Lubrication Systems

Introduction
 An automobile's lubrication system refers to the set of
interacting automotive parts which are designed to supply
clean oil (the lubricant) at the correct temp and pr to different
parts of the engine. Thus preventing any damage to the
engine due to overheating by the continuous metal-to-metal
contact between its parts.
 The main function an automobile lubrication system is
to circulate and deliver oil to all the moving parts of an
engine in order to lessen friction between surfaces that
comes in contact with each other. The lubrication system of
an automobile acts to reduce engine wear caused by the
friction of its metal parts, as well as to carry off heat.
Engine Oil / Lubricating Oil

Engine/Lubricating oil is one of the many product

that comes from crude oil. Engine oil must have
certain properties so that it can efficiently work
within the engine moving parts. The API classifies
engine oil as standard or S-class for passenger car
and as commercial or C-class for heavy duty.
Purpose of Lubricating Oil

a. The oil lubricates moving parts to reduce wear.

b. As the oil moves through the engine, the oil picks up

heat.
c. Oil fills the clearances between bearings and rotating
journals. Serves as a cushion between impacting parts

d. The oil helps form a gas –tight seal between piston

rings and cylinder walls.

e. The oil acts as a cleaning agent.

 Classification of Lubricants

1. Types of Lubricant according to state:

a. Fluid
b. Semi-fluid
c. Solid

2. Types of Lubricant according to sources:

 Animal
 Vegetable
 Mineral
 Synthetic
Animal Lubricants

 Lubricants with animal origin:

– Tallow
– Tallow oil
– Lard oil
– Neat’s foot oil
– Sperm oil
– Porpoise oil
 These are highly stable at normal temps
 Animal lubricants may not be used for internal combustion
because they produce fatty acids
Vegetable Lubricants

 Examples of vegetable lubricants are:

– Castor oil
– Olive oil
– Cottonseed oil

 Animal and vegetable oils have a lower coefficient of

friction than most mineral oils but they rapidly wear
away steel
 Mineral Lubricants
 These lubricants are used to a large extent in the
lubrication of aircraft internal combustion engines.

o Advantage of Mineral Oils:

a. Cheaper and more plentiful.
b. Free from acid when properly refined.
c. Greater chemical stability at higher temp.
d. Less tendency to form emulsions with
water.
 Synthetic Lubricants

These oils are made by chemical processes and do not

necessarily come from petroleum. There are several types.
The most common is made from carbon compounds and
alcohols. Another is made from coal and crude oil. Synthetic
oil tolerates heat better than other oils while producing less
sludge and carbon deposits. An engine using synthetic oil
can safely run longer between oil changes.
o Because of the high operating temps of gas-turbine
engines, it became necessary to develop lubricants which
would retain their characteristics at temps that cause
petroleum lubricants to evaporate and break down.
 Synthetic Lubricants

o Synthetic lubricants do not break down easily and do

not produce coke or other deposits

o Synthetic oils offer better protection against engine wear

and can operate at higher temp. They have better low temp
viscosity, are chemically more stable and allow for closer
tolerances in engine components without loss of lubrication.
Lubricating oil Properties
 Gravity  Precipitation Number
 Flash Point  Corrosion and
 Viscosity Neutralization Number
 Cloud Point  Oiliness
 Pour Point  Extreme-Pressure
(Hypoid) Lubricants
 Carbon-Residue Test
 Ash Test
 Chemical and Physical
Stability
Gravity
 The gravity of petroleum oil is a numerical value which
serves as an index of the weight of a measured volume
of this product
 There are two scales generally used by petroleum
engineers:
– Specific-gravity scale
– American Petroleum Institute gravity scale
Flash Point
 The flash point of an oil is the temperature to which the
oil must be heated in order to give off enough vapor to
form a combustible mixture above the surface that will
momentarily flash or burn when the vapor is brought
into contact with a very small flame
Viscosity
 Viscosity is technically defined as the fluid friction of an
oil.
 To put it more simply, it is the resistance an oil offers to
flowing.
 Heavy-bodied oil is high in viscosity and pours or flows
slowly.
Cloud Point
 The cloud point is the temp at which the separation of
wax becomes visible in certain oils under prescribed
testing conditions.
 When such oils are tested, the cloud point is slightly
above the solidification point.
Pour Point

