WÄRTSILÄ TECHNICAL JOURNAL 02.

2010

Cylinder lubrication of two-stroke

crosshead marine diesel engines
A U T H O R : O l e C h r i s t e n s e n , G e n e r a l M a n a g e r, C y l i n d e r L u b r i c a t i o n , R & D Tw o - s t r o k e P r o g r a m s & Te c h n o l o g i e s ,
Wärtsilä Industrial Operations

The two-stroke crosshead diesel

engine has, for many years, been
the preferred prime mover for larger
seagoing merchant vessels. This
article discusses means of improving
piston running and reducing cylinder
oil consumption in these engines.

There are a number of reasons for the

success of the two-stroke crosshead
diesel engine in marine applications:
■ It provides a speed and torque
that exactly meets the demand
of the propeller, i.e. no
intermediate gear is needed.
■ It is easy to maintain.
■ It is – still today – by far the most Fig. 1 – Cross section of
efficient stand-alone working machine. Wärtsilä RT-flex82C.
■ It can operate on heavy fuel oil, which
is basically a residual from the crude oil
refinery process, and hence much less
expensive than refined oil products.

The challenge posed by fuel

Compared with “lighter” diesel fuels,
heavy fuel oil (HFO) has a relatively high
viscosity. It also contains a number of
substances and components that can be
harmful to both the engine and the
environment if their maximum allowed
contents are exceeded, or if not treated
properly.
However, residual marine fuels are
categorised in international standards,
and all marine engine designers have their
recommendations as to which types of
fuels can be applied in a particular engine,
and how these fuels shall be treated and
conditioned before entering the engine.
Every time a vessel bunkers fuel, the
ship’s chief engineer is given a bunker
certificate with a chemical analysis and
information about the fuel’s viscosity and
density. From this he can see whether or not
the fuel is in compliance with the engine Fig. 2 – Wärtsilä 7RT-flex82C on test bed.

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designer’s recommendations, and how rings and cylinder liners.

the on board fuel treatment plant needs To safeguard the engine against such cat
to be adjusted. fine damage, the allowed maximum content
For environmental reasons, marine diesel (as Al and Si equivalents) in marine diesel
engines must be capable of operating on fuels has been set as an international
the whole range of diesel fuels. This creates standard. However, it is most important
numerous challenges to the machinery that the centrifuges and filters in the vessel’s
on board, and to the engines themselves. on board fuel treatment plant are correctly
From an engine reliability point of view, dimensioned and properly working at
and particularly from a piston running all times.
point of view, there are two major “enemies” Crude oil has a natural sulphur content,
when the engine is operated on HFO: which will remain in the heavier fractions
■ Catalyst particles from of refinery products such as marine diesel
the refining process fuels. The average sulphur content in HFO
■ The natural sulphur content. worldwide is around 2.8% (of mass), but
HFO with a sulphur content of up to 4.5%,
In some HFO bunker lots, the content of which is also the allowed upper limit,
catalytic particles, also known as “catalytic is occasionally bunkered.
fines” or simply “cat fines”, from the Today there are no economically viable
refining process can be extraordinarily high. methods, either at the oil refineries or on
These catalyst particles consist mainly board ship, to separate the sulphur from
of aluminium and silicon oxides typically marine diesel fuels. This means that the
ranging in size from 10 to 20 μm. They are sulphur cannot be prevented from entering
extremely hard and, therefore, abrasive. If the engine’s fuel injection system and
they are allowed to enter the engine, they combustion space.
can cause severe damage to the fuel Sulphur is an excellent lubricant for
injection system, as well as to the piston the moving parts in the fuel injection

Table 1. – Wärtsilä fuel recommendations.

