Close analysis of oil purification system used in diesel engines and the role of bypass filtration system in contamination control

1. The Benefits of Bypass Filtration in Diesel Engine
AN EXCLUSIVE RESEARCH ON
DIESEL ENGINE LUBRICATION AND ENGINE OIL PURIFICATION SYSTEM
THE AIM OF THIS RESEARCH IS TO DEVELOP A HIGH PERFORMANCE PPC BASED CENTRIFUGE SYSTEM WHICH
WILL AUGMENT THE EXISTING MOTOR DRIVEN CENTRIFUGE (LUBE OIL SEPARATOR) INSTALLED IN LARGE DIESEL
ENGINES RUNNING WITH MDO or HFO
Prepared & Presented By:
MOYNUL ISLAMSponsored By:

2. INTRODUCTION
Perhaps we are very much concern about maintaining the
quality of cooling water but how much concern we are
about lube oil purification system?
Do we ever feel to analyze the efficiency of our lube
purification system which is playing a vital role, purifying
the blood stream of our engines?
This presentation is intended to explore the performance
and limitations of our existing engine oil purification system
and how we can improve to minimize the lube cost.
We have a strong belief that oil passing through the lube
separator is getting purified and we are safe. What is
actually happening inside, do we ever feel to check?

3. OBJECTIVES
 Functions of Lubricating Oil in Diesel Engine
 Identifying the Types of Contaminants in Diesel Engine Oil
 The Detrimental Effects of Contaminants in Engine Components
 Identifying the Contaminant Control Guards in Our Engines
 How Efficient Our Contaminants Control Guards in Removing Dirt and Other Impurities
 Limitations of Our Existing Engine Oil Purification System
 How the Performance of Separator Affecting Our Engine Performance
 How Solid Contaminants Destroying Engine Oils Effective Service Life
 How We Can Improve the Performance of Engine Oil Purification System
How We Can Minimize Lube Oil Consumption by Increasing Drain Interval
 The Role of Bypass Filtration in Increasing Lube Oil Service Life

4. MARINE ENGINES- IN MARINE PROPULSON AND IN POWER GENERATION
MARINE PROPULSION
POWER GENERATION
Different Types Of Variables Related With Profit in Different Industries
High Engine Availability
Optimum Lube Oil Consumption
Efficient Fleet Management
Time is money, more generation means
more profit
Time is also money here but from
different perspective.
Reaching to destination port ahead
of time means more savings and
more profit
Target Variables to Increase Profit in Power Generation
Optimum Fuel Oil Consumption
Minimum downtime
Maximum utilization of full capacity
Minimum servicing and maintenance
Low Resource Utilization
Less Spare Consumption
Target Variables to Increase Profit in Marine Propulsion
Reaching to destination PORT on or ahead of time
Consuming less resources for fleet safety
Keeping engines always in order to meet deadline
Avoiding unnecessary fines by obeying maritime laws
Increasing number of Voyage will increase profit
Maximum Generation

5. DATA PROCESSING AND ANALYSIS
HOW WE ARE MONITORING AND TRACKING OUR ENGINE PERFORMANCE?
DATA GENERATOR
Recording Individual Engines Running Hours
Recording Individual Engines Generations
Recording Individual Lube Oil Consumption
Recording Individual Fuel Consumption
Specifying and Allocating Individual Engines Outages
Recording Individual Engines Sweetening
Recording Engine Wise Maintenance Activities
Recording Individual Engines Sump Sounding
DATA ENTRY - OPERATIONS
ENGINE
Processing DATA, calculating SFC, SLOC, Heat Rate,
Generation, Availability, Reliability, CO2 Emission etc.
Producing Summarized Daily, Weekly, Monthly Plant
Report
CLICK TO VIEW
Creating Trends for engine wise ARP, SLOC, SFC, HEAT RATE,
CO2 EMISSION
Calculating Deviations of different parameters from OEM
specified values
Sharing engine wise deviation analysis data with Maintenance Dept
to identify the root cause of deviations
Correlating engine wise GENERATION, SLOC, SFC and
EMISSION
Comparing engine to engine ARP, SLOC, SFC, CO2 Emission and
creating work scopes for maintenance for improving engine
performance
IMPLEMENTATION:
MAINTENANCE
Receives Work Requests from
Operations and carryout job
accordingly
Conduct PMS on all vital
equipments
Receive recommendations from
DATA Analyst for monitoring and
improving individual engines
performance
Taking corrective actions based
on laboratory analysis data
Inspecting quality and ensuring
the reliability of engine spares.

