Classifications

• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
  • G01N33/00—Investigating or analysing materials by specific methods not covered by groups G01N1/00 - G01N31/00
  • G01N33/26—Oils; Viscous liquids; Paints; Inks
  • G01N33/28—Oils, i.e. hydrocarbon liquids
  • G01N33/2835—Specific substances contained in the oils or fuels
  • G01N33/2876—Total acid number
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
  • G01N33/00—Investigating or analysing materials by specific methods not covered by groups G01N1/00 - G01N31/00
  • G01N33/26—Oils; Viscous liquids; Paints; Inks
  • G01N33/28—Oils, i.e. hydrocarbon liquids
  • G01N33/30—Oils, i.e. hydrocarbon liquids for lubricating properties

Definitions

• the present invention relates to an installation for monitoring the evolution of the basicity of a lubricant circulating in equipment, such as a ship engine.
• the invention also relates to a method of monitoring the evolution of the basicity of a lubricant.
• WO-A-03/073075 discloses a method for analyzing the basicity of a lubricant in which a measurement, made on a sample of a lubricant to be tested, is compared with measurements made on lubricant samples of reference. Again, this approach is intended for laboratory operation and requires a skilled workforce.
• WO-A-2010/046591 provides for using an embedded system in which the oil leaving an engine is directed to a functional component associated with a measurement system for determining its basicity index.
• the oil flow leaving the engine is low and the outflow of the engine consists of droplets that run into a pipe, to the point that it is not certain that the functional component is fed with an oil flow sufficient for the measurements it performs are correct.
• US-A-2007/0084271 teaches determining the basicity index of a lubricant by means of a signal generator coupled to a current sensor. Given the materials used, this approach is complex to implement and sensitive to disturbances.
• the invention intends to remedy more particularly by proposing a new installation for monitoring the evolution of the basicity of a lubricant circulating in equipment that is adapted to operate in a simple and autonomous manner, which frees the staff on board a ship from repetitive and elaborate tasks.
• the invention relates to an installation for monitoring the evolution of the basicity of a lubricant circulating in equipment, this installation comprising at least one lubricant circulation line, this line being connected, upstream, to the lubricant. the equipment in question and, downstream, a lubricant recovery tank, as well as at least one sensor for determining the basicity index of the lubricant.
• the installation further comprises a first controlled interruption valve for lubricant circulation in the line and a lubricant accumulation buffer tank.
• the installation comprises a first branch line connected on the one hand to the pipe upstream of the first valve, and on the other hand to the buffer tank, a second interrupt valve controlled by the circulation of the lubricant in the first bypass line, a second lubricant discharge line, from the buffer tank to the recovery tank, the second line being disposed downstream of the first bypass line, and a third controlled interruption valve of the lubricant circulation in the second line of evacuation.
• the sensor is disposed on the second evacuation line and makes it possible to determine the basicity index of the lubricant at the outlet of the buffer tank.
• the buffer tank is used to accumulate a quantity of lubricant sufficient to allow to properly feed the sensor of basicity index.
• the lubricant of the present invention comprises at least one lubricating base oil.
• the lubricating base oils may be oils of mineral, synthetic or vegetable origin, and mixtures thereof.
• the mineral or synthetic oils generally used belong to one of the groups I to V according to the classes defined in the API classification (or their equivalents according to the ATIEL classification) as summarized below.
• the API classification is defined in American Petroleum Institute 1509 "Engine Oil Licensing and Certification System" 17th edition, September 2012.
• the ATIEL classification is defined in "The ATIEL Code of Practice", Issue 18, November 2012.
• the Group I mineral oils can be obtained by distillation of selected naphthenic or paraffinic crudes followed by purification of the distillates obtained by processes such as solvent extraction, solvent or catalytic dewaxing, hydrotreatment or hydrogenation.
• the oils of Groups II and III are obtained by further purification processes, for example a combination of treatment selected from hydrotreating, hydrocracking, hydrogenation and catalytic dewaxing.
• Examples of Group IV and V synthetic base oils include polyisobutenes, alkylbenzenes and poly-alpha olefins such as polybutenes or esters.
• the lubricating base oils may be used alone or in admixture.
