lubricating oil cooler must be of the shell and tube type made
of seawater resistant material, or a plate type heat exchanger with plate
material of titanium, unless freshwater is used in a central cooling water
system. Lubricating oil viscosity, specified is 75 cSt at 50°C. Lubricating oil
flow is 305 m3/h. Lubricating oil temperature of cooler outlet is set to 45°C
by a thermostatic valve. Working pressure on oil side is 4.3 bar. Pressure
drop on oil side is maximum 0.5 bar. Pressure drop on water side is
maximum 0.2 bar. To ensure the correct functioning of the lubricating oil
cooler, the seawater temperature is regulated so that it will not be lower than
10°C.
3.3.3.3 Lubricating Oil Temperature Control Valve
The temperature control system can, by means of a three-way

valve unit, by-pass the cooler totally or partly. Temperature range inlet to
engine is 40-47°C, commonly set 45°C.
3.3.3.4 Filtering Equipment
The full-flow filter should be located as close as possible to the

main engine.
If a double filter (duplex) is installed, it should have sufficient

capacity to allow the specified full amount of oil to flow through each side of
the filter at a given working temperature with a pressure drop across the
filter of maximum 0.2 bar (clean filter).
If a filter with a back flushing arrangement is installed, the

required oil flow should be increased by the amount of oil used for the back
43
flushing, so that the lubricating oil pressure at the inlet to the main engine
can be maintained during cleaning.
If an automatically cleaned filter is installed, it should be noted that

in order to activate the cleaning process, certain makes of filter require a
higher oil pressure at the inlet to the filter than the pump pressure specified.
Therefore, the pump capacity should be adequate for this purpose, too.
44
Chapter 4
Cylinder Lubricating System

4.1 Purpose of Cylinder Lubrication
For marine diesel engines operating on residual fuels containing

sulphur, cylinder lubrication must generally serve the following purposes:
(1) Create and maintain an oil film to prevent metal to metal contact
between the cylinder liner and piston rings
(2) Neutralize sulphuric acid in order to control corrosion
(3) Clean the cylinder liner, and particularly the piston ring pack, to
prevent malfunction and damage caused by combustion and
neutralization residues
4.2 Four Stroke Trunk Piston Engine Case
In four stroke trunk piston engines, there are a number of different

methods for lubricating the cylinder liners and piston rings, depending on
engine size and make:
(1) Splash from the revolving crankshaft
(2) Inner lubrication, where the oil is supplied from the piston side
In a four stroke trunk piston engine, the cylinder lubricating oil is

identical to the engine system oil used for bearing lubrication and cooling
purposes.
A small amount of the cylinder lubricating oil by-passes the piston

rings and ends up in the combustion space, where it is consumed. However,
the piston in a four stroke trunk piston engine has an oil scraper ring that
escapes most of the oil supplied to the cylinder liner back to the engine’s oil
pan, from where it is drained, cleaned and recycled. Normally, a large
45
modern well-maintained four stroke trunk piston diesel engine will consume
some 0.5 g/ kWh of lubricating oil.
4.3 Two Stroke Crosshead Engine Case
In the four stroke trunk piston engine, the cylinder liner is virtually
“over-lubricate” with, as mentioned above, an oil scraper ring on the piston
scraping the surplus oil back to the oil pan. However the two stroke
crosshead engine has no connection between the piston underside space and
bedplate with the oil pan, and hence cylinder lubrication differs considerably
from the four stroke trunk piston engine.
In the two stroke crosshead engine, the piston has no oil scraper ring
and the cylinder oil is not recycled and reused, i.e., once it has left the
lubricating device it is virtually “lost”, which means that the dosage of
cylinder oil is crucial.
The cylinder lubricating oil in a two stroke crosshead engine is

regardless of engine size and make usually supplied from an external
cylinder lubricating device via quills in the cylinder liner.
4.4 Accumulator and Quill System (CLU 3 System)
4.4.1 Lubricating Accumulator
It is fitted at the outer end of the quill. It delivers oil through a non-
return ball valve, only when the cylinder pressure falls below the
accumulator pressure. The accumulator is sealed against the oil space by a
flexible diaphragm. This diaphragm is pressed downwards by the spring
force. This builds up an oil pressure, which is somewhat higher than the
charge air pressure of the engine in the combustion cylinder. When the
charge air pressure of the engine or the cylinder pressure falls below the
accumulator pressure, oil flows into the cylinder. When the accumulator
pressure is less than the cylinder pressure, the ball valve of the accumulator
46
closes. If the accumulator fails, oil delivery still continues, controlled by the
cylinder lubrication pump’s delivery stroke.
4.4.2 Lubricating Quills
Quills are non-return valves fitted at the liner oil grooves by screwing
into the liner. They help to dampen the pressure pulsations in the supply line;
prevent cylinder combustion gases or products entering back into the oil line
and provide storage of pressurized oil in the accumulator section. Each
engine cylinder has two or more quills, through which the oil enters, around
its circumference. Generally, each quill is connected to the lubricator by a
separate pipe. To eliminate pressure pulsation in the delivery pipe and to
prevent air or combustion products entering it, a non-return valve is usually
necessary at the cylinder quill. This serves to keep the delivery pipe full of
oil when the engine is stopped. The valve should be fitted as close as
possible to the liner; otherwise exhaust gases will enter the line and cause
deterioration of the oil before it gets to the cylinder. Direct contact with the
quill and cooling water is prevented by a sealing pipe which allows easy
removal of the quill.
4.4.3 Working Principle
The system consists of a multi-element pump unit driven by an

