Cylinder Lubrication Developments and Lubricants Drain Analysis

6/2/2020 Cylinder lubrication developments and Lubricants drain analysis
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Cylinder lubrication developments

and Lubricants drain analysis
 December 16, 2018  Anurag Singh  0 Comments
Lubricants are used to reduce the friction between the two moving surfaces at
the point of relative motion. The process of using lubricant to ease the motion
and reduce the wear down of contact surfaces is known as lubrication. In other
words, we can say, Lubrication is the process or technique of using a lubricant
to reduce friction and/or wear in the contact area of two surfaces. In earlier
days animal fats such as tallow or mixed animal fat with calcium soap
obtaining grease were used as lubricants on primitive machinery like the
wooden wheel. Over history, there have been many lubricants made from
di erent materials and always replaced by better ones. This has been going on Browse By Content
and on until the lubricants used nowadays, which are made from crude
petroleum or new generation synthetic oil. Motor
In modern diesel engine lubrication of the moving parts is reducing the friction Auxiliary Machineries
between the surfaces to prevent the loss of power generated within the engine Electrical
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https://www.marinerdesk.com/cylinder-lubrication-developments-drain-analysis/ 1/15
Size of particles in Lube Oil and lube oil Your Name (required)
consumption
by increasing the piston ring stability and conformability, optimizing the liner
surface nish, etc. Your Email (required)
Even if a surface
has been carefully
polished and Your Question (required)
smoothed,
irregularities are
present. They form
peaks and valleys at Send
a microscopic level.
These peaks are
called asperities.
For optimum work Recent Posts
Surface asperities
conditions, the
lubricating lm
must be thicker than the length of the asperities. If the layer can’t ful ll this
condition serious problems can occur such, micro-seizure for example.
While an engine is new or has been xed, the oil consumption will be even
higher because the asperities need to set for letting the oil create a good seal.
It exists the myth that a brand new engine does not consume oil, but is not Motor Study
true.
Cylinder
lubrication
developments and
Lubricants drain
analysis
 December 16, 2018  Anurag
Singh  0
Lubricants are used to reduce

the friction between the two
moving surfaces at the point
of relative motion. The
Surface Condition before & after Running-in process
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The cylinder liners are one of the most exposed to heat and extreme situations
of the engine. They are just a cylindrical piece that separates the piston block
and the combustion chamber and piston. This makes it easier to cool them and
to repair the engine just by substituting them. The liner is manufactured using
superior materials than the cylinder block. While the cylinder block is made
from a grey cast iron the liner is made from a nodular cast iron alloyed with Foam
chromium, vanadium, and molybdenum. The alloying elements increase the Fire ghtin
resistance against corrosion andimprove also the wear resistance at high g System:
working,
temperatures.
requireme
nts and maintenance
Four-stroke engines cylinder liner  December 14, 2018  0
lubrication Privacy - Terms
For four-stroke trunk piston engines di erent ways for lubricating the cylinder Hyper Mist
liners are provided by the makers, depending on the size and type of the System:
engine: Regulation
s, Working
Splash lubrication for and
small engines where Maintenance
lubrication oil is splashed  December 4, 2018  0
by the revolving
crankshaft. Crankshaft
Inner lubrication where :
the oil is supplied from the Constructi
piston side. on, Stress
and
Failure
In four-stroke engines
 November 28, 2018  0
system oil used for both
cylinder and other
lubrication and cooling ARTICOLE POPULARE
requirements. For cylinder
lubrication, a small amount
of lube oil is left behind on
Excess oil on liner is scrapped by scrapper ring the liner surface by the help
of oil control ring/Scrapper
ring, ending up in the combustion chamber and being consumed
The splash system is no longer used in automotive engines because of its low
lubricating e ciency. It is widely used in small four-cycle engines for lawn
mowers, outboard marine operation, etc. ⚠ You are located in
Constanța : time to hide
Two-stroke crosshead engine cylinder your IP address to stay
anonymous and protect
lubrication yourself !
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Most of this kind of engines are tted with an independent system just for
cylinder and piston lubrication. These systems use separate oil pumps to
supply pressurized oil to the liner. The cylinder oil is stored in tanks and
transferred daily to a small capacity tank by gravity from which will pass to the
cylinder lubrication system.
In two-stroke crosshead engine, the piston scraper ring does not exist means
that the cylinder oil is not recycled and reused. It can be said that once the oil
has left the lubricating system is virtually “lost”. That shows the importance of
the oil dosage. The lubrication is made regardless of the engine size and
Will you be the last one
supplied from an external lubricating device via quills in the cylinder liner. standing in this new battle
These lubricators are single-acting reciprocating high-pressure pumps which royale?
pump lube oil at each stroke, on the liner surface. Cuisine Royale
The aim is to ensure a proper distribution of the oil on the cylinder liner
running surface. The challenge is not only to ensure that the oil lm on the
cylinder liner is well maintained but also continuously refreshed in order to
provide enough additives for the acid neutralization and cleaning processes.
Cylinder lubrication basic layout

