DK145431B - MARINE DIESEL ENGINE CONSISTING OF TWO PARALLEL LOCATED ENGINE UNITS - Google Patents
MARINE DIESEL ENGINE CONSISTING OF TWO PARALLEL LOCATED ENGINE UNITS Download PDFInfo
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- DK145431B DK145431B DK79277AA DK79277A DK145431B DK 145431 B DK145431 B DK 145431B DK 79277A A DK79277A A DK 79277AA DK 79277 A DK79277 A DK 79277A DK 145431 B DK145431 B DK 145431B
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- gear
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
- F02B75/225—Multi-cylinder engines with cylinders in V, fan, or star arrangement having two or more crankshafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B73/00—Combinations of two or more engines, not otherwise provided for
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Exhaust Silencers (AREA)
- Fuel-Injection Apparatus (AREA)
- Supercharger (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
Description
145Λ31 i145Λ31 i
Opfindelsen angår en marinedieselmotor med en ydelse på over 3000 HK og af den art, som har to pa- : * rallelt anbragte flercylindrede motorenheder med" lodretstående cylindre, en fælles blindramme, hvortil motorenhedeme er fastgjort, samt et gear, gennem hvilket motorenhedernes krumtapaksl'ér er koblet til en fælles udgangsaksel.BACKGROUND OF THE INVENTION The present invention relates to a marine diesel engine with a performance of over 3000 HP and of the type having two parallel-mounted multi-cylinder engine units with "vertical cylinders, a common blind frame to which the engine units are attached, and a gear through which the engine shaft crankshaft" is mounted. You are connected to a common output shaft.
Motorer af denne art, som bl.a. kendes fra dansk patentskrift nr. 80.652, muliggør sammenlignet med en til propellerakslen direkte koblet motor en formindskelse af brændselsforbruget til fremdrivnlng af et skib med en ønsket hastighed og samtidig et reduceret pladsbehov for motoren og dermed en forøgelse af skibets lasteevne. Brændselsbesparelsen beror primært på forbedringen af propellervirkningsgraden som følge af det i gearet reducerede omdrej- -ningstal, og pladsbesparelsen hænger sammen med, at motorenhederne kan bygges med mindre cy1inderdihmeter og tilsvarende kortere slaglængde.Engines of this kind, such as is known from Danish Patent Specification No. 80,652, compared with a motor directly connected to the propeller shaft, a reduction in fuel consumption for propulsion of a ship at a desired speed and at the same time a reduced space requirement for the engine and thus an increase in the load capacity of the ship. The fuel savings are primarily due to the improvement of the propeller efficiency due to the reduced speed of the gear, and the space saving is due to the fact that the engine units can be built with smaller cylinder diameters and correspondingly shorter stroke length.
For generelt at minimere de kræfter, som frembringer svingninger i motoren, er det hensigtsmæssigt at indføre en faseforskel mellem bevægelserne i stemplerne i hvert par cylindre, som i styrbords og bagbords motorenhed står ud for hinanden. Derved opstår imidlertid relativt høje pulserende massekræfter i vandret retning mellem motorenhederne.In order to generally minimize the forces which produce oscillations in the engine, it is advisable to introduce a phase difference between the movements of the pistons in each pair of cylinders, which are facing each other in starboard and inboard engine units. However, relatively high pulsating mass forces occur in the horizontal direction between the motor units.
Hidtil kendte motorer af den foreliggende art ' har været bygget med relativt lille ydelse og med hurtiggående enheder med tilsvarende små dimensioner ^ og dermed små vandrette kræfter, som har kunnet opta-ges af stive elementer, der forbinder enhedernes overdele og derved udelukker, at disse' kan bevæge sig indbyrdes i sideretningen. En alternativ løsning, som fra tysk fremlæggelsesskrift nr. 2 018 631 er kendt til undertrykkelse af tværsvingninger af en motor i 2 U5431 forhold til skibsskroget, består i montering af vandrette stivere med indbyggede væskedæmpere mellem motoren og skroget. Begge disse løsninger ville ved større motorer være, om ikke direkte umulige, så dog yderst bekostelige og især medføre betydelig forøgelse af motorvægten på grund af de store kræfter, som skulle kunne optages i begge retninger.Hitherto known motors of the present kind have been built with relatively little performance and with fast-moving units of correspondingly small dimensions, and thus small horizontal forces which have been able to be absorbed by rigid elements connecting the upper parts of the units and thereby exclude these 'can move side by side. An alternative solution, known from German Patent Specification No. 2 018 631 for suppressing transverse oscillations of an engine in relation to the ship's hull, consists of mounting horizontal struts with built-in fluid dampers between the engine and the hull. Both of these solutions would be, if not directly impossible, for larger engines, though extremely costly and, in particular, significantly increase the engine weight due to the large forces that could be absorbed in both directions.
En motor ifølge nærværende opfindelse adskiller sig fra de kendte ved, at motorenhederne ved deres øverste ende er forbundet indbyrdes alene ved hjælp af forbindelsesorganer, der udelukkende er i stand til at begrænse en relativ bevægelse af enhederne bort fra hinanden, men ikke i andre retninger.A motor according to the present invention differs from the known in that the motor units at their upper end are interconnected only by means of connecting means which are capable of limiting only relative movement of the units apart, but not in other directions.
Det har overraskende vist sig, at man herved kan opnå en væsentlig reduktion, i praksis ca. 30% ved fuldlast, af den maksimalt optrædende svingningsamplitude for motorenhedernes vandrette bevægelser.Surprisingly, it has been found that a substantial reduction can be achieved, in practice approx. 30% at full load, of the maximum occurring oscillation amplitude for the horizontal movements of the motor units.