electric motor, and a so-called progressive distributor for each cylinder unit
with a number of quills with a small spring loaded membrane accumulator.
The multi-element pump unit supplies the cylinder lubricating oil to

the progressive distributors, ensuring equal distribution of the oil to each
individual quill. The oil is accumulated in the quills, and when the pressure
inside the cylinder at the quill level, which is normally located in the upper
third of the cylinder liner, is sufficiently low, the oil is released by the spring
force of the membrane accumulator. The cylinder pressure is less than the
47
accumulator twice for every revolution, (a) when the piston is moving down
in its expansion stroke, and (b) when the piston is moving up as the piston
rings pass the feed grooves, which is shown in figure 4.2. The shaded portion
shows lubrication while the cylinder pressure falls below the accumulator oil
pressure (A-A) with respect to crank angle.
The CLU3 system releases a small amount of oil to the cylinder liner
in each engine cycle, but the release of the oil is not timed. The feed rate is
controlled by disc settings in the multi-element pump unit, and by varying
the rotational speed of the driving electric motor.
The CLU3 system is simple, robust and very reliable, but normally
requires a cylinder lubricating oil feed rate in the range of 1.0 to 1.6 g/kWh.
Fig.4.1 Accumulator and quill system
1 Accumulator cylinder 12 Passage for lubricating quill
2 Spring 13 Filling pin
3 Accumulator piston 14 Steel ball

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4 Cap nut 15 Non-return valve housing
5 Diaphragm 16 Flange ring
6 Accumulator casing 17 Screw
7 Cap nut 18 Support ring
8 Backing screw 19 Flange
9 Copper sealing rings 20 Joint
10 Cylinder liner 21 Protecting bush
11 Lubricating quill 22 O-ring
Fig.4.2 Pressure Difference during a Cycle
Fig.4.3 CLU 3 system
4.5 Wärtsilä Pulse Jet Lubricating System
4.5.1 Main Components
The main components of the Pulse Lubricating System are:

49
(1) Pulse lubricating module, consisting of a dosage pump with

electronically-controlled timing
(2) Lubricators, up to eight in a single row around the cylinder liner
(3) Servo oil supply unit (on RTA engines) or pressure reducing unit (on
RT-flex engines)
(4) Control system
(5) Crank angle sensors, two of which one is redundant.
4.5.1.1 Pulse Lubricating Module
The lubricating module for each cylinder consists of a dosage pump,

a solenoid valve, monitoring electronics, pressure sensor and diaphragm
accumulator on a base plate, see figure 4.4. The timed lubricating module
feeds a predefined metered quantity of cylinder oil at high speed to the
lubricators at the precise timing ascertained by the engine control system.
4.5.1.2 Lubricator
The lubricator delivers the cylinder oil radially as compact oil pulse
feeds exactly into the piston ring package from where it is equally distributed
around the circumference of the cylinder liner. The lubricators (up to eight)
are arranged around the liner in one row to ensure an excellent distribution
of the cylinder oil on the cylinder liner. The vertical distribution is governed
by the lubricating oil injection timing as a function of the crank angle.
4.5.1.3 Servo Oil Supply
A separate servo oil supply unit is provided for RTA engines. It

includes two gear pumps, one supplying the lubricating module with servo
oil taken from the main engine oil system, with the second pump as a stand-
by. The oil supply unit also includes a pressure limiting and safety valve,
pressure gauge, pressure sensor and shut-off valve. For RT-flex engines,
servo oil is drawn from the engine servo oil system through a pressure
50
reducing valve by which the oil pressure is reduced from 200bar to 50bar.
The reduced pressure is monitored by pressure transmitters which are
directly connected to the alarm system, the pipes are SOLAS compliant. The
reduced pressure can be adjusted and the level is shown on an analogue
pressure gauge.
Fig. 4.4 The PLS Lubricating Module with Lubricator Connections and
Associated Electronics for Eight Lubricators
Fig.4.5 Servo Oil Supply Unit for RTA Engines

51
The basic principle of the Pulse Lubricating System is to deliver

metered quantities of cylinder lubricating oil at precise timing under pressure
exactly into the piston ring package and from where it is evenly distributed
around the circumference of the cylinder liner, see figure 4.6.
Each lubricating module is equipped with two separate supply lines

for cylinder lubricating oil and servo oil. The lubricating module
communicates with the master control unit through a redundant bus system
sends the signal to the solenoid valve and processes the data from the
pressure transmitter. All modules have a redundant power supply.
Control and monitoring of the Pulse Lubricating System is provided

by the WECS engine control system. Once the Wärtsilä Engine Control
System (WECS) switches the solenoid valve in the lubricating module to the
open position, servo oil flows to the drive side of the lubricating module’s
central piston. As the central piston is actuated, it feeds cylinder lubricating
oil from the lubricating oil supply to the metering ducts and then discharges
it from the lubricators at high pressure. The cylinder oil is accurately
supplied at defined positions of the working piston whose position is
constantly detected by the control system from the reference signal given by
the crank angle sensor.
At the end of the lubrication work cycle, the directional valve in the
lubricating module directs the servo oil to the return-flow side of the central
piston which then returns to its initial position. The metering chamber is
filled again with cylinder lubricating oil to be ready for the next lubricating
cycle.
As in the CLU3 system, the quills of the PLS are mounted in the
upper third of the cylinder liner, but thanks to the PLS pump, the injection of
52
cylinder lubrication oil is independent of the pressure in the cylinder. This