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In earlier days, there has been two cylinder lubrication system, based on Timed
Lubrication (MAN B&W &MHI) and on Accumulator Lubrication
Speed up your daily life! 3
never-before-seen tips you
(Wärtsilä[Sulzer]) respectively. Common for these systems has been the
never thought of
injection of CLO in drops to be distributed over the surface of the liner through
Cooked for you, with love
a circumferential zigzag groove provided on the liner. The pressure di erence
over the piston rings presses the oil to move in the groove and vertically
distributed by the movement of the piston rings.
Timed Lubrication
The purpose of
timed lubrication
is to deliver LO to
the sliding
surfaces in the
cylinder at a
speci c time in
relation to the
position of the
diesel engine
piston during its
upward Search Keywords
movement. The
Air Condition anti exposure suits Automation
oil is pumped into
the cylinder when Boiler bouy bunkering
the piston rings compression Engine crane ETO
pass the lubricating ori ces, during the upward stroke.

feature re Fresh Water
Timed lubrication as described above is in practice carried out by means of

Generator fuel FWG Green House E ect
lubricators driven mechanically from and synchronously with the diesel engine.
Hand ares IG Generator immersion suit
Lubricators are connected by means of couplings and intermediate shafts to
indicator cards Inert Gas generator
the diesel engine drive, so that CLO is supplied at every diesel engine piston
stroke and at the speci c time in the diesel engine cycle. Inland waterways
Intercoolar Advantage
Accumulator Lubrication (Wärtsilä) investment jackets life boats life jacket life
raft MEO Class II MEO Class IV money
This system montereal Protocol MT Marine

consists of a multi- Express oily water seperator
element pump
unit driven by an Operations ows Piracy
electric motor, and
a progressive
Refrigration
distributor for rescue operation rocket
each cylinder with parachute are safety smoke signal
a number of quills
with a spring solas Tankers Vessel
membrane Missing Water Production
accumulator. The
unit supplies the Privacy - Terms
cylinder lube oil to

the distributors,
ensuring an equal
distribution of the
oil to each
individual quill.
When the
pressure inside
the cylinder at the
quill level, which is
normally located
in the upper third
of the liner, is
su ciently low,
the oil is released
by the spring force
of the accumulator. The pressure inside the cylinder is lower than in the
accumulator twice for every revolution. When the piston is moving down
during the expansion stroke and when the piston is moving up as the piston
rings pass the lubricating grooves. The system releases a small amount of oil
to the cylinder liner in each cycle, but this release is not timed. The feed rate is
controlled by disc settings in the pump unit, and along with the variation of the
rotational speed of the driving electric motor. This system is simple, robust and
very reliable but it requires oil feed rate in the range of1.0 to 1.6 g/kWh.
RPM dependent lubrication system

