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Bypass Filtration in Diesel Engine

The document discusses the importance of bypass filtration in diesel engine lubrication and presents research focused on improving engine oil purification systems. It highlights various contaminants affecting engine oil, their detrimental effects, and potential methods to enhance oil filtration efficiency and reduce consumption to minimize costs. The presentation also emphasizes the need for better monitoring and management of engine performance to achieve optimal operation and profitability.

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The Benefits of Bypass Filtration in Diesel Engine AN EXCLUSIVE RESEARCH ON DIESEL ENGINE LUBRICATION AND ENGINE OIL PURIFICATION SYSTEM THE AIM OF THIS RESEARCH IS TO DEVELOP A HIGH PERFORMANCE PPC BASED CENTRIFUGE SYSTEM WHICH WILL AUGMENT THE EXISTING MOTOR DRIVEN CENTRIFUGE (LUBE OIL SEPARATOR) INSTALLED IN LARGE DIESEL ENGINES RUNNING WITH MDO or HFO Prepared & Presented By: MOYNUL ISLAMSponsored By:
INTRODUCTION Perhaps we are very much concern about maintaining the quality of cooling water but how much concern we are about lube oil purification system? Do we ever feel to analyze the efficiency of our lube purification system which is playing a vital role, purifying the blood stream of our engines? This presentation is intended to explore the performance and limitations of our existing engine oil purification system and how we can improve to minimize the lube cost. We have a strong belief that oil passing through the lube separator is getting purified and we are safe. What is actually happening inside, do we ever feel to check?
OBJECTIVES  Functions of Lubricating Oil in Diesel Engine  Identifying the Types of Contaminants in Diesel Engine Oil  The Detrimental Effects of Contaminants in Engine Components  Identifying the Contaminant Control Guards in Our Engines  How Efficient Our Contaminants Control Guards in Removing Dirt and Other Impurities  Limitations of Our Existing Engine Oil Purification System  How the Performance of Separator Affecting Our Engine Performance  How Solid Contaminants Destroying Engine Oils Effective Service Life  How We Can Improve the Performance of Engine Oil Purification System How We Can Minimize Lube Oil Consumption by Increasing Drain Interval  The Role of Bypass Filtration in Increasing Lube Oil Service Life
MARINE ENGINES- IN MARINE PROPULSON AND IN POWER GENERATION MARINE PROPULSION POWER GENERATION Different Types Of Variables Related With Profit in Different Industries High Engine Availability Optimum Lube Oil Consumption Efficient Fleet Management Time is money, more generation means more profit Time is also money here but from different perspective. Reaching to destination port ahead of time means more savings and more profit Target Variables to Increase Profit in Power Generation Optimum Fuel Oil Consumption Minimum downtime Maximum utilization of full capacity Minimum servicing and maintenance Low Resource Utilization Less Spare Consumption Target Variables to Increase Profit in Marine Propulsion Reaching to destination PORT on or ahead of time Consuming less resources for fleet safety Keeping engines always in order to meet deadline Avoiding unnecessary fines by obeying maritime laws Increasing number of Voyage will increase profit Maximum Generation
DATA PROCESSING AND ANALYSIS HOW WE ARE MONITORING AND TRACKING OUR ENGINE PERFORMANCE? DATA GENERATOR Recording Individual Engines Running Hours Recording Individual Engines Generations Recording Individual Lube Oil Consumption Recording Individual Fuel Consumption Specifying and Allocating Individual Engines Outages Recording Individual Engines Sweetening Recording Engine Wise Maintenance Activities Recording Individual Engines Sump Sounding DATA ENTRY - OPERATIONS ENGINE Processing DATA, calculating SFC, SLOC, Heat Rate, Generation, Availability, Reliability, CO2 Emission etc. Producing Summarized Daily, Weekly, Monthly Plant Report CLICK TO VIEW Creating Trends for engine wise ARP, SLOC, SFC, HEAT RATE, CO2 EMISSION Calculating Deviations of different parameters from OEM specified values Sharing engine wise deviation analysis data with Maintenance Dept to identify the root cause of deviations Correlating engine wise GENERATION, SLOC, SFC and EMISSION Comparing engine to engine ARP, SLOC, SFC, CO2 Emission and creating work scopes for maintenance for improving engine performance IMPLEMENTATION: MAINTENANCE Receives Work Requests from Operations and carryout job accordingly Conduct PMS on all vital equipments Receive recommendations from DATA Analyst for monitoring and improving individual engines performance Taking corrective actions based on laboratory analysis data Inspecting quality and ensuring the reliability of engine spares.
DIESEL ENGINE LUBRICATION- BEGINNING OF DISCUSSION What lubricants does? Reduces friction in engines Controls friction in transmissions Acts as a heat transfer agent Inhibits corrosion and oxidation Removes contaminants Lessens the effect of temperature extremes on viscosity Noise Reduction What are the purposes? Protect critical components Provide reliable operation Lower maintenance costs Decrease downtime Increase equipment life How Lubricants Works?  Creates stable oil film between moving surfaces to reduce friction  Ensures reliable engine operation by compensating the effects in wide temperature range  Produces a barrier between engine parts and air to protect them from rusting and corrosion  Cleaning engine components by carrying sludge and other deposits from lubricated parts  Seals the Gap between Piston Ring- Cylinder Liner  Prevents foaming which could have detrimental effects on lubrication  Keeps engine components Cool by removing heat from various lubricated parts
ENGINE COMPONENTS REQUIRE LUBRICATION Piston Motion in Cylinder Crankshaft Rotation in Main and Big End Bearings Piston Pin Rotation in Small End Bearings Camshaft Rotation in Camshaft Bearings Cam Lobes Sliding Over V/V Rods and HP Fuel P/P Roller Intermediate Gears Turbocharger Bearings Pedestal Bearings Reciprocating Motion of V/V Stems Rocker Arm Shaft and Tips Where extreme pressure and high speed is present, dynamic clearances between moving surfaces is very low and extreme cleanliness of lubricating oil is mandatory to protect components wear Individual High Pressure Fuel P/P
COMPONENTS OF LUBRICATING OIL CLICK HERE FOR MOLECULAR STRUCTURE