injection time is in the range of 8–10 ms, and thus a timed injection is
possible, i.e. it is possible to inject the cylinder lubricating oil into the piston
ring pack when the piston rings pass the quill level, which is the basic
philosophy of the PLS.
4.5.3 Control and Monitoring System
Control and monitoring of the Pulse Lubricating System is provided

by the WECS engine control system which is based on the system used on
Wärtsilä RT-flex common-rail engines, see figure 4.7. The Advanced
Lubricating Module (ALM-20) units communicate with the master control
unit (FCM-20) by means of a redundant bus system. When a lubricating
pulse is initiated by the engine control system, the monitoring electronics
associated with the respective lubricator activate the solenoid valve. The
lubricating pulse is triggered electro hydraulically as the pressure sensor
sends a check signal to the ALM-20. When the pressure is within the
programmed range, the local signal confirms that the lubricating cycle was
executed as specified. If, for instance, no correct lubricating cycle is
ascertained owing to a fault such as a lubricator blockage, a shortage of
lubricant, a lack of hydraulic drive power or a faulty shut off-valve position,
a local fault signal is sent to the WECS engine control system.
53
Fig .4.6 Overview Pulse Jet for RT-flex Engine
Fig .4.7 Block Diagram of the Electronic Control System

54
4.6 MAN B&W Alpha Lubricating System
4.6.1 Main Components
4.6.1.1 Pump Station and Starter Panels
The pump station consists of two individually operating pumps,

heating coil, filters and a suction tank. The power supply to the pump station
starter panels is taken from two separate circuit breakers, one supplying each
pump.
Fig .4.8 Pump Station and Starter Panels
4.6.1.2 Lubricator Units
The lubricator units, one for each cylinder, each comprise two
lubricators for 98-70 bore engines and one lubricator for medium and small
bore engines. Each lubricator unit is equipped with one accumulator with
nitrogen pre-pressure of 25-30 bar on the inlet side, and one accumulator on
the outlet side of each lubricator, with nitrogen pre-pressure of 1.5 bar. Each
lubricator features 3, 4, 5 or 6 lubricating pistons, depending on engine type,
a feedback pickup and a solenoid valve.
55
Fig .4.9 Alpha Lubricator
4.6.1.3 Alpha Lubricator Control Unit (ALCU)
The three main electronic components for controlling the lubricating

oil are comprised in one steel cabinet and the so-called ALCU unit. The
three unit are Master Control Unit (MCU), Backup Control Unit (BCU), and
Switch Board Unit (SBU). The 24 V DC power is supplied from two
individual power sources, from different breakers in the UPS unit.
Fig .4.10 Alpha Lubricator Control Unit

56
4.6.1.4 Trigger System (Shaft Encoder)
The shaft encoder is connected to the fore end of the crankshaft,

and the signals are transmitted to the computer panels via a terminal box. For
engines on which the crankshaft fore end is not available for angle encoder
installation, a trigger ring and tacho pickups are installed at the turning
wheel.
Fig .4.11 Angle Encoder
4.6.1.5 Backup Trigger System
The backup trigger system comprises two tacho pickups in a box at

the turning wheel, thereby transmitting the engine rpm to the BCU. The
backup pickups are also connected to the MCU for surveillance purposes.
Fig .4.12 Back up for angle encoder

57
4.6.1.6 Human Machine Interface (HMI) Panel
On the HMI panel, individual cylinder lubrication adjustment is

possible, various values and alarms are displayed, control buttons for the
pump station are available, and manual execution of prelubrication is
possible. As standard the HMI panel is mounted in the engine control room.
Fig. 4.13 HMI Panel
Cylinder lubricating oil is fed to the engine at a pressure of 40-50 bar

by means of a pump station which as standard is mounted on the engine or
could be placed in the engine room.
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.
The MCU controls the oil injection by activating a solenoid valve

situated on the relevant lubricator. A feedback signal from each lubricator
indicates that oil injection has taken place. This is shown by Light Emitting
Diodes (LEDs) on intermediate boxes for each cylinder. Timing is based on
two signals from the angle encoder, a TDC cyl 1 marker and a crankshaft
58
position trigger. The Alpha Lubricator system is normally timed to inject

cylinder oil into the piston ring pack during the compression stroke.
The cylinder lubrication is based on a constant amount of oil being

supplied per injection. The specific feed rate is controlled by variation of the
injection frequency. The injection frequency is calculated from index and
speed, and is normally proportional to the engine mean effective pressure
(MEP). However, a power Mode or RPM Mode is possible.
The basic cylinder oil feed rate at MCR (100%) is calculated as a

correlation between a number of injections / rpm and the stroke of the
lubricators. On the HMI panel, adjustment of lubrication feed rate for
individual cylinders is possible between 60% and 200%. Default value is
100%.
During normal operation the system is controlled by the MCU. If any

failures are detected in the system, a common alarm is activated in the
control room. The detailed alarm reference is displayed on the HMI panel.
If a critical failure in the MCU is detected, the BCU automatically

takes over (control switch must be in “auto” position). An indication lamp
“BCU in control” is lit on the panel that contains the HMI panel.
Prior to start-up, the cylinders can be pre-lubricated and, during the

