CA2592882A1 - Method and system for improving fuel economy and environmental impact operating a 2-stroke engine - Google Patents
Method and system for improving fuel economy and environmental impact operating a 2-stroke engine Download PDFInfo
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- CA2592882A1 CA2592882A1 CA002592882A CA2592882A CA2592882A1 CA 2592882 A1 CA2592882 A1 CA 2592882A1 CA 002592882 A CA002592882 A CA 002592882A CA 2592882 A CA2592882 A CA 2592882A CA 2592882 A1 CA2592882 A1 CA 2592882A1
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- system oil
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- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
- C10M175/00—Working-up used lubricants to recover useful products ; Cleaning
- C10M175/0091—Treatment of oils in a continuous lubricating circuit (e.g. motor oil system)
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M3/00—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture
- F01M3/02—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture with variable proportion of lubricant to fuel, lubricant to air, or lubricant to fuel-air-mixture
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
- F01M9/02—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00 having means for introducing additives to lubricant
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Organic Chemistry (AREA)
- Lubricants (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Liquid Carbonaceous Fuels (AREA)
Abstract
The present invention relates to a method of and a corresponding system for reducing fuel consumption and environmental impact in a two-stroke engine, comprising the steps of obtaining system oil/consumable system oil (301') from at least one engine (300), adding (102) at least one friction modifier (101) to at least a part of the obtained system oil/consumable system oil (301'), where the addition of the at least one friction modifier (101) reduces the friction coefficient of the obtained system oil/consumable system oil (301'), resulting in a system oil/consumable system oil with reduced friction (301 "), and supplying said system oil/consumable system oil with reduced friction (301 ") to said at least one engine (300). In this way, frictional losses caused by contamination of the system oillconsumable system oil are avoided or minimised, which normally take place as the oil is used and which would otherwise cause a continuous decrease in engine efficiency resulting in increased fuel consumption and emissions. In addition, the present invention related to a method and a corresponding system to convert system oil/consumable system oil into cylinder oil. Finally, the present invention relates to a method to use a consumable system oil as it is being converted into cylinder oil. This furthermore allows for the consumable system oil to contain a lower performance additive package and/or additive treat rate. Thus great economical savings and environmental improvements are achieved.
Description
METHOD AND SYSTEM FOR IMPROVING FUEL ECONOMY
ENGINE.
FIELD OF THE INVENTION
The invention relates to a method of reducing fuel consumption, lubricant complexity and environmental impact in the operation of a two-stroke engine.
Further, the invention relates to a system for reducing fuel consumption, lo extended lubricant utilization and environmental impact in a two-stroke engine.
BACKGROUND OF THE INVENTION
Two-stroke cross-head engines used in marine and/or stationary applications are equipped with two separate lubricating oil systems. One lubricating system comprises so-called system oil that normally is used for lubrication and cooling of the engine's bearings and e.g. oil-cooled pistons as well as for activation and/or control of various valves or the like. The other lubricating system comprises an all-loss lubricant (cylinder oil) that normally is used for lubrication of the engine's cylinders, piston rings and piston skirt.
In typical two-stroke cross-head engines, the cylinder oil is spent continuously by each turn of the engine whereas the system oil in principle is not spent (except by smaller unintentional leakages). The lubrication system comprising the cylinder oil is also often referred to as an "all-loss"
lubrication system as the oil is spent. The use of and various types of both system oil(s) and cylinder oil(s) is very well known in the art.
The cylinder oil typically contains certain additives that function to reduce, minimize or neutralise the acid level of the cylinder system.
Typical cylinder oils usually have an SAE (Society of Automotive Engineering) viscosity equivalent to about 50 and normally have a total base number (BN) of about 40 to 70 for the neutralisation of acid products produced during the combustion process. Typical system oils usually have an SAE viscosity of about 30 with a relatively low BN content, typically around 5 and provide long-time performance. These exemplary values may vary dependent on the actual application and the specific design of the systems that the oils are used in.
In recent two-stroke cross-head engine designs involving electronic and/or hydraulic control and/or activation of valves, etc., the minimum performance requirements of the system oil has been substantially increased compared to earlier design using traditional mechanical control/activation.
The performance level of lubricants is typically measured periodically and may not go beyond certain limits if the oiled component's condition should not be jeopardized. One cause of performance loss is caused by particle contamination. These particles include combustion by-products and wear components, which can be partially removed by oil separators. However, in the case of two-stroke cross-head engines, one of the sources of contamination is spent cylinder oil leakage past the stuffing box causing both the viscosity and base number of the system oil to increase over time, a process that cannot be reversed by separators. This causes the system oil to gradually degrade over time so component wear increases and engine efficiency decreases. When the system oil is approaching its condemning limit it will have to be replenished or changed.
Patent specification US 6.074,995 discloses a friction modifier composition comprising an oil of lubricating viscosity and containing a friction-reducing amount of an additive.
Patent specification US 5,282,990 discloses adding a synergistic blend of friction modifiers to a crankcase lubricating oil of an internal combustion engine in order to improve the fuel economy. However, there is no suggestion of how to apply this with respect to a two-stroke diesel engines.
Patent specification EP 0 573 231 discloses triglycerides as friction modifiers added to oil for improved fuel economy in an internal combustion engine.
Patent application US 2003/0171223 discloses lubricating oil compositions with improved friction properties.
ENGINE.
FIELD OF THE INVENTION
The invention relates to a method of reducing fuel consumption, lubricant complexity and environmental impact in the operation of a two-stroke engine.
Further, the invention relates to a system for reducing fuel consumption, lo extended lubricant utilization and environmental impact in a two-stroke engine.
BACKGROUND OF THE INVENTION
Two-stroke cross-head engines used in marine and/or stationary applications are equipped with two separate lubricating oil systems. One lubricating system comprises so-called system oil that normally is used for lubrication and cooling of the engine's bearings and e.g. oil-cooled pistons as well as for activation and/or control of various valves or the like. The other lubricating system comprises an all-loss lubricant (cylinder oil) that normally is used for lubrication of the engine's cylinders, piston rings and piston skirt.
In typical two-stroke cross-head engines, the cylinder oil is spent continuously by each turn of the engine whereas the system oil in principle is not spent (except by smaller unintentional leakages). The lubrication system comprising the cylinder oil is also often referred to as an "all-loss"
lubrication system as the oil is spent. The use of and various types of both system oil(s) and cylinder oil(s) is very well known in the art.
The cylinder oil typically contains certain additives that function to reduce, minimize or neutralise the acid level of the cylinder system.
Typical cylinder oils usually have an SAE (Society of Automotive Engineering) viscosity equivalent to about 50 and normally have a total base number (BN) of about 40 to 70 for the neutralisation of acid products produced during the combustion process. Typical system oils usually have an SAE viscosity of about 30 with a relatively low BN content, typically around 5 and provide long-time performance. These exemplary values may vary dependent on the actual application and the specific design of the systems that the oils are used in.
In recent two-stroke cross-head engine designs involving electronic and/or hydraulic control and/or activation of valves, etc., the minimum performance requirements of the system oil has been substantially increased compared to earlier design using traditional mechanical control/activation.