• a mineral oil can be combined with a synthetic oil.
• Two-stroke marine engine cylinder oils are typically characterized by a SAE-40 viscometric grade to SAE-60, typically SAE-50 equivalent to a kinematic viscosity at 100 ° C of between 16.3 and 21.9 mm 2 / s measured according to ASTM D445.
• SAE-40 grade oils have a kinematic viscosity at 100 ° C of between 12.5 and 16.3 cSt measured according to ASTM D445.
• SAE-50 grade oils have a kinematic viscosity at 100 ° C between 16.3 and 21.9 cSt measured according to ASTM D445.
• SAE-60 grade oils have a kinematic viscosity at 100 ° C between 21.9 and 26.1 cSt measured according to ASTM D445.
• the lubricants used with the invention preferably have a kinematic viscosity measured according to ASTM D445 at 100 ° C ranging from 12.5 to 26.1 cSt, preferably from 16.3 to 21.9 cSt. To obtain such viscosity, these lubricants may further comprise one or more additives.
• a conventional lubricant formulation for marine engines is SAE-40 to SAE-60, preferably SAE-50 (SA37 J300) and comprises at least 40% by weight lubricating base of mineral origin, synthetic or mixtures thereof, suitable for use for a marine engine.
• a Group I lubricating base oil according to the API classification, can be used for the formulation of a cylinder lubricant.
• Group I lubricating base oils have a Viscosity Index (VI) ranging from 80 to 120; their sulfur content is greater than 0.03% and their content of saturated hydrocarbon compounds is less than 90%.
• VI Viscosity Index
• the lubricant may further comprise an additive selected from overbased detergents or neutral detergents.
• Detergents are typically anionic compounds having a long lipophilic hydrocarbon chain and a hydrophilic head, the associated cation is typically a metal cation of an alkali metal or alkaline earth metal.
• the detergents are preferably chosen from alkali metal or alkaline earth metal salts (in particular calcium, magnesium, sodium or barium), carboxylic acids, sulphonates, salicylates and naphthenates, as well as salts of phenates. These metal salts may contain the metal in an approximately stoichiometric amount relative to the anionic group (s) of the detergent.
• neutral detergents typically have a BN, measured according to ASTM D2896, less than 150 mg KOH / g, or less than 100 mg KOH / g, or even less than 80 mg KOH / g detergent.
• This type of so-called neutral detergents can contribute in part to the BN lubricants.
• neutral detergents of carboxylates, sulphonates, salicylates, phenates, alkali metal and alkaline earth metal naphthenates, for example calcium, sodium, magnesium or barium are used.
• overbased detergents When the metal is in excess (in quantity greater than the quantity stoichiometric with respect to the (s) anionic groups (s) of the detergent), we are dealing with so-called overbased detergents.
• Their BN is high, greater than 150 mg KOH / g of detergent, typically ranging from 200 to 700 mg KOH / g of detergent, preferably from 250 to 450 mg KOH / g of detergent.
• the excess metal providing the overbased detergent character is in the form of oil insoluble metal salts, for example carbonate, hydroxide, oxalate, acetate, glutamate, preferably carbonate.
• the metals of these insoluble salts may be the same as those of the oil-soluble detergents or may be different.
• the overbased detergents are thus in the form of micelles composed of insoluble metal salts maintained in suspension in the lubricant by the detergents in the form of oil-soluble metal salts. These micelles may contain one or more types of insoluble metal salts, stabilized by one or more detergent types.
• Overbased detergents with a single type of detergent soluble metal salt will generally be named after the nature of the hydrophobic chain of the latter detergent. Thus, they will be said phenate, salicylate, sulfonate, naphthenate depending on whether this detergent is respectively a phenate, salicylate, sulfonate, or naphthenate.
• the overbased detergents will be said to be of mixed type if the micelles comprise several types of detergents, different from each other by the nature of their hydrophobic chain.
• the overbased detergent and the neutral detergent may be selected from carboxylates, sulfonates, salicylates, naphthenates, phenates, and mixed detergents combining at least two of these types of detergents.
• the overbased detergent and the neutral detergent are in particular compounds based on metals chosen from calcium, magnesium, sodium or barium, preferentially calcium or magnesium.