COMPONENTS OF LUBRICATING OIL BaseOil70–99%dependingonapplicationRestofAdditives Mineral Base Oil Synthetic Base Oil LUBRICATINGOIL(ablendofbaseoilandoilsolubleadditives) Detergents - TBN: Organometalic oil soluble compounds like Phenates, Sulphonates, and Naphthenates of Ca or Mg, responsible to ensure cleaning of engine components and neutralizing acidic compounds formed during combustion process. Dispersants: PBI (Polyisobutylene) Succinimides, responsible to keep soot and combustion products in suspension and therefore prevents deposition as sludge and lacquer formation Antioxidants: Inhibits the natural decomposition of lubricants due to age (called oxidation in the presence of air). Oxidation is one of the reason of formation of gums, lacquers and sludge. ZDTP is one of them. Anti-Foaming Agents: Very low concentration of Silicone Polymers used to prevent foaming while in use Pour Point Depressants: Lubricating oil below SAE 30 require pour point depressants Polymethyl Acrylate polymer to prevent was formation in lube oil at low temperature. Anti-Wear and Extreme Pressure Additives: ZDTP (Zincdialkyldithiophosphate) ZDDP (Zincdiethlydithiophosphate) react with surfaces forming films which have a slower shear strength than parent metal. Viscosity Index Improvers- VII: Polymers of: Methacrylate Acrylate Olefin Styrene- Butadiene increase in relative viscosity more at high than low temperature. Rust and Corrosion Inhibitors: Sulphates, Thiourea type chemicals absorbed onto bare metal surfaces providing protection and neutralisation. Group I, Group II, Group III (Molecular uniformity Less to Fair) Group IV - PAO, Group V – Rest of All, Group VI -PIO CLICK HERE FOR MOLECULAR STRUCTURE
HOW MINERAL LUBRICANTS DIFFER FROM SYNTHETIC LUBRICANTS? ADDITIVES: > Detergent > Dispersants > Antioxidants > Anti-Foaming Agents > Pour Point Depressants > Anti-Wear and EP Additives > VI Improvers > Rust and Corrosion Inhibitors Perhaps all of we are familiar with words MINERAL OIL and SYNTHETIC OIL. We also know that SYNTHETIC OIL is very much expensive compared to MINERAL OIL. We will explore the secret behind two types of oils in subsequent sections. In our previous slide we have seen that LUBRICATING OIL is a fine blend of oil soluble additives in a suitable Base Oil. Depending on the source of Base Oil, lubricating oils are holding names MINERAL and SYNTHETIC but bearing same additives package.
HOW MINERAL LUBRICANTS DIFFER FROM SYNTHETIC LUBRICANTS? SYNTHETIC BASE OIL: It is also hydrocarbon molecules but produced artificially in laboratory/processing plant by CONTROLLED CHEMICAL REACTION. As a result the Molecular Weight, Molecular Size can be controlled accurately by controlling the reaction mechanism. PAO (Poly Alpha Olefin) is the most widely used Synthetic Base Oil (Group IV) of today’s Synthetic Lubricants. PAO is a non biodegradable polymer synthesizes by polymerization reactions of monomer olefin (also called Alkenes). By controlling reaction dynamics, uniform molecular size can be achieved in manufacturing the Synthetic Base Oil. Synthetic Lube Oil has high Viscosity Index (means less sensitivity with the change of temperature) generally 90 to 180. Moreover they are not easily biodegradable like the mineral oils. That’s why SYNTHETIC LUBRICANTS are very expensive and can be used for extended period of time. Only sophisticated equipments require synthetic lubricants. How much strong both MINERAL and SYNTHETIC lubricants against SOLID CONTAMINANTS? We have discussed about both MINERAL and SYNTHETIC base oils. Both are hydrocarbons but MINERAL base oils are produced from natural source which is biodegradable to a certain extent whereas SYNTHETIC base oils are produced artificially in laboratory have good resistance to biodegradability. But the detrimental effects of solid contaminants on both types of lubricants are same. We can compare the molecules of MINERAL base oil with natural stones which are less uniform in size and shape and have less durability against friction, corrosion and environmental degradability. We can compare the molecules of SYNTHETIC base oil with artificially produced TEFLON BALLS which are well uniform in size and shapes and have good durability against friction, corrosion and environmental degradability.
SURFACE ROUGHNESS, FRICTION AND LUBRICATION To understand the working principle of lubricants, first of all you have to be familiar with the nature of interacting surfaces to be lubricated. Whenever a surface is machined (no matter how sophisticated tools are being used) there will be tiny microscopic irregularities in the machined surface. The nature of these irregularities will vary depending upon the materials, machining process (i.e. rolling, turning, grinding, milling or plateau honing, lapping, but the net effect is the same. Under microscopic examination, the surface is anything but smooth. When two such surfaces are forced to slide over each other, opposing high spots (known as asperities) will contact, resisting any sliding motion. The contact invariably alters the surface of the mating parts due to distortion, scuffing, micro-welding and subsequent tearing. An engine or any machine operated under such conditions would not last long without corrective maintenance Figure: Surface roughness
SURFACE ROUGHNESS, FRICTION AND LUBRICATION Figure: Microstructure of polished liner surfaceFigure: Polished (by honing) liner surface Visual Appearance of cylinder liner surface Microscopic Appearance of cylinder liner surface
ISO 4406:1999 CLEANLINESS RATING NUMBER What is the meaning of “micron” in particle size? Below figure can help your perception about micron size The cleanliness rating of engine oils is measured via the lube oil particle count. Most particle counter reports results at six particle diameter size ranges: 4µ, 6µ, 14µ, 21µ, 38µ and 70µm. An ISO Cleanliness rating number is derived from the results of three smallest sizes, therefore the minimum particle count test should furnish results at 4µ, 6µ, 14µm. Before discussing about particle size we need to refocus our perception about micron size. Where extreme pressure and high speed is present, dynamic clearances between moving surfaces is very low and extreme cleanliness of lubricating oil is mandatory to protect components wear
Types of Metal Contacts Rolling contact takes place in ball and roller bearings and in gear drives. As shown in figure , large compressive forces act between the component surfaces. The lubricant is swept into the contact zone by the rolling motion. Particles larger than the thickness of the lubricant film separating the opposing surfaces indent and pit the surfaces. Figure: Schematic Diagram of Rolling Contact There are three types of relative motion which can take place between diesel engine component surfaces. >> Rolling Contact >> Sliding Contact >> Squeeze Contact
Sliding Contact Sliding Contact takes place in journal bearings and ring-cylinder contacts. During sliding contact the lubricant is swept into the contact zone by the relative motion of the two surfaces. The presence of particles larger than the dynamic film thickness leads to severe abrasive wear. Hard particles cut away material from the component surfaces, with the simultaneous generation and release of new contaminant particles into the fluid.
Squeeze Contact Squeeze Contact takes place because of linear forces and vibration. The valve-to-cam follower contact is a good example. In squeeze contact, motion perpendicular to the opposing surfaces forcing lubricant in and out of the contact zone. Particles caught between the surfaces will roughen and dent the components. This leads to abrasive removal of material, fretting, and fatigue.
