Lubricating oils

Lubricating oil fractions extracted from

crude oil are a widely varying mixture of
straight and branched chain paraffinic,
napthenic aromatic hydrocarbons having
boiling points ranging from about 302
o
to
593
o
C. Some specialty lubricants may
have boiling point extremes of 777 and
815
o
C. The choice of grade of lubricating
oil base is determined by the expected
use.
General capabilities expected from an engine lubricant
1. Dispersivity or capacity to the cold parts of an engine clean
2. Detergency or capacity to keep hot parts of an engine clean
3. Thermal strength or capacity to withstand temperature
changes
4. Anti-oxidant or capacity to resist the action of oxygen
5. Anti-wear or capacity to contain wear
6. Anti-scuffing or capacity to preserve oil film even in the
presence of high pressures
7. Alkalinity reserve or capacity to neutralise acids formed
during combustion or other sources thereby preventing
corrosive wear
8. Demulsibility or capacity to separate contaminants
9. Resistance to hydrolysis or capacity to withstand the action
of water which can affect additives
10.Centrifugibility and filterability or capacity to separate
insoluble elements
11. Anti-rust, anti-corrosive and anti-foam are just some of the
other properties required
Properties ideal for bearings
1. Soluble for high speed fluid film
hydrodynamic lubrication, hence, low
viscosity with reduced oil film friction.
2. moderate bearing loads
3. improved heat transfer behavior
4. corrosion protection
5. cooling
6. low friction
7. good low temperature viscosity
8. good high temperature viscosity

Cylinder lub oil properties
Normal properties required are:
1. adequate viscosity at working temperature so that the oil
spreads over the liner surface to provide a tough film which
resists the scraper action of the piston rings
2. the oil must provide an effective seal between the rings and
liner
3. only a soft deposit must be formed when the oil burns
4. alkalinity level (total base number or TBN) must match the
acidity of the oil being burnt
5. detergent and dispersant properties are required in order to
hold deposits in suspension and thus keep surfaces clean
Behaviour depends upon the temperature of the liner, piston
crown and piston rings. TBN and detergency are closely
linked. This can have an adverse effect when running on
lighter fuels with lower sulphur content for any period of time.
Coke deposits are can increase.
Properties ideal for gear case
1. high film strength to prevent metal to metal contact.
Hence, high viscosity adhesive to resist sliding and
centrifugal forces
2. corrosion protection
3. cooling
4. reduces friction
5. good low tempo viscosity
6. good high tempo viscosity
The thicker the oil film the greater the cushioning
against shocks. Also less tendency for pit formation
by hydraulic action in cracks,
7. sound damping properties with cushioning effects
8. antifoam properties
Turbine oil
Compromise between above two
requirements
1. Generally a good quality refined mineral oil
derived from paraffanic base stock used with
various additives including EP additives for
highly loaded gearing.
2. Anti-foaming properties important
Additives

