EP3483403A1 - Dispositif de lubrification pour un moteur diesel de grande dimension - Google Patents

Dispositif de lubrification pour un moteur diesel de grande dimension Download PDF

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Publication number
EP3483403A1
EP3483403A1 EP18201514.9A EP18201514A EP3483403A1 EP 3483403 A1 EP3483403 A1 EP 3483403A1 EP 18201514 A EP18201514 A EP 18201514A EP 3483403 A1 EP3483403 A1 EP 3483403A1
Authority
EP
European Patent Office
Prior art keywords
lubrication
lubricant
reservoir
diesel engine
feed pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP18201514.9A
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German (de)
English (en)
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EP3483403B1 (fr
Inventor
Edwin Fullagar
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Winterthur Gas and Diesel AG
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Winterthur Gas and Diesel AG
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Publication date
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Publication of EP3483403A1 publication Critical patent/EP3483403A1/fr
Application granted granted Critical
Publication of EP3483403B1 publication Critical patent/EP3483403B1/fr
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Classifications

    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/08—Lubricating systems characterised by the provision therein of lubricant jetting means
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • 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
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F01M2001/0207—Pressure lubrication using lubricating pumps characterised by the type of pump
    • F01M2001/0238—Rotary pumps
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F01M2001/0284—Pressure lubrication using lubricating pumps mounting of the pump
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/08—Lubricating systems characterised by the provision therein of lubricant jetting means
    • F01M2001/083—Lubricating systems characterised by the provision therein of lubricant jetting means for lubricating cylinders
    • 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
    • F01M1/00—Pressure lubrication
    • F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
    • F01M2001/123—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10 using two or more pumps
    • 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

Definitions

  • the invention relates to a lubrication arrangement for the lubrication of cylinders of a large diesel engine and a combination of such a lubrication arrangement with a large diesel engine in accordance with the preamble of the independent claim of the respective category.
  • Liquid or gaseous fuels that may be combusted alternatively in a multi-fuel large diesel engine comprise beside heavy oil, marine diesel or diesel in particular alcohols such as methanol or ethanol, natural gases such as LNG (liquefied natural gas), emulsions or suspensions.
  • alcohols such as methanol or ethanol
  • natural gases such as LNG (liquefied natural gas), emulsions or suspensions.
  • MSAR multiphase superfine atomised residue
  • a heavy hydrocarbon e.g. bitumen, heavy oil or the like in water
  • An example for suspensions that are used as fuel for large engines is a suspension of pulverized coal in water.
  • a specific type of a multi-fuel engine is an engine that is usually referred to as “dual-fuel engine” or “dual-fuel motor”. These are engines that can be operated with two different fuels.
  • a gas mode a gas, for example natural gas like LNG (liquefied natural gas) or another suited gas for operating an internal combustion engine is used for the combustion in the cylinders.
  • LNG liquefied natural gas
  • a liquid mode a suited liquid fuel like gasoline, diesel, marine diesel or heavy oil is used for the combustion in the cylinders of the same engine.
  • large diesel engine or the like encompasses also multi-fuel engines, dual-fuel engines and such large engines, which can be operated beside the diesel operation, that is characterized by the self-ignition of the fuel, also in an Otto operation, that is characterized by an external ignition, or in a mixed form of these two operations. More generally the term “large diesel engine” also encompasses large engines, which can be operated alternatively with at least two different fuels, wherein at least one of the fuels is suited to operate the engine according to the diesel method of operation.
  • the lubrication of the cylinders is of utmost importance.
  • Modern large diesel engines are fully electronically controlled and usually comprise a control system which controls all motor functions, such as the fuel injection, the exhaust valve timing and also the lubrication of the cylinders, in particular the amount of supplied lubricant and/or the timing of the lubrication.
  • a lubrication device is designed as a lubrication rail.
  • the lubrication rail extends along all the cylinders of the engine and comprises a plurality of injection pumps arranged in proximity of the cylinders.
  • one separate injection pump is provided for each cylinder, i.e. each cylinder has its own separate injection pump for the lubricant.
  • each injection pump is configured as a dosing pump for supplying a metered amount of lubricant per lubrication act to the respective cylinder.
