130522 Propeller Club · Alpha ACC (Adaptive Cylinder Oil Control) Lubricator Source MBD. The MAN point of view The MAN point of view ... Iron Content as function of BN

The International Propeller ClubThe International Propeller Club‘Environmental, Energy, Efficient Management Operation in Shipping’ Seminarp pp g

22nd of May – International Port of Piraeus, Greece

Impact on Cylinder Lubrication by Changing Operating, Fuel and Engine Requirements

Ing. Bert Van Cleemput Technical Service EngineerChevron Marine LubricantsGhent, Belgium

© 2012 Chevron

Cylinder lubricationMaintaining the Acid-Alkaline Balance

• With the introduction of the ECA’s, the sulphur levels in marine fuels are starting to vary more than ever.• Also many ships apply slow steaming which impacts the way the engine is l b i t dlubricated.• Maintaining the acid-alkaline balance in an engine is becoming more challenging, as more variables come into play.

S f th i bl hi h ff t thi b l• Some of the variables which affect this balance are:

• Sulphur content of the fuel (major)

• Base Number of the cylinder oil (major)

• Cylinder oil feed rate (major)

• Engine related variables:

• Moisture level in the scavenge air and scavenge air temperature

© Chevron 2012

• Main engine cylinder bore and stroke

• Engine load and design


Acid-Alkaline Balance

AcidAcidformation

Introducedalkalinity

© Chevron 2012


IntroducedAlkalinityAlkalinity

Acid

Excessivecorrosive

wearformation

wear

© Chevron 2012


© Chevron 2012Source: MBD


Scuffing initiated by corrosive attack

• Diluted Sulphuric Acid acts very corrosive on grey cast

Pearlite & Graphite will wear more than the hardphase and allows oil to be entrapped ensuring proper lubrication

Hard phase is needed for wearS p y g yiron

• Inter-crystalline corrosion – matrix destroyed – hard phase particles protruded or released P

P=Pearlite

G=GraphitePP

P=Pearlite

G=Graphite

Hard phase is needed for wearresistance

• Corroded surface extremely vulnerable to mechanical load G

P

PSt

C

G

P

PSt

C

G

P

PSt

C

C=Cementite (hard phase)

P

P

CCC=Cementite (hard phase)

P

P

CC

P

P

CC

© Chevron 2012

Corrosive attackCorrosive attack

Hard phase break out dueto sulfuric acid attack

Source: Wärtsilä Switzerland Ltd.

© Chevron 2012

After cold corrosion of the liner => Grey cast iron piston ring with embedded hard phase Fe3C with a Vickers hardness of HV1200. These particles are extremely abrasive.

Source : CIMAC Congress, Hamburg 2001

With the ked e e


With the naked eye

Li f h t t Li f h l d t t

© Chevron 2012

Liner surface shows open structure Liner surface shows closed structureas a result of metal smearing

With digital camera with or without macro zoom


With digital camera, with or without macro zoom

© Chevron 2012


By taking liner replicas

© Chevron 2012


Replica: Cat Fines

Replica: Hard phaseReplica: Hard phase (Cementite) break-out

© Chevron 2012

With h d h ld i


With a hand held microscopes

© Chevron 2012


© Chevron 2012


AcidFormation ExcessiveFormation Excessive

top land deposit

formation

Introducedalkalinity

formation

© Chevron 2012


Scuffing initiated by hard excessive deposit formation� Open cast iron surface is

required for proper oil film formation

Scuffing initiated by hard excessive deposit formation

Piston crown land

� Structure provides “oil reservoir” on liner surface and proper oil film formation

Line

r

� Polishing due to crown land deposit contact (closed liner structure)

� Liner surface becomes tooL � Liner surface becomes too smooth

� Improper oil film formation

� Removal of oil film

© Chevron 2012

� Removal of oil film

� Metal-to-metal contact


A PCR or ABPR helps to prevent scuffing but in some

� When no proper base sulphur-balance is achieved,

A PCR or ABPR helps to prevent scuffing but in somecases additional problems might occur:

o p op ba u p u ba a a d,the possible excessive deposits are scraped down and travel partly through the ring pack. This can cause increased wear and will cause most likely high ring groove clearance and will determine the

Piston crown land

high ring groove clearance and will determine the TBO intervals!

� Even with PCR or ABPR installed, touching from deposits to liners still possible.Li

ner

© Chevron 2012


Abrasive polishing of liner surface

© Chevron 2012


Typical view of polished deposits with PCR/ABPR

© Chevron 2012


Acid-Alkaline Balance

Update on the major OEM OFR guidelines

Acid Alkaline Balance

Acidformation

Introducedalkalinityy

© Chevron 2013

LSF Cylinder lubrication experiences – OEM’s point of view - MAN

© Chevron 2013 Source MBD

The MAN point of view

© Chevron 2013

Alpha ACC (Adaptive Cylinder Oil Control) Lubricator Source MBD



© Chevron 2013

Source MBD

MAN D&T lubrication recommendations

0.8 0.20 x %S (70BN) 0.35 x %S (40BN)Minimum 0.6 g/KwhMinimum 0.6 g/Kwh

0.26 x %S (70BN) 0.45 x %S (40BN)

L&K=1.20 (0.8min) g/kWh

( )Minimum 0.6 g/Kwh

g/kWhS= 1.4 (0.9min) g/kWh

(0 ) /k h

© Chevron 2013

1.1 (0.7min) g/kWh


For engine types:� Mark 9 and further. E.g. S80ME-C9.Mark 9 and further. E.g. S80ME C9.� All G-engines.