Dynamic Clearances and Critical Film Thickness In lubricated contacts, dynamic clearances are maintained by oil films between moving surfaces. The lubricant film thickness, as shown in Figure , is the distance between the two moving surfaces. Compressive forces (the load) act to push the moving surfaces together. Tangential forces (shear) tend to displace the surfaces horizontally. A film of oil supports the load between the opposing surfaces and keeps them separated. The thickness of the oil film is related to the mode of lubrication that we will discuss in subsequent slides.
COEFFICIENT OF FRICTION AND TYPES OF LUBRICATION The relationship between friction, pressure, speed and lubrication is expressed as the coefficient of friction. The coefficient of friction is found by dividing the force required to move a body over a horizontal surface at constant speed by the force holding the body against the surface The lubricant viscosity is a measure of its resistance to flow. As the number of asperities on the surface increases the coefficient of friction increases. Higher the coefficient of friction means more force is required to move parts over another surface because of the increase in frictional drag force. The additional power required to overcome this frictional drag is wasted resulting an inefficient operation and wastage of additional energy. Excessive friction increases heat, wear and component damage depending on the severity of operating conditions. Streibeck Curve shows the effects of viscosity, speed and load on friction. Coefficient of Friction (F) = Lubricant Viscosity (Z) x Speed (N)/ Perpendicular Load (P) Against Surface
FLUID FILM OR HYDRODYNAMIC LUBRICATION Under conditions of fluid film or hydrodynamic lubrication the oil is swept into the contact zone by the relative motion of opposing surfaces. The lubricant film, usually larger than 2 microns, develops up to 50,000 psi pressure in the contact zone. This pressurized film supports the load between component surfaces. Under these circumstances, mechanical surface wear is negligible unless solid particles the size of or larger than the oil film thickness are present.
BOUNDARY LUBRICATION Figure, illustrates the conditions that exist during boundary lubrication. Low speeds, high loads, and squeeze contact between component surfaces can starve ,the contact zone of lubricant. In addition, start up, shutdown, and high temperature thinning of the oil are duty cycle conditions that can lead to oil starvation. The remaining lubricant film between the surfaces is 0.001 to 0.05 microns thick. High stress or heat at the asperity contact sites may displace this boundary layer of lubricant, leading to adhesive wear. Because of the extremely thin film, very fine particles can cause surface damage. It is important to note that a component can shift between the three modes of lubrication several times during a single duty cycle. The EP additive is active under heat and pressure. This EP additive reacts with metal surfaces to form a protective film. This film coats the microscopic peaks on the interacting surfaces. This film has low shear strength but high solid to liquid transition temperature. It acts as a sacrificial wear layer reducing friction between interacting components and protecting them from excessive wear.
ELASTOHYDRODYNAMIC OR EHD LUBRICATION Under conditions of elastohydrodynamic lubrication the oil is swept into a highly loaded concentrated contact where lubricating film thickness varies between 0.05 and 2 microns. In the contact zone there is considerable elastic deformation of the surfaces. The fluid film at the contact zone develops as much as 350,000 psi pressure. This extreme pressure greatly increases the viscosity of the oil within the contact zone. The high pressure in the contact zone causes solid particles the size of or larger than the lubricant film to indent or furrow deeply into the component surface. Two things happen in EHD lubrication; first the surfaces in contacting parts deformed elastically spreading the load over a wide area; second the viscosity of lubricant in this area momentarily increases dramatically increasing its load carrying ability in the contact zone. The combined effect is to trap a thin but very dense oil film between interacting surfaces. As viscosity increases, sufficient hydrodynamic force is generated to form a full fluid film and separate the surfaces.
Different Lubrication Regimes
TYPES OF DIESEL ENGINES AND THEIR LUBRICATION SYSTEM DIESEL ENGINE TRUNK PISTON Pistons are directly connected with crankshaft with connecting rods and transmitting energy produced in power stroke to crankshaft for mechanical work 4-stroke, Medium Speed Diesel 300 – 600 rpm 4-stroke, High Speed Diesel 600 – 2000 rpm CROSSHEAD TYPE Pistons are connected with crankshaft via STUFFING BOX. So, produced energy in power stroke is transmitted to crankshaft via stuffing box for work 2-stroke, Low Speed Diesel 90 – 200 rpm Oil Sump Cylinder Engine sump oil is separated from combustion chamber by only piston rings Engine sump oil is separated from combustion chamber by stuffing box Oil Sump Cylinder Stuffing box Two types of oils are used crosshead type of engines. These are 1.0 Cylinder Oil with high BN for remains in stuffing box and 2.0 System Oil remains in the sump
TYPES OF DIESEL ENGINES AND THEIR LUBRICATION SYSTEM Trunk Engine Crosshead Engine Why Cylinder Oils Require High TBN?
CombustionProducts ENGINE COMPONENTS LUBRICATION AND FLOW DIRECTIONS Main Bearings Cylinder Head Turbocharger Big-End and Small End Bearings Gear Assembly LO Separator Oilleavingsystembyevaporation throughcrankcasebreather Oil leaving system through burning during combustion Oil leaving system through sludge from LO separator Cylinder Liners Camshaft (Cam Lobes) NDE Pedestal Bearings Oil leaving system through leakage Bi-directional flow Uni-directional flowENGINE LO SYSTEM BOUNDARY ENGINE SUMP
TYPES OF CONTAMINANTS IN DIESEL ENGINE OILS In previous slides we have discussed about lube chemistry. Now we will explore about the contaminants in used oil from diesel engines. There are mainly three types of contaminants present in diesel engine oil 1.0 Solid Contaminants: 2. Liquid Contaminants: including fuel and water, which hinder the proper operation of the lubricant and its additives. 3. Gaseous Contaminants: including combustion products, which corrode component surfaces and break down the oil. SL Solid Contaminants Sources 01 Wear debris Interacting metal surfaces produce wear metals which are work hardened and much harder than base metals 02 Air born Sand and Grits From intake air system 03 Catalytic Fines From fuel contamination. Residual Fuel contains substantial amount of Catalytic Fines which may ingress in to engine oil 04 Carbon Soot Un burn fuel from combustion Blow By 05 Spent Additives like CaSO4 CaSO4 a highly abrasive material is produced by neutralizing acids produced in combustion process 06 Oxidation Products Oxidation products produced by degradation of base oil and oil additives due to extreme pressure and temperature
TABLE CONTAINING CONTAMINANTS TYEPS, SOURCES AND DETRIMENTAL EFFECTS ON DIESEL ENGINES LUBRICANTS Types of Contaminants Primary Sources Detrimental Effects Metallic Particles Wear in Engine Components Abrasion, Fatigue, Oil Breakdown Metal Oxides Engine wear and Corrosion Abrasion and Fatigue Corrosion Air born grit, sand and dust Intake Air and Combustion Blowby Abrasion and Fatigue Catalytic Fines From Fuel Contamination Abrasion and Fatigue Soot Combustion Blowby Lubricant Breakdown, Wear Exhaust Gases Combustion Blowby Lubricant Breakdown Fuel Combustion Blowby Lubricant Breakdown Water Cylinder Head and Liner Cooling System Lubricant Breakdown and Corrosion Acids Combustion Blowby and Oil Oxidation Products Corrosion Sometimes we intentionally manipulate SLOC, SFC to increase engine performance while preparing plant report. May be we are hiding actual consumption. Are we taking necessary actions?
