Analisis Minyak Pelincir Baru Untuk Kereta Dengan Menggunakan Four-Ball Tester.
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Firstly, I would like to say thank to my supervisor, En Norazmmi Bin
Masripan and Dr. Ir Hady Effendi for his personal input, enthusiasm, encouragement
and many constructive comments and remarks while doing this report.
I would like to say thank to all the lab technician, En Azrul Syafiq Mazlan
that has been guided me on using the Four Ball Tester and sharing some knowledge
and comment in order to completing this report.
I would like to say thank to anyone that has been helping me direct or indirect
while I’m doing this report. I hope this report will be guidance to other student in the
future.
v
Tribology is a study focusing on friction, wear and lubrication of interacting
surface in relative motion. In this case we are study on lubricant. The function of
lubricant is to control friction and wear in a given system. Based on the study we can
relate to the performance of the lubricant. Rather that that we also can predict the quality
of the lubricant that can be reflects to its resistance to degradation on service.
Four Ball Tester machine was used to examine the properties of the lubricant.
This machine is used to study the effect of the temperature and applied load on the
performance of the lubricant. Therefore, we can get the relationship between the
temperature and the applied loads with the performance of the lubricant.
As for this project, we will study the relationship between the applied load and
the performance of the lubricant. The performance can be representing on how the
lubricant work in order to prevent the steel ball from weld. As a consumer, we would
like to know which one could give a better protection to the engine. Therefore, we make
a comparison between the X and Y lubricant in order to choose which one could give a
better protection to the engine which their price are mostly alike.
vi
Tribologi adalah kajian mengenai geseran, kehausan dan pelinciran terhadap dua
permukaan yang bersentuhan pada gerakan relatif. Untuk masalah ini, kita mengkaji
mengenai minyak pelincir. Kegunaan minyak pelincir adalah utntuk mengawal geseran
dan kehausan pada sesuatu sistem. Berdasarkan daripada kajian tersebut kita dapat
kaitkan dengan prestasi minyak pelincir tersebut. Selain itu, kita akan dapat mengkaji
kualiti minyak pelincir yang bertindak balas dengan pengurangan gred semasa operasi.
Mesin ‘Four0Ball Tester’ digunakan untuk melakukan eksperimen terhadap cirri0
ciri minyak pelincir. Mesin ini digunakan untuk mengkaji hubung kait antara suhu, dan
pemberat terhadap prestasi minyak pelincir. Oleh yang demikian, satu hubung kait
antara suhu dan pemberat terhadap prestasi minyak pelincir dapat dihasilkan.
Untuk projek ini, kita akan mengkaji hubung kait antara pemberat dan prestasi
minyak pelincir. Prestasi minyak pelincir boleh digambarkan dengan bagaimana minyak
pelincir ini mampu menahan bola besi daripada melekat. Sebagai pelanggan juga, kita
ingin tahu minyak pelincir mana akan memberikan perlindungan yang terbaik pada enjin
kereta. Oleh yang demikian, kita akan melakukan perbandingan antara minyak pelincir
X dan Y dalam usaha untuk memilih minyak pelincir yang akan memberikan
perlindungan yang lebih baik kepada enjin kereta dimana harga minyak pelincir X dan Y
hampir sama.
