Automotive Technology

ME/MF F484 Dr. Supradeepan K

BITS Pilani Assistant Professor

Mechanical Engineering Department
Hyderabad Campus supradeepan@hyderabad.bits-pilani.ac.in
 BITS Pilani
Hyderabad Campus

Review of last class

Lubrication system

BITS Pilani, Hyderabad Campus

 Purpose of Lubrication
It reduces friction and prevents metal-to-metal contact
between the working parts of the engine.
It carries away a considerable amount of heat from the
underside of the piston crowns, the valve stems and
connecting rod main bearings.
It forms a sealing medium between the piston rings and the
cylinder walls preventing loss of compression.
It protects working surface against corrosion.
It removes gritty and carbonaceous deposits of the working
surface.
It cushions the parts against impact and vibration.
It reduces operation noise.
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 Lubrication Principle
Boundary Lubrication
Hydrodynamic Lubrication
hydrodynamic journal lubrication takes place
in four stages
Stationary or Static Friction
Boundary Lubrication
Semi-hydrodynamic Lubrication.
Hydrodynamic Lubrication

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 Stationary or Static Friction
When the shaft is stationary or revolving very
slowly, there is intimate contact between the
shaft and the bearing at the base
Boundary Lubrication
When the shaft starts rotating, it climbs up the
bearing plane in a direction opposite to the
direction of rotation until the limiting frictional
force is reached.

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 Semi-hydrodynamic Lubrication
As the journals speed increases, it drags with it a
clinging layer of oil and another boundary layer of oil
clings to the stationary bearing surface. Between these
two layers, oil moves in the same direction as the
journal surface movement. Oil is thus dragged into the
thin end of the clearance space forming a converging
wedge of oil film. This film generally becomes strong
enough to support and separate the shaft from the
bearing. Thicker or higher-viscosity provide stronger oil
films and support heavier loads.

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 Hydrodynamic Lubrication
The thickness of the oil film formed between
the two faces increases with rising speed and
pushes the shaft axis in the direction of
rotation, to the opposite side. In reality a
stable mean position is established and the
shaft axis dances about this point with
fluctuating loads.

BITS Pilani, Hyderabad Campus

 Oil Additives
three different reasons
to replace some properties removed during
refining,
to reinforce some of the oils natural
properties, and
to provide the oil with new properties it did
not originally have

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 Common additives
Anti-oxidants,
corrosion preventatives,
detergents and dispersants,
extreme pressure and anti-wear additives,
viscosity index improver,
pour point depressants,
metal deactivators,
water replants,
emulsifiers,
dyes,
colour stabilizers,
odor control agents and foam inhibitors
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 Pour-point Depressants
The pour point of oil is the lowest temperature at
which the oil pours or remains fluid.
At extremely low temperature some oils become so
thick that they do not pour at all.
When this happens, excessive wear occurs on
bearings, piston rings, and cylinders during initial
operation after the engine is started in cold weather.
Certain additives are used in many engine oils to
depress the pour point.

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 Detergents and Dispersants

Carbon is a by-product of the combustion process,

Carbon formation occurs in combustion chamber and around the piston ring
grooves.

Oxidation of the oil may result in thick tar like deposits in the oil or on engine parts.

Detergents are added to the oil to slow down the formation of these deposits.

Detergent loosens the deposits of carbon or tar like material and then carries them
to the crankcase.

Smaller particles are removed from the oil by the oil filter.

Heavier particles drop to the bottom of the crankcase, and they are removed when
the oil is changed.

The dispersant in oil keeps the carbon particles divided in the oil.

Without the dispersant, carbon particles would clot together in the oil and form large
particles, which could plug the oil filter and reduce its effectiveness.

These large particles could also restrict oil passages, which might cause major
damage to engine components due to insufficient lubrication.

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 Antifoaming Additives
The rotating movement of the crankshaft and connecting rods
may foam the oil in the crankcase.
Excessive foaming of the oil destroys the normal hydrodynamic
oil film on bearing surfaces and other engine parts.
Oil foaming can also produce noisy valve lifters.
Engine parts wear prematurely when oil foaming causes
inadequate lubrication of the bearing surfaces and other
components.
Antifoaming additives prevent excessive oil foaming.
Overfilling the oil pan supports oil foaming. Therefore, the oil
level must be at the specified mark on the dipstick.