MATERIAL BALANCE IN ENGINE LUBE OIL SYSTEM: How Contaminants Moving Across Engines ENGINE SUMPNEW LUBE OIL IN OILLEAVINGTHESUMP DURINGLINERLUBRICATION OilLeavingTheSumpWithSludge FromLOSeparatorandfilter OILLEAVINGTHESUMPBY EVAPORATIONANDLEAKAGE CONTAMINANTSENTERING TOTHESUMPDURING COMBUSTION ContinuousProcess IntermittentProcess Continuousbutinsignificant ifnotmajorleakage ContinuousProcess Min_X Mout_A Mout_B Mout_CMin_Y Min_X + Min_Y - Mout_A - Mout_B - Mout_C = Accumulation of Mass The rate of ingression of contaminants (Min_Y) should be balanced with the rate of removal of contaminants (Mout_B) by the lube cleaning system. Otherwise contaminants will accumulate in the lube oil system with increasing oil service hours. As a result the oil will lose its effectiveness and fails to ensure sufficient protection to engine components.
CONTAMINANTS CONTROL TOOLS FOR DIESEL ENGINES TOOLS FOR HANDLING SOLID CONTAMINANTS: Suction Strainer, Self Cleaning Automatic Filters, Safety Filters, Lube Oil Separator TOOLS FOR HANDLING LIQUID CONTAMINANTS: Lube Oil Separator (For Water), High Alkalinity in Lube Oil (For neutralizing Acids) For Fuel (Still now none except stopping the sources) TOOLS FOR HANDLING GASEOUS CONTAMINANTS: High Alkalinity in Lube Oil (For Combustion Gases) In subsequent slides we will explore about contaminant control guards present in our Engines and how efficient they are in controlling contaminants. Among all types of contaminants the detrimental effects of solid contaminants are much severe, catastrophic and directly affecting engine performance as well as overall plant performance
COMPONENTS OF A COMPLETE CYLINDER UNIT
HOW SOLID CONTAMINANTS AFFECTING ENGINE PERFORMANCE? Increased friction generating More Heat between Interacting Surfaces Excessive localized heat between interacting surfaces Reducing Oil Viscosity, Retarding the Formation of Protective Oil Film with Appropriate Thickness or even sometimes evaporating oils from contact zones More solids in circulating engine oil Increasing Friction between interacting surfaces Critical Film between interacting surfaces when becomes thinner than required, it fails to carry the load and cannot keeps two surfaces away from each other and thus inviting direct metal to metal contacts. Running in such condition for extended period will invite a premature failure of components followed by a catastrophic equipment failure Evaporation of lubricants from hot contact surface Excessive Solids in Lube Oil Initiate Lubrication Failure: Lubrication failure is instantaneous and catastrophic compared to coolant Picture-01 Picture-02 Picture-03 Click below buttons to see the detrimental effects of lubrication failure
HOW SOLID CONTAMINANTS AFFECTING ENGINE PERFORMANCE? Increased friction generating More Heat between Interacting Surfaces Excessive localized heat between interacting surfaces Reducing Oil Viscosity, Retarding the Formation of Protective Oil Film with Appropriate Thickness or even sometimes evaporating oils from contact zones More solids in circulating oil Increasing Friction between interacting surfaces Solids deteriorate components effective service life: Abrasive and Fatigue wears are caused by the presence of solid particles in lube oil harder than interacting metal surfaces Picture-01 Picture-02 Picture-03 Click below buttons to see the detrimental effects of solids in lube oil on Main Bearings Picture-03
Key Parameters Strongly Related with Engine Health Total Base Number – TBN (Continued): TBN in gas-fuelled engines is often achieved using a very low ash additive pack. Additives are often based on automotive practice using magnesium in preference to calcium salts. Low ash properties are specified, as hot ash on combustion components can result in pre-ignition of the gas during the induction or compression strokes. TBN in these applications can fall very rapidly due to high operating temperatures and, if using land fill gas, contaminants in the fuel itself. Causes of rapid TBN depletion  Low oil consumption  Small sump volumes  High fuel sulphur levels Another silent reason for rapid TBN depletion is excessive lube oil contamination especially by Soot and Wear Debris. These two contaminants acts as a catalyst to break down the lubricant in the presence of elevated temperature and high pressure and produces various organic acids which are also responsible for rapid TBN depletion. Hence, efficient removal of contaminants from lube oil will definitely increase oil service hours, minimizes lube oil consumption and ensure better protection to engine components.
Reverse Flush Self Cleaning Filter (RFSCF) (Automatic Filter) Mud Box Filter: Filtration Grades: 3 µm - 50 µm, Paper, Polyester, Fiber glass made disposable cartridge used for flushing liquid treatment Automatic Filter: Filtration Grade: 35 µm , Stainless steel wire mesh, wedge wire profiles Internal Candle ElementsBOLL & KIRCH Filterbau Automatic Filter Mud Box Filter
Rolls Royce Lube Circuit GLACIER OIL CLEANING CENTRIFUGE HOW IT WORKS TECHNICAL SPECIFICATION
HOW CENTRIFUGE WORKING VIDEO
HOW THE CENTRIFUGE CAN BE MOUNTED
Engine Manufacturer’s Recommendations For Lube Oil System Lube Oil Separator Lube Oil Separator The separator should be dimensioned for continuous centrifuging. Each lubricating oil system should have a separator of its own. Design data: Lubricating oil viscosity : SAE 40 Lubricating oil density : 880 kg/m3 Centrifuging temperature : 90 - 95°C The following rule, based on a separation time of 23 h/day, can be used for estimating the nominal capacity of the separator:
LIMITATION OF CENTRIFUGE OPERATION
ANY QUESTION?
THANK YOU

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Bypass Filtration in Diesel Engine

  • 1.