In this system cylinder lubrication system is connected with the crankshaft or
camshaft for correct timing of injection. The quantity of cylinder lube oil and
dosing is done at every piston up going stroke as a function of engine RPM.
During operation even at a constant RPM, the load may vary. This variation in
load will cause thermal instability and hence a ect the cylinder lubrication.
Thermal instability in the cylinder due to load changes may cause an
exceptionally high risk of corrosive and frictional wear. Increased injection of
oil is desired at these times to neutralize acid build-up and reduce friction.
Load-dependent lubrication
Load-dependent lubrication denotes an adjustment of the stroke in the
lubricator oil pumps to correspond to the mean e ective pressure or the actual
engine load. The system is a natural consequence of specifying the required
Cyl lube oil consumption as a function of engine load de ned as g/kWh. Now
days load dependent cylinder lubrication in conjugation with the sulphur
content of fuel oil, the system is the most e ective.
Lubricating Accumulator
A hydraulic accumulator is a
device that stores potential Privacy - Terms
energy by compressing a gas,

spring or a raised weigh to
exert force against a relatively
incompressible uid. They
are used in uid power
systems to accumulate
energy and release it in
pulsations. A hydraulic
system that uses an
accumulator can use a
smaller uid pump because it
stores energy in periods of
Diagram & arrangement of LO accumulator low power demand. The
energy is available for an
instantaneous use and released at a rate many times greater than a pump
alone could supply. If the supply tube is kept under su cient pressure by the
counter pressure in the non-return valve, the desired injection timing can be
achieved.
Lubricating Quills
Quills are non-return valves screwed into the liner at the liner oil grooves. They
help to moisten the pressure pulsations in the supply line preventing the gases
made by the combustion to enter back into the oil line and also provide
storage to pressurized oil in the accumulator. Each cylinder has usually two or
more quills, creating a circumference as shown in g
Usually, each quill is connected by a separate pipe. The cylinder of the quill
needs a non-return valve in order to eliminate pressure pulsation in the
delivery pipe and to prevent the gases to go in. Because of that, the delivery
pipe keeps full of oil even when the engine is stopped. It has to be placed as
close as possible to the liner, otherwise, the exhaust gasses will enter the line
and deteriorate the oil before it can get to the cylinder. The quill is isolated
from cooling water by a sealing pipe which allows an easy removal of the quill.
Alpha Adaptive Cylinder-oil

Control (Alpha ACC)
The Alpha Adaptive Cylinder-oil Control (Alpha ACC) is introduced my MAN
B&W and having following two criteria to determine the dosing of cylinder oil-
The cylinder oil dosage shall be proportional to the sulphur

percentage in the fuel
The cylinder oil dosage shall be proportional to the engine load (i.e.
the amount of fuel entering the cylinders).
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Block diagram of Alpha Adaptive Cylinder Oil Control (ACC)
The implementation of the above two criteria will lead to an optimal cylinder oil
dosage, proportional to the amount of sulphur entering the cylinders. The
above principle is founded on the observation that the main part of the
cylinder liner wear is of a corrosive nature, and the amount of neutralizing
alkaline components needed in the cylinder should, therefore, be proportional
to the amount of sulphur(generating sulphurous acids) entering the cylinders.
A minimum cylinder oil dosage is set in order to account for other duties of the
cylinder oil. The results showed really good results especially with respect
to Cylinder oil consumption, particle emissions, and combustion chamber
wear, showing substantial annual savings. This system can be implemented on
all MC engines and their compact version MC-C.
Main Components of Alpha Adaptive