• the overbased detergent may be overbased with metal insoluble salts selected from the group of alkali and alkaline earth metal carbonates, preferentially calcium carbonate.
• the lubricant may comprise at least one overbased detergent and at least one neutral detergent as defined above.
• the lubricant can have a BN determined according to ASTM D-2896 of at most 50, preferably at most 40, preferably at most 30. milligrams of potash per gram of lubricant, especially ranging from 10 to 30, preferably from 15 to 30, advantageously from 15 to 25 milligrams of potash per gram of lubricant.
• the lubricant may not include detergents with base of alkali or alkaline earth metals overbased with metal salts of carbonate.
• the lubricant has a BN determined according to the ASTM D-2896 standard of at least 50, preferably at least 60, more preferably at most 70, advantageously from 70 to 100 .
• the lubricant may also comprise at least one additional additive selected from dispersants, anti-wear additives or any other functional additive.
• Dispersants are well known additives used in the formulation of lubricant, especially for application in the marine field. Their primary role is to maintain in suspension the particles present initially or appearing in the lubricant during its use in the engine. They prevent their agglomeration by playing on steric hindrance. They can also have a synergistic effect on the neutralization.
• the dispersants used as lubricant additives typically contain a polar group, associated with a relatively long hydrocarbon chain, generally containing from 50 to 400 carbon atoms. The polar group typically contains at least one nitrogen, oxygen or phosphorus element.
• the compounds derived from succinic acid are dispersants particularly used as lubrication additives.
• succinimides obtained by condensation of succinic anhydrides and amines
• succinic esters obtained by condensation of succinic anhydrides and alcohols or polyols.
• These compounds can then be treated with various compounds including sulfur, oxygen, formaldehyde, carboxylic acids and compounds containing boron or zinc to produce, for example, borated succinimides or zinc-blocked succinimides.
• Mannich bases obtained by polycondensation of phenols substituted with alkyl groups, formaldehyde and primary or secondary amines, are also compounds used as dispersants in lubricants.
• the dispersant content may be greater than or equal to 0.1%, preferably from 0.5 to 2%, advantageously from 1 to 1.5% by weight relative to the total weight.
• lubricant The anti-wear additives protect the friction surfaces by forming a protective film adsorbed on these surfaces.
• the most commonly used is zinc di thiophosphate or DTPZn.
• This category also contains various phosphorus, sulfur, nitrogen, chlorine and boron compounds.
• phospho-sulfur additives such as metal alkylthiophosphates, in particular zinc alkylthiophosphates, and more specifically zinc dialkyldithiophosphates or DTPZn.
• Preferred compounds are of formula Zn ((SP (S) (OR 1 ) (OR 2 )) 2, or R 1 and R 2 are alkyl groups, preferably containing from 1 to 18 carbon atoms, DTPZn is typically present at levels of the order from 0.1 to 2% by weight relative to the total weight of the lubricant Amine phosphates, polysulfides, especially sulfur-containing olefins, are also commonly used anti-wear additives, and are usually also found in engine lubricants.
• marine nitrogen and sulfur-containing anti-wear and extreme pressure additives such as, for example, metal dithiocarbamates, in particular molybdenum dithiocarbamate, glycerol esters are also anti-wear additives, for example mono, di and trioleates.
• the anti-wear additive content ranges from 0.01 to 6%, preferably from 0.1 to 4% by weight relative to the total weight of the lubricant.
• the other functional additives may be chosen from thickening agents, anti-foaming additives to counter the effect of detergents, which may for example be polar polymers such as polymethylsiloxanes, polyacrylates, anti-oxidant and / or anti-rust additives, by for example, organo-metallic detergents or thiadiazoles. These are known to those skilled in the art. These additives are generally present at a content by weight of 0.1 to 5% relative to the total weight of the lubricant.
• an installation according to the invention may incorporate one or more of the following features, taken in any technically permissible combination:
• the installation comprises gas pressurizing means of the internal volume of the buffer tank.
• the gas pressurizing means comprise a source of compressed air and a set of valves or a pneumatic distributor selectively communicating the internal volume of the buffer tank with the source of compressed air or the ambient atmosphere.
• the installation comprises means for detecting the level of lubricant in the buffer tank.
