WO2015036543A1 - Lubricating device and method - Google Patents
Lubricating device and method Download PDFInfo
- Publication number
- WO2015036543A1 WO2015036543A1 PCT/EP2014/069501 EP2014069501W WO2015036543A1 WO 2015036543 A1 WO2015036543 A1 WO 2015036543A1 EP 2014069501 W EP2014069501 W EP 2014069501W WO 2015036543 A1 WO2015036543 A1 WO 2015036543A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- lubricant
- humidity
- engine
- feed
- intake air
- Prior art date
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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
- 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
-
- 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
Definitions
- This invention relates to the lubrication of compression ignition (diesel) engines.
- this invention relates to adjusting cylinder lubricant feeds in slow- and medium- speed diesel engines, such as for example those used in marine, railway or stationary applications.
- Slow-speed diesel engines typically operate at less than about 300 rpm, e.g. in the range of about 50 to 250 rpm, usually with a high peak power output per cylinder, e.g. in the range of from 2000 to 6000 kW per cylinder.
- Slow-speed diesel engines are typically 2-stroke engines and may be, for example, of crosshead construction, direct coupled and direct reversing. Typically such engines comprise a separation, such as a diaphragm and stuffing boxes, separating power cylinders from a crankcase, to prevent combustion products from entering the crankcase and mixing with crankcase oil.
- Slow-speed diesel engines tend to use significant amounts of sulphur-containing fuel, such as residual fuel oil.
- Medium-speed diesel engines operate in the range of from about 300 to 1000 rpm and can provide moderate to high peak power outputs per cylinder, for example up to about 2000 kW per cylinder.
- Such engines may be 4-stroke or 2-stroke engines and may also run on sulphur- containing fuel, such as residual fuel oil.
- the cylinders of slow- or medium-speed diesel engines are lubricated by cylinder lubricant.
- cylinder lubricants are provided with an alkalinity reserve defined by the Total Base Number (TBN) , generally expressed in mg KOH/g and measured according to ASTM D2896.
- TBN Total Base Number
- US Patent Application 2003/0196632 Al discloses a method to employ instrumentation to effectuate variation in lubricant flow rate or properties in response to actual engine conditions.
- the method regularly monitors one or more engine parameters with instruments such as XRF to determine wear metals or IR for base number measurement.
- the measured engine parameters are used to calculate the feed rate of lubricant to the engine.
- particulate matter such as soot and metal oxides .
- slow- or medium-speed diesel engines may be able to operate with a reduced lubricant feed rate and/or with a lower TBN.
- excessive amounts of unreacted compounds in an additive package providing TBN such as over-based detergents, can contribute to the formation of deposits. Accordingly, it is known to vary the TBN of cylinder lubricant to match the sulphur content of fuel.
- Adjustments to the lubricating composition can be made following periodic review or continuously, on-board.
- US 2003/0159672 Al discloses a method of regularly monitoring one or more engine parameters of an all-loss lubricating system and calculating from the engine parameters an amount of a secondary fluid that is required to be added to a base lubricant to create a modified base lubricant that is applied to the engine during operations.
- US 2006/0068995 Al discloses a method of creating a cylinder oil, the method comprising modification of at least one initial fluid by determining the TBN(s) of the at least one initial fluid, determining a desired TBN of a cylinder oil and adjusting the TBN(s) of the at least one initial fluid accordingly by blending the at least one initial fluid with suited additive (s) .
- US 2008/0318818 Al discloses a method of lubricating a marine diesel 2-stroke engine which involves monitoring performance characteristics of an engine and preparing an appropriate lubricant composition by in-situ blending of at least two different fluids, one of which comprises an additive package with detergents.
- a method of lubricating a diesel engine operating on sulphur-containing fuel the method
- the humidity of the intake air of the engine may be determined or inferred in any suitable manner and the method may comprise measuring or monitoring the humidity accordingly.
- the humidity may be the absolute humidity or relative humidity.
- the feed of lubricant is adjusted based on the absolute humidity.
- the feed of lubricant is adjusted based on the relative humidity, in particular at a given air
- Any measurement representative of intake air humidity may be used to adjust the feed of lubricant.