  • the outlet of each injection pump is connected to at least one lubrication opening arranged at the running surface (cylinder wall or liner) and/or at the piston of the respective cylinder.
  • each cylinder comprises a plurality, for example 4-10 lubrication opening which are e.g. arranged at different locations of the running surface, and which are all fed by the same injection pump associated with the respective cylinder.
  • the respective inlet of each of the injection pumps arranged in the rail is provided with lubricant.
  • the lubrication rail comprises an inlet for the lubricant and this common inlet is in fluid communication with each of the individual injection pumps.
  • the inlet of the lubrication rail is connected by means of a supply line to a reservoir for example a tank for the lubricant.
  • said reservoir for the lubricant also referred to as "daily tank” or “service tank” is usually located some distance away from the large diesel engine and supported directly by the ship hull, whereas the lubrication rail constitutes a part of the engine and is directly mounted to the engine.
  • the reservoir for the lubricant is usually delivered and mounted by the shipyard, whereas the lubrication rail is delivered as part of the engine by the engine manufacturer.
  • the supply line is mounted to connect the reservoir with the inlet of the lubrication rail.
  • the inlet pressure of the lubricant at the inlet of the lubrication rail should be approximately 0.3 bar overpressure to enable the operation of the lubrication rail. Consequently, the bottom or the outlet of the reservoir for the lubricant has to be located at an elevation of at least three meters (vertical distance) above the inlet of the lubrication rail. This requires a considerable amount of space and imposes restrictions regarding the location of the reservoir for the lubricant, which is a drawback of such known systems.
  • Lubricants that are used for the cylinder lubrication in large diesel engines are usually high viscosity oils (e.g. SAE 50).
  • SAE 50 high viscosity oils
  • the reservoir and/or the lubrication rail are quite cold whereby the lubricant becomes even more viscid.
  • the high viscosity of the lubricant caused by its low temperature may become critical and endanger the proper operation of the lubrication system.
  • a malfunction of the lubrication system or an insufficient lubrication of the cylinders may cause severe damages of the engine. Therefore it is a known measure to provide large supply lines having a considerable diameter.
  • heating devices are provided at the reservoir for the lubricant and/or at the supply line between the reservoir and the inlet of the lubrication rail in order to increase the temperature of the lubricant and therewith ensure an easy and reliable flow of the lubricant into the injection pumps.
  • the lubricant is heated to such an extent that it enters the lubrication rail with a temperature of 35°C.
  • these heating devices cause additional costs, are an additional potential source for disturbances and - depending on the ambient conditions (such as temperature) cannot always ensure a sufficient heating of the lubricant.
  • a lubrication arrangement for the lubrication of cylinders of a large diesel engine, comprising a reservoir for a lubricant, a lubrication device for being mounted to the large diesel engine, and a supply line connecting the reservoir with an inlet of the lubrication device for delivering the lubricant from the reservoir to the lubrication device, wherein the lubrication device comprises a plurality of injection pumps for delivering the lubricant into the cylinders, and wherein a feed pump is provided, which is arranged to pressurize the lubricant in the supply line, so that the lubricant is supplied with an overpressure to the inlet of the lubrication device.
  • the feed pump to pressurize the lubricant in the supply line between the reservoir and the inlet of the lubrication device the lubricant is always delivered to the inlet of the lubrication device at an overpressure thus ensuring a proper operation of the lubrication device and in particular a sufficient supply of the injection pumps with the lubricant for all operational states of the large diesel engine.
  • the overpressure of the lubricant at the inlet of the lubrication device ensures that the individual injection pumps are always properly filled between each lubrication act or working cycle.
  • the lubrication arrangement becomes considerably less sensitive to the influence of temperature. As a consequence it may become possible to completely dispense with any heating device for the lubricant at the reservoir and/or at the supply line. This results in a much simpler design of the lubrication arrangement and reduces the costs because no heating devices are required.
  • the lubricant is delivered to the inlet of the lubrication device by means of the feed pump, the influence of the viscosity of the lubricant is considerably reduced, so that the supply line may be designed with a considerably smaller diameter as compared to known devices.