The performance level of lubricants is typically measured periodically and may not go beyond certain limits if the oiled component's condition should not be jeopardized. One cause of performance loss is caused by particle contamination. These particles include combustion by-products and wear components, which can be partially removed by oil separators. However, in the case of two-stroke cross-head engines, one of the sources of contamination is spent cylinder oil leakage past the stuffing box causing both the viscosity and base number of the system oil to increase over time, a process that cannot be reversed by separators. This causes the system oil to gradually degrade over time so component wear increases and engine efficiency decreases. When the system oil is approaching its condemning limit it will have to be replenished or changed.
Patent specification US 6.074,995 discloses a friction modifier composition comprising an oil of lubricating viscosity and containing a friction-reducing amount of an additive.
Patent specification US 5,282,990 discloses adding a synergistic blend of friction modifiers to a crankcase lubricating oil of an internal combustion engine in order to improve the fuel economy. However, there is no suggestion of how to apply this with respect to a two-stroke diesel engines.
Patent specification EP 0 573 231 discloses triglycerides as friction modifiers added to oil for improved fuel economy in an internal combustion engine.
Patent application US 2003/0171223 discloses lubricating oil compositions with improved friction properties.
OBJECT AND SUMMARY OF THE INVENTION
It is an object of the present invention to provide a method and a corresponding system of reducing fuel consumption and environmental impact operating a two-stroke engine that solves the above-mentioned (and other) shortcomings of prior art. A further object is to provide this in an easy and efficient way.
A further object of the present invention is to enable improvement of fuel economy or fuel efficiency in a two-stroke diesel engine.
Another object is to reduce emissions from a two-stroke diesel engine.
Another object is to enable use of a less-complex consumable system oil yet is providing the same performance levels as experienced with conventionally-formulated system oils.
Yet another object is to enable extended component life of a two-stroke diesel engine.
An additional object is to provide a more environmentally friendly operation of the engine.
These objects, among others, are achieved by a method (and a corresponding system) of reducing fuel consumption in a two-stroke engine comprising the steps of: obtaining system oil/consumable system oil from an engine, adding at least one friction modifier to at least a part of the obtained system oil, where the addition of the at least one friction modifier reduces the friction coefficient of the obtained oil, resulting in a system oil/consumable system oil with reduced friction, and supplying said oil with reduced friction to said engine.
In this way, the fuel consumption of the engine is reduced, i.e. improved fuel economy is obtained, due to the presence of the added friction modifier(s) giving the system oil/consumable system oil fed back into the engine reduced friction characteristics.
Additionally, extended component operational time is obtained since less friction is present between the components of the engine(s) due to the addition of the friction modifier(s). This results in less frequent maintenance and savings of costs.
Further, reduced emissions from the engine(s) are obtained since less fuel is used due to the less friction between engine components obtained by the addition of the friction modifier(s) according to the present invention.
In one embodiment, at least one of the friction modifier(s) is/are an ash-less friction modifier.
In one embodiment, the at least one ash-less friction modifier is based on di-, tri- and/or tetra-esters of dimeric and/or fatty acids and/or fatty amides.
In another embodiment, the at least one ash-less friction modifier is based on neopentylglycol, pentaerythritol, sorbitol, trimethylpropanol, glycerol and/or triethanolamine or blends thereof.
In a preferred embodiment, the at least one friction modifier is based on one or more selected from the group of:
= triglycerides (of animal and/or vegetable origin), such as rape seed, soy bean, and/or castor oil, = fatty phosphates, = fatty acid amides, = fatty epoxides, = borated fatty epoxides, = fatty amines, e.g. triethanolamine = polyol esters, e.g. of glycerol, pentaerythritol, neopentylglycol, sorbitol, trimethylpropanol, = borated polyol esters alkoxylated fatty amines, = borated alkoxylated fatty amines, 0 metal salts of fatty acids, = sulfurized olefins, = fatty imidazolines, or = mixtures thereof 5 In one embodiment, the least one friction modifier is added at a predetermined rate so that the concentration of the added friction modifier(s) has a concentration of 0.2 - 2.0 % of said system oil/consumable system oil with reduced friction.
In an alternative embodiment, the at least one friction modifier is added at a predetermined rate so that the concentration of the added friction modifier(s) has a concentration of 0.5 - 1.5 % of said system oil/consumable system oil with reduced friction.
In an alternative embodiment, the method involves use of a consumable system oil, containing a simplified additive composition and/or a reduced additive treat rate.
In one embodiment, the method is used offshore, on-site, on-board a vessel, and/or in a land based plant.
In a preferred embodiment, the method further comprises the step of: tapping a predetermined first amount of the system oil/consumable system oil providing tapped oil and replenishing the remaining system oil/consumable system oil with a predetermined second amount of fresh(er) system oil/consumable system oil, with tapping and/or replenishing done continuously, near-continuously or intermittently.
In another preferred embodiment, the method further comprises the steps of:
creating a cylinder oil on the basis of the tapped system oil/consumable system oil by determining at least one critical parameter (e.g. BN, viscosity, permitfiivity/capacifiance and/or elemental composition) of the tapped oil, determining at least one desired parameter (e.g. BN, viscosity, permittivity/capacitance and/or elemental composition) of the cylinder oil and adjusting said at least one critical parameter (e.g. BN, viscosity, permittivity/capacitance and/or elemental composition) of the tapped system oil/consumable system oil accordingly by blending the tapped oil with at least one BN modifying additive resulting in a created cylinder oil, and supplying said created cylinder oil to cylinders or part of the cylinders of said engine.
In one embodiment, the system oil is selected from the group of:
- a traditional system oil comprising additives for long-time performance or formulated with an additive treat-rate providing long-time performance, and - a consumable system oil without long-time performance additives or formulated with a reduced additive treat-rate not providing long-time performance.
The present invention also relates to a system for reducing fuel consumption in a two-stroke engine, which corresponds to the method of the present invention and have the same advantages for the same reasons.
More specifically, the inVention relates to a system for reducing fuel consumption in a two-stroke engine comprising a blending unit for adding at least one friction modifier to at least a part of an obtained system oil/consumable system oil, where the addition of the at least one friction modifier reduces the friction coefficient of the obtained system oil/consumable system oil, resulting in a system oil/consumable system oil with reduced friction and for supplying said system oil/consumable system oil with reduced friction to said at least one engine.
Advantageous embodiments of the system according to the present invention are defined in the sub-claims and described in detail in the following. The embodiments of the system correspond to the embodiments of the method and have the same advantages for the same reasons.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other aspects of the invention will be apparent from and eiucidated with reference to the illustrative embodiments shown in the drawing, in which:
It is an object of the present invention to provide a method and a corresponding system of reducing fuel consumption and environmental impact operating a two-stroke engine that solves the above-mentioned (and other) shortcomings of prior art. A further object is to provide this in an easy and efficient way.
A further object of the present invention is to enable improvement of fuel economy or fuel efficiency in a two-stroke diesel engine.
