Lubrication Of IC engine

Savitribai Phule Pune University
PVPIT, Mechanical Engineering 2014-15
1
A Seminar on
LUBRICATION SYSTEM OF I.C
ENGINE
By
Mr. VIJAY PADIR
Guided by
VITTALKAR SIR
Department of Mechanical Engineering
TSSM's
Padmabhooshan Vasantdada Patil Institute
of Technology, Bavdhan (Kh), Pune - 21
2014-2015

2
TSSM's
Padmabhooshan Vasantdada Patil Institute of Technology,
Bavdhan (Kh), Pune - 21
C E R T I F I C A T E
This is to certify that Mr. Sumit Pawar, has successfully complete the Seminar work
entitled " LUBRICATION SYSTEM OF I.C ENGINE " under my supervision, in the
partial fulfillment of Bachelor of Engineering, by University of Pune.
Date:
Place:
Vittalkar Sir Prof. M. V. Khot
Guide Head of Mech. Department
Seal
Dr. Y. V. Chavan
Principal, P.V.P.I.T, Pune
External Examiner

3
ACKNOWLEDGEMENT
It is our proud privilege and duty to acknowledge the kind of help and guidance
received from several people in preparation of this report. It would not have been
possible to prepare this report in this form without their valuable help, cooperation and
guidance.
First and foremost, we wish to record our sincere gratitude to Management of this
college and to our beloved Principal, Dr Y V CHAVAN, Principal, Padmabhooshan
Vasantdada Patil Institute of Technology
For his constant support and encouragement in preparation of this report and for making
available library and laboratory facilities needed to prepare this report.
Our sincere thanks to Prof. M V Khot, Head, Department of Mechanical
Engineering, JSCOE, for his valuable suggestions and guidance throughout the period of
this report.
We express our sincere gratitude to our guide, Prof. Vittalkar Sir, Department of
Mechanical Engineering, PVPIT, Pune for guiding us in investigations for this seminar
and in carrying out experimental work. Our numerous discussions with his/her were
extremely helpful. We hold his/her in esteem for guidance, encouragement and
inspiration received from his/her.
Last but not the least, we wish to thank our parents for financing our studies in
this college as well as for constantly encouraging us to learn engineering. Their personal
sacrifice in providing this opportunity to learn engineering is gratefully acknowledged.
Place: Pune Name of the Student

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ABSTRACT
Reliability and Performance of modern engines are directly dependent on the
effective-ness of Lubrication system. to be effective an engine Lubricating system
must successfully perform the function of minimizing friction between the bearing
surface of moving part , dissipating heat and keeping the engine part clean by removing
carbon and foreign matter .
It explain the purpose of the Lubrication system . it describe oil ratings. it identify
the main components of the lubrication system. it describe the Lubrication system of
modern internal combustion engines.

5
INDEX
Sr.No. CONTENT Page No.
1. INTRODUCTION 6
2. LUBRICANTS 8
3. LUBRICANT ADDITIVES 13
4. TYPES OF LUBRICATING OILS 14
5. LUBRICATING SYSTEMS 16
6. CONCLUSION 23
7. REFERENCES 22

6
1. INTRODUCTION
Lubrication can be considered as vital part of a machine as any of the working parts. Of
course the various bearings, gears and cams which make up any machine today must be
carefully designed and precision made of the best materials to meet the demands of
modern high speed production. But without proper lubrication, these same working parts
would soon develop rapid wear and eventual failure. Then the machine would be useless
as a production tool.
All of us in the plant have an important role to play in an effective lubrication
programme. The foreman and machine operator can be sure of 'getting out the goods'
only if the lubrication service man has properly lubricated the machine. In turn, the
lubrication service man can lubricate his machines properly only if the engineer has
properly designed the machine and specified the right lubricant for it. And in turn, the
maintenance mechanic depends upon proper lubrication to keep the machines running. It
is a programme in which all of us have an important role to play.
1.1 Need for Lubrication
In an I.C. engine, moving parts rub against each other causing frictional force. Due to the
frictional force, heat is generated and the engine parts wear easily. Power is also lost due
to friction, since more power is required to drive an engine having more friction between
rubbing surfaces.
To reduce the power lost and also wear and tear of the moving part substance called
lubricant is introduced between, the rubbing surfaces.