running in period, the operator can choose to increase the lubricating oil feed
rate by 25%, 50% or 100 %.
4.7 Disadvantages of Accumulator and Quill Systems
As mentioned above, the most vital factor in applying lubricant to

cylinder liner is the accurate timing. The cylinder oil must be injected into
the cylinder at the exact position and time where the effect is optimal.
Although CLU 3 system can give economical efficiency, operating
59
reliability, ease of operation and ease of maintenance, timed lubrication

cannot be obtained and will operates as long as there is pressure difference.
4.8 Advantages of Modern Cylinder Lubricating Systems
4.8.1 Advantages of Pulse Lubricating System
The advantages of PLS system are
(1) Reduced cylinder oil feed rates and thus reduced engine operating
costs
(2) Precisely timed delivery of lubricating oil to the cylinder liner surface
(3) Accurately metered quantities of lubricating oil delivered to the liner

surface
(4) Improved distribution of cylinder oil on the liner
(5) Accurate feed amount of cylinder oil proportional to sulphur content

of fuel
4.8.2 Advantages of Alpha Lubricating System
The advantages of Alpha system are
(1) High pressure injection directly into the piston ring pack
(2) Very precise injection timing (Electronically)
(3) Optimal utilization of the oil with minimum of loss and correct feed
amount proportional to sulphur content
(4) Very easy and precise control of the feed rate
(5) Pre lubrication of the cylinder before start of the engine

60
Fig .4.14 Principle of Alpha Lubricator System

61
Chapter 5
Maintenance & Onboard Tests of Lubricating Oil

5.1 Maintenance of Lubricating Oil
There are different kinds of maintenance relating the propulsion

engine, auxiliary machines, cargo handling equipment and so on. In all of
these maintenances, maintenance of lubricating oil takes place one of the
most important roles.
Maintenance of lubrication oil is indeed the essential role on aboard

ship. Regular examinations and testing of main circulating oil is important.
To clear the contaminants, all parts must be prevented from vibration by
hammering or some other such method to loosen rust flakes, scale and weld
spatter. A good flushing of oil should be used and clear discharges obtained
from pipes before they are connected up, filters must be opened and cleaned
during this stage .This flushing operation should be frequently repeated with
a new charge of oil in the engine.
When the engine is running, continuous filtration and centrifugal

purification are necessary. Oxidation of the oil is one of the major causes of
its deterioration and it is mainly caused by high temperatures. When warm
oil is standing in a tank, water in it can evaporate and condense out upon the
upper cooler surfaces of the tank. Rusting takes place and vibration can
cause the rust to fall into the oil. Tanks should be given some protective
types of coating to avoid rusting.
Draining from scavenge spaces and stuffing boxes should not be put
into the oil system and stuffing box and telescopic pipe glands must be
maintained in good condition to prevent entry of water , fuel, and air into the
oil system. Smelling the oil sample may give indication of fuel oil
62
contamination or heavy oxidation. Dark color gives indication of oil

deterioration due mainly to oxidation.
Dipping fingers into the oil and rubbing the tips together can detect the
reduction in oiliness due to fuel contamination and the presence of abrasive
particles. The latter may cause due to the incorrectly assembled, damaged
filter. A check on the amount sludge being removed from the oil in the
purifier is important. Lacquer on bearings and excessive carbon formation in
oil cooled pistons are other indications of deterioration.
Oil analysis for analysis ashore should be taken about every

recommended intervals and it is recommended that oil should be changed if
one or more of the following limiting values are reached:
(1) 5% change in the viscosity from new
(2) 0.5% contamination of the oil
(3) 0.5% emulsification of the oil
(4) 1.0% Conradson carbon value
(5) 0.01 mg KOH/g Total Acid Number
5.1.1 Types of Contaminants and Oil Maintenance
The types of contaminants which should be removed rapidly and

completely are:
(1) Water, possibly the most common contaminant. In diesel engines,

especially when burning residual fuel, also aqueous mineral or organic
acids.
(2) Dirt, dust and foreign matter, including rust and scale, weld spatter,
core sand, silica from the atmosphere, wear particles from bearings,
cylinders and gears, paint and jointing compounds, fibrous material
etc.
63
(3) Carbonaceous compounds and sludge from incomplete combustion of

fuel and lubricating oil.
To prevent from entering those substances into the lubricating system,

filtration equipments are mounted and these classified broadly into:
(1) Simple settling out of contaminants under static conditions

(2) Centrifugal separators commonly described as centrifuges
(3) Mechanical strainers and filters; coarse and fine
(4) Absorbent and absorbent filters
In general the coarser the filter, in terms of particle size which can
pass through, the greater the throughput. Conversely, the finer the degree of
filtration the smaller the oil throughput, or alternatively, for a given
throughput, the larger the filter required.
5.1.1.1 Full Flow Filters
Full flow filters, i.e. filters which have a capacity large enough to
cope with the full rate of oil circulation, are usually restricted in their
fineness of filtration down to about 0.08mm, largely because of space
limitations.
In general, for marine diesel engines the full flow filtration

equipment usually consists of a relatively coarse suction strainer (in
duplicate) which will remove particles exceeding about 0.25mm. These may
be simple metallic gauze filters, sometimes incorporating magnets for
removal of wear particles from cylinders or gear, or somewhat sophisticated
edge-type metal plate mechanical filters may be fitted. It is usual to fit
duplicate finer strainers on the discharge side of the circulating oil pump.
5.1.1.2 Fine Filters
Fine filters, generally used on by pass principle are widely used.