Parameter Unit Bunker limit Test method Required fuel quality

ISO 8217: 2005 *1) Engine inlet
class F, RMK700
Density at 15 C [kg/m3] max. 1010 *2) ISO 3675/12185 max. 1010
Kinematic viscosity at 2 – 13–17
[mm /s (cSt)] ISO 3104
50 C 700 –
Garbon residue [m/m (%)] max. 22 ISO 10370 max. 22

Sulphur [m/m (%)] max. 4.5 ISO 8754/14596 max. 4.5

Ash [m/m (%)] max. 0.15 ISO 6245 max. 0.15

Vanadium [mg/kg (ppm)] max. 600 ISO 14597/IP501/470 max. 600

Sodium [mg/kg (ppm)] – AAS max. 30

Aluminium plus Silicon [mg/kg (ppm)] max. 80 ISO 10478/IP501/470 max. 15

Total sediment, potential [m/m (%)] max. 0.10 ISO 10307-2 max. 0.10

Water [v/v (%)] max. 0.5 ISO 3733 max. 0.2

Flash point [°C] min. 60 ISO 2719 min. 60

Pour point [°C] max. 30 ISO 3016 max. 30

Remark: *1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch).
*2) Limited to max. 991 kg/m3 (ISO-F-RMH700), if the fuel treatment plant (Alcap centrifuge) cannot remove water
from high density fuel oil (excludes RMK grades).
– The fuel shall be free from used lube oil, a homogeneous blend with no added substance or chemical waste
(ISO8217:2005–5–1).

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system and has no negative impact on the The four-stroke trunk piston engine case engine will consume some 0.3 to 0.5 g/kWh
combustion process. However, in In four-stroke trunk piston engines, there of lubricating oil.
combination with water it creates sulphuric are a number of different methods for
acid, which is highly corrosive. In other lubricating the cylinder liners and piston The two-stroke crosshead engine case
words, since it cannot be eliminated before rings, depending on engine size and make: In the four-stroke trunk piston engine, the
entering the engine, it must be dealt with ■ Splash from the revolving crankshaft cylinder liner is virtually “over-lubricated”
and controlled by other measures, as we ■ “Inner lubrication”, where the oil with, as mentioned above, an oil scraper
will see later on. is supplied from the piston side ring on the piston scraping the surplus oil
■ “Outer lubrication”, where the back to the oil pan. However, as can be
Cylinder lubrication oil is supplied by an external, seen in Figure 1, the two-stroke crosshead
For marine diesel engines operating on separate cylinder lubricating device engine has no connection between the
residual fuels containing sulphur, cylinder from the cylinder liner side. piston underside space and the bedplate
lubrication must generally serve In a four-stroke trunk piston engine, with the oil pan, and hence cylinder
the following purposes: the cylinder lubricating oil is identical lubrication differs considerably from
■ Create and maintain an oil film to to the engine system oil used for bearing the four-stroke trunk piston engine.
prevent metal to metal contact between lubrication and cooling purposes. In the two-stroke crosshead engine,
the cylinder liner and piston rings. A small amount of the cylinder the piston has no oil scraper ring and the
■ Neutralise sulphuric acid in lubricating oil by-passes the piston rings cylinder oil is not recycled and reused,
order to control corrosion. and ends up in the combustion space, i.e. once it has left the lubricating device
■ Clean the cylinder liner, and where it is “consumed”. However, the it is virtually “lost”, which means that
particularly the piston ring pack, piston in a four-stroke trunk piston engine the dosage of cylinder oil is crucial.
to prevent malfunction and damage has an oil scraper ring that scrapes most The cylinder lubricating oil in a two-
caused by combustion and of the oil supplied to the cylinder liner stroke crosshead engine is – regardless of
neutralisation residues. back to the engine’s oil pan, from where engine size and make – usually supplied
it is drained, cleaned and recycled. from an external, separate cylinder
Normally, a large, modern, well lubricating device via quills in the cylinder
maintained four-stroke trunk piston diesel liner.

Fig. 3 – Example of on board fuel treatment plant.

*1)

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Fig. 4 – CLU3 system.

Special two-stroke cylinder

lubricating oil
In the two-stroke crosshead engine, the
separation between the piston underside
space and the bed plate with the oil pan
allows the use of special cylinder lubricating
oils, tailored for the cylinder condition
and the fuel used. This provides a certain
flexibility, which the four-stroke trunk
piston engine does not have.