Another object is to reduce emissions from a two-stroke diesel engine.
Another object is to enable use of a less-complex consumable system oil yet is providing the same performance levels as experienced with conventionally-formulated system oils.
Yet another object is to enable extended component life of a two-stroke diesel engine.
An additional object is to provide a more environmentally friendly operation of the engine.
These objects, among others, are achieved by a method (and a corresponding system) of reducing fuel consumption in a two-stroke engine comprising the steps of: obtaining system oil/consumable system oil from an engine, adding at least one friction modifier to at least a part of the obtained system oil, where the addition of the at least one friction modifier reduces the friction coefficient of the obtained oil, resulting in a system oil/consumable system oil with reduced friction, and supplying said oil with reduced friction to said engine.
In this way, the fuel consumption of the engine is reduced, i.e. improved fuel economy is obtained, due to the presence of the added friction modifier(s) giving the system oil/consumable system oil fed back into the engine reduced friction characteristics.
Additionally, extended component operational time is obtained since less friction is present between the components of the engine(s) due to the addition of the friction modifier(s). This results in less frequent maintenance and savings of costs.
Further, reduced emissions from the engine(s) are obtained since less fuel is used due to the less friction between engine components obtained by the addition of the friction modifier(s) according to the present invention.
In one embodiment, at least one of the friction modifier(s) is/are an ash-less friction modifier.
In one embodiment, the at least one ash-less friction modifier is based on di-, tri- and/or tetra-esters of dimeric and/or fatty acids and/or fatty amides.
In another embodiment, the at least one ash-less friction modifier is based on neopentylglycol, pentaerythritol, sorbitol, trimethylpropanol, glycerol and/or triethanolamine or blends thereof.
In a preferred embodiment, the at least one friction modifier is based on one or more selected from the group of:
= triglycerides (of animal and/or vegetable origin), such as rape seed, soy bean, and/or castor oil, = fatty phosphates, = fatty acid amides, = fatty epoxides, = borated fatty epoxides, = fatty amines, e.g. triethanolamine = polyol esters, e.g. of glycerol, pentaerythritol, neopentylglycol, sorbitol, trimethylpropanol, = borated polyol esters alkoxylated fatty amines, = borated alkoxylated fatty amines, 0 metal salts of fatty acids, = sulfurized olefins, = fatty imidazolines, or = mixtures thereof 5 In one embodiment, the least one friction modifier is added at a predetermined rate so that the concentration of the added friction modifier(s) has a concentration of 0.2 - 2.0 % of said system oil/consumable system oil with reduced friction.
In an alternative embodiment, the at least one friction modifier is added at a predetermined rate so that the concentration of the added friction modifier(s) has a concentration of 0.5 - 1.5 % of said system oil/consumable system oil with reduced friction.
In an alternative embodiment, the method involves use of a consumable system oil, containing a simplified additive composition and/or a reduced additive treat rate.
In one embodiment, the method is used offshore, on-site, on-board a vessel, and/or in a land based plant.
In a preferred embodiment, the method further comprises the step of: tapping a predetermined first amount of the system oil/consumable system oil providing tapped oil and replenishing the remaining system oil/consumable system oil with a predetermined second amount of fresh(er) system oil/consumable system oil, with tapping and/or replenishing done continuously, near-continuously or intermittently.
In another preferred embodiment, the method further comprises the steps of:
creating a cylinder oil on the basis of the tapped system oil/consumable system oil by determining at least one critical parameter (e.g. BN, viscosity, permitfiivity/capacifiance and/or elemental composition) of the tapped oil, determining at least one desired parameter (e.g. BN, viscosity, permittivity/capacitance and/or elemental composition) of the cylinder oil and adjusting said at least one critical parameter (e.g. BN, viscosity, permittivity/capacitance and/or elemental composition) of the tapped system oil/consumable system oil accordingly by blending the tapped oil with at least one BN modifying additive resulting in a created cylinder oil, and supplying said created cylinder oil to cylinders or part of the cylinders of said engine.
In one embodiment, the system oil is selected from the group of:
- a traditional system oil comprising additives for long-time performance or formulated with an additive treat-rate providing long-time performance, and - a consumable system oil without long-time performance additives or formulated with a reduced additive treat-rate not providing long-time performance.
The present invention also relates to a system for reducing fuel consumption in a two-stroke engine, which corresponds to the method of the present invention and have the same advantages for the same reasons.
More specifically, the inVention relates to a system for reducing fuel consumption in a two-stroke engine comprising a blending unit for adding at least one friction modifier to at least a part of an obtained system oil/consumable system oil, where the addition of the at least one friction modifier reduces the friction coefficient of the obtained system oil/consumable system oil, resulting in a system oil/consumable system oil with reduced friction and for supplying said system oil/consumable system oil with reduced friction to said at least one engine.
Advantageous embodiments of the system according to the present invention are defined in the sub-claims and described in detail in the following. The embodiments of the system correspond to the embodiments of the method and have the same advantages for the same reasons.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other aspects of the invention will be apparent from and eiucidated with reference to the illustrative embodiments shown in the drawing, in which:
Figure 1 shows a schematic block diagram of one embodiment of the present invention;
Figures 2a and 2b illustrate the effects of the present invention during a test.
DESCRIPTION OF PREFERRED EMBODIMENTS
Figure 1 shows a schematic block diagram of one embodiment of the present invention. Shown is a schematic representation of at least one two-stroke cross-head diesel engine (300). The engine comprises one lubricating system comprising so-called system oil (301) that normally is used for lubrication and cooling of the engine's bearings and e.g. oil-cooled pistons as well as for activation and/or control of various valves or the like. Another lubricating system comprises an all-loss lubricant or cylinder oil (302) that normally is used for lubrication of the engine's cylinders, piston rings and piston skirt.
The engine (300) corresponds to well-known prior art two-stroke engines except as explained in the following.
Also illustrated is, according to the present invention, a friction modifying method/system (100) reducing fuel consumption in a two-stroke engine. The friction modifying method/system (100) obtains system oil (301') from at least one engine (300) where a controller or blending unit (102) adds at least one friction modifier (101) to (at least a part of) the obtained oil (301'). The addition of the at least one friction modifier (101) reduces the friction coefficient of the obtained system oil/consumable system oil (301'), resulting in a system oil with reduced friction (301"), which is supplied back to the engine(s) (300) as system oil.
This results in avoiding or minimising frictional losses caused by contamination of the system oil/consumable system oil, which normally takes place as the oil is used and which would otherwise cause substantial diminished efficiency, increased fuel consumption and increased emissions.
Great economical savings are achieved by avoiding this.
The system oil is preferably selected from the group of:
Figures 2a and 2b illustrate the effects of the present invention during a test.
DESCRIPTION OF PREFERRED EMBODIMENTS
Figure 1 shows a schematic block diagram of one embodiment of the present invention. Shown is a schematic representation of at least one two-stroke cross-head diesel engine (300). The engine comprises one lubricating system comprising so-called system oil (301) that normally is used for lubrication and cooling of the engine's bearings and e.g. oil-cooled pistons as well as for activation and/or control of various valves or the like. Another lubricating system comprises an all-loss lubricant or cylinder oil (302) that normally is used for lubrication of the engine's cylinders, piston rings and piston skirt.
