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(906,103) Lubricating System

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Anmol Jaiswal
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112 views19 pages

(906,103) Lubricating System

Uploaded by

Anmol Jaiswal
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
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1

Lubrication
system
BY:

ANMOL JAISWAL(22119906)
UDIT JHA(22119103) SUBMITTED TO:DR. R.K YADAV SIR
(INTERNAL COMBUSTION ENGINES)
(MECHANICAL ENG. DEPARTMENT)
Contents
• Function of lubrication
system.

• Properties of lubricating oil.

• Types of lubrication system.

(1). Wet sump lubrication system.


(2). Dry sump lubrication system.
(3). Mist lubrication system.
Function of lubricating system
Lubrication is an art of admitting a lubricant (oil, grease, etc.) between two
surfaces that are in contact and in relative motion. The purpose of lubrication
In an engine is to perform one or several of the following functions.

(i) To reduce friction and wear between the moving parts and thereby the

energy loss and to increase the life of the engine.

(ii) To provide sealing action e.g. the lubricating oil helps the piston rings to

maintain an effective seal against the high pressure gases in the cylinder

from leaking out into the crankcase.

(iii) To cool the surfaces by carrying away the heat generated in engine

components.

(iv) To clean the surfaces by washing away carbon and metal particles caused by wear.
Properties of lubricating oil

• Viscosity
• Flash and Fire Points
• Cloud and Pour Points
• Oiliness or Film Strength
• Corrosiveness
• Detergency
• Stability
Viscosity :- The viscosity of the oil at the temperature and pressure of the operation must be
compatible with the load and speed to ensure hydrodynamic lubrication In general, large

clearances and high loads require high-viscosity oils whereas high speeds require low viscosity

oils. Hence, the oil supplied must be in a position to meet the variable viscosity requirements.

Flash and Fire Points :- The flash point of an oil is the minimum temperature at which

sufficient flammable vapour is driven off to flash when brought into contact with a flame. The

fire point is the minimum temperature at which the inflammable vapours will continue to form

and steadily burn once ignited. Flash and fire points may vary with the nature of the original

crude oil, the viscosity and the method of refining. For the same viscosities and degree of

refinement, the paraffinic oils have higher flash and fire points than naphthenic oils.
• Cloud Points :- cloud point is the temperature below which wax in fuel tends
to form a cloudy appearance. Which means, it is the temperature at which a
fuel forms a wax cloud.

• Pour points :- pour point is the lowest temperature at which the fuel
continues to flow or the lowest temperature below which the fuel loses its flow
characteristics.

Cloud and pour point indicates the suitability of the lubricating oil in cold
conditions. lubricant used in a machine working at low temperature should posses
low pour point otherwise solidification of the lubricant will cause the jamming of
the machine. It has been found that presence of waxes in the oil raises the pour
point.

Good lubricating oil should have low cloud and pour point.
Corrosiveness:- The oil should be noncorrosive and should protect against
corrosion. It is probable that the absorbed film that rises to the level of oiliness is
also related to the protection of the surface against corrosion.

Detergency:-An oil has the property of detergency if it acts to clean the


engine deposits. a separate property is the dispersing ability which enables the oil
to carry small particles uniformly distributed without agglomeration. In general,
the term is the name for both detergent and dispersing properties.

Stability:- The ability of oil to resist oxidation that would yield acids, lacquers
and sludge is called stability. Oil stability demands low-temperature (under 90◦C)
operation and the removal of all hot areas from contact with the oil.
Types of lubricating system