Cylinder-oil Control
Pump Station and Starter Panels
The pump station consists of two individually operating pumps, heating coil,
lters, and a suction tank. The power supply to the pump station starter panels
is taken from two separate circuit breakers, one supplying each pump.
Lubrication Units
Each cylinder has its own lubrication unit, and each of them comprises two
lubricators for 98-70 bore engines and one lubricator for medium or small bore
engines. Each lubricator unit is equipped with one accumulator with pre- Privacy - Terms
pressured nitrogen at 25-30 baron the inlet side, and one accumulator on the
outlet side (for each lubricator), pre pressured at 1,5 bar. Depending on the
engine type and design each lubricator could have in 3, 4, 5 or 6 lubricating
pistons, one feedback pickup, and one solenoid valve. The lubricator itself has
a small piston for each lubricator quill in the cylinder and the power for
injecting the oil comes from the system pressure, supplied by the pump
station. A common rail system isused on the driving side, but the injection side
has a high-pressure positive displacement system, thus giving equal amount to
each quill and providing the best possible safety, margin against clogging of
single lubricator quill.
Alpha Lubricator Control Unit (ALCU)

It is composed by three main electronic components that are comprised in one
steel cabinet and the so-called ALCU. These three components are:
Master Control Unit (MCU)

Backup Control Unit (BCU)
Switch Board Unit (SBU)
The 24 V DC power is supplied from two individual power sources, from

di erent breakers in the UPS units.
Load transmitter
ACC Load Transmitter
The load transmitter is connected to the fuel rack, thereby continuously

transmitting the fuel index % to the MCU, which calculates the engine load
from this information and the detected engine rpm.
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
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cylinders, which would directly mean a cost reduction along with increases the Ship Construction
life of the components and the engine e ciency.
Naval Architech
The lubrication In modern diesel engine is separated into two parts, cylinder, MARPOL
and crankcase or system lubrication. In this blog, we are going to discuss in
SOLAS
detail about the cylinder lubrication of marine slow-speed two-stroke
Codes and Conventions
crosshead engine.
Miscellaneous
For properties of lube oil and types of lubrication, kindly refer our following
links: Basics of Hydrodynamic, Hydrostatic, Elasto-Hydrodynamic and
Boundary Lubrication Like Us on Facebook
Cylinder Oil Lubrication MarinerDesk

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Cylinder oil is used for the lubrication of piston ring and liner. Piston rings play
a very important role in the performance and endurance of the engine hence
proper lubrication should be ensured in all operating conditions. The functions Like Page
of cylinder oil are:
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To assist in providing an optimum gas seal between the cylinder and
liner. The lube oil consumption and blow-by in an engine are directly
related to the sealing function of the piston rings. MarinerDesk
about 2 years ago
To eliminate or lower wear and friction by minimizing metal to metal
contact between piston rings and liner. Supporting sulphur 2020
To act as a carrier medium for the functional alkaline and additive implementation - MARPOL amen
system. adopted by IMO’s Marine Environ
To provide a medium by which combustion deposits can be Protection Committee (MEPC 73)
transported away from the piston ring and keep the groves clean for prohibit the carriage of non-comp
rings free movement. fuel oil for combustion purposes f
propulsion or operation on board
ship. Entry-into-force date 1 Marc
In order to achieve an e ective lubrication of the cylinders, it is required an oil 2020
that is able to create a tenacious and constant lm on the cylinder walls to
protect the parts from wear and make a seal to prevent gases from leaking
6 Comment Share
between the piston rings and liner. The cylinder oil not only has to be thick
enough to adhere to the moving surfaces at high temperature but it also has to
be thin enough to spread evenly over the whole surfaces of the long stroke
engine. In this case, the special additives for cylinder oils are needed to
improve detergency and dispercency properties, acid-neutralizing properties,
oxidation stability, corrosion resistance, and load-carrying properties.
The piston-
ring-liner
system is the
major source
of lube oil
consumption
. For that
reason, it
needs to be
designed to
SUBMIT YOUR
minimize the QUESTION
cylinder bore
distortion Privacy - Terms
on which the crankshaft fore end is not available for angle encoder installation,
a trigger ring and tachograph pickups are installed at the turning wheel.
ACC Angle Encoder
Backup trigger system