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1.2 Function of Lubrication
(a) Lubricant reduces friction between moving part
(b) It reduces wear and tear of the moving parts.
(c) It minimizes power loss due to friction.
(d) It provides cooling effect. While lubricating it also carries some heat from the
moving parts and delivers it to the surroundings through the bottom of the engine (crank
case).
(e) It helps reduce noise created by the moving parts.
1.3 Engine parts which are lubricated
The following are some engine parts that require adequate lubrication.
1. Crank shaft 2. Crank pin 3. Big and small end of the connecting rode
4. Piston pin 5. Internal surfaces of cylinder walls
6. Piston rings 7. Valve mechanisms 8. Cam shaft etc.

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2. LUBRICANTS
Lubrication is the reduction of friction to a minimum by replacing solid friction with
fluid friction.
This is achieved by introducing between two surfaces in relative motion, an ideal film of
oil or sufficient amount of grease to keep the two metal surfaces separated under the
speeds and loads imposed on the bearings. The most important single factor that
determines the effectiveness of the oil is the viscosity of the oil.
2.1 FUNCTIONS OF LUBRICANTS:
Lubricants are agents introduced between two surfaces in relative motion to minimize
friction. Selection and application of lubricants are determined by the functions they are
expected to perform. The principal functions of lubricants are to:
a) Control friction
b) Control wear
c) Control temperature
d) Control corrosion
e) Remove contaminants
f) Form a seal (grease)
2.2 TYPES OF LUBRICANTS
Following are the commonly known types.
1. Liquid Lubricants
a) Plain mineral oil
b) Mineral oil plus additive
c) Synthetic lubricants
2. Quasi-solid Lubricants (Grease)
3. Solid Lubricants

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Depending upon a typical application requirement a particular type of lubricant is chosen.
2.2.1 LIQUID LUBRICANTS
Liquids are generally preferred as lubricants because they can be drawn between moving
parts by hydraulic action. Apart from keeping the parts separated they also act as heat
carriers. In the choice of a liquid lubricant for a given application, primary consideration.
Moreover effect of temperature change on viscosity should be minimum Liquid
Lubricants should in general inert toward metal surfaces and other components.
(a) MINERAL OILS4-4 maintenance engineering and management. Modern refining
technology technicians has made it possible to produce lubricants of good quality
from a wide variety of crude oils. Refining crude oil is the process of separating
the crude oil into different fractions or cuts. These cuts are called naphtha,
gasoline, kerosene, light and heavy oils and residues. Each type of crude oil gives
different amount of each 'cut'. Basically crude oils are of two types namely
paraffinic and naphthenic.
(b) MINERAL OIL PLUS ADDITIVE
A refinery makes only the base lube oil stocks of different viscosities. They are unsuitable
for direct consumption. Therefore, oils are mixed to attain right viscosity and additives are
added to improve other qualities.
(c) SYNTHETIC LIQUID LUBRICANTS
Synthetic liquid lubricants can be characterized as oily and neutral liquids. They are not
obtained from petroleum crude oils. But they have almost similar properties as petroleum
lubricants. These find application in situations where petroleum oils cannot be used. Some
specific chemical classes of synthetic lubricants are Di-esters, oregano-phosphate esters,
silicone polymers etc.

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2.2.3 SOLID LUBRICANTS4-8 maintenance engineering and management
A solid lubricant is a thin film of a solid interposed between two rubbing surfaces to
reduce friction and wear. The need for solid lubricants has grown rapidly with advance in
technology. The solid lubricant should have following characteristics:
1. Low sheer strength
2. Low hardness
3. High adhesion to substrate material
4. Continuity
5. Self-healing ability (The film should reform immediately if broken)
6. Freedom from abrasive impurities
7. Thermal stability
8. Chemical inertness
Various inorganic compounds like graphite, molybdenum disulphide, tungsten
disulphide, boron nitride; and organic compounds like aluminum, zinc, sodium, lithium
stearate and waxes are used as solid lubricants. Solid lubricants have found wide
application where conventional petroleum oils have failed to work at extreme working
conditions.

