CAPÍTULO 5. SOLUSIONES Y RECOMENDACIONES
5.2 Recomendaciones
Figure 7.3Main engine external lubricating oil system, electrically driven pumps (3V76E4592a)
Pipe connections System components
Lubricating oil inlet 201
Stand-by pump 2P04
Lubricating oil cooler 2E01
Lubricating oil outlet*) 202
Lubricating oil damper 2R03
Heater 2E02
Control oil to pressure control valve 224
Separator 2S01
Suction strainer 2F01
Crankcase air vent 701
Condensate trap 2S02
Automatic filter 2F02
Sight glass 2S03
Suction filter 2F03
System oil tank 2T01
Suction strainer 2F04
Gravity tank 2T02
Suction strainer 2F06
Sludge tank 2T06
Separator unit 2N01
Temperature control valve 2V01
Main lubricating oil pump 2P01
Pressure control valve 2V03
Pre-lubricating oil pump 2P02
Separator pump 2P03
*)Two outlets in each end are available
7. Lubricating oil system
Figure 7.4Main engine external lubricating oil system, engine driven pumps (3V76E4593a)
System components
Separator 2S01
Suction strainer 2F06
Lubricating oil cooler 2E01
Condensate trap 2S02
Separator unit 2N01
Heater 2E02
System oil tank 2T01
Pre-lubricating oil pump 2P02
Suction strainer 2F01
Sludge tank 2T06
Separator pump 2P03
Automatic filter 2F02
Temperature control valve 2V01
Stand-by pump 2P04
Suction filter 2F03
Lubricating oil damper 2R03
Suction strainer 2F04
Pipe connections
Lubricating oil inlet 201
Lubricating oil outlet*) 202
Lubricating oil to engine driven pump 203
Lubricating oil from engine driven pump 204
Crankcase air vent 701
*)Two outlets in each end are available 7. Lubricating oil system
7.3.1 Separation system
Separator unit (2N01)
Each engine must have a dedicated lubricating oil separator and the separators shall be dimensioned for continuous separating. If the installation is designed to operate on MDF only, then intermittent separating might be sufficient.
Separators are usually supplied as pre-assembled units designed by the separator manufacturer.
Typically lubricating oil separator units are equipped with:
• Feed pump with suction strainer and safety valve
• Preheater
• Separator
• Control cabinet
The lubricating oil separator unit may also be equipped with an intermediate sludge tank and a sludge pump, which offers flexibility in placement of the separator since it is not necessary to have a sludge tank directly beneath the separator.
Separator feed pump (2P03)
The feed pump must be selected to match the recommended throughput of the separator. Normally the pump is supplied and matched to the separator by the separator manufacturer.
The lowest foreseen temperature in the system oil tank (after a long stop) must be taken into account when dimensioning the electric motor.
Separator preheater (2E02)
The preheater is to be dimensioned according to the feed pump capacity and the temperature in the system oil tank. When the engine is running, the temperature in the system oil tank located in the ship's bottom is normally 65...75°C. To enable separation with a stopped engine the heater capacity must be sufficient to maintain the required temperature without heat supply from the engine.
Recommended oil temperature after the heater is 95°C.
The surface temperature of the heater must not exceed 150°C in order to avoid cooking of the oil.
The heaters should be provided with safety valves and drain pipes to a leakage tank (so that possible leakage can be detected).
Separator (2S01)
The separators should preferably be of a type with controlled discharge of the bowl to minimize the lubric-ating oil losses.
The service throughput Q [l/h] of the separator can be estimated with the formula:
where:
volume flow [l/h]
Q =
engine output [kW]
P =
number of through-flows of tank volume per day: 5 for HFO, 4 for MDF n =
operating time [h/day]: 24 for continuos separator operation, 23 for normal dimensioning t =
Sludge tank (2T06)
The sludge tank should be located directly beneath the separators, or as close as possible below the sep-arators, unless it is integrated in the separator unit. The sludge pipe must be continuously falling.
7. Lubricating oil system
7.3.2 System oil tank (2T01)
Recommended oil tank volume is stated in chapter Technical data.
The system oil tank is usually located beneath the engine foundation. The tank may not protrude under the reduction gear or generator, and it must also be symmetrical in transverse direction under the engine. The location must further be such that the lubricating oil is not cooled down below normal operating temperature.
Suction height is especially important with engine driven lubricating oil pump. Losses in strainers etc. add to the geometric suction height.
