NAMA : RIDWAN MAARIF SHIDIQI

NIM : 2003035064

PEMELIHARAAN SISTEM PELUMASAN MESIN DIESEL

CUMMINS KTA 38 G5 SEBAGAI PENGGERAK GENRATOR

1.1 LATAR BELAKANG

Sistem pelumasan pada mesin atau motor diesel pada dasarnya sama dengan
pelumasan yang ada pada mesin bensin. Mesin diesel reatif lebih banyak
menghasilkan karbon dari pada mesin bensin selama pembakaran, jadi diperlukan oil
filter (saringan oli) yang dirancang khusus. Sistem pelumasan mesin diesel dilengkapi
dengan pendingin oil (oil cooler) untuk mendinginkan minyak pelumas, karena mesin
diesel temperatur kerjanya sangat tinggi dan bagian-bagian yang bergerak juga
kerjanya lebih berat dari pada yang ada pada motor bensin.
Motor diesel membutuhkan minyak pelumas atau oli yang jenisnya berbeda
dengan minyak pelumas pada mesin bensin, Jadi pastikan bahwa minyak pelumas
yang anda gunakan jenisnya tepat. Apabila minyak pelumas mesin bensin digunakan
pada mesin diesel, maka mesin akan cenderung cepat aus yang nantinya akan
berujung dengan kerusakan dan penggantian komponen komponen Mesin Diesel
Generator terdiri dari komponen-komponen logam (bagian logam) yang bergerak
seperti poros engkol, batang torak, yang membutuhkan pelumasan. Metode dalam
penelitian ini adalah kualitatif yaitu pengumpulan data melalui observasi, wawancara,
serta studi pustaka dengan teknik analisis data Fishbone Analysis dan SHEL untuk
menentukan faktor, dampak, upaya masalah berdasarkan material, manusia, mesin
dan prosedur. Hasil peneitian disimpulkan penyebab sistem pelumasan pada mesin
Diesel Generator tidak optimal yaitu kotornya minyak pelumas, kebocoran pada
pompa minyak lumas, perawatan tidak sesuai PMS (Plan Maintenance System) serta
kurangnya pengetahuan dan pengalaman engineer. Dampak yang ditimbulkan adalah
terjadi pengapian antara torak dengan silinder liner dan poros engkol dengan bantalan
engkol, penurunan kerja minyak pelumas, pengoperasian dan perawatan yang
salah. Untuk mengatasi faktor-faktor tersebut dilakukan dengan membersihkan atau
mengganti komponen yang rusak dengan spare part yang baru, perawatan dan
pengecekkan yang berkala terhadap sistem pelumasan, memberikan pelatihan dan
ujian serta familiarisasi kepada enginering

Tujuan dari sistem pelumasan adalah untuk mengurangi dan mencegah kerusakan
dari akibat terjadinya gesekan antara komponen mesin. Gesekan yang terjadi pada
mesin sama halnya gesekan yang terjadi pada logam. Dalam hal ini pelumasan tentu
berperan sangat penting untuk mencegah terjadinya gesekan antara komponen mesin,
dalam kerja pelumasan yang akan membentuk lapisan film oli. Lapisan film oli juga
memiliki fungsi tertentu, lapisan ini mampu mencegah kontak antara permukaan
komponen mesin dan komponen yang lainnya.
Fungsi lain dari sistem pelumasan yaitu dapat membantu mendinginkan bagian-
bagian mesin,di dalam kerja mesin terdapat terjadi pembakaran dari bahan bakar di
dalam ruang pembakaran, pembakaran tersebut akan mengakibatkan terjadinya panas
pada seluruh ruang mesin. Panas yang terjadi di mesin harus di kurangi, panas juga
mengakibatkan komponen-komponen mesin kehausan. Tujuan adanya sirkulasi kerja
dari pelumas adalah untuk menyerap panah yang terjadi akibat kinerja mesin
 Biodiesel is an alternative fuel for diesel engine as it has the same
characteristics as diesel fuel. Moreover, it can be the replacement of fossil fuels that
will run out in line with the time. This fuel consists of alkyl esters of fatty acids
from plant oils and animal fats through the process of esterification and
transesterification or a combination of both (1). Plants used include palm oil,
coconut oil, jatropha oil, and kapok (Ceiba petranda) seed oil, while those derived
from animal fats are lard, chicken fat, beef fat, and from fish (2). The difference
between biodiesel and diesel fuel is the length of its carbon chain, wherein biodiesel
has 12 to 20 carbon chains containing oxygen, while the diesel fuel has only 15 to
17 carbon chains. The biodiesel is advantageous as it is made of renewable material,
high cetane number, biodegradable, and can be used on all standard engines. It
functions as a lubricant and cleaning the injector and reducing carbon dioxide (CO),
hydrocarbon (HC) emissions, dangerous particulates and sulfur oxides (SOx) (3).
The actual combustion process on a diesel engine never occurs completely because
the loading and rotation always vary. The amount of opacity emissions (smoke
thickness) depends on injected fuels into cylinder. It is because the cylinder
compresses the pure air as of the richer the mixture of fuel is, the higher the
concentration of NOx, CO, HC and smoke. Meanwhile, when the mixture is lean,
the concentration of NOx, CO, HC, and smoke is also getting smaller (4). The
research conducted by Susila I. Wayan states that the B-10 fuel produces the best
engine performance at 2550 rpm compared to B-0, maximum power of 36.95 PS,
lowest specific fuel consumption of 0.256 kg / (PS.hours), thermal efficiency
58.44%, smallest CO content 0.4%, and exhaust gas opacity is 58.6%. HSU meets
the State
Lubricating oil for an engine is stored in the bottom of the crankcase, known as
the sump, or in a drain tank located beneath the engine . The oil is drawn from this
tank through a strainer, one of a pair of pumps, into one of a pair of fine filters. It is
then passed through a cooler before entering the engine and being distributed to the
various branch pipes.
The branch pipe for a particular cylinder may feed the main bearing, for instance.
Some of this oil will pass along a drilled passage in the crankshaft to the bottom
end bearing and then up a drilled passage in the connecting rod to the gudgeon pin
or crosshead bearing.