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2.3 LUBRICANT CHARACTERISTICS
SPECIFIC GRAVITY
Specific gravity is the ratio of the weight of a given volume of substance at 60 degree F.
to that of water.
2.4 VISCOSITY
Viscosity is a measure of the oil's resistance to flow. The more the viscosity of the oil
more will be its resistance to flow, e.g. compare water and molasses. Water is less viscous
and hence flows freely. Whereas molasses, which has a high viscosity, flows sluggishly.
An ideal oil film on a bearing depends on selecting an oil with the right viscosity to
maintain separation of two metal surfaces. The speed of the journal and viscosity are
closely allied in maintaining a good oil film in the bearing. The slower the journal speed,
the higher viscosity or thicker oil we must use. As journal speeds are increased, a thinner
of lower viscosity oil is needed.
Bearing loads must also be considered because the oil must have sufficient viscosity to
maintain a good oil film to support the load.
Technically speaking, it is defined as the force required to move a plane surface of one
square centimeter area over another plane surface at the rate of one centimeter per second,
when the two surfaces are separated by a layer of liquid one centimeter in thickness. The
unit of this force is poise and is called absolute viscosity.
Kinematic viscosity is the ratio of absolute viscosity to the specific gravity of the oil at the
4-5 maintenance engineering and management temperature at which the viscosity is
measured. Its unit is stokes.
For practical purposes, viscosity of petroleum oils is expressed in time in seconds taken
by a given quantity of oil to flow through a standard capillary tube. It is expressed as Say
bolt universal seconds at 100 degree F. or 210 degree F.

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2.5 VISCOSITY INDEX
Viscosity index is an expression of effect of change of temperature on the viscosity of
oils. This change can be evaluated numerically and the result is expressed as V.I.
2.5.1 POUR POINT
Pour point of an oil is an important quality. It is a temperature at which oil will still
remain fluid. It reflects on the capability of the oil to work at low temperatures.
2.5.2 FLASH POINT
Flash point is the temperature at which the oil gives off sufficient vapours which can be
ignited. It reflects on the capability of the oil to work at higher temperature without any
fire hazard.

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3. LUBRICANT ADDITIVES
The purification and manufacturing processes impact good qualities to lubricating oils.
But still they cannot be used directly. They will be prone to contamination and
decomposition in the exacting working conditions. Hence certain chemical compounds
and other agents which are termed as additives are added to the oil. Most modern
lubricant additives can be classified as follows:
1. Those designed to protect the lubricant in service by maintaining deterioration.
2. Those that protect the lubricant from harmful fuel combustion products.
3. Those which improve existing physical properties or impart new characteristics.
Use of chemical additives in lubricants is very wide. They are used in the lightest
instrument and spindle oils to the thickest gear lubricants; automotive lubricants; cutting
oils; and hydraulic fluids. There are over 50 characteristics of lubricating base oils which
can be improved by the additives. Generally speaking the additives must have the
following properties:
a) Solubility in base petroleum oil
b) Insolubility in and lack of reaction with aqueous solution.
c) Should not impart dark colour to the oil
d) Low volatility
e) Additives must be stable in blending, storage and use.
f) Additives should not impart unfavorable odour.
3.1 USE OF ADDITIVES:
Anti-oxidant Increases oil and machine life and prevents oxidation Corrosion Inhibitor
Protects against chemical attack of alloy bearings and metal surfaces. Detergents
Cleanliness of lubricated surfaces. Rust Inhibitor Eliminates rusting in presence of
Water and moisture pour depressant Improves low-temperature fluidity Viscosity Index
Lowers rate of change of viscosity improver with temperature change
Anti-foam agent Prevents stable foam formation Extreme Pressure agent Improves film
strength and load carrying capacity.