  • a further advantage of the lubrication arrangement according to the invention is the simplification when switching from one lubricant to a different lubricant.
  • the lubricant for the cylinder lubrication may be changed when the engine is switched from the combustion of a first fuel to the combustion to a second, different fuel.
  • the change from one fuel to a different one may also require a switch from a first lubricant to a second lubricant to ensure a proper lubrication and as the case may be a neutralization of aggressive components contained in the respective fuel or generated upon combustion of the respective fuel.
  • the feed pump is arranged closer to the reservoir than to the inlet of the lubrication device, so that the length of the supply line between the feed pump and the inlet is larger, preferably at least twice as large, as the length of the supply line between the reservoir and the feed pump.
  • Arranging the feed pump closer to the reservoir has the advantage that the pressure loss in the supply line is compensated by the feed pump and there is no or nearly no loss of suction pressure for the feed pump. If the feed pump were to be arranged close to the inlet of the lubrication device, the pressure loss caused by the friction of the lubricant in the supply line would reduce the suction pressure of the feed pump.
  • the feed pump is arranged at an outlet of the reservoir. This is a simple possibility to ensure that the entire supply line is always pressurized from the reservoir all the way to the lubrication device.
  • the feed pump is mounted to a wall or to a bottom of the reservoir.
  • the feed pump is designed for supplying the lubricant to the inlet of the lubrication device with an overpressure of at least 0.5 bar (50 kPa), preferably at least 1 bar (100 kPa).
  • the overpressure of the lubricant at the inlet of the lubrication device does not have to be very high because the overpressure shall only ensure that the injection pumps are always sufficiently provided with lubricant.
  • the feed pump is designed for supplying the lubricant to the inlet of the lubrication device with an overpressure of at least 1.5 bar (150 kPa), preferably with an overpressure of approximately 1.5 bar (150 kPa). It has been found that an overpressure of approximately 1.5 bar at the inlet of the lubrication device is completely sufficient to ensure an adequate supply of the injection pumps with lubricant.
  • the feed pump may be designed as quite a small pump. This is in particular advantageous in view of the costs for the feed pump as well as in view of the energy consumption.
  • the feed pump is designed for supplying the lubricant to the inlet of the lubrication device with an overpressure of at most 3.0 bar (300 kPa), preferably at most 2 bar (200 kPa).
  • This overpressure is sufficient for a reliable supply of lubricant to the lubrication device.
  • Restricting the overpressure to 3 bar or 2 bar respectively has the advantage that the supply line as well as the connection to the lubrication device do not have to be designed as specific high pressure line or connections.
  • the reservoir is connected to ambient pressure, so that the lubricant in the reservoir is not yet pressurized but at ambient pressure.
  • the feed pump is designed for a power consumption of at most 500 W, preferably at most 250 W.
  • the feed pump is designed for a power consumption of at most 50 W, preferably for a power consumption of approximately 20 W. This renders possible a particularly economic operation of the feed pump without endangering a proper operation of the lubrication arrangement.
  • the lubrication arrangement is having a backup feed pump for pressurizing the lubricant in the supply line in case of a failure of the feed pump.
  • the backup feed pump is arranged at the reservoir.
  • the supply line between the reservoir and the inlet of the lubrication device is the sole fluid connection for the lubricant between the reservoir and the lubrication device.
  • the feed pump has to deliver only such an amount of lubricant which is actually consumed for a reliable cylinder lubrication.
  • the lubrication arrangement does not comprise any recycling line for recycling any lubricant from the lubrication device back to the reservoir. Therefore, the feed pump has to deliver only the lubricant actually needed for the cylinder lubrication, but the feed pump has not to move any lubricant in a closed cycle or a cycle, i.e. from the reservoir to the lubrication device and then back to the reservoir. This measure considerably reduces the required energy consumption of the feed pump and may also reduce the size of the feed pump as well as the amount of pipework.
  • the lubrication device comprises one separate injection pump for each cylinder of the large diesel engine, i.e. the number of injection pumps equals the number of cylinders in the large diesel engine. This has the advantage that the lubrication of each cylinder may be controlled individually and independently from the other cylinders.
