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Lubricant Delivery Systems
Published in Heinz P. Bloch, Kenneth E. Bannister, Practical Lubrication for Industrial Facilities, 2020
Heinz P. Bloch, Kenneth E. Bannister
Traditional wet sump oil and grease lubrication methods cope poorly in these high-speed environments as they struggle to dissipate the additional heat load created by speed and fluid friction. This will often result in significant reductions in lubricant life, energy loss, and machine speed capability. Traditional mist lubrication systems allow for higher rotating speeds over traditional oil lubrication systems but are not able to provide the exact metering requirements needed for extended bearing service life, and as mist is in a micro droplet form it is susceptible to becoming airborne in the plant environment and is seen as a health and safety problem by some companies.
Vehicular Engines
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
The bottom of the crankcase contains an oil pan or a sump from which the lubricating oil is applied to different engine components. Upon lubrication, the oil flows back to the sump due to gravity. There are three types of wet sump lubrication systems: Splash system: This lubrication system stores lubricating oil in an oil sump. In the lower part of the connecting rod, a scoop or dipper is made. When the engine is working, the dipper dips in the oil at any turn of the crank shaft, and the oil is splashed on the cylinder wall. Due to the action of the engine walls and the piston ring, the crank shaft bearings are lubricated. It is used for light-duty engines (Figure 3.11). Splash and pressure system: Lubricating oil is supplied under pressure to the primary camshaft bearings and pipes which guide the oil stream against the dippers on the large end of the connecting rod bearing cup and, thus, the crankpin bearings are lubricated by splashing or spraying the oil from the dipper.Pressure feed system: In this lubrication system, the engine parts are lubricated under pressure feed. Lubricating oil is stored in a separate tank (in the case of a dry sump system) or in a sump (in the case of a wet sump system) from which an oil pump (gear pump) delivers oil to the main oil gallery at a pressure of 2–4 kg/cm2 through an oil filter. The oil from the main gallery goes to the main bearing, where some of it falls back to the sump after lubricating the main bearing, and some of it is splashed to lubricate the walls of the cylinder and the remaining goes through the hole to the crank pin. Due to the crank pin provided, the lubricating oil goes to the piston pin through a hole in the connecting rod, where the piston rings are lubricated. For the lubrication of the camshaft and the gears, the oil is transferred into a separate oil line from the oil gallery. The oil pressure gauge used in the machine shows the oil pressure in the machine. The oil filter and strainer in the device separate the oil from dust, metal particles and other harmful particles (Figure 3.12).
Numerical analysis of modified crossbreed engine cycle under BS VI norms
Published in International Journal of Ambient Energy, 2022
P. V. Elumalai, M. Parathasarathy, S. Sathishkumar, M. Murugan, A. Saravanan, M. Sreenivasa Reddy, Keerty Venkata Sri Ramachandra Murthy
Instead of using crankcase compression as in the conventional two-stroke engine, wet-sump lubrication was placed to maintain the engine’s operating temperature within the range. This proposed engine works on fuels with different octane values and also on biofuels due to the variable compression ratio and air-fuel mixture by controlling the airflow during suction. The introduction of electronic components tends to operate the engine with more accuracy even at high-speed conditions with minimal errors. The operation of a two-stroke cycle increases the engine’s overall efficiency up to 80% with a higher power-to-weight ratio. Owing to complete electronic operation, this engine has an additional advantage. It can be finely tuned by adjusting the inputs and processing structure, which enables the engine to operate under two- and four-stroke engine cycles.
The concept phase design of LNG tank and the fuel supply system on dual-fuel ships
Published in Ships and Offshore Structures, 2023
Helena Galić, Danijel Zadravec, Damjan Bator, Nenad Ferdelji, Smiljko Rudan, Vedran Slapničar
FGSS 2 configuration is shown in Figure 3. Instead of a PBU and liquid flow control valve, it utilises a wet sump LNG pump for pressurisation and fuel flow control. A throttling valve is used to reduce excessive fuel pressure entering heat exchangers. LNG pressurised by the pump is evaporated and superheated to the required temperature as described for the FGSS 1. The BOG utilisation method is also the same as in FGSS 1. As pump suction pressure can be lower than the required engine pressure, the fuel supply is uninterrupted regardless of the pressure in the tank. Nevertheless, the tank pressure cannot be reduced below the required engine pressure by BOG utilisation as the pressure differential between the tank and FGSS vanishes.