 The pour point of an oil is the temp at which the oil will
just flow without disturbance when chilled.
Carbon-Residue Test
 The purpose of the carbon-residue test is to study the
carbon-forming properties of a lubricating oil.
 There are two methods:
– The Ramsbottom carbon-residue test.
– The Conradson test
Ash Test
 The ash test is an extension of the carbon-residue test
 If an unused oil leaves almost no ash, it is regarded as
pure
 The ash content is a percentage (by weight) of the
residue after all carbon and all carbonaceous matter
have been evaporated and burned
Precipitation Number
 The precipitation number recommended by the ASTM is
the number of milliliters of precipitate formed when 10 ml
of lubricating oil is mixed with 90 ml of petroleum
naphtha under specific conditions and then centrifuged.
 Lubricant Requirements and
Functions

a. Proper viscosity. Engine oil should have the proper

viscosity so it flows easily to all moving engine parts.
b. Viscosity Index. How much the viscosity of an oil
changes with temp. VI improvers are added to the engine oil
so its viscosity stays nearly the same , hot or cold.

c. Viscosity Number. There are several grades of single

viscosity oil is used such as SAE 5W, SAE 10W, SAE 20,
SAE 30 etc.
 Lubricant Requirements and
Functions

d. Multiple Viscosity Oil. It allows the oil viscosity to

remain relatively unchanged , hot or cold. A multiple
viscosity oil graded as SAE 5 W– 30.
e. Corrosion and rust inhibitors. The ability to
prevent the formation of rust and corrosion.

f. Foaming Resistance. The ability to lubricate

without foaming.
g. Detergent –Dispersants. The ability to keep internal
engine parts clean.
 Lubricant Requirements and
Functions

h. Extreme Pressure Resistance. Additives put into the

oil improve the resistance of oil film to penetration.
i. Energy conserving oils. Reduce power losses from
internal friction and provides a better fuel economy.
j. Synthetic Oil. Tolerates heat better than other
oils while producing less sludge and carbon deposits.
Additives of Lubricating Oil

To achieve desirable characteristics the mineral based

lubricating oils are added with certain oil soluble organic
compounds these are known as additives.
Type of additives
a. Oxidation and Corrosion Inhibitors.
b. Detergent Additives
c. Anti-foaming Additives
d. Extreme Pressure Additives
e. Pour Point Improver
f. Viscosity Index Improvers
g. Others
Grading of Lubricant

 The Society of Automotive Engineers (S.A.E) has

developed and classified the grading of the lubricating oils
according to their viscosity.
 The grading is expressed for example either SAE 10 W
or SAE 10.
 SAE 10 suffixed by W means these oil can be used in
winter season. On the other hand SAE 10 for summer
season.
 Now a days multi grade oils are available. These oils are
expressed as 10 W / 30.
Selection of Lubricant

a. In case of selection of lubricant, it's grading should be

considered first then it's service rating. It is indicated by
A.P.I (American Petroleum Institute).  
b. Oils with same grading may have different service rating
depending on it’s service condition.
c. The service ratings for petrol engine oils are SA, SB,
SC, SD and so on. Oils with SA designations are straight
mineral oil.
d. The service ratings for diesel engine oils are CA, CB, CC,
CD, CE , CF and so on.
Selection of Lubricant
Purpose of Lubrication System

a. Supplies lubricating oil to all moving parts in the

engine.

b. To cool, clean, lubricate and seal the engine.

c. It also removes contaminants from the oil.

Type of Lubricating System

 Wet sump system

 Dry sump system

Wet Sump System
Wet Sump System
Oil pump sucks oil from the
bottom of the oil pan through
a tube, and then forced
through an oil filter and pr
feed to the main oil galleries.
From the main oil galleries,
the oil passes through feed-
holes into drilled passages in
the crankshaft and on to the
big-end bearings of the
connecting rod.
Wet Sump System
The cylinder walls and piston-pin
bearings are lubricated by oil fling
dispersed by the rotating crankshaft.
The excess being scraped off by the
lower ring in the piston. A bleed or
tributary from the main supply
passage feeds each camshaft
bearing. Another bleed supplies the
timing chain or gears on the camshaft
drive. The excess oil then drains back
to the sump, where the heat is
dispersed to the surrounding air.
Wet Sump System

Advantage:
 Simple design.

 Using a single pump and no external reservoir.

 There is no need for hoses or tubes connecting the

engine to an external sump which may leak.
Dry sump system
Dry sump system

In a dry sump system, extra oil is stored in a tank outside

the engine rather than in the oil pan. There are at least two
oil pumps in a dry sump - one pulls oil from the sump and
sends it to the tank, and the other takes oil from the tank and
sends it to lubricate the engine. The minimum amount of oil
possible remains in the engine.

