Professional Documents
Culture Documents
what-when-how
11.9.
11.9.1.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 1/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 2/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
Fig. 11.10. Forced-feed lubrication system. A. Front sectional view. B. Side sectional view.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 3/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
Fig. 11.11. Forced-feed lubrication system. A. With push-rod and-rocker valve mechanism. B. With
overhead camshaft.
the oil pressure of the lubrication system, the squeezing action between the connecting-rod and the big-end
journal, and the amount of side clearance all together cause sufficient oil splash to the cylinder walls and the
underside of the piston when the crankshaft throw is near to the TDC.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 4/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
In this case a small radial drilling hole in each connecting-rod big-end directs a squirt of oil to the thrust side of
the cylinder bore once in every revolution of the crankshaft (Fig. 11.13). The diameter of the hole and its
angular location is critical in this method of lubricating the cylinder.
Small-end Lubrication
The piston ring scrapes the oil from the cylinder bore on its down-stroke causing pumping action due to which
the small-end is positively lubricated. This oil is pushed into the groove behind the lower piston oil-control ring.
Subsequently it flows along a drilled passage that
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 5/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
Fig. 11.17. Fully floating gudgeon-pin with scraper-ring and connecting-rod oil supply.
Camshaft-bearing Lubrication.
There are four basic methods used for supplying oil to camshaft bearings.
(i) Individual cross-drillings in the crankcase directly feed oil from the main oil gallery to each camshaft
bearings (Fig. 11.1)
(ii) The drillings in the crankcase, which connect the oil grooves in the crankshaft main bearing to the camshaft
bearings (Fig. 11.2A), provide a continuous supply of oil.
(Hi) A single drilling provides oil from the main oil gallery to one of the internally grooved camshaft bearings.
This oil then enters a pair of radial cross-drillings into the hollow camshaft. A central axial oil passage in the
camshaft supplies oil to the other bearings through single radial cross drillings (Fig. 11.11B).
(iv) A separate camshaft oil passage is drilled into and along the length of the camshaft pedestal block. This
drilling has intersecting holes connecting it to the various camshaft bearings (Fig. 11.18) through which oil is
fed.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 6/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
Methods of lubrication of the camshaft lobes are broadly divided into lubrication for low-mounted camshafts
and for high-mounted camshafts. Low-mounted-camshaft lobe lubrication depends mainly on the following :
(a) The big-end side clearance allows oil to be flung out, which splashes the cam lobes each time the crank-
throw aligns with the cam shaft, i.e., once every revolution of the crankshaft (Figs. 11.12 A and B).
(b) Draining of oil from the rockers splashes on to the cam profiles (Fig. 11.19).
(c) Oil mist is created by the rotating crankshaft and the rocker and crankcase ventilation system.
High-mounted-camshaft lobe lubrication depends on the type of valve-actuating mechanisms used.
(a) In the direct-acting and centrally pivoted rocker-arm, the cam lobes are provided with a cyclic splash of oil
from a drilling in the rocker-arm (Fig. 11.20.)
(b) In the direct-acting and end-pivoted rocker-arm, the cam lobes are lubricated by a spray of oil directed on to
the lobes. This is provided by a pipe located between the camshaft-bearing pedestal supports (Figs. 11.21 and
11.26).
(c) In direct-acting cylindrical followers, the cam lobes are lubricated by following three methods (Fig. 11.25.)
• a simple oil-trough splash,
• a radial drilling intersecting the cam base circle,
• an oil spray coming from a drilled passage along the entire length of the cylinder head.
Poppet-valve Lubrication.
The lubrication of the valve stem and tip is carried out by splash of oil and drainage of surplus oil from the
rocker-arm and/or the camshaft lobes. (Figs. 11.22 through 11.26).
The lubrication of the valve rocker-arm depends on the type of rocker-arm assembly used.
Solid Rocker-arm. These arms are lubricated by an oil drilling or pipe extending from one of the camshaft
bearings to a hollow
rocker-shaft which has radial holes aligning with each rocker-arm. The rocker-arm pivot hole may either be
bored and used directly over the shaft or be bronze-bushed with internal oil grooves.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 7/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
Fig. 11.19. High-mounted camshaft with push rod actuated rocker arm.
imposed on the oil supply to the rockers. This is a problem with this system.
Steel-pressing Rocker-arm with Hollow Push-rod. One of the camshaft bearings supplies oil through oil drilling
to the tappet-follower gallery drilling that lies parallel to the camshaft. From this gallery oil flows around an
annular groove in each tappet-follower body ensuring positive lubrication. The flow of this oil through the
hollow push-rod and to the rocker-arm and the valve is controlled by a valve disc in the tappet (not shown).