- the humidity of the intake air may be measured or monitored by a humidity sensor.
- the humidity of the intake air may advantageously be measured or monitored in a scavenge air space of the engine.
- the feed of lubricant can be adjusted across the whole range of relative (0-100%) or absolute humidity of the intake air measured at any specific intake air temperature (°C).
- the adjustment based on humidity is calibrated by one or more previous measurements on drained oil samples.
- the method may comprise a preliminary step of measuring the TBN and/or metal content of drained oil samples at a plurality of humidities, to calibrate the adjustment based upon humidity .
- Regular measurements may be taken to monitor, estimate or infer the humidity over a period of time e.g. for at least 5 minutes, at least 10 minutes, at least 1 hour or at least 1 day.
- the present invention allows lubricant feeds to be optimised for better performance by taking into account the factor of the humidity of the intake air.
- the feed of lubricant may also be adjusted based on other factors in addition to the humidity of the intake air.
- the method additionally comprises adjusting the lubricant feed based on one or more factors selected from the power output of the engine and/or each cylinder, engine load, sulphur content of the fuel used by the engine, the TBN of the lubricant, wear, deposits, and/or corrosion.
- the feed is adjusted (or
- the feed may be adjusted by varying the feed rate and/or the composition of the feed.
- the feed rate function of the humidity of the intake air.
- the feed rate is adjusted within the range of from about 0.50 to about 1.4 g/kW h (i.e. g/h per kW of engine power) . In an embodiment, the feed rate is adjusted within the range of from about 0.50 to 1.2, about 0.5 to 1.1, about 0.6 to 1.4, about 0.6 to
- the feed rate is adjusted to tend towards a higher feed rate when the humidity of the intake air increases. In one embodiment the feed rate is adjusted to tend towards a lower feed rate when the humidity of the intake air decreases.
- the term "tend towards” reflects that other factors, such as those listed hereinabove, may optionally also be used to adjust the feed rate and may hence affect the overall
- the particular weighting given to the humidity of the intake air to optimise performance may depend on the engine type.
- the feed may additionally or alternatively be adjusted by varying its composition or content.
- concentration of an additive providing an alkalinity reserve may be varied in the feed.
- a blend-on-board system may be employed to effect variations in the content of the feed.
- An example of a blend-on-board system is described in US 2006/0068995 Al .
- the method comprises the steps of: (1) monitoring the humidity of the intake air for the engine; (2) selecting a lubricant to modify the
- the lubricant is prepared by in-situ controlled blending of at least: (i) an additive providing an alkalinity reserve, and optionally other performance additives, and (ii) a base oil of lubricating viscosity; and 3)
- step (2) supplying the lubricant prepared in step (2) to the engine .
- Controlled blending may be carried out by any known blending process known in the art, provided the amounts of additive are metered to provide the lubricating composition required.
- the additive comprises one or more overbased detergents and/or one or more neutral
- the lubricant is prepared by blending of more than two different base oils, additives, fluids or components.
- the number of base oils, additives, fluids or components ranges from 2 to 8, 2 to 6, 2 to 4, 3 to 8, 3 to 6, or 3 to 4. In an embodiment the number of additives, fluids or components is 3.
- the nature, number and concentration of additives, fluids or components may be selected to provide a lubricant feed as described anywhere herein.
- the concentration of an additive providing an alkalinity reserve is adjusted to tend towards a higher TBN in the feed when the humidity of the intake air increases. In one embodiment the
- concentration of the additive is adjusted to tend towards a lower TBN in the feed when the humidity of the intake air decreases.
- the term "tend towards” reflects that other factors, such as those listed hereinabove, may optionally also be used to adjust the concentration of the additive and may hence affect the overall adjustment.
- the particular weighting given to the humidity of the intake air to optimise performance will depend on the engine type.
- the benefits of the invention may be expected to apply broadly to any diesel engine operating on sulphur-containing fuel.
- the present invention was conceived in the context of marine diesel engines which tend to operate on residual fuel oils with high sulphur content and may be subject to significant humidity variations.