vii
i
ii
iii
iv
v
vi
vii
x
xi
xv
1
1.1
Background
1
1.2
Important Of Project
2
1.3
Objective
3
viii
1.1
Scope
3
1.2
Summary Project
4
5
2.1
Function of Engine Lubricant
5
2.2
Lubricant Composition
6
2.3
Mineral Oils
7
2.4
Synthetic Oils
14
2.5
Lubricant Additives
18
2.6
Physical Properties of Lubricant
27
33
3.1
Scope of the experiment
33
3.2
Terminology
34
3.3
Summary of test method
36
3.4
Significant and Use
37
3.5
Apparatus
37
3.6
Material
40
3.7
Preparation on Apparatus
40
3.8
Procedure
41
3.9
Result and Experimental Data
42
ix
43
4.1
Table of Car Engine Oil
43
4.2
Analysis data Experiment
49
60
63
65
66
x
2.1
Some Commonly Used Dispersants
25
2.2
SAE Classification of Engine Oils
30
4.1
Scar Diameter and Applied Load for
43
Normal Lubricant (X0Brand)
4.2
Scar Diameter and Applied Load for
44
Semi0synthetic Lubricant (X0Brand)
4.3
Scar Diameter and Applied Load for
45
Fully0synthetic Lubricant (X0Brand)
4.4
Scar Diameter and Applied Load for
46
Normal Lubricant (Y0Brand)
4.5
Scar Diameter and Applied Load for
47
Semi0synthetic Lubricant (Y0Brand)
4.6
Scar Diameter and Applied Load for
48
Fully0synthetic Lubricant (Y0Brand)
5.1
The Comparison for X and Y Lubricant
61
xi
2.1
Schematic Diagram of a Crude Oil Distillation
10
Process
2.2
Types of Mineral Oils
13
2.3
Typical Chemical Structure of the Most Common
17
Synthetic Lubricants
2.4
Adsorption Lubrication Mechanism By
18
Boundary Additives
2.5
Chemical Structure of Zinc Dialkyldithiophospate
19
(ZnDDP)
2.6
Influence of Load and Temperature on the
19
Effectiveness of ZnDDP on Wear Rates
2.7
Schematics Variation of Friction and Wear with
20
Oil Viscosity
2.8
Structure of Dibenzyldisulphide
21
2.9
Effect of Oxidation on the Viscosity and Acidity of a
22
Mineral Oils
xii
2.10
The Chemical Structure of an Anti0Oxidant
22
Additives
2.11
Operating mechanism of Rust Inhibitors
23
2.12
Anti0Rust Additives
24
2.13
Synthesis and Function of Sulphonate
26
Detergents
2.14
Schematic Representation of the Fluid Separating
28
Two Surfaces
2.15
Viscosity0Temperature graph for Monograde and
31
Multigrade Oils
2.16
Graph for Determination of the constant,C
32
3.1
Schematic Plot of Scar Diameter versus
34
Applied Load
3.2
Sectional View of Four Ball Tester
37
3.3
Four Ball Machine Model
38
3.4
Working Area
38
3.5
Collet Master
38
3.6
Ball pot Mounting Seat
39
3.7
Microscope
39
3.8
Timer
39
4.1
Scar on the steel ball for Normal Lubricant (X0Brand)
43
xiii
4.2
Scar on the steel ball for Semi0synthetic Lubricant
44
(X0Brand)
4.3
Scar on the steel ball for Fully0synthetic Lubricant
45
(X0Brand)
4.4
Scar on the steel ball for Normal Lubricant (Y0Brand)
46
4.5
Scar on the steel ball for Semi0synthetic Lubricant
47
(Y0Brand)
4.6
Scar on the steel ball for Fully0synthetic Lubricant
48
(Y0Brand)
4.7
Graph of Scar diameter versus applied load for
49
Normal Lubricant (X0Brand)
4.8
Graph of Scar diameter versus applied load for
50
Semi0synthetic Lubricant (X0Brand)
4.9
Graph of Scar diameter versus applied load for
51
Fully0synthetic Lubricant (X0Brand)
4.10
Graph of Scar diameter versus applied load for
52
All lubricant (X0Brand)
4.11
Graph of Scar diameter versus applied load for
53
Normal Lubricant (Y0Brand)
4.12
Graph of Scar diameter versus applied load for
Semi0synthetic Lubricant (Y0Brand)
54
xiv
4.13
Graph of Scar diameter versus applied load for
54
Fully0synthetic Lubricant (Y0Brand)
4.14
Graph of scar diameter versus applied load for
55
All Lubricant
4.15
Graph comparison for X and Y Lubricant for
56
Normal Lubricant
4.16
Graph comparison for X and Y Lubricant for
56
Semi0synthetic Lubricant
4.17
Graph comparison for X and Y Lubricant for
57
Fully0synthetic Lubricant
4.18
The comparison on the frictional torque for
58
Normal Lubricant
4.19
The comparison on the frictional torque for
58
Semi0synthetic Lubricant
4.20
The comparison on the frictional torque for
Fully0synthetic Lubricant
59
xv
F
=
Force (N)
A
=
Area (m2)
u
=
Velocity (ms01)
h
=
Height (m)
η
=
Dynamic Viscosity (Pas)
τ
=
Shear stress (Pa)
υ
=
Kinematic viscosity (m2/s)
ρ
=
Fluid density (kg/m3)
α
=
Pressure0viscosity coefficient (m2/N)
1
In this project, the properties and the behavior of the lubricant are been
studied. Furthermore, the relationship of the lubricant performance with load are
been gather from the experiment. Rather than that, the performance of the lubricant
before done a maintenance are also been study. To observe the relationship of the
lubricant between load and diameter scar we will used the Four Ball Tester machine.
