Lubrication Of IC engine

Savitribai Phule Pune University

A Seminar on

LUBRICATION SYSTEM OF I.C

ENGINE

By

Mr. VIJAY PADIR

Guided by

VITTALKAR SIR

Department of Mechanical Engineering

TSSM's

Padmabhooshan Vasantdada Patil Institute

of Technology, Bavdhan (Kh), Pune - 21

2014-2015

PVPIT, Mechanical Engineering 2014-151


TSSM's

Padmabhooshan Vasantdada Patil Institute of Technology,

Bavdhan (Kh), Pune - 21

C E R T I F I C A T EThis is to certify that Mr. Sumit Pawar, has successfully complete the Seminar work entitled " LUBRICATION SYSTEM OF I.C ENGINE " under my supervision, in the partial fulfillment of Bachelor of Engineering, by University of Pune.

Date:

Place:

Vittalkar Sir Prof. M. V. Khot

Guide Head of Mech. Department

Seal Dr. Y. V. Chavan

Principal, P.V.P.I.T, Pune

External Examiner



ACKNOWLEDGEMENT

It is our proud privilege and duty to acknowledge the kind of help and guidance

received from several people in preparation of this report. It would not have been

possible to prepare this report in this form without their valuable help, cooperation and

guidance.

First and foremost, we wish to record our sincere gratitude to Management of this

college and to our beloved Principal, Dr Y V CHAVAN, Principal, Padmabhooshan

Vasantdada Patil Institute of Technology

For his constant support and encouragement in preparation of this report and for making

available library and laboratory facilities needed to prepare this report.

Our sincere thanks to Prof. M V Khot, Head, Department of Mechanical

Engineering, JSCOE, for his valuable suggestions and guidance throughout the period of

this report.

We express our sincere gratitude to our guide, Prof. Vittalkar Sir, Department of

Mechanical Engineering, PVPIT, Pune for guiding us in investigations for this seminar

and in carrying out experimental work. Our numerous discussions with his/her were

extremely helpful. We hold his/her in esteem for guidance, encouragement and

inspiration received from his/her.

Last but not the least, we wish to thank our parents for financing our studies in

this college as well as for constantly encouraging us to learn engineering. Their personal

sacrifice in providing this opportunity to learn engineering is gratefully acknowledged.

Place: Pune Name of the Student



ABSTRACT

Reliability and Performance of modern engines are directly dependent on the

effective-ness of Lubrication system. to be effective an engine Lubricating system

must successfully perform the function of minimizing friction between the bearing

surface of moving part , dissipating heat and keeping the engine part clean by removing

carbon and foreign matter .

It explain the purpose of the Lubrication system . it describe oil ratings. it identify

the main components of the lubrication system. it describe the Lubrication system of

modern internal combustion engines.



INDEX

Sr.No. CONTENT Page No.

1. INTRODUCTION 6

2. LUBRICANTS 8

3. LUBRICANT ADDITIVES 13

4. TYPES OF LUBRICATING OILS 14

5. LUBRICATING SYSTEMS 16

6. CONCLUSION 23

7. REFERENCES 22



1. INTRODUCTION

Lubrication can be considered as vital part of a machine as any of the working parts. Of

course the various bearings, gears and cams which make up any machine today must be

carefully designed and precision made of the best materials to meet the demands of

modern high speed production. But without proper lubrication, these same working parts

would soon develop rapid wear and eventual failure. Then the machine would be useless

as a production tool.

All of us in the plant have an important role to play in an effective lubrication

programme. The foreman and machine operator can be sure of 'getting out the goods'

only if the lubrication service man has properly lubricated the machine. In turn, the

lubrication service man can lubricate his machines properly only if the engineer has

properly designed the machine and specified the right lubricant for it. And in turn, the

maintenance mechanic depends upon proper lubrication to keep the machines running. It

is a programme in which all of us have an important role to play.

1.1 Need for Lubrication

In an I.C. engine, moving parts rub against each other causing frictional force. Due to the

frictional force, heat is generated and the engine parts wear easily. Power is also lost due

to friction, since more power is required to drive an engine having more friction between

rubbing surfaces.