Two-stroke cylinder lubricating oil is

mainly characterised by:
■ Viscosity grade Normally SAE50.
■ Base Number (BN) The BN
corresponds to the content of
alkaline additives, which are used
for neutralising the sulphuric acid.
When operating on fuels containing
1.5 to 4.5% of sulphur, BN70 oil is
normally used, but when operating for
longer periods on fuels with a lower
sulphur content, a lower BN (BN60,
BN50 or BN40) is recommended.
■ Detergent additives The ability to
clean the cylinder liner and piston ring
pack and minimise deposit formation.

Dosage
As mentioned above, the cylinder
lubricating oil dosage is vitally important
in a two-stroke crosshead engine. The
Fig. 5 – Pulse lubricating system. challenge is to make the oil properly and

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efficiently fulfil its tasks before it is “lost”,

partly to the combustion space where it is A
burned, and partly to the piston underside
space as sludge.
For more than 20 years, CLU3 was the
standard cylinder lubricating oil dosage
system on Wärtsilä two-stroke crosshead
engines. The CLU3 system was developed
in co-operation with the German company
Vogel (today SKF). It consists of a multi-
element pump unit driven by an electric
motor, and a so-called progressive
distributor for each cylinder unit with L
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 T
sufficiently low, the oil is released by the
spring force of the membrane accumulator.
The CLU3 system releases a small
amount of oil to the cylinder liner in each
engine cycle, but the release of the oil is P
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 Servo oil in (P)
very reliable, but normally requires Servo oil out (T)
a cylinder lubricating oil feed rate in Lubricating oil in (L)
the range of 1.0 to 1.6 g/kWh. Lubricating oil out (A)
Due to the increasing price of cylinder
lubricating oil, for exhaust gas emission
and environmental impact reasons, and Fig. 6 – CLU4 pump.
following the introduction of the Wärtsilä
RT-flex engine concept, there has been a
need to find a successor to the CLU3 The CLU4 pump is a hydraulic, positive
system. The successor product should displacement device, with a number of
fit into the concept of the electronically independent cylinder lubricating oil outlets
controlled engine, but should also be corresponding to the number of quills in
applicable to the conventional Wärtsilä the cylinder liner. The pump piston is
RTA engine and – most importantly – driven by servo oil, which is pressurised to
should facilitate lower cylinder lubricating 50 bar, and when the 4/2 solenoid valve
oil consumption. is activated, the pump piston delivers a
Development work for a new cylinder fixed, pre-defined amount of cylinder
lubricating oil dosage pump was again lubricating oil to each quill in the cylinder
carried out in co-operation with Vogel, liner. When the 4/2 solenoid valve is
and in 2006 the CLU4 pump and Pulse de-activated, the pump piston returns to
Lubricating System (PLS) were introduced. its starting point, the cylinder lubricating
The PLS comprises one CLU4 pump oil chambers are re-filled from the gravity
and 6 to 8 quills per cylinder unit. It tank, and the pump is on stand-by for
further comprises a 50 bar servo oil the next delivery stroke.
system, which actuates the CLU4 pumps, As in the CLU3 system, the quills of
and a control system. the PLS are mounted in the upper third of