Ved at give afkald på total ophævelse af motorenhedernes indbyrdes bevægelighed har man opnået at reducere enhedernes vandrette svingninger og de hermed sammenhængende ekstraspændinger til et niveau, som i praksis har vist sig fuldtud acceptabelt, og da de hertil benyttede forbindelsesorganer kun skal kunne optage trækkræfter, men ikke trykkræfter, kan de udgøres af tynde stålkabler eller -wirer. Sådanne organer medfører kun en uvæsentlig forøgelse af motorens vægt og fremstillingspris, og man undgår en uheldig forskydning opefter af den samlede motors tyngdepunkt, som man ville få ved indbygning af trykstive og tilsvarende tunge forbindelseselementer eller hydrauliske svingningsdæmpere.By renouncing total abolition of the motility of the motor units, the horizontal oscillations of the units and the associated auxiliary voltages have been achieved to a level which has proved to be fully acceptable in practice, and since the connecting means used for this purpose can only absorb traction forces, but not compressive forces, they can be made up of thin steel cables or wires. Such means only result in an insignificant increase in engine weight and cost of manufacture, and avoid undue upward displacement of the total engine center of gravity which would be obtained by incorporating pressure-rigid and correspondingly heavy connecting elements or hydraulic vibration dampers.
De foreskrevne slappe forbindelsesorganer mellem motorenhederne tillader relativt store vandrette udsving af enhederne ind mod hinanden, hvilket ved anbringelse af en fælles skylleluftreceiver mellem enhederne - af pladsbesparelseshensyn - gør det 3 14543 1 ønskeligt at forebygge brud på receiverens tilslutninger til enhederne .The prescribed relaxed connectors between the motor units allow relatively large horizontal swings of the units towards each other, which by placing a common purge air receiver between the units - for space saving reasons - makes it desirable to prevent the receiver from connecting to the units.
Flere detaljer og fordele ved opfindelsen vil fremgå af den følgende beskrivelse, hvori der henvises til tegningen, på hvilken fig. 1 viser en typisk marinedieselmotor ifølge opfindelsen set fra enden, fig. 2 motoren set fra siden, fig. 3 et planbillede af motoren, fig. 4 et tværsnit i større skala, fig. 5 et tværsnit i større skala gennem en motor ifølge opfindelsen visende arrangementet af skylleluftreceiveren, fig. 6 et udsnit i større skala af de væsentlige dele i fig.5, fig. 7 et til fig. 6 svarende billede af en ændret udførél-sesform, fig. 8 et sidebillede af agterstavnen af et skib, hvori der til sammenligning er vist en motor ifølge opfindelsen og en konventionel motor installeret, fig. 9 et planbillede af det i fig. 8 viste, fig. 10 et kurveblad med sammenligning af brændselsforbruget for en motor ifølge opfindelsen og en konventionel motor, og fig. 11 et tilsvarende kurveblad med sammenligning af motorlængden, henholdsvis for en motor ifølge opfindelsen og en konventionel motor.More details and advantages of the invention will become apparent from the following description, which makes reference to the drawings, in which: FIG. 1 is an end view of a typical marine diesel engine according to the invention; FIG. 2 shows the motor from the side, fig. 3 is a plan view of the motor; FIG. 4 is a cross-sectional view on a larger scale; FIG. 5 is a larger-scale cross-section through a motor according to the invention showing the arrangement of the purge air receiver; FIG. Figure 6 is a larger-scale view of the essential parts of Figure 5; 7 is a view of FIG. 6 is a similar view of a modified embodiment; FIG. Fig. 8 is a side view of the stern of a ship showing, by comparison, an engine according to the invention and a conventional engine installed; 9 is a plan view of the embodiment of FIG. 8; 10 is a graphical sheet comparing the fuel consumption of an engine according to the invention with a conventional engine; and FIG. 11 shows a corresponding curve sheet comparing the motor length, respectively, for a motor according to the invention and a conventional motor.
Ved den i fig. 1-4 viste typiske udførelsesform betegner Å og B henholdsvis den venstre og den højre dieselmotor, som hver har flere cylindre 1. Motorerne er opstillet på en fælles bundramme 3 ved hjælp af selvstændige stativer 2 og fast forbundet indbyrdes . ...In the embodiment shown in FIG. 1-4 represent the Å and B respectively the left and the right diesel engines, each having several cylinders 1. The engines are arranged on a common bottom frame 3 by means of independent racks 2 and fixed interconnected. ...
De omtalte motorenheder A og B er kéndte, men i fig.' 4 vimses et typisk eksempel på deres indre opbygning. Opfindelsen er dog ikke begrænset til de viste konstruktive detaljer.The aforementioned motor units A and B are known, but in FIG. 4 is a typical example of their internal structure. However, the invention is not limited to the structural details shown.