• the means for detecting the level of lubricant in the reservoir comprise a gas pressure sensor in the interior volume of the buffer tank.
• the installation also comprises a density, viscosity, humidity and temperature sensor also disposed on the second discharge line, as well as a sensor for the dissolved iron content of the lubricant present in the buffer tank. Furthermore, the invention relates to an automated method for monitoring the evolution of the basicity of a lubricant circulating in an equipment, by means of an installation as mentioned above. This method comprises steps of:
• such a method may incorporate one or more of the following features, taken in any technically permissible combination:
• step e) subsequent to step b) and prior to step c) and consisting in pressurizing the gas reservoir buffer, with a pressure of between 6 and 12 bar, preferably between 7 and 10 bar, more preferably equal to 7 bar.
• Step c) is interrupted while a residual amount of lubricant remains in the buffer tank
• the method comprises a step f) subsequent to step d) and of unclogging a filter integrated in the first branch line, by circulating lubricant from the buffer tank to the pipe.
• the invention also relates to a method of monitoring the operation of an on-board equipment on a ship, this method comprising determining, on board the ship, the index of basicity of a lubricant of the equipment in question by placing implementation of an automated method as mentioned above.
• FIG. 1 is a schematic representation of the principle of an installation according to the invention as shipped on a ship
• FIG. 2 is a diagrammatic representation on a smaller scale of the fluidic part of the installation of FIG. 1 in a first configuration of use
• FIGS. 3 to 5 are views similar to FIG. 2 when the installation is in a second, a third and a fourth configuration of use,
• FIG. 6 is a view similar to FIG. 1 for an installation according to a second embodiment of the invention.
• FIGS. 7 to 11 and 13 to 18 are views similar to FIG. 2 for the installation of FIG. 6 in various configurations of use,
• FIG. 12 is a view on a larger scale of detail XII in FIG. 11, and FIG. 19 is a view similar to FIG. 1 for an installation according to a third embodiment of the invention.
• the installation 2 shown in Figures 1 to 5 is embarked on a vessel shown in Figure 1 by its motor M which comprises several cylinders, for example twelve or fourteen cylinders.
• a line 4 connects the motor M to a tray 6 of lubricant recovery.
• the engine oil flows by gravity in line 4 with a pressure P4 of between 1.1 and 6 bar absolute.
• the flow of oil in line 4 may be low, to the point where the oil flows on the inner wall of this pipe.
• Line 4 extends vertically, from top to bottom, from motor M to tray 6.
• the oil flowing in line 4 comes from at least one cylinder of motor M.
• a tapping 8 is provided on the pipe 4 and equipped with a manually controlled valve 10, which makes it possible to take a quantity of oil leaving the engine M in order to carry out physico-chemical analyzes, according to an approach known per se.
• the installation 2 comprises a stop valve 20 mounted on the pipe 4 and which makes it possible to selectively interrupt the flow of oil in the pipe 4 towards the tank 6.
• the stop valve 20 is controlled by an electronic unit 22 by means of an electrical signal S20.
• the installation 2 comprises a housing 24, represented by its trace in axial line and inside which are arranged the constituent elements of the installation 2, with the exception of the part of the stop valve 20 which is integrated in the pipe 4.
• the installation 2 also comprises a buffer tank 26 which is arranged in the housing 24 and which is connected to the pipe 4 by means of a first branch line 28.
• the first branch line 28 is equipped, going from its mouth 282 to its outlet 284 in the buffer tank 26 , a filter 30, a shutoff valve 32 and a tapping 34.
• the filter 30 serves to prevent impurities too large to flow into the first branch line 28.
• the valve stop 32 allows, as desired, to pass or close the first branch line 28.
• the valve 32 is controlled by the electronic unit 22, by means of an electrical signal S32.
• the stitching 34 is connected, through a controlled valve 36, to a source 12 of pressurized air which is not part of the installation 2 but belongs to the standard equipment of a ship.
• the source 12 of pressurized air can be a compressor on board the ship that feeds a compressed air network that also serves other equipment than the installation 2.
• the source 12 can be a pump dedicated to the installation 2.