To reduce the power lost and also wear and tear of the moving part substance called

lubricant is introduced between, the rubbing surfaces.



1.2 Function of Lubrication

(a) Lubricant reduces friction between moving part

(b) It reduces wear and tear of the moving parts.

(c) It minimizes power loss due to friction.

(d) It provides cooling effect. While lubricating it also carries some heat from the

moving parts and delivers it to the surroundings through the bottom of the engine (crank

case).

(e) It helps reduce noise created by the moving parts.

1.3 Engine parts which are lubricated

The following are some engine parts that require adequate lubrication.

1. Crank shaft 2. Crank pin 3. Big and small end of the connecting rode

4. Piston pin 5. Internal surfaces of cylinder walls

6. Piston rings 7. Valve mechanisms 8. Cam shaft etc.



2. LUBRICANTS

Lubrication is the reduction of friction to a minimum by replacing solid friction with

fluid friction.

This is achieved by introducing between two surfaces in relative motion, an ideal film of

oil or sufficient amount of grease to keep the two metal surfaces separated under the

speeds and loads imposed on the bearings. The most important single factor that

determines the effectiveness of the oil is the viscosity of the oil.

2.1 FUNCTIONS OF LUBRICANTS:

Lubricants are agents introduced between two surfaces in relative motion to minimize

friction. Selection and application of lubricants are determined by the functions they are

expected to perform. The principal functions of lubricants are to:

a) Control friction

b) Control wear

c) Control temperature

d) Control corrosion

e) Remove contaminants

f) Form a seal (grease)

2.2 TYPES OF LUBRICANTS

Following are the commonly known types.

1. Liquid Lubricants

a) Plain mineral oil

b) Mineral oil plus additive

c) Synthetic lubricants

2. Quasi-solid Lubricants (Grease)

3. Solid Lubricants



Depending upon a typical application requirement a particular type of lubricant is chosen.

2.2.1 LIQUID LUBRICANTS

Liquids are generally preferred as lubricants because they can be drawn between moving

parts by hydraulic action. Apart from keeping the parts separated they also act as heat

carriers. In the choice of a liquid lubricant for a given application, primary consideration.

Moreover effect of temperature change on viscosity should be minimum Liquid

Lubricants should in general inert toward metal surfaces and other components.

(a) MINERAL OILS4-4 maintenance engineering and management. Modern refining

technology technicians has made it possible to produce lubricants of good quality

from a wide variety of crude oils. Refining crude oil is the process of separating

the crude oil into different fractions or cuts. These cuts are called naphtha,

gasoline, kerosene, light and heavy oils and residues. Each type of crude oil gives

different amount of each 'cut'. Basically crude oils are of two types namely

paraffinic and naphthenic.

(b) MINERAL OIL PLUS ADDITIVE

A refinery makes only the base lube oil stocks of different viscosities. They are unsuitable

for direct consumption. Therefore, oils are mixed to attain right viscosity and additives are

added to improve other qualities.

(c) SYNTHETIC LIQUID LUBRICANTS

Synthetic liquid lubricants can be characterized as oily and neutral liquids. They are not

obtained from petroleum crude oils. But they have almost similar properties as petroleum

lubricants. These find application in situations where petroleum oils cannot be used. Some

specific chemical classes of synthetic lubricants are Di-esters, oregano-phosphate esters,

silicone polymers etc.



2.2.3 SOLID LUBRICANTS4-8 maintenance engineering and management

A solid lubricant is a thin film of a solid interposed between two rubbing surfaces to

reduce friction and wear. The need for solid lubricants has grown rapidly with advance in

technology. The solid lubricant should have following characteristics:

1. Low sheer strength

2. Low hardness

3. High adhesion to substrate material

4. Continuity

5. Self-healing ability (The film should reform immediately if broken)

6. Freedom from abrasive impurities

7. Thermal stability

8. Chemical inertness

Various inorganic compounds like graphite, molybdenum disulphide, tungsten

disulphide, boron nitride; and organic compounds like aluminum, zinc, sodium, lithium

stearate and waxes are used as solid lubricants. Solid lubricants have found wide

application where conventional petroleum oils have failed to work at extreme working

conditions.