An alarm at the end of the distribution pipe ensures that adequate pressure is
maintained by the pump. Pumps and fine filters are arranged in duplicate with one
as standby. The fine filters will be arranged so that one can be cleaned while the
other is operating. After use in the engine the lubricating oil drains back to the sump
or drain tank for re-use. A level gauge gives a local read-out of the drain tank
contents. A centrifuge is arranged for cleaning the lubricating oil in the system and
cleanoil .
The oil cooler is circulated by sea water, which is at a lower pressure than the oil.
As a result any leak in the cooler will mean a loss of oil and not contamination of
Where the engine has oil-cooled pistons they will be supplied from the lubricating
oil system, possibly at a higher pressure produced by booster pumps,. An
appropriate type of lubricating oil must be used for oil-lubricated pistons in system.

The level of lubricating oil indicated in the sump when the main engine is running
must be sufficient to prevent vortexing and ingress of air which can lead to bearing
damage.
The sump level is to be according to manufacturers/shipbuilders instructions . The
‘Sump Quantity’ is always maintained at the same safe operating level and is given
in litres. It is essential that the figures are mathematically steady and correct from
month-to-month, taking into account consumption, losses and refills and reported .

The ‘Sump Quantity’ is calculated with the engine stopped, but the lubricating oil
p
Sufficient reserve quantities of lubricating oil must always be held, i.e. to
completely fill the main sump and sufficient quantities of other lubes must be held
to cover the intended voyage plus 20%. Lubricating oils are a major expenditure
item, therefore, all purchasing must be pre-planned with the aim of buying the
maximum amounts from the cheapest supply sources which are primarily the US,
Europe and Singapore. Lub oil requisitions should be sent to the office at least 10
days before the intended port of purchase and clearly indicate if the vessel requires
supply in bulk or in drums

Lubricating Oil Filters: The lubrication system of an engine provides a supply

of lubricating oil to the various moving parts in the engine. Its main function is to
enable the formation of a film of oil between the moving parts, which reduces
friction and wear. The lubricating oil is also used as a cleaner and in some engines
coolant.

Lubricating oil filters can be found both on the suction and discharge sides of the
lubricating oil pump dependent on the installation and type of engine or engines.
Their maintenance is absolutely critical to the life expectancy of the crankshaft and
its bearings, which depends entirely on an uninterrupted supply of clean and filter
oil.

The lubricating oil filter is the final barrier preventing particulate matter (solid
impurities) from reaching the engine bearings. If the particulate size is greater than
the hydrodynamic film thickness, i.e. (0.002 to 0.007 mm) then mechanical damage
will occur to the bearing shell wearing surfaces and the journal and crankpin
surfaces of the crankshaft. It is a fact that failure to maintain an adequate flow of
clean lubricating oil will lead to bearing failure and possible severe damage to the
crankshaft.