The engine (300) corresponds to well-known prior art two-stroke engines except as explained in the following.
Also illustrated is, according to the present invention, a friction modifying method/system (100) reducing fuel consumption in a two-stroke engine. The friction modifying method/system (100) obtains system oil (301') from at least one engine (300) where a controller or blending unit (102) adds at least one friction modifier (101) to (at least a part of) the obtained oil (301'). The addition of the at least one friction modifier (101) reduces the friction coefficient of the obtained system oil/consumable system oil (301'), resulting in a system oil with reduced friction (301"), which is supplied back to the engine(s) (300) as system oil.
This results in avoiding or minimising frictional losses caused by contamination of the system oil/consumable system oil, which normally takes place as the oil is used and which would otherwise cause substantial diminished efficiency, increased fuel consumption and increased emissions.
Great economical savings are achieved by avoiding this.
The system oil is preferably selected from the group of:
- a traditional system oil comprising additives for long-time performance or formulated with an additive treat-rate providing long-time performance, and - a consumable system oil without long-time performance additives or formulated with a reduced additive treat-rate not providing long-time performance.
Preferably, the friction modifier(s) (101) is/are ash-less friction modifier(s), which may be based on di-, tri- and/or tetra-esters of dimeric and/or fatty acids and/or fatty amides.
The ash-less friction modifier(s) may also be based on neopentylglycol, pentaerythritol, sorbitol, trimethylpropanol, glycerol and/or triethanolamine or blends of two or more of the above.
In a preferred embodiment, the least one friction modifier may be based on one or more of: triglycerides, such as castor oil, fatty phosphates, fatty acid amides, fatty epoxides, borated fatty epoxides, fatty amines, e.g.
triethanolamine, polyol esters, e.g. of glycerol, pentaerythritol, neopentylglycol, sorbitol, trimethylpropanol, borated polyol esters alkoxylated fatty amines, borated alkoxylated fatty amines, metal salts of fatty acids, sulfurized olefins, fatty imidazolines, or mixtures thereof The friction modifier(s) may also be other compounds, e.g. as disclosed in the cited prior art documents and elsewhere. See e.g. patent specification US
4,792,410 and US 5,110,488.
According to one embodiment, the friction modifier(s) (101) is/are added at a predetermined rate so that the concentration of the added friction modifier(s) (101) has a concentration of 0.2 - 2.0 % of the system oil/consumable system oil with reduced friction (301"). In an alternative embodiment, the friction modifier(s) (101) is/are added at a predetermined rate so that the concentration of the added friction modifier(s) (101) has a concentration of 0.5 - 1.5 % of the system oil/consumable system oil with reduced friction (301"). According to another embodiment, the controller or blending unit (102) varies the rate of added friction modifier (101) according to a predetermined scheme, i.e. so not necessarily the same rate is used all the time.
According to one embodiment, the system oil/consumable system oil is a consumable system oil having a reduced and/or modified additive composition reflecting its reduced oil life.
The present invention may e.g. be used offshore, on-site, on-board a vessel, and/or in a land based plant or the like.
According to a preferred embodiment of the present invention, the system/method further comprises a tapping and replenishing system/method (200) where a controller (202) controls tapping a predetermined amount of the obtained system oil/consumable system oil (301') providing tapped oil (203) and replenishing the remaining system oil/consumable system oil (301) with a predetermined second amount of fresh(er) system oil/consumable system oil (201). In this way, a part of the system oil/consumable system oil to be added with a friction modifier is replenished. Alternatively, the tapping and/or replenishing may be done continuously, near-continuously, intermittently or according to other suitable schemes.
As used system oil/consumable system oil is tapped and replenished with fresh, unspent or less spent system oil, the resulting system oil/consumable system oil is of a more consistent quality and gradual deterioration is minimised or avoided. In this way, enhanced and consistent performance of the initial fluids resulting in further reduced component wear and equipment lifecycle cost is provided.
In effect, this provides a 'consumable' system oil/consumable system oil as a part of the spent system oil/consumable system oil is tapped and replenished with fresh or fresher system oil. This is novel compared to prior art system oil/consumable system oil where the system oil/consumable system oil is kept in the engine system until about it has been degraded too much for efficient use. After this it has to be replaced and the spent system oil/consumable system oil would have to be handled as waste. A further advantage of this is that the requirements for the system oil/consumable system oil in this system are different than prior art requirements. Standard system oil/consumable system oil for prior art systems usually contains an additive package to secure a long lifetime of the system oil. System oil/consumable system oil with a prior art additive package is significantly 5 more expensive than a similar system oil/consumable system oil without the prior art additive package or with a new additive package designed for a "consumable" system oil. The present system can function with system oil/consumable system oil using a reduced and/or modified additive package ensuring sufficient oil life since it is tapped and replenished. This leads to lo reduced expenses since cheaper oil can be used in the system. Preferably, the tapped oil is used instead of becoming waste as described in the following.
The tapping/replenishment system (200) may feed directly into the engine or be part of a separate loop, instead of the one used for addition of friction modifier(s) to the system oil/consumable system oil (301') .
In another preferred embodiment, the system/method further comprises a BN
modifying system/method (400) that converts used system oil/consumable system oil into useable cylinder oil. See e.g. patent specifications US
Provisional 60/612,899 and European patent application number 04388064.0, both of the same applicant and both incorporated herein by reference, for specific details of one implementation of a BN modifying system/method (400).
In this embodiment the BN (total base number) modifying system/method (400) comprises a controller (402) for creating a cylinder oil on the basis of the tapped system oil/consumable system oil (203) by determining the BN of the tapped oil (203), determining a desired BN of the cylinder oil (302) and adjusting the BN of the tapped oil (203) accordingly by blending the tapped oil (203) with at least one BN modifying additive (401) resulting in a cylinder oil (302'), where said cylinder oil (302') is supplied to cylinders or part of the cylinders of said engine (300).
In this way, a method and system for converting/re-cycling a (used/spent) system oil/consumable system oil into a useable cylinder oil by adjusting BN
is provided. This results in significant economical benefits since system oil/consumable system oil that otherwise ultimately would have to be disposed-of can be re-used/re-cycled as a total-loss cylinder lubricant. In addition, a more cost-effective consumable system oil can be used.
Furthermore, cylinder oil does not have to be purchased. The system oil/consumable system oil used to blend the cylinder oil is of more consistent quality as it is replenished (contrary to the traditional practice) which reduces machinery wear, etc. Thus, the replenishment of the initial fluid(s) provides enhanced and consistent performance of the initial fluids resulting in greatly reduced component wear and equipment lifecycle cost. Even further, a more environmentally friendly method/system is provided since waste, in the form of spent oil(s) that is discarded after prolonged use, is reduced as it is converted into cylinder oil.
