ML20043F656
| ML20043F656 | |
| Person / Time | |
|---|---|
| Issue date: | 02/12/2020 |
| From: | Office of the Chief Human Capital Officer, Woodard Corp |
| To: | |
| Gary Callaway | |
| Shared Package | |
| ML20043F634 | List:
|
| References | |
| Download: ML20043F656 (27) | |
Text
Emergency Diesel Generator Engine Lubrication System 5.0 ENGINE LUBRICATION SYSTEM 5.1.1.1 Frictional Surfaces There is no This chapter presents the major such thing as a perfectly flat or smooth components of engine lubrication system surface. If we take a microscopic look at two and explains how the system is necessary surfaces in contact, as in Figure 5-1, each for the reliable operation of the engine. surface consists of a series of peaks and valleys. As one surface attempts to move Learning Objectives relative to the other, the peaks contact one another creating a resistance to movement.
As a result of this lesson, you will be able to:
When the force of movement is great
- 1. Define lubrication and the types of enough, the peaks are forced over each friction. other, wearing away both surfaces. Along with the wearing action is generation of heat.
- 2. State the function of the diesel engine Types of friction are illustrated in Figure 5-2:
lubrication system.
5.1.1.2 Sliding Friction Sliding friction
- 3. Identify the major components of the occurs where relative motion exists between typical diesel engine lubrication system two parallel surfaces. Sliding friction and trace the flow path of lube oil through presents the greatest resistance to motion, the engine. and the greatest wear and heat generation.
- 4. State the purpose and describe the 5.1.1.3 Rolling Friction In an attempt to operation of the lube oil keep warm and reduce friction, it was discovered that by pre-lube system(s) as commonly used placing a spherical or cylindrical rolling on nuclear application diesel engines. element between two surfaces, friction was substantially reduced. From this concept of rolling friction came the development of ball 5.1 Lubrication Fundamentals and roller type bearings.
Diesel engine operation involves the Rolling friction would seem to present movement of assorted shafts, gears, cams, almost zero motion resistance, wear, and pistons and levers to transmit forces and heat generation because no sliding motion loads between components within the is present. Such is not the case. If we look engine. As with all types of mechanical closely at a rolling element, Figure 5-3, we equipment, where there is relative motion see how it and the surface it contacts deform and forces, there is friction. slightly when the load is applied. This changes the configuration from one of pure 5.1.1 Friction rolling contact to a combination of rolling and sliding. Since some sliding does occur, Friction: The force that acts at the surface there is wear and heat generation. Though of contact between two bodies which causes less than would occur with sliding friction, resistance to their relative motion. some friction is still present.
Rev 3/16 5-1 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System parallel surfaces as before. Oil is supplied 5.1.1.4 Fluid Friction The third type of to the bearing through the hole in the top.
friction is that which occurs when a solid body moves against a fluid. As the body With the shaft stationary, it rests in the moves, the fluid shears in layers as it moves bearing as shown. There is metal-to-metal away from the body. Fluid friction offers the contact but with no motion, no wear, nor least resistance to motion with a minimum of heat build-up.
wear and heat generation.
Initial rotation of the shaft causes it to climb 5.1.2 Lubrication the bearing as shown in middle diagram of Figure 5-6. As the climbing action begins, Lubrication is the process whereby sliding the oil is pushed into the space between the friction and rolling friction are converted to shaft and bearing due to the oils ability to fluid friction by placing a viscous film adhere to both surfaces. The action of the between the two surfaces. With a film of oil separates the two components, creating sufficient thickness, the two surfaces are a film of lubrication.
separated and no contact occurs.