From the study, as the viscosity is higher, it will affect the performance of the
lubricant. There are 3 type of lubricant for car engine:
i.
Regular oil
ii.
Semi synthetic oil
iii.
Fully synthetic oil
These are the lubricant that will be used in the experiment and make a differentiation
based the performance. From the observation the fully synthetic lubricant should
have the better performance, and also want to know how long it can be operating
2
before maintenance. Same goes to other lubricant oils; we will observe how the
lubricant will react with the high temperature and extreme load.
We will know how far the lubricant performance by seeing the wear and scar
on the ball from the Four Ball Tester machine. The maximum load and maximum
temperature can be determined as the steel ball is weld together.
This experiment and analysis is important in order to understand the behavior
of the lubricants. It also helps to determine the maximum load that the lubricant can
endure during operating.
When all the behavior of the lubricant under certain condition can be
determined, it will help:
i.
Prevent the engine from wear
ii.
Prolong the life time of engine
iii.
Give a better performance and protection for the engine.
3
i.
Determine the relationship between the lubricant performance and the
applied load
ii.
Determine the performance of the lubricant before maintenance by
identify the maximum load that the lubricant can sustained.
iii.
Make a comparison between X and Y Lubricant and analyze the
performance of the lubricant
i.
Doing the literature review for the properties of the lubricant and
types of wear.
ii.
To perform the experiment of Four Ball Tester to get the relationship
between the performances of the lubricant and applied load.
iii.
To analyze on the behavior and performance of the lubricant.
4
This project is about doing the experiment using the Four1Ball Tester
machine and doing analysis the data from the experiment. From the data, a graph for
diameter scar versus applied load is plot. Based from the graph plot, the performance
of the lubricant can be determined by comparing the diameter of the scar.
Besides that, the maximum load for the lubricant can be sustained before
failure can be calculated. Therefore, the relationship between the applied load and
the size of the scar can be determined. Different lubricant will give a different
maximum load that the lubricant can be sustained. It is due to the additives added in
the lubricants.
5
The lubrication of the engine appears frequently to have been afterthought in
the engine design process. Therefore, several experiments are done to develop a
better performance of lubricant. The lubricants are needed to fulfill several important
functions rather than controlling friction and wear.
Furthermore, they are used to protect the engine against rusting and other
types of corrosion. For long term use, it keeps the internal surfaces of the engine
clean and in shape by minimizing the deleterious effects of combustion product and
other contaminant that can enter the engine. According to J.C Bell, the lubricant also
is a primary medium for cooling the piston, where it also plays a part in completing
the seal between the piston, piston1ring and cylinder surfaces against leakage of the
combustion gases.
6
The lubricant must perform these functions for long period of hours between oils
changes, under extreme and operating conditions. Such as in a high speed driving,
under heavily loaded condition that can cause thermal stressing and oxidation of the
oil. Even in temperate climates it may occasionally be necessary to start the engine at
sub1zero temperatures. The lubricant oil must remain fluid under all these conditions
in order to perform its functions efficiently.
There is some question that still has to answer, what is the chemical
composition of the lubricant? How to differentiate several of lubricant? What are the
different between mineral and synthetic oils? What are the additives used in oils?
Will the composition of the lubricant differ depending to application?
Oils can be divided into two different origins, the biological and non
biological and it provide a vast array of hydrocarbon compounds. These substances
are usually present as complex mixture and used for many purpose such as to control
of wear and friction. Lubricants made from mineral oils are partly refined and partly
impure. The balance between impurity and purity is critical to oxidation stability of
the oil and it varies depending on the applications.
Chemicals which are deliberately added to oil in order to improve its
properties are called additives. Additives can radically change the properties of a
lubricant and are essential to the overall performance of the lubricant. They also
dictate specific characteristics of the lubricant such as:
i.
Corrosion tendency
ii.
Foaming
7
iii.
Oxidation
iv.
Wear and friction
There are two fundamental aspect of lubricant performance:
i.
Achieving the required level of friction and wear rates
ii.