• the installation 2 also comprises a tapping 38 connected to the reservoir 26, on which a stop valve 40 is mounted and which makes it possible to put the internal volume V26 of the reservoir 26 into communication with the ambient atmosphere.
• the taps 34 and 38 are independent. Alternatively, they can be replaced by a single stitching, connected to the first line 28 or directly to the reservoir 26, on which the valves 36 and 40 are connected in parallel, respectively being connected to the source 12 of pressurized air and in the ambient atmosphere. In this case, it is possible to combine the valves 36 and 40 in the form of a single three-way valve.
• the valves 36 and 40 are controlled by the electronic unit 22 by means of respective electrical signals S36 and S40.
• the installation 2 also comprises a second line 42 for discharging the lubricant, the interior volume V26 from the tank 26 to the collection tank 6.
• the second evacuation line 42 is thus disposed downstream of the first branch line 28 and of the reservoir 26, in the lubricant flow path.
• the second line 42 extends from the reservoir 26 to the pipe 4. Its mouth 422 is located in the lower part of the reservoir 26, while its outlet 424 is disposed on the pipe 4, downstream of the valve. 20, as shown in the figures, which reduces the time of an analysis cycle because the stop valve 20 can be closed to create an oil column in line 4, while measurement steps take place.
• the outlet 424 of the second line 42 is disposed upstream of the shut-off valve 20, which makes it possible to simultaneously perform the draining and unclogging steps of the filter 30 and, if necessary, to reduce the cost of the installation 2.
• the second line 42 is equipped with a stop valve 44 which is controlled by the electronic unit 22 by means of an electrical signal S44.
• Two sensors 46 and 48 are arranged on the line 42, upstream of the valve 44.
• the sensor 46 makes it possible to measure the density D, the viscosity V, the humidity H and the temperature T of a liquid present or flowing in the second line 42.
• This sensor may be of the type sold by the company AVENISENSE under the name Cactus. Alternatively, the sensor 46 may be of another type or may only measure one or some of the above mentioned parameters.
• the sensor 48 is a basicity index sensor or BN, sometimes referred to as an alkalinity index. It can be a sensor operating with infrared technology, in the middle infrared, or any other sensor suitable for determining the BN of a lubricant.
• the installation 2 also comprises a first level sensor 54 and a second level sensor 56 which respectively make it possible to detect when the quantity of oil in the reservoir 26 reaches a first level N1 or a second level N2.
• the electrical output signals S54 and S56 of the sensors 54 and 56 are delivered to the unit 22.
• the sensors 54 and 56 may be replaced by a single sensor, such as a pressure sensor, which makes it possible to detect when the oil reaches each of the two levels N1 and N2 in the reservoir 26.
• FIGs 2 to 5 schematically illustrate the successive steps of an automated process implemented through the installation 2 of Figure 1.
• This method is automated in the sense that it can be implemented, partially or preferably totally, without human intervention, under the control of the unit 22. The same goes for the process explained hereinafter with respect to the second embodiment of the invention.
• the oil leaving the engine flows in line 4, in the direction of the arrow F1 in FIG. 1, from the engine M to the recovery tank 6, without being restrained. by the valve 20 which is in open configuration or pass, while the other valves are closed.
• the unit 22 drives the valve 20 on closing, so that it is created in line 4 a retainer where a quantity of oil, i.e. lubricant, accumulates, as represented by the gray portion L in FIG.
• the pipe 4 serves as a settling column and impurities I accumulate in the vicinity of the valve 20, inside the pipe 4 and in the lower part of the amount of lubricant L.
• valves 32 and 40 are open, while the valves 36 and 44 are closed.
• the unit 22 switches the plant 2 to a new stage, represented by the configuration of FIG. 4, in which the valve 20 passes in open configuration, which empties the settling column by directing the remainder of the amount L of lubricant present upstream of the valve 20 and the impurities I to the recovery tank 6.
• the flow in the direction of the arrow F1 continues thus into the tray 6.
• the valves 32 and 40 are closed and the valve 36 is open, which allows to put the part of the volume V26 which is not occupied by the lubricant, c that is to say the part of this volume V26 situated above the level N2, under an air pressure P1 equal to that of the air source 12, which, in the example, is 7 bar absolute.