- the advantages of the invention may be noticeable and beneficial particularly in embodiments in which the engine is a slow- or a medium-speed diesel engine, e.g. as described or defined hereinabove.
- the engine is a 2-stroke diesel engine, in particular a marine 2-stroke diesel engine.
- one or more cylinders of the engine are total-loss lubricated by the lubricant feed.
- the diesel engine operates on sulphur-containing fuel. Such operation may occur concurrently with adjustment of the lubricant feed, but the invention also embraces methods where such operation occurs before or after adjustment of the feed, e.g. during a period of 24 or 48 hours after the beginning or end of adjustment.
- the invention embraces methods in which a fuel substantially free from sulphur or fuel with a lower sulphur content than the sulphur-containing fuel is used temporarily, for example when a marine engine enters a port or inland water. Relevant exemplary categories of fuel are defined below.
- the sulphur-containing fuel may in principle be any fuel containing at least a detectable amount of sulphur, e.g. greater than 1 ppm.
- the fuel comprises a middle distillate and/or a residual oil.
- the sulphur-containing fuel comprises at least 0.0001% w/w sulphur. Such levels might be found even in ultra low sulphur fuels, such as Ultra Low
- the fuel comprises at least 0.001% w/w sulphur. Such levels may be found even in low sulphur fuels, such as Low Sulphur Marine Gas Oil (LSMGO) .
- the fuel comprises at least 0.1% w/w sulphur, or even at least 0.5% w/w, or at least 1.0% w/w, at least 2%, or at least 3% sulphur. Such levels might be found, for example, in Low Sulphur Intermediate Fuel Oil (e.g. LS 180 or LS 380) .
- the fuel comprises at least 3.5% w/w sulphur.
- Such levels might be found, for example, in Intermediate Fuel Oil (e.g. IFO 380) .
- IFO 380 Intermediate Fuel Oil
- fuel with a higher sulphur content is lower in cost.
- the present invention is of particular advantage in engines running on lower cost fuels.
- the effect of intake air humidity on lubricant performance is believed to be particularly pronounced where fuels with higher levels of sulphur are used.
- the invention advantageously enables a solution to a hitherto perceived trade-off between cost and corrosion.
- the lubricant may be any lubricant suitable for lubricating the engine, in particular engine cylinders.
- the lubricant is as defined anywhere in
- the lubricant is an SAE 40 grade or SAE 50 grade or SAE 60 grade lubricant.
- the lubricant may be pre-blended or blended on board or in-situ by mixing.
- the lubricant comprises at least one base oil and at least one additive, which may constitute an additive package.
- the base oil may optionally also contain one or more pre-blended additives.
- the base oil or combination of base oils has a viscosity ranging from 2 mm 2 /s to 40 mm 2 /s or to 50 mm 2 /s (at 100° C) .
- the base oil may comprise new (i.e. fresh or unused) system oil, used system oil (may also be referred to as light neutral base oil) , heavy neutral base oil, bright stock, or mixtures thereof.
- Such oils include natural and synthetic oils, oil derived from hydrocracking, hydrogenation, and hydrofinishing, unrefined, refined and re-refined oils and mixtures thereof. Hydrotreated naphthenic oils are also known and can be used, as well as oils prepared by a Fischer-Tropsch gas-to-liquid synthetic procedure as well as other gas-to-liquid oils.
- the additive or additive package may comprise one or more overbased detergents and/or one or more neutral detergents.
- the lubricant which is supplied to the cylinders has a TBN (mg KOH/g) ranging from 20 to 100. In an embodiment, the lubricant has a TBN of 20 to 80, 20 to 70, 30 to 100, 30 to 80, 30 to 70, 40 to 100, 40 to 80, or 40 to 70.
- the overbased detergent has a TBN of at least 200. In an embodiment, the overbased detergent has a TBN of at least 230 or at least 300. In an embodiment, the overbased detergent has a TBN of up to 600, 550 or 500. Examples of ranges of TBN for the overbased detergent include 200 to 600, 200 to 550, 200 to 500, 230 to 600, 230 to 550, 230 to 500, 300 to 600,
- the neutral detergent has a TBN of less than 200. In an embodiment, the neutral detergent has a TBN of less than 175. Examples of ranges of TBN for the neutral detergent include 1 to 200, 1 to 175, 20 to
- detergents or one or more neutral detergents comprise a salicylate, a sulphonate, a phenate or a mixed substrate detergent.