Hver cylinder indeholder et stempel 11, som er forskydeligt op og ned i en cylinderforing 12, og til undersiden af hvert stémh-pel 11 er der fastgjort en nedadvendende stempelstang 13. Stém-pelstangen 13 er ført gastæt ned gennem en pakdåse 17 i en skillevæg 16 mellem et krumtaphus 15 og den nedre del af cylinderen ved undersiden af en cylinderkappe 14. Til den nederste ende af hver stempelstang 13 er fastgjort en krydshovedtap 18, hvorpå den øverste ende af en plejlstang 19 er drejeligt lejret. Den nederste 4 145A3 1 ende af plejlstangen 19 er tilsvarende drejeligt lejret på en plejl-stangstap 20. To krumtapaksler 21 strækker sig paralLelt med cylinderrækkerne, og krumtapakslerne er drejeligt lejret i motorens bundramme 3 og ud i ét med de indbyrdes vinkelforsatte plejlstangs-tappe 2 0.Each cylinder contains a piston 11 which is displaceable up and down in a cylinder liner 12 and to the underside of each piston 11 a downwardly extending piston rod 13 is attached. The piston rod 13 is guided tightly through a sealing box 17 in a partition 16 between a crankcase 15 and the lower portion of the cylinder at the underside of a cylinder cap 14. To the lower end of each piston rod 13 is attached a cross head pin 18 on which the upper end of a connecting rod 19 is pivotally mounted. The lower 4 145A3 1 end of the connecting rod 19 is similarly rotatably mounted on a connecting rod pin 20. Two crankshaft 21 extend parallel to the bar rows and the crankshafts are rotatably mounted in the bottom frame of the engine 3 and integral with the mutually angled connecting rod 2. 0th
Stativerne 2, som hører til motorenhederne A og B, og som forbinder motorenhedernes nedre dele med den fælles bundramme 3, omslutter plejIstængerne 19, og de tilvejebringer en stærk kraftoverførende forbindelse mellem undersiderne af cylinderkapperne 14 og bundrammen 3, hvori krumtapakslerne 21 er lejret. Stativerne 2 samvirker med bundrammen 3 til dannelse af fælles eller separate, indbyrdes adskilte krumtaphuse 15. I den viste udførelsesform er bundrammen 3 kasseformet og virker som en kraftig understøtning af motorens vægt og motorkræfterne, som forstærker forbindelsen, men bundrammen kan også være af en anden kendt type, som er i stand til at optage vægten og kræfterne. De to krumtapaksler 21 rager bagud over bundrammen 3, og hver krumtapaksel bærer et svinghjul 8 og en elastisk kobling 31, idet krumtapakslerne er forbundet med en fælles propelleraksel 35 ved hjælp af et gear 36, se også fig. 8 og 9. Gearet har to drivende tandhjul 32, der gennem koblingerne 31 er forbundet med hver sin krumtapaksel, og et fælles drevet tandhjul 33, der er forbundet med propellerakslen 35.The rods 2, which belong to the motor units A and B, and which connect the lower parts of the motor units to the common bottom frame 3, enclose the connecting rods 19, and provide a strong force-transmitting connection between the undersides of the cylinder caps 14 and the bottom frame 3, in which the crankshafts 21 are mounted. The racks 2 interact with the bottom frame 3 to form common or separate, mutually crankcases 15. In the illustrated embodiment, the bottom frame 3 is box-shaped and acts as a strong support for the weight of the engine and the motor forces which strengthen the connection, but the bottom frame may also be of a different type. known type which is capable of absorbing the weight and forces. The two crankshafts 21 project rearwardly over the bottom frame 3, and each crankshaft carries a flywheel 8 and an elastic clutch 31, the crankshafts being connected to a common propeller shaft 35 by means of a gear 36, see also FIG. 8 and 9. The gear unit has two driving gears 32 which are connected through the couplings 31 to each crankshaft and a common driven gear 33 connected to the propeller shaft 35.
Skylleluftreceiveren og udstødsreceiveren for de to motorenheder er udført som fælles dele. En fælles skylleluftreceiver 4 er monteret mellem motorenhederne A og B og er forbundet med stativerne ved hjælp af et forbindelsesorgan. Fælles udstødsreceivere 5 er anbragt foroven mellem motorenhederne A og B, og de står i forbindelse med cylindrene 1 gennem udstødsgrenrør 6. I den viste udførelsesform er udstødsreceiverne 5 delt,således at den ene ligger bag den anden, og hver udstødsreceiver 5 anvendes separat i forbindelse med cylindrene 1 i den højre og den venstre motorenhed, således at udstødsgassens energi kan udnyttes i en turbolader. Anbringelsen af udstødsreceiverne kan også være baseret på andre kendte konstruktioner.The flush air receiver and exhaust receiver for the two motor units are made as common parts. A common purge air receiver 4 is mounted between the motor units A and B and is connected to the racks by means of a connecting means. Common exhaust receivers 5 are located at the top between the engine units A and B and they communicate with the cylinders 1 through exhaust manifolds 6. In the embodiment shown, the exhaust receivers 5 are divided so that one is behind the other and each exhaust receiver 5 is used separately in connection. with the cylinders 1 in the right and left engine units, so that the exhaust gas energy can be utilized in a turbocharger. The placement of the exhaust receivers may also be based on other known constructions.
Da de nedre dele af stativerne 2 til motorenhederne A og B i motoren ifølge opfindelsen er understøttet af den fælles bundramme 3, medens den kraftoverførende forbindelse mellem enhedernes øvre dele er begrænset til det uundgåelige minimum, er det hensigts- U5A31 5 mæssigt, at forbindelseselementerne mellem motorenhederne, eksempelvis den fælles skylleluftreceiver 4 og udstødsreceiverne 5, er fleksibelt eller stødabsorberende tilsluttet, hvilket vil blive beskrevet mere udførligt senere, i stedet for kraftoverførende, a.f hensyn til den relative bevægelse af motorens øverste del på grund af bevægelserne af motorenhederne A og B.Since the lower parts of the racks 2 of the motor units A and B of the motor according to the invention are supported by the common bottom frame 3, while the power transfer connection between the upper parts of the units is limited to the inevitable minimum, it is appropriate that the connecting elements between the motor units, for example the common purge air receiver 4 and the exhaust receivers 5, are flexibly or shock absorber connected, which will be described in more detail later, instead of the power transmitting, for the relative movement of the upper part of the engine due to the movements of the motor units A and B.