• the unit 22 passes the installation 2 to a next step, represented by the configuration of FIG. 5, where the valve 44 is open, the other valves maintaining their state of the configuration of FIG. in this case, the pressure P1 of the air in the upper part of the volume V26 has the effect of pushing the oil in the second evacuation line 42, through the sensors 46 and 48, which allows these sensors to provide to the unit 22 signals S46, respectively S48, representative of the parameters they have detected.
• the signals S46 and S48 may be processed in the unit 22 to determine the values of the controlled parameters, in particular by comparison with known values for reference lubricants.
• the signals S46 and S48, or signals extrapolated from these signals, can be provided outside the installation 2 in the form of a conjugated signal S2, which can be used by a central control unit of the motor M.
• the passage section of the basicity index sensor 48 is approximately 3 mm by 0.1 mm and it is necessary to be able to supply this passage section with a sufficient flow rate, for a sufficient duration to the realization of the measurement of the basicity index.
• the construction of the installation with the reservoir 26 makes it possible to create a reservoir forming a "buffer" of oil, in the form of the quantity of oil L1 contained in the reservoir 26 in the configuration of FIG. this oil reserve L1 can be discharged, continuously or sequentially, into the second discharge line 42 so that the sensor 48 has a sufficient amount of oil to be analyzed.
• first and second lines 28 and 42 meet at a T-shaped branch 29.
• the outlet 284 of the first branch line 28 coincides with the mouth 422.
• the second line of evacuation 42 The section of line located between the reservoir 26 and the branch 29 is common to the first and second lines 28 and 42. This section of line opens in lower part of the reservoir 26, so that the oil flowing from the pipe 4 to the reservoir 26 reaches directly into the lower part of the reservoir.
• Three levels N1, N2 and N3 are defined in the reservoir 26, the levels N1 and N2 being comparable to those of the first embodiment.
• level sensors identical to the level sensors 54 and 56 are not used, but a pressure sensor 58 whose output signal S 58 is supplied to the electronic control unit 22. Furthermore, a level sensor 60 is mounted in the pipe 4, upstream of the valve 20, that is to say above it.
• tappings 34 and 38 and the valves 36 and 40 of the first embodiment are replaced by a single tapping 38 'on which is connected the pressure sensor 58, and a distributor 62 with three channels and three ports, which is connected on the one hand to the pressurized air source 12 and on the other hand to the ambient atmosphere.
• the distributor 62 is controlled by the unit 22 by means of a dedicated electrical signal S62.
• the installation 2 also comprises a third sensor 50 mounted in the upper part of the reservoir 26 and arranged to aim at the interface 26 between a quantity of lubricant present in the reservoir 26 and the air present above this quantity.
• the sensor 50 is a sensor using laser-induced plasma spectroscopy or LIBS (English Laser Induced Breakdown Spectroscopy) technology.
• the senor 50 comprises a control unit 50A, a transmitter 50B of a laser beam directed towards the interface 126, as represented by the arrows F2, as well as a receiver 50C able to receive a beam emitted back from the interface 126 and represented by the arrows F2R.
• the laser beam F2 emitted by the emitter 50B excites the quantity L1 of lubricant and, during the de-excitation, there is a transmission of a characteristic spectrum of this quantity L1, in the form of the beam F2R emitted back.
• the components 50B and 50C of the sensor 50 are integrated in an upper wall 262 of the reservoir 26 and connected to the unit 50A by two wire links 50D and 50E.
• This technology enables the sensor 50 to determine the dissolved iron content of the oil contained in the reservoir 26, more particularly the content of Fe 2+ and Fe 3+ ions. This makes it possible to determine the level of corrosion of the parts of the engine in contact with the oil and, consequently, to initiate preventive or corrective maintenance actions when necessary.
• this sensor 50 which also makes it possible to determine the dissolved iron content of the oil contained in the reservoir 26, may be used.
• this sensor can be integrated in the second line 42, in particular disposed downstream of the basicity index sensor 48.
• the operation of the installation 2 is as follows:
• valve 20 is open and the valves 32 and 44 are closed, while the distributor 62 is in the configuration shown in Figure 6 where it isolates the interior volume V26 of the reservoir 26 of the compressed air source 12 and of the ambient atmosphere.