64
These are capable of removing solids down to a particle size of 1 to 2

microns. In the past, the majority of fine filters could only tolerate relatively
small quantities of water, but the manufacturers have now developed larger
units suitable for diesel engine lubricants, including detergent oils, which
have a much greater tolerance for water.
5.1.1.3 Centrifugal Separators
However, for marine diesel installation, for both crosshead and

trunk-piston engines, the centrifuge is much more widely used for by-pass
(or batch) filtration. An efficient centrifuge, used as a purifier, i.e. with both
clean oil and water discharges, can operate satisfactorily with continuous
water contamination of the oil exceeding 10 percent. Operated at optimum
efficiency, several centrifuges are available which remove water down to
about 0.25 percent and solid contaminants down to about 2 to 3 microns.
5.1.2 Lubricating Oil Purification System
Purifier piping system arrangement normally provides for two

methods of operation: batch purification or continuous purification.
5.1.2.1 Batch Purification
For batch purification, the lube oil is first transferred from the sump
to the dirty oil tank using the purifier pump or transfer pump. Preferably, this
should be located in the engine room on a flat surface near to the clean oil
storage tank, see figure 3.1. A steam heating coil should be installed at the
bottom of the tank capable of maintaining the oil at a temperature of about
60°C.
In port, the entire oil charge should be pumped by the main oil
pump into the dirty oil tank. It should be allowed to settle for at least 24
hours with the heating coil in use. Water and sludge should be drained off
periodically. The oil should then be passed through the centrifuge at its
65
optimum efficiency and then pumped back into the main drain tank. This
method of treatment ensures that all the oil is thoroughly cleaned.
5.1.2.2 Continuous Purification
For continuous purification, oil is taken from a sump through the

purifier and run back to the same sump while the plant is operating. This
procedure is also used in conjunction with the purifier and sump heaters to
warm the system up prior to getting underway.
Fig.5.1. Lubricating Oil Purifying System
5.1.3 Engine Protection & Monitoring System
5.1.3.1 Lube Oil Pressure
Oil pressure loss while operating at full power is likely to result in

severe engine damage. Reduction of engine speed and load, or stopping the
66
engine can minimize damage. Engine oil pressure must be monitored. Two
conditions require alarms and shutdowns.
(1) Low oil pressure at low engine speed (idle conditions)
(2) Low oil pressure at high engine speed and/or load
A safe oil pressure while operating at very low loads and/or speeds
is too low at full load/speed conditions. The system includes two pressure
sensitive contactors for alarm, two for shutdown and one speed (rpm) switch
to decide which pressure switch has the authority to initiate the alarm or
shutdown for the engine.
5.1.3.2 Lube Oil Temperature
For engines which rely on piston cooling with lubricating oil, oil
temperature is a good indicator of cooling system operation as well as oil
cooler condition. Oil temperature measured near the supply to the engine oil
manifolds and piston cooling jets indicates the lube oil cooling system's
condition. Higher than normal oil temperatures can result in bearing and/or
piston problems.
5.1.3.3 Oil Level Alarm
Oil pressure and temperature is not the only indicator of lubricating

oil system condition. Low oil levels, sometimes caused by an external leak
or insufficient oil filling, can cause engine damage. An alarm to signal low
oil level in the sump is recommended to reduce the possibility of oil
starvation.
Engine tilt, inherent in many marine applications, may cause false

low oil level alarms. This can be avoided by measuring the oil level at two
locations using two level switches. One switch should be located at the
transverse center of the sump at the front or rear, and the other at the
longitudinal center on either side.
67
A true low level can be detected when both switches show low level
at the same time.
5.1.3.4 Lubricating Oil Filter Differential Pressure
Lubricating oil filter condition can be accurately monitored with the

differential pressure gauge. Differential pressure determines the service
period of the lubricating oil filter. Filter service should be signaled with a
differential pressure alarm to prevent low lubricating oil pressure delivery to
the engine.
5.2 Onboard Testing of Lubricating Oil
On board testing is carried out regularly to monitor lube oil

condition, deterioration and whether oil is to be rejected. Crankcase oil is
changed after 10000 running hours in low speed engines and 5000-10000
running hours in medium speed engines. Oil samples are taken every 500
running hours in low speed engines and every 150 running hours in medium
speed engines.
The aim of testing is to monitor deterioration of oil, amount of

contamination, oil consumption replenishment, condition /wear of lubricated
machinery and further use of oil or oil rejection. Good lube oil monitoring
helps maintain the machinery in good condition, gives a warning in case of
deterioration, and lengthens time between overhauls and surveys.
5.2.1 Sampling
Sample lube oil must represent the actually circulating lube oil in
the system in order to obtain the exact test result. During the lube oil is in
operation in the system, sample lube oil should be taken from test cocks
which are primarily fitted to take sample lube oil (e.g. test cock from lube oil
pump discharge side).These sample points are usually before and after the
filter or the pump. These points are marked and are to be the same for all the
68
samples in order to maintain a standard. Sample is generally drawn when