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the cylinder liner, but thanks to the CLU4 How is this possible when the cylinder
pump, the injection of cylinder lubrication oil must be distributed both vertically and
oil is independent of the pressure in the horizontally?
cylinder. This injection time is in the range The vertical distribution of the cylinder
of 8–10 ms, and thus a timed injection is oil is mainly performed by the piston rings
possible, i.e. it is possible to inject the during their reciprocating movement. The
cylinder lubricating oil into the piston ring cylinder oil is injected into the piston ring
pack when the piston rings pass the quill pack during the piston’s upward stroke,
level, which is the basic philosophy of and factors such as oil viscosity and feed
the PLS. rate, as well as the amount of oil per
As mentioned above, the CLU4 pump injection are important here. A correct
delivers a fixed, pre-defined amount of viscosity is important in order to ensure
cylinder lubricating oil to each quill with the spreadability of the cylinder oil, and
each pump stroke. The control system the applied feed rate and injected amount
continuously measures and calculates the of oil per stroke are key factors in the
actual engine load, speed and crankshaft delicate balance between under- and over-
position, and based on the requested feed lubrication:
rate, calculates the necessary injection ■ Under-lubrication If too little
frequency. The maximum injection cylinder oil is supplied, starvation
frequency is once each engine revolution, will occur which might result in
and the cylinder lubricating oil is always corrosion, accumulated contamination
injected during the upward stroke of from unburned fuel and combustion
the piston. residues, and in the worst case, metal
The Pulse Lubricating System with the to metal contact, known as “scuffing”.
CLU4 pump has proven to be as robust ■ Over-lubrication If too much
and reliable as the CLU3 system, but is cylinder oil is supplied, the loss of
superior in terms of flexibility, and it fresh, unused oil in the scavenge ports
facilitates a cylinder lubrication oil feed will be high, and the piston rings
rate in the range of 0.7 to 0.9 g/kWh, which might be prevented from moving
is substantially below the CLU3 level. (rotating) in their grooves by the so-
called “hydraulic lock”. Furthermore,
Distribution the cylinder liner running surface
Once the dosage pump has delivered the structure might over time become
cylinder lubricating oil via the quills in the closed and smooth like a mirror, and
cylinder line to the piston ring pack, the will no longer be able to retain the
key to success is to facilitate and ensure lubricating oil. This is sometimes
a proper distribution of the oil on called “chemical bore polish”, and
the cylinder liner running surface. when alkaline deposit build-up on the
The challenge is not only to ensure piston top land from excessive cylinder
that the oil film on the cylinder liner oil is in contact with the cylinder
wall is well maintained, but also liner running surface, it can cause
continuously refreshed in order to what is sometimes called “mechanical
provide sufficient additives for the acid bore polish”. All of these phenomena
neutralization and cleaning processes. might eventually result in scuffing.
For example, the Wärtsilä 84T engine In attempting to achieve the best possible
has a bore of 84 cm and a stroke of 315 cm. horizontal or circumferential distribution
Each cylinder liner, therefore, has of the cylinder oil, the first execution
a running surface of 8.3 m² to be of the quill for the Pulse Lubricating
lubricated. Each cylinder liner has 8 System was the so-called Pulse Jet.
quills equally distributed at the same The Pulse Jet quill could deliver the
level 900 mm from the top, the cylinder cylinder oil either into the piston ring pack
oil dosage pump delivers 310 mm3 to or directly to the cylinder liner running
each quill per stroke, and depending surface, and was expected to provide safe
on the engine load and the applied and reliable operation.
cylinder oil feed rate, the dosage pump Service experience, however, revealed a
injects every 2 to 5 engine revolutions. number of piston running problems and
Consequently, a very large cylinder liner scuffing incidents, particularly on the 96C
running surface has to be maintained by engines. The Pulse Jet principle was then
means of a very small amount of oil. replaced by the so-called Pulse Feed

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Fig. 7 – Pulse Jet principle.

Fig. 8 – Pulse Feed principle with and without “zig-zag” distribution groove.

principle, which had shown good

performance on engines where the old
CLU3 systems had been retro-fitted with
the PLS.
Nevertheless, here too there were Piston Pressure high
problems. Initially the cylinder liner just
had outlets from the quills, but soon it
Top ring
became obvious that some additional aid
was needed to achieve a proper horizontal Pressure low
distribution of the cylinder oil, and Second ring
consequently the so-called “zig-zag” groove
between the quills was introduced.
As the piston passes the “zig-zag” groove,
the groove makes a short circuit and the
pressure difference transports the oil
concentrated at the quill outlet towards
the groove.
The “zig-zag” groove principle has proven
to work very well after it was retro-fitted to
a high number of large bore cylinder liners Fig. 9 – Function of the “zig-zag” distribution groove.

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system, which can be installed on all new

engines, but also retro-fitted to engines
already in service. This system measures
the temperature in two diametrically
opposite positions near the running surface
in the upper part of each cylinder liner. It
then filters and interprets the development
of the temperatures, and in case the
temperature level escalates, a “high friction
alarm” is generated. The alarm alerts the
engine crew only, and is not applied in
the cylinder lubrication control system.