6. DIESEL ENGINE LUBRICATION- BEGINNING OF DISCUSSION
What lubricants does?
Reduces friction in engines
Controls friction in transmissions
Acts as a heat transfer agent
Inhibits corrosion and oxidation
Removes contaminants
Lessens the effect of temperature extremes on viscosity
Noise Reduction
What are the purposes?
Protect critical components
Provide reliable operation
Lower maintenance costs
Decrease downtime
Increase equipment life
How Lubricants Works?
 Creates stable oil film between moving surfaces to reduce friction
 Ensures reliable engine operation by compensating the effects in wide temperature range
 Produces a barrier between engine parts and air to protect them from rusting and corrosion
 Cleaning engine components by carrying sludge and other deposits from lubricated parts
 Seals the Gap between Piston Ring- Cylinder Liner
 Prevents foaming which could have detrimental effects on lubrication
 Keeps engine components Cool by removing heat from various lubricated parts

7. ENGINE COMPONENTS REQUIRE LUBRICATION
Piston Motion in Cylinder
Crankshaft Rotation in Main and Big End Bearings
Piston Pin Rotation in Small End Bearings
Camshaft Rotation in Camshaft Bearings
Cam Lobes Sliding Over V/V Rods and
HP Fuel P/P Roller
Intermediate Gears
Turbocharger Bearings
Pedestal Bearings
Reciprocating Motion of V/V Stems
Rocker Arm Shaft and Tips
Where extreme pressure and high speed is present, dynamic clearances between moving
surfaces is very low and extreme cleanliness of lubricating oil is mandatory to protect
components wear
Individual High Pressure Fuel P/P

8. COMPONENTS OF LUBRICATING OIL CLICK HERE FOR MOLECULAR STRUCTURE

9. COMPONENTS OF LUBRICATING OIL
BaseOil70–99%dependingonapplicationRestofAdditives
Mineral Base Oil
Synthetic Base Oil
LUBRICATINGOIL(ablendofbaseoilandoilsolubleadditives)
Detergents - TBN: Organometalic oil soluble compounds like Phenates, Sulphonates,
and Naphthenates of Ca or Mg, responsible to ensure cleaning of engine components and
neutralizing acidic compounds formed during combustion process.
Dispersants: PBI (Polyisobutylene) Succinimides, responsible to keep soot and
combustion products in suspension and therefore prevents deposition as sludge and
lacquer formation
Antioxidants: Inhibits the natural decomposition of lubricants due to age (called
oxidation in the presence of air). Oxidation is one of the reason of formation of gums,
lacquers and sludge. ZDTP is one of them.
Anti-Foaming Agents: Very low concentration of Silicone Polymers used to prevent
foaming while in use
Pour Point Depressants: Lubricating oil below SAE 30 require pour point depressants
Polymethyl Acrylate polymer to prevent was formation in lube oil at low temperature.
Anti-Wear and Extreme Pressure Additives: ZDTP (Zincdialkyldithiophosphate)
ZDDP (Zincdiethlydithiophosphate) react with surfaces forming films which have a slower
shear strength than parent metal.
Viscosity Index Improvers- VII: Polymers of: Methacrylate Acrylate Olefin Styrene-
Butadiene increase in relative viscosity more at high than low temperature.
Rust and Corrosion Inhibitors: Sulphates, Thiourea type chemicals absorbed onto
bare metal surfaces providing protection and neutralisation.
Group I, Group II, Group III (Molecular uniformity Less to Fair)
Group IV - PAO, Group V – Rest of All, Group VI -PIO
CLICK HERE FOR MOLECULAR STRUCTURE