  • each injection pump is designed to supply a plurality of lubrication openings, each of which is located at the same cylinder for delivering the lubricant into said cylinder. This measure may improve the lubrication process in the respective cylinder.
  • a combination is proposed of a lubrication arrangement and a large diesel engine having at least one cylinder, in which a piston is arranged for a reciprocating movement between a top dead center and a bottom dead center, wherein the lubrication arrangement for the lubrication of all cylinders is designed according to the invention.
  • the lubrication device is mounted to the large diesel engine and the reservoir is arranged at a support structure different from the large diesel engine, preferably at a hull of a vessel.
  • the lubrication device may be considered as a component of the large diesel engine, whereas the reservoir for the lubricant does not constitute a component of the large diesel engine but is mounted to a different support structure usually some distance away from the large diesel engine.
  • the supply line is the sole fluid connection line between the reservoir and the large diesel engine.
  • the reservoir contains only unused or fresh lubricant but no lubricant that has been used before for the lubrication of components of the diesel engine.
  • the large diesel engine is a large two-stroke diesel engine, and in particular as a large two-stroke engine with longitudinal scavenging.
  • the large diesel engine is a multi-fuel engine or a dual-fuel engine.
  • the large diesel engine may be designed as a dual fuel engine for the combustion of a liquid fuel, preferably heavy oil, and for the combustion of a gas, wherein it is preferred that the gas is supplied to the cylinder at a low pressure of at most 50 bar, preferably at most 20 bar.
  • Fig. 1 shows in a schematic representation of an embodiment of a lubrication arrangement according to the invention in combination with a large diesel engine.
  • the lubrication arrangement is designated in its entity with reference numeral 1
  • the large diesel engine is designated in its entity with reference numeral 10.
  • the large diesel engine 10 is designed as a large two-stroke diesel engine 10 with longitudinal scavenging. Since these large diesel engines 10 are well known in the art, there is no need for a detailed description. Furthermore, reference is made by way of example to the application that the large diesel engine 10 is the main propulsion unit of a ship or a vessel.
  • the invention is not restricted to this specific type of a large diesel engine 10.
  • the large diesel engine 10 may be any type of large diesel engine as they are used for example as main propulsion units for ships or also in stationary operation, for example for driving large generators for the production of electrical power.
  • the large diesel engine 10 can be designed as two-stroke or four-stroke engine.
  • the large diesel engine 10 is designed as a multi-fuel engine for the combustion of a plurality of different liquid and/or gaseous fuels or as a dual fuel engine for the combustion of a liquid fuel and for the combustion of a gas, for example natural gas.
  • the large diesel engine 10 may also be designed for being operated with more than two different fuels.
  • the large diesel engine 10 has at least one cylinder 11 but typically more, for example up to fourteen cylinders 11. Since it is sufficient for the understanding of the invention, in Fig. 1 there are shown as an example five cylinders 11.
  • a piston (not shown) is arranged for a reciprocating movement between a top dead center and a bottom dead center.
  • the top side of the piston and a cylinder cover (not shown) together with the cylinder wall or a cylinder liner of the cylinder 11 are delimiting a combustion chamber, in which a fuel is injected for the combustion.
  • Each cylinder 11 further comprises an exhaust valve (not shown) through which the combustion gases are discharged from the combustion chamber to an exhaust gas system (not shown).
  • the movement of the pistons in the cylinders 11 drives the rotation of a crankshaft 12 which is connected to a propeller (not shown) for the propulsion of the ship.
  • An engine control unit (not shown) operates and controls all functions of the large diesel engine 10, for example the operation of the exhaust valves for the gas exchange, the lubrication of the cylinders 11 and the injection process for the fuel, by way of electric or electronic signals and commands.
  • the engine control unit receives information from several detectors, sensors or measuring devices.
  • the lubrication arrangement 1 For the lubrication of the cylinders 11, more precisely for the lubrication between the piston and the cylinder wall or the cylinder liner, respectively, along which the piston moves forth and back in the respective cylinder 11, the lubrication arrangement 1 is provided.