The BN modifying additive may e.g. comprise at least one base. Preferably the at least one base comprises basic salts of alkaline or earth alkaline elements, and/or detergents and/or dispersants. The cylinder oil may be created with a BN in response to fuel oil characteristics and/or actual engine operating requirements. Further the BN of the cylinder oil may be chosen based upon sulphur-content of the used system oil. The used system oil/consumable system oil may e.g. be selected from a group of lubricants, hydraulic fluids, gear oils, system oils, trunk piston engine oils, turbine oils, heavy duty diesel oils, compressor oils, etc.
The alkaline/earth alkaline elements may e.g. be K, Na, Ca, Ba, Mg or the like. The basic salts may belong to the inorganic chemical families of e.g.
oxides, hydroxides, carbonates, sulphates or the like. The detergents may belong to the organic chemical families of e.g. sulphonates, salicylates, phenates, sulfophenates, Mannich-bases and the like. The dispersants may belong to the organic chemical families of succinimides or the like.
Alternatively, the conversion of spent/used system oil/consumable system oil into cylinder oil may be done without replenishing, i.e. the BN modifying system (400) is connected directly into the engine or is connected to a tapping system without replenishment.
Figures 2a and 2b illustrate the effects of the present invention during a test.
Shown in Figure 2a is a graph (210) illustrating the mechanical efficiency of an engine before, during and after use of the present invention where system oil/consumable system oil from the engine is modified by adding at least one friction modifier to at least a part of the system oil. The graph is separated into a first part (211) illustrating measurements in a period before application of the present invention, i.e. traditional efficiency, a second part (212) illustrating measurements in a period during application of the present lo invention and a third part (213) illustrating measurements in a period after application of the present invention.
As can be seen by the graph (210) the overall mechanical efficiency, i.e. the rate between the effective power output from the engine seen in relation to an indicated maximum power output from the engine, is increased by modifying the system oil/consumable system oil by adding at least one friction modifier according to the present invention. More specifically, it can be seen that the mechanical efficiency generally is higher in the second and third part (212; 213) of the graph (210), i.e. during and after application of the present invention.
Shown in Figure 2b is a graph (210) illustrating the loss of power of an engine before, during and after use of the present invention. The graph is separated into a first part (211) illustrating measurements in a period before application of the present invention, i.e. traditional efficiency, a second part (212) illustrating measurements in a period during application of the present invention and a third part (213) illustrating measurements in a period after application of the present invention. As can be seen by the graph (210) the overall loss of power is generally reduced in the second and third part (212;
213) of the graph (210), i.e. during and after application of the present invention.
In the claims, any reference signs placed between parentheses shall not be constructed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps other than those listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements.
Preferably, the friction modifier(s) (101) is/are ash-less friction modifier(s), which may be based on di-, tri- and/or tetra-esters of dimeric and/or fatty acids and/or fatty amides.
The ash-less friction modifier(s) may also be based on neopentylglycol, pentaerythritol, sorbitol, trimethylpropanol, glycerol and/or triethanolamine or blends of two or more of the above.
In a preferred embodiment, the least one friction modifier may be based on one or more of: triglycerides, such as castor oil, fatty phosphates, fatty acid amides, fatty epoxides, borated fatty epoxides, fatty amines, e.g.
triethanolamine, polyol esters, e.g. of glycerol, pentaerythritol, neopentylglycol, sorbitol, trimethylpropanol, borated polyol esters alkoxylated fatty amines, borated alkoxylated fatty amines, metal salts of fatty acids, sulfurized olefins, fatty imidazolines, or mixtures thereof The friction modifier(s) may also be other compounds, e.g. as disclosed in the cited prior art documents and elsewhere. See e.g. patent specification US
4,792,410 and US 5,110,488.
According to one embodiment, the friction modifier(s) (101) is/are added at a predetermined rate so that the concentration of the added friction modifier(s) (101) has a concentration of 0.2 - 2.0 % of the system oil/consumable system oil with reduced friction (301"). In an alternative embodiment, the friction modifier(s) (101) is/are added at a predetermined rate so that the concentration of the added friction modifier(s) (101) has a concentration of 0.5 - 1.5 % of the system oil/consumable system oil with reduced friction (301"). According to another embodiment, the controller or blending unit (102) varies the rate of added friction modifier (101) according to a predetermined scheme, i.e. so not necessarily the same rate is used all the time.
According to one embodiment, the system oil/consumable system oil is a consumable system oil having a reduced and/or modified additive composition reflecting its reduced oil life.
The present invention may e.g. be used offshore, on-site, on-board a vessel, and/or in a land based plant or the like.
According to a preferred embodiment of the present invention, the system/method further comprises a tapping and replenishing system/method (200) where a controller (202) controls tapping a predetermined amount of the obtained system oil/consumable system oil (301') providing tapped oil (203) and replenishing the remaining system oil/consumable system oil (301) with a predetermined second amount of fresh(er) system oil/consumable system oil (201). In this way, a part of the system oil/consumable system oil to be added with a friction modifier is replenished. Alternatively, the tapping and/or replenishing may be done continuously, near-continuously, intermittently or according to other suitable schemes.
As used system oil/consumable system oil is tapped and replenished with fresh, unspent or less spent system oil, the resulting system oil/consumable system oil is of a more consistent quality and gradual deterioration is minimised or avoided. In this way, enhanced and consistent performance of the initial fluids resulting in further reduced component wear and equipment lifecycle cost is provided.
In effect, this provides a 'consumable' system oil/consumable system oil as a part of the spent system oil/consumable system oil is tapped and replenished with fresh or fresher system oil. This is novel compared to prior art system oil/consumable system oil where the system oil/consumable system oil is kept in the engine system until about it has been degraded too much for efficient use. After this it has to be replaced and the spent system oil/consumable system oil would have to be handled as waste. A further advantage of this is that the requirements for the system oil/consumable system oil in this system are different than prior art requirements. Standard system oil/consumable system oil for prior art systems usually contains an additive package to secure a long lifetime of the system oil. System oil/consumable system oil with a prior art additive package is significantly 5 more expensive than a similar system oil/consumable system oil without the prior art additive package or with a new additive package designed for a "consumable" system oil. The present system can function with system oil/consumable system oil using a reduced and/or modified additive package ensuring sufficient oil life since it is tapped and replenished. This leads to lo reduced expenses since cheaper oil can be used in the system. Preferably, the tapped oil is used instead of becoming waste as described in the following.
The tapping/replenishment system (200) may feed directly into the engine or be part of a separate loop, instead of the one used for addition of friction modifier(s) to the system oil/consumable system oil (301') .
In another preferred embodiment, the system/method further comprises a BN
modifying system/method (400) that converts used system oil/consumable system oil into useable cylinder oil. See e.g. patent specifications US
Provisional 60/612,899 and European patent application number 04388064.0, both of the same applicant and both incorporated herein by reference, for specific details of one implementation of a BN modifying system/method (400).