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4. TYPES OF LUBRICATING OILS
Each major oil company will have over 300 different industrial and automotive types in
its line of oils. For simplicity following eleven classifications have been listed.
1. Spindle oils
2. Gear oils
3. General bearing oils
4. Electric motor oils
5. Steam cylinder oils
6. Turbine oils
7. Air compressor oils
8. Refrigeration compressor oils
9. Hydraulic oils
10. Cutting oils
11. Automotive oils
Each type of oil listed has certain characteristics that make it well adapted for a given
application. 4-7 maintenance engineering and management.
3.2.1 SPINDLE OILS
It gets its name for its use on spindles. Spindles are small rotating shafts on upright drills
which have high speed and low load characteristics. The viscosity is the most important
factor. Temperatures are seldom high enough to make flash point critical, nor low enough
to make the pour point an important consideration.
3.2.2 GEAR OILS
Gear oils are of a heavier grade because of the rubbing action of the gear teeth and high
pressure on teeth. Gear oil viscosity usually ranges from 60 seconds to over 150 seconds
at 210 degrees F. Gear oil should have Anti-foam characteristics. Flash and pour points
must be considered if temperatures that will be encountered make these points critical.

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3.2.3 TURBINE OIL
It is one of the highest refined oils that we use. These oils should be controlled to very
close tolerance in their physical properties. Flash point is very important as operating
temperatures are usually higher.
3.2.4 AIR COMPRESSOR OILS
These have to work under very difficult conditions. Under these conditions oil comes into
contact with air at high temperatures and pressures. This causes oxidation of oil. Flash
point must be high to guard against fire hazard.
3.2.5 REFRIGERATION COMPRESSOR OILS
These are usually straight mineral oils. Flash point is not so critical. However, pour point
is an important characteristic due to low temperature.
3.2.6 GENERAL BEARING OILS
Usually used in 'once through' systems, they go through the bearings and are wasted.
These are not used in circulating systems because they do not have the ability to stand up
under extended circulation and use. Viscosity is an important property speeds, loads and
temperatures must be considered to make viscosity selection.
We have only covered six of these classifications of oils. But it should be enough to make
us realize that the old saying oil is oil is not exactly true. There are many kinds of oils
which have specific use to meet different kind of service conditions.

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5. LUBRICATING SYSTEMS
There are two types of lubricating systems:
5.1 Splash lubricating system, and
5.2 Pressure feedlubricating system.
5.1 Splash lubricating system
 The arrangement of splash lubricating system is shown in Fig.5.1
 This method is generally used for a vertical engine with a closed crankcase.
 The sump is located at the bottom of the crankcase.
 When the engine crankshaft rotates, the big end of the connecting rod splashes oil by
centrifugal action.
 The connecting rod big end has a hollow pipe called a scoop which is fitted to the
bearing cap and pointed towards the direction of rotation of the crankshaft.
 The lubricating oil passing through the scoop lubricates the big end bearing and
gudgeon pin bearing. All other parts are lubricated by the splash.
 Excess oil is collected in the troughs and are provided with overflows and collected in
the main sump the level of the oil in the trough is maintained constant the dripping
from the cylinders is also collected in the sump.
 The oil from the sump is re circulated with the help of a pump.

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Fig. 5.1 Splash lubrication system
.
5.1.2 The limitations of this systemare:
(i) Inability to regulate the quantity of oil splashed against the cylinder wall (ii) Inability
to keep the oil from getting past the piston head in the combustion chamber, burning with
the fuel and passing out with exhaust gases.

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5.2 Pressure FeedLubricating System
 This system is shown in Fig.5.2
Such a system supplies oil under pressure directly in the connecting rod bearings,
crankshaft bearings, valve gear and to the camshaft drive. Indirect supplies reach the
cylinder walls, gudgeon pin, the distributor and pump drives.
Fig. 5.2 wet sump high lubrication system
 . Oil is carried in the sump and circulated by the gear pump which sucks from the
sump through a strainer.
 The pump delivery pressure is controlled by a relief valve and the oil passes through a
very fine filter before it reaches the main distributor gallery.
 From the various bearings, surfaces and gears. After lubricating the big end bearings,
the oil is fed to the gudgeon pins through the oil way in the connecting rod and
further squirted into the cylinder wall