the oil is in circulation. A testing file or record book is maintained to monitor
and compare results.
The sample point should be marked and taken the same point every
time. The sample is to be taken when engine is running at normal speed, so
that the oil is circulated. It is taken at the closet supply point into the engine.
Before collecting the sample, drain the line. The sample is taken at a very
slow rate i.e. decanted over 5 minutes. The sample container label should
have the following details: ship’s name, date, oil purpose, and equipment,
running hours oil type and sample point location. Samples are not to be taken
from purifier lines, sumps or drain cocks.
5.2.2 Portable Test Kits
Appreciating the fact that marine engineers have no means of

establishing the condition of the oil in their engines, except by sight or smell,
some major oil companies supply test kits to each ship with carefully
detailed instructions on how to use the equipment. As essentially, the
engineer is concerned only with whether or not the oil is safe for further use,
the test equipment is usually confined to a limited number of basic tests
using simple reliable equipment. The test kits and the equipment used may
vary somewhat but the important and essential tests may be limited to the
following:
(1) Viscosity determination
(2) Insoluble content
(3) Water and other aqueous contaminants
(4) Water in oil
(5) Acidity determination
(6) Alkalinity test

69
5.2.2.1 Viscosity Determination Test
Various methods of viscosity test equipment may be used. One of

the simplest is a 3-tube rolling ball viscometer, shown in figure 5.2.
Assuming the oil used in the engine to be an SAE 30 grade, one end tube is
filled with a test oil of the considered minimum safe viscosity (about SAE
20) and the other end tube with an oil of optimum viscosity (about SAE 40).
The test sample is placed in a bucket of hot water until all three oils are at
the same temperature. The three tubes, mounted on a tilted board, are then
inverted. An internal hollow ball in each tube then rise to the surface. If the
time taken in the test oil is between that of the lower and upper limit test oils,
then the oil is fit for further use. If less than that of the lower limit oil it is
ready for replacing. Similarly if the time is greater than the upper limit test
oil, the simple is too viscous and the oil should be replaced.
Another equipment is a flow stick comparator method, shown in

figure 5.3. The relative flow is measured between a new oil and the used oil
of the same grade. 3ml new oil and 3 ml of sample oil at the same
temperature are placed in the flow stick reservoir respectively. The flow
stick is tilted allowing both the oils to flow through separate channels. When
the new oil has reached the reference mark, the position of the used oil is
checked. Markings on the flow stick give the conditions of the oil. In figure
5.4, the used oil is in satisfactory condition. Figure 5.5 means used oil is too
thin and viscosity of too low. Figure 5.6 indicates that used oil is too thick
and viscosity is too high.
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Fig.5.2 Three tube rolling ball method
Fig.5.3 Flow Stick Viscometer
Fig.5.4 Sample Oil in Satisfactory Condition
Fig.5.5 Sample Oil’s Viscosity too Low

71
Fig.5.6 Sample Oil’s Viscosity too High
5.2.2.2 Insoluble Content Test
The simplest test used is commonly termed the blotter test, shown
in figure 5.7. A single drop of oil is released from a given height onto a sheet
of special filter paper. In some cases a prescribed amount of diluents is
mixed with the sample, prior to dropping, to increase the size of the blob or
stain. Then, the result is compared with standard lubricating oil. The result
must be below the recognized upper limit. Upper limits of insoluble are 1 to
1.5% for straight mineral oil and 5% for detergent/dispersant oil.
Fig.5.7 Insoluble Content Test
5.2.2.3 Water Dilution Test
Aqueous contamination tests apply to both detergent and straight

mineral oils. The test, usually described as the ‘crackle test’ consists of
pouring a known amount of water into a test tube and holding it over a small
spirit lamp, shaking the tube while so doing. If there is no crackling the oil is
dry, a slight crackling indicates a trace of water, heavier crackling with a
72
slight frothing indicates a heavy trace and if there is continuous crackling

and frothing the oil is wet and steps should be taken to remove the water.
5.2.2.4 Water In Oil Test (WIO check)
One of the most important items with respect to onboard testing is

the water content in lube and fuel oils. A good recommendation is
MARTECHNIC´s sampling equipment, shown in figure 5.8. The test method
is simple and gives accurate results, based on the reaction of water with
certain reagents, which finally determine the quality of water in oil.
Fig.5.8 MARTECHNIC´s Equipment
A 10 ml of sample oil is filled into the smaller chamber using a 10

ml syringe, as shown in fig.5.9. Reagent solution is filled into the big
chamber of the reaction vessel, up to the mark/lip, as shown in figure 5.10.
Then, the reaction vessel is closed carefully, making sure that the liquid do
not mix yet. The WIO check is shaked to mix both liquids. Shaking is done
regularly every 1 to 2 minutes for several seconds. The test is finished after
20 minutes. The measuring range is 0 to 1.0 volume percentage of water.
73
When the water content indicates a higher value than 1.0%, the
measurement must be stopped and the sample reduced for repeating the
testing. If the measurement with the reduced sample volume is completed,
the indicated value of water is multiplied by the figure which was used as
divisor to reduce the sample. For example, if half of the sample is used, the
displayed value is multiplied by 2. If a quarter of the sample is used, then the
multiplier will be 4.
Fig.5.9 Filling 10ml Sample Oil
Fig.5.10 Filling Reagent Solution