2.3 LUBRICANT CHARACTERISTICS

SPECIFIC GRAVITY

Specific gravity is the ratio of the weight of a given volume of substance at 60 degree F.

to that of water.

2.4 VISCOSITY

Viscosity is a measure of the oil's resistance to flow. The more the viscosity of the oil

more will be its resistance to flow, e.g. compare water and molasses. Water is less viscous

and hence flows freely. Whereas molasses, which has a high viscosity, flows sluggishly.

An ideal oil film on a bearing depends on selecting an oil with the right viscosity to

maintain separation of two metal surfaces. The speed of the journal and viscosity are

closely allied in maintaining a good oil film in the bearing. The slower the journal speed,

the higher viscosity or thicker oil we must use. As journal speeds are increased, a thinner

of lower viscosity oil is needed.

Bearing loads must also be considered because the oil must have sufficient viscosity to

maintain a good oil film to support the load.

Technically speaking, it is defined as the force required to move a plane surface of one

square centimeter area over another plane surface at the rate of one centimeter per second,

when the two surfaces are separated by a layer of liquid one centimeter in thickness. The

unit of this force is poise and is called absolute viscosity.

Kinematic viscosity is the ratio of absolute viscosity to the specific gravity of the oil at the

4-5 maintenance engineering and management temperature at which the viscosity is

measured. Its unit is stokes.

For practical purposes, viscosity of petroleum oils is expressed in time in seconds taken

by a given quantity of oil to flow through a standard capillary tube. It is expressed as Say

bolt universal seconds at 100 degree F. or 210 degree F.



2.5 VISCOSITY INDEX

Viscosity index is an expression of effect of change of temperature on the viscosity of

oils. This change can be evaluated numerically and the result is expressed as V.I.

2.5.1 POUR POINT

Pour point of an oil is an important quality. It is a temperature at which oil will still

remain fluid. It reflects on the capability of the oil to work at low temperatures.

2.5.2 FLASH POINT

Flash point is the temperature at which the oil gives off sufficient vapours which can be

ignited. It reflects on the capability of the oil to work at higher temperature without any

fire hazard.



3. LUBRICANT ADDITIVES

The purification and manufacturing processes impact good qualities to lubricating oils.

But still they cannot be used directly. They will be prone to contamination and

decomposition in the exacting working conditions. Hence certain chemical compounds

and other agents which are termed as additives are added to the oil. Most modern

lubricant additives can be classified as follows:

1. Those designed to protect the lubricant in service by maintaining deterioration.

2. Those that protect the lubricant from harmful fuel combustion products.

3. Those which improve existing physical properties or impart new characteristics.

Use of chemical additives in lubricants is very wide. They are used in the lightest

instrument and spindle oils to the thickest gear lubricants; automotive lubricants; cutting

oils; and hydraulic fluids. There are over 50 characteristics of lubricating base oils which

can be improved by the additives. Generally speaking the additives must have the

following properties:

a) Solubility in base petroleum oil

b) Insolubility in and lack of reaction with aqueous solution.

c) Should not impart dark colour to the oil

d) Low volatility

e) Additives must be stable in blending, storage and use.

f) Additives should not impart unfavorable odour.

3.1 USE OF ADDITIVES:

Anti-oxidant Increases oil and machine life and prevents oxidation Corrosion Inhibitor

Protects against chemical attack of alloy bearings and metal surfaces. Detergents

Cleanliness of lubricated surfaces. Rust Inhibitor Eliminates rusting in presence of

Water and moisture pour depressant Improves low-temperature fluidity Viscosity Index

Lowers rate of change of viscosity improver with temperature change

Anti-foam agent Prevents stable foam formation Extreme Pressure agent Improves film

strength and load carrying capacity.



4. TYPES OF LUBRICATING OILS

Each major oil company will have over 300 different industrial and automotive types in

its line of oils. For simplicity following eleven classifications have been listed.