- the mixed substrate detergent can, for example, comprise a complex/hybrid of a sulphonate and a phenate, optionally in the presence of a salicylate.
- the lubricant feed comprises a polymeric thickener or viscosity index improver.
- the polymeric thickener may, for example, include styrene-butadiene rubbers, ethylene-propylene copolymers, hydrogenated styrene-isoprene polymers, hydrogenated radical isoprene polymers,
- poly (meth) acrylate acid esters polyalkyl styrenes, polyolefins (such as polyisobutylene) ,
- the polymeric thickener has a weight average molecular weight (Mw) of at least 8000, at least 8400, at least 10,000, at least 12,000, at least 15,000, at least 20,000, at least 25,000, at least 30,000 or at least 35,000.
- Mw weight average molecular weight
- the polymeric thickener generally has no upper limit on Mw, however in an embodiment the Mw is less than 2,000,000, less than 500,000, less than 300,000, less than 150,000 or less than 75,000.
- the lubricant which is applied to the engine comprises at least one performance additive selected from the group consisting of metal deactivators, dispersants, antioxidants, antiwear agents, corrosion inhibitors, antiscuffing agents, extreme pressure agents, foam inhibitors, demulsifiers, friction modifiers, pour point depressants and mixtures thereof.
- the lubricant comprises an antiwear agent such as for example a metal hydrocarbyl dithiophosphate .
- an antiwear agent such as for example a metal hydrocarbyl dithiophosphate .
- metal hydrocarbyl dithiophosphate include zinc dihydrocarbyl
- dithiophosphates (often referred to as ZDDP, ZDP or ZDTP) .
- ZDDP zinc hydrocarbyl
- dithiophosphates compounds include the reaction
- dithiophosphoric acids zinc salts or mixtures thereof.
- the antiwear agent is ashless, i.e. the antiwear agent is metal-free.
- the metal-free antiwear agent is an amine salt.
- the ashless antiwear agent may contain an atom including sulphur, phosphorus, boron or mixtures thereof.
- the lubricant comprises a
- the dispersant may be an ash-containing dispersant or an ashless-type dispersant, the latter being so named because, prior to mixing with other components of the lubricant, they do not contain metals which form sulfated ash. After admixture, they may acquire metal ions from other components; but they are still commonly referred to as "ashless dispersants" .
- the dispersant may be used alone or in combination with other dispersants. In an embodiment, the ashless dispersant does not contain ash-forming metals.
- Ashless type dispersants are characterised by a polar group attached to a relatively high molecular weight hydrocarbon chain. Ashless dispersants may include an N-substituted long chain hydrocarbon succinimide such as alkenyl
- N-substituted long chain alkenyl succinimides include polyisobutylene succinimide with number average molecular weight of the
- polyisobutylene substituent for example from 350 to 5000, from 350 to 3000, from 500 to 5000, or from 500 to 3000.
- Succinimide dispersants and their preparation are disclosed, for example, in US 4234435.
- Succinimide dispersants are typically the imide formed from a polyamine, typically a poly (ethyleneamine) .
- the lubricant feed comprises an antioxidant, such as for example a diphenylamine , a hindered phenol, a molybdenum dithiocarbamate, a
- the lubricant is free of an antioxidant .