  • the lubrication arrangement 1 is designed only for supplying lubricant to the cylinders 11 for the lubrication of the respective piston when moving along the cylinder wall or the cylinder liner, respectively.
  • the lubrication arrangement 1 is not configured for supplying lubricant or any other fluid, such as a system fluid or a hydraulic oil, to any other component of the diesel engine, e.g. the cross head or hydraulic actuators.
  • the lubrication arrangement comprises a reservoir 2 for the lubricant, for example a tank, a lubrication device 3 having an inlet 31 for the lubricant, and a supply line 4 for delivering the lubricant from the reservoir 2 to the inlet 31 of the lubrication device 3.
  • the reservoir 2 for the lubricant which is also referred to as "daily tank", is usually located some distance away from the large diesel engine 10 and for example mounted to or supported by the hull of the vessel. Usually the reservoir 2 is neither mounted to nor directly supported by the large diesel engine 10.
  • the reservoir 2 is connected to ambient pressure, i.e. there is at least one opening to the environment, so that the lubricant in the reservoir 2 is at ambient pressure, meaning that the lubricant in the reservoir 2 is not pressurized.
  • the reservoir 2 contains only fresh or unused lubricant. In particular, there is no return line nor any other means to recycle any lubricant from the large diesel engine 10 to the reservoir 2. In particular, no used lubricant for example from the crankcase or any other sump of the large diesel engine 10 is supplied to the reservoir 2.
  • the lubrication device 3 is configured for being mounted to the large diesel engine.
  • the lubrication device 3 is for example designed as a lubrication rail 3 extending along all cylinders 11 of the large diesel engine 10.
  • the lubrication device 3 comprises a plurality of injection pumps 32 for delivering the lubricant to the cylinders 11, in particular to a plurality of lubrication openings (not shown) provided at the cylinder wall 11 or the cylinder liner, respectively, and/or at the piston of the respective cylinder.
  • the lubricant is conveyed by the injection pumps 32 through the lubrication openings and applied to the respective running surface along which the piston moves forth and back, i.e. the cylinder wall or the cylinder liner, respectively.
  • the lubrication device 3 comprises exactly one separate injection pump 32 for each cylinder 11, i.e. the number of injection pumps 32 equals the number of the cylinders 11, so that each cylinder 11 has its own injection pump 32.
  • each cylinder 11 comprises a plurality of lubricant openings which are for example distributed along the inner circumference of the respective cylinder 11.
  • lubrication openings it is also possible to arrange lubrication openings at different heights of the cylinder 11 as viewed in the direction of the cylinder axis.
  • All the lubrication openings belonging to one cylinder 11 are connected with an outlet of the same injection pump 32, namely that injection pump 32, which is attributed to this cylinder 11.
  • the respective injection pump 32 attributed to an individual cylinder 11 supplies all the lubrication openings of this cylinder 11 with lubricant.
  • each injection pump 32 is connected to a common lubrication line 33 of the lubrication device 3, wherein the common lubrication line 33 extends from the inlet 31 along all of the injection pumps 32.
  • each injection pump 32 is supplied with the lubricant flowing from the inlet 31 into the common lubrication line 33.
  • the common lubrication line 33 is designed as a stub, i.e. the end 331 of the common lubrication line 33 facing away from the inlet 31 is closed. There is no return line or recycling line for guiding back the lubricant from the lubrication device 3 to the reservoir 2.
  • the lubrication device 3 being designed as a lubrication rail 3 is directly mounted to the cylinders 11 of the large diesel engine 10.
  • the specific design or the specific configuration of the lubrication device 3 as well as of the injection pumps 32 for delivering the lubricant to the cylinders 11 there are many different embodiments known in the art, so that there is no need for a more detailed explanation.
  • a feed pump 5 is provided, which is arranged to pressurize the lubricant in the supply line 4, so that the lubricant is supplied with an overpressure to the inlet 31 of the lubrication device 3.
  • the feed pump 5 is arranged directly at an outlet 21 of the reservoir 2, so that the feed pump 5 sucks the lubricant directly from the reservoir 2 through the outlet 21.
  • the feed pump 5 is mounted to a wall or to a bottom of the reservoir 2.