1. Spindle oils

2. Gear oils

3. General bearing oils

4. Electric motor oils

5. Steam cylinder oils

6. Turbine oils

7. Air compressor oils

8. Refrigeration compressor oils

9. Hydraulic oils

10. Cutting oils

11. Automotive oils

Each type of oil listed has certain characteristics that make it well adapted for a given

application. 4-7 maintenance engineering and management.

3.2.1 SPINDLE OILS

It gets its name for its use on spindles. Spindles are small rotating shafts on upright drills

which have high speed and low load characteristics. The viscosity is the most important

factor. Temperatures are seldom high enough to make flash point critical, nor low enough

to make the pour point an important consideration.

3.2.2 GEAR OILS

Gear oils are of a heavier grade because of the rubbing action of the gear teeth and high

pressure on teeth. Gear oil viscosity usually ranges from 60 seconds to over 150 seconds

at 210 degrees F. Gear oil should have Anti-foam characteristics. Flash and pour points

must be considered if temperatures that will be encountered make these points critical.



3.2.3 TURBINE OIL

It is one of the highest refined oils that we use. These oils should be controlled to very

close tolerance in their physical properties. Flash point is very important as operating

temperatures are usually higher.

3.2.4 AIR COMPRESSOR OILS

These have to work under very difficult conditions. Under these conditions oil comes into

contact with air at high temperatures and pressures. This causes oxidation of oil. Flash

point must be high to guard against fire hazard.

3.2.5 REFRIGERATION COMPRESSOR OILS

These are usually straight mineral oils. Flash point is not so critical. However, pour point

is an important characteristic due to low temperature.

3.2.6 GENERAL BEARING OILS

Usually used in 'once through' systems, they go through the bearings and are wasted.

These are not used in circulating systems because they do not have the ability to stand up

under extended circulation and use. Viscosity is an important property speeds, loads and

temperatures must be considered to make viscosity selection.

We have only covered six of these classifications of oils. But it should be enough to make

us realize that the old saying oil is oil is not exactly true. There are many kinds of oils

which have specific use to meet different kind of service conditions.



5. LUBRICATING SYSTEMS

There are two types of lubricating systems:

5.1 Splash lubricating system, and

5.2 Pressure feed lubricating system.

5.1 Splash lubricating system

The arrangement of splash lubricating system is shown in Fig.5.1

This method is generally used for a vertical engine with a closed crankcase.

The sump is located at the bottom of the crankcase.

When the engine crankshaft rotates, the big end of the connecting rod splashes oil by

centrifugal action.

The connecting rod big end has a hollow pipe called a scoop which is fitted to the

bearing cap and pointed towards the direction of rotation of the crankshaft.

The lubricating oil passing through the scoop lubricates the big end bearing and

gudgeon pin bearing. All other parts are lubricated by the splash.

Excess oil is collected in the troughs and are provided with overflows and collected in

the main sump the level of the oil in the trough is maintained constant the dripping

from the cylinders is also collected in the sump.

The oil from the sump is re circulated with the help of a pump.



Fig. 5.1 Splash lubrication system.5.1.2 The limitations of this system are:

(i) Inability to regulate the quantity of oil splashed against the cylinder wall (ii) Inability

to keep the oil from getting past the piston head in the combustion chamber, burning with

the fuel and passing out with exhaust gases.



5.2 Pressure Feed Lubricating System

This system is shown in Fig.5.2

Such a system supplies oil under pressure directly in the connecting rod bearings,

crankshaft bearings, valve gear and to the camshaft drive. Indirect supplies reach the

cylinder walls, gudgeon pin, the distributor and pump drives.

Fig. 5.2 wet sump high lubrication system

. Oil is carried in the sump and circulated by the gear pump which sucks from the

sump through a strainer.

The pump delivery pressure is controlled by a relief valve and the oil passes through a

very fine filter before it reaches the main distributor gallery.

From the various bearings, surfaces and gears. After lubricating the big end bearings,

the oil is fed to the gudgeon pins through the oil way in the connecting rod and

further squirted into the cylinder wall



5.3 Wet sump Lubrication System

Engine Lubrication

Two types of engine lubrication systems are used in internal-combustion engines:

the splash system and the pressure-feed system. The pressure-feed system, with

small modifications, is the more popular for more popular for modern automobile

engines. The splash system is used on most lawn mower and outboard engines.