74
Fig.5.11 Components of MARTECHNIC´s Testing Kit
5.2.2.5 Acidity Test
A drop of sample oil is released onto the blotter paper. Then wait
about 5 minutes. A drop of indicator solution (potassium hydroxide) is added
onto the spread area of the sample oil.
(1) Bluish green means no acidity in sample oil, it is alkaline stage.
(2) Yellowish orange means neutral stage, but no longer satisfactory.
(3) Reddish color means acidity in sample oil, and it is not fit for further
use.
Another test is extracting the acid from sample oil, known as pH

test. The sample oil is mixed with a known amount of distilled water and
shakes the mixture well. Then the known strength of indicator solution is
added to this mixture. The resulting color is compared with a series of color
standards each representing their pH value. Then the pH value of sample oil
is determined quite accurately.
75
5.2.2.6 Alkalinity (TBN) Test
Alkalinity determination test is the test used to measure the

neutralization value of the used engine lube oil. The TBN is ascertained by
measuring the resultant pressure rise of the test mixture. The procedure of
this test is as bellow.
The gauge is not calibrated directly in TBN. Therefore, two gauge

readings are needed: Reference which is obtained once for each batch of new
oil and Test which is obtained from the used oil.
The reagent TBN is filled up to the lip inside the TBN cell, as
shown in figure 5.12. If the TBN of new oil is between 0 and 20, 10 ml of
warm sample oil is added. For 20 to 40 TBN, 5 ml of warm sample oil is
added and for 40 to 60 TBN, 2.5 ml of warm sample oil is added, as shown
in figure 5.13. Then, then cell is shaked for about 2 minutes. Test value from
gauge is read. Then the table 5.1 is used to calculate the used oil TBN.
Fig .5.12 Filling Reagent
Fig.5.13 Filling Sample Oil

76
Fig.5.14 Shaking Cell
Fig.5.15 Reading Result
Table 5.1 Table for Calculating Y Value

77
Chapter 6
Conclusion and Recommendations

6.1 Conclusion
As described throughout our thesis, it can be readily seen that

lubrication is becoming increasingly more and more important in marine
engines. In this chapter, engine lubrication, which is comprised of
lubricating oil and lubricating system, will be summarily concluded.
In the portion of lubricant, lubricating oil is vital as diesel fuel for

marine engine. Marine engineers must know the characteristics of a good
lubricant for any particular purpose and should study how the best use can be
made of the oil and its application. For instance, unsuitable oil properly
applied will result in excessive wear of the rubbing metal surfaces, frictional
heat may be produced and greater damage is done in a much shorter time.
So, applying suitable lubricating oil is very important and the oil must be
kept reasonably free from impurities if wear of the metal surfaces is to be the
least possible. Because even the best oil in the world cannot prevent trouble
if overloaded with contaminants.
Moreover, the regular and careful use of a suitable test kit is well
worth while. It enables the engineer to assess his oil condition. It also saves
samples being sent to a laboratory ashore with unnecessary frequency, with
subsequent delay and expanse. However, routine samples should still be
landed for testing at agreed intervals. Also if the on-the-spot test indicates
anything unusual about the oil, a sample should be thoroughly analyzed in a
shore laboratory by a competent chemist.
In the portion of lubricating systems, all engine components can be

readily lubricated but the crosshead on a 2 stroke engine is a difficult bearing
to lubricate effectively. The load is continually downward and the
78
connecting rod swings about the pin, changing direction each stroke, true
hydrodynamic lubrication cannot take place. Instead the lubrication starts up
boundary, and as the rubbing speed increases, a hydrodynamic film is built
up. As the rubbing speed decreases, the lubrication becomes boundary once
again.
Wärtsilä and MAN B&W’s circulation systems have almost the same
features using hydraulic power supply, except from crosshead lubrication. In
MAN B&W crosshead, a set of channels are machined in the lower half
bearing through which cooling oil can pass ,not requiring much pressures. In
Wärtsilä engines, 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. So, there is a separate crosshead lubricating oil pump
delivering oil at 12 to 16 bar for crosshead lubrication. Both engines run
satisfactorily without any crosshead problems and certainly MAN B&W
arrangement is more simple.
Summing up, the proper selection and use of lubricants, as well as the
care and operation of lubricating systems, is an essential part in marine
engines. A properly selected lubrication system allows higher specific loads
and enhances durability and reliability of elements of friction-bearings,
pistons, gear wheels and engine as a whole. Therefore, lubrication is the
lifeblood of the marine engines and the reliable and smooth running of the
every marine engine would not be possible without the lubricating oil.
6.2 Recommendations
In marine engine field, camshaft replaced electronically controlled

engines are popular and the best ones at the present. Since traditionally
camshaft is omitted, this allows a net reduction in engine weight, initial cost
for engine and maintenance costs. Moreover, the traditional camshaft has the
considerable limitation of fixed timing given mechanically by the cams.
79
Electronically controlled systems used in new Wärtsilä RT-flex and MAN

B&W ME series engines can give complete control of the timing, rate and
pressure of fuel injection and the exhaust valve operation, allowing patterns
of operation which cannot be achieved by purely mechanical systems. So,
camshaft-less engines are fully compliant with the IMO Tier Π exhaust
emissions regulations set out in Annex VI of the MARPOL 73/78
convention. In these engines, camshaft functions are done by hydraulic
power. As described in chapter 3, the hydraulic power is obtained from the
main lubricating oil. Therefore, extra hydraulic system is not required and
cost effectiveness can be achieved.
When cylinder lubricating systems are revised, earlier vessel are

equipped with mechanical lubricators. This lubricator cannot adjust cylinder
oil feed rate depending upon the operating condition of the main engine.
Moreover, since the feed rate is adjusted manually, it can be more than
necessary or less, sometimes. So, cylinder oil consumption can be increased
and also, its costs. If cylinder oil feed rate is less than necessary, liner
corrosion can occur due to unneutralized sulphuric acid. The cylinder lube
oil consumption represents a large expenditure for an engine operating with
the nominal guiding feed rate and, especially for the large bore engines, even
a 0.1 g/bhph reduction in the cylinder oil dosage represents a significant
yearly saving for the owner.
With the development of the latest control electronics, Pulse