    The Benefits ofBypass Filtration in Diesel Engine AN EXCLUSIVE RESEARCH ON DIESEL ENGINE LUBRICATION AND ENGINE OIL PURIFICATION SYSTEM THE AIM OF THIS RESEARCH IS TO DEVELOP A HIGH PERFORMANCE PPC BASED CENTRIFUGE SYSTEM WHICH WILL AUGMENT THE EXISTING MOTOR DRIVEN CENTRIFUGE (LUBE OIL SEPARATOR) INSTALLED IN LARGE DIESEL ENGINES RUNNING WITH MDO or HFO Prepared & Presented By: MOYNUL ISLAMSponsored By:
  • 2.
    INTRODUCTION Perhaps we arevery much concern about maintaining the quality of cooling water but how much concern we are about lube oil purification system? Do we ever feel to analyze the efficiency of our lube purification system which is playing a vital role, purifying the blood stream of our engines? This presentation is intended to explore the performance and limitations of our existing engine oil purification system and how we can improve to minimize the lube cost. We have a strong belief that oil passing through the lube separator is getting purified and we are safe. What is actually happening inside, do we ever feel to check?
  • 3.
    OBJECTIVES  Functions ofLubricating Oil in Diesel Engine  Identifying the Types of Contaminants in Diesel Engine Oil  The Detrimental Effects of Contaminants in Engine Components  Identifying the Contaminant Control Guards in Our Engines  How Efficient Our Contaminants Control Guards in Removing Dirt and Other Impurities  Limitations of Our Existing Engine Oil Purification System  How the Performance of Separator Affecting Our Engine Performance  How Solid Contaminants Destroying Engine Oils Effective Service Life  How We Can Improve the Performance of Engine Oil Purification System How We Can Minimize Lube Oil Consumption by Increasing Drain Interval  The Role of Bypass Filtration in Increasing Lube Oil Service Life
  • 4.
    MARINE ENGINES- INMARINE PROPULSON AND IN POWER GENERATION MARINE PROPULSION POWER GENERATION Different Types Of Variables Related With Profit in Different Industries High Engine Availability Optimum Lube Oil Consumption Efficient Fleet Management Time is money, more generation means more profit Time is also money here but from different perspective. Reaching to destination port ahead of time means more savings and more profit Target Variables to Increase Profit in Power Generation Optimum Fuel Oil Consumption Minimum downtime Maximum utilization of full capacity Minimum servicing and maintenance Low Resource Utilization Less Spare Consumption Target Variables to Increase Profit in Marine Propulsion Reaching to destination PORT on or ahead of time Consuming less resources for fleet safety Keeping engines always in order to meet deadline Avoiding unnecessary fines by obeying maritime laws Increasing number of Voyage will increase profit Maximum Generation
  • 5.
    DATA PROCESSING ANDANALYSIS HOW WE ARE MONITORING AND TRACKING OUR ENGINE PERFORMANCE? DATA GENERATOR Recording Individual Engines Running Hours Recording Individual Engines Generations Recording Individual Lube Oil Consumption Recording Individual Fuel Consumption Specifying and Allocating Individual Engines Outages Recording Individual Engines Sweetening Recording Engine Wise Maintenance Activities Recording Individual Engines Sump Sounding DATA ENTRY - OPERATIONS ENGINE Processing DATA, calculating SFC, SLOC, Heat Rate, Generation, Availability, Reliability, CO2 Emission etc. Producing Summarized Daily, Weekly, Monthly Plant Report CLICK TO VIEW Creating Trends for engine wise ARP, SLOC, SFC, HEAT RATE, CO2 EMISSION Calculating Deviations of different parameters from OEM specified values Sharing engine wise deviation analysis data with Maintenance Dept to identify the root cause of deviations Correlating engine wise GENERATION, SLOC, SFC and EMISSION Comparing engine to engine ARP, SLOC, SFC, CO2 Emission and creating work scopes for maintenance for improving engine performance IMPLEMENTATION: MAINTENANCE Receives Work Requests from Operations and carryout job accordingly Conduct PMS on all vital equipments Receive recommendations from DATA Analyst for monitoring and improving individual engines performance Taking corrective actions based on laboratory analysis data Inspecting quality and ensuring the reliability of engine spares.
  • 6.
    DIESEL ENGINE LUBRICATION-BEGINNING OF DISCUSSION What lubricants does? Reduces friction in engines Controls friction in transmissions Acts as a heat transfer agent Inhibits corrosion and oxidation Removes contaminants Lessens the effect of temperature extremes on viscosity Noise Reduction What are the purposes? Protect critical components Provide reliable operation Lower maintenance costs Decrease downtime Increase equipment life How Lubricants Works?  Creates stable oil film between moving surfaces to reduce friction  Ensures reliable engine operation by compensating the effects in wide temperature range  Produces a barrier between engine parts and air to protect them from rusting and corrosion  Cleaning engine components by carrying sludge and other deposits from lubricated parts  Seals the Gap between Piston Ring- Cylinder Liner  Prevents foaming which could have detrimental effects on lubrication  Keeps engine components Cool by removing heat from various lubricated parts
  • 7.
    ENGINE COMPONENTS REQUIRELUBRICATION Piston Motion in Cylinder Crankshaft Rotation in Main and Big End Bearings Piston Pin Rotation in Small End Bearings Camshaft Rotation in Camshaft Bearings Cam Lobes Sliding Over V/V Rods and HP Fuel P/P Roller Intermediate Gears Turbocharger Bearings Pedestal Bearings Reciprocating Motion of V/V Stems Rocker Arm Shaft and Tips Where extreme pressure and high speed is present, dynamic clearances between moving surfaces is very low and extreme cleanliness of lubricating oil is mandatory to protect components wear Individual High Pressure Fuel P/P
  • 8.
    COMPONENTS OF LUBRICATINGOIL CLICK HERE FOR MOLECULAR STRUCTURE
  • 9.