Maintaining the standards in spite of continuous degradation of the
lubricant.
Additives present in the oil also deteriorate during operation since they react with the
metallic parts if the machinery and with the environment. The degradation of the
lubricant is inevitable and must be postponed until the required lifetime is achieved.
In fact, a large part of lubricant technology is devoted to the preservation of
lubricating oils when in use.
Mineral oils are the most commonly used lubricants. They are manufactured
from crude oil which is mined in various part of the world. There are certain
advantage and disadvantage of applying mineral oil to lubricate specific machinery.
These must be carefully consideration when selecting a lubricant and designing a
lubrication system. The cost of mineral oils is low and even with the rapid
development of synthetic oils, solid lubricants and wear resistant polymers.
8
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The theory states that the mineral oils are the result of decomposition of
animal and plant matter in salt water. Over time they were buried and compressed.
Under these conditions the organic matter transformed into tar1like molecules called
kerogen. As the temperature and pressure increased the kerogen gradually
transformed into the complex hydrocarbon molecules which are the basic
constituents of crude oil. When the temperature and pressure became sufficiently
high methane was produced from the kerogen or crude oil and hence natural gas is
often found together with crude oil.
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According to the G.W.Stachowiak and A.W. Batchelor, crude oil has a very
complex structure which is separated into a number of fractions by a distillation
process which is called fractional distillation. The process of fractional distillation
involves heating the crude oil to turn into a vapor which is then passed through a tall
vertical column (fractional tower), containing a number of trays at various levels.
The vapor passes through the column and at each successive tray the temperature
gradually drops. The fraction whose boiling point corresponds to the temperature at a
particular tray will condense. In this manner the most volatile compounds will
condense at the highest trays in the column while those with the highest boiling
points condense at the lower trays. The condensed fractions are then tapped.
There are certain temperatures limits to which crude oil can be pre heated. If
the temperature is too high then some of the crude may decompose into coke and
tarry matter. This problem is overcome by employing another distillation tower
which operates at a lower pressure. By lowering the pressure the heavy fractions of
crude can be vaporized at much lower temperatures. Thus in the manufacture of
mineral oils and petroleum fuels distillation takes place at atmospheric pressure and
also at significantly reduced pressures. At atmospheric pressures the following
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iv
Firstly, I would like to say thank to my supervisor, En Norazmmi Bin
Masripan and Dr. Ir Hady Effendi for his personal input, enthusiasm, encouragement
and many constructive comments and remarks while doing this report.
I would like to say thank to all the lab technician, En Azrul Syafiq Mazlan
that has been guided me on using the Four Ball Tester and sharing some knowledge
and comment in order to completing this report.
I would like to say thank to anyone that has been helping me direct or indirect
while I’m doing this report. I hope this report will be guidance to other student in the
future.
v
Tribology is a study focusing on friction, wear and lubrication of interacting
surface in relative motion. In this case we are study on lubricant. The function of
lubricant is to control friction and wear in a given system. Based on the study we can
relate to the performance of the lubricant. Rather that that we also can predict the quality
of the lubricant that can be reflects to its resistance to degradation on service.
Four Ball Tester machine was used to examine the properties of the lubricant.
This machine is used to study the effect of the temperature and applied load on the
performance of the lubricant. Therefore, we can get the relationship between the
temperature and the applied loads with the performance of the lubricant.
As for this project, we will study the relationship between the applied load and
the performance of the lubricant. The performance can be representing on how the
lubricant work in order to prevent the steel ball from weld. As a consumer, we would
like to know which one could give a better protection to the engine. Therefore, we make
a comparison between the X and Y lubricant in order to choose which one could give a
better protection to the engine which their price are mostly alike.
vi
Tribologi adalah kajian mengenai geseran, kehausan dan pelinciran terhadap dua
permukaan yang bersentuhan pada gerakan relatif. Untuk masalah ini, kita mengkaji
mengenai minyak pelincir. Kegunaan minyak pelincir adalah utntuk mengawal geseran
dan kehausan pada sesuatu sistem. Berdasarkan daripada kajian tersebut kita dapat
kaitkan dengan prestasi minyak pelincir tersebut. Selain itu, kita akan dapat mengkaji
kualiti minyak pelincir yang bertindak balas dengan pengurangan gred semasa operasi.
