Nephron Technology for Lube Oil

Nephron technology makes a difference Engr Maliha Maisha Rahman Bannichi Enterprise limited Literature ReviewTBN In short, a TBN (total base number) measures the amount of active one-dimensional left in a sample of crude vegetable rock petroleum. The TBN of a employ oil nates aid the user in ascertain how much reserve analogue the oil has left to neutralize acids. The begin the TBN reading, the less active additive the oil has left. Oils function is to lubricate, clean, and cool the engine. Additives are added to the oil to get up those functions. viscosity Technic exclusivelyy, viscousness is defined as resistance to flow.Commonly though, we think of it as an oils thickness. To be much specific, it is the thickness of an oil at a given temperature. The viscosity of an oil could be reported at any temperature, but to standardize things, most laboratories report either a low temp (100F or 40C) or a high temp (210F or 100C) and stick with either SUS or cSt. The standardize d temperature reading allows us to compare apples to apples for judging the thickness of the oil. undivided Grade Multi Grade Viscosity today since most gas- or diesel-engine manufacturers recommend multi- steps.At direct temperature, a groovy weight performs just as well as a multi-viscosity oil, and there is nothing wrong with using a straight weight. Its just a simpler form of oil. Some diesel fleets still use straight weights, as do about half the piston aircraft operators. The difference between multi-grade and straight-weight oil is simply the addition of a viscosity improving (VI) additive. The most frequent grade of automotive oil in use today is the 5W/30, which is a mineral oil refined with VI additives that leave it reading as an SAE 5W viscosity when cold, yet an SAE 30W when hot (210F).The advantage to the multi-weight is that when starting the engine, the multi-viscosity oil (with its thickness of an SAE 5W when cold), allows the engine to spin over more than eas ily. The most common diesel use oil is 15W/40. It is an SAE 15W oil with a VI additive that leaves it the thickness of an SAE 40 weight at operating temperature. What makes an oil a diesel-use oil (rather than automotive-use) is the level of additives used. Diesels require heavier levels of dispersant and anti-wear additives. These heavier additive levels are objectionable for automotive engines since they may interfere with the emission controls andated by the EPA. Need To Choose the Proper Viscosity We are seeing that trend for newer engines, for which the recommended grade is getting progressively lighter. The common 10W/30 has become a 5W/30, and some manufacturers even recommend 5W/20 oil. On the other hand, we evictt see (in oil analysis) where it hurts anything to bleed heavier 10W/30s or even 10W/40s in modern automotive engines. The heavier oils provide more bearing film, and thats important at the lower end. If your oil is in addition light, the bearing metals can incre ase. If the oil is too heavy, the upper end metals can increase.The trick is to find the right viscosity for your particular engine, which is why we suggest following the manufacturers recommendation. Changes in Viscosity/Adding additives? Then the Result Comes Adding anything foreign to your oil can change its viscosity. Some types of after-market oil additives cause a quite high viscosity at operating temperature. While an additive might improve bearing wear, it can often cause poorer upper-end wear. We dont recommend any type of after-market additives. Other changes to viscosity can issuing from contamination of the oil.Moisture and fuel can both cause the viscosity to increase or decrease, depending on the contaminant and how long it has been present in the oil. Antifreeze often increases an oils viscosity. image to excessive heat (leaving the oil in use too long, engine overheating) can also increase viscosity. When your oils viscosity comes back as either lower or higher tha n the Should Be range, something is causing it. If the high/low viscosity is hurting wear, the key is to find out what it is and repair your engine or queue up your driving habits accordingly, to correct the viscosity and optimize your engines efficiency.If you decide to use a different viscosity oil than what the manufacturer recommends, you might want to use oil analysis while you are experimenting. Your wear data doesnt lie. People selling oils and additives may be sincere, but they dont have to live with the vector sums. They simply smile a lot on the way to the bank. MoistureProblems Industrial oils run cold compared to other (such as automotive-use) oils, and they tend to pull in moisture. The moisture comes from humidity in the air, or in some cases, its directly introduced to the oil from coolants and related constitutions.Moisture affects the lubricity of the oil, decreasing its effectiveness. Moisture in the oil can cause a variety of problems, such as ill running hyd raulic rams, machine sizing, and chatter. Another negative effect of moisture in oil is acidity. Oil, by its molecular nature, cannot become an acid. But there is constantly a little moisture present in oils operating at relatively cool temperatures, and that moisture can turn acidic. tarts in a machines oil sump will corrosively attack internal parts not only the metallic parts, but the seals as well. Corroded valves become ineffective.Many headaches in a machines function can be directly attributed to oil condition. Though oils do not respond to the pH test, there is a neutralization test called sum Acid Number (TAN) that can easily spot oil that is becoming problematic. AbrasionProblems Industrial oil becomes abrasive from wear metals, abrasive dirt, and particle contamination. The most serious result of abrasive oil is the detrimental effect it has on seals. Machine seals are lubricated by the systems oil, and they will last a long time if the oils are maintained efficaciou sly.If they are not maintained properly, the seals will degrade and cause leakage. Leaking machines require pans under