In a dry sump system, the oil falls to the bottom of the

engine into an oil collection pan. A scavenge pump then
pumps it to an oil tank where it is stored until the normal oil
pump collects it and pumps it through the filter and engine in
the normal way.
Dry sump system

 Because there is no oil storage sump under the engine,

the engine can be mounted much lower than in a wet sump
system.

 The oil tank can be positioned away from the engine

where it can get best cooling.

 And the amount of oil in the system can be much greater

than in the wet sump system.
Dry sump systems have several important
advantages over wet sumps:

 Because a dry sump does not need to have an oil pan

big enough to hold the oil under the engine, the main mass
of the engine can be placed lower in the vehicle. This helps
lower the center of gravity and can also help aerodynamics
(by allowing a lower hood line).

 The oil capacity of a dry sump can be as big as you

want. The tank holding the oil can be placed anywhere on
the vehicle.
Dry sump systems have several important
advantages over wet sumps:

 In a wet sump, turning, braking and acceleration can

cause the oil to pool on one side of the engine. This sloshing
can dip the crankshaft into the oil as it turns or uncover the
pump's pick-up tube.

 Excess oil around the crankshaft in a wet sump can get

on the shaft and cut horsepower. Some people claim
improvements of as much as 15 horsepower by switching to
a dry sump.
Components of Lubrication System

 Oil Pan / Sump  Oil Pressure Warning Lamp.

 Oil Strainer  Oil Change Indicator.
 Oil Pump.
 Pr Regulating Valve.
 Oil Filter.
 Oil Passages or Galleries
 Oil Pressure relive valve.
 Oil Level Indicator.
 Oil Coolers.
Oil Pan / Sump

The oil pan / sump attaches to

the crankcase. It serves as the
reservoir for the engine oil. It is
designed to hold the amount of
oil that is needed to lubricate the
engine when it is running , plus a
reserve. The oil pan helps to cool
the oil through its contact with the
out side air.
Oil Strainer

It usually contains a filter

screen, which is submerged
in the oil at all times. The
screen serves to keep large
particles from reaching the
oil pump.
Oil Pump

The oil pump is the heart of the lubrication system. It is

usually located in the oil pan.

 To Supply oil to the various moving parts in the engine.

 To make sure the parts are lubricated, an adequate

amount of oil must be delivered to the parts.
Types of Oil Pump

 Gear Type. Has a

pair of meshing gears. As
the gear unmeshed, the
space between the teeth fill
with oil from the pump inlet.
The gear mesh and force
the oil out through the pump
outlet.
Types of Oil Pump

 Rotor Type. Has an

inner rotor and an outer rotor,
which is driven by the inner
rotor. As the rotors turn, the
spaces between the lobes fill
with oil. When the lobes of the
inner rotor move into the spaces
in the outer rotor, oil is forced
out through the pump outlet.
 Vane Type
Plunger Type Pump
Oil Filter

The oil filter has a pleated–

paper filtering element. Under pr
from the oil pump, oil flows
through a filter to remove any
impurities that might have
become suspended in the oil.

 It allows the oil to pass through while trapping particles

of dirt and carbon.
 It also increases the usable life of the oil.
Oil Filter

 Oil filters are equipped with a

spring loaded by-pass valve to
allow oil to by pass the filter, if the
filter is clogged.

 Oil filter also have a check

valve that help to prevent oil
drainage from the filter when the
engine is not running.
Oil Pressure Relief Valves

The pr relief valve is used to

prevent damage to an engine
due to too much oil pressure.
Once oil pr exceeds a preset
limit, the spring-loaded Pr Relief
Valve opens and allows the
excess oil to bypass the rest of
the system and return directly to
the sump.
 OIL GALLERIES

These galleries consist of

interconnected passage
that have been drilled
completely through the
engine block during
manufacturing. The out
side end of the passages
blocked off so the oil can
be routed through these
galleries to various parts of
the engine.
Oil Pressure Gauge / Indicator

Indicates the engine oil pr at all times or it can be a

warning light that will come on the dash board in
front of the driver whenever the engine is running
with insufficient oil pr.
Oil Level Indicator / Dipstick

The dipstick is used to measure the level of oil in

the oil pan. The end of the stick is marked to
indicate when the engine oil level is correct. To
determine the oil level, pull out the dipstick and see
how high the oil reaches the dip stick. Markings
usually indicate FULL or ADD OIL.
Multi-viscosity Oil

 In certain circumstances, all single-grade oils

have short comings
 In cold-weather starts, single grade oil
generally flows slowly to the upper reaches
and vital parts of the engine
 Multi-grade oils have viscosity characteristics
that allow for better flow characteristics at
engine start
Characteristics of Lubrication
Systems