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 Oil Deterioration
External Contamination
Combustion Contamination
Internal Contamination
Operating Conditions

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 Properties of Lubricating Oil
Viscosity. Emulsification
Flash Point or Fire Point. Oxidation at High
Temperature
Cloud.
Evaporation
Carbon Residue.
Sulphur Content
Corrosion.
Specific Gravity
Pour Point.
Neutralisation Number
Colour
Dilution of Crankcase Oil

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 Properties of Lubricating Oil
Viscosity. Viscosity is a measures of the flow ability of an oil under a
particular temperature and pressure
Flash Point or Fire Point. The lowest temperatures at which the oil
flashes and fires, known as flash and fire points. These two
temperatures must be sufficiently high for any lubricating oil to avoid
flash or burn during use.
Cloud. The low temperature at which the lubricant changes from liquid
state to a plastic or solid state is called cloud point. In some cases the oil
appears to be cloudy at the start of solidification.
Carbon Residue. Lubricating oils being the chemical compounds of
carbon and hydrogen, when burnt deposit carbon on the engine parts.
This should be as low as possible for lubricating oil.
Corrosion. A lubricant should not corrode the working parts.
Pour Point. The lowest temperature at which the oil pours is called its
pour point. Below this temperature the oil becomes plastic, so it does not
produce hydrodynamic lubrication and therefore cannot be used below
this temperature.
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 Properties of Lubricating Oil

Colour. This test is not so important except for checking the uniformity of any given grade
of oil.

Dilution of Crankcase Oil. Petrol vapour may escape past the piston rings during the
compression stroke, which mixes with oil and affects its lubricating property. The test, which
determines the amount of dilution in crankcase oil, indicates the suitability of such oil.

Emulsification. A lubricant when mixed with water tends to separate. The emulsifica-tion
number is an index of the tendency of any oil to emulsify with water.

Oxidation at High Temperature. Lubricating oils may break down at high temperature due
to oxidation producing hard carbon and varnish, which deposits on the engine parts.
Therefore, lubricants must resist oxidation.

Evaporation. Evaporation test is conducted to find the quantity of oil that may evaporate at
high temperatures. Lubricating oil should have a low evaporation characteristic.

Sulphur Content. Sulphur in a corrosive form is detrimental in lubricating oil. Thus its
presence should be avoided.

Specific Gravity. Specific gravity of lubricating oil varies considerably and hence should
not be regarded as the main indication of its lubricating property.

Neutralisation Number. Oil may contain impurities, if not removed during refining, which
have deleterious effect on the properties of the oil.

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 Lubrication Systems
Main- and Big-end Bearing Lubrication
Cylinder and Piston Lubrication
Connecting rod Big-end Radial-hole Oil Spray
Connecting-rod Small-end Radial-hole Oil Spray
Crankcase Fixed-jet Oil Spray
Small-end Lubrication
Camshaft-bearing Lubrication
Camshaft-lobe Profile Lubrication
Poppet-valve Lubrication
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 Valve Rocker-arm-mechanism Lubrication.
Overhead-camshaft Lubrication
Lubrication of Timing Gears and Chains
Crankshaft Oil Passages

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 Oil Pumps
Types
External-spur-gear pump,
Internal-gear crescent pump,
Eccentric bi-rotor pump, and
Sliding-vane eccentric pump
Pressure Regulator
Oil Filter

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 Oil Classification
Low-temperature rust test.
Low-temperature engine deposits test.
High-temperature oxidation resistance test.
High-temperature deposits and sludge test.
Engine scuffing and wear test.
Engine cleanliness test.
Bearing corrosion test.

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 Types pf Oil
Synthetic Oil
Increased oil change intervals up to 80,000 km.
Reduced wear in engine parts.
Increased fuel economy because synthetic oil
provides less friction.
Improved high-temperature protection of engine parts.
Easier cold-weather starting because of reduced
friction.
Re-refined Oil
Oils for Alternative Fuels

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 Oil Requirements of the Future
Energy conservation properties for both gasoline and diesel engine oils
through friction modifiers and other additives.
Lower phosphorus content to protect the exhaust emission catalyst.
The use of new 5 W oils for improved cold starting and energy conservation.
Extended oil drains performance.
Light-duty diesel performance.
New high-temperature viscosity evaluation methods.
The use of re-refined and synthetic oils.
Compatibility with engine seal materials and other new materials used in
engine parts.
Compatibility with alternative fuels.

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 Other Lubricants and Fluids
Chassis lubricants,
Transmission fluids,
Steering-gear lubricants,
Brake fluids etc.

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 Grease
Wheel-bearing greases.
Universal-joint greases.
Chassis greases.
Extended-lubrication-interval
chassis greases.
Multipurpose greases.
Extreme-pressure greases.
Other greases.

BITS Pilani, Hyderabad Campus

 Thank You
Dr. Supradeepan K
Assistant Professor
BITS Pilani Mechanical Engineering Department
supradeepan@hyderabad.bits-pilani.ac.in
Hyderabad Campus