10. HOW MINERAL LUBRICANTS DIFFER FROM SYNTHETIC LUBRICANTS?
ADDITIVES:
> Detergent
> Dispersants
> Antioxidants
> Anti-Foaming Agents
> Pour Point Depressants
> Anti-Wear and EP Additives
> VI Improvers
> Rust and Corrosion Inhibitors
Perhaps all of we are familiar with words MINERAL OIL and SYNTHETIC
OIL. We also know that SYNTHETIC OIL is very much expensive compared
to MINERAL OIL. We will explore the secret behind two types of oils in
subsequent sections.
In our previous slide we have seen that LUBRICATING OIL is a fine blend of
oil soluble additives in a suitable Base Oil. Depending on the source of Base
Oil, lubricating oils are holding names MINERAL and SYNTHETIC but
bearing same additives package.

11. HOW MINERAL LUBRICANTS DIFFER FROM SYNTHETIC LUBRICANTS?
SYNTHETIC BASE OIL: It is also hydrocarbon molecules but produced artificially in laboratory/processing plant by
CONTROLLED CHEMICAL REACTION. As a result the Molecular Weight, Molecular Size can be controlled accurately by
controlling the reaction mechanism. PAO (Poly Alpha Olefin) is the most widely used Synthetic Base Oil (Group IV) of today’s
Synthetic Lubricants. PAO is a non biodegradable polymer synthesizes by polymerization reactions of monomer olefin (also called
Alkenes). By controlling reaction dynamics, uniform molecular size can be achieved in manufacturing the Synthetic Base Oil.
Synthetic Lube Oil has high Viscosity Index (means less sensitivity with the change of temperature) generally 90 to 180. Moreover
they are not easily biodegradable like the mineral oils.
That’s why SYNTHETIC LUBRICANTS are very expensive and can be used for extended period of time. Only sophisticated
equipments require synthetic lubricants.
How much strong both MINERAL and SYNTHETIC lubricants against SOLID CONTAMINANTS?
We have discussed about both MINERAL and SYNTHETIC base oils. Both are hydrocarbons but MINERAL base oils are produced from
natural source which is biodegradable to a certain extent whereas SYNTHETIC base oils are produced artificially in laboratory have good
resistance to biodegradability. But the detrimental effects of solid contaminants on both types of lubricants are same.
We can compare the molecules
of MINERAL base oil with natural
stones which are less uniform in
size and shape and have less
durability against friction,
corrosion and environmental
degradability.
We can compare the molecules of
SYNTHETIC base oil with
artificially produced TEFLON
BALLS which are well uniform in
size and shapes and have good
durability against friction, corrosion
and environmental degradability.

12. SURFACE ROUGHNESS, FRICTION AND LUBRICATION
To understand the working principle of lubricants, first of all you have to be familiar with the
nature of interacting surfaces to be lubricated.
Whenever a surface is machined (no matter how sophisticated tools are being used) there will
be tiny microscopic irregularities in the machined surface. The nature of these irregularities will
vary depending upon the materials, machining process (i.e. rolling, turning, grinding, milling or
plateau honing, lapping, but the net effect is the same. Under microscopic examination, the
surface is anything but smooth. When two such surfaces are forced to slide over each other,
opposing high spots (known as asperities) will contact, resisting any sliding motion. The contact
invariably alters the surface of the mating parts due to distortion, scuffing, micro-welding and
subsequent tearing. An engine or any machine operated under such conditions would not last
long without corrective maintenance
Figure: Surface roughness

13. SURFACE ROUGHNESS, FRICTION AND LUBRICATION
Figure: Microstructure of polished liner surfaceFigure: Polished (by honing) liner surface
Visual Appearance of cylinder liner surface
Microscopic Appearance of cylinder liner
surface