    COMPONENTS OF LUBRICATINGOIL BaseOil70–99%dependingonapplicationRestofAdditives Mineral Base Oil Synthetic Base Oil LUBRICATINGOIL(ablendofbaseoilandoilsolubleadditives) Detergents - TBN: Organometalic oil soluble compounds like Phenates, Sulphonates, and Naphthenates of Ca or Mg, responsible to ensure cleaning of engine components and neutralizing acidic compounds formed during combustion process. Dispersants: PBI (Polyisobutylene) Succinimides, responsible to keep soot and combustion products in suspension and therefore prevents deposition as sludge and lacquer formation Antioxidants: Inhibits the natural decomposition of lubricants due to age (called oxidation in the presence of air). Oxidation is one of the reason of formation of gums, lacquers and sludge. ZDTP is one of them. Anti-Foaming Agents: Very low concentration of Silicone Polymers used to prevent foaming while in use Pour Point Depressants: Lubricating oil below SAE 30 require pour point depressants Polymethyl Acrylate polymer to prevent was formation in lube oil at low temperature. Anti-Wear and Extreme Pressure Additives: ZDTP (Zincdialkyldithiophosphate) ZDDP (Zincdiethlydithiophosphate) react with surfaces forming films which have a slower shear strength than parent metal. Viscosity Index Improvers- VII: Polymers of: Methacrylate Acrylate Olefin Styrene- Butadiene increase in relative viscosity more at high than low temperature. Rust and Corrosion Inhibitors: Sulphates, Thiourea type chemicals absorbed onto bare metal surfaces providing protection and neutralisation. Group I, Group II, Group III (Molecular uniformity Less to Fair) Group IV - PAO, Group V – Rest of All, Group VI -PIO CLICK HERE FOR MOLECULAR STRUCTURE
  • 10.
    HOW MINERAL LUBRICANTSDIFFER FROM SYNTHETIC LUBRICANTS? ADDITIVES: > Detergent > Dispersants > Antioxidants > Anti-Foaming Agents > Pour Point Depressants > Anti-Wear and EP Additives > VI Improvers > Rust and Corrosion Inhibitors Perhaps all of we are familiar with words MINERAL OIL and SYNTHETIC OIL. We also know that SYNTHETIC OIL is very much expensive compared to MINERAL OIL. We will explore the secret behind two types of oils in subsequent sections. In our previous slide we have seen that LUBRICATING OIL is a fine blend of oil soluble additives in a suitable Base Oil. Depending on the source of Base Oil, lubricating oils are holding names MINERAL and SYNTHETIC but bearing same additives package.
  • 11.
    HOW MINERAL LUBRICANTSDIFFER FROM SYNTHETIC LUBRICANTS? SYNTHETIC BASE OIL: It is also hydrocarbon molecules but produced artificially in laboratory/processing plant by CONTROLLED CHEMICAL REACTION. As a result the Molecular Weight, Molecular Size can be controlled accurately by controlling the reaction mechanism. PAO (Poly Alpha Olefin) is the most widely used Synthetic Base Oil (Group IV) of today’s Synthetic Lubricants. PAO is a non biodegradable polymer synthesizes by polymerization reactions of monomer olefin (also called Alkenes). By controlling reaction dynamics, uniform molecular size can be achieved in manufacturing the Synthetic Base Oil. Synthetic Lube Oil has high Viscosity Index (means less sensitivity with the change of temperature) generally 90 to 180. Moreover they are not easily biodegradable like the mineral oils. That’s why SYNTHETIC LUBRICANTS are very expensive and can be used for extended period of time. Only sophisticated equipments require synthetic lubricants. How much strong both MINERAL and SYNTHETIC lubricants against SOLID CONTAMINANTS? We have discussed about both MINERAL and SYNTHETIC base oils. Both are hydrocarbons but MINERAL base oils are produced from natural source which is biodegradable to a certain extent whereas SYNTHETIC base oils are produced artificially in laboratory have good resistance to biodegradability. But the detrimental effects of solid contaminants on both types of lubricants are same. We can compare the molecules of MINERAL base oil with natural stones which are less uniform in size and shape and have less durability against friction, corrosion and environmental degradability. We can compare the molecules of SYNTHETIC base oil with artificially produced TEFLON BALLS which are well uniform in size and shapes and have good durability against friction, corrosion and environmental degradability.
  • 12.
    SURFACE ROUGHNESS, FRICTIONAND LUBRICATION To understand the working principle of lubricants, first of all you have to be familiar with the nature of interacting surfaces to be lubricated. Whenever a surface is machined (no matter how sophisticated tools are being used) there will be tiny microscopic irregularities in the machined surface. The nature of these irregularities will vary depending upon the materials, machining process (i.e. rolling, turning, grinding, milling or plateau honing, lapping, but the net effect is the same. Under microscopic examination, the surface is anything but smooth. When two such surfaces are forced to slide over each other, opposing high spots (known as asperities) will contact, resisting any sliding motion. The contact invariably alters the surface of the mating parts due to distortion, scuffing, micro-welding and subsequent tearing. An engine or any machine operated under such conditions would not last long without corrective maintenance Figure: Surface roughness
  • 13.
    SURFACE ROUGHNESS, FRICTIONAND LUBRICATION Figure: Microstructure of polished liner surfaceFigure: Polished (by honing) liner surface Visual Appearance of cylinder liner surface Microscopic Appearance of cylinder liner surface
  • 14.
    ISO 4406:1999 CLEANLINESSRATING NUMBER What is the meaning of “micron” in particle size? Below figure can help your perception about micron size The cleanliness rating of engine oils is measured via the lube oil particle count. Most particle counter reports results at six particle diameter size ranges: 4µ, 6µ, 14µ, 21µ, 38µ and 70µm. An ISO Cleanliness rating number is derived from the results of three smallest sizes, therefore the minimum particle count test should furnish results at 4µ, 6µ, 14µm. Before discussing about particle size we need to refocus our perception about micron size. Where extreme pressure and high speed is present, dynamic clearances between moving surfaces is very low and extreme cleanliness of lubricating oil is mandatory to protect components wear
  • 15.
    Types of MetalContacts Rolling contact takes place in ball and roller bearings and in gear drives. As shown in figure , large compressive forces act between the component surfaces. The lubricant is swept into the contact zone by the rolling motion. Particles larger than the thickness of the lubricant film separating the opposing surfaces indent and pit the surfaces. Figure: Schematic Diagram of Rolling Contact There are three types of relative motion which can take place between diesel engine component surfaces. >> Rolling Contact >> Sliding Contact >> Squeeze Contact
  • 16.
    Sliding Contact Sliding Contacttakes place in journal bearings and ring-cylinder contacts. During sliding contact the lubricant is swept into the contact zone by the relative motion of the two surfaces. The presence of particles larger than the dynamic film thickness leads to severe abrasive wear. Hard particles cut away material from the component surfaces, with the simultaneous generation and release of new contaminant particles into the fluid.
  • 17.
    Squeeze Contact Squeeze Contacttakes place because of linear forces and vibration. The valve-to-cam follower contact is a good example. In squeeze contact, motion perpendicular to the opposing surfaces forcing lubricant in and out of the contact zone. Particles caught between the surfaces will roughen and dent the components. This leads to abrasive removal of material, fretting, and fatigue.
  • 18.