In this embodiment the BN (total base number) modifying system/method (400) comprises a controller (402) for creating a cylinder oil on the basis of the tapped system oil/consumable system oil (203) by determining the BN of the tapped oil (203), determining a desired BN of the cylinder oil (302) and adjusting the BN of the tapped oil (203) accordingly by blending the tapped oil (203) with at least one BN modifying additive (401) resulting in a cylinder oil (302'), where said cylinder oil (302') is supplied to cylinders or part of the cylinders of said engine (300).
In this way, a method and system for converting/re-cycling a (used/spent) system oil/consumable system oil into a useable cylinder oil by adjusting BN
is provided. This results in significant economical benefits since system oil/consumable system oil that otherwise ultimately would have to be disposed-of can be re-used/re-cycled as a total-loss cylinder lubricant. In addition, a more cost-effective consumable system oil can be used.
Furthermore, cylinder oil does not have to be purchased. The system oil/consumable system oil used to blend the cylinder oil is of more consistent quality as it is replenished (contrary to the traditional practice) which reduces machinery wear, etc. Thus, the replenishment of the initial fluid(s) provides enhanced and consistent performance of the initial fluids resulting in greatly reduced component wear and equipment lifecycle cost. Even further, a more environmentally friendly method/system is provided since waste, in the form of spent oil(s) that is discarded after prolonged use, is reduced as it is converted into cylinder oil.
The BN modifying additive may e.g. comprise at least one base. Preferably the at least one base comprises basic salts of alkaline or earth alkaline elements, and/or detergents and/or dispersants. The cylinder oil may be created with a BN in response to fuel oil characteristics and/or actual engine operating requirements. Further the BN of the cylinder oil may be chosen based upon sulphur-content of the used system oil. The used system oil/consumable system oil may e.g. be selected from a group of lubricants, hydraulic fluids, gear oils, system oils, trunk piston engine oils, turbine oils, heavy duty diesel oils, compressor oils, etc.
The alkaline/earth alkaline elements may e.g. be K, Na, Ca, Ba, Mg or the like. The basic salts may belong to the inorganic chemical families of e.g.
oxides, hydroxides, carbonates, sulphates or the like. The detergents may belong to the organic chemical families of e.g. sulphonates, salicylates, phenates, sulfophenates, Mannich-bases and the like. The dispersants may belong to the organic chemical families of succinimides or the like.
Alternatively, the conversion of spent/used system oil/consumable system oil into cylinder oil may be done without replenishing, i.e. the BN modifying system (400) is connected directly into the engine or is connected to a tapping system without replenishment.
Figures 2a and 2b illustrate the effects of the present invention during a test.
Shown in Figure 2a is a graph (210) illustrating the mechanical efficiency of an engine before, during and after use of the present invention where system oil/consumable system oil from the engine is modified by adding at least one friction modifier to at least a part of the system oil. The graph is separated into a first part (211) illustrating measurements in a period before application of the present invention, i.e. traditional efficiency, a second part (212) illustrating measurements in a period during application of the present lo invention and a third part (213) illustrating measurements in a period after application of the present invention.
As can be seen by the graph (210) the overall mechanical efficiency, i.e. the rate between the effective power output from the engine seen in relation to an indicated maximum power output from the engine, is increased by modifying the system oil/consumable system oil by adding at least one friction modifier according to the present invention. More specifically, it can be seen that the mechanical efficiency generally is higher in the second and third part (212; 213) of the graph (210), i.e. during and after application of the present invention.
Shown in Figure 2b is a graph (210) illustrating the loss of power of an engine before, during and after use of the present invention. The graph is separated into a first part (211) illustrating measurements in a period before application of the present invention, i.e. traditional efficiency, a second part (212) illustrating measurements in a period during application of the present invention and a third part (213) illustrating measurements in a period after application of the present invention. As can be seen by the graph (210) the overall loss of power is generally reduced in the second and third part (212;
213) of the graph (210), i.e. during and after application of the present invention.
In the claims, any reference signs placed between parentheses shall not be constructed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps other than those listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements.
Claims (26)
1. A method of reducing fuel consumption and environmental impact in a two-stroke engine comprising the steps of:
.cndot. using fresh or partially used system oil (301, 301') from at least one engine (300), .cndot. adding (102) at least one friction modifier (101) to at least a part of the obtained fresh or partially used system oil (301, 301'), where the addition of the at least one friction modifier (101) reduces the friction coefficient of the obtained system oil (301, 301'), resulting in a system oil with reduced friction (301 "), and .cndot. supplying said system oil with reduced friction (301") to said at least one engine (300).
.cndot. using fresh or partially used system oil (301, 301') from at least one engine (300), .cndot. adding (102) at least one friction modifier (101) to at least a part of the obtained fresh or partially used system oil (301, 301'), where the addition of the at least one friction modifier (101) reduces the friction coefficient of the obtained system oil (301, 301'), resulting in a system oil with reduced friction (301 "), and .cndot. supplying said system oil with reduced friction (301") to said at least one engine (300).
2. A method according to claim 1, wherein at least one of said at least one friction modifier (101) is an ash-less friction modifier.
3. A method according to claim 2, wherein said at least one ash-less friction modifier is based on di-, tri- and/or tetra-esters of dimeric and/or fatty acids and/or fatty amides.
4. A method according to claim 2, wherein said at least one ash-less friction modifier is based on neopentylglycol, pentaerythritol, sorbitol, trimethylpropanol, glycerol and/or triethanolamine or blends thereof.
5. A method according to claim 2, wherein said at least one friction modifier is based on one or more selected from the group of:
.cndot. triglycerides (of animal and/or vegetable origin), such as rape seed, soy bean, and/or castor oil,, .cndot. fatty phosphates, .cndot. fatty acid amides, .cndot. fatty epoxides, .cndot. borated fatty epoxides, .cndot. fatty amines, .cndot. polyol esters, .cndot. borated polyol esters alkoxylated fatty amines, .cndot. borated alkoxylated fatty amines, .cndot. metal salts of fatty acids, .cndot. sulfurized olefins, .cndot. fatty imidazolines, or .cndot. mixtures thereof
.cndot. triglycerides (of animal and/or vegetable origin), such as rape seed, soy bean, and/or castor oil,, .cndot. fatty phosphates, .cndot. fatty acid amides, .cndot. fatty epoxides, .cndot. borated fatty epoxides, .cndot. fatty amines, .cndot. polyol esters, .cndot. borated polyol esters alkoxylated fatty amines, .cndot. borated alkoxylated fatty amines, .cndot. metal salts of fatty acids, .cndot. sulfurized olefins, .cndot. fatty imidazolines, or .cndot. mixtures thereof
6. A method according to claim 1, wherein said at least one friction modifier (101) is added at a predetermined rate so that the concentration of the added friction modifier(s) (101) has a concentration of 0.2 - 2.0 % of said system oil with reduced friction (301 ").
7. A method according to claim 1, wherein said at least one friction modifier (101) is added at a predetermined rate so that the concentration of the added friction modifier(s) (101) has a concentration of 0.5 - 1.5 % of said system oil with reduced friction (301").
8. A method according to claim 1, wherein the method is used offshore, on-site, on-board a vessel, and/or in a land based plant.