14. ISO 4406:1999 CLEANLINESS RATING NUMBER
What is the meaning of “micron” in particle size? Below figure can help your perception
about micron size
The cleanliness rating of engine oils is measured via the lube oil particle count. Most particle
counter reports results at six particle diameter size ranges: 4µ, 6µ, 14µ, 21µ, 38µ and 70µm.
An ISO Cleanliness rating number is derived from the results of three smallest sizes, therefore
the minimum particle count test should furnish results at 4µ, 6µ, 14µm. Before discussing about
particle size we need to refocus our perception about micron size.
Where extreme pressure and high speed is present, dynamic clearances between
moving surfaces is very low and extreme cleanliness of lubricating oil is
mandatory to protect components wear

15. Types of Metal Contacts
Rolling contact takes place in ball
and roller bearings and in gear
drives. As shown in figure , large
compressive forces act between
the component surfaces. The
lubricant is swept into the contact
zone by the rolling motion.
Particles larger than the thickness of
the lubricant film separating the
opposing surfaces indent and pit the
surfaces.
Figure: Schematic Diagram of Rolling Contact
There are three types of relative motion which can take place between diesel engine component surfaces.
>> Rolling Contact
>> Sliding Contact
>> Squeeze Contact

16. Sliding Contact
Sliding Contact takes place in journal bearings and ring-cylinder contacts. During sliding contact the
lubricant is swept into the contact zone by the relative motion of the two surfaces. The presence of
particles larger than the dynamic film thickness leads to severe abrasive wear. Hard particles cut
away material from the component surfaces, with the simultaneous generation and release of new
contaminant particles into the fluid.

17. Squeeze Contact
Squeeze Contact takes place because of linear forces and vibration. The valve-to-cam follower contact
is a good example. In squeeze contact, motion perpendicular to the opposing surfaces forcing lubricant
in and out of the contact zone. Particles caught between the surfaces will roughen and dent the
components. This leads to abrasive removal of material, fretting, and fatigue.

18. Dynamic Clearances and Critical Film Thickness
In lubricated contacts, dynamic clearances are maintained by oil
films between moving surfaces. The lubricant film thickness, as
shown in Figure , is the distance between the two moving surfaces.
Compressive forces (the load) act to push the moving surfaces
together. Tangential forces (shear) tend to displace the surfaces
horizontally. A film of oil supports the load between the opposing
surfaces and keeps them separated. The thickness of the oil film is
related to the mode of lubrication that we will discuss in subsequent
slides.

19. COEFFICIENT OF FRICTION AND TYPES OF LUBRICATION
The relationship between friction, pressure, speed and lubrication is expressed as the coefficient
of friction.
The coefficient of friction is found by dividing the force required to move a body over a horizontal
surface at constant speed by the force holding the body against the surface
The lubricant viscosity is a measure of its
resistance to flow. As the number of asperities
on the surface increases the coefficient of
friction increases.
Higher the coefficient of friction means more
force is required to move parts over another
surface because of the increase in frictional
drag force.
The additional power required to overcome
this frictional drag is wasted resulting an
inefficient operation and wastage of additional
energy. Excessive friction increases heat,
wear and component damage depending on
the severity of operating conditions.
Streibeck Curve shows the effects of
viscosity, speed and load on friction.
Coefficient of Friction (F) = Lubricant Viscosity (Z) x Speed (N)/ Perpendicular Load (P) Against Surface

20. FLUID FILM OR HYDRODYNAMIC LUBRICATION
Under conditions of fluid film or hydrodynamic lubrication the oil is swept into the
contact zone by the relative motion of opposing surfaces. The lubricant film, usually
larger than 2 microns, develops up to 50,000 psi pressure in the contact zone. This
pressurized film supports the load between component surfaces. Under these
circumstances, mechanical surface wear is negligible unless solid particles the size of
or larger than the oil film thickness are present.