Mesin ‘Four0Ball Tester’ digunakan untuk melakukan eksperimen terhadap cirri0
ciri minyak pelincir. Mesin ini digunakan untuk mengkaji hubung kait antara suhu, dan
pemberat terhadap prestasi minyak pelincir. Oleh yang demikian, satu hubung kait
antara suhu dan pemberat terhadap prestasi minyak pelincir dapat dihasilkan.
Untuk projek ini, kita akan mengkaji hubung kait antara pemberat dan prestasi
minyak pelincir. Prestasi minyak pelincir boleh digambarkan dengan bagaimana minyak
pelincir ini mampu menahan bola besi daripada melekat. Sebagai pelanggan juga, kita
ingin tahu minyak pelincir mana akan memberikan perlindungan yang terbaik pada enjin
kereta. Oleh yang demikian, kita akan melakukan perbandingan antara minyak pelincir
X dan Y dalam usaha untuk memilih minyak pelincir yang akan memberikan
perlindungan yang lebih baik kepada enjin kereta dimana harga minyak pelincir X dan Y
hampir sama.
vii
i
ii
iii
iv
v
vi
vii
x
xi
xv
1
1.1
Background
1
1.2
Important Of Project
2
1.3
Objective
3
viii
1.1
Scope
3
1.2
Summary Project
4
5
2.1
Function of Engine Lubricant
5
2.2
Lubricant Composition
6
2.3
Mineral Oils
7
2.4
Synthetic Oils
14
2.5
Lubricant Additives
18
2.6
Physical Properties of Lubricant
27
33
3.1
Scope of the experiment
33
3.2
Terminology
34
3.3
Summary of test method
36
3.4
Significant and Use
37
3.5
Apparatus
37
3.6
Material
40
3.7
Preparation on Apparatus
40
3.8
Procedure
41
3.9
Result and Experimental Data
42
ix
43
4.1
Table of Car Engine Oil
43
4.2
Analysis data Experiment
49
60
63
65
66
x
2.1
Some Commonly Used Dispersants
25
2.2
SAE Classification of Engine Oils
30
4.1
Scar Diameter and Applied Load for
43
Normal Lubricant (X0Brand)
4.2
Scar Diameter and Applied Load for
44
Semi0synthetic Lubricant (X0Brand)
4.3
Scar Diameter and Applied Load for
45
Fully0synthetic Lubricant (X0Brand)
4.4
Scar Diameter and Applied Load for
46
Normal Lubricant (Y0Brand)
4.5
Scar Diameter and Applied Load for
47
Semi0synthetic Lubricant (Y0Brand)
4.6
Scar Diameter and Applied Load for
48
Fully0synthetic Lubricant (Y0Brand)
5.1
The Comparison for X and Y Lubricant
61
xi
2.1
Schematic Diagram of a Crude Oil Distillation
10
Process
2.2
Types of Mineral Oils
13
2.3
Typical Chemical Structure of the Most Common
17
Synthetic Lubricants
2.4
Adsorption Lubrication Mechanism By
18
Boundary Additives
2.5
Chemical Structure of Zinc Dialkyldithiophospate
19
(ZnDDP)
2.6
Influence of Load and Temperature on the
19
Effectiveness of ZnDDP on Wear Rates
2.7
Schematics Variation of Friction and Wear with
20
Oil Viscosity
2.8
Structure of Dibenzyldisulphide
21
2.9
Effect of Oxidation on the Viscosity and Acidity of a
22
Mineral Oils
xii
2.10
The Chemical Structure of an Anti0Oxidant
22
Additives
2.11
Operating mechanism of Rust Inhibitors
23
2.12
Anti0Rust Additives
24
2.13
Synthesis and Function of Sulphonate
26
Detergents
2.14
Schematic Representation of the Fluid Separating
28
Two Surfaces
2.15
Viscosity0Temperature graph for Monograde and
31
Multigrade Oils
2.16
Graph for Determination of the constant,C
32
3.1
Schematic Plot of Scar Diameter versus
34
Applied Load
3.2
Sectional View of Four Ball Tester
37
3.3
Four Ball Machine Model
38
3.4
Working Area
38
3.5
Collet Master
38
3.6
Ball pot Mounting Seat
39
3.7
Microscope
39
3.8
Timer
39
4.1
Scar on the steel ball for Normal Lubricant (X0Brand)
43
xiii
4.2
Scar on the steel ball for Semi0synthetic Lubricant
44
(X0Brand)
4.3
Scar on the steel ball for Fully0synthetic Lubricant
45
(X0Brand)
4.4
Scar on the steel ball for Normal Lubricant (Y0Brand)
46
4.5
Scar on the steel ball for Semi0synthetic Lubricant
47
(Y0Brand)
4.6
Scar on the steel ball for Fully0synthetic Lubricant
48
(Y0Brand)
4.7
Graph of Scar diameter versus applied load for
49
Normal Lubricant (X0Brand)
4.8
Graph of Scar diameter versus applied load for
50
Semi0synthetic Lubricant (X0Brand)
4.9
Graph of Scar diameter versus applied load for
51
Fully0synthetic Lubricant (X0Brand)
4.10
Graph of Scar diameter versus applied load for