Steel-pressing Rocker-arm with Central Hollow Stud. Oil passes through a passage in the first camshaft bearing
to the tappet-follower oil gallery drilled alongside the tappets extending the entire length of the cylinder head
(Fig. 11.24). From the gallery oil flows around a recess machined on the tappet and then to a short drilling that
meets the central rocker-arm
Overhead-camshaft Lubrication.
The method of lubrication of overhead camshafts depends on the type of actuating mechanism used and they are
as follows :
(a) With the direct-acting bucket follower camshaft arrangement (Fig. 11.25), the camshaft, follower, and valve
stem are lubricated either by a drilled hole along the centre of the camshaft axis and intersecting radial holes
emerging on the base circle of the cam, or by a drilled hole in the pedestal casing parallel to the camshaft and
projecting spray holes directed on to the cam profiles. In either of the cases the follower and the valve stem are
lubricated by drainage of oil from the camshaft.
(6) With the indirect end-pivoted rocker-arm arrangement (Fig. 11.26), the camshaft, rocker, and valve stem are
lubricated by spraying oil on to the cam faces through an oil pipe attached to the camshaft pedestal housing. The
excess oil draining from the camshaft also flows over the rocker-arm and lubricates its pivot joint and the valve
tip and stem.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 9/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
These excessively used components are normally lubricated by a small drilling, which intersects the oil passage
running from the main oil gallery to the first main bearing (Fig. 11.10) or the passage from the first main
bearing to the first camshaft bearing (Fig. 11.11A). Sometimes
a small pipe from this drilling directs the oil on to the gears or chain. Moreover, in some constructions the sump
is shaped to form a timing-gear oil trough, due to which the draining oil submerges the crankshaft gear
providing a continuous upward oil splash to the rest of the camshaft drive.
Fig. 11.25. OHC cylindrical direct-acting with a fixed-pedestal spray, a hollow camshaft with a radial oil
hole, or simply a trough splash bath.
Crankshaft oil passages feed oil from the main-journal bearing to the big-end journal. In its simplest form, the
oil passage is a diagonal drilling (Fig. 11.27A) running from the main journal to the big-end journal. Normally
the diagonal hole is drilled at an angle to the crank-web centre-line so that, when the crank-pin is in the TDC
position and combustion force pushes the connecting rods downwards, some oil still enters between the journal
and the bearing. It is because if the exit of the diagonal hole is exactly at the top of the big-end journal, oil can
not enter between the bearing and the journal in the TDC position. Additionally the effective projected bearing
area is also reduced by chamfered oil hole.
To have an improvement in oil delivery, a cross-drilling (Fig. 11.27B) runs straight through the big-end journal
and a diagonal drilling from the main-bearing journal intersects the big-end cross-drilling. Another hole is also
drilled diametrically opposite the diagonal-hole’s entry in the main journal, so that when the bearing is loaded at
the top or the bottom of the stroke, the other side of the bearing permits oil to enter.
11.9.2.
Oil Pumps
Four basic types of rotary-operating oil-pumps are used in pressure-feed lubrication systems. They are
(i) External-spur-gear pump, (ii) Internal-gear crescent pump, (Hi) Eccentric bi-rotor pump, and (iv) Sliding-
vane eccentric pump.
Selection of a pump is usually based on their ease and convenience of being installed and driven. Other
considerations are expected pump life, oil-flow rate capacity, priming time, the ability to built up pressure at
low speeds, and the ability to deliver oil under higher pressure conditions continuously at high engine speeds.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 10/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
External-spur-gear Pump.
This pump (Fig. 11.28) is consisted of two identical meshing spur gearwheels installed in the pump body. The
driving gearwheel is rigidly connected to the oil pump drive shaft by shrunk fit or by a keyway. The drive shaft
rotates in a bearing bore machined directly in the pump housing, and the driven gear revolves on a bearing post
mounted within this housing.
As the gears rotate a low pressure area is produced on the inlet suction side so that oil is drawn in. The oil filling
the spaces between the gear teeth is sealed off by the housing walls as the wheels rotate. This trapped oil then
moves around the periphery of each gearwheel, in opposite directions in the two gearwheels, to the discharge
outlet port. The continuous displacement of oil to the outlet port pressurises the oil and increases the rate of oil
circulation.
A single stage pump of this type can develop the delivery pressure up to 981 kPa. The discharging capacity of
the pump can be determined using the following relation.