Ved den praktiske udformning af motoren ifølge opfindelsen er det, ud over det ovenfor forklarede, vigtigt at udføre konstruktionen således, at vibrationer og ubalancerede momentkræfter på grund af bevægelserne mellem højre og venstre motorenhed A og B ikke i større grad påvirker motorens ydelse og styrke. Med dette for øje er det selvsagt nødvendigt at sikre, at stempelbevægelserne i motQr-enhederne A og B har det rigtige faseforhold, men da dette er et andet problem end det med nærværende opfindelse direkte sammenhængende, vil det ikke blive beskrevet nærmere. > Når dette punkt betragtes udelukkende i lyset af motorydelsen, er en konstruktion med kraftig sammenbygning af hele motoren at foretrække, men i så fald ville motorvægten stige, således at den ydre vibrationskraft ved motorens svingninger ville vokse ved installation af motoren i et skib. Især under hensyntagen til at nærværende opfindelse angår en krydshovedmotor med forøget motor- . højde, ville forøgelsen af den ydre vibrationskraft på grund af forøgelsen af motorvægten og det højtliggende tyngdepunkt blive anseelig. Ud fra hensynet til motorens understøtning og især ved store skibe bør enhver forøgelse af motorvægten undgås i lyset af hele motorens vibrationer. Det er klart, at prisforøgelsen på grund af vægtforøgelsen er større, jo større motoren er. En forøgelse af motorvægten bør derfor undgås.In the practical design of the motor according to the invention, in addition to the above explained, it is important to carry out the construction so that vibrations and unbalanced torque forces due to the movements between right and left motor units A and B do not significantly affect the performance and strength of the motor. With this in mind, it is of course necessary to ensure that the piston movements in motQr units A and B have the right phase relationship, but since this is a problem other than that of the present invention, it will not be described in detail. > When this point is considered solely in the light of engine performance, a design with strong assembly of the entire engine is preferable, but in that case the engine weight would increase so that the external vibrational force of the engine oscillations would grow when installing the engine in a ship. In particular, taking into account that the present invention relates to a cross-head motor with increased motor. height, the increase of the external vibration force due to the increase of the engine weight and the high center of gravity would be noticeable. In view of the support of the engine and especially of large vessels, any increase in engine weight should be avoided in the light of the entire engine vibration. Obviously, because of the weight gain, the larger the engine, the bigger the engine. An increase in engine weight should therefore be avoided.
Da motoren ifølge opfindelsen er udformet på det grundlag, at relativ bevægelse mellem motorenhederne i en vis udstrækning SjkaJL kunne foregå, er det ønskeligt, at de for motorenhederne fælles komponenter, eksempelvis skylleluftreceiveren og udstødsreceiverne/, ikke er stift fastgjort. Dette kan for skylleluftreceiverens vedkommende realiseres med de i fig. 5-7 viste midler.Since the engine according to the invention is designed on the basis that relative movement between the motor units could take place to a certain extent SjakJL, it is desirable that the components common to the motor units, for example the flushing air receiver and exhaust receivers /, are not rigidly attached. This can be realized for the purge air receiver with those of FIG. 5-7.
14 5 Λ 3 1 614 5 Λ 3 1 6
Den χ fig. 5 viste motor er identisk med den i fig. 4 viste med undtagelse af skylleluftreceiveren og forbindelserne mellem denne og cylinderkapperne 14. Øvrige dele, som er fælles i udførelsesformerne, har samme henvisningstal og beskrives ikke nærmere. En skylleluftreceiver 40 er anbragt mellem motorenhederne A og B parallelt med de to krumtapaksler 21, og receiveren står i forbindelse med og er stift fastgjort til cylinderkapperne 14 i motorenheden A, medens cylinderkapperne 14 i motorenheden B og receiveren 40 står i indbyrdes forbindelse gennem fleksible koblinger 41. Som det ses i fig. 6, udgøres de dele af skylleluftreceiveren 40, som ligger ud for cylindrene i motorenhederne A og B, og som afgrænser en hovedskylleluftpassage 42, af grenrør 43a og 43b, som afgrænser grenpassager 44a og 44b for skylleluften. Grenrørene 43a, som ligger ud for cylindrene i motorenheden A, er fastgjort til cylinderkapperne 14 ved hjælp af fastgørelseselementer, f.eks. bolte. Derimod er grenrørene 43b, som ligger ud for cylindrene i motorenheden B, forbundet med disse cylindres cylinderkapper gennem fleksible koblinger 41. I fig. 6 er en fleksibel kobling 41 vist i form af en bælg 45, og en anden mulig udførelsesform er den i fig. 7 viste, hvori rør 46, som rager ud fra cylindrene i motorenheden B, er teleskopisk monteret i grenrørene 43b med O-ringe 47 indskudt til tætning.The χ fig. 5 is identical to that of FIG. 4 with the exception of the purge air receiver and the connections between it and the cylinder sheaths 14. Other parts common in the embodiments have the same reference numerals and are not further described. A purge air receiver 40 is arranged between the motor units A and B parallel to the two crankshafts 21, and the receiver communicates with and is rigidly attached to the cylinder caps 14 in the motor unit A, while the cylinder caps 14 in the motor unit B and the receiver 40 are mutually connected through flexible couplings. 41. As seen in FIG. 6, the portions of the purge air receiver 40, which are adjacent to the cylinders of the motor units A and B, which define a main rinse air passage 42, comprise manifolds 43a and 43b defining branch passages 44a and 44b of the purge air. The branch tubes 43a, which are adjacent to the cylinders of the motor unit A, are secured to the cylinder sheaths 14 by means of fastening elements, e.g. bolts. By contrast, the manifolds 43b, which are adjacent to the cylinders of the motor unit B, are connected to the cylinders of these cylinders through flexible couplings 41. In FIG. 6, a flexible coupling 41 is shown in the form of a bellows 45, and another possible embodiment is that of FIG. 7, in which tubes 46 projecting from the cylinders of the motor unit B are telescopically mounted in the branch tubes 43b with O-rings 47 inserted for sealing.