- the lubricant feed may also comprise other performance additives, such as for example: corrosion inhibitors such as for example octylamine octanoate; condensation products of dodecenyl succinic acid or anhydride and a fatty acid such as oleic acid with a polyamine; metal deactivators including derivatives of benzotriazoles, 1, 2, 4-triazoles, benzimidazoles, 2-alkyldithiobenzimidazoles or 2- alkyldithiobenzothiazoles ; foam inhibitors including copolymers of ethyl acrylate and 2-ethylhexylacrylate and optionally vinyl acetate; demulsifiers including trialkyl phosphates, polyethylene glycols, polyethylene oxides, polypropylene oxides and (ethylene oxide-propylene oxide) polymers; pour point depressants including esters of maleic anhydride-styrene, polymethacrylates ,
- corrosion inhibitors such as for example o
- polyacrylates or polyacrylamides ; and/or friction modifiers including fatty acid derivatives such as amines, esters, epoxides, fatty imidazolines,
- the total combined amount of the additives present may for example be from 0 to 25, from 0 to 20, from 0 to 15, from 0 to 10, from 0.01 to 25, from 0.01 to 20, from 0.01 to 15, from 0.01 to 10, from 0.05 to 25, from 0.05 to 20, from 0.05 to 15, from 0.05 to 10, from 0.1 to 25, from 0.1 to 20, from 0.1 to 15, from 0.1 to 10, from 0.5 to 25, from 0.5 to 20, from 0.5 to 15, or from 0.5 to 10 weight percent of the total lubricant.
- the invention resides in a lubricating system for a diesel engine operating on sulphur-containing fuel, the system comprising:
- a humidity sensor for sensing the humidity of intake air of the engine
- a feed adjustment unit for controlling a feed of lubricant to one or more cylinders of the engine; and an engine control unit configured to control the feed adjustment unit based on the humidity sensed by the humidity sensor.
- the humidity of intake air may be the absolute or relative humidity of the intake air.
- the feed adjustment unit comprises a unit for controlling a feed rate of the lubricant and/or a blending unit for controlling the composition of the lubricant .
- system is configured and fitted to perform a method in accordance with the first aspect of the invention.
- the invention resides in a computer-readable medium containing programming
- the invention resides in a kit of a computer-readable medium according to the third aspect of the invention and one or more of (i) a cylinder lubricant, e.g. as defined anywhere herein; and (ii) a system according to the second aspect of the invention.
- the computer-readable medium of such a kit may be particularly tailored to the lubricant and/or system of the kit.
- the kit may be provided as a bundle with instructions for combined use or its components may be sold separately but with instructions for combined use.
- the invention resides in a method of counteracting increased corrosion and/or deposits in a cylinder of a diesel engine operating on sulphur-containing fuel, the increased corrosion and/or deposits being those resulting from a variation ( i . e .
- the method comprising adjusting a feed of lubricant supplied to the cylinder based on the humidity of intake air of the engine.
- the humidity of intake air may be the absolute humidity of intake air or the relative humidity of intake air .
- the invention resides in the use of an amount of alkalinity reserve in a lubricant for the purpose of tailoring the lubricant to compensate for an intake air humidity in an engine in which the
- the intake air humidity may be absolute humidity or relative humidity.
- any feature disclosed herein may be replaced by an alternative feature serving the same or a similar purpose .
- references to component properties are - unless stated otherwise - to properties measured under ambient conditions, ie at atmospheric pressure and at a temperature of from 16 to 22 or 25°C, or from 18 to 22 or 25°C, for example about 20°C.
- Figure 1 is a graph showing the effect of variations in the humidity of the intake air for combustion of sulphur containing fuel in a large 2-stroke marine diesel engine on the depletion of the TBN of cylinder lubricant; and
- Figure 2 is a schematic view of a lubricating system in accordance with an embodiment of the invention.
- Alkaline reserve depletion was studied as a function of absolute humidity contained in the intake air (at various temperatures) for scavenging at engine load ranging from 65 to 85% MCR in a 96 cm cylinder bore 2- stroke marine diesel engine at two different levels of fuel sulphur.
- the absolute feed rate of lubricant was continuously adjusted based on engine load. The feed rate relative to engine load was kept constant at 0.9 g/kWh.
- the cylinder lubricant feed rate could be further optimised for better performance if the humidity of the intake air for combustion is considered in controlling the feed rate (typically together with sulphur content, load, and any other particular engine characteristics) .
- Example 2 Controlling lubricant feed based on humidity
- a lubricating system 1 for a 2-stroke marine diesel engine 2 comprises an engine control unit 4, a humidity sensor 6, an on-board
- the 2-stroke marine diesel engine 2 is of
- a humidity sensor 6 is installed in the scavenge space of the engine to measure the humidity of the intake air of the engine.