The function of a lubrication system is to provide sufficient quantity of cool,

filtered oil to give positive and adequate lubrication to all the moving parts

of an engine. The various lubrication systems used for internal combustion

engines may be classified as

(i) mist lubrication system

(ii) wet sump lubrication system

(iii) dry sump lubrication system


mist lubrication system :- This system is used where crankcase lubrication is
not suitable. In two-stroke engine, as the charge is compressed in the crankcase, it
is not possible to have the lubricating oil in the sump. Hence, mist lubrication is
adopted in practice. In such engines, the lubricating oil is mixed with the fuel, the
usual ratio being 3% to 6%. The oil and the fuel mixture are inducted through the
carburetor the fuel is vaporized and the oil in the form of mist goes via the
crankcase into the cylinder. The oil which strikes the crankcase walls lubricates
the main and connecting rod bearings, and the rest of the oil lubricates the piston,
piston rings and the cylinder.
The advantage of this system is its simplicity and low cost as it does not
require an oil pump, filter, etc. However, there are certain disadvantages
which are enumerated below.
(i) It causes heavy exhaust smoke due to burning of lubricating oil partially
or fully and also forms deposits on piston crown and exhaust ports which
affect engine efficiency.
(ii) Since the oil comes in close contact with acidic vapours produced during
the combustion process gets contaminated and may result in the
corrosion of bearing surface.
(iii) This system calls for a thorough mixing for effective lubrication. This
requires either separate mixing prior to use or use of some additive to
give the oil good mixing characteristics.
(iv) During closed throttle operation as in the case of the vehicle moving
down the hill, the engine will suffer from insufficient lubrication as the
supply of fuel is less. This is an important limitation of this system
Dry sump lubrication system: In this, the supply
of oil is carried in an external tank. An oil pump draws oil from the supply
tank and circulates it under pressure to the various bearings of the engine.
Oil dripping from the cylinders and bearings into the sump is removed by a
scavenging pump which in turn the oil is passed through a filter, and is fed
back to the supply tank. Thus, oil is prevented from accumulating in the base
of the engine. The capacity of the scavenging pump is always greater than
the oil pump. In this system a filter with a bypass valve is placed in between
the scavenge pump and the supply tank. If the filter is clogged, the pressure
relief valve opens permitting oil to by-pass the filter and reaches the supply
tank. A separate oil cooler with either water or air as the cooling medium, is
usually provided in the dry sump system to remove heat from the oil.
• Dry sump lubrication system
Wet sump lubricating system : In the wet sump system, the bottom of the
crankcase contains an oil pan or sump from which the lubricating oil is pumped to
various engine components by a pump. After lubricating these parts, the oil flows
back to the sump by gravity. Again it is picked up by a pump and recirculated
through the engine lubricating system. There are three varieties in the wet sump
lubrication system. They are

(i) the splash system

(ii) the splash and pressure system

(iii) the pressure feed system


splash system : The lubricating oil is charged into in the bottom of the engine crankcase
and maintained at a predetermine level. The oil is drawn by a pump and delivered through a

distributing pipe extending the length of the crankcase into splash troughs located under the

big end of all the connecting rods. These troughs were provided with overflows and the oil in

the troughs is therefore kept at a constant level. A splasher or dipper is provided under each

connecting rod cap which dips into the oil in the trough at every revolution of the crankshaft

andb the oil is splashed all over the interior of the crankcase, into the pistons and onto the

exposed portions of the cylinder walls. A hole is drilled through the connecting rod cap

through which oil will pass to the bearing surface. Oil pockets are also provided to catch the

splashing oil over all the main bearings and also over the camshaft bearings. From the

pockets the oil will reach the bearings surface through a drilled hole. The oil dripping from

the cylinders is collected in the sump where it is cooled by the air flowing around. The cooled

oil is then recirculated.


• splash system
splash and pressure system: This system is shown
in Fig, where the lubricating oil is supplied under pressure to main and

camshaft bearings. Oil is also supplied under pressure to pipes which direct

a stream of oil against the dippers on the big end of connecting rod bearing

cup and thus the crankpin bearings are lubricated by the splash or spray of

oil thrown up by the dipper.


• splash and pressure system
pressure feed system : The pressure feed system is illustrated in Fig.
in which oil is drawn in from the sump and forced to all the main bearings of
the crankshaft through distributing channels. A pressure relief valve will also
be fitted near the delivery point of the pump which opens when the pressure
in the system attains a predetermined value. An oil hole is drilled in the
crankshaft from the centre of each crankpin to the centre of an adjacent main
journal, through which oil can pass from the main bearings to the crankpin
bearing. From the crankpin it reaches piston pin bearing through a hole
drilled in the connecting rod. The cylinder walls, tappet rollers, piston and
piston rings are lubricated by oil spray from around the piston pins and the
main and connecting rod bearings.
• pressure feed system:

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