As the shaft comes up to operational speed, 5.1.2.1 Laminar Action As shown in a high pressure wedge is formed, supporting Figure 5-4, when the two surfaces are the shaft while preventing metal-to-metal separated by the fluid film and relative contact. This high pressure area is referred motion occurs, the lubricant separates or to as a hydrodynamic oil film.
shears in layers. With this laminar action, fluid friction is the result of the fluid layers 5.1.3 Lubricants moving against each other and not the two solid surfaces. The fluid used to create the separation of internal components of emergency diesel 5.1.2.2 Wedge Formation When generators is most frequently a lubricating lubrication is applied between two surfaces oil specifically formulated to provide long which are not parallel and relative motion engine life and maximum reliability.
occurs, a wedge of lubrication is formed. As shown in Figure 5-5, the layers of lubrication 5.1.3.1 Lubricant Functions In order to are forced through a narrowing space ensure reliable operation, diesel engine between the two surfaces. This creates an lubricants must perform four functions.
upward force which supports the loads imposed on the shaft while keeping the two
- Provide a film of lubricant between the surfaces separated. moving parts of the engine to prevent metal-to-metal contact, and wear.
5.1.2.3 Shaft and Bearing The situation shown in Figure 5-6 is typical of a crankshaft
- Create an oil film between the piston and bearing. The diameter of the shaft is rings and cylinder wall to ensure a gas slightly smaller than the bore of the bearing. tight seal, thereby preventing blow-by.
This creates an oil clearance and non-Rev 3/16 5-2 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System
- Remove and dissipate heat from inside
- Oxidation Resistance When oil is the engine, primarily that portion of the subjected to extremely high heat of internal combustion not removed temperatures such as those of the in the exhaust stream, or cooled by the pistons, rings and cylinder walls, the incoming air charge. This heat is then hydrocarbons in the oil combine with the transferred out of the system via the lube oxygen in the air to produce highly oil heat exchanger. corrosive acids which tend to form gum or lacquer type deposits on the engines
- Help keep the internal surfaces of the internal components.
engine clean, by carrying away soot and other contaminants. If allowed to build up, these deposits can cause corrosive damage to engine parts 5.1.3.2 Properties of Lubricants For a and lead to sticking of piston rings and lubricant to perform the functions listed valves. To combat the problems of above, it must possess certain properties. oxidation, specific chemicals are added to the engine oil which reduces the
- Viscosity The ability of a lubricant tendency of the hydrocarbons to (such as oil) to maintain a fluid film combine with oxygen.
between two surfaces when acted upon by load or force. Viscosity is a measure The terms usually associated with of the oils resistance to flow. The thicker oxidation resistance are the TBN and the oil, the higher its viscosity. TAN numbers. These are obtained when oil is analyzed. An oil in good
- Viscosity Index The viscosity of an oil condition has a high TBN (Total Base is affected by temperature. As the oil Number). As oxidation builds up the temperature increases, the viscosity TBN goes down and the TAN (Total Acid decreases. Viscosity index (VI) is a Number) goes up. The oil should be measure of the ability of the oil to resist changed when the TAN becomes larger the effects of temperature. An oil with a than the TBN.
high viscosity index is less subject to change due to temperature than an oil Some units require lubricating oils that have with a low VI. However, manufacturers certain unique properties, such as for EMD of very large diesel engines such as engines with silver conrod / wrist pin used in nuclear plant EDGs recommend bushings. Only the manufacturers multi-viscosity lubricants NOT be used. recommended lube oil should be used in such units, to assure proper performance.
- Pour Point Refers to the temperature at which the oil is considered to be too For highly turbocharged engines, naphthene thick to flow. Since nuclear class diesels base stock lubricants are recommended, as are housed in a controlled environment opposed to paraffin based lubricants. While that often has supplemental heat to paraffinic lubricants tend to be better at prevent very low temperatures, lube oil lubrication, the paraffin tends to form more pour point is normally a minor concern. deposits within the engine and turbocharger.
Rev 3/16 5-3 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System 5.2 Lubrication Systems Rotation of the gears as shown creates a partial vacuum at the suction side of the Regardless of engine type, the lubrication pump. This vacuum draws oil from the lube system must provide an adequate supply of oil sump into the pump where the oil is clean, cool lubricating oil to all key engine trapped by the gears. Oil is carried around components. A typical engine lubrication the pump housing to the discharge side. As system is shown in Figure 5-7. the gears mesh, the oil is forced out of the housing creating flow needed for engine 5.2.1 Lube Oil Sump lubrication. Pressure is created by the downstream resistance to flow.