Anbringelsen af skylleluftreceiveren mellem motorenhederne A og B på den viste måde gør ydersiden af motorenhederne ryddelig og tilgængelig sammenlignet med en konstruktion, hvori hver motorenhed har sin egen skylleluftreceiver. Da der benyttes en enkelt fælles skylleluftreceiver, kan anlægget udføres kompakt, og selv om vibrationer af motorenhederne under driften frembringer ændringer i enhedernes relative stilling, vil anvendelsen af fleksible koblinger til forbindelse af skylleluftreceiveren optage de relative forskydninger og undgå brud.The arrangement of the flush air receiver between the motor units A and B in the manner shown makes the outside of the motor units tidy and accessible compared to a structure in which each motor unit has its own flush air receiver. As a single common purge air receiver is used, the system can be compactly designed, and while vibration of the motor units during operation produces changes in the relative position of the units, the use of flexible couplings to connect the purge air receiver will absorb the relative displacements and avoid breakage.
Herefter beskrives et skib, som er udstyret med den ovenfor beskrevne motor, i forbindelse med fig. 8 og 9, der viser agterstavnen af skibet set henholdsvis fra siden og i planbillede. Krumtapakslerne 21 er koblet sammen gennem gearet 36 med de tilhørende elastiske koblinger, således at motorens omdrejningstal nedsættes til en passende værdi ved den fælles propelleraksel 35. I et sådant skib opnås der en brændselsbesparelse med lavt propeller- 7 1Λ 5 4 31 omdrejningstal i overensstemmelse med opfindelsens formål, og samtidig kan skibets hastighed opretholdes ved passende foranstaltninger, som sikrer effektiv fremdrift, herunder en forøgelse af propelleren 50's diameter som vist med fuldt optrukne linier i fig. 8, således at fremdrivningskraften også kan opnås ved lave omdrejningstal.Hereinafter, a ship equipped with the engine described above is described in connection with FIG. 8 and 9 showing the stern of the ship seen from the side and in the plan view respectively. The crankshafts 21 are coupled through the gear 36 with the associated elastic couplings so that the engine rpm is reduced to a suitable value at the common propeller shaft 35. In such a ship a low propeller fuel saving of 7 1Λ 5 4 31 is obtained. the purpose of the invention, and at the same time, the speed of the ship can be maintained by appropriate measures which ensure efficient propulsion, including an increase in the diameter of the propeller 50 as shown in full lines in FIG. 8 so that the propulsion force can also be obtained at low rpm.
Af hensyn til forbedringen af propellervirkningsgraden er det ønskeligt at gøre propellerens omdrejningstal så lavt som muligt, og ud fra hensynet til forskellige faktorer, herunder skibets fortn, kan omdrejningstallet nedsættes til en værdi i intervallet 50-80 o/m. Når propelleromdrejningstallet vælges til ca. 80 pr, minut, kan dette opnås uden væsentlige ændringer i skibets form, f.eks. ved udskiftning af hælen i en konventionel stævn af den omvendte G-type, som er vist stiplet i fig. 8, med en spaderorstævn (mariner type stern) som vist fuldt optrukket.In order to improve the propeller efficiency, it is desirable to make the propeller speed as low as possible, and for reasons of various factors including the ship's speed, the speed can be reduced to a value in the range 50-80 rpm. When the propeller speed is set to approx. 80 per minute, this can be achieved without significant changes in the ship's shape, e.g. by replacing the heel of a conventional G-type reverse stem shown in dotted line in FIG. 8, with a spade reed (mariner type stern) as shown fully drawn.
Til bedre forståelse af opfindelsen vil der nu blive beskrevet et eksempel, hvori opfindelsen anvendes på et skib med en død-vægttonnage på 19.000 tons.For a better understanding of the invention, an example will now be described in which the invention is applied to a ship with a dead weight tonnage of 19,000 tonnes.
Hvis dette skibs hastighed skal ligge omkring 16 knob, kan dette opnås ved en konventionel motor med følgende data:If this ship's speed is to be around 16 knots, this can be achieved by a conventional engine with the following data:
Cyl inderantal.............. 7Cyl inner number .............. 7
Propelleromdrejningstal..........145 pr. minutPropeller RPM .......... 145 pr. minute
Motoreffekt....................13100 BHK.Engine power .................... 13100 BHK.