Economical and environmental aspects

More than ever before, ship owners and
operators are focusing on their operational
costs, and cylinder lubricating oil costs
Fig. 10 – Example of good condition. have become extremely relevant.

Example:
A 6500 TEU container vessel has a
12-cylinder Wärtsilä RTA96C main engine
with a MCR power of 63,000 kW. The
main engine operates 6000 hours per year
at an average load of 65% of MCR. It uses
a CLU3 cylinder lubricating system, and
the average cylinder lubricating oil
feed rate is 1.2 g/kWh.
■ CLO consumption = 63,000 x 0.65 x
6000 x 1.2 / 1,000,000 = 295 tons/year
■ One metric ton of cylinder lubricating
oils cost approximately 1750 USD,
meaning: CLO operational cost =
295 x 1750 = 516,000 USD/year
In 2006, when the CLU4 cylinder oil
dosage pump and the Pulse Lubricating
System were introduced, it became
Fig. 11 – Example of poor condition. possible to substantially reduce the cylinder
oil feed rate, down to approximately
0.8 g/kWh.
in service. With its introduction, piston test beds and in service, comprehensive PLS became the standard cylinder
running problems and scuffing incidents instructions with recommendations for lubricating system, and was installed on
were substantially reduced, and today it handling various situations are available, new buildings from May 2006 on. In
is standard in all Wärtsilä two-stroke but at the end of the day it is up to the parallel, however, Wärtsilä developed and
cylinder liners. chief engineer and his crew to monitor introduced the Retrofit Pulse Lubricating
the situation and react accordingly. System (RPLS). The idea of the RPLS
Surveillance Today some vessels have the means to was to offer an upgrade of the old CLU3
Today’s two-stroke cylinder lubricating measure the BN and iron content of the based system to a modern CLU4 based
systems are essentially pure feed-forward oil in the piston underside space, and system on engines already in service.
systems, i.e. there are no sensors in the thereby get an indication of the piston This offered the potential for significant
cylinder liners to inform the control system running condition. However, the best – cylinder lubricating oil cost reductions.
of the actual piston running condition, and most recommended – way to keep With the specific cylinder lubricating oil
and to enable the control system to react the piston running condition under consumption reduced from 1.2 to 0.8 g/kWh,
intelligently in case something is wrong. surveillance is to carry out regular piston the figures from the above example now
Consequently, the cylinder lubrication underside inspections, where cylinder become:
of a two-stroke crosshead marine diesel liners, pistons and piston rings are visually ■ CLO consumption = 295 / 1.2 x 0.8
engine is highly empirical. Based on inspected through the scavenge ports. = 197 tons/year
thousands of running hours and numerous Wärtsilä offers a piston running ■ CLO operational cost = 197 x 1750
inspections of different engines, both on surveillance system, known as the MAPEX = 345,000 USD/year

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Thus the annual savings would be: but also about the cylinder lubricating oil. for dynamic cylinder lubricating
■ CLO consumption = 295 – 197 These tools and methods are today oil film thickness measurements on
= 98 tons intensively applied for improving and the Wärtsilä RTX4 test engine.
■ CLO operational cost = optimising our current systems, and they ■ Development of a mathematical model
516,000 – 345,000 = 171,000 USD will be huge assets in the development for advanced simulation of lubricating
The first RPLS installation was of future systems. Furthermore, they will oil film behaviour.
commissioned and entered into service on help us to support the oil companies in
a 12-cylinder Wärtsilä RTA96C engine in their development of new and improved Also, a number of activities are ongoing on
September 2006. Since then it has been formulations of cylinder lubricating oils. the applied hardware and component side.
fitted to some 150 engines, to the benefit The focus areas are: For the upcoming 35 and 40 bore
of both RPLS customers and the ■ Distribution and refreshment of the oil Wärtsilä RT-flex engines, a new cylinder
environment. on the cylinder liner running surface oil dosage pump is currently being
As can be seen, the feed rate reduction ■ Influence of the fuel’s sulphur content developed in co-operation with SKF. This
results in almost 100 tons less of cylinder on the cylinder lubricating oil’s new dosage pump, which has been named
lubricating oil being consumed per year. performance CLU5, will be double acting in order to
This means - for this particular engine - ■ Influence of engine operation at very fulfil the demands for dynamics and
100 tons less harmful emissions per year, low load over longer periods of time extended time between overhauls, and
partly as gases and particulates to the ■ Influence of engine operation in will be capable of delivering the cylinder
atmosphere from the funnel, and partly areas with high ambient humidity lubricating oil into the piston ring pack
as sludge from the piston underside space, ■ Investigation of the stress level of the oil within 3–4 ms in order to ensure correct
which must be removed and incinerated. on the cylinder liner running surface. injection timing and thus a low feed rate.