them, which need to be vacuumed regularly, and the waste oils pose a presidential term problem. Fresh oil is purchased needlessly, running up maintenance costs. Machines that leak oil also run the risk of being run low on oil and having improper oils used as replacement. All these expensive problems can be eliminated by keeping machine oils in serviceable condition. WhatAboutFilteringOil? Many industrial ope balancens hire filtration companies to filter insolubles and abrasive contaminants from their oil.Some plants operate their own filtration equipment. Filtering oil thats currently in use is a good idea, and it helps companies avoid needlessly purchasing perfect(a) oil products, but it has limits. Oil that is filtered too many times can contain damaged additives. If the additives are damaged, the oil cant function effectively the oil loses lubricity and becomes oxidized. in that location is a point at which the additives either need to be restored or the oil needs to be replaced, and oil analysis is useful in determining this point. It can also help to rate the effectiveness of a companys filtration program.Not all wear metals and abrasive contaminants can be filtered out of the oil they tend to accumulate and eventually reach levels that leave the oil unserviceable. A test known as the ISO Cleanliness Code (also called a Particle Count) can be used to rate the cleanliness of an oil sample. This test also shows the effectiveness of the machines in-line oil filtration. Insolubles test The insolubles test measures the total insoluble materials in an oil sample, that is, all solid or liquid materials that are not soluble (wont mix) in oil.Virgin oil shouldnt have any insoluble materials in it. When it occasionally does, the most we normally find is a trace level. The insolubles in virgin oil are from the normal oxidation process of the oil , which leaves free carbon in suspension when oxygen forms with hydrogen (oil is a hydrocarbon). The insolubles test is a centrifuge method. A measured volume of oil is mixed with a heated solvent, agitated, and spun at high speed. Insoluble materials collect at the bottom of a tapered glass tube and can then be quantified.The insolubles test is a fair measure of how fast the oil is oxidizing and receiving contaminants, and how effectively the systems oil filtration is functioning. Industrial oil normally contains precise low insolubles due to the few and relatively mild heat cycles the oil experiences (heat cycles accelerate the oils normal end to oxidize). Further, oil filtration on industrial machines may filter particles as small as 2 to 10 microns, keeping the oil pristine for a very long time, often years. Automotive and aircraft oils however, suffer the most difficult environmental problems of all types of oils we analyze.They regularly receive blow-by products from the com bustion process. They suffer extreme heat cycles. any(prenominal) contaminant in the oil will accelerate the oxidation process, causing insoluble materials to increase. railway locomotive oil needs to be changed regularly due to all of the above. Excessive insolubles can form in an engine oil if the oil is running hot, is receiving more than a normal amount of contamination, is suffering more (or more severe) heat cycles than is normal, is being run longer than a typical use cycle, or, on the other side of the coin, if oil filtration is marginal or relatively ineffective.If we build no contamination in your oil and your change intervals are normal, we often mention a problem at oil filtration as a thinkable cause of higher insolubles. Insolubles may be forming because your oil change interval is too long for the condition of the engine. Your oil filter may be inferior. It is practical the oil filter bypass valve has relived if the filter is becoming restricted. The filter system bypass may also open upon unusually cold starts when the oil is too thick to pass through the filter media. Once the bypass relieves, the filter is effectively out of the system.Fig insoluble pentane and tolueneReport of E16(without using nephron system) and E-45 (with our nephron system)Figure works procedure of nephronMarine Engineering thesis- 30000 hours lubricating oil continued using experimentEngine specification, graphs showing lube oil change and viscosity, Tables showing wear and tear ratio. Engine Specification Engine model 8N21AL-EV Type Vertical water-cooled 4-cycle diesel engine Number of cylinder 8 Cylinder bore x shooting mm 210 x 290 Total displacement lit. 80. 36 Continuous rated output kW(PS) 1300 (1768) Engine speed min-l 900 1000 Generator capacity kWe 1200 Combustion system Direct shaft Starting system Air-motor starting Engine model 6N21AL-EV Type Vertical water-cooled 4-cycle diesel engine Number of cylinder 6 Cylinder bore x stroke mm 210 x 2 90 Total displacement lit. 60. 27 Continuous rated output kW(PS) 970 (1319) Engine speed min-l 900 1000 Generator capacity kWe 900 Combustion system Direct injection Starting system Air-motor starting Conclusion The nephron system cleans the impurities in the LO at almost the same time that they appear, continually cleaning and maintaining the oil. This is the main terra firma why this system was selected for this experiment. Those particles of the lube oil that do deteriorate via oxidation are so small when using the filtration system of the nephron system that they can be disregarded. The particles of lube oil that is lost when using lube oil are those that are oxidized, evaporated or destroyed by high temperature.In other words, the ratio of molecules with large molecular weight grows as time passes using the lube oil. This is because the molecules which are smaller are more susceptible to heat and are so lost more easily. The oil begins to resem ble the properties of the high grade naturally occurring lube oil in such location as bright stock. The unfeigned burning proof load of this oil is approximately 25% better than that of new oil. For these reasons it is natural to use nephron system. The more time proceeds it gets more viscous.