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6/9/03
9:48 am
Page 13
Student Workbook
LV07
Lubrication
Systems (1)
LV07/SWB
MODULE LV07
LUBRICATION SYSTEMS (1)
Contents
Page
Introduction
Periodic Maintenance:
Checking the oil level
Changing the engine oil
Replacing the oil and filter
Progress check 1
4
4
5
6
8
Lubrication System:
Sump
Strainer
Oil pump
Oil filter
Pressure release valve
Oil pressure switch
Oil pressure gauge
Oil circulation
Internal gear oil pump
Rotor type pump
Gear type pump
Eccentric vane type oil pump
Pressure release valve
Operation
Filters
Full flow filter
By-pass filter
Progress check 2
Oil cooler
Air cooled oil cooler
Water cooled oil cooler
9
9
9
10
10
10
10
10
11
13
14
14
15
15
16
17
18
18
19
20
21
22
....Page
Oil pressure warning lamp
Low pressure
Oil pressure - normal
Oil pressure gauge
Low oil pressure
Oil pressure normal or high
Positive crankcase ventilation
Fixed orifice type
Variable flow PCV valve
Progress check 3
Total loss system
Wet and dry systems
Operation - dry system
23
23
24
25
25
26
26
27
28
29
30
30
31
Lubricants:
Characteristics of lubricants
Lubricating oil additives
API classification
Petrol engine oil classification
Diesel engine oil classification
Interpretation of viscosity index
Multi grade oils
Synthetic motor oils
Progress check 4
32
32
33
34
35
35
37
37
38
39
Introduction
The main function of a lubrication system is to form a film of oil between the
working surfaces of the components to prevent damage by direct contact and
to reduce friction to a minimum.
The oils function is to act as a seal and protect against corrosion. It is a
means of conducting heat away from the moving parts and to wash away any
abrasive and corrosive deposits from the working surfaces.
Periodic Maintenance
Checking the oil level
Oil consumption is influenced by many factors. New engines reach their
normal value at around 3,000 miles (5,000km). High speeds and heavy loads
can influence the rate of engine oil consumption.
The engine oil should be checked periodically when refuelling, or before long
journeys commence.
Dipstick
removed
Maximum
level mark
Minimum
level mark
When checking the oil level, it is essential that the vehicle is on level ground
and the ignition is switched off. Allow the engine oil to drain into the sump
from the engine (if the engine is cold allow a longer period of time).
Pull the dipstick out and wipe it with a clean, none-fluffy cloth. Re-insert it
completely and pull it out. Examine the oil level, ensuring that if the oil is
topped up, it does not exceed the max mark. Use the recommended oil for
the vehicle.
When filling, wipe around the oil filler cap to ensure no dirt falls into the engine
when the cap is removed. Ensure the oil filler cap is tightened correctly after
topping up.
Oil deteriorates in use and consequently provides less protection to the
engine. Therefore, the oil and filter must be changed at the manufacturers
recommended intervals. Oil contamination occurs as a result of dust, grit,
water, as well as carbon and acids from combustion by-products. Un-burnt
fuel can leak past the pistons, while other contaminants are the result of
corrosion and loose metal particles caused by natural wear and tear.
When draining engine oil to replace with new, the engine must be warmed up
and the drain plug removed. Allow the engine to drain until all the oil has
emptied into the container.
Dispose of the waste oil through the authorised waste disposal facility. Oil
filters should be crushed to squeeze out the oil before disposal. Check with
the local authority about waste disposal regulations.
Replace the drain plug, ensuring that a new washer, seal or gasket is used
and tighten according to the manufacturers recommendations. Do not over
fill.
Oil filter
To remove the oil filter, slacken off the filter from the engine and use a
drainage pan to collect the oil.
Cleaning the
gasket seating
Check that the rubber gasket is installed on the new filter and apply oil to the
seal.
Lightly screw the filter until resistance is felt, then tighten the filter an extra
three quarters of a turn.
Refill the engine with new oil and check the level.
Start the engine and check for oil leaks visually and by touch.
Progress check 1
Answer the following questions:
1.
Why is it recommended that the oil filler cap area is wiped before
removal?
2.
3.
4.
Before refitting the sump drain plug, what should be examined and
replaced if necessary?
5.
When checking the oil level, why is it essential that the vehicle is
placed on level ground?
Lubrication System
Oil falling
back to the
sump
Oil pumped
to around
the engine
Oil pressure
release valve
Oil pump driven
by the
crankshaft
Oil filter
Pick-up tube
Oil strainer
Oil in the
sump
Sump
The sump forms the bottom half of the crankcase and acts as a reservoir for
the oil. It must be of a sufficient capacity to provide an adequate supply of oil
for the engine. The dipstick enters the sump to enable a check on the oil
level.