21. BOUNDARY LUBRICATION
Figure, illustrates the conditions that exist
during boundary lubrication. Low speeds, high
loads, and squeeze contact between
component surfaces can starve ,the contact
zone of lubricant. In addition, start up,
shutdown, and high temperature thinning of the
oil are duty cycle conditions that can lead to oil
starvation. The remaining lubricant film
between the surfaces is 0.001 to 0.05 microns
thick. High stress or heat at the asperity
contact sites may displace this boundary layer
of lubricant, leading to adhesive wear. Because
of the extremely thin film, very fine particles
can cause surface damage. It is important to
note that a component can shift between the
three modes of lubrication several times during
a single duty cycle.
The EP additive is active under heat and pressure. This EP additive reacts with metal surfaces to
form a protective film. This film coats the microscopic peaks on the interacting surfaces. This film
has low shear strength but high solid to liquid transition temperature. It acts as a sacrificial wear
layer reducing friction between interacting components and protecting them from excessive wear.

22. ELASTOHYDRODYNAMIC OR EHD LUBRICATION
Under conditions of elastohydrodynamic lubrication the oil is swept into a highly loaded
concentrated contact where lubricating film thickness varies between 0.05 and 2 microns. In the
contact zone there is considerable elastic deformation of the surfaces. The fluid film at the
contact zone develops as much as 350,000 psi pressure. This extreme pressure greatly
increases the viscosity of the oil within the contact zone. The high pressure in the contact zone
causes solid particles the size of or larger than the lubricant film to indent or furrow deeply into
the component surface.
Two things happen in EHD
lubrication; first the surfaces in
contacting parts deformed
elastically spreading the load over a
wide area; second the viscosity of
lubricant in this area momentarily
increases dramatically increasing its
load carrying ability in the contact
zone. The combined effect is to trap
a thin but very dense oil film
between interacting surfaces. As
viscosity increases, sufficient
hydrodynamic force is generated to
form a full fluid film and separate
the surfaces.

23. Different Lubrication Regimes

24. TYPES OF DIESEL ENGINES AND THEIR LUBRICATION SYSTEM
DIESEL
ENGINE
TRUNK PISTON
Pistons are directly connected with crankshaft
with connecting rods and transmitting energy
produced in power stroke to crankshaft for
mechanical work
4-stroke, Medium Speed
Diesel
300 – 600 rpm
4-stroke, High Speed
Diesel
600 – 2000 rpm
CROSSHEAD TYPE
Pistons are connected with crankshaft via
STUFFING BOX. So, produced energy in
power stroke is transmitted to crankshaft via
stuffing box for work
2-stroke, Low Speed
Diesel
90 – 200 rpm
Oil Sump
Cylinder
Engine sump oil is separated from combustion
chamber by only piston rings
Engine sump oil is separated from combustion
chamber by stuffing box
Oil Sump
Cylinder
Stuffing box
Two types of oils are
used crosshead type of
engines. These are 1.0
Cylinder Oil with high
BN for remains in
stuffing box and 2.0
System Oil remains in
the sump

25. TYPES OF DIESEL ENGINES AND THEIR LUBRICATION SYSTEM
Trunk Engine
Crosshead Engine
Why Cylinder
Oils Require
High TBN?

26. CombustionProducts
ENGINE COMPONENTS LUBRICATION AND FLOW DIRECTIONS
Main Bearings
Cylinder Head
Turbocharger
Big-End and Small End Bearings
Gear Assembly
LO Separator
Oilleavingsystembyevaporation
throughcrankcasebreather
Oil leaving system through
burning during combustion
Oil leaving system through
sludge from LO separator
Cylinder Liners
Camshaft (Cam Lobes)
NDE Pedestal Bearings
Oil leaving system through
leakage
Bi-directional flow
Uni-directional flowENGINE LO SYSTEM BOUNDARY
ENGINE SUMP