The lube oil sump stores a sufficient quantity (e.g. 800 gallons) of lubricating oil to meet 5.2.3 Lube Oil Strainers operating needs of the engine. It provides a place where any solids and water in the Most larger engines are equipped with lube system can separate out while letting any oil strainers. These are similar to lube oil entrapped air vent off. Depending on the filters except theyre intended to filter (strain) engines design, there are two types of lube out larger particles that could damage oil sumps which may be encountered. engine parts, particularly main bearings and other close clearance parts. The strainer is 5.2.1.1 Wet Sump In the wet sump usually rated to take out particles larger than system, the lube oil sump is the integral part 20 50 micron in size. All the oil going to of the engine directly below the crankshaft. the engine passes through the strainer.
The sump in this case is referred to as an oil pan or crankcase and is attached to the Oil from the lube oil pump enters the strainer engine base or block assembly. Oil, having housing, either before or after the oil has passed through the engine, returns to the been cooled. Some units have two strainer sump by gravity. units and valving so strainer elements can be removed for cleaning while the engine is 5.2.1.2 Dry Sump With a dry sump, the running. The valve should be set to use only oil is stored in one or two separate tanks one strainer element at a time, thereby located a short distance from the engine. Oil reserving the other for immediate use if a that has passed through the engine drains problem occurs. The system should never back to the engine base and returns to the be able to bypass the strainer elements.
remote oil sump by gravity.
5.2.4 Lube Oil Filters (Figure 5-9) 5.2.2 Lube Oil Pump (Figure 5-8)
Lube oil filters, typically rated at 5-10 The lube oil pump is usually a positive microns, clean the oil by removing any solid displacement gear pump mounted on and particulates that develop during engine driven by the engine accessory drive. It operation. These filters usually consist of draws suction from the sump and supplies replaceable elements with a paper or fibrous the oil through a set of strainers and / or type media. Oil pressure drop across the filters to the engine main lube oil header. filter is a good indication of its condition.
Rev 3/16 5-4 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Very often the lube oil filter does not filter all Some engines such as the Fairbanks Morse of the engine oil and may also be run along Pielstick engines have a separate lube oil with the keep warm system during periods header system that supplies lubricating oil to when the engine is not running. The filter is the valve rocker assemblies located in the intended to take out the very fine particle cylinder head covers. This separate system such as the soot load that accumulates in receives oil from the main lubrication system the oil sump. These particles will pass but has a separate tank to store the oil along through the engine without doing damage with a separate pumping system. In this but it is desirable to remove them as, they way, oil that might become contaminated contribute to buildup of acids and lacquers with water or sediments, etc. is not returned to the main lube oil system.
The lube oil filter may also be duplexed with valving to allow the filters elements to be 5.2.7 Pressure Relief Valve (Figure 5-11) changed out while the unit is in operation.
Most filter elements are throw-away types, Many engines use a simple spring-loaded while others may be cleaned or refurbished. pressure relief valve located on the lube oil pump or at the downstream end of the main 5.2.5 Lube Oil Cooler (Figure 5-10) oil header. This valve limits oil pressure by opening when the pressure exceeds a As oil travels through the engine it picks up specified value.
heat from various engine components such as pistons, piston rings, bearings, cams, and Lube oil pressure from the main oil header valve operating mechanism. If this heat is or pump is applied to the bottom of the valve allowed to build up, the oil will eventually as shown in Figure 5-11. The maximum overheat, leading to chemical breakdown lube oil pressure is set by adjusting the pre-and loss of lubricating ability. load of the spring which acts to hold the valve closed. When the lube oil pressure The lube oil cooler removes this excess heat exceeds the force of the spring, the valve and transfers it to a suitable cooling medium lifts and the excess pressure is returned to such as the engine jacket water cooling the lube oil sump.
system. The cooler is normally a shell and tube type with cooling water passing through The opening pressure and rated flow for the the tubes while oil, also in the shell, passes valve is determined by the engine over the outside of the tubes. manufacturer to protect its lube oil system from over-pressurization, particularly during 5.2.6 Lube Oil Header cold starts when the oil temperature is low and oil viscosity is high.