We recommend to use Cylinder Lube Oil:We recommend to use Cylinder Lube Oil:� For High Sulphur Fuel: Cylinder lube oil with 70BN

or higherF L S l h F l C li d l b il ith 40BN� For Low Sulphur Fuel: Cylinder lube oil with 40BNor lower

� Cylinder lube oil viscosity: SAE50

© Chevron 2013

Source MBD

The WÄRTSILÄ point of view

© Chevron 2013 Source: WärtsiläSwitzerland Ltd.


© Chevron 2013Source: Wärtsilä Switzerland Ltd.


© Chevron 2013 Source: WärtsiläSwitzerland Ltd.

Industry trendsMarine industryMarine industry

� Latest changes/innovations in the industry are driven by two keyfactors:

Environmental legislation Vessel Operational ConvenienceEnvironmental legislation Vessel Operational Convenience

- Lower cost- Reliability

Complexity reduction- Complexity reduction

© 2013 Chevron

Marine Emission Legislations Impact on the Industry

Abatement technology allowed (scrubbers,…)

2005 (May)

2012 (January)4,5

5

Marine Fuel Legislations (%S)

Global Average scenario 1: (4.5 > 3.5 > 0.5) Global Average scenario 2: (4.5 > 3.5 > 0.5) (S)ECA : (1.5 > 1 > 0.1)US/CANADA (S)ECA: (1 > 0 1)

DCL

70BN

DCL 80 11080-110BN

2020 2025

2012: (August: NA ECA) 3

3,5

4

l

US/CANADA (S)ECA: (1 > 0.1)CARB MGO (DMA): (1.5 > 1.5 > 0.1)CARB MDO (DMB): (2 > 0.5 > 0.1)

2018

55BN

???DCL???

2006 (May)2009 (May)+ North Sea

1,5

2

2,5

%S

in fu

e

Dec

isio

n P

oint

2

20 BN DCL?

?

DCL

40BN

DCL

10 BN

2009 (July)

20102012

2014 2015 2020 20250

0,5

1 IMO

D

DCL??

© 2013 Chevron

YEAR2016: IMO Tier 3 Emissions

“Chevron’s” countermeasures to meet LSF lubrication demands: Taro special HT LS 40

Chevron Marine Lubricants

SAE BaseCylinder Oil

SAEVisc.Grade

BaseNumber

Application

Taro Special HT LS 40 50 40 Low Sulphur FuelsTaro Special HT LS 40 50 40 Low Sulphur Fuels

Taro Special HT55 50 55Switching High/Low Sulphur fuels

Taro Special HT 70 50 70 High Sulphur Fuels

© Chevron 2013


Acid-Alkaline BalanceFinding the right Acid-Alkaline Balance helps

optimising operational efficiency

AcidInt od cedformation Introducedalkalinity

By adjusting the base number of the lubricant

© Chevron 2012

By adjusting the base number of the lubricantBy adjusting the cylinder oil feed rate

The “sulfur – base” balance theory:Confirmed under laboratory simulated engine conditions

The test program demonstrated:

Confirmed under laboratory simulated engine conditions

• the amount of corrosive protection, under the corrosive test conditions applied, is higher when higher BN products are tested.• the amount of deposits on the• the amount of deposits on thepiston top lands is lower whenselecting lower-BN cylinder oils• a clear inverse correlation between the corrosive wear and the amount of deposits formed

Bolnes 3L

�Pmax: 130 bar�Pmax: 130 bar�Bore: 190mm�Stroke: 350mm�Speed: 500 rpm

© 2013 Chevron

Fuel: 380cst / 0.6%S fuelOil Feed: 0.7g/kWh - JC Water: 80°C

The “sulfur – base” balance theory:Not always reflected in the field

Lab testing is not always reproduced in the field!

Not always reflected in the field

g y p

Top land deposit formation

40BN Cylinder Oil70BN Cylinder Oil

© 2013 Chevron

Top land deposit formationMinimum recommended OEM oil feed rate

0.5 to 1% Sulfur residual fuel (HFO)

Experience with Field Testing – Distillate Fuel

40BN Cylinder oil, 70% over-lubricated according to minimum OEM recommendationChevron field test and monitor vessels with

distillate fuels in slow speed 2-stroke enginesp gsince 2009!

The negative impact of overfeeding accelerates when engines are running on these very low sulfur fuels (<0.1%S) and leads to ring scuffing ring breakageand leads to ring scuffing, ring breakageand bore polishing, in sometimes in less than 100 operating hours in CARB on 0.1 wt% S distillate fuel.