  • a valve 22 may be provided for closing the fluid connection between the reservoir 2 and the pump 5. The valve 22 may be advantageous, if a leakage occurs in the lubrication arrangement 1 or if the feed pump 5 has to be changed or when the large diesel engine 10 is operated with a different lubricant that is taken from a different reservoir.
  • the feed pump 5 may be designed for example as a centrifugal pump. Since the feed pump 5 has only to provide an overpressure of the lubricant at the inlet 31 of the lubrication device 3, for example an overpressure of 1.5 bar (150 kPa), but has not to generate a circulation of the lubricant from the reservoir 2 to the lubrication device 3 and back to the reservoir 2, both the discharge head and the flow generated by the feed pump 5 are quite low, so that the feed pump 5 may be designed as a small pump. The feed pump 5 has only to deliver such an amount of lubricant, which is really needed or used for the lubrication of the cylinders 11.
  • the feed pump 5 shall only ensure that a sufficient amount of lubricant is available in the lubrication device 3, more particular in the common lubrication line 33 of the lubrication device.
  • the feed pump 5 is intentionally not configured for pressurizing the lubricant to a pressure, which is suited for the injection of the lubricant into the respective cylinder 11. Since the feed pump 5 shall only ensure a reliable transport of the lubricant to the lubrication device, the feed pump 5 is preferably designed for supplying the lubricant to the inlet 31 of the lubrication device 3 with an overpressure of at most 3.0 bar (300 kPa) and more preferred with an overpressure of at most 2.0 bar (200 kPa).
  • the feed pump 5 can for example deliver the lubricant to the inlet 31 at an overpressure of at least 0.5 bar (50 kPa) or at least 1 bar (100 kPa). For many applications an overpressure of approximately 1.5 bar (150 kPa) is suited or sufficient.
  • the feed pump 5 may be designed with a very low energy consumption, for example at most 500 W or at most 250 W. For many applications even a design of the feed pump 5 with an energy consumption of at most 50 W or even with an energy consumption of approximately 20 W is sufficient to ensure a proper lubrication of the cylinders.
  • the lubrication arrangement 1 may be designed without any heating device for heating the lubricant and/or components of the lubrication arrangement 1.
  • the cylinder lubrication is a crucial function in the large diesel 10 it is preferred to additionally provide a backup feed pump (not shown) for pressurizing the lubricant in the supply line 4 in case of a malfunction of the feed pump 5.
  • the backup feed pump is switched on and delivers the lubricant with the overpressure to the inlet 31 of the lubrication device.
  • the backup feed pump may be of the same or a similar design as the feed pump 5 and may have the same or similar properties, e.g. regarding head, flow and energy consumption as the feed pump 5.
  • the backup feed pump is also arranged at the reservoir 2 such that it can pressurize the entire supply line 4 between the reservoir 2 and the inlet 31 of the lubrication device 3.
  • a separate reservoir 2 is provided for each of the different lubricants.
  • a small feed pump 5 may be provided for delivering the respective lubricant with overpressure to the inlet 31 of the lubrication device 3.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP18201514.9A 2017-11-09 2018-10-19 Dispositif de lubrification pour un moteur diesel de grande dimension Active EP3483403B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17200708 2017-11-09

Publications (2)

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EP3483403A1 true EP3483403A1 (fr) 2019-05-15
EP3483403B1 EP3483403B1 (fr) 2022-11-30

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EP18201514.9A Active EP3483403B1 (fr) 2017-11-09 2018-10-19 Dispositif de lubrification pour un moteur diesel de grande dimension

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EP (1) EP3483403B1 (fr)
JP (1) JP2019085995A (fr)
KR (1) KR20190053089A (fr)
CN (1) CN109763872A (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
MX2022002066A (es) * 2019-08-19 2022-05-18 Castrol Ltd Tubos, sistemas y metodos de lubricacion.
CN112833320A (zh) * 2019-11-22 2021-05-25 沪东重机有限公司 一种船用低速柴油机供油单元轴承用预润滑装置和方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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JP2019085995A (ja) 2019-06-06
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CN109763872A (zh) 2019-05-17

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