The lube oil header or headers, along with internal and external piping, deliver lube oil 5.2.8 Pressure Regulating Valve to all the critical engine components. (Figure 5-12)
System ancillary piping is typically designated ANSI Class 33, designed for Some larger engines may use a spool type seismic loading. pressure regulating valve at the inlet to the Rev 3/16 5-5 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System main oil header. This type valve responds Figure 5-13 shows a basic lube oil system to flow and pressure demands to maintain a that includes the pre-lube and keepwarm constant oil supply to the engine or its system components for a typical engine.
accessories that need oil pressure limited.
5.2.9.2 Pre-lube/KeepWarm Pump The Lube oil under pressure enters through the pre-lube or keepwarm pump is an sleeve near the center of the spool valve. electrically driven, positive displacement This pressure is also directed to the sensing pump which draws suction from the lube oil chamber where it acts against the end of the sump and supplies oil to the main lube oil spool valve. The desired lube oil pressure header and other selected points.
for the engine is set by pre-loading the spool valve spring with the adjusting screw. As oil A relief valve is provided to protect the pressure reaches the set-point, pressure system from over-pressurization. Metering overcomes the spring force, causing the valves are often installed at specific spool valve to move to the right. As it does, locations such as the turbocharger oil inlet, the valve opens to allow excess oil pressure to prevent localized flooding.
to bypass through the ports at either end of the sleeve and return to the oil sump. 5.2.9.1 KeepWarm Heater To further protect the engine during startup, a 5.2.9 Pre-lube / Keep-Warm-System thermostatically controlled immersion type (Figure 5-13) heater is placed either in the lube oil sump or in a bypass tank. This heater maintains When an engine is shut down or in standby the lubricating oil at or near its normal mode, most of the lubricating oil drains away operating temperature.
from engine components and returns to the lube oil sump. Therefore, when first started, If the keepwarm heater becomes there is minimal lubrication available to inoperable, the diesel generator is not protect vital components. It takes time for degraded as long as the engine lubricating the lube system to develop the required oil temperature remains above the minimum pressure and flow. acceptable temperature specified by the manufacturer for operability (e.g. greater The lube oil pre-lube / keepwarm system than 110oF).
provides a metered flow of temperature-controlled oil to selected engine 5.2.9.3 Pre-lube / KeepWarm Filters and components. This reduces the wear and Strainers Strainers and filters similar to damage 'dry' starts can cause. Oil flow is those used in the main lubrication oil metered to prevent excess oil from flooding systems are also installed in the pre-areas of the engine such as cylinder heads, lube/keepwarm system to protect the or upper pistons on the opposed piston engine components from damage by engine. Excess oil flow through engine abrasive particulates.
bearings, when theyre stationary, can erode grooves or channels in precision bearing 5.2.9.4 Check Valve - The check valve is surfaces, as they are fairly soft. installed to prevent the flow of main Rev 3/16 5-6 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System lubrication oil into the pre-lube / keepwarm the crankcase. Since there is also air in the system when the engine is operating and crankcase, it can become a combustible the system is shut down. mixture in the crankcase. Then, if a hot spot develops such as a hot bearing, this could 5.2.9.5 System Operation - The pre-lube/ ignite the vapor-air mixture and cause an keepwarm system is operational during the explosion within the crankcase.
periods when the engine is in the standby mode. An engine start causes the system to The crankcase must be strong enough to be de-energized and, after the engine is withstand such an explosion. But, it is also shut down, the system is again energized, desirable to mitigate the possibility of such via thermostatic controls. an explosion. This is generally done by venting the crankcase so that vapors will not Some EDGs have separate pre-lube and build up to the point of becoming a keepwarm systems. The keepwarm system significant combustible mixture. On most provides metered, temperature-controlled oil large engines, the crankcase is put under a at all times when the engine is in standby. slight vacuum by having a connection on the The separate pre-lube system employs a full crankcase which is connected to a source of flow pre-lube pump manually activated for a vacuum. This vacuum may be provided by short period prior to a manual engine start. an ejector system or by a motor driven blower / pump.