Improvements in lubricating oil over the last
twenty years have come about almost entirely
from the use of additives.
These are added for three main reasons;
1. to protect the lubricant in service by limiting the
chemical change and deterioration
2. To protect the mechanism from harmful combustion
products and malfunctioning lubricating oil
3. To improve existing physical properties and to
create new beneficial characteristics in the oil
Typical additives are; Barium, calcium, phosphorus,
Sulphur, chlorine, zinc
Oxidation inhibitor-increases oil and machinery life,
decreases sludge and varnish on metal parts
Corrosion inhibitor-protects against chemical attack of
alloy bearings and metal surfaces.
Antiwear improvers-protects rubbing surfaces
operating with this film boundary lubrication.
Detergent-tend to neutralise the deposits before
formation under high temperature and pressure
conditions, or as a result of using a fuel with high sulphur
content. The principle detergents are soaps and alkaline
metals, usually calcium (often referred to as 'metallo-
organic compounds'). They are usually ash forming and
spent additive will contribute to the insolubles loading of
a used oil. It should be noted that additives which do not
burn cleanly without ash tend to be avoided for use with
Cylinder Lubricating Oils.
Dispersant-used to disperse or suspend the deposits forming
contaminants. Typical dispersants, such as polyesters and
benzlamides, are usually clean burning. The molecules have a polar
charge at one end which attracts and holds the deposits
Alkaline agents-neutralises acids, these form the TBN of the oil and
includes additives such as the above dispersants and detergents.
An excess of acid neutralising alkalis are present in the oil and these
help to keep parts clean. Failure to keep an oil alkaline can lead to
damage to bearings due to acidic attack as well as increased liner
wear.
Rust inhibitors-
Pour point depressants-improves low temperature viscosity
Oiliness agent-reduces friction seizure point and wear rates
EP additives-increases film strength and load carrying capability
Antifoam agents-prevents stable bubble formation
Metal deactivators-prevent catalytic effects of metal
Antiseptic-bactericide.
Oxidation - Oxidation degrades the lube oil producing sludges,
varnishes and resins. Presence of moisture, and some metals
particularly copper tend to act as a catalyst. Once oxidation starts,
deterioration of the properties of the oil is rapid.
Recharging - When recharging no more than 10 % of the working
charge should be topped up due to heavy sludgeing that can occur
due to the heavy precipitation of the sludge.
EP additive oils - Can assist in healing of damaged gear surfaces
but should be used as a temporary measure only due to risk of side
effects
EMULSIFICATION - This occurs due to water contamination; also,
contamination with grease, fatty oils, varnish, paint and rust
preventers containing fatty products can also promote
emulsification. The presence of an emulsion can be detected by a
general cloudiness of the sample. Salt water emulsifies very easily
and should be avoided. Water entrained in the oil supplied to a
journal bearing can lead to loss of oil wedge, rub and failure. Fresh
water contamination whilst not in itself dangerous can lead to
rusting. The iron oxides catalyses the oil to form sludge's. The
additives in the oil can leach out to change the water into an
electrolyte. Salt water contamination is very serious as it causes tin
oxide corrosion, and also leads to electrochemical attack on the tin
matrix in the white metal. The sea water act as then electrolyte. A
major problem of water within a lub oil is where the mix enters a
bearing, here it is possible for the water to be flashed off collapsing
the oil wedge.
OIL ANALYSIS

Regular testing of crankcase lub oil is important to ensure that
deterioration has not taken place. The results of in service
deterioration could be a reduction in engine protection or actual
attack on working points by corrosive deposits. Oil samples are
generally tested every 3 to 4 months depending on the system and
experience. Shipboard testing is taking a rising prominence to allow
monitoring of oil condition between testing.
To ensure good representation, care should be taken where the
sample is drawn
Correct
Main supply line
inlet or outlet from lub oil cooler
Outlet from main lub oil pump
Incorrect
standpipes
purifier outlet
purifier direct sump suction
Samples should be drawn over a period of several minutes
Viscosity

The viscosity is the most important property of the oil. Oil
of correct viscosity will provide optimum film strength
with minimum friction losses and leakage.
The viscosity of a L.O. may fall due to fuel dilution if
running on gas oil, and rise if running on heavy f.o.
Viscosity may also increase due to heavy soot loading if
purifiers and filters not operating efficiently. Oil ageing
caused by oxidation and thermal degradation increases
viscosity.
A simple shipboard test is the Mobil flow stick where
drops of new and used oil are placed in separate
channels on an inclined 'stick'. The rate the oil flows
down the stick is proportional to its viscosity.
Water content

Initially determined by 'crackle' test. The
presence of Na and Mg in a 4:1 ratio indicates
salt water contamination.
Limits are laid down by the manufacturer, but as
a rule of thumb a limit of 0.2% should cause
investigation into source and remedial action at
0.5%
Gross contamination can be remedied by
placing the charge in a separate tank and
heating to 70
o
C and circulating through purifier.
Spectrometry