Lubricating System and Alpha Lubricating System provided timed
lubrication with reduced cylinder lubricating oil consumption. By installing
these modern systems, feed rate can be adjusted automatically with respect
to engine operating condition, so cylinder oil will not be wasted and cylinder
liners are in good condition for a long time.
80
In our recommendation, installion costs for these modern systems are

a relatively high and this fact can be inconvenience for owners. But from the
aspect of long term operation of ship, environmental friendliness and
providing optimum efficiency, it is more important compared to this
investment. So, owners are thinking to equip those systems in their ships and
also there is an increase in number of ships which utilize these modernized
systems. As modern ships’ engines are constructed in combine with
electronic technology, marine engineers become need to be competent in
electronics, apart from mechanical engineering knowledge. So, by studying
modern lubricating systems and composing a thesis, it is sure to be able to
understand and operate these systems while encountering at a certain ship.
Moreover, all the contents contained in the thesis will give a perfect
understanding in lubrication of main engine and fulfill objectives.
81
References
1. Advanced Marine Engineering Knowledge (Volume 1 ) by Vikram
Gokhale N.Nanda
2. CFD modeling of Elastohydrodynamic Lubrication by Markus
Hartinger
3. Engineering Fundamentals of Internal Combustion Engines, Willard
W. Pulkrabek, Second Edition
4. Hydrodynamic Lubrication of Rough Surfaces by Fredrik Sahlin
5. Introduction to Marine Engineering, D.A.Taylor, Revised Second
Edition, 1996
6. Lubrication Fundamentals, D.M.Pirro, A.A.Wessol, Second Edition
7. Marine Diesel Lubrication by G.H. Clark Ch Eng, Ml Mar E
8. Marine Diesel Engines by C C Pounder
9. Marine Diesel Engines by Deven Aranha
10.Mechanics and Chemistry in Lubrication, A.Dorinson and K.C
Ludema
11.Sothern’s Marine Diesel Oil Engines, Tenth Edition
12.The Running and Maintenance of Marine Diesel Engines by John
Lamb, O.B.E, Sixth Edition
13. http://www.zddplus.com
14. http://www.marinediesels.co.uk
15. http://www.chapterpdf.com
16. http://www.wartsila.com
17. http://www.mandieselturbo.com
18. http://www.mandieselturbo.com
19. http://www.marinetalk.com
82
20. http://www.dieselduck.ca

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Myanmar Maritime University

Department of Marine Engineering

Analyzing Lubricating Oil Used Onboard and

Mg Nyan Lin Htet

Final Year Project

Analyzing Lubricating Oil Used Onboard and

Mg Nyan Lin Htet

3. Dr. Thu Han Tun …………………..

4. Daw Myint Myint Maw ………………….

The authors gratefully acknowledge Daw Myint Myint Maw,

Very very special thanks to Deputy Director U Soe Naing (1)

Many thanks go to U Kyaw Win, Chief Engineer (Retd), Myanmar Five

Finally, we thank U Hote Sein (Retd), Myanmar Navy, U Kyaw Soe

A distinctive feature of this thesis is that the authors make an effort to

Table of Contents iii

List of Figures vii

Chapter Title Page

2.1 Lubricating Oil 4

2.2 Important Properties for Engine Lubricating Oil 4

4 Cylinder Lubricating System

5.2.2 Portable Test Kits 68

Fig 3.8 Turbocharger Lubricating System 30

Fig 4.4 The PLS Lubricating Module with Lubricator 50

Table No. Table Name Page

Table 2.2 TBN versus Sulphur Selection 12

Table 2.3 Slow Speed Engine Cylinder Oil s 12

Table 2.4 Slow Speed Engine System Oils 14

Table 2.5 Medium Speed Diesel Engine Oils 16

Table 5.1 Table for Calculating Y Value 76

Chart 2.1 Base Number Depletion of Crank Case Oil 15

ALM advanced lubricating module

AMS attended machinery space

BCU backup control unit

CLU cylinder lubricating unit

cSt centi-stoke (kinematic viscosity)

DAH differential pressure alarm, high

DPI differential pressure indicator

FIVA fuel injection and electronic exhaust valve activation

HCUs hydraulic cylinder units

HMI human machine interface

HPS hydraulic power supply

ICU injection control unit

KOH potassium hydroxide

LAH level alarm, high

LAL level alarm, low

LED light emitting diode

MCR maximum continuous rating

MEP mean effective pressure

MCU master control unit

PAL pressure alarm, low

PLS pulse lubricating system

PSL pressure switch, low

RCS remote control system

SAE society of automotive engineers

SBU switch board unit

SOLAS safety of life at sea

TAH temperature alarm high

TAN total acid number

TBN total base number

TDC top dead centre

WIO water in oil

WECS Wärtsilä engine control system

Today, lubricants are ubiquitous part of daily life with vital