LUBRICATION SYSTEM

IN ICE
• Lubrication: it is defined as the application of lubricants to minimize
friction between moving contact surfaces.
• Friction: is the force that acts at the contact surface between two
bodies which causes resistance to their relative motion. Forced
movement of adjacent surfaces can wear away the surfaces and also
create heat as illustrated in Figure

Fig.1 Friction
Lubrication Functions: -

 Maintain a film of lubrication between moving parts.

 Create a gas tight seal between the piston rings and cylinder wall.

 Remove and dissipate heat.

 Keep surfaces clean

 Removing impurities
Lubricant’s properties must be as specified including: -

• Viscosity (SAE 5W-40)

• Pour Point

• Flash Point

• Water content

• Oxidation Resistance

• Color
Types of oils: -
There are three types of oil on the market.
A. Mineral Oil
B. Semi-synthetic oil
C. Synthetic oil

• Mineral-based oil is simply a heavily refined version of oil sourced

from the ground, semi-synthetic oil is a similar substance but with
artificial additives while purely synthetic is essentially man-made and
designed oil.
• They are also known respectively as conventional (regular), synthetic
blended and synthetic respectively. Synthetic oils were developed during
World War II by German scientists for use on the Russian Front, where they
maintained their fluidity in sub-zero temperatures, but were not widely used
in cars until the 1970s. Oil technology has evolved with engine development
and in response to evolving internal design stresses such as minimized
internal engine clearances, increased combustion pressures and increasing
emissions requirements
• As such, modern vehicles generally require either type of synthetic oil, with the
added expense of fully synthetic oil recommended for more complex and powerful
engines.
• Mineral oils are still used by operators of classic and vintage cars, partly because
the decreased viscosity (how thick or thin the oil is at a certain temperature) of
synthetic oils increases the likelihood of leaks in older engines.
• One thing mineral and synthetic oils have in common is shelf life: both can be sold
for up to five years after being correctly packaged.
• This is not to be confused with the service life of oil, which is from when it is added
to an engine and is influenced by engine wear debris, water, mileage and time.
Lubrication Systems: -
• The function of a lubrication system is to provide a sufficient quantity of
cool, filtered oil to give positive and adequate lubrication to all the moving
parts of an engine. The various lubrication systems used for internal
combustion engines may be classified as:
o Mist lubrication system
o Wet sump lubrication system
o Dry sump lubrication system

Mist lubrication system: -

• In two-stroke engines at light load, mist lubrication is used where
crankcase lubrication is not suitable. In a two-stroke engine, as the
charge is compressed in the crankcase, it is not possible to have the
lubricating oil in the sump. Hence, mist lubrication is adopted in practice.
In such engines, the lubricating oil is mixed with the fuel, the usual ratio
being 3% to 6%. The oil and fuel mixture is inducted through the
carburetor.
Advantage of using mist lubrication system
• Simplicity
• Low cost
• Doesn’t require oil pump.

Disadvantages of using mist lubrication system

• Heavy exhaust smoke due to burning o lubrication oil
• Form deposit on piston crown and exhaust port effecting efficiency
• Need of some additive to give good oil mixing characteristics
• Corrosion of bearing surface due to acidic vapor contamination
Dry sump VS wet sump system: -
• Wet sump stores the engine oil in an oil pan while in case of dry sump, the oil is stored
in an external reservoir. This means that in wet sumps, a larger base pan is required
while for dry sumps, this oil can be stored in a separate reservoir that is located outside
the car freeing the space under the hood.
• Moreover, wet sumps work fine for smaller engines where the power consumption is
less and excessive lubrication is not required. However, dry sumps are needed for
high-performance cars such as sports vehicles as massive power and greater control
is needed.
• In case of wet sumps, the oil circulation is only from the sump to the moving parts of
the engine. However, in dry sumps, the oil is treated in different stages with two pumps
before the recirculation. Wet sumps are, therefore, used in commercial cars while
racing cars have dry sump oil systems.
• In short, wet sump oil systems have one pump, are located under the engine’s
crankshaft and supply oil directly from the sump. Meanwhile, dry sumps have external
oil storage in addition to the base sump and have multiple oil pumps.