The pump components are checked for correct clearance and wear using feeler gauges. The clearance between
the gear tooth tips and the pump body should not exceed 0.2 mm. The backlash between the meshing gears
should be between 0.1 and 0.2 mm. The end float clearance (between the end-plate and the gears across the
open face of the pump casing) from the gear faces should not exceed 0.1 mm. Mechanical and volumetric
efficiencies of these pumps are quite high being 95% and 98% respectively.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 11/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
This pump (Fig.11.29) contains an internal-spur ring gear that runs outside but in mesh
The pump (Fig. 11.30) uses an inner and an outer rotor installed in the pump body, and the outer rotor is
eccentric to the inner. The inner rotor is pressed on to the oil-pump shaft and is
held in position by serrations. This rotor has four lobes which mesh with five segments in the outer rotor. The
inner rotor thus revolves the outer rotor, but at a speed which is slower by the ratio of the number of lobes to
segments.
First oil is drawn, through the inlet port, into the space between the inner and outer rotors. Due to their
eccentricity and difference in size, the gap between the lobes increases and consequently oil is filled up in this
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 12/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
space. However the space between the rotor lobes moves beyond the
known as a jack shaft), it is often convenient to have the oil pump drive from this shaft. This also drives both
the distributor and the pump (Fig. 11.32C).
For small compact engines with high mounted camshafts, an internal-gear crescent pump is commonly used.
This pump is compact, occupies very little space and sits over a keyed external gear on the crankshaft. This
serves dual function of driving the pump and generating part of the pumping action (Fig. 11.32D).
For medium-and-large sized commercial engines, driving the pump directly from the crankshaft timing gear
(Fig. 11.32E) is preferred. These forms of drive are commonly used with large output pumps.
For some transverse-mounted engines with low-mounted camshafts, it is preferred to drive a pump through a
coupling located at the end of the camshaft. This is also compact and dispenses with a separate drive shaft (Fig.
11.32F)
Fig. 11.32. Oil-pump drive arrangements. A. Crankshaft skew-gear drive. B. Camshaft skew-gear drive.
C. Auxiliary-shaft skew drive. D. Crankshaft internal-gear drive.
E. Crankshaft timing-gear drive. F. Camshaft direct end couple drives.
11.9.4.
Pressure Regulator
A pressure regulator or relief valve (Fig. 11.33) limits the maximum pressure in engines with full pressure
lubricating systems. If a pressure regulator valve is not used, the engine oil pressure continues to increase as the
engine speed increases. Maximum pressure is usually limited to the pressure that delivers an adequate quantity
of oil (11 to 22 1pm) to engine lubricating points. After oil leaves the pump, oil films are maintained by
hydrodynamic forces. Excessive oil pressure requires more power and also does not provide better lubrication.
High oil pressure and consequently the resulting high rates of oil flow may cause erosion to engine bearings in
some cases.
The pressure regulator is installed downstream from the other pressure side of the oil pump. It normally
contains a spring-loaded piston and in some cases, a spring-loaded ball. When oil pressure reaches regulated
pressure (normally between 380 to 414 kPa), it forces the regulator valve back against the calibrated spring,
compressing it as the valve is forced back. This allows a controlled “leak” from the pressure system so that the
regulated set pressure is maintained. Any change in the regulator valve spring pressure also changes the
regulated oil pressure and
higher spring pressure causes higher oil pressure. In most engines, released oil from regulator valve is routed to
the inlet side of the pump as shown in Fig. 11.33. The regulator valve is, therefore, usually placed in the oil
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 14/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
pump housing or pump cover. This method of oil flow from regulator valve prevents foaming and excessive oil
agitation so that the pump receives a solid stream of lubricating oil.
11.9.5.
Oil Filter
Oil from the pump outlet flows to the oil filter where large particles are trapped, allowing only clean oil to flow
into the engine. Very fine particles flow through the filter. These particles are so fine they can get between
engine clearances causing no damage. As the filter traps particles, the holes in the filter become partly plugged
so that it traps even smaller particles. This better filtering, however, restricts oil flow which can result in bearing
oil starvation. Most oil filters are the spin-on, disposable type. Oil flows from the oil pump into the outside area
of the filter (Fig. 11.34) between the filter case and the paper element. The oil flows from the centre of the paper
element to the main oil gallery in the engine block. A check valve placed in the top of the oil filter prevents oil
from draining back out of the lubrication system through the filter into the crankcase when the engine
is shut off. The oil filter mounting plate contains a bypass valve which allows unfiltered oil to flow from the oil
pump directly to the lubrication system if the filter becomes plugged. This bypass valve is set at from 34 to 103
kPa, depending on the engine and normal pressure drop across the filter element.
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 15/16
9/6/2018 Lubrication Systems for Petrol Engines (Automobile)
Related Links
Automobile
Development of the Automobile
General Classification of Automobiles
The Motor Car (Automobile)
Double-decker Bus (Automobile)
Main Parts of the Automobile
:: Search WWH ::
Search
Custom Search
http://what-when-how.com/automobile/lubrication-systems-for-petrol-engines-automobile/ 16/16