Strainer
The gauze filter fitted to the pickup-tube filters larger particles of abrasive
deposits to prevent them circulating around the engine and clogging the main
filter, therefore shortening its life. Its main function is to protect the oil pump.
Oil pump
The oil pump circulates the oil in the system and is situated either in the sump
below the level of the oil, or positioned above the oil level as shown above.
The pump drive may be taken from the camshaft (overhead rocker valve gear)
and driven by a gear, or taken from the crankshaft and driven direct (overhead
camshaft valve gear).
Oil filter
This is usually made from paper and is of the element type. It is replaced
after a mileage of between 6,000 and10, 000 miles, at the same time as the
oil. Check the manufacturers service guide.
Oil circulation
When the engine is started, the pump draws oil from the sump through the
strainer, pick-up tube and through the filter to the main gallery.
Oil ways are drilled through the crankcase. They direct oil from the main
gallery to the crankshaft main bearings and up to the top of the engine to
lubricate the camshaft bearings.
Section through
the crankshaft
showing oil ways
Oil ways drilled through the crankshaft webs supply oil to the big end bearings
from the main bearings.
Oil
drillings
Oil
drillings
Crankshaft
pulley
mount
Flywheel
mounting
flange
Rear main
bearing
A separate drilling up to the top of the engine supplies oil from the main
gallery to the valve gear, the surplus oil then falls down the engine into the
sump to be circulated again.
The connecting rods have a hole drilled through their length and provide
pressure fed lubrication to the piston pin (gudgeon pin). The connecting rod is
fed from the crankshaft big end bearings.
This method directs a jet of oil onto the piston pin every time a hole in the big
end bearing journal lines up with a hole in the connecting rod. It also
lubricates the cylinder and piston by splash. The pistons and cylinders are
lubricated when oil is thrown up from the big end bearings by centrifugal force.
Oil is drawn up through a strainer and a pickup tube when the engine rotates.
When the pressure rises above a predetermined level of about 4.0kg/cm
(56.9 psi), it overcomes the spring force of the pressure release valve, which
opens allowing excess oil to return to the sump. If a fault develops and the
pressure release valve sticks open, the oil pressure will not be achieved and
this could cause damage due to seizure of engine parts.
If the pressure release valve sticks and remains closed, then the oil pressure
will rise to an abnormally high pressure, which will cause oil to leak out of the
engine. A worn oil pump will cause the oil pressure to drop
This type of pump can be driven direct from the front of the crankshaft and
does not require a separate drive gear. Normally two flats on the middle gear
drive the pump centre gear. This meshes with the outer gear, which is
positioned off-centre.
Rotation of the gears carries oil from the inlet to the outlet side, in the tooth
spaces on both sides of the spacer. Since the teeth mesh together, the oil
cannot return. As a result there is a build up of oil pressure. Oil pumps that
are submerged in the oil do not require priming but pumps fitted above the oil
may give problems if the engine has been standing for a considerable length
of time, or if the pump has been assembled dry. So, take care.
Also, note that the inlet (suction) port is larger than the outlet. This is to avoid
a condition known as cavitation. There is always adequate oil available and
air locks are prevented.
To avoid drain back into the sump, a non-return valve may be fitted between
the strainer and the pump.
This pump is
very similar to
the external
gear type, it is
driven by the
camshaft and
is submerged
in the oil
Inlet
Outlet
The rotor type pump has an inner and an outer rotor, which mesh with each
other. The outer rotor has one more lobe than the inner one. The lobes have
different axes of rotation, which causes the spaces between them to vary in
size. Oil fills the space between the two rotors when drawn from the sump.
The oil is forced under pressure to lubricate the engine components.
Idler gear
Gear
keyed to
drive
shaft
(driven by
camshaft)
Inlet
The gear type pump involves two meshing gears, which draw oil up from the
sump into the spaces between the gears. When the gear teeth come
together, they squeeze out the oil under pressure to the engine. The oil
travels around the outside edge of the gears. For many years the gear type
pump was almost universal, it is still in common use.
Inlet
Outlet
Inlet
Spring
loaded
vanes
Casing
Slotted vane
Operation
The oil pump circulates the oil to the filter, oil pressure not yet high enough to
push the valve off its seat.
Pressure has built up to the operating pressure of the release valve, moving it
off its seat, the excess oil returns to the sump. The operating pressure is
controlled during the operation of the engine at all normal running speeds.
Filters
When the filter element is fitted with a by-pass valve and the element
becomes blocked by impurities, the differential in pressure between the inlet
and the discharge (outlet) side of the filter rises above a pre-determined level
1kg/cm or 14 psi. The by-pass valve opens and allows oil to by-pass the
filter element. Therefore unfiltered oil passes to the engine parts to prevent
seizure.