The backup trigger system comprises two tachograph pickups in a box at the
turning wheel, there by transmitting the engine rpm to the BCU. The backup
pickups are also connected to the MCU for surveillance purposes.
ACC Tachograph
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 pre-lubrication is possible. As standard
the HMI-panel is mounted in the engine control room.
It has a three-position mode switch that enables de selection between:
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Auto-mode – BCU takes over automatically, if lubrication cannot be maintained

by the MCU. If the BCU has taken over the control, this mode can only be
cleared by manually switching to MCU-mode, and back to Auto position.
Working of Alpha Adaptive Cylinder-

oil Control
Cylinder lubricating oil is fed to the engine at a pressure of 40-50 bar by means
of a pump station usually mounted on the engine or sometimes placed in the
engine room. The oil fed to the injectors has been pressurized by one or two
Alpha Lubricators located 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 the
injection has taken place. This is shown be Light Emitting Diodes (LEDs) on
intermediate boxes for each cylinder.
Timing is based on two signals from the angle encoder, a Top Dead Center
(TDC) cylinder marker and a crankshaft position trigger. The alpha lubricator
System is normally timed to injector the cylinder oil into the piston ring pack
during the compression stroke.
The cylinder lubrication is based on a constant amount of oil being supplied via
injection. The speci c feed rate is controlled by variation of the injection
frequency. This frequency is calculated from index and speed, and is usually
proportional to the engine Mean E ective Power) MEP. However, a power
Mode or RPM Mode is possible.
The basic cylinder oil feed rate at a Maximum Continuous Rating (MCR) of
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% although
default mode is 100%.
During normal operation of the system it 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, then the BCU automatically takes over control
(only if the control switch is set in “auto” position). An indication lamp “BCU in
control” is lit on the HMI panel in newer installations and elsewhere in older
ones.
The BCU is based on a random timing and RPM mode. The injection frequency
is adjustable on the BCU and is normally, as minimum, set to the basic cylinder
oil feed rate for the engine, plus 50%. Prior to start-up, the cylinders can be
pre-lubricated and, during the running period, the operator can choose to
increase the lube oil feed rate by 25%, 50% or 100%.
With the development of the latest control electronics, Pulse Lubricating

System and Alpha LubricatingSystem provided timed lubrication with reduced
cylinder lubricating oil consumption. By installing these modern systems, feed Privacy - Terms
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.
Safety system of Alpha ACC

Any malfunctioning in the solenoid valve or transducer, the oil
dosage will automatically increased to the maximum volume.
If the oil pressure falls, the control unit will start stand-by pump, close
down the faulty pump and sets on the alarm.
In large bore engine where two lubricators are installed, if one
lubricator malfunctions the oil dosage from the other lubricator will
be automatically doubled and an alarm will be given whereas for
small bore engines, where only one lubricator is installed, alarm and
slowdown is initiated.
As shown is above gure an inductive sensor in each lubricator
monitors the movement of the lubricator piston, it gives a local LED
indication and a signal is sent to the control computer system which
has a backup for safety.
What will happen if oil cylinder lube oil feed

rate is high??…
For many years there has been a perception that the more oil used in the
cylinder lubrication, the better. But this is not true, in fact it has been proved
that the main reason for cylinder wear, broken piston rings and overall poorer
cylinder condition is over lubrication. Over lubrication of a two-stroke engine
means excess of additives(calcium salts for alkalinity) which burns during the
combustion and produces carbonates, which keep on depositing over piston.
Accumulation of these hard deposits may cause liner scoring or with add on of
some soft deposits it can touch the liner wall and wipe out the lubricating oil
lm and lead to frictional wear of the cylinder liner and piston rings.
Oil feed rates should always also be adjusted according to the Sulphur content
in the fuel oil. Especially when are taken into use low Sulphur fuels. With the
expansion of low Sulphur Emission Control Areas on the global trade routes
and future limits on the amounts of Sulphur in the fuel oil, normal practices are
changing. There is a greater use of dual fuel handling, which requires switching
between high and intermediate TBN lubricants according to the fuel on use.
This means that modifying cylinder lubrication oil feed rates becomes a daily
task. The optimization requires daily monitoring of the residual drain oil
Cylinder lubricant drain analysis