Ved anvendelse af nærværende opfindelse og ved nedsættelse af propelleromdrejningstallet fil 80, reduceres hestekraften således:Using the present invention and reducing the propeller speed file 80, the horsepower is reduced as follows:
Cylinderantal.................. 2 x 6, motoreffekt............ 10600 BHP (2x5.300), og i dette tilfælde opnås samme hastighed af skibet med ca. 20% lavere brændselsforbrug på grund af reduktionen af effektbehovet.Number of cylinder .................. 2 x 6, engine power ............ 10600 BHP (2x5,300), and in this case the same is achieved speed of the ship by approx. 20% lower fuel consumption due to reduction in power requirements.
Ud over at det nødvendige antal hestekræfter formindskes som beskrevet ovenfor, aftager motorvægten fra 355 tons til 247 tons, dvs. ca. 30% som følge af sammenbygningen af to motorer med lavere ydelse. Bredden af det nødvendige rum til installation af motoren vokser med ca. 1 m i modsætning til de konventionelle 3,4 m, men den totale bredde af motoren er 6 m, hvilket er mindre end den konventionelle motorbredde på 6,6 m, således at der ikke er noget besvær med at installere motoren. Reduktionen af motorhøjden muliggør også,at højden af den nødvendige plads til overhaling af motorkomponenterne (målt fra krumtapakslens centerlinie) kan reduceres 8 145A31 fra de konventionelle 8,92 m til 5,6 m, således at loftet i motorrummet kan sænkes fra det konventionelle Øverste dæk til andet dæk.In addition to reducing the required horsepower as described above, the engine weight decreases from 355 tonnes to 247 tonnes, ie. ca. 30% due to the combination of two engines with lower performance. The width of the space needed to install the engine grows by approx. 1 m as opposed to the conventional 3.4 m, but the overall width of the engine is 6 m, which is less than the conventional engine width of 6.6 m, so there is no hassle in installing the engine. The reduction in engine height also allows the height of the space required to overhaul the engine components (measured from the center shaft of the crankshaft) 8 145A31 from the conventional 8.92 m to 5.6 m so that the ceiling in the engine compartment can be lowered from the conventional top tires for other tires.
Da motorens længde kan reduceres fra de konventionelle 11,65 m til 6,34 m, kan længden af motorrummet reduceres med 2,5 m. Som følge 3 heraf vokser skibets lastekapacitet med ca. 400 m . I det omtalte skib med 19.000 t dødvægt viser fig. 8 og 9 det konventionelle motorrum stiplet, og motorrummet med en motor ifølge opfindelsen med fuldt optrukne linier. Af disse billeder ses det, at motorrummets størrelse kan formindskes væsentligt ved udnyttelse af opfindelsen.As the length of the engine can be reduced from the conventional 11.65 m to 6.34 m, the length of the engine compartment can be reduced by 2.5 m. As a result, the ship's load capacity increases by approx. 400 m. In the 19,000 t deadweight ship in question, FIG. 8 and 9, the conventional engine compartment is dotted and the engine compartment with a motor according to the invention with fully drawn lines. From these images, it is seen that the size of the engine compartment can be substantially reduced by utilizing the invention.
Fig. 10 og 11 tjener til sammenligning af et skib med frem-drivningsanlæg ifølge opfindelsen og et konventionel skib, og det har vist sig, at brændselsforbruget ved store skibe kan reduceres med ca. 20%, og at motorlængden kan reduceres med ca. 7-11%, selv når der er tilføjet et gear.FIG. 10 and 11 serve to compare a ship with propulsion systems according to the invention and a conventional ship, and it has been found that the fuel consumption of large ships can be reduced by approx. 20% and that the engine length can be reduced by approx. 7-11%, even when a gear is added.
Et dieselmotorskib, som på den ovenfor beskrevne måde er udstyret med en motor ifølge opfindelsen, medfører bemærkelsesværdige fordele med hensyn til energibesparelse og formindskede byggeomkostninger, hvilket forbedrer skibets indtjeningsevne og bidrager stærkt til udviklingen af den pågældende industri.A diesel engine ship, which in the manner described above is equipped with an engine according to the invention, has remarkable advantages in terms of energy savings and reduced construction costs, which improves the profitability of the ship and contributes greatly to the development of the industry concerned.
I det følgende opregnes funktioner og fordele ved opfindelsen og dens foretrukne udførelsesformer.The features and advantages of the invention and its preferred embodiments are listed below.
1) Da to rækker af motorenheder er stillet sammen som en sammenhængende konstruktion, er der mange fælleskomponenter sammenlignet med to selvstændige motorer, og arrangementet er rationelt uden spild. Motorens vægt og længde reduceres derved, hvilket letter installationen af motoren.1) Since two rows of motor units are put together as a coherent structure, there are many common components compared to two independent motors and the arrangement is rational without wastage. The weight and length of the motor are thereby reduced, which facilitates the installation of the motor.