The small pores of the paper trap the small particles of around 25 microns.
There are two main types of filter used in motor vehicles.
These are:
full-flow
by-pass.
Oil
pump
Filter
Bearings
Strainer
Sump
All the oil flows through the full-flow filter to the bearings - providing that the
filter is not blocked or the oil too thick (e.g. when it is cold).
By-pass filter
Pressure
release
valve
Filter
Oil
pump
Strainer
Bearings
restrictor
Sump
Only some of the oil is filtered, the oil flows directly to the bearings. The bypass filter is usually finer and will filter much finer particles than the full-flow
type. Filtering is done as the oil returns to the sump.
Progress check 2
Answer the following questions:
1.
2.
3.
4.
5.
The oil in a gear type pump is carried around the ___________ of the
gear wheels.
Oil cooler
Heat is the enemy of oil and engines. While the cooling system cools the
cylinder block and cylinder head, the rest of the engines internal components
rely on engine oil for cooling, transferring heat, lubricating and cleaning.
Engine oil becomes quite hot during service as it removes heat from engine
parts. Normally, the only cooling of oil is from the air stream passing over the
engine sump.
The cooling system is doing its job if it is keeping the engine temperature
under control, so that the oil doesnt have too much to contend with. Oil loses
heat as it travels through the filter and the engine is radiating heat
continuously. For all of these reasons, it is unusual for engine oil to overheat.
However, there are some situations when oil cooling is necessary, such as
with high-powered engines, or engines that carry heavy loads. Almost all aircooled engines have oil coolers.
There are several types of oil coolers, but the two most commonly used in
motor vehicles are fitted between the engine block and the oil filter. Water
circulates around the oil and cools it.
Another type is fitted in the water-cooling radiator and borrows a small section
of the cooling area within the radiator. It is cooled by air ram action through
the radiator.
Some oil cooling systems use a separate radiator, which is fitted in the air
stream at the front of the vehicle. Oil coolers may have a thermostat fitted to
ensure that the oil is not over cooled and that the oil is prevented from
circulating through the cooler when the engine is cold.
Oil cooler
Pressure
release valve
Part of the oil flows from the oil pump to the air-cooled oil cooler, then it
returns to the sump.
When the engine speed is low and the pressure falls to approximately
3.0kg/cm the relief valve for the oil cooler closes and oil is therefore
prevented from flowing to through the oil cooler.
To main oil
gallery
From
pump
Release
valve
To oil cooler
When the oil pressure rises as engine speed rises, the release valve opens
and oil flows through the cooler and back to the sump.
Temperature of engine oil should not rise above 100C. At 125C, the oil
begins to lose its lubrication properties.
Engine coolant
Engine
coolant
Oil filter
Oil cooler with
release valve
Pressure
release
valve
To main
oil
gallery
Engine
coolant
In this system, all the oil flows from the pump to the oil cooler, where it is
cooled. After being cooled, the oil flows from the cooler to lubricate the
engine parts.
A pressure release valve is used to prevent damage to the oil cooler due to
increased oil pressure when the engine is cold, which increases thickness of
the oil at low temperatures.
When the differential between the inlet side of the cooler increase to more
than 1.5kg/cm on the outlet side, the pressure release valve opens and oil
flows from the oil pump, by-passing the oil cooler and continues to lubricate
the engine.
The oil pressure switch is mounted in the cylinder block and is usually directly
monitoring the oil pressure in the oil gallery.
Low pressure
The points inside the pressure switch are closed when the engine is stopped
or when the oil pressure falls below its predetermined pressure usually this is
about 0.2kg/cm, this causes the oil warning lamp to light.
When the engine is started and the oil pressure rises higher than the
predetermined value, the pressure acting on the diaphragm inside the oil
pressure switch lifts the points off their seat this causes the oil-warning lamp
to switch off.
The disadvantage of an oil warning light is that it does not warn of oil pressure
exceeding safety limits caused by a faulty pressure release valve e.g. when it
has become stuck or seized. However oil pressure release valves usually
stick open leading to low oil pressure. The oil warning light serves well in
monitoring low oil pressure caused by low oil level.
When the oil pressure is low, the points in the sender gauge make contact.
As the coil warms up, the bi-metal strip bends slightly causing the points to
open, so only a small amount of current flows through the coil to heat the wire
of the receiver gauge. The bi-metal strip bends slightly and as a result, the
indicator needle moves to the right by a slight amount.