The Fairbanks Morse Opposed Piston (OP) engine has a keepwarm system designed to Also, there are combustion gases entering keep lube oil from pooling above the upper the crankcase from imperfect sealing of the piston, where it might leak down past the rings combustion space, at the junction of piston and cause hydraulic lock. The system has rings to cylinder wall. As the piston rings special controls that supply warm lube oil to wear over time, the volume of combustion the lower crankshaft but not the upper crank. products entering the crankcase increases.
(This is accomplished by pressure limiting.) Some of the elements in these blow-by Shortly before a planned start the local control gases may be combustible.
panel operator can manually toggle a switch to pre-lube the upper crankshaft. In the event Crankcase vacuum should be routinely of an unplanned (ESF) start, the upper OP monitored. Keeping the crankcase under a crankshaft is not pre-lubed. slight vacuum (0.5 to 1.5 inches of water) has two beneficial aspects:
5.3 Crankcase Vacuum
- 1. Air is drawn into the crankcase through The cylinders of most engines are not clearances such as engine end bearings intentionally fed lube oil. The system relies and incompletely sealed gaskets such as on oil being splashed onto the lower end of at the crankcase cover doors. This draft the cylinders by the flailing of oil off the of air helps prevent lube oil from leaking crankshaft and connecting rods or by the out of the crankcase at those same drain down from the pistons. This flailing locations.
also results in the build-up of oil vapors in Rev 3/16 5-7 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System
- 2. Vapors are drawn from the crankcase The output of this switch, when operated by and exhausted to the atmosphere, often an increase in crankcase pressure or a through the engine exhaust piping. With decrease in crankcase vacuum, will initiate air drawn into the crankcase and vapors an alarm. If multiple sensors are provided, drawn out, the mixture in the crankcase (testable, and independently alarmed, with is generally kept too lean to ignite. An oil coincident logic) a shutdown of the unit will mist monitoring system for large engines occur, unless the EDG is in an emergency has been developed to warn if crankcase run.
vapors are approaching a potentially explosive mixture. It has seen service in EDG engines are usually provided with marine applications but we are not aware crankcase explosion relief panels. In the of any nuclear applications yet. event of an explosion in the crankcase area these spring-loaded devices are pushed The oil vapor drawn from the crankcase is open automatically (by the pressure) and as generally put through a wire mesh strainer soon as its relieved they slam shut to which tends to condense some of the oil prevent fresh air from entering, as that could vapor droplets, and the condensed liquid is result in another crankcase explosion, or returned to the crankcase. fire. Figure 5-18 is a representative device (actually for a larger, marine diesel engine)
The crankcase pressure / vacuum is with the simple, spring-loaded design typical generally monitored and used as an of those supplied by all manufacturers.
indication of a problem in the engine power parts. For instance, failure of a piston or of 5.4 Bearing Temperature Monitoring piston rings usually results in an increase in blow-by of combustion gasses into the EDGs engines may be equipped with crankcase and an increase in crankcase temperature monitoring of the engine main pressure. A switch is mounted on the bearings, to provide real-time warning of a crankcase to monitor the crankcase developing bearing problem. A typical main pressure. A tripping of the switch then bearing temperature monitoring device, a indicates a problem in the engine. thermocouple or resistance-temperature-detector (RTD), is shown in Figure 5-17. It A cross-section of a typical crankcase should be noted that the temperature sensor pressure / vacuum switch is shown in Figure does not touch the crankshaft but only 5-16. The large area of the diaphragm is monitors the temperature of the back of the used to increase the force (force = Pressure bearing. If the bearing is in the process of times Area) acting on the switch push-rod. failing, that temperature will increase rapidly As the pressure goes from slightly negative enough to alert the operator to the problem to slightly positive, the diaphragm pushes in time to possibly prevent a total failure of the switch pushrod toward the switch the bearing, or the crankshaft surfaces.
assembly. This closes the switch contacts, causing a crankcase pressure alarm and perhaps initiating an engine shutdown.