9. A method according to claim 1, wherein the method further comprises the step of:
.cndot. tapping (202) a predetermined first amount of the obtained system oil (301') providing tapped system oil (203) and replenishing the remaining obtained system oil (301') with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
.cndot. tapping (202) a predetermined first amount of the obtained system oil (301') providing tapped system oil (203) and replenishing the remaining obtained system oil (301') with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
10. A method according to claim 1, wherein the method further comprises the step of:
.cndot. tapping (202) a predetermined first amount of system oil (301) from the engine (300) providing tapped system oil (203) and replenishing remaining system oil (301) with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
.cndot. tapping (202) a predetermined first amount of system oil (301) from the engine (300) providing tapped system oil (203) and replenishing remaining system oil (301) with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
11. A method according to claims 9 or 10, wherein the method further comprises the steps of:
.cndot. creating (402) a cylinder oil on the basis of the tapped system oil (203) by determining at least one critical parameter of the tapped system oil (203), determining at least one desired parameter of a cylinder oil (302) and adjusting said at least one critical parameter of the tapped system oil (203) accordingly by blending the tapped system oil (203) with at least one BN modifying additive (401) resulting in a created cylinder oil (302'), and .cndot. supplying said created cylinder oil (302') to cylinders or part of the cylinders of said engine (300).
.cndot. creating (402) a cylinder oil on the basis of the tapped system oil (203) by determining at least one critical parameter of the tapped system oil (203), determining at least one desired parameter of a cylinder oil (302) and adjusting said at least one critical parameter of the tapped system oil (203) accordingly by blending the tapped system oil (203) with at least one BN modifying additive (401) resulting in a created cylinder oil (302'), and .cndot. supplying said created cylinder oil (302') to cylinders or part of the cylinders of said engine (300).
12. A method according to claim 1 wherein said system oil is selected from the group of:
- a traditional system oil comprising additives for long-time performance or formulated with an additive treat-rate providing long-time performance, and - a consumable system oil without long-time performance additives or formulated with a reduced additive treat-rate not providing long-time performance.
- a traditional system oil comprising additives for long-time performance or formulated with an additive treat-rate providing long-time performance, and - a consumable system oil without long-time performance additives or formulated with a reduced additive treat-rate not providing long-time performance.
13. A system for reducing fuel consumption in a two-stroke engine comprising .cndot. a blending unit (102) for adding at least one friction modifier (101) to at least a part of an obtained system oil (301, 301'), where the addition of the at least one friction modifier (101) reduces the friction coefficient of the obtained system oil (301, 301'), resulting in a system oil with reduced friction (301") and for supplying said system oil with reduced friction (301 ") to said at least one engine (300).
14. A system according to claim 13, wherein at least one of said at least one friction modifier (101) is an ash-less friction modifier.
15. A system according to claim 13, wherein said at least one friction modifier is based on one or more selected from the group of:
.cndot. triglycerides (of animal and/or vegetable origin), such as rape seed, soy bean, and/or castor oil,, .cndot. fatty phosphates, .cndot. fatty acid amides, .cndot. fatty epoxides, .cndot. borated fatty epoxides, .cndot. fatty amines, .cndot. polyol esters, .cndot. borated polyol esters alkoxylated fatty amines, .cndot. borated alkoxylated fatty amines, .cndot. metal salts of fatty acids, .cndot. sulfurized olefins, .cndot. fatty imidazolines, or .cndot. mixtures thereof
.cndot. triglycerides (of animal and/or vegetable origin), such as rape seed, soy bean, and/or castor oil,, .cndot. fatty phosphates, .cndot. fatty acid amides, .cndot. fatty epoxides, .cndot. borated fatty epoxides, .cndot. fatty amines, .cndot. polyol esters, .cndot. borated polyol esters alkoxylated fatty amines, .cndot. borated alkoxylated fatty amines, .cndot. metal salts of fatty acids, .cndot. sulfurized olefins, .cndot. fatty imidazolines, or .cndot. mixtures thereof
16. A system according to claim 13, wherein the system (100) is located offshore, on-site, on-board a vessel, and/or in a land based plant.
17. A system according to claim 13, wherein the system further comprises:
.cndot. a controller (202) for tapping a predetermined first amount of the obtained system oil (301') providing tapped system oil (203) and replenishing the remaining obtained system oil (301') with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
.cndot. a controller (202) for tapping a predetermined first amount of the obtained system oil (301') providing tapped system oil (203) and replenishing the remaining obtained system oil (301') with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
18. A system according to claim 13, wherein the system further comprises:
.cndot. a controller (202) for tapping a predetermined first amount of system oil (301) from the engine (300) providing tapped system oil (203) and replenishing remaining system oil (301) with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
.cndot. a controller (202) for tapping a predetermined first amount of system oil (301) from the engine (300) providing tapped system oil (203) and replenishing remaining system oil (301) with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
19. A system according to claims 17 or 18, wherein the system further comprises:
.cndot. a controller for creating a cylinder oil (402) on the basis of the tapped system oil (203) by determining at least one critical parameter of the tapped system oil (203), determining at least one desired parameter of a cylinder oil (302) and adjusting said at least one critical parameters of the tapped system oil (203) accordingly by blending the tapped system oil (203) with at least one BN modifying additive (401) resulting in a created cylinder oil (302'), and for supplying said created cylinder oil (302') to at cylinders or part of the cylinders of said engine (300).
.cndot. a controller for creating a cylinder oil (402) on the basis of the tapped system oil (203) by determining at least one critical parameter of the tapped system oil (203), determining at least one desired parameter of a cylinder oil (302) and adjusting said at least one critical parameters of the tapped system oil (203) accordingly by blending the tapped system oil (203) with at least one BN modifying additive (401) resulting in a created cylinder oil (302'), and for supplying said created cylinder oil (302') to at cylinders or part of the cylinders of said engine (300).
20. A system according to claim 13 wherein said system oil is selected from the group of:
- a traditional system oil comprising additives for long-time performance or formulated with an additive treat-rate providing long-time performance, and - a consumable system oil without long-time performance additives or formulated with a reduced additive treat-rate not providing long-time performance.
- a traditional system oil comprising additives for long-time performance or formulated with an additive treat-rate providing long-time performance, and - a consumable system oil without long-time performance additives or formulated with a reduced additive treat-rate not providing long-time performance.
21. A method according to claim 1, wherein the method further comprises a consumable system oil (301) for use in an engine (300), wherein the engine (300) is connected with a controller (202) for tapping a predetermined first amount of system oil (301) from the engine (300) providing tapped system oil (203) and for replenishing remaining system oil (301) with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
22. A method according to claim 21, wherein the consumable system oil is formulated with reduced additive(s) treat rate(s).
23. A method according to claim 21, wherein the system oil is formulated using additives/components and/or base oil(s) selected on economics rather than extended performance.
24. A system according to claim 13, wherein the system further comprises a consumable system oil (301) for use in an engine (300), wherein the engine (300) is connected with a controller (202) for tapping a predetermined first amount of system oil (301) from the engine (300) providing tapped system oil (203) and for replenishing remaining system oil (301) with a predetermined second amount of fresher system oil (201), where tapping and/or replenishing is done continuously, near-continuously or intermittently.