The need for regular piston inspection is recognized by most operators.
However, the incompetent educational standard of some ships’ sta may
mean that piston inspection cannot always be relied upon to provide as much
valid information about piston and liner conditions as would be the case with
inspection by an experienced superintendent or specialist engineer. Regular
basis Cylinder lubricant drain analysis onboard and ashore has opened a new
source of information to help determine engine performance conditions,
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providing the operator with additional information to make engine

maintenance decisions.
Advantages of cylinder oil drain

analysis-
Visual inspection does, nevertheless, have its limitations for example
drain analysis can pick up a wear problem which has not been noted
during visual inspection of pistons, in other words, before the wear
became a serious problem.
It is important to note is that Cylinder Lubricant drain analysis can
detect a problem, such as ring and liner wear, water contamination of
the cylinder lubricant, and piston rod gland leakage, before it would
be picked up by conventional methods of inspection. Furthermore, by
combining cylinder lubricant drain analysis with the physical
inspection of piston condition through the scavenge ports, more
precise maintenance decisions can be made.
Analysis of the drain oil, and comparison of the drain oil analyses
with new oil analysis, enables conclusions to be drawn about the
combustion and lubrication conditions of each cylinder unit.
A further comparison, of the waste oil from one cylinder unit with the
waste oil from other cylinder units of the same engine, enables
comparison of the performance and maintenance condition of each
unit against the other units.
As a further step towards a more comprehensive engine
performance monitoring service, engine manufacturers have been
collecting engine performance data from selected ships. The
combination of regular monthly engine performance data,
photographic records of piston and liner condition, together with the
data derived from cylinder lubricant drain analysis has enabled a
more detailed and speci c interpretation of engine performance
condition to be provided to engine operators.
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Anurag Singh
He is working as an engineer in Synergy Marine Group. He is
alumni of Marine Engineering & Research Institute(MERI)
Mumbai. With his versatile talents, he loves to play cricket and
write blogs. Speciality: Tanker operations
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6/2/2020 Cylinder lubrication developments and Lubricants drain analysis

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Cylinder lubrication developments

Lubricants are used to reduce

If you liked it, please share.

lubrication Privacy - Terms

Cylinder lubrication basic layout

pass the lubricating ori ces, during the upward stroke.

Timed lubrication as described above is in practice carried out by means of

raft MEO Class II MEO Class IV money

This system montereal Protocol MT Marine

cylinder lube oil to

RPM dependent lubrication system

energy by compressing a gas,

Alpha Adaptive Cylinder-oil

The cylinder oil dosage shall be proportional to the sulphur

Block diagram of Alpha Adaptive Cylinder Oil Control (ACC)

Main Components of Alpha Adaptive

Alpha Lubricator Control Unit (ALCU)

Master Control Unit (MCU)

The 24 V DC power is supplied from two individual power sources, from

ACC Load Transmitter

The load transmitter is connected to the fuel rack, thereby continuously

Trigger system (Shaft encoder)

Cylinder Oil Lubrication MarinerDesk

ACC Angle Encoder

Backup trigger system

Human Machine Interface (HMI) panel

It has a three-position mode switch that enables de selection between:

Auto-mode – BCU takes over automatically, if lubrication cannot be maintained

Working of Alpha Adaptive Cylinder-

During normal operation of the system it is controlled by the MCU. If any

With the development of the latest control electronics, Pulse Lubricating

rate can be adjusted automatically with respect to engine operating condition,

Safety system of Alpha ACC

What will happen if oil cylinder lube oil feed

Cylinder lubricant drain analysis

providing the operator with additional information to make engine

Advantages of cylinder oil drain

If you liked it, please share.

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