52
All lubricant (X0Brand)
4.11
Graph of Scar diameter versus applied load for
53
Normal Lubricant (Y0Brand)
4.12
Graph of Scar diameter versus applied load for
Semi0synthetic Lubricant (Y0Brand)
54
xiv
4.13
Graph of Scar diameter versus applied load for
54
Fully0synthetic Lubricant (Y0Brand)
4.14
Graph of scar diameter versus applied load for
55
All Lubricant
4.15
Graph comparison for X and Y Lubricant for
56
Normal Lubricant
4.16
Graph comparison for X and Y Lubricant for
56
Semi0synthetic Lubricant
4.17
Graph comparison for X and Y Lubricant for
57
Fully0synthetic Lubricant
4.18
The comparison on the frictional torque for
58
Normal Lubricant
4.19
The comparison on the frictional torque for
58
Semi0synthetic Lubricant
4.20
The comparison on the frictional torque for
Fully0synthetic Lubricant
59
xv
F
=
Force (N)
A
=
Area (m2)
u
=
Velocity (ms01)
h
=
Height (m)
η
=
Dynamic Viscosity (Pas)
τ
=
Shear stress (Pa)
υ
=
Kinematic viscosity (m2/s)
ρ
=
Fluid density (kg/m3)
α
=
Pressure0viscosity coefficient (m2/N)
1
In this project, the properties and the behavior of the lubricant are been
studied. Furthermore, the relationship of the lubricant performance with load are
been gather from the experiment. Rather than that, the performance of the lubricant
before done a maintenance are also been study. To observe the relationship of the
lubricant between load and diameter scar we will used the Four Ball Tester machine.
From the study, as the viscosity is higher, it will affect the performance of the
lubricant. There are 3 type of lubricant for car engine:
i.
Regular oil
ii.
Semi synthetic oil
iii.
Fully synthetic oil
These are the lubricant that will be used in the experiment and make a differentiation
based the performance. From the observation the fully synthetic lubricant should
have the better performance, and also want to know how long it can be operating
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before maintenance. Same goes to other lubricant oils; we will observe how the
lubricant will react with the high temperature and extreme load.
We will know how far the lubricant performance by seeing the wear and scar
on the ball from the Four Ball Tester machine. The maximum load and maximum
temperature can be determined as the steel ball is weld together.
This experiment and analysis is important in order to understand the behavior
of the lubricants. It also helps to determine the maximum load that the lubricant can
endure during operating.
When all the behavior of the lubricant under certain condition can be
determined, it will help:
i.
Prevent the engine from wear
ii.
Prolong the life time of engine
iii.
Give a better performance and protection for the engine.
3
i.
Determine the relationship between the lubricant performance and the
applied load
ii.
Determine the performance of the lubricant before maintenance by
identify the maximum load that the lubricant can sustained.
iii.
Make a comparison between X and Y Lubricant and analyze the
performance of the lubricant
i.
Doing the literature review for the properties of the lubricant and
types of wear.
ii.
To perform the experiment of Four Ball Tester to get the relationship
between the performances of the lubricant and applied load.
iii.
To analyze on the behavior and performance of the lubricant.
4
This project is about doing the experiment using the Four1Ball Tester
machine and doing analysis the data from the experiment. From the data, a graph for
diameter scar versus applied load is plot. Based from the graph plot, the performance
of the lubricant can be determined by comparing the diameter of the scar.
Besides that, the maximum load for the lubricant can be sustained before
failure can be calculated. Therefore, the relationship between the applied load and
the size of the scar can be determined. Different lubricant will give a different
maximum load that the lubricant can be sustained. It is due to the additives added in
the lubricants.