Fig.3 Dry Sump System Fig.4 Wet Sump System

The advantages of wet sump lubrication system
• Easy-to-understand system with a simple process.
• Budget-friendly
• Easy and fast oil circulation
• Smaller system thus lightweight
• Low maintenance

The advantages of dry sump lubrication system

• Better engine reliability due to consistent oil pressure ensuring at least one of
the reasons for low oil pressure is eliminated
• Offers better horsepower
• Increased intake oil capacity due to a larger storage reservoir located outside the engine
• Perfectly controlled oil temperature
• Easy to maintain and replace pumps as they are located externally
• According to an existence of the dual pumps, dry sump system removes the gases
trapped in the oil
• Better pump efficiency for the maintenance of oil supply to the engine
• Excellent for high-performance cars such as sports cars and racing vehicles
Types of Wet Lubricating systems :

1. Pressure feed system.

Ensure oil supply under pressure to all main

and secondary bearings,
splash oil to cylinder walls from bottom,
and leakage to all moving engine parts.
System encompasses all lube oil system parts.
Used in some CIEs and SIEs.

1. . Full pressure (force) feed system.

Same as in the previous system with an extra

supply of oil under pressure to small end of the connecting rod ( holes inside
connecting rods between big and small ends).
Used in most CIEs and high technology SIEs.
3. Splash feed system (mist lubrication).

It is a primitive system used in some 2-stroke SIEs.

The big end of the connecting rod splashes oil to all engine parts via one
of two systems.
In the first a spoon-like shaped end dips in oil trough filled by an oil pump.
While in the second there is no pump at all and the big-end dips in the lube oil
inside the oil sump.
4. Modified splash feed system.

It is a modification of the previous system, where an oil pump has two functions.
It supplies lube oil only to main bearings and lubricates the connecting rod big-end
via nozzles (cooling jet ) centered under drilled hole in the big-end
Lubrication system components: -
1.Pick-up tube: -

• A filter that is installed in the oil sump to prevent. leakages in the oil (large volumes)
and from it to the pump.

2.Oil Lubrication Pump: -

• In most engines, this pump is a gear pump type and takes its movement from the
shaft. When doing an overhaul of the engine, it is preferable to change the oil pump,
because it is cheap. The pressure of the oil is from 1.5 bar to 7 bar .

3.Relief valve: -

• It is located on the pump to control the oil pressure in the circuit and does not exceed
the necessary until reaching the highest efficiency of the necessary pressure in the c
atalog.

4. Cooler: -

• There are two types of coolers:

a- Water cooled. b- Air cooled.
5.Oil filter:
• Method of filtering oil is from the outside to the inside.
• If the oil filter is locked without the bypass the gear pump will break and the
engine will destroyed.

There is no problem in the Rotodynamic pump to work at no flow

Filtration systems

a- Full-flow filtration system

where all oil coming out of the pump is filtered before lubricating engine moving parts.
Oil is filtered down to 5μm.
b- By-pass filtration system

where only 10% of lube oil out of the pump is filtered down to 1-2μm and is
fed back to the oil sump. The rest of the lube oil out of the pump is directly
fed to the engine.

C- Combined system

to get benefit of both systems

6. Check Valve or Relief Valve: -

It is located on the cooler and the oil filter and works as a bypass even when
the filter or cooler is closed to ensure that the oil reaches the engine parts, and
the bypass is inside the filter and not alone.
Passage of the lubrication oil through the engine
1- Oil supply to accessory drive: -
• It is an oil line that is used to lubricate the joints and facilitate the movement of gears so
that they do not wear out, as well as lubricate the gears. And protection against
corrosion between the gears and the cylinder body from the outside.