• the unit 22 activates the valve 20 by means of the signal S20 in a first step, to bring it to the closed configuration shown In this configuration, oil is present in the first branch line 28, between the filter 30 and the valve 32, due to a filter unclogging operation 30, carried out previously and which is explained below.
• the valves 32 and 44 and the distributor 62 are closed.
• the level sensor 60 is positioned so that, when the oil column retained in the pipe 4 upstream of the valve 20 reaches the level N 0 detected by this sensor, as represented in FIG. 8, a predetermined quantity of lubricant L ' is present above the mouth 282.
• the predetermined amount may be equal to 100 ml.
• the unit 22 controls the valve 32 and the distributor 62 in a next step to transfer the quantity L 'of oil from the line 4 to the reservoir 26, as represented by the configuration of the In this configuration, the valve 32 is open, while the distributor 62 is closed.
• the transfer of oil from the line 4 to the buffer tank 26 is therefore accompanied by an increase in the air pressure inside the reservoir 26.
• the compression ratio of the air trapped in the reservoir can be connected, after calibration, the initial volume of air in the tank 26 and the volume of oil transferred.
• the oil level N2 is reached in the reservoir 26 at the stage represented by the installation 2 in the configuration of FIG. 10.
• the unit 22 then automatically controls the valves and the distributor to reach the configuration of Figure 1 1 where the reservoir 26 is pressurized through the distributor 62 which connects the volume V26 to the source of compressed air 12, so that the pressure P1 'of air inside the reservoir 26 becomes equal to 7 bars.
• the valve 32 has previously been tilted by the unit 22 in the closed configuration, in order to prevent an oil return from the reservoir 26 to the pipe 4.
• the valve 20 is swung by the unit 22 in the open configuration, so that the flow of oil from the engine M to the recovery tank 6 can again take place in the direction of the arrow F1.
• the sensor 50 is used to measure the dissolved iron content, in particular Fe 2+ and Fe 3+ ions, of the quantity L1 of oil present in the tank 26.
• the senor 50 is aimed at the oil / air interface 126 which is situated at the level N2 in the reservoir 26.
• the output signal S 50 of the sensor 50, or a signal extrapolated from this signal, is integrated in the signal output S2 of the installation 2.
• the unit 22 controls the distributor 62 and the valve 44 by means of the signals S62 and S44, respectively to close the distributor 62 and open the valve 44 and thus reach the configuration of FIG. 13 where the oil contained in the reservoir 26 is gradually removed from it because of the pressure P1 prevailing in the upper part of the internal volume V26.
• the oil thus flows through the sensors 46 and 48 which are able to detect the parameters for which they are provided and to supply corresponding signals, S46 and S48, to the unit 22, as in the first embodiment. .
• the discharge of the oil contained in the reservoir 26 through the second evacuation line 42 can take place in several cycles, by successive detents of the volume of air trapped in the reservoir and successive connections to the air source 12.
• successive detents For a 250 ml reservoir initially containing 80 ml of oil, it is possible, for example, to carry out three successive detents, between 7 bars and 6.2 bars, preceded by three connections to the air source 12. This makes it possible to deliver a total volume 50 ml in the second discharge line 42 and to reach the configuration of Figure 14 where a residual amount L2, 30 ml of lubricant, remains in the tank 26 under a pressure P2 equal to 6.2 bars.
• the three successive detents are carried out by filling the reservoir 26 with air at 7 bar beforehand, by means of an appropriate control of the distributor 62.
• the unit 22 passes the installation 2 in the configuration of FIG. 15 where the interior volume V26 of the tank 26 is again pressurized at the pressure P1 'of 7 bar, with a appropriate control of the dispenser 62, while the valve 44 is closed.
• the unit 22 controls the valve 32 at the opening and the distributor 62 at closing, which has the effect of driving the oil present in the lower part of the reservoir 26 through the first branch line 28, to the line 4, in a filter unclogging direction 30.
• This step is represented by the configuration of FIG. 16.
• the fact of lowering the pressure in the reservoir 26 from 7 to 6.2 bars makes it possible to circulate an amount of about 20 ml of the reservoir 26 to the pipe 4.