© 2013 Chevron

Drip oil analysis is more important than ever in

Chevron’s countermeasures to meet LSF/Slow Steaming lubrication demands: DOT.FAST

Drip oil analysis is more important than ever inachieving reliable operation

Onshore drip oil analysis + Onboard drip oil analysisp y p y

FAST Drip Oil Analyzer

© Chevron 2013

Chevron’s proprietary on-board DOT.FAST Drip Oil Analyzer provides you with:

-immediate & accurate results to control cylinder/piston ring wear- optimize cylinder lube oil consumption

A dedicated DOT.FAST Team that provides:- Additional support - In-depth analysis with on-shore testing

The DOT.FAST Service

A tool to help you achieve th ti A id Alk lithe optimum Acid-Alkaline

BalanceAnd improve engineAnd improve engine

reliability …Drip Oil TechnologyDrip Oil Technology

© Chevron 2012

The DOT.FAST ServiceWhat is „Drip Oil“?

�Drip Oil is the unburned cylinder lubricant, scraped down from the liner walls during eachfrom the liner walls during each stroke of the engine.

�Drip Oil Samples are taken from scavenge space drains of each unit.

�Newly built engines are already�Newly built engines are already equipped with drain cocks and sampling valves for this purpose (For older engines the(For older engines, the installation of Drip Oil Sampling valves can easily be justified by the benefits)

© Chevron 2012

Source: Wärtsilä® Switzerland

the benefits).

The DOT.FAST ServiceWhat is „Drip Oil“?

Testing Drip Oil provides usefulinformation about engine performanceperformance.

� The measured iron indicates the wear that has taken place on the piston rings and liners in thepiston rings and liners in the specific cylinder.

� The measured base number reflects the residual base reservereflects the residual base reserve which remains in the cylinder lubricant after combustion.

© Chevron 2012

The DOT.FAST ServiceWhy do “Drip Oil Analysis“?

D i Oil A l i i i ll d di t d f it i th� Drip Oil Analysis is specially dedicated for monitoring therunning conditions of two-stroke engines.

� Drip Oil Analysis fits in any condition-based monitoringprogram and can be a tool to:

� Detect wear and monitor general engine performance� Follow-up wear and BN during oil feed rate adjustments andp g j

while corrective actions are taken� Optimise oil feed rate� Monitor running-in of new units after overhauls� Achieve maximum Time Between Overhauls� Measure system oil leakage� Detect problems with fuel purifier operation by measuring cat

© Chevron 2012

fine levels

The DOT.FAST ServiceHow to monitor the Sulphur/Base balance?

Iron Content as function of BN

� Oil feed rate is optimised by finding the balance between BN value and Iron content!

© Chevron 2012

� Engine and sulphur dependent!

OnshoreOnboard

The DOT.FAST ServiceOnboard/Onshore Analysis

Base Number

� Indication of the consumed base in the cylinder during combustion of the fuel

Iron Level

� Indication of liner and ring wear

OnboardBase Number

� Indication of the consumed base in the cylinder during combustion of the fuel

Iron Level� Indication of liner and ring wear

Aluminum and Silicon Levels

� Indication of the presence of catfinesChromium Level

� Indication of ring groove wear

� Indication of liner and ring wear

Copper Level

� Indication of running-in, skirt wear, or stuffing box wear

Vanadium Level

� Blow by (difference units)� Blow by (difference units)Manganese Level

� Liner scuffing (engine specific)Zinc Level

� Indication of system oil leakage through the

© Chevron 2012

stuffing box and/or piston


Principle of the DOT.FAST Drip Oil Analyzer“Unique, innovative and accurate!”“Measures adhesive, abrasive and corrosive wear!

A fixed amount of lubricant is added to a fixed amount of specific solvent where an active agent turns all iron into a violet complex.The intensity of the color is evaluated by a VIS photometer. This is a measure of the iron content in the lubricant (expressed inppm).

© Chevron 2012

It gives unbiased tests results, in comparison with the standard laboratory test method in the range of interest (up to 400-ppmiron).


© Chevron 2012


I d t t d d t t th dIndustry standard test methodsrun in a high quality certified laboratory.

A well-structured report with professional comments and recommendations!

© Chevron 2012

The DOT.FAST ServiceHow to monitor the Sulphur/Base balance?

BN F l tiBN – Fe relation

© Chevron 2012

Conclusion

• Maintaining the acid-alkaline balance in an engine is becoming more challenging, as more variables come into play

• The “sulfur – base” balance theory:

Confirmed under laboratory simulated engine conditions• Confirmed under laboratory simulated engine conditions

• Not always reflected in the field

• Drip oil analysis is more important than ever in achieving reliable operation

© Chevron 2012

Thank You!

© 2013 Chevron

Picture: Chevron DAM/CBRES

Documents

130522 Propeller Club · Alpha ACC (Adaptive Cylinder Oil Control) Lubricator Source MBD. The MAN point of view The MAN point of view ... Iron Content as function of BN