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Published in Tony Giampaolo, Gas Turbine Handbook: Principles and Practice, 2020
The rotor weights of the heavy frame industrial gas turbines dictates the use of hydrodynamic sleeve-type journal bearings and plain or Kingsbury-type thrust bearings. Hydrodynamic bearings incorporate tilting pad bearing designs to aid in rotor stability and alignment. The bearing designs used in the heavy industrial gas turbines are similar to the designs used in pumps and compressors. Therefore, in pump or compressor drive applications, the lubrication media (oil) can be, and usually is, the same. The heavy industrial gas turbine packages will use 1,500 to 2,500 gallons of turbine light mineral oil for the gas generator, power turbine, and driven equipment. This is four times that required of the aero-derivative package of similar output (note also that aero-derivatives use a synthetic oil). For example, the flight version of the aero-derivative engine requires as little as 25 gallons of synthetic oil for airborne operation, while the land based aero-derivative version is normally provided with a 120-gallon synthetic oil reservoir. An aero-derivative gas turbine package requires 400 gallons of turbine light oil for the power turbine and the driven equipment (pump, compressor, or generator). Even though synthetic oils have better heat transfer capabilities and are fire resistant, they are more expensive. Lubrication systems are addressed in detail in Chapter 6.
Testing and Analysis of Base Oils and Additives in Blending Plants
Published in R. David Whitby, Lubricant Blending and Quality Assurance, 2018
In the 1980s, problems of oil pumpability in cases where cranking was satisfactory led to further modifications of the viscosity classification, and the adoption of new low-temperature viscometers. Low-temperature, low-shear viscosity is important for predicting the possibility of “air binding” in motor oils after vehicles have stood at low temperatures for a considerable period. The non-Newtonian motor oil can gel to a semi-solid and fail to flow to the oil pump inlet when the engine is started. The oil pump then pumps air instead of oil to the engine, and both the pump and other engine parts can be rapidly damaged. Even if “air binding” does not take place, an oil can be so viscous after standing at low temperatures that the rate of pumping oil to sensitive bearings and rockers may be inadequate, and again engine damage can result. The Brookfield method ASTM D5133 is believed to correlate with these problems, and it is recommended that this test is performed on new oil formulations. It is, however, time-consuming and does not readily permit tests on large numbers of samples, and so is not applicable for use in lubricant blending plants.
Use of Polymers in Viscosity Index Modification of Mineral Oils and Pour Point Depression of Vegetable Oils
Published in Girma Biresaw, K.L. Mittal, Surfactants in Tribology, 2017
Dogan Grunberg, Mert Arca, Dan Vargo, Sevim Z. Erhan, Brajendra K. Sharma, Girma Biresaw, K.L. Mittal
Automobile engine oil requires a very high VI for optimal performance. If an engine oil is prepared without VII and used in both warm and cold climates, the following would occur: In winter, the viscosity would increase sharply and moving the pistons would become very hard and would require high energy/fuel consumption. In summer, the viscosity would decrease sharply, and at low enough viscosity, it would not be possible to maintain the lubricant film between the piston and the cylinder. This would lead to high wear and, if not handled promptly, to engine failure. One way to avoid this situation is to use a low-viscosity lubricant in winter and a high-viscosity lubricant in summer. By incorporating VI modifiers in lubricant, a single motor oil can be used in all seasons. Lubricants of this type are known as multigrade motor oils; the viscosity of base stock and multigrade motor oils are shown in Table 4.4 [18,44–47].
Evaluation of polypropylene melt blown nonwoven as the interceptor for oil
Published in Environmental Technology, 2021
Abeer Alassod, Mohammed Awad Abedalwafa, Guangbiao Xu
The sorption capacity of sorbents by using two types of oil, namely motor oil and soybean oil is illustrated in Figure 4(a). It can be noted that P3 registered highest oil sorption capacity for both kind of oil, it was equal for 13.13 and 11.91 g/g for motor oil and soybean oil compared with P2, 10.87 and 10.52 g/g for motor oil and soybean oil, and P1,9.68 and 10.23 g/g for motor oil and soybean oil, respectively. Further, it was observed that the highest sorption capacity was achieved with motor oil than soybean oil. The difference sorption capacity for different sorbents with two kinds of oils can be explained to viscosity and surface tension of oils, as listed in Table 2. The high viscosity of oil (motor oil) can enhance the oil sorption capacity because of the excellent adherence effect of oil on the fibre surface (17, 26).
Bioremediation of contaminated diesel and motor oil through the optimization of biosurfactant produced by Paenibacillus sp. D9 on waste canola oil
Published in Bioremediation Journal, 2020
Abdullahi Adekilekun Jimoh, Johnson Lin
The widespread use, improper disposal, accidental spills of diesel, motor oil, engine oil, crude oil, and crude oil-related products into different ground and surface water sources such as streams, lakes, oceans, rivers, and so on are jeopardizing our human health and wellbeing. Diesel fuel and motor oil pollution of groundwater are often detailed as an environmental issue (Vossen 2014). The bioavailability of diesel fuel and motor oil can be increased by the addition of BSs which will increase diesel oil mobility and solubility thus enabling subsequent solubilization of the pollutants. Thus, Table 5 shows the number of hydrophobic compounds (%) removed from an aqueous environment after treatment with cell-free broth, BS, a chemical surfactant or distilled water (used as a control). This experiment tends to analyze the probable environment that is favorable to the biomolecule in removing the contaminant and to understand the factors affecting the performance the different variables tested. The use of isolated BS also produced high biodegradation efficiency rate of 77.6% motor oil and 74.3% diesel from the aqueous environment under shaking conditions. It is imperative to note that the cell-free supernatant and the isolated BS eradicated a comparable amount of oil, emphasizing the efficacy of the biomolecule synthesized by Paenibacillus sp. D9. Thus, under shaking conditions, the lipopeptide BS removed both diesel and motor oil contaminants better than the values observed above in solid environment, however, different results were observed under static assay.
Use of CNG and Hi-octane gasoline in SI engine: a comparative study of performance, emission, and lubrication oil deterioration
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2019
Lubrication oil plays a vital role in engine efficient working. It is used to avoid the friction between metal components, consequently, reduces the thermal as well as material degradation. Additives and base oil are two main ingredients of lubrication oil. The base oil lubricates engine mating parts against friction. The additives resist deterioration of lubrication oil under high temperatures, thus protecting the engine. Lubrication oil degradation is basically a function of inside engine temperatures, operation time, and external environment. Lubrication oil oxidation is one of the critical types of deterioration. The unstable contents of lubrication oil chemically react with oxygen to produce sludges, resins, carbonaceous deposits, and acids. Besides increasing the lubrication oil viscosity, which itself causes problems in performance, products of oxidation can fill small holes and filters, resist flow, or cause sticking of critical components. The rate of oxidation of lubrication oil is lower at temperature below 60°C. Oxidation life decreases with the rise in temperature above 60°C. In addition, metals and water-like contaminants accelerate the rate of oxidation. Moreover, water in lubrication oil can also create corrosion problems. The excessive operating temperatures chemically break down lubrication oil. Thermal degradation of lubrication oil causes it to polymerize or crack. The fuel leakage into crankcase causes its viscosity to decrease. The decrease in viscosity results in weaker films and metal-to-metal contact which increases wear and tear rate due to failure of withstanding high loads (Abner and Booser 1983).