    Dynamic Clearances andCritical Film Thickness In lubricated contacts, dynamic clearances are maintained by oil films between moving surfaces. The lubricant film thickness, as shown in Figure , is the distance between the two moving surfaces. Compressive forces (the load) act to push the moving surfaces together. Tangential forces (shear) tend to displace the surfaces horizontally. A film of oil supports the load between the opposing surfaces and keeps them separated. The thickness of the oil film is related to the mode of lubrication that we will discuss in subsequent slides.
  • 19.
    COEFFICIENT OF FRICTIONAND TYPES OF LUBRICATION The relationship between friction, pressure, speed and lubrication is expressed as the coefficient of friction. The coefficient of friction is found by dividing the force required to move a body over a horizontal surface at constant speed by the force holding the body against the surface The lubricant viscosity is a measure of its resistance to flow. As the number of asperities on the surface increases the coefficient of friction increases. Higher the coefficient of friction means more force is required to move parts over another surface because of the increase in frictional drag force. The additional power required to overcome this frictional drag is wasted resulting an inefficient operation and wastage of additional energy. Excessive friction increases heat, wear and component damage depending on the severity of operating conditions. Streibeck Curve shows the effects of viscosity, speed and load on friction. Coefficient of Friction (F) = Lubricant Viscosity (Z) x Speed (N)/ Perpendicular Load (P) Against Surface
  • 20.
    FLUID FILM ORHYDRODYNAMIC LUBRICATION Under conditions of fluid film or hydrodynamic lubrication the oil is swept into the contact zone by the relative motion of opposing surfaces. The lubricant film, usually larger than 2 microns, develops up to 50,000 psi pressure in the contact zone. This pressurized film supports the load between component surfaces. Under these circumstances, mechanical surface wear is negligible unless solid particles the size of or larger than the oil film thickness are present.
  • 21.
    BOUNDARY LUBRICATION Figure, illustratesthe conditions that exist during boundary lubrication. Low speeds, high loads, and squeeze contact between component surfaces can starve ,the contact zone of lubricant. In addition, start up, shutdown, and high temperature thinning of the oil are duty cycle conditions that can lead to oil starvation. The remaining lubricant film between the surfaces is 0.001 to 0.05 microns thick. High stress or heat at the asperity contact sites may displace this boundary layer of lubricant, leading to adhesive wear. Because of the extremely thin film, very fine particles can cause surface damage. It is important to note that a component can shift between the three modes of lubrication several times during a single duty cycle. The EP additive is active under heat and pressure. This EP additive reacts with metal surfaces to form a protective film. This film coats the microscopic peaks on the interacting surfaces. This film has low shear strength but high solid to liquid transition temperature. It acts as a sacrificial wear layer reducing friction between interacting components and protecting them from excessive wear.
  • 22.
    ELASTOHYDRODYNAMIC OR EHDLUBRICATION Under conditions of elastohydrodynamic lubrication the oil is swept into a highly loaded concentrated contact where lubricating film thickness varies between 0.05 and 2 microns. In the contact zone there is considerable elastic deformation of the surfaces. The fluid film at the contact zone develops as much as 350,000 psi pressure. This extreme pressure greatly increases the viscosity of the oil within the contact zone. The high pressure in the contact zone causes solid particles the size of or larger than the lubricant film to indent or furrow deeply into the component surface. Two things happen in EHD lubrication; first the surfaces in contacting parts deformed elastically spreading the load over a wide area; second the viscosity of lubricant in this area momentarily increases dramatically increasing its load carrying ability in the contact zone. The combined effect is to trap a thin but very dense oil film between interacting surfaces. As viscosity increases, sufficient hydrodynamic force is generated to form a full fluid film and separate the surfaces.
  • 23.
  • 24.
    TYPES OF DIESELENGINES AND THEIR LUBRICATION SYSTEM DIESEL ENGINE TRUNK PISTON Pistons are directly connected with crankshaft with connecting rods and transmitting energy produced in power stroke to crankshaft for mechanical work 4-stroke, Medium Speed Diesel 300 – 600 rpm 4-stroke, High Speed Diesel 600 – 2000 rpm CROSSHEAD TYPE Pistons are connected with crankshaft via STUFFING BOX. So, produced energy in power stroke is transmitted to crankshaft via stuffing box for work 2-stroke, Low Speed Diesel 90 – 200 rpm Oil Sump Cylinder Engine sump oil is separated from combustion chamber by only piston rings Engine sump oil is separated from combustion chamber by stuffing box Oil Sump Cylinder Stuffing box Two types of oils are used crosshead type of engines. These are 1.0 Cylinder Oil with high BN for remains in stuffing box and 2.0 System Oil remains in the sump
  • 25.
    TYPES OF DIESELENGINES AND THEIR LUBRICATION SYSTEM Trunk Engine Crosshead Engine Why Cylinder Oils Require High TBN?
  • 26.
    CombustionProducts ENGINE COMPONENTS LUBRICATIONAND FLOW DIRECTIONS Main Bearings Cylinder Head Turbocharger Big-End and Small End Bearings Gear Assembly LO Separator Oilleavingsystembyevaporation throughcrankcasebreather Oil leaving system through burning during combustion Oil leaving system through sludge from LO separator Cylinder Liners Camshaft (Cam Lobes) NDE Pedestal Bearings Oil leaving system through leakage Bi-directional flow Uni-directional flowENGINE LO SYSTEM BOUNDARY ENGINE SUMP
  • 27.
    TYPES OF CONTAMINANTSIN DIESEL ENGINE OILS In previous slides we have discussed about lube chemistry. Now we will explore about the contaminants in used oil from diesel engines. There are mainly three types of contaminants present in diesel engine oil 1.0 Solid Contaminants: 2. Liquid Contaminants: including fuel and water, which hinder the proper operation of the lubricant and its additives. 3. Gaseous Contaminants: including combustion products, which corrode component surfaces and break down the oil. SL Solid Contaminants Sources 01 Wear debris Interacting metal surfaces produce wear metals which are work hardened and much harder than base metals 02 Air born Sand and Grits From intake air system 03 Catalytic Fines From fuel contamination. Residual Fuel contains substantial amount of Catalytic Fines which may ingress in to engine oil 04 Carbon Soot Un burn fuel from combustion Blow By 05 Spent Additives like CaSO4 CaSO4 a highly abrasive material is produced by neutralizing acids produced in combustion process 06 Oxidation Products Oxidation products produced by degradation of base oil and oil additives due to extreme pressure and temperature
  • 28.