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5.3 Wet sump Lubrication System
 Engine Lubrication
 Two types of engine lubrication systems are used in internal-combustion engines:
the splash system and the pressure-feed system. The pressure-feed system, with
small modifications, is the more popular for more popular for modern automobile
engines. The splash system is used on most lawn mower and outboard engines.
 5.3.1 Pressure-Feed System.
 In the pressure-feed system, oil is forced by the oil pump through oil lines and
drilled passageways. The oil, passing through the drilled passageways under
pressure, supplies the necessary lubrication for the crankshaft main bearings, the
connecting-rod bearings piston-pin bushings, camshaft bearings, valve lifters,
valve push rods, and rocker studs. Oil passing through the oil lines is directed to
the timing gears and the valve rocker shafts in order to lubricate these parts. The
cylinder walls are lubricated by oil thrown off the connecting-rod and piston-pin
bearings. Some engines have oil spit holes in the connecting rods that line up with
drilled holes in the crankshaft journal during each revolution, and through or spit
a steam of oil onto the cylinder walls.
 Pressure-Feed System
 To enable the oil to pass from the drilled passageways in the engine block to the
rotating crankshaft, the main bearings must have oil feed holes or grooves that
line up with the drilled holes in the crankshaft each time the crankshaft rotates.

20
The same is true in the case of the connecting-rod bearings and the drilled
passageways in the connecting rods. Since the oil in the passageways is under
pressure, each time the drilled holes in the crankshaft and connecting rod line up
with the holes in the bearings, the pressure forces the oil through these drilled
passages into the crankshaft and connecting rod, lubricating their respective
bearings.
 After the oil has been forced to the area requiring lubrication, it falls back down
into the oil pan ready to be picked up again and returned through the system. As
the oil falls, it is frequently splashed by the moving parts onto some other part
requiring lubrication
.
5.4 System Components
1 Oil pressure switch
2 Lifter/buckets
3 Piston jets
4 Sump/pan
5 Pickup tube
6 Oil pump
7 Oil filter

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Oil Pan and Pickup Tube
• The oil pan is the reservoir for the engine oil. It provides a seal for the bottom of the
crankcase.
• The pickup tube connects the oil pump to the reservoir of oil.
Oil Pump
• The oil pump circulates the oil from the sump to all of the pressurized passages.
• Mountings:
– On bottom of pan. Driven by distributor/synchronizer
– Front of crankshaft. Driven directly by crankshaft.
More efficient method of driving. Pressure Relief Valve
• The engine needs only a fraction of the oil pumps capacity. Excess pressure is returned
Directly to the oil pan by

22
Pressure Relief Valve.
• Oil pressure is controlled by a calibrated spring.
• Excessive pressure can cause ruptured seals.
• Insufficient pressure can cause bearing damage or engine noise.
Oil Filter
• The Oil Filter is used to capture small particles of metal, dirt, and other debris
Keeps the engine oil clean to reduce wear and increase oil life.
• All of the oil that exits the pump is pumped through the filter 100%.

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CONCLUSION
From the whole discussion in a lubricating system it is observe that lubricating system is
like a white blood cell provides energy to our body to fight against diseases or try to
decrease our life, in similar way lubricating system provides the energy to vehicle to
protect itself from damaging increasing life of vehicle increases the handing, increases
engine life and manymore.So the scope of lubricating system is too bright.

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REFERENCES
1) E.R. Booser (1974), "Grease Life Forecast for Ball
Bearings," Lubrication Engineering, 30, P536-541
2) E.R. Booser and A.E. Baker (1976), "Evaporation-A
Factor in Ball Bearing Grease Life," NLGI Spokesman,
40, P60-65
3) W.W. Bailey and S. Pratt (1982), "Dynamic Oxidation
Stability of Lubricating Greases," NLGI Spokesman,
46, P15-18
4) T. Kawamura, M. Minami and M. Hirata (2001),
"Grease Life Predication for Sealed Ball Bearings,"
Tribology Transactions, 44, 2, P256-262
5) T. Kawamura, M. Minami and M. Hirata: "Grease Life
Predication for Sealed Ball Bearings," NTN Technical
Review No.69 (2001) 76-81
6) H. Mikami: "Latest Trends in Lifespan Prediction for
Lubrication Grease and Grease," Hydraulics &
Pneumatics (Japan) 576, Vol.46, No.11, (2007)

Lubrication Of IC engine

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