• At the end of this step there remains a quantity L3 equal to 10 ml of lubricant in the reservoir 26, at a pressure P2 of 6.2 bars.
• the unit 22 passes the installation 2 in the configuration of Figure 17 where the valve 32 is closed again, while the valve 44 is open and the distributor 62 is placed in a supply configuration of the volume V26 in pressurized air.
• This has the effect of evacuating the residual amount of oil present in the second evacuation line 42 and in the sensors 46 and 48 to obtain the configuration of FIG. 18 where the second evacuation line 42 and the sensors 46 and 48 are empty of oil and filled with air. This corresponds to the configuration of FIG. 7 mentioned above.
• each pipe 4 is equipped with a valve 20 controlled by the electronic unit 22 and which makes it possible to interrupt the flow of a flow F1 of lubricant in the pipe 4 considered.
• a first branch line 28 is connected, on the one hand, to each line 4, upstream of its valve 20 and, on the other hand, to the inlet of the buffer tank 26 which is the same as in the first embodiment of FIG. production.
• the installation 2 thus comprises as many first branch lines 28 as pipes 4. Starting from its mouth 282, each first branch line 28 is equipped with a filter 30 and a stop valve 32. The four first lines 28 join downstream of their respective stop valves 32 and the tapping 34 is common to the first four branch lines 28, as well as their outlet 284 in the buffer tank 26.
• a tapping 8 is provided on each pipe 4 and equipped with a manually controlled valve 10, according to an approach parallel to that mentioned above with respect to the first embodiment.
• a manually controlled valve 10 is provided on each pipe 4 and equipped with a manually controlled valve 10, according to an approach parallel to that mentioned above with respect to the first embodiment.
• the second evacuation line 42 is common to all the cylinders of the engine and receives, downstream of the reservoir 26, the oil from all the first branch lines 28.
• the outlet 424 of the second evacuation line is disposed on one of the pipes 4, downstream of its stop valve 20.
• This third embodiment optimizes the size of the pipes 4 and their path within the engine compartment of a ship. It saves space compared to the first embodiment.
• this third embodiment makes it possible to know, thanks to the sensor 48, identical to that of the first embodiment of FIG. realization, the index of basicity of the fuel at the output of each of the cylinders of the motor M on which is connected a line 4.
• lines 4 are provided, each dedicated to a cylinder of the motor M.
• the number of lines 4 is different, while remaining greater than or equal to 2, in order to adapt the installation 2 according to the motor configuration M and the space available to house the pipes 4.
• the installation 2 allows an effective measurement of the basicity index or BN of an oil leaving the motor M by a process that can be automated and that does not require any particular knowledge of the from a user, since the signal S2 can be directly readable, either by the man or by a machine.
• the maximum pressure P1 'prevailing in the internal volume V26 of the reservoir 26, which depends on the pressure of the source 12, is not limited to 7 bar. It is between 6 and 12 bar, preferably between 7 and 10 bar depending on the pressure of the compressed air network available on the ship. The value of 7 bars is preferred because it gives good experimental results and corresponds to a level of pressure currently available. It is important that this pressure P1 is greater than the pressure P4 of the oil in line 4, which is between 1, 1 and 6 bars as mentioned above. Indeed, it is the difference between the pressures P1 and P4 which ensures the flow of the oil through the second discharge pipe 42.
• the installation 2 which is essentially included in the housing 24, is easy to install on board a ship and does not require the installation of the valve 20 in the pipe. 4, the connection lines 28 and 42 on this pipe and its power supply and pressurized air.
• the installation 2 can therefore be easily installed on a new ship or used to retrofit a ship in service.
• the invention is described above in the case of its use for a ship propulsion engine. However, it is applicable to other equipment, for example an auxiliary engine or ship accessory, and a gearbox, including a tidal turbine or wind turbine gearbox.
• oil and lubricant are used indistinctly because an engine oil is a lubricant.
• the invention is however applicable to other lubricants such as transmission oils and gear oils, compressor oils, hydraulic oils, turbine oils or centrifugal oils.

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• 2015
  • 2015-02-06 FR FR1550956A patent/FR3032531B1/fr active Active
• 2016
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  • 2016-02-05 EP EP16706980.6A patent/EP3254101B1/fr active Active
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