25. A system according to claim 24, wherein the consumable system oil is formulated with reduced additive(s) treat rate(s).
26. A system according to claim 24, wherein the system oil is formulated using additives/components and/or base oil(s) selected on economics rather than extended performance.
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|---|---|---|---|
| PCT/DK2004/000929 WO2006069572A1 (en) | 2004-12-30 | 2004-12-30 | Method and system for improving fuel economy and environmental impact operating a 2-stroke engine |
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|---|---|
| CA2592882A1 true CA2592882A1 (en) | 2006-07-06 |
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| CA002592882A Abandoned CA2592882A1 (en) | 2004-12-30 | 2004-12-30 | Method and system for improving fuel economy and environmental impact operating a 2-stroke engine |
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| CN (1) | CN100560950C (en) |
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| EP2486250B1 (en) * | 2009-10-08 | 2018-09-05 | Shell International Research Maatschappij B.V. | System for lubricating a two-stroke engine |
| EP2503148A1 (en) * | 2011-03-21 | 2012-09-26 | Siemens Aktiengesellschaft | Wind turbine with an automatic liquid lubricant changing arrangement |
| BR112015011472A2 (en) | 2012-11-19 | 2017-07-11 | Castrol Ltd | container, method and control system |
| ES2569731T3 (en) * | 2013-02-19 | 2016-05-12 | Lukoil Marine Lubricants Germany Gmbh | Procedure and apparatus for preparing oil for cylinders |
| DE102013002744B4 (en) * | 2013-02-19 | 2022-12-29 | MAN Energy Solutions, filial af MAN Energy Solutions SE, Germany | System for influencing the sliding properties of a sliding pair |
| RU2538191C1 (en) * | 2013-05-13 | 2015-01-10 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Кубанский государственный аграрный университет" | Device to improve durability of friction units in internal combustion engines and in reduction gears (versions) |
| GB201409082D0 (en) | 2014-05-21 | 2014-07-02 | Castrol Ltd | Fluid container |
| JP6347757B2 (en) * | 2015-03-13 | 2018-06-27 | 三菱重工業株式会社 | PHASE ADJUSTING DEVICE FOR Cylinder Liner Sliding Surface of Internal Combustion Engine, Cylinder Lubricating Device for Internal Combustion Engine, and Internal Combustion Engine |
| DK3341595T3 (en) * | 2015-08-24 | 2022-09-05 | A P Moeller Mærsk As | METHOD AND APPARATUS FOR PREPARING AN OIL TO BE SUPPLIED TO THE CYLINDERS OF A TWO-STROKE CROSS HEAD ENGINE |
| DK179212B1 (en) * | 2015-10-20 | 2018-02-05 | A P Møller Mærsk As | Method and apparatus for preparing an oil to be supplied to the cylinders of a two-stroke crosshead engine |
| EP4242512A3 (en) | 2017-10-31 | 2023-12-13 | Maersk A/S | Apparatus and method for blending oil on a marine vessel |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5067455A (en) * | 1989-11-04 | 1991-11-26 | Nippondenso Co., Ltd. | Method and apparatus for adding additives to lubricating oil |
| JPH03227398A (en) * | 1989-11-04 | 1991-10-08 | Nippondenso Co Ltd | Lubricating oil-purifying device |
| US5282990A (en) | 1990-07-31 | 1994-02-01 | Exxon Chemical Patents Inc. | Synergistic blend of amine/amide and ester/alcohol friction modifying agents for improved fuel economy of an internal combustion engine |
| US6074995A (en) | 1992-06-02 | 2000-06-13 | The Lubrizol Corporation | Triglycerides as friction modifiers in engine oil for improved fuel economy |
| CA2195702C (en) * | 1996-01-31 | 2005-11-22 | Sumanth Addagarla | Lubricant composition suitable for direct fuel injected, crankcase-scavenged two-stroke cycle engines |
| JPH10339125A (en) * | 1997-06-09 | 1998-12-22 | Mitsubishi Heavy Ind Ltd | Internal combustion engine having stuffing box |
| JP3866408B2 (en) * | 1998-03-17 | 2007-01-10 | 株式会社住本科学研究所 | Method for preventing waste oil generation from diesel engines |
| JP2000303875A (en) * | 1999-04-19 | 2000-10-31 | Sekiguchi:Kk | Method and apparatus for improving lubrication of emulsion fuel |
| EP1229101A1 (en) * | 2001-02-06 | 2002-08-07 | Infineum International Limited | Marine diesel engine lubricant |
| US20030166476A1 (en) * | 2002-01-31 | 2003-09-04 | Winemiller Mark D. | Lubricating oil compositions with improved friction properties |
| US20030171223A1 (en) | 2002-01-31 | 2003-09-11 | Winemiller Mark D. | Lubricating oil compositions with improved friction properties |
| US6845745B2 (en) * | 2002-02-26 | 2005-01-25 | Exxonmobil Research And Engineering Company | Modification of lubricant properties in a recirculating lubricant system |
| ES2332719T3 (en) * | 2004-09-24 | 2010-02-11 | A.P. Moller - Maersk A/S | PROCEDURE AND SYSTEM TO MODIFY A HYDROCARBON FLUID TO CREATE AN OIL FOR CYLINDERS. |
-
2004
- 2004-12-30 BR BRPI0419243-5A patent/BRPI0419243A/en not_active IP Right Cessation
- 2004-12-30 MX MX2007007954A patent/MX2007007954A/en not_active Application Discontinuation
- 2004-12-30 WO PCT/DK2004/000929 patent/WO2006069572A1/en active Application Filing
- 2004-12-30 CN CNB2004800448718A patent/CN100560950C/en active Active
- 2004-12-30 CA CA002592882A patent/CA2592882A1/en not_active Abandoned
- 2004-12-30 JP JP2007548688A patent/JP2008527055A/en active Pending
- 2004-12-30 AU AU2004326157A patent/AU2004326157A1/en not_active Abandoned
-
2007
- 2007-06-26 IL IL184229A patent/IL184229A0/en unknown
- 2007-07-13 IS IS8662A patent/IS8662A/en unknown
- 2007-07-26 NO NO20073930A patent/NO20073930L/en not_active Application Discontinuation
-
2008
- 2008-03-27 HK HK08103421.5A patent/HK1113397A1/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| BRPI0419243A (en) | 2007-12-18 |
| NO20073930L (en) | 2007-10-01 |
| IL184229A0 (en) | 2007-10-31 |
| AU2004326157A1 (en) | 2006-07-06 |
| JP2008527055A (en) | 2008-07-24 |
| CN101115911A (en) | 2008-01-30 |
| WO2006069572A8 (en) | 2007-08-09 |
| IS8662A (en) | 2007-07-13 |
| HK1113397A1 (en) | 2008-10-03 |
| CN100560950C (en) | 2009-11-18 |
| MX2007007954A (en) | 2007-09-18 |
| WO2006069572A1 (en) | 2006-07-06 |
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