Rev 3/16 5-8 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-1 Frictional Surfaces Rev 3/16 5-9 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-2 Types of Friction Rev 3/16 5-10 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-3 Rolling Friction Rev 3/16 5-11 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-4 Laminar Action Rev 3/16 5-12 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-5 Wedge Formation Rev 3/16 5-13 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-6 Shaft and Bearing Rev 3/16 5-14 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-7 Lube Oil Circulating and Cooling System Rev 3/16 5-15 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-9 Lubricating Oil Filters Figure 5-8 Lubricating Oil Pump Rev 3/16 5-16 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-10 Lubricating Oil Cooler Rev 3/16 5-17 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-11 Pressure Relief Valve Rev 3/16 5-18 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-12 Pressure Regulating Valve Rev 3/16 5-19 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-13 Lube Oil System with Keepwarm Added Rev 3/16 5-20 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-14 Pielstick Lube Oil Flow Rev 3/16 5-21 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-15 Pielstick Valve Rocker Flow Rev 3/16 5-22 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-16 Crankcase Diaphragm Type Pressure Monitoring Switch Rev 3/16 5-23 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-17 Bearing Temperature Probe Rev 3/16 5-24 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System Figure 5-18 Crankcase Explosion Relief Device Rev 3/16 5-25 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System WALKAROUND SESSION 5 The instructor will discuss the pre-lube keepwarm oil system and its components.
5.0 ENGINE LUBRICATION SYSTEM The presentation will include the fact that the engine cylinder can become hydraulically Purpose locked so that the engine would not start and engine damage might occur. The cylinder The purpose of this session is to test cocks need to be opened to roll the complement classroom instruction of engine over prior to all planned starts to Chapter 5. purge cylinders of lube oil and water.
Licensees procedures need to insure the Learning Objectives opening and closing of these cocks for standby operation.
Upon completion of this lesson you will:
The instructor will discuss the problem of
- Be familiar with the appearance, lube oil accumulation in exhaust manifolds location, function, and operation of the with seepage and lube oil fires outside the lube oil system and its components. exhaust manifold near the governor. Also fires inside the exhaust manifold with the 5.1 Lube Oil Flow Path possibility of turbocharger damage from the blowtorch effect.
The instructor will use the rotatable cutaway OP to show the oil flow paths: The instructor will show differences in the 4-stroke cycle engine lube oil flow paths which
- From the engines lube oil sump through include lubrication of the cylinder head valve the engine-driven oil pump to the rocker arm assemblies.
thermostatic valve then either through the lube oil cooler or directly to the Based upon typical oil consumption rates for duplex oil strainer/filter the OP and ALCO engines, he will tell students how much lube oil the engines will
- Into the main lube oil header(s) consume at rated load each day / week, how and when lube oil sump level should be
- From the header(s) to and from the checked, and how to add lube oil to a turbochager back to the engine running engine sump. He will point out the crankcase exhauster location and discuss
- From the header to the main bearing its source of power and its exhaust flow.
caps then through drilled passages to the crankshaft journals and connecting The instructor will show the location, rod bearings function, and operation of the crankcase sump pressure relief blowout covers and
- Through the connecting rod drilled how the covers are checked for proper passages to piston wrist pin bearings operation.
through holes into the piston cocktail shaker with its drain back to the sump Rev 3/16 5-26 of 27 USNRC HRTD
Emergency Diesel Generator Engine Lubrication System 5.2 Components The instructor will show cutaways and discuss the functioning of the following components:
- Gear-driven lube oil pump
- Thermostatic valve
- Pressure relief valve
- Duplex filters/strainers
- Main bearing cap showing drilled oil passages
- Crankshaft showing drilled oil passages
- Connecting rod drilled oil passages
- Oil cooler
- Brown Boveri turbocharger with its separate oil sump
- Elliot turbocharger with its engine-supplied lube oil
- Piston with oil control rings Rev 3/16 5-27 of 27 USNRC HRTD