Lubricating System and Cooling System

Lubricating

An automatic lubrication

system (ALS), often referred to as

a centralized lubrication system, is a

system that delivers controlled amounts

of lubricant to multiple locations on a machine while the machine is

operating. Even though these systems are usually fully automated, a

system that requires a manual pump or button activation is still

identified as a centralized lubrication system. The system can be

classified into two different categories that can share a lot of the same

components.

Oil systems: Oil systems primary use is for stationary manufacturing

equipment such as CNC milling

Grease systems: Grease primary use is on mobile units such

as trucks, mining or construction equipment.

 Oil vs Grease can vary even though their primary use is mostly

stationary for oil and mobile for grease, some stationary manufacturing

equipment will use grease systems.

Reason for an automatic lubrication system

Automatic lubrication system is designed to apply lubricant in small,

measured amounts over short, frequent time intervals. Time and human

resource constraints and sometimes the physical location on machine often

makes it impractical to manually lubricate the points. As a result, production

cycles, machine availability, and manpower availability dictate the intervals

at which machinery is lubricated which is not optimal for the point requiring

lubrication. Auto lube systems are installed on machinery to address this

problem.

Benefits

Auto lube systems have many advantages over traditional methods of

manual lubrication:

1. All critical components are lubricated, regardless of location or ease of

access
2. Lubrication occurs while the machinery is in operation causing the lubricant

to be equally distributed within the bearing and increasing the machines

availability.

3. Proper lubrication of critical components ensures safe operation of the

machinery.

4. Less wear on the components means extended component life,

fewer breakdowns, reduced downtime, reduced replacement costs and

reduced maintenance costs

5. Measured lubrication amounts means no wasted lubricant

6. Safety - no climbing around machinery or inaccessible areas (gases, exhaust,

confined spaces, etc.)

7. Lower energy consumption due to less friction

8. Increased overall productivity resulting from increase in machine

availability and reduction in downtime due to breakdowns or general

maintenance

9. in this system lubrication the engine parts are lubricated under pressure feed
Components

A typical system consists of controller/timer, pump w/reservoir, supply

line, metering valves, and feed lines. Regardless of the manufacturer or type

of system, all automatic lubrication systems share these 5 main components:

[1]

1. Controller/Timer activates the system to distribute lubrication can be

linked to a POS system.

2. Pump with Reservoir stores and provides the lubricant to the system

3. Supply Line line that connects the pump to the metering valves or

injectors. The lubricant is pumped through this.

4. Metering Valves/Injectors component that measures/dispenses the lubricant

to the application points.

5. Feed lines - line that connects the metering valves or injectors to the

application points. The lubricant is pumped through this.

Types

There are several different types of automatic lubrication systems including:

Single Line Parallel systems

 Dual Line Parallel systems

Single Point Automatics

Single Line Progressive systems (or Series Progressive)

Single Line Resistance

Oil Mist and Air-Oil systems

Oil re-circulating

Chain lube systems

The 4 most commonly used Automatic Lubrication System types are:

Single Line Parallel,

Dual Line Parallel and

Single Line Progressive.

Multi port direct lubricators

Single line progressive

A single line progressive system uses

lubricant flow to cycle individual metering valves and valve assemblies. The

valves consist of dispensing pistons moving back and forth in a specific

bore. Each piston depends on flow from the previous piston to shift and

displace lubricant. If one piston doesnt shift, none of the following pistons

will shift. Valve output is not adjustable.

Operation begins when the controller/timer sends a signal to the pump to

start the lube event. The pump then feeds lubricant into the supply line

which connects to the primary metering valve, for either a preprogrammed

amount of time or number of times as monitored through a designated piston

cycle switch. Lubricant is fed to the multiple lubrication points one after

another via secondary progressive metering valves sized for each series of

lubrication points, and then directly to each point via the feed lines.
Single line parallel

The first single-line parallel

system for industry was

introduced in 1937 by Lincoln

Engineering (now known as

Lincoln Industrial) in the United States.

A single line parallel system can service a single machine, different

zones on a single machine or even several separate machines and is ideal

when the volume of lubricant varies for each point. In this type of

system, a central pump station automatically delivers lubricant through

a single supply line to multiple branches of injectors. Each injector

serves a single lubrication point, operates independently and may be

individually adjusted to deliver the desired amount of lubricant.