The pipe connection between the engine oil sump and the system oil tank must be flexible to prevent damages due to thermal expansion. The return pipes from the engine oil sump must end beneath the min-imum oil level in the tank. Further on the return pipes must not be located in the same corner of the tank as the suction pipe of the pump.
The suction pipe of the pump should have a trumpet shaped or conical inlet to minimise the pressure loss.
For the same reason the suction pipe shall be as short and straight as possible and have a sufficient dia-meter. A pressure gauge shall be installed close to the inlet of the lubricating oil pump. The suction pipe shall further be equipped with a non-return valve of flap type without spring. The non-return valve is partic-ularly important with engine driven pump and it must be installed in such a position that self-closing is en-sured.
Suction and return pipes of the separator must not be located close to each other in the tank.
The ventilation pipe from from the system oil tank may not be combined with crankcase ventilation pipes.
It must be possible to raise the oil temperature in the tank after a long stop. In cold conditions it can be necessary to have heating coils in the oil tank in order to ensure pumpability. The separator heater can normally be used to raise the oil temperature once the oil is pumpable. Further heat can be transferred to the oil from the preheated engine, provided that the oil viscosity and thus the power consumption of the pre-lubricating oil pump does not exceed the capacity of the electric motor.
7. Lubricating oil system
Figure 7.5Example of system oil tank arrangement (DAAE007020d)
Design data:
1.2...1.5 l/kW, see also Technical data Oil volume
75 - 80 % of tank volume Oil level at service
60% of tank volume.
Oil level alarm
7.3.3 Gravity tank (2T02)
In installations without engine driven pump it is required to have a lubricating oil gravity tank, to ensure some lubrication during the time it takes for the engine to stop rotating in a blackout situation.
The required height of the tank is about 7 meters above the crankshaft. A minimum pressure of 50 kPa (0.5 bar) must be measured on the instrument panel of the engine.
Tank volume [m3] Engine type
1.0 6L46
2.0 8L46, 9L46, 12V46
3.0 16V46, 18V46
7. Lubricating oil system
7.3.4 Suction strainers (2F01, 2F04, 2F06)
It is recommended to install a suction strainer before each pump to protect the pump from damage. The suction strainer and the suction pipe must be amply dimensioned to minimize pressure losses. The suction strainer should always be provided with alarm for high differential pressure.
Design data:
0.5...1.0 mm Fineness
7.3.5 Lubricating oil pump (2P01, 2P04)
An electrically driven lubricating oil pump is required in fixed pitch propeller installations.
A lubricating oil pump of screw type is recommended. The pump must be provided with a safety valve.
Some classification societies require that spare pumps are carried onboard even though the ship has multiple engines. Stand-by pumps can in such case be worth considering also for this type of application.
Design data:
see Technical data Capacity
1.0 MPa (10 bar) Design pressure
800 kPa (8 bar) Max. pressure (safety valve)
100°C Design temperature
500 cSt Viscosity for dimensioning the electric motor
Example of required power, oil temperature 40°C. The actual power requirement is determined by the type of pump and the flow resistance in the external system.
18V46 16V46
12V46 9L46
8L46 6L46
90 80
65 50
45 45
Pump [kW]
110 90
75 55
55 55
Electric motor [kW]
7.3.6 Pre-lubricating oil pump (2P02)
The pre-lubricating oil pump is a separately installed scew or gear pump, which is to be equipped with a safety valve.
The installation of a pre-lubricating pump is mandatory. An electrically driven main pump or standby pump (with full pressure) may not be used instead of a dedicated pre-lubricating pump, as the maximum permitted pressure is 200 kPa (2 bar) to avoid leakage through the labyrinth seal in the turbocharger (not a problem when the engine is running). A two speed electric motor for a main or standby pump is not accepted.
The piping shall be arranged so that the pre-lubricating oil pump fills the main oil pump, when the main pump is engine driven.
The pre-lubricating pump should always be running, when the engine is stopped.
Depending on the foreseen oil temperature after a long stop, the suction ability of the pump and the geo-metric suction height must be specially considered with regards to high viscosity. With cold oil the pressure at the pump will reach the relief pressure of the safety valve.
Design data:
see Technical data Capacity
1.0 MPa (10 bar) Design pressure
350 kPa (3.5 bar) Max. pressure (safety valve)
100°C Design temperature
500 cSt Viscosity for dimensioning of the electric motor
7. Lubricating oil system
Example of required power, oil temperature 40°C.