27. TYPES OF CONTAMINANTS IN DIESEL ENGINE OILS
In previous slides we have discussed about lube chemistry. Now we will explore about the
contaminants in used oil from diesel engines. There are mainly three types of contaminants
present in diesel engine oil
1.0 Solid Contaminants:
2. Liquid Contaminants: including fuel and water, which hinder the proper operation of the
lubricant and its additives.
3. Gaseous Contaminants: including combustion products, which corrode component
surfaces and break down the oil.
SL Solid Contaminants Sources
01 Wear debris
Interacting metal surfaces produce wear metals which are work
hardened and much harder than base metals
02 Air born Sand and Grits From intake air system
03 Catalytic Fines
From fuel contamination. Residual Fuel contains substantial
amount of Catalytic Fines which may ingress in to engine oil
04 Carbon Soot Un burn fuel from combustion Blow By
05 Spent Additives like CaSO4
CaSO4 a highly abrasive material is produced by neutralizing
acids produced in combustion process
06 Oxidation Products
Oxidation products produced by degradation of base oil and oil
additives due to extreme pressure and temperature

28. TABLE CONTAINING CONTAMINANTS TYEPS, SOURCES AND DETRIMENTAL
EFFECTS ON DIESEL ENGINES LUBRICANTS
Types of Contaminants Primary Sources Detrimental Effects
Metallic Particles Wear in Engine Components Abrasion, Fatigue, Oil Breakdown
Metal Oxides Engine wear and Corrosion Abrasion and Fatigue Corrosion
Air born grit, sand and dust Intake Air and Combustion Blowby Abrasion and Fatigue
Catalytic Fines From Fuel Contamination Abrasion and Fatigue
Soot Combustion Blowby Lubricant Breakdown, Wear
Exhaust Gases Combustion Blowby Lubricant Breakdown
Fuel Combustion Blowby Lubricant Breakdown
Water Cylinder Head and Liner Cooling
System
Lubricant Breakdown and
Corrosion
Acids Combustion Blowby and Oil
Oxidation Products
Corrosion
Sometimes we intentionally manipulate SLOC, SFC to increase engine performance while
preparing plant report. May be we are hiding actual consumption. Are we taking
necessary actions?

29. MATERIAL BALANCE IN ENGINE LUBE OIL SYSTEM: How Contaminants Moving Across Engines
ENGINE SUMPNEW LUBE OIL IN
OILLEAVINGTHESUMP
DURINGLINERLUBRICATION
OilLeavingTheSumpWithSludge
FromLOSeparatorandfilter
OILLEAVINGTHESUMPBY
EVAPORATIONANDLEAKAGE
CONTAMINANTSENTERING
TOTHESUMPDURING
COMBUSTION
ContinuousProcess
IntermittentProcess
Continuousbutinsignificant
ifnotmajorleakage
ContinuousProcess
Min_X
Mout_A Mout_B Mout_CMin_Y
Min_X + Min_Y - Mout_A - Mout_B - Mout_C = Accumulation of Mass
The rate of ingression of
contaminants (Min_Y)
should be balanced with
the rate of removal of
contaminants (Mout_B) by
the lube cleaning system.
Otherwise contaminants
will accumulate in the
lube oil system with
increasing oil service
hours.
As a result the oil will lose
its effectiveness and fails
to ensure sufficient
protection to engine
components.

30. CONTAMINANTS CONTROL TOOLS FOR DIESEL ENGINES
TOOLS FOR HANDLING SOLID CONTAMINANTS:
Suction Strainer, Self Cleaning Automatic Filters, Safety Filters, Lube Oil Separator
TOOLS FOR HANDLING LIQUID CONTAMINANTS:
Lube Oil Separator (For Water), High Alkalinity in Lube Oil (For neutralizing Acids)
For Fuel (Still now none except stopping the sources)
TOOLS FOR HANDLING GASEOUS CONTAMINANTS:
High Alkalinity in Lube Oil (For Combustion Gases)
In subsequent slides we will explore about contaminant control guards present in our Engines
and how efficient they are in controlling contaminants.
Among all types of contaminants the detrimental effects of solid contaminants are much severe,
catastrophic and directly affecting engine performance as well as overall plant performance