Operation begins when the controller/timer sends a signal to the pump

starting the lube cycle. The pump begins pumping lubricant to build up

pressure in the supply line connecting the pump to the injectors. Once

the required pressure is reached, the lube injectors dispense a

predetermined amount of lubricant to the lubrication points via feed

lines.
 Once the entire system reaches the required pressure, a pressure switch

sends a signal to the controller indicating that grease has cycled through

to all the distribution points. The pump shuts off. Pressure is vented out

of the system and grease in the line is redirected back to the pump

reservoir, until the normal system pressure level is restored.[

Dual line parallel

A dual line parallel system is similar to

the single line parallel system in that it

uses hydraulic pressure to cycle

adjustable valves to dispense measured

shots of lubricant. It has 2 main supply

lines which are alternatively used as pressure / vent lines. The advantage

of a two-line system is that it can handle hundreds of lubrication points

from a single pump station over several thousand feet using significantly

smaller tubing or pipe.

Operation begins when the controller/timer sends a signal to the pump

to start the lubrication cycle. The pump begins pumping lubricant to

build up pressure in the first (the pressure) supply line while

 simultaneously venting the second (vent) return line. Once the required

pressure is reached, a predetermined amount of lubricant is dispensed

by the metering devices to half of the lubrication points via feed lines.

Once the pressure switch monitoring main supply line pressure

indicates a preset pressure in the line has been reached, the system is

hydraulically closed. The controller shuts off the pump and signals a

changeover valve to redirect lubricant to the second main supply line.

The next time the controller activates the system, the second main line

now becomes the pressure line while the first line becomes the vent line.

The second line is pressurized and the entire process is repeated

lubricating the remaining lube points.

Cooling System

In any internal combustion engine, fuel and oxygen are combined in a

combustion process to produce the power to turn the crankshaft of the

engine. The job of the cooling system is to prevent damage to the engine

parts which could result from high temperatures and to remove excess heat

from the engine, to keep the engine operating at its most efficient

temperature, and to get the engine up to the correct temperature as soon as

 possible after starting. Ideally, the cooling system keeps the engine running

at its most efficient temperature no matter what the operating conditions are.

WHY A COOLING SYSTEM IS NECESSARY IN THE ENGINES?

Although gasoline engines have improved a

lot, they are still not very efficient at turning

chemical energy into mechanical power.

Most of the energy in the gasoline (perhaps

70%) is converted into heat, and it is the job

of the cooling system to take care of that

heat. In fact, the cooling system on a car driving down the freeway

dissipates enough heat to heat two average-sized houses! The primary job of

the cooling system is to keep the engine from overheating by transferring

this heat to the air, but the cooling system also has several other important

jobs.

As fuel is burned in the engine, about one-third of the energy in the fuel is

converted into power. Another third goes out the exhaust pipe unused, and
 the remaining third becomes heat energy. A cooling system of some kind is

necessary in any internal combustion engine. If no cooling system were

provided, parts would melt from the heat of the burning fuel, and the pistons

would expand so much they could not move in the cylinders (called "seize").

The cooling system of a water-cooled

engine consists of: the engine's water

jacket, a thermostat, a water pump, a

radiator and radiator cap, a cooling fan (electric or belt-driven), hoses, the

heater core, and usually an expansion (overflow) tank.

Fuel burning engines produce enormous amounts of heat; temperatures can

reach up to 4,000 degrees F when the air-fuel mixture burns. However,

normal operating temperature is about 2,000 degrees F. The cooling system

removes about one-third of the heat produced in the combustion chamber.

The exhaust system takes away much of the heat, but parts of the engine,

such as the cylinder walls, pistons, and cylinder head, absorb large amounts

of the heat. If a part of the engine gets too hot, the oil film fails to protect it.

This lack of lubrication can ruin the engine.

 On the other hand, if an engine runs at too low a temperature, it is

inefficient, the oil gets dirty (adding wear and subtracting horsepower),

deposits form, and fuel mileage is poor-- not to mention exhaust emissions!

For these reasons, the cooling system is designed to stay out of the action

until the engine is warmed up.

TYPES OF COOLING SYSTEMS

There are two types of cooling systems:

air cooling

liquid cooling

Most auto engines are cooled by the liquid type; air cooling is used more

frequently for airplanes, motorcycles and lawnmowers.

AIR COOLING SYSTEMS

Some older cars, and very few modern cars, are air-cooled. Instead of

circulating fluid through the engine, the engine block is covered in

aluminum fins that conduct the heat away from the cylinder. A powerful fan

forces air over these fins, which cools the engine by transferring the heat to

the air.
 Air cooling systems are mostly used in the case of the aircrafts and

motorcycle engines. In the motor cycles, heat is taken away from the

cylinder walls by the cooling fins.

The cooling fins are metallic plates with projected strips that increase the

surface area very much. Since the engine of the motorcycles is open to

atmosphere, air, rapidly moving past the engine cylinder, takes the heat away

from the fins efficiently.