Outlook The outcome of the above mentioned

Because of constantly changing boundary focus areas is expected in the short to
conditions, such as engine specifications medium term range. On the slightly
towards higher ratings, specifications of longer term perspective , Wärtsilä is
fuels and lubricants, legislation, and market involved in a number of activities under
prices in general, there will be a continuous the umbrella of HERCULES BETA,
need for understanding and improving a joint development project funded by
piston running as well as for reducing EU, where the main focus areas are:
cylinder oil consumption. ■ Development of a test rig for intensive
During recent years, Wärtsilä has studies of the lubricating oil film
developed and tested some very promising between a piston ring segment and
tools and methods for assessing the cylinder liner segment under various
performance of cylinder lubricating systems. conditions, such as contact pressure,
From this we have gained a lot of new piston ring speed (up to 15 m/s) and
knowledge and experience, not only about liner surface temperature (up to 350 ºC).
the cylinder lubricating systems themselves, ■ Development of sensors and methods

Fig. 12 – Test rig for lubricating Fig. 13 – Instrumented piston for

oil film studies. Wärtsilä RTX4 .

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Some years ago, an Inner Lubrication Closing remarks and useful in complement to field tests, but
System concept was studied at Wärtsilä, In many ways, the two-stroke world is in the meantime we still need to rely on
and a prototype was developed and tested quite different from the four-stroke world, full-scale measurements on board ship.
with positive results. Based on this, and and this is particularly the case, when it
on some good results from applying an oil comes to the testing and validation of new
scraper ring in the piston ring pack on a components and systems. A four-stroke
Wärtsilä RTA96C engine, where an oil engine can be operated on a test bed for
supply from the piston side might be a considerable number of hours within a
advantageous, it has been decided to take reasonable budget, but this would not be
this concept up again and develop it to the case for a two-stroke engine, at least
a commercially applicable level. not for a large bore, multi cylinder one.
A slightly more ambitious idea is to Therefore, most testing and validation of
apply the four-stroke trunk piston engine new two-stroke components and systems
cylinder lubrication concept to the two- must be carried out in service, and a
stroke crosshead engine, i.e. to “over- prerequisite for our development work is
lubricate” the cylinder liner, apply an oil to have access to a number of vessels,
scraper ring, and then collect the surplus which requires good relations with owners
oil, clean it, and recycle it. This will of and operators.
course be a radical change of concept, and Testing and validation in service is very
whether or not it is viable remains to be often both a time consuming and slow
demonstrated, but an outline exists and a process, because it requires thousands of
patent is pending. The aim is to increase running hours. In many cases it would be
scuffing resistance and to achieve the same desirable to accelerate this process, and
low specific oil consumption level as on modern advanced computer simulation Fig. 15 – Inner Lubrication System.
the four-stroke trunk piston engines. tools are becoming more and more precise

Fig. 14 – CLU5.

6 feeding bores ‡ 1.5 mm

Feed system
for inner lubrication
through piston skirt Distributor grooves
Test engine 4RTX-3
6 feeding bores in 1 pressure retaining valve
piston skirt

Control unit

Electro magnetic valve

and mechanical bypass
Cyl. 3 valve.

Cyl. 4
Volumetric feed pump
with defined flow for Feed pipes ‡i = 16 mm,
each cylinder length = 6–7 m

Electric motor
with variable speed.

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