2) I et system, hvori to selvstændige motorer er anbragt ved siden af hinanden, og hvor deres ydelse udtages ved en enkelt propelleraksel gennem et gear, er gearets udvekslingsforhold lavt, da motorerne er langsomtgående. Da motorbredden er stor, kan afstanden mellem de to motorers krumtapaksler, dvs. afstanden mellem de drivende tandhjul i gearet, på den anden side ikke undgå at blive høj, således at gearet bliver kompliceret, f.eks. på grund af behovet for indbygning af et mellemtandhjul, eller også er der store begrænsninger, som tvinger til at forøge tandhjulenes størrelse mere end egentlig nødvendigt. Ifølge nærværende opfindelse, hvor de to motorer er sammenbygget, kan afstanden mellem krumtapakslerne, dvs. afstanden mellem de drivende tandhjul, derimod holdes på et minimum. Den indbyrdes placering af de drivende hjuls akser, dvs. krum- 9 U5A31 tapakslernes centerlinier, og det drevne hjuls akse, dvs. propelleraksen, kan vælges frit, uden at dette medfører større begrænsninger for tandhjulene. Da afstanden mellem de drivende tandhjul er kort, kan diameteren af det drevne tandhjul gøres tilsvarende lille, hvilket muliggør et kompakt gear.Dette gør en reduktion af motorbredden mulig. Endvidere opnås følgende afledede fordele.2) In a system in which two independent motors are arranged side by side and where their output is taken out by a single propeller shaft through a gear, the gear ratio of the gear is low as the motors are slow. Because the motor width is large, the distance between the crankshafts of the two motors, ie. the distance between the driving gears in the gear, on the other hand, does not avoid getting high, so that the gear becomes complicated, e.g. due to the need for incorporating an intermediate sprocket, or there are major limitations that force increasing the size of the gears more than is really necessary. According to the present invention, where the two motors are assembled, the distance between the crankshafts, i.e. the distance between the driving gears, on the other hand, is kept to a minimum. The mutual positioning of the axes of the driving wheels, viz. the center lines of the curved 9 U5A31 and the axis of the driven wheel, ie. the propeller shaft, can be freely selected, without this imposing greater constraints on the gears. As the distance between the driving gears is short, the diameter of the driven gears can be made correspondingly small, allowing for a compact gear.This allows a reduction in engine width. Furthermore, the following derived benefits are obtained.
a) Valget af det optimale omdrejningstal for skibets propel ler kan foretages uafhængigt af motorens omdrejningstal, og det bliver let at spare brændsel ved reduktion af propelleromdrejningstallet og dermed forbedre propellervirkningsgraden. ·'v b) Anlægget kan anbringes rationelt på en begrænset plads i skibets motorrum. Nærmere bestemt kan der opnås et arrangement, som på bedste måde udnytter motorrummet, fordi gearet kan anbringes i den relativt snævre agterende ved skibsbunden, medens de relativt brede motorkomponenter kan anbringes længere fremme, hvor skibet er bredere. Motorlængden kan derfor holdes på et minimum.a) The choice of the optimum rpm for the propeller clay can be made independently of the engine rpm and it becomes easy to save fuel by reducing the propeller rpm and thus improve the propeller efficiency. · '(B) The system may be rationally placed in a limited space in the engine compartment of the ship. Specifically, an arrangement can be obtained which best utilizes the engine compartment, because the gear can be placed in the relatively narrow rear end of the ship bottom, while the relatively wide engine components can be placed further forward where the ship is wider. The motor length can therefore be kept to a minimum.
3) Sammenlignet med et anlæg, hvor udgangsakslen i en motor1 med en enkelt cylinderrække er koblet til propellerakslen, og hvor omdrejningstallet nedsættes ved hjælp af et drivende og et drevet -' tandhjul, anvender nærværende opfindelse to særskilte drivende tandhjul, som indgriber med et drevet tandhjul i to punkter, hvorved den styrkemæssige belastning på gearet halveres, og gearets størrelse kan reduceres, selv ved uændret effekt og omdrejningstal. Hvis udgangsakslen af en motor med en enkelt cylinderrække kobles til propellerakslen gennem et reduktionsgear, og hvis propellerakslen skal være koaksial med motorens krumtapaksel, kræves der et specielt gear, f.eks, et planetgear eller et såkaldt "locked train system"-gear, men dette er unødvendigt ved anvendelse af opfindelsen, hvor der kan benyttes et sædvanligt gear.3) Compared to a system in which the output shaft of a single cylinder row engine1 is coupled to the propeller shaft and the speed of rotation is reduced by a driving and a driven gear, the present invention employs two separate driving gears which engage with a driven two gears, thereby reducing the force load on the gear and reducing the size of the gear, even at unchanged power and rpm. If the output shaft of a single-row engine is coupled to the propeller shaft through a reduction gear, and if the propeller shaft is to be coaxial with the engine crankshaft, a special gear such as a planetary gear or a so-called "locked train system" gear is required, but this is unnecessary when using the invention where a conventional gear can be used.