Indicates the presence of metal element composition and identifies
additive and contaminant levels.
Zinc(Zn),Phosphorus(P)- are components of many oils such as
diesel engine oils, hydraulic oils and gear oils, to enhance antiwear
and over properties of the oil
Calcium(Ca)- primarily a component of engine oils, provides
detergency,alkalinity and resistance to oxidation. Residual fuel
engine oils have higher Ca levels
Nickel(Ni)- Bearings, Valves, gear plating, fuel derivative
Barium(Ba)- Multi purpose additive, declining importance
Magnessium(Mg)- as for Ca, may also be due to sea water
contamination if found in Ratio of 1:4 of Na
Chromium(Cr)- Piston rings, hydraulic actuator cylinders
Manganese(Mn)- Cylinder wear
Aluminium(Al)- generally comes from wearing piston skirts, levels
rise where new piston fitted to old engine. Typically 10ppm, but rises
during bedding in. May also indicate the presence of catylytic fines
in residual fuels.
Iron(Fe), Molybdenum(Mo), Chromium(Cr)- metals alloyed for
piston ring etc, a rise in level may indicate ring pack/liner wear.
Copper(Cu), Lead(Pb) , Tin(Sn), Silver(Ag) - soft metals used in
the overlay of shell bearings, and phosphor bronze gears.Note that
high copper content can also occur when samples are drawn from
copper pipes which have not been flushed as well as gear wear.
Silicon(Si)- Indicates poor air filtration, possible fuel derivative
Sulphur(S)- May indicate the presence of clay based (bentonite)
greases
Sodium(Na)- With Mg indicates the presence of sea water
contamination, possible coolant system and fuel derivative
Vanadium(V)- Usually indicates the presence of fuel oil
Alkalinity and acidity

TBN-TOTAL BASE NUMBER- measure of alkaline additives available for
the neutralisation of acids from combustion products and oxidation. Level
governed by type of fuel.
For crosshead engines the TBN will tend to rise due to contamination by
liner lubrication, it should not be allowed to raise more than twice that of the
new charge.
As a guide, the TBN of fresh oil should be at least:
10 x fuel sulphur content (%) for trunk piston engines (10mgKOH/g)
20 x fuel sulphur content (%) for cyl oil in x-head engines (20mgKOH/g)
A simple shipboard go,no-go test is available for measuring the TBN, it
involves the addition of an indicator and acid reagent to a 30ml sample. The
quantify of acid reagent added is determined by the required level of TBN,
for TBN2.5 0.5ml are added, for TBN20 4ml is added. After three minutes
the colour is checked against a chart
Purple:Good level of TBN
Green:Borderline
Yellow:Low level of TBN
TAN-TOTAL ACID NUMBER-measure of organic acid and strong
acid content of oil. Where SAN is nil, the TAN represents the acidity
in the oil due to both the acids in the additives and the oxidation of
the hydrocarbons in the oil. The TAN of fresh oils varies with oil
type, and tends to climb with age. A high TAN may indicate that an
oil should be changed or freshened by top up. A high TAN may be
accompanied with increased viscosity.
SAN-STRONG ACID NUMBER-indicates the presence of strong,
highly corrosive (inorganic) acids, usually formed from combustion
products. If SAN is not zero the oil should be changed immediately
Oil cleanliness
IC-INDEX OF COMBUSTION-measures soot loading of oil
MD-MERIT OF DISPERSANCY-Ability of an oil to disperse
contaminants, such as soot, wear debris and water and thereby
carry them away from the critical areas. Measured by oil blot test
and should not be allowed to fall below 50
DP-DEMERIT POINTS- combination of IC and MD: the lower the
value, the healthier is the condition of the oil
Shipboard water content test

The flask is filled to mark 'A' with
kerosene. A capsule of reagent (calcium
hydride) is added. Any water in the
kerosene will react with the calcium
hydride and any gas vented off. The
container is topped to mark 'B' with
sample oil. The screw valve and cap are
closed. The flask is inverted and shaken.
After 2 minutes the screw valve is
opened. The hydrogen produced by the
reaction between the reagent and water
exerts a pressure which forces the
kerosene through the open valve into the
graduated cylinder. The amount
discharged is proportional to the water
content in the oil sample. If the water
content is greater than 1.5% then the test
should be repeated this time using a
smaller sample by filling only to mark 'C'.
The second scale on the graduated
cylinder should then be used. If water is
detected its type, sea or fresh , should
then be determined by use of a special
reagent the water