Electric motor [kW]
Example of required power, oil temperature 20°C.
18V46
Electric motor [kW]
7.3.7 Pressure control valve (2V03)
An external pressure control valve is required in installations with electrically driven lubricating oil pump.
The surplus flow from the pressure control valve should be conducted back to the oil tank.
The control valve must have remote pressure sensing from connection 224 on the engine, if the electrically driven pump is the main lubricating oil pump. An adjustable control valve with direct pressure sensing is acceptable for stand-by pumps. (The control valve integrated in the engine driven lubricating oil pump does not control the pressure from the stand-by pump).
Design data:
1.0 MPa (10 bar) Design pressure
Difference between pump capacity and oil flow through engine Capacity
100 °C Design temperature
400 kPa (4 bar) at engine inlet Set point
7.3.8 Lubricating oil cooler (2E01)
The external lubricating oil cooler can be of plate or tube type.
For calculation of the pressure drop a viscosity of 50 cSt at 60°C can be used (SAE 40, VI 95).
Design data:
see Technical data, "Oil flow through engine"
Oil flow through cooler
see Technical data Heat to be dissipated
80 kPa (0.8 bar) Max. pressure drop, oil
see Technical data, "LT-pump capacity"
Water flow through cooler
60 kPa (0.6 bar) Max. pressure drop, water
45°C Water temperature before cooler
63°C Oil temperature before engine
1.0 MPa (10 bar) Design pressure
min. 15%
Margin (heat rate, fouling)
7. Lubricating oil system
Figure 7.6Main dimensions of the lubricating oil cooler
Dimensions [mm]
Weight, dry [kg]
Engine
NOTE! These dimensions are for guidance only.
7.3.9 Temperature control valve (2V01)
The temperature control valve maintains desired oil temperature at the engine inlet, by directing part of the oil flow through the bypass line instead of through the cooler.
When using a temperature control valve with wax elements, the set-point of the valve must be such that 63°C at the engine inlet is not exceeded. This means that the set-point should be e.g. 57°C, in which case the valve starts to open at 54°C and at 63°C it is fully open. If selecting a temperature control valve with wax elements that has a set-point of 63°C, the valve may not be fully open until the oil temperature is e.g.
68°C, which is too high for the engine at full load.
A viscosity of 50 cSt at 60°C can be used for evaluation of the pressure drop (SAE 40, VI 95).
Design data:
63°C Temperature before engine, nom
1.0 MPa (10 bar) Design pressure
50 kPa (0.5 bar) Pressure drop, max
7.3.10 Automatic filter (2F02)
It is recommended to select an automatic filter with an insert filter in the bypass line, thus enabling easy changeover to the insert filter during maintenance of the automatic filter. The backflushing oil must be 7. Lubricating oil system
filtered before it is conducted back to the system oil tank. The backflushing filter can be either integrated in the automatic filter or separate.
Automatic filters are commonly equipped with an integrated safety filter. However, some automatic filter types, especially automatic filter designed for high flows, may not have the safety filter built-in. In such case a separate safety filter (2F05) must be installed before the engine.
Design data:
50 cSt (SAE 40, VI 95, appox. 63°C) Oil viscosity
see Technical data, "Oil flow through engine"
Design flow
100°C Design temperature
1.0 MPa (10 bar) Design pressure
Fineness:
35 µm (absolute mesh size) - automatic filter
35 µm (absolute mesh size) - insert filter
Max permitted pressure drops at 50 cSt:
30 kPa (0.3 bar ) - clean filter
80 kPa (0.8 bar) - alarm
7.3.11 Safety filter (2F05)
A separate safety filter (2F05) must be installed before the engine, unless it is integrated in the automatic filter. The safety filter (2F05) should be a duplex filter with steelnet filter elements.
Design Data:
50 cSt (SAE 40, VI 95, appox. 63°C) Oil viscosity
see Technical data, "Oil flow through engine"
Design flow
100 °C Design temperature
1.0 MPa (10 bar) Design pressure
60 µm (absolute mesh size) Fineness (absolute) max.
Maximum permitted pressure drop at 50 cSt:
30 kPa (0.3 bar ) - clean filter
80 kPa (0.8 bar) - alarm
7.3.12 Lubricating oil damper (2R03)
The 12V engine is delivered with a damper to be installed in the external piping.
Figure 7.7Lubricating oil damper arrangement to external piping (3V35L3112)
7. Lubricating oil system