 Pressure Lubrication
 Splash Lubrication and Combination Systems
 Principal Components of a Lubrication System
 Oil Capacity
Pressure Lubrication

 In a pressure lubrication system, a mechanical

pump supplies oil under pressure to the
bearings
 Oil flows into the inlet of the pump through the
pump and into an oil manifold which distributes
it to the crankshaft bearings
Splash Lubrication and
Combination Systems

 Although pressure lubrication is the principle

method of lubrication on all aircraft engines,
some engines use splash lubrication also
 Splash lubrication is never used by itself
 All lubrication systems are pressure systems or
combination pressure/splash systems
Components of Lubrication
Systems
 Plumbing for Lubrication  Oil Separator
Systems  Oil Pressure Gauge
 Temperature Regulator  Oil Temperature Gauge
(Oil Cooler)  Oil Pressure Pumps
 Oil Viscosity Valve  Scavenge Pumps
 Oil Pressure Relief  Oil Dilution System
Valves
Plumbing for Lubrication Systems

 Oil plumbing is essentially the same as is used

in oil and hydraulic systems
 When the lines will not be subject to bending,
aluminum tubing is used
 Synthetic hose is often used near the engine
and other places on the aircraft that are subject
to vibration or other movement
Temperature Regulator (Oil Cooler)

 An oil temperature regulator is designed to

maintain the temperature of the oil for an
operating engine at the correct level
 These regulators are often called oil coolers
since cooling of engine oil is one of their main
functions
Oil Viscosity Valve
 The oil viscosity valve is generally considered
a part of the oil temperature regulator unit and
is employed in some oil systems
 The viscosity valve consists essentially of an
aluminum alloy housing and a thermostatic
control element
 The oil viscosity valve works with the oil cooler
valve to maintain a desired temperature and
keep the viscosity within required limits
Oil Pressure Relief Valves

 The purpose of the oil pressure relief valve is

to control and limit the lubricating pressure in
the oil system
 This is necessary to prevent damage caused
by excessive system pressure and to ensure
that engine parts are not deprived of fuel due
to a system failure
Oil Separator

 Air systems where oil of oil mist is present may

require the use of an oil separator
 These are often used on vacuum pump outlets
 The oil separator contains baffle plates which
cause the air to swirl and it deposits on the
baffles
Oil Pressure Gauge

 An oil pressure gauge is an essential

component of any engine oil system
 These gauges generally use a bourdon tube to
measure the pressure
 They are designed to measure a wide range of
pressures
Oil Temperature Gauge

 The temperature probe for the oil temperature

gauge in the oil inlet line or passage between
the pressure pump and the engine system
 On some installations the temperature probe is
located in the oil filter housing
 These are normally electric or electronic
Oil Pressure Pumps

 Oil pressure pumps may either be of the gear

type or vane type
 The gear type pump is used in the majority of
reciprocating engines and uses close fitting
gears that rotate and push the oil through the
system
Scavenge Pumps

 Scavenge pumps are driven in the same

manner as the pressure pumps but have a
greater capacity
 This higher capacity is because the oil in the
sump is foamy which means it has a much
greater volume than air-free oil
Oil Dilution System

 The purpose of the oil dilution system is to

provide thinner oil during engine start
 This allows faster lubrication of engine
components
 Oil dilution is accomplished by pumping a small
amount of fuel into the oil
Sludge Chambers

 Some reciprocating engines have sludge

chambers which are in the hollowed out
connecting-rod journals
 These journals accumulate carbon sludge and
dirt particles as they are designed to
 During engine overhaul these must be
replaced
Crankcase Ventilation
Crankcase Ventilation
 During normal operation, a small amount of unburned
fuel and exhaust gases escape around the piston rings and
enter the crankcase, referred to as "blow-by".
 If these gases had no controlled escape mechanism,
the gasket joints would leak (as they "found their own way
out").
 also, if the gases remained in the crankcase and
condensed, the oil would become diluted and chemically
degraded over time, decreasing its ability to lubricate.
Condensed water would also cause parts of the engine to
rust.
Crankcase Ventilation
 To counter this, a crankcase ventilation system exists.
In all modern vehicles, this consists of a channel to expel the
gases out of the crankcase, through an oil-separating baffle,
to the PCV valve, into the intake manifold.

 In a non-turbo engine, the intake manifold is at a lower

pressure than the crankcase, providing the suction to keep
the ventilation system going. A turbo engine usually has a
check valve somewhere in the tubing to avoid pressurizing
the crankcase when the turbo produces boost.