Lubrication specifications for

Booser, E. R., ed. 1997. Tribology Data Handbook. Boca Raton, FL CRC Press. Designed as a follow-up or companion volume to the CRC set listed immediately above, the focus of this work is on data. Among the topics covered are properties of various lubricants, lubrication specifications for different types of equipment, material properties, industrial application processes, and friction, wear, and surface characterization. 

The bulk of hydrauhc fluids is specified and purchased on bid. Specifications and approval fists are issued by some manufacturers of hydraulic pumps and system components that require lubrication as well as power for control signal transmission. U.S. government military specifications for hydraulic fluids are fisted ia Table 12, and ASTM tests that are applicable to hydraulic fluids iaclude the foUowiag ... 

Some U.S. governmental lubricant requirements for nontactical equipment is now acquired as Commercial Item Descriptions (CID), rather than against specific military numbers. A new classification system for shear-stable, high VI hydraulic fluids was balloted by ASTM in 1994. 

Color Coding. New machinery and equipment must conform to OSHA standards and OEM specifications for color coding. Color coding can also help to speed up maintenance procedures. Examples include lubrication information, orientation, timing marks, torque requirements, etc. 

The lubrication system for the turbine is designed to provide both lubrication and cooling. It is not unusual that in the case of many gas turbines the maximum temperatures reached in the bearing section is about 10-15 minutes after the unit has been shutdown. This means that the lubrication system should continue to operate for a minimum of 20 minutes after the turbine has been shutdown. This system closely follows the outline in API Standard 614, which is discussed in detail in Chapter 15. Separate lubrication systems for various sections of the turbine and driven equipment may be supplied. Many vendors and some manufacturers provide two separate lubrication systems One for hot bearings in the gas turbines and another for the cool bearings of the driven compressor. These and other lubrication systems should be detailed in the specifications. 

Comite des Constructeurs d Automobiles du Marche Commun represents joint industry opinion on factors such as lubricant specifications, emissions, vehicle design and safety standards. With regard to crankcase lubricants, CCMC defines sequences of engine tests, and the tests themselves are defined by CEC (Coordinating European Committee for the Development of Performance Tests for Lubricants and Engine Euels a joint body of the oil and motor industries). 

The lubrication requirements of gears vary considerably and create the need for specifically formulated products. This, combined with the diversity of automotive and industrial gear types, has led to the introduction of several specifications for gear lubricants (see Figure 52.7). 

The agents in this class are bicyclophosphates and bicyclothiophosphates. This class of agents is not specifically listed in the Chemical Weapons Convention nor is it covered by the language of the general definitions in the Schedules. Some of these chemicals have been used as fire retardants, oil lubricants, and for medicinal research. They also occur as breakdown products in some synthetic turbine engine lubricants and some rigid polyurethane foams. 

Moreover, European regulations in 2005 restricted the sulfur content in diesel fuel to SOmgkg. Sulfur organic compounds are known to provide diesel fuel with a lubricity that will disappear as the regulations take effect. Addition of biodiesel at a level of 1-2% to diesel blends has the effect of restoring lubricity through an antiwear action on engine injection systems, which is specific for polar molecules. 

Some applications of the synthetic fluids are motor oil, trucks, marine diesel, transmissions and industrial lubricants, aviation and aerospace lubricants, fire-resistant fluids, and greases. Specifications for several military lubricants can be met only by a synthetic product. All commercial and military jet aircraft engines use synthetic lubricants, in addition to the space shuttle, NASA, and nuclear submarines. 

Lubricants are used in rigid PVC (PVC-U) in amounts 0.3-0.8% (metallic soaps acting primarily as heat stabilizers are used at levels up to 1.5 %). In polyolefins, calcium or zinc stearates used as antiacids provide the lubricating effect at 0.1 to 0.2%. Fluoropolymers are used specifically for L-LDPE. 

D 3910 D 4070 Practice for Design, Testing, and Construction of Slurry Seal Specification for Adhesive Lubricant for Installation of Preformed Elastomeric Bridge Compression Seals in Concrete Structures... 

The general subject of transfer has been described in Chapter 8. Composites used specifically for transfer lubrication do not need the structural strength which is needed for the construction of load-bearing components. Some structural strength is of course needed to maintain the integrity of the composite reservoir. This may be very low where the reservoir is contained in a recess in a metallic or ceramic component, so that the structural strength is provided by the surrounding material. 

Numerous lubricity additives for fuel oils have been described (101). Caprotti et al. (102) disclosed an additive that is comprised of an ester of a carboxylic acid and an alcohol, wherein the acid has from 2 to 50 carbon atoms and the alcohol has one or more carbon atoms, e.g., glycerol monooleate. Although general mixtures are contemplated, no specific mixtures of esters were described. 

Sodium stearyl fumarate is supplied in a pure form and is often of value when the less pure stearate-type lubricants are unsuitable owing to chemical incompatibility. Sodium stearyl fumarate is less hydrophobic than magnesium stearate or stearic acid and has a less retardant effect on tablet dissolution than magnesium stearate. A specification for sodium stearyl fumarate is contained in the Food Ghemicals Godex (FGC). 

In the early 1930s, tests were developed which characterized petroleum oils and petroleum fractions, so that various physical characteristics of petroleum products could be related to these tests. Details of the tests can be found in Petroleum Products and Lubricants, an annual publication of the Committee D-2 of the American Society for Testing Materials. These tests are not scientifically exact, and hence the procedure used in the tests must be followed faithfully if reliable results are to be obtained. However, the tests have been adopted because they are quite easy to perform in the ordinary laboratory and because the properties of petroleum fractions can be predicted from the results. The specifications for fuels, oils, and so on, are set out in terms of these tests plus many other properties, such as the flashpoint, the percent sulfur, and the viscosity. 

War I (35). Although the entire castor plant is poisonous, the seeds contain the highest concentration of ricin (36). For hundreds of years, countries all over the world have cultivated the plant for its oil, specifically for use as a laxative and for lubrication. Castor oil has many industrial and commercial uses, having served as a lubricant for racing engines (Castrol-R racing motor oil) and as an additive in paints and varnishes. One of its derivatives, sebacic acid, is a component in the production of nylon and aUcyd resins, and contributes to the manufacture of plasticizers, lubricants, diffusion pump oils, cosmetics, and candles (35). India is currently the world leader in production, followed by China and Brazil (35). 

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