- the humidity sensor is connected to the engine control unit 4, which is programmed to control operation of the engine, though such control may also be carried out by a separate unit if desired.
- the engine control unit 4 may comprise or be connected to a user interface (not shown) for displaying engine operating conditions and/or receiving user inputs. It may also receive further information, e.g. about power output of the engine or each cylinder, engine load, sulphur content of the fuel used by the engine, the TBN of the lubricant, wear, deposits, and/or corrosion, from additional sensors or modules (not shown) .
- the engine control unit 4 comprises a
- the engine control unit controls the operation of the on-board blending system 8, which is in fluid communication with sources (e.g. tanks) of base oil
- the first additive 14 comprises an overbased detergent.
- the second additive 16 is optional and comprises a performance additive package. Based upon commands from the engine control unit 4, the blending system 8 blends base oil and optionally one or more of the additives 14, 16 to provide a cylinder lubricant 18.
- the feed control 10 receives the lubricant 18 blended by the blending system 8 and, based upon commands from the engine control unit 4, supplies lubricant 18 to the cylinders of the engine 2 as a feed 20 having a feed rate determined by the engine control unit 4.
- the system 1 is set to deliver lubricant composition 18 to the cylinders of the engine at a feed rate.
- the humidity sensor 6 continuously monitors the humidity of intake air and feeds this information to the engine control unit 4.
- the engine control unit is programmed to perform one or both of the following by providing appropriate commands to the feed control unit 10 and/or blending system 8:
- the engine control unit is programmed to perform one or both of the following:
- the engine control unit is additionally programmed to take into account one or more of power output of the engine or each cylinder, engine load, sulphur content of the fuel used by the engine, the TBN of the lubricant, wear, deposits, and/or corrosion in controlling the blending system 8 and feed control 10.
- the blending system 8 is omitted.
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020167009511A KR20160055230A (en) | 2013-09-13 | 2014-09-12 | Lubricating device and method |
EP14765934.6A EP3044431A1 (en) | 2013-09-13 | 2014-09-12 | Lubricating device and method |
JP2016542322A JP2016531242A (en) | 2013-09-13 | 2014-09-12 | Lubrication apparatus and method |
CN201480050013.8A CN105531449A (en) | 2013-09-13 | 2014-09-12 | Lubricating device and method |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP13184455.7 | 2013-09-13 | ||
EP13184455 | 2013-09-13 |
Publications (1)
Publication Number | Publication Date |
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WO2015036543A1 true WO2015036543A1 (en) | 2015-03-19 |
Family
ID=49162065
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2014/069501 WO2015036543A1 (en) | 2013-09-13 | 2014-09-12 | Lubricating device and method |
Country Status (5)
Country | Link |
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EP (1) | EP3044431A1 (en) |
JP (1) | JP2016531242A (en) |
KR (1) | KR20160055230A (en) |
CN (1) | CN105531449A (en) |
WO (1) | WO2015036543A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2017067561A1 (en) * | 2015-10-20 | 2017-04-27 | A.P. Møller - Mærsk A/S | Method and apparatus for preparing an oil to be supplied to the cylinders of a two-stroke crosshead engine |
EP3477181A1 (en) * | 2017-10-31 | 2019-05-01 | Maersk A/S | Apparatus and method for blending oil on a marine vessel |
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2014
- 2014-09-12 EP EP14765934.6A patent/EP3044431A1/en not_active Withdrawn
- 2014-09-12 KR KR1020167009511A patent/KR20160055230A/en not_active Application Discontinuation
- 2014-09-12 WO PCT/EP2014/069501 patent/WO2015036543A1/en active Application Filing
- 2014-09-12 JP JP2016542322A patent/JP2016531242A/en active Pending
- 2014-09-12 CN CN201480050013.8A patent/CN105531449A/en active Pending
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EP3044431A1 (en) | 2016-07-20 |
JP2016531242A (en) | 2016-10-06 |
KR20160055230A (en) | 2016-05-17 |
CN105531449A (en) | 2016-04-27 |
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