31. COMPONENTS OF A COMPLETE CYLINDER UNIT

32. HOW SOLID CONTAMINANTS AFFECTING ENGINE PERFORMANCE?
Increased friction generating More Heat between Interacting Surfaces
Excessive localized heat between interacting surfaces Reducing Oil Viscosity, Retarding
the Formation of Protective Oil Film with Appropriate Thickness or even sometimes
evaporating oils from contact zones
More solids in circulating engine oil Increasing Friction between interacting surfaces
Critical Film between interacting surfaces when becomes thinner than required, it fails to
carry the load and cannot keeps two surfaces away from each other and thus inviting direct
metal to metal contacts.
Running in such condition for extended period will invite a premature failure of components
followed by a catastrophic equipment failure
Evaporation of lubricants
from hot contact surface
Excessive Solids in Lube Oil Initiate Lubrication Failure: Lubrication failure is
instantaneous and catastrophic compared to coolant
Picture-01 Picture-02 Picture-03
Click below buttons to see the detrimental effects of lubrication failure

33. HOW SOLID CONTAMINANTS AFFECTING ENGINE PERFORMANCE?
Increased friction generating More Heat between Interacting Surfaces
Excessive localized heat between interacting surfaces Reducing Oil Viscosity, Retarding
the Formation of Protective Oil Film with Appropriate Thickness or even sometimes
evaporating oils from contact zones
More solids in circulating oil Increasing Friction between interacting surfaces
Solids deteriorate components effective service life: Abrasive and Fatigue wears are
caused by the presence of solid particles in lube oil harder than interacting metal surfaces
Picture-01 Picture-02 Picture-03
Click below buttons to see the detrimental effects of solids in lube oil on Main Bearings
Picture-03

34. Key Parameters Strongly Related with Engine Health
Total Base Number – TBN (Continued):
TBN in gas-fuelled engines is often achieved using a very low ash additive pack. Additives are often based
on automotive practice using magnesium in preference to calcium salts. Low ash properties are
specified, as hot ash on combustion components can result in pre-ignition of the gas during the induction
or compression strokes. TBN in these applications can fall very rapidly due to high operating
temperatures and, if using land fill gas, contaminants in the fuel itself.
Causes of rapid TBN depletion
 Low oil consumption
 Small sump volumes
 High fuel sulphur levels
Another silent reason for rapid TBN depletion is excessive lube oil contamination
especially by Soot and Wear Debris. These two contaminants acts as a catalyst to
break down the lubricant in the presence of elevated temperature and high
pressure and produces various organic acids which are also responsible for rapid
TBN depletion. Hence, efficient removal of contaminants from lube oil will
definitely increase oil service hours, minimizes lube oil consumption and ensure
better protection to engine components.

35. Reverse Flush Self Cleaning Filter (RFSCF) (Automatic Filter)
Mud Box Filter:
Filtration Grades: 3 µm - 50 µm, Paper, Polyester, Fiber glass
made disposable cartridge used for flushing liquid treatment
Automatic Filter:
Filtration Grade: 35 µm , Stainless steel wire mesh, wedge wire profiles
Internal Candle ElementsBOLL & KIRCH Filterbau Automatic Filter
Mud Box Filter

36. Rolls Royce Lube Circuit
GLACIER OIL CLEANING CENTRIFUGE HOW IT WORKS TECHNICAL SPECIFICATION

37. HOW CENTRIFUGE WORKING VIDEO

38. HOW THE CENTRIFUGE CAN BE MOUNTED

39. Engine Manufacturer’s Recommendations For Lube Oil System
Lube Oil Separator
Lube Oil Separator
The separator should be dimensioned for continuous centrifuging. Each lubricating oil system
should have a separator of its own.
Design data:
Lubricating oil viscosity : SAE 40
Lubricating oil density : 880 kg/m3
Centrifuging temperature : 90 - 95°C
The following rule, based on a separation time of 23
h/day, can be used for estimating the nominal capacity
of the separator:

40. LIMITATION OF CENTRIFUGE OPERATION

41. ANY QUESTION?

42. THANK YOU