5
The lubrication of the engine appears frequently to have been afterthought in
the engine design process. Therefore, several experiments are done to develop a
better performance of lubricant. The lubricants are needed to fulfill several important
functions rather than controlling friction and wear.
Furthermore, they are used to protect the engine against rusting and other
types of corrosion. For long term use, it keeps the internal surfaces of the engine
clean and in shape by minimizing the deleterious effects of combustion product and
other contaminant that can enter the engine. According to J.C Bell, the lubricant also
is a primary medium for cooling the piston, where it also plays a part in completing
the seal between the piston, piston1ring and cylinder surfaces against leakage of the
combustion gases.
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The lubricant must perform these functions for long period of hours between oils
changes, under extreme and operating conditions. Such as in a high speed driving,
under heavily loaded condition that can cause thermal stressing and oxidation of the
oil. Even in temperate climates it may occasionally be necessary to start the engine at
sub1zero temperatures. The lubricant oil must remain fluid under all these conditions
in order to perform its functions efficiently.
There is some question that still has to answer, what is the chemical
composition of the lubricant? How to differentiate several of lubricant? What are the
different between mineral and synthetic oils? What are the additives used in oils?
Will the composition of the lubricant differ depending to application?
Oils can be divided into two different origins, the biological and non
biological and it provide a vast array of hydrocarbon compounds. These substances
are usually present as complex mixture and used for many purpose such as to control
of wear and friction. Lubricants made from mineral oils are partly refined and partly
impure. The balance between impurity and purity is critical to oxidation stability of
the oil and it varies depending on the applications.
Chemicals which are deliberately added to oil in order to improve its
properties are called additives. Additives can radically change the properties of a
lubricant and are essential to the overall performance of the lubricant. They also
dictate specific characteristics of the lubricant such as:
i.
Corrosion tendency
ii.
Foaming
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iii.
Oxidation
iv.
Wear and friction
There are two fundamental aspect of lubricant performance:
i.
Achieving the required level of friction and wear rates
ii.
Maintaining the standards in spite of continuous degradation of the
lubricant.
Additives present in the oil also deteriorate during operation since they react with the
metallic parts if the machinery and with the environment. The degradation of the
lubricant is inevitable and must be postponed until the required lifetime is achieved.
In fact, a large part of lubricant technology is devoted to the preservation of
lubricating oils when in use.
Mineral oils are the most commonly used lubricants. They are manufactured
from crude oil which is mined in various part of the world. There are certain
advantage and disadvantage of applying mineral oil to lubricate specific machinery.
These must be carefully consideration when selecting a lubricant and designing a
lubrication system. The cost of mineral oils is low and even with the rapid
development of synthetic oils, solid lubricants and wear resistant polymers.
8
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The theory states that the mineral oils are the result of decomposition of
animal and plant matter in salt water. Over time they were buried and compressed.
Under these conditions the organic matter transformed into tar1like molecules called
kerogen. As the temperature and pressure increased the kerogen gradually
transformed into the complex hydrocarbon molecules which are the basic
constituents of crude oil. When the temperature and pressure became sufficiently
high methane was produced from the kerogen or crude oil and hence natural gas is
often found together with crude oil.
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According to the G.W.Stachowiak and A.W. Batchelor, crude oil has a very
complex structure which is separated into a number of fractions by a distillation
process which is called fractional distillation. The process of fractional distillation
involves heating the crude oil to turn into a vapor which is then passed through a tall
vertical column (fractional tower), containing a number of trays at various levels.
The vapor passes through the column and at each successive tray the temperature
gradually drops. The fraction whose boiling point corresponds to the temperature at a
particular tray will condense. In this manner the most volatile compounds will
condense at the highest trays in the column while those with the highest boiling
points condense at the lower trays. The condensed fractions are then tapped.
There are certain temperatures limits to which crude oil can be pre heated. If
the temperature is too high then some of the crude may decompose into coke and
tarry matter. This problem is overcome by employing another distillation tower
which operates at a lower pressure. By lowering the pressure the heavy fractions of
crude can be vaporized at much lower temperatures. Thus in the manufacture of
mineral oils and petroleum fuels distillation takes place at atmospheric pressure and
also at significantly reduced pressures. At atmospheric pressures the following