When the oil pressure is high, the diaphragm is pushed strongly against the
points putting them in contact under more pressure. Since it takes longer for
the bi-metal strip in the sender gauge to bend (due to heat caused by current
flow) and for the points to open, more current is allowed to flow to the heated
wire of the receiver gauge. This causes further bending of the receiver gauge
bi-metal strip, causing the needle to move further to the right.
Air filter
Orifice
Two fixed
valves are used
to balance the
vacuum
applied to
ventilate the
crankcase
This system is simple and provides crankcase ventilation based on the size of
two fixed orifice valves. The two fixed valves are used to balance the strength
of the vacuum applied to the crankcase as engine operating conditions
change. The biggest disadvantage with this type of system is that gases
entering the crankcase do not always match intake manifold vacuum
characteristics.
Acceleration,
high load
Vacuum
passage
large
Blow-by
gas
PCV valve
open
Blow-by gas
rises to top of
engine
Valve
Engine off
or backfire
PCV
valve
closed
The variable-flow valve system more accurately matches ventilation flow with
leakage past the pistons. By accurately matching these two factors,
crankcase performance is optimised and engine performance remains
unaffected. Like the previous system, it also uses manifold vacuum to draw
crankcase vapour into the inlet manifold.
Blow-by production is greatest at high speed and is very light during idle and
light load conditions. Since the manifold vacuum characteristics do not match
the flow requirements needed for proper ventilation, a PCV valve is used to
regulate the blow-by gas into the manifold.
During high speed and loaded conditions, blow-by is at a maximum. The
valve extends further from the restriction allowing maximum flow of blow-by
gas into the combustion chamber.
If the PCV valve cannot handle the full total blow-by, then excess blow-by
flows through the breather hose to the air cleaner housing where it can enter
the combustion chamber and be burnt.
When the engine is off or it backfires, the valve is closed by spring tension
completely preventing the release of blow-by into the intake manifold.
The valve closes during a backfire to prevent the flame from travelling into the
crankcase and therefore igniting the fuel vapours.
- 28 Copyright Automotive Skills Limited 2003
All Rights Reserved
Progress check 3
Answer the following questions:
1.
When the engine speed is high the oil pressure valve is open/closed
(Delete the incorrect word).
2.
Two main types of oil filter are the __________ and __________
3.
4.
5.
Lubricants
Characteristics of lubricants
Most engine lubricants consist of a petroleum base and a variety of additives.
Some are made from a synthetic base.
The primary functions of motor oils are to:
provide a barrier between the moving parts to reduce friction, heat build up
and wear
facilitate removal of dirt and other particles (abrasive metals that have
been worn from frictional faces) that are suspended in the oil by carrying
them around to the filter
leave a protective coating on all parts when the engine is turned off, to
prevent rusting and corrosion
neutralise acids that build up in the oil that are a product of combustion
stay fluid in cold weather, but remain thick enough to offer engine
protection in hot conditions
oxidation inhibitors, used to reduce the possibility of the oil being oxidized
viscosity improvers, used to improve the viscosity index, e.g. the change in
the viscosity of the oil caused by change in temperature (thickness or
thinness of an oil)
anti-wear additives - all top quality oils contain this additive which prevents
metal-to-metal contact.
API classification
API classification
Few people know what the letters mean on the side of an oil container, or
their importance when selecting oil for a vehicle.
The letters refer to the classification, a letter grading system established by
the A.P.I. (American Petroleum Institute).
Two letters are used to grade the oil. The first letter could be an S, which is
used for spark ignition engines (petrol engines).
Oils that have a first letter C are for compression ignition engines (diesel
engines).
Oils can be rated for both S and C usage. The second letter can be a rating
from A to the letter H, with the second alphabetical letters representing
higher quality oil. Current petrol engines use the SH rating and diesel
engines use the CE rating. It is important that the correct selection of oil for
the vehicle is adhered to. Check the manufacturers recommendations.
SD
SE
SF
SG
SH
SJ
CC
CD
CE
CH
Viscosity SAE
rating
O ils s h o u ld b e
s e le c te d th a t h a v e a
c o m b in a tio n o f
v is c o s ity in d e x a n d
A P I c la s s ific a tio n
th a t b e s t m a tc h e s
e x p e c te d a m b ie n t
te m p e r a tu r e s a n d
d r iv in g c o n d itio n s
Oil that has too low a viscosity level may break down and lose strength at high
temperatures. If the oil is too thick (high viscosity), it may not pump through
the engine quickly enough to lubricate the components sufficiently. Engine oil
should flow easily when the engine is cold and remain thick enough to protect
the engine when it is hot.
the fact that some synthetic oils are so good they require no viscosity
improvers
Progress check 4
Answer the following questions:
1.
2.
3.
4.
5.
State three reasons why synthetic motor oil is better than conventional
motor oil.