LIQUID COOLING

Liquid cooled engines have passages

for the liquid, or coolant, through the

cylinder block and head. The coolant

has to have indirect contact with

such engine parts as the combustion

chamber, the cylinder walls, and the valve seats and guides. Running through the

passages in the engine heats the coolant (it absorbs the heat from the engine parts),

and going through the radiator cools it. After getting "cool" again in the radiator,

the coolant comes back through the engine. This business continues as long as the

engine is running, with the coolant absorbing and removing the engine's heat, and

the radiator cooling the coolant.

HOW THE COOLING IS DONE

Plumbing

The cooling system in your car has a lot of plumbing. We'll start at the pump

and work our way through the system, and in the next sections we'll talk

about each part of the system in more detail.

The pump sends the fluid into the engine block, where it makes its way

through passages in the engine around the cylinders. Then it returns through

the cylinder head of the engine. The thermostat is located where the fluid

leaves the engine. The plumbing around the thermostat sends the fluid back

to the pump directly if the thermostat is closed. If it is open, the fluid goes

through the radiator first and then back to the pump.

There is also a separate circuit for the heating system. This circuit takes fluid

from the cylinder head and passes it through a heater core and then back to

the pump.

Fluid

Cars operate in a wide variety of temperatures, from well below freezing to

well over 100 F (38 C). So whatever fluid is used to cool the engine has to

have a very low freezing point, a high boiling point, and it has to have the

capacity to hold a lot of heat. Water is one of the most effective fluids for
 holding heat, but water freezes at too high a temperature to be used in car

engines. The fluid that most cars use is a mixture of water and ethylene

glycol (C2H6O2), also known as antifreeze. By adding ethylene glycol to

water, the boiling and freezing points are improved significantly.

Pure Water

50/50

C2H6O2/Water

70/30

C2H6O2/Water

Freezing Point0 C / 32 F

-37 C / -35 F

-55 C / -67 F

Boiling Point100 C / 212 F

106 C / 223 F

113 C / 235 F
 The temperature of the coolant can sometimes reach 250 to 275 F (121 to

135 C). Even with ethylene glycol added, these temperatures would boil the

coolant, so something additional must be done to raise its boiling point.

The cooling system uses pressure to further raise the boiling point of the

coolant. Just as the boiling temperature of water is higher in a pressure

cooker, the boiling temperature of coolant is higher if you pressurize the

system. Most cars have a pressure limit of 14 to 15 pounds per square inch

(psi), which raises the boiling point another 45 F (25 C) so the coolant can

withstand the high temperatures.

Antifreeze also contains additives to resist corrosion.

Water Pump

The water pump is a simple centrifugal pump driven by a belt connected to

the crankshaft of the engine. The pump circulates fluid whenever the engine

is running.

The engine block and cylinder head have many passageways cast or

machined in them to allow for fluid flow. These passageways direct the

coolant to the most critical areas of the engine.

 Temperatures in the combustion chamber of the engine can reach 4,500 F

(2,500 C), so cooling the area around the cylinders is critical. Areas around

the exhaust valves are especially crucial, and almost all of the space inside

the cylinder head around the valves that is not needed for structure is filled

with coolant. If the engine goes without cooling for very long, it can seize.

When this happens, the metal has actually gotten hot enough for the piston

to weld itself to the cylinder. This usually means the complete destruction of

the engine.
 Radiator

A radiator is a type of heat

exchanger. It is designed to

transfer heat from the hot

coolant that flows through it to the air blown through it by the fan.Most

modern cars use aluminum radiators. These radiators are made by brazing

thin aluminum fins to flattened aluminum tubes. The coolant flows from the

inlet to the outlet through many tubes mounted in a parallel arrangement.

The fins conduct the heat from the tubes and transfer it to the air flowing

through the radiator.

The tubes sometimes have a type of fin inserted into them called

a turbulator, which increases the turbulence of the fluid flowing through

the tubes. If the fluid flowed very smoothly through the tubes, only the fluid

actually touching the tubes would be cooled directly. The amount of heat

transferred to the tubes from the fluid running through them depends on the

difference in temperature between the tube and the fluid touching it. So if

the fluid that is in contact with the tube cools down quickly, less heat will be

transferred. By creating turbulence inside the tube, all of the fluid mixes

together, keeping the temperature of the fluid touching the tubes up so that
 more heat can be extracted, and all of the fluid inside the tube is used

effectively.

Radiators usually have a tank on each side, and inside the tank is a

transmission cooler. In the picture above, you can see the inlet and outlet

where the oil from the transmission enters the cooler. The transmission

cooler is like a radiator within a radiator, except instead of exchanging heat

with the air, the oil exchanges heat with the coolant in the radiator.
 In Partial Fulfillment

Of the Requirements for the Course

METAL WORKS

PRESENTED TO:

MR. Johnard Pasatiempo

By:

LYKA L. GLORY