    TABLE CONTAINING CONTAMINANTSTYEPS, SOURCES AND DETRIMENTAL EFFECTS ON DIESEL ENGINES LUBRICANTS Types of Contaminants Primary Sources Detrimental Effects Metallic Particles Wear in Engine Components Abrasion, Fatigue, Oil Breakdown Metal Oxides Engine wear and Corrosion Abrasion and Fatigue Corrosion Air born grit, sand and dust Intake Air and Combustion Blowby Abrasion and Fatigue Catalytic Fines From Fuel Contamination Abrasion and Fatigue Soot Combustion Blowby Lubricant Breakdown, Wear Exhaust Gases Combustion Blowby Lubricant Breakdown Fuel Combustion Blowby Lubricant Breakdown Water Cylinder Head and Liner Cooling System Lubricant Breakdown and Corrosion Acids Combustion Blowby and Oil Oxidation Products Corrosion Sometimes we intentionally manipulate SLOC, SFC to increase engine performance while preparing plant report. May be we are hiding actual consumption. Are we taking necessary actions?
  • 29.
    MATERIAL BALANCE INENGINE LUBE OIL SYSTEM: How Contaminants Moving Across Engines ENGINE SUMPNEW LUBE OIL IN OILLEAVINGTHESUMP DURINGLINERLUBRICATION OilLeavingTheSumpWithSludge FromLOSeparatorandfilter OILLEAVINGTHESUMPBY EVAPORATIONANDLEAKAGE CONTAMINANTSENTERING TOTHESUMPDURING COMBUSTION ContinuousProcess IntermittentProcess Continuousbutinsignificant ifnotmajorleakage ContinuousProcess Min_X Mout_A Mout_B Mout_CMin_Y Min_X + Min_Y - Mout_A - Mout_B - Mout_C = Accumulation of Mass The rate of ingression of contaminants (Min_Y) should be balanced with the rate of removal of contaminants (Mout_B) by the lube cleaning system. Otherwise contaminants will accumulate in the lube oil system with increasing oil service hours. As a result the oil will lose its effectiveness and fails to ensure sufficient protection to engine components.
  • 30.
    CONTAMINANTS CONTROL TOOLSFOR DIESEL ENGINES TOOLS FOR HANDLING SOLID CONTAMINANTS: Suction Strainer, Self Cleaning Automatic Filters, Safety Filters, Lube Oil Separator TOOLS FOR HANDLING LIQUID CONTAMINANTS: Lube Oil Separator (For Water), High Alkalinity in Lube Oil (For neutralizing Acids) For Fuel (Still now none except stopping the sources) TOOLS FOR HANDLING GASEOUS CONTAMINANTS: High Alkalinity in Lube Oil (For Combustion Gases) In subsequent slides we will explore about contaminant control guards present in our Engines and how efficient they are in controlling contaminants. Among all types of contaminants the detrimental effects of solid contaminants are much severe, catastrophic and directly affecting engine performance as well as overall plant performance
  • 31.
    COMPONENTS OF ACOMPLETE CYLINDER UNIT
  • 32.
    HOW SOLID CONTAMINANTSAFFECTING ENGINE PERFORMANCE? Increased friction generating More Heat between Interacting Surfaces Excessive localized heat between interacting surfaces Reducing Oil Viscosity, Retarding the Formation of Protective Oil Film with Appropriate Thickness or even sometimes evaporating oils from contact zones More solids in circulating engine oil Increasing Friction between interacting surfaces Critical Film between interacting surfaces when becomes thinner than required, it fails to carry the load and cannot keeps two surfaces away from each other and thus inviting direct metal to metal contacts. Running in such condition for extended period will invite a premature failure of components followed by a catastrophic equipment failure Evaporation of lubricants from hot contact surface Excessive Solids in Lube Oil Initiate Lubrication Failure: Lubrication failure is instantaneous and catastrophic compared to coolant Picture-01 Picture-02 Picture-03 Click below buttons to see the detrimental effects of lubrication failure
  • 33.
    HOW SOLID CONTAMINANTSAFFECTING ENGINE PERFORMANCE? Increased friction generating More Heat between Interacting Surfaces Excessive localized heat between interacting surfaces Reducing Oil Viscosity, Retarding the Formation of Protective Oil Film with Appropriate Thickness or even sometimes evaporating oils from contact zones More solids in circulating oil Increasing Friction between interacting surfaces Solids deteriorate components effective service life: Abrasive and Fatigue wears are caused by the presence of solid particles in lube oil harder than interacting metal surfaces Picture-01 Picture-02 Picture-03 Click below buttons to see the detrimental effects of solids in lube oil on Main Bearings Picture-03
  • 34.
    Key Parameters StronglyRelated with Engine Health Total Base Number – TBN (Continued): TBN in gas-fuelled engines is often achieved using a very low ash additive pack. Additives are often based on automotive practice using magnesium in preference to calcium salts. Low ash properties are specified, as hot ash on combustion components can result in pre-ignition of the gas during the induction or compression strokes. TBN in these applications can fall very rapidly due to high operating temperatures and, if using land fill gas, contaminants in the fuel itself. Causes of rapid TBN depletion  Low oil consumption  Small sump volumes  High fuel sulphur levels Another silent reason for rapid TBN depletion is excessive lube oil contamination especially by Soot and Wear Debris. These two contaminants acts as a catalyst to break down the lubricant in the presence of elevated temperature and high pressure and produces various organic acids which are also responsible for rapid TBN depletion. Hence, efficient removal of contaminants from lube oil will definitely increase oil service hours, minimizes lube oil consumption and ensure better protection to engine components.
  • 35.
    Reverse Flush SelfCleaning Filter (RFSCF) (Automatic Filter) Mud Box Filter: Filtration Grades: 3 µm - 50 µm, Paper, Polyester, Fiber glass made disposable cartridge used for flushing liquid treatment Automatic Filter: Filtration Grade: 35 µm , Stainless steel wire mesh, wedge wire profiles Internal Candle ElementsBOLL & KIRCH Filterbau Automatic Filter Mud Box Filter
  • 36.
    Rolls Royce LubeCircuit GLACIER OIL CLEANING CENTRIFUGE HOW IT WORKS TECHNICAL SPECIFICATION
  • 37.
  • 38.
    HOW THE CENTRIFUGECAN BE MOUNTED
  • 39.
    Engine Manufacturer’s RecommendationsFor Lube Oil System Lube Oil Separator Lube Oil Separator The separator should be dimensioned for continuous centrifuging. Each lubricating oil system should have a separator of its own. Design data: Lubricating oil viscosity : SAE 40 Lubricating oil density : 880 kg/m3 Centrifuging temperature : 90 - 95°C The following rule, based on a separation time of 23 h/day, can be used for estimating the nominal capacity of the separator:
  • 40.
  • 41.
  • 42.