2- Cooling Jet: -
• It is like an oil injector to lubricant
and cooling the piston.
This tube of lubrication and is used in
the High Swirl combustion chamber
Diesel engine

3- Oil passage to cam shaft: -

• The oil reaches the journal bearing alloys located on the crankshaft, as well as the
lubrication of the crankshaft, including the lubrication of the rotating part and the fixed
part, then the crankshaft itself is lubricated through slots that are connected to each
other, as all the slots are connected together. These slots work on forming of a layer of
oil between the crankshaft and the journal bearing which is connected between the
crankshaft and the connecting rod to reduce friction and increase the life of the
crankshaft and connect rod.
4- Oil Passage to crank shaft:
• Journal bearing are one of the most common types of hydrodynamic bearings. Their main
purpose is to support. a rotating shaft.
• They are used in various subsystems. of engines and powertrains to support crankshafts and
camshafts. Journal bearings typically operate under hydrodynamic lubrication because the
stresses generated. are low compared to those experienced by ball and rolling. bearings, gears,
and cam followers. The oil reach to all journal bearings from holes which is in the crank shaft.
5- Turbocharger Lubrication

• There is a passage for turbo charge to lubricate its parts, as it is a compressor and a turbine
connected with the same shaft, and the shaft is based on two journal bearings, from which the
oil works to preserve these alloys (bearings) as well as the shaft. The Velocity of the turbine
shaft is 15000 RPM .
Crankcase ventilation system
• In an internal combustion engine, a crankcase ventilation system removes unwanted
gases from the crankcase. The system usually consists of a tube, a one-way valve and a
vacuum source. The unwanted gases, called "blow-by“ are mainly products of the
combustion gases and in part fresh charge during compression stroke.

• The PCV system uses manifold vacuum to draw vapors from the crankcase into the
intake manifold. Vapor is then carried with the fuel/air mixture into the combustion
chambers where it is burned. The PCV Valve is effective as both
a crankcase ventilation system and as a pollution control device.
This method used in SIEs only.
 Objectives of the PCV valve

1. Prevent lube-oil vapor pollution.

2. Blow-by back into the intake.
3. Prevent sludge in the engine.
• Diesel engines are not required to have PCVs valves. They have

A. Open Crankcase Ventilation (OCV)

In an open system, the remaining fumes

are vented to the atmosphere.

B. Closed Crankcase Ventilation (CCV)

In a closed system, the remaining fumes

stay in the engine, never allowing polluted
air to enter the atmosphere

Contaminated crankcase gasses are filtered to remove contamination, soot and oil.
Diesels do not produce sufficient vacuum for a PCV system. They use only a crankcase
breather which is vented to the filtered side of the intake ducting. The engine can
"breathe“ both in and out via the breather cap.

• On both PCV and CCV systems, the breather cap usually employs a baffle or mesh for
the purpose of preventing oil from splashing into the vent tube and entering the intake.
These systems also generally include a breather cap/filter or tube to let air into the
crankcase so that the crankcase is neither pressurized or depressurized.

Open Crankcase Ventilation (OCV) or Closed Crankcase Ventilation (CCV) system that
are typically about 90% effective in reducing PM and oil mist. However, the remaining
10% of particulate matter and oil mist that passes through the CCV system can coke,
build-up and alter the engine turbocharger compressor surfaces thereby, reducing
operating efficiency. OCV and CCV can remove particles of contamination and oil mist
down to 0.3 microns at a 99.5% efficiency level.
Piston rings: -

Objectives

 Seal pressure inside the combustion chamber

 Lubricate cylinder walls.
 Scrub gumming materials from cylinder walls
 Reduced friction.
 Most pistons have three rings
• The top and second rings are responsible for pressing tightly against the cylinder wall
and sealing the combustion chamber, keeping combustion gases in and oil out.
• The oil ring scrapes oil off the cylinder wall on the way down the cylinder, depositing it
back into the oil sump. Because an extremely thin film of oil lubricates the
ring/cylinder wall interface, it is normal for some oil to burn during combustion. What
constitutes “normal” oil consumption, however, depends on the engine.
• The negative effects of bad piston rings are often easy to notice. Excessive oil
consumption can lead to blue smoke billowing out of your tailpipe, especially at
startup before the engine has warmed and the rings have expanded in the cylinder.
Burning oil also means you’ll also need to top-off your oil more frequently.

• Worn or stuck rings can also result in hard starts and reduced horsepower.
• As the engine is turning over, the piston compresses the fuel/air mixture prior to
combustion. Bad rings, however, allow some of the fuel/air to escape the combustion
chamber, effectively reducing engine compression and making the engine more
difficult to start. Once it is running, reduced compression robs your engine of power.