It is imperative that the long, small diameter, filter candles as used in Boll & Kirch
type filters are cleaned strictly according to the makers’ instructions. Under no
circumstances must dirty cleaning fluid be allowed to flow into the open clean side
of the filter candle as it is almost impossible to get dirt out again either by blowing
or flushing. Such dirt/impurities, however, will almost certainly find its way directly
into the engine once the filter element is back in service.

Therefore, when hand-cleaning, the filter candles must stand upright in the cleaning
tank (not lying on the bottom) and the fluid level in the cleaning tank must be low
enough to ensure no fluid flows into the clean side of the candles. Actual cleaning is
done by blowing the filter candles with compressed air cleaning gun from the inside
of the filter. The cleaning tank must only be used for cleaning filter candles and for
work.

On many vessels, the actual cleaning work is usually left to people who do not always
realise the importance of proper cleaning, servicing and assembly of sophisticated
lub oil filters. It is therefore most important that the Chief Engineer ensures and
organises total quality control on this service work. If no strict quality control is
carried out the filters may actually cause damage to the engine which they are meant
protect.

For this and other mesh-type lub filters, the cleaning procedures on board are to be
carefully monitored and verified and any substandard cleaning immediately
corrected. Proper assembly and checking that the clean and dirty side of the filter
elements are positively sealed against each other (o-ring, gaskets etc. in good order)
is essential. Careful study of the filter maker’s instructions and manuals is essential
for anybody entrusted with cleaning, servicing and quality control on board.

Throw-away filter cartridges made from cellulose or similar material must never be cleaned
and reused. These filters must be discarded when dirty and new cartridges fitted. The use
 of lubricating oil filter by-pass valves is for emergency operation only and must never be
opened during routine starting or running conditions.

Particular care must be taken during refitting of filtering cartridges, to ensure that
gasket, compression springs etc. are in position and in good condition, in order to
avoid any oil bypassing the filtering mesh. Indications of pressure drops and alarms
must be maintained operational and must be tested according to maker’s
recommendations.

1.2 Rumusan Masalah

Berdasarkan latar belakang permasalahan diatas maka penulis dapat mengetahui
permasalahan sebagai berikut :
1. Bagaimana cara pemeliharaan dan perawatan sistem pelumasan pada mesin
Diesel Cummins KTA 38 G5 ?
2. Komponen apa saja yang membutuhkan sistem pelumasan dalam mesin
diesel Cummins KTA 38 G5 ?
3. Bagaimana cara mengatasi Toubleshooting pada mesin Diesel Cummins
KTA 38 G5 ?

1.3 Tujuan
1. Untuk mengetahui cara pemeliharaan dan perawatan sistem pelumasan pada
mesin Diesel Cummins KTA 38 G5 ?
2. Untuk mengetahui komponen apa saja yang membutuhkan sistem pelumasan
dalam mesin diesel Cummins KTA 38 G5 ?
3. Untuk Mengetahui cara mengatasi Toubleshooting pada mesin Diesel
Cummins KTA 38 G5 ?
 DAFTAR PUSTAKA
(240246946-Sistem-Pelumasan-Mesin-Diesel, n.d.; 309733537-Lubricating-Oil-System-for-a-
Marine-Diesel-Engine, n.d.; 347006013-Laporan-Kerja-Praktek-Imron-Revisi, n.d.;
“Automotive Lubricants,” 1998; “I. C. Engine Lubrication; Miscellaneous Lubricants and
Applications; Additives,” 1957; Sistem Pelumasan, n.d.; Rumahorbo & Hazwi, 2014;
Wilson, 1996)
240246946-Sistem-Pelumasan-Mesin-Diesel. (n.d.).
309733537-Lubricating-Oil-System-for-a-Marine-Diesel-Engine. (n.d.).
347006013-Laporan-Kerja-Praktek-Imron-Revisi. (n.d.).
Automotive lubricants. (1998). Industrial Lubrication and Tribology, 50(5).
https://doi.org/10.1108/ilt.1998.01850ead.001
I. C. Engine Lubrication; Miscellaneous Lubricants and Applications; Additives. (1957). Industrial
Lubrication and Tribology, 9(12), 102–133. https://doi.org/10.1108/eb052496
Rumahorbo, A. M., & Hazwi, M. (2014). ANALISA EKSPERIMENTAL PERFORMANSI MESIN DIESEL
MENGGUNAKAN BAHAN CAMPURAN BIOFUEL VITAMINE ENGINE POWER BOOSTER. Jurnal E-
Dinamis, 9(1).
sistem pelumasan. (n.d.).
Wilson, B. (1996). Fuel lubricity. Industrial Lubrication and Tribology, 48(1), 10–14.
https://doi.org/10.1108/00368799610108787