5.3.1 Pressure-Feed System.

In the pressure-feed system, oil is forced by the oil pump through oil lines and

drilled passageways. The oil, passing through the drilled passageways under

pressure, supplies the necessary lubrication for the crankshaft main bearings, the

connecting-rod bearings piston-pin bushings, camshaft bearings, valve lifters,

valve push rods, and rocker studs. Oil passing through the oil lines is directed to

the timing gears and the valve rocker shafts in order to lubricate these parts. The

cylinder walls are lubricated by oil thrown off the connecting-rod and piston-pin

bearings. Some engines have oil spit holes in the connecting rods that line up with

drilled holes in the crankshaft journal during each revolution, and through or spit

a steam of oil onto the cylinder walls.

Pressure-Feed System

To enable the oil to pass from the drilled passageways in the engine block to the

rotating crankshaft, the main bearings must have oil feed holes or grooves that

line up with the drilled holes in the crankshaft each time the crankshaft rotates.



The same is true in the case of the connecting-rod bearings and the drilled

passageways in the connecting rods. Since the oil in the passageways is under

pressure, each time the drilled holes in the crankshaft and connecting rod line up

with the holes in the bearings, the pressure forces the oil through these drilled

passages into the crankshaft and connecting rod, lubricating their respective

bearings.

After the oil has been forced to the area requiring lubrication, it falls back down

into the oil pan ready to be picked up again and returned through the system. As

the oil falls, it is frequently splashed by the moving parts onto some other part

requiring lubrication

.

5.4 System Components 1 Oil pressure switch

2 Lifter/buckets

3 Piston jets

4 Sump/pan

5 Pickup tube

6 Oil pump

7 Oil filter



Oil Pan and Pickup Tube

• The oil pan is the reservoir for the engine oil. It provides a seal for the bottom of the

crankcase.

• The pickup tube connects the oil pump to the reservoir of oil.

Oil Pump• The oil pump circulates the oil from the sump to all of the pressurized passages.

• Mountings:

– On bottom of pan. Driven by distributor/synchronizer

– Front of crankshaft. Driven directly by crankshaft.

More efficient method of driving. Pressure Relief Valve

• The engine needs only a fraction of the oil pumps capacity. Excess pressure is returned

Directly to the oil pan by



Pressure Relief Valve.• Oil pressure is controlled by a calibrated spring.

• Excessive pressure can cause ruptured seals.

• Insufficient pressure can cause bearing damage or engine noise.

Oil Filter• The Oil Filter is used to capture small particles of metal, dirt, and other debris

Keeps the engine oil clean to reduce wear and increase oil life.

• All of the oil that exits the pump is pumped through the filter 100%.



CONCLUSION

From the whole discussion in a lubricating system it is observe that lubricating system is

like a white blood cell provides energy to our body to fight against diseases or try to

decrease our life, in similar way lubricating system provides the energy to vehicle to

protect itself from damaging increasing life of vehicle increases the handing, increases

engine life and manymore.So the scope of lubricating system is too bright.



REFERENCES

1) E.R. Booser (1974), "Grease Life Forecast for BallBearings," Lubrication Engineering, 30, P536-541

2) E.R. Booser and A.E. Baker (1976), "Evaporation-AFactor in Ball Bearing Grease Life," NLGI Spokesman,40, P60-65

3) W.W. Bailey and S. Pratt (1982), "Dynamic OxidationStability of Lubricating Greases," NLGI Spokesman,46, P15-18

4) T. Kawamura, M. Minami and M. Hirata (2001),"Grease Life Predication for Sealed Ball Bearings,"Tribology Transactions, 44, 2, P256-262

5) T. Kawamura, M. Minami and M. Hirata: "Grease LifePredication for Sealed Ball Bearings," NTN TechnicalReview No.69 (2001) 76-81

6) H. Mikami: "Latest Trends in Lifespan Prediction forLubrication Grease and Grease," Hydraulics &Pneumatics (Japan) 576, Vol.46, No.11, (2007)