4) En højtydende motor med en énkelt cylinderrække har den ulempe, at motorlængden er større end længden af en turbine, og det største problem i forbindelse med installation af motoren er derfor, at motorummets længde må forøges. Man kunne derfor tænke sig at dele motorlængden og anbringe motorens halvdele ved siden af hinanden, men motorvægten kan ikke nedsættes, og desuden ville motorbredden vokse stærkt. I modsætning hertil fremkommer en motor ifølge opfindelsen ved anbringelse af to motorenheder ved siden af hinanden, hvor hver enhed giver halvdelen af den ønskede ydelse, således at de tilsammen frembringer denne ydelse, og motorlængden kan derfor reduceres med ca. halvdelen, omend ikke helt dénne værdi, medens4) A high-performance single-row engine has the disadvantage that the engine length is greater than the length of a turbine, and the main problem with installing the engine is therefore that the engine room length must be increased. It is therefore possible to divide the engine length and place the engine halves side by side, but the engine weight cannot be reduced, and in addition the engine width would grow strongly. In contrast, a motor according to the invention is provided by placing two motor units side by side, each unit providing half the desired output, so that they together produce this output, and therefore the motor length can be reduced by approx. half, though not quite this value, while
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2297676A JPS52145611A (en) | 1976-03-02 | 1976-03-02 | Internal combustion engine with parallel cylinder row one body frame |
| JP2297676 | 1976-03-02 | ||
| JP8420376A JPS538986A (en) | 1976-07-14 | 1976-07-14 | Diesel motor ship of reduced fuel consumption |
| JP8420376 | 1976-07-14 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| DK79277A DK79277A (en) | 1977-09-03 |
| DK145431B true DK145431B (en) | 1982-11-15 |
| DK145431C DK145431C (en) | 1983-04-18 |
Family
ID=26360269
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK79277A DK145431C (en) | 1976-03-02 | 1977-02-23 | MARINE DIESEL ENGINE CONSISTING OF TWO PARALLEL LOCATED ENGINE UNITS |
Country Status (15)
| Country | Link |
|---|---|
| BR (1) | BR7701254A (en) |
| CH (1) | CH618773A5 (en) |
| DE (1) | DE2708556C3 (en) |
| DK (1) | DK145431C (en) |
| ES (1) | ES456383A1 (en) |
| FI (1) | FI66238C (en) |
| FR (1) | FR2343126A1 (en) |
| GB (1) | GB1535456A (en) |
| GR (1) | GR66788B (en) |
| IT (1) | IT1086770B (en) |
| NL (1) | NL7702151A (en) |
| NO (1) | NO149558C (en) |
| PL (1) | PL116388B1 (en) |
| SE (1) | SE426860B (en) |
| YU (1) | YU39379B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT5141U1 (en) | 2000-08-24 | 2002-03-25 | Avl List Gmbh | FOUR-STROKE OUTBOARD INTERNAL COMBUSTION ENGINE FOR DRIVING A WATER VEHICLE |
| DE102004029286B4 (en) * | 2004-06-17 | 2009-01-22 | Man Diesel Se | engine plant |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NL12285C (en) * | ||||
| AT42516B (en) * | 1909-04-05 | 1910-06-10 | Siegfried Barth | Two-stroke internal combustion engine with necessarily coupled scavenging air pumps. |
| DE351843C (en) * | 1916-11-27 | 1922-04-15 | Maschb Vorm Trauzl & Co | Multi-cylinder diesel engine with injection air compressors |
| GB497824A (en) * | 1938-01-15 | 1938-12-29 | Inter S A | Propelling apparatus for boats |
| US2300977A (en) * | 1939-06-07 | 1942-11-03 | Sulzer Ag | Two-shaft internal combustion engine |
| DE836895C (en) * | 1949-06-18 | 1952-04-17 | Nat Gas And Oil Engine Company | Gear for power transmission from several prime movers to a common shaft, especially for ship propulsion |
| DE837356C (en) * | 1949-09-07 | 1952-04-28 | Franz Sueberkrueb | Gear arrangement for ships with multi-motor drive on a common propeller shaft |
| FR2029137A5 (en) * | 1969-01-14 | 1970-10-16 | Amiot F | Improvements made to power plants, especially for boat propulsion. |
| FR2151163A5 (en) * | 1971-08-23 | 1973-04-13 | Amiot F |
-
1977
- 1977-01-24 GB GB2770/77A patent/GB1535456A/en not_active Expired
- 1977-01-25 IT IT47790/77A patent/IT1086770B/en active
- 1977-01-31 FI FI770306A patent/FI66238C/en not_active IP Right Cessation
- 1977-02-10 YU YU351/77A patent/YU39379B/en unknown
- 1977-02-16 CH CH189777A patent/CH618773A5/en not_active IP Right Cessation
- 1977-02-23 DK DK79277A patent/DK145431C/en not_active IP Right Cessation
- 1977-02-28 NO NO770671A patent/NO149558C/en unknown
- 1977-02-28 DE DE2708556A patent/DE2708556C3/en not_active Expired
- 1977-02-28 NL NL7702151A patent/NL7702151A/en active Search and Examination
- 1977-02-28 SE SE7702190A patent/SE426860B/en not_active IP Right Cessation
- 1977-02-28 ES ES456383A patent/ES456383A1/en not_active Expired
- 1977-02-28 GR GR52878A patent/GR66788B/el unknown
- 1977-03-01 PL PL1977196358A patent/PL116388B1/en unknown
- 1977-03-01 BR BR7701254A patent/BR7701254A/en unknown
- 1977-03-01 FR FR7705960A patent/FR2343126A1/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| ES456383A1 (en) | 1978-05-01 |
| SE7702190L (en) | 1977-09-03 |
| YU35177A (en) | 1982-08-31 |
| DE2708556C3 (en) | 1981-10-01 |
| DE2708556B2 (en) | 1981-02-26 |
| BR7701254A (en) | 1977-12-20 |
| DE2708556A1 (en) | 1977-09-08 |
| NO149558C (en) | 1984-05-09 |
| GB1535456A (en) | 1978-12-13 |
| NO149558B (en) | 1984-01-30 |
| FI66238B (en) | 1984-05-31 |
| DK145431C (en) | 1983-04-18 |
| IT1086770B (en) | 1985-05-31 |
| DK79277A (en) | 1977-09-03 |
| FI770306A (en) | 1977-09-03 |
| PL116388B1 (en) | 1981-06-30 |
| YU39379B (en) | 1984-12-31 |
| NO770671L (en) | 1977-09-05 |
| FR2343126A1 (en) | 1977-09-30 |
| SE426860B (en) | 1983-02-14 |
| GR66788B (en) | 1981-04-29 |
| NL7702151A (en) | 1977-09-06 |
| CH618773A5 (en) | 1980-08-15 |
| FR2343126B1 (en) | 1982-12-03 |
| FI66238C (en) | 1984-09-10 |
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